Polikarpov I-153

infobox Aircraft
name =I-153
type =Fighter
manufacturer =Polikarpov



caption =
designer =Nikolai Nikolaevich Polikarpov
first flight =1938
introduced =1939
retired =
status =
primary user =Soviet Air Force
more users =
produced =1939-1941
number built =3,437
unit cost =
developed from = Polikarpov I-15
variants with their own articles =

The Russian Polikarpov I-153 "Chaika" (Russian "Чайка", "Seagull") was a late 1930s Soviet biplane fighter.

Development

The Polikarpov I-15 was an unpopular design with VVS. The distinctive "gullwing" top wing offered poor longitudinal stability and visibility, the aircraft suffered from poor build quality, and top speed was considerably worse than that of the monoplane Polikarpov I-16. As the result, I-15 was withdrawn from production in 1935. In 1936, a batch of I-15s was sent to aid the Republicans in the Spanish Civil War. The aircraft performed well enough to make VVS reconsider their view of biplane fighters and Polikarpov was ordered to create an improved version based on combat experience.

While the wholly unremarkable I-15bis was entering production, the OKB was already working on a more advanced version with the new ShKAS machine guns, Shvetsov M-62 engine, and retractable landing gear (It is interesting to note that this was one of the first projects that Artem Mikoyan of future MiG fame actively took part in). The proposal for the new fighter called I-153 (literally, I-15, 3rd version) was submitted in 1937. The first prototype powered by the Shvetsov M-25 engine was completed in August 1938. It failed factory testing due to numerous defects which were largely corrected in the second prototype and the aircraft entered production concurrently with ongoing testing and development. In test flights, the I-153 (M-25) achieved the top speed of 424 km/h (265 mph), service ceiling of 8,700 m (28,500 ft), and required 6.4 minutes to reach 5,000 m (16,400 ft). This was disappointing performance but Polikarpov had high hopes for the new Shvetsov M-62 engine.

The first I-153 (M-62) was delivered on 16 June 1939. Top speed improved to 442 km/h (275 mph) with service ceiling of 9,800 m (32,150 ft). This was still short of the projected top speed of 462 km/h (287 mph). In addition, one of the production aircraft disintegrated in a 500 km/h (310 mph) dive revealing a significant structural weakness. Combined with other defects revealed in testing and persistent poor visibility caused by the top gullwing, the aircraft failed the government acceptance trials. While numerous improvements were proposed, many were too radical to be implemented since the aircraft was already in production. Desperate to improve performance, Polikarpov tested two I-153 with the Shvetsov M-63 engine with 1,100 hp (820 kW). However, the results were disappointing and it was becoming painfully obvious that the biplane airframe was incapable of higher speeds.

One of the rarely mentioned characteristics of the I-153 was its poor performance in a spin. While the Polikarpov I-16 had gained notoriety for entering spins, it was an easy aircraft to recover. In contrast, while the I-153 was difficult to spin, once it lost control, recovery was difficult to the point where intentional spinning was forbidden for some time. A spin recovery procedure was eventually developed but, while effective, it required flawless timing and execution.

By the end of production in 1941, a total of 3,437 I-153s were built.

Operational history

The I-153 first saw combat in 1939 during the Soviet-Japanese Battle of Halhin Gol in Mongolia. The Japanese Type 97 Fighter (Nakajima Ki-27) proved a formidable opponent for the I-15bis and I-16 but was more evenly matched with the I-153 which retained agility inherent to biplanes while featuring improved performance. While the overall I-153 performance was satisfactory, some significant problems were revealed. Most troublesome was the absence of a firewall between the fuel tank mounted in front of the cockpit and the pilot. Combined with strong draft coming in through the wheel wells, fuel tank fires invariably resulted in rapid engulfment of the cockpit and severe burns to the pilot. In addition, the M-62 engine suffered from a service life of only 60-80 hours due to failures of the two-stage supercharger.

Stalin's purges in the 1930s resulted in a tremendous lag in Soviet aircraft at the beginning of World War IIFact|date=March 2007. Although the new Yak-1 and LaGG-3 fighters were entering production, on 22 June 1941 the bulk of VVS was equipped with the obsolete 1930s designs including a large number of I-153. Even as late as 1942, there were attempts to reinstate production of I-153 and I-16 to fill the shortage of fighter aircraft.

The Polikarpov I-153 never flew with any Spanish Air Force units during or after the Spanish Civil War. Two earlier variants of this aircraft, the I-15 and the I-15bis, did fly with the Republican Air Force during the conflict and, later, captured examples of both types were used by the Fuerzas Aereas till the early 1950s.

Variants

While attempts to improve performance proved largely fruitless, Polikarpov had some success in upgrading the armament. I-153 underwent trials with two synchronized 12.7 mm TKB-150 (later designated Berezin BS) machine guns, and about 150 aircraft were built with a single TKB-150 in the fuselage and two ShKAS in the wings (a single TKB-150 was used because of the shortage of this weapon which was shared with I-16 Type 29). Late in production, about 400 aircraft were modified with metal plates under the wings to accommodate RS-82 unguided rockets. Other modifications included:
* I-153BS - This version was fitted with four 12.7-mm (0.5-inch) Berezin BS machine-guns, instead of ShKAS machine guns.
* I-153DM - On an experimental basis, the I-153DM was flown with gasoline-burning ramjet engines under the wings. DM-2 engines increased the top speed by 30 km/h (19 mph) while more powerful DM-4 engines added as much as 50 km/h (30 mph). A total of 74 flights were performed.
* I-153GK or ("I-153V) - high-altitude version with a pressurized cockpit, did not enter production
* I-153P - two synchronized 20 mm ShVAK cannons, added firepower was offset by the increase in weight and tendency of gunpowder to foul the windscreen
* I-153Sh and USh - ground attack versions with underwing containers with ShKAS machine guns and 2.5 kg (5.5 lb) bombs
* I-153TKGK - high-altitude version with a turbocharged engine and a pressurized cockpit, top speed of 482 km/h (300 mph) at 10,300 m (33,785 ft), 26 built for air defence
* I-153UD - rear fuselage completed as a wooden monocoque rather than fabric-covered steel and wooden frame to save metal, did not enter production
* Fifty I-153 were equipped with larger oil tanks and plumbed to accept external fuel tanks under the wings which doubled the combat range. These were largely used by the Soviet Navy.
* I-190 - experimental version powered by a 1,100-hp (820-kW) M-88V radial piston engine.

urvivors

In the early 1990s, New Zealand pilot and entrepreneur Tim (later Sir Tim) Wallis' Alpine Fighter Collection organised the restoration of three I-153s and six I-16s to an airworthy condition, this project being completed in 1999 as the third and final I-153 arrived in New Zealand. After a spectacular international debut at Warbirds over Wanaka 1998 (for the I-16s) and 2000 (for the I-153s), some of the aircraft were sold off around the world, to the Commemorative Air Force in the U.S., to Jerry Yagen of Virginia, and an I-16 to Spain. Some of the I-16s and I-153s remain at Wanaka awaiting sale, although one of each will be retained (see External Links).

pecifications (I-153 (M-62))

aircraft specifications

plane or copter?=plane
jet or prop?=prop
crew=One
length main=6.18 m
length alt=20 ft 3 in
span main=
*Top wing: 10.0 m (32 ft 10 in)
*Bottom wing: 7.5 m
span alt=24 ft 7 in
height main=3.0 m
height alt=9 ft 10 in
area main=22.1 m²
area alt=237.8 ft²
empty weight main=1,348 kg
empty weight alt=2,966 lb
loaded weight main=1,765 kg
loaded weight alt=3,883 lb
max takeoff weight main=1,859 kg
max takeoff weight alt=4,090 lb
more general=
engine (prop)=Shvetsov M-62
type of prop=radial engine
number of props=1
power main=597 kW
power alt=800 hp
max speed main=426 km/h
max speed alt=265 mph
range main=740 km
range alt=460 mi
ceiling main=11,000 m
ceiling alt=36,080 ft
climb rate main=15 m/s
climb rate alt=2,985 ft/min
loading main=80 kg/m²
loading alt=16 lb/ft²
power/mass main=0.34 kW/kg
power/mass alt=0.21 hp/lb
more performance=
armament=
* 4x 7.62 mm ShKAS machine guns, 2,500 rounds of ammunition total

Operators

;China as ROC
*Chinese Nationalist Air Force;FIN
*Finnish Air Force operated 21 captured aircraft, 11 of which were bought from Germany, of which 10 were actually delivered. They flew with the serials IT-11 till IT-31. [FAF in Color: [http://www.sci.fi/~ambush/faf/fafincolor.html Finnish Air Force Aircraft: Polikarpov I-153] en icon] [Keskinen et al. 1977, p. 18-54.] ;flag|Germany|Nazi
*Luftwaffe operated captured aircraft.;USSR
*Soviet Air Force

ee also

aircontent
sequence=
related=
*Polikarpov I-15
similar aircraft=
*Avia B-534
*Fiat CR.32
*Fiat CR.42
*Gloster Gladiator
*Grumman F3F
*Heinkel He 51
lists=
see also=

References

Notes

Bibliography

* Abanshin, Michael E. and Gut, Nina. "Fighting Polikarpov, Eagles of the East No. 2". Lynnwood, WA: Aviation International, 1994. ISBN 1-884909-01-9.
* Gordon, Yefim and Dexter, Keith. "Polikarpov's Biplane Fighters" (Red Star, vol.6). Earl Shilton, Leicester, UK: Midland Publishing, 2002. ISBN 1-85780-141-5.
* Gordon, Yefim and Khazanov, Dmitri. "Soviet Combat Aircraft of the Second World War, Volume One: Single-Engined Fighters". Earl Shilton, Leicester, UK: Midland Publishing Ltd., 1998. ISBN 1-85780-083-4.
* Green, William. "End of an Era... Polikarpov's Chaika." "AIR Enthusiast" Volume 1, Number 1, June 1971. Bromley, Kent, UK: Pilot Press Ltd., 1971.
* Green, William. "Warplanes of the Second World War, Volume Three: Fighters". London: Macdonald & Co. (Publishers) Ltd., 1961 (seventh impression 1973). ISBN 0-356-01447-9.
* Green, William and Swanborough, Gordon. "WW2 Aircraft Fact Files: Soviet Air Force Fighters, Part 2". London: Macdonald and Jane's Publishers Ltd., 1978. ISBN 0-354-01088-3.
* Keskinen, Kalevi; Stenman, Kari and Niska, Klaus. "Venäläiset Hävittäjät (Suomen Ilmavoimien Historia 7)". Espoo, Finland: Tietoteos, 1977. ISBN 951-9035-25-7.
* Kopenhagen, W., ed. "Das große Flugzeug-Typenbuch" (in German). Stuggart, Germany: Transpress, 1987. ISBN 3-344-00162-0.
* Léonard, Herbert. "Les avions de chasse Polikarpov" (in French). Rennes, France: Editions Ouest-France, 1981. ISBN 2-85882-322-7.
* Léonard, Herbert. "Les chasseurs Polikarpov" (in French). Clichy, France: Éditions Larivière, 2004. ISBN 2-914205-07-4.
* Maslov, Mikhail A. "Polikarpov I-153 (Wydawnictwo Militaria 222)" (in Polish). Warsawa, Poland: Wydawnictwo Militaria, 2005. ISBN 83-7219-222-7.
* Stapfer, Hans-Heiri. "Polikarpov Fighters in Action, Part 1 (Aircraft in Action number 157)". Carrollton, TX: Squadron/Signal Publications, Inc., 1995. ISBN 0-89747-343-4.

External links

* [http://www.nzfpm.co.nz/article.asp?id=i153 Photos and article on restored I-153 in New Zealand]