Polikarpov I-16 "Rata" Fighter Factory The Polikarpov I-16 prototype flew for the first time on New Years Eve day, 1933. There were only a small number of the original I-16's built, five of which participated in the 1935 May Day fly-past over Red Square in Moscow. These were the first low-wing, single seat fighters with retractable landing gear, to enter into service anywhere in the world. Originally, the aircraft were built with American Wright Cyclone engines, but they were soon substituted with Russian engines built under license. Because of the new style of this plane, many pilots initially found it difficult to fly.
Therefore, several two seat advanced trainers were built. A few planes were built with enclosed canopies, different gun configurations, skis for landing on the ice and snow, and many other variations. Most countries' air forces underestimated the abilities of the I-16, because of it's stubby appearance. It quickly gained respect and the name Rata (rat) as it fired 1,800 rounds per minute and flew 70 mph faster than most fighters of that time. The Spanish Republicans received 475 I-16's from Russia, and even locally built some of their own. Polikarpov I-16's fought against the Japanese over China and Manchuria while armed with airborne rockets The I-16 fought for Spain, China, was instrumental to the Soviets success during the 'Winter War' against Finland, and fought bravely in Operation Barbarossa launched by the Germans in 1941. During this war with Germany, the Polikarpov I-16 began to be outclassed. Therefore, the Soviet fighters would sometimes deliberately ram their planes into the opposing German fighters and bombers, risking their planes and their own lives for the defense of their Motherland. The Fighter Factory's airworthy Polikarpov I-16, White #28, was found in Karelia in 1991. The data plates recovered at the wrecksite reveal that this I-16 was produced at the Gorky Aircraft Plant #21 in late 1939. The fabric found among the wreckage showed the paint scheme of the Red Army Air Force of 1941, which were black spots over dark green. This airplane flew with the 155th Fighter Squadron and likely crashed in 1941- 42. Polikarpov I-16 Photos Polikarpov I-16 parts
Polikarpov I 16 "Rata" Photos
Close up while flying
Flying over New Zealand
Taxiing for takeoff
The center of the formation
Arriving in Virginia
Awaiting re-assembly
Polykarpov I-16 Rata Design Specifications << Back
Polikarpov I-16 Rata Aircraft Parts
Polikarpov I-16 crash site in Murmansk (second airplane)
I-16 fuselage being restore outside of Moscow
Original Russian M-62 engine
Engine installed in aircraft
Skis being prepared for rebuild
Rata skis for winter operations
Rocket rails for under the wings
Fuselage in transportation jig for shipping
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TDM Models Electric Power R/C Aircraft Plans
Polikarpov I-16 Type 24 "Rata" Original Design and Plans Model Specifications Wingspan
31"
Length
24.0"
Weight rtf
20-22 oz
wing area
172 sq in
wing loading
16.7 oz
recommended motor AXI 2212/20 or Mega 16/15/6 brushless recommended battery 8 cell 1100 niMH or 3s2p lipo
Weight of completed model in photos is 22.0 ounces with a fiberglass cloth and acrylic paints finish. The aircraft shown and successfully flown is equipped with an AXI 2212/20 brushless motor, a CC-Phoenix 25 brushless ESC, 2 Hitec HS60 servos, Hitec 555 receiver and an 8-1100 nimh battery pack. The model can also be configured with a 3s2p Lipo pack for longer duration and more performance- See Detail. Flying Qualities 07.01.2005 flight report: Since the maiden flight on April 4, 2005 the I-16 has made almost 40 flights. This aircraft has proven to be a solid flyer with great flight characteristics. No equipment changes have been made since the first flight other than switching to a 3s2p 2100 Lipo battery pack. Typcial flight times are 12-14 minutes with ample reserve. The aircraft cruises nicely at 40% throttle and will do big smooth loops at only 50% throttle. Landings are easy and are generally done by chopping power at 20-30 feet altitude and gliding onto a grass field. This design is the best and easiest to fly model between the
BF109F2 and the Mig-3. 05.23.2005 flight report: At this point the I-16 has 20 flights on it and continues to demonstrate excellent flying characteristics. The model is actually very docile in it's handling characteristics and is NOT difficult to fly. Any pilot experienced in 1/12 scale warbird type aircraft should have not trouble flying this model. 04.20.2005 flight report: Three more flights on the Rata this date. Winds were 5-12 mph. No adjustments were made to control setups since the maiden flight. During these fights averaging 7 minutes each, the Rata flight envelope was further explored with some loops, horizontal rolls, stall turns, high speed passes and slow fight. No bad habits were discovered. The AXI 2212/20 with a 9x4.5 prop seems to have adequate power for all of these manuevers. Even at 60% throttle the aircraft cruises around nicely. The airplane slows down quickly when the power is reduced below 40% due to the blunt nose (drag). A bit of power is required to maintain a nice final approach for landing. 04.14.2005 flight report: This model was first successfully flown on this date, finished and equipped as shown and in the top two photos. The model flew straight and level from the initial launch and demonstrated excellent flying characteristics! Only a small amount of right aileron trim was required for level flight. (The torgue of the outrunner motor probably contributed to the need for right trim) Two flight were made gently testing the control response and initial stall tendancies. Although the original full-scale aircraft was know for being very sensitive and having a high landing speed, this model does not duplicate those bad habits. Wind for maiden flights was 12-18 mph
You have the following options for the Polikarpov I-16 Type 24 "rata" aircraft! Laser cut parts and set of PDF plans Dropped shipped from laser cutter direct INCLUDES SHIPPING! Vacuum-formed windscreen
$57.00
$4.00
PDF plan pack is available for immediate download
$14.95
Click Here for drawing of laser cut parts included in "short kit".
Plan Previews
The wing is all balsa and assembled flat on the work bench. Templates for all wing ribs are included on the plans. The horizontal stabilizer, elevators and vertical fin are all 1/8" balsa components.
The fuselage is built-up balsa, assembled over an internal removable jig. Formers are 1/16" plywood and 1/16" balsa. The fuselage is sheeted with 1/16" balsa. Templates for fuselage sheeting are included on the plans as well as an instrument panel drawing and scale M-63 radial engine. 1/16" Sheeting for the fuselage and top of the wing is not included in the laser cut parts set.
A 8 1/2"x11" decal sheet as shown is provided with the plans
Polikarpov I 16 Type 24 Rata
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Par Angus
Doc de référence http://www.warbirdalley.com/images/polikarpov.jpg http://www.kiwiaircraftimages.com/i16.html http://www.aircraftresourcecenter.com/AWA1/501-600/walk545_I-16_Abbott/walk545.htm http://www.xs4all.nl/~fbonne/warbirds/ww2htmls/polii16.html#polii160 http://vvs.hobbyvista.com/ModelArticles/I-16/index.php http://www.samolet.co.uk/i-16.html
La boîte Voilà un joli kit Hobbycraft pas cher, acheté d'occase sur notre sitre préféré avec la planche Eduard associée
La maquette est simple, la gravure fine, et il n'y en a pas beaucoup. Il y a des renforts en relief sur et sous les ailes, faudra veiller à ne pas les supprimer, donc amincissement du bord de fuite par l'intérieur impératif. Les puits de train sont quand même un peu vide
LA pièce en plastique transparent est propre, mais je bien épaisse, un petit thermoformage tout facile va aider à corriger cela.le reste du kit est correct, c'est pas la maquette du 3eme millénaire, mais c'est très honnête, et puis cet avion est très simple. Pour rigoler, le cockpit Hobbicraft et la version Eduard sur laquelle j'ai juste changé les coussins refaits en gomme qui me plait plus réaliste qu'en photodécoupe
Montage portes découpées et renforts intérieurs Eduard, je vais mettre pas dessus de la carte plastique, sur les photos c'est de section carrée
Voici l'intérieur du cockpit détaillé, le kit Eduard aide bien, j'ai juste rajouté quelques fils (couleur cuivre) et mis une goutte de colle blanche sur les manettes. Par comme montré sur l'image coloriée, j'ai déplacé les renforts Eduard pour les remettre en bonne position
Pour ce qui est de la couleur intérieure, je sais c'est sujet à discusion, mais ce bleu m'a paru correct.
La doc du kit dit intérieur light grey, les photos à ma disposition vont de bleu ciel franc à bleu ciel très pale, bref dans le doute, j'avais un très vieux pot de Humbrol 47 qui traînait. Voici le cockpit peind, et je suis pas content de moi j'ai voulu faire une finition "à l'espagnol" et je suis très loin du compte, je verrai plus tard pour corriger cela. Bon d'abord la partie siège, en fait la miniature est à peu près à l'échelle 1 quand vous regardez la vraie pièce posée à 30 cms de votre oeil (écran en 1280, donc miniature de 32mm de large)
tableau de bord, rien de spécial à dire, file d'acétate sur plaque en photodécoupe, peind en blanc derrière, classique Eduard
Alors une fois tout refermé, quelle frustration J'ai inséré par dessous ensuite le tableau de bord et la partie siège, vu comment c'est fait, cela me parait la seule solution pour avoir un centrage correct La miniature correspond à ce que vous voyez maquette à 15 cms de votre visage, pour le tableau de bord faut vraiment le vouloir pour le voir, mais finalement maquette en main ça rend pas mal.
l'arrière du baquet Eduard n'a pas la même forme que le fuselage, donc mastic.
Montage Fuselage Montage à blanc, j'ai découpé les gouvernes. Oui c'est surprenant mais les photos montrent ça braqué vers le haut. En fait le manche était maintenu en arrière par un tendeur. Coté droit il faut mastiquer (pour un type 17) la trappe rectangulaire qui est sur le kit
par contre les puits de train sont complètement faux, les 3 "rainures" devraient être de section ronde et non carrées, le puit de la roue plus profond que ces rainures, en plus là où sont collées les jambes de train, on devrait avoir un trou et voir la structure de l'aile supérieure, bref je fais l'impasse hein ? quoi ? j'ai collé à l'envers les trappes sur les jambes ? vi je sais, ça m'apprendra à faire de la maquette à l'hotel
Anneau moteur l'anneau du kit et les pièces Eduard
Donc après un moment d'hésitation, on coupe, et voilà le résultat.
La méthode:
découper juste à la bonne taille pour que _ça s'insère en force. boucher l'anneau avec du scotch de carrossier retourner sur une plaque de verre insérer en force la pièce Eduard en poussant bien pour que ça affleure y aller gaiement sur la colle cyano
Juste derrière le capot il y avait un anneau, un peu trop épais à mon goût et comme le capot et le fuselage n'étaient pas bien concentrique, j'ai viré ça, poncé pour que ce soit pile en ligne, et une bandelette d'alu autocollant viendra remplacer ça. Les échappements d'origine sont en nombre correct, mais c'est pas beau .Donc on perce, on ponce, et on remplace par du tube
vala un passage de ski creusé, à peu près, je n'ai aucune photo de l'avion
Les petits cerclages mis autour de toutes les ouvertures du capot. Alors là bon courage pour les avoir droit une fois retirés de la planche de photo découpe, mais pourquoi Eduard ne les a pas inclus dans l'anneau frontal ?
Toutes les trappes de train sont collées. J'ai beau regarder, aucune idée de comment ce truc se repliait
Voici la maquette montée avec des canons refaits en fil électrique (fil téléphonique)
Le pare brise est refait, ça le mérite vu l'épaisseur de la pièce d'origine
L'avant du cockpit, avec un renfort (gaine électrique) et 4 trous. Le viseur est le modèle bléreaumétrique, j'ai hésité à mettre la variante pifométrique, mais bon....
Peinture La décoration choisie est celle de la boîte, et est sujet à débat, que ce soit pour les couleurs ou pour les motifs. Ce sera mon premier essai de la technique patafix. Donc d'abord j'ai peint la couleur de séparation, puis mis sur ces mêmes séparation un boudin de patafix. Pour obtenir un boudin correct et fin, faire rouler une boule de patafix entre 2 plaques de verre. Bien sur le plan de camouflage Hobbycraft est impossible, les lignes du camouflage en vue de dessus et en vue de coté ne peuvent pas se raccorder, quand même, c'est pas compliqué de faire un plan 3 vues .
La couleur choisie est le vert pomme Français, un gris ou ocre est fortement possible.
Peinture phase 2: de l'olive drab.
Phase3: on masque l'olive drab et on peint en dark green (mélange perso de german gray et german dark green)
et là, alea ejacula est comme disait les romains, yapuka démasquer pour voir si cette fameuse méthode patafix marche: YAHOOO, je sais pas si historiquement c'est ça, mais j'adore l'effet produit
voilà en gros ce que ça donne, la diagonale mesurée sur la maquette faisant 3cms
méthode patafix angus aproved
Patine
Première méthode: la sauvage qui va pas bien Je badigeonne un jus de gris foncé puis avec un chiffon très légèrement imbibé de white spirit, j'essuie. Là une moitié du dessous essuyé.
Ensuite je passe du pastel (une première pour moi). uhmmm, pas si évident que ça la technique du pastel
j'ai un peu trop forcé le sombre sur la dérive et sur le bout des ailes.
En regardant un matin à tête reposé, j'ai pris ma décision, je vais virer toute cette patine, refaire les étoiles au pochoir, et recommencer ça mieux, vu de près ça me plait pas
Patine Phase 2: Nettoyage et correction à corriger Faire un masque pour peindre les étoiles est facile, par contre aïe aïe aïe, j'ai merdu, pas habitué à faire de l'humbrol à l'aéro, j'ai bien trop insisté.
Et voici la récupération des dégâts, à coup de grattage méticuleux et de re-peinture par touches du camouflage. C'est pas parfait mais ça ira
Patine au pastel: ZE bonne méthode Voici la méthode qui va bien:
Vernis brillant klear décals
. Les étoiles sont un peu épaisses mais avec les X couches de vernis passées ça va
jus dans la gravure vernis satin Pébéo "saupoudrage" au pinceau de poudre de pastel. Ici j'ai choisi marron dessus, gris clair dessous
ensuite essuyage au chiffon sec dans le sens du vent (la photo surcontraste).
enfin re vernis satin pédéo. La photo ici est celle donnant la meilleure représentation du résultat, j'en suis assez content , et c'est l'essentiel (merdeuh, je vois un poil collé à l'avant du stabilisateur )
Et voici ce charmant petit oiseau terminé. J'ai merdé sur la dernière couche de pébéo dessous en en ayant trop mis, faut encore que je rattrape ça. Le résultat n'est pas parfait suite à mon premier ratage de la patine, mais en final je suis content, j'ai beaucoup appris et c'est un Rata bien sympa dans la vitrine.
Polikarpov I-16 'Ishak' ('Rata') Background The I-16 was designed by Nikolai Polikarpov in 1932, and the prototype first flew at the end of December of the following year. The type was the world's first high-performance cantilever monoplane with a retractable undercarriage. Originally powered by the 480hp M-22 engine, the aircraft was steadily developed through a number of variants. Changes included new armament, adding armour and flaps, and increasing gross weights and engine power up to 1000hp. The aircraft was tricky to fly - with the engine extremely close to the centre of gravity and the pilot well behind, the longitudinal stability was such the pilot had to control the aircraft at all times. A notable feature was the hand-cranked undercarriage retraction, requiring the pilot to operate the crank while still controlling the aircraft. Take-offs and landings were particularly tricky, and as a result of this and the other characteristics a two-seat transition trainer (I-16UTI or UTI-4) was designed by A.A. Borovkov in 1935. The UTI-4 was also used for liason and reconnaissance work. Production of the I-16 amounted to 7,005 single seat and 1,639 two-seat aircraft. The aircraft served with the Republicans in Spain, fought the Japanese in Manchuria, and was the most numerous fighter in Russian service when the Soviet Union entered the war in 1941. Although the type provided stalwart service, it was rapidly became obsolete after 1939. The type is known by a variety of names. As well as I-16 the aircraft is also designated Central Design Bureau TsKB-12, and the two-seat version as UTI-4. In addition, the Republican's called it 'Mosca' (small fly) and the Nationalist's 'Rata' (rat), the Japanese called it 'Abu' (gadfly), and the Germans called it 'Dientsjager' (duty fighter). In Russia it was known as 'Yastrebok' (hawk) and more commonly as 'Ishak' or 'Little Donkey', reflecting its hardworking role. Despite the large numbers produced, very few have survived - primarily as museum static displays. Until recently the complete I-16 examples have been limited to an aircraft in each of St. Petersburg, Moscow, and Changpang (in China), with a solitary UTI-4 in Finland. New Zealand has played a part in an I-16 revival through the work of Sir Tim Wallis and his Alpine Fighter Collection team. Sir Tim visited the Soviet Union in the early 1990's in relation to his business interests and initiated a wreck recovery programme. In October 1992 a contract was signed on a project to rebuild six I-16 wrecks to airworthiness in one of the original factories at Novisibirsk. The operation was overseen by Chief project manager Vladimir Berns (Senior Engineer at the Siberian Aeronautical Research Institute). The restorations proved to be long and difficult, but in the end rewarding. In a television interview Sir Tim noted the difficulties of working in Russia as it moved away from communism, and estimated a cost escalation in the order of 2-300%. He also noted the satisfaction of returning the aircraft to the air. The aircraft are described as being incredibly strong. The construction is not overly complex, and many of the elements were designed for non-specialist construction. This aided the restoration. The metal remnants from the recovered wrecks were reworked, and the plywood (3 layer birch strips) monocoque structure rebuilt. The first aircraft was test flown in September 1995, with the remainder following by 1997. After testing. the aircraft were then exported to New Zealand. In October 1997 four of the Polikarpovs underwent air testing - and three of these were displayed during the Fighter Pilots reunion hosted by the NZFPM, with one more being flown a week later. By April 1998 five of the I-16s (all except '39') were ready for a grand debut. On Saturday April 11th, 1998 the five aircraft were displayed together for the first time at the 'Warbirds over Wanaka' airshow - and the display repeated the next day. I had the pleasure of being present, and the display can only be described as stunning. The stubby fighters with their 1000hp powerplants cannot be compared to any other warbird flying today. The distinctive shape is matched by a distinctive sound - created by the nine separate exhausts on the 9cylinder radial. At one point I had my back to the approaching formation, and it sounded like a train bearing down on me. It was a true pleasure to be present at such a historic moment. History was achieved again at Wanaka in 2000 when the airshow was presented with the sight of eight Polikarpovs flying together when the five strong flight of I-16s was joined by three I-153s. Sir Tim and his team have achieved a truely great legacy. The AFC project I-16's are listed below. All the aircraft are type 24, the most common model dating from 1939, and were built at State Factory 21 in Gorky. The aircraft use the ASh-62 development of the M-62 (as used in the An2).
ZK-JIN '9' (c/n 2421319) Was operated by the 155 Fighter Squadron before being lost near Lake Kokkayaro in Karelia. The aircraft was located in 1991. This was the first aircraft restored and flown in 1995. It was registered in New Zealand on October 9th, 1997. ZK-JIO '34' (c/n 2421234) Believed to be part of 197 Squadron, the aircraft was lost in 1941. The wreck of '34' was recovered near Orzega in 1988. It was registered in New Zealand on October 9th, 1997. ZK-JIP '45' (c/n 2421645) Built in 1939, the aircraft is believed to have served with the Leningrad Front Fighter Squadron (part of the Baltic Fleet Air Forces). The aircraft was found near Osinovets (near Leningrad) in 1991. It was registered in New Zealand on October 9th, 1997. Registration passed to American Airpower Heritage Museum, still at Wanaka on October 25, 2001. ZK-JIQ '4' (c/n 2421014) The aircraft was located near Lake Yaglyayrvi in Karelia in 1991. It was registered in New Zealand on October 9th, 1997. The registration was cancelled on November 25, 1998 after the aircraft was exported to the USA. ZK-JIR '28' (c/n 2421028) Was operated by the 155 Fighter Squadron before being lost near Nigizero in Karelia in 1941-42. The aircraft was located in 1991. It was registered in New Zealand on October 9th, 1997. ZK-JJC '39' (c/n 2421039) This is the last of the six to be restored, being registered on March 25th, 1998.
Some of the aircraft are currently up for sale, with an asking price around US$350,000 each. In August 2000 an I-16 and an I-153 were sent to Midland, Texas where they participated in a CAF airshow. I understand one I-16 has been purchased and donated to the CAF. I'd appreciate knowing the details of which aircraft. More on the I-16 can be found here. Last Update:- 6 March, 2002
Technical Data Data is for I-16 Type 24
Accommodation : 1 Dimensions o Span : 9.0m (29'6ft) o Length : 6.04m (19'8ft) o Height : 2.4m (7'10ft) Weight o empty : 1,475kg (3,245lb) o max : 1,878kg (4130lb) Power Plant : Shetsov 920hp M-62R Performance : o max speed : 489km/h (306mph) o max climb : 16,400ft/5.8min (5,000m/5.8min) o ceiling : 36,000ft (11,000m) o range : 740km (460miles)
Images
Close Up Remember to let me know if you have a request for an image of a particular part of the aircraft!
© 1999-2002 Phillip Treweek, all rights reserved
Polikarpov I-16 'Ishak' ZK-JIR '28'
Taken at Wanaka, April 11th,1998. A close-up of the cockpit coaming - that's a tight fit in there.
Polikarpov I-16 'Ishak' ZK-JJC '39'
Taken at the AFC hangar, Wanaka, April 20th,1998. The final aircraft of the six restored under assembly.
Polikarpov I-16 'Ishak' ZK-JIN '9'
Taken at the AFC hangar, Wanaka, April 20th,1998. Cockpit interior - looking to the port side.
Polikarpov I-16 'Ishak' ZK-JIN '9'
Taken at the AFC hangar, Wanaka, April 20th,1998. Cockpit interior - looking to the starboard side.
Polikarpov I-16 'Ishak' ZK-JIN '9'
Taken at the AFC hangar, Wanaka, April 20th,1998. Cockpit interior.
Polikarpov I-16 'Ishak' ZK-JIN '9'
Taken at the AFC hangar, Wanaka, April 20th,1998. Starboard main wheel well, looking to the rear. Note the oil stains on the underside of the wing.
Polikarpov I-16 'Ishak' ZK-JIN '9'
Taken at the AFC hangar, Wanaka, April 20th,1998. Starboard main undercarriage, looking to the rear. Note the recesses for the struts.
Polikarpov I-16 'Ishak' ZK-JIN '9'
Taken at the AFC hangar, Wanaka, April 20th,1998. Port main undercarriage, looking to the rear.
Go to: o o
Alpine Fighter Collection Hangar I-16 Page
© 1999 Phillip Treweek, all rights reserved
Polikarpov I-16 Rata These photos were taken by Robert N. Abbott Jr. (click on the image below to load the full size photo) (use your back button to return to this page after viewing full size photo)
Photos directly below were taken at the Fighter Factory, which is a Restoration Facility in Suffolk, Virginia about 130 miles out of Richmond.
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Photos and text © 2003 by Robert N. Abbott Jr.
[Top of page] [ID pictures] [Design introduction] [Version List] [Further pictures] [Technical Details] [Different Versions] [Operational Remarks] [Strengths] [Weaknesses]
The Polikarpov I-16 Rata, Mosca U.S.S.R.
In the beginning of the 1930's the Soviets were reassessing their air fleet. The threat of monowing bombers was much greater than that of biplane bombers, because of their payload and performance numbers. Already a number of monowing bombers entered service with the Soviet Airforce, the VVS (Voenno-vozdushniye Sily). To have a weapon available that was able to intercept these bombers a monowing fighter had to be designed. However, it was realised that the monowing fighter would offer greater performance, but lacked agility compared to it's biplane counterparts. Therefor it was suggested to create a fighter force of mixed combination: biplanes as well as monowing fighters. This was the reason why design progressed simultaneously on the I-15 and I-16, the first a biplane fighter, the second a cantilever monowing fighter. Already another design team was working on a fighter like the I-16, Sukhoi's I-14, but Polikarpov asked and received permission to build a rivalling desing. The design team started work in March 1933 and worked with enormous dedication to complete the design of the TsKB-12 as an extremely dumpy type with close-coupled flying surfaces and a fuselage tailored to the diameter of the selected engine, namely the M-25 radial piston engine that was the Soviet license-built version of an American engine, the Wright R-1820 Cyclone. Despite its appearance of great modernity, the TsKB-12 was of mixed rather than all-metal construction, mainly because of the absence of readily available light-alloy industry, and the abundant availability of good quality wood. The TsKB-12 had a semi-monocoque fuselage with a skin of shpon (birch veneers molded into shape before being bonded into a multi-layer veneer) over pine longerons and half-frames. Flying surfaces were basically of metal. The cantilever tail unit was a Dural construction covered with fabric. The wing, which was tapered in thickness and chord, was based on two steel spars with Dural ribs. Skinning of the wing was Dural as far back as the front spar and with fabric to the rear of this line. Long-span slotted ailerons were made of Dural, and covered with fabric, and were designed to droop through 15° as semi-flaps during landing. The airframe was completed by the tailskid landing gear, which included wide-track main units that could be retracted inward by a hand-cranked system requiring 44 turns for full retraction or extension. The enclosed cockpit had an aluminumframed canopy (complete with integral Vee-type windscreen) that could be slid forward for access to the cockpit, and bungee chords assisted opening of the canopy in flight to counter the pressure of the slipstream. The intended engine was the M-25, a license built version of the Wright R-1820 Cyclone, but negotiations were slow and painstaking, and were delayed considerably, so the TsKB-12 prototype that made its first flight on December 31 1933 was powered by the same engine as used for the I-5 and I-15 fighters, namely the M-22 radial, rated at 480 hp (358 kW) at optimum altitude. This engine drove a two-blade Dural propeller with ground-adjustable blades, although in this application the engine was enclosed in a long-chord cowling with an optimized cooling-air slot at its rear.
Version list:
Polikarpov I-16 Type 10 (*) Polikarpov I-16 Type 24 (*) Other Polikarpov I-16 versions Polikarpov TsKB-12/TsKB-18 versions Polikarpov UTI-2 versions Polikarpov UTI-4 versions Polikarpov SPB version
Further pictures:
A Polikarpov I-16 Rata being prepared by ground crew.
A Polikarpov I-16 Rata taking off from a hiding place amongst the trees. Maybe during summer 1941?
Powerplant
1 × Shvetsov M-25V radial, rated at 750 hp (559.12 kW)
Role during war
Air superiority Fighter Fighter (Ground) Attack Fighter Close Support Attack Fighter Fighter-bomber
Length
19 ft 2.5 inch
Height
8 ft 5 inch
Empty weight
2945 lb
Operational weight
3805 lb typical
Wing Span
29 ft 6.33 inch
Wing Aspect ratio
5.57
Wing Area
156.51 sq ft
Service ceiling
27000 ft
Maximum speed
278 mph at 10400 ft
Cruising speed
unknown
Initial climb rate
Climb to 16,405 ft in 8 min 12 sec
Range
unknown
Fuel capacity internal
unknown
Fuel capacity external
unknown
Cannons
-
Machine guns
2 × 0.3 inch ShKAS fixed forward-firing in the upper nose, 650 rounds each 2 × 0.3 inch ShKAS fixed forward-firing, 900 rounds each
Bomb load
unknown
Torpedoes/rockets
-
Crew
1
Naval or ground based
Ground
First flight (prototype)
31 December 1933
Operational Service
1935 - late 1940's
Manufacturer
Polikarpov Design Bureau
Number produced
9.004+ total, unknown out of 7.364+ this version
Length
5.85 m
Height
2.57 m
Empty weight
1336 kg
Operational weight
1726 kg typical
Wing Span
9m
Wing Aspect ratio
5.57
Wing Area
14.54 m²
Service ceiling
8230 m
Maximum speed
447 km/h at 3170 m
Cruising speed
unknown
Initial climb rate
Climb to 5.000 m in 8 min 12 sec
Range
unknown
Fuel capacity internal
unknown
Fuel capacity external
unknown
Cannons
-
Torpedoes/rockets
-
Machine guns
Bomb load
2 × 7,62 mm ShKAS fixed forward-firing in the upper nose, 650 rounds each 2 × 7,62 mm ShKAS fixed forward-firing, 900 rounds each
unknown
Powerplant
1 × Shvetsov M-63 radial, rated at 1100 hp (820.04 kW)
Role during war
Length
20 ft 1.33 inch
Height
8 ft 5 inch
Empty weight
3285 lb
Operational weight
4215 lb typical,
Air superiority Fighter Fighter (Ground) Attack Fighter Close Support Attack Fighter Fighter-bomber
4619 lb max Wing Span
29 ft 6.33 inch
Wing Aspect ratio
5.57
Wing Area
156.51 sq ft
Service ceiling
35500 ft
Maximum speed
304 mph at 13125 ft
Cruising speed
185 mph at optimum altitude
Initial climb rate
Climb to 16,405 ft in 4 min 0 sec
Range
435 miles typical
Fuel capacity internal
56 Imp gal (67 US gal)
Fuel capacity external
Up to 112 Imp gal (134 US gal) in two 56 Imp gal (67 US gal) drop tanks
Machine guns
Bomb load
2 × 0.3 inch ShKAS fixed forward-firing in the upper nose, 650 rounds each 2 × 0.3 inch ShKAS fixed forward-firing, 900 rounds each 1 × 0.50 inch Beresin BS fixed forward-firing in the middle of the upper nose, 300 rounds. This gun was not used in combination with the 20 mm Cannon
Up to 1,102 lb of disposable stores carried on two underwing hardpoints rated at 551 lb each. General disposables load consisted of:
Cannons
2 × 20 mm ShVAK fixed forward-firing in the wing leading edges, 180 rounds each, as an alternative to the two 0.3 inch ShKAS guns in the wing. The 20 mm Cannon were not used in combination with the 0.50 inch guns
Torpedoes/rockets
6 × 3.2 inch RS-82 unguided air-to-air or airto-surface rockets
2 × 551 lb FAB-250 bombs
Crew
1
Naval or ground based
Ground
First flight (prototype)
31 December 1933
Operational Service
1935 - late 1940's
Manufacturer
Polikarpov Design Bureau
Number produced
9.004+ total, unknown out of 7.364+ this version
Length
6.13 m
Height
2.57 m
Empty weight
1490 kg
Operational weight
1912 kg typical, 2095 kg max
Wing Span
9m
Wing Aspect ratio
5.57
Wing Area
14.54 m²
Service ceiling
10820 m
Maximum speed
489 km/h at 4000 m
Cruising speed
298 km/h at optimum altitude
Initial climb rate
Climb to 5.000 m in 4 min 0 sec
Range
700 km typical
Fuel capacity internal
255 liters
Fuel capacity external
Up to 508 liters in two 254 liters drop tanks
Machine guns
2 × 7,62 mm ShKAS fixed forward-firing in the upper nose, 650 rounds each 2 × 7,62 mm ShKAS fixed forward-firing, 900 rounds each 1 × 12,7 mm Beresin BS fixed forward-firing in the middle of the upper nose, 300 rounds. This gun was not used in combination with the 20 mm Cannon
Cannons
2 × 20 mm ShVAK fixed forward-firing in the wing leading edges, 180 rounds each, as an alternative to the two 7,62 mm ShKAS guns in the wing. The 20 mm Cannon were not used in combination with the 12,7 mm guns
Bomb load
Up to 500 kg of disposable stores carried on two underwing hardpoints rated at 250 kg each. General disposables load consisted of:
2 × 250 kg FAB-250 bombs
Torpedoes/rockets
6 × 82 mm RS-82 unguided air-to-air or airto-surface rockets
Here is a quick overview of all different versions, without the full technical specifications: TsKB-12
This designation was given to the initial Polikarpov I-16's, and stuck with the prototype. The first TsKB-12 was powered by 1 × M-22 radial, rated at 480 hp (358 kW). The second prototype was powered by 1 × Wright R-1820F-2 Cyclone radial, rated at 600 hp (447 kW). The second one was further refined while the first was was used for service trials. The second one soon was powered by 1 × Wright R-1820-F-3 Cyclone, rated at 640 hp (477 kW). Not only it meant an increase in speed, but the operating ceiling increased from 4,300 ft (1.300 m) to 10,000 ft (3.000 m) because of the better high altitude capabilities. The second prototype also received the very distinctive tunnel-type engine cowling with its trailing edge flush with the fuselage, and provision for nine exhaust stacks. This cowling was used on almost all versions, except the Type 4 and UTI-2 versions. Other modifications on the second prototype were a propeller spinner, and duralumin skinning on all wing upper surfaces. The landing gear was strengthened and retraction/extension of the gear was changed as well. This second prototype was sometimes also called TsKB-12bis. Number built: 2
Polikarpov I-16 Type 1
I'm unsure, but it looks like that this version was the pre-production batch of the I-16. Otherwise it is possible that it was another designation for the prototypes. Number built: unknown out of 7.364+
Polikarpov I-16 M-22 Type 4
This version was the first definitive production version, and was mainly based on the second prototype, also called TsKB-12bis. It differed in some area's from the original to solve a number of problems and weaknesses. For one thing: it possessed hinged lower portions on the landing gear fairings to cover the wheels when retracted. Also the last of these aircraft was fitted with an armored back to the pilot's seat. However, it was a s yet powered by 1 × Shvetsov M-22, rated at 480 hp (358 kW), since no other engines were available yet. One I-16 Type 4 aircraft was used for extensive spin trials. The revolutionary new design (first unbraced monowing fighter, with retractable gear of the world) mad a lot of military officials doubt that the I-16 could be handled well, especially during spins. In September 1935 test pilot Peotr Stefanovsky succesfully performed and recovered from 90 spins, proving theories at the time about spinning to be wrong, and showing that the I-16 could be handled well. Number built: unknown out of 7.364+
Polikarpov I-16 M-25 Type 5
The Polikarpov I-16 M-25 Type 5 was more like the second prototype, it inherrited the engine as well and was thus powered by 1 × Shvetsov M-25 radial, rated at 640 hp (477 kW). Other changes were a strengthened new landing gear operating mechanism, a starter and an oxygen system. These modifications increased the weight of the aircraft from 3,305 lb (1.520 kg) to 3,505 lb (1.590 kg). Climb rate deteriorated, and the ceiling was a little lower. Horizontal max level speed however increased. It had a two-blade AV-1 Dural propeller, and two underwing hardpoints rated at 220 lb (100 kg) each to carry a FAB-100 bomb. Service pilots still doubted the I-16's ability to recover from spins, and 5 test pilots conducted more than 3.000 spin recoveries and other aerobatic aneuvers to end it once and for all. Number built: unknown out of 7.364+
Polikarpov I-16 Type 6
this version was the standard 1936 production model, whose airframe incorporated local strengthening here and there worth 110 lb (50 kg). It was powered by 1 × Shvetsov M-25A radial. Number built: unknown out of 7.364+
Polikarpov I-16 M-25V Type 10
In 1937 the next major version was developed. Initialy it was powered by 1 × Svhetsov M-25A, but soon it was powered by a Shvetsov M-25V for high altitude. Apart from the engine also armament was enhanced. Two 0.3 inch (7,62 mm) ShKAS guns were already in the wings, but two more were additionally placed in the nose above the engine. Some aircraft also received a Cannon in the nose to augment the I-16's armament. Flaps were added to reduce landing speed and run, and for the first time a retractable landing ski was used as well. This and the strengthening of the airframe in some places added weight, and it rose to more than 3,747 lb (1.700 kg). Nevertheless performance was more or less equal to the I-16 Type 5. Number built: unknown out of 7.364+
Polikarpov I-16P Type 12
The I-16P was a 'gunship' version, where 'P' stands for Pushhyechnyi, or Cannon. it was based on the I-16 Type 5, but was fitted with 2 × 20 mm Cannon in the centre wing section with provision to fire through the propeller arc. These cannon were fitted in place of the two 0.3 inch (7,62 mm) ShKAS guns. it was some 220 lb (100 kg) heavier than the I-16 Type 5. Number built: unknown out of 7.364+
Polikarpov I-16 Type 17
Another 'gunship' version, the I-16 Type 17 was based on the I-16 Type 10. the Type 17 had in stead of the two wing mounted 0.3 inch (7,62 mm) ShKAS guns two 20 mm ShVAK cannon. these were placed more outward in the wing, beyond the propeller arc. Weight increased, and performance sufferd slightly, but the increase in firepower was tripled. Number built: unknown out of 7.364+
Polikarpov I-16 Type 18
The standard production model in 1939, the Type 18 was based on the Type 10, powered by 1 × Shvetsov M-62 radial, rated at 920 hp (686 kW). The exhaust arrangement was modified in which alternating single and twin pipes emerged through three holes on each side. The propeller first was an AV-1 two-blade, but later a VISh-6A. The fuel tank was protected from now on. It had an empty weight of 3,148 lb (1.428 kg), a max take-off weight of 4,034 lb (1.830 kg), and a max level speed of 288 mph (464 km/h) at 16,405 ft (5.000 m). Number built: unknown out of 7.364+
Polikarpov I-16 Type 20
Since the Shvetsov M-62 consumed more fuel, and the fuel capacity remained the same, operational range decreased. Type 20 was designed to have two jettisonable fuel tanks to set that straight. Number built: unknown out of 7.364+
Polikarpov I-16 Type 24
This version was powered by 1× Shvetsov M-63 radial, rated at 1,100 hp (820 kW). This version reached the peek of performance of the whole I-16 family: 273 mph (440 km/h) at sea level, and 303 mph (489 km/h) at 15,750 gt (4.800 m). it became the standard production model of 1940, and had besides the engine also plywood skinning of the upper wings, a radio and a gun camera. the tailskid was replaced by a wheel, and two fuel tanks with the capacity of 154 lb (70 kg) each were mounted under the wings. last but not least, the surface finish was improved. Number built: unknown out of 7.364+
Polikarpov I-16 Type 27
Combine the modifications of the Type 20, and the armament of the Type 17, and you get the Type 27. Powered by 1 × Shvetsov M-62, it packed a pretty punch with 2 × 20 mm ShVAK and 2 × 0.3 inch (7,62 mm) ShKAS guns. Number built: unknown out of 7.364+
Polikarpov I-16 Type 28
When mated with a Shvetsov M-63, the Type 27 became the Type 28. Gunships had existed before, but the main opponent then was the nakajima Ki-27, which was lightly armored and thus didn't need the heavy firepower of 20 mm cannon. Since the 20 mm Cannon had a negative effect on maneuverability, interrest in 'Gunships' had subsided ever since the Khalkhin-Gol conflict. It was not until the Soviets broke off their attacks on the determined Fins that the need for heavy firepower once more rised. Although in words it seems only a small change, in design the new 'Gunship' version needed a lot of redrawing and retooling. Number built: unknown out of 7.364+
Polikarpov I-16 Type 29
The Type 24, although the fastest of it's breeding didn't improve as much as was anticipated. Mainly this was caused by the wrong choice of propeller, while overcooling of the cylinderheads in a glide, exhaust pipe breakages and cracking of the engine cowling were hardly helpful. In the Type 28 a lot of problems were already overcome, and this final production version was based on the Type 28, and armed with 2 × 0.3 inch (7,62 mm) ShKAS guns and 1 × 0.50 inch (12,7 mm) UBS, all mounted in the upper nose. Under the wing six racks for 82 mm Rockets were mounted. A radio mast for communications was thrown in as well. All the extras added weight, increasing the empty to 4,662 lb (2.115 kg). Thsi in combination with the extra drag caused by all other and new external features decreased the max level speed to 266 mph (429 km/h) at 13,600 ft (4.150 m). Number built: unknown out of 7.364+
Polikarpov UTI-2
The I-16 was pretty revolutionary for it's time. Therefore it needed a conversion trainer, and what other aircraft to fulfill that role than the... I-16! The UTI-2 was an unarmed version based on the I-16 Type 4, powered by 1 × M-22 radial. It was manufactured in 1935 - 1936. Number built: about 100 out of 1.895+
Polikarpov UTI-4 (Type 15)
This trainer versio was similar to the I-16 Type 5 and I-16 Type 15. it had no armament, radio, an oxygen equipment. During trials it was concluded that the (manual) gear retraction was seldomly used, and consequently the UTI-4's all had fixed undercarriages. Number built: about 1.795 out of 1.895+
I-16/M-22
Other designation for the first prototype Redesignated aircraft
Polikarpov I16Sh
Sh stands for Shturmovic, meaning Attacker. This version was a single I-16 Type 1 conversion for the ground attack role, armed with 4 × 0.3 inch (7,62 mm) ShKAS or PV-1 fixed forward-firing guns, two in the upper nose and two in the wing. It had underwing racks for 220 lb (100 kg) of bombs, additional armor in front of the pilot and an armored bucket seat with provision for a seat -pack parachute. Number built: 1
Polikarpov TsKB18
Other designation for the I-16Sh Redesignated aircraft
Polikarpov SPB
SPB stands for Skorostnoi Pikiruyushchnyi Bombardirovshchik, Fast Dive-Bomber. It was a single conversion from the I16 type 5 with a pneumatically operated system for the actuation of the main landing gear and dive brakes that replaced the inboard ailerons sections. The wing was restressed to carry 2 × 551 lb (250 kg) FAB-250 bombs, and was armed with 2 × 20 mm ShVAK cannon fixed forward-firing in the wing leading edges.Although no series production followed, some I-16's were nevertheless converted in the field in August 1941. 12 conversions were made, and were carried in pairs under the wings of six Tupolev TB-3 bombers. The bombers took the I-16's up and afield, where at some point they were launched for an attack on the rail-bridge over the river Danube at Chernovod in Rumania.
Number built: 1 plus12 converted. I-16UTI
Redesignation of the UTI-4 Redesignated aircraft
Operational remarks: The I-16 was first used during the Spanish Civil War (1936 - 1939). It was there that it received it's nickname 'Rata' (Rat) or 'Mosca' (Fly). Of course, there is almost no culture or people on Earth that considers the name 'Rat' to be nice. So why the two names, one not nice, the other neutral? In order to explain this we have to look at the political situation in Spain during the Civil War. Nationalists (more or less Right wing extremists like the Nazi's) were fighting against the Republicans (Left wing supporters, or Communists). Both camps were supported by foreign armies, the Republicans by the Soviets, and the Nationalists by the Nazi's from Germany. Of course the Republicans liked the I-16, since it was fighting for them, and dubbed it 'Mosca'. the Nationalists however considered the I-16 to be a threat, and dubbed it 'Rata'. In that theatre the I-16's opponents were mainly the German Heinkel He 51, and the Italian Fiat CR.32 biplanes. Although it was slightly less maneuverable, the I-16 Type 5 was superior in speed and climb. the I-16 Type 10 was improved on the I-16 Type 5, and serviced the Soviet Union in the wars in Spain and China, and Khalkin-Gol. In the latter Theatre its main opponent was the Japanese Army Type 97 Nakajima Ki-27. The Ki-27 was fast and maneuverable, and was more stable than the I-16. The I-16 however could endure more damage, and had better armament. This was even more increased when a 20 mm Cannon was added to the already superior weaponry. During the Second Sino-Japanese War (1937-1945) the I-16 was exported to China. At the time the I-16 was about equal to the mitsubishi A5M, but the A6M reisen made the I-16 look decidedly inferior. The main war where the I-16 fought, however was the Great patriotic War (1941 - 1945) when Germany and the Soviet Union clashed. By 1941 the I-16 was obsolete, and great numbers were lost on the ground and in the air. At the beginning almost 40% of all fighter units near the Soviet border had the I-16 as their mount, but after the first weeks of 'Operation Barbarossa', as the German attack on the Soviet Union was called, this number declined rapidly. Rests m eto say that some I-16's were captured by the Fins and Germans, where the Fins used the majority against the former owners. 8 aircraft survived the War in Finish hands.
Strengths:
Good maneuverability Available in numbers Excellent performance (early years) Robust structure, able to take some damage
Weaknesses:
Somewhat inadequately armed against modern fighters Inadequate performance (late years)
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© by Frans Bonné, 2000 Last revision: 9/23/01
The I-16 Type 4.
The I-16 type 5.
The I-16 type 10.
The I-16 Type 29
