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In the Bolkhovitinov Design Bureau and KOSTR
Alksnis headed the first mockup commission, on which I was one of the developers’
representatives. Until then, I had seen Alksnis only one time, at an all-factory
meeting in 1932.
Our military chiefs had a high opinion of Alksnis. In Bolkhovitinov’s opinion,
Alksnis, the head of the Air Force since 1931, displayed rare persistence in the
complex tasks of building an air fleet. He did not strictly limit himself to the military
command sphere.Alksnis devoted great attention to drawing up proposals for
the development of aircraft technology. He monitored its testing, organized longrange
flights, and introduced military specialists into industry. He considered it
necessary to personally head the mockup commission, enabling him to establish
direct contact with the leading specialists of aircraft KBs.
Well-known Air Force NII test pilots Nyukhtikov, Stefanovskiy, and Air Force
Chief Navigator Sterligov joined Alksnis on the DB-A mockup commission.
Before the mockup inspection, Bolkhovitinov made a general speech about the
main features of the aircraft. He spoke quietly and calmly, as one accustomed to
reading lectures at the Academy.
“The DB-A has a flight weight of 24 metric tons, 6 tons greater than the
TB-3. As a result, the bomb load can be increased and the range increased up to
8,000 km.The DB-A has a smooth, rather than corrugated skin, and very importantly,
after takeoff, the landing gear can be retracted into a special fairing or
“trousers.”We have designed for a speed of at least 330 km/h at an altitude of up
to 8,000 m. In contrast with the TB-3, the aircraft’s fuselage has a load-bearing
monocoque construction—the entire skin contributes to its strength.The frames
have no-load bearing bars partitioning the interior space.Therefore, the aircraft is
very spacious and convenient for cargo transport.”
Having attentively listened to Bolkhovitinov’s account of the basic specifications
of the new bomber,Alksnis began to size it up first-hand. He sat in the pilot’s and
copilot’s seats, crawled through the hatch into the navigator’s cockpit, which, given
his heroic stature, was no easy feat, and meticulously interrogated us—the aircraft
creators—sometimes asking the most unexpected questions. It seemed to us that
he found the most fault with the degree of comfort afforded the pilots during
prolonged flight, with the radio communications equipment, and with the defensive
weaponry. Later, during a mockup commission meeting, he raised the last issue
with Bolkhovitinov specifically: “The bomber should have powerful guns, to the
extent possible, leaving no blind spots that would enable the safe approach of
fighter aircraft. On your aircraft the rear and especially the lower hemispheres are
poorly protected.This is a shortcoming of the TB-3. Although both the DB-A’s
altitude and speed are much greater, all the same, fighter aircraft will very soon be
100–150 kilometers/hour faster.”
Over dinner, which was always held after the mockup commission’s work was
completed, the conversation turned to the role of heavy bombers. They did not
forget to mention Douhet’s doctrine. In this regard someone asked Alksnis if he
would approve the production of Tupolev’s six-engine, superheavy TB-4 bomber.
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