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Polikarpov donkey's family. Part 1: the ancester TsKB-12
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Author Topic: Polikarpov donkey's family. Part 1: the ancester TsKB-12  (Read 2108 times)
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Posts: 135

« on: October 31, 2018, 11:24:52 AM »

Hello everyone,
The purpose of this serie of  posts is to show the building of the main aircraft belonging to the Polikarpov I-16 family. from the TsKB-12, prototype of the I-16 to the I-185 that did not come into production despite its qualities, more for diplomatic than technical problems .
As I am interested in both history and technique, I-16 has the advantage of allowing me to evoke the Spanish War (1936), the Sino-Japanese War (1937), the c Japanese Soviet Khalkin-Gol battle (1939), the Finnish "winter war " and "continuation war" 1939 then 1941 and finally the Great Patriotic War, 1941.

Beside Sovietwarplanes, I have some documention :

and there are Russian forums (thanks Google translate), , ,

But the best source  for a model maker building an I-16 is the huge work that Ricardo Rodriguez did at 1/48 from Eduard's I-16s. , /forodemodelismo/proyecto-ishak-capitulo-1-el-morro-1-parte-t8617.html#p61547 /forodemodelismo/proyecto-ishak-capitulo-1-el-morro-2-parte-t8629.html#p61643 -ishak-capitulo-2-el-fuselage-t8752.html # p62186
https://www.tapatalk com / groups / forodemodelismo / proyecto-ishak-capitulo-3-1-parte antes-de-los-poz-t8820.html # p62625

1- The prototype TsKB-12

I used  the kit produced by Prop & Jet for the  TsKB-12 bis, prototype of the family

Here is a summary of its history I received from AlexGRD:
"In the early 1930s, the Red Army Air Force Command began to realize that the era of biplanes is irrevocably past. That is why in 1932 Pavel Sukhoi is assigned to develop a new monoplane fighter for the Red Army air force. This project was called I-14. Polikarpov was commissioned to create a biplane, which could be adopted in the VVS if the Sukhoi project fails. The Sukhoi aircraft was of a conventional design (open cockpit and fixed landing gear), first called I-14A, later became known as TsKB-3 or I-15.
At the same time, Polikarpov was also convinced that the era of biplanes was coming to an end, so in the same year, the designer on his own initiative began to create his monoplane fighter, a competitor of I-14.
In May 1933 for the VVS was the new project, which gives it the continuation, but provided that it is not included in the financial statement. But already in November 1933, after seeing the scale model of this monoplane, it was decided to launch this fighter in series production  .Polikarpov's project was initially developed to receive the new engine M-25 (Soviet license Wright-Cyclone SGR 1820 F -3), which was in the process of being put into production. However, at the time of the creation of the first prototype the engine has not yet been available in the necessary number. This is why Polikarpov  proposed to install on the first machine a less powerful M-22 engine (480 hp). Thus, on December 30 the first prototype TsKB-12 (TsKB stands for Central Design Office), took the air piloted by test pilot Valery Chkalov. The fighter showed for the time a good speed of 303 km / h and at an altitude of 1000 m and 283 km / h at an altitude of 5000 m The second prototype the TsKB-12bis (Wright-Cyclone engine SGR 1820 F-2 710) take off on February 18, 1934. From the outside, the major visible difference between the TsKB-12 (M-22) and the -12bis, consisted of the "Hamilton Standard" three-blade propeller. (instead of two blades). The characteristics of the -12bis were even higher, at an altitude of 1000 m it reached the speed of 361 km / h. As it was in the middle of winter, the machines were installed on non-retractable skis that did not allow to determine the maximum speed of the aircraft, however, this modification had allowed to start immediately the test flights So what was revealed about the two prototypes that flew only a few hours? The two prototypes: with M-22 and with the "Wright Cyclone" - these proved to be very similar to the piloting, with an immediate reaction to the movement of the control surfaces, an easy passage from one pilot figure to another, but not It did not allow too much movement of the sleeve. Strong attention and special precautions should be taken during landing. . At the same time, the pilots noted that at take-off and landing I-16 was more stable than the Sukhoi I-14 fighter, developed within the TsAGI. According to the report on the two prototypes the TsKB-12 with an M-22 engine inspired more confidence (the "Wright Cyclone" had stronger undesirable vibrations), so that during the first days of testing pilots Yumashev and Chernavskii have tried the -12bis in extreme RPM. In the unanimous opinion of the pilots, the plane was full of mystery, and was considered very dangerous, so the steering, especially in tight turns, was prohibited for an indefinite period. Nevertheless, the decision of mass production came into effect, therefore, by the positive Air Force Report. VVS chief Y. Alksnis ordered to begin the selection of specially trained pilots for the integration of the new fighter into the air force.  Finally after a large number of tests the version with the M-22 engine (I-16 type 4) was chosen for production but it was not produced in large numbers because the problems with the M-25 engine were settled which paved the way for the production of Type 5 which has become really a large-scale aircraft.
Tactical and technical characteristics of the prototype I-16TsKB-12 * TsKB-12bis *
 Max. speed 1000 m, km / h 303 361
Max. speed at an altitude of 5000 m, km / h. 283 314
Rising time at a height of 5000 m, min. 10.9 7.9

Here is the box

The notice is written only in Russian, but given the number of parts and the diagrams, there is no difficulty in understanding the assembly

Parts are well protected

 and easy to separate. No large cores to saw.


As the aircraft was entirely red, the only decals are the Hamilton logos of the propeller.
Vu the fineness of the engraving, the surface state of the resin and the precision of the assemblies  I felt like I was in front of an Hobbyboss "easy assembly". There are even centering pins and the canopy (in duplicate) is made of very thin and transparent resin.


 I  found  a single mold defect in the right wing tip , easily repaired

 However, everything is not so easy. Here are the skis. The V-shaped brackets are to be glued and drilled to 0.6mm to be able to thread the axis of the landing gear leg.

 The mounting of the propeller blades on the hub is also meticulous

The assembly of 9 cylinders on the engine block is not justified so much. They were faired.  A monobloc engine would have been enough  with less work.

I glued  dashboard and stick "because they were there" while knowing that nothing would be visible with the  canopy closed.


 Here are the main parts ready for final assembly in a few hours.

Here is the result
It is necessary to scratch the sandows that maintained skis. I've also replaced the viewfinder's simple mount by  a dual-mount bracket made with streched plastic .

 The next will be a type 4 as I built  them in chronological order.

Thank you for reading me

A + Bernard
« Last Edit: November 03, 2018, 07:23:51 PM by BLG » Logged

Massimo Tessitori
Hero Member
Posts: 6466

« Reply #1 on: October 31, 2018, 06:40:27 PM »

Hi Bernard,
your description of the plane is very welcome, both from an historical and modellistic point. I like very much this prototype and its finish, and we have a clear idea on how to deal with this resin kit. thank you for posting it.
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