Tupolev ANT-3
| Industry | Aerospace |
|---|---|
| Founded | 1920s |
| Headquarters | Moscow , Soviet Union |
| Products | Aircraft, including ANT-3 reconnaissance sesquiplane |
The ANT-3 represented an all-metal airplane developed in the Soviet Union by the Tupolev Design Bureau. Building upon the knowledge gained from his initial two aircraft projects, Tupolev applied this expertise to the creation of the ANT-3. At that time, commanders within the Soviet Air Force had become convinced of metal's suitability for aircraft manufacturing. Consequently, Tupolev directed AGOS- TsAGI in producing the USSR's inaugural all-metal aircraft. The ANT-3 marked Tupolev's first operational design.
Construction and Development
Design efforts for the ANT-3 commenced on 1 August 1924, and by July of the following year, a prototype was finalized at the AGOS facility. The sesquiplane configuration of the ANT-3 took to the skies on 6 August 1925 with test pilot V. N. Fillipov from TsAGI at the controls. Following successful flight trials overseen by Mikhail Gromov, the VVS (military air forces) placed orders for several units under the designation R-3 (R standing for Razvedchik, meaning reconnaissance). Although production was constrained due to material shortages, the completed aircraft served effectively in propaganda roles.
Production
Manufacturing of the ANT-3 occurred between 1926 and 1928 initially at GAZ-5 (Gosudarstvenny Aviatsionnyy Zavod – state aviation factory) located in Moscow, and subsequently from late 1928 at GAZ-22. It is estimated that approximately 102 examples were constructed.
Design
The ANT-3 featured a sesquiplane layout with tandem seating for two crew members—the pilot positioned forward and a gunner seated aft. Its framework primarily utilized lightweight alloys covered with corrugated kol'choogaluminly skin panels. The lower wings were mounted directly to the fuselage’s underside, while short cabane struts supported the upper wing. Structural strength was maintained through wire bracing combined with streamlined 'V'-shaped interplane struts.
This single-engine aircraft accommodated various powerplants ranging from 300–500 kW (400–670 hp) outputs. The prototype was equipped with a 298 kW (400 hp) Liberty L-12 engine; a second model employed a 336 kW (451 hp) Napier Lion. Among production units, the initial 79 utilized 336 kW (451 hp) Lorraine-Dietrich 12E engines; another 21 were fitted with 336 kW (451 hp) Mikulin M-5 powerplants, and one featured a 373 kW (500 hp) BMW VI engine.
Tupolev also proposed an enhanced variant powered by a 373 kW (500 hp) Mikulin engine, capable of approximately 966 km (600 mi; 522 nmi) range. One such model, equipped with a Lorraine-Dietrich engine and designated PS-3, was delivered to Aeroflot's division in Yakutsk, where it served as a mail carrier until around 1930.
Operational history
While primarily deployed for military reconnaissance, the R-3 also served as a tool for propaganda through its long-range flights.
During the summer of 1926, the R-3NL prototype, bearing the name Proletariy (meaning proletarian) and registered as RR-SOV, was piloted by Mikhail Gromov with mechanic Yevgeny Radzevich assisting. They completed a circuit around Europe that included Moscow, Königsberg, Berlin, Paris, Rome, Vienna, Prague, Warsaw, and back to Moscow. After approximately 120 km (75 mi; 65 nmi) of flight, a coolant expansion tank experienced fatigue cracks, causing water to spray into the cockpit. Gromov returned to Moscow, with press reports attributing the return to adverse weather conditions. This event led Tupolev to suggest redesigning the tank with a convex base, a modification that was implemented. Resuming their journey, they landed at Königsberg where they discovered a leaking radiator. Despite attempts, repairs in Berlin were unsuccessful. Continuing on to Paris, a mechanic identified that putty sealant had detached from the radiator. To address this, he repurposed a radiator from another aircraft and adapted it for use on the ANT-3. Following these repairs, Gromov and Radzevich proceeded to Rome. From there, they headed north toward Vienna. As dusk fell and visibility decreased about 19 km (12 mi; 10 nmi) from Vienna, Gromov elected to attempt a landing. The airfield was illuminated by campfires arranged around the runway to assist their approach. The rest of the trip was mostly uneventful aside from flying over Prague en route to Warsaw. Upon returning to Moscow, they had covered 7,150 km (4,440 mi; 3,860 nmi) in 34 hours and 15 minutes of flight time at an average velocity of 210 km/h (130 mph; 110 kn), setting a new national record for long-distance speed.
The second ANT-3M-5 production model, registered RR-INT and named Nash Otvet (translated as Our Answer), was piloted by S.A. Shestakov and D.F. Fufayev on a journey from Moscow to Tokyo and back. Their route included stops at Sarapul, Omsk, Novosibirsk, Krasnoyarsk, Irkutsk, Verkhneudinsk, Chita, Nerchinsk, Blagoveshchensk, Spassk, Nanyuan, and Yokohama. The expedition lasted 12 days and encompassed 22,000 km (14,000 mi) over 153 hours of flight time. The aircraft’s name was chosen in response to British Foreign Secretary Austen Chamberlain—half-brother of future Prime Minister Neville Chamberlain—who cut diplomatic relations with the USSR in 1927. This mission was designated "The Great Eastern Overflight."
Variants
- ANT-3
- The initial prototype equipped with a 298 kW (400 hp) Liberty L-8 powerplant.
- R-3
- The first series of military reconnaissance planes powered by Mikulin M-5 engines; a total of 21 units were produced.
- R-3LD
- A batch of 79 aircraft fitted with 336 kW (451 hp) Lorraine-Dietrich 12Eb engines for enhanced performance.
- R-3NL
- The second prototype featuring a 336 kW (451 hp) Napier Lion engine, known as RR-SOV Proletariy (Proletarian).
- R-7
- An advanced variant derived from the R-3, powered by a 373 kW (500 hp) BMW VI engine. Only one prototype was constructed, also referred to as the ANT-10.
- PS-3
- Designation assigned to 30 R-3 aircraft converted into mailplanes for Aeroflot operations.
Operators
Specifications (R-3LD)
See also
References
Bibliography
- Lawrence, Joseph (1945). The Observer's Book Of Airplanes. London and New York: Frederick Warne & Co.
Further reading
- Duffy, Paul; Andrei Kandalov (1996). Tupolev: The Man and His Aircraft. Warrendale, PA, USA: Society of Automotive Engineers.
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