I-16 Type 10

Uploaded on 5 February 2021

back to Sovietwarplanes Pages Index
back to I-16 index
back to I-16 types index

 

 

Type 10 prototype

 

The experience of the Spanish Civil War showed that the armament of the I-16 Type 5, two ShKAS 7.62 mm machine guns on the wings, was unadequate. It was decided to add two further ShKAS machine guns on the engine cowling, synchronized with the propeller.

The order to convert the production from Type 5 to Type 10 was sent to GAZ-21 on 25 December 1937, with a required deadline of few days.

The first Type 10s were tested at the very beginning of 1938; the first flight was made on 11 January 1938 by test pilot S. Suprun.

The prototype was equipped with non-retractable ski gear, and the bays were closed. The pilot's opening had not side door and was wider and rounded as those of UTI-4. The armoured backrest seems missing too.

Left: photo of the prototype of Type 10, hurrily converted from a Type 5.

The painting of the plane is debatable: while it is obvious that the most of it was painted dark green and silver or light grey as production planes from late 1937 to mid 1940, that hadn't national markings and that many metal parts were left unpainted, it's not clear what was the color of the cowling (it looks too light to be black or green) and of the tail fillets. It could be an unidentified dark primer, or some distinctive colour as bright red that looks likely for a prototype.

Image from Andrey Averin (Dabbler)

This prototype was a Type 5 hurrily converted, and hadn't the flaps and the shortened ailerons typical of Type 10 production planes.

Strangely, only 11 ribs seem visible on each wing as on the planes of 1936, and the right wingtip looks slightly damaged; besides the color is a bit lighter than the fuselage or tail. All this can be interpreted in different ways: was the painting uncomplete because of the hurry to shot photos, or was the plane left in this way to be easily distinguishable as a prototype?

Image from Andrey Averin (Dabbler)

Left:

a closer detail of the prototype. This allows to see well the new blisters for the synchronized ShKAS and the new width of the upper panel, that was wider than the one of Type 5.

The upper vents for exhast pipes were moved a bit downwards in comparison to those of Type 5, and all the four side vents ended more rounded and were shorter to make room for the ammo boxes of the synchronized ShKAS.

Another unusual characteristic was the wide opening for the cockpit, rounded and without doors just as on UTI-4. It's unclear if this was a request of the test pilot to bail out more quickly in case of need, or an experiment to measure the change in drag due to this simplification, but it wasn't repeated on production planes.

Note that there is a predisposition for a wire aerial between the top of the fin and the back of the fuselage, slightly moved on the left, but there is not any visible wiring.

 

Image from Andrey Averin (Dabbler)

 

Type 10 flapless first batch

According to Andrey Averin, a first batch of Type 10 with long ailerons and without flaps was kept in Soviet Union for operative tests.

This photo taken in summer 1941 seems to show one of those planes: a Type 10 whose long ailerons allow to deduce the absence of flaps. When compared to the prototype, this plane has normally shaped cockpit opening with the usual door on the left side.

Image from the web.

 

 

 

 

The drawing shows a reconstruction of those planes.

 

When compared to earlier Type 5, we can see:

  • the blister of the synchronized ShKAS firing through two holes on the front ring, in addition to the wing ShKAS;
  • the wider upper cowling panel;
  • the shorter and more rounded vents for exhaust pipes on the side panels;
  • the fixed open windshield with PAK-1 gunsight (that can be found on very late Type 5 too).

When compared to the prototype Type 10, it's likely that the cockpit opening was the typical standard one, with a door on the left side.

There are not photographic proofs that such planes with long flaps and without flaps were sent to the Spanish Republican Air Force. Similar planes were built in Spain in 1939, but were distinguishable from Soviet-built ones for some details as the OP-1 gunsight instead of the PAK-1.

When compared to earlier Type 5, we can see:

  • the blister of the synchronized ShKAS firing through two holes on the front ring, in addition to the wing ShKAS;
  • the wider upper cowling panel;
  • the shorter and more rounded vents for exhaust pipes on the side panels;
  • the fixed open windshield with PAK-1 gunsight (that can be found on very late Type 5 too).
  • The planes were provided with long ailerons, as Type 5 but differently from standard Type 10.

Reconstruction of the bottom view of the very first batch of Type 10.

It is nearly undistinguishable from Type 5, apart for the small tubular outlet for the waste shells of the synchronized ShKAS: the right one between the vents, the left one inside of the outer vent.

While it is sure that the metallic parts were painted with AE-9 light grey, the color of the fabric/wood surfaces is uncertain. The manual of Type 10/17 describes them as AII light grey covered by three layers of trasparent paint, while some photos and the analogy with other contemporary planes (I-15bis, I-153) suggest that it had to be AII silver, again covered with three layers of trasparent paint. Usually photos show a darker and more shining color on the fabric parts than on metallic ones, where it shows almost white.

 

Flaps and short ailerons

 

After having built a flapless prototype and a first batch of Type 10 without flaps, kept in Soviet Union for operational tests, flaps were introduced into production.

The flaps, similar to those of the abandoned I-163 prototype, were useful to reduce the landing speed, increased due to the growth of weight, but they were pneumatically actioned, so their use revealed unsafe because abruptly braked the plane.

The flaps required the shortening of the ailerons, whose span was limited to the outer consoles, deleting their previous extension on the centerplan.

The introduction of flaps was most likely accompanied by the replacing of the wheel bays plates with new ones, locked with Dzud locks and quicker to unlock to give access to the flaps mechanism for maintenance. The new plates had some difference in internal details: the large kidney-shaped windows inside were replaced with smaller rectangulat ones, and the big nervure was replaced with tho smaller parallel nervures, or with a fully flat top.

 

A dramatic photo of an I-16 shows the look of the opened flaps. The inner face and bay look painted with the same color of the undersurfaces.

On I-16s built after the spring 1939, the pneumatic actioning was replaced by a mechanical one that was more gradual.

 

Image from scalemodels.ru

 

I-16 Type 10 M-25A

Left:

CM-177, a Type 10 M-25A of the first batch sent to Spain in March 1938, probably the second produced batch of Type 10.

The lack of the oil cooler intake on the low part of the front plate is evident; the M-25A cooler that took air from inside the cowling.

Besides the synchronized machine guns fired through simple holes in the front ring, but this solution caused an unpleasant whistle that led to the successive introduction of the characteristic protruding blast tubes of late I-16s.

The presence of the new pneumatic flaps, although closed, is marked by the nervure under the plane. Photos from other perspectives confirm that this plane was equipped with flaps and short ailerons.

 

Image from Polikarpov fighters in action, Squadron Signal

Type 10 M25A (as the first batch of 31 sent to Spain in March 1938) were characterized by:

  • two ShKAS on the wings (as previous versions);
  • two synchronized ShKAS on the nose, still without visible blast tubes on the front plate and with protruding blisters on the top of the nose that altered the profile of the plane (an innovation that will be preserved on all successive types); some Spanish Type 10 M-25A had the protruding blast tubes as on later stocks;
  • M-25A engine, without the T-shaped intake of the oil cooler on the front plate that denoted the following planes with M-25V, nor its circular outlet under the cowling;
  • VFSh propeller with pitch adjustable on the ground only, with pointed spinner (as on type 5 and 17);
  • pneumatically actioned flaps under the fuselage and wing root, that required to shorten the ailerons in comparison to type 4-5; short flaps and ailerons were preserved in all successive I-16 fighter types;
  • 2 slots for exhaust pipes on each cowling side were rounded, not pointed backwards as on Type 5;
  • 4 slots for exhaust pipes under the cowling were as those of type 5 (this changed on late Type 10);
  • PAK-1 gunsight;
  • no trim tabs on the ailerons (they could be refitted after building);
  • tail skid;
  • pilot's door on the left side only.

Above: top view of early Type 10 with M-25A. We can note:

  • the blisters and the holes for two synchronized ShKAS are well visible over the nose; there were not the protruding blast tubes of standard Type 10 with M-25V;
  • the ailerons were shorter than those of previous Type 4 and 5;
  • no trim tab on ailerons.

Below: bottom view of early Type 10 with M-25A. We can note:

  • the flaps under the fuselage and wing roots are well visible, and justify the shortening of the ailerons when compared to the previous versions; this configuration was preserved in all successive fighter variants;
  • the strengthened wings had two fasteners for side, instead of one, on the metal band covering the space between the central wing plane and the side consoles;
  • the plates with the wheel bays were now fixed with dzud locks for a faster removing to give access to the flaps mechanism; some details inside the bays (not visible in the drawing) were changed: the large kiney-shaped windows were replaced by small rectangular ones, and the single large rib was replaced by two parallel ribs or no ribs at all;
  • each of four exhaust tubes had its own recess, as on Type 5;
  • two small holes with slightly protruding pipes for the expulsion of the waste shells of the synchronized ShKAS, in asymmetrical position (the left one between the exhaust slots, the right one inside the exhaust slot or, alternatively, slightly behind or outside it;
  • no T-shaped intake and no outlet for the oil cooler, that were characteristic of the standard Type 10 with M-25V.

I-16 Type 10 M-25V (typical)

 

 

Soon, the more advanced engine M-25V became standard on all production Type 10s.

Type 10 M-25V (typical Type 10) were characterized by:

  • two ShKAS on the wings (as previous versions)
  • two synchronized ShKAS on the nose, with the introduction of visible blast tubes on the front plate and protruding blisters on the top of the nose that altered the profile of the plane;
  • M-25V engine, with the characteristic T-shaped intake of the oil cooler on the front plate and an exhaust hole under the cowling;
  • VFSh propeller with pitch adjustable on the ground only, with pointed spinner (as on type 5 and 17);
  • pneumatically actioned flaps under the fuselage and wing root, that required to shorten the ailerons in comparison to type 4-5; short flaps and ailerons were preserved in all successive I-16 fighter types;
  • 2 slots for exhaust pipes on each cowling side were rounded, not pointed backwards as on Type 5;
  • 4 slots for exhaust pipes under the cowling were as those of type 5 (this changed on late Type 10);
  • PAK-1 gunsight;
  • no trim tabs on the ailerons (they could be refitted after building);
  • no armoured backrest (it could be refitted after building);
  • tail skid;
  • pilot's door on the left side only.

Above: top view of typical Type 10. We can note:

  • the blisters and blast tubes for two synchronized ShKAS are well visible over the nose;
  • the ailerons were shorter than those of Type 4 and 5;
  • trim tab on ailerons were not factory standard, but they were often refitted to existing planes.

Below: bottom view of typical Type 10. We can note:

  • the flaps under the fuselage and wing roots are well visible, and justify the shortening of the ailerons when compared to the previous versions; this configuration was preserved in all successive fighter variants;
  • the strengthened wings had two fasteners for side, instead of one, on the metal band covering the space between the central wing plane and the side consoles;
  • the plates with the wheel bays were now fixed with dzud locks for a faster removing to give access to the flaps mechanism; some details inside the bays (not visible in the drawing) were changed: the large kiney-shaped windows were replaced by small rectangular ones, and the single large rib was replaced by two parallel ribs or no ribs at all;
  • each of four exhaust tubes had its own recess, as on Type 5;
  • two small holes with slightly protruding pipes for the expulsion of the waste shells of the synchronized ShKAS, in asymmetrical position (the left one between the exhaust slots, the right one inside the exhaust slot or, alternatively, slightly behind or outside it;
  • the T-shaped intake for the oil cooler and the rounded outlet are visible.

 

 

Typical I-16 Type 10 on landing. The double numaration on the tail and the vertical cap at the rear of the rudder are noteworthy.

Left:

Type 10 unusually provided with radio equipment, recognizable for the double wiring between the rear fuselage and the fin.

This style of painting of the cowling, with dark green uppersurface and light grey undersurface extended to the front ring, was rare and seen forthemost on planes at the beginning of 1938; probably it was the first style just after the abandonement of the fully black painting of the cowling.

 

I-16 Type 10 late (1939)

 

 

 

 

The Type 17, a version similar to Type 10 but with ShVAK 20 mm guns instead of the wing-installed ShKAS, was developed and put into production in late 1938. It introduced the possibility to retract the ski gear (that was fixed in previous versions); this innovation was extended to the Type 10, still in production at the end of 1938, and characterized all the successive types except for Type 29.

 

Left:

The photo shows Type 10 s/n 1021518 at the NII VVS (Scientific Institute of the Air Force) in February 1939; it was equipped with the retractable ski gear; the wheel bays were partially closed with screwed plates.

On the image, the difference of color of the undersurfaces, light grey AE-9 for the metallic parts and aluminum for the fabric-skinned parts, is evident.

Image from M-Hobby 7/2020, article of Andrey Averin

 

 

The retractable ski gear required that large D-shaped recesses were carved under the cowling to adhere the front part of each ski. These recessed were partially opened to act as outlet for cooling air; they could be partially closed, when ski was not installed, with apposite optional screwed plates that left an open slot backwards.

They required to move four lower exhaust tubes into two side vents only instead of four; each vent, close to the wing roots, collected two pipes.

This plane was equipped with trim tabs on the ailerons.

Image from Polikarpov I-16 fighter, of Gordon and Dexter

 

 

 

 

 

Left:: two details of the open ski recesses and of the new exhaust pipes vents.

The second image shows also the wheel bay partially closed with screwed-on plates when the retractable ski gear was installed.

Images from the web

 

Left:

a better image of a ski recess on a Type 27. The recess itself was open and functioned as a cooling air outlet.

The position of some minor elements has been changed between the types, the fairing of the oil cooler outlet in particular.

 

Right:

A modification that was introduced on very late Type 10, and eventually refitted on older ones, was the splitting of the side plate of the cowling to give easier access to the ammo boxes of the synchronized ShKAS.

The plane in the photo had its ShKAS and ammo boxes removed, while the blast tubes (light) are still in position.

Images from the web.

 

 

 

Late production Type 10 (1939) were characterized by:

  • partially open recesses for retractable ski gear under the cowling (as visible in the profile from the left side), possibly closed by optional aerodynamic plates opened rearwards (as seen on the profile from the right side);
  • four lower exhaust pipes were coupled in two side vents close to the wing root, with two pipes each.
  • PAK-1 gunsight;
  • tail skid;
  • pilot's door on the left side only.

The production of Type 10 ended in 1939, after the completion of 934 planes, then the plane evolved into the Type 18 with the new M-62 engine and the MV-1 propeller.

Above: top view of Type 10 of 1939.

The view differs from standard Type 10 of 1938 for:

  • the possibe splitting of the side panels of the cowling to give easier access to the ammo vanes for the synchrobized ShKAS;
  • the possible presence of trim tabs on the ailerons (they could easily be fitted on earlier planes)

 

Below: the bottom view of Type 10 of 1939.

The view differs from standard Type 10 of 1938 for:

  • the exhaust pipes, coupled in two slots close to the wingroots;
  • the d-shaped recesses for retractable ski gear, acting as cooling air outlet too; they could be closed by optional screwed D-shaped plates, leaving a slot on the rear to allow the air outlet;
  • the move of the waste shell outlets of the synchronized ShKAS: the right one close to the end of the exhaust vent, the left one in front of the D-shaped recess;
  • the possible presence of trim tabs on the ailerons (they could easily be fitted on earlier planes).

 

 

Plane white 2 of 70 IAP during the Chalkin-Gol war in Mongolia against Japaneses in mid 1939. Note a white stripe of unclear meaning on the rudder, perhaps denoting a squadron commander or deputy commander plane.

The plane is still clean, without any improvised camouflage.

The light color of the exhaust recesses can be seen on many I-16s, particularly before the GPW.

The late type cowling, with the ski recesses closed by screwed plates, is particularly evident on the second image.

Photos from Istrebitel I-16 of Maslov.

 

 

 

Left and left below:

I-16s Type 10 of the 70th IAP at the Tamsag-Bulak airfield.

The planes seem to have been mottled, probably with some grayish shade, to reduce their visibility in flight.

Below:

Pilot V. Skobarikhin near his I-16. The brush strokes are evident and pass even over the red star on the fuselage.

 

 

http://www.airaces.ru/stati/sovetskaya-aviaciya-v-boyakh-na-reke-halhin-gol.html

 

Images from the Soviet movie of 1941 "Wings of victory" about Valeriy Chkalov, the famous test pilot died on 15 December 1938 while landing with the first prototype of the I-180.

The movie is interesting, showing good bw images of this plane (some were made with a good model) as well as other types, including an I-15bis with an interesting livery.

The colorful I-16 type 10, late type, depicted here could be meant to represent this prototype.

The plane seems painted silver with some dark (gloss black?) areas and numbers. The drop-like light areas seem glossy white, but could be silver.

The number 2, probably black, is reported on the wings, probably in 4 positions, and on the left side only of the stabilizer; the rudder was painted asymmetrically too.

This livery was too complex for a real prototype, but it seems intended to have a strong impact on the screen. The use of black stripes is likely, because they would have given a stronger contrast than red or blue on a bw movie.

Images from Scalemodels.ru

 

Two images of plane s/n 1021626 o 4th squadron of 35 IAP flown by lt.P.I. Failieev.

It had an accident on the airport of Kutaisi, in Georgia, on 26 June 1941.

The painting is particularly interesting. Small dots and stripes of two colors, probably light brown and black, were overposed to the original green background, to the shining front of the prop blades and to the red stars on the wings and fuselage and to the white 53 on the tail, that were almost completely deleted.

 

Images from M-Hobby 3-2019, article of M.Timin.

 

 

At the age of Barbarossa, I-16 type 10 was still very present in the Soviet line; a lot of them were destroyed on the ground, abandoned during the retreat or lost in combat.

This rare color photo shows the typical dark green livery of I-16s; the red cap and number, outlined in white, are surely recognizable; probably the red color identifies a squadron within a regiment, other squadrons having different colors.

The undersurface looks light blue; in consideration of the standard of 1938-39, the original factory color of undersurfaces of I-16 type 10s was light grey AE-9 on metallic surfaces, and silver on wooden and fabric-covered surfaces.

 

An interesting livery for an I-16: the original aluminum (on wood/fabric skinned surfaces) and light grey (on metallic surfaces) were obliterated by green paint brush strokes.

The emblem on the tail is that of VVS, and probably denotes a training or liaison plane.

 

 

 

Left:

the Type 10 depicted on the photo seems to show some unusual camouflage of difficult interpretation.

Image from the web

 

Left: images of two Type 10 of 29 IAP (later 1 GvIAP) belly landed in early 1941.

The planes had standard prewar liveries, white numbers and white outlined rudders.

Plane 1, probably flown by a squadron leader, had a white round on its spinner.

http://ava.org.ru/iap/1g.htm

 

Left top: the famous ace Leonid Galchenko of 145 IAP, Murmansk area, on his I-16 Type 10 numbered 23.

This unit was at first equipped with I-16s at the war outbreak, but it was converted to LaGG-3 in October 1941.

 

Left below: his wingman Viktor Mironov, another famous ace, is posing in front of the same plane.

A visually noticeable characteristic of this plane is the longitudinal repair with fabric tape under the cockpit.

The plane looks to have a non uniform surface, probably due to repaintings with different shades of matt green. In some points, they even seem a splinter camouflage. The side of the cowling looks to reflect the ground, so it probably was the original AII green.

The national marks are a mystery.

On the fuselage, the star appear deleted and the number 23 was painted on its place.

On the wing, we vaguely see the shape of the star, a lighter outline with a darker inside. It could be that only the outer outline of the star remained red, and the inside was repainted green.

On the tail, we vaguely see the black outline of a red star on the fin, but not on the rudder. The image is unclear, but this could suggest that only the half star on the rudder was painted, or left visible.

This alteration of the national marks would be coherent with what both Galchenko and Mironov did on their LaGG-3s.

Center: image showing Galchenko, Mironov and Olisov. The plane is likely the same of the other photos. Note the spinner roughly painted white and the green brush strokes on the prop blades.

http://ava.org.ru/iap/19g.htm

Images from Istrebitel I-16 of Maslov.

 

 

Left:

I-16 Type 10 that made a belly landing in an area conquered by Germans. The big hole at the center of the red star on the fuselage was certainly made by them.

The plane appears camouflaged with a template similar to that of NKAP of June 1941, so it was certainly green and black; the red stars on the fuselage and the number on the tail seem preserved from the prewar livery, so it is likely that the green was the prewar one too. The red stars over the wings don't seem visible, so it is likely that they were overpainted.

The color of the undersurface under the stabilizator doesn't show differences between wooden and metallic parts, so it is likely that the undersurfaces were repainted light blue instead of the original silver/grey finish.

The front of the prop blades looks still aluminum as prewar use.

Image from Scalemodels.ru.

 

After the war's outbreak, many Type 10s were adapted for the ground attack role, with rails under the wings (usually 6, but could also be 4 or 8) for RS-82 rockets.

On this photo, an I-16 type 10 (identifiable via the machine gun blisters and the lack of the supercharger intake) was rehauled in winter 1941/42 and camouflaged with a thick layer of white distemper. Rocket rails are not visible, but their installation appears likely.

 

 

Photo of a line of I-16s suited for the ground attack role in winter 1941/42. The plane numbered red 34 is probably a type 10, having the machine gun blisters and the shape of the blades suggests a VFSh propeller, thinner and more angular than the AV-1 of later Type 18 and 24.

Three rocket rails are clearly visible under each wing.

Often ground attack I-16s were lightened by removing, partially or completely, the spinner and/or the wheels and legs covers.

Plane red 34 shows a worn layer of white distemper as winter camouflage.

The plane on the background shows a number 75 (unclear if red or black) and an immaculate gloss white or aluminum livery. It was likely another type 10, as the mg blisters and the tail skid seems to confirm.

 

Plane n.91 of 728 IAP was a Type 10 used as a shturmovik;

  • armed with four rocket rails and RS-82 rockets (two for each wing);
  • landing gear covers removed;
  • black-green camouflage with white distemper winter areas;
  • red stars probably in four positions, on the tail and below the wings;
  • trim tab on the ailerons;
  • late type PAK-1 A or M gunsight.

 

I-16 of uncertain type, probably built by parts of different planes.

  • the cowling looks of a late type 10, without the carburetor intake;
  • the shape of the propeller blade looks that of a MV-1 of later types (unclear if with bulged spinner or no spinner at all);
  • the plane is equipped with retractable ski gear without leg covers;
  • its winter finish could be either aluminum or white; the low sun lightens the wings and stabilizators less than the fuselage sides, making them apparently darker;
  • the rudder is from another plane, with a smaller red star;
  • it was equipped with trim tab on the ailerons;
  • note the dark color of the landing gear legs, possibly black.

 

 

Pilots Borisov and Shishkin close to a n I-16 of the 43rd mixed aviation regiment;

The shape of the prop blades and the closed door on the right side suggest a Type 10, possibly with RS-82 rockets under the wings. A ski gear is visible close to the pilot's legs.

The winter finish seem highly reflective, made with aluminum paint instead of white. The strong visibility of the ribs on the tail seem to support this interpretation. The undersurfaces were probably left of the original color (silver-grey or blue) as the tail cone suggests.

http://ava.org.ru/iap/43.htm

 

 

Left: interesting detail of technicians opening a container for the wings ShKAS ammo boxes located between the landing gear bay and the cowling on all versions with ShKAS machine guns on the wings.

 

This Type 10 or 17, shown in Mongolia late in the war, shows some unusual characteristics:

  • the strange look of the windshield, probably due to a repair with painted adhesive tape;
  • the unusual opening on the closure plate under the cowling;
  • the removal of the wing armament, and the remaking of the underwing plates to delete the hatches for the waste shells;
  • the shape of the closed slots, in light color (tape?) seems to denote a type 17;
  • note the outline (white-red?) on the tail, that probably had a white outlined red star as the biplane on the background;
  • it is likely that the stars under the wings were outlined in white as the plane on the background;
  • under the man looking into the cockpit, it seems to be a brace of a white outlined red star on the fuselage side;
  • the prop blades and part pf the spinner seems painted black, perhaps with a red point.

Image from Scalemodels.ru

 

 

 

Three images depicting the planes number 96 and 25. This plane 96 hasn't to be confused with another 96, a Type 27 of 4 GvIAP KBF with uniform green upper surfaces in 1942.

According to Maslov, the unit of the planes of these photos is the 3 GvIAP KBF operating from Lavansaari island in 1944 (?).

The plane 96 can be recognized as a Type 10 from the lack of the supercharger intake atop the front of the cowling.

His most interesting characteristic is the unusual camouflage of difficult interpretation, possibly including light brown and black areas over a AII green background.

The red star on the fuselage is clearly visible, while there aren't stars on the tail nor above the wings. Here, one can recognize the star on the wing overpainted with black and confused with the camouflage.

On the background, I-16 Type 5 'white 25' seems to have an uniform green top with a slightly faded cowling. .

The numbers with wide angular fonts and their positioning has been seen on many I-16s of the VVS KBF during the war.

 

Images from Istrebitel I-16 of Maslov.

 

The image seems to show a Type 10 equipped with an MV-1 propeller, distinguishable for the bigger and more bulged spinner; this probably was a repair made with parts of other planes. It can be distinguished from a Type 18 because this plane lacks of the supercharger intake atop of the front plate.

Surprisingly, the extractable landing torches were installed under the right wing, that had a section of the lower skin made of metal.

Image from Scalemodels.ru

Left:

the I-16 Type 10 flown by the HSU Snr. Lt. Anatoli G. Lomakin, 21 IAP KBF, was exhibited in the Museum of Defence of Leningrad in 1945. Later, the plane was scrapped.

Lomakin was appointed HSU on 22 January 1944 and he was killed in action on January 25, after his 24th victory.

The painting of this plane isn't very clear because of the wearing and of the bad light; the area of the aileron seems to suggest that the plane was camouflaged in black and green, but other options are possible.

Image from Red Stars of Geust, Keskinen, Stenman

.

 

 

I-16 Type 10 in Chinese service

 

A pact of mutual assistance was signed between China and Soviet Union in August of 1937. Following to this, Chinese Air Force received about 200 I-16s of various types.

The first Type 10 was delivered in the spring of 1938; further ones were delivered in the summer of 1939.

The 4th Chinese Fighter Wing at Changkiakov was the first to receive Type 10s.

At first the planes, flown both by Chinese pilots and Soviet 'volunteers', obtained some success against Japaneses, but the Soviet crew started to be retired in 1939, frustrated by the poor competence of the Chinese AF.

When Japaneses introduced their A6M1 Zero to escort their bombers, I-16s were no longer able to represent a menace for them.

 

About the painting of Chinese I-16s:

at first wore the Soviet livery with dark green upper surfaces and silver-grey undersurfaces for Type 10 and/or medium blue-grey for Type 5s; they had Chinese roundels above and below the wings, the rudder painted with white-blue stripes and a small number of four digits on the tail or on the fuselage.

Later, both the roundels above the wings and the stripes on the rudder were overpainted with olive green to reduce the visibility of the planes.

 

Images from I-16 in action, Squadron Signal, and Istrebitel I-16 of Maslov.

 

http://i16fighter.aviaskins.com/operational-history/captured-minor.htm

 

 

 

A separate history is that of the 10 Type 10 of the semi-independant Chinese province of Xinjiang, ruled by the filo-Soviet Lord of War Sheng Shicai since 1935. Its flag was a six-arms yellow star on a red background.

The planes were intended not to fight against Japaneses, but against rebels of many ethnics.

Two I-16s were employed in the filo-comunist flight academy, the other ones by the Air Force of the Xinjiang between 1940 and 1942. After 1942, Sheng Shicai thought that the URSS was to be defeated, became allied with the Kuomintang of Chiang Kai Shek and the planes were given to his Air Force.

The planes of the Academy brought a yellow six-braced star with a white drawing starting from its tips on the fuselage, Chinese white-blue roundels under the wings and small two-digit numbers on their rudder. The closer plane seems to have a larger number, perhaps an original Soviet AF number deleted with some lighter shade.

http://maquette72.free.fr/amis/BLGenno/2019_015_poli_t17/index_ablg015d.php

 

 

I-16 Type 10 captured by Japanese

A single I-16 Type 10 late was delivered to Japaneses by a Mongolian pilot that defected and flew to Arutoku, in northern Manchuria, in May 1939.

The plane was repainted by Japaneses with an uniform light color and hinomarus above and below the wings, and tested. The results of the tests were not bad, because the Japanese government was interested to buy some ex-Soviet I-16s captured by Germans during Barbarossa, but the trade was refused by Germans.

Images from the web.

 

I-16 Type 10 (Super Moscas) in Spanish Republican Air Force

 

Two images of CM-177 of the FARE (Fuerza Aereas Republicanas).

The evident absence of the oil cooler intake on the lower part of the front shows that it was part of the first batch of 31 sent in March 1938 through France. Each plane was paid $ 40000 paid in UD currency to the Soviet Union.

The planes were called Super Moscas in FARE service, where the Moscas were the previous I-16 Type 5.

The first combat revealed that there were problems in the synchronization of the ShKAS on the nose; they were replaced by older PV-1 taken from I-15s, that had a lower rate of fire.

The planes of the first batch were assigned to the 1a and 4a Escadrilla de Moscas.

In August 1938, the 4a Escadrilla received 24 US-built Wright SGR-1820-F-54 engines ; they were utilized to update 12 Super Moscas. These planes received locally-built oxygen mask systems, and the gun boxes were heated with filtered exhaust gas for prevent frozing at high altitude.

 

Images from the web

http://i16fighter.aviaskins.com/operational-history/captured-minor.htm

 

A second batch of 62 I-16 Type 10, all with the improved M-25V engine, arrived on 10 August 1938 on the ship Cabo Sant Agustin. They were delivered to the 3a, 6a and 7a Esquadrilla de Moscas.

The FARE losses were high: 31 planes were lost between August and September, between combat, accidents and one captured by Nationalists. In November, only 53 I-16 were still serviceable I-16s. In late November, the Soviet retired their last volunteers. In January 1939, only 34 I-16 were still serviceable.

A single I-16 was converted as reconnaissance plane with a camera installed vertically under the pilot's seat and used for risky missions in early 1939.

On 3 February 1939, it was ordered to destroy all the unrepairable planes.

On 31 March 1939, the Spanish Republic surrended to the Nationalists.

Left: plane CM-225 of 7a Escadrilla.

Images from Istrebitel I-16 of Maslov.

The first combat revealed that there were problems in the synchronization of the ShKAS on the nose; they were replaced by older PV-1 taken from I-15s, that had a lower rate of fire.

The photo aside shows Spanish technicians working on an I-16 type 10. The squared shape of PV-1 machine guns can be recognized.

Image from a book on the FARE of Patrick Laureau, Docavia 1978.

 

I-16s in Spanish Nationalist and postwar service

 

 

A plane captured by Nationalists. The Republican markings were painted off and replaced by Nationalist ones, but the emblem of the 3a Escuadrilla de Moscas is still there.

The Nationalist markings included white wingtips, black bands above and below the wings, white S.Andrew cross above and below the wings, white rudder with black St. Andrew's cross and a black round (apparently without the Yoke and Arrow emblem inside it).

The evident lack of the oil cooler intake shows that it was of the first batch of 31 delivered in March 1938 and still equipped with M-25A engine.

The shadow on the ground suggests that the plane was equipped with trim tabs on the ailerons, probably refitted; it should have been built without them.

 

Images from Polikarpov I-16 fighter of Gordon and Dexter

 

This captured plane was photographed by Nationalists with Republican markings for propaganda, but there are many doubts about the authenticity of its livery. The camouflage looks as that of Nationalist planes, and painted-off S. Andrew's crosses seem visible under the wing.

Images from Aviones Famosos n.7 of Guerrero

 

On 31 March 1939, the Spanish Republic surrended to the Nationalists.

At that time there were no longer serviceable I-16s in the Central Sector, but many intact ones were found at the High Speed Fighter Training Camp at El Carmoli near Cartagena; further fifteen planes were built with parts of Moscas found in the Servicio de Aviacion y Fabrication SAF-15 factory at Alicante. Seven further I-16s were returned from France to Spain.

Image from Istrebitel I-16 of Maslov

 

Servicio de Aviacion y Fabrication SAF-15 factory at Alicante started the production of Type 10 during 1938, but the prduction went slow particularly for the difficulties related to the heat treatment of the spars of the central wing section, but the only suitable furnace was located in the encircled Barcelona, accessible only by the sea.

Only 14 planes were completed before before 10 February 1939, when Catalonia was lost and the production had to stop.

The first Spanish-built Type 10 were really an hybrid, having M-25A engines, long ailerons and not flaps, and OP-1 gunsight instead of the PAK-1; they were more similar to Type 5 updated with two synchronized ShKAS and early Type 10 cowling sides and top..

Their windshield was slightly more inclined back than the one of Soviet-built I-16s.

Image from Istrebitel I-16 of Maslov

 

 

The Grupo 26 del Ejercito Del Aire used the Rata up to the early '50s.

The livery included apparently white cowling and tail, silver (?) wings and a grey-green (?) fuselage.

The red-yellow-red roundels replaced the previous Nationalist markings on the wings in late 1939.

 

 

Images from Aviones Famosos n.7 of Guerrero

and from Polikarpov I-16 fighter of Gordon and Dexter

 

 

 

35 airframes were found by Nationalists in various stages of assembly and transported to the Talleres Experimentales Del Aire at Jerez for the final assembly; they were completed and delivered to the Ejercito del Aire only in 1941.

They visually differed from previously built planes, having:

  • a new windshield composed of five flat panels (4 on the front-sides, plus a small triangular one on the top, over the two front ones), plus a slightly curved top one (over the side ones);
  • they had not the OP-1 gunsight but only a presposition for it;
  • the back was raised, including a turnover pylon joint to the pilot's seat to give some more protection to the pilot's head in case of accidents;
  • had internal improvements in the landing gear retraction system and engine supports.

Left: C.8-25 was one of the planes completed at Jerez, and the last flyable one in Spain in 1953.

Note:

  • the new windshield;
  • the raised back;
  • the lack of collimator;
  • the long ailerons, as those of Type 5;
  • the red-yellow-red roundels on the fuselage and wings;
  • the inscription C.8-25 on the fin, in black;
  • the white rudder with s. Andrew's cross;
  • the camouflage composed by dark green and red-brown blotches over a sand background, with light blue undersurfaces;
  • the apparently aluminum engine front and spinner with a dark point.

 

Images from Istrebitel I-16 of Maslov and from Scalemodels.ru

 

Further types of windshields have been observed on Spanish postwar planes, probably due to the necessity to replace the original ones ruined for the abrasion and wearing.

The plane of the photo, C8-41, had a short flat-paneled one vaguely similar to that of PZL-11.

The all-aluminum livery with red-yellow-red roundels, white rudder and S.Andrew's flag on it makes its look very far from the original one.

Image from Polikarpov I-16 fighter of Gordon and Dexter

 

Credits:

This work was made with the important help of Bernard Le Guenno (BLG), Daniele Righi (Righidan), Andrey Averin (Dabbler), Alexander Gorodnichev, Charles Green, PG Monster and Aleksandrs Ruckovskis.

 

Disclaimer

This work collects photos from many sources, not always identified and mentioned. This was made for research purposes, not intended to obtain an economical gain from them nor to offend the rights of anyone.

Besides, many of the images were published on multiple sources, making difficult to credit them to one source without forgetting other ones.

If someone has rights on the images reproduced here, please don't feel hurted, email to me and I shall provide to remove or to credit them.