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today we're taking a look at the tupolev
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tb3 this chunky beast was a four engine
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soviet heavy bomber developed in the
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late 1920s it was the first all-metal
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four-engine monoplane bomber to enter
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service in the world and it transformed
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the capabilities of the soviet air force
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now there aren't that many photos of
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this particular plane to be found but as
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you can see on the screen it has been
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rendered beautifully in 3d thanks to the
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sponsor of today's video war thunder war
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thunder is an online military vehicle
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war thunder gives you access to a
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experience war thunder's intense pvp
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fast paced but easy to handle action
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realistic mode makes for more tactical
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and challenging gameplay and my personal
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favorite mode especially for aircraft is
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simulator this puts you right in the
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cockpit and combined with a vr headset
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amazing experience but you don't need a
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despite doing youtube as a full-time job
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i still have some spare time to enjoy
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this game so who knows you might bump
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into me flying some sort of obscure
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plane on a weekend
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and if you do i'm sorry but enough
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casual bragging about my supposed flying
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prowess in a digital game with zero
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actual flying qualifications
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let's instead take a closer look at the
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tb3
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its story begins in 1925 with the soviet
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air force
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having requested tupolev to produce what
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would become the tb1 in 1923 the soviet
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union's first mass-produced bomber and
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an all-metal one at that they then
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returned with another request in 1925.
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they wanted a four-engine all-metal
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bomber built along similar principles to
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the tb1
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it had to be both viable as a land plane
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a seaplane or a ski plane for winter
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operations and it must have a power
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output of at least 2000 horsepower after
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initial testing of a simple wind tunnel
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model was complete tupolev was approved
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to launch a project to fully develop the
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new bomber which at the time was
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designated as the ant-6 by tupolev and
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later the tb-3 by the vvs
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the project was to be managed under
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tupolev's overall direction by
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petlierkov who was also busy working on
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the tb1 project in fact the two aircraft
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went through their prototyping and
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construction process almost in parallel
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that being said it took a while for both
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projects to build up momentum and
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actually get underway the tb1 suffered
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from material shortages which led to
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production delays something i talked
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about in the video that covers that
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plane and the new four engine bomber
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also suffered this problem however this
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was not the only cause for its long
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development time on the one hand the vvs
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was being typical of most interwar air
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services and kept changing its
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requirements for the new bomber and on
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the other there was the problem of
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logistics for most of the 1920s the
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soviet union did not possess the
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required facilities in which it could
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build the tb3 airframes nor supply them
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with the required equipment in the
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numbers requested as a result of this
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development on the bomber was so slow
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that several other tupolev projects took
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to the air despite being started after
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it
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namely the ant 7 9 and 10.
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finally on the 3rd of december 1929 the
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first detailed model of the ant-6 was
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tested in a wind tunnel and in march of
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1930 a full-scale mock-up and then a
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prototype was ordered almost five years
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after the initial commencement of the
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project much like its predecessor the
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tb-3 prototype would become the largest
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aircraft built in the soviet union at
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the time and it was among the largest
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aircraft in the world in terms of
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wingspan the wing repeated the profile
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of that found on the tb1 but the
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ailerons extending from the outer
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engines to the tips did not project
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outwards structurally the wing was made
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out of a 7 meter central section that
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was built integrally to the fuselage and
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four outer sections that could be
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removed for rail transport the wing was
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built up around four spas that ran from
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tip to tip these comprised upper and
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lower booms that were joined by vertical
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and horizontal box and channel sections
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and these were reinforced by gussets of
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sheet metal and steel connectors at the
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joints
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the end result was an unappealing but
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undeniably strong internal structure
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much like the wing the fuselage was a
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direct extrapolation of that of the tb-1
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with the main difference being that it
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had a more rectangular cross-section
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with far less taper towards the tail two
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prominent top hat longerons projected on
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each side from nose to tail and six of
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the 13 a-frames used in the structure
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were also formed into corrugated sheet
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bulkheads
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and they were large enough to
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accommodate 1.5 meter tall doors that
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connected each section of the fuselage
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in the initial design of the tb3 that
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the prototype was built around it was to
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have a crew of six
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in the top of the nose there was an open
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cockpit for the gunner and below this
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was a lower compartment well supplied
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with the windows for the navigator and
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bom aimer next came the side by side
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open cockpits for the pilots again free
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to take in the icy cold siberian winds
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followed by a compartment for the
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engineer with separate engine and
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instrument consoles on each side of a
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central gangway
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next came the bombay with two pairs of
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flat rectangular doors in the belly
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between the bulkheads to which the
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undercarriage struts were attached
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in the initial design the aircraft was
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to be mounted on a similar undercarriage
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to the tb1 but this would be changed
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several times over the aircraft's
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history
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lastly behind the wing on the upper
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section of the fuselage were to open
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cockpits for the central gunners one of
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whom also acted as a radio operator like
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the nose cockpit these were fitted with
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scarf rings for the machine guns but the
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prototype had no armament or military
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equipment
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by the time construction of the
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prototype had begun its design
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requirements had changed owing to the
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passage of time and the changing moods
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of the soviet air force tupolev and
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petlyakov's work was made easier by the
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dropping of the seaplane requirement as
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that was now being met by the ant8
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flying boat
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power plant requirements had also
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changed several times
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and while the soviets built m17 engines
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were being worked on they were not yet
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ready and the decision was made to fit
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the prototype with four 600 horsepower
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curtis conqueror what's called v12s the
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engines were mounted on steel trusses
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ahead of a firewall on the front wing
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spa the wing was deep enough that when
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needed an engineer who didn't suffer
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from claustrophobia could crawl through
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the wing and gain access to them with
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relative ease this was something they
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would have to get used to as the only
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way of checking the fuel levels was to
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also crawl through the wing and check
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the fuel level indicators
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and the bomber had 14 of them so it was
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quite a tedious affair
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supporting what was rapidly becoming a
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large heavy engineer field plane was an
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undercarriage that shared much of its
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design again with the tb1 the weight of
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the aircraft was taken by a vertical
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strut from the axle to the second spa
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and triangular bracing was provided by a
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third strut between the axle and the
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bottom of the fuselage the vertical
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strut featured housings for the 12
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rubber bungee shock absorbers which
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along with the huge two meter diameter
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wheels would support the massive bulk of
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the airframe
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production of the prototype was rapid
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and it was completed in just under six
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months ground tests began on the 20th of
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november 1930 and on the 22nd of
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december it was prepared for its first
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flight this flight almost ended in
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disaster for the testing crew when heavy
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vibrations from the engines and the
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skids on the ground caused the starboard
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throttle levers to gradually be moved to
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the closed positions this caused the
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aircraft to slow to the right where it's
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narrowly avoided returning to its hangar
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in a most unplanned and violent fashion
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before test pilot mikhail gromov was
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able to hold the throttle open to
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complete the takeoff in relative safety
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following this the rest of the flight
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was problem free and deemed a success
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by february of 1931 the prototype was
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successfully taking off flying and
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landing with its wheeled undercarriage
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and as its performance was within the
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vvs requirements it was ordered into
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production as the tb-3 this made it the
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world's first all-metal four-engine
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cantilever wing bomber to enter full
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scale production
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though the m17 engines were now
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available pressure on these going into
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the tb-1s which were already in
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production led to the first tb-3s being
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re-engined with bmw 6 engines
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the armament and military equipment was
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now also installed for obvious reasons
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the internal bombay still resembled that
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of the tb1 but it now had a central
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gangway installed each side of which was
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a series of horizontal bomb racks
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these could carry up to 28 100 kilogram
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bombs
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if the internal bombay wasn't used
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external bomb racks could be added to
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the wings and fuselage
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this would allow the tb3 to carry
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various loads with a maximum bomb load
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of 5 tons
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which for 1931 gave it the largest bomb
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carrying capacity for any production
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aircraft in the world
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the tb-3's defensive armament consisted
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of a series of twin-mounted drum-fed da
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machine guns in each gunner station
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in addition to this production tb3s
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introduced a new feature that tupolev
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was to later suggest for several even
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larger bomber projects extendable wing
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turrets
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this sort of turret design is often
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referred to as a dustbin turret
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sometimes because of their appearance
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and sometimes because they were
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considered to be literally rubbish on
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some designs owing to various problems
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these turrets had already been
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successfully tested on the ant-6
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and several tb3s now had them installed
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as well
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their location required the unfortunate
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gunner to crawl through the wing
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structure to reach the turret which was
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located near the outer engine
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because of their location these turrets
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were manned by assistant engineers
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charged with supervising the engines and
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reading the gauges on the fuel tanks for
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operation the turrets could be manually
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cranked down until it was wholly below
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the wing and then cranked it to the left
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or the right while the gunner aimed his
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machine gun
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probably quite the workout as this all
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had to be done by hand
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the turret had side windows and the
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gunner was provided with 14 magazines
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for the gun
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and in an emergency the turrets could be
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jettisoned ideally with the gunner not
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being inside
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subsequent tests showed that whilst they
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caused some level of drag posed a
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frostbite risk to the gunners and in
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general looked positively hideous the
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turrets were useful for defense as the
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bomber lacked a tail gunner so the
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design stuck around at least for a time
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the first production aircraft rolled out
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at the factory on the 4th of january
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1932.
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on unfortunately by this point the
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production aircraft had grown rather
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heavy
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and this resulted in poor flight
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performance when these first units were
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delivered the cause of the weight gain
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was from numerous things the switching
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from imported to locally produced alloys
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for much of the airframe
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the addition of combat equipment not
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accounted for in some places
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steps brackets partitions and seeds not
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found on the prototype
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the use of heavy electric cables despite
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currents being trivial and the poor
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quality of inexperienced factory workers
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as a result of this an urgent weight
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reduction program was initiated
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apparently with complete disregard to
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safety
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wherever possible the structure was
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simplified
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wing ribs were removed and in some
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extreme cases the thickness of the
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fuselage structure was reduced despite
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these measures when the plane flew again
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these changes did not result in any
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catastrophic structural failures
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merely various cracks that were then
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arrested by drilling holes into various
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parts of the airframe
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i wish i was making that up
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disaster apparently avoided production
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went full steam ahead and by 1933
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factory number 22 was producing two tb3s
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every three days
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by now they were powered by the m17
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engine that had finally entered mass
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production
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and by the start of the year nearly 400
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tb3s had already been built and
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delivered
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this meant that the soviet union now had
00:14:43
the most powerful bomber force in the
00:14:45
world a distinction that they would hold
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for most of the 1930s
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despite having a potent bomber force the
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vvs was still hungry for more
00:14:54
improvement specifically range the
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soviet union itself was vast and it had
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potential enemies on both its eastern
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and western borders
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because of this range was considered
00:15:07
more important than payload among many
00:15:10
senior officers tupolev engineers were
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faced with a choice on how to provide
00:15:15
said range
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increase power or reduce drag
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the latter option was explored first
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in early 1933 a production aircraft was
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modified for special trials
00:15:28
everything possible was done to reduce
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drag
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all armament and bomb racks were removed
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as well as antennas and other drag
00:15:35
inducing objects and the main wheels
00:15:38
were housed in streamlined fairings
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the result was a disappointing gain of
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just 4.5 percent in speed and range
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in exchange for costly modifications
00:15:49
that made a bomber basically combat
00:15:51
ineffective
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experiments with increasing power
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eventually yielded better results though
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at first this was not the case initially
00:16:01
trials were done with the new michelin
00:16:03
m34 engines
00:16:05
again these were water-cooled v12s but
00:16:08
with improved four-valve cylinders and
00:16:10
the addition of a supercharger though
00:16:13
they boasted increased power over the
00:16:15
old m17s the increase in speed and range
00:16:19
was negligible a follow-up test was
00:16:21
conducted with the aircraft stripped of
00:16:23
its dustbin turrets and a reduced crew
00:16:26
to save weight
00:16:27
but this was equally disappointing
00:16:30
though the m34 was more reliable than
00:16:32
the m17 as well as being more powerful
00:16:35
the only performance advantage was a
00:16:37
higher top speed at lower altitudes
00:16:40
climb ceiling range and handling were
00:16:43
worsened
00:16:44
and the engine's heavier weight and
00:16:46
higher rpms led to uncomfortable
00:16:49
vibrations and excessive noise
00:16:52
all of which made for an intolerable
00:16:54
experience for the pilots whose open
00:16:57
cockpits were closest to the engines and
00:16:59
their propellers
00:17:01
salvation was found in the m34 engine
00:17:04
which featured a reduction gear it was
00:17:07
hoped that driving a larger propeller at
00:17:09
a slower speed would both improve
00:17:11
performance and solve the noise and
00:17:13
vibration issues it did
00:17:16
despite the added weight of the improved
00:17:18
engine and large propeller the takeoff
00:17:20
run was reduced the climb to 3000 meters
00:17:23
went from 29 minutes down to 17 the top
00:17:26
speed increased by almost 20 kilometers
00:17:29
an hour and the noise from the
00:17:31
propellers was significantly lessened
00:17:34
much to the relief of the pilots
00:17:36
following successful trials this new
00:17:39
engine and propeller arrangement was
00:17:40
installed on all future tb3s and many
00:17:44
existing models were also modified to
00:17:46
the updated configuration two other
00:17:48
distinct modifications that were made in
00:17:50
the 1930s was the fitting of four blade
00:17:53
propellers to the inboard engines which
00:17:56
improved takeoff performance and the
00:17:58
addition of a tail gunner previously the
00:18:01
fuselage had terminated at the stern
00:18:03
post but this was now modified for
00:18:06
additional width to support the gunner
00:18:08
and their equipment the rudder was
00:18:10
redesigned the entire lower part being
00:18:12
removed and the upper section extended
00:18:15
initially this station also featured
00:18:18
twin guns but with the new chicas
00:18:21
machine guns arriving in large numbers
00:18:23
a single version of this unit would
00:18:25
replace the old twin arrangement
00:18:28
these new belt fed guns boasted a fire
00:18:31
rate of 1800 rounds per minute
00:18:33
and so a single chicas machine gun had
00:18:36
more firepower than two of the old drum
00:18:38
fed da guns
00:18:40
though they were amongst the heaviest
00:18:43
and largest bombers employed in the
00:18:45
1930s the tb-3s are most remembered for
00:18:48
their more unconventional experimental
00:18:51
roles
00:18:52
many tb3s were used to test new
00:18:54
equipment and procedures
00:18:56
and from 1932 onwards this was done with
00:18:59
frightening rapidity among being used to
00:19:02
test a new autopilot system
00:19:04
they were used to test blind flying
00:19:06
instruments
00:19:08
apparently this was once done in
00:19:09
blizzard conditions with the world's
00:19:11
bravest test pilots
00:19:13
they were used to test the feasibility
00:19:15
of transporting light tanks by air
00:19:18
and one even had 76 millimeter field
00:19:21
guns installed no photos of this latter
00:19:24
event can be found but apparently a pair
00:19:27
of 76 millimeter guns were installed on
00:19:29
the wings of a tb-3
00:19:31
with a pair of gunners crammed into said
00:19:33
wing taking firing orders from the pilot
00:19:36
who had the task of somehow aiming the
00:19:39
things
00:19:40
the fact that this was done to only one
00:19:41
plane speaks volumes as to its actual
00:19:44
success and feasibility
00:19:46
a slightly saner experiment involved the
00:19:49
installation of spherical power driven
00:19:51
gun turrets in 1941
00:19:54
along with the testing of an advanced
00:19:56
fire control system that allowed three
00:19:58
powered turrets to be operated remotely
00:20:00
but the most spectacular and most famous
00:20:04
experiments to feature the tb-3 were the
00:20:06
ones involving parasite fighters
00:20:09
vachistrov zvienno and i hope i
00:20:12
pronounced that right
00:20:13
organized a series of experiments
00:20:15
between 1933 and 1935 that were
00:20:19
conducted in numbered stages that
00:20:21
increased in complexity
00:20:23
z2 comprised a tb3 carrying an i5
00:20:26
fighter above each wing
00:20:28
and a third above the fuselage
00:20:31
z3 involved iz fighters being suspended
00:20:34
underneath each wing
00:20:36
and z5 involved an iz fighter taking off
00:20:39
independently and docking with the
00:20:41
mothership something it did in a world
00:20:44
first on the 23rd of march
00:20:46
1935. all of this culminated with a tb-3
00:20:50
taking off in 1935 with no less than
00:20:53
four planes attached to it
00:20:55
two i-15s above the wing two i-16s below
00:20:59
and then a fifth plane then flew up and
00:21:01
attached to the bottom of the fuselage
00:21:04
once the tb3 was airborne after climbing
00:21:07
to operational altitude all five planes
00:21:10
successfully detached from the mother
00:21:11
ship without incidents in what could
00:21:13
only have been a very interesting
00:21:16
spectacle amazingly this party trick was
00:21:18
actually used in action during the
00:21:20
second world war operational missions
00:21:23
flown by the i-16s of the 32nd regiment
00:21:26
often involved said planes dropping from
00:21:29
the wings of a tb3 to carry out dive
00:21:32
bombing attacks
00:21:33
most of these missions were conducted
00:21:35
around romania with some notable
00:21:37
successes in striking bridges across the
00:21:40
danube river unfortunately not a great
00:21:43
deal of information is readily available
00:21:46
about the service life of the tb-3
00:21:49
but what there is paints a good picture
00:21:52
with over 800 being built they would see
00:21:55
service throughout the 1930s and in fact
00:21:58
all the way up to the end of the second
00:22:00
world war in some cases tb3s featured at
00:22:04
the battle of calkin goal against
00:22:05
imperial japan and the winter war with
00:22:08
finland
00:22:09
a couple of tb3s were captured by
00:22:11
finnish forces and their photos
00:22:14
contribute a fair amount to the total
00:22:16
number of photos that exist for the
00:22:18
aircraft
00:22:19
but the tb-3's biggest military
00:22:22
involvement was in the second world war
00:22:24
following the german invasion of the
00:22:25
soviet union
00:22:27
by the summer of 1941 the tb3 was well
00:22:31
and truly showing its age
00:22:33
with numerous more advanced bomber
00:22:35
designs already in service
00:22:37
in fact it had been withdrawn from
00:22:39
service in 1939 and many tb3s had been
00:22:43
converted into a transport variant that
00:22:45
was known as the g2 some of these
00:22:47
transports were used to haul cargo and
00:22:50
equipment between the many remote
00:22:51
communities of the ussr but some were
00:22:54
also being actively used to train soviet
00:22:57
paratroopers
00:22:58
but so numerous was the tb-3s production
00:23:01
run that the vvs still had 516
00:23:04
operational aircraft in reserve when
00:23:07
operation barbarossa kicked off
00:23:10
as most of these aircraft were stationed
00:23:11
with reserve units or in storage far to
00:23:14
the east they avoided the calamitous
00:23:17
losses experienced by other air units in
00:23:19
the opening weeks of the war with
00:23:21
germany
00:23:22
this meant that for a good while they
00:23:24
were some of the most numerous bombing
00:23:26
aircraft available to the vvs
00:23:29
and tb3s were employed in night bombing
00:23:31
missions during much of the conflict
00:23:34
they were also sometimes used for day
00:23:36
bombing when things got desperate but
00:23:39
their obsolete design and slow speed led
00:23:42
to appalling losses by a combination of
00:23:44
enemy fighters and anti-aircraft fire
00:23:47
though they were outperformed by more
00:23:49
modern sleeker designs the tb3s
00:23:52
contribution as a bomber troop carrier
00:23:55
and logistics aircraft was significant
00:23:58
so much so that a trio of them featured
00:24:00
in post-war victory parades in the
00:24:02
soviet union though no examples of these
00:24:05
metal giants survive today
00:24:07
a fate sadly shared by many other large
00:24:09
aircraft of this time
00:24:11
their contribution towards the
00:24:12
development of soviet aviation has
00:24:15
cemented them as one of the most
00:24:16
important heavy aircraft of the interwar
00:24:18
period once again thank you to war
00:24:21
thunder for sponsoring today's video and
00:24:23
providing me with their wonderful model
00:24:24
of the tb3
00:24:26
don't forget to register your account
00:24:27
for free using the link below to get
00:24:29
those free premium benefits
00:24:31
and if you're a plain person which to be
00:24:33
fair you probably are if you're watching
00:24:35
my videos you might bump into me in the
00:24:37
virtual skies
00:24:38
as always thank you all so much for
00:24:39
watching and a big thank you of course
00:24:42
to the patrons with a special shout out
00:24:44
to kevin deliado bain fb christopher r
00:24:48
tronathon eric heinmann john austin jr
00:24:51
ray colotta keith tarrier green sea
00:24:53
ships north links webs mct and ted
00:24:57
parsons for their support as wing
00:24:59
commander tier patrons
00:25:01
thank you all so much and i'll catch you
00:25:02
all next time goodbye
