USSR Air Force. Workers 'and Peasants' Red Army (abbr.

USSR Air Force
Years of existence:
Included in:	Armed Forces of the USSR
Subordination:	Ministry of Defense of the USSR
Participation in:	Civil War in Spain Soviet-Finnish War Great Patriotic War Korean War War of Attrition Afghan War Liquidation of the Chernobyl accident

USSR Air Force (USSR Air Force)- one of the branches of the USSR Armed Forces. They bore the name from 1918 to 1924 - Workers' and Peasants' Air Fleet, from 1924 to 1946 - Red Army Air Force and from 1946 to 1991 - USSR Air Force. The main tasks of the Air Force included air cover for the Ground Forces and the Navy, the direct destruction of enemy objects and troops (forces), participation in special operations, airlift, and a decisive role in gaining air supremacy. The basis of the structure of the Air Force was the long-range ( YES), military transport ( VTA) and front-line aviation. Some units of the USSR Air Force were part of the country's strategic nuclear forces, which provided for the use of nuclear weapons.

In terms of the number of personnel and the number of aircraft at the time of its collapse, it was the largest Air Force in the world. By 1990, they included 6,079 aircraft of various types. In December 1991, as a result of the collapse of the USSR, USSR Air Force were divided between Russia and 11 independent republics (Latvia, Lithuania and Estonia refused to participate in the division of the USSR Armed Forces for political reasons).

Story

Workers' and Peasants' Red Air Fleet

The air force of the first Soviet state was created together with the Red Army. Their construction was managed by the People's Commissariat for Military and Naval Affairs under the leadership of L.D. Trotsky. In its composition, on January 2, 1918, the All-Russian Collegium for the Management of the Air Fleet of the Republic was established, the chairman of which was appointed K. V. Akashev. The transition to the construction of a regular Workers' and Peasants' Red Air Force began in accordance with Order No. 84 of the People's Commissariat for Military and Naval Affairs of January 25, 1918, which ordered “to preserve all aviation units and schools completely for the working people.” On May 24, 1918, the All-Russian Collegium was abolished, and the Main Directorate of the Workers' and Peasants' Red Air Force (Glavvozdukhoflot) was formed, which was headed by a Council consisting of the head of the Glavvozdukhoflot and two commissars. To manage the combat activities of aviation units on the fronts of the Civil War, the Field Directorate of Aviation and Aeronautics of the Active Army (Aviadarm) was created in September 1918 at the headquarters of the Revolutionary Military Council of the Republic. At the end of 1921, due to the liquidation of the fronts, the Aviadarm was abolished. The Main Directorate of the Air Fleet became the unified aviation management body.

By November 1918, the air force had 38, by the spring of 1919 - 61, and by December 1920 - 83 air squadrons (including 18 naval ones). In total, during the Civil War, up to 350 Soviet aircraft operated simultaneously on the fronts. The RKKVF Main Command also had at its disposal the Ilya Muromets airship division.

Red Army Air Force

After the end of the Civil War, the RKVF was reorganized. In 1924, by decision of the Council of People's Commissars of the USSR, the Workers' and Peasants' Air Fleet was renamed Red Army Air Force, and the Main Directorate of the Air Fleet - to the Air Force Directorate. In the same year, bomber aviation was formed as an independent branch of aviation, when a new reorganization provided for the formation of light bomber and heavy bomber squadrons. The ratio of types of aviation has changed. There were more and more fighters and heavy bombers and fewer reconnaissance aircraft. By the mid-1930s, many new types of aircraft appeared in the Air Force, which had an impact on the structure. After the P-6 entered service, cruiser squadrons arose; when in 1936 the first SBs arrived from the factories - high-speed bombers, and with the start of development of the DB-3 in 1937 - long-range bombers. The rapid quantitative growth of the Air Force began. In 1924-1933, I-2, I-3, I-4, I-5 fighters, R-3 reconnaissance aircraft, and TB-1 and TB-3 heavy bombers entered service. By the mid-30s, I-15, I-16, I-153 fighters, SB and DB-3 bombers were also adopted. The aircraft fleet of the Red Army Air Force from 1928 to 1932 increased 2.6 times, and the number of imported aircraft decreased in fighters from 92 to 4%, bombers - from 100 to 3%.

In 1938-1939, the Air Force was transferred from a brigade organization to a regimental and divisional one. The main tactical unit was a regiment consisting of 4-5 squadrons (60-63 aircraft, and in a heavy bomber regiment - 40 aircraft). In accordance with the purpose and tasks of the Air Force, the share of various types of aviation in the Air Force changed: bomber and attack aircraft by 1940-1941 amounted to 51.9%, fighter aircraft - 38.6%, reconnaissance aircraft - 9.5%. However, many types of aircraft, in terms of basic tactical and technical data, were still inferior to similar aircraft of the air forces of capitalist states. The growth in the technical equipment of the Air Force and its increase in numbers required a significant improvement in the training of command, engineering and flight technical personnel. In 1938, the training of flight technical personnel for the Air Force was carried out in 18 flight and technical schools.

In the early 30s, innovations began in the structure of the army. Since 1932, the Air Force has included airborne troops. Later they received their own aviation - transport and reconnaissance aircraft. In September 1935, military ranks appeared in the Red Army. All pilots, by modern standards, were classified as officers. Flight schools graduated them with the rank of junior lieutenant.

At the end of the 30s, the Air Force of the Red Army was affected by a wave of repressions. Many commanders of the Red Army Air Force, including many pilots with combat experience gained in Spain, China, and Finland, were repressed.

For the period from 1924 to 1946, pilots of the Red Army Air Force participated in armed conflicts in Spain, on Khalkhin-Gol, V Winter War, as well as in air battles Second World War.

Spanish Civil War

In February 1936, during elections held in impoverished, backward Spain, the left-wing Popular Front came to power, and five months later, nationalist forces, supported by the new fascists, launched an open rebellion, starting a civil war. Soviet volunteer pilots began to arrive in Spain to support the republican government loyal to the USSR. The first air battle involving Soviet pilots took place on November 5, 1936, and soon the number of battles increased significantly.

At the beginning of the air battles, Soviet pilots flying the new I-16 fighters managed to achieve significant air superiority over the Luftwaffe pilots who flew Heinkel He-51 biplanes at the beginning of the war. It was decided to send the newest Messerschmitt Bf.109 to Spain. However, their debut was not very successful: all three delivered prototypes, to one degree or another, suffered from technical shortcomings. In addition, they all had design differences, so their maintenance and repair caused great problems. A few weeks later, without having taken part in hostilities, the planes were sent back. Then the latest Messerschmitt Bf.109B were sent to help the Franco regime. As expected, the modernized Messerschmitts were far superior to the Soviet I-16 fighters. German aircraft were faster in level flight, had a higher combat ceiling and were noticeably faster in dives. However, it should be noted that the I-16s were superior to their competitors in maneuverability, especially at altitudes below 3000 meters.

Some Soviet volunteers were promoted quickly after returning home, largely due to the purge of senior officers that Stalin had begun at the time. Therefore, many of those who fought in Spain became colonels and even generals after the German invasion began in June 1941. Newly promoted officials lacked flight and crew experience, while older commanders lacked initiative, often sending minor requests to Moscow for approval, and insisted that their pilots strictly perform standardized and predictable aerobatic maneuvers during flights, wanting thereby reducing the accident rate in Air Force units.

On November 19, 1939, the Air Force headquarters was reorganized into the Main Directorate of the Red Army Air Forces, with Yakov Smushkevich becoming its chief.

Battles at Khalkhin Gol

Soviet aviation played a decisive role in the armed conflict that lasted from spring to autumn 1939 near the Khalkhin Gol River in Mongolia near the border with Manchuria, between the USSR and Japan. An air war broke out in the sky. Already the first clashes at the end of May showed the advantage of Japanese aviators. So, in two days of fighting, the Soviet fighter regiment lost 15 fighters, while the Japanese side lost only one aircraft.

The Soviet command had to take radical measures: on May 29, a group of ace pilots headed by Deputy Chief of the Red Army Air Force Yakov Smushkevich flew from Moscow to the combat area. Many of them were Heroes of the Soviet Union who had combat experience in the skies of Spain and China. After this, the forces of the parties in the air became approximately equal. To ensure air supremacy, new Soviet modernized I-16 and I-153 Chaika fighters were deployed to the Far East. Thus, as a result of the battle on June 22, which became widely known in Japan (during this battle, the famous Japanese ace pilot Takeo Fukuda, who became famous during the war in China, was shot down and captured), the superiority of Soviet aviation over Japanese aviation was ensured and it was possible seize air supremacy. In total, Japanese air forces lost 90 aircraft in air battles from June 22 to 28. The losses of Soviet aviation turned out to be much smaller - 38 aircraft.

The fighting continued until September 14, 1939. During this time, 589 air victories were won (Japan's real losses were 164 aircraft for all reasons), losses amounted to 207 aircraft, and 211 pilots were killed. Several times pilots who ran out of ammunition went to ram. The first such attack was carried out on July 20 by Vitt Skobarikhin.

War with Finland

The leadership of the Soviet Union began to look for ways to best prepare the country for the coming war. One of the important tasks was to optimize border defense. Problems arose in this area: in the north, the border with Finland lay 20-30 kilometers from Leningrad, the most important industrial center of the country. If Finnish territory were used for an offensive, this city would inevitably suffer; there was a very real possibility of its loss. As a result of unsuccessful diplomatic negotiations and a number of border incidents, the USSR declared war on Finland. On November 30, 1939, Soviet troops crossed the border.

I-16s made up half of the Soviet fighter aircraft involved in the conflict, while the rest of the fighters were Polikarpov biplanes, which by modern standards are obsolete. The very first battles in the skies over Finland showed the insufficient combat readiness of the Red Army Air Force, especially bomber aviation. Seconded to the headquarters of the Northwestern Front, corps commander P.S. Shelukhin wrote to the People's Commissar of Defense:

“The state of combat training of air units is at an extremely low level... bombers do not know how to fly and especially maneuver in formation. In this regard, it is not possible to create fire cooperation and repel an attack by enemy fighters with massive fire. This makes it possible for the enemy to deliver sensitive blows with his insignificant forces. Navigation training is very weak, which leads to a lot of wandering (as in the document) even in good weather; in poor visibility and at night - mass wandering. The pilot, being unprepared for the route, and due to the fact that the responsibility for aircraft navigation lies with the pilot observer, is careless in flight and loses orientation, relying on the pilot observer. Mass wanderings have a very detrimental effect on the combat effectiveness of units, because they lead to a large number of losses without any influence from the enemy and undermine the confidence of the crews, and this in turn forces commanders to wait for weeks for good weather, which sharply reduces the number of sorties... Speaking about the actions of aviation in general, most of all needs to be said about its inaction or action mostly in vain. For there is no other way to explain the fact that our aviation, with such colossal superiority, could do almost nothing to the enemy for a month...”

During the entire Soviet-Finnish war, the USSR lost 627 aircraft of various types. Of these, 37.6% were shot down in battle or landed on enemy territory, 13.7% went missing, 28.87% were lost as a result of accidents and disasters, and 19.78% received damage that did not allow the aircraft to be returned to service. . At the same time, the Finnish side lost 76 aircraft shot down in battle and 51 damaged, although according to official Soviet data, the Finns lost 362 aircraft. The last war showed a serious lag of the Soviet Air Force both in technology and in the organization of combat operations and command and control of troops. On January 1, 1941, the Air Force had 26,392 aircraft, of which 14,954 were combat aircraft and 11,438 were training and transport aircraft. There were 363,900 people in the Air Force.

The Great Patriotic War

The events that occurred in the summer of 1941 showed that the measures taken to modernize the Soviet Air Force did not lead to significant results. During the military conflicts that took place in the 1930s, Soviet pilots flew I-15, I-153 and I-16 aircraft designed by the Polikarpov Design Bureau. As good as the best aircraft in the rest of the world in 1936, four years later they were already obsolete as the aviation industry developed very rapidly during this period. The surprise attack launched by the Luftwaffe on Sunday, June 22, 1941, on air force airfields located near the western border of the USSR, took both the Red Army and its air force by surprise.

In most cases, the advantage of the attackers was overwhelming, and many aircraft, including many of the newest ones, were destroyed on the ground within the first hours after the invasion. In the first few days of Operation Barbarossa, the Luftwaffe destroyed approximately 2,000 Soviet aircraft, most of them on the ground. It has long been argued that comparisons between the Air Force and the Luftwaffe on June 22 cannot be made based simply on the number of vehicles, which would imply a more than two-fold superiority of the Air Force (only if combat aircraft concentrated in the western USSR are taken into account). It was supposed to take into account the lack of crews and the non-combat capability of some aircraft. There was an opinion that German aircraft were superior to ours in terms of flight performance and firepower, and the qualitative superiority of the Germans was complemented by organizational advantages. In fact, for example, the Air Force of the Western Districts had 102 new Yak-1, 845 MiG-3 and 77 MiG-1 fighters, while the Luftwaffe had 440 modern Messerschmitt Bf.109F fighters. On December 31, 1941, combat losses of the Red Army Air Force amounted to 21,200 aircraft.

The most popular aircraft in the Soviet Air Force during the Great Patriotic War were the Il-2 attack aircraft and the Yak-1 fighter, which made up almost half of the Air Force fleet. The single-engine Yak-1 fighter was put into production in 1940 and had a large field for modernization, unlike the German Messerschmitt Bf.109. The appearance at the front of such aircraft as the Yak-3 and Yak-9 brought the establishment of parity with the Luftwaffe, and ultimately air superiority. The air force received more and more fighter aircraft Yak-7, Yak-9, Yak-3, La-5, La-7, two-seat attack aircraft Il-2 (and since the summer of 1944 Il-10), Pe- 2, Tu-2, guns, bombs, radar stations, radio communications and aeronautical equipment, aerial cameras and other equipment and weapons. The organizational structure of the air force continued to improve. In March 1942, long-range aviation units were united into Long-Range Aviation with direct subordination to the Headquarters of the Supreme High Command (SHC). The position of Commander of Long-Range Aviation was established, to which Alexander Golovanov was appointed. Since May 1942, aviation operational units - air armies - began to be created in front-line aviation.

The aircraft repair system that developed in the late 30s of the 20th century in the Air Force, having been tested in combat conditions, turned out to be the most complex component of aviation engineering support for the restoration of aircraft with combat and operational damage. Aviation repair bases and stationary aircraft repair shops carried out the bulk of aircraft repairs, but it was necessary to transfer repair units to air units. To speed up repairs of aircraft equipment accumulated in air units, the command began reorganizing the field repair network and the repair management system as a whole. Repair authorities were transferred to the chief engineer of the Air Force and the number of mobile aircraft repair shops increased. PARMS-1 workshops (vehicles) were transferred from the rear agencies to the aviation engineering service of air regiments, and in addition to them, PARMS-1 special equipment repair workshops were formed.

In the fall of 1942, the formation of separate aviation corps and reserve divisions of the Supreme High Command began, which made it possible to quickly concentrate large aviation forces in the most important areas. The high combat qualities of the Soviet Air Force were especially clearly demonstrated in the battles of Moscow, Stalingrad, Kursk, in air battles in the Kuban, in operations in Right Bank Ukraine, in Belarus, the Iasi-Kishinev, Vistula-Oder and Berlin operations. If 200-500 aircraft took part in the operations of 1941, then in 1943-1945 - up to several thousand, and in the Berlin operation of 1945 - up to 7500 aircraft.

During the period from January 1, 1939 to June 22, 1941, the Air Force received 17,745 combat aircraft from industry, of which 706 were new types of aircraft: MiG-3 fighters - 407, Yak-1 - 142, LaGG-3 - 29, Pe-2 - 128.

US assistance in the form of Lend-Lease was invaluable for the Soviet Union. A total of 14,126 aircraft were delivered under Lend-Lease between 1941 and 1945: Curtiss Tomahawk and Kittyhawk, Bell P-39 Airacobra, Bell P-63 Kingcobra, Douglas A-20 Boston, North -American B-25 Mitchell, Consolidated PBY Catalina, Douglas C-47 Dakota, Republic P-47 Thunderbolt. These supplies certainly played an important role in the defeat of the common enemy. The volume of aircraft deliveries from the USA and Great Britain accounted for almost 12% of the total number of Soviet aviation.

During the war years, 44,093 pilots were trained. 27,600 were killed in action: 11,874 fighter pilots, 7,837 attack pilots, 6,613 bomber crew members, 587 reconnaissance pilots and 689 auxiliary aviation pilots.

The most successful fighter pilots of the Great Patriotic War and World War II on the Allied side were Ivan Kozhedub (62 victories) and Alexander Pokryshkin (59 victories), who were awarded the title of Hero of the Soviet Union three times.

Cold War

After the end of World War II, in which the USSR and the USA were allies, Europe was redistributed into spheres of influence. In the 1950s, two main military-political blocs were formed - NATO and the Warsaw Pact, which were in a state of constant confrontation for decades. The Cold War, which began in the late 1940s, could at any moment develop into a “hot” Third World War. The arms race, spurred on by politicians and the military, gave a strong impetus to the development of new technologies, especially in military aviation.

For decades, there has been a military confrontation not only on land, at sea and under water, but primarily in the airspace. The USSR was the only country whose air force was comparable to the US Air Force. The main suppliers of fighters to the Soviet Air Force during the Cold War were the design bureaus of Mikoyan and Gurevich, as well as Sukhoi. The Tupolev Design Bureau had a monopoly on heavy bombers. It specialized in the design of heavy bombers and transport aircraft.

The Birth of Jet Aviation

In the post-war years, the main direction of development of the Soviet Air Force was the transition from piston aircraft to jet aircraft. Work on one of the first Soviet jet aircraft began back in 1943-1944. The prototype of the new aircraft made its first flight in March 1945. During flight tests, speeds significantly exceeding 800 kilometers per hour were achieved.

On April 24, 1946, the first Soviet production jet aircraft, the Yak-15 and MiG-9, took off. During tests, these aircraft showed speeds of about 800 km/h and over 900 km/h, respectively.

Thus, the flight speed of fighters increased by almost 1.5 times compared to piston aircraft. At the end of 1946, these machines went into mass production. New aircraft that entered service with the USSR Air Force belonged to first generation subsonic jet fighters. Western analogues of the Soviet Yak-15 and MiG-9 are the first jet fighters that entered service in Germany since the mid-1940s, the Messerschmitt Me-262 and Heinkel He-162; British “Meteor”, “Vampire”, “Venom”; American F-80 and F-84; French MD.450 “Hurricane”. A characteristic feature of these aircraft was the straight wing of the glider.

Based on the generalized experience accumulated during the Great Patriotic War, new combat regulations, manuals and guidelines for the combat use of types and branches of aviation were developed. To ensure reliable aircraft navigation, accurate bombing and shooting, aircraft are equipped with various radio-electronic systems. The equipment of airfields with a “blind” instrument landing system for aircraft was begun.

The beginning of the rearmament of Soviet aviation with jet aircraft required the modernization of the organizational structure of the Air Force. In February 1946, the Red Army was renamed the “Soviet Army”, and the Red Army Air Force was renamed USSR Air Force. Also in 1946, the position of Commander-in-Chief of the Air Force - Deputy Minister of the Armed Forces was introduced. The Air Force Headquarters was transformed into the Air Force General Headquarters. The country's air defense troops became an independent branch of the Armed Forces in 1948. During the same period, the country's air defense system underwent reorganization. The entire territory of the USSR was divided into a border strip and an internal territory. Since 1952, the country's Air Defense Forces began to be equipped with anti-aircraft missile technology, and the first units were created to service them. Air defense aviation was strengthened.

The air force was divided into front-line and long-range aviation. Airborne transport aviation was formed (later transport airborne, and then military transport aviation). The organizational structure of front-line aviation was improved. The re-equipment of jet aircraft with jet and turboprop aircraft was carried out. The airborne troops were withdrawn from the Air Force in 1946. On the basis of separate airborne brigades and some rifle divisions, parachute and landing formations and units were formed. Many aviation regiments and divisions were returning at this time from the occupied countries of Eastern Europe to the territory of the USSR. At the same time, new air armies were being formed, which included existing air regiments and divisions. Large groups of Soviet aviation were stationed outside the USSR at Polish, German, and Hungarian airfields.

Massive use of jet aircraft

In 1947-1949, new jet fighters MiG-15, La-15 with swept wings appeared, as well as the first front-line bomber with a turbojet engine, the Il-28. These aircraft marked the advent of jet aviation second subsonic generation.

The MiG-15 was built as a mass production jet fighter. This aircraft stands out for its high flight-tactical and operational characteristics. It had a wing with a 35-degree sweep, a tricycle landing gear with a nose wheel, a pressurized cabin equipped with new equipment, and a new ejection seat. The MiG-15 aircraft received their baptism of fire during the Korean War, where they showed their strengths in front of American fighters of the same class, the F-86. The Western analogues of Soviet fighters were the mentioned American F-86 fighters, the French MD.452 “Mister”-II and MD.454 “Mister”-IV and the British “Hunter”.

Bomber aircraft also switched to jet propulsion. The successor to the piston Pe-2 and Tu-2 was the Il-28 front-line jet bomber. This aircraft had a simple technological layout and was easy to pilot. The aircraft's aeronautical and radio equipment ensured flight at night and in difficult weather conditions. Produced in various modifications.

In the late 1940s - early 1950s, Soviet aviation began to explore the Far North and Chukotka. The construction of advanced airfields also began on Sakhalin and Kamchatka, and aviation regiments and divisions were relocated here. However, after the appearance of Tu-95 strategic bombers with an intercontinental flight range in long-range aviation regiments, there was no longer a need to bring airfields closer to the territory of a potential enemy - the United States. Subsequently, only air defense fighter regiments remained in the Far East.

The entry into service of the Air Force with nuclear weapons led to fundamental changes in the forms and methods of combat use of the Air Force and sharply increased their role in waging war. The main purpose of aviation from the late 40s to the mid-50s was to carry out bombing attacks on targets in Europe, and with the advent of an aircraft carrier of atomic weapons with an intercontinental range - to launch nuclear strikes against the United States.

Korean War

The Korean War (1950-1953) was the first armed conflict between two recent allies in the anti-Hitler coalition - the USA and the USSR. In this war, the Soviet Air Force tested its newest MiG-15 fighters for the first time in combat conditions.

The Soviet government initially provided assistance to the DPRK with weapons, military equipment, and material resources, and at the end of November 1950, it transferred several air divisions to the northeastern regions of China with some of the best pilots participating in repelling US air raids on the territory of North Korea and China (in October Chinese volunteers were sent to Korea in 1950). Especially for the battles in Korea, the USSR formed the 64th Fighter Air Corps. It was commanded by Major General Ivan Belov. At first there were 209 aircraft in the corps. They were based in Northeast China. The composition of pilots and the number of aircraft changed. In total, 12 fighter air divisions managed to fight in the corps. The combat mission of the Soviet 64th Fighter Aviation Corps was to “cover bridges, crossings, hydroelectric power stations, airfields, as well as logistics facilities and communications of the Korean-Chinese troops in North Korea to the Pyongyang-Genzan line from enemy air strikes.” At the same time, the corps had to “be ready to repel, in cooperation with Chinese aviation units, possible enemy attacks on the main administrative and industrial centers of Northeast China in the Mukden direction.” Until November 1951, the 64th IAK was organizationally part of the operational group of the Soviet Air Force in China, then interacted with the United Sino-Korean Air Army. In addition, four more Chinese air divisions were used in the second and third lines to build up forces and cover airfields. The Soviet pilots were dressed in Chinese uniforms, and the planes bore the insignia of the PLA Air Force.

The main combat aircraft that were in service with the corps were the MiG-15 and MiG-15bis jet aircraft, which in combat conditions underwent a kind of “run-in” against the latest models of American fighters, among which the F-86 Saber, which appeared at the front in 1951, stood out. year. The MiG-15 had a larger service ceiling, good acceleration characteristics, climb rate and armament (3 cannons versus 6 machine guns), although the speed was almost the same. The UN forces had the numerical advantage, which soon allowed them to level the air position for the rest of the war - a determining factor in the success of the initial push north and against Chinese forces. Chinese troops were also equipped with jet aircraft, but the quality of training of their pilots left much to be desired. The area where Soviet pilots operated was nicknamed “MiG Alley” by the Americans. According to Soviet data, over this “Alley” the forces of the 64th Corps shot down 1,309 enemy aircraft, including 1,097 in air battles, and 212 by anti-aircraft artillery fire.

For the successful completion of government assignments, 3,504 pilots of the air corps were awarded orders and medals, 22 pilots received the title of Hero of the Soviet Union.

The beginning of the supersonic era

By the early 1950s, transonic flight speeds were firmly mastered. In February 1950, test pilot Ivan Ivashchenko exceeded the speed of sound in a dive on the production MiG-17 fighter. An era has begun supersonic aviation. The first Soviet serial supersonic fighter capable of reaching speeds above M=1 in horizontal flight was the MiG-19. This aircraft was comparable to the American F-100 Supersaber fighter and represented first generation of supersonic fighters. The MiG-15bis fighter-bombers replaced the outdated attack aircraft. New heavy jet and turboprop aircraft Tu-16, Tu-95, M-4, 3M, corresponding in class to the American B-52, B-36 and B-47 bombers, entered service with long-range aviation.

A distinctive feature of the first generation aircraft was that they were equipped with small arms and cannon weapons and the ability to carry more than 1000 kg of combat load on underwing pylons. Only specialized night/all-weather fighters still had radar. Since the mid-1950s, fighter aircraft have been armed with guided air-to-air missiles.

Since the mid-1950s, changes have occurred in the structure of the Air Force and its organization. For example, by directive of the USSR Minister of Defense Marshal Zhukov in 1956, attack aircraft were eliminated. In 1957, fighter-bomber aviation was formed as part of front-line aviation. The main task of fighter-bomber aviation was to support ground forces and naval forces by destroying important objects in tactical and immediate operational depth.

Second generation of supersonic aircraft

In connection with the entry into service of the Air Force of supersonic aircraft armed with air-to-air and air-to-ground missiles, long-range and front-line aviation by 1960 turned into supersonic and missile-carrying. This significantly increased the combat capabilities of the Air Force to overcome enemy air defenses and more reliably engage air, ground and surface targets.

In 1955, the Sukhoi Design Bureau created the Su-7 front-line fighter. Since 1958, the lightweight, maneuverable supersonic front-line fighter MiG-21, with a maximum speed of 2200 km/h, has been mass-produced. These machines, which are the most characteristic representatives second generation supersonic combat aircraft, had powerful cannon armament, could carry URS and NURS and bombs on board. Since the beginning of the 60s, MiG-21 fighters have been supplied en masse to combat aviation regiments of the Air Force and Air Defense. For many years, they became the main combat vehicles of Soviet front-line aviation and air defense. Thanks to radar, second-generation aircraft became all-weather. Second-generation Soviet aircraft MiG-21, Su-7, Su-9, Su-11 were opposed by similar NATO fighters: American F-104, F-4, F-5A, F-8, F-105, French Mirage -III and “Mirage”-IV. The most common type of wing for these aircraft was triangular.

Bomber aircraft also moved to high speeds. The Tu-22 twin-jet supersonic bomber was designed for operations against NATO naval forces. The American analogue of the Tu-22 was the B-58. The B-58 was the first long-range supersonic bomber. At the time of its creation, its maximum speed (M=2) was not inferior to the fastest fighters. Due to a number of shortcomings, the operation of the B-58 was short-lived, but the aircraft occupied a prominent place in the history of bomber aviation.

The tactics of long-range and front-line aviation continued to change. Missile-carrying aircraft were able to strike targets from long distances without entering the air defense zone of enemy targets. The capabilities of Military Transport Aviation have increased significantly. It became capable of transporting formations of airborne troops with their standard military equipment and weapons deep behind enemy lines.

Along with the technical development of the Air Force, the forms and methods of their use were improved. The main forms of combat operations of the Air Force during this period were air operations and joint actions with other types of armed forces, and the main methods of their combat operations were massive strikes and actions in small groups. The tactics of fighter aviation at the turn of the 50s and 60s were based on target interception by command from the ground.

At the turn of the 60-70s, the Soviet Air Force began to develop combat aircraft third generation. Fighters such as the MiG-25, capable of flying at speeds three times the speed of sound and rising to 24,000 meters, began to enter service with the Soviet Air Force in the mid-1960s. The aerodynamic layout of the MiG-25 was significantly different from the layout of second-generation aircraft. The aircraft was produced in fighter-interceptor, attack aircraft and high-altitude reconnaissance variants.

The most characteristic features of third-generation tactical aircraft are multi-mode and improved takeoff and landing characteristics due to the variable geometry wing. Thus, in the mid-1960s, a new direction arose in aircraft construction - the use of rotating wings, which made it possible to change their sweep in flight.

The first aircraft with variable sweep wings to become famous was the American F-111. The first Soviet combat aircraft with variable sweep wings, the MiG-23 and Su-17, were shown at Domodedovo on July 9, 1967. Serial production of these aircraft began in 1972-1973.

Both aircraft belonged to almost the same class of combat aircraft and had almost identical tactical and technical characteristics, however, it was decided to put both aircraft into service, with the MiG-23 being recommended as a multi-role tactical fighter for the Air Force and an interceptor fighter for air defense fighter aircraft , and the Su-17 as a tactical fighter-bomber (front-line strike aircraft) for the Air Force. Both aircraft models formed the basis of the combat potential of Soviet tactical aviation in the 70s and 80s and were widely exported. Along with the MiG-23, the Su-15 became the main fighter-interceptor of the air defense forces for many years, which began entering combat regiments in 1967.

At the end of the 50s, the US Air Force command came to the conclusion that it was necessary to create a new combat aircraft capable of replacing the F-105 Thunderchief tactical fighter-bomber. The F-111 heavy fighter-bomber developed by General Dynamics entered service with the Air Force in 1967. Its creation required that the new aircraft have the speed of a fighter, the payload of a bomber and the range of a transport aircraft. According to American experts, thanks to the presence of an automatic terrain following system, a variable sweep wing and a powerful power plant, the F-111 is capable of breaking through an air defense zone to an object at a supersonic speed of 1.2M and at low altitudes using advanced electronic warfare equipment and on-board weapons. hit him with a high degree of probability. The USSR's response to the appearance of the F-111 was the appearance of the Su-24 front-line bomber. A special feature of the aircraft was the placement of the crew not in tandem, as was usually done on Soviet aircraft, but shoulder to shoulder, as on the F-111 and the A-6 Intruder carrier-based attack aircraft. This allows the navigator to control the aircraft if the pilot is injured, which is very important when performing combat flights. The armament included almost the entire range of tactical weapons, including nuclear ones. In total, at least 500 vehicles of this type were built before 1983.

In the early 1960s, work began in many countries around the world to create vertical take-off and landing jet aircraft. In the USSR, serial production of the carrier-based vertical take-off and landing fighter Yak-38 began in 1974. The British Harrier became an analogue of such an aircraft in the West.

In the late 1960s and early 1970s, based on studying the experience of using aviation in local conflicts, the range of tactical use of non-nuclear weapons expanded significantly. Also, the improvement of air defense systems forced aviation to move to low altitudes. The appearance of more advanced Su-17M4 and MiG-27 aircraft in fighter-bomber aviation led to the gradual appearance of guided weapons. In the mid-70s, air-to-ground guided missiles appeared in the arsenal of Su-17 fighter-bombers, which meant a refusal to rely solely on nuclear weapons. Europe was considered the main theater of military operations, so the most powerful group of Soviet aviation was based on the territory of the Warsaw Pact countries. In the 1960s and 1970s, the Soviet Air Force did not participate in armed conflicts. However, aviation participated in numerous exercises, such as Berezina, Dnepr, Dvina and others.

The late 1970s saw a wave of organizational reforms in the Air Force. In 1980, the air armies of front-line aviation were transformed into the air forces of military districts. The air forces of military districts are directly subordinate to the commanders of the military districts. In 1980, air defense aviation was also transferred to the military districts. The air defense of the country's facilities has weakened. In all districts, the level of training of flight personnel has decreased. Main commands of four directions were created: Western (Poland), Southwestern (Moldova), Southern (Transcaucasia) and Eastern (Far East). The costs of the reform amounted to about 15 billion rubles.

In the early 1980s, aircraft began to arrive in the Air Force fourth generation, which were characterized by a sharp improvement in maneuverability. The combat regiments mastered the latest MiG-29, MiG-31, Su-27 fighters and Su-25 attack aircraft, the world's largest strategic bombers Tu-160. These aircraft gradually replaced outdated aircraft. The fourth generation MiG-29 and Su-27 aircraft, created on the basis of advanced achievements of science and technology in the USSR, are still in service with the Russian Air Force. Analogues of the fourth generation Soviet aircraft are the American F-14 Tomcat, F-15 Eagle, F-16 Fighting Falcon and F/A-18 Hornet, the Italian-German-British Tornado, the French Mirages “-2000. At this time, there was a division of fighters into two classes: a class of heavy fighter-interceptors with limited capabilities for striking ground targets (MiG-31, Su-27, F-14 and F-15) and a class of lighter fighters for striking ground targets. targets and conducting maneuverable air combat (MiG-29, Mirage-2000, F-16 and F-18).

By the mid-80s, the Air Force had an extensive airfield network, which included: stationary airfields with concrete runways, dispersal airfields with prepared unpaved runways and specialized sections of highways.

In 1988, the air armies of front-line aviation were recreated, subordinate to the main command of the Air Force, and the decision of 1980 to liquidate the air armies of front-line aviation and transfer it to military districts was recognized as erroneous.

At the end of the 1980s, as part of the transition to a new defense sufficiency strategy, reductions in aviation groups began. The Air Force leadership decided to abandon the operation of MiG-23, MiG-27 and Su-17 aircraft with one engine. During the same period, a decision was made to reduce the front-line aviation of the USSR Air Force by 800 aircraft. The policy of reducing the Air Force deprived front-line aviation of an entire type - fighter-bomber aviation. The main attack vehicles of front-line aviation were to be Su-25 attack aircraft and Su-24 bombers, and in the future - modifications of the fourth generation MiG-29 and Su-27 fighters. Reconnaissance aircraft were also reduced. Many aircraft taken out of service by the Air Force were sent to storage bases.

At the end of the 1980s, the withdrawal of Soviet troops from Eastern Europe and Mongolia began. By 1990, the USSR Air Force had 6,079 aircraft of various types.

In the 1980s, the USSR Air Force actively participated in only one armed conflict - in Afghanistan.

Afghan war

In the 46 years from World War II to the collapse of the USSR, the Soviet armed forces participated in only one full-scale war (not counting the Korean conflict). The “limited contingent of Soviet troops” introduced into Afghanistan on December 25, 1979, was supposed to preserve the power in this country of a group of communists who seized it through a military coup. Soon it was necessary to attract large forces, first of the army and front-line, and later of long-range aviation.

Like the entire operation “to provide international assistance to the Afghan people,” the transfer of aircraft and people took place in strict secrecy.

The task - to fly to the airfields of Afghanistan and transfer all the necessary equipment there - was set before the pilots and technicians literally on the last day. “To get ahead of the Americans” - it was this legend that was later stubbornly defended to explain the reasons for the entry of Soviet army units into the neighboring country. The first to relocate to the DRA were two squadrons of Su-17 fighter-bombers from Kyzyl-Arvat. Fighters, fighter-bombers, front-line bombers, reconnaissance aircraft, attack aircraft, long-range bombers fought in Afghanistan, and the Military Transport Aviation carried out a major campaign to transport cargo and troops. Helicopters became one of the main participants in the war.

The main tasks facing Soviet military aviation in Afghanistan were conducting reconnaissance, destroying enemy ground forces, and transporting troops and cargo. By the beginning of 1980, the Soviet aviation group in Afghanistan was represented by the 34th mixed air corps (later reorganized into the Air Force 40th Army) and consisted of two air regiments and four separate squadrons. They consisted of 52 Su-17 and MiG-21 aircraft. In the summer of 1984, the 40th Army Air Force included three MiG-23MLD squadrons, which replaced the MiG-21, a three-squadron Su-25 attack air regiment, two Su-17MZ squadrons, a separate Su-17MZR squadron (reconnaissance aircraft), a mixed transport regiment and helicopter units (Mi-8, Mi-24). Su-24 front-line bombers and Tu-16 and Tu-22M2 and Tu-22M3 long-range aircraft operated from the territory of the USSR.

In 1980, four Yak-38s were sent to Afghanistan for test purposes, where they operated from limited sites in high mountain conditions. One aircraft was lost for non-combat reasons.

Soviet aviation suffered the main losses from fire from the ground. The greatest danger in this case was posed by man-portable anti-aircraft missile systems supplied to the Mujahideen by the Americans and the Chinese.

On May 15, 1988, the withdrawal of Soviet troops from Afghanistan began. In total, almost one million combat missions were carried out during the war, during which 107 aircraft and 324 helicopters were lost. The withdrawal of troops was completed on February 15, 1989.

Fifth generation aircraft development program

In 1986, development of a promising fighter was set in motion in the Soviet Union. fifth generation as a response to the American ATF program. Conceptual developments began back in 1981. The work on its creation was undertaken by the OKB im. Mikoyan, who adopted the “canard” aerodynamic design for his brainchild.

OKB im. Sukhoi explored the possibility of creating a promising combat aircraft with a forward-swept wing, but this work was carried out largely on its own initiative.

The main program remained the project of the new MiG. The program went under the designation I-90. The aircraft was to be equipped with a new powerful AL-41F engine developed by NPO Saturn. Thanks to the new engines, the MFI was supposed to fly at supersonic cruising speeds, like American fifth-generation aircraft, but, unlike them, much less attention was paid to stealth technology. The main emphasis was placed on achieving super-maneuverability, even greater than that achieved on the Su-27 and MiG-29. In 1989, a complete set of drawings was released, after some time the airframe of a prototype aircraft was built, which received an index of 1.42, but the delay in the development of the AL-41F engine caused a significant lag in the entire development program for the fifth-generation aircraft.

The MiG OKB also developed a light tactical fighter. This aircraft was an analogue of the American JSF (Joint Strike Fighter) program and was developed to replace the MiG-29. The creation of this aircraft, which was hindered by years of perestroika even more than the MFI, was far behind schedule. It was never embodied in metal.

OKB im. Sukhoi investigated the possibilities of using forward-swept wings on military aircraft. The development of such an aircraft began in 1983. A similar program was also underway in the USA - X-29A. It was carried out on the basis of the F-5 aircraft and has already undergone flight tests. The Sukhov S-37 was much larger in size, equipped with two bypass turbojet engines with an afterburner and belonged to the class of “heavy fighters”. According to some experts, the S-37 Berkut was positioned as a carrier-based aircraft, which can be proven by its significantly lower height compared to the Su-27 and the supposed convenience of introducing a mechanism for folding the wing consoles. The aircraft could be used from the deck of nuclear aircraft carriers, Project 1143.5 Ulyanovsk, planned for construction. But in May 1989, the S-37 program was closed, and subsequent work was carried out exclusively at the expense of the Design Bureau itself.

Many technical solutions in the development of the fifth generation aircraft were subsequently applied to the PAK FA.

General organizational structure of the Air Force from 1960 to 1991

By the beginning of 1960, long-range and military transport aviation took shape as types of aviation within the Air Force. New jet aircraft armed with missiles and cannons entered service with fighter aviation. Instead of attack aircraft, front-line fighter-bomber aircraft were created as a type, capable of using both conventional weapons and nuclear weapons. Front-line and long-range aviation also became missile-carrying. In military transport aviation, heavy-duty turboprop aircraft have replaced obsolete piston aircraft.

By the beginning of the 1980s, the Soviet Air Force consisted of long-range, front-line, army and military transport aviation. The basis of their striking power was long-range aviation, equipped with supersonic missile carriers and long-range bombers capable of striking the enemy’s most important ground and sea targets in the continental and oceanic (sea) theaters of military operations. Front-line aviation, which was armed with bombers, fighter-bombers, attack aircraft, fighters, and reconnaissance aircraft, was capable of combating nuclear missiles and enemy aircraft, its reserves, providing air support for ground forces, conducting aerial reconnaissance and electronic warfare in operational and tactical depth. enemy defense. Military transport aviation, armed with modern heavy-duty aircraft, is capable of deploying and landing troops with standard weapons (including tanks, guns, missiles), transporting troops, weapons, ammunition and materiel by air over long distances, and ensuring the maneuver of aviation formations and units. , evacuate the wounded and sick, as well as conduct electronic warfare and perform special tasks.

In the Air Force in the 1960-1980s the main ones were:

• Long-Range Aviation (YES)- strategic bombers;
• Frontline Aviation (FA)- fighter-interceptors and attack aircraft that ensured air superiority in border areas and intercepted NATO aircraft;
• Military transport aviation (MTA) for the transfer of troops.

The USSR Air Defense Forces were a separate branch of the Armed Forces, not part of the Air Force, but having their own aviation units (mostly fighter ones). During the reorganization of 1981, the Air Defense Forces came under greater dependence on the Air Force command.

The aviation of the Navy was subordinate to the command of the USSR Navy.

One of the types of front-line aviation was attack aircraft, which, by order of the USSR Minister of Defense dated April 20, 1956, was abolished from the Soviet Air Force, completely giving way to a fighter-bomber unit. The new military doctrine, which took into account the possibility of using tactical nuclear weapons, viewed the functions of the Air Force over the battlefield differently. According to military experts of that time, the main forces should have been sent to strike targets located beyond the range of fire from ground forces, while the attack aircraft was intended primarily for operations on the front line.

Thus, the presence of a specialized attack aircraft in the Air Force became unnecessary. Only several decades later, experts, analyzing the actions of attack aircraft in local conflicts, again recognized the need for such aircraft to directly support ground troops on the battlefield. So, at the beginning of 1969, the USSR Minister of Defense Andrei Grechko ordered the Minister of Aviation Industry to hold a competition for a light attack aircraft, and already in March four design bureaus - Ilyushin, Mikoyan, Sukhoi and Yakovlev - received requirements for a new aircraft. The competition for the new aircraft was won by the Sukhoi Design Bureau with its Su-25 attack aircraft. This plane first took to the skies in 1975. In March 1980, on the personal instructions of the Minister of Defense Dmitry Ustinov, a decision was made to conduct tests in “special conditions” - in the zone of real combat operations in the Republic of Afghanistan. The test program was called “Rhombus”. At the beginning of June 1980, Operation Diamond was successfully completed, the test program was completed and the Su-25 pair returned safely to the Union. And in May 1981, the first batch of 12 production Su-25s entered service with the 200th separate attack aviation squadron. Exactly a quarter of a century later, attack aviation was revived in Russia.

Collapse of the USSR

The collapse of the powerful in-depth defense system of the Soviet Union began with its forward military bases - the withdrawal of groups of troops stationed in the countries of Eastern Europe and Mongolia. In accordance with numerous international obligations, the USSR has been carrying out a massive withdrawal of its most powerful forward Group of Soviet Forces in Germany since 1991. The group's personnel consisted of 370 thousand people, including 100 thousand officers and warrant officers, as well as 1,842 thousand members of their families. The air force of the group consisted of the 16th Air Army (five air divisions). There were 620 combat aircraft and 790 helicopters in service here, as well as 1,600 thousand tons of ammunition and other equipment. The bulk of them were withdrawn to Russia, some units and formations were withdrawn to Belarus and Ukraine. The withdrawal of troops from Germany was completed in June 1994. Troops in the amount of 186 thousand people, 350 combat aircraft and 364 helicopters were withdrawn from Czechoslovakia, Hungary and Mongolia. 73 thousand military personnel were withdrawn from Poland, including the 4th Air Army.

Under US pressure, the Soviet Union almost completely withdrew the training brigade from Cuba, which in 1989 numbered 7,700 people and consisted of motorized rifle, artillery and tank battalions, as well as support units. Also, during that period, the Soviet military presence in Vietnam was almost completely curtailed - the Cam Ranh naval base, where a battalion of Marines was usually stationed, as well as a mixed group of Navy and Air Force.

In December 1991, the Soviet Air Force was divided between Russia and 11 independent republics.

Division of the Air Force between the Union Republics

Russia

As a result of the division, Russia received approximately 40% of the equipment and 65% of the personnel of the Soviet Air Force, becoming the only state in the post-Soviet space with long-range strategic aviation. Many aircraft were transferred from the former Soviet republics to Russia. Some were destroyed.

By the time of the collapse of the USSR, its air force and air defense forces were the most numerous in the world, surpassing the aviation fleets of the United States and China. Maintaining such a huge force in the context of the economic crisis and changing international situation was impossible, which led to a significant reduction in the Russian Air Force. Since 1992, a series of massive reductions in the number of aviation began, while maintaining a generally unchanged structure of the Air Force of the Soviet period. During this period, all aircraft of obsolete types were removed from service. By the end of the period, the combat strength of the Air Force, Air Defense Aviation and Navy was represented almost exclusively by fourth generation aircraft (Tu-22M3, Su-24M/MR, Su-25, Su-27, MiG-29 and MiG-31). The total strength of the Air Force and Air Defense Aviation was reduced almost threefold - from 281 to 102 aviation regiments. By 1995, serial production of aircraft for the Air Force and Air Defense Aviation ceased. In 1992, deliveries of new aircraft amounted to 67 airplanes and 10 helicopters, in 1993 - 48 airplanes and 18 helicopters, in 1994 - 17 airplanes and 19 helicopters. In 1995, only 17 helicopters were purchased. After 2000, modernization programs were launched for the Su-24M, Su-25, Su-27, MiG-31, Tu-22M3, Tu-95MS, Tu-160, A-50 and Il-76TD aircraft, Mi-8 and Mi-76TD helicopters. 24P.

Ukraine

At the time of gaining independence, Ukraine had more than 2,800 aircraft, including 29 Tu-22M medium bombers, 33 Tu-22 bombers, more than 200 Su-24s, 50 Su-27 fighters, 194 MiG-29 fighters. Organizationally, this air group was represented by four air armies, ten air divisions, and 49 air regiments. Subsequently, some of these aircraft were transferred to the Russian side, and some remained in service with the newly created Ukrainian Air Force. Also on the territory of Ukraine was a group of the latest Tu-160 bombers. 11 of these bombers were scrapped under US diplomatic pressure. 8 aircraft were transferred by Ukraine to Russia as repayment of gas debt.

Belarus

After the collapse of the USSR, Belarus received an extensive group of fighter, bomber and attack aircraft. In the early 1990s, there were about 100 MiG-29 aircraft in Belarus, some of which were immediately sold to Algeria, Peru and Eritrea. By the 2000s, 40-50 aircraft of this type were in service, as well as several dozen Su-24 front-line bombers and Su-27 fighters.

Kazakhstan

After the collapse of the USSR, Kazakhstan received fairly modern aviation weapons, in particular MiG-29 and Su-27 fighters, Su-24 front-line bombers, as well as 40 Tu-95MS at the air base in Semipalatinsk. In February 1999, Nursultan Nazarbayev announced that the Air Force had been consolidated into 36 squadrons and pilots had 100 hours of flight time per year (for the CIS the norm is 20). At the beginning of 2000, the Air Force received 4 new Su-27s and several Albatrosses. Some of the aircraft are in storage.

Armenia

Armenia received Mi-8 and Mi-24 helicopters from a separate squadron based at Yerevan airport, as well as several Su-25 attack aircraft. The formation of Armenian Air Force units began in the summer of 1993.

Azerbaijan

The history of the Air Force of independent Azerbaijan began on April 8, 1992, when the Azerbaijani pilot Senior Lieutenant Vagif Kurbanov, who served at the Sitalchay air base, where the 80th separate attack air regiment was based, hijacked a Su-25 aircraft and landed it at a civilian airfield in Yevlakh. After the collapse of the USSR, Azerbaijan received 5 MiG-21, 16 Su-24, MiG-25, 72 L-29 trainers. Subsequently, 12 MiG-29 and 2 MiG-29UB were purchased from Ukraine. The aircraft have been modified in accordance with the Ukrainian MiG-29 modernization program. Azerbaijan, like most countries of the former USSR, depends on the supply of spare parts from Russia, so the combat readiness of the aircraft is very high.

Georgia

The basis of the Air Force was the Su-25 attack aircraft, which were produced at the Tbilisi Aviation Plant. At the beginning of 2000, 10 Iroquois helicopters supplied by the Americans arrived in the country.

Moldova

After the collapse of the USSR, the republic received 34 MiG-29s of various modifications. By 2001, only 6 of them remained, the rest were transferred (sold) to the USA, Yemen, Romania. It was planned to purchase a large number of helicopters in return, but today there are only 8 Mi-8, 10 An-2, 3 An-72 and one Tu-134, An-24 and Il-18 in stock.

Types of military aviation with headquarters

Long-range aviation of the USSR

• 30th Air Army. Headquarters (Irkutsk, Long-Range Aviation)
• 37th Air Army. Headquarters (Special subordination) (Moscow, Long-Range Aviation)
• 46th Air Army. Headquarters (Smolensk, Long-Range Aviation)

Frontline aviation in Europe

• 16th Air Army (Group of Soviet Forces in Germany)
• 4th Air Army
• 36th Air Army (Southern Group of Forces, Hungary)
• 131st Combined Air Division (Central Group of Forces, Czechoslovakia)

Front-line aviation on the territory of the USSR

Military transport aviation

By 1988, Military Transport Aviation included five separate regiments and five divisions with eighteen military transport regiments.

• 6th Guards Zaporozhye VTAD. Headquarters (Krivoy Rog, Military Transport Aviation)
• 7th VTAD Headquarters (Melitopol, Military Transport Aviation)
• 3rd Smolensk VTAD. Headquarters (Vitebsk, Military Transport Aviation)
• 12th Mginskaya VTAD. Headquarters (Seshcha, Military Transport Aviation)
• 18th Guards VTAD Headquarters (Panevėžys, Military Transport Aviation)

Air defense troops

In addition to the Air Force, there were formations and aviation units in the formations of the USSR Air Defense Forces:

• Moscow Air Defense District
• 2nd Separate Air Defense Army
• 8th Separate Air Defense Army
• 19th Separate Air Defense Army
• 12th Separate Air Defense Army
• 6th Separate Air Defense Army
• 10th Separate Air Defense Army
• 4th Separate Air Defense Army
• 14th Separate Air Defense Army
• 11th Separate Air Defense Army

Commanders-in-Chief

• 1918-1918 - M. S. Solovov, colonel;
• 1918-1919 - A. S. Vorotnikov, colonel;
• 1919-1921 - K.V. Akashev;
• 1921-1922 - A. V. Sergeev;
• 1922-1923 - A. A. Znamensky;
• 1923-1924 - A. P. Rosengolts;
• 1924-1931 - P. I. Baranov;
• 1931-1937 - J. I. Alksnis, commander of the 2nd rank;
• 1937-1939 - A. D. Loktionov, Colonel General;
• 1939-1940 - Ya. V. Smushkevich, commander of the 2nd rank, since 1940 - lieutenant general of aviation;
• 1940-1941 - P.V. Rychagov, lieutenant general of aviation;
• 1941-1942 - P.F. Zhigarev, Colonel General of Aviation;
• 1942-1946 - A. A. Novikov, Air Marshal, since 1944 - Chief Air Marshal;
• 1946-1949 - K. A. Vershinin, air marshal;
• 1949-1957 - P.F. Zhigarev, Air Marshal, since 1955 - Chief Air Marshal;
• 1957-1969 - K. A. Vershinin, Chief Marshal of Aviation;
• 1969-1984 - P. S. Kutakhov, Air Marshal, since 1972 - Chief Air Marshal;
• 1984-1990 - A. N. Efimov, air marshal;
• 1990-1991 - E. I. Shaposhnikov, Colonel General of Aviation;
• 1991 - P. S. Deinekin

205 strategic bombers

• 160 Tu-95
• 15 Tu-160
• 30 M-4

230 long-range bombers

• 30 Tu-22M
• 80 Tu-16
• 120 Tu-22

1,755 fighters

2135 attack aircraft

• 630 Su-24
• 535 Su-17
• 130 Su-7
• 500 MiG-27
• 340 Su-25

84 tanker aircraft

• 34 IL-78
• 30 M-4
• 20 Tu-16

40 AWACS aircraft

• 40 A-50

1015 reconnaissance and electronic warfare aircraft

615 transport aircraft

• 45 An-124 "Ruslan"
• 55 An-22 "Antey"
• 210 An-12
• 310 Il-76

2,935 civilian transport aircraft, mainly from Aeroflot, could be used for military purposes if necessary.

The evolution of the USSR Air Force insignia

The distinctive symbol of airplanes, helicopters and other aircraft belonging to the USSR Air Force was the red star applied to the wings, sides and vertical tail. This identification mark has undergone some changes over its history.

A distinctive symbol of airplanes, helicopters and other aircraft
	In the early forties, many air forces around the world began to outline their identification marks with a white border. The same fate befell the Soviet red star. At the end of 1942, red stars began to be outlined almost everywhere with white paint; in 1943, a star with a white border became the standard identification mark of the Red Army Air Force.
		A red five-pointed star with a white and red border began to appear on Soviet aircraft for the first time in late 1943 and began to be widely used in subsequent years. Since 1945, such a star has been used almost everywhere. The identification mark was applied to the upper and lower surfaces of the wing, the vertical tail and the sides of the rear fuselage. In the fifties, this version of the identification mark was called the victory star. It was used by the USSR Air Force until its collapse, and by the Russian Air Force until 2010. Currently, only the Armed Forces of the Republic of Belarus are used.

The fact that it was TB-3 that appeared in the 30s. the basis of the combat power of Soviet aviation, many know. Usually, behind the faceless figures of the total number of aircraft produced, their role in the country’s combat potential is almost invisible, and yet the presence of groups of these bombers in the west and east of the USSR turned out to be a serious factor in international politics. How the TB-3 was mastered in combat units is described in the article presented to the attention of readers.

Preparations for serial production of the new bomber began long before the experimental ANT-6 took off - the prospects of the machine were so obvious. At first, they were afraid that domestic enterprises simply would not be able to handle such a large and complex machine, and they offered to transfer the order to the German company Rohrbach, but, fortunately, the optimists won. Since July 1930, aircraft plant No. 22, located in Fili near Moscow, began developing the TB-3. At that time, this domestic enterprise had the greatest experience in the country in building all-metal aircraft and produced the TB-1 twin-engine bomber. The plan for the purchase of new equipment for the Air Force, approved in February 1930, stated that in the financial year 1930/1931 the first eight TB-3s should be received from industry. Later, the figure was adjusted twice, expecting to receive first five, then only three aircraft by the end of 1931.

Meanwhile, the machine, which existed in a single copy, soon attracted the close attention of Western intelligence services. At first, the German General Staff started talking about the “new four-engine Russian daytime bomber.” In October 1931, a German delegation arrived at the Air Force Research Institute, where the ANT-6 was located at that time. She was shown the I-4 and I-5 fighters, as well as the TB-1 bomber. They even allowed a German pilot to fly on the latter, after which the “tourists” moved on, and here, at one of the hangars, the delegation, along with those accompanying them, came across a giant bomber that had been rolled out at the wrong time. Reichswehr officers immediately bombarded our specialists with questions about this machine, but they did not know what to answer - after all, they were forbidden to even mention the existence of this aircraft. However, from the exculpatory notes of the management of the research institute, it is clearly clear that the bomber made an indelible impression on the Germans.

Meanwhile, plans to launch production were disrupted - they were delayed by a shortage of metal, components, and uncertainty with the composition and placement of equipment and weapons. The lead aircraft of plant No. 22 (serial No. 2201), controlled by the crew of P.I. Lozovsky, made its first flight on February 27, 1932 in the presence of the People's Commissar of Heavy Industry G.K. Ordzhonikidze, to whom aircraft construction was then subordinate. By April 28, the first batch of ten cars was assembled in Fili with the expectation that they would take part in the May Day parade in Moscow.

An experienced ANT-6 at the TsAGI airfield, where it was discovered by a delegation of the German military.

By this time, the factory airfield, located on a water meadow near the Moscow River, was flooded. What was left of it was a strip about 100 m long and 15–20 m wide - very little for four-engine giants. The planes were made extremely light; two people remained on board - the pilot and the mechanic. One by one the bombers took to the air. After each takeoff, deep ruts remained in the soft ground, which the workers immediately covered with sand. So all ten TB-3s were transported to the Central Airfield.

The vehicles were very “raw”, and only thanks to the desperate efforts of the workers of the plant and the Air Force Research Institute they were able to be brought to the parade. The crews consisted of a mixture of factory personnel and military personnel from the research institute. Technicians sat in the fuselage of each bomber with cans of water, ready to top up leaking radiators. However, the goal was achieved. The parade nine, commanded by A.B. Yumashev, made an indelible impression on foreign military apache. However, even before the parade, the TB-3 was demonstrated to the Italian delegation, in front of which the test crews showed such tricks as turns with a bank of up to 60“-70° and landing with a turn on two engines.

Very great importance was attached to the rapid introduction of TB-3 into operation. Alksnis sent out a circular back in December 1931, 8 which said: “In 1932, our Air Force will receive a large number of TB-3s for service and operation. This is the first time we will encounter such large and complex machines... If we do not immediately begin preparing personnel and, most importantly, devices and equipment... then we will encounter extremely great difficulties...” And from the beginning of the year, heavy bomber brigades began to form. Airfields were prepared for them, the necessary equipment, ammunition, and fuel were delivered. The best pilots, navigators, and shooters were selected for these brigades. Groups of specialists were trained at the Air Force Research Institute and at Plant No. 22.

Back on April 1, 1932, the command staff of the Air Force of the Moscow Military District was introduced to one of the first production aircraft in Monino. This was no accident. It was the 17th air brigade in Monino that was to be the first to master the TB-3. This formation, armed with the TB-1, already had experience in operating heavy all-metal vehicles and could be counted on to reach the combat capability stage faster. Next, it was planned to begin the formation of four squadrons of the 26th brigade in Seshche and three of the 30th in Rzhev. Next on the agenda were the 11th brigade in Voronezh, the 20th in Kharkov and the 27th in Rostov-on-Don. This is all in the European part of the country. In the Far East and Transbaikalia, it was planned to form four brigades - two in Bochkaryovo, one in Khabarovsk and one in Nikolsk-Ussuriysk.

In the first quarter of 1932, only five TB-3s reached combat units, although officially during this period 46 bombers passed through military acceptance, which was approximately two-thirds of the plan. These planes lacked sights, radios, bomb racks, and machine guns. Production of 13-SK radio stations generally began only in 1932, and only ten of them were produced that year! 11-SK radio stations were not made at all. We have been mastering the Hertz (OPB-1) bomb sights since 1931, but in two years we assembled 127 sights, and they were installed not only on the TB-3. The more complex “Hertz-Boikov” (OPB-2) began to be made in the USSR only in 1933 and three copies were produced that year. Of course, these complex optical instruments could be imported, but the supply of foreign products was hampered by a lack of foreign currency. Twin DA-2 units were also put into production at the end of 1931, and therefore very few of them were made that year.

The planes were handed over “conditionally” without all this, under letters of guarantee from the plant - to send everything missing upon receipt directly to the military units. Well, the most understaffed bombers settled at the factory airfield. Therefore, in reality, the Air Force received significantly fewer vehicles than were assembled.

Analyzing the situation as a whole, we have to admit that the technological level of our aviation industry that existed at that time clearly did not correspond to the complexity of the TB-3. Thus, the mounting brackets for the wing parts were made “on site”, and the connecting bolts were non-standard in length and diameter. Poor fit of aircraft parts, careless processing of joints, non-interchangeability of components on aircraft of even the same series, and waviness of the wing surface were noted. There were especially many complaints about the assembly and leveling of the bomber. Due to the requirement for transportation by rail, the TB-3 was divided into a very large number of units, even the wing was divided not only across, but also along. So, all this was put together with great difficulty. For example, sections of the half-wing turned out to not lie in the same plane. The gaps in the joints were so gaping that in the winter they were sealed with canvas to prevent snow from accumulating. About what happened inside the plane. and there is no need to talk. In the very first “Temporary Flight and Operational Instructions” for TB-3, issued by the Air Force in 1932, the list of the most common manufacturing defects takes up six pages, typed in close font!

Nevertheless, more and more new machines were coming out of the workshops, especially since the production of TB-3 began to be mastered at another enterprise - plant No. 39 in Moscow. On December 7, 1932, the first aircraft took off from its airfield (serial N“3901). It was piloted by the crew of Yu.I. Piontkovsky. During the year, this enterprise produced five TB-3s, and 155 aircraft were manufactured in Fili. This was approximately half of the planned target.

There were also plans to build a new plant in the Far East, in the Bologne-Ojen region, which was supposed to produce up to 200 TB-3 per year. Subsequently, another site was chosen for this enterprise - in present-day Komsomolsk-on-Amur, but TB-3 was never produced there.

Soviet air parades of the 30s, in which TB-3 squadrons played an important role, were an impressive demonstration of the power of domestic aviation.

Although the formation of heavy bomber air brigades began already in the first months of 1932, the main tactical unit of the Red Army Air Force at that time continued to be the squadron. According to the state, she was supposed to have 12 TB-3 plus three R-5 for training and communications. Manning one heavy bomber squadron cost approximately 8 million rubles. For this reason, very high demands were placed on heavy bomber pilots. They must have flown a significant number of hours in the P-5 and TB-1, with the latter in the right and left seats. Then there were 18 flights with an instructor on the TB-3. In addition, aircraft commanders were required to undergo long training sessions in the right seat of the TB-3 as co-pilots. And in addition, the commander was required to have party experience.

In practice, it turned out that this complex and cumbersome system hindered the development of new bombers. There simply weren’t enough pilots to meet all the requirements. And those who were found had to be put through a long training procedure. As a result, there soon became significantly more combat-ready aircraft than trained flight personnel. In addition, long-term training consumed motor resources and fuel. It was necessary to lower the requirements for flight hours and reduce the training program, since by January 1, 1933, it was necessary to train 200 crews according to the plan.

The full heavy bomber brigade had four TB-3 squadrons (49 aircraft in total), a squadron of P-6 cruisers (12 aircraft) for long-range escort and reconnaissance, and a squadron of I-5 fighters (31 units) to cover airfields and escort near the front line. . Thus, a coherent structure of strategic aviation was created. All this was done for the first time in the world. Brigades were usually first formed from two squadrons, and then expanded to a full complement.

In reality, on October 1, 1932, there were 10 TB-3s in three squadrons in Monino, not a single one arrived in Rzhev, six ended up in Voronezh and another 13 were airlifted to the Far East. I must say that flying such a distance in those days looked quite difficult. The ferry was commanded by S.A. Shestakov, the same one who flew to America on the “Country of Soviets”. At various stages, the TB-3 remained in the air for up to 12–14 hours. On November 7, two bombers of the 105th Heavy Bomber Squadron (TBAE) proudly sailed over Khabarovsk, accompanied by five P-6s. But by October 27, the Air Force had already received 93 TB-3s, of which one had already crashed in a disaster.

On January 1, 1933, the Red Army Air Force already had 144 TB-3s in service, and only one of them was faulty. By the end of the year, there were already more four-engine vehicles in combat units than TB-1s, but they complemented rather than replaced the latter.

TB-3 with M-17 engines from the 28th heavy bomber air brigade. Far East, first half of the 30s.

TB-ZR with M-34R engines from the 9th Heavy Bomber Aviation Brigade. Seshcha airbase, mid-30s.

TB-ZR with M-34R engines produced by the 22nd aircraft plant from the representative parade ten.” The planes were painted white.

By this time, the Tupolev bomber evoked a feeling of legitimate respect among the bulk of the flight personnel. The four-engine giants turned out to be quite stable in the air and easy to pilot. Reviews from units that were mastering the new vehicle noted: “The design of the TB-3 ship is generally quite satisfactory, durable and can withstand the most unfavorable operating conditions, provided that the reliability of the engine group increases,” “the quality of the N9 22 plant’s products is generally satisfactory, with the exception of minor defects,” but there were still quite a few defects. “The presence of many dents on the skin, corrugation breaks, nicks, cracks near rivets and in other places, cracks in assemblies, under-tightening of bolts, lack of cotter joints... Gasoline tanks leak mainly at the seams...” The paint that was used to cover the aircraft turned out to be unsuitable for metal - peeled, swelled and flew off. The operating instructions sadly stated: “...the paint, which easily slides off under the influence of rain, and often just in flight, cannot withstand even careful washing with soft rags...” There were also very serious cases of the landing gear axle assembly being turned out on takeoff. Therefore, in the last series of 1933, reinforced axle shafts were installed, which were also sent to the places of deployment.

The engine unit caused particular criticism: water radiators were destroyed, various pipelines leaked and broke, and engine crankshafts broke. The combat units also encountered other troubles, such as cracks in the horizontal pipes of the chassis bogies. Primitive service conditions at field airfields contributed to this picture. So, in order to assemble TB-3, in parts they simply dug a huge hole with profiled slopes, laid sections there and connected them with bolts. This was much easier than making the complex multi-tiered gantry system required by regulations.

By the way, the TB-3 ground maintenance was taken very seriously. A whole set of specialized vehicles and trailers were developed for it, including a mobile workshop on a truck chassis. According to the first published regulations, the TB-3 maintenance kit included five wheeled and tracked vehicles, including the Kommunar tractor for towing the bomber around the airfield. In practice, there was not enough technology. In the absence of a tractor, they made do with 40–50 Red Army soldiers pushing the car under the guidance of a senior technician, who made sure that the plane was not turned too sharply - it was possible to roll up the bogie fastenings. If there was a tractor, then the need for “manpower” was reduced to 10–12 people. They were lifting the tail of the plane.

On the ground, the TB-3 was serviced by five mechanics who had enough to do. Filling just one gas tank (using pneumatics) took three and a half hours, and there were four tanks - the plane consumed up to 360 liters of fuel per hour. It was necessary to pour 10–12 buckets of water (hot in winter) into the cooling system of each engine. According to the instructions, the engines were supposed to be started with compressed air from an airfield cylinder. And if they didn’t have it at hand, they made do with a rubber loop on a long stick, which was pulled by about five people. Sometimes a horse was harnessed to such a device. Ratchets for autostarters on screw bushings were introduced much later.

Despite the impressive characteristics of the new bombers, they also had certain disadvantages, the main one of which at that time was the relatively short range for a machine of this class. The need to increase this parameter was especially felt in Transbaikalia and the Far East, where potential targets were far from the Soviet border. Units practiced lightening bombers by removing underwing turrets, Der-15 and Der-16 beams, and sometimes Der-9 cassettes, which saved up to 400 kg. But increasing the range by weakening the weapons reduced the combat capabilities of the aircraft. Therefore, we took the path of increasing the permitted take-off weight. The latter was first brought to 19,300 kg, and then to 19,500 kg. However, the takeoff turned out to be protracted, the takeoff took 680 m - for airfields of that time this was quite a lot. After this, the take-off weight limits for combat units were revised. For early series (up to No. 22200) it was officially set at 19.5 tons, for later series - 20 tons.

The operation of the Tupolev giants was seriously complicated by the lack of mechanization, which was solved by attracting an appropriate number of rank and file personnel.

In 1933, other ways were found to increase the range of the TB-3. Firstly, they began to fly on lean mixtures (lots of air, not enough fuel). With proper adjustment of the carburetors, this gave an increase in range of approximately 15%. Secondly, we tried to switch from the standard gasoline-benzene mixture to leaded gasoline. A gasoline-benzene mixture was used because the M-17, with its high compression ratio on pure domestic low-grade gasoline, suffered from detonation. Benzene increased the octane number, which showed resistance to detonation, but reduced the thermal efficiency of the fuel. In leaded gasoline, the anti-knock additive, tetraethyl lead, is contained in very small quantities. Therefore, less such gasoline is needed for normal engine operation. With the same fuel supply, the range increased by about 20%.

In June 1933, two aircraft, M.M. Gromov and A.B. Yumashev, showed a range of 3150 km through the use of lean mixture and leaded gasoline. All crew members received gratitude from the Revolutionary Military Council and a monthly salary. Two months later, Yumashev flew a modified, lightweight TB-3. The external bomb hanger on it was completely removed. Instead, additional Der-9 cassettes were installed in the spacious fuselage. In total, the plane could now carry 36 100 kg bombs inside. By dismantling the bomb racks under the fuselage and wing, some equipment and lightening the structure itself, 518 kg was gained. Another 100 kg was gained by reducing the oil supply by one and a half times (this was also implemented in the series). But the total weight with bombs reached 20 tons. Additional gasoline and improved aerodynamics made it possible to further increase the range. On August 8, 1933, Yumashev’s crew made a non-stop flight Shchelkovo-Evpatoria-Shchelkovo, dropping 2500 kg of bombs at a training ground in Crimea and covering a distance of 2500 km.

On bombers produced in 1933, they achieved fairly high reliability of both the airframe and the engine. At the same time, from series to series, the weight of the empty aircraft steadily decreased. If for the first machines it was about 12,000 kg, then by machine N=22301 they reached the level of 11,350 kg. The annual report of the Air Force Research Institute states with satisfaction: “The TBZ-4M17 aircraft was completed according to its data to fully satisfy the assigned task.” A little clumsy, but quite fair. As a result of the joint efforts of a team of designers, serial factories and the Air Force, the country received a formidable modern weapon, the presence of which potential opponents could not help but take into account.

For 1933, the Air Force initially ordered 350 TB-3s, then, under pressure from industry representatives, the military limited its appetite to 300 vehicles. According to the plans, 22 squadrons were to be formed within a year, which required 264 bombers. In practice, in 1933, factories produced 307 TB-3. This made it possible to saturate the Air Force with bombers, essentially creating for the first time in the world large strategic aviation formations - bomber air corps (BAC). A total of five such corps were formed (two brigades in each). At first they were armed with TB-3 and TB-1, but gradually four-engine vehicles replaced the TB-1 for the role of training and transport.

Units and formations of heavy bombers often bore flowery names characteristic of that time. For example, “9th Brigade named after the 10th All-Union Congress of the Lenin Komsomol.” The five squadrons that were part of it bore the names of Voroshilov, Kaganovich, Kirov, Postyshev and Kosarev.

In October 1933, a strike “fist” of three brigades - the 26th, 28th and 29th, with a total of 134 TB-3s - had already been concentrated in the Far East. This was facilitated by the transfer from the European part of the country of the entire 11th TBAB from Voronezh (at a new location, in Nerchinsk, it became the 29th). In Voronezh, in its place in 1934, a new brigade was formed with the same number.

These forces were a serious deterrent to the aggressive aspirations of Japan, whose military was very respectful of the “long arm” of the Red Army. Thus, assessing the potential losses from a strike by Soviet heavy bombers in the Tokyo area, Major Kataoka came to the conclusion that the damage would exceed that caused by the famous earthquake of 1923. The Japanese then had nothing to oppose the TB-3. In August 1933, the famous Japanese military specialist Hirota even proposed a plan to launch a pre-emptive strike on Primorye airfields using carrier-based aircraft, regardless of the loss of aircraft or the possible loss of aircraft carriers.

Indeed, at the headquarters of the OKDVA Air Force air brigades there were sealed packages indicating targets in Japan, Manchuria and Korea. TB-3 crews learned to fly at night and in the clouds, to navigate over the taiga and over the sea. In particular, navigators had to master nautical charts constructed in a different projection - Mercator. In March 1934, 16 TB-3s made a training flight Vozdvizhenka-Cape Povorotny-Sovgavan-Khabarovsk-Vozdvizhenka. Another group of bombers followed the route Nerchinsk-Dushkachan-Barguzin-Nerchinsk with a length of 1300 km, of which 300 km it flew in the clouds. In a fairly short period of time, TB-3s flew 50,000 km in the Far East.

In just a year, they were able to form 17 heavy bomber squadrons. At the same time, the share of bomber aviation in the Red Army Air Force rose from 26% to 35%. They wanted to get much more - due to underfulfillment of plans, in 1933 they abandoned the creation of six heavy bomber brigades. According to initial plans, by the end of that year they wanted to have 864 heavy bombers in ground aviation and 576 in naval aviation! True, this applied to heavy bombers in general, since TB-1s were no longer taken into account in this scenario. It was assumed that the “2nd class battleships” TB-3 in 1934–1935. will be supplemented by “1st class battleships” - TB-4 and TB-6 (eight-engine and twelve-engine, respectively!). Four-engine vehicles were supposed to make up half of the fleet of heavy bomber aircraft, TB-4 - 40%, and TB-6 - the remaining 10%. But the eight-engine giant remained only a prototype, and the TB-6 was not built at all, and the TB-3 remained for a long time the “backbone” of domestic heavy bomber aircraft, and it was aircraft with M-17 engines that became the most popular modification of the TB-3 (more than half of the total production) .

Since 1934, the fleet of heavy bomber aircraft began to be replenished with improved aircraft with domestic M-34 engines. It was proposed to introduce a new power plant on production vehicles back in 1933. In November 1931, this engine passed state tests with imported carburetors and magnetos, and the following year - with domestic units. From the beginning of 1933, serial M-34s (with a power of 750–800 hp) began to leave the workshops of Moscow plant No. 24 (now Salyut). By the end of the year, 790 copies were produced.

However, the actual speed increase determined in the tests turned out to be small - about 10 km/h. At the same time, fuel consumption has increased significantly, which means the range has decreased. As a result, they came to the conclusion that the low-speed TB-3 would benefit from the upcoming M-34R gearboxes, which would make it possible to increase the efficiency of the propeller at low speeds. But the M-34 was nevertheless introduced on the serial bombers of plant No. 22, since it gave some improvement in take-off characteristics and made it possible to master the new engine unit. The engines received new, more streamlined hoods and new radiators moved back under the wing. One of the innovations was also air-heated heating of the cabins. The heat was taken from the engine exhaust manifolds. The propellers remained wooden, two-bladed, with a diameter of 3.18 m.

The number of firing points on the TB-3 in the mid-30s inspired respect from any enemy.

Aircraft with the M-34 were almost a ton heavier - the engines themselves weighed more, the capacity of the oil tanks was almost doubled, and the amount of water in the cooling system increased by one and a half times. Bomb and small arms armament remained identical to aircraft with M-17 engines. Only the last series from bomber No. 22386 lost the underwing lowered turrets. They were replaced with a “dagger” installation in the fuselage hatch for firing down and back. The hatch had two sockets for pins, but only one machine gun YES with a reserve of six discs.

They wanted to start mass production of the new modification in the fall of 1933, but the engines arrived intermittently and in January of the following year the plant continued to deliver some aircraft with engine mounts for the M-34, but they were equipped with the M-17. In fact, serial production began with bomber No. 22281. By January 1, 1934, the Air Force accepted 38 new vehicles. The M-34 engines were assessed as temporary, and the modification itself as transitional, but about a hundred of these TB-3s were produced.

From series to series, as production improved, the bomber airframe became lighter. If the first vehicles with the M-34 had an empty weight on average of about 12,500 kg, then it dropped to 12,200 kg, and for aircraft without B-2 turrets it reached 12,100 kg.

The first to develop aircraft with M-34 engines was the 23rd TBAB in Monino. On March 7, there were already 22 vehicles in it, but only nine crews mastered this type. By the beginning of July, the entire brigade was already flying the TB-3 with the M-34. Then the aircraft entered the 2nd TBAB of the Baltic Fleet Air Force and the 11th TBAB in Monino. However, the Air Force continued to insist on the introduction of geared M-34Rs on the TB-3. This modification of the Mikulin engine was produced in a pilot series in July 1932. In May of the following year it passed state tests, and from the end of the year it was mass-produced, but only in April 1934 did the first, quite suitable engines begin to come out of the workshops.

Back in September 1933, TB-3 No. 22202 was equipped with an M-34R from one of the trial batches with new propellers with a diameter of 4.4 m. But they were far from limiting themselves to replacing engines. Due to the installation of the gearbox, the propeller shaft moved upward, which led to the need to change the cowlings. The tail section of the plane was completely redone. An additional F-4 section appeared in the fuselage, where the Tur-6 aft turret with a pair of YES machine guns and 12 ammunition disks was placed. Initially, it was isolated from the rest of the fuselage, but soon the width of the F-3 section was slightly increased and a through passage was made in it, spreading the control cables along the sides. The rudder was raised, changing its contours, in particular, a cutout was made above the turret. Its area increased by 0.404 m 2 . The area of ​​the elevators was also increased, while at the same time cutting them off at the fuselage. The keel column was strengthened. Small arms, with the exception of the rear installation, were fully consistent with the later TB-3 with M-34 engines - without underwing turrets, but with a hatch installation. The rubber shock absorbers of the chassis were replaced with oil-air ones. The rear wheels of the main bogies, now solid, received hydraulic shoe brakes, which made it possible to reduce the running distance by about a quarter. In addition, maneuverability on the ground also improved, since the right and left bogies could be braked separately. The UVVS had been demanding the introduction of brakes on serial TB-3s since March 1933, and the Main Directorate of Aviation Industry (GUAP) agreed with this, but, as we see, was in no hurry to implement it.

From September 27 to October 6, 1933, the prototype aircraft underwent factory tests, and from October 19 - state tests. At the Air Force Research Institute, for some reason the car received the nickname “Torgsin”. Tests have shown that flight characteristics have improved dramatically, despite the increase in take-off weight (by 1460 kg). The M-34R variant was accepted for serial production as a standard for 1934, despite the fact that the engines and propeller group as a whole did not meet the reliability requirements.

In fact, the standard aircraft, completely similar to the machines of the first series, appeared only in mid-May 1934. The delay was due to the absence of a number of units of the new engine unit, which were just being mastered by the supplying factories, for example, water-oil radiators. This was followed by repeated factory tests, the main purpose of which was to debug the propeller group.

Serial TB-3s with M-34R engines (the first was aircraft No. 22451) had a number of differences from the prototype: the crutch was replaced with a tail wheel filled with foam rubber (gusmatic), the entrance door on the starboard side was eliminated (now the crew used the entrance hatch from below in the bow parts), the propeller spinners were removed, a trimmer was introduced on the rudder, after which the compensating mechanism was no longer needed, the first upper turret of the Tur-5 was removed, hatches appeared on the center section with steps for climbing out onto the wing, leading from a fairly spacious tunnel through which the mechanics could get close to the engines. Previously, both top gunners were located on jump seats. Now there was only one seat left, it did not fold and was smaller in size. The aircraft's equipment was significantly modified: an attitude indicator was installed, the Potte-1 B camera (created back in the First World War) was replaced with a more modern AFA-15, an Agafonov system electro-pneumatic mail line was installed between the navigator and the radio operator. The electric generators were first moved to the left side, and later they were retracted into the fuselage. Another DSF-500 type electric generator was mounted on the left middle engine. Now the current entered the network not only during flight. They improved the cabin heating system from engine exhaust gases, and due to the fine-tuning of this device, the shape of the exhaust manifolds was changed twice.

Bomb armament has changed significantly. Instead of the old beams Der-13, Der-15 and Der-16, new Der-23, Der-25 and Der-26 were installed in the same places (they were put into service in March 1934). The underwing Der-23 differed little in design from the Der-13, but the ventral Der-25 and Der-26 were greatly shortened compared to their predecessors, which made it possible to use Der-9 cassettes without removing the external bomb racks. The configuration of the Der-9 has also changed. If earlier the plane had four identical Der-9s, each with seven locks (a total of 28 bombs could be hung), now two cassettes with seven and two with six locks were mounted (there were 26 bombs in total). And most importantly, all bomb racks were electrified. The bombs were now held in place by electric pyrotechnic type locks, triggered by a signal from the ESBR-2 electric bomb release device. The old mechanical Sbr-9 was left as a spare.

TB-3 with M-34R engines was sometimes called TB-ZR in documents. Cars of this modification were produced by plant No. 22 in 1934–1935. The production of aircraft was hampered by a shortage of turrets, radiators, and bomb releasers; subcontractors supplied substandard brake wheels. However, out of 150 ordered on December 20, 1934, the plant completed the assembly of 131 TB-ZR, of which 109 had already flown. But significantly fewer were delivered - 55, since military acceptance did not allow understaffed aircraft to pass through. It got to the point where the propellers were removed from a bomber that had already been flown in order to put it on a vehicle that had left the workshop. As a result, the situation attracted the attention of the NKVD and on December 27, 1934, the state security commissioner reported: “... about 120 TB-3 M-34R aircraft are mothballed, of which 118 are at the factory airfield.”

Servicing the TB-3 has never been easy for mechanics. Especially taking into account the 2- and 3-story height of the location of many components and assemblies.

In January 1935, two squadrons of the 2nd TBAB at the Edrovo airfield in the Leningrad Military District began to be re-equipped with TB-ZR. The planes' tail wheels immediately began to fall off, revealing the weakness of the fork. The so-called fastening spider was torn off from the skin and the 15th frame. Similar cases occurred in other military units that received new vehicles. In the Moscow region, four breakdowns occurred in a row: one on February 25, another on March 1 (at the same time, the keel mounting brackets at the column also collapsed), and on March 4, on two bombers of the Air Force Academy air brigade at once. In the latter, a general inspection of the tail of the new TB-3 began, which revealed massive deformation of the skin and bulging of the rear walls of the keels.

On March 5, a special commission examined all TB-ZRs that had been delivered but not yet shipped from the plant. Of the 27 inspected, damage was found on 16. The Air Force banned flights in all three brigades that managed to receive new equipment - in Krechevitsy, Edrov and at the academy base. They suspended the acceptance of aircraft at the plant and the relocation of some of those already delivered.

TsAGI was called to account. V.M. Petlyakov, who arrived at the plant, had to admit that the calculation of the strength of the vertical tail units was erroneous. The plumage was strengthened and the bombers returned to the troops. But the troubles with the tail wheel didn't end there. In November 1935, the 9th TBAB (Seshcha) reported that the wheel shock absorber mounting assembly of two TB-ZRs had fallen apart, and cracks were found on seven vehicles, and deformations on six. Failures of the crutch wheel stand and the 15th frame structurally linked to it occurred en masse in 1936.

But let's go back to 35th. During the development of TB-ZR, cracks in motors and cracking of propeller bushings, leaking radiators, rapid damage to the skin by corrosion, crushed wheel rims, and breakdowns of aileron rockers were also revealed. As a result of this “bouquet” of defects, winter and partly summer training in air units was disrupted - not so much flying as repairing. Vigilant NKVD workers reported on July 2: “The design of the TB-3 M-34R aircraft was clearly unfinished and, moreover, in production at plant No. 22, it was clearly carried out carelessly.”

All this was a fever for both the Air Force and the plant, which was constantly redoing something on ready-made aircraft. As a result, by May 10, 1935, the enterprise was already 23 TB-ZR behind the plan. The planes turned out to be expensive - each cost more than a quarter of a million.

We suffered for quite a long time with leaking water radiators: cracks appeared after 10–20 hours of operation. In August-September 1936, in the 29th TBAB alone there were 12 such cases, including three with forced landings.

By this time, entire brigades armed with TB-ZR appeared, such as the 9th. Many vehicles of this type were sent to the Far East and Transbaikalia, where relations with the Japanese periodically became strained. The specificity of this theater was the winter cold. In the OKDVA Air Force, bombers operated in winter field camps at temperatures up to 50 degrees below zero. They gained some experience there with the first series of cars with M-17 engines. In the cold, the lubricant thickened and sometimes even hardened. This made it difficult to start the engines. In extreme cold, water managed to freeze in the cooling system of even running engines! Paradoxically, the engine seized due to overheating...

Before starting the engine somewhere in Chita, when the temperature was about forty degrees below zero, I had to pour boiling water through the cooling system four times. And this is a ton of water for each of the four TB-3 engines! It was in Transbaikalia that they began to operate airplanes with antifreeze - they used mixtures of water with technical alcohol, glycerin, and later with ethylene glycol (similar to the current “antifreeze”). The carburetors were heated with hot sand in bags, and the sand itself was heated on a stove in the duty room. In the starting tanks, gasoline was diluted with ether. Homemade removable winter blinds were installed on the radiators. All this bore fruit. At the Domno airfield, as an experiment, they started up the TB-3 engines, which remained on the airfield for more than two days at -26°C. But the record was set in Nerchinsk - there a bomber filled with antifreeze took off at -48 °C!

The combat effectiveness of units armed with TB-ZR initially also suffered from incomplete equipment and its poor quality. A large percentage of radio station failures were recorded. There were still not enough bomb sights. For example, in the 23rd TBAB, out of 36 vehicles, only seven had sights. But the tactics of that time did not actually require a sight on every bomber. Usually they bombed in one gulp or in a series, looking at the leader’s plane. Bombs rained down - pull the handle, navigator!

In 1935, only 74 aircraft were produced, all TB-ZR modifications. During this period, the number of four-engine bomb carriers in the Red Army Air Force reached its peak - 36 squadrons were fully or partially armed with them. During the May Day parade in 1935, 72 Tupolev giants marched over Moscow.

In total, more than 200 TB-ZR were produced. This number also included the well-known “ceremonial ten”, photographs of which are so fond of being published abroad. These ten TB-ZRs were built in 1934 at Plant No. 22 and were intended for a series of flights to Warsaw, Rome and Paris. They were assembled to special order and the cars were distinguished by improved aerodynamics (stabilizer and fin fairings, improved engine hoods) and finishing. These vehicles had no weapons. But in the bomb bays there were sofas upholstered in velvet. The wheels of 8 carts were equipped with brakes, and the spokes of the front wheels were covered with caps. The planes were painted white and had fake civilian registration numbers that matched the factory ones.

Crews and delegations were selected in advance. Pilots, navigators and mechanics were recruited from the Air Force Research Institute and brigades of the Moscow Military District. All aircraft commanders had extensive flight time and experience flying in difficult weather conditions. Since there were more bosses who wanted to visit Europe than seats on the sofas, some of them were included in the crew according to their specialty. And it turned out that the commander had the rank of captain or senior lieutenant, and in his right seat was a brigade commander. At the very first training sessions (for which combat TB-ZRs were allocated), a number of conflicts arose - who should command whom? In addition, it turned out that while sitting in their offices, many brigade commanders and division commanders lost their piloting and navigation skills. One of them had to be “written off” as a passenger after the first flight - the crew flatly refused to fly with him after he almost turned the plane upside down, ending up in the clouds.

The training lasted a month. They flew singly and in formation, in good and bad weather. Particular emphasis was placed on blind flight. The navigators crammed the main navigational landmarks along the routes.

New uniforms were sewn for everyone heading to Europe. Each was given a snow-white overalls, a new helmet and two pairs of gloves. “Kubari” and “sleepers” were sprinkled with a generous hand onto the collars of tunics, as if raising the crew members one or two ranks. It must be said that after returning, most of the participants in the flight were indeed awarded the titles that they were “given in advance.”

While the pilots were preparing, the plant was hastily completing the aircraft. They did not meet the deadlines prescribed by government decree. There were not enough engines and oil-water radiators, and there was a lot of fuss with debugging the engine units. The aircraft were equipped with M-34RD engines, also made to special order. Such engines were originally produced for the record-breaking ANT-25 (RD). They were slightly more powerful than regular M-34Rs; due to a slight boost in speed, 830 hp could be squeezed out of them. Parts for them were made using a special technology, with smaller tolerances, ground and polished, the motors themselves were more carefully assembled and regulated.

Whatever they say, the TB-3 “front ten” made a proper impression in European capitals.

The planes were delivered very late; before departing for the first flight, they managed to stay in the air for only 12–15 hours. On July 28, 1934, three TB-ZRs departed for Warsaw. The aircraft commanders were Baidukov, Mov and Leonov. On August 1, the planes returned safely to Moscow. On August 5, two trios started at once. One (with the crews of Baidukov, Efimov and Leonov) moved through Kyiv and Vienna to Paris. While in France, our pilots also visited Lyon and Strasbourg, from where they returned to Moscow via Prague on August 17. The second troika (TB-3 commanders were Sokolov, Golovachev and Ryabchenko) headed to Rome through Kyiv, Lublin and Krakow. She returned via Vienna, arriving home on August 16th.

Soviet bombers made a proper impression in European capitals. Deputy Chief of Staff of the Air Force Khripin, who participated in two flights, wrote in his report: “The entire officer and engineering staff treated our aircraft with exceptional interest, seeing in them a successful solution to the problem of a heavy bomber aircraft. This applies equally to Poland, Austria and Italy. Everyone emphasizes their surprise that such a large aircraft has high flight performance. This emphasizes that our success in the construction of TB aviation is real and this will be taken into account by the command of the European air fleets.” Opinions about these “goodwill missions” expressed in European newspapers were sometimes close to panic. Thus, one of the leading reporters of the British weekly "Independent" wrote, "while in Europe they are arguing about the value of Douai's theory, the Reds have already actually implemented it, demonstrating powerful four-engine bombers that are significantly superior to British machines of a similar purpose," and the correspondent of the French "Petit Parisien" was generally hysterical stated that “five hundred Russian bomb carriers can crush Europe like a rotten egg...”

There was some truth in this, since the biplane fighters with a pair, less often a quartet of rifle-caliber machine guns, which were available at that time in the air forces of all European countries without exception, were almost powerless against the armadas of Soviet four-engine bombers, which also had quite powerful defensive weapons, the effectiveness of which increased even more in the case of the massive use of TB-3 in dense combat formations, which, in essence, was practiced during the maneuvers.

But at the same time, the huge Soviet ointment also had its fly in the ointment. Foreign aviation experts drew attention to the archaic wooden two-blade propellers and the lack of modern radio navigation equipment on the machines. Where flexible hoses were installed in Europe for a long time, we used the old fashioned way to make lines from annealed copper tubes. Not a single serious breakdown occurred during the flights, but the crews noted many unpleasant defects. Shaking of propeller units, vibrations and pipeline breakdowns were detected. A hasty selection of screws resulted in them being too large. As a result, the propellers closest to the fuselage threw the air flow at the junction of the wing and fuselage, causing additional shaking. A number of other shortcomings also emerged - the tanks were leaking, the aileron rockers were breaking, the tail wheels were bursting (the “ceremonial” vehicles were not equipped with rubber tires, but pneumatic ones - with a smoother ride).

The crews and members of the delegations saw a lot of new things at the airfields and factories of Europe that had not yet been produced or used in the Soviet Union. This served as an additional impetus for another step in the modernization of the TB-3, especially since the requirements for the bomber’s performance were constantly growing.

Those who would like to get acquainted in more detail with the fate of the Soviet TB-3 bomber can order a book about this aircraft from the editors, which is planned for publication in the near future. Unfortunately, the price has not yet been determined, so stay tuned for published information in our magazine.

The history of Soviet military aviation began in 1918. The USSR Air Force was formed simultaneously with the new ground army. In 1918-1924. they were called the Workers' and Peasants' Red Fleet, in 1924-1946. - Air Force of the Red Army. And only after that the familiar name of the USSR Air Force appeared, which remained until the collapse of the Soviet state.

Origins

The first concern of the Bolsheviks after they came to power was the armed struggle against the “whites”. The civil war and unprecedented bloodshed could not have happened without the accelerated construction of a strong army, navy and air force. At that time, airplanes were still curiosities; their mass operation began somewhat later. The Russian Empire left as a legacy to Soviet power a single division, consisting of models called “Ilya Muromets”. These S-22s became the basis of the future USSR Air Force.

In 1918, the air force had 38 air squadrons, and in 1920 there were already 83. About 350 aircraft were deployed on the fronts of the Civil War. The leadership of the then RSFSR did everything to preserve and exaggerate the tsarist aeronautical heritage. The first Soviet commander-in-chief of aviation was Konstantin Akashev, who held this position in 1919-1921.

Symbolism

In 1924, the future flag of the USSR Air Force was adopted (at first it was considered the airfield flag of all aviation formations and detachments). The sun became the background of the canvas. A red star was depicted in the middle, with a hammer and sickle inside it. At the same time, other recognizable symbols appeared: silver floating wings and propeller blades.

The flag of the USSR Air Force was approved in 1967. The image became extremely popular. They did not forget about him even after the collapse of the USSR. In this regard, already in 2004, the Russian Air Force received a similar flag. The differences are minor: the red star, hammer and sickle disappeared, and an anti-aircraft gun appeared.

Development in the 1920-1930s

Military leaders during the Civil War had to organize the future armed forces of the USSR in conditions of chaos and confusion. Only after the defeat of the “white” movement and the creation of an integral statehood did it become possible to begin a normal reorganization of aviation. In 1924, the Workers' and Peasants' Red Air Fleet was renamed the Red Army Air Forces. A new Air Force Directorate has emerged.

Bomber aviation was reorganized into a separate unit, within which the most advanced heavy and light bomber squadrons at that time were formed. In the 1930s, the number of fighters increased significantly, while the share of reconnaissance aircraft, on the contrary, decreased. The first multi-role aircraft appeared (such as the R-6, designed by Andrei Tupolev). These vehicles could equally effectively perform the functions of bombers, torpedo bombers and long-range escort fighters.

In 1932, the armed forces of the USSR were replenished with a new type of airborne troops. The Airborne Forces now have their own transport and reconnaissance equipment. Three years later, contrary to the tradition that had developed during the Civil War, new military ranks were introduced. Now pilots in the Air Force automatically became officers. Everyone left their native colleges and flight schools with the rank of junior lieutenant.

By 1933, new models of the “I” series (from I-2 to I-5) entered service with the USSR Air Force. These were biplane fighters designed by Dmitry Grigorovich. Over the first fifteen years of its existence, the Soviet military aviation fleet was replenished 2.5 times. The share of imported cars has decreased to a few percent.

Air Force holiday

In the same 1933 (according to the resolution of the Council of People's Commissars), the USSR Air Force Day was established. The Council of People's Commissars chose August 18 as the holiday date. Officially, the day marked the end of the annual summer combat training. By tradition, the holiday began to be combined with various competitions and competitions in aerobatics, tactical and fire training, etc.

USSR Air Force Day was used to popularize civil and military aviation among the Soviet proletarian masses. Representatives of industry, Osoaviakhim and the Civil Air Fleet took part in the celebrations on the occasion of this significant date. The center of the annual celebration was the Mikhail Frunze Central Airfield in Moscow.

Already the first events attracted the attention of not only professionals and residents of the capital, but also numerous guests of the city, as well as official representatives of foreign countries. The holiday could not have happened without the participation of Joseph Stalin, members of the Central Committee of the CPSU (b) and the government.

Changes again

In 1939, the USSR Air Force experienced another reformatting. Their previous brigade organization was replaced by the more modern divisional and regimental one. By carrying out the reform, the Soviet military leadership wanted to improve the efficiency of aviation. After the transformations in the Air Force, a new main tactical unit appeared - the regiment (it included 5 squadrons, which in total amounted to from 40 to 60 aircraft).

On the eve of the Great Patriotic War, the share of attack and bomber aircraft was 51% of the entire aircraft fleet. Also, the composition of the USSR Air Force included fighter and reconnaissance formations. There were 18 schools operating throughout the country, within whose walls new personnel were trained for Soviet military aviation. Teaching methods were gradually modernized. Although at first the wealth of Soviet personnel (pilots, navigators, technicians, etc.) lagged behind the corresponding indicator in capitalist countries, year after year this gap became less significant.

Spanish experience

For the first time after a long break, USSR Air Force aircraft were tested in combat during the Spanish Civil War, which began in 1936. The Soviet Union supported a friendly "leftist" government that fought the nationalists. Not only military equipment, but also volunteer pilots went from the USSR to Spain. The best performers were the I-16s, which managed to show themselves much more efficiently than the Luftwaffe aircraft did.

The experience that Soviet pilots gained in Spain turned out to be invaluable. Many lessons were learned not only by the shooters, but also by aerial reconnaissance. The specialists who returned from Spain quickly advanced in their careers; by the beginning of the Great Patriotic War, many of them became colonels and generals. The timing of the foreign campaign coincided with the outbreak of large Stalinist purges in the army. The repression also affected aviation. The NKVD got rid of many people who had fought with the “whites”.

The Great Patriotic War

The conflicts of the 1930s showed that the USSR Air Force was in no way inferior to the European ones. However, world war was approaching, and an unprecedented arms race unfolded in the Old World. The I-153 and I-15, which had proven themselves well in Spain, had already become outdated by the time Germany attacked the USSR. The beginning of the Great Patriotic War generally turned into a disaster for Soviet aviation. The enemy forces invaded the country unexpectedly and, due to this surprise, gained a serious advantage. Soviet airfields near the western border were subjected to devastating bombing. In the first hours of the war, a huge number of new aircraft were destroyed, never having time to leave their hangars (according to various estimates, there were about 2 thousand of them).

The evacuated Soviet industry had to solve several problems at once. Firstly, the USSR Air Force needed to quickly replace losses, without which it was impossible to imagine an equal fight. Secondly, throughout the war, designers continued to make detailed changes to new vehicles, thus responding to the technical challenges of the enemy.

Most of all the Il-2 attack aircraft and Yak-1 fighters were produced in those terrible four years. These two models together made up about half of the domestic aviation fleet. The success of the Yak was due to the fact that this aircraft turned out to be a convenient platform for numerous modifications and improvements. The original model, which appeared in 1940, has been modified many times. Soviet designers did everything to ensure that the Yaks did not lag behind the German Messerschmitts in their development (this is how the Yak-3 and Yak-9 appeared).

By the middle of the war, parity had been established in the air, and a little later, USSR aircraft began to completely outperform enemy aircraft. Other famous bombers were also created, including the Tu-2 and Pe-2. The red star (the USSR/Air Force sign painted on the fuselage) became for German pilots a symbol of danger and the approaching heavy battle.

Fight against the Luftwaffe

During the Great Patriotic War, not only the park, but also the organizational structure of the Air Force was transformed. In the spring of 1942, long-range aviation appeared. This formation, subordinate to the Headquarters of the Supreme High Command, played a vital role throughout the remaining war years. Along with him, air armies began to form. These formations included all front-line aviation.

A significant amount of resources was invested in the development of repair infrastructure. The new workshops had to quickly repair and return damaged aircraft to battle. The Soviet field repair network became one of the most effective of all such systems that emerged during the Second World War.

The key air battles for the USSR were air collisions during the battle for Moscow, Stalingrad and the Kursk Bulge. Indicative figures: in 1941, about 400 aircraft took part in battles; in 1943, this figure grew to several thousand; by the end of the war, about 7,500 aircraft were concentrated in the Berlin skies. The aircraft fleet grew at an ever-increasing pace. In total, during the war, the USSR industry produced about 17 thousand aircraft, and 44 thousand pilots were trained in flight schools (27 thousand died). Ivan Kozhedub (62 victories) and Alexander Pokryshkin (59 victories to his credit) became legends of the Great Patriotic War.

New challenges

In 1946, shortly after the end of the war with the Third Reich, the Red Army Air Force was renamed the USSR Air Force. Structural and organizational changes affected not only aviation, but the entire defense sector. Although World War II ended, the world continued to be in a tense state. A new confrontation began - this time between the Soviet Union and the United States.

In 1953, the USSR Ministry of Defense was created. The country's military-industrial complex continued to expand. New types of military equipment appeared, and aviation also changed. An arms race began between the USSR and the USA. All further development of the Air Force was subject to a single logic - to catch up and overtake America. The design bureaus of Sukhoi (Su), Mikoyan and Gurevich (MiG) entered their most productive period of activity.

The emergence of jet aviation

The first epoch-making post-war innovation was jet aviation, tested in 1946. It replaced the previous outdated piston technology. The first Soviet ones were the MiG-9 and Yak-15. They managed to overcome the speed mark of 900 kilometers per hour, that is, their performance was one and a half times higher than that of the previous generation models.

Over the course of several years, the experience accumulated by Soviet aviation during the Great Patriotic War was summarized. Key problems and pain points of domestic aircraft were identified. The process of modernizing equipment has begun to improve its comfort, ergonomics and safety. Every little thing (the pilot's flight jacket, the most insignificant device on the control panel) gradually took on modern forms. For better shooting accuracy, advanced radar systems began to be installed on aircraft.

Airspace security has become the responsibility of the new air defense forces. The emergence of air defense led to the division of the territory of the USSR into several sectors depending on proximity to the state border. Aviation (long-range and front-line) continued to be classified according to the same scheme. In the same 1946, the airborne troops, formerly part of the Air Force, were separated into an independent entity.

Faster than sound

At the turn of the 1940-1950s, improved Soviet jet aviation began to develop the most inaccessible regions of the country: the Far North and Chukotka. Long-distance flights were made for another consideration. The military leadership of the USSR was preparing the military-industrial complex for a possible conflict with the United States, located on the other side of the world. The Tu-95, a long-range strategic bomber, was designed for the same purpose. Another turning point in the development of the Soviet Air Force was the introduction of nuclear weapons into their arsenal. The introduction of new technologies today is best judged by the exhibitions located, including in the “aircraft capital of Russia” Zhukovsky. Even such things as the USSR Air Force suit and other equipment of Soviet pilots clearly demonstrate the evolution of this defense industry.

Another milestone in the history of Soviet military aviation was left behind when, in 1950, the MiG-17 was able to exceed the speed of sound. The record was set by the famous test pilot Ivan Ivashchenko. The obsolete attack aircraft was soon disbanded. Meanwhile, the Air Force acquired new air-to-ground and air-to-air missiles.

In the late 1960s, third generation models were designed (for example, MiG-25 fighters). These machines could already fly at speeds three times the speed of sound. MiG modifications in the form of high-altitude reconnaissance aircraft and fighter-interceptors were put into serial production. These aircraft have significantly improved takeoff and landing characteristics. In addition, the new products were distinguished by their multi-mode operation.

In 1974, the first vertical take-off and landing (Yak-38) were designed. The pilots' inventory and equipment changed. The flight jacket became more comfortable and helped me feel comfortable even under conditions of extreme overload at ultra-high speeds.

Fourth generation

The newest Soviet aircraft were stationed on the territory of the Warsaw Pact countries. Aviation did not take part in any conflicts for a long time, but demonstrated its capabilities in large-scale exercises such as Dnepr, Berezina, Dvina, etc.

In the 1980s, fourth generation Soviet aircraft appeared. These models (Su-27, MiG-29, MiG-31, Tu-160) were distinguished by an order of magnitude improved maneuverability. Some of them are still in service with the Russian Air Force.

The latest technology at that time revealed its potential in the Afghan war, which raged in 1979-1989. Soviet bombers had to operate in conditions of strict secrecy and constant anti-aircraft fire from the ground. During the Afghan campaign, about a million combat sorties were flown (with the loss of about 300 helicopters and 100 aircraft). In 1986, the development of military projects began. The most important contribution to these endeavors was made by the Sukhoi design bureau. However, due to the worsening economic and political situation, work was suspended and projects were frozen.

The last chord

Perestroika was marked by several important processes. Firstly, relations between the USSR and the USA have finally improved. The Cold War ended, and now the Kremlin did not have a strategic enemy, in a race with which it had to constantly build up its own military-industrial complex. Secondly, the leaders of the two superpowers signed several landmark documents, according to which joint disarmament began.

At the end of the 1980s, the withdrawal of Soviet troops began not only from Afghanistan, but also from countries that were already in the socialist camp. Exceptional in scale was the withdrawal of the Soviet Army from the GDR, where its powerful forward group was located. Hundreds of planes departed for their homeland. Most remained in the RSFSR, some were transported to Belarus or Ukraine.

In 1991, it became clear that the USSR could no longer exist in its former monolithic form. The division of the country into a dozen independent states led to the division of the previously common army. This fate did not pass over aviation either. Russia received about 2/3 of the personnel and 40% of the equipment of the Soviet Air Force. The rest of the inheritance went to 11 more union republics (the Baltic states did not take part in the division).

Baranov Mikhail Dmitrievich (21.10.1921 - 17.01.1943)

Hero of the Soviet Union, deputy squadron commander of the 183rd Fighter Aviation Regiment of the 289th Fighter Aviation Division of the 8th Air Army of the Southwestern Front, senior lieutenant.

Participant of the Great Patriotic War since June 1941. He fought on the Southern Front. By October 1941, he personally destroyed 5 enemy aircraft. On November 5 and 6 he was awarded two Orders of the Red Banner, and on November 8 he shot down a He-111 and Me-109 in an air battle. In February 1942 he was appointed deputy squadron commander.

By June 1942, Senior Lieutenant Mikhail Baranov had flown 176 combat missions, personally shot down 20 enemy aircraft and destroyed 6 during attack attacks on airfields.
The title of Hero of the Soviet Union with the Order of Lenin and the Gold Star medal (No. 578) was awarded to Mikhail Baranov on August 12, 1942.

On August 6, 1942, Mikhail Baranov took off on alert as part of a group of Yak-1 fighters to intercept enemy Ju-87 bombers heading towards the city of Kotelnikovo under the cover of Messerschmitt Bf.109F fighters. The forces were unequal, but the Soviet pilots entered the battle. Baranov shot down two Messerschmitts and one Yu-87, but during the battle he ran out of ammunition. After this, Baranov shot down another Me-109, hitting it on the tail with his wing. Then he collided with another German fighter on a collision course, rammed it, but his plane also received severe damage and crashed. Baranov landed by parachute and soon returned to his regiment.

During the landing he injured his leg and spine. The medical board suspended him from flying, but he continued to fly. Soon he was appointed navigator of the regiment, and then transferred to the 9th Guards Odessa Fighter Aviation Regiment. Due to untreated wounds, he was often sick. On one of the flights in mid-November 1942, a cramp cramped my leg. He was sent to a rest home. There he got worse and was admitted to the hospital.

He returned to the regiment on January 15, 1943 with a medical report: “Subject to outpatient treatment in the unit, temporarily not allowed to fly.” On January 17, he obtained permission to take off. On the first flight one of the instruments failed. Then Baranov took off on another plane. While performing an aerobatics maneuver, the plane suddenly tilted, turned over on its back and in this position fell to the ground and exploded. The pilot died.

He was buried in the city of Kotelnikovo, Volgograd region. After the war he was reburied in Volgograd on Mamayev Kurgan. In less than a year of combat, he made 285 combat missions, in 85 air battles he personally shot down 31 enemy aircraft and 28 as part of a group, and destroyed 6 aircraft at airfields.

Awarded the Order of Lenin, 2 Orders of the Red Banner.

] I present my thoughts on the main directions of development of fighter and other types of aviation of the Red Army for the next 2-3 years.

Based on the experience of the ongoing war in Spain, China and the trend in the development of the air fleets of advanced capitalist countries, we can draw a very definite conclusion that basically military aviation will consist of two groups - fighters and bombers, and only a small percentage, within 10%, of short- and long-range reconnaissance aircraft, spotters and military aviation aircraft. The most favorable ratio for such a large air fleet as our fleet is between fighters and bombers is 30% fighters, 60% bombers and 10% reconnaissance aircraft, spotters and military aviation.

According to the data we have, the ratio of the air forces of capitalist countries to date is as follows.

Since speed, maneuverability, payload and range are in conflict with each other and this contradiction is unlikely to be eliminated in the coming years, we need to abandon universal types of aircraft and go along the line of specialization. Based on this and taking into account the tactical, operational and strategic nature of the theater of a future war, it is necessary to have and develop the following types of aircraft.

A. Group of bombers

1. Short-range bomber

It must have high speed within 550-600 km/h, a flight range of 1.2-1.5 thousand km with a bomb load of 600-800 kg. It will be a twin-engine [plane], preferably air-cooled. This aircraft will operate during the day, as a rule, without fighter cover from medium and high altitudes against targets: troops on the march and in battle formations, warehouses, railway facilities, factories, bridges, populated areas, airfields. Such an aircraft will be able to make two to three flights per day.

In our conditions, it will be a modified SB, a new twin-engine Polikarpov aircraft, or another new aircraft.

2. Long-range bomber

This is a twin-engine bomber with a speed of up to 500 km/h, a range of up to 4 thousand km, and a bomb rack capacity of up to 2 thousand kg. Such an aircraft must have good gun defense with excellent adaptations and equipment for high-altitude flights. It will operate at high altitudes during the day and at medium altitudes at night, always without fighter cover. Must have reliable motors. Targets for action: industrial and political centers in the rear, ports, air bases, warships. Basically it will be a plane to perform independent tasks.

In our conditions, it will be a modified DB-3 aircraft or a new model.

3. Stratospheric Bomber

This is a four-engine heavy bomber, designed to perform combat work at altitudes from 8 to 10 thousand m. Its range is up to 5 thousand km, bomb load is 2 tons. Targets for action are industrial and political centers. He will perform tasks day and night. Speed ​​at the indicated combat altitude is 450‑500 km. This is the most modern type of aircraft that deserves special attention.

In our conditions, this is the development and modification of TB-7.

4. Stormtrooper

Single-engine, maneuverable aircraft with a ground speed of 500 km/h. Range up to 1 thousand km. Air-cooled engine with mandatory armor for the pilot and reliable, tested tanks. Armament - two options: 1) 4 ShKAS machine guns for the pilot, a twin for the observer pilot and holders for 300-400 kg of bombs (small, up to 1 kg); 2) 2 ShKAS machine guns and 2 ShVAK cannons for the pilot, a spark for the observer pilot and a holder for 300-400 kg of bombs. Objects: troops to army reserves, aviation in the front line, railway tracks and bridges to the range of the aircraft.

This type of aircraft can be a modified Ivanov aircraft or a new aircraft. It would also be advisable to build several prototypes of an armored attack aircraft with a speed of 350-400 km/h. This type of aircraft is being developed by Comrade Ilyushin.

B. Fighter group

1. Maneuverable biplane with an air-cooled engine, speed 500-550 km/h. Range - 1 thousand km. Armament in two versions: 1) 4 ShKAS via propeller; 2) 2 ShKAS and 2 heavy machine guns through the screw. In addition, have locks for 4 bombs of 25 kg each. The rate of climb is 4.5 minutes at 5 thousand meters and 7.5 minutes at 7 thousand meters. It will mainly be a dogfight fighter, a night fighter and an interceptor.

In our conditions, such an aircraft could be aircraft No. 7 of plant No. 21 of Borovkov and Florov or a modernized I-15.

2. High-speed monoplane with a speed of 650-700 km/h, air or liquid cooled engine. Armament in two versions: 1) 4 ShKAS, of which: two - firing through the propeller; 2) 2 ShKAS and 2 ShKAS cannons firing through the propeller. Range: 1-1.2 thousand km. These are fighters for air combat with fighters in cooperation with a maneuverable fighter and for air combat with high-speed day bombers.

In our conditions, such an aircraft can be obtained as a result of modifying the I-16 or building a new aircraft.

In addition to these two main types of fighters, it is very advisable to experimentally test and subsequently decide [the question of] the need for a fighter escort for long-range bombers. This problem can be solved in two ways:

a) following the example of the Japanese - by installing an additional jettisoning gasoline tank under the fuselage on an existing fighter;

b) the creation of a multi-seat twin-engine fighter with powerful weapons, a flight range of up to 3 thousand km, and a speed of 600 km/h. In our opinion, this type of aircraft should be created on the basis of a twin-engine long-range reconnaissance aircraft;

c) installation of 76 mm rockets on an existing fighter for operations against tanks, armored trains, a group of heavy bombers, and artillery positions. The use of rockets on the I-15 has been tested and has given satisfactory results in military tests.

B. Group of reconnaissance, artillery spotters, military aircraft

1. Long-range reconnaissance. Twin-engine, speed - 600 km/h, range - 3 thousand km. Armament: two ShVAK and three ShKAS, without bomb load. The speed of a reconnaissance aircraft must necessarily be greater than the speed of a fighter. The same aircraft can be used as a multi-seat fighter.

2. Artillery spotter and military reconnaissance officer. Single-engine, range - 800 km, speed - 500-550 km, maneuverable. Armament: two machine guns for the pilot and a spark gun for the pilot-observer. Bomb rack capacity is 300 kg. The pilot and the pilot-observer must have excellent visibility; this aircraft can be built as an attack aircraft.

In addition to combat aircraft, it is necessary to build in large numbers and have a base for transport aircraft, preferably such as the twin-engine passenger Douglas. The experience of the war in Spain proved that without transport aircraft, mobile and full use of aviation is impossible, especially during regroupings and transfers.

The creation of a stratospheric bomber and fighter must now be set before designers and industry as an experimental task. Basic requirements for stratospheric aircraft:

1. Sealing of the cabin so that the crew can freely carry out combat work at altitudes of 8-12 thousand m.

2. Maintaining speed at these altitudes: for a fighter - 500-550 km/h, for a bomber - 450-500 km/h.

Head of the Red Army Air Force, corps commander Loktionov

Member of the Military Council of the Red Army Air Force, brigade commissar Koltsov

In order to quickly and correctly solve the above problems, I would consider it correct: 1) to subordinate pilot plant No. 156 (former TsAGI pilot plant) to the NKVD; 2) create a special design bureau at plant No. 156 with the transfer of the necessary specialists at the disposal of the NKVD to it; 3) to develop a powerful motor in the OKB at plant No. 156, create a group of motorists from persons at the disposal of the NKVD, and allow the necessary specialists from outside and plant No. 24 to be involved in the work; 4) to prepare drawings for transfer to serial factories and develop technology issues, create a group of production workers in the OKB of plant No. 156 from among those at the disposal of the NKVD.

I provide more detailed considerations for each of the above objects.

I. Attack aircraft

From the experience of the war in Italy it is clear that bomber raids must be carried out accompanied by fighters. The escort planes engage in combat with the defense fighters, and the bombers manage to carry out bombing, but if the single-seat fighters break through to the bombers, then due to the insufficiently powerful fire and its insufficient concentration, the bombers still escape. This happened even with such slow-moving and poorly protected bombers as the Junkers. I came to the conclusion that, in addition to single-engine fighters, it was necessary to create special attack aircraft with powerful and concentrated fire (the latter is very important). The attack aircraft, after the single-seat fighters have engaged the escort fighters, attack the bombers directly and, having the great advantage of concentrated fire, defeat them.

The “attack” aircraft is presented in the following form: 1) engines - 2 pcs.: M‑103 or M‑105; 2) crew - 2 people; 3) armament - 2 ShVAK 20 mm cannons and 4‑6 SN or ShKAS machine guns; 4) speed - at least 500 km/h; 5) normal range - 750 km, with overload - 1.5 thousand km.

Since all the weapons are concentrated in the center of the aircraft, the fire is both powerful and concentrated. Such aircraft will represent a great force for defense against bombers in centers such as Leningrad and others, and for combating bombers in the most important sectors of the front.

Other uses of the attack aircraft

Since the strength of an “attack” aircraft must be high as a fighter type aircraft, it can, with minor modifications, be converted into a dive bomber for fighting fleets and for destroying major structures, such as bridges, dams, central stations, etc. Twin-engine the aircraft is more convenient for a dive bomber than a single-engine one, where the propeller interferes with dropping bombs. With a twin-engine vehicle, bombs suspended under the fuselage are not interfered with by the propellers when dropped. Bombs weighing 250 and 500 kg can be suspended under the aircraft. This bomb size is sufficient for most ships and technical structures, and the accuracy of a dive hit will increase several times compared to conventional bombing.

Using an “attack” aircraft as an attack aircraft

An “attack” aircraft, possessing powerful fire and high speed, can be used as an attack aircraft to attack ground targets of particular importance, such as enemy aircraft at airfields, etc. To protect the crew from bullets from the ground, the pilot’s seat, and possibly , and the observer, will be made armored. The problem of armored seats for attack aircraft was put forward by Joseph Vissarionovich Stalin, and in fulfillment of his task, we have brought the solution to this problem to such a state that we can begin to use armored seats on attack aircraft.

II. Medium-range escort aircraft

Joseph Vissarionovich Stalin pays special attention to the issue of escorting bombers. Bombers need escorts to protect them from enemy fighters. At short distances, about 200-300 km, normal fighters can accompany. By increasing the size of the tanks, the range can be slightly increased. Further increase in the range of a conventional fighter is impossible due to the excessive load per square meter of the bearing surface. An aircraft of the Seversky type has an increased bearing surface of the wings, which allows it to take additional fuel and increase its range.

I propose, on the basis of American technology (Seversky’s license), to create an escort aircraft with a maximum range of up to 2-2.5 thousand km at a maximum speed of 450-480 km with relatively good maneuverability. The creation of such an aircraft, in addition to obtaining the necessary machine, will facilitate the introduction of American technology into our factories.

Using an escort aircraft as a light attack aircraft

The Spanish War showed that the speed of an attack aircraft was critical to its ability to be hit from the ground. The escort aircraft, with minor modifications, can be converted into a medium-range light attack aircraft at high flight speed. When installing additional machine guns (4 ShKAS or SN) and installing an armored seat for the pilot, we get a light attack aircraft with the following approximate data: 1) speed - 440‑480 km/h; 2) range - 1 thousand km; 3) range with overload 2 thousand km; 4) machine guns - 4 pcs.; 5) motor M‑62 or M‑87.

III. Powerful air-cooled motor with 1.3-1.5 thousand liters. With.

As the Spanish War showed, air-cooled engines have a huge advantage over water-cooled engines due to their lower lethality. Heavy and medium bombers (2- and 4-engine) require a powerful air-cooled engine, and it can and should be created on the basis of the Wright Cyclone engine. If you create such a motor in the form of a 14-cylinder two-row star, you can get a power of 1.3-1.5 thousand hp. With.

I propose to create such a motor through the joint efforts of engine mechanics and airplane pilots. When worked together, all the needs of the aircraft and all the good that engine technology can provide will automatically be taken into account. The construction of the motor should be carried out at plant No. 24. The development of the motor design should be carried out in a special design bureau of plant No. 156 with the involvement of specialists from outside and from plant No. 24. Under these conditions, the motor will be made well and in a short time. A. Tupolev" (CA FSB RF. F. 3. Op. 5. D. 33. L. 19‑25.)

GA RF. F. R-8418. Op. 22. D. 261. L. 39-46. Script.