|Engines||4* 840/970hp M-34RN||4* 1000hp M-34RNV||4* 900hp M-34FRN (TK)|
|Wing Load (kg/m2)||95||104||95.7|
|Power load (kg/hp)||5.7||6.0|
|Speed (at)||330km/h (4000m)||335km/h (2000m)||316km/h (6000m)|
|Climb (at)||56min (7000m)||34min(5000m)||52min (7000m)|
In years 1933- 1934 the idea was 'in the air' to bring the aging TB-3 in line with new requirements. Administration of (WHICH?) aircraft factory invited a group of designers (teachers and engineers from the VVA). V.F.Bolkhovitinov was a head of this group. A.N.Tupolev, chief designer of the TB-3, refused to participate because he was busy with more advanced project ANT-42.
The DB-A was of the same weight/size class as a TB-3, but had mid-wing, smooth skin, all cockpits and gunner positions were enclosed. Bombs (all) were placed inside fuselage, bomb bay size was 6x2m2. Main landing gear was retractable (into huge 'pants'). Aircraft was equipped with landing airbrakes.
Several records were set with this aircraft:
Those records inspired an attempt to perform trans-arctic flight of the same record setting aircraft (H-209) from Moscow to the USA. Some modifications were made, but preparations were carried in a hurry. On August 12, 1937 aircraft took off the ground. Flight conditions were far from favorable, but flight continued. August 13, 13:40 aircraft passed the North Pole. At 14:32 radio from the H-209 reported that one engine stopped. Aircraft was not found, despite search efforts during one year (repeated several times in more recent time with more advanced search technic).
Despite of this lose, series of 16 was started. 12 built until 1940, when production was phased out in favor of TB-7. Problems (mostly administrative) with the TB-7 few times resulted in discussions about restarting DB-A production.
|Modified April 14, 1997||Back to|