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{|{{Infobox Aircraft Begin |
{|{{Infobox Aircraft Begin |
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| name=''' |
| name='''Alekseyev I-21''' |
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| image= |
| image= |
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| caption= |
| caption= |
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}}{{Infobox Aircraft Type |
}}{{Infobox Aircraft Type |
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| type=[[ |
| type=[[Jet]] [[Interceptor Fighter]] |
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| national origin=[[ |
| national origin=[[USSR]] |
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| manufacturer= |
| manufacturer= [[Alekseyev]] |
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| designer=[[Semyon |
| designer= [[Semyon Mikhailovich Alekseyev]] |
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| first flight= |
| first flight= [[Autumn]] [[1947]] |
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| introduced= |
| introduced= |
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| retired= |
| retired= |
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| status= |
| status= |
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| primary user= |
| primary user= |
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| number built= |
| number built=3 |
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| developed from= |
| developed from= |
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| variants with their own articles= |
| variants with their own articles= |
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}} |
}} |
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|} |
|} |
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==Development== |
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'''Aircraft 200''' a.k.a. '''La-200''' was a two-seater, [[swept wing]]ed, Night and Bad Weather Jet [[Interceptor]] Fighter designed and manufactured by the Lavochkin Design Bureau from 1948. |
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After working as [[Lavochkin]]'s right hand man during [[WWII]], Alekseyev was appointed as Chief Designer of [[OKB-21]] at [[Gor'kiy]]. The [[Council of the People's Commissars]] directed Alekseyev, (among others), to develop jet fighters using more powerful engines than the captured [[German]] examples and their [[Soviet]]-built copies. The result of Alekseyev's efforts was the '''I-21''' ([[Istrebitel']] - Fighter), which was planned to be produced in several variants. |
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==Design and development== |
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In response to a requirement for a high performance nightand bad weather interceptor, Lavochkin (OKB-310), [[Sukhoi]] ([[OKB-134]]) and [[Mikoyan-Gurevich]] ([[OKB-155]]) design bureaux developed, Aircraft 200, the [[Su-15]], and [[I-320]] - (Istrebitel - 320) respectively. |
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The major driver for the three competing aircraft, was the development of the "Toriy" - Thorium centimetre waveband NII-17 RADAR at NIIP - Naoochno-Issledovatel'skiy Institut Proborostroyeniya (Research Institute of Instrument Engineering), which was capable of detecting a B-29 Superfortress bomber at a range of 12 miles. |
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The I-21 was a twin-engined all metal single seat jet fighter, with staight wings, mid-set on a round streamlined fuselage, and engines mounted in front of the wings at approx 1/3 span. The slightly swept tail unit was cruciform in layout with the tailplane set at approx 1/2 fin span with slight dihedral. The aircraft's structure was constructed from High strength B-95 aluminium alloy, high strength steel for highly loaded parts and "Elektron" magnesium alloy for cast fittings. A hydraulically retractable tricycle undercarriage was fitted, using twin wheels for nose and main undercarriages. Hydraullically actuated airbrakes were fitted either side of the rear fuselage. |
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Aircraft 200 was an all-metal, two seater, twin-engined jet aircraft, with a [[tri-cycle]] [[undercarriage]] and mid set wings with 40<sup>o</sup> sweep at 1/4 chord. The two Klimov RD-45F centrifugal flow [[turbo-jet]] engines were to be fitted in tandem inside the front and rear fuselage with the air intake at the extreme nose. The forward engine exhausted under the centre fuselage and the rear engine exhausted at the end of the rear fuselage. Access to the engines for [[maintenance]] and removal was gained by removing the forward fuselage forward of the nose undercarriage and the rear fuselage forward of the fin. |
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Construction of the first two airframes began at the end of 1946, with extreme pressure from the Ministry of Aircraft production to complete Initial flight testing by 1st August 1947, to enable the aircraft to take part in the Aviation Day Flypast at [[Tushino]] on the 18th of August 1947. Whilst one of the two airframes initially produced was used for static testing, the other was completed as the I-211(I-21 version 1) with |
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The tri-cycle main and nose undercarriages were housed entirely within the fuselage. The nose undercarriage rotated 90<sup>o</sup> to lie flat under the forward engine, and the twin wheeled main undercarriage legs, with long travel levered suspension, retracted into the centre fuselage abovr the forward jetpipe and atride the fuel tank and intake trunking for the rear engine. |
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Lyul'ka TR-1 turbojet engines. Despite pressure from above the I-211 was unable to participate in the Tushino display. |
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Six test flights had been carried out before the I-211 struck a pothole on landing, which collapsed the undercarriage. Repairs were carried out and the opprtunity taken to replace the troublesome TR-1 engines with [[Klimov RD-45]] ([[Rolls-Royce Nene]] copies). The result was the '''I-215''' which had been in development before the first flight of the I-211. Other minor modifications were carried out, the most noticeable being the larger engine nacelles. Despite good results from flight testing the I-215 lost out in production orders to the newer generation of swept winged fighters. |
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The swept wings were of constant chord with 2/3 span flaps, 1/3 span [[aileron]]s, and [[wing fence]]s at approximately 1/4 and 1/2 [[span]]. The tail unit comprised a sharply swept broad chord tapered fin with a sharply swept tapered [[tailplane]] at 2/3 fin length. The swept wings maximised the speed performance but imposed a higher wing loading than specified by the [[VVS]], thus the RD-45F engines were replaced with Klimov VK-1 engines (up-rated RD-45F's). |
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A third airframe was built and completed as the '''I-215D''' (dooblyor - second prototype), to a special order from [[OKB-1]], with a bicycle undercarriage, to test this arrangement for "Aircraft 150" and other projects (OKB-1 was supervised by Dr. Brunolf Baade, who later designed the VEB type 152 airliner, in the [[DDR]],as a direct descendent of "Aircraft 150" and indirectly of the I-215D). The main undercarriage of the I-215D also incorporated a kneeling feature which could increase the incidence of the aircraft by 3<sup>o</sup> to assist take-off. Trials with this undercarriage arrangement proved successful and paved the way for it's use in many other Soviet aircraft. |
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The Toriy radar was initially fitted in an ogival radome in the centre of the air intake. |
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Armament of the I-211 comprised of three cannon in the lower forward fuslage. |
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==History== |
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<!-- ==Operational history== --> |
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Aircraft 200 incorporated many innovative systems, including [[powered flying controls]], high capacity hydraulic and pneumatic systems, high voltage AC electrical power system and a comprehensive avionics suite. OKB-301 carried out extensive ground tests, allowing problems revealed in the tests to be addressed before the first flight. |
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==Variants== |
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* I-210 - The initial version with Tumanskii RD-20 (BMW 003 copy) engines. Not proceded with due to availability of Lyul'ka TR-1 engines. |
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* I-211 - The first flyable example completed as the I-211 with Lyul'ka TR-1 engines, rebuilt as the I-215. |
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* I-212 - A proposed two seat ground attack derivative with Klimov VK-1 engines. |
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* I-215 - The re-built I-211 with Klimov/Rolls-Royce RD-45 engines and other minor modifications. |
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* I-216 - Proposed "Heavy" fighter version of the I-215 with two 75mm cannon and modified outer wings. |
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* I-217 - Swept-back winged I-215, and Swept-forward winged I-215 projects. |
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<!-- ==Units using this aircraft/Operators (choose)== --> |
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==Specifications (I-211) == |
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<!--Use one OR other of the two specification templates. Delete the template code of the one you do not use. aero-specs is designed to handle the specification of gliders and lighter-than-air craft well. They each have their own documentation. In aircraft-specifications the parameter "xxxx more" allows for the addition of a qualifier to the value eg "at low level", "unladen". --> |
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For initial tests the aircraft was fitted with dual controls in the side by side cockpit. Flight trials were relatively sucessful, but revealed a tendency to drop the starboard wing at high speeds (known colloquially as val'ozhka). Other problems included vibrations of the rear fuselage with the rear engine throttled back and the front engine at maximum power, the twin mainwheels proved troublesome, as well unreliable radio and very poor performance from the RADAR. |
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To help cure the problems the starboard wing incidence was increased by 1<sup>o</sup> 30', and the twin mainwheels were replaced by single wheel units. Spill doors were fitted to the rear fuselage, arranged to open automatically when the rear engine was throttled back. The flaps and wings were stiffened, and separate aileron actuators were installed in the wings rather than a single actuator behind the cockpit seats. Cooling air was provided for the radio which was located close to the front engine jetpipe. To address the failings of theRADAR it was decided to replace it with the Korshun -(Kite) RADAR also developed by NII-17. The single antenna was moved to the top lip of a redesigned air intake. |
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{{aircraft specifications |
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By the spring of 1951 Aircraft 200 was the only one of the three competitors to survive and pass State acceptance trials. Production was provisionally ordered as the La-17, but the production directive was not endorsed so production was abandoned. |
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|plane or copter?=<!-- options: plane/copter -->plane |
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While other OKB's were designing the next generation of all-weather interceotors, OKB-301 was tasked with fitting the new Sokhol (Falcon) RADAR into Aircraft 200. The result was '''Aircraft 200B''', with a new fuselage nose housing the radar behind a large radome with three air intakes surrounding the radome. By mid 1953 the RADAR was working adequately but Aircraft 200B's performance was no longer good enough and further work was abandoned. |
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|jet or prop?=<!-- options: jet/prop/both/neither -->jet |
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|ref=<!-- the source(s) for the information -->Gordon,Yefim. "Early Soviet Jet Fighters". Hinkley:Midland. 2002. ISBN 1 85780 139 3 |
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|crew=1 |
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|capacity= <!-- the number of passengers carried in the case of a commercial aircraft--> |
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|payload main= |
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|length main=11.54 m |
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|length alt=37 ft 11.9 in |
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|span main=12.25 m |
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|span alt=40 ft 2.28 in |
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|height main= |
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|area main=25 m<sup>2</sup> |
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|area alt= 268.8 ft<sup>2</sup> |
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|type of prop= <!-- meaning the type of propeller driving engines --> |
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|number of props=<!-- ditto number of engines--> |
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|armament=<!-- if you want to use the following specific parameters, do not use this line at all--> |
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|hardpoints= |
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|hardpoint capacity= |
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|avionics= |
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}} |
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==Variants== |
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* - 200 with Toriy (Thorium) RADAR |
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* - 200 with Korshun (Kite) RADAR |
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* - 200B with Sokhol (Falcon) RADAR |
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==Specifications (Aircraft 200B)== |
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{{aerospecs |
{{aerospecs |
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|ref=<!-- reference --> |
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|ref=[[Gordon,Yefim]]. ''Lavochkin's Last Jets''. Midland Publishing. Hinkley. 2007. ISBN(10) 1 85780 253 5 |
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|met or eng?=<!-- eng for US/UK aircraft, met for all others. You MUST include one or the other here, or no specifications will show --> |
|met or eng?=<!-- eng for US/UK aircraft, met for all others. You MUST include one or the other here, or no specifications will show --> |
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|crew=Two |
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|swept m=<!-- swing-wings --> |
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|swept area sqm=<!-- swing-wings --> |
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|swept area sqft=<!-- swing-wings --> |
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|aspect ratio=<!-- sailplanes --> |
|aspect ratio=<!-- sailplanes --> |
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|wing profile=<!-- sailplanes --> |
|wing profile=<!-- sailplanes --> |
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|empty weight kg= |
|empty weight kg= |
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|empty weight lb= |
|empty weight lb= |
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|gross weight lb= |
|gross weight lb= |
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|lift kg=<!-- lighter-than-air --> |
|lift kg=<!-- lighter-than-air --> |
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|lift lb=<!-- lighter-than-air --> |
|lift lb=<!-- lighter-than-air --> |
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|eng1 number=2 |
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|eng1 type= |
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|eng1 kw=<!-- prop engines --> |
|eng1 kw=<!-- prop engines --> |
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|eng1 hp=<!-- prop engines --> |
|eng1 hp=<!-- prop engines --> |
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|eng1 kn=<!-- jet/rocket engines --> |
|eng1 kn=<!-- jet/rocket engines --> |
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|eng1 lbf=<!-- jet/rocket engines --> |
|eng1 lbf=<!-- jet/rocket engines --> |
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|eng1 kn-ab=<!-- afterburners --> |
|eng1 kn-ab=<!-- afterburners --> |
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|eng1 lbf-ab=<!-- afterburners --> |
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|eng2 kn-ab=<!-- afterburners --> |
|eng2 kn-ab=<!-- afterburners --> |
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|eng2 lbf-ab=<!-- afterburners --> |
|eng2 lbf-ab=<!-- afterburners --> |
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|max speed kmh=1,070 |
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|max speed |
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|max speed mach=<!-- supersonic aircraft --> |
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|max speed mach=<!-- supersonic aircraft --> |
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|cruise speed kmh=<!-- if max speed unknown --> |
|cruise speed kmh=<!-- if max speed unknown --> |
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|cruise speed mph=<!-- if max speed unknown --> |
|cruise speed mph=<!-- if max speed unknown --> |
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|stall speed kmh=<!-- aerobatic and STOL aircraft --> |
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|range km=1,170 internal, 2,170 drop tanks |
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|stall speed mph=<!-- aerobatic and STOL aircraft --> |
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|range miles=726 Internal , 1,347 Drop Tanks |
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|range km= |
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|range miles= |
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|endurance h=<!-- if range unknown --> |
|endurance h=<!-- if range unknown --> |
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|endurance min=<!-- if range unknown --> |
|endurance min=<!-- if range unknown --> |
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|ceiling m= |
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|ceiling ft= |
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|g limits=<!-- aerobatic aircraft --> |
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|roll rate=<!-- aerobatic aircraft --> |
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|glide ratio=<!-- sailplanes --> |
|glide ratio=<!-- sailplanes --> |
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|climb rate ms= |
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|climb rate ftmin= |
|climb rate ftmin= |
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|sink rate ms=<!-- sailplanes --> |
|sink rate ms=<!-- sailplanes --> |
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|sink rate ftmin=<!-- sailplanes --> |
|sink rate ftmin=<!-- sailplanes --> |
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|armament1=3 x 37mm [[Nudelman-Suranov]] [[NS-37]] [[cannon]] |
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|armament1= |
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|armament6= |
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}} |
}} |
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==See also== |
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<!-- ==See also== --> |
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{{aircontent| |
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{{aircontent |
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|related= |
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<!-- include as many lines are appropriate. additional lines/entries with carriage return. --> |
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|similar aircraft= |
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*[[Sukhoi]] [[Su-15]] |
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*[[Mikoyan-Gurevich]] [[MiG I-320]] (Izdeliye R) |
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|sequence=150 152 154 156 160 |
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|lists= |
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* [[List of military aircraft of the Soviet Union and the CIS]] |
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* [[List of aircraft]] |
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|see also= |
|see also= |
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|related=<!-- related developments --> |
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|similar aircraft=<!-- similar or comparable aircraft --> |
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|lists=<!-- related lists --> |
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}} |
}} |
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==References== |
==References== |
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{{reflist}} |
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*[[Bill Gunston|Gunston, Bill]]. ''The Osprey Encyclopedia of Russian Aircraft 1875-1995''. London:Osprey, 1995. ISBN 1 85532 405 9. |
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*Gordon,Yefim. |
*Gordon,Yefim. "Early Soviet Jet Fighters". Hinkley:Midland. 2002. ISBN 1 85780 139 3 |
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==External links== |
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{{ |
{{refbegin}} |
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{{refend}} |
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[[Category:Lavochkin aircraft|Aircraft 190]] |
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[[Category:Jet aircraft]] |
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<!-- ==External links== --> |
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[[Category:Single engine aircraft]] |
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[[Category:Soviet fighter aircraft 1940-1949]] |
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{{Aviation lists}} |
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[[cs:Lavočkin Aircraft 200]] |
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[[de:Lawotschkin Aircraft 200]] |
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[[Category: ]] |
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[[it:Lavochkin Aircraft 200]] |
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[[pl:Aircraft 200]] |
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[[ru:Aircraft 200]] |
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[[vi:Lavochkin Aircraft 200]] |
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Revision as of 15:49, 7 May 2009
| Alekseyev I-21 | |
|---|---|
| Role | Jet Interceptor Fighter |
| National origin | USSR |
| Manufacturer | Alekseyev |
| Designer | Semyon Mikhailovich Alekseyev |
| First flight | Autumn 1947 |
| Number built | 3 |
Development
After working as Lavochkin's right hand man during WWII, Alekseyev was appointed as Chief Designer of OKB-21 at Gor'kiy. The Council of the People's Commissars directed Alekseyev, (among others), to develop jet fighters using more powerful engines than the captured German examples and their Soviet-built copies. The result of Alekseyev's efforts was the I-21 (Istrebitel' - Fighter), which was planned to be produced in several variants.
The I-21 was a twin-engined all metal single seat jet fighter, with staight wings, mid-set on a round streamlined fuselage, and engines mounted in front of the wings at approx 1/3 span. The slightly swept tail unit was cruciform in layout with the tailplane set at approx 1/2 fin span with slight dihedral. The aircraft's structure was constructed from High strength B-95 aluminium alloy, high strength steel for highly loaded parts and "Elektron" magnesium alloy for cast fittings. A hydraulically retractable tricycle undercarriage was fitted, using twin wheels for nose and main undercarriages. Hydraullically actuated airbrakes were fitted either side of the rear fuselage.
Construction of the first two airframes began at the end of 1946, with extreme pressure from the Ministry of Aircraft production to complete Initial flight testing by 1st August 1947, to enable the aircraft to take part in the Aviation Day Flypast at Tushino on the 18th of August 1947. Whilst one of the two airframes initially produced was used for static testing, the other was completed as the I-211(I-21 version 1) with Lyul'ka TR-1 turbojet engines. Despite pressure from above the I-211 was unable to participate in the Tushino display.
Six test flights had been carried out before the I-211 struck a pothole on landing, which collapsed the undercarriage. Repairs were carried out and the opprtunity taken to replace the troublesome TR-1 engines with Klimov RD-45 (Rolls-Royce Nene copies). The result was the I-215 which had been in development before the first flight of the I-211. Other minor modifications were carried out, the most noticeable being the larger engine nacelles. Despite good results from flight testing the I-215 lost out in production orders to the newer generation of swept winged fighters.
A third airframe was built and completed as the I-215D (dooblyor - second prototype), to a special order from OKB-1, with a bicycle undercarriage, to test this arrangement for "Aircraft 150" and other projects (OKB-1 was supervised by Dr. Brunolf Baade, who later designed the VEB type 152 airliner, in the DDR,as a direct descendent of "Aircraft 150" and indirectly of the I-215D). The main undercarriage of the I-215D also incorporated a kneeling feature which could increase the incidence of the aircraft by 3o to assist take-off. Trials with this undercarriage arrangement proved successful and paved the way for it's use in many other Soviet aircraft.
Armament of the I-211 comprised of three cannon in the lower forward fuslage.
Variants
- I-210 - The initial version with Tumanskii RD-20 (BMW 003 copy) engines. Not proceded with due to availability of Lyul'ka TR-1 engines.
- I-211 - The first flyable example completed as the I-211 with Lyul'ka TR-1 engines, rebuilt as the I-215.
- I-212 - A proposed two seat ground attack derivative with Klimov VK-1 engines.
- I-215 - The re-built I-211 with Klimov/Rolls-Royce RD-45 engines and other minor modifications.
- I-216 - Proposed "Heavy" fighter version of the I-215 with two 75mm cannon and modified outer wings.
- I-217 - Swept-back winged I-215, and Swept-forward winged I-215 projects.
Specifications (I-211)
Data from Gordon,Yefim. "Early Soviet Jet Fighters". Hinkley:Midland. 2002. ISBN 1 85780 139 3
General characteristics
- Crew: 1
Performance
General characteristics
Performance
References
- Gordon,Yefim. "Early Soviet Jet Fighters". Hinkley:Midland. 2002. ISBN 1 85780 139 3
[[Category: ]]