by Massimo Tessitori |
Updated on 9 March 2021
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First production version of 1934, broadly similar to the first TsKB-12 first prototype:
58 pre-production ones were built in GAZ-39 at Khodynka in 1934; they are recognizable for a longer cowling and at least the first ones had two flares protruding backwards on the right wingtip; they were still known as TsKB-12. A larger number (with shortened engine cowling as shown here, without flares behind the right wingtip) was delivered from GAZ-21 starting from October 1934, for a total of 400 or more built. The name 'Type 4' originated from this factory. It was publicly shown over Red Square and Tushino, and delivered to units in mid 1935; it remained in production up to the end of 1935. It never saw combat, but some were still serviceable as training planes at the war outbreak. |
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A first batch of pre-production Type 5 with imported Wright-Cyclone engines, much more powerful than the M-22, were built in GAZ-39 in late 1935, on the base of the TsKB-12bis prototype as modified after an accident. The massive production of Type 5 with M-25 engine started in early 1936 at GAZ-21 and, marginally, GAZ-153. Compared to the Type 4, the early Type 5 featured:
The Type 5 had a huge evolution during its production, particularly in early 1937:
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Type 5s were widely utilized by the Soviet Air Force, they fought against Japaneses in the Nomonhan Incident, against Finns in the Winter War, and in the end against Germans in the GPW, often converted into ground attack planes with RS-82 rockets and protective metal skinning on the wings, and refitted with M-25V engine, curved windshield, PAK-1 or later gunsight. Type 5s were exported in Spain, where they were called Moscas by Republicans and Rata by Nationalists, and in China, where they fought against Japaneses. |
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The first Type 10s were tested at the very beginning of 1938. They implemented some improvements due to the experiences of the Spanish Civil War:
The first batch of 31 sent to Spain in March 1938 still had the M-25A engine without the inlet and outlet for the oil cooler and with two simple holes for the synchronized ShKAS. After that, Type 10s had the M-25V engine with the T-shaped inlet for the oil cooler on the front cowling, the ventral outlet and protruding blast tubes for the synchronized ShKAS. Further improvements introduced during the production were:
Type 10s were widely utilized by the Soviet Air Force, they fought against Japaneses in the Nomonhan Incident, against Finns in the Winter War, and in the end against Germans in the GPW, often converted into ground attack planes with RS-82 rockets. They were exported in Spain, where they were called Moscas by the Republicans and Rata by the Nationalists, and in China, where they fought against Japaneses. Modified I-16s remained serviceable ne l'Ejercito de l'Aire up to 1953. |
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The Type 12 of 1937 was the first ShVAK-armed version, derived from the I-16 Type 5. Despite the number 12, it was built before the Type 10 on the base of the prototype TsKB-12P of 1936. The pre-production Type 12 differed from Type 5 of early 1937 for:
The production could have totalized 34 planes; of these, at least 8 were intensively tested and at least 11 were sent to operative units. When the Type 10 entered production, it was considered a better base for a gun-armed version. Two Type 12 were converted into the prototypes of Type 17. Perhaps some other ones, built in 1937 with defective wing consoles, were converted into Type 17 in 1938-39, preserving the long ailerons and the lack of flaps. |
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This was a variant of the late Type 10 adapted for the ground attack role:
27 Type 17s were built in 1938 and further 314 in 1939; many of them were later rebuilt as Type 27 or 28. The Type 17 was never exported, but fought in the ground attack role against Japaneses in the Nomothan incident, against Finns in the Winter War and against Germans in 1941/42, during the Great Patrioctic War. |
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The Type 18 of 1939 was equipped with the engine Shvetsov M-62, a Soviet copy of the Wright-Cyclone R-1820-G-5. Its visual characteristics were:
It was an interim version before the introduction of the more powerful M-63 engine, so only 177 were built in 1939 by GAZ-21 and GAZ-153, plus some in 1940 in parallel with the Type 24, according to the available engines; so, late production Type 18 had the same airframe of Type 24. It was never exported, but saw combat in the Nomothan incident and in the Winter War before fighting in the Great Patrioctic War. |
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This version was equipped with the M-63 engine and MV-1 propeller, and was visually similar to Type 18. Apart for the engine, it was different for:
Late Type 24 had further characteristics:
155 Type 24 were built in late 1939, 760 (including 24P and 24R and some late Type 18 with M-62 engine) in 1940 and 19 (probably 24R) in 1941, for a total of 934. |
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This can be seen as a variant of the Type 18 adapted for the ground attack role with the wing-mounted ShKAS machine guns replaced by ShVAK guns, or as a ShVAK-armed Type 17 updated with M-62 engine and MV-1 propeller as Type 18. The 20 mm ShVAK guns were easily recognizable for the big protruding barrels and some modifications to their ports. The landing gear was usually with splined shock adsorbers as on Type 10-18. Some late production Type 27 could have had the same airframe of Type 28 (but M-62 engine) and be visually undistinguishable from it. 59 were built in 1939, plus a total of 277 Type 27 and Type 28 in 1940. The type was never exported, but fought in the ground attack role during the Nomothan incident, during the Winter War (when one was captured by Finns and rearmed) and during the Great Patrioctic War. |
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This variant can be seen as a Type 27 with M-63 engine and other updates (scissor type landing gear and modified bays and doors, pilot's door and radio hatch on the right side, tail wheel), or as a Type 24 adapted for the ground attack role with the wing-mounted ShKAS machine guns replaced by ShVAK guns. Some planes (1 each 4) received the predisposition for auxiliary fuel tanks under the wings, and plates over the wing consoles for access to the system. They could have plates for extractable landing torches under the right wing console. 16 Type 28 were built in 1939, plus a total of 277 Type 27 and Type 28 in 1940. Type 28 was never exported, but it was used during the GPW. |
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The final version of the I-16 was a ground attack plane; it had much in common with the Type 24R but:
About 800 Type 29s were built between the mid of 1940 and the mid of 1941. |
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The UT-2 was the first two seater training version based on the Type 4 equipped with the M-22 engine, with long enclosed canopy and doors on the left side, and a machine gun on the right wing only. Only 3 were built. As all M-22 equipped I-16s, the fin was turned rightwards; The UTI-2 (illustrated aside) was the first serially produced version; it was simplified, with open cockpits, flat topped back and unarmed. Their serials started by 8, so it should be Type 8, but it was also known as Type 14. The prototype flew in early 1935, 57 were built in 1935 and 1936, and about 40 in 1937 by GAZ-21. Probably the planes built in 1935 had the same tail of the Type 4, with long plate over the rudder's hinges and fastening wires between fin and stabilizers. Final production planes had ailerons as on Type 5 instead of Type 4, recognizable for non-protruding hinges on the lower wing surface and less gap between wings and ailerons. The UTI-3 was a prototype of twoseater training version visually similar to the UT-2, with closed canopy, doors, machine gun on the right wing, equipped with the expermental M-58 engine. It was not serially produced because it was decided to standardize all versions of I-16 on the M-25.
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It was based on the airframe of the UTI-2 and the engine of Type 5, equipped with M-25/25A engine and unarmed. As all M-25/62/63 engined I-16, the fin was turned on the left. It was produced in 1937 and 1938. Its serials started by 15, adding 1 before 5 to design a trainer version of Type 5; so it was called Type 15 even if it appeared before the Type 10.
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Evolution of the early UTI-4 with M-25V engine introduced around late 1938. It progressively introduced changes similar to those of late I-16s, well visible on the landing gear and lower side of cowling.
The production figures of UTI-4s vary from 843 planes to 3189 planes, according to the sources; the most likely number looks around 1900. The Type was produced in GAZ-21, GAZ-153 in Novosibirsk and GAZ-458 in Rostov On Don up to 1943. Some UTI-4s were exported to Spain (4) China (were it was produced as Jung-28A) and Poland (2). |
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