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The Polikarpov I-6 was a Soviet biplane fighter prototype of the late 1920s. It was designed with traditional wooden construction in comparison with the wood and steel tube construction Polikarpov I-5. Its development took longer than planned and the lead designer, Nikolai Polikarpov, was arrested for industrial sabotage, which only further delayed the project. Only two prototypes were built, as the I-5 was selected for production.

I-6
Role	Fighter Type of aircraft
National origin	Soviet Union
Manufacturer	Polikarpov
Designer	Nikolai Polikarpov
First flight	30 March 1930
Status	prototype
Number built	2

Design and development

Development of the I-6 (Istrebitel'—fighter) began in September 1928 with a deadline for delivery for the first prototype of 1 August 1929 after the first prototypes of the Polikarpov I-3 were completed. Although the new fighter shared many of the characteristics of the earlier design, including the staggered sesquiplane, single-bay, layout of the wings, it was a new design which used a nine-cylinder, single-row, air-cooled Bristol Jupiter radial engine rather the water-cooled inline engine of its predecessor. It was designed by the OSS (Russian: Otdel Sookhoputnykh Samolyotov—Landplane Department), later redesignated as OPO-1 (Russian: Opytnyy Otdel—Experimental Department) of Aviatrest ("Aviation Trust") under the supervision of Nikolai Polikarpov, head designer of the department. It was originally intended to be compared to the I-3, but this was changed to an evaluation of construction methods with the wooden construction I-6 compared to the mixed construction Polikarpov I-5. Both aircraft used the Jupiter VI engine for which a license had recently been negotiated.[1]

The I-6 had an oval-section semi-monocoque fuselage covered with 'shpon', molded birch plywood, with a small headrest faired into the fuselage, although the engine was enclosed in a metal cowling that left the cylinder heads exposed for better cooling. The two-spar wings were covered in plywood and fabric and had a Clark Y profile. Internal bracing wires were fitted to reinforce the wings. The control surfaces were framed in duralumin, but covered in fabric. The duralumin N-type struts that separated the wings, and attached the upper wing to the fuselage, had a teardrop profile. They were reinforced with steel bracing wires. The conventional undercarriage was fixed with rubber shock absorbers. The wooden propeller was given a spinner.[2] The lighter weight of the air-cooled Jupiter engine, which required neither a heavy radiator nor coolant, meant that the I-6 had an empty weight only 62% of that of the I-3.[1]

Polikarpov was arrested and imprisoned by the OGPU in September 1929 for the crime of industrial sabotage when neither the I-6 nor the I-5 projects met their stipulated deadlines,[3] and this delayed the first flight of the I-6 until 30 March 1930. The second prototype was completed shortly thereafter and both aircraft appeared in that year's May Day fly-past over Moscow. Both aircraft likely used imported engines before they were replaced by the Soviet-built copy of the Jupiter, the Shvetsov M-22. One I-6 crashed on 13 June 1930 after the test pilot bailed out, without justification, in the opinion of the Soviet aviation historian Vadim B. Shavrov.[1]

The I-5 and the I-6 were virtually identical in performance, although the I-6 took 15 seconds to complete a full circle versus the 9.5 seconds of the I-5. Both aircraft were armed with two 7.62 mm (0.3 in) PV-1 machine guns, but the production model of the I-5 was expected to be armed with four, although this proved to impose too great a penalty to the I-5's performance. The exact reasons for the selection of the I-5 over the I-6, which was debated for a full year, are not known, but likely relate to both of these factors. Curiously, Polikarpov was not informed of the selection of the I-5 until his release in 1933[1] after his initial sentence of death had been commuted to ten years of imprisonment in a labor camp.[4]

Specifications

Data from Istoriia konstruktskii samoletov v SSSR do 1938 g.[5]

General characteristics

• Crew: 1
• Length: 6.8 m (22 ft 4 in)
• Wingspan: 10 m (32 ft 10 in)
• Wing area: 20.5 m² (221 sq ft)
• Empty weight: 868 kg (1,914 lb)
• Gross weight: 1,280 kg (2,822 lb)
• Powerplant: 1 × Shvetsov M-22 9-cylinder air-cooled radial piston engine, 313 kW (420 hp)
• Propellers: 2-bladed fixed-pitch propeller

Performance

• Maximum speed: 280 km/h (170 mph, 150 kn)
• Range: 700 km (430 mi, 380 nmi)
• Service ceiling: 7,500 m (24,600 ft)
• Time to altitude: 5,000 m (16,404 ft) in 10 minutes
• Wing loading: 62 kg/m² (13 lb/sq ft)
• Power/mass: 0.245 kW/kg (0.149 hp/lb)
  
• Horizontal turn time: 15 sec

Armament

• Guns: 2 × 7.62  mm (0.30  in) PV-1 machine guns

See also

Related development

• Polikarpov I-5

Aircraft of comparable role, configuration, and era

• Heinkel HD 37
• Curtiss P-6 Hawk
• Bristol Bulldog

References

Bibliography

На других языках

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- [en] Polikarpov I-6

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[it] Polikarpov I-6

Il Polikarpov I-6 (in caratteri cirillici Поликарпов И-6) era un caccia monomotore biplano realizzato dall'OKB 84 diretto da Nikolaj Nikolaevič Polikarpov insieme con Dmitrij Pavlovič Grigorovič, sviluppato in Unione Sovietica nei tardi anni venti e rimasto allo stadio di prototipo.

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[ru] И-6

И-6 «истребитель шестой» — советский опытный «лёгкий одноместный» истребитель-биплан «манёвренной» конструкции русского и советского авиаконструктора Николая Поликарпова. Самолёт являлся дальнейшим развитием самолётов Поликарпова «двухместного истребителя первого» ДИ-1 и «одноместного истребителя третьего» И-3. Разработка истребителя И-6 затянулась на длительный срок. К моменту первого вылета самолета Н.Н. Поликарпов, арестованный 24 октября 1929 года органами ОГПУ, находился в заключении и работал в ЦКБ-39 ОГПУ.

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