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| ENGINE||2 x 4600kg Lyulka AL-5 turbojets|
| Wingspan||24.1 m||79 ft 1 in|
| Length||26.74 m||88 ft 9 in|
| Wing area||125 m2||1345.49 sq ft|
| Max. speed||930 km/h||578 mph|
| ARMAMENT||4 x 23mm cannon, 6000kg of bombs|
|A three-view drawing (1000 x 689)|
|adell (indonesian), e-mail, 12.07.2014 16:51|
this plane wonder from the past, good thanx!
|Айвар, 18.02.2011 18:08|
Нет, уважаемый немецкий коллега, сходство с гдр-овским Баад-152 имеет место быть, но это не ваша разработка, "сворованная" после 1945-го года Советским Союзом. Отнюдь. Наоборот:
"... для специалистов из Германии и многих сотрудников МАП велосипедная схема казалась неприемлемой. Это подтверждал неудачный опыт ОКБ А. С. Яковлева с истребителем Як-50, который сносило с полосы боковым ветром."
(сайт airwar про создание этой машины)
А насчёт самого "велосипедного" шасси - так это тоже НЕ немецкая идея, её придумал француз-изобретателя Робер Эсно-Пельтри ещё в 1907 г. на своём летательном аппарате РЭП.
|mike1204, e-mail, 06.11.2010 19:08|
For the real unequivical gen on this aircraft, check out 'Jet Bombers' - from Messerschmitt Me 262 to the Stealth B-2 - by Bill Gunston with Peter Gilchrist, published by Osprey Aerospace ISBN 1-85532-258-7. The article within has te same photographs, but far more acurate notes.
|Tinwolf, e-mail, 27.05.2010 23:18|
I found this data for the Alekseev Type 150
State Experimental Plant No. 1 where the German aviation engineers
where gathered, was set up in 1946 based on the former Plant No. 458,
which, during the war, built and repaired seaplanes and developed
Yak-3 and Spitfire fighters for catapult launching under the guidance
of designer I. V. Chetverikov. In 1946, Chetverikov and his assistants
were transferred to Leningrad and General V. I. Abramov was appointed
Plant No. 1 director.
The Germans were divided into two OKBs. OKB-l was based on the
aircraft section of the Soviet-German Dessau enterprise. Engineer P.
N. Obrubov and Goettingen University graduate German engineer F.
Freitag were the deputies of chief designer B. Baade. The group of
leading OKB-l employees also included Ju 287 bomber designer H. Wocke
and Dessau plant chief engineer J. Haselhoff. Former Junkers
aerodynamics department head Dr. G. Bockhaus and K. Strauss, who had a
doctorate from Hannover University, supervised the aerodynamics
research. Interestingly, among the OKB specialists there was one Russian,
Boris Fedorovich Shlippe. He was born in Moscow in 1903, immigrated to
Germany where he graduated from the Polytechnic Institute in the city
of Schermitz, and worked as an aviation engineer in Dessau.
Apparently, he was a good specialist because, despite his "emigre"
past, he headed an OKB section and was highly paid, receiving 5000
rubles a month.
Creation of the "150" front bomber with sweptback wing became the
last OKB-1 task. In contrast to the machines described above, it was
not a development of WWII German aircraft but represented an
absolutely new design using the latest achievements in science and
technology of the second half of the 1940s. In addition to German
specialists from experimental plant OKB-1, leading TsAGI scientists
took part in this work. Among them were V. N. Belyaev, A. I.
Makarevskiy A. K. Martinov, G.P. Svishchev, S. A. Khristianovich, and
engineers from VIAM and some other organizations.
The "150" prototype was developed from the RB-2 design initiated
by Baade and his assistants in 1948. This 30-ton machine with two TR-3
turbojet engines was to have an estimated speed of about 1000 km /h.
The design was scrutinized at TsAGI and approved in general
although control system and tail unit changes were recommended to
improve aircraft stability and controllability. The modified version
received the plant designation "150". In 1949 a mockup was made and
working drawings began to'be issued.
The bomber had a high sweptback wing, T-tail, two turbojet engines
mounted on pylons under the wings, and crew of four. It was armed with
three paired cannon turrets.
The fuselage consisted of three parts. A pressurized cockpit
forward accommodated a pilot, a co-pilot (he also was the radar
operator), and a gunner who used a flexible periscope gun sight for
laying the upper gun turret. The cockpit was protected by armor from
below. The aft portion had another pressurized cabin housing the radio
The bomb bay was in the center and could accomodate up to 6000 kg
of bombs, or extra fuel tanks.
The wing had a 35° sweepback at quarter chord line. It was of
monocoque construction with panels stressed with inner corrugation.
Fuel tanks were placed in the center-section. High-lift devices
comprised two-segment trailing edge flaps. The ailerons and elevators
were of a three-segment construction, and the rudders had two
segments. This separation into segments was done to enhance the
machine's combat survivability.
While the "150" was being designed, a debate ensued concerning the
type of engines the bomber should have. B. Baade advocated use of
powerful 8000 kg AM-03 turbojet engines designed by A. A. Mikulin
while S. M. Alekseyev suggested use of the A. M. Lyul'ka AL-5, which
were less powerful but, on the other hand, had less drag because they
were smaller. After lengthy discussions, the second alternative was
The aircraft's control system-an irreversible hydromechanical type-
was rather unusual. The pilot operated hydraulics cocks through stick
and pedals and the hydraulic fluid entered hydraulic motors from both
sides in turn, changing the direction of their rotation. The hydraulic
motors activated control surfaces through a reducer and gearing
Since there were no analogous control systems in the aircraft
industry, this device underwent considerable testing. The tests were
carried out not only on a specially built test rig but also on a Ju
388 aircraft the plant used as a "flying laboratory".
The "150" was the first aircraft with pylon-mounted engines in the
USSR Such a configuration made it possible, on the one hand, to make
the wing aerodynamically clean and improve its lifting qualities, and,
on the other, to use the forward-positioned engines as anti-flutter
The "150" design also featured new bicycle land ...
|Jeff Dulin, e-mail, 11.01.2010 18:11|
Great Site!! Alekseev 150 has got to be their answer to the B-47 I'm a Viet Nam era UH-1C Gunsip Crewchief (L-11 Eng & XM-21 Miniguns). My Son's a USAFA grad '04 & Triained on T-37's (Tweets); IP'd in T1A's @ VANCE AFB and now fly's C-17's out of McChord. I sure miss flying but I don't miss the small arms fire! thanks for the super site!
|Nikos J. Farsaris, 28.06.2009 01:58|
Additional characteristics (Yefim Gordon's “Early Soviet Jet Bombers”. Hinkley, Midland. 2004. ISBN 1 85780 181 4)
* Crew: 5
* Length: 26.74 m (87 ft 8-3 /4 in)
* Wingspan: 24.1 m (79 ft 1 in)
* Height: 7.6 m (24 ft 11-1 /4 in)
* Wing area: 158 mІ (1,700 ftІ)
* Empty weight: 26,100 kg (57,550 lb)
* Gross weight: 47,000 kg (103,635 lb)
* Powerplant: 2 × Lyul'ka TR-3A, 49.05 kN (11,025 lbf) thrust each
* Maximum speed: 970 km /h (603 mph)
* Range: 4,500 km (2,800 miles)
* Endurance: 5 hours 36 min
* Service ceiling: 12,500 m (41,000 ft)
* Rate of climb: 16.66 m /s (3,281 ft /min)
* 1 x Sh-23 (Shpital'nyy – Boris Shpital'nyy 23mm cannon) fixed, forward firing in starboard forward fuselage.
* 2 x Sh-23 23mm cannon in a DB-23 remote-controlled dorsal barbette.
* 2 x Sh-23 23mm cannon in a DB-25 remote-controlled tail barbette.
* 6,000 kg (13,230 lb) of bombs in an internal bomb bay.
|Sgt.KAR98, 21.01.2009 06:26|
Now THAT looks interesting...
|13irrlichter, e-mail, 29.12.2008 17:55|
die verwandtschaft zur baade 152 (siehe e.germany, veb 152) ist deutlich zu erkennen. baade hat ja nach dem 2. weltkrieg lange zeit in der sowjetunion gearbeitet.
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