TheTupolev ANT-7, known by theVVS as theTupolev R-6 ( R –razvedchik – reconnaissance), was a reconnaissance aircraft and escort fighter of theSoviet Union. The R-6 traces its roots back to early 1928 when theSoviet Air Force needed a long-range multirole aircraft. The requirements were that it could be used for long-range transport, defensive patrolling, reconnaissance, light bombing and torpedo attack.
Under Ivan Pogosski and guided byAndrei Tupolev,TsAGI developed the ANT-7 from theTupolev TB-1 by scaling it down by about one third.[1] Power for the ANT-7 was intended to be provided by two 388 kW (520 hp) – 455 kW (610 hp)Hispano Suiza engines or 313 kW (420 hp)Bristol Jupiter engines, but the prototype was powered by two 373 kW (500 hp) – 529 kW (709 hp)BMW VI engines.
The first flight of the ANT-7 took place on 11 September 1929, piloted byMikhail Gromov. Flight tests started in March 1930 after TsAGi decided to postpone them until after the winter. That summer, theNII-VVS (Nauchno-Issledovatel'skiy Institut Voyenno-Vozdooshnykh Seel – air force scientific test institute) conducted state tests which revealedtailplane buffeting, which was alleviated by fitting enlarged elevators. The next flight encountered radiator damage and an engine failure, but in spite of this, the ANT-7 passed the state acceptance tests.
Production aircraft were designatedR-6 by the Soviet Air Force. The first production aircraft was rolled off theGAZ-22, (GAZ –Gosudarstvenny Aviatsionnyy Zavod – state aviation plant/factory), assembly line in November 1931, a year after production started. Another 410 aircraft were made during the following three years: 385 at GAZ-22 inMoscow (one of these was the R-6 Limuzin), five atGAZ-31 inTaganrog (floatplanes designated KR-6P), and 20 more atGAZ-12 inKomsomolsk-on-Amur.
The standard aircraft crew consisted of the pilot, gunner and observer and the aircraft was able to carry 113.4 kg (250 lb) of bombs to a distance of up to 965.6 km (600 mi). Some were built with floats as theMP-6, (also known asKR-6P), for maritime patrol duties. Another variant was the KR-6 (KR –Kreiser Razveyedchik – cruiser reconnaissance), which had twoPV-2 machine guns and a second gunner, that was later relegated to training duties.
By 1935, the R-6 was becoming obsolete, and several were transferred toAeroflot andAvia Arktika, which used them to carry passengers and cargo in Siberia before theGreat Patriotic War, designatedPS-7-2M17 (the "2M17" showed that the aircraft were powered by two Mikulin M-17s), or asMP-6-2M17 if floats were attached.
The OKB designation of the project and prototype, powered by two 544.4 kW (730 hp)BMW VI V-12 engines.
R-6
(R –Razvyedchik – reconnaissance) reconnaissance version, powered by two 544.4 kW (730 hp)Mikulin M-17F V-12 engines. first flight 1929, trials 1930.
KR-6
(KR –Kreiser Razvyedchik – cruiser reconnaissance) escort fighter version 1934, powered by two 507.1 kW (680 hp)Mikulin M-17 V-12 engines, fitted with twoPV-2 machine guns and a second gunner.
KR-6P
Alternative designation of the MR-6 floatplane version.
MP-6 2M-17
(Morskoj Paassazhirskii – seaplane passenger transport) Civil floatplane version, powered by two 507.1 kW (680 hp)Mikulin M-17 V-12 engines..
PS-7 2M-17
(Paassazhirskii – passenger transport) Civil transport version PS-7 2M-17, cargo and passenger transport, first versions open cockpit, one version enclosed.
(Paassazhirskii – passenger transport) Civil cargo and passenger transport version.
R-6 Limuzin
Nine-seat civil transport version with a closed cockpit and a seven-seat cabin with glass windows and a luggage compartment. Powered by two 544.4 kW (730 hp)BMW VI V-12 engines. First flown in July 1933, the sole R-6L crashed on 5 September 1933 as a result of a maintenance error.
ANT-18
Ground attack version with twoMikulin M-34 engines, armor protection, and two dorsally-mounted machine guns.[2]
Duffy, Paul & Kandalov, Andrei. (1996)Tupolev, The Man and His Aircraft. Warrendale, Pennsylvania: Society of Automotive Engineers.ISBN1-56091-899-3
Gordon, Yefim & Rigamant, Vladimir (2005).OKB Tupolev: A History of the Design Bureau and its Aircraft. Hinckley, England: Midland Publishing.ISBN1-85780-214-4.
Gunston, Bill (1995b).Tupolev Aircraft since 1922. Annapolis, Maryland: Naval Institute Press.ISBN1-55750-882-8.
Kulikov, V. & Kotel'nikov, V. (January 2001). "Les Tupolev ANT-7 et dérivés: des avions victimes du "mal de mer"" [The Tupolev ANT-7 and its Derivatives: The Aircraft Victims of "Seasickness"].Avions: Toute l'Aéronautique et son histoire (in French) (94):48–54.ISSN1243-8650.
Kulikov, V. & Kotel'nikov, V. (February 2001). "Un B.C.R. à la soviétique: le Tupolev R-6/KR-6 et ses dérivés" [A Soviet B.C.R.: The Tupolev R-6/KR-6 and its Derivatives].Avions: Toute l'Aéronautique et son histoire (in French) (95):35–40.ISSN1243-8650.
Kulikov, V. & Kotel'nikov, V. (January 2001). "Les Tupolev R-6 et leurs dérivés durant la Seconde Guerre Mondiale" [The Tupolev R-6 and Their Derivatives During the Second World War].Avions: Toute l'Aéronautique et son histoire (in French) (94):48–55.ISSN1243-8650.
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Soviet Union