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36-522: In 1938, the Ilyushin design bureau redesigned the Ilyushin DB-3 to ease production and improve its performance, the revised version receiving the designation DB-3F ( Forsirovanniye or "boosted"). The aircraft's internal structure, particularly the wings, was extensively changed, eliminating the need for hand finishing of the structure, and with duralumin replacing the large scale use of steel in

72-475: A bombload of 500 kg (1,100 lb) to a range of 4,000 km (2,500 mi) and a 1,000 kg (2,200 lb) bombload to a range of 3,100 km (1,900 mi). In comparison, the Heinkel He 111 B then in production was 10–20 km/h (6.2–12.4 mph) slower and could carry only 750 kg (1,650 lb) of bombs to a range of 1,660 km (1,030 mi) and 1,500 kg (3,300 lb) to

108-607: A distance of 910 km (570 mi). This performance arguably made it the best twin-engined bomber in the world already or entering service in 1937. 45 DB-3s were built that year at Factory No. 39 in Moscow and No. 18 in Voronezh and the aircraft entered service with the VVS . During 1938 the improved M-86 engine, rated at 950 horsepower (710 kW) for takeoff, replaced the M-85 on

144-723: A forced landing near Petrozavodsk . Ilyushin led a team which dismantled it, and sent it to Moscow where it was reverse-engineered into the U-1 trainer, of which 737 examples were subsequently built. In the autumn of 1921 Ilyushin left military service; he entered the Institute of Engineers of the Red Air Fleet (renamed the Zhukovsky Air Force Engineering Academy on 9 September 1922) on 21 September 1921. During his student years he concentrated on

180-642: A gradual transition as were VISh-3 variable-pitch propellers . The M-87 had the same horsepower rating at takeoff as the M-86, but produced more power at higher altitudes. The M-87B further increased power at altitude and was introduced in 1939–40. These aircraft were known as the DB-3B as part of the second stage of the upgrade program. The last production batches in 1940 had the Tumansky M-88 that produced 1,100 horsepower (820 kW) for takeoff. These increased

216-508: A long-range bomber, again competing against a Tupolev design, the DB-2 , to meet the stringent requirements of an aircraft capable of delivering a 1,000 kg (2,200 lb) bombload to a range of 3,000 km (1,900 mi) at a maximum speed no less than 350 km/h (220 mph). He had redesigned the BB-2 to take advantage of the radial Gnome-Rhône Mistral Major 14Kdrs engine, for which

252-711: A number of improvements over the TsKB-26, notably an all-metal structure, an extended nose, an aft-sliding canopy with a fixed windscreen and improved engine cowlings. It passed the State acceptance trials and was ordered into production in August 1936 as the DB-3, although some sources refer to this initial series as the DB-3S for seriynyy (series-built). The DB-3 was not a simple or easy aircraft to manufacture as Ilyushin had pushed

288-536: Is a Soviet bomber aircraft of World War II . It was a twin-engined, low-wing monoplane that first flew in 1935. 1,528 were built. The DB-3 was the precursor of the Ilyushin Il-4 (originally designated DB-3F ). The genesis of the DB-3 lay in the BB-2, Sergey Ilyushin 's failed competitor to the Tupolev SB . Ilyushin was able to salvage the work and time invested in the BB-2's design by recasting it as

324-770: The Bolshevik government from the war, Ilyushin was demobilized and sent back to his native village. He helped supervise the increasing nationalization of factories in the area and in October 1918 joined the Bolshevik Party. With the Russian Civil War , Ilyushin was drafted into the Red Army in May 1919, working as aviation technician of VVS RKKA (Red Army). That autumn, a White movement Avro 504 biplane made

360-624: The Ilyushin OKB (the bureau behind all Soviet aircraft abbreviated IL-#, a military- and civil-aviation supergiant and major global brand) in 1935. His single-engined Ilyushin Il-2 ground-attack aircraft , the single most-produced combat aircraft design in history (with 36,183 examples), and the Ilyushin Il-4 twin-engined bomber (of which just over 5,200 examples were built) were used extensively in World War II , on all fronts where

396-485: The Imperial Russian Army , serving with the infantry , and later (as he was literate) as a clerk in the military administration of Vologda . When a request came for seven volunteers to serve in the fledgling Aviation Section, he was quick to volunteer. He worked at first as a mechanic and member of the ground crew. In the summer of 1917, he was qualified as a pilot. In March 1918, with the withdrawal of

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432-698: The VVS resumed bombing. The only known surviving DB-3 is currently displayed at the Central Air Force Museum at Monino , near Moscow, Russia. The aircraft was found in taiga forests, 120 km from Komsomolsk-on-Amur . It was recovered in September 1988 and brought to the Irkutsk Aircraft Industrial Association (IAIA) factory on board an Ilyushin Il-76 transport. After over a year of restoration,

468-501: The turret , using the 12.7 mm (0.5 in) UBT machine gun in place of the earlier 7.62 mm (0.3 in) weapons. In addition, it was found that the gunners were attacked first, so blocks of armor were placed around the gunner positions. This extra weight was not offset by the newer engines however, and the Il-4 proved to be slower than the earlier versions at only 404 km/h (251 mph). An attempt to improve performance

504-506: The 1,100 hp (820 kW) Tumansky M-88 quickly replacing the M-87. The DB-3F was redesignated Il-4 in March 1942. Some series had wooden outer wings and front fuselages to conserve metals , and throughout the production, engines and fuel tanks were upgraded for improved performance while retaining the same range. However the most notable change was the addition of larger defensive guns in

540-783: The DB-3A designation is used for one of the oldest versions of the DB-3. And where are the DB-3Bs? In 1939, 30 DB-3s were supplied to the Republic of China Air Force during the Second Sino-Japanese War and they saw heavy action against Japanese targets in the Wuhan region from their bases in Sichuan (mostly used by the 8th Group), before being replaced by B-24 Liberators in 1943. Two DB-3s were responsible for shooting down

576-524: The Il-4 was used on several long-range bombing raids against Berlin in 1941. Most would be used on much shorter range missions, often adding another 1,000 kg (2,204 lb) of bombs under the wings, in addition to the internal 2,500 kg (5,512 lb). Finland bought four captured DB-3Fs from German stocks. These were given the Finnish Air Force serials DF-22 to DF-25 and flown from Bryansk , Russia to Finland (one aircraft, DF-22,

612-698: The Soviets fought. After the war, Ilyushin concentrated primarily on commercial airliners, such as the Ilyushin Il-18 and Ilyushin Il-62 , which saw extensive use with Aeroflot and with numerous Soviet client states. In 1967 he was given the honorary rank of General-Colonel of Engineering/Technical Service. He became an Academician of the Academy of Sciences of the Soviet Union in 1968. He remained

648-425: The Soviets had purchased a license in 1934 as the M-85, and had begun construction of the prototype of the BB-2 2K-14 as the TsKB-26 that same year. The TsKB-26 was more of a proof-of-concept vehicle to validate Ilyushin's ideas on how to obtain long range than an actual bomber prototype. To speed the construction process, it had a wooden fuselage and fin with metal wings and tail surfaces. It made its first flight in

684-946: The aircraft was delivered to Monino on board an Antonov An-22 . On 22 December 1989, representatives of IAIA, headed by V.P. Zelenkov, handed over the DB-3 to museum officials. This aircraft should not be confused with the Ilyushin Il-4 (cn 17404) exhibited in the Victory Park collection of the Central museum of Great Patriotic War, Moscow. General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Related lists Sergey Ilyushin Sergey Vladimirovich Ilyushin ( Russian : Серге́й Владимирович Илью́шин ; 30 March [ O.S. 18 March] 1894 – 9 February 1977)

720-569: The design of gliders , taking part in numerous competitions. In 1925 one of his designs was sent to a competition in Germany, where it took first prize for flight time. Ilyushin obtained a degree in engineering in 1926 and served until November 1931 as an aeroplanes section manager within the Soviet Air Force Scientific-Technical Committee  [ ru ] , with involvement in the development of

756-594: The design requirements for the new aeroplanes of Nikolai Polikarpov and Andrei Tupolev . This time he was also appointed Assistant Chief of the Air Force Research and Test Institute. Upon his own request in November 1931 he was reassigned to TsAGI Design Bureau and worked there till 1933. In 1933 Ilyushin became chief of the TsKB at the V.R. Menzhinski Moscow plant  [ ru ] which later grew into

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792-623: The earlier version. The aircraft's fuel system was redesigned, increasing its internal capacity while reducing the number of fuel tanks. The fuselage nose was lengthened to give more room for the navigator/bombardier while reducing drag. The prototype DB-3F, powered by the same 949 hp (708 kW) Tumansky M-87 B engines of the DB-3M, was piloted on its maiden flight by Vladimir Kokkinaki on 21 May 1939. It successfully passed through state acceptance tests and entered production in January 1940, with

828-518: The engine used. So SB 2M-100A is decoded as twin-engined fast bomber, first in the series, equipped with M-100A engines. Shorter abbreviations were informally used, but the use of them is not consistent between sources. For example, the listing for the strength of the VVS on 1 June 1941 shows a mixture of DB-3A and DB-3 aircraft, with the former predominating. But this does not match the account in Gordon where

864-514: The largely self-taught Ilyushin left home at an early age. He worked as a factory laborer, ditch-digger at construction sites, and cleaner of gutters at a dye plant in Saint Petersburg . In 1910, he learned that jobs were available at Kolomyazhsky Racetrack as a groundskeeper. The racetrack was also the site of the first All-Russia Festival of Ballooning in autumn of 1910, and Ilyushin assisted in unpacking crates and setting up equipment. He

900-402: The limits of the available construction technology to make it as light as possible. For example, the spar in each wing panel had four parts which had to be riveted together and there were numerous welds that each had to be inspected by an X-ray machine , with many failures. In addition the internal riveting of small-diameter tubing was also a difficult and time-consuming process. The bomb bay

936-452: The maximum speed to 429 km/h (267 mph) at 6,800 metres (22,300 ft). Great confusion exists in the sources, including original Soviet documents, about the names commonly used for the DB-3. Formally the Soviet designation system used a two-letter abbreviation to designate the role of the aircraft, then a number for the model in that sequence followed by the number of engines, and

972-553: The neutral Finnish civilian Junkers Ju 52 passenger and transport plane Kaleva on June 14, 1940. The Finns captured five force-landed DB-3Ms during the Winter War and during 1941 they purchased a further six DB-3Ms and four DB-3F/Il-4s from German surplus stocks. On the night of August 7–8, 1941, fifteen DB-3T torpedo bombers of the Baltic Fleet dropped the first Soviet bombs on Berlin . From August 11, DB-3Fs of

1008-551: The production line. Aircraft with this engine are properly referred to as DB-3 2M-86, but are sometimes referred to as the DB-3A, after the three-step upgrade program planned for the aircraft. Other minor changes were introduced over the course of the year. Factory No. 126 in Komsomolsk-on-Amur also began producing DB-3s in 1938. During 1938–39 the Tumansky M-87 A engine was introduced on the production line in

1044-547: The rear. The rear gunner manned both the gun in the SU dorsal turret and the gun in an LU ventral hatch. Flight tests of the second example pre-production aircraft, conducted May–October 1937, revealed that it was slightly inferior to the TsKB-30 in performance, but still exceeded its requirements by a considerable margin. It attained a speed of 390 km/h (240 mph) at an altitude of 5,000 m (16,000 ft). It could carry

1080-417: The summer of 1935 and proved to be stable, easily controllable and highly maneuverable; it performed the first loop made by a twin-engined aircraft in the Soviet Union. It went on to set six world records in its class, generally in payloads to height and speed over a 5,000 km (3,100 mi) closed circuit. The real prototype of the DB-3 was called the TsKB-30 and it was completed in March 1936. It had

1116-570: The woods in Öja near the city of Kokkola . Most parts of the plane were rescued and taken to a depot. Data from From DB-3 To Il-4...The Soviet Long-Range Bomber General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Related lists Ilyushin DB-3 The Ilyushin DB-3 , where "DB" stands for Dalniy Bombardirovshchik ( Russian : Дальний бомбардировщик) meaning "long-range bomber",

Ilyushin Il-4 - Misplaced Pages Continue

1152-578: Was a Soviet aircraft designer who founded the Ilyushin aircraft design bureau. He designed the Il-2 Shturmovik , which made its maiden flight in 1939. It is the most produced warplane, and remains the second most-produced aircraft in history, with some 36,000+ built, behind the US Cessna 172 . Born in the village of Dilyalevo , the youngest of 11 children born to a Russian peasant family,

1188-514: Was also able to meet many of Russia's pioneer aviators, an event that awoke his interest in aviation. In 1911 he returned to his native village to work as a carter of a dairy plant. The following year, he worked as a construction worker for the Amur Railway , and in 1913 he was in Tallinn as a worker in a shipyard. With the outbreak of World War I in 1914, Ilyushin was conscripted into

1224-406: Was designed to carry ten 100 kg (220 lb) FAB-100 bombs, but heavier bombs could be accommodated on external bomb racks up to a total of 2,500 kg (5,500 lb) on short-range missions. The defensive armament for the three crewmen consisted of three 7.62 mm (0.3 in) ShKAS machine guns . One in the tip of the nose manned by the bombardier-navigator and the two others protecting

1260-410: Was destroyed en route and crashed near Syeschtschinskaya airfield). The aircraft were later flown by No. 48 Sqn during 1943 (DF-23, DF-24 and DF-25), No. 46 Sqn during 1944 (DF-23 and DF-24) and No. 45 Sqn for a short time in 1945 (DF-23), until the last remaining serviceable aircraft went into depot on 23 February 1945. After the war, DF-25 was lost in a snowstorm, landed on the ice and crashed into

1296-454: Was made as the Il-6 , adding large diesel engines and heavier armament. The engines proved unreliable and production was never started. The Il-4 remained in production until 1945, when just over 5,200 had been built. Although the Il-4 was only a medium bomber, it had the range to be used on strategic missions. The use of the bombers in this role was not a priority for the VVS , but nevertheless

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