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Alekseyev I-211

Jet-Powered Fighter / Interceptor Prototype Aircraft

Alekseyev I-211

Jet-Powered Fighter / Interceptor Prototype Aircraft

OVERVIEW
SPECIFICATIONS
ARMAMENT
VARIANTS
HISTORY
MEDIA
OVERVIEW



Despite an impressive design, the Alekseyev I-211 was limited by its under-performing turbojet engines and ultimately abandoned.
National Flag Graphic
ORIGIN: Soviet Union
YEAR: 1947
STATUS: Cancelled
MANUFACTURER(S): Alekseyev OKB - Soviet Union
PRODUCTION: 1
OPERATORS: Soviet Union
SPECIFICATIONS



Unless otherwise noted the presented statistics below pertain to the Alekseyev I-211 model. Common measurements, and their respective conversions, are shown when possible.
CREW: 1
LENGTH: 37.86 feet (11.54 meters)
WIDTH: 40.19 feet (12.25 meters)
HEIGHT: 12.14 feet (3.7 meters)
WEIGHT (EMPTY): 9,612 pounds (4,360 kilograms)
WEIGHT (MTOW): 16,424 pounds (7,450 kilograms)
ENGINE: 2 x Lyulka TR-1 turbojet engines developing 3,010 lb of thrust each.
SPEED (MAX): 581 miles-per-hour (935 kilometers-per-hour; 505 knots)
RANGE: 482 miles (775 kilometers; 418 nautical miles)
CEILING: 44,291 feet (13,500 meters; 8.39 miles)
RATE-OF-CLIMB: 5,415 feet-per-minute (1,650 meters-per-minute)




ARMAMENT



PROPOSED (Never Fitted):
3 x 37mm cannons
2 x 57mm cannons
VARIANTS



Series Model Variants
• I-210 - Original prototype with 2 x Tumansky RD-20 (BMW 003) turbojet engines; never flown.
• I-211 - Fitted with 2 x Lyulka TR-1 turbojet engines
• I-211S - I-211 model with swept wing and tail surfaces.
• I-215 - Revised I-211 with 2 x Rolls-Royce Derwent V turbojet engines fitted.
• I-215B - Revised I-215 with bicycle undercarriage arrangement.
• I-216 - Proposed heavy fighter with 2 x 75mm cannons in wings.


HISTORY



Detailing the development and operational history of the Alekseyev I-211 Jet-Powered Fighter / Interceptor Prototype Aircraft.  Entry last updated on 5/15/2018. Authored by Staff Writer. Content ©www.MilitaryFactory.com.
Like other global powers in the post-World War 2 period, the Soviet Union was hard at work at developing viable jet-powered fighter solutions. Semyon M. Alekseyev earned his stripes during the war as one of the primary people at Lavochkin and the company became responsible for such critical contributions as the LaGG-3, the La-5 of 1942, the La-7 of 1944 and the La-9 series. The Lavochkin brand became as well-known as any other in Soviet history before the end, joining such storied names as Mikoyan-Gurevich and Ilyushin in support of the air war against Germany.

Following the war, Alekseyev established Alekseyev OKB during September of 1946 and work immediately began on a new single-seat, twin turbojet-powered all-metal fighter-interceptor. The design mimicked some of what made up those desperate fighters being designed by German engineers in the late stages of World War 2: the fuselage was centralized and housed the avionics fit, fuel, and armament while the cockpit was fitted well-forwards and under a useful bubble-style canopy offering excellent all-around vision. A rounded nose cone was fitted at front and the fuselage tapered to the rear where a traditional tail unit was fitted. This unit featured a single vertical surface with mid-mounted horizontal planes. The wing mainplanes were, themselves, straight appendages - the spans driving through the engine nacelles which extended from the leading and trailing edges as in the British Gloster Meteor jet fighter series. The undercarriage was wholly retractable and of a tricycle arrangement - each leg double-tired for robustness.

The engine of choice became a Lyulka TR-1 axial-flow unit outputting at 3,010 pounds thrust. This engine was the first indigenous Soviet jet engine and was eventually fitted to only a handful of applications beyond the Alekseyev aircraft - the Sukhoi Su-10 and Su-11 designs both carried it. Development of the engine began during the war in 1944 and produced the "S-18" to which the "TR-1" became its operational designation. This powerplant was never to meet its lofty expectations but it was what was available to Soviet aeronautical engineers of the period.

Proposed armament for the fighter-interceptor was intended to be 3 x37mm cannons with 2 x 57mm cannons - giving the aircraft a considerable frontal array against enemy bombers. Due to issues throughout the life of the Alekseyev aircraft these guns were never fitted.




The initial version of the line to appear was the I-210 and this was fitted with 2 x Tumansky RD-20 turbojets, Soviet copies of the German wartime BMW 003 turbojet which were temperamental offerings limited in power. This model was not furthered as Lyulka finally released their TR-1 series engines for use and this produced the I-211 designation which made its maiden flight during the fall of 1947. However it was soon found that the TR-1 turbojets were under-performing which, in turn, made for a very heavy aircraft - particularly for one earmarked as a dogfighter - although handling was found to be sound despite the limited power available.

To offset the TR-1's limitations, Lyulka moved on their TR-1A turbojet which promised 3,318 pounds of thrust but before these could be used, Alekseyev had secured a pair of British Rolls-Royce "Derwent V" turbojets to begat the I-215 designation. Other variants of the line included the I-211S which featured swept wing and tail surfaces for improved aerodynamics. The I-215D was an I-215 offshoot ordered by OKB-1 and featured a "bicycle" undercarriage. The I-216 was a proposed heavy fighter offshoot based on the I-215 and armed appropriately with 2 x 75mm autocannons, these fitted to slightly modified wings.

As the TR-1A engines were ultimately discontinued due to high fuel consumption, Alekseyev sought to further the I-215 along its own lines. However, Stalin forced Alekseyev OKB to be disbanded following comments made during a Kremlin meeting. This ended all work on the I-211 and the related I-215 products - as such, neither aircraft was ever formally flight-tested en route to possible serial production.

Dimensions of the original I-211 included an overall length of 38 feet and a wingspan of 40.2 feet. Loaded weight was 15,200 pounds. Performance estimates were a maximum speed of 524 miles per hour, a range out to 962 miles, a service ceiling of 44,620 feet, and a rate-of-climb nearing 5,415 feet per minute.




MEDIA









Our Data Modules allow for quick visual reference when comparing a single entry against contemporary designs. Areas covered include general ratings, speed assessments, and relative ranges based on distances between major cities.

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Relative Maximum Speed Rating
Hi: 750mph
Lo: 375mph
    This entry's maximum listed speed (581mph).

    Graph average of 562.5 miles-per-hour.
City-to-City Ranges
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Graph showcases the Alekseyev I-211's operational range (on internal fuel) when compared to distances between major cities.
Aviation Era
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Unit Production Comparison
Comm. Market HI*: 44,000 units
Military Market HI**: 36,183 units
1
1

  * Commercial Market High belongs to Cessna 172.

  ** Military Market High belongs to Ilyushin Il-2.


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Supported Roles
A2A
Interception
UAV
Ground Attack
CAS
Training
ASW
Anti-Ship
AEW
MEDEVAC
EW
Maritime/Navy
SAR
Aerial Tanker
Utility/Transport
VIP
Passenger
Business
Recon
SPECOPS
X-Plane/Development
A2A=Air-to-Air; UAV=Unmanned; CAS=Close Support; ASW=Anti-Submarine; AEW=Airborne Early Warning; MEDEVAC=Medical Evac; EW=Electronic Warfare; SAR=Search-Rescue