I have heard a lot about the aviation museum for a long time open sky in Monino. How many times have I been to Moscow, but there was not enough time to get into it. On a summer vacation, heading to St. Petersburg, they specially took a ticket back so that there would be time in Moscow to visit such legendary place... Many of my LiveJournal friends published posts from the museum... But seeing it with your own eyes is completely different... Having reached Monino by train, on the way we accidentally (or maybe not) met colleagues, as well as one of the leaders museum (!), which helped us figure out where to go... Having arrived, we bought an entrance ticket and went with the family to the exposition... free entry and admission to the planes, but alas, we had a plane to Tyumen that night, so all the photos were taken outside ...
Since there are a lot of exhibits, and in order not to tire me, I will break my reports into parts:
- Civil Aviation
- Military transport and combat aviation
- Helicopters
- Experimental liners
- Historical exposition in the pavilion.
Some of the planes and helicopters were seen by me earlier, from the fact that for the first time I especially want to note the Tu144, Tu-95, Tu-22, Mi-12, Mi-10 ....
The Central Museum of the Air Force was established on November 28, 1958, and opened to visitors on February 23, 1960. The museum has a rich exposition of helicopters and aircraft, both civil and military, as well as weapons, tools, uniforms, artwork. The exhibits are located in the open air, in two hangars and six halls. In 1956, the aviation division in Monino was disbanded. The premises of the division were transferred to the organization of the museum. Airplanes and helicopters, both operated and experimental, were gradually transferred to the museum. The museum has a restoration workshop, which restores and maintains exhibits in good condition. The A. N. Tupolev Design Bureau and the O. K. Antonov Design Bureau help the museum in repairing aircraft. They send their specialists in order to give the aircraft the proper look. More than 150,000 people visit the Air Force Museum every year.
Let's look at the civilian liners presented in the exposition ..
Tu-114 - USSR-L5611 - Russia (USSR) - MAP /1957/
On November 15, 1957, the crew, led by lead test pilot A.P. Yakimov made the first flight on it. On September 15, 1959, L5611 flew to Washington with a party and government delegation headed by N.S. Khrushchev. On October 29, the same L5611 with another delegation on board completed a flight on the Moscow-Beijing route. The very first experimental aircraft CCCP-L5611 spent its entire life at the LII airfield in the city of Zhukovsky, stopped flying in 1968, spent a long time at the back of the airfield, and in the late 70s was transported to the Air Force Museum in the city of Monino near Moscow, where it is located and still. We will return to the "tupolevs" 
Yak-40K - CCCP-87490 - Aeroflot - MGA USSR /1971/
Exhibited at Le Bourget 1975 (exhibition code 365). Converted into a prototype convertible Yak-40K. 
Yak-42 - CCCP-42302 - Russia (USSR) - MAP /1976/
MAP → Design Bureau Yakovlev (MMZ Speed) 
Behind Yak-42 are Tu-124 - CCCP-45025 - Aeroflot - MGA USSR /1963/
Salon for 56 passengers. In the spring of 2002, it was set on fire, partially burned out. The roof has been restored. 
Next Tu-104AK - Airborne: 46 (formerly USSR-42390) - Russia (USSR) - Air Force / 1958 /
In 1967 it was converted into Tu-104AK. Received onboard - 46-red. Documented transferred to the Ministry of Defense in military unit 21215. The last flight was made on 16.1.79 in Monino. In total, according to the test program, there were completely 2313 flights with zero gravity. Tu-104 (according to NATO codification: Camel - "Camel") - the first Soviet and third jet passenger aircraft in the world - after the De Havilland Comet and Avro Jetliner. In the period from 1956 to 1958, due to the suspension of Comet flights, the Tu-104 was at that time the only jet airliner in operation in the world. Interestingly, this side 46 red and 48 red were used to train astronauts to simulate weightlessness.
and Il-18V USSR-75737 /1961/. The operator was the Northern Territorial Administration of Civil Aviation (Leningrad a/p Pulkovo). Registered February 15, 1961. First seen in Helsinki on 16 September 1972. Decommissioned in 1977. In July 1977, transferred to the Air Force Museum in Monino. On July 12, 1977, he made his last flight to Monino (the crew of the Leningrad Transport Administration of the Civil Aviation, headed by Honored Pilot of the USSR A. Fedotov). Made 13718 flights, flight time 34998 hours. In the 2000s, the cabin was destroyed by fire, the plane was saved by firefighters.
Tu-144S - CCCP-77106 - Russia (USSR) - MAP /1974/
Aircraft legend. The first Tu-144 used for regular mail and freight traffic. The first flight was made on March 4, 1975. December 26, 1975 - the first technical flight Moscow - Alma-Ata. The operator was the Tupolev Design Bureau. Tested from October 1975 to February 1980. Participated in the filming of the film "Mimino". Total flight time 582 hours 36 minutes, made 320 flights. February 29, 1980 arrived at the Air Force Museum in Monino, landed on a dirt airfield! and added to its exposure. In 1982, reinforced chassis were removed from it, still suitable for operation by the remaining Tu-144s and replaced with a chassis of a less advanced design. In 2005 it was damaged by vandals. In May 2009, it was restored and opened to the public. I am proud that the Tu-144 flew to my city, my father managed to fly, at one time, to Moscow on it ... Now I should visit the aviation museum in Ulyanovsk. 
PZL M-15 - CCCP-15105 - Aeroflot - MGA USSR /1980/
Mielec M-15 is a jet agricultural aircraft designed and produced in Poland in the 1970s. by order of the USSR. It remains the only jet agricultural aircraft and the only jet biplane. For his very strange appearance and the howl of a jet engine, he received the nickname "Belphegor" after the demon Belphegor. 
An-10A - CCCP-11213 - Aeroflot - MGA USSR /1960/
The operator was Komi UGA (Syktyvkar). He entered the 75th Aviation Detachment of the Civil Air Fleet on January 18, 1961. First seen at Pulkovo Airport in Leningrad on July 16, 1970. Not excluded from the Soviet register. In January 1976, transferred to the Air Force Museum in Monino. January 14, 1976 made the last flight to Monino. Flight time 16360 hours 55 minutes, of which 2271 hours 35 minutes after the last repair. Salon for 112 pass. 
An-14A "Bee" - CCCP-81553 / 01 red - Aeroflot - MGA USSR / RF Air Force /1965/
The operator was SPiMVL (Northern Routes and Local Air Lines). March 18, 1967 entered the Smolensk JSC. In 1970 he was transferred to the USSR Air Force. The tail number 01 is red. In January 1977, transferred to the Air Force Museum in Monino. January 21, 1977 made the last flight to Monino (pilot Litvinchev). Flight time - 703 hours, of which 477 hours after repair, made 677 flights. The An-14 "Bee" (NATO codification: Clod - "Lump") was a Soviet light transport aircraft intended to replace the An-2, made its first flight in 1958 on March 14. It was a short takeoff and landing aircraft designed for operation from unprepared unpaved grounds. 
Be-32 - CCCP-67209 - Russia (USSR) - MAP /1971/
Be-30/32 (according to NATO codification: Cuff - "Cuff") - Short-haul passenger aircraft.
Created in the Beriev Design Bureau. The first flight took place on June 8, 1968. Then the aircraft was successfully tested in various climatic conditions and received positive reviews flight and technical services. An experimental Be-30 aircraft was demonstrated in 1969 at the 28th International Salon in Le Bourget. A total of five Be-30 aircraft were built. In 1976, he took part in the competition for a regional aircraft along with the An-28 in a 14-seat layout. 
An-24 - CCCP-46746 - Aeroflot - MGA USSR /1964/
An-24 USSR-46746 (serial number 47300903) was produced in 1964. The operator was the Ukrainian Territorial Administration of Civil Aviation. Registered August 12, 1964. On June 6, 1964, he entered the Lvov JSC, where he operated until 1979, making regular flights. Decommissioned in 1979. Flight time 27444 hours, made 24962 flights. The last flight from Lvov to Monino was made on May 24, 1979. In May 1979, it was transferred to the Air Force Museum in Monino. 
Il-62 - CCCP-86670 - Aeroflot - MGA USSR /1967/
The operator was the Moscow Territorial Administration of Civil Aviation (airport Domodedovo). The first flight was made on September 28, 1967. In December 1967, he entered the aviation technical base of the Domodedovo United Aviation Squadron, where he began regular flights. First seen in Alma-Ata on October 17, 1968. Until May 1981, he made 4288 flights with a flight time of 14891 hours, carried almost half a million passengers. May 16, 1983 transferred to the Air Force Museum in Monino. The last flight was made on July 17, 1983 from Zhukovsky to Monino (crew commander: Honored Test Pilot of the USSR S. G. Bliznyuk, test pilot V. Belousov, test navigator V. Yashin, radio operator I. Kondaurov, flight test engineer V. Gorovoy, lead engineer B. Gavrilov, flight director on the ground Eduard Ivanovich Kuznetsov). Became the 125th full-scale exhibit of the Air Force Museum. Decommissioned in 1983. IL-62 was mass-produced in 1966-1995. A total of 276 aircraft were produced. The last board was built in 2004 for the government of Sudan. Il-62 became the first Soviet jet aircraft capable of non-stop intercontinental flights. The aircraft set several world records for speed and range. For several decades, the Il-62 served as "board number 1" for transporting the leadership of the USSR. A third of all cars produced were exported to socialist countries, primarily to Cuba. 
IL-86 - RA-86095 - Aeroflot - Russian Airlines /1988/
Four-engine wide-body passenger aircraft for medium-haul airlines, designed by Ilyushin Design Bureau. The first and most massive Soviet passenger wide-body aircraft. A total of 106 aircraft were produced. He flew in Sheremetyevsky OJSC and Aeroflot. 
On this day, Nikolai Nikolaevich Polikarpov, the "king of fighters", died of stomach cancer at the age of 53. An aircraft designer whose fighters were used by the Red Army Air Force for more than 10 years.
The fate of Polikarpov as an aircraft designer is an illustration of the history of Russia in the first half of the twentieth century.
Born in the family of a priest. In 1916 he became an engineer, graduating from the St. Petersburg Polytechnic University, then working at Russo-Balt at the Sikorsky Design Bureau. After 1918, he moved to Moscow, where he worked at the famous Dux plant (later, Aircraft Plant No. 1).
Immediately before the October Revolution, Russia purchased licenses for the production of a number of Western aircraft, as well as for the world's most powerful (at that time) American Liberty aircraft engine. Polikarpov, relying on English drawings of the best multi-purpose aircraft of the First World War, Airco DH.9A (aka De Havilland DH.9A), created the first Soviet mass-produced combat aircraft, the R-1 reconnaissance aircraft, built in the amount of 1000 copies, which was in service with the Red Army Air Force with 1924 to 1936. At the same time, the world's first fighter was created - the all-metal cantilever monoplane I-1. It was recognized as dangerous for piloting (Gromov became the first Soviet pilot to use a parachute during the tests of the I-1) and although it was built in series, it did not enter service.
In 1928, Polikarpov created two more super-successful aircraft - the R-5 reconnaissance aircraft and the U-2 trainer. Both of these aircraft were mass-produced and served throughout the Great Patriotic War.
But the NEP was ending, the era of the First Five-Year Plans was coming, and Nikolai Nikolaevich, the son of a priest and an employee of an emigrant, turned out to be a malicious counter-revolutionary terrorist. The man who created the aircraft that formed the basis of the national air force turned out to be who? That's right, a pest. And in November 1929 he was sentenced to death without trial.
But somehow it didn’t work out right away and he (without removing the sentence) was sent to a sharashka, TsKB-39, which was located right in Butyrka. Prisons are known the best place for aircraft design. Probably in the hope of "flying away from this collective farm to hell." There he met Grigorovich. Yes, with that Grigorovich, who was the first in Russia to start riveting flying boats. I think that Dmitry Pavlovich more than once banged his forehead, remembering his good friend by the name of Sikorsky. In 1931, the OGPU somehow realized that it was not good for a decent aircraft designer, whose planes at that time formed the basis of the Soviet military aviation fleet, to be kept under execution and from the bottom of their hearts threw him a "ten". But then Polikarpov just brought the I-5, a fighter, which in the mid-30s was the basis of fighter aircraft, being built in the amount of 800 pieces, for testing. Stalin and Voroshilov liked the plane (performed by Chkalov) and the "ten" became conditional. By the way, the case against Polikarpov was canceled only in 1956.
Amazingly, Polikarpov, who created the most massive combat aircraft in the Land of the Soviets, did not have his own design bureau until 1936. He was constantly working under someone. After a conditional release, he was first deputy head of a brigade in the Sukhoi Design Bureau, then in the Ilyushin Design Bureau, and only at the beginning of 1936 received his own design bureau (TsKB) at factories No. 21 (Gorky) and No. 84 (Khimki) at the same time. In February 1939, he returned to the Dukes, becoming the chief designer of Aircraft Plant No. 1.
Working "under Ilyushin" Polikarpov in 1933 created the most successful Soviet fighters of the pre-war period - the I-16 monoplane and the I-15 biplane. I-16 became a revolutionary fighter without options. It was the world's first retractable landing gear aircraft. It was produced until 1942 (and according to some sources even until the spring of 1943). The latest modification (type 30) went into production after the start of the war. Despite the fact that the I-16 was inferior in speed to the Bf-109, it was noticeably superior to it in horizontal maneuverability and armament. And he dealt with the German bombers at a time. As a result, in the early years of World War II, he turned out to be a good air defense fighter. Problems with the operation of the latest fighters developed by Yakovlev and Lavochkin led to the fact that shortly before the start of the Battle of Kursk, some aviation commanders turned to Stalin with a request to resume production of the I-16 and I-153.
A total of 10,292 I-16s were produced, of which 2,710 were built in 1940. Captured "Mosca" in Francoist Spain until 1952 were used as training ones, by this very fact refuting allegations that it was difficult to manage.
Nikolai Nikolayevich somehow easily survived the Great Terror during which the aircraft designer Kalinin, the developer of the most massive passenger aircraft of the Soviet Union K-5, was executed and Tupolev and Bartini (the creator of the best Soviet pre-war passenger airliner Stal-7, which later became the Yer-2 bomber) were arrested. Grigorovich died himself. From cancer. But in 1938, during the first test flight, its chief pilot Valery Chkalov was killed. Then another tester, Susie. Both of them died during the tests of the newest promising fighter Polikarpov I-180.
But then the purely Soviet-Byzantine "black legend of Polikarpov" begins, composed by the rarest bastard, whose name was Alexander Sergeevich Yakovlev.
According to him, after the death of Chkalov, Polikarpov glued his fins together and was no longer capable of anything, and, as a result, he died from worries due to the fact that he could not help the Soviet country in any way in the time of wars and hardships.
In fact, the history of Polikarpov in 1938-44 clearly demonstrates the mess and corruption that corroded the Stalinist USSR in the pre-war and war years. It is clear that it was impossible to write about this for a long time, especially for those who were personally involved in all this, so they came up with a legend about the decline of the “king of fighters”.
The history of the last years of Polikarpov's life and work is very complex. The so-called factory #51 was really just an empty hangar. Only on April 27, 1940, the new People's Commissar of the Aviation Industry, Shakhurin, ordered to provide Polikarpov with production equipment. The I-180 fighter was eventually brought up and put into mass production, but at first the Gorky plant No. 21 pulled with the organization of it (I-16s were mass-produced there and the plant management did not want them to be reduced premiums for manufactured products, and then it was planned to deploy production of the I-21 Pashinin, one of the "winners" of the competition for young aircraft designers organized by Yakovlev.The I-21 did not have time to bring it to the start of the war and it never went into production.
Then there was an evacuation to Novosibirsk, where Yakovlev put at the disposal of Polikarpov the regional transport garage. Without electricity, water and heat, and people were settled in the circus building. At the same time, Deputy Chief Designer Yangel, a well-known rocket technology designer in the future, was taken away from Polikarpov. When Polikarpov tried to personally resolve his issues with Yakovlev, who was in Novosibirsk, he simply did not accept him. They tried to reach out through Malenkov, to which Yakovlev replied that Polikarpov, figuratively speaking, was mad with fat. He has a plant, a design bureau, so let him not get out ... When Polikarpov (an inflexible human being) managed to bring his I-185 super fighter to mass production, Yakovlev, on formal grounds, managed to disrupt the start of work on deploying this production in favor of the aircraft of his friend and accomplice Lavochkin La-5, which had much less finished and had worse performance characteristics ( The authorship of this aircraft is also not obvious.There is a completely fantastic version of the authorship of the project of this device).
Also during these years, Polikarpov developed and tested the "heir" of the I-200 (which is the MiG-3) called the TIS, which had powerful cannon weapons and was intended to become what is now called the "battlefield fighter", then the TIS, a twin-engine fighter similar to for the tasks of the American "Marauder" and the long-range high-speed bomber NB, according to the performance characteristics of the former unique bomber for the Second World War.
In fact, it was Polikarpov, and not Yakovlev and his friends, who during these years held the flag of an advanced aviation power. Not without reason, Stalin, who understood something, awarded Polikarpov the Lenin Prize of the First Degree for the I-185, which had not yet entered the series. At the same time, Ilyushin received only the second degree award for the IL-2.
In my humble opinion, the main problems of Polikarpov in the last years of his life, in addition to those artificially created by Yakovlev, were a.) the lack of high-quality engines and b.) Polikarpov's desire to literally bring his planes to a mirror shine. The second reason may have roots in the late 20s.
The same Yakovlev, by virtue of his position under Stalin, was not particularly afraid of anything and did not particularly reflect on the lack of knowledge of his and his friends' devices. The testers died on his I-26, and the Yak-2 and Yak-4, which were dragged into the series, built on the basis of the record-breaking BB-22 aircraft, were discontinued in the first days of the war, when it turned out that they were not suitable for modern warfare at all. Lavochkin's planes were affectionately called "lacquered guaranteed coffins" in parts, and Gurevich's creation was discontinued again due to unsuitability for modern warfare in 1942. To tear off, they tore off the drawings from Polikarpov, but they did not understand what to do next with them.
As a result, for almost the entire war, the best pilots tried to get American fighters at their disposal. First the Kittyhawk, and then the Ercobra.
And in the fall of 1945, the so-called "Aviation Case" broke out, when Yakovlev, whom Vasily Stalin pinned to the wall with massive deliveries of defective Yak-9s, turned the arrows on other leaders of the aviation industry and aviation, as a result of which the air marshal, commander of the aviation of the Far Eastern Military District Khudyakov (Khanferyants) was shot (at the end of World War II he served as chief of staff of the Air Force), Shakhurin received 7 years in the camps, and Novikov, the commander of the country's Air Force - 6. They were accused of mass deliveries of defective engines and aircraft to active units. Shakhurin, Novikov and others pleaded guilty, but Khudyakov did not.
Why did the "Aviation Business" arise at all? Yes, simple. The country's leadership decided that the Soviet aviation industry is in the deepest ass and is absolutely uncompetitive with the American and British. In fact, this was clear even during the war, but it was not before. And as soon as the war ended, the debriefing began immediately. The designers themselves were not touched. Although the planes of neither Lavochkin nor Yakovlev were never produced in large series again, Tupolev, Sukhoi and Gurevich took the first roles. And a little later, for a short time, Myasishchev. I think if Polikarpov lived to see these events, he would be able to fully restore his position in the Soviet aviation industry.
And as the last stroke - soon after the death of Polikarpov, all of his experimental aircraft were destroyed by order of Yakovlev.
In 1923, the designer V.N. Khioni was designed and built a two-seat wooden aircraft with the cheerful name "Humpbacked Horse". It was the firstborn of the Soviet civil aviation. The aircraft was equipped with a 100 hp Fiat engine. with water cooling. 30 such machines were built, and they were used in agriculture for pollinating crops with pesticides. Aircraft of the "Konek-Gorbunok" type worked until 1928, until they passed the baton to the famous "corn-grower", the Po-2 aircraft of aircraft designer N.N. Polikarpov.
MAIN DATA OF THE AIRCRAFT "Humpbacked Horse"
Takeoff weight, kg 975
Full load weight, kg 275
Empty aircraft weight, kg 700
Practical ceiling, m 3500
Maximum speed, km/h 122
Aircraft length, m 7.8
Upper wing span, m 11.4
Lower wing span, m 10.0
Wing area, m2 37.0
Fuel reserve, kg NO
Number of seats 2
Thus, agricultural aviation appeared in our civil aviation earlier than passenger aviation.
However, passenger cars were not long in coming.
In the same 1923, TsAGI engineers V.L. Alexandrov, V.V. Kalinin and A.M. Cheremukhin designed and built the first Soviet passenger aircraft AK-1.
Flight tests of the AK-1 aircraft were carried out by test pilot A.I. Tomashevsky. The tests were successful, and on June 15, 1924, the aircraft, called the AK-1 "Latvian shooter", was solemnly handed over to the Dobrolet society.
The AK-1 aircraft is a four-seat high-wing strut of a mixed design with one Salmson brand water-cooled engine with a capacity of 170 hp. The wing is trapezoidal in plan, 12% of the thickness at the strut attachment points. Wing struts - from a pair of chain-aluminum tubes with a fairing. Fuselage - wooden, braced, sheathing - linen.
The AK-1 aircraft for its time had a very high quality. It was operated on the Moscow-Kazan airline. From June 10 to July 17, 1925, the AK-1 "Latvian shooter" aircraft took part in a grandiose group flight on the route Moscow - Ulan Bator - Beijing, and then made a number of flights around the cities of China.
MAIN DATA AK-1
Takeoff weight, kg 1685
Full load weight, kg 540
Empty aircraft weight, kg 1145
Practical ceiling, m 2200
Maximum speed, km/h 147
Aircraft length, m 11.0
Wingspan, m 14.9
Wing area, m2 37.0
Fuel reserve, kg 197
Number of passengers, pers. 3
Crew, pers. one
In 1924, test pilot Efremov tested a passenger biplane aircraft - E.E. Gropius, built at the GAZ-5 plant. The aircraft was a two-pillar biplane with a very thick fuselage in the full height of the wing box. Behind the Hispano-Suiza engine with a power of 300 hp. there was a spacious passenger cabin for four seats, behind it - the cockpit of the pilot and mechanic (open), the entrance to it from the passenger cabin. Takeoff weight - 1849 kg. The maximum speed is 165 km/h. The length of the aircraft was 8.8 m. The wingspan was 11.2 m. The aircraft had a poor rate of climb, a low ceiling (300 m) and a high mileage. For these reasons, the aircraft was not accepted into operation.
Back in the 1920s, on the initiative of engineer A.N. Tupolev at the Kolchuginsky plant (Vladimir region) for the needs of the aircraft industry, the production of domestic light metal - chain-aluminum was established.
A.N. Tupolev became the founder of the use of metal in the aircraft industry of the USSR. The transition to metal, which made it possible to mass-produce machines, required a radical change in design methods and aircraft construction technology.
The first Soviet all-metal aircraft was the small three-seat monoplane ANT-2, built by A.N. Tupolev with a Bristol-Lucifer engine with a power of 100 hp, showed a speed of 170 km / h and a ceiling of 3000 m. The length of the fuselage was 7.5 m; wingspan - Yum. Takeoff weight - 836 kg; empty weight - 523 kg. Flight range - 425 km.
The first flight on the first Soviet all-metal monoplane aircraft ANT-2 on May 26, 1924 at the Khodynka airfield was made by TsAGI pilot engineer N.I. Petrov. ANT-2 is the ancestor of all metal aircraft in our country. It was not mass-produced due to the lack of domestic engines at that time.
In 1925, a team led by aircraft designers N.N. Polikarpov and A.A. Semenov, designed a six-seat passenger polutoraplan PM-1. The aircraft was equipped with a 260 hp Maybach engine. The fuselage is mostly glued out of veneer. The entire structure of the aircraft is wooden with linen covering of wings and plumage.
MAIN DATA PM-1
Takeoff weight, kg 2360
Full load weight, kg 980
Empty aircraft weight, kg 1380
Practical ceiling, m 4100
Maximum speed, km/h 180
Landing speed, km/h 90
Aircraft length, m 11.0
Wingspan, m 15.5
Fuel reserve, kg 440
Wing area, m2 38.5
Flight range, km 1200
Crew, pers. one
Number of passengers, pers. 5
The first flight of the PM-1 aircraft took place on June 10, 1925. It was made by test pilot A.I. Zhukov. After successfully completed tests, 10 such machines were built for civil aviation. PM-1 aircraft were operated on the Moscow-Leningrad and Moscow-Berlin routes. In terms of speed and carrying capacity, the PM-1 was not inferior to the foreign aircraft Dornier, Junkers, Fokker.
In the autumn of 1925, at the Krasny Pilot plant, by order of the Ukrvozdukhput society, aircraft designer D.P. Grigorovich created the SUVP aircraft. The SUVP aircraft is a high-wing strut wing with an open cockpit and a three-seater passenger cabin. Engine "Bristol-Lucifer" in 100 HP for such a passenger aircraft was, of course, too small. The wing and empennage of the aircraft were wooden, the covering was linen everywhere. The fuselage and wing struts were welded from steel pipes.
Maximum takeoff weight - 1150 kg. Full load - 330 kg. Practical ceiling - 3050 m, maximum speed - 139 km / h.
In October 1925, pilot A.D. Menitsky made a flight on the route Leningrad - Novgorod - Tver - Moscow. Due to engine vibration, the aircraft did not go into production.
In the mid-20s, measures were taken to organize the Soviet aircraft engine industry. Before the workers of the aviation industry, the slogan “Give the engine!” Was put forward. In 1924, the Leningrad plant "Bolshevik" produced the first serial domestic aircraft engine M-5 with a capacity of 400 hp. In 1926, designer A.D. Shvetsov created the M-11 engine with a power of 100 hp. air-cooled, which was then mass-produced for almost thirty years and installed on many light aircraft.
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One of the main attractions of Ulyanovsk, although not as widely known as the Lenin and Goncharov places, is, of course, the leading branch museum of civil aviation, containing a number of unique exhibits. A feature of the museum is the fact that almost all exhibits of aircraft arrived here on their own.
The Ulyanovsk Civil Aviation Museum is located near the city's airport. It consists of four halls with exhibits that fully illustrate the history of aviation, from the period of the Civil War to the present day. The museum belongs to the higher aviation school of the city of Ulyanovsk, where cadets study and study the history of civil aviation. The museum fund is simply huge, numbering more than nine thousand exhibits, among which there is a considerable number of originals, preserved in a single copy and representing truly unique things!
Let's start with the first Soviet passenger aircraft AK-1
The aircraft was built in a single copy in November 1923 with funds contributed by the Latvian riflemen to the fund for the construction of the Soviet air fleet
The aircraft handed over to the Dobrolyot company was operated by Moscow Airlines - Nizhny Novgorod and Moscow - Kazan. Accommodates three passengers
The museum displays a replica of the aircraft, made in 1986. The only replica, all other objects of the museum are absolutely authentic
ANT-4 (TB-1). The world's first heavy all-metal twin-engine bomber
In 1929, such an aircraft flew from Moscow to New York.
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In 1934, TB-1 participated in the rescue of the Chelyuskin steamship expedition.
The museum presents the only surviving ANT-4 out of 212 produced
U-2, one of the most massive aircraft in the world. Start of operation - 1929
Yak-12, 1946. A large number of these aircraft remain in service to this day.
Yak-40, 1966
The world's first jet passenger aircraft for local airlines
Yak-42. Medium-haul passenger aircraft, 1975
Legendary "Kukuruznik" An-2. More than 2,000 of these aircraft are currently in operation worldwide, many of them have been flying for more than 40 years.
An-14 "Bee". Developed to replace the An-2, but could not replace it
An-24, 1962. Turboprop passenger aircraft for short and medium haul lines
Let's move on to the Tu family. Tu-104, 1955. The first Soviet jet passenger aircraft
Between 1956 and 1958, the Tu-104 was the only operating jet airliner in the world.
It was with the advent of the Tu-104 that special vehicles, self-propelled ladders began to be introduced, the now familiar ticketing and baggage check-in systems began to work at airports, buses for passengers appeared, and the current standard of on-board service was first introduced.
Passengers began to be provided with hot meals and soft drinks, flight attendants began to conduct mandatory safety briefings before departure, etc.
Already in 1956-57, the Tu-104 was flying from Vnukovo to London, Budapest, Copenhagen, Beijing, Brussels, Ottawa, Delhi, Prague, etc.
The appearance of the Tu-104 allowed the USSR to as soon as possible reach the international level of air transportation
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Tu-114. The world's largest and fastest turboprop passenger aircraft. Flew to USA, Cuba, Japan
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The fuselage has two decks connected by a staircase, on the lower of which there are two luggage compartments, a crew rest room and a kitchen, and on the upper deck there is a passenger cabin. The kitchen is equipped with a lift for serving dishes to the salon, initially the crew included a chef
This aircraft was released the penultimate of all Tu-114s (in 1964) and is one of three surviving examples of this type of aircraft.
Tu-116, 1958
A passenger aircraft specially converted from a Tu-95 bomber for long-range flights by the leadership of the USSR, built in case of an unforeseen delay in the production of the first Tu-114
It had a pressurized passenger cabin-capsule with portholes, a built-in ladder, built into a slightly converted bomber fuselage, including two cabins for 20 people, a kitchen, a toilet, a service room
In total, two copies were built, only one has survived to this day.
Tu-124, 1962
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Tu-124 is actually a smaller copy of the previously developed Tu-104, and both types are similar in appearance, but differ in size, as well as the design of some units
The fate of the Tu-124 was decisively influenced by Khrushchev's instruction to transfer the engines to the tail section of the aircraft, like the French Caravelle he saw. As a result, the large-scale production of the aircraft that had unfolded was discontinued in favor of its deep modification of the Tu-134
Tu-134. One of the most massive passenger aircraft assembled in the Soviet Union
A total of 852 aircraft were built, 130 of which are still in service.
The pearl of the exposition is the world's first supersonic airliner Tu-144
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June 3, 1973 Tu-144 No. 77102 crashed during a demonstration flight at the air show in Le Bourget. Nevertheless, the Tu-144 began to make regular flights on the route Moscow - Alma-Ata
A ticket for this plane cost 68 rubles, while a ticket to Alma-Ata for a regular subsonic plane cost 48 rubles.
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After the second crash of the Tu-144 in a test flight on May 23, 1978, just seven months after the start of commercial operation, Aeroflot stopped supersonic passenger flights.
Of the 16 Tu-144s produced, only two aircraft were engaged in the transportation of passengers on regular routes Moscow - Alma-Ata - these are the hundred and forty-fourth ones under Nos. 77109 and 77110, and only one of them has been preserved, and it is on display in the museum.
Also, this aircraft flew to the international air show in Le Bourget in 1977. At the moment, it is the most complete of all the surviving Tu-144s.
The aircraft is equipped with original engines NK-144A
According to the museum staff, the aircraft cabin is in perfect condition.
The most massive Soviet jet passenger aircraft Tu-154
Let's move on to the Il family. IL-14, 1950
Short-haul twin-engine aircraft designed to replace the obsolete Li-2 and Il-12
In total, more than 3500 aircraft were produced
On the this moment only one Il-14 aircraft is in airworthiness condition in Russia, repaired by enthusiasts from St. Petersburg
IL-18. The first Soviet turboprop liner that made its first flight six months before the Tu-114
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IL-28. The first Soviet jet front bomber, carrier of tactical nuclear weapons
IL-62. The first Soviet jet intercontinental passenger aircraft
The first flight was made in 1963. Mass-produced in 1966-1995
A total of 289 aircraft were produced. A third of all cars produced were exported to socialist countries, primarily to Cuba.
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For several decades, the IL-62 served and serves as a government ("board number 1") - in the USSR, Russian Federation and Ukraine
To date, there are no aircraft of this type left in commercial operation in Russia; they fly only in the Air Force, the Ministry of Emergency Situations and the special flight squad "Russia"
IL-86 - the first and most massive Soviet / Russian passenger wide-body aircraft
The need for such an aircraft arose in the USSR in 1967, when Aeroflot developed requirements for an aircraft with 350 seats.
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Four aircraft were built in the variant of the Il-87 air command post to control the armed forces in the event of a nuclear conflict
AT Soviet time the main purpose of the Il-86 was domestic regular flights of medium length, in the post-Soviet - a roomy car began to be used for charter flights to popular resorts
The mass write-off and decommissioning of this type of airliners began in 2001. The reason was, among other things, noise restrictions introduced in the EU, which prevented the Il-86 from flying to most airports in Europe
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MiG-25 - Soviet supersonic high-altitude fighter-interceptor of the third generation
The world's first serial fighter to reach speeds of 3,000 km/h. Multi-purpose aircraft capable of solving both reconnaissance and fighter missions
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Czechoslovak L-29 "Dolphin". The most massive jet trainer in the world
Another copy from Czechoslovakia - L-410 "Turbolet". The first post-war aircraft of foreign production, which entered the Soviet air routes
Polish M-15 "Belfegor". The world's only jet agricultural aircraft
Designed and produced in Poland in the 1970s by order of the USSR
For its strange appearance, it was called "Belphegor" - a demon
Mi-1 is a multipurpose helicopter developed in the late 1940s.
Serial production was carried out in 1954-1960, a total of 2680 machines were built.
Mi-2, also in the coloring of the traffic police
It is widely used to perform many civil and military tasks. Before the end of production in 1992, over 5400 units were built. Even now, the Mi-2 takes part in tenders, competing with its successors Ka-226 and Ansat
Mi-4. The first military transport helicopter of the armed forces of the USSR
In 1950-1970 it was the main transport and landing helicopter of the Warsaw Pact countries
Mi-6 - heavy multipurpose helicopter
It has been built since 1959 at the Rostov Helicopter Plant in both military and civilian versions. In 1964-1978 it was exported
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Helicopter Mi-6 - the most lifting at that time
The museum also presents various options for flight recorders, the so-called. "black boxes"
As you can see, the "black boxes" are actually orange
In general, the museum is excellent. Despite the fact that some aircraft do not look very presentable, they are gradually being painted and soon, one must think, everyone will look good enough. And the museum staff, mostly made up of former pilots, is very friendly and talkative.
4k. Training biplane P-IV-BIS (const. A. A. Porokhovshchikov). 1917 In the first years of Soviet power, training biplanes with a truss tail could be seen at the airfields. These aircraft were designed by Alexander Alexandrovich Porohovshchikov. In 1918, he passed the official test for the title of military pilot and voluntarily joined the First Petrograd Air Group. Then he served in the 3rd and 32nd air squadrons, headed the 16th aviation train and experimental workshops Air Fleet. Particularly successful was the P-IV-bis aircraft, designed for an 80 hp engine. back in 1917 and released in 1920. Porohovshchikov's planes did not have high speed and ceiling, but they were distinguished by their simplicity of design and low cost, they were very easy to pilot, which was the most important requirement for initial training machines.
6k. The first Soviet passenger aircraft AK-1 (constant V.L. Aleksandrov and V.V. Kalinin). Light multipurpose aircraft. The first flight was in 1924. The design of the AK-1 was wooden with little use of metal. The passenger cabin of a closed type, designed to accommodate two passengers, was located in the fuselage under the wing center section. When flying without a flight mechanic, another passenger could be placed in his place. The AK-1 aircraft was not mass-produced. Designed for a relatively low power engine, this aircraft was significantly inferior in its passenger capacity to the German Junkers Ju-13 and Dornier III aircraft, as well as the Fokker F-111 aircraft, which were operated in the mid-20s on Soviet airlines.
10k. Military (reconnaissance aircraft), mail and cargo aircraft R-3 (ANT-3) (const. A. N. Tupolev). 1925 R-3 became the first Soviet all-metal aircraft. Tests of the R-3 began in 1925, and from 1927 it began to be mass-produced. Production of the R-3 continued until 1929.
12k. Twin-engine all-metal bomber TB-1 (ANT-4) (const. A. N. Tupolev). The world's first serial all-metal heavy twin-engine bomber. The aircraft was designed and built in 1925. But it was not possible to immediately launch the aircraft into a series due to the lack of supplies of English engines and imported parts, which were on the prototype. It was serially built from the summer of 1929 to the beginning of 1932. In 1929, the crew of pilot S.A. Shestakov flew on the ANT-4 "Country of Soviets" aircraft on the route Moscow - New York. In 1934, pilot A.V. Lyapidevsky took part in the rescue of the Chelyuskinites on this plane. He made 29 search flights in a snowstorm and in bad weather, before on March 5, 1934, having discovered their camp, he landed on an ice floe and took out 12 people from there.
16k. Reconnaissance aircraft R-5 (designer N. N. Polikarpov). 1929 Multi-purpose single-engine aircraft. One of the most popular biplanes of the 1930s. It was built serially from 1930 to 1941. Participated in the rescue of the crew of the Chelyuskin icebreaker. During the Great Patriotic War, it was used as a night bomber, liaison and transport.
20k. Training and postal transport amphibious aircraft Sh-2 (constant V. B. Shavrov). 1930 First production amphibious aircraft. In total, 270 cars were produced in 1932-1934, after which their production ceased. The situation changed with the start of the Soviet-Finnish war, when it became clear that a small seaplane was needed for operational communications among the troops, and the removal of the wounded. In this regard, it was decided to return the decommissioned Sh-2s to service.
