Alexey Andreevich Tupolev. Andrey Nikolaevich Tupolev

Andrey Nikolaevich Tupolev(October 29 (November 10), 1888, village of Pustomazovo, Kimry district, Tver region, - December 23, 1972, Moscow) - Russian and Soviet aircraft designer, academician of the USSR Academy of Sciences. Colonel General Engineer (1968). Hero of Labor (1926). Three times Hero of Socialist Labor (1945, 1957, 1972).

Under the leadership of Tupolev, over 100 types of aircraft were designed, 70 of which were built in series. His planes set 78 world records and performed about 30 outstanding flights.

Tupolev trained a galaxy of prominent aviation designers and scientists who headed aircraft design bureaus. Among them are V. M. Petlyakov, P. O. Sukhoi, V. M. Myasishchev, A. I. Putilov, V. A. Chizhevsky, A. A. Arkhangelsky, M. L. Mil, A. P. Golubkov , I. F. Nezval, A. A. Tupolev, S. A. Lavochkin

Childhood

Born on October 29 (November 10), 1888, in the village of Pustomazovo (now Kimry district) of the Tver province, in the family of a provincial notary.

Of course, you can make candy out of shit. But it will be shit candy.

Tupolev Andrey Nikolaevich

Higher education

Even while studying at the gymnasium, he showed great interest in exact sciences and technology. In 1908 he entered the Imperial Moscow Technical School (later MVTU). At school I became seriously interested in aerodynamics. Since 1909 - member of the aeronautical circle. He participated in the construction of a glider, on which he made his first flight (1910). In 1911, successful studies and active scientific activity interrupted when, for participating in unrest and distributing illegal literature, he was arrested and administratively expelled from Moscow to his homeland under the secret supervision of the police. Only on the eve of the First World War did he manage to return to school, from which he graduated with honors in 1918.

Professional activity

In 1916-1918, Tupolev participated in the work of the first aviation settlement bureau in Russia; designed the first wind tunnels at the school. Together with N. E. Zhukovsky, he was the organizer and one of the leaders of TsAGI, where the vocation of the young engineer was finally determined. In 1918-1936 he was a member of the board and deputy head of the institute for experimental all-metal aircraft construction. He experimentally proved that chain mail aluminum (originally named after the Kolchuginsky plant in Vladimir region, on which duralumin began to be made for the first time in Soviet Russia) is for aircraft construction a worthy replacement for fragile wood, on the one hand, and heavy iron, on the other

On October 21, 1937, A. N. Tupolev was arrested on charges of sabotage and belonging to a counter-revolutionary organization. Along with him, many leading specialists from TsAGI and the Design Bureau, directors of most aircraft factories, were arrested. On May 28, 1940, he was sentenced by the USSR Higher Military Command to 15 years in labor camp. He was accused of creating a sabotage organization that transferred aircraft drawings to foreign intelligence. The verdict was absolutely absurd. According to the testimony of Air Chief Marshal A.E. Golovanov, in a conversation with him, Stalin said that he did not believe that Tupolev was guilty. The compromising facts considered by the investigation had nothing to do with the content of the verdict. (the case was led by Gabitov, an employee of the 2nd investigative department of the NKVD). Exactly, January 5, 1936. By order of the NKOP, Tupolev (on the recommendation of the People's Commissar of the NKTP Ordzhonikidze) is appointed first deputy and chief engineer of the NKOP Main Directorate. In the same year, a delegation of aviation industry workers was sent to the United States to purchase equipment and licenses. Tupolev (PSU) and Kharlamov (TsAGI) were appointed heads of the delegation.

The trip to the USA was Tupolev’s second. The first time he visited Germany and the USA was in 1930, when he was the head of the AGOS on the issue of airship construction. This time the delegation’s route passed through France, where they inspected the products of the French aviation industry. Knowledge French helped Tupolev find common ground in the area of purchasing aircraft engines. While in the USA, Tupolev violated the accepted rule of placing orders through the consulting and trading company AMTORG. This company was created by the Soviet government in the early 20s with the aim of placing orders at the Ford, Christie and Curtiss factories. Tupolev, having met with the American designer A. N. Seversky (Prokofiev-Seversky emigrated to the USA in 1917), placed orders at his own discretion (Prokofiev’s influence). Between Tupolev and the head of the OsTekhBuro brigade commander P.I. Grokhovsky (was part of the delegation, self-taught, when he formed 3rd grade primary school was able to make 63 inventions in the field of aviation, artillery and armored vehicles, knew two foreign languages, was arrested in 1937 in the Tukhachevsky case, died in 1946 while in OTB-172) a scandal arose that was difficult to extinguish. In addition, Tupolev was on a business trip with his wife Yulia Nikolaevna, who had nothing to do with aviation. As a result of the trip, licenses were purchased for the production of aircraft Valti V-IA, Consolidated PBY-1 (built in the USSR in limited numbers, they were very difficult to manufacture) and a Seversky 2RA fighter, which did not meet the strength standards adopted by the Red Army Air Force. Thanks to Petlyakov, who was also part of the delegation, it was possible to acquire a license for a modern Douglas DC-3 aircraft at that time. While in prison, he worked in the closed NKVD design bureau - TsKB-29 (“Tupolev Sharaga”).

In July 1941, he was released from further serving of his sentence with his criminal record expunged. Tupolev was completely rehabilitated on April 9, 1955.

Aircrafts

In 1925, Andrei Nikolaevich created the all-metal twin-engine aircraft TB-1, which was distinguished by high flight performance and was considered one of the best bombers in the world. In 1932, an improved TB-3 aircraft was designed, with the help of which the expedition landed at the North Pole in 1937. Also in 1932, under the leadership of Tupolev, the ANT-25 aircraft was designed by P. O. Sukhoi’s brigade. In 1934, a multi-engine aircraft of the Maxim Gorky model appeared. It had eight engines, a usable area of more than 100 m² and a passenger capacity of up to 60 people.

After World War II, the Tupolev Design Bureau developed and produced a new model - the Tu-16 jet bomber. It was capable of speeds of more than 1000 km/h. The first domestic jet civil aircraft, the Tu-104, also appeared.

In 1957, the Tu-114 turboprop intercontinental passenger aircraft was developed.

Member of the USSR Central Executive Committee. Deputy of the Supreme Soviet of the USSR (1950-72).

Family

Son Alexey Andreevich Tupolev is a famous Soviet aircraft designer.
Daughter Yulia Andreevna Tupoleva - Honored Doctor of the Russian Federation, head of the therapeutic department of the Moscow State Clinical Hospital named after S. P. Botkin, personal physician of Andrei Nikolaevich Tupolev
Son-in-law Vladimir Mikhailovich Vul - leading designer of the Tupolev Design Bureau, deputy general designer

Memory

Streets in Moscow, St. Petersburg, Voronezh, Rostov-on-Don, Donetsk, Kiev, Prague, Bratislava, Omsk, Ulan-Ude, Ulyanovsk, Tver, Krivoy Rog, Zhukovsky, Kimry, Tyumen are named after A. N. Tupolev.
In 1973, the Kazan Aviation Institute was named after Tupolev (since 1992 - Kazan State Technical University named after A. N. Tupolev).
In the city of Kimry, on Mayskaya Square, on September 7, 1979, a bust of A. N. Tupolev (sculptor Kh. B. Gevorkyan) was erected.
In 1988, a USSR postage stamp dedicated to Tupolev was issued.
In 1979, a biography film was made dedicated to two great aircraft designers A. N. Tupolev and I. I. Sikorsky - “Poem about Wings.”
A memorial was erected on the site where Tupolev’s native village of Pustomazovo was located. Now the territory of Ustinovsky rural settlement Kimry district, Tver region.

Awards and titles

Hero of Labor (1926).
three times Hero of Socialist Labor (1945, 1957, 1972).
eight Orders of Lenin (2/21/1933, 9/16/1945, 7/8/1947, January 1949, December 1949, 1953, 1958, 1968)
Order of the October Revolution (1971)
Order of Suvorov, II degree (1944)
order Patriotic War 1st class (1943)
two Orders of the Red Banner of Labor (1927, 12/22/1933)
Order of the Red Star (17.8.1933)
Order of the Badge of Honor (1936)
Order "Georgi Dimitrov" (People's Republic of Bulgaria, 1964)
medals
Honored Worker of Science and Technology of the RSFSR (8.8.1947)
Lenin Prize (1957) - for the creation of a high-speed jet passenger aircraft Tu-104
Stalin Prize of the first degree (1943) - for the creation of a new type of combat aircraft
Stalin Prize, first degree (1948) - for the creation of new combat aircraft
Stalin Prize (?) degree (1949)
Stalin Prize, first degree (1952) - for work in the field of aircraft construction
USSR State Prize (1972) - for the creation of the high-speed passenger aircraft Tu-134 and its modifications
Prize named after N. E. Zhukovsky (1958)
FAI Gold Aviation Medal (1958)
Leonardo da Vinci Prize (1971)
Gold medal of the Society of the Founders of Aviation of France (1971).
Honorary member of the Royal Aeronautical Society of Great Britain (1970) and the American Institute of Aeronautics and Astronautics (1971).
Honorary citizen of Paris (1964), New York and the city of Zhukovsky, Moscow region (1968).

Andrey Nikolaevich Tupolev - quotes

Only beautiful planes fly well.

I don't write, I do.

Andrei Nikolaevich was born on October 29 (November 10), 1888, in a large family in the village of Pustomazovo, located on the territory of the modern Kalinin region. His mother, Anna Vasilievna, was the daughter of a forensic investigator from Tiflis. She was well educated, knew several languages, played the piano beautifully, took care of all the housework and independently gave her children elementary education. Father, Nikolai Ivanovich Tupolev, was a Siberian Cossack, originally from Surgut. He worked as a notary of the district court, but did not like his job, and therefore acquired a small plot of land, settled on it and began farming.

Andrei Tupolev later recalled: “We lived modestly. I had older brothers Sergei and Nikolai, as well as sisters Natalya, Tatyana, Vera and Maria. Mother gave us all her strength, all her soul. Our family was very large and friendly. Not patriarchal, but undoubtedly advanced.”

From 1901, Andrei Nikolaevich studied at the Tver gymnasium, about which he later wrote: “In order for the children to study, the whole family had to move to Tver. Our class was friendly, however, it was not customary to study well. I just tried to keep up with my peers. In Pustomazov I didn’t have any toys. They were expensive, and I made them myself from wood. And at the gymnasium there were manual labor classes. Here I could practice carpentry, and some of my things were even included in the exhibition. While studying at the gymnasium, I realized that I loved technology, I realized that I needed to go in this direction.” In the fall of 1908, Andrei Tupolev successfully passed exams at two educational institutions in Moscow: the Institute of Railway Engineers and IMTU. He chose IMTU.

Andrei Nikolaevich recalled about his first years in Moscow: “There was always a shortage of money. One day it became really bad, and then I decided to pawn my inferior coat at a pawnshop. I was looking for a pawn shop, and it seemed to me that everyone was looking at me, at the coat under my arm. I was never able to find the pawn shop and returned hungry that day. Fortunately, the next day, three rubles arrived from home.”

In October 1909, N.E. began giving lectures on aeronautics at IMTU. Zhukovsky, who also headed the Aeronautical Circle, formed on the initiative of students. In December of the same year, Tupolev came to the circle, for whom meeting Nikolai Egorovich had a fateful significance. He himself said that “from that moment my aviation life began.” After just four months, Andrei Tupolev became one of the most active participants in the circle. The works he completed - a flat wind tunnel and an airplane model - attracted the attention of people at the aeronautical exhibition that took place.

After the exhibition ended, the students began testing the balancing glider they had created. And the funds raised from ticket sales, combined with a number of private donations, made it possible for the circle to begin developing its own airplane. However, in the spring of 1911, Andrei's studies were unexpectedly interrupted. Having received information from an unknown source about Tupolev’s political unreliability, his room was searched, and he himself was detained. One of the first to try to help out the future designer was Zhukovsky, who stated that his student was busy in the circle and had no time for “extraneous” matters. The director of IMTU, Gavrilenko, also made an attempt to release Tupolev from custody. Despite all the petitions, Andrei Nikolaevich was released only in April due to the death of his father. He was also prohibited from living for exactly one year in any city with higher educational establishments.

Tupolev spent about two and a half years in his native village, doing things far from aviation. He wrote: “When I returned home, I had the difficult task of burying my father. Things were going badly for our family. But I was young and strong. Having cultivated the land well, I planted vegetables. Gradually things began to improve.”

On February 6, 1913, police surveillance of A.N. Tupolev was canceled, and in the fall of this year he managed to recover at the ITU, continuing to work in the aerodynamic laboratory built on the basis of the old circle. Over the next year, he quickly became one of Zhukovsky's most active students, showing abilities as both a scientific researcher and a designer.

After the outbreak of World War I, the military department turned to Nikolai Yegorovich regarding the purging and examination of parts of aircraft that were in service. A sharp increase in the volume of work made it possible, with the support of the military, to organize the first Russian Aviation Design and Testing Bureau in the summer of 1916. It was headed by Professor Zhukovsky, and Tupolev became one of his assistants as head of laboratory facilities. In parallel with research work Andrei Nikolaevich managed to do aerodynamic calculations. In 1916, he calculated the Anatra airplane and the Kosyanenko brothers' fighter. On the recommendation of Zhukovsky, student Andrei Tupolev was involved in the commission developing strength standards for airplanes, in which, in addition to him, professors A.P. were present. Fan der Fleet, G.A. Botezat, S.P. Tymoshenko.

In 1916, Andrei Nikolaevich for some time supervised the design of a seaplane at the Dux plant. Here is what he himself wrote about this: “I had scanty experience, but I really wanted to try. They created a design bureau and began creating a seaplane. But the technical director of the plant, returning from France, brought a patent for the construction of a French model. They didn’t call me, they just told me through people that they would build a foreign plane, not one designed by me. I was young at that time, offended, I took the drawings and left.” However, later the drawings did come in handy, becoming the basis for Tupolev’s diploma.

The revolution in Russia did not interrupt the work of the Calculation and Testing Bureau; at the end of the summer of 1918, A.N. Tupolev headed the direction of aerodynamic calculations and instrument design. In the same year, he received the title of mechanical engineer, defending with honors a project entitled “Experience in creating a seaplane based on wind tunnel testing data.” In 1920, Tupolev tried himself as a teacher, giving a course of lectures at the Moscow Higher Technical School “Fundamentals of aerodynamic calculations”. IN next year he has already been assigned the “Theory of Airplanes”, “Theory of Seaplanes”, “Normal and Special Design of Seaplanes”, as well as the course “Hydroaviation” at the Institute. NOT. Zhukovsky.

Soon Nikolai Egorovich and a number of his closest associates came to the conclusion that further development of aircraft manufacturing in the country is possible only if there is a powerful research base. The idea of creating a scientific aerohydrodynamic institute was personally supported by V.I. Lenin and in December 1918 he began his activities. The Central Aerohydrodynamic Institute (abbreviated as TsAGI) was headed by Zhukovsky, and Tupolev became the head of the aviation department. From the very beginning, he set before his employees tasks that were not at all aerohydrodynamic, aimed at developing a whole complex of scientific developments necessary in the future for aircraft construction. The institute studied aircraft alloys and their protection from corrosion, aircraft engines, the strength of aircraft structures, flight test methods, and much more. After Zhukovsky's death, Tupolev continued his work on further development and expansion of TsAGI. To solve emerging issues, he widely attracted specialists and scientists from various fields of science.

A goal appeared in Andrei Nikolaevich’s life - to create a whole new industry, the aviation industry, capable of mass development and production of aircraft. In 1924, thanks to Tupolev’s proposal, the country’s top leadership decided to create a metallurgical base for aircraft manufacturing, which made it possible to produce large quantities special aviation materials. At the insistence of Tupolev, lightweight magnesium alloys were developed in the 30s, and high-strength aluminum alloys for high-speed aircraft were developed in the late 40s. At the end of the 60s, new heat-resistant aluminum-based alloys appeared for supersonic aircraft. It was Tupolev who first began to use high-strength chromansil steel, fiberglass and some other non-metallic materials. A special laboratory was organized to create and study them.

In 1923, Tupolev created the all-metal, highly reliable ANT-P snowmobile; the experience gained later allowed him to develop new designs for gliders and naval torpedo boats, which were mass-produced during the Great Patriotic War. And in 1924, flight tests of the first all-metal aircraft ANT-2 ended in success.

ANT-2

Step by step, using the example of foreign models and our own experience, production and design teams were formed at TsAGI, production facilities and workshops were expanded, and new buildings were built. Having become the chief engineer of the Main Directorate of the Aviation Industry in 1936, A.N. Tupolev begins to rebuild old and build new aircraft factories for mass production of aircraft. To do this, he makes extensive use of advanced imported equipment, and also follows the principles used in the US automotive industry, which he had the opportunity to study during a number of business trips. Thanks to Andrey Nikolaevich, technological processes developed abroad were introduced, including cladding and anodizing. These events helped organize mass production of aircraft during the war. Tupolev was also one of the first to understand the need to use computers to improve calculation methods and increase the number of factors taken into account, creating one of the first computer centers.

Each new Tupolev aircraft was an event in technology. Based on his experience, he included in each project only the minimum amount of new things, using the path of sequential construction of aircraft. For example, the aircraft "77", "73" and "82" served as stages for the creation of the Tu-16 twin-engine jet bomber. Among the aircraft created by Tupolev there were models that were not mass-produced, but there were no unfinished ones that were unable to fly.

Tu-16

After the end of the war, Tupolev began the construction of new laboratory and production buildings, specialized workshops and branches, and founded a flight development base. Not forgetting about his employees, he sought the construction of new houses and recreation centers, garden cooperatives and kindergartens for them.

Tupolev is the author of many unique technical solutions, such as the prototyping method, capable of solving spatial layout problems on wooden models, or the creation of entire flying laboratories for testing engines and other aircraft systems. Eyewitnesses said that no matter where Andrei Nikolaevich was, no matter what he did, his head was constantly thinking about what he had read, heard or seen that could be used for the development of aircraft construction.

The great designer always knew how to correctly interpret the tasks assigned to the future aircraft. When developing the ANT-31 in 1932, Tupolev was the first to understand the main task of new generation fighters - to catch up with the enemy. By the beginning of the war, the monoplane design had become the standard for all fighter aircraft in the world. And in 1950, he realized the advantage of heavy jet bombers over aircraft with piston engines, and began designing the Tu-16, which later amazed many specialists.

Tupolev loved well-detailed preliminary layouts. He said: “The more details they drew, the more problems they thought about.” He responded about the careless layouts: “They smeared it without thinking.” Tupolev also did not tolerate speculative conclusions. Wherever, at whatever level the meeting took place, he made decisions only on the basis of experimental results or those obtained through careful calculations.

To eliminate the defects identified during the flight tests, Tupolev organized a wide technical process with the participation of specialists from various industries. He devoted a lot of time to working with aircraft crews, helping to improve their theoretical and practical training. For this purpose, aerobatic training stands for pilots were created. Before the first flight, Tupolev had a long conversation with the pilots, telling them about the creation of the aircraft, thereby instilling his confidence in the device. And after the flight he asked for detailed stories about what the pilots learned and felt. Of course, the designer had to witness disasters and accidents of his test and production aircraft. People were dying, and, feeling his responsibility to their relatives, Andrei Nikolaevich used all his authority and influence to help the families of the victims, seeking pensions and benefits. In addition, he conducted a thorough search for the causes of the incident, eliminated all defects and defended in disputes with management the need to continue testing this model. As a rule, his arguments were accepted, and the plane was then operated successfully for a long time (for example, this was the case with the Tu-134). Later, Tupolev came up with a service for operating mass-produced aircraft. Based on the data it collected, decisions were made on further modernization of the aircraft.

Tu-134

In total, under the leadership of Andrei Nikolaevich, more than fifty original aircraft and about a hundred different modifications were created. His aircraft set more than one hundred world records for range, flight speed and payload. The main line of Tupolev's creativity was heavy aircraft with a high payload. In 1958, under his leadership, a unique passenger aircraft, the Tu-114, was created, which was far ahead of its time. The reliable, ultra-long-range airbus has gained leadership on long-distance routes for many years, having no analogues in terms of economic efficiency. The Tu-114 operated on international routes, flying across the ocean to Cuba and America. Over the years of operation, aircraft of this series have set thirty-two world records and there is no data in the column of flight accidents. And the supersonic passenger airliner Tu-144, which appeared in 1968, became famous not only in the USSR, but throughout the world.

Tu-114

Tupolev, soberly assessing the importance of money, always stated: “Creating a small aircraft requires little money and a lot of labor. A big plane means a lot of work, and also a lot of money.”

Andrei Nikolaevich was a famous statesman and public figure - a deputy of the Supreme Soviet of the USSR and the Moscow City Council, a member of the All-Russian Central Executive Committee. His speeches were always distinguished by their emotionality and breadth of judgment, expressing hopes for a bright future for humanity. Tupolev was three times Hero of Socialist Labor, laureate of many State Prizes, winner of numerous orders and medals. What is especially curious is that the famous scientist was awarded the Leonardo da Vinci Prize and the gold medal of the Society of the Founders of Aviation in France. He was elected an honorary member of the Royal Aeronautical Society of Great Britain and the American Institute of Aeronautics and Astronautics.

According to eyewitnesses, Tupolev had an almost supernatural ability to accurately guess where the plane would take off from the ground during acceleration and where the aircraft would end its run after landing. Tupolev demonstrated such a gift more than once or twice, even in unusual situations such as the takeoff of an extremely overloaded plane.

Being a talented scientist and designer, the leader of a huge team of thousands of engineers, technologists, test pilots, technicians and workers, Andrei Nikolaevich always remained a very simple and friendly person, he adored his family, nature, the company of friends, and delicious food. In everyday life, Tupolev was extremely conservative, preferring to wear old but comfortable jackets, trousers, and shoes. It was very difficult to get him to buy a new thing. Andrei Tupolev met his wife while still a student and all his life he loved only her. Yulia Nikolaevna accompanied him wherever possible: on business trips abroad, on scientific conferences, solemn and friendly open receptions. Often in a large company she was the only woman. Knowing foreign languages well, Yulia Nikolaevna helped Tupolev in negotiations with foreigners.

It is a known fact that Andrei Nikolaevich involved his wife in the design of passenger cabins of Tu-70 and Tu-104 aircraft. Yulia Nikolaevna enthusiastically chose the colors of the material for the interior and chairs, equipment of the interior and kitchen, being a supporter of the Russian traditional style. It is safe to say that she was one of the first designers of the OKB.

Andrei Tupolev loved to travel. As part of official delegations and on business trips, he visited many countries, where he studied not only science and technology, but also nature, people, and local customs. On vacation, he preferred to hunt, fish, and play volleyball. I was especially happy when I was able to go out into nature with my family and closest friends, sit by the fire, and cook fish soup. He went to the theater and cinema, listened to music, but because he was busy, and last years and due to illness, I could not devote much time to this. But I read regularly, before going to bed works of art. His home library, in addition to numerous technical books and magazines, contained books by A.S. Pushkina, L.N. Tolstoy, A.T. Tvardovsky, D. Galsworthy, Plutarch. Tupolev remembered many poems and quoted them from time to time. In general, his speech was distinguished by brevity and capacity; many phrases became aphorisms.

Andrei Nikolaevich had one habit. He always brought home something tasty from guests or from an official reception: a cake, an apple, a pie. Many colleagues, knowing this, specially wrapped Tupolev a treat “for home.”

When the grandchildren appeared - first Yulia, and later Andryusha and Tanya - all free time Andrei Nikolaevich began to accompany them. Tupolev often picked up carpentry tools and carved wooden toys for his grandchildren.

Unfortunately, Yulia Nikolaevna was in poor health, and post-war years On numerous trips, Andrei Nikolaevich was accompanied by his daughter, Yulia Andreevna. After the death of his wife in 1962, Tupolev lost weight, became more withdrawn and thoughtful, but did not work less. His daughter was at home with him almost all the time. Tupolev highly valued her medical experience, not taking any medicine or medical procedure without his daughter's approval.

Andrei Nikolaevich maintained friendly relations with I.V. Kurchatov, A.P. Vinogradov, A.T. Tvardovsky, M.V. Keldysh, P.L. Kapitsa and many others outstanding people that time. S.P. often came to talk to him. Korolev, who later said that he learned from Andrei Nikolaevich’s work style. Under the guidance of Tupolev, Korolev did his graduation project and also worked a little in his assembly shop.

Before last days Throughout his life, Tupolev retained a strong memory and clear consciousness, was interested in everything and participated in the most important affairs of his design bureau. Talking at the MGTS hospital on December 22, 1972 with his son and daughter who visited him, eighty-four-year-old Andrei Nikolaevich Tupolev laughed and joked, making plans for a trip to Crimea. When they left late in the evening, he fell asleep and never woke up.

Andrei Nikolaevich Tupolev (1888 - 1972) was an outstanding Russian and Soviet aircraft designer, academician of the Academy of Sciences Soviet Union, three times Hero of Socialist Labor. He led the creation of more than a hundred types of both civil and military aircraft. It was on the aircraft designed by Andrei Tupolev that more than a hundred world records and unique flights were set.

The early years of A. Tupolev

Andrey Tupolev was born in the village. Pustomazovo, Tver province in 1888 in the family of a provincial notary. Andrei was first educated at home, and soon entered the gymnasium. After graduating from high school in 1908, A. Tupolev entered the Imperial Moscow Technical School. During his studies, he became an active member of the aeronautics circle. It was there that his interest in aerodynamics strengthened, and in addition, he was able to gain additional knowledge and skills in design. Just two years after entering the school, he was able to make his first independent flight on a glider, in the construction of which he took an active part. But in 1911, Andrei Tupolev’s studies suddenly stopped due to his arrest and deportation from Moscow to his home. He was placed under surveillance for reading prohibited literature and participating in student unrest. Only before the start of the First World War, supervision was lifted and A. Tupolev was able to continue his studies. In 1918 he graduated from college with honors.

Professional activity of Tupolev A.N.

A. Tupolev’s professional activity began with the design of the first wind tunnels. Under the leadership of N.E. Zhukovsky, whom he had known since his college days, he began working in the Russian aviation settlement bureau. Together they organized TsAGI (Central Aerohydrodynamic Institute), in which A. Tupolev was the head of the aviation department, and after the death of N. Zhukovsky in 1921, he was the deputy director of Sergei Chaplygin. All this time until 1936, A. Tupolev conducted experiments with duralumin in aircraft construction. Then this material was called chain mail aluminum, and A. Tupolev was able to prove that it was much stronger and safer for aircraft construction than the iron and wood used. In 1936, A. Tupolev led a delegation that was sent to the United States to purchase a license and equipment for the aircraft industry.

Arrest and imprisonment of Tupolev

In October 1937, A. Tupolev, together with a group of aircraft design scientists, was arrested on charges of sabotage. The prosecution alleged that A. Tupolev created an organization that collaborated with foreign intelligence services and provided them with aircraft drawings. Despite the absurdity of the charges, in May 1940 A. Tupolev was sentenced to 15 years in forced labor camps. All the time while A. Tupolev was under investigation and in the camps, he did not stop working. He became a designer in the NKVD bureau, in a closed institution called TsKB-29. A. Tupolev was released early in the summer of 1941, and his criminal record was cleared. However, he was able to fully rehabilitate himself only in 1955.

Aircraft of Tupolev A.N.

In 1925, A. Tupolev created one of the best aircraft of his time - the two-meter all-metal bomber TB-1. By 1937, the aircraft designer improved his model. It was the TB-3 that was used to land Soviet scientists at the North Pole. A. Tupolev also led the creation of the ANT-25 in 1932. After the war, he designed the TU-16 jet bomber and the first Russian civil aviation jet, the TU-104. In addition, the designer developed a turboprop intercontinental passenger aircraft, which took off in 1957.

Tupolev Andrey Nikolaevich (1888-1972).

Born on October 29 (November 10), 1888 in the Pustomazovo estate (now does not exist) of the Korchevsky district of the Suvorov volost of the Tver province in the family of a provincial notary. Russian. By origin, his mother was from the nobility, his father was from commoners. In 1906 he graduated from the Tver gymnasium.

In 1908 he entered the Imperial Technical School (later the Moscow Higher Technical School), and in 1918 he graduated with honors. The long period of study is due to the fact that for participation in student unrest, by order of the police, Tupolev was expelled from school in 1911 and exiled to his homeland for two years under police supervision. During his studies since 1909, he was a member of the aeronautical circle of Professor N.E. Zhukovsky, one of his favorite students. He participated in the construction of a glider, on which he made his first flight (1910). In 1916-1918, Tupolev participated in the work of the first aviation calculation bureau in Russia and designed the first wind tunnels at the school.

After the October Revolution, together with N.E. Zhukovsky, he was the organizer and one of the leaders of the Central Aerohydrodynamic Institute (TsAGI). In 1918-1936 - member of the TsAGI board and deputy head of the institute for experimental all-metal aircraft construction.

Since 1922 - Chairman of the Commission for the Construction of Metal Aircraft at TsAGI, initiator and one of the organizers of the production of the first Soviet aviation alloy - chain mail aluminum. From this year, an experimental design bureau formed and headed by him for the design and production of all-metal aircraft of various classes began to operate in the TsAGI system. Since 1922 - Chief Designer of this design bureau. In 1922-1936, he was one of the creators of the scientific and technical base of TsAGI, the developer of projects for a number of laboratories, wind tunnels, an experimental hydraulic channel, and the country's first pilot plant for the construction of all-metal aircraft.

In 1923, Tupolev created his first light aircraft of mixed design ANT-1, in 1924 - the first Soviet all-metal aircraft ANT-2, in 1925 - the first combat all-metal reconnaissance aircraft ANT-3, built in series (over 100 copies) and delivered into service as the R-3 reconnaissance aircraft. For the first time in world practice, Tupolev scientifically substantiated the rationality of the design of a cantilever all-metal monoplane with a high-height wing profile, with engines located in its nose. He created such an aircraft, which had no analogues in the world ANT-4 in 1925, over 200 aircraft were built, and was produced as the TB-1 bomber.

Hero of Labor of the RSFSR (1926).

As the head of the design bureau, Tupolev developed and put into practice the technology for large-scale production of light and heavy metal aircraft. Under his leadership, bombers, reconnaissance aircraft, fighters, passenger, transport, marine, and special record-breaking aircraft, as well as snowmobiles, torpedo boats, gondolas, power plants and the tail of the first Soviet airships were designed. He introduced into the practice of the domestic aircraft industry the organization of branches of the main design bureau at serial factories, which significantly accelerated the production of aircraft, the creation of its own flight development bases at the design bureau, which reduced the time required for both factory and state testing of experimental aircraft. Corresponding Member of the USSR Academy of Sciences (1933).

Since 1930 - chief designer of TsAGI. Since 1931 - Deputy Head of the Central Design Bureau of TsAGI. Since 1932 - head of the design department of the experimental construction sector of TsAGI. Since 1933 - Deputy Head of TsAGI for the experimental construction sector. Outstanding Achievement The design ideas included the ANT-7 aircraft (R-6 reconnaissance aircraft, over 400 aircraft were produced), the TB-3 heavy bomber (ANT-6, over 800 aircraft were produced, used in all pre-war conflicts and in the Great Patriotic War), and the SB high-speed bomber ( ANT-40, over 6,600 vehicles were produced) and a number of other types that remained experimental or were produced in small series. Of great importance for the development of the Soviet aviation industry was the creation of unique propaganda aircraft such as the ANT-4 “Country of Soviets”, ANT-14 “Pravda”, ANT-20 “Maxim Gorky”, ANT-37bis “Motherland”.

In 1936, at the suggestion people's commissar heavy industry of the USSR Sergo Ordzhonikidze, Tupolev is appointed first deputy head and chief engineer of the Main Directorate of Aviation Industry of the People's Commissariat of Heavy Industry, at the same time he heads the design bureau separated from the TsAGI system with a plant of experimental designs (aircraft plant No. 156).

On October 21, 1937, the outstanding aircraft designer A.N. Tupolev was unjustifiably arrested on charges of sabotage and espionage. He and aircraft designer V.M. Petlyakov were charged with organizing and leading the “Russian-Fascist Party,” as well as espionage for France.

On May 28, 1940, the Military Collegium of the Supreme Court of the USSR convicted under Art. 58-6, 58-7, 58-9 and 58-11 of the Criminal Code of the RSFSR to 15 years in prison with loss of rights for 5 years. By decree of December 27, 1940, he was deprived of all state awards. While in prison, he worked in the special TsKB-29 (“Special Technical Bureau of the NKVD of the USSR”), which later became known as the “Tupolev Sharaga.” Here he created the front-line bomber “103” (Tu-2).

By a resolution of the Presidium of the Supreme Soviet of the USSR dated July 19, 1941, A.N. Tupolev was released early from further serving his sentence with his criminal record expunged. State awards returned by Decree of the Presidium of the Supreme Soviet of the USSR of November 28, 1941. He was rehabilitated only by the Determination of the Military Collegium of the Supreme Court of the USSR dated April 9, 1955.

At the beginning of the Great Patriotic War, he was evacuated to Omsk, where he was appointed chief designer of plant No. 166 of the People's Commissariat of the Aviation Industry of the USSR, and managed to restore the design bureau.

The main task during the war years was the development and mass production of the Tu-2 bomber. Over 2,500 copies of this aircraft were built. In total, the bombers TB-1, TB-3, SB, TB-7 (Pe-8), MTB-2, Tu-2, reconnaissance aircraft R-6, torpedo boats G-4, G-5, created by Tupolev, took part in the Great Patriotic War .

In 1943, Tupolev returned to Moscow and was appointed chief designer and responsible manager of plant No. 156, where it was created main base OKB A.N.Tupolev. Major General of the Aviation Engineering Service (08/19/1944).

By the Decree of the Presidium of the Supreme Soviet of the SSR of September 16, 1945, “for outstanding services in organizing the production of aircraft, tanks, engines, weapons and ammunition, as well as for the creation and development of new types of military equipment and providing them to the Red Army and Navy during the Great Patriotic War" in the group of leaders of the defense industry and weapons designers, Andrei Nikolaevich Tupolev was awarded the title of Hero of Socialist Labor with the Order of Lenin and the Hammer and Sickle gold medal.

IN post-war period under the leadership of Tupolev, a family of military aircraft was created. Among them are the Tu-4 strategic bomber (1947), the first Soviet front-line jet bomber Tu-12 (1947), the Tu-95 turboprop strategic bomber (1956), and the Tu-16 long-range missile carrier-bomber (1953). ), supersonic bomber Tu-22 (1959) and many others. Lieutenant General of the Aviation Engineering Service (08/08/1947).

In 1956, A.N. Tupolev was appointed General Designer of the USSR aviation industry. Academician of the USSR Academy of Sciences since 1953.

In 1956-1957, a new division was created at the Tupolev Design Bureau, whose task was to develop unmanned aerial vehicles. Cruise missiles “121”, “123”, SAM “131”, unmanned reconnaissance aircraft Tu-123 “Yastreb” were developed. Work was carried out on the gliding hypersonic vehicle “130” and the rocket plane “136” (“Zvezda”).

Since 1955, work has been carried out on bombers with a nuclear power plant (NPP). After the flights of the Tu-95LAL flying laboratory, it was planned to create an experimental Tu-119 aircraft with nuclear power systems and supersonic bombers “120”.

For outstanding achievements in the creation of new aviation equipment and the labor heroism shown, by Decree of the Presidium of the Supreme Soviet of the USSR dated July 12, 1957, Andrei Nikolaevich Tupolev was awarded the second gold medal “Hammer and Sickle” (No. 48/II).

At the same time, the civil aircraft industry was also developing widely, although Tupolev took the first steps in this direction back in the early 1930s. On the basis of the Tu-16 bomber, the first Soviet jet passenger aircraft, Tu-104, was created in 1955. It was followed by the first turboprop intercontinental aircraft Tu-114 (1957), short- and medium-haul aircraft Tu-110 (1957), Tu-124 (1960), Tu-134 (1967), Tu- 154 (1970), as well as the supersonic passenger aircraft Tu-144 (together with A.A. Tupolev).

Tupolev aircraft became the basis of the fleet of the world's largest aviation company, Aeroflot, and were operated in dozens of countries.

Under the leadership of Tupolev, over 100 types of aircraft were designed, 70 of which were built in series. His planes set 78 world records and performed about 30 outstanding flights. The creator of an outstanding school of domestic aircraft manufacturing, from which dozens of outstanding designers emerged.

For outstanding successes in the creation of new aviation equipment and the labor heroism shown at the same time, by the Decree of the Presidium of the Supreme Soviet of the USSR of November 22, 1972, Andrei Nikolaevich Tupolev was awarded the Order of Lenin and the third gold medal “Hammer and Sickle” (No. 12/III).

Lived in the hero city of Moscow. Died December 23, 1972. He was buried at the Novodevichy cemetery in Moscow.

Colonel General of the Aviation Engineering Service (10/25/1967). Awarded 8 Orders of Lenin (02/21/1933, 09/16/1945, 1947, January 1949, December 1949, 1953, 11/9/1958, 1968), Orders of the October Revolution ( 1971), Suvorov 2nd degree (08/19/1944), Patriotic War 1st degree (06/10/1945), 2 orders of the Red Banner of Labor (1927, 12/22/1933), orders Red Star (08/18/1933), “Badge of Honor” (1936), medals, foreign award - the Order of Georgiy Dimitrov (1964, Bulgaria).

Honorary citizen of Paris (1964) and New York, as well as the city of Zhukovsky, Moscow region (1968).

Member of the USSR Central Executive Committee since 1929. Member of the Supreme Soviet of the USSR since 1950.

Honorary Member of the Royal Aeronautical Society of Great Britain (1970) and the American Institute of Aeronautics and Astronautics (1971). He was awarded the N.E. Zhukovsky Prize of the USSR Academy of Sciences (1958), the Golden Aviation Medal of the FAI (1958), the Leonardo da Vinci Prize (1971), and the Gold Medal of the Society of the Founders of Aviation of France (1971).

A bronze bust of the Hero was installed in the city of Kimry, Tver Region. An embankment in Moscow and streets in St. Petersburg, Kyiv, Ulyanovsk, Kimry and Zhukovsky are named after A.N. Tupolev. Memorial plaques were installed on buildings in Moscow and Omsk in which A.N. Tupolev worked, and in Tver, on the building where he studied.

The Aviation Scientific and Technical Complex in Moscow (which continues the traditions of the legendary Design Bureau of A.N. Tupolev), the Kazan Aviation Institute, and an island in the Ob Bay of the Kara Sea are named after Tupolev.

Three times Hero of Socialist Labor (1945, 1957, 1972),
-eight Orders of Lenin (02/21/1933, 09/16/1945, 1947, 1949, 1949, 1953, 1958, 1968),
-Order of the October Revolution (1971),
-Order of Suvorov, 2nd degree (1944),
-Order of the Patriotic War, 1st degree (1943),
- two Orders of the Red Banner of Labor (1927, 1933),
-Order of the Red Star (1933),
-Order of the Badge of Honor (1936),
-Order "Georgi Dimitrov" (People's Republic of Bulgaria, 1964);
-FAI gold aviation medal (1958);
-gold medal of the Society of the Founders of Aviation in France (1971).
-medals.
Winner of the Lenin Prize (1957), four Stalin Prizes of the 1st degree (1943, 1948, 1949, 1952) and the USSR State Prize (1972).
Honorary Member of the Royal Aeronautical Society of Great Britain (1970) and the American Institute of Aeronautics and Astronautics (1971).
Honorary citizen of Paris (1964), New York and the city of Zhukovsky, Moscow region (1968).

High school student Andrei Tupolev. Tver, 1907

MITU student A.N. Tupolev.

TUPOLEV ANDREY NIKOLAEVICH

Andrei Nikolaevich Tupolev is the greatest Soviet aircraft designer, the father of Russian aviation, the general designer of the USSR.

The Tupolevs are descended from the Siberian Cossacks. Andrei Nikolaevich was named in honor of his great-grandfather, who received the honor of being elected to the atamans by the Cossack freemen. He made sure to provide a systematic education to all his six children. It was this generation that laid the foundation for the intelligentsia in the Tupolev family - they were doctors, teachers, engineers, builders. Andrei Nikolaevich’s grandfather was a teacher at the Tomsk gymnasium.

The Tupolevs ended up in the Tver region in connection with a tragic event for Russia - the explosion of a bomb that overthrew Tsar Alexander II. Nikolai Ivanovich Tupolev, the father of the future aircraft designer, was at that time studying at St. Petersburg University at the Faculty of Law. A wave of repression hit the students, and he, as a sympathizer of the revolutionaries, was expelled and expelled from St. Petersburg with deprivation of the right to reside in both capitals and even in provincial cities. The choice of the Tver region is due to the fact that this is where his wife came from - Anna Vasilievna, nee Lisitsyna, the daughter of a protopresbyter from Torzhok. She studied at the Tver Mariinsky Women's Gymnasium.

Anna Vasilievna and Nikolai Ivanovich Tupolev

At first, the young Tupolev couple settled in the small provincial town of Korcheva, however, after running around with the children in apartments, they decide to stay in the small estate of Pustomazovo on the river. Luzhmenka.

memorial to A.N. Tupolev on the site of a house in the village of Pustomazovo

The young couple believed that the large family- one of the most important conditions for a correct life. That is why Anna Vasilievna had seven children.
In 1888, on November 10, the sixth child, Andrei, was born into the Tupolev family, and soon the youngest daughter, Natalya, who was one of the closest people to Andrei Nikolaevich.

Nikolai Ivanovich, Andrei’s father, had by that time managed to complete his university course as an external student. Having received a law degree and the rank of provincial secretary, he entered the service, becoming a rural notary. Nikolai Ivanovich took on the role of protector of the peasants, which led to the emergence of many ill-wishers among the landowners. Such service not only did not bring money, but also deprived of health.
In 1894, Anna Vasilievna wrote a petition addressed to the Director of the Tver Classical Gymnasium for exemption from tuition fees for her eldest son Nikolai, due to her difficult financial situation, because she had to pay for the education of four more children.
The fire of 1894 and the subsequent drought significantly worsened both the financial situation and the health of the parents.
Andrei studied at a three-level parish school in Ustinovo. In 1900, Andrei entered the Tver gymnasium for the second time. Andrey was an average student. A little reserved, but a lively, inquisitive boy, he hated subjects that required cramming for success. This is why the young student had problems with foreign languages and penmanship. However, Andrei Tupolev had no equal in mathematics, physics, geography and history.

building of the former Tver classical gymnasium

In 1906, a group of students from the Tver gymnasium were awarded a trip by ship to Astrakhan and back. Andrey Tupolev was noted for his masterful crafts. The trip made a huge impression on him. Andrey was fascinated by sluices, how paddle wheels work in water, and other structures.

A.N. Tupolev high school student

In the summer of 1908, Tupolev graduated from high school and entered the Moscow Imperial Technical School. While still an applicant, he attended an aeronautical exhibition organized in Moscow by Professor N.E. Zhukovsky. Among the exhibits of the exhibition was the famous glider outstanding aircraft designer Otto Liventhal.

The result of the applicant Tupolev’s acquaintance with the professor was an invitation to a course of lectures “Fundamentals of Aeronautics.” In 1909, a circle was created, the purpose of which was to combine theory and practice, and already in 1910, at the request of Zhukovsky, an aerodynamic laboratory was created at the ITU. It was there that Andrei Tupolev created a flat wind tunnel in which it was possible to experiment with air flows at a speed of 16-20 m per second.

wind tunnel A.N. Tupolev

At the same time, in Lefortovo Park, Tupolev tested a glider designed by himself.

A.N. Tupolev - MITU student

Summer, as always, Andrei spends in Pustomazov, in his parents' house. Tupolev always loved hard rural work and simple village entertainment.
The next appearance of the future aircraft designer in his homeland was preceded by a message from the Tver provincial gendarmerie department to the lower one - Korchevskoe, dated June 2, 1911: “About the student of the Moscow Technical School Andrei Tupolev, exposed in providing his address for communication with city ... committees of higher educational institutions in Moscow and St. Petersburg, in order to unite the actions of these educational institutions to carry out a strike, the Minister of Internal Affairs decided: to prohibit Andrei Tupolev from living in the capitals, capital provinces and cities where there are higher educational institutions for 1 year.”
After his release from custody, Andrei Tupolev left Moscow for his native village of Pustomazovo, where he was under secret surveillance.
Meanwhile, the country was gripped by an aviation boom. And, apparently, Andrei could not stand it and left for Moscow for a month. The punishment for this offense was excommunication from school, now for 3 years.
It is a known fact that A. Tupolev, living in the village of Pustomazovo, helped peasants remove boulders, mowed a lot, but at the same time he did not forget his calling - to build complex structures. An example is the dam built by the future aircraft designer on the Luzhmenka River. True, local residents condemned him for the dam - the water on Luzhmenka overflowed high, flooded the meadows, and there was no place to graze the cattle anyway.
The teacher and friends did not forget about Tupolev and worked for his return.
But the First began World War, in which aviation began to play a huge role for the first time.
Andrei Tupolev arrived in Moscow, where all of Zhukovsky’s students immediately flocked. Nikolai Egorovich Zhukovsky clearly saw the shortcomings of the nascent Russian aviation, and he had a whole program of action to bring it to the forefront, which was also based on the capabilities of the close-knit team of young talents he created.

Nikolai Egorovich Zhukovsky

The first step was to organize theoretical aviation courses at the MTU, for which volunteers were recruited from among students who had graduated from high schools. For six months, the cadets received military, theoretical and flight training. Professor Zhukovsky and his students not only gave future pilots the necessary knowledge, but also infected them with their enthusiasm and devotion to aviation.
A. Tupolev also had a great desire to fly himself and he had already completed training flights on a Farman. However, to become a pilot, a certificate of political reliability was required, which Andrei Nikolaevich was denied.
On the recommendation of N.E. Zhukovsky Tupolev is invited to head the hydroplane department of the Dux aircraft manufacturing plant. In a short period of time, the bureau carried out strength calculations for six airplanes: Vausen, Farman-27, Farman-3, Nieuport-10, Nieuport-11, as well as the Kasyanenko brothers’ plane. According to modern experts, a small group, in which there were only 2 engineers, and the rest, including Tupolev, were students, carried out work that at that time was subject to large scientific teams equipped with the latest technology and equipment.

In May 1918, Andrei Nikolaevich Tupolev defended his thesis entitled “Calculation of a hydroplane” and was based on a scrupulous analysis of the physical processes associated with take-off from and landing on the water surface.
According to his colleagues, Tupolev was a born researcher who did not rest until he unraveled the physical nature of the phenomenon that interested him.
The question of why the aircraft designer worked specifically on a seaplane can be answered as follows: “For such a huge country as Russia, aircraft were needed that could cover enormous distances. However, aircraft with a large payload also required good airfields, for which Russia, of course, did not have the money to create. Therefore, the idea of using rivers and lakes as airfields, first proposed by Andrei Nikolaevich, was very relevant.
It is obvious that for Tupolev, defending his diploma was not a formal act certifying his entry into the engineering corps, but also an event stating his maturity as an engineer, designer and researcher.
On November 4, 1918, the “working part” of the board for the creation of the Central Aerohydrodynamic Institute (TsAGI) met in Zhukovsky’s apartment. Professor Zhukovsky entered it as a “scientific specialist,” and Andrei Nikolaevich Tupolev as a “technical specialist.” It was decided that the management of the institute would be carried out collectively.
Soon in Moscow, in the area of the former Lefortovo Ponds, the construction of a hydraulic canal began, unprecedented in scope and equipped with special testing equipment.

TsAGI - Hydrokanal

This is what the childhood and youthful amusements of a youth from the banks of the Luzhmenka River turned out to be. Neither the toy working lock he built in his father’s house, nor the Pustomazovsky waterworks with a homemade ship, nor the small structures that flew loudly over the fields were accidental in the fate of the future General Aircraft Designer. One can imagine with what feelings Andrei Nikolaevich now returned to Pustomazovo, having broken away from the turbulent life of TsAGI and the worries of young aviation.
Meanwhile, the Tupolev family creates the agricultural artel “Batrak” on the estate, uniting the former owners with former hired workers. However, there were ill-wishers, the consequence of whose actions was the resolution of the Suvorov volost executive committee of January 30, 1919 “On the admission of the village of Pustomazovo to special registration.” The Tupolevs were suspected of creating an agricultural artel as a cover for their machinations. At the end of 1921, Nikolai Egorovich Zhukovsky, who became a second father for Tupolev, dies. After the re-election of the leadership of TsAGI, Tupolev was again confirmed as deputy director of the institute and at the same time head of the aviation department of TsAGI. By this time, largely thanks to his persistence, a huge step had been taken in the use of a new structural material - duralumin, from which the design team learned to make high-speed snowmobiles, gliders, and torpedo boats.

Snowmobile ANT-IV


Overall dimensions, mm


Overall height
Snowmobile protection

Armament
Engine
engine's type	3 cylinder radial


Cooling type	air
Chassis
Screw type	wood
Screw diameter, mm
Number of skis
Steerable skis
Ride quality
Speed on rough terrain, km/h

Planing torpedo boat “G-5”

planing torpedo boat “G-5”

The tests of the ANT-5 literally delighted the authorities - the boat with

with torpedoes it developed a speed of 58 knots (107.3 km/h), and without torpedoes - 65.3 knots (120.3 km/h). Boats from other countries could not even dream of such speeds.

Main characteristics of G-5
Displacement



Engines	2 GAM-34 engines
Power	2 × 850 l. With.
Mover	2 three-blade propellers
	6 people
Armament
Flak	2 × 7.62 mm machine guns YES
Mine and torpedo weapons	2 × 533 mm stern tubes

In 1922, Tupolev completed the development of the design of his first-born aerial product, and already in the summer Andrei Nikolaevich and his team began building the ANT-1 aircraft.

But even at this crucial moment he does not forget about Pustomazov. With the entire design team, Tupolev goes to the “Batrak” artel, where throughout the fall they worked both in the field and in the workshop. According to evidence local residents The “Batrak” artel, thanks to its connections with TsAGI, had auxiliary mechanisms in service that accelerated peasant labor.
The first Tupolev aircraft took off on October 21, 1923. The designer took him into flight, standing at the edge of the runway. Since then it has become a tradition.

ANT-1

Main characteristics of the ANT-1 aircraft:

aircraft length - 5.4 m; wingspan -7.2 m; aircraft height -1.7 m;

wing area - 10 m2; normal take-off weight - 360 kg;

maximum ground speed - 125 km/h; practical ceiling - 600 m;

flight duration - 4 hours; crew - 1 person

In May 1924, the ANT-2, the first domestic aircraft built entirely of metal, took off. He opened a completely new page in the history of domestic aviation.

ANT-2

Basic data of the prototype ANT-2 aircraft:

aircraft length - 7.6 m; wingspan - 10.45 m; aircraft height - 2.12 m;

wing area - 17.89 m2; normal take-off weight - 837 kg;

maximum ground speed - 207 km/h; practical ceiling -3300 m;

technical flight range - 750 km; crew - 1 person;

number of passengers - 2 people.

Chief of the Red Army Air Force P.I. Baranov became interested in the work of TsAGI and urgently formalized an agreement with TsAGI for the construction of the ANT-3 (R-3) reconnaissance aircraft and issued an order for the design of an all-metal bomber ANT-4 (TB-1). By 1925 the order was completed.

Pyotr Ionovich Baranov

In 1925, Tupolev was the first in the aircraft industry to introduce structural prototyping in his design bureau. First, a life-size wooden model of the new aircraft was made from ready-made drawings, which made it possible to carefully work out all the details of the layout, placement of instruments and equipment. The prototyping method made it possible to minimize the time required to produce the structure.
To Tupolev in the second half of the 1920s. deserved glory comes.

ANT-3 “Proletary”

In 1929, pilot Shestakov on a serial ANT-4, called “Country of Soviets”, made a flight along the Moscow-New York route through Pacific Ocean. On the same plane, pilot Tomashevsky set several world records.

ANT-4 (TB-1)

Modification
Wingspan, m

Height, m
Wing area, m2
Weight, kg
empty plane
maximum takeoff

engine's type
Power, hp
Maximum speed, km/h
Cruising speed, km/h
Practical range, km
Rate of climb, m/min
Practical ceiling, m

However, in Andrei Nikolaevich’s homeland, things were not going so well. The "Batrak" artel was soon renamed the "Pustomazovo" partnership. In June 1924, the issue of Pustomazov was considered by the Kimry County Land Commission and decided: “Recognize the Tupolev estate as state property.”
However, neither the description nor the petition of the head of the Red Army Air Force P.I. Baranov’s request for Tupolev to leave a plot of land with a garden did not help. In exchange, the Tupolevs were offered a choice of the Nikolskoye estate in Tverskoy district or the Otradnoe farmstead in the Vyshnevolotsky district of the Brusov volost. Citing impassability, Andrei Nikolaevich asks for the Tsedilovo estate in the Kashin volost, and his request was granted.
Already when fellow countrymen expelled the chief designer of the Proletary and Country of Soviets aircraft from his father’s house, they wrote in the French magazine Wings: “The famous Tupolev, whose booming laughter spreads throughout Europe.”
In the 1930s, the famous science fiction writer Herbert Wells, who accurately predicted dozens of the most important discoveries of the 20th century, sought a meeting with Tupolev. Wells and Tupolev met on the ocean liner Bremen, on which a government commission of Soviet aviation specialists was en route to New York.

A.N. Tupolev and A.A. Arkhangelsky on the ship on the way to New York

Andrei Nikolaevich played billiards with the writer, walked with him for a long time on the deck, communicating through an interpreter, who was his wife Yulia Nikolaevna. In 1932, an improved TB-3 aircraft was designed, with the help of which in 1937 the expedition landed on North Pole.

Modification
Wingspan, m

Height, m
Wing area, m2
empty plane
normal takeoff
engine's type	4 PD MF-34FRN
Power, hp
Maximum speed, km/h

on high
Cruising speed, km/h
Practical range, km
Maximum rate of climb, m/min
Practical ceiling, m

Weapons:	four 7.62 mm machine guns YES, 3000 kg of bombs

expedition to the North Pole “SP-1”

In 1934, a multi-engine aircraft of the Maxim Gorky model appeared, which had eight engines, a useful area of more than 100 m² and a passenger capacity of up to 60 people.

ANT-20 “Maxim Gorky”

Modification
Wingspan, m
Aircraft length, m
Aircraft height, m
Wing area, m2
Weight, kg
empty plane
maximum takeoff

engine's type	8 PD M-34FRN
Power, hp
Maximum speed, km/h
Cruising speed, km/h
Practical range, km
Practical ceiling, m
Crew, people
up to 48 passengers

In 1933, the first flight of the new ANT-25 aircraft took place. The chief pilot who tested the ANT-25 aircraft was MM. Gromov .

This aircraft was used for the legendary flights Moscow - Franz Josef Land - Petropavlovsk-on-Kamchatka by V. Chkalov, G. Baidukov and A. Belyakov on July 22, 1936 and Moscow - North Pole- USA by crews of V. Chkalov and M. Gromov.

crew of Mikhail Mikhailovich Gromov

Modification
Wingspan, m
Aircraft length, m
Aircraft height, m
Wing area, m2
Weight, kg
empty plane
maximum takeoff
engine's type
Power, hp
Maximum ground speed, km/h
Cruising speed, km/h
Practical range, km
Practical ceiling, m
Crew, people

Fate gave A.N. Tupolev has two creative lives, as it were. The first is everything connected with the birth of ANT aircraft, which ended in the arrest in 1937, together with members of a group of TsAGI workers, who had recently visited France and the USA, where, in particular, a license was purchased for the construction of a world-famous passenger aircraft in the USSR “ Douglas". This fact was perceived by Stalin as “sabotage.”

arrest warrant for A.N. Tupolev

building TsKB-29 (Berievskaya “sharaga”) on the street. Radio in Moscow

Second creative life aircraft designer A.N. Tupolev began behind the keys of Beria’s “sharaga” wire (1937-1941), where he and his comrades created the first TU brand aircraft. It was a TU-2 front-line bomber, which managed to fight at the front and was recognized by experts as the best machine in its category during the Great Patriotic War.

Modification
Wingspan, m

Height, m
Wing area, m2
Weight, kg
empty plane
normal takeoff
maximum takeoff
Fuel, l
engine's type	2 PD Shvetsov ASh-82
Power, hp
Maximum speed, km/h

on high
Practical range, km
Rate of climb, m/min
Practical ceiling, m

Weapons:	two 20-mm ShVAK cannons, three 7.62-mm ShKAS machine guns and one 12.7-mm UBT machine gun 10 rocket guns for RS-132 shells Bomb load normally - 1000 kg, maximum - 2000 kg, overload - 3000 kg

Continued on the website: For Advanced - Generals - A.N. Tupolev Part II