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Tupolev SB

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Tupolev ANT-40 (Tupolev SB)
Company typeMilitary aircraft
IndustryAviation
Founded1934
FounderTupolev Design Bureau
Headquarters
Moscow
,
Soviet Union
ProductsTwin-engine bomber aircraft


Template:Infobox aircraft

The Tupolev ANT-40, commonly referred to by its military designation Tupolev SB (from the Russian Skorostnoi Bombardirovschik, meaning high-speed bomber) and also known under the development code TsAGI-40, was a fast twin-engine, three-crew monoplane bomber that took to the skies for the first time in 1934. Although the Tupolev design was technologically advanced for its era, it suffered from a lack of polish, which frustrated aircrews, maintenance teams, and even Joseph Stalin, who emphasized that "there are no trivialities in aviation."

In terms of quantity, the SB was among the most significant bombers worldwide during the late 1930s. It was the Soviet Union’s inaugural mass-produced modern stressed-skin aircraft and stood as one of the most effective bombers of the mid-1930s. Manufactured domestically and under license in Czechoslovakia, it saw extensive combat during conflicts such as the Spanish Civil War, the Second Sino-Japanese War, operations in Mongolia, the Winter War against Finland, and at the outset of World War II facing Nazi Germany in 1941. Its versatility extended to civil roles, including training and various secondary functions. The SB excelled in Spain due to its speed advantage over predominantly biplane fighters but had become outdated by 1941 when faster fighters like the Bf-109 entered service. By June 1941, SBs accounted for 94 percent of bombers within the Red Army air force (Soviet Air Force (VVS) of the Red Army (RKKA)).

Development

File:Aeroflot Tupolev ANT-40 SSSR-L2440.jpg
Aeroflot Tupolev ANT-40.

In 1933, the Soviet Air Force ministry (UVVS) issued specifications calling for a high-speed bomber. Development commenced at TsAGI in January 1934. The Tupolev Design Bureau (KB), led by A. A. Arkhangelski, undertook the project. Two engine variants were planned: one powered by Wright Cyclone radial engines (ANT-40 RTs) and another fitted with Hispano-Suiza 12Y liquid-cooled V12 engines (ANT-40 IS). Design experience gained from previous projects such as the MI-3 and DI-8 contributed significantly. The initial prototypes were designated ANT-40.1 and ANT-40.2; the Cyclone-powered prototype flew first on 7 October 1934, while the Hispano-Suiza powered ANT-401 flew on 30 December 1934 with a larger wingspan and demonstrated superior capabilities.

The second Hispano-Suiza variant, ANT-402, served as a production prototype showcasing impressive performance but was plagued by early operational issues. Test crews expressed their dissatisfaction by posting placards listing its faults before a visit from Sergo Ordzhonikidze, Commissar for Heavy Industry. Upon seeing these complaints, Ordzhonikidze summoned Tupolev to discuss these challenges at the Kremlin. When Tupolev downplayed most problems as minor, Stalin responded emphatically:

Template:Blockquote

The first production model, designated SB, entered production before ANT-402 completed flight testing. Full-scale manufacturing began in 1936 at two facilities: State Aircraft Factory No. 22 in Moscow and No. 125 in Irkutsk, continuing until 1941.

Despite ongoing modifications during assembly, approximately 400 SB bombers were delivered by late 1936—some diverted to Spain—and twenty-four Soviet Air Force squadrons were transitioning to this new bomber type. The aircraft earned the affectionate nickname "Katyusha" during its successful deployment in the Spanish Civil War.

In 1937, an agreement between Soviet and Czechoslovak authorities finalized supply terms for SB bombers along with a license for local manufacture, exchanged for rights to produce the Škoda 75 mm Model 1936 mountain gun. The Czechoslovak version, known as Avia B-71, was based on the SB 2M-100A but equipped with Avia-produced Hispano-Suiza 12-Ydrs engines. It featured a single 7.92 mm vz. 30 machine gun replacing twin ShKAS guns in the nose and similar armament for dorsal and ventral positions. Sixty units were scheduled for delivery to Czechoslovakia by mid-1938; however, despite escalating political tensions, licensed production progressed slowly, with no Czech-built aircraft completed by March 15, 1939, when German forces occupied Bohemia and Moravia.

File:Tupolev SB 2M-100A 3.jpg
Tupolev SB displayed at Monino Air Force Museum

Further development incorporated lessons learned from early combat experiences in Spain. Pilot conversion difficulties prompted creation of a trainer variant—the USB—introduced in September 1937 with an altered nose featuring an open cockpit for an instructor with dual controls. Armament shortcomings included limited traverse on nose guns diminishing effectiveness against frontal attacks; later models improved firing arcs accordingly. From 1940 onward, enclosed turrets replaced dorsal gun positions while ventral gun stations were also redesigned due to operational challenges.

Engine upgrades followed as well: initially powered by Klimov M-100 engines (licensed Hispano-Suiza 12Ybrs), these were soon replaced by more powerful M-100A units and subsequently by M-103 engines from 1938 onward. Early M-103 powered models retained drag-inducing frontal radiators but later versions adopted streamlined radiator placements beneath engines to reduce aerodynamic penalties. On September 2, 1937, pilot M.Yu. Alexeev established an official altitude record of 12,246 m (40,177 ft) carrying a 1,000 kg (2,200 lb) load using an M-103 powered SB; he had previously set an unofficial record of 12,695 m (41,650 ft).

To counteract growing obsolescence by 1939, two second-generation variants were authorized: a direct successor level bomber and a specialized dive bomber. The level bomber SN-MN or MMN featured reduced wing area and more powerful Klimov M-105 engines but achieved only marginal performance gains before cancellation. The dive bomber variant SB-RK—later renamed Arkhangelsky Ar-2 after its designer (following Tupolev's imprisonment)—included dive brakes and proceeded into production.

Although no longer cutting-edge technology by this time, production volumes increased throughout 1939–1940 as the USSR sought to strengthen its air forces amid rising threats from Nazi Germany; nearly 4,000 units were constructed during these years alone. Production ceased early in 1941 as newer types like the Petlyakov Pe-2 supplanted it. In total, Factory No. 22 at Moscow produced approximately 5,695 units before relocation to Kazan; Factory No.125 at Irkutsk added another 1,136 aircraft. Additionally, three prototypes came from Tupolev's bureau while Czechoslovak firms Aero Vodochody and Avia manufactured 45 and 66 units respectively—bringing overall production to about 6,945 aircraft built worldwide.

Design

The SB was a fully all-metal monoplane featuring two Klimov M-100 12-cylinder water-cooled engines, which were license-built versions of the Hispano-Suiza 12-Yrds powerplant. These engines powered fixed-pitch, two-bladed metal propellers. Each engine was equipped with frontal radiators of a honeycomb-type design, protected by vertical cooling shutters regulated by thermostats. Early production models saw the original M-100 engine replaced by an enhanced M-100A variant, which drove ground-adjustable three-pitch propellers and enabled speeds up to 423 km/h (263 mph) at an altitude of 4,000 m (13,000 ft). Thanks to its wide wing with a high aspect ratio, the aircraft excelled at high-altitude performance, earning it the nickname "Pterodactyl" among Soviet aircrews.

Operational history

The SB attracted several international buyers who generally expressed satisfaction with its capabilities. However, there were some criticisms regarding excessive noise levels, confined crew spaces, the firm nature of the undercarriage suspension, and notably the front gunner's compartment. The latter could only be accessed through a hatch beneath the fuselage, which posed a serious risk as it prevented quick escape during water landings or belly touchdowns. Czechoslovakia entered into an agreement to manufacture the ANT-40 under license as the Avia B-71.

Spanish Civil War

By 1 July 1936, only 54 SBs had been delivered to Soviet Air Forces, yet this did not hinder the Tupolev bomber from being among the earliest military aid shipments dispatched by the Soviet Union to support Republican forces after the Spanish Civil War erupted on 17 July 1936. An initial shipment of 31 SBs reached Cartagena aboard the Soviet freighter Komsomol in October 1936. Their combat debut occurred on 28 October with a bombing sortie by four SBs targeting Tablada airfield near Seville. The aircraft were assigned to Grupo 12 of the Spanish Republican Air Force, initially staffed mainly by Soviet volunteers and operated under Soviet command.

The SB's superior speed allowed it to outrun nationalist biplane fighters such as the Fiat CR.32 and Heinkel He 51, making interception difficult except through high-altitude dives. On 29 May 1937, two SB bombers mistakenly attacked the German pocket battleship Deutschland, confusing it for the Nationalist cruiser Canarias, resulting in 31 German fatalities and wounding another 83 sailors. A second batch of 31 SBs arrived between June and July, restoring Grupo 12 to full operational strength and enabling formation of a new squadron, Grupo 24. However, with the arrival of Messerschmitt Bf 109 fighters supplied to the German Condor Legion, the SB lost its speed advantage against Nationalist interceptors, leading to increased losses.

A final delivery of 31 SBs took place in June 1938, sustaining ongoing operations despite continued heavy attrition. By April 1939, when the Civil War concluded, total losses amounted to 73 SBs, including 40 destroyed in combat. The Nationalists captured nineteen SBs and formed a bomber unit with them. Some were retrofitted with French Hispano-Suiza 12Ybrs engines to simplify maintenance but still faced spare parts shortages. By April 1943, only three remained operational. Following receipt of Junkers Ju 88 bombers in December that year, these remaining SBs were relegated to occasional training duties before being retired and scrapped in 1948.

China

File:Soviet Aviators in China.jpg
Soviet airmen stationed at Hankou airfield.

The outbreak of the Second Sino-Japanese War occurred in July 1937. Shortly thereafter, on 21 August 1937, the Soviet Union and China entered into the Sino-Soviet Non-Aggression Pact. Under this pact, the Soviets provided substantial military hardware to the Chinese Nationalists and deployed entire air force units, officially staffed by Soviet volunteers. The initial shipment consisted of 62 SB bombers delivered between September and October 1937. Combat missions commenced in December, targeting Japanese naval vessels along the Yangtze River. On 23 February 1938, coinciding with Soviet Army Day, Soviet SB bombers executed a long-range strike against Japanese airbases in Taiwan, reportedly destroying 40 Japanese planes on the ground.

An additional batch of 60 SB bombers arrived in early 1938 and were extensively utilized during the Battle of Wuhan to assault Japanese troops. Due to significant losses, Chinese SB squadrons were temporarily pulled from frontline duty. Soviet SB units operating in China upgraded to the Ilyushin DB-3 in 1939, which allowed their SB aircraft to be reassigned to Chinese forces; however, these reinforcements saw limited operational deployment by the Chinese.

In 1941, just prior to signing the Soviet–Japanese Neutrality Pact, the Soviet Union delivered another 100 SBs to China. From 1942 onward, as more advanced American bombers arrived, such as Lockheed Hudsons and B-25 Mitchells, the SB gradually ceased frontline service against Japanese forces. Some SBs remained in secondary roles, including missions targeting opium cultivation sites. Later, during the resurgence of the Chinese Civil War in 1945, these aircraft were employed against Communist forces before being completely retired by 1946.

Mongolia

File:SB 38 SBAP.jpg
Tupolev SB 2M-103 from the 38th SBAP, Summer 1939

Beyond their deployment by volunteers over China, SB bombers also engaged Japanese forces during the Battle of Lake Khasan along the eastern stretch of the China–Russia border in July–August 1938, with one SB lost in action. Hostilities resumed at the Battles of Khalkhin Gol in Eastern Mongolia in May 1939. Although SBs did not participate in May’s aerial combat—where Soviet losses were considerable—two SB regiments were dispatched to Mongolia in June and flew their inaugural sorties on 26 June.

During early July attacks by Japanese forces, these Soviet SB units were actively involved. The regiments operated a mix of early and later model SBs, which created formation challenges due to varying speeds. Japanese fighters such as the Nakajima Ki-27 effectively exploited the limited defensive armament of the SBs; their radio operators managed both dorsal and ventral gun positions. In response, Soviet tactics adapted by flying missions at altitudes exceeding 6,100 m (20,000 ft), making interception by Japanese aircraft more difficult. The use of SB bombers persisted throughout the successful Soviet-Mongolian offensive led by Georgy Zhukov, culminating with a ceasefire agreement in September 1939.

Winter War

Swedish volunteers in the Winter War inspect a downed Tupolev SB.
Swedish volunteers during the Winter War examine a downed Tupolev SB.

On 30 November 1939, the Soviet Union launched an offensive against Finland, initiating what became known as the Winter War. Among the Soviet forces deployed were several hundred SB bombers. These aircraft suffered significant casualties, as bomber groups frequently operated without fighter escort and were compelled to fly at low altitudes, exposing them to Finnish anti-aircraft defenses and fighter attacks. Although the SB had outrun enemy fighters during the 1936 Spanish conflict, by this period it was outdated and inadequately armed. To operate from snow-covered runways, SBs were equipped with skis, which reduced their speed and increased vulnerability. Additionally, the necessity for crew to wear bulky winter garments further hindered the gunners' effectiveness.[1][2] Over the course of the 15-week war, losses amounted to no fewer than 100 SBs,[3] with Finnish forces claiming nearly 200 shoot-downs, including 92 credited to Finnish fighter pilots.[1][4]

Eastern Front

File:Zestrzelenie radzieckiego bombowca nad Berezyną (2-713).jpg
SB aircraft downed near the Berezina River, July 1941

At the onset of Germany's invasion of the Soviet Union in June 1941, modernization efforts had begun with newer models such as the Pe-2. Nevertheless, SBs still constituted approximately 94% of the Soviet bomber fleet in active service,[5] with between 1,500 and 2,000 SBs stationed along the western border districts.[6][7] The Luftwaffe commenced Operation Barbarossa by launching coordinated strikes on 66 key Soviet airfields,[6] resulting in substantial destruction of Soviet air assets both on the ground and in flight on day one of the campaign. The SB bombers that survived this initial devastation continued to be misemployed; many were sacrificed in unescorted low-altitude assaults against German armored units. Their relatively large size and lack of protective armor rendered them particularly susceptible to German light Flak, while enemy fighters continued inflicting heavy losses. Within days, these mounting casualties compelled most remaining SBs to transition to nocturnal missions.[7]

SB bombers remained active during the defense of Leningrad and Moscow, primarily conducting night raids targeting German artillery positions. By December 1941, nearly all SBs had been either phased out or destroyed,[6] although they persisted in substantial numbers until March 1942 in northern sectors facing Finland.[7][8] Beyond frontline combat roles, SBs were employed for auxiliary tasks such as supply drops, glider towing, and crew training. Their service extended in the Far East theater until 1945.[6]

Finnish utilization

File:Tupolev SB (Finnish).jpg
Tupolev SB bombers of the Finnish Air Force arranged in formation.

During the Winter War, numerous Soviet SB bombers either crashed or were forced to land on Finnish territory. The Finnish forces recovered as many of these aircraft as possible, sending those in the best shape to Valtion lentokonetehdas for potential refurbishment and integration into the Finnish Air Force. By the onset of the Continuation War with the Soviet Union, five SBs had been restored, with an additional three repaired later on. These aircraft were assigned to Lentolaivue 6, where they undertook maritime reconnaissance and strike operations.[3][4] Furthermore, Finland acquired 16 more SBs from Germany, which had seized them during the early phase of their invasion of the Soviet Union.[9] These SB bombers were notable for deploying the first air-launched depth charges in combat scenarios. Throughout the Continuation War, seven Finnish SBs were lost due to accidents, but none were destroyed in direct combat. Finnish-operated SBs successfully sank three Soviet submarines and a merchant vessel weighing approximately 4,000 tons.[10]

Variants

  • ANT-35 – Designed as a passenger airliner; also known by the designation PS-35.
  • ANT-38 – A 1934 conceptual design for a high-speed bomber that was never constructed; possibly connected to the ANT-41 project.[11]
  • ANT-40 RTs (Rayt Tsiklon) or SB: The initial prototype equipped with 545 kW (730 hp) Wright-Cyclone engines and featuring a wingspan of 19.0 m (62 ft 4 in). Completed in September 1934, it first took flight on 7 October 1934.[12][13] After sustaining damage during an emergency landing, it was rebuilt with more powerful 670 kW (900 hp) Tumansky M-87 engines and underwent a second series of test flights between 5 February and 31 July 1935.[14] Development was discontinued as the ANT-40 IS variant demonstrated superior performance.[13] This model was later used for experimental purposes such as testing ski landing gear.
  • ANT-40 IS (Hispano-Suiza): Prototypes powered by 560 kW (750 hp) Hispano-Suiza 12Y engines and featuring extended wingspan measuring 20.3 m (66 ft 7+1⁄4 in). Two units were produced; the first ANT-401 flew on 30 December 1934, achieving speeds of 378 km/h (235 mph) initially and later reaching 402 km/h (250 mph).[12][15] The second prototype, ANT-402, incorporated modified wing and tail designs and appeared in September 1935 as a production prototype.[16]
  • ANT-41 – A separate torpedo bomber design sharing a similar configuration to the SB but larger and more powerful. Only one was built in 1936 before being abandoned after crashing due to severe flutter.[17]
  • ANT-46 – A two-seat heavy fighter resembling ANT-401, powered by two imported 597 kW (800 hp) Gnome-Rhône 14K engines. Armament included two 100 mm recoilless rifles mounted on outer wings, four fixed machine guns in the nose section, and one flexible machine gun operated from the observer's cockpit. Only one prototype was constructed, designated DI-8 by the Air Force, which first flew in August 1935. The project was discontinued following the cancellation of Leonid Kurchevsky's recoilless rifle programs and his subsequent arrest.[18][19]
  • ANT-48 – Conceptual design for a high-speed sport aircraft.
  • ANT-49 – Proposed long-range reconnaissance version featuring aerial cameras installed in the bomb bay and enlarged fuel tanks; project was terminated before any prototype construction.
  • SB 2M-100 – Initial production variant with a wing area expanded to 56.7 m2 (610 ft2). Powered by Klimov M-100 engines (licensed Hispano-Suiza 12Y), driving two-bladed propellers.[17][20]
  • SB 2M-100A – Equipped with upgraded M-100A engines delivering 642 kW (860 hp), coupled with three-bladed propellers.[20] Production began in late 1936.[21] Occasionally referred to informally as SBbis.
  • SB 2M-100A modernizirovannyi – Featured an updated rear gunner position with an MV-3 dorsal turret. Tested in May 1937 and accepted for service but never mass-produced.[22][20]
  • SB-bis – Prototype powered by more potent 716 kW (960 hp) Klimov M-103 engines, equipped with dual controls and variable-pitch propellers. First flight occurred in September 1937; however, increased weight led to diminished performance.[20]
  • SB-bis2 – Another M-103 powered prototype featuring polished wings but only marginal performance improvements. No production followed.[22][20]
  • SB-bis3 – Third prototype powered by M-103 engines with redesigned engine nacelles relocating radiators beneath engines instead of frontal placement seen on earlier models. Testing from November 1, 1937 to January 17, 1938 demonstrated a top speed increase to 446 km/h (277 mph).[20] These enhancements were subsequently integrated into production variants.[22]
  • SB 2M-103 — Tenth series production model from 1938 featuring M-103 engines with original frontal radiators and reinforced airframe. Included emergency flight controls for navigator, compatibility with retractable skis, and provisions for two external fuel tanks each holding 368 liters.[22][20]
  • SB 2M-103 – Fourteenth series produced late in 1939 incorporating M-103 engine alongside revised nacelle and radiator designs as tested on SB-bis3.[22][20]
  • SB 2M-103 – Eighteenth series featured further refinements including fixed radiator intakes, partially polished wings, VISh-22 three-bladed variable-pitch propellers, and an MV-3 dorsal turret.[22][20]
  • SB 2M-104 — Approximately between thirty and fifty units assembled with M-104 engines; however, this engine did not enter mass production.[22][23]
  • SB 2M-106 — A limited number completed using M-106 engines which also did not proceed into production.[22]
  • USB – Trainer variant featuring dual controls where the instructor occupied an open cockpit at the nose replacing the navigator's position. Over one hundred twenty units built powered by either M-100A or M-103 engines.[24][22]
  • SB-MN (Men'she nesushchye meaning reduced area) or MMN (Modifikatsiya men'she nesushchye) — Second generation level bomber powered by more powerful 783 kW (1,050 hp) M-105 engines fitted with new wings using NACA 22 high-lift airfoils but reduced wing area and span measuring only 18.0 m (59 ft 0+3⁄4 in). Only one unit constructed.[25][26]
  • SB-RK (Razreznoye krilo, meaning slotted wing) – Designed as a dive bomber concurrently developed alongside SB-MN. Utilized identical wings but incorporated large slotted flaps functioning as dive brakes. Cooling radiators were integrated within the wings featuring air intakes on leading edges and exhaust outlets on upper surfaces. Armed with three ShKAS machine guns capable of carrying six 100 kg (220 lb) bombs or two 250 kg (550 lb) bombs internally alongside up to 1,500 kg (3,300 lb) bombs externally. Entered production under designation Arkhangelskii Ar-2, with approximately two hundred units built before being replaced by Pe-2 and Tu-2.[25][26]
  • SBB-1 — The final development iteration from Archangelskii based on SB-MN and SB-RK designs featuring even smaller wingspan of approximately16.0 m (52 ft 5+7⁄8 in), twin tail configuration among other modifications. Known alternatively as B. One prototype flew in 1940 but no further production occurred.[26]
  • Avia B-71 – Licensed production of SB 2M-100A manufactured in Czechoslovakia.[27]
  • PS-40 – Cargo transport version adapted for Aeroflot, powered by M-100A engines with all military equipment removed. Capable of carrying freight or six passengers. One hundred units delivered during 1938.[22][28]
  • PS-41 – Freighter conversion based on SB 2M-103 for Aeroflot use. The improved version called PS-41bis included underwing fuel tanks.[22][28]
  • Pterodactyl – Modified SB 2M-103 fitted with fixed tricycle landing gear. A single aircraft converted in 1940.[29]

Operators

File:Flag of Bulgaria.svg Bulgaria
  • The Bulgarian Air Force operated a fleet of 32 Avia B-71 aircraft, which were redesignated as Avia-Katiusza Ě-8.
Template:CHN-ROC
  • During autumn 1937, the Chinese Nationalist Air Force acquired 62 SB 2M-100 bombers. From August 1938 until June 1941, the Soviet Union supplied an additional three SB 2M-100 and SB 2M-105 bombers.
File:Flag of the Republic of China-Nanjing (Peace, Anti-Communism, National Construction).svg China-Nanjing
Template:CZS
  • In April and May 1938, the Czechoslovak Air Force received 60 Russian-built SBs equipped with Hispano Suiza 12Ybrs engines. They ordered another 101 bombers and 60 reconnaissance planes to be manufactured under license as Avia B-71s, though only 101 were completed.
Template:FIN
  • The Finnish Air Force operated a total of 24 SB bombers. Initially, eight aircraft were captured during the Winter War—seven powered by M-103 engines and one by an M-100 engine. An additional sixteen aircraft were assembled from German-captured parts between November 5, 1941, and August 27, 1942. All units were retrofitted with M-103 engines and served in the LeLv 6 squadron for anti-submarine operations. Two were converted into trainers. The Finnish Air Force phased out all SB bombers by 1945 and scrapped them by 1950.
File:Flag of Germany (1935–1945).svg Germany
  • The Luftwaffe utilized captured aircraft, including both Czech-manufactured Avia B-71s and Soviet SB bombers.
Template:POL
  • After World War II, the Polish Air Force employed a limited number of USB 2M-103 aircraft for training purposes.
Template:Country data Slovak Republic (1939–1945)
  • The Slovak Air Force operated a single Avia B-71 bomber until April 18, 1943, when čtk Anton Vanko and four other airmen defected to Turkey with the aircraft.
Template:USSR
  • The Soviet Air Force
  • Aeroflot was assigned an unspecified number of retired military SB 2M-100 aircraft in 1938. After refurbishment, these were designated PS-40. Another group of retired SBbis 3 bombers was rebuilt in 1940 and reclassified as PS-41.
Template:Country data Spanish Republic
  • The Republican Spanish Air Force received its initial shipment of 31 SB 2M-100A bombers on October 14, 1936. A second delivery of 31 units followed in June–July 1937, with a final batch of 31 arriving in 1938. In total, the Soviet Union supplied Spain with 93 SB bombers.
Template:Country data Spanish State
  • The Nationalist Spanish Air Force captured nineteen SB 2M-100A bombers. These aircraft underwent overhauls where their original Soviet M-100 engines were replaced by French Hispano Suiza 12Ybrs units. They were used operationally before transitioning to training roles and remained in service until retirement in 1950. Spanish pilots nicknamed the captured SBs Katiuska.

Aircraft on display

Following Stalin's post-war purge during the 1950s, the majority of ANT-40 aircraft that endured World War II were dismantled. Nonetheless, in the late 1970s, the Soviet aviation publication Vozdushni Transport organized an expedition, headed by Evgeny Konoplev, to investigate an ANT-40 that had made an emergency landing amid a snowstorm near the Yuzhne Muiski mountain range in the Baikal area. Konoplev found the condition of the aircraft relatively promising, which prompted a group of VVS pilots to undertake its retrieval. The plane was transported back to Moscow and underwent restoration by a volunteer team from Tupolev. The refurbished ANT-40 was officially presented in April 1982 at the Central Air Force Museum located at Monino Airfield. Additionally, another ANT-40 is exhibited in Verhnyaya Pyshma.

A replica of the SB bomber is currently being assembled by the La Senia Airfield Association based in La Sénia, Catalonia.

Specifications (SB 2M-103)

File:Tupolev ANT-40 3-view line drawing.svg
Tupolev ANT-40 three-view illustration

Template:Aircraft specs

See also

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References

Notes
  1. ↑ 1.0 1.1 Cite error: Invalid <ref> tag; no text was provided for refs named AI Mar 89 p153
  2. ↑ Maslov 2007, pp. 78–79.
  3. ↑ 3.0 3.1 Maslov 2007, p. 79.
  4. ↑ 4.0 4.1 Stenman 1982, p. 10.
  5. ↑ Duffy and Kandalov 1996, p. 81.
  6. ↑ 6.0 6.1 6.2 6.3 Maslov 2007, p. 80.
  7. ↑ 7.0 7.1 7.2 Air International March 1989, p. 154.
  8. ↑ Stenman 1985, p. 17.
  9. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Stenman p12-3
  10. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Stenman p10, 20
  11. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Gunston Russian p404
  12. ↑ 12.0 12.1 Cite error: Invalid <ref> tag; no text was provided for refs named Gunston Russian p405
  13. ↑ 13.0 13.1 Cite error: Invalid <ref> tag; no text was provided for refs named Maslov Aeroplane p64
  14. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AI Jan 89 p45
  15. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Maslov Aeroplane p64,6
  16. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AI Jan 89 p46
  17. ↑ 17.0 17.1 Cite error: Invalid <ref> tag; no text was provided for refs named Gunston Russian p407
  18. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Gunston Russian p408
  19. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Duffy p87
  20. ↑ 20.0 20.1 20.2 20.3 20.4 20.5 20.6 20.7 20.8 Cite error: Invalid <ref> tag; no text was provided for refs named Maslov Aeroplane p68
  21. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AI Jan 89 p51
  22. ↑ 22.00 22.01 22.02 22.03 22.04 22.05 22.06 22.07 22.08 22.09 22.10 Cite error: Invalid <ref> tag; no text was provided for refs named Gunston Russian p406
  23. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Maslov Aeroplane p70
  24. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AI Feb 89 p81
  25. ↑ 25.0 25.1 Cite error: Invalid <ref> tag; no text was provided for refs named AI Mar 89 p148-9
  26. ↑ 26.0 26.1 26.2 Cite error: Invalid <ref> tag; no text was provided for refs named Gunston Russian p39-0
  27. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Maslov p78
  28. ↑ 28.0 28.1 Cite error: Invalid <ref> tag; no text was provided for refs named AI Mar 89 p150
  29. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Maslov p71

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Wikimedia Commons has media related to Tupolev ANT-40.Template:Preview warning
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  • Walg, A.J. "Wings Over the Steppes: Aerial Warfare in Mongolia 1930–45: Part Two". Air Enthusiast, No 67, January/February 1997. pp. 2–5. Stamford, UK: Key Publishing. Template:ISSN.
  • https://web.archive.org/web/20110605015707/http://www.aviation.ru/Tu/#ANT-40

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