Amodel
Antonov An-24B passenger airliner 1/144 Scale Plastic Model Kit Amodel 1464
Theme: Airplanes
Era : 1946-1959
Scale : 1/144
Material : Plastic
Series: Legendary Aircrafts
Recommended Age Range: 12 Years & Up
Regular price
$25.30
Regular price
Sale price
$25.30
Unit price
per
Tax included.
Shipping calculated at checkout.
Couldn't load pickup availability
Li-2 (NATO designation: cab - cab, English: taxi) is a Soviet medium-range piston passenger and military transport aircraft of the Second World War, produced under license for the production of Douglas DC-3, USA. It was built in the USSR until 1953. It was widely operated in the MGA of the USSR - by Aeroflot, in the divisions of the Ministry of Defense and the Ministry of Aviation of the USSR. During the Great Patriotic War, it was used for transport and passenger transportation, for flights over the front line to partisans and sabotage groups, for dropping paratroopers and as a long-range night bomber. The aircraft proved to be reliable, mastered, and popular. Supplied from the USSR for export. In the USSR, Li-2 was decommissioned in the mid-1970s.
In 1935, a state commission led by A. N. Tupolev, through the Amtorg Trading Corporation, purchased a Douglas DC-2-152 aircraft from the USA (registration No. 14949, factory No. 1413).
After extensive tests performed by TsAGI, on March 21, 1936, the Council of Labor and Defense decided to acquire a license for the production of aircraft in the USSR. In the summer of the same year, a special commission arrived in the United States under the leadership of the head of TsAGI, N. M. Kharlamov. A more advanced DC-3 aircraft was chosen for purchase. On July 17, an agreement was signed with Douglas Aircraft Company in the amount of 340,000 rubles for a period of three years. The subject of the agreement was not only the purchase of a license and a finished copy, but also the internship of Soviet specialists at the company's factories. Under this agreement, in 1937-1938, another 18 DC-3 aircraft were purchased from the company, which were transported to the Union through two airlines created by Amtorg, North Eastern and Excello. Of the entire batch of 18 aircraft, the last one was delivered disassembled. Also, a certain number of vehicle kits for aircraft assembly were delivered to the USSR.
In order to master the production of the aircraft, immediately upon returning from America, V. M. Myasishchev was appointed chief designer for the DC-3, and his team No. 6 of the Design Department of the Experimental Aircraft Building Sector (KOSOS) of TsAGI was transformed into a special design bureau (SKB). It was decided to master the production of the aircraft at the facilities of the aircraft repair plant No. 84 of the 10th Main Directorate of the NKAP of the USSR in Khimki near Moscow.
In preparation for licensed production, a lot of work was done to adapt the production of the aircraft to the realities of the USSR. All dimensions were transferred from the inch to the metric system adopted in the USSR, the airframe units were recalculated according to domestic strength standards, and the progressive plasma-template method was introduced, which had not previously been used in the USSR. In the documents of plant No. 84, the aircraft received the designation DS-3 2M-62IR, since it was equipped with domestic M-62IR engines (a licensed modified copy of the Wright Cyclone R-1830 F-3 engine).
In the midst of work on the aircraft, the chief designer of the Special Design Bureau of Plant No. 84, V. M. Myasishchev, was arrested by the NKVD. He was charged with participation in an "anti-Soviet organization and sabotage", the fact of which he did not admit and was sent to work in the Central Design Bureau-29 of the NKVD - an institution created at the end of 1938 from among the imprisoned aircraft designers and aircraft engineers. Myasishchev headed a team of designers under the code "102", designing a long-range high-altitude bomber (DVB-102). After the arrest of Myasishchev, the design bureau of the plant was headed by A. A. Senkov.
In the fall of 1938, the first aircraft from an American vehicle kit was assembled at the plant, tested and flown. After the factory pilots flew over the aircraft, it was transferred to the Research Institute of the Civil Air Fleet, where from September 3 to December 17, 1939 they passed state tests with a positive conclusion.
Serial production of the aircraft from domestic materials was launched even before the end of state tests, and by the summer of 1939 six aircraft were manufactured, which became known as PS-84 (passenger aircraft of plant No. 84).
PS-84 in terms of design was quite noticeably different from the American counterpart. In particular, it had noticeably simpler radio, navigation and household equipment, the glider was heavier, and the motors were weaker. Accordingly, the flight characteristics have changed somewhat.
In 1935, a state commission led by A. N. Tupolev, through the Amtorg Trading Corporation, purchased a Douglas DC-2-152 aircraft from the USA (registration No. 14949, factory No. 1413).
After extensive tests performed by TsAGI, on March 21, 1936, the Council of Labor and Defense decided to acquire a license for the production of aircraft in the USSR. In the summer of the same year, a special commission arrived in the United States under the leadership of the head of TsAGI, N. M. Kharlamov. A more advanced DC-3 aircraft was chosen for purchase. On July 17, an agreement was signed with Douglas Aircraft Company in the amount of 340,000 rubles for a period of three years. The subject of the agreement was not only the purchase of a license and a finished copy, but also the internship of Soviet specialists at the company's factories. Under this agreement, in 1937-1938, another 18 DC-3 aircraft were purchased from the company, which were transported to the Union through two airlines created by Amtorg, North Eastern and Excello. Of the entire batch of 18 aircraft, the last one was delivered disassembled. Also, a certain number of vehicle kits for aircraft assembly were delivered to the USSR.
In order to master the production of the aircraft, immediately upon returning from America, V. M. Myasishchev was appointed chief designer for the DC-3, and his team No. 6 of the Design Department of the Experimental Aircraft Building Sector (KOSOS) of TsAGI was transformed into a special design bureau (SKB). It was decided to master the production of the aircraft at the facilities of the aircraft repair plant No. 84 of the 10th Main Directorate of the NKAP of the USSR in Khimki near Moscow.
In preparation for licensed production, a lot of work was done to adapt the production of the aircraft to the realities of the USSR. All dimensions were transferred from the inch to the metric system adopted in the USSR, the airframe units were recalculated according to domestic strength standards, and the progressive plasma-template method was introduced, which had not previously been used in the USSR. In the documents of plant No. 84, the aircraft received the designation DS-3 2M-62IR, since it was equipped with domestic M-62IR engines (a licensed modified copy of the Wright Cyclone R-1830 F-3 engine).
In the midst of work on the aircraft, the chief designer of the Special Design Bureau of Plant No. 84, V. M. Myasishchev, was arrested by the NKVD. He was charged with participation in an "anti-Soviet organization and sabotage", the fact of which he did not admit and was sent to work in the Central Design Bureau-29 of the NKVD - an institution created at the end of 1938 from among the imprisoned aircraft designers and aircraft engineers. Myasishchev headed a team of designers under the code "102", designing a long-range high-altitude bomber (DVB-102). After the arrest of Myasishchev, the design bureau of the plant was headed by A. A. Senkov.
In the fall of 1938, the first aircraft from an American vehicle kit was assembled at the plant, tested and flown. After the factory pilots flew over the aircraft, it was transferred to the Research Institute of the Civil Air Fleet, where from September 3 to December 17, 1939 they passed state tests with a positive conclusion.
Serial production of the aircraft from domestic materials was launched even before the end of state tests, and by the summer of 1939 six aircraft were manufactured, which became known as PS-84 (passenger aircraft of plant No. 84).
PS-84 in terms of design was quite noticeably different from the American counterpart. In particular, it had noticeably simpler radio, navigation and household equipment, the glider was heavier, and the motors were weaker. Accordingly, the flight characteristics have changed somewhat.
