Torpedo boats of the Great Patriotic War. The first Soviet torpedo boat We will go our own way

Sendai-class cruisers The third and final series of 5,500-ton light cruisers developed from the earlier and smaller Tenrou-class cruisers. From the previous series of Nagara-class cruisers, the Sendai-class cruisers differed in a different arrangement of boilers. Of the six

Katori-class cruisers In the second half of the 1930s, the whole world considered the coming war inevitable, the need for training ships in the Imperial Japanese Navy increased sharply. Outdated cruisers built at the end of the 19th century did not provide the proper level of practical

Cruisers of the “K” type Light cruiser of the “K” type. (Layout of the main power plant) Unlike their predecessor, these ships were a big step forward. The initial design assignment was as follows: design displacement 3000 tons, speed 23

Corvettes of type "C" Corvette "Komus" in the late 1890s. Part 1: type "Komus" In the mid-1870s, the Admiralty adopted two fundamental decisions, which determined the further development of ships of the cruising class. First, the size of the cruisers were strictly limited to half

A.V. Platonov, being a professor at the Naval Academy, simply has to be politically correct. But the above is enough to understand what kind of "porridge" was in the minds of our admirals in 1937-1941.

In my opinion, there was no need for aircraft carriers in the Baltic, Black Sea and North. But battleships with 406-mm artillery on the Black Sea were essential for landing troops and supporting the coastal flanks of the Red Army.

Formally, on paper, all our fleets had sufficient fighter arrivals. So, by June 22, 1941, there were 624 aircraft in the Black Sea, including 346 fighters. Is it a lot or a little? For comparison, by August 1, 1939, the entire Polish aviation consisted of 771 aircraft, of which 280 were fighters, that is, the Black Sea Fleet had 1.2 times more fighters than in Poland.

But, alas, the vast majority of the Black Sea Fleet aircraft were of obsolete types - I-15, I-16 and I-153. The main thing is that without exception, all the fighters of our naval aviation were only able to defend their naval bases and approaches to them.

They physically could not operate near Varna, the Bosphorus and Sinop. This means that in 80% of the Black Sea, our bombers, surface ships and submarines were left without cover.

It is quite possible to understand the enthusiasm of the Air Force command for light, high-speed and maneuverable fighters. It was these machines that could withstand the main German fighter Me-109. Frontline fighters do not need a long range, and excess fuel worsens them flight characteristics. Finally, light wooden fighters are extremely cheap and fairly easy to manufacture.

But the fleet needed long-range fighters. Moreover, the most interesting thing is that such aircraft were created by the domestic aviation industry.

So, back in the autumn of 1938, N.P. Polikarpov, in an initiative (!) manner, began work on the creation of a twin-engine heavy escort fighter TIS-A. However, the Air Force command reacted very coolly to this project, and the prototype TIS-A took its first flight only in the spring of 1941, and then even less attention was paid to the work. As a result, in 1943, work on TIS-A stopped altogether.

Meanwhile, the TIS-A has a speed of 515–535 km/h, armament: 2-20 mm ShVAK cannons and 6–7.62 mm ShKAS machine guns.

And now I will make a small lyrical digression. In several places in the book, the author is forced to dwell on purely technical points. But without them, most of the author's statements will seem fantastic to readers, or even worse, malice and slander against Soviet military leaders.

And now let's continue the story about machines that could become quite normal long-range naval fighters. On May 11, 1938, the ViT-2 twin-engine air tank destroyer, also designed by Polikarpov, made its first flight. It carried very powerful weapons: 2-37 mm, 4-20 mm cannons and 2-7.62 mm ShKAS machine guns. The speed of the fighter was quite tolerable - 513 km / h, but it was planned to increase it to 600 km / h. However, this car did not go into the series.

On the other hand, the Su-2 single-engine two-seat light bomber was put into production in 1940, and by January 1, 1942, more than 500 vehicles had been produced. Takeoff weight of the aircraft is 4150 kg, speed is 512 km/h, payload is 1180 kg. I note that in the first months of the war, the Su-2 was used on the fronts and as a single-seat fighter.

In small series, two twin-engine light bombers designed by Yakovlev were also produced: Yak-2 and Yak-4 (BB-22). In total in 1940-1941. 111 Yak-2s and 90 Yak-4s were produced.

Light bombers Su-2, Yak-2 and Yak-4 were used extremely stupidly in parts and mostly for other purposes. Since their silhouettes and data were classified, they were often shot down by their own pilots and anti-aircraft gunners.

Meanwhile, these machines could easily be converted into long-range fighters, and without bombs and devices for dropping them, the flight performance of aircraft increased significantly. On the Black Sea, their task was not to fight the Me-109, but to protect our warships and transports. We must not forget that the timely destruction of a reconnaissance aircraft - some kind of low-speed German or Romanian seaplane - ensured the safe passage of our ships.

During the raid, the targets of our long-range fighters were Xe-111 bombers and Yu-87 dive bombers, nicknamed "lappers" for their non-retractable landing gear.

In 1939, a Special Technical Bureau (OTB) was created in the NKVD system. By the autumn of 1939, the OTB included 4 separate design bureaus, which were led by V.M. Petlyakov, V.M. Myasishchev, A.N. Tupolev and D.A. Tomashevich. All four were prisoners arrested in 1937-1938. Each design bureau designed and built its own aircraft under the general designation "STO" (or "100" - Spetstekhotdel) and then in numerical order. Petlyakov built the aircraft "100", Myasishchev - "102", Tupolev - "103", Tomashevich - "110".

The first task of the Petlyakov Design Bureau was the project of a high-altitude high-speed two-seat fighter-interceptor with two M-105 engines, with a pressurized cabin, with a new design and new technology. It was first called "One Hundred", and later the letters were replaced with numbers - "100".

Double fighter "100" was supposed to have takeoff weight 7260 kg, maximum speed at an altitude of 10 km - 630 km / h, practical ceiling 12.2 km and a flight range of 1500 km.

The first flight of the aircraft "100" took place in April 1940, piloted by P.M. Stefanovsky. All subsequent flights were successful. At the May Day parade over Red Square, a slide was made with the landing gear extended.

However, after the visit of the Soviet delegation to Germany and familiarization with German technology, there were smart people who proved to the leadership that we did not need a twin-engine fighter. And this is when in all countries of the world - in Germany, England and the USA - scientists worked on the creation of twin-engine long-range fighters, indispensable for escorting their bombers, for night air defense, for defending ships at sea, and so on.

In the next decades, dozens of books and thousands of articles on domestic aviation of the 1930s and 1940s will be published in our country. In them, the authors even argue about the number of rivets, but for some reason no one has yet named the fools or pests who deprived us of heavy fighters by name. This is not only about the Petlyakov machine, there were several other projects of long-range fighters in the USSR.

As a result, the leadership of the Air Force instructed the Petlyakov Design Bureau to convert the 100 aircraft into a three-seat gliding bomber. The deadline was given ... a month and a half. Petlyakov made a layout within a few days.

And on July 25, 1940, two design bureaus were released from prison at once - V.M. Petlyakov and V.M. Myasishcheva, Both design bureaus were transferred from the NKVD to Minaviaprom

The new dive bomber was named Pe-2. Testing of the first serial Pe-2s began in the late autumn of 1940. And in January 1941, Petlyakov was awarded the Stalin Prize of the 1st degree for the Pe-2. During the war years, our industry produced 11,427 Pe-2 dive bombers.

And only on August 2, 1941, a GKO decree was issued on the resumption of work on the Petlyakov fighter. The conversion of the Pe-2 bomber into the Pe-3 fighter did not take much time, and by August 25, 1941, factory No. 30 had assembled the first five Pe-3s. In total, in August and September, the plant manufactured 114 twin-engine fighters, and by the end of 1941, a total of 196 Pe-3 aircraft were manufactured, and in 1942, another 121 aircraft. (Sch. 2)

Length finished model: 38 cm
Number of sheets: 10
Sheet format: A3

Description, history

Torpedo boats type "G-5"- a project of Soviet gliding torpedo boats, created in the 1930s.

Design history

On June 29, 1928, TsAGI was given an assignment to build a planing torpedo boat with two domestic engines and two torpedo tubes. On June 13, 1929, the construction of a prototype GANT-5 began, the contours of which were exactly the same as those of the Sh-4. The industry was unable to provide the project with the necessary power plant, in connection with which it was necessary to purchase Isotta-Fraschini engines with a capacity of 1000 hp. With.

Construction history

The boat was sent to Sevastopol for testing only on February 15, 1933. During the tests, the boat without weapons reached a speed of 65.3 knots, and in full combat load - 58 knots. However, domestic engines began to be installed on serial boats (2 x 850 hp instead of 2 x 1000 hp on a prototype). Tests of the first production boats were completed in January 1934. Engaged in construction factory named after André Marty(plant number 194) in Leningrad. In total, over 300 units of all series were built.

Design

Case material - duralumin. The keel beam is box-shaped, 10 frames - closed profiles. The cladding was fastened with rivets.
The hull is divided into 5 compartments by 4 transverse watertight bulkheads: I - forepeak; II - motor; III - control compartment; IV - fuel; V - chute torpedo tubes (TA). The crew on the state - 6 people (almost sometimes reached 11 people).
Two semi-balanced steering wheels. The front sight glass is armored.

Power point

Two aircraft engines AM-32 designed by Mikulin manufactured by plant No. 24. For operation in marine conditions, the engines were modernized (superchargers were removed, water cooling was applied) and received the designation GAM-34. Rotation speed 2000 rpm. Three-bladed propellers with a diameter of 680 mm. For silent running, the exhaust could switch to underwater.
They could maintain maximum speed for 15 minutes, full - 1 hour, economic - 7 hours.
Fuel - gasoline B-74 or a mixture of 70% B-70 and 30% alcohol.
Electrical installation - two DC dynamos with a power of 250 W each.

On September 1, 1934, the G-6 (enlarged G-5) was laid in the workshops of TsAGI - which was supposed to become the lead boat. But he did not go into the series.

Combat use

On May 1, 1937, four G-5s arrived in Cartagena on the deck of the Spanish cargo ship Santo Tome, where they were met by N. G. Kuznetsov (then still the Soviet naval attaché in Spain). Even then, their low professional suitability became obvious, 2 of them were lost.
Only one G-5 (No. 16) served in the Northern Fleet, which, due to its short range, was transferred from a combat unit to a watercraft.
In other theaters of operations, the situation developed in such a way that only once during the entire Great Patriotic War did torpedo boats of this type launch an attack on a large formation of German Kriegsmarine ships. The German formation, consisting of the cruisers Leipzig, Emden and the destroyers T-7, T-8, T-11, with the participation of minesweepers from the 17th flotilla, fired on Soviet troops on the Syrve Peninsula. 4 torpedo boats came out to intercept them. The description of the development of further events varies depending on who describes them. A confirmed fact is that the German ships left and no longer participated in the shelling of Soviet troops on Saarem.
In the vast majority of other cases of combat use, torpedo boats were not used for their intended purpose: for landing, laying minefields, delivering cargo, shelling the coast, confrontation with boats and minesweepers of the enemy.

5 boats G-5 during the war also fell into the hands of the enemy - 2 TKA ((No. 111, No. 163) were captured by German troops in the Black Sea and the Baltic, 3 (No. 54, No. 64, No. 141) - by the Finns. The last became part of the Finnish Navy (V-3, V-1 and V-2, respectively), but after Finland left the war, the USSR was returned to the USSR in 1944. The most productive of them, as part of the Finnish Navy, was V-2, which sank together with two other Finnish TKA gunboat of the Baltic Fleet "Red Banner".

The last operator of the G-5 torpedo boats was the Democratic People's Republic of Korea, which received 5 boats of this type from the USSR at the end of the 40s. On July 2, 1950, a North Korean detachment of 4 G-5 boats tried to attack the allied cruisers Juno (USA) and Jamaica (UK), blocking coastal waters in the Chumunzhin area, but were detected in time by the enemy and almost all destroyed by artillery fire (only 1 boat managed to escape) without firing torpedoes.

Designed design bureau A.N. Tupolev, as further development red boats of TsAGI and were intended for conducting torpedo attacks in cramped coastal areas and in poor visibility.

The hull of the boat had a planing single-row duralumin hull of riveted construction with a thickness of board sheathing sheets of 1.5-2 mm, a deck of 1-2 mm and a bottom of 3-4 mm. The bow contours of the hull were carried out with a wide collapse of the frames, to increase the seaworthiness of the boat up to 4 points. The deck in the bow and middle parts of the hull was characterized by rounded formations that contributed to the rapid runoff of water, in the stern it turned into a flat one with two chutes for two torpedoes. In the bow there were hatch covers for the forepeak and the engine room. On the sides of the bow there were two ventilation deflectors of the engine room, on the hatch of which, on both sides of the diametrical plane, waist rails and skylights stretched. In the middle of the hull there was a closed running (combat) cabin, also of a riveted design with three hatches: commander's, torpedo and machine gunner. The front sight glass is armored. Inside the wheelhouse there were control devices: an automobile-type steering wheel, an engine telegraph, two tachometers (one per engine), drives for gas control throttles, a magnetic compass, a tablet with maps, an automatic firing box (for launching a second torpedo with some delay after the first). A radio station was installed in the back of the cabin.
Unsinkability was ensured by dividing the hull by bulkheads into 5 compartments:

1. Forepeak;
2. Motor;
3. management;
4. Fuel;
5. Torpedo.

The power plant is mechanical, two-shaft with two domestic gasoline aircraft engines GAM-34BP, 800 hp each. each with reverse gears, with a maximum rotation speed of up to 1850 rpm. The full speed of the boat could be used for no more than an hour, and then only during a torpedo attack. The maximum number of engine revolutions in combat training actions was allowed no more than 1600 rpm. A serviceable motor started in 6-8 seconds. after switching on. The maximum permissible number of revolutions in reverse is 1200. The engine's operating time in reverse is 3 minutes. B-70 gasoline was used as fuel. After 150 hours of operation of the new motor, its complete bulkhead was required.

The 12 V direct current electric power system included 2 dynamos from GA-4630 tractors, 250 W each, current strength - 20 A at a rotation speed of 1300 rpm.

The armament of the boats consisted of:

1. From 2 trays for two 533-mm torpedoes. To eject torpedoes from the tray, a powder ejector was used, and the torpedoes were thrown back and therefore the aiming at the target was carried out by the hull of the boat itself. After the shot, the boat abruptly went to the side so that its own torpedo could not destroy the boat itself. The main element of the ejection device was a gas generating cylinder, in which a smokeless powder charge was detonated. This cylinder itself was made from a bored 152-mm high-explosive projectile.
2. Of the 2 7.62-mm machine guns YES with a barrel length of 79.4 caliber, located one on the wheelhouse and one in the bow. The fire mode of the machine gun is only automatic. The machine gun was powered by disk, the disk included 76 rounds. The rate of fire was 80 rounds/min., followed by a pause to cool the barrel and replace the disk. The muzzle velocity of the bullet was 840 m/s, and the aiming range was 1500 meters.

The lead boat entered service with the fleet in 1933.

In total, boats were built from 1933 to 1934 - 25 units.

G-5 type torpedo boats series VII

The construction was carried out at the plant number 194 (Andre Marty) in Leningrad.

The lead boat entered service with the fleet in 1934.

In total, boats were built from 1934 to 1935 - 74 units.

Torpedo boats type G-5 series VIII

The construction was carried out at the plant number 194 (Andre Marty) in Leningrad.

The lead boat entered service with the fleet in 1935.

In total, boats were built from 1935 to 1936 - 51 units.

Torpedo boats type G-5 series IX

The construction was carried out at the plant number 194 (Andre Marty) in Leningrad.

The lead boat entered service with the fleet in 1936.

In total, boats were built from 1936 to 1937 - 25 units.

Torpedo boats type G-5 series X

The construction was carried out at the plant number 194 (Andre Marty) in Leningrad.

The lead boat entered service with the fleet in 1938.

In total, boats were built from 1938 to 1939 - 25 units.

Torpedo boats type G-5 series XI

The construction was carried out at the plant number 194 (Andre Marty) in Leningrad.

The lead boat entered service with the fleet in 1939.

In total, boats were built from 1939 to 1940 - 24 units.

G-5 type torpedo boats XIbis series

The construction was carried out at plant No. 194 (Andre Marty) in Leningrad and at plant No. 532 in Kerch.

The lead boat entered service with the fleet in 1941.

In total, boats were built from 1941 to 1942 - 40 units.

Torpedo boats type G-5 series XII, XIII (project 116)

The construction was carried out at the plant number 639 in Tyumen.

The lead boat entered service with the fleet in 1942.

In total, boats were built from 1942 to 1944 - 43 units.

One of the biggest drawbacks of the G-5 boats should be considered the method of dropping torpedoes. It consisted in the fact that the torpedo was dropped from the stern tail back, after which it immediately turned on the main engine. The minimum possible speed of the boat during the release of torpedoes had to be at least 17 knots, otherwise it would have suffered from its own torpedo. Therefore, after the shot, the boat should immediately turn sharply to the side, which negatively affected the accuracy of the shooting.