41 {} publication

Ilyushin

11-2 Shturmovik

11-2 Type 3, 11-2 Type 3M, 11-2I{R, UII-2

ACI{NOWLEDGEMENTS

The publishers gratefully acknowledge the co-operation of:

Jindiich ZimaklBMZ, Daniel Dryden, Yefim Gordon and Gennadiy Petrov. A sincere word of thanks is also extended to:

Jozef Andal, Bartiomiej Belcarz, Slavko Biga, Erik BornhorstlBMZ, Stefan Boshniakov, Petr Buchar, Jan Cadil,

Jan Hoffman, Jan Jandera, Michael Janousek, Miroslav Khol, Jr., Stanislav Kralik, Bohumir Kudlicka, Viktor Kulikov, Zbigniew Lalak, Brian Nicklas, Ivo Pavlovsky, Robert Peczkowski, Jifi Rajlich, Jifi Sehnal, Hans-Heiri Stapfer, Eduard Stehlik, Jan Sykora, Jaromir Stepan, Milan Vladisavljevic, Harry Woodman, Jaroslav Zazvonil.

SOURCES

Prague-Kbely Aviation Museum, Museum of Yugoslav Aviation in Belgrade, National Air and Space Museum - Smithsonian Institution (NASM) , Aviation Museum in Plovdiv (Krumovo AB), Museum of Polish Aviation

in Krakow, MARK I archive

COPYRIGHT © 2006 by 4+ Publishing Co.

Al! rights reserved. No part of this publication may be reproduced nor copied in any form electronic, electrical, chemical, mechanical, optical, photocopying or otherwise, without prior written permission of the publishers. No-one is permitted to use any part of this publication on the web without prior agreement from the publishers.

THE AUTHORS' WORD

Dear reader,

Thank you for buying another publication with the 4+ trademark. The idea behind this book was inspired by the restoration work carried out on the Kbely Aviation Museum exhibit, one of the few remaining examples left in the world. This volume deals with the Ilyushin Il-2 aeroplane fitted with the swept-back wing, the variant which was widely known as the Type 3 and which was the principal mount of the Soviet ground attack forces during the latter part of World War Two. Produced in vast numbers as "expendable war supplies", some of these Shturmoviks found their way to the resurrected post-war air forces of Bulgaria, Czechoslovakia, Poland and Yugoslavia.

We hope you will enjoy this publication and are able to make good use of any information induded in it.

Editor's note

The Ilyushin 11-2 variant desiqnations used within this publication have been simplified to make it easier to describe them. Officially no suffix designations were assigned by the Soviets to particular models and they were widely known as the 'Ilyushin 11-2' only. For the purpose of our narrative and photo captions the designations should be understood as follows:

11-2 H 11-2 single-seater,

II-2M H 11-2 two-seater with straight wing,

11-2 Type 3 H 11-2 two-seater with swept-back wing,

11-2 Type 3M H 11-2 two-seater with underwing NS-37 cannons, 11-2KR H 11-2 two-seat artillery spotter and reconnaissance aircraft, UII-2 H 11-2 two-seat trainer.

4+ publications already published:

4+001 MiG-21 Fishbed (out of print) 4+002 Su-22 Fitter (out of print) 4+003 Mi-24 Hind (out of print)

4+004 MiG-23 Flogger Fighter variants (out of print) 4+00S MiG-29 Fulcrum (out of print)

4+006 Su-2S Frogfoot

4+007 MiG-IS Fagot/Midget 4+008 Westland Wessex 4+009 Westland Lysander 4+0 I 0 Hawker Tempest 4+011 Hawker Sea Hawk 4+012 Miles Magister 4+013 Fairey Fulmar

4+014 Westland Whirlwind Fighter/Fighter-Bomber

4+01S Vickers-Armstrongs Wellington Medium Bomber variants 4+016 Westland Wyvern

4+017 MiG-19 & 19S Farmer A & C Day Interceptor & Two-seat variants 4+018 Douglas DC-2

4+019 Spad S.VII

4+020 Westland Welldn

4+021 MiG-19P & PM Farmer B & D All-weather Interceptor variants

MARK I guides already published:

4+MGOI Hawker Hunter F Mk.6/6A

4+MG02 Vickers-Supermarine Spitfire F Mk.22124

Ilyushin 11-2 Shturmovik, publication Ref. No. 4+022 Authors of the text and photo captions - Michal Ovcacik, Karel Susa

Photos (unless otherwise stated) - Michal Ovcacik, Karel Susa, MARK I archive Plans and drawings - Michal Ovcacik, Karel Susa, MARK I archive

Camouflage drawings - © MARK I

Litho - Art-D, Graficky atelier Cerny Ltd., Prague 10, Czech Republic Printed byTRICO Ltd., Prague 7, Czech Republic

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Published by 4+ Publishing Co., PO Box 10, CZ-IOO 31 Prague 10 - Strasnice, Czech Republic © 4+ v.O.S., 1st edition, Prague 2006

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ISBN 80-8704S-00-9

~f not <iHple in ~larea an information on 4:+; pijhlicattolJ-s

1" H

Soucasny snimek Sturmoviku vvrobnino Cisla 12438 evokujici etmosieru po jeho piiletu na kbe1ske 1etisM v kvetnu 1945, kdy by1 ve stavu 3. ceskoslovenekeho bitevniho pluku. Po rekonstrukci dosta1 odpovidajici, historicky dolosenou kamuflaz a puvodni Cislo 38, jez bylo bile a opettene tenkym cervenj'm 1emem.

Il-2 typ 3 (dvournistny Il-2 se sipov-ymi vnejsimi castmi kiidla), historie a v-yvoj

Iljusin Il-2 Sturmovik, prvni letoun na svete zkonstruovany pro bitevni ucely, lze povazovat za nejproslulejsi sovetsky letoun Velke vlastenecke valky, Jeho vyroba byla pfisne ucelova, bez j akychkoliv pfikras a vse bylo podfizeno funkcnosti bez ohledu na estetickou stranku.

Zaklady sovetskeho bitevniho letectva byly polozerry koncem dvacatych let, kdy byly prvni jednotky vyzbrojeny dvouplosniky PolikarpovR-5. V roce 1930 bylo vyvijeno nekolik tezkYch bitevnich letounu, ktere vsak nevyhovely pozadavkum letectva, a tak se pristoupilo k upravam stavajicich konstrukci: lehke bitevni letouny R-58 a R-5L8 byly pozdeji doplneny rychlymi R-5SSS a dvouplosniky R-Zet. V roce 1936 mely roli sturrnoviku, neboli utocnych letadel, splnovat viceucelove letouny, ktere byly vyvijeny pod krydm nazvem ,Ivanov'. Byl pozadovan dlouhy dolet, vysoka rychlost a moznost provadet pruzkum a soucasne plnit bitevni ukoly a slouzit i jako lehky bornbarder. Projektu se zucastnilo nekolik konstrukteru, jmenovite Griqcrovic, Neman, Koceriqin, Polikarpov, Suchoj a do jiste miry take Iljusin. [en nekolik konstrukci se dockalo skutecne stavby: Nernan vyrabel jedncplosnik R-I 0, Suchojova OKE bombarder kratkeho doletu BB-I (pozdeji preznacerry na Su-2) a Koceriqin prepracoval licencne vyrabeny americky Vultee V-II GB na bombardovaci/bitevni B8-1.

S. V. Iljusin, by! zcela "zahlcen" praci na konstrukci dvoumotoroveho bombarderu DB-3F, navrhl behern ledna 1935 jednoplosny dvoumistny bitevni letoun vybaveny pancerovanim, Stroj, puvodne oznacerry LT-AM-34FRN a pozdeji eKB-55, byl jednomotorovy, samonosne konstrukce a s kovovymi kridly, [eho pancir chranil vsechna zivotno dulezita mista letounu - motor vcetne prislusenstvi, palivove nadrze i posadku. Zadni cast trupu tvohla poloskorepina nedilne spojena s kylovou plochou, stabilizator byl kovovy, Podvozkove nohy se zatahovaly do khdelnich gondol, ostruha byla pevna, Vyzbroj tvcfily 4 kulomety SKAS, doplnene dalsim kulometem urcenyrn pro vlastni obranu a umistenyrn v zadnim prostoru kabiny. Letoun mohl nest aZ 400 kg pum.

Vyvoj 8turmoviku zacal v kvetnu 1935, kdy byly objednarry dva prototypy s vojenskyrn oznacenim B8-2. Prvni z nich, pchanerry motorem Mikulin AM-35 0 vykonu 1007 kW (1350 k), uskutecnil prvni vzlet v hjnu 1939. Zmena pozadavku vojsnskeho letectva vedla k nekolika upravam spocivajicich zejmena v zabudovani tezsi hlavnove vyzbroje a naopak ve zruseni zadniho streliste. Druhy prototyp, upraveny rovnez na jednomistny, byl vybaven motoremAM-3S, ktery byl zabudovan ponekud nize a posunut dopredu. a mel kridla s mirnou sipovitosti (5 0). Vyzbro] nyni sestavala ze dvou kridelnich kanonu SVAK (pozdeji nahrazerrych kan6nyVJa-23) a ze dvou kulometu SKAS, a dale bylo mozno nest pod kfidly nefizene rakety. Druhy prototyp, preznaceny na eKE-SSP, se stal vzorem pro seriovou vyrobu. Letoun vzletl29. pro since 1940 pilotovan hlavnim zkusebnim pilotern Vladimirem K. Kokkinakim.

Prvni seriove letouny opustily vyrobni linku ve voronezskem Zavodu c. 18 v bfeznu 1941. Jiz od pocatku byla vyroba opravdu masova. Do 22. cervna, kdy byl SOVE>tSkY svaz napaden nacistickyrn Nemeckem, bylo dodano kolem 250 letounu. Pozdeji doslo ke zpomaleni vy-roby, ktere bylo zpusobeno presunem vy-robnich kapacit za Ural. Nove vyrobene stroje vykazovaly horsi letove vlastnosti, ktere byly zapricineny narustem hmotnosti, horsim dilenskYm zpracovanim a nedostatkem deficitnich materialu, ktery vedl k zavedeni vy-roby kridel a zadni casli trupu ze dreva. V bojich se negalivne projevovala absence obrany zadni polosfery. Tento nedostatek byl odstranovan narnontovanim ruznych typu kulometu, a to nejprve v polnich podminkach u jednotek a pozdeji pfimo ina vy-robni lince. Dodavky takto upravenych stroju, vybavenych standardne kulometern Berezin a oznacene II-2M, zacaly napodzim roku 1942.

Zavedeni zadniho stfeli~te, dalsi munice a rozsifeni pancefovani vedlo ke zhorseni letovtch charakteristik. Nicmene tato improvizace byla zavedena do seriove vYroby a II-2 se stal uspesnyrn bojovtm letounem, a to i pfes znacne ztraty zpusobene protiletadlovy-m delostrelectvem a letouny Luftwaffe. Dalsi ztraty osadek byly take zpusobeny spatnym chovarum stroju pfi vzletu a pfistaru, nedostatecnou pancefovou ochranou a selhanim mechanismu pumovy-ch zavesnikii ph odhozu bomb. Ztraty, dosahujid v letech 1943 a 1944 vice nez 6S00 letadel (prumerna zivotnost I1-2 byla 55,5 bojove mise), mohly byt nahrazovany pouze masivni vy-robou. V prubehu let 1943-44 bylo VVS KA dodano vice nez 22 000 I1jusinu, kdyz vy-robni linky opoustelo denne v prumeru 10,2Ietounu.

11-2 typ 3 byl nejrozsirenejsf verzi Sturmoviku (byl take znam pod oznacenim II-2M typ 3 nebo II-2M3). Byl naslcdovnikem dfivejsich dvoumistnych II-2M, ale byly u nej zavedeny nove vnejsi casti kridla s uhlern nabezne hrany 15°. Tato uprava kompenzoval a posunuti teziste letounu vzad zpusobene zastavbou zadniho stfeli ste, ktere zhorsovalo u predchoztch verzi podelnou stabilitu. Modifikaci navrhli v OKB v kvetnu 1943 a prototyp vyrobili v zavodu GAZ c. IS. Po uspesnych zkouskach, ktere bylyv NIIVVS dokoncerry 9. fijna, se seriova vyroba zdokonalenych letouml rozebehla jeste do konce roku 1943.

Pohon Iljusinu I1-2 typ 3 zabezpecoval motor Mikulin AM-3SF s norninalnim vykonem 1156 kW (1550 k) a tomu odpovidajicimi 2150 otackarni za rninutu, jeho nejvyssi ucinnost byla ve vyskach do 750 m. Kornpresni porner motoru byl snizen (ve srovnani s predchoaim AM-3S) a bylo mozno spalovat nizkooktanovy letecky benzin. Ackoliv bylo u letounu dosazeno vyssi rychlosti, vetsi stoupavosti v pfizemnich vyskach a byla zvysena nosnost pum, rubem mince techto uprav byla nizsi rychlost ve vYskach a rovnez kratsi zivotnost motoru nepresahujici 100 hodin.

Vyroba letounu I1-2 typ 3 byla soustredena do tri hlavnich Statnich leteckych zavodu= c. I a IS v Kujbyseve a c. 30 v Moskve, v nichz se tyto stroje zhotovovaly aZ do corvna, resp. cervence a fijna 1945. Stroje prvnich serif mely vnejsi cesti kfidla drevene, pozdeji u nich byla zavedena srnisena konstrukce. Se zlepsujicimi se dodavkami materialu byla zavedena celokovova kridla, a to nejprve od poloviny dubna 1944 zavodern c. IS a 0 mesic pozdeji i dverna ostatnimi zavody, Z konstrukcnich duvodu byly pfistavaci klapky ponechany ve stejne podobe a umisteni jako u drevenych kfidel, Do konce roku 1944 bylo arrnadnim a namornim jednotkam dodano 7377 sturrnoviku 11-2 typ 3 s vnejsimi sipovyrni castmi kfidla celokovove konstrukce. Drevene trupy zustaly ve vtrobe aZ do roku 1945, protoze NKAP nechtel provadet Z8.dne zmerry na zabehnutych vy-robnich linkach.Az v breznu 1946 bylo rozhodnuto prodlouzit zivotnost zbyvajicich "il dvojek" nahrazanim jejich puvcdnich dreverrych zadnich casti trupu novymi celokovove konstrukce. Puvodne bylo objednano 1500 trupu, ale tento pocet byl nasledne aredukovan na 350. Zadni casti trupu dodal zavod c. 30, pficemz vsechny byly urceny jen pro cvicne UII-2, a jejich vyrnena byla dokoncena na pfelomu let 1947/4S. V prosinci 1946 bylo pro jednotkyVVS pozadovano dalsich 1300 kovovych trupu, aby mohly 11-2 zustat ve sluzbe az do poloviny roku 1945. Vyroba kovovych trupu byla take zahajena v juqoslavske spolecnosti Ikarus sidlici ve meste Zemun nedaleko Belehradu. Zde by- 10 po skonceni valky vyroberio na 300 kovovych trupu,

Presrry pocet vyrobenych 11-2 typ 3 neni znam, dostupna je pouze celkova suma vsech dokcncenych "il dvojek" (viz tabulka).

11-2 typ 3M byla jedina seriove vyrabena verze 8turmoviku, vybavena dvema pcdkfidelnimi kancny. Tato konfigurace byla navrzena jiZ na jafe 1941 a 0 neco poadeji bylo nekolik jednornistrrych 11-2 vyzbrojeno dvojici kanona 8-37 raze 37 mm. Bohuzel tyto zbrane tr pely znacnou nespolehlivosti a piloti si stezovali i na obtiznost jejich zamerovani, V dubnu 1943 byly do podkridelnich pouzder.vne podvozkovych gondol, instalovany nove kan6ny NS-37 konstrukteru Nudelmana a Suranova stejne raze. Takto vybavene letouny se oznacovaly jako I1-2-37 nebo ,dvoumistne I1-2 s kanony NS-37' , ale take jako typ 3M. Kfidelni kulomety SKAS byly ponechany pro zamereni strelby, pumovynaklad byl omezen na 200 kg a nefizene rakety nebyly montovany vubec. Statni zkousky probihajici v NIIVVS byly zakonceny 22. cervna 1943 .. Tyto prolitankove IIjusiny byIy zavedeny do sluzby u VVS KA a AVMF, ale opet se projevila nespolehlivost kan6nu a mireni bylo rovnez ztizeno velkYmi zpetnymi razy behem strelby. I kdyz byly stroje take mene obratne, coz bylo zpusobeno vetsi setrvacnosti v dusledku zvtsene hmotnosti nesenych kan6nu a naboju, v rukou zkusenych pilotu se vsak staly ucinnou zbrani. V obdobi mezi dubnem 1943 a lednem 1944 bylo vyrobeno v GAZ c. 30117511-2 typ 3M, pote se pokracovalo ve vy-robe "beznych" I1jusinu typu 3. Vyrabeny byly letouny jak s pfimymLkfidly, tak i se sipovy-mi vnejsimi castmi kfidla.

11-2KR byl vyvinut jako pruzkumny a k fizeni delostrelecke palby. Jeho zakladem byl dvoumistny 11-2 pohaneny motorem AM-3SF. Prototyp, vyrobeny v GAZ c. 30, byl podrob en zkouskam mezi 27. bfeznem a 7. dubnem 1943 a seriova vy-roba 11-2KR zacala zanedlouho pote v kujbysevskem zavode c.l. "Ka erka" byla vyrabenajak s pfimymi kfidIy, tak i se sipovy-mi vnejsimi castmi kfidla (od roku 1944) a nosila specialni vy-stroj sestavajici 'ze silnejsi radiostanice pro kornunikaci s pozemnimi stanovisti a pruzkumnou fotokomoru AFA-J. Radiostanice byla umistena v predni casti prostoru stfelce nad pali-

publikace IIjusin 11-2 typ 3 Stunnovik - doplnek A

VOVOll nadrzi, ktera byla patficne zrnenSena, a "kamera" byla instalovana za zadni kabinovou pfepazkou, Stozarek anteny byl posunut dopfedu a byl montovan na celni stitek. Kulomet UBT v prostoru sttelce byl obvykle ponechan, nekdy vsak byl nahrazen fotogra!ickji"m ptistrojem pro sikme snimkovani - v tomto pfipade byla zadni odklopna cast pfekr ytu odstranena, Protoze potreba pruzkumnych letounu stale narustala, bylo v polnich podminkach upraveno znacne mnozstvt dvoumistnych 11-2 na standard ,KR'. V pripade, kdy bylo k potizeni taktickych informaci zapottebi vice snimku, bylo mozno do trupu letounu narnontovat aZ ctyfi fotokomory. Byla take zvazovana zvysena ochrana zadniho strelce/operatora dodatecnyrn pancerovanirn, ale tyto upravy do seriove vyroby zavedeny nebyly.

UIl-2. Aekoliv byla potteba dvoumistne cvicne verze 11-2 urcene k vycviku pilotu pocitovana od sameho pocatku, objevilo se dostatecne mnozstvi techto strcju az v roce 1943. UII-2 mel namisto stanoviste sttelce pilotni prostor instruktora vybavsny druhyrn tizenim. Zadni cast ptekrytu kabiny dostala jinou podobu, pficernz existovalo nekolik variant. Nejprve bylo namisto pancsrovanych casti ptekrytu montovano obycejne plexisklo, ale pozdeji do dane stroje jiz mely ptekryt s castecnym pancerovanim. Pfedni cast nove vytvoreneho prekrvtu se odsouvala smerem dozadu, zadni cast prekrytu zustala pevna, Zadni palivova nadrz byla zrnensena tak, aby mohla byt instalovana palubni deska instruktora. Stozarek anteny byl pfemisten dopfedu a vestavena vyzbroj byla zredukovana pouze na kfidelni kulomety nebo byla kornpletne vypustena. Pro bojovy vycvik mohl nest letoun az 200 kg pum nebo byt vyzbrojen dverna nefizerrymi raketami RS-82. UII-2 byly vyraberry zaroven s "beznymi" 11-2 v GAZ e. 18 az do roku 1945 a celkem bylo vyrobeno 1211 kusu, Puvodne pfirne dfevene vnejsi casti ktidla byly pozdeji nahrazeny sikmymi. Pozdejsi serie mely v kabine instruktora namontovanu podlahu a jeho sedacka byla doplnena calounenim. Nedostatek letounu s dvojirn tizenim vedl v tade pripadu ke konverzim z beznych stroju, upravy provadely opravarenske zavodyVVS. Nektere letouny UII-2 byly take upraveny k vlekani tercu, Pro potteby povalecneho juqoslavskehc letectva bylo tovarnou Ikarus dvanact "il dvojek" typu 3 upraveno na dvoumistne .

Behem druhe svetove valky se Sturrnoviky staly patefi nejen sovetskych bitevnich pluku, ale byly tez dodavany polskym, ceskoslovenskji"rn a juqoslavskym jednotkam, ktere se formovaly pod velenim sovetskeho letectva v prfibehu roku 1944.

Mimo Sovetsky svaz byla nejvetsim uZivatelem 11-2 typ 3 a UII-2s [uqoslavie. Prvni piloti byli vycviceni na ptelomu let 1944/45. V srpnu 1945 byly Iljusiny vyzbrojeny 421., 422.,423. a 554. bitevni pluk se zakladnami ve Skopje, Zahrebu, Ljubljani a Nisi. Do roku 1947 obdrzela [uqoslavie celkem 213 letounu, vcetne 50 puvodne bulharskych stroju. Posledni I1-2 byl ze sluZby vytazen v polovine 50. let.

Prvni polskou jednotkou, ktera dostala do vyzbroje I1-2 typ 3 by1611. bitevni pluk, ktery obdrzel 32 stroju v dubnu 1944. V tijnu byl prejmencvan na 3. pluk (PLSz) polskeho letectva v SSSR. Dalsirru jednotkarni byly 6.,7. a 8. PLSz (puvodne 658.,382. a 384. bitevni plukVVS), pozdeji doplnene jeste 0 2. PLSz. V roce 1946 zustaly po reorganizaci pouze tfi jednotky - 4., 5. a 6. Povalecne polske leteetvo operovalo aZ s 178 stroji I1-2 typ 3 a KR, a 24 UII-2.Jeste v zati 1949 bylo v jeho vyzbroji 170 kusu I1-2.

Bulharske letectvo ptevzalo v obdobi od 13. btezna do poloviny listopadu 1945 dodavky 12011-2 typ 3 a 10 UII-2. Byly jimi vyzbrojeny dye smisene letecke divize v jambolu a Plovdivu. V roce 1947 bylo padesat letounu zkcnfiskovano [uqoslavii, zbytek slouzil aZ do roku 1954, kdy byly nahrazeny modernejsimi I1-10.

Poslednim uzivatelern SturmovikU I1-2 typ 3 bylo Mongolsko, ktere tento typ obdrzelo v roce 1945 a vyzbrojilo jimi pravdepodobne dve perute, ktere zustaly ve sluzbe az do roku 1953.

Jeste v polovine roku 1955, pfestoze jiz tehdy byly posledni "il dvojky" vyfazovany ze sluZby a nebyly nadale u arrnadnich a namofnich jednotek SSSR ei v jinych leteetvech vyuzivany jako prvoliniove, bylo I1-2 typu 3 v identifikacnim systernu NATO pfideleno kodove oznaceni Bark ("Barka").

11-2 typ 3 a UI1-2 v ceskoslovenskem vojenskem letectvu

jedinou eeskoslovenskou jednotkou vyzbrojenou letouny 11-2 se stal 3. bitevni letecky pluk I. eeskoslovenske smisene letecke divize v SSSR. jeho pfislusnici se zaeali na letouny pteskolovat v zati 1944 v ramci 41. UTAP v polskem Przemyslu. V listopadu mela nasejednotka ve stavu 34 I1-2 typ 3, dva cviene UII-2 byly dodanyvlednu 1945. Od 14.4. se eeskoslovenske I1jusiny aeastnily boju behem ostravske operace Rude armady. AZ do zaeatku kvetna mely zakladnu na letisti Por",ba, pote pobyly kratce u Ptibora a koncern kvetna se Sturmoviky pfestehovaly na letiste Praha-Kbely. K 20. eervenci 1945, kdy byly letouny ptedany eeskoslovenskemu leteetvu, zustalo ve sluzbe 25 I1-2 typ 3 a 2 UII- 2. Pote byly zafazeny do v-yzbroje dvou letek Leteckeho pluku 3 (15.2.1946 ptecislovan na LP 30) v Treneianskji"ch Biskupicich. Od zafi 1947 nesly bojove letouny oznaeeni B- 31, "sparky" pak CB-31. Koncem roku 1948 bylo ve stavu 23 stroju, posledni "il dvojky" doslouZily v nasem letectvu na ptelomu let 1950/51 .•

B puhlikace Iljusin Il-2 typ 3 Sturrnovik - doplnek

Technicky popis letounu Iljusin 11-2 typ 3 a UII-2

I1-2 typ 3 byl jednomotorovy dvousedadlovy dclnoplosnik se zatahovacim podvozkem. Konstrukce letounu byla smiseria, pozdeji vyrobene stroje byly celokovove, Byl urcsn k nicenim pozemnich cilu a k bombardovani. Mohl rovnez slouzit k fizeni delostrelecke palby nebo jako pruzkurnny letoun. Varianta UII-2 byla urcena k vycviku pilotu, Trup ovalneho pnifezu je vyroben ze dvou casti. Pfedni cast zahrnujici motorove loze a prostor posadky je tvofena pancefovyrni platy z materialu AB-2 tlouSfky 4 - 6 rnm navzajern spojenymi nyty a srouby, Pod aerodynamickyrn rnotorovyrn krytem jsou umisterry take pornocne aqreqaty motoru, vstup vzduchu do motoru, chladic kapaliny a olejova a pfedni palivova nadrz. Predni (pilotni) prostor je vybaven vyskove stavitelnou duralovou pilotni sedackou s upinacimi pasy, jez je urcena pro pouziti sedoveho padaku. Za ni se nachazi zadni palivova nadra, ktera je chranena pancirern tloustky 6 a 12 mm. Zadni stfelec, sedici zady ke smeru letu na popruhu, je chranen pouze 5mm pancitem. Pilotni prostor rna vepfedu tfidilny vetrny stitek zahrnujici celni panel z 64mm silneho neprustrelneho skla K-4 (sestava z peti seqrneritu nalepenych na plexiskle) a dva bocni panely (4 segmenty). Na nej navazuje vzad odsouvatelny ptekryt z neprustrelneho skla a nepruhlednych pancerovych casti, Dalsi pancit 0 tloustce 8 mm je narnontovan za hlavou pilota. Kryt stanoviste stfelce je z obycejneho plexiskla a odklapi se doprava.

Cvicne UIl-2 mely namisto stanoviste stfelce pilotni prostor instruktora vybaveny druhym rizenim. Pancefove pane1y jsou nahrazeny beznym plexisklem, evsak nektero stroje maji pancerovani castecne zachovany,

Zadni cast trupu drevene nebo celokovove konstrukce sestava z 16 prepazek a 12 podelnlku, a k predni casti trupu je pfipojena pomoei sroubu a nytu, Na pfepazce c.14 je uchycen tlumic ostruhy. Potah dreveneho trupu tvori rvarovana preklizka z bfizy 0 tloustce 2 - 5 mm. Koncova cast trupu nese ocasni plochy a sbiha se do kuZele. Za prechodern odtokove hrany kfidla do trupu se na leve strane naleza kruhovy kryt urnozriujici omezeny pfistup k radiovystroji a dalsimu vybaveni v trupu.

Ocasni plochy. Stavitelny stabilizator samonosne konstrukce sestava ze dvou polovin pripojenych k trupovyrn prepazkam e. II a 14 pomoci etyf cepu, Kazda cast se sklada ze dvou nosniku a deseti zeber vyrobenych z duralu, potah je z tehoa materiiilu. Pfechod mezi trupem a stabilizatorern je kryt aerodynarnickji"mi plechy. Kylova plocha je inteqralni soucasti trupu a cela zadni cast (vc. kylovky) je polepena tkaninou. Od r. 1945 byly aavedeny celokovove aadnt castu trupu (po valce byly rovnez vyrabeny juqoslavskou tovarnou Ikarus). Navzajern propojene poloviny vyskoveho korrnidla a smerove kormidlo rnaji kovovou konstrukci, potazene jsou platnem, Obe fidid plochy jsou hmotove vyvazeny, pficernz zavazi je u vyskovky umisteno v jeji mlbezne hrane au smerovky v dopfedu vystupujidm v-ycnelku na jejim vrcholu. Vyvazovaci plosky jsou na smerovce i na vYskovce a jsou ovladany pilotem.

Kiidlo samonosne konstrukce sestava z centroplanu a vnejsich casH zuzujieich se smerem k jejich koncum. Tlouslka kfidla opatfeneho profilem ClarkYH se meni od 14 % u korene aZ k 8 % na koneich. Uhel nabezne hrany vnejsich casti kridla je 15°, vzepeti 3'56' a Uhel nabehu je u kotene kfidla 0'. Centroplan tvofici jeden celek s trupem koncl vne podvozkovYch gondol. Sklada se ze dvou no~niku a deseti zeber a jsou v nem urnisteny pumovnice. Pod centroplanem je vana chladice tvorena pancifem 0 tlousfce 6 mm. Spodni trupova palivova nadrz se nachazi nad chladicem oleje a za vnitrnimi pumovnicemi jsou umisteny lahve se stlacenym vzduchem. Na horni plose ldidla je sest

Na fotografii nahole je 11-2 typ 3 ad 1.letky (eskadrily)

3. ceskoslovenskeho bitevniho pluku v SSSR, zachyceny pravdepodobne na letisti Baliee u Krakova v dubnu 1945. Cislo 16 na kylove plose bylo cervene

s bilym lemem.

Piehlfdka 1. ceskoslovenske samostatne smiSene divize,

leti5t€ Par~ba dne 26. 4.1945. Sturmoviky 3. bitevniho p1uku jsou sefazeny ve druhe fade za 1etouny La-5FN. Identifikavatelnych je nekalik nejblizsich stroju 1.letkyt.ll, 12, 13,a 14.vpaplediStabni Douglas C-47A-I-DK

s tislem 292252.

pfistupovych panelu do purnovnic. Podvozkove gondoly asyrnetrickeho prUiezu a ruznych tvanl. (existovaly alespoii dve podoby) slouzi k ukryti zatazerrych hlavnich podvozkovych noh.

Kazda vnejsi cast kfidla se sklada z hlavniho pfedniho a zadniho nosniku, 17 zeber a kulatych koncovych oblouku, K centroplanu jsou pfipojeny pomoci etyr eepu, spoj je pfekryt plechovou pasnici. Vnejsi casti byly bud drevene konstrukce (s vyjimkou nosniku), potazene 2 - 4mm silnou pfeklizkou, jenz byla pfilepena nebo prirrytovana, nebo celokovove (pozdejsi serie vyrabene od poloviny r. 1944) potazene 1 - 2mm duralovym plechem. Kulomety a kan6ny jsou urrdsteny mezi zebry 6 a 8 a pfistup k nim je umoznen kryty na spodni plose kfidla. Nabojove schranky kanonu byly doplnovany shora. Na odtokove hrane obou polovin kfidla jsou umisteny dvoudilne kovove klapky (zavesene na centrop lanu i na vnejsi casti kfidla), ktere jsou navzajem propojeny a ovladany torzni tyci. Poloha klapek muze byt pilotem snadno kontrolovana pomoei mechanickeho ukazatele na leve horni casti centroplanu mezi zebry 4 a S. Kfidelka typu Frise, nachazejici se na vnejsich cas tech kfidla, jsou dvoudilna, Skladaji se z nosniku a zeber, a jsou potazena platnern, hmotove vyvazena a opatfena vyvazovaeimi ploskami umisterryrni na jejich vnitfni casti, Pitot-staticka trubice je nesena na prave vnejsi casti kfidla (na zebru c. 17), zatimco pfistavaci svetlo se nachazi v leve vnejsi casti kridla vne kanonu.

Podvozek, ovladany pneumaticky, se sklada ze dvou hlavnich noh a otocne ostruhy. Hlavni podvozkova noha vidlicoveho typu, s kriaovou vzperou, rna dva hydropneurnaticke tlumice a zadni vzperu, je ukotvena v podvozkove gondole a je ovladana pracovnim valcern. Podvozek se zatahuje smerern dozadu a nahoru do gondoly a kfidla, phcernz otvor v gondole se castecne uzavira dvoudilnymi kryty. V zatazene poloze vycniva kolo podvozku castecne pres obrys gondoly a brant tak poskozerii letounu ph nouzovern pfistani, V zatazene i vysunute poloze je podvozek zajisten zamky, Kola ruznych dezenu maji roamer 800 x 260 rom nebo 880 x 260 mm,jejich brzdy jsou pneumaticke. Zatazeni a vysunuti podvozku se deje ovladanim pornoci paky urnistene na leve konzole pilotniho prostoru. Poloha podvozku je siqnalizovana svetelnymi indikatory na pfistrojove desce a pomoci ukazatele na horni strane podvozkovych gondol, ktery je svislym tahlem spojen pfimo s podvozkem. Ostruha ukotvena na trupove pfepazce e. 15 je pevna. [eji noha je vybavena hydropneumatickyrn tlumicern a vidlici a nese kolo o rozmerech 400 x 150 rom. Ostruhove kolo je jisteno pruzinou a lze jej zablokovat v primern smeru. Pred ostruhou je ke trupu pripevnen kratky, prip. dlouhy aerodynarnicky ochranrry kryt.

VZckny zaber ceskoslovenskebo /l-2 typ 3 roJujiciho po travnatem lelisti v Praze-Kbelich koncem kvetna 1945. Na snimku je dobfe patrna titberevne ksmutlei.Individuelni Cislo 27 bylo sveue modre, Jemovene bile.

Pohonna jednotka je nesena na motorovern lozi skladajicirn se ze dvou ocelovych trubek kruhoveho prurezu a vyztuzenych v pfedni casti trupu dvojici podper, 'I'vofi ji preplnovany dvanactivalec Mikulin AM-3SF s valci do V (60'), chlazeny kapalinou a 0 objemu 46,7 litru. KaZda fada valcu rna na vnejsi strane vyvedenu sestici vYfuku. Spodek a boky motoru jsou kryty 4mm pancifem, ktery je ke konstrukci letounu pripevnen pomod ocelovych sroubu a nytu. Horni strana motoru je kryta duralovymi plechy. Motor je pfistupny prostfednictvim tfi odklopnych panelu na spodni strane trupu a dvou panelu pod vyfuky. Ke startovani se vyuziva pneumaticky starter se zafizenim PN-I nebo lze motor startovat pornoci startovaciho vozidla. V tomto pfipade se vyuziva ozubu na vrtulovem kuzelu. Vrtule AV-5L-158 0 prumeru 3600 mm je trilista, levotoCiva a stavitelnaza letu.

Vstup vzduchu do karburatoru, zkonstruovanyv CAGI, se nachcizi v nabezne hrane prave casti centroplanu a je opatfen filtrem a dvoudilnou klapkou spojenou s mechanismem ovladaru podvozku. Ph jeho zataZeni je klapka otevfena a umozrmje vstup vzduchu pfimo do karburatoru, zatirnco na zemi je klapka uzavfena a vzduch ke karburatoru proudi skrze vaJcovY tiltr.

Chladic kapaliny je umisten za motorern uvnitf vstupu vzduchu, kdezto chladic oleje je v pancefovane vane pod centroplanern. Kazdy chladic rna sarnostatny vYstup s nezavisIe ovladanou klapkou. Nadrz chladici kapaliny je namontovana nad pfedni casti motoru, kdezto dvojice nadrZi oleje 0 celkovem objemu 81litru (57 1 oleje a 241 vzduchu) je umistena pod VY-fuky.

Palivo je neseno ve trech samosvornych trupovy-ch nadrzich s celkovjm objemem 7 49litru; pfedni nadrz rna objem 175 I, kapacita nadrze pod pilotnim prostorem je 269 1 a zadni nadrz rna objem 3051. Pfi zasa.zeni se nadrze naplnuji inertnim plynern z dvoulitroveho zasobniku unUsteneho po leve strane zadni nadrze. Letoun rnuze nest i dYe pfidavne odhazovatelne nadrZe, kazdou 0 objemu 150 litru.

Pneumatick"y system je urcen pro startovani motoru, ovladani podvozku a brzd, klapek a natahovani zbrani. Zdrojem stlaceneho vzduchu je dvojice tlakovYch lahvi ulozenych pod podlahou pilotniho prostoru. Lahve maji vzduch stlaeen na 5,066 a 15,199 MFa. Nizkotlaka lciliev je urcena pouze pro jedno nastartovaru motoru, vysokotlaka ovlada ostatni zarizeni. Behem letu pfebira funkci startovaci lahve kompresor AK-50 pohaneny od motoru. V pripade nouze lze pro ovladani klapek i podvozku rovnez vyu.zit startovaci vzduchovou lahev.

Sturmoviky 2.letky 3. iieskoslovenskeho bitevniho pluku: C. 25, 24 a 21. Poisdove Cislo na tiejbliisim letounu se nestenderane opakovalo take na trupu.

Elektricka soustava. Proud 0 napeti 24 V dodava prostfednictvim jednovodicovych kabelu generator GS pohaneny motorem nebo akumulator 12-A-IO s kapacitou 10 Ah. System dodava elektrickou energii pro osvetleni, pfistavaci svetlcmet, pfistroje a signalni larnpicky, pro odpalovani kanona, ovladani hasiciho pfistroje, radiovybaveni a take, v pfipade 11-2KR, fotoqrafickeho pfistroje.

Rizeni je mechanicke s pedaly a Hdici pakou, tahly a lanky. Na ridici pace jsou umisteny spouste p alnych zbrani, odhozu pum, odpalu raket a ovladani brzd podvozku. Nozni fizeni usazene na kozliku na podlaze pilotniho prostoru je prestavitelne a je vybaveno jedncduchymi pe daly s prezkami. Pohyb ridici paky je ke kfidelkum prenasen soustavou tahel a pak vedoucich za zadnim nosnikem centroplanu, Vyskovka je ovladana fidici pakou pomoci tahel a smerovka noznim fizenim pomoci lankovych prevodu vedenych po del vnitrnich sten trupu. Ovladani vyskovky je zdvojeno, pficernZ do ovladaciho systernu je vestaven pruzinovy a odlehcovaci mechanismus. Packa vyvazeni vy-skoveho kormidla je na leve strane kokpitu pod bocnim dilem vetrneho stitku,

Vyzbroj a vYstroj

Konstrukce letounu 11-2 typ 3 byla vhodna jak pro podporu pozemnich jednotek, tak pro utocne ope race. Pevna vyabrcj sestavala ze dvou kulometu SKAS raze 7,62 mm a dvou 23mm kenonu VJa umistenych ve vnejsich castech kfidla. Zasoba munice byla nesena v nabojovych pasech umisterrych v schrankach vne kanona mezi kfidelnimi nosniky. Pro kulomety to bylo 750-1000 naboju a pro kan6ny 150 -180 naboju na hlaven, Iljusiny typ 3M byly vyzbrojeny dvojici kancnu NS-37 raze 37 mm ulozerrych v podkfidelnich kontejnerech spolu s 50 naboji pro kazdou zbran, Kulomety SKAS byly u techto stroju ponechany a slouZily k zamefovani strelby. Cvicne UII-2 rnely kaneny odrnontovany a nesly vetsinou pouze kulomety. Vsechny zbrane stfilely mimo okruh vrtule. Kulomety byly odpalovany elektricky a kan6ny elektropneumaticky pomoci tlacitok na fidici pace.

Siroke spektrum pumove vyzbroje rnohlo byt neseno ve dvou pumovnicich urnistenych v centroplenu. z niche kazda byla roadelene podelne na dva samostatne prostory, nebo na dvou vnejsich zavesnicich urnisterrych na zebrech rozdelujicich obe casti purnovniceo Normalne bylo ve vnitrnich pumovnicich neseno 300 kg pum, U-2 typ 3 mohl v "pretizene" variante nest az 600 kg pum (naklad pum u U-2 typ 3M a UU-2 byl omezen na max. 200 kg). Pumy raze I aZ 25 kg mohly byt neseny v kontejnerech KMB namontovanych ve vnitfnich pumovnicich nebo ulozeny (skrze pristupove kryty v horni plose kridla) pfirno do pumovnic na zajistena dvifka. Mnozstvi pum zalezelo na typu nesenych pum a hmotnostnim limitu pro danou akci, a tudiz bylo ruzne. V pfipade 11-2 Typ 3 od 192 do 12 (bezny naklad) nebo od 272 do 24 (max. naklad). Pouzivaly se pumy s tfistivou naplni (AO-2,5, -8, -10, -15, -20 nebo -25) nebo zapalne ZAB-l, -2,5 nebo -10. Revnez se pouzivaly specialni kumulativni pumicky PTAB-2,5-1,5 raze 1,5 kg urcerie k niceni tanku (l60 - 216 kusu) - vubec nejuspesnejsi zbrari SturmovikU - nebo zapalne AZ- 2 s ampulemi s kerosinovou naplni (200 ks).

Pro jine akce byly pouzivany pumy raze 50, 100 nebo 250 kg. Padesatikilove nebo stokilove pumy mohly byt neseny jakv pumovnicich, tak i na vnejsich zavesnicich (max. 6 ks), zatimco pumy raze 250 kg (2 ks) mohly byt neseny pouze na vnejsich zavesnicich. Hlavnimi typy pouzivanych pum byly tfistive AO, protipancerove BRAB, koufove DAB, trhave FAB, tristivotrhave OFAB, osvetlovaci FOTAB (pouze Il-2KR) a zapalne ZAB. Pro vy-cvik byly VYuZivany cviene cementove pumy CAB-P nebo pumy vyrobene z lis ovaneho papiru BAB-P, jejichZ hmotnost odpovidalajejich "ostrym" ekvivalentum, tedy 25, 50, 100 a 250 kg.

K zaveseni pum do pumovnic byly pouzivany zavesniky DER-21, pro vnejsi zaveseni pum slouZily zavesniky DZ-40.

Otoena vy-zbroj zahrnovala dale etyri nerizene rakety RS-82 raze 82 rom nebo RS-132 raze 132 mm (UII-2 neslapouze dve rakety, 11-2 typ 3M zadne) nesene na vodicichlistach. Dalsimi variant ami raket byly protipancerove RBS (raze 82 i 132 mm) a tfistivotrhave ROFS-132. Modernizovane RS-82 a RS-132 nesly oznaeeni M-S a M-13.

Obranna vy-zbroj byla soustredena do prostoru zadniho elena posadky a tvohl jej kulomet UBT raze 12,7 mm umisteny ve stfelisti VUB-3. Zasoba 150 naboju byla umistena v zasobniku zavesenem na zadni pancefove prepazce. Odmer klllometu byl 630 (280 vlevo a 35' vpravo), namer +35' aZ _6'.

V lete roku 1944 bylo zavedeno do vy-zbroje zafizeni DAG-l 0 slouZici k ochrane letounu proti titokum ze zadni polosfery. Byly to dye vYmetnice s deseti padackovYrni granaty AG-2, umistene za prostorern zadniho stfelce; timto zafizenim byl vybaven pouze omezeny poeet 11-2 typ 3.

Dolet IIjusinu typ 3 bylo mozne prodlouZit pomoci dvou 150litrovy-ch pridavnych odhazovatelnych nadrzi PLBG-150 nesenych na vnejsich zavesnicich.

Pro zamefovani kulometu, kan6nu, pum a nefizenych raket sloliZil jednoduchy zamerovaci system VV-I. Sestaval ze zamefovacich kruhu vyrytych na celnim stitku kabiny a z musky na horni strane trupu. Pro titoky vedene v pfizemnich vYskach slouzily dye vodorovne linky na celnim stitku, tfi az ctyfi zamerovaci linky na trupu a linka na zadni

puhlikace Iijusin Ii-2 typ 3 Sturmovik - doplnek C

strane vrtulovych listu, Ph stremhlavem bombardovani se vyuzivalo zamerovacich kfizku na bocnich panelech stitku kabiny a musek narnontovanych na bocich trupu. Nektere letouny (vcetne polskych) mely krorne VV-l rncntovan i kolimatorovy zamefovac PBP-lb. Pro odpalovani raket se pouzival shazovac ESBR-3P, odhoz pum se provadel pomoei dalsiho shazovace ESBR ve spojeni se zpozdovacirn meehanismem VMS-2. Na nekterych letounech byl v prave ci leve podvozkove gondole umisten fotokulomet PAU-22, kter-y umoznoval zaznam vysledku stfelby kfidelnich zbrani a neflzenych raket. Zadni pohyblivy kulomet byl vybaven zamerovacern K8- T.

Radiovybaveni umistene za prostorem zadniho stfelce sestavalo z kratkovlnne radiostanice RSJ-4, poadeji vyrobene stroje dostaly radiostanici RSJ-6M. Letouny Jl-2KR nesly vYkonnejsi stanici RSB-3bis umoznujici rovnea spojeni 5 pozemnim fidieim stanovistern. Radioinstalace vyuzivala lankove anteny napnute mezi antennim sloupkem na kabine a vrcholem kylovky. Nektere letouny byly vybaveny radiopolokompasem RPK-IO s kruhovou antenou urnistenou uvnitf trupu (u stroju s drevenymi trupy) nebo na jeho horni strane (u letounu s kovovyrni trupy). U nekterych stroju pouzivanych povalecnym ceskoslovenskym letectvem byla radiostanice RSJ nahrazena stanici LR-16ZY (kofistni nemecke FuG 16ZY), ktera se vyznacovala prutovou antenou na spodni strana nabezne hrany leve poloviny kfidla mezi trupem a podvozkovou gondolou. Nektere stroje mely navic namontovano identifikacni zafizeni LR-25 (FuG 25) s antenou pod levou polovinoukfidla.

Pro kornunikaci mezi ptlotem a stfelcem slouzilo dorozumivaci zaiizeni SPU-2F a tffbarevne svetelne siqnaliaacni zafizeni.

Dalsi vystroj zahrnovala siqnalizacni pistoli KAS-4, lekarnicku, svorky pro znehybneni ovladacich ploch a soupravu pro zakotveni letounu na zemi. Il-2KR mely za prostorem zadniho stfelce narnontovanu fotokomoru pro svisle snimkovani AFA-J nebo AFA-IM, nektere take nosily "kameru" AFA-3S namontovanou misto kulometu UBT .•

Seznam zkratek

AVMF GAGI GKB GAZ NIIVVS NKAP OKB UTAP VVSKA

namofni letectvo SSSR

Ustredni aercdynamicky a hydrodynarnicky institut ustredni konstrukcni kancelar

Statni letecky zavod .

Vedeckovyzkumny ustavVVS

Lidovy komisariat (rninisterstvo) leteckeho prdmyslu experimentalni konstrukcni kancelar

skolni cvicny letecky pluk

letectvo Rude arrnady

Zbarveni a oznacovani

Zbarveni Il-2 typ 3 bylo aplikovano v souladu s rozkazem NKAP c. 389/0133 ze dne 3.7.1943 a naslednou smerriici nazvanou "Schemata pro rnaskovaei zbarveni letadel". Pro bitevni letadla hyly pfedepsarry dve varianty sestavajici z nepravidelnych poli tmave zelene, tmave sede a svetle hne de na hornich plochach a svetle sedornodre na spodnieh plochach, Zatimco na drevene a platerie casti letounu se pouzivaly nitrocelulozove laky (s polomatnym povrchem), na kovove soucasti byly aplikovarry olejove barvy stejnych odstinu s rnatnyrn povrchem (tmave zelena nitro barva byla AMT-4 a olejova A-24m, trnave seda AMT-12/A-32m, svetle hne da AMT-l/A-21m a svelle modra AMT-7 lA-28m). Vzhledem k tomu, ze pfedpis byl provaden ruznymi dodavatelskyrni zavody a caste navic ve znacnern spechu, je arejme, ze v praxi dochazelo k ruanym odchylkarn.

V fijnu 1944 vydal NKAP dalsi rozkaz c. 559010207 rykajic! se noveho karnuflazniho schernatu, ktery pfedepisoval s platnosti od 1. 1. 1945 pouze dye barvy na hornich plochach - sedomodrou AMT-ll/A-33m a tmave sedou AMT-12/A-32m. Barva spodnich ploch zustala nezmenena, Pro bitevni letouny, ve. Jl-2, melo byt pouzito pouze jedno schema rozrnisteni barevnych poll. Fotografie 11-2 s timto schematern vsak zatim chybi, a tak tato varianta zustava nepotvrzena, pripadne byl takto zbarven pouze rnaly pocet letounu.

Sovetske Jl-2 typ 3 nesly vysostne oznaceni peticipimi rudymi hvezdami (barva AIIkr) lernovanymi uzkyrn bilyrn a cervenym okrajem. Hvezdy byly umisteny na trupu, svisle ocasni plose (SOP) ana spodni plose kridla. Velikost hvezd byla ruzna. Dvoubarevne rude hvezdy - tzv. "kremelske" - se objevovaly na trupu a na SOP v pripade. ze letouny patfily osadce vyznarneriane radem GSS (hrdina SSSR). Individualni oznaceni letounu sestavalo z jedno, dvou nebo tfimistnych cisel v barve bile, zlute, modre, cervene nebo cerne, nekdy lemovanych uzkou bilou nebo cervenou linkou, ktere byly umisteny na trupu, SOP nebo na obou pozicich. Tvar a velikost cislic se ruznily, casto byly jednotne pouze v ramci leteckeho pluku. Mnoho Jljusinu melo vrtulovY ku.zel nebo pfedni cast motoroveho krytu v "plukovnich" barvach nebo nesly prvky rychle identifikaee letounu ve forme pruhu kolem zadni casti trupu, pruhu na kYlovce a smeroyce nebo byly casti SOP nati'eny rfunymi barvami. Znacne mnozstvi ll-2 bylo vyzdobene niznyroi napisy v azbuce, emblemy, malyrni hvezdickami syrnbolizujieimi vitezstvi nebo gardovYm znakem.

Zajfmavy- zaber blize neidentifikovam?ho letounu s antenou radiopfistroje nemeckeho puvodu LR-I6ZY instalovanou mezi trupem a levou gondolou. Snimek pochazi z obdobf let 1948-50

a patrnil by} pofizen v Praze-Kbelich, kde by} v te dobe umisten LP 25 se stroji B-32 (Pe-2) -Ietoun s oznacenim LV-4 stojf v pozadf.

D publikace IIjusin 11-2 typ 3 Sturmovik - doplnek

Nepiilii kvalitni letovY zeber Iliusinu z obdobf po srpnu 1945, kdy byl pievzat ceskoslovenskfm vojenskpm letectvem do stavu Leteckeno pluku 3 (15. 2.1946 pieCislovan na LP 30)

v TrenCianskych Biskupicich. Letoun je jii opatien novou kamuflaii, avsak na kflovce ma jeste puvodni ccrvcnc. bile lemovsne Cislo 15. Piedni cast vrtuloveno kuiele je rceaetene na cervencu a modrou cast. Vysostne znaky shora na kfidle a na ocasni ptose maji nepiedpisov;T modry lem, znak na SOP ma rovnei tpstnou orientaci.

[uqoslevske Jl-2 typ 3 nesly zpocatku rovnez puvodni sovetskou karnuflaz, ale po predani juqoslavskernu letectvu byly jejich horni plochy pfestfikarry tmave sedou barvou a spodni svetle modrou. Vysostne znaky sestavaly ze dvou soustrednych kruhu (vnejsi modry, vnitrni bily) , na kterych byla umistena ruda, zlute lemovana peticipa hvezda, Byly neseny na zadni casti trupu a na spodni plose obou polovin kfidla. Na smerovce, ktera byla na nekterych letounech zluta, byla umistena juqoslavska vlajka. Na kylovce nesly letouny ctyrrnistne cerne cisto a za nebo pfed trupovym vysostnym znakern velke bile dvoumistne cislo,

Polske Jl-2 pochazely rovnez z inventafe sovetskeho letectva a nesly tudiz zpocatku puvodni valecnou kamuflaz. Ta byla po velce zmenena na zbarveni sestavajici z trnave zeIene na hornich plochach a svetle modre na spodnich plochach, Typicke cervenobile sachovnice byly na trupu, kylove plose a spodku kfidla. Oznaceni letounu sestavalo z jedno nebo dvoumistneho bileho cisla ruzneho tvaru neseneho na zadni casti trupu pfed vysostnym znakem nebo na kylovce. Vrtulove kuzely a vrcholy SOP byly caste opatfeny barvou jednotky (zlutou. modrou nebo cervenou).

Bulharske stroje nesly take puvodni barevne schema, avsak kratce po valce bylo nahrazeno tmave zelenou baIVOU na hornich plochach a svetle modrou na spodnich plochach, Vysoetne znaky byly zpocatku tvorene bilym kruhem s cervenym stfedem a vodorovnym zelenym obdelnikem, [ednodussi provedeni sestavalo ze soustrednych kruhu v barye bile, zelene a cervene (od kraje ke stfedu). Znaky byly neseny na trupu a na spodnich plochach kfidla a na SOP byly pruhy v barye bile zelene a cervene (shora). Na konci roku 1948 byly zavedeny nove vysostne znaky sovetskeho typu - rude peticipe hvezdy s bilo-zeleno-cervenym kruhovyrn znakem uprostfed, ktere byly umisterry na kylovce, na trupu a na spodnich plochach kfidla. Individualni oznaceni letounu se skladalo z bileho dvouciferneho cisla Iernovaneho cervene.

Monqolske Jl-2 typ 3 si ponechaly puvodni sovetskou kamuflaz, bile vysostne znaky - Zoyombo - byly umisteny na trupu a na SOP. Individualni cisla stroju v bilern prove deni byla namalovana na trup pfed vysostne znaky.

Prostory posadky byly natfeny sedou baIVOU A-l4. Pilotni sedadlo bylo sede se svetle hnedymi upinacimi pasy, Pristrojova deska byla cerna nebo seda, ridid paka a skfinky ESBR byly cerne. Ovladaci kolo zaluzie chladice bylo zelene. Vnitfni prostory pumovnic, vnitfni strany odklapecich panelu (napf. na motorovem krytu), vstup vzduchu do chladice a dalsi kovove casti byly sedozelene, opatfene barvou ALG-5.

Podvozkove sachty, vnitfni strany podvozkorych krytu, nohy podvozku, jakozto i disky kol byly sede (baIva A-l4) nebo svelle sede (AE-9). Stejne byly zbaIVeny vnitrni casli konstrukee letounu, dieveneho trupu, vniUni prostory pfistavacich klapek a take motorove loze. Motor byl natfen cerne (MV-6) , obdobne i vrtule mela cerny nater (A-26m), doplneny u nekterych stroju zlury-mi konci vrtulovYch listu (160mm). Na nekterych vrtulorych listech byl bily popis.

POuZiti popisek se omezilo pauze na zobrazeni vYrobniho cislo letounu. Cislice 0 vYsee 40-50 mm byly umisteny na pfednich castech podvozkovYch gondoI (cerne) a na SOP, kde byly umisteny nad vodorovnymi rameny hvezdy (bile).

Zbarveni a oznacovani ces!toslovenskych letounu 11-2 typ 3 a UI1-2 Ceskoslovenske letouny nesly zpocatku puvodni sovetskou kamuflaz se tfemi kamuflaznimi barvami na hornieh plochach a se sedomodqrmi spodnirni ploehami, ale v prubehu roku 1946 byly opatfeny nOvYm zbarvenim tvofenym tmave zelenou barvou (Smalt Avion 2036 Khaki MNO) na hornich a svelle modrou (Avion 2036.65) na spodnich plochach. Vysostne znaky byly umisteny na obvyklych sesti pozicich - na hornich a spodniclt plochach kfidla a na SOP (rude hvezdy byly pfemalovany v srpnu 1945). Kfidelni znaky mely prumer 1430 mm, znaky na SOP 980 mm. Modry segment byl vZdy vpfedu, cerveny pak smefoval k ose letounu a cely znak byllemovan bile. Puvodni individualni oznaceni letounu bylo tvoreno dvoumistnou cisliei umistenou na kYlove plose v cervenem nebo modrem provedeni s llzkYm bilym lemovanim, popfipade byla cisla bila s cervenym lemem Uedenz UIl-2 vsak cislo nenesl zadne). Od 15.3.1946 bylo zavedeno nove trupove oznaceni sestavajici ze dvou pismen (LX, NrN, US) a jedne ci dvou cislie v bile barve. Oznaceni prislusnosti k letce byle provedeno barevnym adlisenim predni casti vrtuloveho kuzele .•

Publikace Iljusin Il-2 typ 3 Sturmovik, 4+022 - doplnek (samostatne neprodejny) Autofi textu - Michal OvcaCik a KaIel Sus a

Lito Art-D, Graficq atelier Cerny s.r.o., Praha 10 4+ ® je chranena obchodni znacka

Vydalo Nakladatelstvi 4+, PO Box 10, 10031 Praha 10 - Strasnice, Ceskarepublika © 4+ v.o.s., 1. vydani, Praha 2006

An impressive line-up of JJ-2 Type 3s parked at an unknown field aerodrome in the spring of 1945. The two aeroplanes nearest the camera carry the legend 'Chapayevtsy' to honour the revolutionary hero v.l. Chapayev. They were part of a batch of thirteen Shturmoviks made available by donations from the inhabitants of Chapayenok near the city of Kuibyshev (now Samara).

Ilyushin 11-2 Type 3 (11-2 two-seater with swept-back wing), the history and sununary

The world's first specifically designed ground attack aeroplane, the Ilyushin OKB 11-2 Shturmovik, can be regarded as the most legendary Soviet aircraft of the Great Patriotic War. It was strictly purpose-built, having no adornments, and was dedicated to its function without regard for aesthetics.

Ground attack aviation in the USSR was founded at the end of the 1920s when the first regiments were equipped with Polikarpov R-5 biplanes. In 1930 dedicated heavy attack aeroplanes were designed, but they failed to meet Air Force requirements. Therefore adaptations of the existing aircraft were introduced: the R-5Sh and R-5LSh light ground attack planes, later supplanted by the R-5SSS high-speed aircraft and the R-Zet biplane. In 1936 the role of so-called 'shturmoviks' (or assault aircraft) was to be performed by multi-purpose aircraft which were designed under the cover name 'Ivanov'. Long-range, high-speed and reconnaissance capabilities were required and at the same time the aeroplanes were to act as ground attack and light bombers. Several designers were involved in the project, namely Grigorovich, Neman, Kocherigin, Polikarpov, Sukhoi and also, to some extent, Ilyushin. Only a few designs materialised, with Neman producing the R-IO monoplane and Sukhoi the BB-I (later renamed the Su-2) short-range bomber, while Kocherigin adapted the American licence-built Vultee V-II GB as the BSh-1 bomber/ground attack aircraft.

S.V Ilyushin, although preoccupied by the DB-3F twin-engine bomber development, proposed, in January 1935, a two-seat armoured attack monoplane. The aircraft, initially carrying the designation LT-AM-34FRN and later labelled the TsKB-55, was of a cantilever construction, with metal wings, and was fitted with a single engine. It featured a shaped armoured shell, protecting all the vital parts of the aeroplane - the engine and its systems, the fuel tanks and the crew. The rear portion was of semi-mono co que construction, with the fin built integrally with the rear fuselage, and had a metal tailplane. The undercarriage legs and mainwheels retracted into the wing nacelles while the tailwheel was fixed. Four 7 .62mm Sh]{AS machine guns were to be fitted, plus one defensive machine gun in the rear cockpit, and it was to carry 400kg bombload.

The Shturmovik's development began in May 1938 and two prototypes, under military designation BSh-2, were ordered. The first prototype, powered by a 1,007kW (1,350-hp) Mikulin AM-35 engine, made its maiden flight in October 1939. However, a change in Air Force requirements meant that a redesign was implemented that involved the installation of heavier armament and the elimination of the gunner's station. The second prototype, also converted to a single-seater, was equipped with an AM-3S engine, mounted slightly down and forward, and the wings were swept back to 5 degrees. The armament now consisted of two wingmounted ShVAK cannons (later replaced by the VYa-23 guns) and two ShKAS machine guns, and provision was also made to carry unguided rockets. Redesignated the TsKB-55P, the second prototype then became the master pattern for a series production. The new aircraft took off on 29 December 1940 with the company Chief Test Pilot Vladimir K. Kokkinaki at the controls.

The first series production aircraft left the assembly line at Voronezh-based GAZ No.IS in March 1941. From the outset production was massive. By 22 June, the opening day of the German assault on the Soviet Union, some 250 Il-2 aircraft had been delivered to the Air Force. Later manufacturing was slower, devastatingly hampered by the transfer of I1-2 production to a safer location behind the Ural mountains. The new aircraft had a poorer flying performance, due to an increase in weight, bad workmanship and a lack of critical materials. This ensued in manufacturing technology changes which included the introduction of wooden wings and rear fuselage. In combat the missing rear defence proved to be a weak point. To remedy this, various machine guns were fitted, first by field maintenance units and later by a modification on the assembly line. Deliveries of the modified aircraft, fitted with a standard Berezin machine gun and designated the II-2M, began during the autumn of 1942. The addition of the rear gun station, ammunition and increased armour began to negatively affect the flight characteristics of the aircraft. Nevertheless, this improvisation was put into mass production and the 11-2 proved to be a successful combat aircraft despite the heavy losses caused by anti-aircraft artillery and the Luft-

waffe. A number of its crew also died because of the aircraft's bad performance during take-offs and landings, its poor armoured protection and malfunctioning bomb release mechanisms. The losses, amounting to more than 6,800 aircraft between 1943 and 1944 (the service life of an I1-2 was then55.5 sorties on average), were only overcome by the sheer massive numbers in which it was produced. During the period 1943-44 some 22 thousand llyushins were delivered to the VVS ]{A, with an average of 10.2 machines coming off the production lines each day. 11-2 Type 3 was the most widely produced model of the Shturmovik (it was also known as the II-2M Type 3 or II-2M3). Being the descendant of the earlier II-2M two-seater, the most obvious difference was the installation of new wing outer planes swept back to 15 degrees. This compensated for the shift rearwards of the centre of gravity that was caused by the implementation of the rear gunner's station and which worsened the longitudinal stability of the former variant. The modification was proposed by the OKB in May 1943 and after the prototype, produced by GAZ No.IS factory, successfully passed the NIIVVS tests on 9 October, the improved aircraft began to leave the production lines from late 1943.

Power for the 11-2 Type 3 was provided by the Mikulin AM-38F boosted engine, with a nominal output of 1,156 kW (1,550 hpj and corresponding 2,150 rpm, enabling the most effective operations at altitudes of up to 750 metres. The engine compression ratio was reduced (compared to its AM-3S forerunner) and the use of low-Octane fuel was allowed. Although greater speed and rate of climb at ground levels were attained, and a heavier bombload could also be carried, the down side was the lower speed at height and the reduced service life of the powerplant, not exceeding 100 hours.

The production of 11-2 Type 3s was concentrated in three principal State Aircraft Factories, Nos.1 and IS at Kuibyshev and No .. 30 in Moscow, and continued there until June, July and October 1945 respectively. The early series aeroplanes were fitted with wooden outer planes -later a mixed construction was introduced. Consequently, as material supply began to improve, 11-2 production switched to allmetal wings, with GAZ N o.IS beginning their series production in mid-April 1944 and Nos.1 and 30 a month later. Due to constructional reasons the landing flaps position was identical to that of the wooden wing. By the end of 1944 a total of 7,377 11-2 Type 3s, with metal swept-back wings, had been despatched to Army and Navy units. The wooden fuselages remained in fabrication until 1945 as the NKAP was reluctant to make any changes on the well-established production lines. Only in March 1946 was it decided to increase the service life of remaining 11-2 aircraft by replacing their wooden rear fuselages so 1,500 metal units were originally required. This number was subsequently reduced, and eventually a 350- piece order was to be fulfilled by GAZ No.30, with all the new fuselages to be only fitted to UIl-2 trainers. The replacements were effected at the turn of 1947/4S. In December 1946 another requirement called for nearly 1,300 metal fuselages to be supplied to the VVS, so that the 11-2 could stay in service until mid-194S. The production of metal fuselages was also switched to the Yugoslav Ikarus factory at Zemun, near Belgrade, and about 300 units were made there in the post-war period. The precise quantity of I1-2 Type 3s built was not recorded and only gross numbers are available (see the table below).

11-2 Type 3M was the only series-built Shturmovik variant, equipped with two underwing cannons. This configuration was suggested as early as the spring of 1941 and a handful of single-seat I1-2s were fitted with a pair of 37mm Sh-37 cannon pods. Unfortunately these guns proved unreliable in operation and aiming difficulties were also encountered by the pilots. In April 1943 a newtype oflong-barrelied cannon of the same calibre, the NS-37, designed by Nudelman and Suranov, was installed in containers adjoining the wing lower surface outboard of the undercarriage nacelles. The new model was designated the I1-2-37 or the 'two-seat I1-2 with NS-37 cannons', but also referred to as the Type 3M. The wing-mounted ShKAS machines guns were retained for zero shooting/aiming the cannons, and the bombload was confined to only 200 kg while the unguided RPs were completely dispensed with. State acceptance trials carried out at the NIIVVS were finished by 22 June 1943. The cannon-armed I1yushins were introduced into VVS ]{A and AVMF service, but these tank busters suffered from poor gun synchronisation and inaccurate repeated aiming due to the heavy recoil of the guns during gunfire. They were also less manoeuvrable because of the increased inertia caused

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A Yugoslav IJ-2 Type 3, belonging to the 422nd Attack Air Regiment, seen at Pleso airfield near Zagreb in May 1945.

by the weight of the cannon and ammunition, although in the hands of skilled pilots they proved to be a formidable weapon. A total of 1,175 11-2 Type 3M aeroplanes were manufactured by GAZ No.30 in the period from April 1943 to January 1944, when the production was switched to the common 11-2 two-seater, and both straight and swept-back wing models were produced.

11-2KR was developed to serve as a spotter aircraft to control artillery fire and as a reconnaissance aircraft. It was based on the two-seat 11-2 and powered by the AM-38F engine. Its prototype, built by GAZ No.30, was tested between 27 March and 7 April 1943, and series production started soon afterwards at Kuibyshev plant No.1. The Il-2KR aeroplanes were built with both the straight and swept-back wings (from 1944) and carried specialized equipment in the form of a more powerful radio set for communication with ground control posts and an AFA-I reconnaissance camera. The former was installed in the front part of the gunner's cockpit above the reduced (in size and height) fuel tank while the latter was mounted vertically in the rear fuselage behind the rear cockpit bulkhead. The aerial mast was moved forward and mounted on the windscreen frame. Usually the rear gunner's UBT machine gun was retained, but for oblique photography another camera was fitted instead of the gun and the rear canopy was removed. As more reconnaissance aircraft were required by the Air Force, a number of two-seat 11-2s were also converted to 'KR' standard at unit level. Sometimes more cameras were needed to collect tactical data and up to four units could be mounted in the fuselage. Additional armour to protect the rear gunner/camera operator was also considered, but no such improvement was put into series production.

UIl-2, Although a dedicated dual-control version of the 11-2 was desperately needed to train assault aircraft pilots, it was not before 1943 that this model began to appear in sufficient numbers. The UII-2 had the rear gunner's station replaced by the instructor's cockpit and enclosed by a recontoured canopy, of which several variations existed. At first glazed canopy panels instead of armoured ones were used while later service machines were fitted with partially armour-protected canopies. The front portion of the new canopy could be slid aft while a solid fairing was at the rear. The rear fuselage tank was reduced thus enabling the second instrument panel to be fitted. The aerial mast was relocated to the front canopy frame and on-board armament was reduced to only the wing-mounted machine guns, or it could be completely removed. For attack training the aeroplane could be loaded with a maximum of 200 kg of bombs or armed with two RS-82 unguided rockets. UII-2s were produced alongside the "regular" two-seat lIyushins at GAZ No.18 until 1945 and a total of 1,211 machines were built there. In the course of production they were upgraded, initially fitted with straight wooden wings, while later the swept-back outer planes became standard. Late series aircraft introduced the floor in the rear cockpit and seat with padded arm rests and back cushion. The lack of trainers sometimes led to makeshift dual-control conversions by VVS maintenance workshops. A number of UII-2s were modified and operated in the role of target-tugs. Post-war, a dozen 11-2 Type 3s were converted to trainers by the Ikarus factory for use by the Yugoslav Air Force.

DuringWWII the Shturmoviks were the backbone of not only Soviet assault regiments, but were also delivered to Polish, Czechoslovak and Yugoslav units forming underVVS command during 1944.

Outside the Soviet Union, the largest user of 11-2 Type 3s and UII-2s was Yugoslavia. The first pilots were trained during the winter of 1944/45 and in August 1945 the lIuyshins equipped Nos.421, 422, 423 and 554 Attack Air Regiments at Skopje, Zagreb, Ljublj ana and Nis respectively. A total of 213 machines were obtained by 1947, including 50 ex-Bulgarian aeroplanes, and the last 11-2s were withdrawn from service in the mid-1950s.

The first Polish unit to receive 11-2 Type 3s was the 611 th Attack Air Regiment, to which an initial batch of 32 aircraft was delivered in April 1944. In October it was renamed the 3rd Regiment, or PLSz of the Polish Air Force in the USSR. Other units were Nos.6,7 and 8 PLSz (former 658th, 382nd and 384th Regiment of the VVS), later supplemented by No.2 PLSz. In 1946, after reorganisation, only three units remained, Nos.4,5 and 6.At its peak the post-war Polish Air Force operated 17811-2 Type 3 and KRs and 24 UII-2s, and by September 1949 170 11-2s were still in their inventory. The Bulgarian Air Force took delivery of 120 11-2 type 3s and 10 UII-2s in the period from 13th March to mid-November 1945, equipping two Mixed Air Divisions at Yambol and Plovdiv. In 1947 fifty aeroplanes were confiscated by Yugoslavia while the rest were used until 1954 when they were replaced by the new Ilyushin II-IDs. The sole Czechoslovak war-time unit equipped with Shturmoviks was No.3 Attack Air Regiment, part of the I st Czechoslovak Mixed Air Division in the USSR. In November 1944 thirty-four 11-2 Type 3s and in January 1945 two UII-2s were delivered. By 20 July 1945, the date of handover to the newly established Czechoslovak Air Force, only 25 two-seaters (plus 2 trainers) remained in service. They equipped the 3rd Air Regiment (re-numbered No.30 on 15 February 1946) based at Trencianske Biskupice. In Czechoslovakia the 11-2 Type 3s were designated the B-31, while the UII-2 became the CB-31, and the last aeroplanes were withdrawn from service in 1950/51.

2

The last recipient of 11-2 Type 3s was Mongolia which was supplied with this type in 1945, probably equipped with as many as two squadrons, and retained them until 1953.

As late as mid-1955, despite 11-2 Type 3 Shturmoviks being phased out and.no longer in VVS KA! AVMF or other air force first-line service, they were still given the NATO reporting name Bark .•

11-2 Type 3, Type 3M, 11-2KR and UII-2 production

Variant Factory 1943 1944 1945 TOTAL per factory
11-2 Type 3, 11-2KR No.1 Kuibyshev 4,257 • 3.710 957 8,924
11-2 Type 3. UII-2 No.1S Kuibyshev 4,702 • 4,014 931 9,647
11-2 Type 3, Type 3M No.30 Moscow 2.234 • 3,377 2,201 7,812
TOTAL per year 11,193 • 11,101 4,089
TOTAL (1943-45) 26,383 • all 11-2 two-seaters (straight and swept-wing a/c)
17,000 •• ** estimated number of 11-2 two-seaters (swept-wing a/c) List of abbreviations

AVMF Naval Air Forces

GAZ State Aircraft Factory

GvOShAP Guards Independent Attack Air Regiment

IFF Identification Friend or Foe

NIIVVS NKAP OKAP

OKB ShAP/ShAD TsAGI

TsKB

VA

VVSKA

Scientific Research Institute of the VVS

People's Commissariat (Ministry) of Aircraft Industry Independent Artillery Spotter Air Regiment Experimental Design Bureau

Attack Air RegimentlDivision

Central Aerodynamics and Hydrodynamics Institute Central Design Bureau

Air Army (Soviet Air Force) Air Force of the Red Army

Technical description of Ilyushin 11-2 Type 3 and UI1-2

The 11-2 Type 3 was a single engine two-seater low-wing monoplane with a retractable main undercarriage. It started off as a mixed metal and wooden construction but later series were all metal. The aircraft was primarily designed for use as a dedicated armoured ground attack and bomber aeroplane. It could also be equipped for duties as an artillery spotter/reconnaissance aircraft and its dualcontrol variant, the illl-2, was used for pilot training.

The fuselage, of oval section, is made up of two portions. The forward section, comprising the engine mounting and the framework of the pilot's cockpit, is an armoured shell, built up of 4 - 6mm thick AB-2 armoured steel plates joined together by rivets and bolts. The front end of the shell forms a streamlined COWling also enclosing the engine accessories, the engine air intake duct and coolant radiator, and the oil and front fuel tanks.

The front cockpit is fitted with a fixed pilot's seat made of duralumin. It accommodates a seat type parachute and harness and is adjustable for height. Behind it is a rear fuel tank, mounted vertically and protected by 6 and 12rnrn (0.24" and 0.48") thick armour plates. The gunner, facing aft, is seated on a canvas belt and only protected from the rear by a 5mm (0.20") armoured bulkhead. The pilot's cockpit is enclosed by a three-piece windscreen, with a 64mm (2.52") K-4 bullet-proof glass front panel (which included 5 segments on a Plexiglass layer) and side panels (with 4 segments), and an aft sliding canopy fitted with armoured glass and side plates. Another 8mm (0.31") bullet-proof glass panel is mounted behind the pilot's head. The gunner's station is enclosed by an unprotected Plexiglass canopy, supported by formers, which opens to the starboard side.

The UII-2 trainers have the rear gunner's compartment replaced by the instructor's cockpit and equipped with dual controls. Glazed canopy panels are installed instead of armoured ones, although some aeroplanes have partially armourprotected canopies.

The fuselage rear portion, either of wooden or all-metal construction with 16 frames and 12 stringers, is attached to the front part by bolts and rivets and supports the tail unit. On frame No.14 there is an attachment for the tailwheelleg shock-absorber. The wooden fuselage units are covered by layers of formed birch plywood of 2 - 5mm (0.08 - 0.20") thickness. The rear end of the fuselage tapers into the tail cone. There is a circular access panel on the port fuselage behind the wing root fillet, giving limited access to the radio installation and other ancillary equipment.

The tail unit. The adjustable tailplane is in two cantilever parts, attached to fuselage frame Nos.11 and 14 by four bolts on the spars. Each portion has two spars and ten ribs of sheet duralumin and the whole is metal covered. The fuselage/tailplane joint is enclosed by aerodynamic fairings. Initially a wooden fin was fitted, made integral with the rear portion of the wooden fuselage and the whole was covered with a glued-on fabric. From 1945 all-metal fuselages and fins were introduced (post-war metal replacement sets were also produced by the Ikarus factory in Yugoslavia). The interconnected elevators and rudder are of metal construction and fabric-covered. Both control surfaces are mass balanced, with the leading edge balance on the elevator and forward protruding mass balance on the top of the rudder. Trimming tabs are provided and controlled from the pilot's cockpit.

The wings, of cantilever structure, consist of a centre section and two outer planes, tapering in chord and thickness towards their tips. The aerofoil section employed is Clark YH and the thickness chord ratio varies from 14 % at the root to 8 % at the tip. The wing angle of sweep is 15°, the dihedral is 3°55' while its incidence is 0° at the root. The centre section is constructed in one portion extending across, and firmly fixed to, the fuselage and terminating outboard of the nacelles. It comprises two spars and 10 ribs, and houses two bomb bays. Beneath the centre section there is an armoured oil cooler radiator bath, made of 6rnrn (0.24") thick armoured plates. The lower fuselage fuel tank is located above the bath while compressed air cylinders are mounted inside the centre section behind the inner bomb bays. Six access panels to the bomb bay are located in the upper wing surface. The nacelles, of asymmetric shape and designed by a different maker (at least two variants existed), house the main undercarriage.

Each outer plane, with the front and rear main spars, 17 ribs and a rounded wing tip, is attached to the centre section by four bolts; the joint is covered by a metal strip. The outer planes were either made of wood (except the spars), with 2 - 4mm (0.08 - 0.16") glued-on or riveted-on plywood skinning, or were of all-metal construction (later production series from mid-I 944) covered by I - 2mm (0.04 - 0.08") duralumin sheeting. The machine guns and cannons are located between rib Nos.6 and 8, with detachable covers provided for access to them in the lower surfaces. Cannon ammunition boxes were loaded through covers in the upper wing surface while the machine guns were serviced from below.

The trailing edge provides for the two-section metal flaps (inboard and outboard of the centre plane/outer plane joint) which are mechanically interconnected and operated by torque tubes. The flap setting can be checked by the pilot with the help of the mechanical flaps position indicator which was only mounted on the port side of the centre section, between rib Nos.4 and 5. The Frise-type ailerons, fitted to the outer portion of the wings (outboard of rib No.ll), are divided into two sections. They are of spar and rib construction, fabric-covered, and are mass balanced, with a trimming tab in each inner aileron.

A pressure head is mounted on the starboard outer plane (at rib No.17) a fixed landing light is located in the leading edge of the port outer plane, outboard of the cannon.

The undercarriage, retractable by pneumatic power, comprises two main wheel units and a castoring tail wheel. The main undercarriage leg, consisting of crossbraced twin tubular struts, with oleo-pneumatic shock-absorbers and a folding backstay, is pivoted within the undercarriage nacelle and is actuated by a single hydraulic jack. On retracting the gear folds upwards and rearwards into the nacelle and wing, the aperture in the nacelle closing with hinged two-piece doors. When retracted, the main wheels partially protrude from the nacelle contour acting thus as an anti-damage feature in the case of a wheels-up landing. A lock holds the undercarriage in the landing and retracted positions. Wheels, either with 800 x 260mm (31.5" x 10.2") or 880 x 260mm (34.6" x 10.2") tyres of varied tread designs, are fitted. The wheel brakes are pneumatic. The operation of raising/lowering the undercarriage is controlled by a lever on the port console in the cockpit. The position of the undercarriage gear was signalled by lamps on the instrument panel, while visual position indicators were positioned on the upper wing surface above the nacelles, linked with the undercarriage leg by a vertical rod.

The tail undercarriage, mounted on frame No.15, is non-retractable. The tailwheel leg, with an oleo-pneumatic shock-absorber, is fitted with a fork and employs a wheel with a 400 x 150mm (15.7" x 6") tyre. The tail wheelis secured by a spring mechanism and can be locked in the straight position. A protective fairing, either short or long, is fitted in front of the tail undercarriage.

This UIJ-2, coded 8, belonged to the Yugoslav Attack Aviation Training Centre at Zemun' airfield near BeJgrade.

The powerplant, mounted on two tubular steel bearers and supported from the front fuselage frame by a pair of steel tube supports, is a Mikulin AM-38F, 60- degree V-type, 12-cylinder, liquid-cooled supercharged engine, of 46.7 litre swept volume and compression ratio 6.0. Each cylinder bank has six stub exhausts mounted on their outer sides. The bottom and sides of the engine are covered by armoured cowling made of 4mm (0.16") thick plates, secured in place by steel rivets and bolts, while the top is enclosed by a duralumin panel. The powerplant is accessible through three hinged covers under the nose and two panels below the exhausts. For engine starting a pneumatic starter, with a PN-I pump, is used while external starting by a starter vehicle, utilising the starter dog on the spinner, is also possible. The propeller is an AV-5L-158 three-bladed variable pitch left-hand airscrew of 3,600mm (11'9.7") diameter.

The air to the carburettor is supplied via a TsAGI-designed filter air intake in the starboard wing leading edge. A two-piece shutter on its front end, connected with the undercarriage retracting mechanism, allows unpolluted air to be supplied to the carburettor while airborne. On the ground the shutter is closed and air is led through a cylindrical filter behind it.

The coolant radiator is located inside the air duct behind the engine while the oil cooler radiator is placed within the armoured bath under the wing centre section. Each radiator has a separate outlet with its own control flap. The coolant header tank is mounted over the front of the engine while two oil tanks, with a capacity of 81litres - 571 of oil and 241 air space (17.8, 12.5 + 5.3 gal), are fitted on the sides under the exhaust stubs.

Fuel is carried in three self-sealing fuselage tanks, with a total capacity of 749 litres (164.8 gal); the forward tank is of 175 litre (38.5 gal) capacity, the underfloor tank has a capacity of 2691 (59.2 gal) and the rear tank contains 305litres (67.1 gal). In the event of bullet penetration the tanks could be filled with inert gas from a 2 litre (O.4-gal) cylinder mounted on the port side of the rear tank. Provision was also made to carry two 150 litre (33-gaI) external drop tanks.

The pneumatic system is used to start the engine, operate the landing gear, wheel brakes and flaps and re-charge the guns. The pressure source consists of

A group of 16th Air Army Ilyushin Il-2 Type 3s flying over Berlin in April 1945.

two air bottles mounted below the cockpit floor, with a pressure of 5.066 and 15.199 MPa (735 and 2,204 psi respectively). The low-pressure bottle serves the engine for only a single starting operation while the other bottle caters for the rest. In flight the function of the starting bottle is taken over by the engine-driven AK-50 compressor. In an emergency the engine starting bottle could also be used for undercarriage and flap operation.

The electrical system, A 24V current is supplied via single conductor cabling by a GS-type engine-driven generator or a 12-A-IO accumulator of 10 AH capacity. The system caters for all the lighting, the landing lamp, instrument indicators and signalling lamps, gun firing, fire extinguishing, radio equipment and, in case of the Il-2KR, the reconnaissance camera.

The flight controls are of a conventional mechanical type, with rudder pedals and control column, push-pull rods and cables. The spade-grip pattern control column incorporates the gun firing buttons, bomb-release and RP pushbuttons and also the brake lever. The rudder bar, adjustable for leg reach and fitted with simple foot-plates and toe straps, is mounted on a pedestal on the pilot's cockpit floor. Movement of the control column and the rudder bar is transferred via rods and cranked levers - to the ailerons they run behind the rear spar in the mainplane, while to the tail control surfaces (rods operate the elevator while the rudder is controlled by cables) along the sides of the fuselage. The elevator control is doubled, and the spring damper and counter balance mechanism is included in the control system. The elevator trimming control is situated on the port side of the cockpit below the windscreen side panel. •

Ilyushin 11-2 Type 3 (1944), Type 3M and UIl-2 technical data

Length, overall 11,650 mm (38'2.7")

Wing span 14,600 mm (47'10.8")

Wing chord, centre plane 3,200 mm (10'6")

Tailplane span 4,900 mm (16'1")

Height 4,170 mm (13'8.2")

Wheel track/base 3,480/8,420 mm (II '5"/27'7 .5")

Wing incidence/tailplane incidence & setting 0°/-1 c ±I °40'

Wing dihedralltailplane dihedral 3°55'/0°

Aileron deflection angle +25°_2° -15°-10

Flap deflection angle, take-ofVlanding _17°±IO/_45°±2°

Elevator deflection angle +28°_2° -16°40'-1 °

Rudder deflection angle ±27°±1 o

Wing area, total 38.50 m" (414.41 sqft)

Aileron/flap area, total 2.84/4.20 m" (30.57/45.21 sqft)

Tailplane & elevator area, total 7.50 m" (80.73 sq ft)

Fin & rudder area, total 2.39 m" (25.73 sq ft)

Weight

empty - Type 3 & Type 3M/UIl-2

normal take-off - Type 3/Type 3M/UIl-2

max. take-off

- Type 3/Type 3M/UIl-2

Max. speed at sealevel

- Type 3/Type 3M/uIl-2

at 1,500 m (4,920 ft) - Type 3/Type 3M/UIl-2

Cruising speed Landing speed

- Type 3/Type 3M/UIl-2

Climb to 1,000 m (3,280 ft) 3,000 m (9,840 ft) 5,000 m (16,400 ft) Ceiling, max./service

Endurance

Range, with normal load - Type 3/Type 3M

Mikulin AM-38F engine Length/width/height

Power, continuous/max.

Power rating Dry weight Fuel type

Swept volume

4,625/4,300 kg (10,196/9,480 Ib) 6,160/5,550/5,090 (13,580112,236111,222Ib) 6,355/6,160/5,355 kg (l4,010113,580/11,806Ib)

391/375/396 km h' (243/233/246 mph) 410/390/414 km h" (255/243/257 mph)

275 km h' (171 mph) 145/136/140 km h" (90/85187 mph)

2.2 - 2.6 min

7-8min

15-20min

6,000/500 - 5,400 m (19,68011,640 -17,715 ft) 2.75hr

685/665 km (426/414 miles)

2,290/87511,080 mm (90.2"/34.5"/42.5") 1,05211,283 - 1,313 kW (1,410/1,720 - 1,760 hpj 2,350 rpm

860 kg (1,896Ib) 4B-78 or 4B-74

(95 or 92 Octane value resp.) 46.70 litres (10.27 gal)

3

The Ilyushin IJ-2 Type 3 emerged in late 1943 as an improvement on the preceding two-seat variant, the II-2M. Due to the installation of a new wing with swept-back outer planes it featured better longitudinal stability and improved combat qualities.

An early example is shown in the photo above right. The prototype of this new variant was produced by GAZ No.18 at Kuibyshev and tested at the N11VVS during September - October 1943. Above, an in-flight shot of an unidentified IJ-2 Type 3 during

a delivery flight to the unit.

Right, a parade line-up of the Shturmoviks of the 281st ShAD, 14th VA, of the Leningrad Front photographed at Tartu in October 1944. The machine nearest the camera has a "double" identity (White 66117), with a Red heart emblem on both sides of the fin and a light coloured propeller spinner, while the others can be identified as Nos. 1 1, 81 and 12. See picture on p. 5 for other machines of the same unit. Note the Po1ikarpov U-2 biplanes parked at the background.

This IJyushin 11-2 Type 3, with a Red number' 12', outlined While (or Yellow), on the rudder, is ready to take offfor another ground attack mission, for which it is equipped with RS-82 unguided rockets below the wings. Worthy of note is the fuselage star insignia finished in a "Kremlin" style while the others on the tail and on the lower wing surfaces are of the usual pattern.

4

Il-2Type 3

Above~ not the best of photos but interesting as it shows an IJ-2 Type 3, with an eagle. emblem on the fin and presentation inscription on the fuselage. This air.craft was flown by I.F. Pavlov and operated by the 6th GvOShAP, 3rd VA, on the Kelinin and later Beltic.Fionts.It was paid for by the workers of Kustanai, the pilot's home town (see-the detail on p. 9). The number' l' appeared on. the fuselage nose and on the rudder while the spinner was painted in Red. Two-tone Red stars were carried on both the fuselage and fin and a small star was also painted on the engine nose intake.

Above right, with the rear gunner's canopy removed to improve the field of view and also gun traverse, this Ilyushin, numbered '48', shows quick identification markings - a White painted rudder and a narrow White band around the fuselage.

For the obvicusresson of being taken during combat action, captions to accompany war-time photographs are very rare indeed! Right, a trio of Shturmoviks flying over flat Russian territory somewhere on the Eastern Front. The two aeroplanes nearest the camera are coded '53'and'16', with the former one al~o having a light coloured (probably Yellow) propeJJer spinner.

A photo showing another part of the line-up 'Of the.281st Attack Air Division aeroplanes on an Estonian airfield at Tartu in October 1944 (see also the photo in the centre of tpe previouspage). This ceremony was held to commemorate the awarding of the Order of Suvorov to the unit. The first /l-2 7'ype 3 in the line carries the number '02' on the fuselage (also a '21' on the rudder), and the others are: Nos. 50125, 12, 81 and 11.A three-colour upper camouflage scheme can be recoqntsea on the eeroptenes, conforming to the directive issued in july 1943.

Il-2Type 3

5

'l1yusha' or 'Flying Soldier'

- familiar nicknames given to the plane - was the most legendary Soviet combat aircraft of the Great Patriotic War. The Type 3 was produced in great numbers by three principaJ factories - GAZ Nos.l and 18 at Kuibyshev and GAZ No. 30 in Moscow (just in the year 1944 more than 11 thousand 11-2 Type 3 and UI1-2s left the production lines) and became

a real menace to German ground forces in the latter part of the war. Flying in a line abreast formation called "peleng", these 11-2 Type 3s, including the '28', '20' and '15', were operated by the 6th GvOShAP in August 1944, Note the "Kremlin" style star insignia.

11-2 Type 35, including the machine coded' 15', of an unidentified unit, prepared to take off en masse. Note the late styJe [aired RO launch rails and a White star painted on the undercarriage nacelle nose of the nearest aircraft. The three White bands painted across the vertical tail surfaces distinguished various Air Division aeroplanes within the Air Army. Similar markings were required in order to discern between the machines of individual units during operations involving a large concentration

of aircraft.

Below, a nice example of

a grounded Ilyushin concealed against enemy aerial attacks by spruce saplings and branches. The cockpit canopy is hidden under canvas covering to avoid unwelcome glass reflection, while the engine cowling is covered by a sheet of fabric protecting it from the elements.

6

Il-2Type 3

Pictured during the winter of 1944145 this IJ-2 Type 3 is of a main production standard. At that time the aircraft were already fitted with metatouter planes which until mid- 1944, due to a lack of critical material, had been made entirely of wood or constructed using a combination of wood and metal.

Right, (his IJ-2 Type 3, No. 12, seen taking off for a mission in the Berlin area in April 1945, belonged to the 16th VA, identified by White markings on the fin and ru.dder.lts threecolour upper surface camouflage is shown to good advantage, as are the White individual numbers on the fuselage and, unusually; also on the port outer plane.

Below, increasing numbers of Shturmoviks on the fronts required quick recognition markings to distinguish between various regiments. A nice example is shown here on the aeroplane marked

No.16. The rudder colour represents the Air Division, three hastily applied unit bands are painted around the fuselage wllile the squadron colour is applied on the spinner. An' individual' eddition are the four small Red stars placed between the fuselage bands. See p. 17 for colour profile,

Il-2Type 3

7

Photographed during the winter of 1944145 while warming up its engine, this 11-2 Type 3 carries no individual code, but a VVS flag is painted on the fuselage nose and a small Guards unit emblem is added on the pilot's canopy The crew of this Shturmovik were also awarded the GGS order of honour judging by the appearance of the "Kremlin" style stars on the fuselage and fin. The breaks in the camouflage colour suggest the aeroplane was painted using Pattern No.1. This aircraft is the subject of a colour profile on p.17.

Below, Shturmoviks of the 949th ShAP, 211 th ShAD, belonging to the 3rd VA of the 3rd Byelorussian Front, pictured at a makeshift airfield in August 1944. These aircraft were unique in having White engine side air intake panels with small Red stars added to them. Some of their aircraft also had a Red arrow painted around the exhaust stubs. An 11-2 Type 3 wearing number 'SO'is parked in the background, with the star yet to be painted on the nose panel. Note the late style cannon fairings and an instruction plate on the open engine cover.

Right centre, an Ilyushin 11-2 Type 3, number' IT, of an unknown SMP unit, taxies on a wet grassy airfield. It appears to be a late production aeroplane fitted with faired RO launch rails beneath the wings.

Above, another sequence shows taxying 11-2 Type 3s, including aircraft Nos. 35, 55 and 75 (right to left). The aircraft of the main production standard can be identified by a long aerial mast. Note the exhaust gas stains on the fuselage, the result of the combustion of poor quality fuel, and the position of the underwing star insignia, with a narrow White and Red outline.

8

11-2 Type 3

A well-publicised photo which was frequently used for Soviet prcpeqende purposes. It shows the 16th Air Army IJ-2 Type 35 during the Berlin campaign in Apri11945. The leading aircraft, coded '25', is inscribed the 'Avenger' and carries a White arrow symbol on the tuseleqe

. (apparently both the le.gend and symbol were skiIIfuIIy added by a retoucher), while the spinner and the nacelle nose were painted in squadron colours. The fin and rudder recognition markingS are White. Note that all machines had the small rear portion of the gunner's canopy removed to increase the field of fire.

The extreme war effort of factory workers, national pride and pat-riotism were themes that were frequently reflected on the aeroplanes in the form of vario.us inscriptions and presentation legends. A number of machines were also paid for by war widows or made available by acnetions. Mention of this often appearedi"n writing on the fuselage. Below, this late production JJ-2 Type 3 is inscribed 'From the workers et the city ofKilibyshev'. Note the empty launch rails under the wiI?g with their firing mechanism.

Il-2Type 3

Above, another presentation inscription Can be observed in this photo of comrade Pavlov's Shturmovik (for an overall view refer to p. 5). This well known pilot was twice awarded the GSS (Hero of the Soviet Union) and is pictured here alongside with his rear gunner, G.!. Mamyrin, on 16 January 1945. HSU awardees were aIIowed to festoon the star insignia on their mounts with

a deeper Red hue making them visually "three-dimensional". There was also a numeral' l' and a small Red sisr-on the fuselage nose.

Left, an IJ-2 Type 3, White '07', of the commander of the 566th ShAP, 227th ShAD, 13th VA, v.I. Mykhlik who foughton the Leningrad and Byelorussien Fronts and was twice decorated the GSs.

The inscription on his aircraft reads 'Avenge for Kbristetiko' while. the city skyline emblem includes the words 'For Leningrad'. Detail ottne emblem can be seen in the photo onp. 13. Note how a member of ground personnel lies on the wing and navigates the pilot to the Funway; itself a common practice due to the pilot's poor forward visibility during taxying.

9

The sole Czechoslovak war-time unit equipped with Shturmoviks was the 3rd Attack Air Regiment in the USSR, with 34 IJ-2 Type 3s and two UIl-2s delivered in November 1944 and January 1945 respectively. Their combat operations began in April 1945 taking part in assault missions in the Ostrava, Opava and resin area. Above left, the unit's aircraft, including Nos.ll, 13 and 14, seen at Porcbe airfield in Poland on 26 April, and above, Nos. 13 and l7.AJl aircraft are seen equipped with RS-82 rockets.

Czechoslovak 11-2 Type 3s lined up at Preque-Letivsny airfield on the occasion of a parade on 1 June 1945. Their individual fin numbers are (left to right): 26127,40,33,38,50 and 51. Note that the original fuselage number has been painted over on the nearest machine, while the fin star of the aircraft coded '40' has irregular proportions and colours due to rudder replacement.

Two B-31 s appeared in a scene in the 1947 him Nobody Knows Anything representing Allied aeroplanes. The Czechoslovak insignia were replaced by British roundels and the fin flash, and wide stripes were painted on the upper wing surfaces. This aircraft is the subject of a colour profile on p. 24 (below). Below left, 11-2 Type 3, coded 27, taxies at Prague-Kbe1y airfield in late

May 1945.

From September 1947 the Czechoslovak /1-2 Type 35 were designated the B-3l. Above, the 'LX-lB' (cln 18882116), of the 1st Squadron, 30th Air Regiment, seen after belly landing at Trencin on

29 July 1947. Right,buiit at GAZ No.18 at Kuibyshev in late 1944, this B-31 (cln 18894113) coded LX-17, was with the 30th Air Regiment as late as September 1949. Note the insignia and serial presentation, and LR-lBZY radio antenna near the undercarriage naceIle.

10

11-2 Type 3/B-31

During the war the Polish Air Force in the USSR was the largest operator of the Il-2s. Initially, in the late summer of 1944, four VVS Attack Air Regiments{61lth, 658th, 382nd and 384th) were used to create Polish 3rd, 6th, 7th and 8th Regiments respectively, and in June 1945 another unit was equipped with the type. One year later the number of Shturmovik units was reduced to three and at its peak the post-war Polish Air Force operated 178 IJ-2 Type 3 and [(Rs and 24 Ull-Ss.

The pbotos on the right and below show a number of Polish J1-2 Type 3 aeroplanes which were, after reorganisation in 1946, concentrated in three Attack Air Regiments - the 4th, 5th and 6th. The IJ-2 Type 3s in the photo below right bear the unit marking consisting of a YelIow spinner and fin top edged in White. Note that the lined-up aircraft in the photo below are fitted with cannons with

Above, an Il-2KR (on the right) and two standard IJ-2 Type 3 of the Polish Air Force prior to take off for a mission some time during the late 19405. Note that the artillery spotter still sports the original Soviet camouflage while the other aeroplanes have their upper surfaces painted in Dark Green. Below left, the Bulgarian Air Force received a total of 120 11-2 type 3s and lO UIl-2s in the period from March to November 1945 and put them on the strength of two Mixed Air Divisions at Yambol and Plovdiv. In 1947 fifty aeroplanes were confiscated by Yugoslavia (as compensation for the Bulgarian "occupation" of Macedonia) while the rest were retained until 1 954. An early style of national insignia, used in the period 1944-46, can just be observed in the photo.

Right, stemming from their war-time co-operation with the Soviets the post-war Yugoslav assault regiments were fully armed with Shturmoviks. A total of 213 machines, including the trainers, were obtained by 1947 (including 50 ex-Bulgarian aeroplanes) equipping the 421 st, 422nd, 423rd and 554th Attack Air Regiments at Skopje, Zagreb, Ljubtjene and Nii respectively During service many aircraft had their rotten wooden rear fuselages replaced by locally-built metal ones and thus remained airworthy until the mid-l 950s.An IJ-2 Type 3, 4021/14 (the '4026' is in the background), photographed during an exercise in 1949, wears Dark Grey/Light Blue camouflage and has the rudder painted in Yellow. A light coloured band shows through the paint on the fuselage. Note that the aircraft is fitted with guns in place of the cannons. This aircraft is the subject of a colour profile on p. 24.

11-2 Type 3, 11-21{R

11

j

8

The 11-2[(R emerged as a dedicated artillery spotter and reconnaissance aircraft, fitted with an AFA camera either in place of the rear machine gun or vertically mounted in the rear fuselage, as well as more powerful radio equipment. Left, the prototype pictured in 1943 at N1IVVS, top left, IJ-2KR of an unidentified OKAP unit and, above, detail of the AFA-J camera and RSB-3bis radio installation.

Although the IJ-2 Type 3Ms fitted with two underwing NS-37 cannons were built in substantial numbers (1,175 two-seaters were produced in the period March 1943 - January 1944, either with straight or swept-back wings), their photo coverage is scarce. A later built aeroplane undergoing trials during the winter of 1943144 can be seen in the photo on the right while a service example is pictured above. Because of the poor synchronisation and heavy recoil of the guns during gunfire these aircraft suffered from inaccurate repeated aiming and were also less manoeuvrable. Nevertheless, they contributed to the destruction of many tanks,AFVs and naval vessels.

The UII-2 trainer had the rear gunner's compartment replaced by an instructor's cockpit. Its on-board armament was reduced to the wing mounted machine guns only, and the rear cockpit was equipped with dual controls and enclosed by a recontoured canopy. The aerial mast was relocated to the front canopy frame. One of the first production aeroplanes, with glazed as opposed to armoured canopy panels, is seen in the photo on the right while the picture above shows a service machine with partially armour-protected canopies and a single set of RO launch rails under the wing. Usually each regiment had 1 - 2 training machines on its strength.

12

11-2 Type 3M, 11-2KR, UIl-2

Left, the starboard side of the fuselage reveals some panel divisions in that- area and the position of the external power supply socket just above the arrow head of an unusuar badge. For a full picture of this 11-2 Type 3 and more details see p. 9. Right, fU5$elage centre sect jon with both cockpit canopies open. Note the circular access panel on the fuselage behind the wing root fillet. This photo shows

a post-war Czeclioslovek seroplene which had British roundels painted on the fuselage to prepare it for its film role.

Above, lower part of the front fus.elage armoured shell with three large access panels enabling engine maintenance. Note the position of the carburettor air intake.

Right, a rear aspect showing the shape ofthe fuselage and cockpit canopy. and the wing root fillet.

Il-2Type 3

13

The port wing centre section with undercarriage nacelle nose,looking over the top ot the fuselage. A number of quick-release access covers above the nacelle and bomb bay can be observed in this photo (above left).

Above right and below, two shots of the restored wing before being repainted in appropriate camouflage colours. The upper photo depicts the pori centre section and undercarriage nacelle while the lower picture shows the starboard main plane. Note the centre/outer section joint covered by a metal stripe, the undercarriage position indicator and various access panels.

Right, the port side of the wing centre section. The mechanical flaps position indicator, mounted between the rear ends of rib Nos.4 and S, can be seen near the wing trailing edge.

The port undercarriage nacelle (above) and rearward view of the starboard nacelle and wing outer plane with gun access covers (right). The nacelles, meant to provide an anti-damage feature in the event of a wheels-up landing, were of asymmetric shape in the lower plan view.

The port main plane, looking from below, shows the Prise-type two-piece aileron and its hinge, and the position of the Soviet five-pointed star. On the right-hand side of the star there is an eyebolt for the ground picketing of the aircraft. In the photo on the right the outer portion of the aileron and its curved trailing edge can be seen. The ailerons were of metal structure and were fabric-covered.

14

Il-2Type 3

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Ilyushin 11-2 Type 3

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©MARKI.

16

shin 11-2 Type 3,

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11-2 Type 3, 12

16th VA (Vozdushnaya Armiya), VVS KA (VoyennoVozdushnye Sily Krasnoi Armii), Berlin area, April 1945 Dark Green, Dark Grey and Light Brown upper surfaces according to Pattern No.1, with Light Blue-Grey undersurfaces. Soviet stars applied to the fuselage and tail fin and lower wing surface only. White identification markings on the fin and rudder. Individual aircraft number '12' repeated on the port outer plane

*

Soviet star is Red with Red and White outline

11-2 Type 3, 16

VVS KA (Voyenno-Vozdushnye Sily Krasnoi Armii), 1944-45

Finish is Dark Green, Dark Grey and Light Brown (Pattern No.1) over Light Blue-Grey. Part of the spinner painted in squadron colour and unit identification bands hastily applied around the fuselage. Four small Red stars on the port fuselage behind the gunner's station.

11-2 Type 3, 25/25

2nd Sq., 3rd Czechoslovak Attack Air Regiment, Prague-Kbely airfield, late May 1945

Standard Dark Green, Dark Grey and Light Brown finish to Pattern No.1 with Light Blue-Grey undersides. Number '25' unusually carried on both Sides of the fuselage and on the fin.

*

11-2 Type 3

VVS KA (Voyenno-Vozdushnye Sily Krasnoi Armii), winter 1944/45 Camouftage Pattern No.1 with Dark Green/Dark Grey/Light Brown upper surfaces and Light Blue-Grey lower surfaces. "Kremlin" style stars carried on the fuselage and fin, while usual pattern of the star is applied below the wings. WS ftag painted on the nose intake and small Guards emblem placed on the canopy cover.

Soviet "Kremlin" star is Red (two-tone) with Red and White outline

©MARKI.

17

Characteristic side profile of the Ilyushin 11-2 Type 3, with low mounted engine improving the pilot's torwsra view. This machine, cln 12438, coded 38, was restored during the-period 2005-06 to its original appearance as it was in the summer of 1945, with its threecolourupper camouflage scheme (photo above and below right).

A weather-worn Bulgarian Jl-2 Type 3, sin 425, seen in the open ail' museum at KrumovoAir Base near Plovdiv: This aeroplane is fitted with a metal rear fuselage and fin manufactured after the war by the Yugoslav lkarus factory. Many Bulgarian and Yugoslav Shturmoviks were improved this way. The aircraft wears the post- 1948 national insignia .

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18

11-2 Type 3, UIl-2

Overall view of the front fuselage and starboard undercarriage nacelle of the Yugoslav 1l~2 Type 3. The aircraft wears the post-war Dark Grey/Light Blue camouflage (left).

The port fuselage centre section showing the front all-metal and rear plywood-covered fuselage joint and additional riveted-on armour sheet around tne gunner's station. just below it is a circular cover over the external compressed air supply socket, with an instruction plate beneath. Note the handle on the gunner's canopy (right).

The starboard metal wing centre section and swept-back outer panels show the panel divisions, access door placement and Pilot tube location. The camoullage scheme applied to this aeroplane represents one of the two three-colour schemes set down in an NIW Order from july 1943 (above). Above left, detail of the port outer wing with a two-piece aileron. The inner portion of the aileron was fitted with an inset geared tab.

Left, the starboard wing tip, looking Irom below. The star national insignia, with a thin White and Red outline, was only carried on the wing lower surface. Note the aircraft construction numbers applied on the wing and aileron.

Below right, cantilever tailplane with elevator showing the camouflage colour division.

Left, the all-metal fuselage and fin of the Yugoslav Shturmovik. The presentation and location of the national insignia, serial number and individual aircraft code is weJl documented in this view.

Il-2Type 3

19

11-2 Type 3, 13

1st Sq., 3rd Attack Air Regiment, 1st Czechoslovak Mixed Air Division in the USSR, Poreba airfield, Poland, April 1945

Dark Green, Dark Grey and Light Brown finish on upper surfaces to Pattern No.2, with Light Blue-Grey lower surfaces. Aircraft number '13' carried on the fin. Soviet stars applied to the fuselage and tail fin and lower wing surface. Red-painted trim tabs are individual additions.

11-2KR,482

VVS KA (Voyenno-Vozdushnye Sily Krasnoi Armii), 1944 Modified camouflage Pattern No.1 with Dark Green/Dark Grey/Light Brown upper surfaces and Light Blue-Grey lower surfaces. National insignia in six positions Front part of the spinner painted in White.

11-2 Type 3M, 28

VVS KA (Voyenno-Vozdushnye Sily Krasnoi Armii), Eastern Front, winter 1943/44

White MK-7 washable paint applied over the three-colour upper camouflage scheme. Light B!ue-Grey on lower surfaces. Stars in standard six positions. Spinner painted in White

The Guards emblem is Gold with a Red flag and two-tone Red star

UIl-2,8

VVS KA (Voyenno-Vozdushnye Sily Krasnoi Armii), Zemun airfield, Yugoslavia, late 1944

Standard camouflage Pattern No.2 with Dark Green, Dark Grey and Light Brown upper surfaces and Light Blue-Grey lower surfaces. Stars carried in standard six positions, with the Guards emblem applied to the fin. Front part of the spinner and the fin top painted in White,

©MARKL

20

il view of the late-series 11-2 Type 3 instrument panel. Principal flight instruments are grouped in the centre panel while engine-related instruments are placed on the left-hand side. The magneto switch and starter pushbutton can be found in the lower centre part and the control switch and bomb-release signal panels are on the right. The small drum-like box and its lever on the port side controlled the elevator trimmer. In the front part of the console there is an RPK- 1 0 indicator tuner while the side mounted wheel served to change propeller pitch.

Left, overall view of the pilot's cockpit of the NASM-preserved aeroplane. An additional signalling switch box is fitted above the dashboard. In the right-hand side corner there is a fuel system pressurising pump and an emergency undercarriage lowering lever, while the small panel mounts the fire extinguisher control lever and starter bottle pressure gauge. Right, the starboard sidewall mounts the ESBR-3P bomb-release control box (the front one for RP firing is missing here), the oil cooler radiator shutter lever, the gun re-charging safety lever and the tailwheel locking lever.

Overall views of the rear cockpit fitted with a belt-fed Berezin machine gun. The gunner sat on a provisional "seat", a canvas belt, and was only protected by the rear armoured bulkhead.

Il-2Type 3

21

Left, rear wall of the starboard main undercarriage wheel bay with retraction linkage ettechmetit, operating jack with piping and door actuating lever.

Right, forward view into the port undercarriage nacelle shows the main twin-strut leg support structure and door actuating linkage. The vertical rod links the undercarriage leg with a mechanical position indicator mounted on the wing upper surface.

22

Il-2Type 3

Above, the front fuselage was formed by an armoured shell made of 4 - 6mm thick steel plates. Only one rectangular cover was situated on each side of the cowling, giving access to the oil tanks flanking the engine, and there was also only one filler cap for the whole system which was located on the port tank. Worthy of note are the additional steel deflectors mounted on the. CCDVers which were cut to shape to match the exhaust outline when in the closed position. Below left, open centre inspection hatch under the fuselage nose, with jacking point and oil drain valve.

Right, with the port cooling air outlet fairingremoved the rear side of the port cylinder block: and engine accessories can be seen. Note the shape of the exhaust stubs.

Left, looking forward into the port centre section bomb bay which is split into two cells. The doors were held in the closed position by a pair of springs fitted to both the front and rear wall of the bay. Centre, a detailed look at the front wall and roof of the port outer bomb cell shows its inner structure. Right, anotheraspect of the bomb bay, this time of the starboard inner cell, shows the DER-2l carrier in place. These pictures were taken prior to the restoration of the aeroplane, and thus show the original colour of the bomb bays.

An extended undercarriage position indicator located on the port wing upper surface (above). Left, lower starboard wing tip position light mounted on its "own" access panel.

Il-2Type 3

23

30th Air Reg!. 'City of Ostrava' coat-af-arms carried on the port side only

B-31, LX-14 •

1st Sq., 30th Air Regiment, Czechoslovak AF (Ceskoslovenske vojenske letectvo), Trencianske Biskupice AB, late 1948

Dark Green on upper surfaces and Light Blue on lower surfaces. National insignia carried in six positions. Type designation and cln (unconfirmed) in White on the fuselage port side only.

Czechoslovak national insignia is Blue, Red and White with White outline

11-2 Type 3, 1

Polish AF (Polskie Lotnictwo Wojskowe), 1945-46

Dark Green, Dark Grey and Light Brown upper surfaces according to Pattern No.1, with Light Blue-Grey lower surfaces. National insignia applied to the fin, rear fuselage and lower wing surfaces only.

11-2 Type 3, 25

Bulgarian AF (Bolgarski Voenno Vozdushni Sili), 1949 Dark Green upper surfaces with Light Blue under surfaces with a Red spinner and nacelle noses.

National insignia carried on fuselage, tailfin and below the wings.

Bulgarian star is Red with Red and White outline, central circles are White, Green and Red outlined in White

11-2 Type 3, 4021/14

Yugoslav AF (Jugoslavensko Ratno Vazduhoplovstvo), 1949 Finish is Dark Grey with Light Blue lower surfaces. National insignia carried on fuselage and below the wings, national flag painted on the rudder.

B-31 representing unspecified British WWII aircraft Czechoslovak AF (Ceskoslovenske vojenske letectvo), 1947

Dark Green upper surfaces and Light Blue under surfaces with Red and Blue spinner. lnsiqrua applied on fuselage, below the wings and on the fin. Wide stripes painted on upper wing surfaces only. Note the reversed fin flash colours

a superimposed Red star, outlined Yellow

Spurious British Type C1 roundel is Red, White, Blue and Yellow

©MARKI.

24

Above, a useful view of the split trailing edge flap. The placement of the flap outer section remained unchanged even after the introduction of the swept-beck wing - their construction necessitated the formation of a flat triangular area on the lower surface near the trailing edge. The photos on the right depict the port flaps in the fully extended position exposing their internal construction and operating rod with hinges.

Colours and markings

By the time the swept-wing 11-2 Type 3s entered service with the VVS KA and AVMF,NKAP Order No.389/0133 from 3 July 1943 (and a follow-up directive entitled 'Schemes for the masking colouration of aircraft') stipulating the use of camouflage schemes, was already routinely applied. Two schemes were prescribed for the ground attack aircraft and consisted of a disruptive pattern of Dark Green, Dark Grey and Light Brown on upper surfaces and Light Blue-Grey on the undersurfaces. For wooden and fabric-covered surfaces nitrocellulose paints were used (with a semi-matt finish) while metal surfaces were painted using oil paints (matt finish) of the same colour hues (Dark Green AMT-4 or A-24m, Dark Grey AMT- 12/ A-32m, Light Brown AMT-l/ A-21 m and Light Blue-Grey AMT-7 / A-28m respectively). As the schemes were applied in different factories and usually with haste, and the detailed tracing was the responsibility of the person with the brush, variations naturally existed.

In October 1944 the next NKAP Order No.5590/0207, with new camouflage schemes, was issued prescribing the use, from January 1945, of only two upper surface colours - Blue-Grey AMT-ll! A-33m and Dark Grey AMT-12/ A-32m. The undersurface colour was not changed. The attack aeroplanes, including 11-2s, were to be painted using only one scheme. However, photo evidence in this case is lacking and so the application of the new scheme is unconfirmed or may have been very limited.

The Soviet 11-2 Type 3s wore the national insignia in the form of a five-pointed Red star (an AIIkr paint was used) with a thin White and Red edge situated in six positions, i.e., on the fuselage sides, on the tail fin (with part of the star overlapping onto the rudder) and on the lower wing surfaces. The dimensions of the insignia varied. Two-tone Red stars, so called "Kremlin" stars, could be carried on the fuselage and fin of aircraft manned by crews awarded the GGS order of honour.

The individual designation of aircraft was created by a one, two or three-digit White,Yellow, Blue, Red or Black number, sometimes with a thin outline (White or Red) and placed on both sides of the rear fuselage or on the fin, or in both places. The shape and size of digits varied, usually only unified within the regiments. Many lIyushins had the propeller spinners or nacelle noses painted in squadron colours, while other quick identification markings were applied in the form of bands around the rear fuselage, oblique stripes on the fin and rudder, or parts of the fin or rudder painted in a distinctive colour. Many aeroplanes were also emblazoned with various Cyrillic inscriptions and slogans, emblems, small stars denoting the crew victory tally or they carried the Guards badges.

The Yugoslav 11-2 Type 3s at first retained the camouflage scheme of the VVS KA, but after their hand-over to the Yugoslav Air Force their upper surfaces were repainted in Dark Grey while lower surfaces were painted in Light Blue. The national insignia consisted of Blue (outer ring) and White concentric circles, with a superimposed Red star, outlined Yellow. In this form they were carried on the fuselage and beneath the wings. A national flag was painted on the rudder which on some aeroplanes was also painted in Yellow. A Black four-digit code was carried on the fin while the individual aircraft number, in White, could be applied on the fuselage in front of, or aft of the insignia.

The Polish aircraft were ex-VVS inventory and as such they wore standard wartime camouflage. After the war a new scheme was introduced, with Dark Green

upper surfaces and Light Blue undersides. Characteristic Red-White chequerboard insignia were carried on both sides of the fuselage, on the fin (and rudder) and on the lower surfaces of both wings. Aircraft identification consisted of a one or two-digit White number placed either on the rear fuselage, in front of the insignia, or on the fin, with the numerals of various shapes. The spinners and fin tops were frequently painted in squadron colours (Yellow, Blue or Red).

The Bulgarian machines were delivered in standard camouflage, but soon after the war all were repainted using a Dark Green over Light Blue scheme. Initially roundel markings - a White circle with a Red disc in the centre and a Green horizontal bar across the middle, or simpler insignia consisting of three concentric rings (White/Green/Red, with the White circle outermost) - were carried on the fuselage and below the wings while three horizontal stripes extended across the fin and rudder (from the top, White, Green and Red). From late 1948 a Soviet-style Red star, with a White-Green-Red roundel in the centre, was introduced and carried on the fuselage, fin and on the wing lower surfaces. The aircraft code was created by a two-digit White number edged in Red.

The Czechoslovak machines retained the original Soviet three-colour upper camouflage, with Light Blue-Grey undersides, but during 1946 they were painted over according to the new scheme: Dark Green (Smalt Avion 2036 Khaki MNO) on upper surfaces and Light Blue (Avion 2036.65) on lower surfaces. The national insignia were carried in six positions - on the upper and bottom surfaces of both wings and on the tail fin (Red stars were overpainted in August 1945). The wing insignia, 1,430 mm (56.3") in diameter, had a Red segment always heading to the fuselage axis and the Blue segment heading forward. The fin insignia had a diameter of 980 mm (38.6") with a Blue segment again heading forward, while the Red one was always at the bottom. The cockades were outlined in White. The identification numbers (Red, Blue or White, with a White or Red outline respectively) initially had two digits and were carried on the fin while later, from 15 March 1946, two-letter and one, or two-digit White codes were introduced on the fuselage sides. Flight colours were carried on the front portion of the spinner.

The Mongolian aircraft retained their original VVS camouflage schemes. White Zoyombo national insignia were painted on the rear fuselage and the tail fin while White numbers were carried on the fuselage.

The pilot's and rear gunner's cockpit interiors were painted in Grey A-14. The pilot's seat was Grey, with Light Tan harness straps. The instrument panel was either Black or Grey while the control stick and ESBR boxes were entirely Black. The coolant radiator shutter control wheel was painted in Green. The bomb-bay interior, the inner sides of the hinged covers (on the engine cowling etc.), the coolant radiator intake duct and other metal details were Grey-Green ALG-5. The fuselage fuel tank was painted either in Yellow A-6 or Black, with Aluminium fixing straps. Landing gear bays and doors, undercarriage legs and wheel disks were painted in Grey A-14 or Light Grey AE-9, as were the airframe, the wooden fuselage interior, the inner surfaces of the landing flaps and the engine bearers. The engine was painted in Black MV-6. The propeller blades were Black A-26m, with l60mm (6.3") Yellow tips on some machines, and sometimes wore White inscriptions. Stencils were scarcely applied and usually only consisted of construction numbers, 40 - 50 rnm (l.5" - 2") high, which appeared on the undercarriage nacelle noses (in Black) and on the fin and rudder, flanking the horizontal leg of the star (in White) .•

Il-2 Type 3

25

The photos on the left and in the centre depict the shallow upper cowling trough leading to the radiator in-take. With cowling panels detached the upper part of the engine is revealed and shows the induction pipes leading to the cylinder blocks, air fIowconlrol valves and fuel and coolantpiping.At the front end there is a coolant system header tank.

Right, nose section starboard side shows the engine support strut, rear part of the cylinder block and coolant radiator intake duct.

Left, detail of the large aperture of the radiator air intake in the upper engine cowling trough. Note the horizontal splitter and a set of vertical support struts.

Right, upper part of the front fuselage, looking forward, stripped of the duralumin cowling panels. There is a foam suppressant tank of the engine lubrication system mounted on the intake duct.

26

Il-2Type 3

The Mikulin ANl-38F, a 12-cylinder; liquid-cooled supercharged engine, rated at I ,283 kW (l, 720 hpj, powered the late production two-seat IJyushin Il-2s. It was fitted with an AK-50 compressor located on the rear side of the engine crankcase while at the front end there was a large reductor and pneumatic starter mounted below it. There are spark plugs and associated wiring below the exhaust stubs. Right, with its upper cowling panels removed the two V-arranged cylinder blocks, set at 60°, can be seen to good advantage.

Below left, detail of the cowling starboard side, with the cooling cover removed. Note the different direction of the rearmost exhaust stub, dictated by the position of the engine support strut.

ENGINE MOUNTING

Forward inspection hatch under the fuselage nose showing the front portion of the engine crankcase and two cooling system pipes. There is a circular connection to the pneumatic starter which is unfortunately missing here.

Engine mounting:

1) Cowling tarwsrd frame 2) Lower bracket 3) Engine bearer 4) Support struts 5) Inclined fuselage frame 6) Lower half-frames 7) Spinner armoured backplate.

Il-2Type 3

27

Overall view of the wing centre section underside, with bomb bays and oil cooler radiator bath. The clumsy radiator shell was made of 6mm thick armour plates and featured a two-piece shutter at the front while on the rear side the upper flap enabled air outlet from the engine coolant redietor. The front armour shutters were closed during ground running until take-off and in flight during ground attacks.

28

Il-2Type 3

An atmospheric "how they made the IJyushins" scene from one of the assembly shops illustrates the huge scale of the Shturmovik production. At its peak in 1943 - 44 the production rate in three main manufacturing plants, Nos. 1 , 18 and 30) was an average of7 - 13 machines per day and tectory; with a total of more than 11,000 aeroplanes built during each year. Note that the aircraft are partially painted with camouflage colours. The overhead banner reads: "Everything for the front line, everything for victory".

Below left, with the spinner detached the propeJler hub assembly is revealed. The armoured backplate was 6mm thick.

Below, rearward view of the wooden fuselage interior. The rear fuselage was made of frames and stringers covered by layers of formed birch plywood. The prominent transversal member is the front tailplane spar while the elevator control rod and rudder control cables run along the

Inner rib of the detached port outer plane with four attachment lugs (above), The other part the wing/centre section joint, clearly shows the undercarriage nacelle profile, inner flap hinge and aileron central rod (above right).

1i5mm L____j (0.20")

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Right, this drawing demonstrates the placement of armour plating and its thickness. Some twenty plates formed the armoured shell which were joined to each other by rivets and bolts.

ARMOUR SHELL ASSEMBLY

Il-2Type 3

29

Two examples of the rear cockpit canopy glazing from the late-war production are shown in the photos on the left and above. The semi-circular rear canopy section slightly differs on the Czechoslovak and Yugoslav machines.

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Above left, overall side view of the pilot and gunner's canopy. The three short indicator rods on the fuselage side in front of the windscreen were part of the bomb sighting system. Right, similar view of the Yugoslav IJ-2 Type 3 fitted with a metal fuselage, also showing the upper canopy gJazing.A different style of fairing at the base of the windscreen side panel and a shorter aerial mast are also noteworthy.

Above, this photo clearly shows the aft-slid position of the pilot's cockpit canopy and also that of the gunner swung to starboard. The latter was held open using a length of wire attached to the fixed canopy frame. Right, a late production 11-2 Type 3 with a ventilation hatch in the port gunner's canopy. 'Fhe reer csnopv-sectton appeared in varying shapes and was frequently modified in field conditions to improve gun traverse "and sometimes it was removed altogether.

Below right, detail of the open pilot's canopy shows the frame mounted leather hand grip and the armour plate behind the pilot.

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Left, photo of a post-war Polish UIJ-2 shows the most common shape of the instructor's cockpit canopy Both afl-sliding sections are provided with armour plates. A different variant, with glazedpaneJs, can be seen in the photo onp.12.

30

11-2 Type 3, UI1-2

Left and above, for low-level bombing reference lines were applied in White on the decking just in front of the windscreen (see also the photo on the rear cover), while for gun and cannon aiming a simple ring and bead type sight, part of the VV-l gunsight system, was utilised. Note the different bead design and asymmetric position of the aiming circles on the front windscreen panel.

Above right, 12mm thick armour plate behind the pilot's seat, with two cut-outs giving access to the rear main fuel tank and its filler cap. The lower portion of the armour is missing in this view. Note the harness attachment.

Lefl,port side console with coolant radiator shutter control wheel, oxygen stopcock, side-by-side mounted flaps and undercarriage actuator levers, brakes cock and combined undercarriage/starter cock. The throttle control lever is situated on the side wall. Right, an unusual overall downward view of the pilot's cockpit shows the placement of the seat, control column and elevator control bar with a lever; and also the shape of the left-hand side console. Note the shallow recesses in the floor below the rudder pedals.

11-2 TYPE 3

PILOT'S COCKPIT

Above, detail of the spade grip control column, with two gun firing buttons in the centre, and bomb-release and RP pushbuttons on the top of the handle. The box in front ofthe column is an RSI radio receiver control panel.

Right, this drawing depicts the fully equipped cockpit of a late series IJ-2 Type 3. Two ESBR-3P control boxes and a re-charging box with four buttons are mounted on the starboard side, while an ASSh emergency bomb-release handle can be seen on the front right-hand side of the seat pan.

Il-2Type 3

31

Above, the rear fuel tank located between the pilot and the rear gunner. With the canopy centre section side panel removed, the upper portion of the tank can be seen fixed in position by two metal straps. Len fuel tank, of 305 litre capacity, removed for refurbishment. It was covered by a Black protective material.

Far left, a narrow space in the fuselage where the upper fuel tank was normally installed. On the right-hand side is an armoured bulkhead, dividing the tank Irom the rear gunner's cockpit.

Left, detail of the two-piece 12mm thick armour plate protecting the fuel tank from the rear. There is an access cover in the upper plate which enabled fuel tank refill. Worthy of note is the attachment on the frame of the wire which held the gunner's canopy in the open position.

Right, overall view of the fixed canopy centre section. In front of the mast is the fuel filler cap access cover. Note the shape of the handgrips on the port side of the fuselage.

REAR GUN STATION

32

Il-2Type 3

Above, detail of the rear gun mounting, ammunition box for 1 SO rounds and flexible feed belt.

Rear gunner's cockpit with a VUB-3 turret:

1) KB-Tgunsight 2) Re-charging handle 3) UBr machine gun 4) Gun mounting 5) Semi-circular carriage rai16)Ammo box 7) Armour plate 8) Canvas seal.

STARBOARD MAIN UNDERCA.RRIAGE UNIT

7

6

Above, outer sidewall of the starboard main undercarriage wheel bay, with the leg pivot and its support structure on the lett. Note the door actuating linkage and access panel in the bay roof.

Righ~, a loose undercarriage fairing door shows its inner construction, piano hinge and actuating arm. Note, on the undercarriage leg behind, the towing bar lug, the brake pipe and the leather gaiter covering the leg oleo strut.

Above, starboard undercarriage nacelle interior, looking forward, shows the "mirrored" arrangement, compared to that of the port side, of the tubular construction supporting the main leg pivot hinge. Note the door actuating linkage and spring mechanism in the centre and offset link tube to the upperwing undercarriage position indicator.

Right, the rear wing spar confined the main undercarriage wheel bay. In this view of the port well the undercarriage retraction linkage attachment, the door actuating lever (on the left) and the undercarriage operating jack can all be seen.

1l-2Type3

33

Overall view of the rear fuselage and tail surfaces. The all-wood fin was integral with the rear portion of the fuselage and the whole was covered with a glued-on fabric. The rudder, of metal construction, was fabric-covered and was fitted with a forward protruding mass balance 011 the top. Detail of the rudder tab and its control rod, which was only Iitied to the port side, can be seen in the photo below right. Aircraft construction numbers were usually painted in Black in small figures (at least on factory-fresh machines) both on the fin and rudder; their position can be clearly seen in this view.

Below, the tailplane was of all-metal structure and skinning while the elevator was fabriccovered, hinged at two points and was fitted with a trim tab.

Bottom, lower tail end of the fuselage with a non-retractable tailwheel unit mounted on frame No.1 S. Worthy of note is the long tailwheel fairing and recess for the wheel in the fuselage.

TAILWHEEL UNIT

Above right, detail shot of the tailwheelleg and support struts, and the shock absorber installed on the top of the structure.

Tailwheel assembly;

1) Support strut 2) Tai1whee11eg 3) Spring mechanism 4) Tai1whee1 fork 5) Tai1whee1 and lyre 6) Tailwheel recess.

34

11-2 Type 3

Slightly back-slanted RSI radio aerial mast mounted on the fixedcanopy centre section (above), the aerial attachment on the fin and the rudder mass balance (top right) and the aerial lead-in on the upper fuselage (right).

Far Jeft, landing lamp incorporated into the leading edge of the port wing and, centre, flaps position visual indicator situated on the port upper wing centre section (see p. 14 for its location). Above, the Pitot tube mounted on the starboard outer wing,

Above and above right, mutually shifted position of the wing mounted AND navigation (position) lights and the starboard upper light cover in detail.

Right, rear position light at the end of a streamlined tail cone fairing.

1l-2Type 3

35

Left and above, details of the VYa-23 cannon installation in the Czechoslovak and Yugoslav Ilyushin. Note the different shape of the fairing over the actuating cylinder of the gun re-charging device; most aircraft had the squared type while some production batches featured the triangular design.

Above left, offensive Shturmovik armament - both ShKAS machine guns and VYa cannons - were installed in the outer wing portions. Centre and right, these two views of the wing lower surface just outside the undercarriage nacelle show the position of the gun and cannon access panels, the latter provided with used chain link and cartridge outlets. The positioning of the outlets was identical on both sides. The access panels, enabling gun adjustment and maintenance, were secured in place by piano hinges with laced-through lengths of wire.

Loose 23mm cannon, named afterVolkov andYartsev (top), and 7. 62mm rapid-firing aviation machine gun designed by Shpitalnyi and Komaritskiy (above left). Abbreviated as VYa and ShKAS respectively, both guns became standard Shturmavik armament and their reliability contributed to the type's forceful and successful attacks against ground and shipping targets. The Wing-mounted ShKAS machine gun weighed 9.8 kg and its rate affire was 1,800 rpm, while the weight of the VYa cannon was 66 kg and was rated at 550 - 650 rpm. Photo on the right, each VYa cannon ammunition box could house 150 - 180 pieces offragmentation-incendiary, fragmentation-Incendiary-tracer or armour-piercing-incendiary projectiles.

36

Il-2Type 3

The photos above and on the right show the rear gun station, designated the VUB-3 turret, equipped with a l2.7mm Berezin UBTmachine gun. Two types of gun were used, one fitted with a msmuel re-charging handle (above) and the other provided with a pneumatic re-charging device - this type can be easily identified by an the additional (third) cylinder on top of the gun.

During 11-2 Type 3 production several variations of the rear cockpit canopy glazing appeared. An example of the final batch canopy is pictured in the photo immediately above while the initial type, with its vertically cut-off rear end, can be seen in the photo above it. The cut-outs in both sides of the late style canopy, which enabled bigger gun traverse, are clearly visible.

Above right, detail of the movable UBT machine gun mount on a semi-circular carriage rail. The socket on the structure to the left of the gun normally carried the gunsight (see also the photo at me lop).

Above, the UBT gun complete with a KB- T gunsight, re-charging handle and ammunition in the feed belt.

Il-2Type 3

37

Closed doors of the split port centre section bomb bay, looking rearward. Each bay doors is fitted with a simple close-up lock in the centre while between the bomb cells, on the wing rib, is an external DZ-40 carrier and mounting holes for its crutches. After the external load was dropped the bomb bay doors were opened and the crutches folded, so the internally carried bombs could be released and freely fall out.

Below, detail of the starboard underwing DZ-40 carrier with its locking/release device.

Below right, external bomb station, with foldable crutches, enabled bombs weighing SO, lOa and 250 kg to be attached. Note the different bomb bay doors compared to those seen in the .photos below and above.

Centre section bomb bay interior (left to right): starboard outer cell, looking rearward; port outer cell, looking rearward and starboard outer cell, looking forward. Worthy of note are the transversal detachable bulkhead and the roof access doors in front of and behind the carrier mounting. These doors were used to load the bomb bay with smaller calibre bombs (l to 25kg) with a variety of combat filling - fragmentation or incendiary. The loading of the bombs (each cell could hold a max. total load of 1 So kg) was undertaken from the outside by piling one piece on top of another, with the bomb bay door fixed in the closed position.

38

Il-2Type 3

Above, preparation for bombing-up a Shturmovik with four FAB-l OOM demolition bombs. Note the DER-2l bomb carriers already attached to the bomb bodies.

Left, 50 and 1 OOkg bombs and KMB containers were hoisted to their positions in the wing bomb bays using a standard BL type winch. An APUV fuse vane attached to the front end of the bomb is clearly visible in this view.

KMB CONTAINER

A wide variety of bombload could be carried in four internal bomb bays and on two outer stations, ranging from small calibre bombs (weighing 1, 2.5, 8, 10 or 15 kg) to 25, 50 or 1 OOkg bombs. Some examples are shown here:AO-2.5s1 fragmentation bomb (left centre) and FAB-l OOsv demolition (leftJ.ln the photo above, two DAB-l OO-BOF smoke-laying bombs lie on the left, and FAB-50sch and FAB-50sv demolition bombs are on the right-hand side. The colouring of the former two was Dark Green while the four bombs in the picture above were Light Blue-Grey.

Il-2Type 3

39

EXTERNAL STORES

UBT machine gun

early aircraft

late aircraft

40

Il-2Type 3

Launchers and rocket projectiles

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Above, a pair of different calibre rockets installed under the wing of the Yugoslav IJ-2 Type 3. The smaller one is an RS-82 whereas the large one is some sort of 130mm calibre rocket, either a later war variant or of local post-war production. Note the faired launch rails and their inclination in reference to the wing lower surface. Right, detail oflhe 82mm caJibre unguided rocket with angular type stabilising fins. The maximum range of the RS-82 was quoted to be 6.2 km and that of the RS-J32 7.1 km.

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The unguided rockets belonged to the formidable weaponry of the 11-2 which could knock out trucks and armoured vehicles at a firing distance of 400 - 500 meters. Two most widely used types - the RS-J32 and RS-82 - are depicted in the drawings above (note the different launchers) while another type,fragmentation demolition ROFS-132, can be seen in the photo on the right. Although the efficiency of early RS-type rockets was poor, it was increased after the armour-piercing types were introduced - the RBS-82 and RBS-J32. The RO launch rails were made either of simple tubes or inverted T-beams which were later covered with aerodynamic fairings to reduce drag (see the photo at the top left).

~ EXTERNAL STORE
VARIANTS
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a a 2 x FAB-50
a a 2 x FAB-IOO
0 0 2 x FAB-250
a a 2 x ZAB-IOOZhG
0 0 4 x ZAB-250ZhG
0 0 2 x FOTAB-50
0 0 2 x FOTAB-IOO
G G 2 xDAB-IOO
a a 2 xBRAB-220
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)::( )::( 2 x RS-132/RBS-132/ROFS-132 Armament and equipment

The design of the Il-2 Type 3 was well suited to both ground force support and attack missions. Built-in armament consisted of two fixed belt-fed 7.62mm (0.30") ShKAS machine guns and two 23mm (0.90") VYa cannons, housed one each in the outer parts of the wings (the MG was placed inboard of the cannon). The ammunition boxes were located on the outer sides of the guns between the wing spars - those for the machine guns could store 750 - 1,000 rounds each while each cannon ammo box could hold 150 - ISO rpg. The Type 3M aircraft were equipped with a pair of 37mrn NS-37 cannons, mounted in the underwing containers, and each gun was supplied with 50 rounds of ammunition. The two wingmounted ShKAS machine guns were retained and used for aiming. The UI1-2 trainers had their cannons removed and only utilised the machine guns. All the guns fired outside the airscrew disc, with the machine guns triggered electrically, and the cannons electro-pneumatically, by pushbuttons on the control column handle.

A wide range of bombs could be carried in two centre section bomb bays, each of which was divided longitudinally into two cells, and on two external bomb carriers on the rib between the cells. Normally an internal load of300 kg (661.51b) of bombs was accommodated in the bays while an overload variant enabled the 600kg (1,323lb) bombload to be carried by the Il-2 Type 3 (Type 3M and UIl-2s were restricted to carrying max. 200 kg/ 4411b of bombs).

Bombs weighing 1 to 25 kg (2.2 to 55 lb) could either be carried in KMB small calibre munition containers attached to the internal bomb carrier or loaded (through access covers in the wing upper surface) directly onto the closed bomb-bay doors. The number of bombs per aircraft depended on the type/mission weight limits and thus varied, in the case of the Il-2 Type 3, from 192 to 12 (normal load) or 272 to 24 (overload). Bombs used frequently were those with fragmentation charges (AO-2.5, -8, -10, -15, -20 or -25 bombs) while ZAB-l, -2.5 or -10 bombs were filled with an incendiary charge. Specially designed 1.5kg (3.31b) PTAB-2.5-1.5 hollow-charge anti-tank cluster bombs (the most successful weapon introduced to the Shturmoviks) or AZh-2 incendiary ampoules with kerosine liquid could also be carried (160 - 216 pee of the former or 200 pcs of the latter).

For other types of mission 50,100 or 250kg (110,220.5 or 551lb) bombs could be mounted. The former two types of bombs were carried both internally and externally (max. 6 pes per a/c) while the bombs weighing 250 kg (2 pes) could only be attached on the external bomb carrier. Main bomb types in use were: AO fragmentation, BRAE armourpiercing, DAB smoke, FAE demolition, OFAB fragmentation demolition, FOTAE illuminating (Il-2KR only) and ZAB incendiary bombs. Practice bombs, in the form of TsAB-P cement or BAB-P pressed paper bombs, were used during training and their weight matched their service counterparts, i.e., 25, 50,100 and 250kg bombs.

For internal bomb attachment DER-21 bomb carriers were used while DZ-40 carriers held the bombs externally.

Offensive weapons also comprised four S2mm (3.23") RS-S2 or 132mm (5.20") RS-132 unguided rocket projectiles (two carried by UIl·2s, none by the Type 3M), fired from RO launch rails. Armour-piercing types, designated the RBS (both S2 and 132mm calibre), and

ROFS-132 fragmentation demolition RPs were also introduced (RBS-S2s were supplied from the summer of 1944). The modernized RS-S2 and RS-132 were marked the M-S and M -13 respectively.

Defensive armament was concentrated in the rear gun station, with a VUB-3 turret, and comprised a single 12.7mm (0.50") UBT gun with 150 rounds of ammunition, carried in a box hung on the rear armoured bulkhead. The field of fire was limited to a traverse angle of 63" (2S" to the left and 35" to the right), with 35" of elevation and 6" of depression.

A special DAG-IO anti-aircraft delayed-action grenade launcher, with ten AG-2 parachute grenades, was introduced in the summer of 1944 to protect the aircraft against aerial attacks from the lower rear, but saw only limited use on 11-2 Type 3s. These launchers were installed in the rear fuselage, just behind the gunner's cockpit.

The endurance and range of the 11-2 Type 3 were improved with the additional fuel capacity provided by 150 litre (33-gal) PLBG-150 jettisonable drop tanks, of which two could be fitted to the external carriers.

For sighting the guns, cannons, bombs and RPs a rudimentary VV-I sighting system was used. It consisted of concentric rings engraved in the front windscreen glass panel and a bead on the top of the fuselage. For low-level attacks two horizontal lines on the windscreen panel, three or four reference lines on the fuselage and a guideline on the rear side of each propeller blade were used, while back-sights on the windscreen side panels and fuselage side-mounted indicator rods were utilised for dive bombing. A handful of aircraft (including the Polish machines) used the PBP-l collimator gunsight in addition to the VV-l. For RP firing an ESBR-3P control unit was used, while bomb release was controlled by another ESBR unit connected with a VMSh-2 time delay mechanism (introduced from April 1944). On some aeroplanes a PAU-22 cine camera was installed in either port or starboard undercarriage nacelle, thus making gunfire and rocket launch documentation available. The aft firing guns were fitted with a KS-T gunsight.

The airborne radio installation in the 11-2 Type 3, located behind the gunner's cockpit, consisted of an RSI-4 (or RSI-6M) HF radio, while 11-2KRs were fitted with a more powerful RSB- 3bis unit which also enabled communication with ground control posts. Some UIl-2s were equipped with an older RSI-3M unit. The wireless installation employed a fixed aerial slung between the mast on the cockpit canopy and the fin. Some aeroplanes were also fitted with an RPK-IO radio semicompass with its D/F loop aerial placed either inside the fuselage (wooden airframe) or on its top near the fin (metal units). On some 11-2 Type 3s of the post-war Czechoslovak AF an LR-16ZY UHF radio (German FuG 16Zy) was employed instead of the RSI radio, with an associated whip antenna on the leading edge of the port wing between the fuselage and undercarriage nacelle. Others utilised the LR-25 (FuG 25) IFF system with an accompanying antenna beneath the port outer plane. For communication between the pilot and the rear gunner an SPU-2F intercom and a threecolour lamp signalling system was used.

Other equipment included a KAS-4 signal pistol, a first-aid kit, locking clamps for aeroplane control surfaces and ground picketing equipment. On the Il-2KR an AFA-I or AFA-IM camera could be mounted vertically in the rear fuselage behind the gunner's cockpit while some utilised an AFA-3S mounted in place of the rear UBT gun .•

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