Hi,
I-1 was the first indigenous Soviet monoplane fighter,it was a single-seat low-wing,of wooden aircraft,powered by one 400 hp Liberty L-12 piston engine,1923/24,Polikarpov
I-1 was a single seat single bay biplane fighter,of wooden construction,built by Grigorovich to compete the Polikarpov design
I-2 was a single seat biplane fighter of 1924,developed as a refined version of I-1,powered by one 400 hp Mikulin M-5 engine,Grigorovich
I-3 was a single seat sesquiplane fighter of 1927,powered by one 500 hp BMW VI engine,later equipped by Mikulin M-17 motor,Polikarpov
I-4/First was a single seat sesquiplane fighter,intended for installation on the wing of the TB-1 bomber,ANT-5
I-4 was a single seat sesquiplane fighter,designed by Mr. Sukhoi to Tupolev (ANT-5),and first all-metal design,powered by one 420 hp Bristol Jupiter engine,1927
I-4 (M-15) was a high-altitude version of 1928,with M-15 engine,transfered the aircraft for testing as planned in August-October 1929,but no further development
I-4 Guns was a version with machine guns on the upper wing,remained a Project in 1930
I-4 Parasol in search of ways to improve the performance characteristics of the aircraft, the design bureau re-did the aircraft No. 1514 in a parasol monoplane, armament and equipment did not change,on wing were installed controlled
slats. From the September 29 to 1931 the aircraft was tested at the research institute Air Force. Improving flight performance was so insignificant. that further work was deemed inappropriate
I-4 Split-Wing was a version with split wing Project,it was planned to test a wooden and metal structure,the aircraft was supposed to be ready by August 10, 1931,but no more Infos
I-4 Dynamo-Reactive was a guns L.V. Kurchevsky Cannon. first APC-4 caliber
76 mm,since 1933 - APK-65 bis caliber 65 mm,installed under the upper wing
1m from the strut attachment points,tests lasted from December 1931 until the removal I-4 from armament
I-4 On Float was a float version of the fighter I-4 proposed to develop the chief
Air Force of the Black Sea Fleet Lavrov in early 1929
I-4 RS-82 Rockets was a version with RS-82 rockets above the upper wing of the production aircraft,the Gas Dynamics Laboratory (GDL) installed six LLA launchers of "rocket projectiles with a diameter of 82 mm",in the summer of 1932, in the presence of M.N. Tukhachevsky with I-4 conducted the first official firing in the air
I-4 With Rocket in parallel with the development of the direction of the liquid rocket engine as the main engine of the aircraft conducted research the possibility of using liquid rocket engines as an auxiliary accelerator for use on airplanes with a propeller-driven power unit. In 1933, on assignment the Air Force of the Red Army, these works were conducted in the Gasdynamic Laboratory with reference to the
I-4 fighter,It was supposed install under the wings of the aircraft one OPM-52 Thrust of 300 kgf from each side of the fuselage. Fuel supply (Nitric Acid + kerosene) in the amount of 120 kg was enough For running the engine for one minute
I-4 Powder Boosters was a version with powder boosters at the suggestion of the pilot N.P. Blagin, in 1934, work began to find out the possibility of using powder accelerators for short-term increasing the speed of the fighter,in RNII developed powder rockets RN-11, which were installed on the sides of the fuselage,a package of three missiles was attached to each side,in 1936, work on boosters on the I-4 were discontinued
I-5 was a single seat biplane fighter,work had done in jointly with Tupolev and Polikarpov as ANT-12,later it was transferred to Polikarpov to develop as VT-11
I-5 (VT-11,VT-12 & VT-13) was a I single seat biplane fighter,powered by one 480 hp Shvetsov M-22 9-cylinder engine,Polikarpov 1928
I-5 UTI-1 training the cockpit was moved forward and a second seat with control for an understudy was installed behind it. It was converted from a conventional production aircraft into a two-seat training aircraft in 1934. In the series, 20 vehicles were converted for training purposes
I-5 bis was an improved version of I-5. It did not pass state tests, however, many of the improvements proposed in this modification were implemented on serial I-5s without changing the name of the aircraft
I-6 was a single seat fighter sesquiplane,based on I-3,powered by one 420 hp
Shvetsov M-22 9-cylinder air-cooled radial piston engine,Polikarpov 1929
I-7 VT was a single seat biplane fighter project,had a largely completely design
of I-5,led to develop Grigorovich I-9 & I-10,the absent of engine was making it
unbuilt,Polikarpov 1930
I-7 was adopting Heinkel He.37c and built under license,powered by one Shvestov
M-17F engine,Polikarpov 1930/31
I-8 was a single seat lightweight sesquiplane fighter/interceptor,powered by one
625 hp Curtiss V-1570 Conqueror V-12 liquid-cooled piston engine,Tupolev ANT-13,1929/30
I-9 was a heavy fighter design of 1932,it was powered by either two M-30,M-31,M-32,M-37 or M-38 engines,Grigorovich 1932
I-10 was a high speed fighter of Elektron (magnesium alloy) and powered by M-41 engine,1932
I-11 was a single seat high speed fighter monoplane project,to be powered by the in-line Mikulin M-34 engine of 750mhp. The design was produced during 1932-33, a period for which few records survive. The M-34 was a Soviet designed 12 cylinder inline V water cooled engine that was created to replace the M-17, a licence built version of the BMW VI engine,Polikarpov
I-12 (First use) was a single engined fighter project designed to the I-12 specification issued in July 1930. The specification called for the development of a fighter armed with Kurchevskiy DRP recoilless guns,it had twin boom shape,engines of foreign and Soviet manufacture was considered, including the 575-hp Pratt & Whitney R-1860 Hornet B-series nine-cylinder radial, a supercharged version of the Armstrong Siddeley Jaguar 14-cylinder radial and the Bessonov M-29 14-cylinder radial with a design rating of 750/1,000hp,ANT-18 second use of designation.
The aircraft was appeared in two versions,Single seat and Two seat
I-12 was a single seat twin boom low-mid-wing monoplane fighter of
1931/32,powered by two 526 hp Gnome-Rhône 9Ak 9-cylinder air-cooled radial piston engine,in push-pull configuration,Tupolev ANT-23
I-13 was a single seat agile sesquiplane fighter project of 1932,powered by either one M-32 or M-34 engine,led to develop I-15,Polikarpov
I-14 was a single seat low cantilever wing fighter monoplane of 1932,powered by one 580 hp nine-cylinder Bristol Mercury VIS2 radial engine,Tupolev ANT-31
I-14a & I-14b in May 1932 S.V.Ilyushin made N.N.Polikarpov a deputy of P.O.Sukhoj. S.V.Ilyushin suggested more conservative 'backup' sesquiplane I-14B (with retractable gear) and I-14A (with fixed landing gear). N.N.Polikarpov accepted responsibility for the second one, which gradually evolved into the I-15 design.
I-14bis was improved version of I-14,featured a new, narrow-track undercarriage retracting outwards and a narrower canopy which, sliding fore and aft on runners, still incorporated the windscreen,powered by one 712 hp Wright Cyclone SGR-1820-F2 engine,Tupolev ANT-31bis 1934
I-15 was a single seat fighter biplane of 1933,powered at first by one M-22,and
later by one 700 hp Shvestov M-25 9-cylinder air-cooled radial piston engine,Polikarpov
I-15bis it was a aversion of I-15,armed with four 7.62 mm (0.30 in) PV-1 or ShKAS machine guns, plus up to 150 kg (330 lb) of bombs. The I-15bis was powered by the more powerful 760 hp Shvetsov M-25V radial piston engine. It had a straight upper wing
I-15M was a seaplane project version of I-15 in 1937,it was to be used as a catapult launch shipboard fighter,the aircraft had one centrally mountecmain float and two auxiliary floats under the wings
I-152 was a modernized version of I-15bis. One built in 1938. Series production was not undertaken, since it was decided to build the I-153 instead.
I-152GK (Germeticheskoi Cabine – hermetic (pressure) cabin) – One aircraft fitted with a pressure cabin
I-152TK (Turbo Kompressor - turbo-charged) - One aircraft fitted with two turbochargers
I-153 (I-15ter) was development of the I-15 with retractable landing gear
I-153DM (Dopolnityelnyi Motor - supplementary engine) - on an experimental basis, the I-153DM was flown with gasoline-burning ramjet engines under the wings. DM-2 engines increased the top speed by 30 km/h (19 mph) while more powerful DM-4 engines added as much as 51 km/h (32 mph)
I-153P (Pushechnyy – cannon armed) - two synchronized 20 mm (0.79 in) ShVAK cannons, added firepower was offset by the increase in weight and tendency of gunpowder to foul the windscreen
I-153Sh and USh - ground attack versions with underwing containers with four ShKAS machine guns (Sh) or twenty 2.5 kg (5.5 lb) bombs (USh)
I-153TK - Four prototypes fitted with M-25V or M-62 engines boosted by twin TK-1 superchargers
I-153V (Vysotnoi - height) (also known as I-190GK (Germetichyeskoi Kabine – hermetic (pressure) cabin) - A single aircraft fitted with the definitive Schyerbakov "minimum leak" pressure cabin
I-153V-TKGK (Vysotnoi-TK Germetichyeskoi Cabine - height turbo-charged hermetic (pressure) cabin) - high-altitude version with a turbocharged M-63 engine and a pressurized cockpit
I-153UD - rear fuselage completed as a wooden monocoque rather than fabric-covered steel and wooden frame to save metal, did not enter production. [19]
I-153-50 a fifty were equipped with larger oil tanks and plumbed to accept external fuel tanks under the wings which doubled the combat range. These were primarily used by the Soviet Navy
I-154 was a project version of I-15,powered by one 1100 hp Shvestov M-63 engine
I-155,I-156 & 157 were a project versions,had some improvements and more powerful engines
I-16 was a single seat low-cantilever-wing fighter monoplane,1933
I-16 (TsKB-12) first prototype, M-22 engine, 336 kW (450 hp), two unsynchronized ShKAS machine guns in the wings with 900 rpg
I-16 (TsKB-12bis) second prototype, Wright one 715 hp SGR-1820-F-3 Cyclone engine
I-16P (TsKB-12P) prototype armed with two ShVAK cannon in the wings,150 rpg.
I-16 (TsKB-18) ground attack prototype with M-22 engine and armored cockpit. Armed with four ShKAS or PV-1 machine guns and 100 kg (220 lb) of bombs. Two additional Type 5s were fitted with six ShKAS machine guns of which four could decline to 20° for ground strafing
I-16 (TsKB-29) (SPB) pneumatically operated landing gear and flaps, Wright Cyclone engine, armament of two ShKAS machine guns, used as a high-speed dive bomber in the Zveno project
I-16 Type 1 pre-production series,with 480 hp M-22 engine
I-16 Type 4 first production version, M-22 engine
I-16 Type 5 was type 4 with a streamlined and tapered engine cowling, Shvetsov M-25 engine with 522 kW (700 hp). 2 prototypes tested with M-62 engine as well
I-16 Type 6 Shvetsov M-25B engine, 545 kW (730 hp). Weight reduction down to 1383 kg.
I-16SH Type 9 was a ground attack version of TsKB-18,equipped with swinging triple ShKAS machine gun mount
I-16 Type 10 four ShKAS machine guns (two synchronized in the fuselage and two in the wings), windscreen replaced the sliding canopy, could be fitted with retractable skis for winter operations, M-25B engine with 560 kW (750 hp). Hispano-Suiza-built aircraft were powered by the Wright Cyclone R-1820-F-54 engine
I-16 Type 12 was a version of I-16 Type 5 with 2 ShKAS machine guns and 2 ShVAK cannons
I-16 Type 16 was a Type 10 with synchronized ShVAK 12.7 mm prototypes. Only three were built, all in January 1939, with serial numbers 16211-16213. They passed factory trials and were delivered to the VVS for military trials
I-16 Type 17 was a Type 10 with two ShKAS machine guns and two ShVAK cannon, rubber tail wheel, M-25V engine with 560 kW (750 hp). Some aircraft were fitted with an additional 12.7 mm (0.5 in) Berezin UB machine gun for strafing
I-16 Type 18 was a Type 10 with Shvetsov M-62 engine producing 830 hp, with a two-speed supercharger and a variable pitch propeller. Capable of carrying two 100 L (26 US gal) underwing fuel tanks.
I-16 Type 19 was identical to the Type 10, except for the replacement of their wing-mounted ShKAS machine guns with Savin–Norov machine guns; the propeller-synchronized ShKAS were not replaced. Only three aircraft were built in this configuration, all in January 1939. They had serial numbers 19211-19213. They were first used as test platform for the new gun and then delivered to the VVS as I-16SN. They saw action during the Winter War
I-16 Type 20 this design was first applied to four prototypes built in February 1939 at Factory 21 and armed with Savin–Norov (SN) machine guns synchronized to fire through the propeller. This type was however rejected in August 1939, and then the designation reused for the first I-16 version (otherwise the same as the type 10) capable of carrying drop tanks. These 93 L (25 US gal) tanks were designated PSB-21. Eight aircraft of this specific type were delivered. Additionally, all I-16 types built after January 1940 could use these drop tanks
I-16 Type 21 and Type 22 these were planned to have four synchronized machine guns all firing through the propeller. Type 21 was to use only ShKAS, while type 22 was supposed to use a mixture of ShKAS and SN machine guns. Both types however exist only on paper; no aircraft of these types went into service
I-16 Type 23 was a Type 10 additionally armed with RS-82 rockets; 35 were built starting in May 1939. Further production of this type was canceled in August 1939.
I-16 Type 24 four ShKAS, landing flaps replaced by drooping ailerons, tailwheel added, second cockpit door added on the starboard side,with 900 hp Shvetsov
M-63 engine
I-16 Type 27 was a Type 17 with an M-62 engine.
I-16 Type 28 was a Type 24 with two ShKAS and two ShVAK.
I-16 Type 29 two synchronized ShKAS in the nose and a single 12.7 mm (0.50 in) UBS at the bottom of the fuselage; it had no guns in wings which were reserved for ground attack weapons. Three rocket racks were mounted on each wing. Additionally, starting in 1941, the external fuel tank hardpoint was changed so that it became multipurpose: it could carry the new type of drop tank, PLBG-100, or a FAB-100 bomb. Wartime photographs from the summer of 1941 show two configurations: one with 6 RS-82 rockets and two FAB-100 bombs and another with four RS-132 rockets
I-16 Type 30 re-entered production in 1941-42, M-63 engine
I-16TK was a Type 10 with a turbocharger for improved high-altitude performance, reached 494 km/h (307 mph) at 8,600 m (28,200 ft), did not enter production
I-16 (UTI-1) was a two-seat trainer version of Type 1
I-16 (UTI-2) was an improved UTI-1 with fixed landing gear
I-16 (UTI-3) was a new-build aircraft with UTI-2 fuselage and simple fixed landing gear
I-16UTI (UTI-4) also known as I-16 Type 15 Two-seat trainer version of Type 5, most with fixed landing gear. This model was built in significant numbers, approximately 3,400 were produced
I-161 (I) was designed at Zavod No. 21. It was a Type 4 derivative, but with four wing-mounted ShKAS machine guns instead of two. Also it was planned to add crunches for four 20-kg bombs. This aircraft was undergoing the official tests at NII VVS on July 22-26, 1935; it was clarified that additional ShKASes reduce their shooting temp after aerobatic figures from 1800 to 1200 RPM, or even totally didn't shoot. The UVVS (VVS administration) demanded to remedy these defects and to present the aircraft for retesting in September 1935, but it wasn't done
I-161 (II) was a 1937 project of "unweighted" I-16 version, planned for production in 1938. There were also some calculations for the M-88 engine, but the works didn't progress further
I-162 was also a variant with one Tumansky M-88 engine
I-163-1 was etalon model for 1937, unweighted (1600 kg takeoff weight). It featured with redesigned landing gear, empennage and with mast antenna. Also it was the first I-16 with flaps. Starting from April 1937, this aircraft made about 1,000 flights before the New Year. It carried out its task, but the innovations weren't introduced on the production Type 5. The flaps appeared in series only on Type 10
I-163-2 was a version with larger flaps and hydropneumatic system of landing gear retraction (instead of hand drive). It wasn't flown
I-164-1 or I-16s was a long-range escort fighter with M-25V engine, with two additional fuel tanks mounted in wings. It passed through the factory tests in February 1938, with test pilot Thomas Suzi (he died in an I-180-2 crash on September 5, 1939). With a total of 500 kg of fuel, the I-164-1 reached 2000 km flight range
I-165 or I-16bis – an improved version with so-called "high-speed" wing (with stressed skin instead of fabric), refined aerodynamics of fuselage and engine cowling, with "oil-pneumatic undercarriage legs" (I don't t know if this term means retraction system or just a shock absorber). Like I-164, I-165 also had additional fuel tanks. Two prototypes were built, both with M-62 engines
I-166 was designed under TsAGI task. It was unweighted (only 1383 kg takeoff weight), but its main distinctive feature was NACA bowling with a common exhaust-gas receiver (instead of individual stubs) and with cooling flaps around its back. Annular oil radiator was also applied. The aircraft was tested by Thomas Suzi
I-167 was another version with Tumansky M-88 engine
I-168 may it was a version,which again used Tumansky M-88 engine
I-169 was already significantly modified design - "seagull" with a new serial liquid-cooled motor M -105 engine
I-17 was a single seat low-cantilever-wing fighter monoplane of 1934,it was appeared as following;
I-17 (TsKB-15) first prototype I-17 powered by a 567 kW (760 hp) Hispano-Suiza 12 Ybrs engine
I-17 (TsKB-19) second revised I-17 prototype powered by an M-100 engine
I-17 (TsKB-25) was unbuilt I-17Z project for a Mikulin AM-34RNF powered parasite fighter
I-17 (TsKB-33) third revised I-17 prototype with reduced armament
I-17 (TsKB-43) was unbuilt project with a Hispano-Suiza engine
I-17 Racer was a single seat racer/speed record project version,featured with blinded cockpit
I-170 the appearance in 1939 of the new Mikulin engine designs opened new horizons for the improvement of biplanes. Powered with the 1000-1050 hp M-105 engine and its low drag, the biplane could easily reach a speed of 500-550 km/h. Development of the project for a maneuverable fighter biplane, initially designated by the letter "M", started at Nikolai Polikarpov's Design Bureau in the late summer of 1939
I-171 was also improved project,developed from I-153
I-172 was unknown project variant of I-170,powered by one M-105P,a liquid-cooled engine could reach a speed of 600 km/h at an altitude of 4500m,1938
I-173 was another unknown project version of I-170,the absence of the M-105P
engin led to use M-103P engine,with with turbochargers,1939/40
I-174 was the same as Polikarpov ITP (Heavy Cannon Fighter),it was a single seat low-wing monoplane,it was a heavy cannon-armed fighter for bomber escort duties and ground attack missions. The new ITP was designed around either the 1,650 hp Klimov M-107P or the Mikulin AM-37 inline engines,not confirmed this designation
I-18 (TsKB-25) was the first use f this designation,as a single seat biplane fighter,based on I-16,powered by one M-100 engine
I-18 (TsKB-33) was developed in parallel with I-17,it was a single seat low-wing high speed monoplane fighter/interceptor project of 1935,powered by one 860 hp M-100 engine,the project indicated the maximum speed 500 km/h at an altitude of
3000 m
I-18 (TsKB-43) thi designation also allocated to I-18,as a project,powered by one
Hispano-Suiza 12 Ycrs engine
I-180 was a single seat low-wing fighter monoplane,based on I-16,powered by one 1100 hp Tumansky M-88R 14-cylinder twin-row air-cooled radial piston engine
I-180-1 was a selected I-180 on June 1938 from original studies but redesigned with traditional I-16 structure with wood monocoque fuselage
I-180-STK was attack version of I-180-1
I-180-2 was the second prototype of I-180,but powered by one M-87 engine
I-180-3 was the third prototype of I-180,Powered by a more powerful M-88R engine and fitted with a stressed skin wing (replacing the I-16 type wing structure of the previous prototypes) was completed, flying on 10 February 1940.It was armed with two 12.7 mm Berezin BS and two 7.62 mm ShKAS machine guns on a common gunbed over the engine
I-180-3 Imp was improved version of I-180-3,may 1940
I-180-4 was high altitude version
I-180-5 was an improved version of I-180,capable to accept M-89 engine,with 1350 hp up to 1560 hp,also it had a modification with the M-88A engine, the standard for mass production in 1941. The design of the center section had been changed, the position of the oil cooler had been changed.
I-180-6 was also a modification with M-88 or M-89 engine
I-180-7 was also a modification of I-180,this aircraft had all the innovations for the 1941 series: a transparent sliding canopy, a single-column retractable landing gear, a modified wing configuration
I-180S it was in April 1940, three aircraft designated I-180S were completed, these being similar to the I-180-3, but reverting to an open cockpit and the I-16 type wing structure
I-180Sh was a ground attack version,with improved main landing gear
I-181,I-182 & I-183 were unknown project versions
I-184 was ground attack version of I-180-3
I-185 M-90 the first version with a two-row 18-cylinder M-90 engine (1750 hp) air-cooled. However, by the time the first copy of the I-185 was manufactured, the motor had not passed bench tests. Therefore, it was decided to test the aircraft with other engines
I-185 M-81 a model built in anticipation of the production engines M-90 and M-71. The first flight on January 11, 1941 at the Central Airfield in Moscow, pilot E. G. Ulyakhin. The aircraft was tested for stability, controllability, etc.
I-185 M-82A - a prototype with a serial M-82 engine (1700 hp). It had an elongated fuselage, which was later used on the "standard". The draft design provided for the installation of five weapon points. Due to the lack of the necessary synchronizers, three ShVAK synchronous guns were loaded. First flight July 21, 1941 Passed state (during joint) and military tests
I-185 M-71 (standard) the second version with the M-71 engine (2000 hp), which was a "twin" M-62. This engine was more powerful, but also heavier, which led to changes in the design. The first flight was made on June 10, 1942 at the Tolmachevo airfield in the city of Novosibirsk. Passed state and military tests
I-185 M-71 1942 it was the same as I-185 M-71,but with some improvements
I-185 Mixed Powered was the same as I-185,but fitted with D-5 ram-jet engine plus the original M-71,Project of 1945
DIT-185 ("two-seat training fighter") the I-185 M-90 project with a two-seat cabin and lightweight weapons.It was supposed to replace the UTI-4
I-186 was the same I-185-M71 (standard for the I-186 series). Based on the recommendations for the serial production of the I-185 aircraft with the M-71 engine and three-gun armament, the Polikarpov Design Bureau in April 1942 produced a reference model of this aircraft. It had some changes compared to the I-185-M82A,1940
I-186 Pulse Jet it was a project version of I-186 in 1944,powered by the ASh-82FN
as its main power plant. The pulse-jet occupied the space behind the cockpit,
breathing through a ventral air intake, with the jet nozzle located in the extreme tail.This required the canopy to be reshaped and the oil cooler to be moved forward
I-187 by the beginning of December 1940, the main difficulties in fine-tuning the M-81 were over, and it was delivered to plant No. 51. To determine the readiness of the I-187 for the first flight, a special commission was appointed under the chairmanship of M.M. Gromov (Deputy Chairman N.N. Polikarpov). At its meeting on December 30, 1940, it was noted that the construction of the aircraft was fully completed. The empty weight of the aircraft was 2353.5 kg, takeoff weight - 3206.3 kg. Expected flight characteristics of the machine: maximum speed near the ground 500 km/h, at an altitude of 6400 m -600 km/h, time to climb 5000 m - 6.5 min [31]. It was recommended to start testing the fighter
I-188 was developed from I-17,but fitted with M-95 engine
I-19 (TsKB-25) was a version of April 1935. Gnome Rhone engine, star-
shaped,project
I-19 (TsKB-25) II the project was dated December 1935. Engine M-34 (forced) with air cooling
I-19 (TsKB-25) III was a project of 1935,equipped with Hispano-Suiza 12 Ycrs engine,combined with magazine gun ShKAS-2. shooter through the propeller hub. Airplane built under the designation TsKB-19bis
I-190 was the last one and half-plane fighter, repeating the I-153 "Chaika", but with the M-88 engine and with a number of design improvements. The aircraft was intended for air combat with high maneuverability in group combat in combination with high-speed fighters. According to the theory then in force, high-speed fighters - monoplanes were supposed to overtake the enemy and tie them up in battle
I-191 it was the second copy of I-190 as sometimes called . It was planned to equip it with two TK - 1 turbochargers , which meant an increase in speed - 530 km/h at an altitude of 10500 m . The construction of the aircraft began at the plant number 1 . However, turbochargers cannot be brought succeeded , and at the beginning of 1941 the construction of the machine was stopped
I-192,I-193 & I-194 were unknown,or probably not used
I-195 the idea of maneuverable biplane fighter was still popular among military specialists. N.N.Polikarpov in Summer 1940 tried to bring speed of biplane closer to monoplane fighters by fitting powerful M-90 engine to airframe similar to I-190. Other improvements included complete removal of bracing wires/tapes and enclosed cockpit
I-20 (TsKB-25) it was a single seat low-wing monoplane fighter project,based on
I-16,and powered by one Gnome-Rhone Mistral Major K-14Krsd engine
I-20 (TsKB-28) it was one of the options with Hispano-Suiza 12Ycrs engine. Soul by absence additional information, further misappropriation of the indicated designations dealing with this the project did not move forward,based on I-17
I-20 (ANT-47) was a single seat fighter project of 1937
I-21 (TsKB-32) was a single seat low-cantilever-wing monoplane fighter,the wings were sharply tapered with straight trailing edges, which introduced sweepback on the leading edge,powered by one 1250 hp Mikulin AM-34FRN V-12 liquid-cooled piston engine,Ilyushin 1936
I-21 Pashinin was a single seat low-cantilever-wing fighter monoplane,it was appeared in prototype form at early 1940s,powered by one 1050 hp Klimov
M-105P V-12 liquid-cooled piston engine,designde by Mr. Mikhail Pashinin
I-21 (TsKB-51) was the second prototype,with conventional ethylene glycol cooling system, not completed due to engine delivery problems
I-22 was a single seat low-wing monoplane fighter of 1938,powered by one 100 hp
Klimov M-105P V-12 liquid-cooled piston engine,Lavochkin-Gorbunov-Gudkov LaGG.1
I-23 was unknown,may it was Yakovlev Ya.23,a single seat low-wing trainer and reconnaissance monoplane project,powered by one 220 hp,Need confirm
I-24 was unknown,may it was Yakovlev Ya.24, a two-seat low-wing trainer and reconnaissance monoplane project,powered by one 220 hp engine,Need confirm
I-25 was unknown,may it was Yakovlev Ya.25,a single seat low-wing fighter and trainer monoplane project,powered by one 220 hp engine,Need Confirm
DI-26 was a two-seat fighter project of 1939/40,maybe realted to I-26,also
powered by one M-105P
I-26 was a single seat low-wing fighter monoplane,also called Yakovlev Yak-1,powered by one 1260 hp Klimov M-105PF V-12 liquid-cooled piston engine
I-26-2 it was developed from I-26,had a turbocharged M-106 engine with a top speed of 650 km/h at 10,000m and armament of 2 × 7.62 mm (0.300 in) ShKAS machine guns
I-27 was developed from the earlier Yak-1 fighter, initially as a trainer but converted into a fighter,Yakovlev Yak-7
I-28 was a high-altitude interceptor prototype with Klimov M-105PD engine developed from I-26-2. Differed from I-26 in having an all-metal fuselage and tail and automatic, leading-edge slats on slightly smaller and reshaped wings
I-28 Re-allocated was a 1930s Soviet single-seat fighter designed by Vladimir Yatsenko and first flown in 1939.The I-28 was a low-wing cantilever monoplane of mixed construction powered by a 900 hp Tumansky M-87 radial piston engine,
- it was appeared as following;
I-28.1 was the first prototype powered by a Tumansky M-87A radial engine
I-28.2 was the second prototype powered by a Tumansky M-87B radial engine
I-28 was a Production variant, canceled
I-28Sh was suggested as attack variant,project
I-282 was a dveloped version,powered by onr M-90 engine,heavier a little
than I-287,project
I-287 was a developed version,intended to be powered by M-90 engine,project
I-29 it was an improved version of the Yak-2 with more powerful Klimov M-105 engines and a number of other changes that were made to try to rectify the problems of the Yak-2
I-29 Yatsenko was a single seat fighter project,of mixed construction,powered by one 2000 hp M-90 radial engine,it was featured by a ducted propeller spinner and armour protection for the pilot from behind and from below
I-30 was development of I-26 with an all-metal wing with leading-edge slats, weight and space savings were used for additional armament and greater fuel capacity,Yak-3
I-31 was a prototype based on the bomber BB-22 as dive-bomber
I-32 was unknown
I-33 1943, was Yak-1 version,small batch built with 1350 hp M-106 engine and had a maximum speed of 610 km/h
I-34 to I-60 probably not used
I-61 & I-63 were two designations alloacted to MiG-1,not clear if that was only
internal system to the company or not ?
I-65 was the MiG-3 with M-82A engine ?
I-71 was the same as MiG-5 ?
I-72 was the MiG-7 with AM-37 engine ?
I-100 or VI-100 it was a tandem two-seat high altitude fighter and dive bomber of
1938,powered by two 1050 hp Klimov M-105 + TK-2 turbochargers engines,created by Mr. Vladimir Mikhailovich Petlyakov
I-101 was unknown
I-102 may it was Myasishchev DVB-102,Need confirm ?
I-103 may it was Tupolev Tu-58 (ANT-58),Need confirm ?
I-104 may it was Izaxon 104,it was a tandem two-seat mid-wing experimental fighter monoplane project of 1939,powered by two 1650 hp M-107 pusher engines,mounted poded above the wings,need confirm ?
I-105 was a new variant of the LaGG-3 designed by Gorbunov and was designated the Gorbunov 105. This new variant introduced a number of improvements such as better streamlining, lighter weight, cut down rear fuselage, and new canopy to improve rear vision,1943
I-105-2 was the second Gorbunov prototype the 105-2 power by one 1300 hp Klimov M-105PF-2 engine
I-106 was unknown
I-107 was a single seat low-catilever-wing mixed-power (propeller and motorjet) fighter monoplane also called Sukhoi Su-5,powered by one 1650 hp Klimov VK-107A V-12 liquid-cooled piston engine plus VRDK main-engine driven thermojet booster
I-108 may it was Myasishchev DB-108,Need confirm ?
I-109 may it was Myasishchev VB-109,Need confirm ?
I-110 it was a single seat low-cantilever-wing fighter monoplane,powered by
one 1400 hp Klimov M-107P 12-cylinder Vee-type engine,designed by Mr. Dmitrii
L. Tomashevich in 1941
I-120 was the same as Lavochkin La.7
I-130 was the same as Lavochkin La.9
I-138 was the same as Lavochkin La.9RD
I-140 was the same as Lavochkin La.11
I-142 was the same as Tupolev ANT-31
I-143 was the same as Tupolen ANT-31
I-200 was a single seat low-cantilever-wing fighter monoplane,designed by Polikarpov,he preferred a radial engine at first,but later transferred to MiG to
be MiG-1,powered by one 1350 hp Mikulin AM-35A V-12 liquid-cooled piston engine
I-201 was the same as MiG-3
I-202 may it was Myasishchev DVB-202
I-203,I-204,I-205 & I-206 were unknown
I-207 was a single seat fighter biplane,with cabtilever wings,designed by Borovkov and Florov,developed from Type-7211,it was appeared in four prototypes;
I-207-1 made its first flight on June 29, 1939,powered by one M-62 engine
I-207-2 its tests was continued until May 22,1940,powered by more powerful engine,the M-63
I-207-3 it had a retractable landing,flight on September 1939,powered by either
M-64 or M-65 engine
I-207-4 intended to be powered by M-63R,a greater motor,with an elongated shaft,which would improve the aerodynamics of the bow,May, 1940
I-208 was unknown
I-209 was the same as Borovkov-Florov I-207-4,anther designation to it
I-210 was the MiG-3 fighter,but fitted with 1700 hp M-82A engine,also called
MiG-9 as first alloacted of this designation
I-211 was a high altitude fighter version of I-210,powered by one 1850 hp M-82F,with some improvements in the fuselage
I-220 Silvanski was a single seat low-wing fighter reconnaissance monoplane,powered by one M-88 engine
I-220 was a MiG design,as a single seat low-cantilever-wing reconnaissance monoplane,powered by one 1700 hp AM-38F engine
I-221 was dveloped from MiG I-220,as a single seat high altitude fighter and interceptor monoplane,powered by one 1550 hp AM-38F engine
I-222 was the same as MiG I-221,but had a pressurized cabin,powered by one 1750 hp AM-39B-1 engine
I-223 was the same as MiG-7
I-224 was the same as I-220,except that the heat exchangger bath was markedly larger,powered by one 1750 hp AM-39B engine
I-225 was the heaviest and most powerful experimental interceptor of the family,powered by one 2000 hp AM-42FB engine
I-230 was a single seat low-cantilever-wing high altitude fighter monoplane,based on MiG-3,but with longer fuselage,powered by one AM-35A engine
I-231 was a developed version of I-230,but powered by one AM-39A,a more powerful engine
I-240 was a single seat high altitude fighter project,looke like a MiG I-225,powered
by one AM-43 and had estimated speed of 700-750 km/h,MiG 1944
I-300 was the Belyayev EI Experimental Fighter,later became I-370
I-301 was the same as Lavochkin LaGG 3
I-302 was s ingle seat low-wing experimental mixed powered interceptor,designed by Mr. Tikhonravov,powerplant was consisting of one booster rocket engine and two ramjet engines, a normal low-wing cantilever according to the scheme
I-302P was a clean straight-wing aircraft of conventional layout, but powered by a rocket engine in the tail and two ramjets with rectangular variable exausts beneath the wings. Delivery of thr ramjets (PVRD) were delayed, and it was decided to proceed with a rocket engine (RD-2M) alone until the ramjets were ready
I-302Sh was unknown variant of I-302
I-302/II may a re allocated to Myasishchev DVB-302,Need confirm ?
I-330 was the same as Sukhoi Su-1
I-360 was the same as Sukhoi Su-3
I-370 was a single seat fioghter project of an unorthodox layout,it was a cantilever high wing monoplane of mixed construction with tricycle undercarriage retracting into the fuselage,had a pressurised cockpit enclosed by an extensively glazed bubble canopy,the engine was located in the mid of body aft pilot position,driven three-blades pusher propellers,Belyayev EI 1939
I-370/II was a refined version of above,had a streamlined fuselage with larger main tail unit,Belyayev EI
I-370/III was a single seat mid-wing fighter monoplane project,had a twin boom configuration,powered by one 1000 hp M-105PTK pusher engine,Belyayaev EOI 1940/41
I-370/IV was developed from I-370/III,had a unswpet trapezoidal wings with straight laeding and trailing edges and a rather differences shape of the fuselage nacelle and cockpit glazing
To be continued
