I-29

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I-29
i_29.png
Cockpit
AB
RB
SB
General characteristics
Brief
Detailed
2.3/2.7/2.7BR
1 personCrew
4.1 tEmpty weight
5.2 tTake-off weight
Flight characteristics
10 800 mCeiling
sec18.5/18.5/0.0Turn Time
124 km/hStalling speed
2 х Klimov VK-105REngine
InlineType
waterCooling system
Speed of destruction
680 km/hStructural
320 km/hGear
Offensive armament
2 х 20 mm ShVAK cannonWeapon 1
240 roundsAmmunition
800 shots/minFire rate
3 х 7.62 mm ShKAS machine gunWeapon 2
2 700 roundsAmmunition
1 800 shots/minFire rate
Economy
Sl icon.png1 744/1 737/640Repair
1 400 Sl icon.pngCrew training
9 000 Sl icon.pngExperts
80 Ge icon.pngAces
x 2.06 Rp icon.pngReward for battle

Description

The I-29 is a rank I Soviet twin-engine fighter with a battle rating of 2.7 (AB/RB) and 2.3 (SB). It was introduced during Update 1.73 "Vive la France" as part of a vehicle giveaway on War Thunder's 5th anniversary.

The I-29 is an excellent high-speed twin-engine heavy fighter produced by the Yakovlev Design Bureau (ОКБ Яковлева). This aircraft was developed during the prewar years and had many promising innovations.

It is also worth noting that this aircraft is rare, making it highly prized for both collectors and pilots. The reason this Russian heavy fighter is rare is due to the fact that the plane was part of a promotion and could only be obtained during the celebration of War Thunder’s 5th anniversary.

General info

Flight Performance

When assumed that a “big plane” equates to a “slow plane”, the I-29 will prove the opposite. The heavy fighter aircraft is pacing two 12-cylinder V-shapped Klimov M-105PA engines, water cooled and each outputting 1,100 horsepower. For a wooden plane weighing just under 4 tons, it’s almost an unstoppable force. In good condition, these engines will not overheat, even with constant War Emergency Power (WEP) applied, their temperature stabilizes at 110 – 111° C. WEP ceases to operate an an altitude around ~3,500 m. In the event of a prolonged negative overload, the engines will experience fuel starvation which will affect flight performance. Both engines run clockwise, resulting in the aircraft having a tendency to pull to the right.

For this heavy fighter to remain lightweight, it is recommended to head into battle with only the minimum amount of fuel load for a typical battle. Due to its power from the dual V-12 engines, the I-29 accelerates perfectly in horizontal flight, reaching a nominal 567 km/h and also climbs quite well in the vertical, especially during a WEP boost. Along with being an excellent climber, this aircraft is a fantastic diver. Utilizing the combination of aircraft weight and the power of its engines, the I-29 can easily reach its speed limit of ~720 km/h, after which the wooden wings simply cannot stand up to external forces and will rip off. When indicated air speed of the aircraft reaches about 700 km/h, the control surfaces of the aircraft stiffen and become noticeably “woody”, making it extremely difficult to maneuver effectively.

The I-29, while being listed as a “heavy fighter”, definitely has wing structure which is built for speed. The total wing area is only 29.4 square meters and the wingspan is all of 14 meters in length. On a side note: the plane seems to lazily roll from wing to wing, but don’t let this deceive you into thinking it flies like a heavy bomber. On the contrary, the turn time for this aircraft is just under 21 seconds, which is superior to many aircraft of this battle rating (BR) and especially for the heavy fighter types.

The I-29 can successfully maneuver against the P-38, Do-217, Firefly, Beaufighter, Ki-45 and other heavy fighters as well as many attack planes and even some fighters which surpass this aircraft’s BR. This aircraft is equipped with wing flaps, however there are only two positions, up and landing. You should note when flying in RB or SB, surpassing 350 km/h with your flaps extended in the landing position will cause them to to be ripped from the wings, so be careful when they are extended. In AB, this warning is irrelevant and the flaps will remain intact even if you pass the 350 km/h threshold. Having flaps extended when maneuvering with energy and then immediately retracting them, aerodynamic forces at work will instantly turn you into a super-maneuverable aircraft. It is worth noting that another excellent feature of the aircraft is that it is difficult to stall, even if you fully reduce your throttle to idle. Due to the particular type of tail structure found on this aircraft, the rudders are very responsive to control stick movements.

Cockpit I-29

Another nice part of the aircraft is the cockpit itself, which is very spacious and perfectly detailed. Not withstanding, there is of course a problem when it comes to visibility through the rear hemisphere of the aircraft due to design features and a slightly humped structure of the aircraft which will block some of the pilot’s view. We can make a general conclusion about the controllability of the aircraft in combat conditions and when flying from the cockpit view, we can safely say that tracking, engaging a target and keeping it within the cross-hairs of the targeting sight is easier than ever. Remember to watch the aircraft’s speed and do not abuse it. The plane is very stable and will obediently hold its course. Reactive moments do not disturb normal flight when flying in a straight line and at speeds set above 300 km/h, the reactive moment is almost imperceptible even at full WEP boost.


Survivability and armour

Protected Fuel Tanks

The I-29 has very good survivability. This aircraft has four protected fuel tanks which sit both behind the pilot and also in both wings. Do not forget that the plane is mostly made of wood and with that as a fact, it will burn very well. Head-on duels against well-armed enemies is highly discouraged, unless you are a pro at getting your shots off and maneuvering out of the way of oncoming bullets. Even though you have something to counter in a frontal attack, you must take care because even a stray incendiary bullet can send you down in burning flames.

The engines are quite tenacious and work remarkably well without oil or water for a very long time, however they can be successfully disabled by an exacting line of fire from an enemy aircraft. The plane can fly more or less on one engine, however without both engines your powerful heavy-fighter, quickly converts into a weak heavy-glider heading to the ground. If this happens, it may be possible for you to glide to a nearby friendly airfield for repairs. Take care of your engines and do not subjugate them unnecessarily to enemy fire.

Protective Armor

In regards to the armour in the aircraft, we have a 12.7 mm steel sheet in the nose of the aircraft and steel armour plating behind the pilot of the same thickness. Even with the nose plating, it does not provide a good enough reason to attempt a head-on attack. The most significant armor in the aircraft is the “armored glass” which has a thickness of 60 mm, located directly behind the pilot’s armored back, which simply isolates the pilot from attacks of even large-calibre weapons from the rear. It is worth noting once again that this aircraft is a wooden structure and gas tanks are located right behind the bulletproof glass (and also located in the rear engine nacelles there is the very important water cooling system for the engines). So, you should not solely count on protection of the pilot. The pilot may survive an encounter with an enemy plane, but the plane can still go down on fire leaking water and oil. Better to watch out and fight on your terms rather than letting the enemy get the drop on you!

Armaments

Offensive armament

Main article: ShVAK (20 mm)
Main article: ShKAS (7.62 mm)

The aircraft has two types of weapons: There are the 3 x 7.62 mm ShKAS machine guns with 900 rpg or 2,700 total rounds and 2 x 20 mm ShVAK cannons with 120 rpg equaling a cannon ammunition total of 240 shells. With the famous rate of fire of both types of weapons, the small ammo count of the second itself suggests a recommendation: use this small ammo pool wisely. With a fire rate of 800 shots per minute, just holding the trigger down for 18 seconds will wipe out all of your ammo with cannon rounds ending first. Both 20 mm cannons are installed under the fuselage of the aircraft, which provides excellent accuracy (you don’t need to account for convergence with these guns). The 7.62 mm machine guns on the other hand are split up in their installed locations: one is placed in the nose of the aircraft and one each machine gun is mounted in the camber of each engine. Such a destructive combination gives tremendous accuracy of shooting and a volley of 3.43 kg. The optimal convergence range for all of these weapons will be 400-600 meters.

While the cannons have a very small ammo pool to work with, all it requires is one or two well aimed and controlled bursts, which will be more than enough to tear the enemy’s plane to shreds. Since ballistics of the two different weapons can be a challenge to line up, the primary attack should come from the “six” of the enemy aircraft and preferably not while in a turn. This strategy will help conserve your ammo pool and stretch it to a greater number of enemies without having to wait for a reload or fly back to the airfield to resupply.

Takeoff and Climb

The I-29 has an excellent forward velocity of 15 m/s for its combat rating. Even with the status of “heavy fighter”, this does not prevent us from finding ourselves on the battlefield with an equal footing at all heights, if not better than many of the enemy aircraft you will come up against.

During the take-off process (RB/SB – even AB if you had to land to repair), begin to accelerate your aircraft down the runway. While accelerating, set the climb angle for 10 degrees. At this point you should have WEB engaged to give you an extra boost. As it was said earlier, the engines continue to operate at a moderate temperature and the WEP will automatically shut itself off upon reaching ~3.500 m. After a short acceleration, the aircraft will reach approximately 180 km/h and at that point the plane will smoothly come off the runway. At this point if you had landing gear and flaps extended, go ahead and retract them. Continue to climb and aim to reach a speed of 280 km/h, at that point, safely set the angle of accent to ~18-20 degrees. Here you will now want to stick your climbing speed somewhere between 270-280 km/h. Upon reaching a height of 2,200-2,300 m, your speed will slowly begin to decrease, so gradually reduce the angle of ascent down to 15-16 degrees. By sticking to these simple instructions, you will reach a height of 3 km in about 2:30 minutes; 4 km in 3:30 minutes; an you should reach 5 km at about the 4:20 seconds mark.

Usage in the battles

On this plane there is an interesting remark: “Instructor” in the Republic of Bashkortostan does not work well with the yaw axis (as if it lacks traction, which is objectively not the case) especially when aiming at the target and the plane wants to constantly rolls over on its side and it becomes difficult to keep site of an enemy when in a turn. You will need to keep this in mind and make adjustments if you enter this kind of maneuver, however you can counteract much of this issue by utilizing the control keys on the keyboard for the ailerons to help balance the aircraft.

Returning for a moment back to the topic of head-on collisions; notwithstanding, in addition to the noting the need to protect the vital engines and the “flammable wood” arguments cited above, you should also add to your list of things to remember, the "Instructor". When the enemy goes over your head and flies past, passing along a tangent, if you attempt to turn to immediately follow the, Instructor will not smoothly compensate allowing the enemy aircraft time to reposition or gain a safe distance away. For this aircraft, you should avoid quick turns and instead use the Immelman or Split-S maneuvers to efficiently get on your target’s “six”.

While climbing to altitude the best strategy would be to seek out targets from a height and dive on them in a boom and zoom fashion. It is advisable to stick to a dive angle of no more than -15 degrees, allowing you to close in, but do not approach the dangerous flutter of control stiffening irregardless of whether you have full thrust or the engine is off. Here you will be more or less your element, but there are some things you will need to watch for so you do not give up any energy advantages which you may have. While you easily gain energy and speed, remember,you will not overcome lighter and more maneuverable fighters which still all obey the law of physics. If you want to tango with early monoplanes and biplanes remember to utilize your advantages to nullify their advantages. While they typically have a smaller turning radius and are slower (there by being extremely maneuverable), you can utilize your power and speed to boom and zoom away allowing you to set up for another pass. You should have no problem trying to compete with other aircraft in the 1st rank and even many of the heavy fighters and attack aircraft of rank 2.

Most fighters of your battle rating and even of a higher rating will typically be able to out maneuver you, however to deal with this remember to utilize your speed, maneuverability or a combination of both. As you get comfortable with the aircraft you will be able to know what best works, for some aircraft, you should utilize your speed, while others, you will be able to out maneuver or utilize a combination of both to gain the advantage and take out your target. Typically with such opponents, its best to gain altitude, dive on them for the boom and zoom attack, hit or miss, head back up for some altitude before doing it all over again. Avoid level flight or climbing for too long as it will make you a large slow target for others to go after.

And, probably, the last bonus of this aircraft is that due to its “gift” feature, it already comes spaded, eliminating the need for you to struggle with a stock plane. At this point it all boils down to your crew, you will want pick a crew which has points into the pilots vitality and endurance. As it is, the pilot loves to lose consciousness on long loops at high speeds, irregardless of the mode.

Pros and cons

The I-29 is an excellent gift heavy fighter for its rank and BR. One of the best of its kind, and the combination of engine power and weapons make it a pleasure to fly in the game.

Pros:

  • Fast
  • More Maneuverable than contemporary heavy-fighters
  • Passable weapons
  • Excellent cockpit, elaborate model
  • Solid aesthetics

Cons:

  • Wooden, easily catches on fire
  • Relatively small ammo count on gun armament, especially the cannons.

History

Twice Hero of Socialist Labor - Alexander Sergeevich Yakovlev

In 1938, at the design bureau of A. S. Yakovlev, they began to work out a project modeling a new wooden two-seater plane with two M-103 engines with a capacity of 960 liters each. This aircraft was to be versatile which could be adopted in service in one of three versions: a fighter, high-speed bomber and a close-support reconnaissance aircraft.

At that time, the fighter version of the aircraft was considered a the high priority. The armament specified for this aircraft was to be very powerful. According to the project, it included two under-body ShVAK cannons and three ShKAS machine guns. The placement of the three machine guns was unconventional: one of the ShKAS stood in the forward fuselage, and the other two were mounted with the barrels running through the engine cylinders, where they had to fire through the hollow shafts of propeller gearboxes and out the propeller hub.

In January 1939, an experimental copy of the new aircraft designated the “Airplane 22”, was rolled out onto the airfield. At this time It completely lacked all proposed weapons. Therefore, the "twenty-two" can be safely be considered the prototype version of any of the options being worked out.

Early in the first flights, the Airplane 22 was able to prove that it was able to accelerate up to speeds in excess of 500 km/h, and then reached a crusing speed of 572 km/h.

The Russian leadership of the country including Stalin became very interested in this new high-speed aircraft. Due to this extreme interest, the Aircraft 22 project was given the "green light" to proceed into full production, and was sent to the Air Force Research Institute to continue the flight test program. Here, the high-speed characteristics of the aircraft were officially confirmed. During the tests, the “Airplane 22” reached a speed of 567 km / h and a ceiling of 10,800 m. This aircraft was one of the first of its class in the world to reach these records.

However, in the form presented for testing, the aircraft had practically no combat value. Therefore, in June 1939, it was decided to turn the "Airplane 22" into a full-fledged high-speed short-range bomber BB-22 (Yak-2), and it was put into mass production. However, the increased take-off weight and the deterioration of aerodynamics dramatically reduced the speed of the new bomber, which significantly dropped down to 480 km/h. The only way out of the current situation was to equip the aircraft with more powerful M-105 engines with a capacity of 1,050 liters each. with. Once Equipped with these engines, the bomber received the Yak-4 designation in the series and with these new engines, Its maximum speed increased to 530 km/h.

At the same time, work continued on the single-seat fighter variant of the aircraft, which received the name I-29. The aircraft was assembled in the second half of 1940, including the addition of M-105 engines. Unlike the earlier project, the offensive armament of the I-29 consisted of only two 20-mm ShVAK cannons.

In December 1940 the plane made the first flight, However, the lack of knowledge of regarding the new power plants resulted in an extensive slow down the test program. At the same time, it is necessary to take into account the fact that A. S. Yakovlev himself at that time was extremely busy refining the much more promising single-engine Yak-1 fighter.

With the beginning of World War II, interest in the I-29 had fallen even more. Finally, work on the aircraft ceased in 1942 after the launch of the more promising Pe-3 heavy fighter into the series.

Media

Jengar review
TheEuropeanCanadian review

Read also

Links to the articles on the War Thunder Wiki that you think will be useful for the reader, for example,

  • reference to the series of the aircraft;
  • links to approximate analogues of other nations and research trees.

ETC.

Sources


USSR twin-engine fighters
Pe-3  Pe-3 /Early · Pe-3 · Pe-3bis
  I-29

USSR premium aircraft
I rank  MBR-2-M-34 · TB-3M-17-32 · Zhukovsky's I-153-M62 · LaGG-3-4 · LaGG-3-23 · I-301 · I-29 · Tandem MAI · ▂PBY-5a Catalina
  ▂Hampden TB Mk I UTK-1
II rank  LaGG-3-34 · I-153P Chaika · I-16 type 28 Ishak · ▂P-40E-1 Kittyhawk · ▂Hurricane Mk IIB · ▂P-39K-1 Airacobra
III rank  Yak-3T · Golovachev's Yak-9M · IL-2M “Avenger” · Pe-2-205 Peshka · Tu-2 · ▂Pokryshkin's P-39N-0 Airacobra · ▂P-39Q-15 Airacobra
  ▂P-63A-5 Kingcobra · ▂P-47D-27 Thunderbolt · ▂B-25J-30 Mitchell
IV rank  Dolgushin's La-7 · La-11 · Yak-3 (VK-107) · Be-6 · ▂P-63A-10 Kingcobra · ▂P-63C-5 Kingcobra · ▂Spitfire Mk IXc · ▂Fw 190 D-9
V rank  MiG-15bis ISH