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Polikarpov I-185

Polikarpov I-185


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Polikarpov I-185

The Polikarpov I-185 was a high performance fighter that almost entered production, before problems with its engine caused the project to be cancelled.

The entire project was dogged by engine problems. After the cancellation of the I-180 Polikarpov decided to develop a new fighter using the most powerful experiment engine he could find, in this case the Nazarov M-90. This was a radial engine that was hoped to produce 2,000hp, but in practise it failed to reach this level of power. The I-185 was a low-wing monoplane, similar in appearance to the I-180, but with a small thin all-metal two-spar wing covered with a duralumin stressed skin.

The first prototype was developed during 1940. It was originally powered by the developmental M-90 engine, and was to be armed with two 7.62mm and two 12.7mm machine guns. It was expected to reach 444mph at 24,000ft, but taxiing trials reveals that the engine didn’t even have enough power to get the aircraft off the ground. Another new engine, the Shvetsov M-81, was installed instead, but this too was under-powered, and after a single flight on 11 January 1941 this aircraft was grounded. In May of the same year development of the M-81 engine itself was also cancelled.

Late in 1940 Polikarpov began work on a second prototype, this time powered by the 1,700hp Shvetsov M-82A, which had a smaller diameter than either of the earlier engines. This reduced drag, and this improved the aircrafts speed. This second prototype was armed with three 20mm ShVAK cannon, all mounted in the nose. Flight tests began in May 1941. Although this aircraft never entered production, it did provide valuable data for the development of the La-5 and a version of the Yak-7 powered by the same engine.

A third prototype soon followed, this time powered by the Shvetsov M-71 engine, a 2,000hp 18-cylinder radial engine. The tests on this version were interrupted by the German invasion in the summer of 1941, which forced Polikarpov and zavod 51 to move east, but they were successful enough to justify further work, and to see the first prototype re-engined with the M-71. This model performed very well in tests, with a top speed at 20,250ft of 391mph, and was judged to be equal or better than every current production fighter.

In the spring of 1942 it was decided to place the I-185 M-71 into production. A production standard prototype was produced, and went to state trials on 18 November. This coincided with the start of service trials with the 728th IAP of the 3rd Air Army. The I-185 was very popular with this unit's pilots, but once again the engine would prove to be its weakest point. The trials had to be halted between mid December 1942 and mid-January 1943 until a new engine arrived, and this failed after only 24 hours of running. A few days, on 27 January 1943, a test pilot was killed while attempting to land after yet another engine failure, and the first prototype was destroyed in a crash on 5 April. It was clear that the M-71 engine was not yet ready for front line service, while the only valid alternative, the M-82, was needed for the La-5. As a result production of the I-185 was cancelled.

I-185 M-71 (production prototype)
Engine: M-71
Power: 2,000hp
Crew: 1
Wing span: 32.2ft
Length: 26.4ft
Empty Weight: 5,973lb
Take-off Weight: 8,000lb
Max Speed: 403mph at 20,000ft
Cruising Speed:
Service Ceiling: 36,000ft
Range: 497 miles
Armament: Three 20mm cannon


10 Incredible Soviet Fighter Aircraft that never entered service

Faced with such a mouth-watering menu of Soviet fighter projects that never entered service, it was almost painful to select a mere ten. I won’t promise anything, but when the Hush-Kit writers are next sufficiently sober we may create a part two.

To keep this blog going, allowing us to create new articles- we need donations. We’re trying to do something different with Hush-Kit: give aviation fans something that is both entertaining, surprising and well-informed. Please do help us save the Hush-Kit blog. Our site is absolutely free and we have no advertisements. If you’ve enjoyed an article you can donate here . Your donations, however big or small, keep this going. Thank you.


In the 1980s, the Mikoyan design bureau tinkered with a simple, single-engine warplane similar in concept to the original version of Lockheed’s F-16 lightweight fighter. Like the F-16A, the new Soviet plane would be simple, manoeuvrable and inexpensive.

Picture the scene: it’s the late thirties, you are aircraft designer Vasili Nikitin and you are puzzling out the future of the fighter aircraft whilst living in the terrifying day-to-day world of Stalin’s Soviet Union. Yakovlev came up with a nice little fighter and was given a car. Yet Polikarpov showed a bit too much cockiness and was thrown in jail. And right now everything is awkward: The speed of the monoplane seems to be pointing the way to the future yet the biplane still has superior manoeuvrability, short field performance and climb-rate. What the hell are you supposed to do? Suddenly up pops seemingly crazed test-pilot Vladimir Shevchenko who explains over a couple of cups of kvass how you could achieve both in the same airframe with a hare-brained scheme he dubs the ‘folding fighter’. Against all better judgement the entire lower biplane wing hinges and retracts into the fuselage side and upper wing, transforming the handy but slow biplane into a sleek monoplane at the flick of a switch. You wonder if the idea is insane – but after due consideration you decide it may well be the next big thing in aerospace technology

Somehow the approval of the Chief Directorate of the Aviation Industry was obtained, and a folding fighter was built: the IS-1. Amazingly for such a seemingly radical machine it performed excellently. A productionised version dubbed the IS-2 was quickly developed but its monoplane abilities were insufficiently competitive and Nikitin devised the considerably more formidable IS-4. The design of the wing(s) remained basically unchanged but this is where the similarity ended as the IS-4 was to be fitted with a bubble canopy, tricycle undercarriage and the M-120: a 16-cylinder X-configuration engine delivering 1650 hp. With the M-120 engine a top speed of 447 mph was forecast in monoplane configuration, heady stuff indeed for 1941, yet transformed into a biplane a landing speed of merely 66 mph was projected. An aircraft offering this astonishing breadth of performance would have been invaluable for the Soviet air force, especially early in the war when their fighters were required to operate from rough fields where the docility and inherent STOL capability of a biplane would have been greatly appreciated. It is also worth pondering what might have been had the design been known to the contemporary outside world, the folding fighter concept has obvious potential for carrier based aircraft for example. Likewise the inherent liabilities of the type were never to be operationally evaluated, what would happen if the lower wing deployed asymmetrically for example? Nikitin had designed a lock to prevent this from occurring yet who knows what would happen in combat. Similarly the undercarriage could not be lowered in monoplane configuration. Were the wing and wheels to stick ‘up’ for any reason the resulting forced landing would be highly dangerous and almost definitely result in the loss of the aircraft.

But this was all to remain academic as fate intervened (as for so many other hopeful Soviet armament projects) in the form of a massive German invasion curtailing work on promising new aircraft to concentrate on existing types. To be fair, things had already begun to unravel somewhat for the IS-4 when the M-120 engine was cancelled and the lower-powered Mikulin AM-37 (as fitted to the less than spectacular MiG-3) had to be substituted as the only alternative inline power unit available. Nonetheless the IS-4 was apparently flown in the summer of 1941 but records of what flight testing was done were lost when the design bureau and workshop were evacuated ahead of the advancing German forces.

Despite the recorded completion and flight of the IS-4, I have searched online for nearly five whole minutes and not been able to find a single photograph of the complete aircraft. There’s three-views and an oft-reproduced drawing of the aircraft in its M-120 engined form hurtling skyward in dramatic fashion but that’s about it. Given that every other obscure fighter I can think of has at least turned up in at least one photograph (even the long lost PZL.50 Jastrząb) it does seem to cast doubt on the flight claims of this amazing aircraft. Or maybe I just didn’t look hard enough. However the cancellation of the IS-4, whether or not it actually flew, brought to an end the development of the world’s first serious attempt at a variable-geometry fighter, closing the door on a conceptually unique aircraft that appeared to have a great deal of potential.


General info

Flight performance

The I-185 (M-71) inherits the characteristics of its predecessor while improving on its flight characteristics, due to its more powerful Shvetsov M-71 engine. The aircraft has a more powerful main engine, giving it a noticeably faster climb rate than its predecessor. The climb rate is very impressive for its tier, allowing the I-185 to reach higher altitudes in a very short timespan. However, similar to other Soviet propeller planes, the I-185's engine rapidly loses performance above 4 kilometres in altitude, which prevents the aircraft from flying effectively at higher altitudes.

The I-185's manoeuvrability is relatively good, and is very similar to that of the German Fw 190. It has a great roll rate, but a lacklustre turn rate that is uncompetitive with aircraft it frequently faces at its BR. The aircraft does have a sturdy airframe (with a wing-break speed of

800 km/h IAS) meaning that the aircraft can survive dives much better than aircraft of the Lavochkin tree. Finally, it is worth noting that the aircraft features automatic slats, which can improve low-speed manoeuvrability.

Characteristics Max Speed
(km/h at 6,100 m)
Max altitude
(metres)
Turn time
(seconds)
Rate of climb
(metres/second)
Take-off run
(metres)
AB RB AB RB AB RB
Stock 647 631 10450 22.6 23.2 13.5 13.5 358
Upgraded 720 680 20.1 21.0 25.4 18.5

Details

Features
Combat flaps Take-off flaps Landing flaps Air brakes Arrestor gear
X X
Limits
Wings (km/h) Gear (km/h) Flaps (km/h) Max Static G
Combat Take-off Landing + -
800 320 380 354 280

Survivability and armour

  • 8 mm Steel - armour plating behind pilot's seat
  • No armoured glass
  • Critical components located in front of aircraft, centralized in the fuselage (fuel, pilot, engine, controls, guns)
  • More fuel tanks located in wings near the fuselage

Modifications and economy

Radiator, Compressor, Offensive 20 mm, Engine Repair, Engine Injection, New 20 mm Cannons, Wings Repair, Survivability Modifications, Fuselage Repair, and only lastly the ordnance. (Note that Airframe might have to be researched after the Compressor in order to unlock the Tier 3 modifications)


Polikarpov I-185 - History

Photograph:

Polikarpov I-185 during testing in Russia (Author’s collection)

Country of origin:

Union of Soviet Socialist Republics

Description:

Power Plant:

One 1,492 kw (2,000 hp) Shvetsov M-71 fourteen-cylinder two-row radial air-cooled engine

Specifications:

Armament:

Three 20 mm ShVAK cannon up to 500 kg (1,100 lb) of bombs or eight RS-82 rockets.

History:

Based on the I-180 series, the I-185 was designed in 1940, itself being developed from the I-16 but was virtually a new design. Built of moulded birch plywood with an integral tailfin, but having a two-spar all metal wing with an NACA-230 profile and covered with metal, it had pneumatically powered split flaps and leading-edge slats. Control surfaces were covered with fabric and it had a conventional tailwheel undercarriage. Engine initially chosen to power the aircraft was the 1,492 kw (2,000 hp) Tumansky M-90 18-cylinder two-row unit fitted with a ducted spinner to improve cooling.

The prototype was completed in May 1940 but the Tumansky engine did not provide sufficient power. This aircraft was then fitted with an 895 kw (1,200-hp) Shvetsov M-81 radial engine and flew with this on 11 January 1941 but this also lacked sufficient power to allow the aircraft to be placed in production and the M-81 engine itself was then cancelled.

A second prototype was completed in 1940, this fitted with a 1,268 kw (1,700 hp) Shvetsov M-82A radial engine. This aircraft had some changes to the armament, including the installation of three 30 mm ShVAK cannon. A third prototype was completed with a Shvetsov M-71 engine providing 1,492 kw (2,000 hp). German Army advances forced the evacuation of the three prototypes to Novosibirsk where testing resumed. The aircraft were assigned to the 728th Flight Aviation Regiment of the 3rd Army for combat trials in November 1942, receiving glowing reports from test pilots.

Preparations were then commenced to place the type in production with the M-71 engine, a production standard aircraft being completed, this aircraft undergoing manufacturing trials between June and October 1942.It was submitted for State Acceptance tests on 18 November but further engine problems occurred and the aircraft crashed on 27 January 1943. Flight testing continued with the original three prototypes but the first aircraft crashed on 5 April 1943. All work on the type was then cancelled, work in production plants being directed to producing the LaGG-3 fighter.

An amateur-builder, Mr Rodney Duffield of Kallangur, QLD, has constructed an 84 per cent scale replica of the I-185 with a tubular steel fuselage, metal wing, and some metal and fabric covering. The aircraft has been fitted with a Chinese-built 213 kw (285 hp) Nanchang radial engine and this was tested when fitted to the airframe. More than 6,000 hours were spent by the builder on the construction of the aircraft. Recent reports show the engine installed and construction proceeding, first engine runs taking place on 15 August 2011.


The Lavochkin La-5 was a Soviet fighter aircraft of World War II. It was a development and refinement of the LaGG-3, replacing the earlier model's inline engine with the much more powerful Shvetsov ASh-82 radial engine. During its time in service, it was one of the Soviet Air Force's most capable types of warplane, able to fight German designs on an equal footing.

The Mikoyan-Gurevich MiG-1 was a Soviet fighter aircraft of World War II that was designed to meet a requirement for a high-altitude fighter issued in 1939. To minimize demand on strategic materials such as aluminum, the aircraft was mostly constructed from steel tubing and wood. Flight testing revealed a number of deficiencies, but it was ordered into production before they could be fixed. Although difficult to handle, one hundred were built before the design was modified into the MiG-3. The aircraft was issued to fighter regiments of the Soviet Air Forces (VVS) in 1941, but most were apparently destroyed during the opening days of Operation Barbarossa, the German invasion of the Soviet Union in June 1941.

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The Mikoyan-Gurevich DIS was a prototype Soviet escort fighter of World War II. The service designation MiG-5 was reserved for the production version of the aircraft. Competing designs in the USSR included the Grushin Gr-1, Polikarpov TIS and Tairov Ta-3.

The Polikarpov I-15 was a Soviet biplane fighter aircraft of the 1930s. Nicknamed Chaika because of its gulled upper wings, it was operated in large numbers by the Soviet Air Force, and together with the Polikarpov I-16 monoplane, was one of the standard fighters of the Spanish Republicans during the Spanish Civil War, where it was called Chato (snub-nose).

The Polikarpov I-180 was a 1938 Soviet fighter prototype. It was the last attempt to extract performance from the basic Polikarpov I-16 design. The development cycle was plagued with problems, especially with the death of the star Soviet test pilot Valery Chkalov in one of the prototypes.

The Polikarpov ITP was a Soviet fighter prototype designed during World War II. Development was prolonged by the evacuation of the design bureau forced by the German advance on Moscow in the fall of 1941. By the time the second prototype was finished the Soviets had fighters with equivalent or better performance already in production and the program was cancelled.

The Lavochkin La-126 was a World War II Soviet prototype piston-engined fighter aircraft.

The Polikarpov I-153 Chaika was a late 1930s Soviet biplane fighter. Developed as an advanced version of the I-15 with a retractable undercarriage, the I-153 fought in the Soviet-Japanese combats in Mongolia and was one of the Soviets' major fighter types in the early years of the Second World War. Three I-153s are still flying.

The Lavochkin-Gorbunov-Gudkov LaGG-3 was a Soviet fighter aircraft of World War II. It was a refinement of the earlier LaGG-1 and was one of the most modern aircraft available to the Soviet Air Force at the time of Germany's invasion in 1941. Despite its wooden construction, it was overweight and underpowered, at one stage 12 LaGG-3s were being completed daily and 6,528 had been built when factory 31 in Tbilisi switched to Yak-3 production in 1944.

The Polikarpov I-3 was a Soviet fighter designed during the late 1920s. It entered service in 1929, but was retired in 1935 with the advent of fighters with higher performance.

The Polikarpov I-6 was a Soviet biplane fighter prototype of the late 1920s. It was designed with traditional wooden construction in comparison with the wood and steel tube construction Polikarpov I-5. Its development took longer than planned and the lead designer, Nikolai Polikarpov, was arrested for industrial sabotage, which only further delayed the project. Only two prototypes were built, as the I-5 was selected for production.

Polikarpov DI-1, also known as 2I-N1, Russian: Поликарпов ДИ-1 (2И-⤣), was a prototype Soviet two-seat fighter designed during the 1920s. The sole prototype built crashed on its ninth flight, due to manufacturing defects, and the program was cancelled.

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The Shvetsov M-71 was a Soviet radial engine built in small numbers during World War II. It was derived from the Shvetsov M-25, which was a license-built copy of the American Wright R-1820-F3 Cyclone engine.

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The Yakovlev AIR-6 was a Soviet light utility aircraft of the 1930s. It was a single-engined high-wing monoplane designed by Alexander Sergeyevich Yakovlev, with 128 being built.


Varian [ sunting | sunting sumber ]

Pada bulan Februari 1943, Polikarpov memulai desain pendahuluan dua versi terbaru dari desain I-185. Polikarpov I-187 memiliki mesin M-71F berkekuatan 1.640 kW (2.200 hp), sebuah kanopi gelembung, empat meriam 20 mm, delapan roket RS-82 dan perkiraan kecepatan maksimum 710 km/jam (441 mph). Polikarpov I-188 menggunakan mesin M-90 yang disempurnakan dengan 1.552 kW (2.080 hp) dan meskipun badan pesawatnya lebih ramping daripada I-187 karena mesin yang lebih ramping, I-188 menggunakan persenjataan yang sama dengan I-187. Ε]


Design și dezvoltare

I-185, proiectat la începutul anului 1940 , se baza pe I-180 , care era în sine o dezvoltare a I-16 , dar era practic un design nou. Monococa Fuselajul a fost construit în mod similar de „shpon“, placaj de mesteacan turnat, si , de asemenea , a avut o aripioară integrantă, dar a fost considerabil mai mare decât cea a I-180. Aripa cu două spare , complet metalică, era mai mică și mai subțire decât aripa lui I-180, aproape la fel de subțire ca aripa Supermarine Spitfire , la 13% la rădăcină și conică la 8% la vârful aripii. Aripa avea un profil NACA-230 și era jupuită în duraluminiu . Au fost montate clapete despicate cu acționare pneumatică și lamele de margine . Panourile exterioare ale aripilor aveau 3 ° de diedru . Suprafețele de control acoperite cu țesături erau încadrate în duraluminiu. Rezervoarele de combustibil protejate de 540 litri (119 imp gal 143 US gal) au fost montate între spatele secțiunii centrale aripilor. I-185 folosea un tren de rulare convențional cu o roată de retragere retractabilă. Nedovedit 1,492 kW (2000 CP) cu 18 cilindri, cu două rânduri Tumansky M-90 motor radial a fost realizat pe țevi sudate din oțel. Acesta a fost echipat cu un filer cu conductă pentru a îmbunătăți răcirea cu aerul expulzat prin branhii ca în I-180 pentru a oferi o tracțiune suplimentară. Armamentul sincronizat a fost montat în fuselaj, două 7,62 mm (0,300 in) mitraliere ShKAS și două 12,7 mm (0,50 in) Berezin UB S mitraliere . O bombă de 500 de kilograme (1.100 lb) ar putea fi transportată în condiții de suprasarcină. Primul prototip a fost finalizat în mai 1940, dar singurul exemplu disponibil al M-90 nu a furnizat suficientă putere pentru decolare. Prototipul a fost modificat pentru a utiliza un alt motor experimental, radialul Shvetsov M-81 de 895 kilowati (1.200 CP) , dar acesta nu a fost suficient de puternic pentru testele de zbor. I-185 (M-81) a ieșit în aer în aer în 11 ianuarie 1941, dar s-a decis să nu mai pierdem dezvoltarea ulterioară și să așteptăm un motor mai puternic, care a fost norocos, deoarece M-81 a fost anulat în mai 1941.

Un al doilea prototip a fost finalizat la sfârșitul anului 1940 cu un motor radial Shvetsov M-82 A. cu 14 cilindri, 1.268 kW (1.700 CP) . Fuzelajul din față a trebuit să fie reproiectat pentru a se potrivi cu motorul mai subțire, iar armamentul a fost revizuit la trei tunuri ShVAK de 20 mm (0,79 in) sincronizate . Desenele pentru această instalare a motorului au fost transmise către Lavochkin și Yakovlev unde s-au dovedit foarte utile în proiectarea propriilor luptătoare folosind motorul M-82, în special Lavochkin La-5 . De asemenea, a fost construit un al treilea prototip care folosea motorul radial Shvetsov M-71 mai mare și mai greu de 1.492 kW (2.000 CP). Testele de zbor ale ambelor versiuni din urmă au fost întrerupte de invazia germană din iunie 1941 și toate cele trei prototipuri, împreună cu întregul birou de proiectare Polikarpov , au fost evacuate la Novosibirsk .

Testele de zbor s-au reluat la începutul anului 1942, iar versiunile cu motor M-71, care includeau acum primul prototip cu motor, s-au dovedit a fi mai rapide decât Messerschmitt Bf 109 F cu 47 km / h (29 mph) la nivelul mării și 20 km / h (12 mph) la 6.000 metri (19.685 ft) cu o viteză maximă de 630 km / h (390 mph) la acea altitudine. A fost recomandat pentru producția imediată, chiar înainte de a începe încercările de luptă în noiembrie 1942. Toate cele trei aeronave au fost repartizate Regimentului 728th Fighter Aviation din Armata a 3-a aeriană a frontului Kalinin și au fost strict controlate pentru a preveni pierderea prototipurilor. De exemplu, toate ieșirile trebuiau să zboare peste teritoriul controlat de sovietici și necesită permisiunea expresă a personalului armatei 3 aeriene pentru a zbura. Rapoartele piloților erau destul de entuziaste comandantul 728th, căpitanul Vasilyaka a scris: "I-185 depășește atât aeronavele sovietice, cât și cele străine în viteză uniformă. Efectuează manevre acrobatice ușor, rapid și energic. I-185 este cel mai bun luptător actual din punctul de vedere al controlului simplitate, viteză , manevrabilitate (mai ales în urcare), armament și supraviețuire. "

Pe baza raportului strălucitor al NII VVS ( Nauchno-Issledovatel'skiy Institut Voyenno-Vozdushnykh Sil - Institutul de testare științifică a forței aeriene), la începutul anului 1942, pregătirile au început să pună I-185 (M-71) în producție. O aeronavă „standard de producție (etalon)” a fost construită în aprilie 1942 cu un capot motor reproiectat. Greutatea sa brută a crescut cu 144 kg (317 lb) față de prototipurile anterioare, dar reducerea rezistenței la noul capot a fost semnificativă, iar viteza maximă a crescut la 650 km / h (400 mph) la 5000 de metri. Acesta a fost supus testelor producătorului între iunie și octombrie și a fost supus testelor de acceptare de stat la 18 noiembrie. Cu toate acestea, testele de zbor au fost întrerupte de necesitatea înlocuirii motorului între 17 decembrie 1942 și 26 ianuarie 1943. Noul motor a eșuat a doua zi, iar avionul s-a prăbușit pe 27 ianuarie. Testele de zbor au fost ordonate să fie continuate cu prototipurile originale pentru a valida cifrele de distanță, dar primul prototip s-a prăbușit pe 5 aprilie, ucigând pilotul în timp ce încerca să aterizeze cu un baston mort.

Toate lucrările pentru punerea I-185 în producție au fost anulate ulterior, chiar și cu motorul M-82, deoarece toate erau necesare pentru luptătorul La-5. Un alt motiv citat a fost că La-5 a folosit fuzelajul Lavochkin-Gorbunov-Goudkov LaGG-3, care era deja în producție în trei fabrici și ar implica o mai mică întrerupere a liniilor de producție. Un alt factor ar fi putut fi faptul că La-5 a necesitat mai puțină duralumină pentru a construi, ceea ce era în prezent scăzut.


Polikarpov I-185 - History

I ordered this from a dealer in Russia back last December. It finally showed up last Saturday (thanks much, Louie DeNoJoy).

It’s a simple kit. Far better than the limited-run Mikro-Mir kit. Panel lines look heavy when compared with photos of the real thing, which looks to have a very clean airframe. I will likely fill these and rescribe, as well as sand down the fabric control surfaces. There are two thick but clear canopies provided, closed given the paucity of cockpit detail, this will be fine.

Decals are provided for two PLAAF and three V-VS airplanes, including a V-VS Aerobatic team in all-red livery.

It appears to only be available through Russian sources in eBay. This one was $1.95, a total of $30 delivered. Ark Models also does the similar but for armament La-9.

For those who don’t know that much about the last Soviet piston-engined fighter, here’s some history:

The Lavochkin La-11 (NATO reporting name Fang) was an early post-World War II Soviet long-range piston-engined fighter aircraft.

One of the recommendations from testing of the La-130 (Lavochkin La-9 prototype) was to develop it further into a long-range escort fighter. The resultant La-134 prototype (also referred to as La-9M) featured increased fuel and oil capacity. Armament was reduced from four to three 20mm cannons. The prototype flew in May 1947. The second prototype, La-134D had its fuel capacity increased by an additional 73 US gallons with wing and external fuel tanks.

The aircraft was fitted with larger tires to accommodate the increased weight and featured amenities for long flights such as increased padding in the seat, armrests, and a relief tube. A full radio navigation suite was installed. Not surprisingly, combat performance with a full fuel load suffered. However, as the fuel load approached that of the La-9, so did the performance. The aircraft was found to be poorly suited for combat above 7,000 m (23,000 ft). The new fighter, designated La-11 entered production in 1947. By the end of production in 1951, a total of 1,182 aircraft were built.

The first documented combat use of the La-11 took place on April 8, 1950, when four Soviet pilots shot down an U.S. Navy PB4Y-2 Privateer over the Baltic Sea, with all 10 of the crew lost. Later the same year, two La-11 pilots shot down a P2V Neptune over the Sea of Japan near Vladivostok one USN crew member was killed.

The Soviet 106th Fighter Aviation Division moved to Shanghai in February 1950 to defend it against bombing by the ROCAF. The 351st Fighter Regiment was equipped with the La-11. On March 7, the regiment claimed a ROCAF B-25 Mitchell bomber shot down near Nanjing. On March 14, 1950, a ROCAF B-26 Marauder bomber was claimed in Xuzhou. On March 20, 1950, five La-11 pilots encountered a group of ROCAF P-51D Mustangs north-west of Shanghai the P-51 pilots immediately retreated. On April 2, 1950, two P-51Ds were claimed by La-11 pilots over Shanghai. After that, MiG-15s of the Soviet 29th Fighter Regiment took over the air defence role. The ROCAF stopped bombing Shanghai that June and the Soviet units left in October 1950.

On November 30, 1951, 16 La-11s of the 4th Fighter Aviation Regiment, Chinese People’s Volunteer Army (PVA) were escorting nine Tu-2 PVA bombers to bomb the South Korean island of Taehwa-do. They intercepted by 30 F-86 fighters of the USAF four Tu-2 bombers and three La-11s were shot down.

The main target of La-11 pilots during the Korean War was the Douglas A-26 Invader night bomber, although numerous skirmishes with P-51s also took place. Attempts to intercept B-29 bombers proved fruitless, since the La-11 required 26 minutes to reach the B-29’s altitude and once there had a speed advantage of only 12 mph, making it easy for the B-29 to evade the attacker in a shallow dive.

On July 23, 1954, a C-54 Skymaster operated by Cathay Pacific Airways on a civilian passenger flight en route from Bangkok to Hong Kong, was shot down by two La-11s of the 85th Fighter Regiment, People’s Liberation Army Air Force (PLAAF) off Hainan Island, killing 10 in an incident known as the 1954 Cathay Pacific Douglas DC-4 shootdown. On July 26, near the same location, two La-11s of the same unit were shot by 12 USN AD-4 Skyraiders.

During 1954–55, PLAAF La-11s took part in the Battle of Yijiangshan Islands escorting ships of the People’s Liberation Army Navy and Tu-2 bombers.


Polikarpov I-185

Polikarpov I-185 oli neuvostoliittolainen hävittäjälentokone, joka suunniteltiin vuonna 1940. Kone oli jatkokehittelymalli I-180:sta, joka oli kehitetty Polikarpov I-16-hävittäjästä. Siinä kokeiltiin kolmea eri moottoria, mutta ne kaikki olivat puutteellisesti kehitettyjä. I-185-ohjelma peruuntui näiden ongelmien takia vuonna 1943.

Polikarpov I-185

Polikarpov I-185.
Tyyppi Hävittäjä
Alkuperämaa Neuvostoliitto
Valmistaja Polikarpov
Suunnittelija Nikolai Polikarpov
Ensilento 11. tammikuuta 1941
Status Ei käytössä
Pääkäyttäjät Neuvostoliitto
Valmistusmäärä 4
Kehitetty mallista Polikarpov I-180
Infobox OK

I-185:n kehitys alkoi alkuvuonna 1940. Ulkonäöllisesti kone muistutti suuresti I-16:sta, eroina olivat pidempi nokka, katettu ohjaamo ja muita pienempiä muutoksia. [1]


ARK Models 1/48 Polikarpov I-185 (AK48045)

Today we'll check one of the most advanced kits of this fighter - I-185 from Russian manufacturer ARK Models. Model is made in 1/48 scale and supplied in average sized top opening box. Inside you will find four sprues made of grey plastic and one transparent frame. Of course, you will also find small decal sheet and assembly manual inside. All plastic parts are packed into one plastic bag, so be careful and check the kit before purchasing, if you can.

Поликарпов И-185 не совсем обыденный объект в модельном мире. Существует всего несколько копмпаний, которые производят данный набор, а сам самолет не особенно известен в широких кругах. Более того, из-за проблем с двигателем работа над самим проектом И-185 была прекращена, так что, практически, это экспериментальный истребитель, который был выпущен небольшой серией. Истребитель мог выйти из него вполне интересным, но жизнь распорядилась иначе.
Сегодня мы рассмотрим один из наиболее проработанных наборов по данному истребителю - И-185 от Российского производителя моделей ARK Models. Модель выполнена в 48-ом масштабе и поставляется в средних размеров коробке. Внутри вы найдете четыре рамки из серого пластика и одну из прозрачного. Разумеется, внутри вы также найдете небольшой лист с декалями и инструкцию. Все пластиковые детали упакованы в один пакет, поэтому рекомендую проверить содержимое перед покупкой, если есть такая возможность.


Watch the video: IL2 Polikarpov I-185 (June 2022).


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