Mysteries of Viti Suvorov. Winged Jackal Saga

Mysteries of Viti Suvorov. Winged Jackal Saga

Birthday - or, more precisely, the "conception" of the BB-1 / Su-2 aircraft should be considered 27 December 1936. It was on that day that the decree of the Council of Labor and Defense was issued (hereinafter referred to as the Khazanov-Gordyukov monograph):

"on the construction of a high-speed long-range attack aircraft reconnaissance aircraft according to the low-wing plan. The main requirements for the aircraft that should have been passed to the 1937 in August were determined:

Maximum speed at altitude 4000 ... 5000 m - 420 - 430 km / h;
Maximum ground speed - 350 - 400 km / h;
Landing speed - 90-95 km / h;
Practical ceiling - 9000 - 10 000м;
Normal cruising range - 4000 km;
Overload - 2000 km;
Armament - 3 - 5 machine guns and 200 - 500 kg bombs "

25 August 1937 Mr. TsAGI Chief Operations Officer (Central Aerohydrodynamic Institute - GK) Mikhail Mikhailovich Gromov, who had just returned to the USSR after the famous flight across the North Pole to San Jacinto, raised the first copy of the ANT-51 aircraft into the air, he the “Stalinist assignment-1” - SZ-1, aka “Ivanov”, it is - in the future - BB-1, it is also Su-2. According to the doyen of the Soviet pilots, "the plane was simple and convenient in piloting, had good stability and controllability."
From February 21 to March 26 1938, the plane successfully passed the State tests in Evpatoria.
In March, the GKO issued a decree on launching the Sukhoi Ivanov aircraft into the series under the BB-1939 mark - “the first bomber, the first one”.
9 December 1941 by a joint decree of the Central Committee of the CPSU (b) and the Council of People's Commissars of the USSR Su-2 plane was taken out of production.
From the beginning of the series to the removal from production, the 893 of the Ivanov / BB-1 / Su-2 aircraft went off the factory stocks in various modifications.
This is extremely brief история the aircraft that served as the first, and not the steepest, stepping stone to the Glory pedestal for one of the best aircraft designers of the 20th century - Pavel Osipovich Sukhoi.
Such is the extremely brief history of the aircraft that served as the object of the most powerful propaganda provocation.

1. Su-2 and Day M

It will be discussed, of course, about the terrible tale of a certain Viktor Suvorov (Vladimir Rezun, aka Bogdanich) called "Day M". More precisely, about 6 ("About Ivanov") and 11 ("Winged Genghis Khan") chapters of this landmark collection of fairy tales. I can not say for whom I am more offended - for JV Stalin or for the plane. In any case, try to figure it out. The Soviet Aviation History Bible will help us in this - VB Shavrov's book "The History of Aircraft Designs in the USSR, Part Two, 1938-50" and the excellent monograph "Su-2: a near bomber", written by two remarkable modern historians - Dmitry Khazanov and Nikolai Gordyukov, as well as a number of books, reference books and journals listed at the end of the article.

"... once, in the 1936 year, Stalin assembled aviation designers at his nearest summer cottage, treated him with all the Caucasian hospitality, and then set the task of building an airplane (the best in the world, this need not be explained) under the name" Ivanov. "

Many teams, including those led by Tupolev, Neman, Polikarpov, Grigorovich, were simultaneously involved in the project "Ivanov". At that time, under the general leadership of Tupolev, the design teams of Petlyakov, Sukhoi, Arkhangelsky, Myasishchev worked, under the leadership of Polikarpov - Mikoyan and Gurevich, Lavochkin and Grushin worked for Grigorovich. Everything that Stalin ordered Tupolev, Grigorovich, or Polikarpov automatically extended to vassal design groups. "

Let us leave the “near dacha” on the conscience of Rezun and his quick imagination: no designer remembers anything of the kind, and the author, as usual, did not bother to confirm his verbal passages with a reference. Let's look at the composition of the participants.
According to Rezun, it turns out that, since Tupolev himself took part in the competition, it means that the entire Design Department of the experimental aircraft building of the Central Aerohydrodynamic Institute - COSOC TsAGI - he scored everything and dropped his chest on Ivanovo. Petlyakov and Sukhoi, Myasishchev and Arkhangelsky - they all together design “Ivanov”, each with his own, and jealously cover the drawstring with his palms - no matter how much the neighbor looks ... Competition, adnaka!

Strong. Impressive. Only this is not true.
The fact is that KOSOS, headed by A.N. Tupolev, really consisted of several brigades, being the main forge of aviation developments in the country. And each team was engaged in its development. For the described period, the team of Petlyakov brought the project ANT-42, aka TB-7; Arkhangelsky brigade - ANT-40, aka Sat; their tasks and worked out the rest of the brigade. The phrase “the team under the leadership of Tupolev” in practice means the following: Andrei Nikolayevich, having received TTT (tactical-technical requirements) for Ivanov by service mail, got acquainted with them - and passed along with his general considerations to one of the brigade leaders. Namely - P.O. Dry. And here I am forced to slow down and go into a long explanation.

Today, even far from aviation, a person at the mention of the name "Dry" or at least the abbreviation "Su" somehow, may indicate understanding. This is natural: KB them. Sukhoi is now one of the most reputable in the country and, perhaps, the most famous. Therefore, the idea that P.O. Sukhoi "from the beginning of time" was the largest value in the domestic aircraft industry seems natural and self-evident. Accordingly, all that came off his drawing board was, at the time of its creation, the most important task and the "tip of the main blow" of the Soviet aircraft industry.
That is, the authority of today's "Su" is automatically transferred to all "drying" in general. And this is fundamentally wrong. Aircraft designer P.O. Sukhoi did not suddenly appear to the world in glory and splendor. At the time of the development of "Ivanov" in the asset of Sukhoi was, frankly, a bit.

1. The aircraft ANT-25, aka RD, aka "Stalin route" - the same one on which Chkalov and Gromov with their polar flights of the USSR - the United States showed the world what Soviet aviation means. The main thing, of course, was Tupolev, but it was Sukhoi who led the project.
So what? The RD is an experimental, record-breaking aircraft that serves to provide breakthroughs in the high-tech area, but not a combat one, not a serial one.

2. Fighter I-4. It seems to be a drill machine, but again released in a small series, the faces of the Red Army Air Force did not in any way determine. The reason is simple: it was the first Soviet all-metal fighter, that is, in fact, again, an experimental aircraft. The mere fact that it was made according to the “parasol” scheme and had a corrugated duralumin paneling speaks volumes. Few machines produced were used for experimental purposes: the development of Kurchevsky dynamo-cannons; experiments on the program "plane-link" Vakhmistrov.

What is the result? It turns out that with the help of A.N.Tupolev, the “super-important Stalinist task” (yes, such a super-important one, that no more, no less depended on its fulfillment, the fate of Stalin himself and the entire USSR - I did not say that, it was Rezun who says so) in the hands of a little-known then still TsAGI employee. If we accept the statement of Rezun that "Ivanov" is the most important tool of the aggressive war planned by Stalin, it turns out that Comrade. Tupolev reacted to the Stalinist assignment without due reverence. Formally, one might say, treated.
The attempts of Rezun to protect the honor and dignity of N.N.Polikarpov look even more amusing:

“Look, among those present at the Stalin dacha is Nikolai Polikarpov. In the previous 1935, at the Milan air show, Polikarpovsky I-15bis was officially recognized as the best fighter in the world, and Polykarpov is already in the I-16 series and something in development. Polikarpov - the leader in the world race for the best fighter. Leave Polikarpov, do not disturb him, do not distract him: he knows how to do fighters, just do not knock him off the pace. There is a race and every hour, every minute is worth its weight in blood. But No. Take a break, Comrade Polikarpov. There is work in Much more than the creation of a fighter. Comrade Stalin is not interested in a fighter for a defensive war. "

We agree - this is impressive. Nikolai Nikolayevich is all in fighters, he cannot and does not want to think about anything else, but here you are! Two half-literate half-sober Chekists with the mandate of the People's Commissar N. I. Ezhova: leave everything, you bastard! Do "Ivanova"! Otherwise ...
Readers of the site have already seen this: in the same way, the evil semi-literate Chekists (already under Beria) urged A.N. Tupolev to build a four-engined diving bomber. On closer examination, the saga "On the vile Beria and the brave Tupolev" turned out to be a forgery. So, even more was told about the Ivanov competition at Rezun's fairy tales ...

Let's go back one quote: "under the leadership of Polikarpov - Mikoyan and Gurevich ..." That's right. At that time, N.N.Polikarpov headed the second most powerful aviation design association in the USSR - after TsAGI COSC, the Tupolev team - Special Design Bureau, OKB. And he also had several design teams under his command. And one of them was engaged in "Ivanov".
But Mikoyan and Gurevich were just working out the calculations for ... the fighter! How: "Comrade Stalin is not interested in a fighter for a defensive war." Apparently, it was precisely because of the scattered attitude of I.V. Stalin to the fighters that the Mikoyan-Gurevich brigade was later isolated into a separate design bureau with the task of bringing the I-200 high-altitude fighter to the series - the future MiG-1 / MiG-3.
But the I-200 fighter is by no means limited. Let's open the book of Shavrov, which Rezun advertises to us so much, and see what NNPolikarpov was doing at the end of 30's, i.e. then, when, according to Rezun, all Soviet designers at gunpoint Chekist revolver did nothing, that the race was making "Ivanov".

It turns out that at that very time the first in the USSR fighter with the Ispano-Suiza liquid cooling engine and the ShVAK-I-17 motor cannon was being developed and built at the Polikarpov Design Bureau. It will take a little time, and the fighters of this scheme will fill the sky of the Eastern Front - LaGG-3 and the "yaks" of all numbers ...
At this very time, the Design Bureau is developing a fighter with a star-shaped engine, a promising successor to the I-16 - the I-180 fighter.
At this very time, the OKB is working on a very promising family of twin-engine machines MPI (multi-seat cannon fighter) - VIT (high-altitude fighter of tanks) - SPB (high-speed diving bomber).

All this can be read both from Shavrov and in the fascinating book of a test pilot, a front-line soldier, P.M. Stefanovsky "300 Unknowns". And here's the thing: Rezun both of these books leads to the bibliography of his work, and even quotes a little from there. But so as not to hurt yourself. If you start reading Shavrov and Stefanovsky as a whole, rather than in strictly measured pieces, the picture changes to 180 degrees! Pyotr Mikhailovich was flying on Polikarpov's fighter jets just at the time when Polikarpov (according to Rezun) was categorically forbidden to do anything other than “Ivanov” ...
This is how evil Ezhov did not allow Polikarpov to build fighters!
We look further. KB Grigorovich, Kocherigin, Neman also took part in the competition under the motto “Ivanov”.

No offense to Dmitriy Pavlovich Grigorovich, be it said, in 30-s, he was clearly already in circulation. Strictly speaking, after the flying boats of the "M" series of the First World War, he did not create anything worthy. Fighter I-Z, which came out of the drawing room of its design bureau, turned out to be a machine more than mediocre and quietly went into oblivion. Alas, but D.P. Grigorovich is an obvious outsider on this list.
Rezun pushes the designers, allegedly involved in the work on “Ivanov”, also into Lavochkin and Grushin. On the grounds that they worked for Grigorovich. Let's look at them.

Grushin. Who knows at least one serial aircraft Grushin? Right, nobody. Because those do not exist in nature. There were some interesting projects, but "in the metal" nothing came true. And with a sigh of disappointment, we note: Grushin is also an outsider. And what to do? In the world of creativity without it you will not manage: someone is on a horse, and someone is not very.
S.A. Lavochkin. Tracing from the history of P.O. Sukhoi: there is a reverse transfer, only more wrongful and rude. At 1936, the young engineer Lavochkin was no more than a trainee. He has not designed a single aircraft yet. He will become "Lead Designer" only in four years, and the Chief - in five.

Kocherigin. Tracing paper with Grushin, almost one to one. Another outsider.
Professor Neman. To begin with, we note that the Neman Design Bureau is, let's say, semi-handicraft. It acted on a voluntary basis and consisted of teachers and students of the Kharkov Aviation Institute (KhAI). We agree, a very strange choice of the KB to work on "the most important tool of aggressive war." We will return to the Neman and his “Ivanov”, and now we will proceed to the actual competition, both in the description of Rezun and in real life.

Rezun word:
“Every Soviet designer, regardless of his competitors, chose the tighter scheme: low-carrying monoplane, one engine, radial, two-row, air-cooled. Each Soviet designer offered his own version of Ivanov, but each version is strikingly similar to its unfamiliar counterparts and to a distant Japanese brother in spirit and design. And this is not a miracle: just all designers were given the task: to create a tool for a certain type of work, for the very work that Japanese planes will be doing in a few years ebe Pearl Harbor. And time will work the same, then the tool to accomplish it every designer will create approximately the same. "

We open the boring book of Khazanov - Gordyukov, we look at the draft designs submitted by the "competitors" ... And we are surprised. It turns out that Polikarpov and Grigorovich proposed a "high plane" scheme! Grigorovich even managed to put the engine over the fuselage - on the pylon, like a flying boat. And that really is not going anywhere, every single designer chose the AM-34 V-shaped liquid cooling engine as the power plant. For a very simple reason: at that time it was the most powerful and promising Soviet aircraft engine. Our “intelligence officer, historian and analyst” has gotten through again! But the most interesting thing in the history of the super competition is the behavior of Ilyushin.

Formally participating in the competition, Sergey Vladimirovich did not even bother to present the projections of his “Ivanov”. Calling things by their proper names, Ilyushin simply “scored” for the contest! And it is completely natural! At that time, Il'yushin had already formed his own views on the appearance of the battlefield aircraft, and his unwillingness to be distracted by the development of the apparatus, in his opinion, is a deliberately outdated and unpromising scheme. It is interesting (in terms of compliance with the stories Rezun) and the behavior of "sadistic Chekists." According to Rezun, Soviet designers were obliged to tinker with the Ivanovs almost under pain of execution. But now Ilyushin contemptuously bit his teeth, and quite unambiguously makes it clear that he is “Ivanov” to a certain place. So what? And nothing. No "black crows" did not rush to him, no one had grabbed him by the tsugunder and did not carry a flag into Butyrka. Do not like "Ivanov"? Okay, try to do it your way. And we will see. Ilyushin did - and did not do anything, but “Schwartz Todt” - the legendary IL-2.

Pending draft designs competition and ended. Everything! None of the presented projects was recommended for study to the stage of working drawings. There is no doubt that the competition was not intended to immediately get a project that could be implemented in a real apparatus. He was evaluative in nature - what can today give a design thought on the topic "single-engine double reconnaissance bomber"? According to the results of the competition, the People's Commissariat of the defense industry, which then included the General Directorate of the Aviation Industry (SUAI), proposed to build a car in three versions: all-wood, composite (mixed design) and all-metal. The chief designer in the first embodiment was appointed prof. Neman, with the production base at the plant number XXUMX in Kharkov, on the second - N.N.Polikarpova (plant number XXUMX, Bitter / Nizhny Novgorod), and on the third - P.O. Sukhoi (factory of experimental designs - ZOK GUAP). The choice of Sukhoi for the post of Chief of "metal" is quite natural: he has just returned from a business trip abroad to the United States, during which he familiarized himself with advanced methods for designing and building all-metal aircraft. Moreover, as a member of the Soviet trade and procurement mission, Pavel Osipovich in the States bought something just on the subject of the Ivanov project - but more on that later. So let's comrade. Dry, inject, learn.

So the "icebreaking" myth about the super-important competition "Ivanov" burst. It turns out that it was quite an ordinary, working organization, in which not the masters directly participated. In the light of what we learned, Rezun's conspiracy lies somehow faded and shed.
But this is only the beginning! "Icebreaking tales" continue to gain power, color and juice. We look further.

Listen Rezun, so the result on the topic "Ivanov" was only and only BB-1 / Su-2. It is on him that he collapses with all the force of accusatory talent. But the fact is that the Neman aircraft was also built, put into service, produced with a relatively large series - 528 machines, more than half of the Su-2 issue - and was used on the Second World War fronts up to the end of 1943. It is about KhAI-5, he is P-10. The logical question is: why does Rezun pass him by deathly silence? It is very simple. Propagandists (British Einsatzkommando "Victor Suvoroff" - this is not historians, namely propagandists) need one vivid image, one and indivisible, in which, as in a drop of water, would concentrate all that is necessary (ordered) to expose or praise. This is the iron rule of PR technology. Below we still face it. Therefore, the P-10 "Suvorov" chose to remain silent, not to explain that the "winged jackals" were two (actually not even two, but even more) and, most importantly, do not lubricate the impression, DO NOT CRUSH THE EFFECT.

Polikarpov’s “Ivanov” was out of luck. In connection with the reorganizations of GUAP-NKAP, Polikarpov temporarily lost his production base and was unable to withstand the terms of working out a prototype of his car. At the same time, it was decided to produce the Sukhoi aircraft in order to reduce the cost of production in the series, not all-metal but composite, with a wooden fuselage. Fussing with the second such machine was considered inexpedient, and the topic was closed. By the way, Ivanov of Grigorovich was also being built. But because of the illness and death of Dmitry Pavlovich, his design bureau was disbanded and all work, of course, was closed.

Another piece of lies - in the description of the design features of the "winged jackal." It remains only to plant hands. He seems to be fundamentally not on friendly terms with reality, and Rezun’s cranberries bloom as soon as he undertakes to enlighten the reader about the design features of the Su-2 (then BB-1):
“And besides, during the work on the Ivanov project, someone invisible, but an imperious hand directed those who shied away from the general course. At first glance, top-level intervention in the work of designers is just a whim of the capricious gentleman. For example , some designers put two prototypes on prototypes: one - to protect the rear upper hemisphere, the other - the rear lower. Such corrected ones - we will manage with one point, there is no need to protect the rear lower hemisphere. Some covered the crew and the most important units with armored plates mi from all sides. They were corrected: to cover only from the bottom and from the sides. Pavel Sukhoi made his all-metal Ivanov in the first variant. All-metal voice said simpler, simpler. Let the wings remain metal and the body can be made of plywood. speed? Nothing. Let it fall. "

Here everything is not true.
1. The BB-1 middle bomber went into a series with two defensive rifle points: the upper turret of Mozharovsky - Venevidova MV-5 and the lower hatch installation of the LU. Where did the statement that someone's “domineering hand” removed LU? But from where. The Air Force Research Institute report on state tests of the 2 of the BB-1 prototype (product SZ-2) states that "the hatch installation gives aimed fire in a small sector of firing angles from -11 to -65 degrees, which ensures its use only for firing on to earthly targets, because the attacks of an air enemy are possible here in exceptional cases and the least effective. The presented hatch installation does not at all provide protection for the rear hemisphere in the sector of angles close to the axis of the aircraft, where the enemy’s long-term fire is most effective, tail of the aircraft on a horizontal flight or on turns. "

Thus, the hatch installation of the LU brand did not meet its purpose and, in fact, was an ordinary ballast. In September, the 1940 of the year (mass production of BB-1 was already in full swing) LU, yes, eliminated. But eliminated not fundamentally lower firing point, but simply its unsuccessful model. Instead, LU Mozharovsky and Venevidov developed the lower installation of the MB-2, which completely covered the rear lower hemisphere. But then the military was visited by a new insight. It was decided to remove the installation, and leave the hatch to make it easier for the navigator to leave the emergency vehicle. Yes, comrades of the military - for the best of intentions - cast a big fool; but where is the "invisible, menacing hand"? A common mistake, from those that people of all countries have committed, are and will be committed. Only the one who does nothing is not mistaken. Since the beginning of the war, the fallacy of this decision became apparent, and the factory brigades instantly restored the MB-2 with the help of parts taken from warehouses.

There is such a nuance. In the photographs of the appearance of the installation - that LU, that MB-2 - not see. In the stowed position, it retracts into the fuselage and closes flush with the doors of the hatch. But with the threat of fighter attacks, it is pushed into the stream, but there was usually no one to photograph the Su-2 with the machine gun extended a minute before the attack of the "Messerschmitt".
2. About armor. It is possible to shovel at least a ton of literature on WWII aviation, but there were only three planes that had armor from the sidelines: Soviet Il-2 and Il-10, and Germanic Hs.129. On all the others, armor from the sides was either absent altogether or hung in the form of separate small tiles designed to cover one or another important node: for example, a shell container. Or the pilot's left hand. In addition, planes of all belligerents began to overgrow with such tiles only from 1940, after the pilots had witnessed with their own eyes the killing effect of rapid-fire machine-guns and especially air cannons. For September, 1939 is the maximum that the planes of all the belligerent countries possessed - this is the pilot's armorings, and sometimes - the front armored platform and a couple of armor plates in aerial shooters. Not only that - many cars didn't have that either! So, for example, Spitfire, Hurricane, P-40 Tomahawk went into battle with absolutely naked.

The English pilot and aviation historian Michael Speke, in his book "The Aces of the Allies" (Minsk, Rusich, 2001), tells a puzzling case when the Hooker engineers refused to book the Harricane, having doubted the very possibility (!) Of this alteration . The commander of the RAF 1 Squadron, flying on Hurricanes, Squadron Leader Hallahen, had to adapt the Battlepluker’s armored vehicle in the cockpit of his fighter, to drive the car to the factory airfield of Hauker and show it there. Only after such a vivid demonstration did the engineers admit that they were wrong and rectify the situation.

If the lack of a reservation or its insufficiency is a sign of the aggressiveness of the state, then the British in this regard are the undisputed leaders. The German fighter pilots in the first battles with the British in one voice were surprised how easily their opponents ignite. No wonder - it took the Wilhelmshaven massacre and the Sedan massacre, so that the British began to equip their planes with gas tank protectors and a filling system with neutral gas. And vice versa: in the Luftwaffe, the systems of passive protection of aircraft were given before the war, perhaps the most attention. Using the logic of Rezun, we come to the conclusion: it was Britain that plotted a "treacherous attack on sleeping German airfields" and subsequent flights "in a clear sky"! And these are just the flowers of "wild British aggressiveness"! Below I undertake to submit "berries".

As for the Su-2, it did not differ in any way from its other peers, both Soviet and foreign. The pilot has an armored back, the navigator has nothing. Neither the bottom nor from the sides. This lack of Soviet production, as well as their foreign counterparts, had to be urgently addressed in the course of hostilities. But the protectors and the neutral gas system on the Su-2 were originally there, unlike the British.

3. Finally, plywood and speed. Here, strictly speaking, the relationship is completely absent. The famous British multi-purpose aircraft "Mosquito" was completely wooden, that along that across, but this did not prevent him from becoming the absolute champion in its class in speed, climb and ceiling of the flight. Not worsened from the transition to the composite structure and flight data of the BB-1 / Su-2:
but. All-metal BB-1 (SZ-2):
maximum speed at the ground - 360 km / h
the same, at the height limit 4700 m - 403 km / h
climb time 5000 m - 16,6 min
practical ceiling - 7440 m
b. Composite BB-1 (serial):
maximum speed at the ground - 375 km / h
the same, at the height limit 5200 m - 468 km / h
climb time 5000 m - 11,8 min
practical ceiling - 8800 m

Ay! Again, the comrades of MI-6 went through. The fact is that, firstly, the rich experience and high level of work with wood in Soviet factories ensured a very clean surface and a high weight culture of wooden structures. And secondly, simultaneously with the transition to the composite 820-strong engine M-62 (Russian Wright "Cyclone") was replaced by 950-strong M-87 (Russian Gnome-Ron "Mistral Major"). And with duralumin in our country at that time was not easy. And with the beginning of the war it only got worse. So the transfer of the BB-1 to the composite was fully justified, especially since it did not entail a decrease in flight performance.

This concludes the analysis of the chapter 6, simultaneously noting to myself that throughout all its 9 pages Rezun did not cite a single quotation or reference relating to the subject, in other words, not a single objective proof of his verbose reasoning. We turn to the chapter 11 - "Winged Genghis Khan." Maybe here the author (s) will be more informative?
Oh yeah! Whole 10 quotes, not counting the epigraph. And again, almost everything is not the topic. Rezun writes that Lieutenant-General Pushkin, Marshal of Aviation Pstygo, Major Lashin, Colonel Strelchenko - praise Su-2, its flight data and high survivability. So what of it? Where is evidence of the preparation for an aggressive war? If the plane is good - is it automatically falling into the category of "winged jackals"? But in both chapters, Rezun climbs out of his skin to prove that his mediocre characteristics are a sign of the indisputable aggressiveness of the Su-2! The comrade contradicts himself, but this does not seem to bother him at all. The main thing - more emotions!

Field Marshal A. Kesselring: "The terrible mental effects of the" Stalinist organs "is a highly unpleasant memory for any German soldier who was on the Eastern Front." And where is the aggressiveness of Stalin, his Air Force and the Su-2 itself? The German speaks about the power of Soviet rocket artillery, nothing more.
Colonel Sivkov: "By the end of December 1940, the formation of the 210 th near bomber regiment was completed ... the pilots arrived from the civilian navy." Horrible! Whole regiment! The country was prepared to attack peacefully sleeping enemy airfields, not otherwise! 2 light bomber regiments are getting ready for work on the Su-13. At the same time, the Decree of the SNK of the USSR "On the Red Army Air Force" No. 2265-977ss from November 5 1940, thirteen long-range bomber aviation divisions are deployed! And they were staffed to a large extent at the expense of selected personnel of the Civil Air Fleet and the elite of the elite - the Northern Sea Route Aviation. What names, what faces! Vodopyanov and Kamanin, Cherevichny, Akkuratov, Mazuruk!
Stop! Wait a minute! According to the logic of Rezun, light bombing aircraft is a tool of aggressive war, long-range bomber is a holy defensive tool. Backfill question: what's more - 13 regiments or 13 divisions? Division - roughly - this is three regiments; accepting Rezun’s logic, we have: Comrade Stalin prepared for a holy defensive war three times more vigorously than for an aggressive offensive. Strange it is some kind of aggressor. Non-Offensive ...

We go further. The 15.12.92 Red Star allegedly (Rezun himself does not quote the quote itself) writes that in 1942, the pilots "... threw stunners at Thousandsters to reinforce the infantry, with thousands of rifles in their hands." They say that they didn’t like pilots like pancakes, just for Su-2 (what does this mean ??), which were planned to set up 100 - 150 thousands, but ... they refused to release Su-2, but they didn’t sorry

Here we came close to a large and tasty topic - production plans for the production of Su-2. But first - about pilots, "dropouts." So, no one drove the pilots into the trenches. In the critical autumn of 1942, the cadets of several schools found themselves in the German offensive. These were the guys who passed 2-3-month training, maximum - the course of the initial flight training. As, for example, the future podshkinsky pupil, Hero of the Soviet Union Sukhov. But the pilots took care of, evacuated to the Caucasus, beyond the Volga, to the Urals. Examples - DGSS Skomorokhov, DGSS Evstigneev, but the same Kozhedub, in the end.

We look at the quotes further. L. Kuzmina "General Designer Pavel Sukhoi": "Stalin formulated the task like this: the plane must be very simple to manufacture so that you can make as many copies of it as there are people in our country with the last name Ivanov." Where did Madame Kuzmina get this phrase? And God knows her. Stalin sworn stenographers for fixing each word was not available. But after his death, suddenly a surprisingly large number of them were found, which attributed to him so much any nonsense, which he couldn’t say in principle, that now there is not and cannot be any trust in any supposedly glimpse of the “Stalinist” phrase that was not documented . Therefore, we leave the phrase about the "Ivanovs" on Madame Kuzmina’s conscience and look at the "simplicity" of the BB-1.

The simplicity of a device is expressed primarily in its cost. Rezun at every step annoyingly repeats: Su-2 was simple. Very simple! And cheap as an aluminum spoon! It could be done anywhere and by anyone, almost schoolchildren in labor classes. We are reading Khazanov-Gordyukov and are once again surprised: the single-engine composite bomber Su-2 produced by plant No. XXUMX cost 135 thousand rubles, and produced by plant No. XXUMX - 430 thousands. Wow "simpleton"! But the twin-engine, all-metal bomber SB plant number 207 cost only 700 thousand rubles, twin-engine composite BB-22 plant number XXUMX - 265 thousand rubles. And where is the ingenious simplicity? And phenomenal cheapness? It is clear that as production improves, it becomes cheaper, but even taking this factor into account, it is clear that there is no extraordinary simplicity and cheapness of speech. Again, Mr. Rezun.

In the same place: “the aircraft factories that are preparing to release the Su-2, the workers are supplied to the military registration and enlistment offices as a soldier to the front ...”
Strong! But this statement is not confirmed by absolutely nothing. Here is the practice of booking qualified defense industry workers from being drafted into the army - yes, that was it. But it concerned the whole “defense industry” and there were no special conditions for the production of the Su-2 and, in general, for the NKAP. And yet - such a nice detail: at the tripartite talks in Moscow in 1939 regarding the creation of the Anglo-French-Soviet anti-Hitler bloc, the head of the French delegation, General Dumenc, told the Soviet representative, Marshal Voroshilov, that every worker of the French defense industry has a mobilization card similar to the mobilized military units , and with the beginning of the war is obliged to arrive at the company specified in this card. Ie, following the "Suvorov" logic, France is a notorious, undoubted aggressor.

In fact, the casket, as usual, opens simply. Preparing for any war is the transfer of industry to a war footing. It doesn’t matter whether we are waiting for an attack or are prepared to attack ourselves - if we want to win, we must mobilize the industry.
Speculations in the chapter 11 is full. According to Rezun, it turns out that the Soviet Air Forces had plenty of bombs, rockets and ShKAS machine guns only because their production was focused on ensuring the release of the monstrous horde in 100000 - 150000 "Ivanovs" ...
Let's watch.

1. The ShKAS machine gun was developed by Spit and Komaritsky in 1932, the series went to 1934, when there was no mention of Su-2. They were armed with absolutely all Soviet aircraft: I-15, I-16, I-153, TB-3, DB-3, Sat, DI-6, P-5, P-5CCS, P-Zet, P-9, P -10 ... In 1940, the mass production of Lavochkin, Yakovlev and Mikoyan fighters took place, each of which was armed, among other things weapons, also two ShKAS, and Pe-2 bomber (four ShKAS). Consequently, TOZ was focused on the release of huge batches of the ShKAS machine gun. But with the beginning of the war, the lack of effectiveness of rifle-caliber machine guns as air-to-air weapons quickly emerged, and the “share” of the ShKAS in the aircraft weapons system began to plummet. By the middle of the war, it was almost everywhere replaced by a large-caliber UB. So there is nothing surprising in the fact that the capacity of TOZ was quite enough to meet the sharply reduced "demand" for ShKAS.

2. Missiles. First, chronology is lame in Rezun. In the reference book of V. Shunkov "Weapons of the Red Army" it is indicated that the PC-82 missile was adopted as early as 1935. Again - before even the design task was issued to the BB-1! And, secondly, the PC-82 was initially viewed as an air-to-air weapon and had a fragmentation warhead with a remote-action fuse, which was unsuitable for firing at ground targets, which was revealed in 1939 on Khalkhin Gol.
And finally, the most important thing. Launch beams and tubes (RO-82 - rocket cannon, cal. 82 mm) were envisaged as the standard armament of all Soviet fighters, attack aircraft, and even the SB bomber. This explains the "missile abundance" in the Red Army Air Force. Moreover, the "yaks" and the Security Council almost never used missiles.

But for the Su-2 installation of missiles was not provided! That's it for him - it was not provided, and the point! For the first time, one car as an experiment was equipped with 10 beams for the PC-132 only in September 1941, three months after the start of the war. And only from mid-October began the release of the Su-2 with attachment points for launch beams, and only every fourth staffed with regular beams. Comrade Rezun, you are again lying.

3. About bombs - the same story. The use of aerial bombs was envisaged for all Soviet aircraft, starting with the smallest and oldest - I-15. By the middle of the 30-ies, the assortment of Soviet bombs was, on the whole, worked out, the release was adjusted, thousands of bombs went to Spain and tens of thousands went to China ... And here is Su-2? This mystery is deep and unknowable.
And Rezun continues to compose tales with inspiration.

There are enough indications that the Soviet industry was in full readiness for the mass production of "Ivanov." For example, in a defensive war, fighters were primarily needed. Aircraft designer S.A. Lavochkin to modernize the LaGG-Z fighter urgently needs a powerful, reliable engine, and in large quantities. No problem, the industry is ready to produce in any quantities the M-82 engine, which was intended for Su-2. The industry is not only ready to produce them, but also has thousands of these engines in stock - take them and put them on the plane. Lavochkin set, and the fighter La-5, glorified and beloved by pilots, turned out.

And again, the christianity and factology, as is the case with the RS, provide a lively Bristol analyst and historian. The first copy of "Ivanov" from Sukhoi flew 25 August 1937, with the engine M-62; in the production process on the Su-2 put then M-87, then M-87B, then M-88 ...
... And at this time Anatoly Shvetsov was just developing, testing and driving the M-82 engine (later - ASH-82). When success was designated in the development, the newest twin-engined bomber "103", also known as Tu-2, was identified as the priority "buyer" for it. M-82 "rose to its feet", or, if you like, "to the pistons" not immediately: the required level of reliability and at the same time a certain reserve of finished products, plant No. 33 was able to achieve only in the fall of 1941.

And then there was a paradoxical, very rare situation. For objective reasons, the launch of the Tu-2, which had begun, was temporarily suspended; as a result, there are motors, but there are no planes for them (usually the other way around). By the same moment, it became clear that the only real opportunity to sharply raise the Su-2 performance characteristics is to increase the power of the power plant. Sukhoi tried to adapt the "ownerless" engine to his plane - it turned out well. However ... By 1942, the optimal battlefield aircraft was already determined with the utmost clarity; it was, of course, IL-2. 19 in November 1941, the Su-2 issue was discontinued by the Decree of the State Defense Committee of the USSR, and the manufacturing plant No. 135 was disbanded in order to strengthen the plants No. 30 and 381 with people and equipment.
So that in the fate of the motor M-82 "Ivanov", again, did not play any significant role. Again Mr Rezun casts a shadow on the fence. Well, at least a piece of truth - for a change. There is nothing.

Aircraft production is not punching clay whistles or wooden spoons with Khokhloma roosters. It is unthinkable without clear planning, repeatedly reflected in hundreds of documents. What are these strange numbers pushing Bristol Einsatzkommando into our hands? 100 000 - 150 000 Aircraft! No, not even that. In capital letters, like this: hundred and fifty thousand! Horror!

Let's start with Rezun’s significant message that “in August 1938" Ivanov "Sukhoi under the brand BB-1 (the first bomber) was launched into a series of two factories at once."
As Goebbels said, you need to lie on a grand scale. Rezun with the Reich Minister of Propaganda of the Third Reich fully agrees. Therefore, it breaks uncontrollably.
In fact, the T-bills resolution on the launch of the BB-1 into a series at two plants did not come out in August of the 1938, but in March of the 1939. Is there a difference or not? But that's not all. The ruling on the launch of the series and the beginning of mass production - things are noticeably different.
"Then it [the Su-2 - auth.] Began to produce on the third: a giant fourth plant was built, and, in addition, the plants that produced other types of aircraft, were ready on the order to switch to the production of" Ivanov ".

This is nothing more than an attempt to make "terrible eyes", telling the child about Buku, Koshchei and Baba Yaga. We look at those plants:

1. Plant №135, Kharkov (head). Before the transition to the Su-2, 135 was building solid wood P-10, and he had no equipment or working experience with metal. This is an aircraft factory, but it is a second-rate factory.

2. Plant "Sarcombayn", Saratov. The name speaks for itself. This is an agricultural machinery plant, on the threshold of the war, transferred to the NKAP (later - Plant No. XXUMX).
Then, the People's Commissariat "retailed the cards" - they transferred the "Sarcombine" to the release of the Yak-1 fighters, which are really simple to obscenity, with which yesterday's specialists in winners and threshers coped. Instead, dry identified ...

3. Plant No.207, Dolgoprudny. This is also not an aircraft factory. He was called "Dirigible" and built, respectively, airships. These, of course, are not mowers, but also far from airplanes. And finally

4. Plant No.31, Taganrog. This is, yes, an aircraft factory, but, firstly, again, it is far from leading, and secondly, it is traditionally a “marine” factory. He worked for the Navy and simultaneously produced the MBR-2, MDR-6, GTS and KOR-1, not counting the spare parts for the P-5SS and R-Zet. And here on him - not in return, but in addition - they load the BB-1 / Su-2. It was why the director did not climb the wall ...

Interestingly, why did the people's commissar Shakhurin not put the fulfillment of the “main Stalinist order of all times” on one (or two, or all four) of the leading Soviet aircraft factories 4 - №№1, 18, 21 and 22? In 1940, they gave 78% of all NCAP products. Any of them could provide alone the solution of production problems for the Su-2. If we accept the point of view of Rezun on the archivability of the Su-2 program, the attitude of the NCAP leadership towards its implementation looks at least strange, if not to say harmful. And if you still remember the "general democratic" point of view about the a priori Stalinist bloodthirstiness, then the heads of the directors and officials of the NKAP were supposed to fly just rain, and the head of Shahurin - the very first. But this is not observed. Some, yes, removed. And some people sat down. But not Shahurin! And at 135, and at 207, and at 31, mills, too, did not twist anyone's hands and did not drag them into jail.

Moreover, it is very curious, but what is this "giant fourth plant" that was "built"? I know only two of them: in Kazan and in Komsomolsk-on-Amur. The first was intended first under TB-7, then - under PS-84 and Pe-2. the second is under DB-3 / IL-4. Su-2 never appeared in their production plans. Again, we Rezun "humpback sculpts"?

But really, what were the production plans for the Su-2? In 1939, the Sukhoi aircraft were not built one; in 1940, by order of NCAP No. 56 from 15.02.40, it was prescribed to issue 135 machines for the first half of the year; in the middle of the year, there was a revision of the aircraft-building program based on the experience of fighting on the Western Front — and the 31 plant was taken from Sukhoi and reoriented it to LaGG-3. As a result, the total release of Su-2 for 1940 was 125 machines. 9 December 1940 at a joint meeting of the Central Committee of the CPSU (b) and SNK adopted a program for the release of combat aircraft at 1941 g, providing for the release of 6070 bombers, of which only 1150 is Su-2. M-yes. Not a lot: 18,9% - even up to one out of five falls short ... But this is 1941 a year! "Comrade Stalin was ready to attack" ... In fact, they released 728; Well, yes it does not matter. It is important that there are no “hundreds of thousands” and even “tens of thousands” of Su-2 in the plans of the government and it does not smell.

We see that there was no “super-priority” or “archival” production program for the Su-2. He was one of many, no more and no less. This is how it should be: balanced air forces have a wide variety of aircraft, some need more, others less, but this does not mean that some are more important than others.
And it also happens that with time the conditions of warfare and some concepts that are operational yesterday are changing, they are being released today. That is, in general, what happened with the Su-2.

2. Su-xnumx: how? What for? Why?

To understand how and why this or that construction came into being, it is very useful to trace its genesis. Understand, so to speak, and what was "before"? In this case, find out if the Su-2 in the Soviet Air Force had a predecessor that was ideologically and conceptually close to it?

Of course, was! It is not necessary to look for him. This is the P-5 / P-5SSS / P-Z family. They were assigned exactly the same functions that were redirected by Su-2, just technically these requirements were implemented at the level of the previous generation of aviation: a biplane box, a composite with a predominance of wood and percals, a non-retractable landing gear, an open (on the P-ZA - half-closed) cabin , from 3 to 6 ShKAS, bombs up to 500 kg, crew - 2 person. We learn? Of course. There were a lot of them - 4914 P-5, 620 P-5CCX and 1031 P-Zet. But! The first flight of the P-5 took place already in 1928. It turns out that there was even when the treacherous Stalin plotted a blitzkrieg against a peacefully sleeping Germany! Here is a villain!

But the fact is that at that time Germany didn’t have any aviation at all, not even a noticeable civilian one, and there was still no leader Comrade Stalin, but there was a secretarial Koba, who, surprisingly to everyone, had thrown off the sworn enemy Russian people, maniac ogre Trotsky. And Comrade Stalin was still to come a very long way to the levers of state power. But he still didn’t have the party in the necessary measure ...

In Spain, P-5 and R-Zet, acting as light attack bombers, often delivered crushing blows to Francoists. But by the end of the campaign it became clear that the century of these machines was over.
It was to replace these machines and was intended "Ivanov" - BB-1 - SU-2. That's all!
And we will try to look even deeper into the fog of the past. And "to R-5"? The whole string: P-4, P-3, P-1 are all the same. In turn, the P-1 is a Soviet replica from the English De Havilland DH.9, the famous aircraft of the end of the First World War, percussion, reconnaissance, spotter and even, if necessary, a heavy fighter. After the war, he for a long time became a role model in many countries of the world, not only in the USSR.
First, how deeply has the contagious idea of ​​a winged jackal penetrated deep into the times! But that's not all.

The ancestor of this class is again the British aircraft, the reconnaissance bomber AVROE504K, a single-engine double biplane of the classical scheme with a pulling propeller. All other schemes - the gondola, with the pushing screw, etc. - with time were cut off and eliminated as unviable, and 504K, having entered the 1 August war, 1914 g, lived long after its completion.
What is the result? What else in the 1913 year (the year of 504K creation) the British planned an aggressive war, planning insidiously, meanly, treacherously to fall on one fine Sunday morning on sleeping airfields, realizing the idea-fix of the Imperial General Staff in practice: the concept of blitzkrieg in “clear skies” ...

Rave? Yep Only this is not my nonsense, because the logic is not mine. This is the logic of the Bristol magician, the creator of the "virtual past", which, characteristically, each time enters an irresistible contradiction with the facts.
Airplanes, almost identical to 504K, bred in all warring and non-warring countries, like cockroaches. British RAF Be.2 and De Havilland, French Potez and Breguet, German Albatross and Halberstadt of different brands - they all look alike, like twins, both in appearance and in their flight data. All of them - classic, single-engine, double reconnaissance bomber. What is that supposed to mean? In the midst of the world meat grinder, the British, French, Germans, Austrians are planning treacherous attacks "on sleeping airfields" ??? I wonder by whom? Maybe Paraguayan?
Of course no. Just at that moment, at that technical and tactical level, this concept best met the requirements for reconnaissance-strike aircraft. There was nothing better yet.
There is another very important nuance that has led to a long-term commitment of the military to the single-engine reconnaissance bomber scheme. We are talking about his combat stability, defense.

At the technical level of the WWI, the flight data of the reconnaissance bomber and the single-seat fighter did not differ in principle. The reason for this was the difference in the power plant. The slender design of the fighter for a long time did not allow to place on it a powerful engine, which was at that time only an in-line liquid cooling engine. Star-shaped rotary air-cooled engines, which had a smaller mass, had less power, as well as a number of other shortcomings. For example, these motors are not regulated ... turns. The engine either operated at full throttle or was idling. No more, no less. It was these engines and equipped the vast majority of fighters.
As a result, the double reconnaissance bombers, despite the large mass and geometrical dimensions compared to the fighters, thanks to a more powerful powerplant, were not as inferior to the fighters in flight data as to be a seated duck in combat. All of them had one or two machine guns for firing ahead "fighter-style" and, of course, the tail turret. So in a maneuverable battle, a reconnaissance bomber could even stand up for himself. This moment must be remembered ...
... And now let's go back up the time scale, but already - by the foreign air force.

And we see what was expected: in the interwar period, all aircraft powers built similar machines in the hundreds and thousands. It is clear that aerodynamics and aviation technology did not stand still, and the appearance of the reconnaissance bomber gradually changed. Pine slats gave way to steel pipes and profiles, the percale was gradually replaced by veneer, the veneer was replaced by metal panels, the biplane turned first into a strung monoplane parasol, then into a free-standing low plane, but in conceptual terms nothing changed at all.
So, according to Rezun, Hitler has a single-engine bomber Junkers Ju.87, therefore, Germany is the undisputed aggressor. The Divine Hirohito has a single-engine Nakdazim B5N Kate bomber, hence Japan is the undisputed aggressor. Accordingly, since Stalin has a single-engine bomber Su-2, then ..?
For the sake of justice, it should be noted that the experienced aggressor Mussolini has the same bomber. This is Breda Wah. 64 - yes, a copy of the Su-2. Well, everything is logical: Italy is a solid aggression. Do not feed with bread - give suddenly, on sleeping airfields ... However, for some reason, the Italians have never done this crown number ...

But here we have a peaceful, long-suffering Poland, the main victim of the war. In our time, it has become commonplace to portray Pansky Poland in the form of a sort of innocently suffering victim torn by the claws of the bloodthirsty predators of Hitler and Stalin. Writing about Poland differently, as with a compassionate sob, is considered "politically incorrect." And, meanwhile, in 1938, yasno-noble pans took an active part in the seizure of Czechoslovakia. No need to blame everything on poor Hitler: Czechoslovakia was shared by Hitler, Horthy, and - the proud gentleman Rydz-Smigly, at that time - the Polish dictator, no better than Adolf. Not weak piece cut off.

But this is by the way. And in the case we have the following: for September 1939, the basis of the Polish army aviation was light PZL P-23 Karas light single-engine bombers. This is Su-2's sibling, only eldest. He has not yet removed the "sandals" and the cabin - half-closed. The rest is one to one. Characteristics, of course, worse - for age. Released by a decent, by Polish standards, series - 350 copies. It would be desirable for someone or not, but we will have to, thinking in "Suvorov" categories, to record Poland as hardened aggressors. Now everything is clear - Hitler barely managed to preempt the irresistible throw of the gentry on Berlin!

We look at the peaceful patriarchal Britain. The basis of the Royal Air Force front-line bomber aviation by the autumn of 1939 was the Fairy Light Battle single-engine bomber. This is generally an identical twin Su-2, cantilever nizkoplan with a closed cabin and retractable landing gear, only worse. Here are his brief TTH:
Empty weight - 3015 kg,
maximum take-off - 4895 kg,
Maximum speed at the height of 3960 m - 388 km / h,
Climbing time 1525 m - 4,1 min,
Practical ceiling - 7165 m,
Armament: 1 7,71-mm machine gun - forward, 1 7,71-mm machine gun - up and back,
Bomb load - up to 454 kg.
Maximum speed - 388km / h.
According to Suvorov's logic, the worse a plane is, the more aggressive it is; It means that “Battle” is noticeably more aggressive than Su-2. I wonder how many have set them up? Lot! 1818 only combat, not counting the training and training .. But this is not all. In addition to the class on the eve of the war belonged to the British Vikkers "Wellesley" (released 176 copies) and Westland "Leisender" (1550 copies). Compare with 893 Su-2. Add 528 P-10 here. Hmmm, and the king of theirs, along with Sir Neville Chamberlain, is 2,5 times more aggressive than Stalin! In fact, Wellesley with a Leisender is also not everything, but about the rest of the British “relatives” Su-2 - a little lower. So far these are enough.
But maybe in a beautiful peaceful France, the situation is different? by no means. On the one hand, even May 1940 in the Armee d'la Air still contained many older devices of the previous generation — Breguet Br.27, 113 / 115 / 117 Mureaux, Xnumx Pote, 25 Pote, biplanes and parasols with non-retractable chassis. On the other hand, the base planes for interaction with ground forces were the Poet 29 machines (63.11 units released) and Breguet 925 machines (69 units). These are twin-engined airplanes, but this is where their difference from the Su-382 and the rest of the light bomber brethren ends. Here, for an example, TTX of the most mass car - Pote 2:
empty mass - 3135 kg,
maximum take-off - 4530 kg,
maximum speed - 421 km / h
climb time 3000 m - 6 min
practical ceiling - 8500 m
armament - 1 - 4 7,5-mm machine gun - motionless forward, one 7,5-mm machine gun - up and back, one more - down and back;
bomb load - up to 300 kg.

Well, and how is it different from Su-2? Yes, nothing. Moreover, it is noticeably worse. The low design level of the then French aircraft industry did not allow for the realization of any of the advantages of the twin-engine scheme. Thus, it can be considered indisputably proven that by the fall of 1939, sweet, extremely democratic France had prepared someone to ruthlessly aggravate. No joke - 1207 newest "winged jackals", not counting the junk! It was precisely by revealing these intentions of France that Hitler was forced to deliver a preemptive strike. We emphasize - inflicted, suffering soul! Reluctantly heart! Through "I can not"! He simply had no other choice ...

And what is there, over the ocean, in the country of popcorn and Charlie Chaplin? This, it seems, does not attack anyone. Canada and so in the mouth looks, for nothing that the British dominion, about Mexico and talking indecent.
However, white-toothed smiling Yankees forge a dagger at a tremendous pace for the perfidious and sudden blow to sleeping airfields ... true, for this they will first have to cross somewhere overseas, but that does not bother them. Forge so that there brutally aggressive Albion and lone handicrafts

Curtiss Wright CW-22 - 441 ind;
Northrop A-17 - 436 ind;
Voute SB-2U "Vindikaytor" - 258 copies;
Valti A-35 "Vengeance" - 1528 copies;
Douglas A-24 Banshee - 989 ind.

The total release of just the models listed is almost 3600 machines! In short, Stalin is resting. But the fact that the prototype for the BB-1 was served by ... the American light bomber Valty V-11 looks like a comic against the background of angry revelations of Rezun. They even bought a license for it, but, having thought it over and weighed it, they decided to build their own, and they used the documentation, equipment and material samples to master the advanced plasma-shabolnnogo method of building aircraft.

Another comic stroke. The first aircraft known today aviation company SAAB, released for the Air Force neutral Sweden, was none other than the licensed American Northrop A-17. For the peaceful Swedish Air Force released 107 copies. Not otherwise, svei aimed at 40-m pounce on Norway. Thank God, Hitler has prevented. But we would have to add to the lists of notorious aggressors and Sweden ...
So, the "progressive" and "peace-loving" countries massively stamped "winged jackals." This nonsense makes us go back a little and take a closer look at the seemingly incontestable and unambiguous "jackals" - on Ju.87 and B5N "Kate". Maybe there is not so simple?

Of course! Just Rezun and then shamelessly deceives us. His job is such that you can do it.
First of all, the comparison of the Su-2 with the Ju.87 is completely incorrect. "Junkers" - a diving bomb, and it is structurally and tactically different from the Su-2. That is why he survived the Su-2 on the fronts: the Germans massively used the Ju.87 until the end of 1943, and occasionally - until the end of the war, despite the heavy losses of the “laptop repairmen”. The effect was painfully good if they broke through to the goal. Well, FW.190F / G didn’t quickly replace him ...
And with B5N, Kate is a forgery on a forgery. Rezun enthusiastically paints in colors the Japanese raid on Pearl Harbor, awarding Kate with new and new creepy epithets. The calculation is clear: this is a work on the analogy. Pearl Harbor is a stamp, a symbol of deceit and treachery; tightly fasten Keith to it, Keith to Su-2, and push the reader to the conclusion that Su-2 was supposed to create its own Pearl Harbor! But Hitler hit first. The world was saved from the Stalinist tyranny ... Eternal memory to comrade Hitler!

Why not erect a monument to Adolf Hitler in every European capital?
Comparing the Su-2 and the Keith is completely unnatural for the simple reason that the Kate is a deck-mounted torpedo bomber, i.e. aircraft carrier. He had a partner, dive bomber Aichi D3A "Val", even outwardly very similar to "Junkers". Following the golden rule of "single measure", we look at the aircraft carriers of the peace-loving tears of the American Navy. And we see exactly the same duet on their decks: Douglas TBD Devastator torpedo bomber and Douglas SBD Downless diving bomber.
The analogy is complete. Moreover, "Devastate" even worse than "Keith". According to the mysterious logic of Rezun, the worse a plane is - the more aggressive it is. Ergo, the Yankees at the end of 1941 were more aggressive than the Japanese!

By the way, another little-known fact fits in perfectly well with this scheme. The creators of the classic dive bombers are not the Germans, as is commonly believed, but the Americans. The first full-fledged dive bomber is the Curtiss F8C-4. In 1931, General Udet, while on a visit to the United States, was completely fascinated by one of the airshows with diving bombardment made by curtiss, and on his return to Germany, he obtained the purchase of two such aircraft to study and develop his own dive-bomber. This is where the legs grow from Ju.87.
Wherever you throw, everywhere wedge. Guided by the criteria of Rezun, even burst, but we have to admit that the United States was the darkest aggressor in 30.

Just in case, let’s look at the third carrier power, the UK. But there too - the same picture, only everything is very neglected. There is the same shock duet: the Fairy torpedo bomber "Suordfish" and the Blackburn diving bomber "Scois". "Suordfish" is an anachronism of 20-ies - a biplane with a non-retractable landing gear and an open cockpit. But the “Skua” is a copy of “Val” and “Downless”, at least constructively. Comrade British king clearly plotted some of his Pearl Harbor!

But miracles do not end there. The war goes on as usual, the battles seethe more fiercely. There can be no talk of any "perfidious attacks" without declaring a war "on sleeping airfields" - everyone has already fought out, right up to Brazil. Meanwhile, the British, US and Japanese deck aircraft are getting new planes into the 1940-44: Fairy Falmer, Fairy Firefly, Fairy Barracuda, Grumman TBF Avenger, Curtiss SB2C Helldiver, Yokosuka DXXX Susi, Nakajima B4N Tenzan, Aichi B6A Ryusei.

And this is again single-engine two-three-seater monoplanes, combining the functions of scouts, torpedo bombers, bombers, with ordinary (against the background of modern fighters) flight data. It was just that by the middle of the war aircraft engines had noticeably increased in power, and the LTH of aircraft equipped with them also increased accordingly. What kind of "sleeping airfields" were going to attack the British, Americans and Japanese in the middle of the war in the Pacific? Not otherwise, Chilean.

Along the way, we disavow another fable of Rezun. The B5N torpedo bomber "Kate" did not go anywhere after Pearl Harbor. Together with his partner "Val" he fought for a long time and successfully. Indian Ocean raids, battles in the Coral Sea, near Santa Cruz, during Midway, the protracted campaign on Guadalcanal and New Guinea — all of them adorn his track record. Yes, by 1943, he clearly did not meet the requirements of the war. But this is not the personal crash of the “Keith” - this is the complete and comprehensive collapse of the Japanese armed forces. Why should Kate be the best?

Of course, all this is nonsense. The mediocrity of marine percussion machines - forced. The deck deck 30-x - 40-s was simply not physically able to be any other. The dimensions of the ship's hangars and flight decks imposed severe restrictions on its weight and dimensions. The designer would be happy to give the sailors a high-speed, well-armed and armored aircraft, but the power of a single motor is not enough for this. Land designers logically and simply switched to the two-engine scheme, and the sea could not afford it: the hangars of aircraft carriers of twin-engined would have included too little that did not suit the military: they have their own tactical calculations. We had to do the sea designers, and the sea pilots - to take what we get. It turned out that a single-engine aircraft carrying two or three pilots, 450 - 900 kg of bombs, 3 - 5 machine guns, aircraft landing gear, wing folding mechanism, enhanced landing gear for hard landings typical of deck aircraft, radio navigation devices (without them you don’t fly a lot over the sea), a lifeboat is willy-nilly weighted, which means that LTH is unlikely to shine. And this situation has changed only with the transition to jet thrust.

Interestingly, the Japanese army aircraft had - and in the set! - its light reconnaissance bomber, Su-2 analogues: Mitsubishi Ki-30, Kawasaki Ki-32, Tachikawa Ki-36, Mitsubishi Ki-51, Tachikawa Ki-55. I wonder why Rezun did not insert them into the line? A very simple. Japanese army "winged jackals" fought on the "forgotten wars" - in China, in Malaya, in Burma. Who today remembers the bloody long-term campaign in China? Who remembers the fighting on the Irrawaddy River and the Arakan Range? Yes, no one. There is no bright propaganda image, like Pearl Harbor, understandable to both the professor and the mechanic. There is nothing to tie the army "shakalov", to sneak in! And since there is no, there is nothing to strain.

I repeat: the trilogy "Icebreaker" - "Day M" - "Last Republic" is a classic of PR technologies. Tutorial if you want.
But now is the time to return to V. B. Shavrov’s phrase quoted by Rezun that "... Although everything possible was taken from Su-2 and its authors have nothing to reproach, the plane met the real requirements only before the war." Again, we compare the fate of the Su-2 and its foreign counterparts.
In September, 1939 Germany was mean and treacherously attacked Poland. True, it was not possible to catch Polish airplanes at the airfields, but it does not matter: the Messerschmitts successfully shot the crucians in the air like seated ducks.
In May, 1940, Germany was not mean and not treacherous (Britain and France themselves declared war on her), but simply competently attacked in the West. A major air battle broke out over Sedan and the crossings of the Meuse, during which the Messerschmitts smashed the British squadrons armed with the Battles to pieces. After this battle, “Battle” forever left the first line. The surviving vehicles were handed over to the RAF Training Command.

The same fate befell the French light bombers, who tried to delay the advance of the German mechanized columns by air strikes. The Messerschmitts did whatever they wanted with them.
In September of the same year, the famous Battle of Britain began. And then the British fighters with interest returned to the Germans a favor for Meuse and Sedan: the beating of Ju.87 took such proportions that Goering issued an order prohibiting their use over England - even if accompanied by fighters, even without.
But in the Far East and Pacific theater, the situation was different. There, light bombers were actively used by the Allies from the first to the last day of the war. First, because the size of the field sites, the titanic work won back from the jungle and rocks, was not always allowed to land on them "real" bomber like the B-25 "Mitchell", and secondly, because the Japanese Air Force never close to the allies did not provide the resistance that provided the Luftwaffe in Europe and Africa. By the end of 1942, allied air supremacy had become undeniable. Fly even on a broomstick. They flew - on "Wengens", "Banshees", "Boomerangs" and even "Harvard".

The collapse of the Su-2, Battlela, Pote 63, Karas is the collapse of an outdated concept, which turned out to be unacceptable to her. Recall that in the conditions of the WWI, when the gap in flight data between the light bomber and the fighter was relatively small, the bomber could well stand up for himself. But since then, conditions have changed. The single fighter of the late thirties was already so superior to the light bomber that the latter simply had no chance on the battlefield. Therefore, the sunset of his concept was a foregone conclusion. And nothing to do with someone's aggressiveness or peacefulness, real or imaginary. The military of all countries held on to the proven practice of the PMA and, it would seem, the reliable concept of a light multipurpose single-engine aircraft until the collision with reality scattered it like a house of cards. Regardless of whose identification marks carried one or another "winged jackal."

We must pay tribute to the gentleman from Bristol. He showed remarkable inventiveness and enviable mastery of verbal balancing act, making up the honest flying soldier Su-2 under the perfidious thug, an amateur to attack sleeping people on Sunday mornings. Well, well - he has such a new and exciting job now. For this he receives money. But if we want to competently build our future, if we want to preserve self-esteem, we must properly understand our past. Including - to deal with the "sensational" discoveries, exposures of all kinds of "Suvorov", Bunich and falcons. But at the same time, everyone is everyone, without exception! - Once it turns out that all the “revelations-revelations” are simply an impassable heap of lies.
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