135-469: (Redirected from Sergei Kramarenko ) Sergey or Sergei Kramarenko may refer to: Sergey Kramarenko (pilot) (1923–2020), Soviet Air Force officer Sergey Kramarenko (footballer, born 1946) (1946–2008), Soviet footballer Sergei Kramarenko (footballer, born 1994) (born 1994), Russian footballer [REDACTED] Topics referred to by the same term This disambiguation page lists articles about people with
270-453: A 250 kg (550 lb) bomb load, and its cruising speed was 250 km/h (160 mph). Richthofen pushed for a more powerful engine. According to the test pilots, the Heinkel He 50 had a better acceleration rate, and could climb away from the target area much more quickly, avoiding enemy ground and air defences. Richthofen stated that any maximum speed below 350 km/h (220 mph)
405-499: A Moscow burns hospital, he returned to his regiment (now redesignated 176th Guards Fighter Aviation Regiment ). Kramarenko was appointed wingman to the Regiment navigator Major Aleksandr Kumanichkin, already an ace with 35 aerial victories ( he claimed five more in Korea). Both men were aggressive and disciplined in the air and they became a lethal team. He flew Kumanichkin's wing for several of
540-409: A burst that I got a sensation of that something was behind me. That sensation made me turn right and look behind me, and what it was I do not know to this day. Perhaps I had seen something. But inexplicable as it was, there I now saw less than 100 meters behind me the huge nose of a Sabre and the blasts and tracers of its six machine guns firing at me. Without thinking, in the space of a few hundredths of
675-470: A climbing turn with a roll angle of 40-50°] to the left, but I didn’t found the Sabres below where I expect them to be, but behind at my left. [...] I threw my aircraft in a dive, but instead of a sharp pull-up into a climb I began to slowly roll my aircraft into a flat dive. The Sabres, who didn’t expect that, stayed in the height, far above and behind. I dived to the right towards the hydroelectric station over
810-463: A cluster of saving clouds. My only choice was to head my aircraft towards one of them. Once inside the cloud, I made a very sharp turn of 90° to the left, I got out of the clouds and performed a right turn. I supposed that the lead Sabre would thought that my MiG kept on diving straight after getting out of the cloud. And that was exactly what happened. Now, below me, there were these three Sabres, which were looking for me downwards. Without losing not even
945-563: A complete unit, which increased speed of repair. The airframe was also subdivided into sections to allow transport by road or rail. The wings were of standard Junkers double-wing construction. This gave the Ju 87 considerable advantage on take-off; even at a shallow angle, large lift forces were created through the aerofoil , reducing take-off and landing runs. In accordance with the Aircraft Certification Centre for "Stress Group 5",
1080-470: A dive and crashed into the ground. I realized that one of the shells of my cannons hit the pilot's cockpit and wounded the pilot, who because of the loss of blood fainted and crashed to his death. Kramarenko's first victory claim was Fw 190A-3 (WkNr 2265) of Oberfeldwebel Karl Stadeck, (of 2./ JG 51 "Mölders"), who was killed. He claimed while flying Lavochkin La-5 "Red 34". On 19 March 1944 three La-5 FNs of
1215-448: A dozen of anti-aircraft batteries, which had the order to shoot at any airplane which get closer to the dam. I had the hope that the gunners of these batteries would help me to get these Sabres out of my tail. And that was what happened: the gunners accomplished their order to open fire at any intruder, and in front of me it appeared a dark cloud caused by the detonation of the anti-aircraft shells. I didn’t want to evade that cloud, because
1350-521: A flight led by Capt. Baranovskiy when they engaged a group of dive-bomber Ju 87 Stukas . Several escorting Fw 190s jumped his element leader Ryzhov and he promptly rushed to assist: In that moment in front of me, with a left turn at 100-150 meters arrived two unknown aircraft of green color - in their fuselages were black crosses. In spite it was the first time I saw them, immediately I knew they were two Fw 190s. As soon as they finished their turn, one of them began to shoot at my leader. I opened fire against
1485-455: A great deal of difficulty – as I was rammed into the left side of the aircraft – I managed to get my hand on the ejection seat control lever and pull it. A sharp blow momentarily pressed down on my eyes, so I have no idea how I flew out of the aircraft. As I came back to life I was falling together with the seat, I released the harness and kicked out of the seat with my legs. I could see that the clouds below me were coming up rapidly, so I pulled on
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#17328445576931620-408: A group of eight Sabres, heading in a head-on course. We maneuvered to gain altitude and turned around to attack them from the rear hemisphere, but the Sabres spotted us and turned around too. A quartet kept on flying straight, and I with a dive began to chase the aircraft of the rearmost quartet. Two Sabres went to left, and two to the right; Lazutin's pair attacked the pair on the left, and went towards
1755-421: A hand-pump on the fuel cock armature . The powerplant was cooled by a 10-litre (2.6 US gal), ring-shaped aluminium water container situated between the propeller and engine. A further container of 20-litre (5.3 US gal) was positioned under the engine. The control surfaces operated in much the same way as other aircraft, with the exception of the innovative automatic pull-out system. Releasing
1890-460: A knob on the control column. An elongated U-shaped crutch located under the fuselage swung the bomb out of the way of the propeller, and the aircraft automatically began a 6 g pullout. Once the nose was above the horizon, dive brakes were retracted, the throttle was opened, and the propeller was set to climb. The pilot regained control and resumed normal flight. The coolant flaps had to be reopened quickly to prevent overheating. The automatic pull-out
2025-418: A lack of adequate aircraft. The 24 January crash had already destroyed one machine. The second prototype was also beset by design problems. It had its twin stabilisers removed and a single tail fin installed due to fears over stability. Due to a shortage of engines, instead of a DB 600, a BMW "Hornet" engine was fitted. All these delays set back testing until 25 February 1936. By March 1936, the second prototype,
2160-548: A larger 3.3 m (11 ft) propeller. The Ju 87 was capable of carrying a 500 kg (1,100 lb) bomb, but only if not carrying the rear gunner/radio operator as, even with the Jumo 210D, the Ju 87 was still underpowered for operations with more than a 250 kg (550 lb) bomb load. All Ju 87 As were restricted to 250 kg (550 lb) weapons (although during the Spanish Civil War missions were conducted without
2295-419: A mechanical pneumatics system from the pilot's control column. The rear gunner/radio operator operated one 7.92 mm (.312 in) MG 15 machine gun for defensive purposes. The engine and propeller had automatic controls, and an auto-trimmer made the aircraft tail-heavy as the pilot rolled over into his dive, lining up red lines at 60°, 75° or 80° on the cockpit side window with the horizon and aiming at
2430-475: A new fight, even though I had come close to passing out from the stress. In order to not lose consciousness I focused my attention in front of me and pinched the arteries in my neck, as I did not want the blood to leave my head. It was far easier for the Sabre pilots to take this stress – they had a special anti-G suit which, when it sensed increased stress on the pilot, filled with air and, grasping him tightly, prevented
2565-445: A second I reacted automatically, and my MiG momentarily did a half roll, dropping into a dive. While in the dive, I looked back and saw a group consisting of three Sabres right behind me in a dive.[...] I could have initiated a dive, but I have been told that the Sabre was heavier than the MiG, so it should dive better. Because of that, to dive wasn't an option. Then I saw right in front of me
2700-438: A second, I jumped them. I have turned the wits. Now it was my turn to attack. But somehow they spotted me and immediately they split: the wingmen performed a diving turn to the left, and the leader a climbing right turn. This tactic allow them to neutralize my attack and to transform me into their prey: it was a trap. Whichever one I attacked, I would be forced to turn my tail to the others and then they would get me under fire. What
2835-514: A single 250 kg (550 lb) bomb if the aircraft was fully loaded with fuel. The Ju 87 R-1 had a B-1 airframe with the exception of a modification in the fuselage which enabled an additional oil tank. This was installed to feed the engine due to the increase in range with the extra fuel tanks. The Ju 87 R-2 had the same airframe as the B-2, and strengthened to ensure it could withstand dives of 600 km/h (370 mph). The Jumo 211D in-line engine
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#17328445576932970-409: Is Kramarenko's account of the duel he had against an American ace of World War II: "Then the Sabres changed to another tactic. Individual pairs of their most experienced pilots would sit off to the side, and when combat was joined would pounce on the trailing aircraft of our group, and frequently shoot them down. [...] My flight was flying to reinforce the strike group in the lead battle. As we got to
3105-497: Is usually in the order of 60 degrees ... When flying the Stuka, because it's all automatic, you are really flying vertically ... The Stuka was in a class of its own." Extensive tests were carried out by the Junkers works at their Dessau plant. It was discovered that the highest load a pilot could endure was 8.5 g for three seconds, when the aircraft was pushed to its limit by
3240-685: The Axis in World War II from beginning to end (1939–1945). The aircraft is easily recognisable by its inverted gull wings and fixed spatted undercarriage . Upon the leading edges of its faired main gear legs were mounted ram-air sirens known as Jericho trumpets, which became a propaganda symbol of German air power and of the so-called Blitzkrieg victories of 1939–1942, as well as providing Stuka pilots with audible feedback as to speed. The Stuka's design included several innovations, including automatic pull-up dive brakes under both wings to ensure that
3375-667: The United States Army occupied the Junkers factory at Dessau on 21 April 1945, they were both impressed at and interested in the medical flight tests with the Ju 87. The concept of dive bombing became so popular among the leadership of the Luftwaffe that it became almost obligatory in new aircraft designs. Later bomber models like the Junkers Ju 88 and the Dornier Do 217 were equipped for dive bombing. The Heinkel He 177 strategic bomber
3510-718: The Zolotaya Svezda , which is given with the title of Geroy Sovietskogo Soyuza ( Hero of the Soviet Union ). He was finally decorated with this award on 10 November 1951 by the Chairman of the Presidium of the Supreme Soviet of the USSR, Nikolai Shvernik . On his return to the skies over Korea, Kramarenko kept on scoring victories: "After takeoff and climb to altitude we saw the entire sky
3645-488: The wing flaps , were made of Pantal (a German aluminium alloy containing titanium as a hardening element) and its components made of Elektron . Bolts and parts that were required to take heavy stress were made of steel. The Ju 87 was fitted with detachable hatches and removable coverings to aid and ease maintenance and overhaul. The designers avoided welding parts wherever possible, preferring moulded and cast parts instead. Large airframe segments were interchangeable as
3780-583: The "Picchiatello", while others went to the other members of the Axis , including Hungary, Bulgaria and Romania. The B-2 also had an oil hydraulic system for closing the cowling flaps . This continued in all the later designs. Production of the Ju 87 B started in 1937. 89 B-1s were to be built at Junkers' factory in Dessau and another 40 at the Weserflug plant in Lemwerder by July 1937. Production would be carried out by
3915-669: The 167th Fighter Aviation Regiment in Georgia. Soon other commissions followed all over the Soviet Union, and he was also blessed by the births of his son Aleksandr and his daughter Nadezhda. In 1970 he received a new appointment, this time on foreign soil: the Iraqi Air Force had bought brand new MiG-21s, and Kramarenko helped Iraqi pilots and officers learn to operate the Soviet aircraft and trained them in tactics. A similar duty followed in Algeria in
4050-762: The 176th Guards Fighter Aviation Regiment were called to a meeting in the Officers' Club at Tyoply Stan by General Redkin, the Executive Officer of the Air Defense of Moscow, with Vasily Stalin also attending. Redkin detailed the critical situation in North Korea , with American B-29 heavy bombers bombing the poorly defended North Korean cities. The Soviet-backed Democratic People's Republic of Korea had officially requested Soviet assistance. When asked for volunteers all pilots, including Kramarenko, raised their hands. The unit
4185-544: The 19th Fighter Aviation Regiment intercepted a group of Ju 88 bombers escorted by six Bf 110 fighters. Kramarenko's leader - Pavel Maslyakov - shot down one of the Junkers, but was in return jumped by one of the Bf 110s. Kramarenko was ready to cover him, scoring hits on the Messerschmitt. He then fell prey to the Bf 110 wingman, who set his aircraft on fire and forced him to bail out with severe burns to face and hands. Kramarenko
Sergey Kramarenko - Misplaced Pages Continue
4320-555: The 523rd Fighter Aviation Regiment, equipped with the LaGG-3 . Like most inexperienced fliers, he began as wingman to more experienced pilots, such as Capt. Mikhail Baranovskiy and Lt. Yury Ryzhov. In early 1943 his unit was re-equipped with the Lavochkin La-5 , which performance-wise proved to be on a par with the German Fw 190 and Bf 109 . On 23 February 1943 he was flying as wingman in
4455-534: The Chinese uniforms. An intense period of air-to-air training in the MiG-15 followed. The Russians trained alongside Chinese pilots in the nearby airbase of Mukden . Kozhedub brought Kramarenko with him and personally checked the training of their Chinese and Korean apprentices. Kramarenko remembered the poor training of the Chinese students who could barely perform even basic training flights. Both he and Kozhedub also realized
4590-402: The Ju 87 had reached the acceptable structural strength requirements for a dive bomber. It was able to withstand diving speeds of 600 km/h (370 mph) and a maximum level speed of 340 km/h (210 mph) near ground level, and a flying weight of 4,300 kg (9,500 lb). Performance in the diving attack was enhanced by the introduction of dive brakes under each wing, which allowed
4725-605: The Ju 87 stood little chance of becoming the Luftwaffe's main dive bomber, as it was underpowered in his opinion. On 9 June 1936, the RLM ordered cessation of development in favour of the Heinkel He 118 , a rival design. Udet cancelled the order the next day, and development continued. On 27 July 1936, Udet crashed the He 118 prototype, He 118 V1 D-UKYM. That same day, Charles Lindbergh was visiting Ernst Heinkel , so Heinkel could communicate with Udet only by telephone. According to this version of
4860-422: The Ju 87 to maintain a constant speed and allow the pilot to steady his aim. It also prevented the crew from suffering extreme g forces and high acceleration during "pull-out" from the dive. The fuselage had an oval cross-section and housed, in most examples, a Junkers Jumo 211 water-cooled inverted V-12 engine . The cockpit was protected from the engine by a firewall ahead of the wing centre section where
4995-466: The Ju 87, but it remained in service until the end of the war in 1945. Germany built an estimated 6,000 Ju 87s of all versions between 1936 and August 1944. Oberst Hans-Ulrich Rudel became the most successful Stuka pilot and the most highly decorated German pilot of the war. The Ju 87's principal designer, Hermann Pohlmann , held the opinion that any dive-bomber design needed to be simple and robust. This led to many technical innovations, such as
5130-432: The Ju 87A at this time. Prototypes Production variants The Ju 87 B series was to be the first mass-produced variant. A total of six pre-production Ju 87 B-0 were produced, built from Ju 87 A airframes. The first production version was the Ju 87 B-1, with a considerably larger engine, its Jumo 211D generating 1,200 PS (883 kW or 1,184 hp), and completely redesigned fuselage and landing gear, replacing
5265-634: The Ju A 48 was designated the Ju K 47 . After the Nazis came to power, the design was given priority. Despite initial competition from the Henschel Hs 123 , the Reichsluftfahrtministerium (RLM/German aviation ministry) turned to the designs of Herman Pohlmann of Junkers and co-designer of the K 47, Karl Plauth . During the trials with the K 47 in 1932, double vertical stabilisers were introduced to give
5400-465: The Jumo 210D, the A-1 had two 220 L (58 US gal; 48 imp gal) fuel tanks built into the inner wing, but it was not armoured or protected. The A-1 was also intended to be fitted with four 7.92 mm (0.312 in) MG 17 machine guns in its wings, but two of these—one per side—were omitted due to weight concerns; the pair that remained were fed a total of 500 rounds of ammunition, stored in
5535-542: The Jumo 210Da. The first A series variant, the A-0, was of all-metal construction, with an enclosed cockpit under a "greenhouse" well-framed canopy; bearing twin radio masts on its aft sections, diagonally mounted to either side of the airframe's planform centreline and unique to the -A version. To ease the difficulty of mass production, the leading edge of the wing was straightened out and the ailerons ' two aerofoil sections had smooth leading and trailing edges. The pilot could adjust
Sergey Kramarenko - Misplaced Pages Continue
5670-510: The MiG-15 fliers had combat conditions in their favor. These tactics were tested on 12 April 1951 when 44 MiG-15s of the 176th Guards Fighter Aviation Regiment and 196th Fighter Aviation Regiment faced an American formation made up of 48 B-29s escorted by 96 jet fighters. Against these uneven odds the Soviet fliers claimed some 10 B-29s, 3 F-80s , and 1 F-86 shot down. Kramarenko's first victory in Korea
5805-479: The Sabre. Ground command reported where it had impacted.” The Sabre downed by Kramarenko was the F-86A BuNo 49-1281 of Lt.Col. Glenn T. Eagleston ( 4th FIG's commander, a famed World War II ace with 18.5 Luftwaffe kills while flying a P-51 Mustang , and two victories against MiGs in Korea), who belly-landed his jet at Kimpo Airbase South Korea. The jet was damaged beyond repair and was written off. The leader of
5940-437: The Sabres would reduce the distance and they would shoot me down. At that moment I preferred to eventually die in the hands of my fellow gunners, rather than the bullets of the Sabres, so I headed for the very center of a cloud. The aircraft punched into the cloud. Once inside and away from the shell bursts I immediately swung the aircraft from side to side, up and down. Grabbing the stick, I pulled back on it. The results were that
6075-492: The Sabres. I could see that the Sabres were holding a dive at an angle of about 60 degrees – I aimed at them and immediately gave one of them a burst. I saw the shells detonate in the area of the cockpit, and there was clearly black smoke now visible inside the cockpit; the Sabre’s dive angle increased and he kept ongoing down. At that moment, Gulyy called me: -I’m spinning! I looked behind me and saw his aircraft nearly inverted. I gave
6210-704: The Soviet Union, he studied at the Air Force Academy, where he graduated in 1954. Around that same time, in Moscow, he met an art student - Yulya Alekseyevna. Soon they began dating and going together to the Bolshoi Theater and others. In 1956 he got his first command duty as deputy commander of a regiment placed in Machulishchi, Belarus. In 1957 he proposed marriage to Yulya, and she accepted. Already married, that same year Kramarenko received his second command assignment -
6345-830: The Soviet Union. On the Eastern Front (World War II) Sergei Kramarenko scored two individual victories and 10 more group (shared) kills, plus a balloon. During the Korean War he flew 104 combat sorties, engaged UN aircraft in 42 occasions, and was officially credited with 13 victories. After cross-referencing his credited victories with German and US losses, it seems that in fact he shot down one German warplane during World War II, and he scored at least eight or nine victories in Korea, besides seriously damaging three more UN jets. (*) = Loss not credited in US records to MiG-15 action. KORWALD lists Captain A.B. Swanson loss date as 13 .04.1951 and that he
6480-668: The Stuka was, like many other dive bombers of the period, vulnerable to fighter aircraft. During the Battle of Britain of 1940–1941, its lack of manoeuvrability, speed, or defensive armament meant that it required a heavy fighter escort to operate effectively. After the Battle of Britain, the Luftwaffe deployed Stuka units in the Balkans Campaign , the African and the Mediterranean theatres and in
6615-567: The Thunderjets went into a cloud and we found ourselves over the coastline. Not seeing the usual Sabre escort, we made a left turn and began a level climb and had just turned around when I spotted two groups of Sabres diving down to attack Vishnyakov. We were engaging under the most unfavorable conditions, but nevertheless we beat off the first attack of the Sabres and, by using maneuver, climbed back up to about 9000 meters. At that moment another group of Sabres showed up, and moved to come down to attack
6750-632: The V2, was finally fitted with the Jumo 210Aa engine, which a year later was replaced by a Jumo 210 G (W.Nr. 19310). The testing went well, and the pilot, Flight Captain Hesselbach, praised its performance. However, Wolfram von Richthofen , in charge of developing and testing new aircraft in the Technisches Amt, or Technical Service, told the Junkers representative and Construction Office chief engineer Ernst Zindel that
6885-422: The Weserflug company after April 1938, but Junkers continued producing Ju 87 up until March 1940. A long range version of the Ju 87 B was also built, known as the Ju 87 R, the letter being an abbreviation for Reichweite , "(operational) range". They were primarily intended for anti-shipping missions. The Ju 87 R had a B-series airframe with an additional oil tank and fuel lines to the outer wing stations to permit
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#17328445576937020-569: The Yalu river [this station is referred in the Russian cartography as Suphun hydroelectric station, and as Suiho Dam/Reservoir in the American one – Note of the authors]. This huge reservoir had a dam of 300 meters height and a power station which provided energy not only to half of Korea but also the whole North-East of China. Precisely it was the main target we should protect. Besides us, their defense consisted in
7155-403: The accuracy of the Ju 87's aim. When the aircraft was reasonably close to the target, a light on the contact altimeter (an altimeter equipped with an electrical contact which triggers at a preset altitude) came on to indicate the bomb-release point, usually at a minimum height of 450 m (1,480 ft). The pilot released the bomb and initiated the automatic pull-out mechanism by depressing
7290-486: The ace's victories, and shared some of them. On 16 April 1945 Kramarenko scored his second full victory: a Fw 190 over Eastern Prussia. The aircraft he flew that day was the Lavochkin La-7 "Red 27", of the regimental executive officer Major Ivan Kozhedub . Kozhedub had lent Kramarenko his aircraft because he was not scheduled to fly and no other aircraft was available. In 1946 the 176th Guards Fighter Aviation Regiment
7425-671: The aircraft recovered from its attack dive even if the pilot blacked out from the high g-forces , or suffered from target fixation . The Ju 87 operated with considerable success in close air support and anti-shipping roles at the outbreak of World War II. It led air assaults during the Invasion of Poland in September 1939. Stukas proved critical to the rapid conquest of Norway , the Netherlands , Belgium , and France in 1940. Though sturdy, accurate, and very effective against ground targets,
7560-473: The blood from leaving his head. Up until then our designers had never thought of such an idea. I circled the airfield a couple of times, landed and then, taxiing over to the hardstand, saw my wingmen. They, having lost me during the sharp turn, continued to go after the eight Sabres, but when they got to the coastline had to turn back, searched for me, and not finding me, returned to the airfield. Subsequent examination of my gun camera footage showed good hits on
7695-436: The bomb initiated the pull-out, or automatic recovery and climb, upon the deflection of the dive brakes. The pilot could override the system by exerting significant force on the control column and taking manual control. The wing was the most unusual feature. It consisted of a single centre section and two outer sections, each installed using four universal joints. The centre section had a large negative dihedral (anhedral) and
7830-413: The centrifugal forces. At less than 4 g, no visual problems or loss of consciousness were experienced. Above 6 g, 50% of pilots suffered visual problems, or greyout . With 40%, vision vanished altogether from 7.5 g upwards and black-out sometimes occurred. Despite this blindness, the pilot could maintain consciousness and was capable of "bodily reactions". After more than three seconds, half
7965-463: The cockpit. The fuel system comprised two fuel tanks between the main (forward) and rear spars of the (inner) anhedral wing section of the port and starboard wings, each with 240-litre (63 US gal) capacity. The tanks also had a predetermined limit which, if passed, would warn the pilot via a red warning light in the cockpit. The fuel was injected via a pump from the tanks to the engine. Should this shut down, it could be pumped manually using
8100-444: The command to my wingman to repulse the attack, and we proceeded to cut through their flight. A long burst in front of the Sabres forced them to break off the attack and climb away. I gave the command to Lazutin to go after them, while I and my wingman turned to follow the group commander, who had opened fire as he closed on the Sabres, but they made a sharp maneuver to avoid his fire and split up. One flight went into steep left bank, and
8235-436: The command: -Hit your air brakes! Pull out! I saw Gulyy pull out of the inverted position and we then went into a dive, climbed back up to altitude, and returned home. [...] Fifty years later a special group carrying out a search for American pilots who were missing in action asked me if the pilot of the Sabre I shot down had bailed out. I could only repeat what I wrote above.” The USAF reported no Sabre loss on that date, but
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#17328445576938370-434: The command: “Everybody break!” and we turned under the Sabres, but now I saw that my rear wingman, Senior Lieutenant Voronoy, was being fired on by two Sabres. Voronoy went into a sharp dive and headed down. I returned to the battle. At that moment my third pair came under attack from two Sabres coming down from above which, as they opened fire, cut through them and headed out directly towards above me. I followed them, firing at
8505-435: The coolant flaps. The aircraft then rolled 180°, automatically nosing the aircraft into a dive. Red tabs protruded from the upper surfaces of the wing as a visual indicator to the pilot that, in case of a g-force induced black-out , the automatic dive recovery system would be activated. The Stuka dived at a 60–90° angle, holding a constant speed of 500–600 km/h (310–370 mph) due to dive-brake deployment, which increased
8640-551: The crew could communicate with the glider crew by way of the tow rope. The R-4 differed from the R-2 in the Jumo 211J powerplant. Known prototypes On 18 August 1937, the RLM decided to introduce the Ju 87 Tr(C). The Ju 87 C was intended to be a dive and torpedo bomber for the Kriegsmarine . The type was ordered into prototype production and available for testing in January 1938. Testing
8775-533: The deeds of Soviet airmen like Valery Chkalov and Georgy Baydukov , and so decided to become a pilot. In the autumn of 1940 he began a flying course at the Dzerzhinsky aeroclub, and as one of the 80 who graduated with the highest marks was offered the opportunity to become a military pilot. Kramarenko accepted and began military training on 1 April 1941 at Borisoglebsk aerodrome. Sergei Kramarenko first saw action in late November 1942 over Stalingrad , as part of
8910-465: The design's characteristic transverse strut-braced, large-planform undercarriage "trousers", not used on the Ju 87B versions and onward. The pilot relied on the Revi C 21C gun sight for the two MG 17s. The gunner had a single 7.92 mm (0.312 in) MG 15, with 14 drums of ammunition, each containing 75 rounds. This represented a 150-round increase in this area over the Ju 87 A-0. The A-1 was also fitted with
9045-696: The dive. The chief of the Luftwaffe Command Office Walther Wever, and the Secretary of State for Aviation Erhard Milch , feared that such high-level nerves and skill could not be expected of "average pilots" in the Luftwaffe . Nevertheless, development continued at Junkers. Udet's "growing love affair" with the dive bomber pushed it to the forefront of German aviation development. Udet went so far as to advocate that all medium bombers should have dive-bombing capabilities, which initially doomed
9180-476: The early stages of the Eastern Front war, where it was used for general ground support, as an effective specialised anti-tank aircraft and in an anti-shipping role. Once the Luftwaffe lost air superiority , the Stuka became an easy target for enemy fighters, but it continued being produced until 1944 for lack of a better replacement. By 1945 ground-attack versions of the Focke-Wulf Fw 190 had largely replaced
9315-406: The elevator and rudder trim tabs in flight, and the tail was connected to the landing flaps, which were positioned in two parts between the ailerons and fuselage. The A-0 also had a flatter engine cowling, which gave the pilot a much better field of vision. In order for the engine cowling to be flattened, the engine was set down nearly 0.25 m (9.8 in). The fuselage was also lowered along with
9450-407: The end to come. The second time, I thought, he won’t miss. I looked down. The cloud was now much closer – perhaps 50-100 meters away. I thought: ‘What will happen first – will I go into the cloud or will his tracers hit me? If the Sabre opens fire, he won’t miss.’ But when the Sabre closed to 800 meters and new tracers flew from it, I poked into the cloud. It immediately became quite dark, humid, but it
9585-404: The engine to overheat. The Ju 87 V1, powered by a Rolls-Royce Kestrel V12 cylinder liquid-cooled engine, and with a twin tail, crashed on 24 January 1936 at Kleutsch near Dresden , killing Junkers' chief test pilot, Willy Neuenhofen, and his engineer, Heinrich Kreft. The square twin fins and rudders proved too weak; they collapsed and the aircraft crashed after it entered an inverted spin during
9720-592: The fact that the US-Russia Joint Commission for POW-MIA interviewed him in 2002 looking for details on this kill indicates that this victory is unofficially admitted by the Americans. {KORWALD shows a F-80C loss with the Pilot MIA } On 17 January 1952 Kramarenko flew his last combat mission in Korea. During it he damaged an F-86, but was not only shot down himself but also fired upon by the Sabre flier while he
9855-493: The fin to produce the noise after release. The trumpets were a suggestion from Udet, but some authors say the idea originated from Adolf Hitler . The Ju 87 B-2s that followed had some improvements and were built in several variants that included ski-equipped versions (the B-1 also had this modification) and at the other end, with a tropical operation kit called the Ju 87 B-2 trop. Italy's Regia Aeronautica received B-2s and named them
9990-405: The first time. By 15 December 1939, 915 arrested landings on dry land had been made. It was found that the arresting gear winch was too weak and had to be replaced. Tests showed the average braking distance was 20–35 metres (66–115 ft). The Ju 87 V11 was designated C-0 on 8 October 1938. It was fitted out with standard Ju 87 C-0 equipment and better wing-folding mechanisms. The "carrier Stuka"
10125-414: The fuel tanks were located. At the rear of the cockpit, the bulkhead was covered by a canvas cover which could be breached by the crew in an emergency, enabling them to escape into the main fuselage. The canopy was split into two sections and joined by a strong welded steel frame. The canopy itself was made of Plexiglas and each compartment had its own "sliding hood" for the two crew members. The engine
10260-413: The gunner's position, allowing the gunner a better field of fire. The RLM ordered seven A-0s initially, but then increased the order to 11. Early in 1937, the A-0 was tested with varied bomb loads. The underpowered Jumo 210A, as pointed out by von Richthofen, was insufficient, and was quickly replaced with the Jumo 210D engine. The A-1 differed from the A-0 only slightly. As well as the installation of
10395-551: The gunner). The Ju 87 A-2 was retrofitted with the Jumo 210Da fitted with a two-stage supercharger . The only further significant difference between the A-1 and A-2 was the H-PA-III controllable-pitch propeller . By mid-1938, 262 Ju 87 As had been produced, 192 from the Junkers factory in Dessau and a further 70 from Weser Flugzeugbau ("Weserflug" – WFG) in Lemwerder near Bremen. The new, more powerful, Ju 87B model started to replace
10530-499: The machine's speed was increased to 280 km/h (170 mph) at ground level and 290 km/h (180 mph) at 1,250 m (4,100 ft), while maintaining its good handling ability. The Ju 87 was a single-engined all-metal cantilever monoplane . It had a fixed undercarriage and could carry a two-person crew. The main construction material was duralumin , and the external coverings were made of duralumin sheeting. Parts that were required to be of strong construction, such as
10665-439: The meager diet of rice they received was a problem. As soon as the Chinese rations were replaced by meat and other high-calorie food the situation improved. Both regiments of the 324th Fighter Aviation Division redeployed to the forward airbase at Antung , and entered into battle in early April 1951. On 3 April they suffered three losses for no victories, although on 4 April 1951 Fyodor Shebanov managed to shoot down an F-86 and
10800-469: The mid-1970s. Finally, already a Major-General of the Air Force, Kramarenko retired in 1977. Ju 87 Stuka The Junkers Ju 87 , popularly known as the " Stuka ", is a German dive bomber and ground-attack aircraft . Designed by Hermann Pohlmann , it first flew in 1935. The Ju 87 made its combat debut in 1937 with the Luftwaffe 's Condor Legion during the Spanish Civil War of 1936–1939 and served
10935-485: The only dedicated, strategic heavy bomber design to enter German front-line service during the war years—the 30-metre wingspan Heinkel He 177 A—into having an airframe design (due to Udet examining its design details in November 1937) that could perform "medium angle" dive-bombing missions, until Reichsmarschall Hermann Göring exempted the He 177A, Germany's only operational heavy bomber, in September 1942 from being given
11070-416: The other did the same to the right. Vishnyakov’s flight split up as well and began to go after both groups as pairs. At that moment his pair was jumped from above by a pair of Sabres, who literally popped up about 300-400 meters from me. I immediately went over to get on their tails. The Sabres rolled over and went into a dive. I ordered Gogolev, my third pair leader, “Cover the commander,” and tried to go after
11205-461: The outbreak of World War II , the Luftwaffe had 336 Ju 87 B-1s on hand. The B-1 was also fitted with "Jericho trumpets", essentially sirens driven by propellers with a diameter of 0.7 m (2.3 ft) The devices caused a loss of 20–25 km/h (12–15 mph) through drag, and over time the sirens were no longer installed on many units, although they remained in use to various extent. As an alternative, some bombs were fitted with whistles on
11340-465: The outer surfaces a positive dihedral. This created the inverted gull, or "cranked", wing pattern along the leading edge. The shape of the wing improved the pilot's ground visibility and also allowed a shorter undercarriage height. The centre section protruded by only 3 m (9 ft 10 in) on either side. The offensive armament was two 7.92 mm (.312 in) MG 17 machine guns fitted one in each wing outboard of undercarriage, operated by
11475-412: The pair which was diving, or the Sabre which was climbing? If I would jumped the first ones, the latter would dive after me and he would shoot me down. That's why I choose the later, because it was closer and was making a climbing turn to the right. So, I dived and soon I put myself behind him, I aimed, and at a distance of about 600 meters, I opened up. To slow down and to hold my fire until to be closer it
11610-401: The parachute ripcord ring, and after I yanked it the canopy opened. I came to a sharp halt, and now I was floating under the parachute. Above me was the blue sky, below me the clouds. They were about 800 meters below. I glanced around and saw a Sabre coming at me very quickly. He came on for a few more seconds, and suddenly I saw the smoke and tracers that he was firing his six machine guns. Death
11745-512: The pilot captured ). Kramarenko noted that the main reason for such a defeat was their failure to enter Korean airspace at higher altitude and superior speed in comparison with American aircraft. Yevgeny Pepelyaev , (commander of the 196th Fighter Regiment) and Sergey Vishnyakov (executive officer of the 176th Fighter Regiment) instructed the MiG pilots to jump the American formations in co-ordinated attacks from different directions. Now with these coordinated attacks and both height and high speed
11880-514: The pilot who shot down and shot at the Soviet ace was Major William F. Shaeffer, of the 16th FIS, 51st FIW. Following the decision of General Staff of USSR's Armed Forces, the VVS 303rd and 324th Fighter Aviation Division were replaced by PVO divisions, the 97th and 190th Fighter Aviation Division. So, on 31 January 324th, Fighter Aviation Division ceased combat operations in Korea and 176th Guards Fighter Aviation Regiment (and Kramarenko with it) returned to
12015-433: The place of combat, the enemy were just finishing up moving out over the sea. Our side was also running out of fuel, and they were heading for home. As we got there, we could see an eight of Sabres coming right at us at the same altitude. Without thinking, I gave the command “Let’s attack them” and turned at a nearly 90 degree bank to wind up 600 meters behind this group. It was just as I got the leader in my sights and gave him
12150-441: The rear gunner a better field of fire . The main, and what was to be the most distinctive, feature of the Ju 87 was its double-spar inverted gull wings . After Plauth's death, Pohlmann continued the development of the Junkers dive bomber. The Ju A 48 registration D-ITOR, was originally fitted with a BMW 132 engine, producing 450 kW (600 hp ). The machine was also fitted with dive brakes for dive testing. The aircraft
12285-417: The regimental commander’s group from above. As for me, as I virtually had no speed due to the climb, managed to increase my climb angle and at 600 meters I opened fire on the Sabre group leader. His aircraft ran through my tracers, and I saw several explosions on it. He increased his dive and angle and headed down. Turning around, I saw that my group was also being attacked from above by a group of Sabres. I gave
12420-399: The retractable undercarriage being discarded in favour of one of the Stuka's distinctive features, its fixed and " spatted " undercarriage. Pohlmann continued to carry on developing and adding to his ideas and those of Dipl Ing Karl Plauth (Plauth was killed in a flying accident in November 1927), and produced the Ju A 48, which underwent testing on 29 September 1928. The military version of
12555-413: The right. The Sabres began to dive, but by then the range had decreased, and at about 400 meters I open fire. I see hits all over the Sabre wingman, which releasing smoke kept on diving. My wingman jumped the second Sabre, but his aircraft began to shake, due to the speed had almost reached 1.000 km/h, and consequently missed. We got out of the dive, and we saw that below remained only one Sabre - no trace of
12690-577: The same name. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Sergey_Kramarenko&oldid=970657863 " Category : Human name disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Sergey Kramarenko (pilot) Sergei Makarovich Kramarenko ( Russian : Серге́й Макарович Крамаренко ; 10 April 1923 – 21 May 2020)
12825-575: The second. Soon the ground control confirmed us, that he fell. His victory was probably confirmed by the interception of American radio dialogue: the F-86A Bu.No 49-1130 of Thomas C. Hanson ( 336th FIS , Killed), although USAF records list the aircraft as lost in an accident shortly after take-off. On 17 June 1951 Kramarenko and his six wingmen almost fell in an American ambush when they engaged eight Sabres who were acting as bait for three more F-86s lying in wait and ready to attack from above. What follows
12960-611: The story, Heinkel warned Udet about the propeller's fragility. Udet failed to consider this, so in a dive, the engine oversped and the propeller broke away. Immediately after this incident, Udet announced the Stuka the winner of the development contest. Despite being chosen, the design was still lacking and drew frequent criticism from Wolfram von Richthofen. Testing of the V4 prototype (A Ju 87 A-0) in early 1937 revealed several problems. The Ju 87 could take off in 250 m (820 ft) and climb to 1,875 m (6,152 ft) in eight minutes with
13095-489: The subjects passed out. The pilot would regain consciousness two or three seconds after the centrifugal forces had dropped below 3 g and had lasted no longer than three seconds. In a crouched position, pilots could withstand 7.5 g and were able to remain functional for a short duration. In this position, Junkers concluded that 2 ⁄ 3 of pilots could withstand 8 g and perhaps 9 g for three to five seconds without vision defects which, under war conditions,
13230-444: The target with the sight of the fixed gun. The heavy bomb was swung down clear of the propeller on crutches prior to release. Flying at 4,600 m (15,100 ft), the pilot located his target through a bombsight window in the cockpit floor. The pilot moved the dive lever to the rear, limiting the "throw" of the control column. The dive brakes were activated automatically, the pilot set the trim tabs, reduced his throttle and closed
13365-622: The task of such a mismatched mission profile for its large airframe. The design of the Ju 87 had begun in 1933 as part of the Sturzbomber-Programm . The Ju 87 was to be powered by the British Rolls-Royce Kestrel engine. Ten engines were ordered by Junkers on 19 April 1934 for £ 20,514, two shillings and sixpence. The first Ju 87 prototype was built by AB Flygindustri in Sweden and secretly brought to Germany in late 1934. It
13500-421: The testing of the terminal dynamic pressure in a dive. The crash prompted a change to a single vertical stabiliser tail design. To withstand strong forces during a dive, heavy plating, along with brackets riveted to the frame and longeron , was fitted to the fuselage. Other early additions included the installation of hydraulic dive brakes that were fitted under the leading edge and could rotate 90°. The RLM
13635-400: The tracers stopped. I could see the Sabre bank away sharply when 500 meters away, and passing about 50 meters away from me, make a quick turn. I got nauseous from his jet exhaust as he passed. I saw the Sabre make another turn and come back to attack me again. Now I understood that he wanted to get even for the death of his leader, but then I didn’t want to think about that so silently waited for
13770-407: The trailing airplane and I saw shell strikes all over the aircraft. I watched that suddenly it went upwards turning, and his leader after him. Right then, ahead of me from the left went by tracers. I looked to the left and saw that 300 meters behind at the left were two Focke-Wulfs. They shoot right at me, and the tracers of their aircraft get closer and closer to my airplane. What should I do? To climb
13905-457: The twin radio masts of the "A" version with a single mast mounted further forward on the "greenhouse" canopy, and much simpler, lighter-weight wheel "spats" used from the -B version onwards, discarding the transverse strut bracing of the "A" version's maingear design. This new design was again tested in Spain, and after proving its abilities there, production was ramped up to 60 per month. As a result, by
14040-419: The two Sabres who came to assist Eagleston was also a notable combat pilot: Lt.Col. Bruce Hinton, the first Sabre pilot to shoot down a MiG on 17 December 1950. The 324th Fighter Aviation Division had been fighting without a respite since April. During August it was allowed to rest for a month. When the unit came back into the fight, Kramarenko soon claimed new victories: Kramarenko was postulated to be awarded
14175-418: The use of two 300 litres (79 US gal) standardised capacity under-wing drop tanks , used by a wide variety of Luftwaffe aircraft through most of the war. This increased fuel capacity to 1,080 litres (290 US gal) (500 litres in main fuel tank of which 480 litres were usable + 600 litres from drop tanks). To prevent overload conditions, bomb carrying ability was often restricted to
14310-405: The visual impairments most during "pull-up" from a dive. Eric "Winkle" Brown RN , a British test pilot and Commanding Officer of No. 1426 Flight RAF (the captured enemy aircraft Flight), tested the Ju 87 at RAE Farnborough . He said of the Stuka, "I had flown a lot of dive-bombers and it's the only one that you can dive truly vertically. Sometimes with the dive-bombers ... maximum dive
14445-518: The war and technological difficulties. So the Luftwaffe settled on the Focke-Wulf Fw 190 fighter aircraft, with the Fw 190F becoming the ground-attack version. The Fw 190F started to replace the Ju 87 for day missions in 1943, but the Ju 87 continued to be used as a night nuisance-raider until the end of the war. The second prototype had a redesigned single vertical stabiliser and a 610 PS (601.7 hp; 448.7 kW) Jumo 210 A engine installed, and later
14580-426: The wingman. He, evidently damaged, turned and banked over into a dive. I was not able to go after the damaged aircraft, as I suddenly felt a sharp blow and the aircraft around me began to rapidly spin. I kicked hard left rudder, but the controls did not respond. It was so sudden that one wing suddenly broke off. I made the decision to bail out of the uncontrollable aircraft, as it was now in a vertical spin downward. With
14715-402: The wings fluttered a bit. But after several tens of seconds passed, suddenly I was once again out in the sunshine. The aircraft had punched through the black cloud. Behind and below me were the dam and the reservoir. Off to the left I could see the departing Sabres, having lost me in the cloud and perhaps figured I was dead. Following me had proven to be useless, the sea was near, and not wanting
14850-422: Was I to do? I could climb up and give battle, but I did not want to get into this interesting and advantageous situation: if you are going to do battle with strong pilots, with the Sabre wing commander, you had better be in a better position. It is true that they were 3, but it didn't matter to me: I was very self-confident in my skills and my MiG. But now, I should decide fast who I shall to attack. Should I attack
14985-602: Was a Soviet Air Force officer who fought in World War II and the Korean War . For his service in Korea he became a holder of the Title of Hero of the Soviet Union . He achieved several high command positions in the USSR and was also Air Force advisor in Iraq and Algeria in the 1970s. Retired in 1977 with the rank of major-general, he lived with his family in Moscow. He was the last living Soviet flying ace of Korean War . Sergei Kramarenko
15120-490: Was a beautiful sensation that I was safe, as he could not see me and I did not see the approaching Sabre and his tracers." Kramarenko landed safely was found by a North Korean villager who took care of him until he was recovered by a search party and returned to Antung. The Sabre attacked by Kramarenko was the F-86E BuNo 50-636 of Major George V. Wendling ( 16th FIS ), which received "major damage" on that day. Almost certainly
15255-408: Was acceptable. During tests with the Ju 87 A-2, new technologies were tried out to reduce the effects of g. The pressurised cabin was of great importance during this research. Testing revealed that at high altitude, even 2 g could cause death in an unpressurised cabin and without appropriate clothing. This new technology, along with special clothing and oxygen masks, was researched and tested. When
15390-571: Was born on 10 April 1923 in the village of Kalynivka in Sumy Oblast , Ukraine , the eldest of three sons of Makar Kramarenko and Nadezhda Galkovskaya. His parents were divorced when he and his brothers were still children and he went with his mother and brothers to live first in the Caucasus, and later to a kolkhoz near the Volga river . During the 1930s the young Kramarenko listened to radio broadcasts about
15525-431: Was captured almost immediately by German troops, and as he was unwilling to answer the questions of his SS interrogator he was to be executed. Fortunately for Kramarenko the order was cancelled at the last minute by a Wehrmacht General, who ordered also that Kramarenko be sent to a German field hospital. Two weeks later Kramarenko was rescued by Soviet troops liberating the hospital. After several months of convalescence in
15660-426: Was coming for me, and all I could do was wait as he came after me. Fortunately, the Sabre was about 800-1000 meters away, and the tracers flew by tens of meters below me. But for those very few seconds the tracers began to head up towards my legs and only stopped a few meters away. Perhaps at the last second I could pull my legs up at the moment that I felt the bullets were about to hit my legs. But at that precise moment
15795-401: Was filled with moving dots. We dropped our tanks and hit the throttles, and our MiGs went into combat. Immediately the regiment broke up into several groups and pairs. I and my six were following the group commander’s flight, which were attacking a group of Sabres flying an intersecting course from below the Sabres. At that moment his group found itself under attack from a flight of Sabres. I gave
15930-718: Was given a good evaluation and "exhibited very good flying characteristics". Ernst Udet took an immediate liking to the concept of dive-bombing after flying the Curtiss F11C Goshawk . When Walther Wever and Robert Ritter von Greim were invited to watch Udet perform a trial flight in May 1934 at the Jüterbog artillery range, it raised doubts about the capability of the dive bomber. Udet began his dive at 1,000 m (3,300 ft) and released his 1 kg (2.2 lb) bombs at 100 m (330 ft), barely recovering and pulling out of
16065-607: Was given two months and was to begin in February and end in April 1938. The prototype V10 was to be a fixed wing test aircraft, while the following V11 would be modified with folding wings . The prototypes were Ju 87 B-0 airframes powered by Jumo 211 A engines. Owing to delays, the V10 was not completed until March 1938. It first flew on 17 March and was designated Ju 87 C-1. On 12 May, the V11 also flew for
16200-457: Was hanging defenseless in his parachute. He himself describes the events: “17 January was a heavy day for me. The radar station picked up the approach of a group of ground attack aircraft on their way to Anju. Our regiment was sent out to repulse them. Arriving in the area of combat operations, we just spotted the last group of Thunderjets sliding along above the clouds to our south. Vishnyakov went to go after them, but we were not able to attack as
16335-676: Was hit by AAA, bailed out successfully and was rescued. Ditto lists Lt Thomas C. Hanson loss date 05 .06.1951 crashed on take off 5 miles (8.0 km) off end of runway Suwon K-13 after jettisoning fuel tanks; Ditto lists Captain Ridgeway as being lost 13 .01.1952. Cause of loss is given as "Engine explosion, crashed" and "Explosion in engine section"; {Pilot} successfully ejected 6 mi (9.7 km) N of K-14, rescued. (**) = Overclaim in good faith. (***)= KORWALD reports only one F-86 lost between dates of 21 June 1951 and 24.06.1951-on 22 June 1951 F-86A 49-1276 of 4th Ftr-Int Gp/336th Ftr-Int Sq
16470-489: Was impossible, because the two remaining Sabres could catch me. My shells struck the Sabre. Evidently, some of the projectiles should hit it close to the engine, because the aircraft began to leave a trail of dark-gray smoke. The Sabre began to descend, and later entered in a steep dive. I could not see all the fall, because when I looked back, I saw a couple of Sabres at 500 meters. A little bit more, and both would open fire with their 12,7 mm (0,50") machineguns. Evidently, that
16605-453: Was impossible, because there were two more Focke-Wulfs. Immediately broke to the left, underneath the tracers. I dove [...] Many years later, while I described this episode to a journalist friend of mine, he told me that he saw in German memoirs a report of the leader of that Schwarm . [...] After the combat with me, while returning home, one of his pilots, because of unexplainable reasons, got into
16740-404: Was initially supposed to have dive bombing capabilities, a requirement that contributed to the failure of the design, with the requirement not rescinded until September 1942 by Göring. Once the Stuka became too vulnerable to fighter opposition on all fronts, work was done to develop a replacement. None of the dedicated close-support designs on the drawing board progressed far due to the impact of
16875-503: Was installed, replacing the R-1s Jumo 211A. Due to an increase in overall weight by 700 kg (1,500 lb), the Ju 87 R-2 was 30 km/h (19 mph) slower than the Ju 87 B-1 and had a lower service ceiling. The Ju 87 R-2 had an increased range advantage of 360 km (220 mi). The R-3 and R-4 were the last R variants developed. Only a few were built. The R-3 was an experimental tug for gliders and had an expanded radio system so
17010-463: Was mounted on two main support frames that were supported by two tubular struts . The frame structure was triangulated and emanated from the fuselage. The main frames were bolted onto the engine's top quarter. In turn, the frames were attached to the firewall by universal joints . The firewall itself was constructed from asbestos mesh with dural sheets on both sides. All conduits passing through had to be arranged so that no harmful gases could penetrate
17145-550: Was not liked by all pilots. Helmut Mahlke later said that he and his unit disconnected the system because it allowed the enemy to predict the Ju 87's recovery pattern and height, making it easier for ground defences to hit an aircraft. Physical stress on the crew was severe. Human beings subjected to more than 5g in a seated position will suffer vision impairment in the form of a grey veil known to Stuka pilots as "seeing stars". They lose vision while remaining conscious; after five seconds, they black out. The Ju 87 pilots experienced
17280-472: Was redeployed to the aerodrome of Tyoply Stan on the south-west outskirts of Moscow and was among the first units to receive the new prop-driven La-9 , the jet-propelled La-15 , and in late 1949 the MiG-15 . Already the deputy commander of the 3rd squadron, Kramarenko flew the MiG-15 during the 1950 May Day fly-past over the Kremlin and Red Square , and on 14 August over Tushino airbase. In early October 1950
17415-571: Was shot down by MIG at 645L. Pilot 1Lt Howard P. Miller remains recovered in " Operation Glory " Likewise KORWALD reports that on 24 June 1951 a F-80C of 49th Ftr-Bmdr Gr/8th Ftr-Bmdr Sq-a Flight of 4 F-80s attacked by 12 MiG-15s, downed by MiG over Chonsodae (Sonchon); 1Lt Ernest C Dunning Jr captured and returned during Operation Big Switch. (****)= Possible overclaim in good faith. Pilots from 176 Guards Fighter Aviation Regiment claimed nine Meteors destroyed on 1 December 1950, although only three were actually lost by 77 Sqn RAAF. After his return to
17550-543: Was soon deployed to Korea. Soviet involvement would be a secret until well after the end of the Cold War . Travelling across Siberia , Kozhedub's 324th Fighter Aviation Division (made up of the 176th Guards Fighter Aviation Regiment and 196th Fighter Aviation Regiment) arrived in the city of Dunfyn , where they were given Chinese uniforms to wear. The Soviet fliers received their first salary in Chinese currency which they spent at local markets, buying civilian clothing to replace
17685-401: Was still not interested in the Ju 87 and was not impressed that it relied on a British engine. In late 1935, Junkers suggested fitting a DB 600 inverted V-12 engine, with the final variant to be equipped with the Jumo 210 . This was accepted by the RLM as an interim solution. The reworking of the design began on 1 January 1936. The test flight could not be carried out for over two months due to
17820-497: Was the F-80C of Captain A. B. Swanson (18th ABG). Kramarenko's second victory in the Korean sky occurred on 2 June, as he recalls: In such conditions (on 2 and 17 June [1951] I managed to shoot down some Sabres. For example, reminded me the following combat: We flew in a zveno [a flight, a 4-airplanes formation] in the area assigned to patrol, having performed some circuits, when we spotted
17955-428: Was to have been completed in April 1935, but, due to the inadequate strength of the airframe, construction took until October 1935. The mostly complete Ju 87 V1 W.Nr. 4921 (less non-essential parts) took off for its maiden flight on 17 September 1935. The aircraft was later given the registration D-UBYR. The flight report, by Hauptmann Willy Neuenhofen , stated the only problem was with the small radiator, which caused
18090-576: Was unacceptable for those reasons. Pilots also complained that navigation and powerplant instruments were mixed together, and were not easy to read, especially in combat. Despite this, pilots praised the aircraft's handling qualities and strong airframe. These problems were to be resolved by installing the DB 600 engine, but delays in development forced the installation of the Jumo 210 D inverted V-12 engine. Flight testing began on 14 August 1936. Subsequent testing and progress fell short of Richthofen's hopes, although
18225-423: Was when I made a mistake. I should increase my angle of climbing and drag the Sabres to high altitude, where the MiG had the advantage. But I came to that conclusion only a long time later. At that time I reversed my heading, passed over the Sabres and in a slight dive I led my aircraft to a small group of clouds. Once there I turned to the right and went I got out of them, I started a ‘Boyevoy Razvorot [‘Combat Turn’,
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