110 en Sy] SB, Soviet High Speed BomberTupolev SB Soviet High Speed Bomber Mikhail Maslov ICARUS AVIATION PRESS 2004Copyright © 2004 Icarus Aviation Press Text copyright © 2004 by Mikhail Maslov Drawings copyright © 2004 by Nikolay Polikarpov Color views copyright © 2004 by Sergey Ignatiev Al Rights reserved, No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form by any electronic or mechanical copying system without the written permission of the publisher. over illustration: Original painting, by Yuri Tepsurkaev, showing an SB 2 M-103 during the Soviet-Finnish (Winter) War of 1939-1940, One of the most eye-catching photos of the SB bomber, taken in May 1941, when the album “Military Airplanes of the USSR" was being prepared. This album, intended for the purpose of aircraft identification, was a collection of VVS RKKA aircraft photos taken at various ‘angles. Among other things, the albur, published in late June 1941, specified new positions for identification markings. Thered stars were 10 be painted only on the lower surfaces of the wing, the fuselage sides, and the vertical tall. Changes to positioning were introduced after the war broke out, while in summer 1941 most Soviet airplanes still featured the old identification style. The photo shows $8 2 M-103, (of the 96th series, produced in 1939, in service with the aviation unt of the Moscow Miltary District, on a taxiway ofthe Nll WS airfield ‘The airplane is painted light grey overall, carries tactical number "4" and the squadron identification (top of the rudder is painted red). ‘The ailerons are held by parking clamps, visible in the photo as small black rectangles in the middle of the wing's trailing edge. The rud- der and elevators are secured by special diagonal locks. An additional feature to note Is the rear-view mirror in a transparent fairing, positioned over the pilot's windshield. One may quess that the forward-fring SHKAS machine guns are lowered all the way down and ‘cannot be distinguished against the dark background. However, judging by the shadow on the ground, they are most likely removed. Printed and bound in Russia by JSC “Moscow Text-Books and Maplithography", Moscow 987654321 First Edition ISBN 0-9724527-1-0 Published by: Icarus Aviation Press P.O. Box 296 Old Saybrook, CT 06475 USA’ www. icarusbooks.com, We invite authors working on pre-1950 aviation subjects to contact us.Abbreviations Preface ‘Acknowledgments Geographical names Introduction Designer Arkhangelskiy Development, evolution, and series production of the SB hi Predecessors Birth of the high-speed bomber Other off-shoots of the aircraft's development and simultaneous projects Production problems Aircraft Factory No. 22 Beginning of series production The SB powered by M-100A engines. ‘The work on improvement of the SB’s gun armament in 1937 SB-bis, SB-bis-2, and SB-bis-3 prototypes Improvements and series production at Aircraft Factory No. 22 in 1938 Series production at Aircraft Factory No. 125, Irkutsk Range Improvements and series production at Aireraft Factory No. 22 in 1939 MMN Improvements and series production at Aireraft Factory No. 22 in 1940 SB with M-104 engines SB with M-105 engines Dive-bomber Prerodaciyl (SB with a nose wheel) Other experimental work Designations and names of various SBs SB colors The SB hangs on CONTENTS u 13 25 un 29 29 30 31 33 36 40 42 45 49 32 56 36 58 61 63 65 68 1Ar-2 dive-bomber Birth ofthe SB-RK Series production Service and combat use Civil application of the SB and its versions PS-40 and PS-41 high-speed transport airplanes Service in Polar Aviation ANT-35 airliner ‘The SB in combat Spanish Kariuska ‘SB in combat operations near Lake Khasan ‘The Nomonhan incident Ten years in China Czechoslovakian B-71 ‘SB in the Soviet-Finnish (Winter) War SB in Finnish service SB in the Great Patriotic War of 1941—1945 ‘Technical description of the SB bomber Technical description of the Ar-2 dive-bomber ‘SB —an exhibit at the Russian Air Force Museum in Monino Specifications ‘Sources and literature Scale drawings Colors & markings 5 75 83 83 87 RES 103 103 118 120 123, 126 130 138, 144 163 184 187 189 191 192 209 —= a=AGOS AON BAPON GAZ GUSMP GVF DRAE IAP. KBF KOMPAS Kosos LIL GVF MAGON MTAP NIL GVE NILWS. KAP OAG OELID OKADS KO 0KO-D RKKA ‘SAP SAD ‘SBAP ‘SBP TAGI TIT UMA VAShP WS RKKA. Ws VMF ZOK Abbreviations (viatsiva, Gidroaviatsiva, Opitnoe Stroitelstvo) — Aviation, Hydroaviation, and Experimental Construction (Armiya Osobogo Naznacheniya) — Special Services Army (Bombardirovochniy Aviapolk Osobogo Naznacheniya) — Special Purpose Bomber Aviation Regiment (Gosudarstvenniy Aviatsionniy Zavod) — State Aircraft Factory (Giavnce Upravtenie Severnogo Morskogo Putt) — Chief Directorate of the Northern Sea Route (Grazhdanskiy Vozdushniy Flot) — Civil Air Fleet (Dalnyaya Razvedivatelnaya Aviaeskadriliva) — Long-Range Reconnaissance Aviation Squadron (strebitelniy Aviapolk) — Fighter Aviation Regiment (Krasnoznamyonniy Baltiyskiy Flot) — Red Banner Baltic Fleet (Komisiya po Postroike Aerosaney) — Snowmobile Building Committee (Konstruktorskiy Otdel Sektora Opitnogo Samolyotosiroeniya) — Design Department of the Experimental Aircraft Construction Branch (Lyotno-Ispitateiniy Institut Grazdanskogo Vordushnogo Flota) — Flight Testing Institute of the Civil Air Fleet (Moskovskaya Aviatsionnaya Gruppa Osobogo Naznacheniya) — Moscow Special Purpose Aviation Group (Minno-Torpedniy Aviapolk) — Mine-Laying and Torpedo-Bombing Aviation Regiment (Nauchno-Ispitatelniy Institut Grazdanskogo Vozdushnogo Flota) — Scientific Testing Institute of the Ci Air Fleet (Nauchno-Ispitatelniy Institut Voenno-Vozdushnith Sil) — Scientific Testing Institute of the Air Force (Narodniy Kommissariat Aviatsionnoy Promishlennosti) — People's Commissariat of the Aviation Industry (Osobaya Aviagruppa) — Special Aviation Group (Oidet Ekspluatatsii, Lyotikh Ispitaniy ¢ Dovodki) — Department of Operations, Flight Tests, and Refinements (Otdeinaya Krasnocnamyonnaya Aviadiviziva Svyazi) — Independent Red-Banner Aviation Liaison Division (Opitniy Konstruktorskiy Otdel) — Experimental Design Department (Obedinenniy Konstruktorskiy Otdel) — Joint Design Department (Raboche-Krestyanskaya Krasnaya Armiya) — Workers’ and Peasants’ Red Army (Smeshanniy Aviapolk) — Combined Aviation Regiment (Smeshannaya Aviadiviziya) — Combined Aviation Division (Skorostnoy Bombardirovochniy Aviapolk) — High-Speed Bomber Aviation Regiment (Skorosmoy Bombardirovochniy Polk) — High-Speed Bomber Regiment (Tventralniy Aero-Gidrodinamicheskiy Institut) — Central Aero-Hydrodynamic Institute (Taktiko-Tekhnicheskie Trebovaniya) — Tactical-Technical Requirements (Upravlenie Morskoy Aviatsit) — Naval Aviation Directorate (Visshaya Aviashkola Pilotov) — Advanced Pilots Aviation School (Yoenno-Vozdushnie Sili Raboche-Krestyanskoy Krasnoy Armit) — Air Force of the Workers’ and Peasants! Red Army (Yoenno-Vozdushnie Sili Voenno-Morskogo Flota) — Air Force of the Navy (Zavod Opitnikh Konstrukisiy) — Factory of Experimental DesignsPREFACE The author first contemplated writing a book on the development, evolution, and service history of the SB aircraft almost two decades ago. However, up until the 1990s a comprehensive survey of any topic pertain ing to Soviet aviation had seemed unobtain- able. Too many facts and events remained hidden in departmental repositories, archives and museums. Various legends, which had been circulating for decades, as well as re-printed myths made the author reconsider and question everything written and published prior to the 1990s. This is why the author has had to study thousands of documents on the Soviet aviation industry and armed forces during the period of the 1930-1940, Insofar as the SB is concerned, the author has made considerable efforts to find and collate facts, which allowed him to ‘write the narrative in chronological compli- ‘ance with other events. Working with origi- nal technical documentation it became pos- sible to prepare detailed drawings of the air- ‘craft and its versions. The author has tried to include a reasonable amount of figures and details without burying the reader in endless technical details that would have made the narrative virtually unreadable, When writing this book about the SB the author primarily made use of Russian archives and the memoirs of Soviet design- ers, engineers, and pilots. Clearly, much ‘more research remains to be done to com- plete the SB’s history during the Spanish Civil War and its use in China. The author sincerely hopes this will be done and wishes every success to anyone who can add new details to this area of the SB’s service life. Acknowledgments The author gratefully acknowledges the assistance of all his friends and colleagues, and is especially thankful to N. Polikarpov, G. Petroy,S. Abrosow, D. Khazanov, D. Gri nyuk, I. Rodionov, V. Kondratyey, V. Kotel~ niko, A. Yargenson, D. Volodin and Yu. Ka- rminskiy The author prepared sketches and drafts of the drawings. The detailed drawings were then made by Nikolay Polikarpov, and the color views by Seruey Ianatiev. The author would like to thank Robert Repich (USA) and Guennadi Sloutski who, in addition to their work on translation and editing, arranged this book’s publication The author also expresses his appreciation to Nigel Eastaway and Malcolm Passing- hham of the Russian Aviation Research Trust (UK) for their assistance in the book’s preparation. Special thanks should be paid to the author's family, who patiently support him inall his research and literary efforts. Geographical names An effort was made to find the correct English translation for geographical names of Chinese, Finnish, Korean, and Mon- golian origin. Not all were located, so some geographical names are given as translitera- tions of the names used in Russian sources of that time.The most widespread designation for this two-engined aircraft is SB, which stands for Skorosinoy Bombardirovshchik or high- speed bomber. Its first appearance on the international arena during the Spanish Civil War of 1936 proved that the aircraft lived up to its designation — SBs were faster than both other bombers and also fighters partic- ipating in the first stage of the conflict. ‘While combat employment almost immedi~ ately uncovered a wide range of problems concerning the engines, armament and instruments, it had undoubtedly established its superiority. The Soviet SB had become the world’s first new-generation bomber built in quantity and successfully used in combat Development of the SB was preceded by more than a decade of designing and building aircraft at the Moscow-based Central Aero- Hydrodynamic Institute (TsAGI, Tsentralniy Aero-Gidrodinamicheskiy Institut). The ‘TSAGI, founded by famous Rus scientist Professor N.E. Zhukowskiy ‘was established to carry out theoretical and experimental research in aero- and hydro- dynamics with the results to be used in more practical applications later. However, it was the practical work that became a success arly in the Institute's history. In 1922 the TsAGI aviation department, headed by Andrey Nikolaevich Tupolev from the very first day, embarked on developing aircraft INTRODUCTION the designation of which started with his ini~ tials, ANT. From the ANT-2 passenger plane on, duralumin became the primary construction material used in TsAGI designs. Until the appearance of the SB family of airplanes the structure of TsAGI aircraft was a truss made up of tubes and sections and covered by a corrugated dura- lumin skin In September 1925 the team, headed by Tupolev, was given the status of design department and designated AGOS (Aviatsiya, Gidroaviatsiya, Opitnoe Stroitel- ‘Andrey Nikolaevich Tupolev had been head of aircraft development work at the TsAGI since 1922, and until the late 1940s designations of all TAGI airplanes started with is initials — ANT. In 41935 the then 47-year-old Tupolev was in his heyday and was considered one of the authorities of the Soviet aviation industry. In January 1936 Tupolev was appointed Chief Engineer of the Chief Directorate of the Aviation Industry, while still remaining Chief Designer and Head of experimental aircraft build- ing at the TsAGI. It was at ‘that time that the SB bomber (ANT-40) entered series pro- duction, The two-engined ANT-4, ‘which carried out fs maiden flight in autumn 1925, was the fist successful large air- plane developed at the design department headed by AN. Tupolev. Up until 1932 it was in series production at Moscow Aircraft. Factory No. 22, under the designation TB-1 (Tyazheliy Bombardi- rovehchik — 1 or heavy bomber ~ 1). In August-Sep- tember 1929. the ANT=4 Strana Sovetoy (Country of Soviets), flown by. pilot SAShestakov, carried out a ‘Moscow — New York flight covering a total of over 21,000 km (13,050 miles) In the photo the Strana So- vetov, featuring reg/n ‘URSS-300, i flying over Lake Michigan towards Detroit. The name Strano Sovetov is painted on the fuselage nose near the navigator’ cockpit. Note the covered turret hatches clealy visible in the nose and mid-upper fuse lage. | uem= TUPOLEV SB — SOVIET HIGH SPEED BOMBER The T8-3 (ANT-6) heavy four-engined bomber was in series production from 1930. In excess of 800 airplanes of this type had been manufac tured by 1937 when produc tion ceased. The pictured TB-3s, powered by M-17 feature tandem in landing geat and ‘are alrplanes of the first series. The photo was taken during training exercises in 1935, Rival units participating in such exercises were usu ly called the Blues and the Reds. Blue or red diagonal stripes were painted mid~ fuselage to distinguish the ‘opposing sides. sho — Aviation, Hydroaviation, and Experimental Construction). It was at this time that testing started on the two-engined ANT-4airerait, which later evolved into the famous TB-1 bomber. In 1929 the ANT-4 Sirana Sovetov (Country of Soviets), flown by pilot S.A. Shestakoy, carried out a fight from Moscow to New York fora total range ‘of 21,000 km (13,050 mils). In 1930 the ANT-6 (TB-3)four-engined bomber, a derivative of the ANT-4 (TB-1), was launched into series production. Initially developed for experiments with tor- pedoes and mines, the aircraft was built a a stritly defensive weapon (it is commonly misbelieved that it was an_ offensive ‘weapon). The debate on whether post-revo- lution Russia should develop @ navy had been won by supporters of the ground forces, led by M.N. Tukhachevskiy, Head of the RKKA Staff (Raboche-Krestyanskaya Krasnaya Armiya — Workers’ and Peasants? Red Army). Asa result, but primarily due to a lack of funds to build a navy it was decid- ed to produce the TB-3 to protect naval ‘bases on the Baltic Sea, the Black Sea, and in the Far East. Regardless ofits defensive role, in the early 1930s the units equipped with TB-3s could reasonably be considered a serious offensive threat to the neighboring European countries, Following the creation of the TB-3 the TSAGI continued to modify and enlarge the design. In the early 1930s the TsAGI built the sixcengined TB-4 (ANT-I6) and the cight-engined ANT-20 Maxim Gorkiy giant. ‘At that time the Institute was also develop- ing the twelve-engined ANT-26 (TB-6) air craft with a wing span of 95 m (312 ft), fly- ing weight of 70,000 kg (154,300 Ib) and useful load of 25,000 kg (55,100 1b). Airplanes with a wing span considerably in excess of 100 m (328 ft) were also under development. Itwas then that aviation expe- rienced another qualitative leap which ‘opened new vistas for drastic improvements in the performance of combat aircraft. Thus, the passion for low-speed giant air~ planes gradually died out. The new era of high-speed airplanes with smooth skin and retractable landing gear was ushered in. The SB, which became one of the most striking examples of this new approach, was designated the ANT-40, indicating that it was the TSAGI’s 40th design. The TsAGI gave up series production of aircraft with eor- rugated skin and concentrated on the new high-speed airplanes. By that time, following host of reorganizations, the TSAGI’s design. department received a new name — KOSOS (Konsiruktorskiy Otdel Sektora Opitnogo Siauhpienieiine =" Dee D Sat the Experimental Aireraft Construction Branch). Its general leadership was still car- ried out by A.N. Tupoley, however a range of prominent persons who later headed various design bureaus of their own came forth with- in the department. Among them were PO, Sukhoy who headed the development and manufacturing of the ANT-37 (DB-2) airplane, V.M. Petlyakov who carried out work on the ANT-42 (TB-7) bomber, and VM. Myasishchev who worked on the ANT-41 (T-1) torpedo bomber. Develop- ‘ment and refinement of the ANT-40 (SB) high-speed bomber was performed with the active participation of A.A. Arkhangelskiy \who played a defining role in this program. A short biography of this outstanding designer is appropriate at this time. —= w+Designer Arkhangelskiy The biography of Russian engineer and Soviet aircraft designer Aleksandr Aleksan- drovich Arkhangelskiy (18921978) is part of aviation history. While a student at the Moscow Technical University in 1912 he joined the aeronautics club headed by Professor Nikolay Egorovich Zhukovskiy, where within a short period of time he became one of the most active and fruitful members. Professor Zhukoyskiy himself, regarded as the “Father of Russian Aviation” due to his long-term fundamental research, considered Aleksandr Arkhangel: skiy one of his favorite students, As far back as 1913 he mentioned Arkhangelskiy in one of his articles, reporting that he had carried ‘out comprehensive theoretical calculations on S.K, Dehevetskiy’s propeller. The old professor affectionately called his tall assis- tant Dlinniy (Gangly) — obviously showing a close, trusting relationship. During WWI Arkhangelskiy worked for the calculation-testing bureau, headed by N.E. Zhukowskiy, and carried out aircraft calculations on orders of the military department. For instance, he personally participated in the technical examination of the gigantic Syyatogor aircraft designed by VA. Slesarev In 1914 25-year old Andrey Tupolev joined Zhukovskiy’s aeronautics club and ‘quickly became the leader of the team. The ensuing friendship between Arkhangelskiy and Tupolev continued right up to the death of the latter in 1972. Should the two persons be compared, one might say that thi plemented cach although Ar- khangelskiy's career passed in the shadow of the fame of his renowned colleague. In June 1918 both of them received their diplomas from the Moscow Technical University while in December of the same year they other, INTRODUCTION se Throughout his life ALAA khangelskiy was one of AN-Tupolev's closest. assis- tants. During the period the SB was being introduced into series and refined (1936-1941), Arkhangelskiy headed the independent design bureau at Aircraft Factory No. 22. When this design bureau was closed in 1941, he returned to work for Tupolev and part pated in refining the Tu-2 tactical bomber. in the photo, ‘taken in the 1950s, Arkhan- gelskly Is shown wearing” all ‘the State decorations that he received during his ong years ff work for the Soviet avia~ ton industry, In 1919 a special committee, tasked with designing snow ‘mobiles and named KOMPAS (Komisslya po. Postroike Aerosaney or Snowmobile Building Committee), was formed with employees of the TSAGI and the Scientific Automobile Laboratory. A.A. Arkhangelskly, future chief designer of the SB bomber, eagerly participated in the work of this commit- tee. In the photo, dated win- ter 1921-1922, Arkhangelskly Is sitting behind the steering wheel of the snowmebile, designed jointly with Boris Stechkin and designated [ARBES-2 (an abbreviation of ‘arkhangelskiy, Boris stech- kin). Note the styled inscrip- tion "“Compasse” on the ‘machine's nose, while under~ neath it is another, almost indistinguishable, inscription. In all probability, the inscrip- tion noted the original Le Rhone 80 hp rotary engine, ‘and was superimposed with the logo of the Fiat in-line ‘engine that was later mount~ ‘ed'on the snowmobile. The ‘ARBES-2 fitted with the lat- ter power plant was used in winter for inspection and maintenance of electric powerlines outside Moscow. |meee TUPOLEV SB — SOVIET HIGH SPEED BOMBER ee became employees of the TSAGI, estab- lished by Zhukovskiy. Tupolev became head of the aviation department in the new insti- ‘tute while Arkhangelskiy took the post of his assistant (deputy). Participation in the KOMPAS (Komis- siya po Postroike Aerosaney — Snowmobile Building Committee) was one of the first practical projects for the TSAGI staff. Within the period from 1919 to 1923 KOMPAS developed and built several successful snow= mobile types employed by the Red Army. At that time not only did Arkhangelskiy prove his talent for designing and managerial skills, but he also repeatedly took part in high-speed snowmobile races and turned ‘out to be a very daring and lucky racer. He had the chance to drive a snowmobile designed jointly with Boris Stechkin and designated the ARBES (which stood for Arkhangelskiy, Boris Stechkin). Starting in 1922 the TsAGI began work on the first airplanes designed by AN. Tupolev. Arkhangelskiy participated in the engineering development work of these programs, In particular he developed the fuselage nose of the 1wo-engined ANT-4 (TB-1) bomber. Arkhangelskiy was appoint ed a leading engineer during the course of the ANT-9 passenger plane’s development and was in charge of its manufacturing. In summer 1929 the first ANT-9 proto- type passed all its tests and carried out a demonstration flight along.a route Moscow- Berlin-Paris-Rome-Marseilles-London- Berlin-Warsaw-Moscow. The three-engined monoplane, named Krilya Sovetoy (Wings of Soviets), was flown by pilot Mikhail Gromov while designer Arkhangelskiy headed a small Soviet delegation which vis- ited the afore-mentioned European capitals as the flight unfolded. ‘The next programs worked on by Arkhangelskiy in 1931-1933 were the major components for the five-engined ANT-14 Pravda passenger plane and fuselages for the ANT-16 (TB-4) bomber and the ANT-20 ‘Maxim Gorkiy giant. ‘When development of the SB bomber started in 1934 Aleksandr Arkhangelskiy headed Design Brigade No. 5. In 1936 Arkhangelskiy's brigade was transformed into a design bureau, which was transferred from the TSAGI’s premises to Aircraft Factory No. 22. Chief Designer Arkhangelskiy was in charge of work on the SB's improvement until 1941 when its production ceased. a During those years his design bureau devel- oped the ANT-35 passenger plane and the “BY and Ar-2 bombers based on the SB. The ‘Ar-2 dive-bomber was the only series pro- duction aircraft to sport the initials of the designer and it was for this very type that Arkhangelskiy received the academic degree ‘of Doctor of Science and became the Stalin Prize Laureate in 1941. These prizes helped to take the sting out of the events to follow. Under a Soviet Government decree series production of the SB and Ar-2 ceased while the Pe-2 dive~ bomber, designed by VIM. Petlyakoy, was launched into mass production. Develop- ment of the new “B” bomber, created by Arkhangelskiy, was no longer part ofthe avi- ation industry’s plan and his design bureau was transferred to other premises. With the outbreak of WWII (the Great Patriotic War) many of the Soviet airerat- building enterprises were evacuated to east- em regions of the country. The whole of Arkhangelskiy’s design bureau was evacuat- ed to the Omsk-based Aircraft Factory No. 166 in order “to preserve personnel” The design bureau took along all its archives, engineering documentation, and calculations on the SB, Ar-2, and “B* air- craft. However, the designers were not given a chance to work on those types. Once again Arkhangelskiy became Tupolev's deputy and directed work on improving the Tu-2 ainplane and later participated in the devel- ‘opment of the four-engined “64” bomber. All. post-war aircraft created by the Tupolev Design Bureau up until the 1970s hhad been developed with Arkhangelskiy’s Gireet participation. In 1971 79-year old Arkhangelskiy was appointed Chairman of the Scientfie-Technical Council of the Design Bureau, retaining his title of Chief Designer, First Class. He occupied this post tntil the very last day of his life. Aleksandr Aleksandrovich Arkhangelskiy died on 18 December 1978, eleven days short of his S6th birth. ‘Arkhangelskiy’s work and_accomplish- ments were highly appreciated in his own time. He merited the honor of receiving the title of Hero of Socialist Labor and. was awarded 13 Soviet orders, six of which were the Lenin Order, the highest award in the Soviet Union. In addition, he was awarded the ttle of Lenin Prize Laureate and thrice the ttle of State Prize LaureatePredecessors The history of the SB high-speed bomber certainly can be considered to date from the first of the TsAGI’s corrugated-skin mono- planes, the two-engined R-6 (ANT-7) reconnaissance airplane, The R-6 was origi- nally designed as a multi-role aircraft capable of providing cover to bombers, conducting long-range reconnaissance and undertaking independent “cruiser” (find and strike) mis sions. The contradictory nature of the requirements it had to meet caused a consid- ‘erable peyiod of time to pass during its devel- ‘opment — from 1926 until 1930. In comp! ance with Air Force requirements the final version of the R-6 was built as a long-range reconnaissance aircraft boasting powerful defensive armament and a light bomb toad. Like the TB-1 the aircraft was powered by M-17 engines, but due to its smaller dimen- sions it featured a higher speed and faster rate of climb. It is worth noting the layout of its defensive gun mounts which became the standard in Soviet aviation through the late 1930s. On launching the TB-3 heavy bombers into series production the idea of escorting DEVELOPMENT, EVOLUTION, AND SERIES PRODUCTION OF THE SB HIGH-SPEED BOMBER them tothe target had been revived and after minor updating the two-engined reconnais- sance aircraft continued production as the KR-6 “cruiser” version. Several factories produced a total of 400 R-6 and KR-6 air- planes by 1937. While the two-engined R-6 reconnaissance aircraft and KR-6 “cruises” had never been tested in combat they had put themselves on record as the utmost ‘multi-role airplanes. They had been used as platforms for testing weapons and equip- ‘ment, as transport and. passenger planes, slider tugs, as wel as trainers for crew con- version to SB bombers. ‘Another step towards improving the two- engined multi-role aircraft was decreasing the R-6's dimensions and improving its ight characteristics by fitting the airplane with retractable landing gear and the gradual introduction of a smooth skin. Such aireraf. The R-6 (ANT-7) two- ‘engined reconnaissance ai plane, built at Alrcraf I-metal structure with corrugated skin. Two TUR-6 upper turrets (without machine guns. fitted) are clearly visible in the nose and ‘mid-fuselage. An extendable ventral machine gun is mounted under the fuselage to protect the lower rear hemisphere. Such a layout of defensive armament remain= ed traditional for Soviet bombers until Wwil A flight of six R-6 and KR-6 two-engined reconnaissance airplanes during. training exercises in summer 1936, The aircraft feature unit Identification stipes on their wings and fuselage, and the airplane types can easily be istinguished, The KR-6, pro- duced from 1934, differed by having a shorter and more sloping vertical tail without ‘the rudder hom balance, and the lack of a ventral gun ‘mount. This photo was taken from a single-engined R-5 reconnaissance airplane, the lower wing of which is seen in the lower right corner of the photo.meme TUPOLEV SB — SOVIET HIGH SPEED BOMBER ‘The prototype of the MI-3 (ANT-21) multi-seat fighter was photographed at the Moscow Central Airfield on 26 August 1933, before its flight tests. The MI-3 was the first two-engined airplane designed by the TsAGI which had a smooth-skinned fuselage. During atest flight on 14 September 1933 the upper hinges of both rud~ ders of the twin-fin vertical tall broke simulta neously. Despite the fact that both rudders piv- ‘oted towards the aircraft's centerline, test pilot LF. Kozlov managed to land the airplane. The DIP (ANT-28) two-seat cannon fighter, built in early 1935, was a further evolution of the MI-3, The ANT-29 had moth metal skin and was armed with a 102-mm ORP (Ginamo-Reaktivnaya Pushka — recolles cannon) designed by Kurchevskiy. Note the rear part of the cannon protrud- Ing from the tal faring — the cannon passed through the entire fuselage. Development ‘of the DRP cannon was can= ‘celled in 1936 and refinement \workon the ANT-29 stopped. ordered from the TsAGI by the Directorate of WS RKKA (Voenno-Vozdushnie Sili Raboche-Krestyanskoy Krasnoy Armii — Ait Force of the Workers’ and Peasants’ Red Army), received the designation MI-3 which stood for Mnogomesiniy Isirebtel or multi~ seat fighter, Two MI-3 prototypes (ANT-21 and ANT-21bis), built in 1933~1934, fea- tured improved aerodynamics, a partially smooth skin, and retractable landing gear. AS on the R-6, the ANT-21 was equipped with M-17 engines, while the ANT-21bis was ft- ted with the more powerful M-34. However, tests of both aircraft uncovered a wide range of defects. Therefore, these types never made it out of the prototype category. The DIP (Dyukhmotorniy Isirebitel Pushechnly — two-seat cannon fighter) or ANT-29, built in early 1935, was a direct derivative of the MI-3 und was armed with a 102-mm DRP (Dinamo-Reaktivnaya Pushka — recoilless cannon) designed by Kur- cchevskiy. In fact, the aircraft was specially developed to mount this particular weapon. ‘Since work on the DRP cannon was can- celled in 1936 the refinements introduced on the ANT-29 were also stopped. The “cruiser” concept fathered another evolution at the TsAGIL Starting in 1933 the Institute carried out development of the land-based SK-I (ANT-30) aircraft (Su- Khopuinly Kreiser — land-based cruiser) under a specification issued by the VVS RKKA. Its development lasted almost a year, and priority was given to increasing the air- craft's range and bomb load. However, aftera short while interest in the SK-1 waned as new prospects once again made the WVS recon- sider its plans for the development and build ing of combat aireraf, ‘A model of, the two-engined SK-1 (ANT-30) land-based “cruiser” that was developed by the TTsAGI design bureau from 1933. The SK-1 was planned to be used for escorting heavy bombers In long-range flights, and featured a wing of high aspect ratio. The airplane was to be pow- ‘ered by Hispano-Suiza 12¥brs engines. Its devel ‘opment was cancelled in favor of the ANT-40 program. This photo of the Sk-1 wind-tunnel ‘model shows the forward swiveling turretBirth of the high-speed bomber On § December 1933 the Directorate of the WS RKKA issued a new plan for exper- imental aircraft-building for 1934-193 Among other types listed were orders for the DB (Dalniy Bombardirovshchik — long- range bomber) and BB (Blizhniy Bom- bardirovshchik — short-range bomber) After examining the documents the TsAGI administration (N.M. Kharlamoy, Head of the Institute, and A.N. Tupolex, Head of the Design Department), in their letter to the Central Directorate of the Aviation Industry dated 20 December 1933, suagested that the plan be amended. The changes suggested were introduced and the TsAGI’s task was ‘modified: instead of improving the MI-3 the Institute was ordered to develop and build a new MI-4 aircraft powered by Wright Cyclone or Hispano-Suiza engines. Simultaneously, the BB short-range bomber was being considered as another evolution of the MI-3 multi-seat fighter. Later, the MI-4 was abandoned but the BB gained favor and its development quickly began even prior to 1934 A short while later the aireraft designa- tion was changed from BB to SB, which stood for ‘Sredniy Bombardirovshchik. or medium-range bomber (alternate interpre- {ations ofthe abbreviation were also used, as the Air Force almost from the outset defined it as the Skorasmoy Bombardirovshchik or high-speed bomber). Design Brigade No. 5, headed by Arkhangelskiy and incorporating 120 workers, was established to develop the aircraft type. Within the design bureau the icraft was designated ANT-40. The work on this project must have been a success as on 10 February 1934 Tupolev sent report addressed to Soviet leaders IV. Stalin KE. Voroshiloy, and G.K. Ordzhonikidze, in Which he stated that the design bureau was able to develop and build a two-engined bomber featuring a speed of 300-320 km/h (185-200 mph) at an altitude of 4,000-5,000 m (13,100-16,400 f) and a range of 700-1100 km (435-685 miles), powered by imported ‘Wright Cyclone, Hispano-Suiza, or Gnome- Rhone engines. “Informing you of these facts Task you for orders; and should the matter be seen favorably I will submit detailed reports pertaining both to the aircraft type and steps tobe taken to realize this venture The same dialogue was also conducted with the Air Foree Directorate, defining not only the engine types and specifications but also the materials to be used. For instance, the issue of which was to be the dominant ‘metal used in the aircraft structure, steel or duralumin, was being discussed. Finally, the decision was made in favor of duralurnin. (On 14 February 1934 the TsAGI received ‘a revised plan for experimental aircraft building for 1934-1935 which clearly indi- cated two ANT-40s: the first to be fitted with the Wright Cyclone engines (the ANT-40RTS, where RTS stood for Ray Tsiklon or Wright Cyclone) and the second to be powered by Hispano-Suiza engines (ANT-401S, IS — Ispano Syuiza or Hispano-Suiza). In March 1934 the Air Forve Directorate informed the TsAGI of DEVELOPMENT, EVOLUTION, AND SERIES PRODUCTION ss A view of the fuselage and plot's cockpit of an ANT=40RTS during construction, Note the fittings on the fuselage frame designed to attach to the fuselage nose section, and ‘the rudder control pedals. ‘The photo was most likely taken in late July 1934. The date in the lower lett corner, *n-VII-34", Is the date of final assembly of the alr~ frame and of the preparation of a photo album showing ‘stops in the manufacturing of the ANT-40RTs, Installation of the wing center section on an ANT-4ORTS at the TsAGI ZOK factory in July 1934, Workers are examining the joints for attachment of the wing outer panel, The Wright cyclone engines and their manifolds have already been mounted, while a sup- port for the left engine pro- paller shaft has not yet been removed.mee TUPOLEV SB — SOVIET HIGH SPEED BOMBER ‘Assembly of the ANT-AORTS |s almost complete. Only the ‘outer wing panels and onboard equipment remain to be mounted on the alt= plane. The SB Is less than two ‘months away from its maid cen flight. ‘Thenavigator’scockpitis being mounted on an ANT-40RTs The large rectangular holes in the bulkhead of the attach- iment frame are positioned in front of the rudder pedals. During final assembly a box- type cover will be fitted over ‘them. A gun mount frame for twin SKAS machine guns is already fitted on the first frame of the navigator's cockpit. The woman assem= bler is clearly posing for the Air Force Specifications 3330 km/h (205 mph) 8,000 m (26,200 ft) 700 km (435 miles) 500 kg (1,100 6) Maximum speed Service ceiing Range | Bomb os — 14 the new Taktiko-Tekhnicheskie Tactical-Technical Requirements), which are here compared to the designers’ data aircraft. specifications (TTT, Trebovaniya — TeAGI Data 320-330 km/h (200-205 mph) 7,000-8,000 m (23,000-26,200 ft) 700 km (435 miles) 500 kg (1,100 f) The almost identical values of the desired and feasible characteristics proved that both sides had been cooperating fully when preparing the SB preliminary project. The preliminary project and then the full- size wooden mock-up of the airplane, which was built in order to coordinate positioning of various equipment, were accepted in early March 1934, According to the preliminary project the SB was to be a cantilever midwing mono- plane with a three-man erew. In compliance with the compartmentation system adopted by the TsAGI the fuselage center section was ‘made integrally with the wing center section. ‘The fuselage center section (designated F-2) accommodated the pilot's cockpit and the bomb bay: The outer wing sections, the fuse- lage nose with the navigator’s cockpit (F-1), and the fuselage tail section (F-3) with the rear gunner’s station, were made as detach able subassemblies. The engines were mount- ed on the wing’s center section in nacelles into which the landing gear retracted behind the engine, The layout of the Hispano-Suiza engines with their front mounted radiators deserves due attention, This layout was chosen for very simple reasons: given the short length of the engine nacelles their drag was primarily calculated on the maxi- ‘mum cross-section (mid-section). Placing the radiator in front of the engine was the most efficient position (in regards to cool: ing) and also theoretically had little effect on the aerodynamics,DEVELOPMENT, EVOLUTION, AND SERIES PRODUCTION Although the preliminary project speci fied a wing span of 19 m (62 ft) and a wing area of 47.6 sq.m (512 sq.ft) these figures were realized only for the prototype fitted with the Wright Cyclone engines. Both the Air Force and the designers aimed to achieve a wing load of no more than 100 kg/sa.m (20.5 Ib/sa.f), This is why the ANT-40IS, equipped with the heavier Hispano-Suiza engines, had a wing span of 20.3 m (67 ft) and a wing area of 51.95 sq.m (560 sq.ft) (AS was customary with projects across the Soviet Union at this time, the deadline for these two prototypes was pushed forward by the Soviet administration, AS early as February 1934 it was stated that the ANT-40RTs prototype was to be ready by 15 July 1934, while the ANT-401S was to be completed by 15 August 1934. Obviously, these were completely unrealistic deadlines aimed only at maintaining pressure on the personnel, In reality the ANT-40RTs entered the ‘manufacturing stage on 1 May 1934, with the ANT-40IS following on 1 June 1934. To be correct, it is worth mentioning that these dates were the official ones. However, pre- liminary work and the manufacturing of some components had begun as carly as April (or even earlier), while most of the ‘engineering drawings were transferred to the factory workshops in June 1934, Mention should be made of the basic organization of the TsAGI’s design depart- ment. The whole process was lead by AN. Tupoley, Head of the KOSOS TsAGI. It was he who came up with the ideas and searched for ways to develop them after con- sulting with senior officials of the state, industry, and armed forces. Right behind Tupolev's office (usually in a small back room) was the office of engineer B.M. Kon- dorskiy, whose imagination and crafisman- ship was responsible for the general appear= ‘The first prototype of the future SB bomber was desig nated ANT-AORTs and was powered by two 730 hp Wright cyclone. air-cooled radial engines. This photo was taken on 31 October 1934, Le. on the day of the incident caused by failure of ‘an engine control rod. The ANT-40RTs shortly before its maiden fight, car~ ried out on 7 October 1934, The airplane does not have any identification marks or inscriptions, The prototype had an angular vertical tail and a tail wheel of early Sesign. Note that the cabins” glazing looks darkened. In fact, the quality of the cellu loid produced was poor and it hada yellow tint.mem TUPOLEV SB — SOVIET HIGH SPEED BOMBER Structure of the vertical tail of the first ANT-AORTS pro- totype. Leica iit TE? ALLL, Pst. ance of the aircraft while meeting the speci- fled requirements. The sketches and layouts were then discussed by Tupolev, Arkhan- ‘gelskiy, and other competent KOSOS spe- cialists. Design Brigade No. 5, headed by Ar- Khangelskiy, was the first in KOSOS to become fully responsible for the develop- ment and manufacturing of an entire new aircraft. Prior to that each brigade had been responsible for the development of a sepa- rate subassembly of an aircraft: the fuselage, ‘wings, landing gear, etc. Nevertheless, given the sophisticated and innovative nature of the task other brigades of the design depart ment also participated in developing the ANT-4). The aircraft wing was created by VM. Petlyakov’s brigade, aerodynamic cal culations were carried out by a group head ed by AK. Martinoy, while the airplane's strength calculations were done by A.I. Ma- arevskiy, S.N. Shishkin, and G.A. Ozerov, The ANT-40 prototypes were builtin the spacious workshops of the TSAGI’s Factory of Experimental Designs (ZOK, Zavod Opimnikh Konstruktsiy). ‘This new factory, erected behind the KOSOS building in the lowland along the Yauza River, became ‘operational on 1 January 1932 (in mid-1937 it was renamed “Aircraft Factory No. 156”). Shortly before assembly of the ANT-40 started the MDR-4 (ANT-27) flying-boat ‘and the gigantic ANT-20 Maxim Gorkiy ai plane had been rolled out of the factory, and the twin-hulled MK-1 (ANT-22) “naval cruiser” flying-boat was being completed. The first prototype (the ANT-40RTS) ‘was manufactured in less than halfa year, In September it was transported to the Moscow Central Airfield, home to the ‘TsAGI’s Department of Operations, Flight ‘Tests, and Refinements (OELID, Orde! Ekspluatatsii, Lyomikh Ispitanly 1 Dovodk). The aircraft made its maiden flight on 7 October 1934 and another nine test flights were carried out by the end of the month. The airplane was flown by pilots IS. Zhurovand K.K. Popoy. The prototype’s speed was well over 300 km/h (185 mph), however it lacked stability and controllability On 31 October the ANT-40RTS, flown by Popoy, had an accident near the Moscow Central Airfield, Due to a failure of the engine control system the pilot had to shut down the engines. The aircraft belly-landed, damaging the engine nacelles and the lower part of the fuselage. The ensuing repair, which also included some modifications and the installation of the gun and bomb arma- ment, went on until February 1935. From 5 February through 21 June 1935 the ANT-40RTs passed repeated factory test- ing, after which pilots of the NIT VS (Nauchno-Ispitatelniy Institut Yoenno~ Vocdushnikh Sil — Scientific Testing Institute of the Air Foree) also joined the test program. Fitted with two 730 hp Wright Cyclone engines the aircraft featured a max- imum speed of 325 km/h (200 mph) at an altitude of 4,000 m (13,100 ft), while its service ceiling was 6,880 m (22,570 f). DEVELOPMENT, EVOLUTION, AND SERIES PRODUCTION == On_31 October 1934 the ANT-AORTS, flown by pilot K.K. Popov, bely landed near ‘the Moscow Central Airfield ‘The aircraft had engine prob- lems and Popov had to shut ‘them down, The airplane ca ried out an emergency land- ing with its landing gear retracted and damaged the fengine nacelles and lower fuselage. Repair work, which also Incorporated some refinements and armament installation, lasted until February 1935.mee TUPOLEV SB — SOVIET HIGH SPEED BOMBER ‘The ANT-AORTs was pho- tographed on 1 September 1935 at Moscow Central Airfeld in the process of flight tests, After repairs 10 the aircraft the tail wheel was covered by a tear- shaped spat that was later removed and never used on any other SBs. Note the small ATH (TsAGI) marking paint ced on the central part of the fuselage. The backsides of the propellers are painted matte black s0 as not to blind the pilot when rotating, Rear part of the ANT-AORTS after the airplane had been repaired and fitted with a tear-shaped spat for the tail ‘wheal. The Moscow Airport building, constructed in 1932 fon the northern part of the Central Airfield near the Leningradskoe Shosse, bile in the background, In winter Soviet airplanes were fitted with ski landing gear due to snow which sometimes reached 50-70 cm (20-28 in) n depth. However, such devices created consid- erable drag. drastically reducing air speed. For the high-speed bomber it was decided to develop special retractable ski landing gear, Which was first mounted on the ANT-4ORTs in 1936, The Photo shows the first ANT-40RTs prototype, rest- ing on specal trestles (cov- ‘ered by tarpaulin), during ground tests of the Fetractable landing gear Note the additional air-cool- ing slots cut inthe lower part fof the engine covlings. The tengines were equipped with Hamilton three-blade v. able-pitch propellers. — 13 Although the prototype’s performance met the specifications completely, interest in the ANT-40RTS decreased even before the trials were over asthe second prototype. powered by the Hispano-Suiza engines showed considerably better results Therefore, further development of the ANT-40RTS was stopped and the airplane vwas transferred to the category of experi- mental aircraft. For instance, in early 1936 it was used to test Hamilton variable-pitch propellers and retractable ski landing gear. The second prototype, the ANT-401S equipped with 750 hp Hispano-Suiza inline engines, had an increased wing span and wing area, modified ailerons, an increased tail unit area, and larger fuel tanks, Flown by pilot N.S. Zhurov it made its first flight on 30 December 1934, while factory testing continued through 21 January 1935, The tests yielded very encouraging results: the prototype’s maximum speed exceeded that of the Wright Cyclone pow: ered ANT-40RTs and further increases were thought possible. The ANT-401S was described as follows: “The aircraft features high performance and may be employed a high-speed bomber”. It is notable that from that moment on the abbreviation “SB” gained its final interpretation of Skorostnoy Bombardirovshehik or high- speed bomber. Nevertheless, achieving that maximum speed was not an easy task. Test pilots reportced that ata speed of 380 km/h (235 mph) the aircraft would start shaking, and post-flight inspections revealed bulges and bucklings on the wing surface, These were the first evi- ‘The nacelle of the Hispano Suiza engine and the retractable landing gear of the ANT-401S. The diamond-shaped cut-out behind the propeller is lunique to this particular prototype. Note the horizontal shutters of the radiator. Series pr duction $85 had vertical shutters considerably ‘modified engine nacelles, and larger landing (gear wheels denees of flutter induced vibrations of the structure which lead to its losing dynamic stability at a certain critical speed The flutter phenomenon was just starting to be investigated at that time. However, the engineers did not have a chance to work with the mysterious shaking right away. Military officials were in a hurry to submit the aircraft for State testing, which began on 8 February 1935 at Shehel- kovo Airfield in the Moscow region. The flights were carried out by TSAGI pilot N‘S. Zhuroy, K.P. Minder (lead pilot of the NII WS), and test pilots M.M. Gromoy, | | DEVELOPMENT, EVOLUTION, AND SERIES PRODUCTION sme ‘The second $B prototype was designated ANT=4015_ and ‘was powered by two 750 hp Hispano-Suiza in-line liquid cooled engines. The photo shows the airplane being completed Ina workshop of the TsAGI's Factory of Experimental Designs (ZOK). The upper panels of the engine nacelles and the slid~ Ing canopy are not yet mounted. Fabric mats are placed on the wing upper surface to prevent damage by working personnel. The date of 13 March 1947, indi~ cated in the lower right cor- ner of the photo, denotes the date the original photo was reproduced. It was at that time that the Tupolev Design Bureau started to prepare its official history, Photo of the gunner’s cockpit fof the ANT-40IS. The smooth skin attachment technique hhad not been fully mastered by that time, and its poor quality is clearly visible. The cockpit glazing Is made up of dark celluloid, however, it looks quite In place. The photo is dated 28 December 1934, Le two days before the prototype's maiden flight.m= TUPOLEV SB — SOVIET HIGH SPEED BOMBER “The ANT-AOIS at the Shehel- ove airfield of the NII VS during the second stage of State testing, held from 46 June through 17 July 1935. During the tests a maximum speed of 404 km/h (251 mph) was reached at an altitude of 5,000 m (16,400 ft). The alr plane is equipped with metal two-blade fixed-pitch pro- pollers. The nose glazing of the navigator’s cockpit has reinforcing light fabric glued fon both the inside and the outside, as test. specialists ‘were afraid that the glazing might break apart when the maximum speed was Achieved, The nose SHKAS ‘machine guns are not mount ed, Note the Nil WS buildings in the background, which were constructed in 1933. Rear view of the ANT-a0Is after the airplane had been refined in spring 1935, and fitted with elevator trim tabs Different shades of skin pan- els on the wing and taliplane indicate the repaired areas. Flaps are slightly lowered, ‘and propeller Blades are par- allel to the ground. This was ‘the usual procedure for lon term parking and towing. Note the location of control rods for the inboard aileron sections. On series produc tion airplanes. these rods were shifted 700 mm (27. in) outboard. ALL. Filin, AB. Yumashey, and ILF. Petrov. The ANT-401S was flown with a non- retractable ski landing gear and two-blade wooden propellers. Its maximum speed did not exceed 351 km/h (218 mph) at an alti- tude of 4,000 m (13,100 fi). The service ceil- ing with a flight weight of 5,000 ke (11,000 1b) ‘was 9,400 m (30,840 ft) The first stage of testing was completed on 20 February 1935. It was reported that the armament and engine cooling system needed refinement, there was insufficient longitudinal stability, and that the ailerons were inadequate. Nevertheless, on 22 Feb- ruary Ya.I. Alksnis, Head of the Air Force, signed the ANT-40IS test report, stating the following: “The SB aircraft is hereby con- sidered to have passed State testing. It should enter series production and be adopted into service after all shortcomings, revealed in the course of testing, have been rectified’ Less than two weeks after the above upbeat report had been made it became clear that the new airplane required closer exami- nation, On 3 March pilot Konstantin Minder, while measuring the maximum speed at low altitude, noted signs of wing vibration and immediately shut down both ‘engines. He then made an emergency land- ing at the nearby Central Airfield. Inspection fon the ground revealed a considerable amount of wing skin deformation. Further flights were cancelled and the ANT-401S was sent back to the factory for the introduction of already planned modifications. This repair work lasted for over a month, In particular, the wing stiffness was increased in an attempt to eliminate the vibrations, wing-fuselage fairings were also increased, and the fuel feed from the wing-mounted fuel tanks was altered. The mass balance in the nose of the ailerons was increased in order to eliminate aileron flutter. In addition, the horizontal stabilizer was adjusted and a trim tab was installed on the elevator, Test flights proved that the measures taken had resolved the flutter problem there were no more vibrations at high speed. Side view of the ANT-A0IS during the second stage of State testing in summer 1935. The air plane features a more angular vertical tall, while {the control rod for the rudder trim tab is placed on the right sie (on series production $s this control rod was positioned on the left side). Note small LUATH (TSAGI) marking painted justin front of the ‘all For the photograph the ventral gun hatch and the gunners sliding canopy were opened in order to show the machine guns in their combat posi- tion. The airplane is on a concrete runway of the NII WVS airfield in Shehelkovo (later, the CChialovskaya Airfield), the construction of which started in 1930. Note the 140-mm (5.5-in) thick 41300x1,200-mm (43x47-in) hexagonal concrete slabs of the runway.The second stage of State testing was conducted from 16 June through 17 July 1935. The aircraft was flown with the land- ing gear retracted and managed to reach a speed of 400 km/h (249 mph) at an altitude of 4,000 m (13,100 fi), while at 5,000 m (16.400 ft) its maximum speed was 404 km/h (251 mph). Progress was made slowly, accompanied by the pilots” ued complaints of the aircraft’s in-flight sta~ bility and control. As a result, the airplane underwent considerable modifications. The Hispano-Suiza engines were shifted forward by 100 mm (3.94 in), the sweep angle of the leading edge of the wing's outer creased from 4.5 to 9 degrees, the tail unit’s area was also increased, the elevators were fitted with aerodynamic horn balances, and the right wing aileron was ‘equipped with a trim tab. In this configura tion the aircraft underwent another stage of State testing ending on 14 February 1936. A maximum speed of 418 km/h (260 mph) at an altitude of 5,300 m (17,390 ft) was reached during these tests. The year-long epic of modifications and improvements seemed to be paying off ‘One of the bomber's peculiar features was its self-defense capability, ic. the capacity 10 reach a target on its own without fighter escort. Among other advantages the aircraft could maintain level flight on a single engine at an altitude up to 5,000 m (16,400 f), sections was It is a common belief that following all the tests and modifications the second ANT-401S prototype was handed over to Airoraft Factory No. 22.asa pattern aircraft for series production. The author of this ‘book questions this fact. The wings of both the first and the second prototypes were made using the ANT-6 airfoil developed by the TSAGI, In July—August 1935 a Soviet delegation, including Tupolev and Arkhangelskiy, returned to the USSR from atrip to the USA. Among a number of for ign acquisitions were NACA series 230 airfoils (in fact they were just the math matical tables for drawing up these airfoils, as well as their aerodynamic characteris tics). Analysis showed that the NACA-230 had more efficient characteristics than the Soviet ANT-6 airfoil. It was decided to use the US airfoil, re-designated the TsAGI-40, ‘on the SB, Since the introduction of the ‘TsAGI-40 airfoil must have lead to consid- ‘erable changes to the wing structure it is highly likely that a third prototype, which is not found in either official documenta- tion or correspondence, was built. As for the first two prototypes, on | May 1936 the ANT-40RTs and the ANT-40IS took part in the traditional flypast over Red Square in Moscow. At that time the first series pro- duction SBs were already being tested by Air Force units, DEVELOPMENT, EVOLUTION, AND SERIES PRODUCTION ‘The ANT-40IS during factory testing in January 1935. The airplane is fitted with non- Tetractable ski landing gear that had cable limiters. and tubber shock absorbers, and wooden two-blade propel- Jers. In this configuration the ANT-4015 completed its first stage of State testing on 20 February 1935, ‘The ANT-401S during another set of tests in February 1936. ‘The airplane had been modi fied considerably: the His Pano Suiza engines were ‘moved 100 mm (3:9 in) for- ‘ward, the sweep angle of the wing's leading edge was increased from 4.5' to 9, the tail unit area increased, the rudder was fitted with an aerodynamic horn balance, land a trim tab was added to the right wing aileron, At the same time, the inscription AHT 40, UATH (ANT 40, TéAG!) on the modified rounded tail allows one to speculate that this is not the refined ANT-40IS prototype, but actualy the newly-built second airplane featuring the ‘American NACA-230 wing profileTUPOLEV SB — SOVIET HIGH SPEED BOMBER t's cockpit of the ANT-40IS. On the left side ofthe cockpit are mounted the engines control levers and fuel tank selector valves. An oxygen mask is hanging over the cobweb of control rods and pipelines. The rod attached to the sliding canopy rail in the bottom right corner ofthe photo is merely aleg of the camera ‘ipod. ‘The radio transmitter was positioned in the forward part of the gunner /radio operator's cockpit. Note the black tube for the ‘radio's trailing aerial and the winch for extending the aerial on the ight side. Right-hand side of the gunner /radio operator's cockpit. Note the radio's control panel tothe right, and the tube for the radio's tall= ing aerial. 22 — The navigator's compartment of the ANT=40IS. The navigator's seat is in its utmost rear position. When the navigator operated the bomb sight and fired his machine guns, the seat was moved forward on rollers, si {guide rail. Note the mouth piece ofthe intercom system lying on the seat, with attached hose. On the right walls the bomb release mechanism (with large black handle), and the oxygen supply hose hangs just below. Control column and instrument panel of the ANT-40IS. The rudder pedals can be seen at the front end of the pilot's foot rests, Note ‘the magnetic compass behind the control column, slightly offset to the left. ‘View of the right side of the ANT=40IS pilot's cockpit. Note the Intercom mouthpiece on the seat.DEVELOPMENT, EVOLUTION, AND SERIES PRODUCTION ANT-4015 gunner radio operator's cockpit. The SHKAS machine ‘gun, mounted in an TUR-9 turret, Is in Its stowed position. The Upper part of the gun's front sight (the "vane-foresight”, used to, adjust fire in the alr) protrudes above the fuselage. ‘The SHKAS machine gun positined for firing forward /upward, This s one of the first series machine guns, which features a one- ploce barrel jacket, ating sight, and a pullout rear brace. The ventral ShKAS machine gun of the ANT-A0IS in its stowed position with the hatch closed. The ammunition belt is not Bttached. Note the gunner's oxygen bottle under the seat. Inthis view the canopy has been slid forward and the machine gun. ie alsed toa vertical position. The arch-shaped pipe, running from the breach of the machine gun is used to collect fired cartridges in 2 special bag. The ventral SHKAS machine gun of the ANT-4OIS, set into it firing position with the hatch opened. The cockpit floor is reinforced With a corrugated plate. The section near the center of the photo has leather strips fixed in the troughs of the corrugated plate, to prevent the gunners feet from slipping. Note the seat bottom of the TUR-9 turret in the foreground. = 23mone TUPOLEV SB — SOVIET HIGH SPEED BOMBER [A photo of the ventral ShKAS ‘machine gun of the ANT-4015 complete with the ammuni- tion feed belt and magazine, removed from the aircraft. The machine gun Is fitted with a ring sight, but the “vane-foresight” | is not ‘mounted. The position of the magazine and the machine ‘gun itself, as shown in the Photo, is quite the same as if ‘they were mounted on the airplane, ‘This apparatus with two BL-3 ‘mechanical winches, mount ‘ed on top of the SB fuselage Just behind the pilot's cockpit, ‘was used for lifting bombs into the fuselage. Note the access holes for the winch ‘ables. After loading, the ‘access holes were closed with special covers. Photo of the radio receiver, suspended on spring shock absorbers, in the forward ‘View of the ANT=40IS landing gear, taken from the rear. Note the design ofthe landing gear leg, with door closing rods attached to the struts The rear part of the fairing has a cut-out through which a portion of the wheels exposed when the landing gear Is retracted. The recess for the wheel, in the lower surface of the wing, Is enclosed by a dome of duralumin. part of the gunner radio operator's cockpit. The cockpit canopy ie slid all the way forward, 1 — ‘Non-retractable ski landing gear on the ANT- 4201S. A new welded truss ear strut and a per- ‘manently closed landing gear door are used. The wheel fork remains unchanged, and the ski is wooden with metal edges. The design of the non-retractable ski landing gear used on series production airplanes was almost the same as this one. the winches, One bomb is already attached to the horizontal DER-33 bomb rack inside the bomb bay,es DEVELOPMENT, EVOLUTION, AND SERIES PRODUCTION seme Other off-shoots of the aircraft's development and simultaneous projects In September 1934 the TsAGI Technical Council discussed a plan for the construc- tion of further prototypes, including four aircraft of the SB type. The first wo aircraft were an ANT-40RTs and an ANT-401S, while the remaining two were a version pow- ered by M-34RN engines and the DI-8 (Dalniy Istrebitel — long-range fighter) armed with DRP recoilless cannons desig. ned by Kurchevskiy. The M-34RN engines were never mount- ed on the ANT-40 and this version was can- celled, At thesame time, the ANT-41 aircraft being designed by Design Brigade No. 6 headed by Myasishchev immediately received an additional boost. Initially the ANT-4l was developed as the LK-1 (Lyogkiy Kreiser — “light cruiser”), but later as the T-1 torpedo-bomber designed for low-alti- tude torpedo launching. Two torpedo- bomber prototypes were built in 1935-1936. Both the extemal appearance and the struc- ture of the ANT-41 resembled an enlarged ANT-40, which is not surprising. The first ANT-41 prototype was con pleted and on 2 June 1936 it lew forthe first time, piloted by A.P. Chemavskiy, The aicralt showed promising Night perforn ance, but during another test flight on 3 July it broke up in the air due to aileron Mutter. The second prototype, designated the ANT-41bis, was not completed as the DB-3T aircraft designed by $.V. Ilyushin 1 priority for the torfedo-bombing ‘The DI-8 (ANT-46) long-range fighter ‘was infact the third prototype of the ANT-40 which had been developed and refined by the brigade headed by Arkhangelskiy Armed with cannons, it was designed to escort the SB bombers. Its main features included Gnome-Rhone 14K¢rs air-cooled engines with wooden two-blade propellers, while its armament incorporated two 76-mm APK-4 recoilless cannons mounted in the outer wing sections and a 12.7-mm ShVAK machine gun placed in the naviga tor’s cockpit. Two fixed ShKAS machine ‘guns were positioned in the wing’s center- section to fire rearwards, while the gunner’s armament remained the same as on the SB. Pilot M.Yu. Alekseev piloted the first flight ofthe DI-8 on | August 1935, while factory testing continued through mid-1936, During the flight tests and refining almost all changes introduced to the ANT-401S ‘were also incorporated on the ANT-46. The fact that application of the DRP (APK) ‘cannons was abandoned, while at the same time the 20-mm ShVAK cannons were being actively developed, resulted in the appearance of a new project designated the ANT-46bis, According to the plans either two ShVAK cannons were to be placed in cach strengthened outer section of the wing or four ShVAK cannons were to be mount- ed underneath the fuselage (plus one non in the navigator’s cockpit). Later the version using wing-mounted cannons was cancelled while the version with the The DI-8 (ANT-46) long- range fighter during factory flight testing in November 1935. The type closely copied the design of the ANT-A0Is, but was powered by Gnome- Rhone 14Kdrs air-cooled engines fitted with wooden two-blade propellers. Note the 76-mm APK-4 recoilless cannons, designed by Kurchevskiy, mounted in the outer wing panels near the Inboard aileron sections. The fairing of the ShKAS machine gun, designed to fire to the Fear, is visible in the trailing edge of the right wing center Section. Two machine guns ‘were mounted in this way {one on each side), wile fir ing was controlled from the ‘gunners cockpit. In addition, the standard SB defensive ‘armament was planned for the gunner’s station. Development of the recoil less cannon was treated as highly secretin 1935, and was ‘accompanied by special se- photos of the TsAGI's aircraft prototypes. a enemas 25 cmeeT ' 'UPOLEV SB — SOVIET HIGH SPEED BOMBER ‘The ANT-46,fited with non-tetractable sk landing geat, during flight tests in win= ter 1935-1936, The front intakes of the engine cowlings are completely closed to prevent the engines from overcooling. The wing-mounted APK-4 cannons are fit- ted with fairings. The slots for the nose ShKAS machine guns are fully covered, while the doors of the navigators’ ventral hatch are open. It s known that plans alled for a high-caliber machine gun to be mounted in the forward part of the fuselage. The open doors ofthe shortened bomb bay designate the size of the hatch for loading this gun's ammunition. Note the small ear-view mirror mounted over ‘the pilot's windshield ‘ons mounted under the fuselage, with their ammunition stored in the bomb-bay, centered the manufacturing stage. However, by that time it was a modification of the series-built SB. During the refinements stage the ANT-46 ‘was used to test two versions of engine cowl ings for the Gnome-Rhone K-14. The first variant had seven individual cooling inlets (the Watter cowling) and did not progress ANT-40 ‘ANT-37 beyond this stage. The second variant employed a NACA-type cowling with cowl flaps and it was later fitted to the ANT-37 plane. Since 1934 this aircraft was under development by the brigade headed by PO. Sukhoy as the DB-2 long-range bomber. While the airplane was based on the DB-I (ANT-25) bomber, in many ways it turned out to be another version of the enlarged SB. The similarity in appearance and structure was basically limited to the fuselage, while the wing and tail unit were descended from the ANT-25 ‘The ANT-37, three prototypes of which had been built, was not developed further. It did, however, become well-known in 1938 when a female crew comprised of VS. Gri- zodubova, P.D. Osipenko, and M.M. Ras- kova lew a special long-range version ofthis type named Rodina (Motherland) a total distance of 5,900 km (3,670 miles) ‘Along with the aircraft actually construct- ed there were also afew projects based on the SB that never progressed beyond the plan- ning stage. The DR (Dalniy Razvedchikt — Jong-range reconnaissance aircraft) was to be 4 specialized reconnaissance airplane, while the SB-A was to be an SB mounted on floats ‘The Naval Aviation Directorate (UMA, Upravienie Morskoy Aviatsit) ordered 26 SB-As, The order, however, was never ful- filled. Plans for both the reconnaissance and the floated version were considered by the State from 1934 until 1937. In concluding the first stage of the SB’s history itis worth mentioning its passenger version. As far back as 1933, when the bomber specification was issued, develop- ment of a new fuselage capable of accom- modating ten to twelve passengers was under consideration. At that time development of the ANT-35 had started — this story will be continued in the following chapters.Production problems According to numerous official doc! ‘ments the decision to commence series pro- duction of the SB was made in April 1934, ice, long before the prototypes started to carry out their test flights. Production draw- ings were provided to Aircraft Factory No. 22a year later, in spring 1935, while the first series production SBs were rolled out in early 1936. It is obvious that testing and refining the prototypes considerably delayed the beginning of series production. Also, it should be taken into account that Aircraft Factory No. 22 was already overloaded with series production of the TB-3. Mastering new production techniques and the mani facturing of production equipment also ci ated delays. The smooth metal skin and flush-riveting techniques posed especially serious difficulties, Engine Building Factory No. 26 in Rybinsk also faced considerable problems mastering license-production of the His- pano-Suiza engine. The first engine of this type, designated M-100 and rated at 750 hp at an altitude of 4,300 m (14,110 ft), was manufactured in May 1935. A total of 100 engines had been built by the end of the year (with a further 1,071 engines in 1936). The manufacturing quality of the first M-100s was very poor. There were many failures and breakdowns, while the service life was only 50 hours. Nevertheless, it was these engines with metal wo-blade propellers, 34m (11.2) in diameter, that were mounted on the series production SBs. . The defensive armament of the high speed bomber had been refined on the ANT-40RTs prototype. It included four 7.62-mm ShKAS machine guns each with a rate of fire of 1,800 rounds per minute, con: sidered an engineering marvel at that time. The navigator’s nose cockpit featured twin ShKAS machine guns which had a vertical travel of 180° and a horizontal travel of 15°10 ich side (this fact should be especially noted, as it had been thought that the n: gator’s machine guns could only swivel ver- tically. The other two ShKAS machine guns \were mounted in the gunner’s compartment for firing towards the rear. One of the machine guns was mounted in a dorsal TUR-9 turret, which was a further develop. ment of the TUR-8 turret of 1934 designed by N.E Tokarev, The turret featured a spe- cial swivel mount made of a hollow metal structure through which the ammunition belt fed the gun. This design was well ahead of its time. The other ShKAS machine gun, a so- called “close-range” type, fired through the ‘open ventral hateh. Only a small person could actually get to the machine gun and ‘operate it, which is why this firing position became such a headache for the developers ofthe defensive armament. Also, the field of fire from this gun turned out to be very small, This led to reconsideration of the value of this mount. Later, when the aircraft was used operationally, a special pedal was fitted for firing the ventral machine gun. The gunner, suspended in the TUR-9 turret and busy controlling it, was thus able to cre- ate the illusion of a presence at the ventral ‘machine-gun position. DEVELOPMENT, EVOLUTION, AND SERIES PRODUCTION sm ‘An SB before a night sortie, with its engines running. The navigator is test-firing the ShKAS machine guns.TUPOLEV SB — SOVIET HIGH SPEED BOMBER SHKAS machine gun set to fire to the left. The sliding canopy is in its utmost for- ward position. Note the cut- fut in the fuselage, used to stow the machine gun, External view of the ventral ShKAS machine gun on the ANT-4015, set into position for firing downwards at its maximum angle. The ‘machine gun is fitted with a ring sight, and the ammuni- tion beltis attached. Note the shape of the ventral hatch, 28 [aE All defensive armament on the SB was belt fed, thus the gunners did not have to clip on new magazines in the heat of battle This innovation was to some extent a small no one er before issue so seriously. Most of the ued to use maga- addressed th world’s air forces conti ine-fed guns. The introduction of these sophisticated turrets on the SB was possible due to the transfer of the armament systems design bureau to the TAGI. This design bureau was headed by A.V. Nadashkevich. Armament engineers G.M. Mozharovskiy and LV. Ve- nevidoy started their work at this bureau and were later also responsible for introducing considerable improvements to the bomber’s defenses.* Despite the fact that about 8,000 ShKAS. machine guns were produced in 1934-1935 (and more than 7,000 in 1936), and that the ANT-40 prototypes were equipped with these machine guns, not all series produc- tion SBs received them in 1936, The gun ‘mounts proved to be too sophisticated, too labor-intensive, and requiring time-con- suming individual adjustments, Therefore some of the first-series SBs, manufactured in 1936, had to be equipped with the old DA, ‘magazine-type machine guns. In order to test the turrets, the TsAGI Factory of Experimental Designs built a speetal shooting range which was a long underground vault running deep below the Yauza River. It is likely that this shooting range was built ilizing an ancient under- ug during the rule of Peter the Great. The author has had a chance to visit the as a sports shooting ground passag passage, which nowadaysAircraft Factory No. 22 Aircraft Factory No. 22, situated on a bend in the Moskva River in the Fili di trict, became the leading series production plant of the ANT-family of aircraft when the TB-I bomber production had been per- fected. The factory was established when some of the RBVZ (Russo-Baltic Railroad Car Factory) equipment and personnel were evacuated from Riga during WWI. Initially the plant was to be used to manufacture automobiles, but due to the revolution and the Civil War which followed the facilities stood idle in the 1920s, In late 1922 the German Junkers compa- ny received a concession to use the premises to produce up to 300 airplanes and 450 ‘engines per year. However, various problems prevented such results and a total of only slightly more than 100 airplanes were pro- duced there. By spring 1925 production had ‘almost completely ceased. Long negotiations ‘were a failure and the arrangement with Junkers was terminated. The factory was then given the task of establishing itself as a national construction plant for metal aircraft. On 30 March 1927 the Fili factory was accepted by the Aviairest (the State Aviation Industry Trust, which had been set up in 1925) as a state enterprise under the designa- tion of GAZ No. 7 (GAZ, Gosudarstvenniy Aviatsionniy Zavod — State Aircraft Factory). In order to make full use of the factory all ‘employees of another Moscow plant, GAZ. No. 5, were transferred to the new premises ‘The designation of GAZ. No. 7 was used for only a short time. It soon received the new name of Aircraft Factory No. 22. The pro- duction of 50 ANT-3s and two TB-Is were the first programs carried out by the factory in 1927-1928. Starting in 1929 it produced 1-4 fighters, adding ANT-9 passenger air- planes in 1930, and R-6 reconnaissance air- craft in 1931. However, production of the ‘TB-3 four-engined bomber, about 800 of which had been built by 1937, was the most important program fulfilled by Aircraft Factory No. 22. From 1936 to 1941 Aircraft Factory ‘No, 22 specialized in the production of the SB. At times the small factory airfield was not able to cope with the number of aircraft produced and they were ferried to Moscow Central Airfield (also known as Khodynka), which was only six kilometers away. During the spring tide the factory airfield, which was near the Moskva River, flooded and the ‘SBs took off almost from the water. In 1941, after the outbreak of war, Aircraft Factory No. 22 was evacuated to Kazan where the Pe-2 dive-bomber became its main product. In the post-war period the Moscow premises were restored under the name of Aircraft Factory No. 23. In the early 1950s the factory produced the M-4 and 3M. strategic bombers designed by Myasishchev. Later the plant was converted to build space rocket systems, which it is currently produc- ing as the MV. Khrunichey State Space Research and Production Center. Beginning of series production At the outset, as was customary, a round figure of 500 airplanes was stipulated in the production plans for 1936. Once again the reality turned out to be far more modest. The first ten series production SBs were delivered in February-March 1936. These aircraft featured all the modifications and ;provements introduced earlier. The fuse lage length, which was increased by a meter (3.28 ft) compared to the original project, now totaled 12.273 m (40.266 ft). The empty weight of series production aircraft ‘was increased by 200 kg (440 1b) compared to the prototypes and reached 4,060 ka (8,950 Ib), while the loaded weight was 5,630 ke (12,410 Ib. The factory had a difficult time deliver- ing the frst ten aireraft. The SBs had a lot of problems which the factory promised to rec~ tif The airplanes were literally refined one by one and handed over for flight tests. Most ‘of the SBs ofthe first batch were accepted by the military acceptance commission of the WS RKKA by late March 1936. From 26 March through 31 July 1936 six series production SBs (c/ns 231, 222, 236, 227, 228, 229) underwent service testing by an Air Force unit headed by Captain Kabanov. In March the aircraft were flown with fixed ski landing gear, while the testing ‘was completed in summer with wheel land- ing gear. In the course of fight tests changes were introduced to the water-cooling radia- tors, engine mount struts, mainwhee! strut forks, and the tail wheel leg attachment. Two aircraft experienced incidents: both engines of SB, c/n 228, failed at takeoff, while the landing gear of c/n 227 collapsed ‘on landing, The main flight performance of DEVELOPMENT, EVOLUTION, AND SERIES PRODUCTION ss emcee 29 memm TUPOLEV SB — SOVIET HIGH SPEED BOMBER Max speed at sea evel Max speed {at 5,200 m (17,060 ft altitude Service ceiling Time to climb 105,000 m (16,400 ft) the production aircraft compared to the prototype was as follows: SB prototype 356 km/h (221 mph) Production $B 326.5 km/h (203 mph) 418 krn/h (260 moh) 9,660 m (31,690 ft) 383 km/h (244 mph) 9,000 m (29,500 ft) 95min 117 min The lower construction quality of the production aircraft and poor paint coating accounted for the decreases in flight per- formance. The aircraft's general technical level was considered satisfactory, while at the same time the field of view from all cockpits was found insufficient and the installation of twin ShKAS machine guns vas initially not approved as they were not fitted with a single trigger. The final report stated: “... aircraft of the $B type will require airfields with dimensions of no less ‘than 800x1,000 m (2,620%3,280 ft) in sum- ‘mer time and 1,500x1,500 m (4,920x4,920 ft) in winter. The ski landing gear with wood- cen surfaces become fully unserviceable after 30 to 40 landings... The airplanes can only be added to the VS RKKA inventory after all ofthe shortcomings have been rectified Itis necessary to equip the aireraft with vari- able pitch propellers” It was hoped that the total number of ‘SBs built by summer 1936 would be 50 ai planes. The issue was considered to be of top priority, which is why it was included in the agenda of the USSR Defense Committee. According to a report by Margolin, Director of Aircraft Factory No. 22, the factory had delivered 46 SBs.as of 8 June 1936. Official reports of the first half ofthe year (ie. until 1 July) showed $4 aircraft delivered. Just over a month later, ‘on 8 August 1936, 100 SBs were reported to have been delivered, It should be noted that these were quite considerable figures. Another 150 airplanes were delivered by the end of 1936, bringing the total number produced during the year to 268. In the summer of 1936, simultaneously with the initial successes, some changes to the work's organization were introduced. In June 1936 a decision was made to establish specialized design bureaus at series produe- tion factories. In compliance with this deci- sion Design Brigade No. 5, or as it was known at the time, the A.A. Arkhangelskiy Design Bureau for High-Speed Aircraft, was mm Ba nn a transferred from the TsAGI premises to Aircraft Factory No. 22. ‘At the same time other events were tak- ing place. Starting in June 1936 pilot M.Yu. Alekseev repeatedly attempted to set an altitude record, Various sources mention his flights in September, October, and November. However, the factory correspon- dence mentions an even earlier attempt. On 26 July 1936 Alekscev reached an altitude of 12,123 m (39,774 ft) in a specially modified SB. Following a number of corrections the altitude was recorded as 12,463 m (40,889 ft), while after additional calculations it was fur- ther increased to 12,533 m (41,119 ft). By no means were the records a priori ty. However, preparations for a record flight, and often the attempts themselves, were carried out in the presence of service pilots who were accepting the completed bombers. In the summer of 1936 some service pilots not only had to accept, but also test-fly the newly produced SBs. Knowing that you were trusted with an air- plane capable of climbing to an altitude of 12.km (7.5 miles) was worth much. During the summer of 1936 the aged R-6 was recalled once again. Finally its main value for the Air Force was clarified, The R-6 turned out to be an excellent air plane for SB conversion training due to the availability of dual controls. This was very important as there were no other air craft suitable for this purpose. The two- seat SB trainers came into being much later. ‘Some of the WS RKKA service units had mastered the SBs by autumn. This allowed them to demonstrate the new bomber in a Revolution Day flypast, when combat forma- tions of SBs flew over Red Square on 7 November 1936, Those in the know were not surprised by the demonstration as the SBS ‘were already taking part in combat opera- tions in Spain by that time. The SB powered by M-100A engines From the moment the SB entered pro- duction its production technology, quality of assembly, and operational reliability were continuously improving. The airplane's flight performance could primarily be improved by increasing the engines’ power. The following work was carried out in this direction.DEVELOPMENT, EVOLUTION, AND SERIES PRODUCTION sm In January 1936 the M-100A engine, rated at 860 hp at an altitude of 3,300 m (10,830 ft), completed the State testing pro- ‘gram. By April 1936 the new, higher-pow- cred engine entered series production, In a short time the Rybinsk-based factory man- aged to increase the M-100A's service life to 100 hours, while in the second half of 1937 it brought it up to 200 hours. The first SB powered by M-100A engines, c/n 22200, rolled off the assembly line in 1936, During testing, with a flight weight of 5,732 kg (12,637 Ib), it reached a maximum speed of 423 km/h (263 mph) at an altitude of 4,000 m (13,100 fl). The air plane was capable of climbing to an altitude of four kilometers (13,100 ft) within 6.4 minutes, while its service ceiling was 9,560 m (31,360 ft), ‘The test report stated the following: ries production SB-2 M-100A air- craft, ¢/n 22200, has increased flight per- formance, namely the maximum level speed and rate ofclimb, A number of defects in the aircraft’s armament and equipment have been eliminated, resulting in easier mainte- nance and operation, It is necessary to expe- dite manufacturing of the pattern aireraft for 1937, with the elimination of all defects revealed in the course of the type’s ope! tion”, The work on improvement of the SB's gun armament in 1937 ‘The term “pattern aircraft” in the Soviet aviation industry was used to denote a stan- dard aircraft for series production, ie. an example which was refined as much as pos- sible and then used as a pattern for series production for the next year, The attempt to complete a pattern air- craft in early 1937 tured out to be too rad- ical. Although the changes introduced were not used in series production the modified SB 2 M-100, c/n 2255, was a notable air- plane. It featured the following modifica- tions In order to expand the field of fire to the rear the TUR-9 turret was replaced by a slazed TUR-MV-2 turret taken from the R-10. (The MV-2 designation was later used for the ventral hatch gun mount with a periscopic sight, while the dorsal turret was designated MV-3 following a modemiz tion). For firing to the rear and below a new machine-gun mount with the OP-2 periscopic optical sight was fitted in the ven- tral hatch (initially as a mock-up). The canopy was extended over the whole of the fuselage nose in order to provide commun cations between the pilot and the navigator. Nose of SB 2 M-100, c/n 2255, with the canopy ‘extended over the naviga- tor’s cockpit. The navigator hhas climbed through. the astrohatch and is in visual fand voice contact with the pilot. Rear fuselage of $8 2.M-100, c/n 2255, fitted with new defensive gun mounts designed by Mozharovskly ‘and Venevidev. The machine {gun of the dorsal turret Is pointed at the photographer. Note that the turret pro- tudes just slightly above the fuselage, The unusually large red stars also notable. ‘The $8.2.M-100, c/n 2255, at Moscow Central Airfield in February 1937. This view shows only part of the radical modifications introduced to the baseline version.=== TUPOLEV SB — SOVIET HIGH SPEED BOMBER ‘The TUR-MV-2 dorsal turret from an R-10 airplane mounted on SB 2 M=100 ¢/n 2255, with the ShKAS ‘machine gun at its upper ‘most position. The ventral ‘gun mount with an OP-2 pperiscopic optical sight is a ‘mock-up. Moscow Central Airfield 17 February 1937 View of the MV-3 dorsal tur- ret with a ShKAS machine gun, mounted on the SB 2 M-100A, and modernized at the NILVVS in 1937. The upper section of the turret dome raised to improve the gun- her's field of fire, Note the ‘aerodynamic fixtures on top of the turret dome, which facilitate rotation of the tu ret in the air. The shape of the glazed dome was later changed, and its size was Increased. The ventral gun ‘mount with a ShKAS machine gun (later_on designated MV-2)is in the shadow andis, barely visible below the star It was even planned to remove the upper part of the fuselage F-1 section so as to improve the navigator's working conditions. AAs for the reasons for the considerable ‘modifications to the bomber’s structure and equipment, the main cause for such sweeping changes was the evaluation of the SB’s com- bat employment in Spain. This evaluation was conducted by Air Force and aviation industry authorities in late 1936 — early 1937. Some of the problems revealed included the completely unprotected lower hemisphere inefficient TUR-9 dorsal turret, and the lack Of visual contact between the pilot and the navigator, There were, in fact, many short- ‘comings, but attempts were made to improve those just mentioned on ¢/n 2255. It should be noted that the reaction to the problems was immediate. For instance, on 10 January 1937 the SB to be used for the modifications had already been ferried to the Central Airfield, while as early as on 17 February the aircraft began flight testing. As’a result of simulated air combats with 1-16 (piloted by Evseev) and Fairey Fantome (piloted by Fokin) fighters the efficiency of the new turrets was con- firmed. At the same time it was suggested that the angles of fire should be increased ‘and the field of view and systems reliability should also be improved, For instance, the design bureau headed by Venevidov and Mozharovskiy (which had been transferred from the Tupolev Design Bureau to the Air Force infrastructure by that time) was given the urgent tasks of refining the ventral machine gun mount and increasing the slazed area of the dorsal turret. The elon- sated nose canopy was not adopted for series aircraft By the summer of 1937 the armament systems had been refined. The aircraft was now fitted with the new TUR MV-3 dorsal turret (where MV stood for Mozharovskiy and Venevidov) and a retractable ventral mount, which was later designated LU MY-2 (LU from Lyukovaya Ustanovka — hhatch mount). A series production SB, with 1astandard pilot’s canopy over which a rear- view mirror (placed under a transparent fairing) was mounted for the first time, was used for the modifications, During tests held in May-June 1937 the defensive capability of the aircraft when fit- ted with the new armament received high marks. The modemized SB passed its tests and was approved for series production, In fact, certain elements of the modified air: craft quickly appeared in series production but the MV-3 and the MV-2 mounts did not show up until much later,SB-bis, SB-bis-2, and SB-bis-3 prototypes In February 1937 the M-103 engine, fea turing a power rating of 960 hp at an altitude (of 4,000 m (13,100 ft), completed State test- ing. Within a year the M-103s were mount- ed on three updated SB prototypes desig nated SB-bis, SB-bis-2, and SB-bis-3, The SB-bis, manufactured at Aircraft Prototype-Building Factory No. 156 and refined by Aircraft Factory No. 22, was test- ed during 15—21 September 1937. The air plane had a second set of controls in the navigator’s cabin, a larger 400x150. mm (15.75xS.90 in) tailwheel, modified control systems for the landing gear, engine cowl flaps and wing flaps, as well as improved electrical equipment. The M-103 engines were fitted with VISh-2 variable pitch pro- pellers, These changes resulted in the SB-bis weighing in at 6,426 kg (14,167 1b), which was 958 kg (2,112 Ib) heavier than the air- DEVELOPMENT, EVOLUTION, AND SERIES PRODUCTION =e craft prototype. Accordingly, the takeoff run lengthened, while the climb rate decreased, It was admitted that despite the inerease in engine power the SB-bis’s flight performance did not improve and that updating should be continued. The SB-bis-2 had a takeoff weight of 5,905 kg (13,018 Ib) and a polished wing surface. Tested through March 1938, it also did not attract much interest due to the lack of performance improvement. ‘This SB_2 M-100A, modern- led at the Nil VWS jointly with armament specialists Mozharovskiy and Vene- videv, featured the MV-3 turret with a glazed dome ‘and a ventral hatch machine ‘gun mount equipped with a periscope sight. The airplane successfully passed testing at the NII VVS in May-July 1937. Head of the Air Force Yakov Alkenis personally tested the defensive machine | gun mounts during one of the flights. Despite the positive assessment given to the new turrets, their installation on ‘Bs only began in 1940, a AR-2 DIVE-BOMBER me View of the Ar-2's navigator ‘cockpit. The second control ‘column is in the operational Position in the center of the cockpit nits stowed position ‘the control column. was attached to the left side. On the right side of the photo note the edge of the pilot's instrument panel. The INKPB-3 sight (used for night ‘and low-altitude bombing) is tinder the control column on the right side, The nose ShKAS machine gun is con- nected to the ammunition box by a feed chute. Note the small instrument panel for navigator in the upper part of the photo ‘The instrument panel in the navigator's cockpit was equipped with the main fight instruments, allowing the navigator to fly the airplane if needed. as 81| mem TUPOLEV SB Front view of the Ar-2. Note the four FAB-250 bombs hhanging under the wing ce ter section, These would be Used during dive-bombing. FAB-250 bombs _ being attached to NP-1 bomb racks lnder the Ar-2. The bombs fare lifted with the help of a BBL-3 winch, seen mounted fon the right landing gear fotk. A small air intake for the cil-cooling radiator can be seen in the wing's leading edge, on each side of the fuselage. Note that the navi- ‘gator's emergency exit hatch has glazing only on the left panel. A thorough exami ton of the photo shows the tail of German D017, which was undergoing tests at the NII WWS at that time, just above the right stabilizer of the Ar-2. SOVIET HIGH SPEED BOMBER externally carried FAB-250 bombs it reached 9,000 m (29,500 f.) The time to climb to an altitude of 5,000 m (16,400 ft) with a light weight of 6,600 kg. (14,550 Ib) was 7.1 minutes, while with a flight weight of 7,100 kg (15,650 Ib) it was 9.3 minutes. The takeoff run with a flight weight of 7,100 ke (15,650 tb) was 340 m (115 0, Refinements to the Ar-2 continued until 1941. In February 1941 the improved Ar c/n 1/511, besan the program of State tex” ing. This airplane was considered a pattern aircraft forthe new 51 Ith rics and featured certain improvements. The M-105 engines were moved forward by 150 mm (5.9 in) in order to improve longitudinal stability. The airplane was fitted with VISh-22E pro- stead of pellers of 3.1 m (10.2 ft) diameter the earlier types of 3.0-m (9.8-ft) diameter (correspondingly, the M-105 engines had a reduction ratio of 0.59, decreased from the previous ratio of 0.66). The airplane had better aerodynamics and surface finishing. It was also fitted with thinner air brakes and jet-type exhaust nozzles which contributed some extra thrust, These improvements allowed Ar-2, c/n 1/511, to reach a maximum speed of 505-512 km/h (314-318 mph), up from the previous 475 km/h (295 mph). Neverthe- less, it was decided to phase out series pro- duction in favor of the new Pe-2 dive- bomber which possessed not only better performance but also had the possibility of further modernization,ema AR-? DIVE-BOMBER mmm Series production The SB-RK was officially launched into series production in the third quarter of 1940, ic. from October. Its production costs when compared to the SB were increased and totaled 130% of its predecessor. Production of all aircraft types at Aircraft Factory No. 22 in 1940 was as follows: Planned Actual 8 1,552 ign Ar2 339 6 Ped 50 - SBtrainercabins 364 258 75-35 = 8 In 1941 the factory produced 127 Ar-2s and 68 SBs, Almost all these airerat were completed in Moscow, but in autumn 1941 Aircraft Factory No, 22 was evacuated to Kazan and it is possible that some aircraft (total unknown) were assembled there. According to data on factory aircraft deliv cries only seven Ar-2s were transferred to the Air Force from 22 June 1941 through the end of the year. In 1942 Aircraft Factory No. 22, then based in Kazan, manufactured neither SBs nor Ar-2s, but carried out the scheduled overhaul of 112 airplanes of both types. According to the above statistics, the total number of Ar-2 airplanes produced in 1940-1941 equaled 190 aireraf, In 1942 one Ar-2 was used to test 1,400 hp M-107 engines. Service and combat use Deliveries of the Ar-2 to Air Force units started in the second half of 1940. Single ‘Ar-2s were transferred at the same time as conventional and dive-bombing SBs (ic those equipped with PB-3 bomb racks), This practice of mixed deliveries continued later stages, explaining the existence of ‘one to two squadrons (or even single Ar-2 aircraft) in service with high-speed bomber regiments equipped with SBs. In 1940 about 50 dive-bombers entered the inventory of service units (at that time still under the SB-RK designation). In 1941, before the Germans unleashed their offensive, 120 Ar-2s had been delivered. Thus, by the out- set of combat operations most of the 200 dive-bombers produced had been delivered to the Red Army Air Force units. As of June 1941 their deployment in the VWS RKKA ‘was as follows Leningrad Military District The 2nd SBAP, being a part of the 2nd Combined Aviation Division, operated 20 Ar-2s and 39 SBs from Krestisy Airfield outside Leningrad, Baltic Special Military District The 46th SBAP regiment, being a part of the 7th Combined Aviation Division, operated 61 SBs and Ar-2s from Shavli Airfield, The S4th SBAP, as a part of the $4th Combined Aviation Division, operated 68 SBs and Ar-2s, and seven Pe-2s from Vilno Airfield ‘Ar-2 during evaluation tests carried out by naval aviation. in spring 1941, Note the entry step, under the wing fillet, used for < limbing inte the ‘gunners cockpit. Unlike the 5B gunner, the Ar-2 gunner climbed into his cockpit from the right side of the aircraft because the TSS turret had its ShKAS machine gun stowed fon the left side. a

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