At the very beginning of the Great Patriotic War (1941-1945), almost 900 Soviet aircraft were destroyed by the fascist invaders. Most of the aviation equipment, not having time to take off, was burned at the airfields as a result of a massive bombardment by the German army. However, in a very short time, Soviet enterprises became world leaders in terms of the number of aircraft produced and thereby brought the victory of the Soviet Army in World War II closer. Consider which aircraft were in service with the Soviet Union and how they could resist the aircraft of Nazi Germany.

Aviation industry of the USSR

Before the start of the war, Soviet aircraft occupied a leading position in the world aircraft industry. Fighters I-15 and I-16 took part in the fighting with Japanese Manchuria, fought in the skies of Spain, attacked the enemy during the Soviet-Finnish conflict. In addition to fighter aircraft, Soviet aircraft designers paid great attention to bomber technology.

Transport heavy bomber

So, just before the war, the TB-3 heavy bomber was demonstrated to the world. This multi-ton giant was capable of delivering deadly cargo thousands of kilometers away. At that time, it was the most massive combat aircraft of the Second World War, which was produced in unprecedented quantities and was the pride of the USSR Air Force. However, the model of gigantomania did not justify itself in the real conditions of the war. The massive WWII combat aircraft, according to modern experts, was significantly inferior to the Luftwaffe attack bombers of the Messerschmitt aircraft manufacturing company in terms of speed and quantity of weapons.

New pre-war aircraft

The war in Spain and Khalkhin Gol showed that the most important indicators in modern conflicts are the maneuverability and speed of aircraft. The Soviet aircraft designers were tasked with preventing the backlog in military equipment and creating new types of aircraft that could compete with the best examples of the world's aircraft industry. Emergency measures were taken, and by the beginning of the 1940s, the next generation of competitive aircraft appeared. Thus, the Yak-1, MiG-3, LaGT-3 became leaders in their class of combat aircraft, the speed of which at the estimated flight altitude reached or exceeded 600 km/h.

Start of serial production

In addition to fighter aviation, high-speed equipment was developed in the class of dive and attack bombers (Pe-2, Tu-2, TB-7, Er-2, Il-2) and the Su-2 reconnaissance aircraft. During the two pre-war years, aircraft designers of the USSR created attack aircraft, fighters and bombers that were unique and modern for those times. All military equipment was tested in various training and combat conditions and recommended for mass production. However, there were not enough construction sites in the country. The pace of industrial growth of aviation equipment before the start of the Great Patriotic War lagged far behind world manufacturers. On June 22, 1941, the entire burden of the war fell on the planes of the 1930s. Only since the beginning of 1943 did the military aviation industry of the Soviet Union reach the required level of production of combat aircraft and achieve an advantage in the airspace of Europe. Consider the best Soviet WWII aircraft, according to the world's leading aviation experts.

Educational and training base

Many Soviet aces of the Second World War began their journey into aviation with training flights on the legendary U-2 multi-purpose biplane, the production of which was mastered in 1927. The legendary aircraft faithfully served the Soviet pilots until the very Victory. By the mid-30s, biplane aviation was somewhat outdated. New combat missions were set, and the need arose to build a completely new flying training apparatus that met modern requirements. So, on the basis of the design bureau of A. S. Yakovlev, a training monoplane Ya-20 was created. The monoplane was created in two modifications:

• with an engine from the French "Renault" in 140 liters. with.;
• with aircraft engine M-11E.

In 1937, three international records were set on a Soviet-made engine. And a car with a Renault engine took part in air competitions along the Moscow-Sevastopol-Moscow route, where it won a prize. Until the very end of the war, the training of young pilots was carried out on the aircraft of the Design Bureau of A. S. Yakovlev.

MBR-2: flying boat of war

During the Great Patriotic War, naval aviation played an important role in military battles, bringing the long-awaited victory over Nazi Germany closer. So, the second close-range marine reconnaissance, or MBR-2 - a seaplane capable of taking off and landing on the water surface, became a Soviet flying boat. Among the pilots, the air apparatus had the nickname "heavenly cow" or "barn". The seaplane made its first flight in the early 30s, and later, until the very victory over Nazi Germany, it was in service with the Red Army. An interesting fact: an hour before the German attack on the Soviet Union, the planes of the Baltic Flotilla along the entire perimeter of the coastline were the first to be destroyed. German troops destroyed the entire naval aviation of the country located in this region. Over the years of the war, naval aviation pilots successfully carried out their tasks of evacuating the crews of downed Soviet aircraft, adjusting enemy coastal defense lines, and providing transport convoys for warships of the country's naval forces.

MiG-3: the main night fighter

The high-altitude Soviet fighter differed from other pre-war aircraft in its high-speed characteristics. At the end of 1941, it was the most massive WWII aircraft, the total number of units of which was more than 1/3 of the country's entire air defense fleet. The novelty of aircraft construction was not sufficiently mastered by combatant pilots, they had to tame the MiG "third" in combat conditions. Two aviation regiments were urgently formed from the best representatives of Stalin's "falcons". However, the most massive aircraft of the Second World War was significantly inferior to the fighter fleet of the late 30s. Surpassing in speed characteristics at an altitude of more than 5000 m, at medium and low altitudes, the combat vehicle was inferior to the same I-5 and I-6. Nevertheless, when repulsing attacks on the rear cities at the beginning of the war, it was the “third” MiGs that were used. Combat vehicles participated in the air defense of Moscow, Leningrad and other cities of the Soviet Union. Due to the lack of spare parts and the renewal of the aircraft fleet with new aircraft in June 1944, the massive WWII aircraft was decommissioned from the USSR Air Force.

Yak-9: air defender of Stalingrad

Before the war, A. Yakovlev's design bureau mainly produced light sports aircraft designed for training and participation in various thematic shows dedicated to the strength and power of Soviet aviation. The Yak-1 possessed excellent flight qualities, the serial production of which was mastered in 1940. It was this aircraft that had to repulse the first attacks of Nazi Germany at the very beginning of the war. In 1942, a new aircraft from the design bureau of A. Yakovlev, the Yak-9, began to enter service with the Air Force. It is believed that this is the most massive front-line aircraft of the WWII era. The combat vehicle participated in air battles along the entire front line. Having retained all the main overall dimensions, the Yak-9 was improved with a powerful M-105PF engine with a rated power of 1210 horsepower under flight conditions. exceeding 2500 meters. The mass of the fully equipped combat vehicle was 615 kg. The weight of the aircraft was added by ammunition and metal I-section spars, which were wooden in pre-war times. The aircraft also had a refitted fuel tank, which increased the volume of fuel, which affected the flight range. The new development of aircraft manufacturers had high maneuverability, which made it possible to conduct active combat operations in close proximity to the enemy at high and low altitudes. During the years of mass production of a military fighter (1942-1948), about 17 thousand combat units were mastered. The Yak-9U, which appeared in service with the USSR Air Force in the fall of 1944, was considered a successful modification. Among combat pilots, the letter "y" meant the word killer.

La-5: aerial tightrope walker

In 1942, the single-engine fighter La-5, created in OKB-21 S.A. Lavochkin, replenished the combat aircraft of the Great Patriotic War. The aircraft was made of classified structural materials, which made it possible to withstand dozens of direct machine-gun hits from the enemy. The WWII combat aircraft possessed impressive maneuverability and speed qualities, misleading the enemy with its aerial feints. So, La-5 could freely enter the "corkscrew", and just as well get out of it, which made it practically invulnerable in combat conditions. It is believed that this is the most combat aircraft of the Second World War, which played one of the key roles in air battles during the Battle of Kursk and military battles in the sky of Stalingrad.

Li-2: cargo carrier

In the 30s of the last century, the main means of air transport was the PS-9 passenger aircraft - a low-speed machine with an indestructible landing gear. However, the level of comfort and flight performance of the "air bus" did not meet international requirements. So, in 1942, on the basis of the licensed production of the American air-haul transport aircraft Douglas DC-3, the Soviet military transport aircraft Li-2 was created. The machine was assembled entirely from American-made units. The aircraft served faithfully until the very end of the war, and in the post-war years continued to carry out cargo transportation on the local airlines of the Soviet Union.

Po-2: "night witches" in the sky

Remembering the combat aircraft of the Second World War, it is difficult to ignore one of the most massive workers in combat battles - the U-2 multi-purpose biplane, or Po-2, created in the design bureau of Nikolai Polikarpov back in the 20s of the last century. Initially, the aircraft was intended for training purposes and operation as an air transport in agriculture. However, the Great Patriotic War made the “sewing machine” (as the Germans called the Po-2) the most formidable and effective attacking means of night bombardment. One plane could make up to 20 sorties per night, delivering a deadly load to enemy combat positions. It should be noted that female pilots fought mainly on such biplanes. During the war years, four women's squadrons of 80 pilots were formed. For courage and fighting courage, the German invaders called them "night witches". The women's air regiment in the Great Patriotic War made more than 23.5 thousand sorties. Many did not return from the fighting. The title of Hero of the Soviet Union was given to 23 "witches", most of them posthumously.

IL-2: machine of the great Victory

The Soviet attack aircraft of the design bureau of Sergei Yakovlev is the most popular type of combat air transport during the Great Patriotic War. WWII Il-2 aircraft took an active part in the theater of operations. In the entire history of the world aircraft industry, the brainchild of S. V. Yakovlev is considered the most massive combat aircraft of its class. In total, more than 36 thousand units of military air weapons were put into operation. WWII aircraft with the Il-2 logo terrified the German Luftwaffe aces and were nicknamed "concrete aircraft" by them. The main technological feature of the combat vehicle was the inclusion of armor in the power circuit of the aircraft, which was able to withstand a direct hit by a 7.62 mm armor-piercing enemy bullet from almost zero distance. There were several serial modifications of the aircraft: Il-2 (single), Il-2 (double), Il-2 AM-38F, Il-2 KSS, Il-2 M82 and so on.

Conclusion

In general, air vehicles created by the hands of Soviet aircraft manufacturers continued to perform combat missions in the post-war period. Thus, the Air Force of Mongolia, the Air Force of Bulgaria, the Air Force of Yugoslavia, the Air Force of Czechoslovakia and other states of the post-war socialist camp for a long time were armed with aircraft of the USSR, which ensured the protection of airspace.

The most mobile means by which the front commander influenced the course of the operation was aviation. The LaGG-3 fighter, which was put into service on the eve of the war, was inferior in terms of flight characteristics to the main German Messerschmitt-109 fighter of the R and C modifications. which significantly increased the speed and rate of climb, improved vertical maneuverability. The speed of the new LaGG-5 fighter in level flight at sea level was 8 km / h more than its predecessor, and at an altitude of 6500 m superior speed

increased to 34 km / h, the rate of climb was also better. He was practically in no way inferior to the Messerschmitt-109. But most importantly, its simple design, the absence of the need for complex maintenance and the unpretentiousness of the take-off fields made it ideal for the conditions in which units of the Soviet Air Force had to operate. In September 1942, LaGG-5 fighters were renamed La-5. In order to neutralize the actions of the "shops", the Wehrmacht decided to mass-produce the Focke-Wulf-Fw-190 218 fighter. By the beginning of the war, the MiG-3 was the most numerous new-generation fighter in the Soviet Air Force. On the Soviet-German front, throughout the war, air battles were fought mainly at altitudes up to 4 km. The high altitude of the MiG-3, which at first was considered its undoubted advantage, became a disadvantage, since it was achieved due to the deterioration of the aircraft's flight performance at low altitudes. Wartime difficulties in providing engines for armored attack aircraft Il-2 forced at the end of 1941 to abandon the production of engines for the MiG-3 219. In the first half of 1942, part of the armament and equipment was removed from the Yak-1 to improve flight performance. From the summer of 1942, they began to equip the Yak-1 with a more powerful engine, significantly improved the pilot's visibility by installing a teardrop-shaped lantern, strengthened the armament (instead of two ShKAS machine guns, one large-caliber BS was installed) 220 . By the end of 1942, recommendations were implemented to improve airframe aerodynamics. The Yak-7, according to its data, was very close to the Yak-1, but differed from it in better aerobatic qualities and more powerful weapons (two BS heavy machine guns).

The mass of a second volley of the Yak-7 was more than 1.5 times higher than that of other Soviet fighters, such as the Yak-1, MiG-3 and La-5, as well as the best German fighter Messerschmitt-109 at that time ( Bf-109G). In the Yak-7B aircraft, instead of wooden wing spars, metal ones were installed in 1942. The weight gain was more than 100 kg. A. S. Yakovlev's new aircraft, the Yak-9, was close to the best German aircraft in terms of speed and rate of climb, but surpassed them in maneuverability 222 . The first machines of this series took part in the defensive battles near Stalingrad. At the beginning of the war, almost all Soviet fighters were inferior to the German ones in terms of firepower, since they had mainly machine-gun weapons, and German fighters used cannon weapons in addition to machine-gun weapons. Since 1942, the ShVAK 20 mm cannon armament began to be used on the Yak-1 and Yak-7. Many Soviet fighters resolutely switched to air combat using vertical maneuver. Air battles were fought in pairs, sometimes in squads, radio communications began to be used, which improved aircraft control. Our fighters and the distance of opening fire were reduced more and more decisively. From the spring of 1943, the La-5F fighter with a more powerful M-82F engine began to arrive at the front, and visibility from the cockpit improved. The aircraft showed a speed of 557 km / h at sea level and 590 km / h at an altitude of 6200 m - 10 km / h more than La-5. The rate of climb increased noticeably: La-5F climbed 5 thousand in 5.5 minutes, while La-5 gained this height in 6 minutes. In the next modification of this La-5FN aircraft, all measures were implemented to further improve aerodynamics, the mass of the structure was reduced and a new, more powerful M-82FN engine was installed (since 1944 - ASh-82FN), controls were modernized. Almost everything that could be achieved without a significant change in design was squeezed out of the layout. The speed of the aircraft reached 685 km/h, while the experimental La-5FN had 650 km/h. The armament consisted of two synchronized 20 mm ShVAK 224 cannons. In terms of combat capability, the La-5FN in 1943 became the strongest air combat fighter on the Soviet-German front. During the modification of the Yak-9 (Yak-9D), to increase the flight range, two gas tanks were additionally placed in the wing consoles, due to which the maximum flight range increased by more than a third and amounted to 1400 km. The Yak-9T was equipped with such formidable weapons as the NS-37 cannon of 37 mm 225 caliber.

At the beginning of 1943, the Germans got the Messerschmitt-109G (Bf-109G) fighter with an increased power-to-weight ratio 226 engine, but the Yak-1 and Yak-7B with powerful engines began to enter the Soviet troops, which compensated for the advantage of the Germans. Soon, the Messerschmitt-109G6 (Me-109G6) used a device for a short-term injection of a water-methyl mixture, which briefly (10 minutes) increased the speed by 25-30 km / h. But the new La-5FN fighters outperformed all Me-109Gs, including those with a water-methyl mixture injection system. Since 1943, the Germans began to widely use the FockeWulf-190A (FW-190A-4) fighters on the eastern front, which developed a speed of 668 km / h at an altitude of 1000 m, but they were inferior to Soviet fighters in horizontal maneuvering and when exiting a dive . At the same time, the Red Army fighters were inferior in terms of ammunition (Yak-7B had 300 rounds, Yak-1, Yak9D and LaGG-3 - 200 rounds, and Me-109G-6 - 600 rounds). In addition, the hexogenic explosives of 30 mm German shells made it possible to have a damaging effect, like a 37 mm shell of Soviet guns.

In Germany, the development of new piston-engined fighters also continued. In this sense, the Dornier-335 (Do-335), structurally unusual (two propellers gave it thrust, one of which was in the nose, and the second in the tail of the aircraft), showed itself quite well during the first flight in October 1943. a promising car, having managed to develop a speed of 758 km / h; as weapons, he had one 30-mm cannon and two 15-mm machine guns. Despite the strange layout, Do-335 could be a good combat aircraft, but this project was closed the next year 227 . In 1944, a new La-7 fighter entered the test. On the plane, it became possible to put metal spars and reinforced weapons, which consisted of three new 20-mm B-20 cannons. It was the most advanced fighter of S. A. Lavochkin Design Bureau and one of the best combat aircraft of the Second World War. Put into service in 1944, the Yak-9DD had an even greater flight range - up to 1800 km228. The designers literally showed miracles of skill by placing another 150 kg of fuel in the wing and fuselage. Such ranges were in demand in bomber escort operations at the end of the war, when the relocation of airfields could not keep up with the rapid advance of our troops. The Yak-9M fighter had a unified design with the Yak-9D and Yak-9T. At the end of 1944, the Yak-9M began to be equipped with a more powerful VK-105PF-2 engine, which increased speed at low altitudes.

The most radical modification of the Yak-9 aircraft, the Yak-9U, appeared at the front in the second half of 1944. An even more powerful engine was installed on this aircraft. In the middle of the summer of 1944, the Yak-3 229 began to enter the troops, based on the Yak-1 fighter, while the wing dimensions were reduced, new, lighter metal spars were installed, and aerodynamics were improved. The effect of reducing the mass by more than 200 kg, reducing drag, installing a more powerful engine modification ensured an increase in speed, rate of climb, maneuverability and acceleration characteristics in the altitude range where air battles were fought, which were not possessed by enemy aircraft. In 1944, Soviet fighters ensured superiority over the Germans in all areas of air combat. These were the Yak-3 and La-7 with more powerful engines. At the beginning of the war, the Germans used better quality C-3 gasoline. But in 1944-1945. they experienced a shortage of this gasoline and thereby were even more inferior in engine power to our fighters. In terms of aerobatic qualities and ease of control, our Yak-1, Yak-3, La-5 fighters in the second period of the Great Patriotic War had equal opportunities with the German ones. In 1944–1945 the aerobatic qualities of the Soviet fighters Yak-7B, Yak-9 and even more so Yak-3 were significantly improved. The effectiveness of Soviet fighters in the summer of 1944 became so great that the Germans transferred the Yu-88 (Ju-88) and Xe-111 (He-111) to work at night. The Xe-111 had powerful defensive armament and was inferior in speed to the Yu-88, but was quite effective in defense. The high accuracy of bombing was also ensured by good aiming equipment.

The appearance of the La-7 with three 20-mm B-20 cannons provided superior firepower, but these aircraft were few in the general fleet of fighters. It must be admitted that practically in terms of firepower throughout the war, German fighters in their mass either surpassed or were equal to Soviet ones. It should be recognized that fascist Germany was ahead of the Soviet Union in the creation of a new generation of aviation. During the war years, the Germans created and began to produce three jet aircraft: Messerschmitt-262 (Me-262), Heinkel-162 (He-162) and Messerschmitt-163 (Me-163). The turbojet Me-262 was capable of reaching speeds of up to 860 km / h at an altitude of 6 thousand meters with an initial rate of climb of 1200 meters per minute. “With a combat radius of up to 480 km, it personified a giant leap in aircraft manufacturing technologies, since it surpassed most piston-engined machines in its characteristics ... (although it must be remembered that the British were also completing the development of a jet fighter, the first of which, the Gloucester Meteor, began to arrive to the flight squadrons at the end of July 1944)" 230 . In the USSR, they also worked on the creation of a jet fighter. As early as May 1942, the world's first BI-1 jet fighter, designed by VF Bolkhovitinov, was tested. But in the Soviet Union it was not possible to create a reliable jet engine. I had to start copying captured equipment, since several copies of German jet engines were taken out of Germany. In the shortest possible time, documentation was prepared for the release of "clones" under the designations RD-10 and RD-20. Already in 1946, the MiG-9 fighter with a turbojet engine, created by a team of scientists led by AI Mikoyan and MI Gurevich, was put into serial production. On the eve of the war, the design bureau of S. V. Ilyushin created a special type of aircraft - the Il-2 attack aircraft, which had no analogue in the world.

An attack aircraft is a low-speed aircraft compared to a fighter, optimized for flying at extremely low altitude - strafing flight. The aircraft had a well armored hull. The Luftwaffe used only Junkers-87 (Ju-87) dive bombers "thing" (Sturzkampfflugsaig - dive combat aircraft) as battlefield aircraft. The appearance of the Il-2 armored attack aircraft at the front came as a complete surprise to the enemy, who, as a result of serious losses and demoralizing effects, soon called him the "black death" 232 . And the Soviet soldiers dubbed it a "flying tank." A diverse composition of weapons (two machine guns of 7.62 mm caliber, two 20 mm or 23 mm cannons, eight rockets of 82 mm or 132 mm caliber and 400–600 kg of bombs) ensured the destruction of a wide variety of targets: columns of troops, armored vehicles, tanks , artillery batteries, infantry, means of communication and communication, warehouses, trains, etc. The combat use of the Il-2 also revealed its major drawback - vulnerability to fire from enemy fighters that attacked the attack aircraft from the rear unprotected hemisphere. In the Design Bureau of S. V. Ilyushin, the aircraft was modified, and in the fall of 1942, the Il-2 in a two-seater version first appeared at the front. An important role in increasing the firepower of the attack aircraft when attacking ground targets was played by air-to-ground missiles, adopted by the Il-2 in 1942. The high survivability of the Il-2 attack aircraft should also be noted. When it hit the gas tank, the plane did not catch fire and did not even lose fuel - it was saved by the fiber from which the gas tank was made. Even after several dozen bullet hits, the gas tank retained fuel. Neither the Henkel-118 nor the anti-tank aircraft Henschel-129, which appeared in 1942, could rise to the level of the Il-2 attack aircraft. Since 1943, the IL-2 was produced with a more powerful engine. To improve the stability characteristics, the attack aircraft wing was given a slight sweep. Being the main strike force of Soviet aviation, the Il-2 attack aircraft played an outstanding role in the war and had a noticeable impact on the course of hostilities on the Soviet-German front. This combat vehicle successfully combined powerful weapons and reliable armor protection of the cockpit, engine, and fuel tanks.

The constant increase in the combat capability of the Il-2 was largely due to the continuous improvement of its weapons in the interests of increasing the effectiveness of the fight against enemy tanks and assault guns. In 1943, two 37 mm cannons were installed under the wing of the Il-2. Equipping these guns with 37-mm armor-piercing incendiary shells BZT-37 of the NS-37 air guns made it possible to disable any German tank. In addition, the creation in 1943 of the anti-tank cumulative action bomb PTAB-2.5-1.5 designed by I. A. Larionov using the ADA bottom fuse significantly expanded the capabilities of the Il-2 attack aircraft in the fight against tanks and other armored vehicles. When such bombs were dropped by one attack aircraft from a height of 75-100 m, almost all tanks in the 15 × 75 m band fell under attack, the PTAB bomb pierced armor up to 70 mm thick. Since the summer of 1943, Il-2KR aircraft equipped with photographic equipment and a more powerful than usual 234 radio station were used to correct artillery fire and reconnaissance. The successful operations of the Il-2 attack aircraft at the front gave a powerful impetus to the further expansion of development work on aircraft of this class. The work went in two directions.

The first was to enhance the bomber properties of the aircraft and strengthen its armor protection: such a heavy attack aircraft was built (Il-18), but its tests were delayed, and it was not mass-produced. The second direction implied a sharp improvement in flight data with the same artillery and small arms and armor protection as the IL-2. The IL-10, which was built in 1944, became such an attack aircraft. Compared to the IL-2, this aircraft had smaller dimensions, significantly better aerodynamics and a more powerful AM-42 liquid-cooled engine. Four cannons were installed on the aircraft: at the first stage - with a caliber of 20 mm, later - with a caliber of 23 mm, eight RS-82 rockets were located on the wing beams.

The bomb bay and external suspension allowed the use of different-caliber bombs with a total weight of up to 600 kg. At maximum horizontal speed, the IL-10 outperformed its predecessor by 150 km/h. Several air regiments armed with Il-10 took part in the combat operations of the final stage of the Great Patriotic War. In the future, the IL-10 was widely used in the war with Japan. In Germany, since 1944, the assault version of the FV-109F (FW-109F) fighter was used, which was significantly inferior in combat effectiveness to the Il-2. At the same time, it should be noted that the German assault aviation had a fairly high efficiency of bombing and cannon strikes (a more powerful bomb salvo and higher accuracy from a dive). Since the beginning of the war, the Pe-2 was the main Soviet front-line bomber, but it had a rather weak bomb load - only 600 kg, since it was converted from a fighter. German front-line bombers Yu-88 and Xe-111 could take on board up to 2-3 thousand kg. The Pe-2 used mainly small caliber bombs of 100–250 kg and a maximum caliber of 500 kg, while the Yu-88 could lift a bomb up to 1800 kg. In 1941, the Pe-2 developed a speed of 530 km/h and surpassed the German bombers in this respect. Repeated armoring and strengthening of weapons, as well as skin sheets that were supplied from rolled products, 1–1.5 mm thick, made the aircraft structure heavier (before the war, 0.8 mm rolled products were supplied), and this led to the fact that the real maximum speed did not exceed 470 -475 km / h (like Yu-88). In July 1941, a decision was made to adopt a new 103U front-line dive bomber. In terms of speed at medium and high altitudes, flight range, bomb load and the power of defensive weapons, it significantly exceeded the Pe-2 dive bomber that had just been put into series. At altitudes of more than 6 km, the 103U flew faster than almost all serial fighters, both Soviet and German, second only to the domestic MiG-3 fighter. However, in the context of the outbreak of war and the large-scale evacuation of aviation enterprises, the aircraft had to be remade for other engines.

Tests of a new version of the aircraft, called 10ЗВ, and then Tu-2 236, began in December 1941, and already in 1942 it began to enter the troops. Front-line pilots highly appreciated the new bomber. They liked its good aerobatic qualities, the possibility of a confident flight on one engine, a good defensive fire pattern, a large bomb load, and increased survivability of air-cooled engines. To ensure future offensive operations, the Tu-2 was an indispensable aircraft. The first vehicles appeared at the front in September 1942. The Tu-2, despite its lower weight than the Yu-88 and Xe-111 (11,400–11,700 kg versus 12,500–15,000 kg), had the same bomb load. In terms of flight range, the Tu-2 was also at the level of the German bombers and twice the Pe-2.

Tu-2 could take 1 thousand kg of bombs into the bomb bay, and Yu-88 and Xe-111 - only on an external sling. Produced since the end of 1943, the Tu-2 with more powerful engines, reinforced defensive weapons and a simplified design surpassed all bombers used on the Soviet-German front. Tu-2 front-line dive bombers of the second edition have been participating in battles since 1944. In June of this year they were used in the Vyborg operation. The air division of Colonel I.P. Skok, armed with Tu-2, flew during the day, worked perfectly and had no losses. Despite a relatively modest contribution to the defeat of the enemy, the Tu-2 nevertheless remained in history as one of the outstanding aircraft of its time. Among other similar aircraft, both allies and the enemy, the Tu-2 did not stand out with any kind of record performance. Its superiority lay in an exceptionally successful combination of the main components of combat effectiveness, such as speed, flight range, defense capability, bomb load and the ability to bomb one of the then largest caliber bombs. This determined its very high combat capability. The main bomber aircraft of Nazi Germany in 1941 were single-engine Yu-87 and twin-engine Yu-88 and Xe-111 238. In 1941, Do-17s also fought.

Yu-88 could dive at an angle of 80 degrees, which ensured high accuracy of bombing. The Germans had well-trained pilots and navigators, they bombed mostly aimingly, and not in areas, especially since they used 1000 and 1800 kg bombs, which each aircraft could hang no more than one. The weak point of Soviet aviation in the Great Patriotic War was radio communications. In the first half of 1942, 75% of sorties were made without the use of radio stations, and until the end of the year, the vast majority of fighters did not have radio communications. The lack of communication dictated dense battle formations.

The inability to warn each other led to heavy losses. The planes had to be within line of sight, and the commander set the task - "do as I do." In 1943, only 50% of the Yak-9 were equipped with communications, and on the La-5, radio stations were only on command vehicles. All German fighters were equipped with high quality radio communications from pre-war times. Il-2 attack aircraft also lacked reliable radio equipment; until 1943, radio stations were installed only on command vehicles. All this made it difficult to organize large groups, IL-2s most often flew in threes, fours or eights.

In general, the quantitative and qualitative growth of the Soviet Air Force, the expansion of their combat capabilities were one of the main factors that contributed to the development of the national military strategy and the achievement of victory in the war. An increase in the combat effectiveness of aviation was facilitated by the equipment of aircraft with radio stations and more advanced small arms and cannon weapons. Most of the new types of aircraft in a number of important indicators had a clear advantage over the Luftwaffe. English sources noted that “the Luftwaffe ... was hopelessly behind the enemy, and not only numerically. While Soviet technologies were constantly being improved when new types of aircraft were put into operation, the Germans, in pursuit of increasing production volumes, currently had to sacrifice quality for quantity - instead of presenting advanced design solutions, constantly modernize existing samples, increasing their armament, increasing survivability and increasing engine power, which eventually led them to a standstill. It became completely impossible to maintain air superiority under such conditions, and as soon as aviation could no longer guarantee this, ground forces became vulnerable and, as a result, doomed to defeat.

The Great Patriotic War of 1941-1945. In 12 vols. T. 7. Economy and weapons
war. - M.: Kuchkovo field, 2013. - 864 p., 20 p. ill., ill.

The Air Force of the USSR in the pre-war years developed as an independent branch of the Armed Forces, and on the eve of the war was organized into several groups. The main tactical unit was the division. Part of the long-range bomber aviation was consolidated into aviation corps. By June 1941, there were 79 air divisions and 5 air brigades. The number of air regiments grew. In comparison with 1939, by June 1941 their number had increased by 80%. But by the beginning of the war, the deployment of aviation and the restructuring of the aviation rear could not be carried out, the flight personnel were undergoing retraining.

There was a lack of maintenance and repair facilities, new equipment. The development of the airfield network lagged behind the pace of aviation development. The Air Force was armed with combat aircraft of various designs, most of them had low speed and weak weapons. The new aircraft (MIG-3, Yak-1, LaGG-3, PE-2, IL-2 and others) were not inferior to the Nazi German ones in terms of combat capabilities, and surpassed them in a number of indicators. However, their entry into the Air Force began not long before the start of the war, and by June 22, 1941, there were only 2,739 of them.

Aviation personnel were trained in three aviation academies, 78 flight and 18 technical schools and colleges.

On the first day of the war, fascist German aviation launched surprise attacks on Soviet airfields, on which 65% of the aviation of the western border military districts was based. The armed forces lost 1,200 aircraft on the ground and in the air, only one Belarusian military district lost 738 aircraft. Enemy aviation seized air supremacy in a number of sectors of the Soviet-German front. This put the Soviet ground forces and aviation in a difficult position and was one of the reasons for the temporary setbacks of Soviet aviation in the first period of the war. Despite the great difficulties, the Soviet pilots showed great courage, bravery and mass heroism. On the first day of the war, they made 6,000 sorties. The Soviet government took measures aimed at strengthening the air force, restructuring the aviation industry and training aviation personnel. In August 1941, the GKO decided to reorganize the air force. The reorganization ended on the whole by 1943 and represented a more complex system than on the eve and at the beginning of the war.

In the course of hostilities, aviation provided great support to ground formations. This type of troops was the key to victory in hundreds of military operations.

By the beginning of the war, the work of the aviation industry, which had become a major branch of the national economy in the mid-1930s, had been substantially restructured. In 1939, the Central Committee of the All-Union Communist Party of Bolsheviks and the Soviet government took urgent measures to strengthen the aviation industry in order to transfer it to the production of more advanced aviation military equipment. In 1939 - early 1941, new models of combat aircraft were built, tested, put into service and put into serial production: LaGG-3, MIG-3, Yak-1 fighters, PE-2, PE-8, Il-4 bombers, attack aircraft Il-2. The aviation industry has completely switched to the production of aircraft - monoplanes with retractable landing gear, a streamlined fuselage, a closed canopy, etc. The speed of Soviet fighters reached 600 - 650 km / h, the ceiling was 11 - 12 km, the flight range was 3 - 4 thousand km, the bomb load was 3 - 4 tons. The number of plants in the industry increased by 1.7 times compared to 1937; by 1941, production capacity had increased sharply, exceeding the capacity of German aircraft factories. However, the German aviation industry produced only new aircraft designs, while the Soviet one produced both new and old ones. Serial production of combat vehicles of new designs was launched in the USSR in 1940. In total, in 1940 and the first half of 1941, the aviation industry of the USSR produced 249 Il-2 attack aircraft, 322 LaGG-3 fighters, 399 Yak-1, 111 MiG-1, 1289 MiG-3, 459 Pe-2 dive bombers.

In the first days of the war, the aviation industry was tasked with achieving a significant increase in the production of combat vehicles, especially new types. The aviation industry was transferred to many machine-building and machine-tool plants, as well as enterprises that produced electrical equipment. The construction of new aircraft factories has begun.*

In July 1941, more than 1800 combat aircraft were produced (twice the average monthly output in the first half of 1941), in September - 2329. However, since October 1941, there has been a significant decrease in aircraft production, caused by the relocation of most aircraft factories to the eastern regions of the country. But already from the end of 1941, the industry began to continuously increase the production of new aircraft.

In total, during the war, the aviation industry mastered and put into mass production 25 types of new and modified aircraft (fighters - 10 types, bombers - 8, attack aircraft - 2, transport - 4, training - 1) and 23 types of aircraft engines.

The new aircraft were built according to a simple design from non-deficient materials, which greatly facilitated their serial production in wartime conditions. In terms of simplicity and reliability, Soviet aircraft favorably differed from foreign ones.

Aviation in the Battle of Kursk

By the summer of 1943, the center of gravity of the struggle for air supremacy had shifted to the central sector of the Soviet-German front.

To support their ground forces from the air, the fascist German command created two powerful groupings: one south of Orel, the other north of Kharkov. In total, the enemy aviation forces in the Kursk Bulge area consisted of 2050 aircraft (1200 bombers, 600 fighters, 150 reconnaissance aircraft). In the upcoming battle, the Nazis made a big bet on aviation, they concentrated on the Kursk Bulge 65% of all aircraft on the Soviet-German front, including new types of combat aircraft - the Focke-Wulf-190a fighter, the modified Messer- Schmitt-109", attack aircraft "Henschel-129".

The aviation group of Soviet troops consisted of the 16th Air Army (commander General S.I. Rudenko) of the Central Front, the 2nd (commander General S.A. Krasovsky) of the Voronezh Front and the 17th (commander General V.A. Sudets) Southwestern Front, as well as the main forces of long-range aviation. The Steppe Front included the 5th Air Army (commanded by General S.K. Gorchakov). In total, the Soviet aviation formations operating on the Kursk Bulge, there were 1650 aircraft.

Thus, the overall ratio of forces, 1.3:3, was in favor of Germany. By the beginning of the battle, there was a significant renewal of the aircraft fleet of the Soviet Air Force. The organization of interaction between aviation and ground forces was carefully worked out, for which the headquarters of the air armies allocated their representatives to the ground forces. By the beginning of the battle, the headquarters of the air armies were moving closer to the front (40 - 50 km from the front line. Since October 1942, every second fighter aircraft had transceiver radio stations.

The rear bodies of the air armies, with attached engineer battalions, intensively prepared the airfield network, accumulated stocks of combat and materiel. The population was involved in the construction of airfields.

During the day of July 5, Soviet pilots shot down 260 and destroyed 60 enemy aircraft in air battles. Our losses amounted to 176 aircraft. As a result of the opposition of our fighters and the losses incurred, the activity of enemy aviation decreased in the afternoon on the Central Front, and in the Voronezh Front the enemy was not at all able to overcome the resistance of our fighters.

However, not everything went smoothly. Shortcomings were revealed in the actions of our fighters. They were fond of fighting with enemy fighters and, at times, left bombers unattended. The notification of the approach of an air enemy was not clearly organized. Assessing all this, the Air Force command, the commanders of the air armies the next day (July 6) changed the forms and methods of operation of our aviation and switched to massive strikes against the advancing enemy troops. At the same time, adjustments were made to the organization of combat operations of the fighters. Patrol zones were moved to enemy territory. Fighters began to direct with the help of radio in the first place at the bombers.

As a result of increased losses, German aviation sharply reduced its activity. If on July 5, 4298 sorties were noted on the Central and Voronezh fronts, then on July 6 - only 2100.

Starting from July 7, Soviet fighters firmly seized the initiative in the air. The activity of German aviation decreased every day. By July 10, the offensive capabilities of the Nazi troops in the Oryol direction had dried up.

During the counteroffensive of our troops in the Battle of Kursk, for the first time in the Great Patriotic War, an air offensive was carried out.** During the counteroffensive near Kursk, Soviet aviation made over 90,000 sorties. In 1700 air battles, 2100 enemy aircraft were destroyed, in addition, 145 aircraft were destroyed and damaged at airfields and 780 aircraft were shot down by anti-aircraft artillery.

Mass heroism and high combat skills were shown by the pilots during the battles. The immortal feat was accomplished on July 6, 1943 by pilot A.K. Gorovets. In one air battle, he shot down 9 enemy aircraft. He was posthumously awarded the title of Hero of the Soviet Union. On July 8, squadron commander M.Malov, covering the 2nd Tatsinsky tank corps, destroyed several enemy tanks. In the last attack, his plane was hit by anti-aircraft guns, and the courageous pilot sent the burning car into a cluster of enemy tanks. Posthumously, M. Malov was awarded the title of Hero of the Soviet Union. Pilots A. Nechaev, M.S. Tokarev died by the death of Heroes. Here the pilot, junior lieutenant I.N. Kozhedub, later three times Hero of the Soviet Union, received his baptism of fire.

In air battles, the aviation power of fascist Germany was melting away. The conquest of air supremacy was ensured by the continuous quantitative and qualitative growth of the Soviet air force, a more resolute massing of aviation in the main directions, an increase in the military skills of the flight personnel, and new methods of using aviation.

Assessing the decisive role of aviation as the main striking force in the struggle for the spread of Bolshevism and the defense of the state, in the very first five-year plan, the leadership of the USSR set a course for the creation of its own, large and autonomous from other countries, the air fleet.

In the 20s, and even in the early 30s, the aviation of the USSR had a fleet of aircraft, mainly of foreign production (only Tupolev aircraft appeared - ANT-2, ANT-9 and its subsequent modifications, which becamelater the legendary U-2, etc.). The aircraft that were in service with the Red Army were multi-brand, had outdated designs and poor technical condition. air routes of the North / research of the Northern Sea Route / and the implementation of government special flights. It should be noted that civil aviationin the pre-war period, it practically did not develop, with the exception of the opening of a number of unique, "demonstrative" airlines or episodic flights of ambulance and service aviation.

In the same period, the era of airships ended, and the USSR builtin the early 30s, successful designs of "soft" (frameless) type "B" airships. Digressing, it should be noted about the development of this type in air navigation abroad.

Germany's famous rigid airshipdesign "Graf Zeppepelin" explored the North, was equipped with cabins for passengers, had a significant range and quitehigh cruising speed / up to 130 and more km / h, providedseveral Maybach-designed motors. There were even several dog teams on board the airship as part of expeditions to the North. The American airship "Akron" is the largest in the world, with a volume of 184 thousand cubic meters. m carried on board 5-7 aircraft and transported up to 200 passengers, not counting several tons of cargo at a distance of up to 17 thousand km. without landing. These airships were already safe, because. were filled with inert gas helium, and not hydrogen as at the beginning of the century. Low speed, low maneuverability, high cost, the complexity of storage and maintenance predetermined the end of the era of airships. Experiments with balloons came to an end, which proved the unsuitability of the latter for active combat operations. We needed a new generation of aviation with new technical and combat performance.

In 1930, our Moscow Aviation Institute was created - after all, the replenishment of factories, institutes and design bureaus of the aviation industry with experienced personnel was of decisive importance. The old cadres of pre-revolutionary education and experience were clearly not enough, they were thoroughly beaten out, they were in exile or in camps.

Already by the 2nd five-year plan (1933-37), aviation workers had a significant production base, a support for the further development of the air force. fleet.

In the thirties, by order of Stalin, demonstrative, but in fact test, flights of bombers "camouflaged" as civilian aircraft were made. At the same time, aviators Slepnev, Levanevsky, Kokkinaki, Molokov, Vodopyanov, Grizodubova and many others distinguished themselves.

In 1937, the Soviet fighter aviation passed combat tests in Spain and demonstrated a technical lag. AircraftPolikarpov (type I-15,16) were defeated by the latest German machines. The race to the bottom began again. Stalin gave the designersindividual tasks for new aircraft models, widely and generously dividedThere were bonuses and benefits - the designers worked tirelessly and demonstrated a high level of talent and preparedness.

At the March 1939 Plenum of the Central Committee of the CPSU, People's Commissar of Defense Voroshilovnoted that, compared to 1934, the Air Force had grown in its personalby 138 percent ... The aircraft fleet as a whole has grown by 130 percent.

Heavy bomber aviation, which was assigned the main role in the upcoming war with the West, has doubled in 4 years, while other types of bomber aviation, on the contrary, have halved. Fighter aviation has increased two and a half times. Altitudeaircraft already amounted to 14-15 thousand meters. The technology for the production of aircraft and engines was put on stream, stamping and casting were widely introduced. The shape of the fuselage changed, the aircraft acquired a streamlined shape.

The use of radio on board aircraft began.

Before the war, great changes took place in the field of aviation materials science. In the pre-war period, there was a parallel development of heavy aircraft of all-metal construction with duralumin skinand light maneuverable aircraft of mixed designs: wood, steel,canvas. With the expansion of the raw material base and the development of the aluminum industry in the USSR, aluminum alloys were increasingly used in aircraft construction. There was progress in engine building. The M-25 air-cooled engines with a capacity of 715 hp, M-100 water-cooled engines with a capacity of 750 hp were created.

In early 1939, the Soviet government called a meeting in the Kremlin.

It was attended by leading designers V.Ya.Klimov, A.A.Mikulin,A.D. Shvetsov, S.V. Ilyushin, N.N. Polikarpov, A.A. Arkhangelsky, A.S. Yakovlev, the head of TsAGI and many others. Possessing a good memory, Stalin was quite well aware of the design features of aircraft, all important aviation issues were decided by Stalin. The meeting outlined measures for the further accelerated development of aviation in the USSR. Until now, history has not conclusively refuted the hypothesis that Stalin was preparing an attack on Germany in July 1941. It is on the basis of this assumption that the planning of Stalin's attack on Germany (and further for the "liberation" of the Western countries), adopted at the "historical" plenum of the Central Committee of the CPSU in August 1939 and this fact, incredible for that (or any other) time, of the sale of advanced German equipment and technology to the USSR seems to be explainable. A large delegation of Sovietaviation workers, who twice went to Germany shortly before the war, got into their hands fighters, bombers, guidance systems, and much more, which made it possible to dramatically advance the level of domestic aircraft construction. It was decided to increase the combat power of aviation, because it was from August 1939 The USSR began covert mobilization and prepared strikes against Germany and Romania.

Mutual exchange of information on the state of the armed forces of the three states (England, France and the USSR), represented in Moscow in August1939, i.e. before the partition of Poland, showed that the numberfirst-line aircraft in France is 2 thousand pieces. Of these, twoa third were completely modern aircraft. By 1940, it was planned to increase the number of aircraft in France to 3000 units. Englishaviation, according to Marshal Burnet, had about 3,000 units, and the potential for production was 700 aircraft per month.German industry was mobilized only at the beginning1942, after which the number of weapons began to grow sharply.

Of all the domestic fighter aircraft ordered by Stalin, the most successful options were LAGG, MiG and Yak.The IL-2 attack aircraft delivered a lot to its designer Ilyushinneny. Made initially with rear hemisphere protection (double)he, on the eve of the attack on Germany, did not suit the customers of hisextravagance." S. Ilyushin, who did not know all of Stalin's plans, was forced to change the design to a single-seat version, i.e. bring the design closer to the "clear sky" aircraft. Hitler violated Stalin's plans and the plane had to be urgently returned to the original design at the beginning of the war.

On February 25, 1941, the Central Committee of the All-Union Communist Party of Bolsheviks and the Council of People's Commissars adopted a resolution "Onreorganization of the aviation forces of the Red Army. "The Decree provided for additional measures to re-equip air units. In accordance with the plans for a future war, the task was set to urgently form new air regiments, while equipping them, as a rule, with new machines. The formation of several airborne corps began.

The doctrine of war on "foreign territory" and "little bloodshed" led tothe emergence of a "clear sky" aircraft intended for the unpunishedraids on bridges, airfields, cities, factories. Before the war hundreds of thousands

young men were preparing to transfer to a new one, developed post-Stalincompetition, the SU-2 aircraft, of which it was planned to manufacture 100-150 thousand pieces before the war. This required accelerated training of the corresponding number of pilots and technicians. SU-2 - in its essence the Soviet Yu-87, and in Russia did not stand the test of time, because. There was no "clear sky" for either country during the war.

Air defense zones were formed with fighter aircraft and anti-aircraft artillery. An unprecedented call to aviation began, voluntarily andforcibly. Almost all the few civil aviationwas mobilized in the Air Force. Dozens of aviation schools were opened, incl. super-accelerated (3-4 months) training, traditionally the officer corps at the helm or the aircraft control handle was replaced by a sergeant - an unusual fact and testifies to the rush to prepare for the war. Airfields (about 66 airfields) were urgently advanced to the borders, fuel, bombs, in a special secret, raids on German airfields, on the oil fields of Ploiesti were detailed ...

On June 13, 1940, the Flight Test Institute was formed(LII), in the same period other design bureaus and research institutes were formed.In the war with the Soviet Union, the Nazis assigned a special role to theiraviation, which by this time had already won complete dominance inair in the West. Basically a plan for using aviation in the Eastwas planned the same as the war in the West: first to win the masterin the air, and then transfer forces to support the ground army.

Outlining the timing of the attack on the Soviet Union, the Nazi commandThe government set the following tasks for the Luftwaffe:

1.Sudden strike on Soviet airfields to defeatSoviet aviation.

2. To achieve complete air supremacy.

3. After solving the first two tasks, switch aviation to support the ground forces directly on the battlefield.

4. Disrupt the work of Soviet transport, make it difficult to transfertroops both in the front line and in the rear.

5. Bomb large industrial centers - Moscow, Gorky, Rybinsk, Yaroslavl, Kharkov, Tula.

Germany dealt a crushing blow to our airfields. Only for 8hours of the war, 1200 aircraft were lost, there was a mass deathflight personnel, storages and all stocks were destroyed. Historians noted the strange "crowding" of our aviation at airfields the day beforewar and complained about the "mistakes" and "miscalculations" of the command (i.e. Stalin)and evaluation of events. In fact, "crowding" portends planssuper-massive strike on targets and confidence in impunity, which did not happen. Air force flight crews, especially bombers, suffered heavy losses due to the lack of support fighters, there was a tragedy of the death of perhaps the most advanced and powerful air fleet inthe history of mankind, which was to be revived anew under the blows enemy.

It must be admitted that the Nazis managed to implement their air war plans in 1941 and the first half of 1942 to a large extent. Almost all available forces were thrown against the Soviet Union G Nazi aviation, including units removed from the Western Front. Atit was assumed that after the first successful operations, part of the bombsinterception and fighter formations will be returned to the Westfor the war with England. At the beginning of the war, the Nazis had not only numerical superiority. Their advantage was that the flightthe cadres who took part in the air attack have already been seriouslynew school of fighting with French, Polish and English pilots. On thetheir side also had a fair amount of experience interacting with their troops,acquired in the war against the countries of Western Europe.Old types of fighters and bombers, such as the I-15,I-16, SB, TB-3 could not compete with the latest Messerschmitts and"Junkers". Nevertheless, in the unfolding air battles, even on the lipsthe dead types of aircraft, Russian pilots inflicted damage on the Germans. From 22June to July 19, Germany lost 1300 aircraft only in the air battles.

Here is what the German General Staff officer Greffat writes about this:

" Behind the period from June 22 to July 5, 1941, the German air forcelost 807 aircraft of all types, and for the period from 6 to 19 July - 477.

These losses indicate that despite the surprise achieved by the Germans, the Russians managed to find the time and strength to provide decisive opposition. ".

On the very first day of the war, fighter pilot Kokorev distinguished himself by ramming an enemy fighter, the feat of the crew is known to the whole worldGastello (the latest research on this fact suggests that the ramming crew was not Gastello's crew, but was the crew of Maslov, who flew with Gastello's crew to attack enemy columns), who threw his burning car onto a cluster of German vehicles.Despite the losses, the Germans in all directions brought into battle everythingnew and new fighters and bombers. They have thrown the front4940 aircraft, including 3940 German, 500 Finnish, 500 Romanianand achieved complete air supremacy.

By October 1941, the Wehrmacht armies approached Moscow, were busycities supplying components for aircraft factories, the time has come for the evacuation of factories and design bureaus of Sukhoi, Yakovlev and others in Moscow, Ilyushin inVoronezh, all the factories of the European part of the USSR demanded the evacuation.

The release of aircraft in November 1941 was reduced by more than three and a half times. Already on July 5, 1941, the Council of People's Commissars of the USSR decided to evacuate from the central regions of the country part of the equipment of some aircraft instrument factories to duplicate their production in Western Siberia, and after a while a decision had to be made to evacuate the entire aircraft industry.

On November 9, 1941, the State Defense Committee approved the schedules for the restoration and start-up of evacuated factories and production plans.

The task was not only to restore the production of aircraft,but also significantly increase their quantity and quality. In December1941of the year, the aircraft production plan was completed by less than 40percent, and motors - only 24 percent.In the most difficult conditions, under bombs, in the cold, the cold of Siberian wintersbackup factories were launched one after another.technologies, new types of materials were used (not at the expense of quality), women and teenagers stood up for the machines.

Lend-lease deliveries were also of no small importance for the front. Throughout the Second World War, 4-5 percent of the total production of aircraft and other weapons produced in the USA was delivered to aircraft. However, a number of materials and equipment supplied by the USA, England, were unique and indispensable for Russia (varnishes, paints, other substances, devices, tools, equipment, medicines, etc.), which cannot be characterized as "minor" or secondary.

The turning point in the work of domestic aircraft factories came around March 1942. At the same time, the combat experience of our pilots grew.

Only during the period from November 19 to December 31, 1942, in the battles for Stalingrad, the Luftwaffe lost 3,000 combat aircraft. Our aviation becameact more actively and showed all its combat power in the NorthernCaucasus. Heroes of the Soviet Union appeared. This title was awardedboth for downed aircraft and for the number of sorties.

In the USSR, the squadron "Normandie-Niemen" was formed, staffed by volunteers - the French. Pilots fought on Yak planes.

The average monthly production of aircraft rose from 2.1 thousand in 1942 to 2.9 thousand in 1943. In total, in 1943, the industryproduced 35 thousand aircraft, 37 percent more than in 1942.In 1943, factories produced 49,000 engines, almost 11,000 more than in 1942.

Back in 1942, the USSR overtook Germany in the production of aircraft - the heroic efforts of our specialists and workers and the "complacency" or unpreparedness of Germany, which did not mobilize the industry in advance under the conditions of war, affected.

In the Battle of Kursk in the summer of 1943, Germany used significant amounts of aircraft, but the power of the Air Force ensured air supremacy for the first time.

By 1944, the front received about 100 aircraft daily, incl. 40 fighters.The main combat vehicles were modernized. Aircraft appeared withimproved combat qualities of Yak-3, Pe-2, Yak 9T, D, LA-5, IL-10.German designers also modernized aircraft. Appeared"Me-109F, G, G2", etc.

By the end of the war, the problem of increasing the range of fighter aircraft arose - the airfields could not keep up with the front. The designers proposed the installation of additional gas tanks on aircraft, and jet weapons began to be used. Radio communications developed, radar was used in air defense. So, on April 17, 1945, bombers of the 18th Air Army in the Koenigsberg area made 516 sorties in 45 minutes and dropped 3743 bombs with a total weight of 550 tons.

In the air battle for Berlin, the enemy took part in 1500 painful aircraft based on 40 airfields near Berlin. In history, this is the most aircraft-saturated air battle, and one should take into account the highest level of combat training on both sides.The Luftwaffe fought aces who shot down 100,150 or more aircraft (a record300 downed combat aircraft).

At the end of the war, the Germans used jet aircraft, which significantly exceeded propeller-driven aircraft in speed - (Me-262, etc.). However, this did not help either. Our pilots in Berlin made 17,500 sorties and completely defeated the German air fleet.

Analyzing military experience, we can conclude that our aircraft, developed in the period 1939-1940. they had constructive reserves for subsequent modernization. It should be noted in passing that not all types of aircraft were put into service in the USSR. For example, in October 1941, the production of MiG-3 fighters was stopped, and in 1943, the production of IL-4 bombers.

The aviation industry of the USSR produced 15,735 aircraft in 1941. In the difficult year of 1942, in the conditions of evacuation of aviation enterprises, 25,436 aircraft were produced, in 1943 - 34,900 aircraft, in 1944 - 40,300 aircraft, in the first half of 1945 20,900 aircraft were produced. Already in the spring of 1942, all factories evacuated from the central regions of the USSR beyond the Urals and Siberia, they fully mastered the production of aviation equipment and weapons. Most of these factories in new places in 1943 and 1944 produced several times more products than before the evacuation.

The success of the rear made it possible to strengthen the country's Air Force. By the beginning of 1944, the Air Force and aground 8818 combat aircraft, and German - 3073. In terms of the number of aircraft, the USSR surpassed Germany by 2,7 ​​times. By June 1944, the German Air Forcealready had only 2,776 aircraft at the front, and our Air Force - 14,787. By the beginning of January 1945, our Air Force had 15,815 combat aircraft. The design of our aircraft was much simpler than that of American, German or British aircraft. This partly explains such a clear advantage in terms of the number of aircraft. Unfortunately, it is not possible to compare the reliability, durability and strength of our and German aircraft, as well as to analyze the tactical and strategic use of aviation in the war of 1941-1945. Apparently, these comparisons would not be in our favor and would conditionally reduce such a striking difference in numbers. Nevertheless, perhaps, the simplification of the design was the only way out in the absence of qualified specialists, materials, equipment and other components for the production of reliable and high-quality equipment in the USSR, especially since, unfortunately, in the Russian army they traditionally take "number" and not skill .

Aviation armament was also improved. in 1942, a large-caliber 37 mm aircraft gun was developed, later appearedand a 45 mm cannon.

By 1942, V.Ya. Klimov developed the M-107 engine instead of the M-105P, which was adopted for installation on water-cooled fighters.

Greffoat writes: “Counting on the fact that the war with Russia, like the war in the West, would be lightning fast, Hitler assumed, after achieving the first successes in the East, to transfer bomber units, as well asthe required number of aircraft back to the West. The East mustwere to remain air connections intended for directsupport of the German troops, as well as military transport units and a certain number of fighter squadrons ... "

German aircraft, created in 1935-1936, at the beginning of the war, no longer had the possibility of radical modernization. According to German General Butler "The Russians had the advantage that in the production of weapons and ammunition they took into account all the featureswaging war in Russia and the simplicity of technology was ensured as much as possible. As a result, Russian factories produced a huge amount of weapons, which were distinguished by their great simplicity of design. Learning to wield such a weapon was relatively easy... "

The Second World War fully confirmed the maturity of domestic scientific and technical thought (this, in the end, ensured further acceleration of the introduction of jet aircraft).

Nevertheless, each of the countries went its own way in designing aircraft.

The aviation industry of the USSR produced 15,735 aircraft in 1941. In the difficult year of 1942, in the conditions of the evacuation of aviation enterprises, 25,436 aircraft were produced, in 1943 - 34,900 aircraft, for1944 - 40,300 aircraft, 20,900 aircraft were produced in the first half of 1945. Already in the spring of 1942, all factories evacuated from the central regions of the USSR beyond the Urals and to Siberia fully mastered the production of aviation equipment and weapons. Most of these factories were in new places in 1943 and 1944 years gave products several times more than before the evacuation.

In addition to its own resources, Germany possessed the resources of the conquered countries. In 1944, German factories produced 27.6 thousand aircraft, and our factories produced 33.2 thousand aircraft in the same period. In 1944, the production of aircraft exceeded the figures of 1941 by 3.8 times.

In the first months of 1945, the aviation industry was preparing technicians for the final battles. So, the Siberian Aviation Plant N 153, which produced 15 thousand fighters during the war, in January-March 1945 transferred 1.5 thousand modernized fighters to the front.

The success of the rear made it possible to strengthen the country's Air Force. By the beginning of 1944, the Air Force had 8818 combat aircraft, and the German - 3073. In terms of the number of aircraft, the USSR surpassed Germany by 2.7 times. By June 1944, the German Air Forcealready had only 2,776 aircraft at the front, and our Air Force - 14,787. By the beginning of January 1945, our Air Force had 15,815 combat aircraft. The design of our aircraft was much simpler than American, Germanor English cars. This partly explains such a clear advantage in terms of the number of aircraft. Unfortunately, it is not possible to compare the reliability, durability and strength of our and German aircraft, butalso analyze the tactical and strategic use of aviation in the war of 1941-1945. Apparently these comparisons would not be inour favor and conditionally reduce such a striking difference in numbers. Nevertheless, perhaps, the simplification of the design was the only way out in the absence of qualified specialists, materials, equipment and other components for the production of reliable and high-quality equipment in the USSR, especially since, unfortunately, in the Russian army they traditionally take "number" and not skill .

Aviation armament was also improved. in 1942, a large-caliber 37 mm aircraft gun was developed, later a 45 mm caliber gun appeared. By 1942, V.Ya. Klimov developed the M-107 engine to replace the M-105P, which was adopted for installation on water-cooled fighters.

The fundamental improvement of the aircraft is its transformationchange from propeller to jet. To increase flight speedput a more powerful engine. However, at speeds over 700 km/hspeed gain from engine power cannot be achieved. Exithouse out of position is the application of traction.Applicableturbojet / turbojet / or liquid-propellant / rocket engine / engine.the second half of the 30s in the USSR, England, Germany, Italy, later - inThe United States intensively created a jet aircraft. In 1938, lanes appeared.the world's highest, German BMW jet engines, Junkers. In 1940made test flights of the first Campini-Capro jet aircraftnor", created in Italy, later the German Me-262, Me-163 appearedXE-162. In 1941, the Gloucester aircraft with a jet was tested in England.engine, and in 1942 they tested a jet aircraft in the USA - "Airokomet". In England, a twin-engine jet aircraft "Metheor", who took part in the war. In 1945, on the plane "MeTheor-4" was set a world speed record of 969.6 km / h.

In the USSR, in the initial period, practical work on the creation of reactorsactive engines was carried out in the direction of the rocket engine. Under the guidanceS.P.Koroleva., A.F.Tsander designers A.M.Isaev, L.S.Dushkindesignedhoisted the first domestic jet engines. The pioneer of the turbojetactive engines was A.M. Lyulka.At the beginning of 1942, G. Bakhchivandzhi made the first flight to the jetactive domestic aircraft. Soon this pilot diedduring aircraft testing.Work on the creation of a practical jet aircraftresumed after the war with the creation of the Yak-15, MiG-9 using notGerman jet engines YuMO.

In conclusion, it should be noted that the Soviet Union entered the war with numerous but technically backward fighter aircraft. This backwardness was, in essence, an inevitable phenomenon for a country that had only recently embarked on the path of industrialization, which the Western European states and the United States had already traveled in the 19th century. By the mid-20s of the 20th century, the USSR was an agrarian country with a half-illiterate, mostly rural population and a meager percentage of engineering, technical and scientific personnel. Aircraft building, engine building and non-ferrous metallurgy were in their infancy. Suffice it to say that in tsarist Russia they did not produce ball bearings and carburetors for aircraft engines, aircraft electrical equipment, control and aeronautical instruments at all. Aluminium, wheel tires and even copper wire had to be purchased abroad.

Over the next 15 years, the aviation industry, along with related and raw material industries, was created almost from scratch, and simultaneously with the construction of the world's largest air force at that time.

Of course, with such a fantastic pace of development, serious costs and forced compromises were inevitable, because it was necessary to rely on the available material, technological and personnel base.

In the most difficult situation were the most complex science-intensive industries - engine building, instrumentation, radio electronics. It must be admitted that the Soviet Union was unable to overcome the lag behind the West in these areas during the pre-war and war years. The difference in "starting conditions" turned out to be too great, and the time allotted by history was too short. Until the end of the war, we produced engines created on the basis of foreign models purchased back in the 30s - Hispano-Suiza, BMW and Wright-Cyclone. Their repeated forcing led to an overstrain of the structure and a steady decrease in reliability, and, as a rule, it was not possible to bring their own promising developments to mass production. The exception was the M-82 and its further development, the M-82FN, thanks to which, perhaps, the best Soviet fighter during the war, the La-7, was born.

During the war years, they were unable to establish in the Soviet Union the serial production of turbochargers and two-stage superchargers, multifunctional propulsion automation devices, similar to the German "commandogerat", powerful 18-cylinder air-cooled engines, thanks to which the Americans overcame the milestone in 2000, and then in 2500 hp Well, by and large, no one was seriously engaged in work on water-methanol boosting of engines. All this severely limited aircraft designers in creating fighters with higher flight performance than the enemy.

No less serious restrictions were imposed by the need to use wood, plywood and steel pipes instead of scarce aluminum and magnesium alloys. The insurmountable weight of the wooden and mixed construction made it necessary to weaken the armament, limit the ammunition load, reduce the fuel supply and save on armor protection. But there was simply no other way out, because otherwise it would not even be possible to bring the flight data of Soviet aircraft closer to the characteristics of German fighters.

For a long time, our aircraft industry compensated for the lag in quality due to quantity. Already in 1942, despite the evacuation of 3/4 of the production capacities of the aviation industry, 40% more combat aircraft were produced in the USSR than in Germany. In 1943, Germany made significant efforts to increase the production of combat aircraft, but nevertheless the Soviet Union built more of them by 29%. Only in 1944, the Third Reich, through the total mobilization of the resources of the country and occupied Europe, caught up with the USSR in the production of combat aircraft, but during this period the Germans had to use up to 2/3 of their aviation in the West, against the Anglo-American allies.

By the way, we note that for every combat aircraft produced in the USSR, there were 8 times fewer machine park units, 4.3 times less electricity and 20% fewer workers than in Germany! Moreover, more than 40% of the workers in the Soviet aviation industry in 1944 were women, and over 10% were teenagers under 18 years old.

These figures indicate that Soviet aircraft were simpler, cheaper and more technologically advanced than German ones. Nevertheless, by the middle of 1944, their best models, such as the Yak-3 and La-7 fighters, surpassed the German machines of the same type and contemporary with them in a number of flight parameters. The combination of sufficiently powerful engines with high aerodynamic and weight culture made it possible to achieve this, despite the use of archaic materials and technologies designed for simple production conditions, outdated equipment and low-skilled workers.

It can be objected that in 1944 these types accounted for only 24.8% of the total production of fighters in the USSR, and the remaining 75.2% were older types with worse flight performance. One can also recall that the Germans in 1944 were already actively developing jet aircraft, having achieved considerable success in this. The first samples of jet fighters were launched into mass production and began to enter combat units.

Nevertheless, the progress of the Soviet aircraft industry during the difficult war years is undeniable. And his main achievement is that our fighters managed to win back low and medium heights from the enemy, on which attack aircraft and short-range bombers operated - the main strike force of aviation on the front line. This ensured the successful combat work of the "silt" and Pe-2 on German defensive positions, concentration of forces and transport communications, which, in turn, contributed to the victorious offensive of the Soviet troops at the final stage of the war.

Soviet aircraft of the Great Patriotic War is a topic that deserves special attention. After all, it was aviation that played a huge role in the victory over fascism. Without the winged assistants of the USSR army, it would have been much harder to defeat the enemy. Warbirds significantly brought closer the cherished moment that cost the lives of millions of Soviet citizens ...

And although at the very beginning of the war our forces lost more than nine hundred aircraft, by the middle of it, thanks to the selfless work of designers, engineers and ordinary workers, domestic aviation was again at its best. So, what kind of steel birds carried victory on their wings to the Motherland?

MiG-3

At that time, this fighter, designed on the basis of the MiG-1, was considered the highest altitude and became a real thunderstorm for German kites. He was able to climb 1200 meters, and it was here that he felt best, developing the highest speed (up to 600 kilometers per hour). But at an altitude of less than 4.5 km, the MiG-3 significantly lost to other fighters. The very first battle involving this aircraft model dates back to July 22, 1941. He took place over Moscow and was successful. The German plane was shot down. Throughout the Second World War, MiG-3 fighters guarded the sky over the capital of the Soviet Union.

The brainchild of the design bureau of Alexander Yakovlev, which in the 30s was engaged in the production of light sports "birds". Serial production of the first fighter began in 1940, and at the dawn of the war, Yak-1 aircraft took an active part in hostilities. And already in the 42nd Soviet aviation received the Yak-9.

The fighter boasted excellent maneuverability, which made it the king of close combat situations at relatively low altitudes. Another feature of the model was its lightness, achieved by replacing wood with duralumin.

Over 6 years of production, more than 17 thousand aircraft of this model rolled off the assembly line, and this allows us to call it the most massive among the "birds" of this kind. The Yak-9 survived 22 modifications, having been a fighter-bomber, a reconnaissance aircraft, a passenger aircraft, and a training aircraft. In the enemy camp, this car received the nickname "killer", which says a lot.

The fighter, which has become one of the most successful developments of the Lavochkin design bureau. The aircraft had a very simple design, which at the same time was distinguished by amazing reliability. Strong La-5 remained in service even after several direct hits. Its engine was not ultra-modern, but it was characterized by power. And the air-cooled system made it much less vulnerable than liquid-cooled motors, which were widespread at that time.

La-5 proved to be an obedient, dynamic, maneuverable and fast machine. Soviet pilots loved him, and the enemies were terribly afraid. This model became the first of the domestic aircraft of the WWII period, which was not inferior to the German kites and could fight with them on an equal footing. It was on La-5 that Aleksey Meresyev accomplished his exploits. Also at the helm of one of the cars was Ivan Kozhedub.

The second name of this biplane is U-2. It was developed by the Soviet designer Nikolai Polikarpov back in the 20s, and then the model was considered educational. But in the 40s, the Po-2 had to fight as a night bomber.

The Germans called the brainchild of Polikarpov a "sewing machine", thereby emphasizing his tirelessness and massive strike. Po-2 could drop more bombs than its heavy "colleagues" because it lifted up to 350 kilograms of ammunition. Also, the car was different in that it was capable of making several sorties in one night.

Legendary female pilots from the 46th Guards Taman Aviation Regiment fought with the enemy on the Po-2. These 80 girls, a quarter of whom were awarded the title of Hero of the USSR, terrified the enemy. The Nazis called them "night witches".

The Polikarpov biplane was produced at a factory in Kazan. Over the entire period of production, 11 thousand aircraft rolled off the assembly line, which allowed the model to be considered the most massive among biplanes.

And this aircraft is the leader in the number of issued copies in the entire history of military aviation. 36 thousand cars took to the skies from the factory floors. The model was developed in Ilyushin Design Bureau. The release of the IL-2 began in the 40th, and from the first days of the war the attack aircraft was in service.

The IL-2 was equipped with a powerful engine, the crew was protected by armored glass, the "bird" fired rockets and was the main striking force of domestic aviation. The attack aircraft simply shook with its invincibility and stamina. There were cases when aircraft returned from battle with traces of hundreds of hits and were able to fight further. This made the IL-2 a real legend among both Soviet soldiers and Nazis. Enemies nicknamed him "winged tank", "black death" and "airplane made of concrete."

IL-4

Another brainchild of the Ilyushin Design Bureau is the Il-4, which is considered the most attractive aircraft of the Second World War. His appearance immediately catches the eye and cuts into memory. The model went down in history, primarily due to the fact that the very first bombed Berlin. Moreover, not in the 45th, but in the 41st, when the war was just beginning. Among the pilots, the car was quite popular, although it did not differ in ease of operation.

The rarest "bird" in the sky during the Great Patriotic War. Pe-8 was used rarely, but accurately. He was trusted to perform the most difficult tasks. Since the appearance of the aircraft was not familiar, it happened that he became a victim of his own air defense, mistaking the car for an enemy one.

Pe-8 developed a huge speed for a bomber - up to 400 kilometers per hour. It was equipped with a giant tank, which allowed the "bird" to make the longest flights (for example, to get from Moscow to Berlin and back without refueling). Pe-8 bombs dropped large-caliber (maximum weight - 5 tons).

When the Nazis came close to Moscow, this powerful defender of the Motherland circled over the capitals of enemy states and poured fiery rain on them from the sky. Another interesting fact about the Pe-8 is that it (only on the passenger version of the model) flew to Great Britain and the United States to meet with colleagues, the Minister of Foreign Affairs of the USSR Molotov.

It was thanks to the “magnificent seven players” presented above and, of course, other, less well-known aircraft, that Soviet soldiers defeated Nazi Germany and its allies not 10 years after the start of the war, but only 4 years later. The strengthened aviation became the main trump card of our soldiers, and did not allow the enemy to relax. And given the fact that all aircraft were developed and produced in conditions of cold, hunger and deprivation, their mission and the role of the creators looks especially heroic!