1. #1
    From "Il-2 Stormovik in action", Squadron/Signal publications, Aircraft Number 155:







    Any info on what happened to these aircraft after the testing? Were they scrapped?
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  2. #2
    From "Il-2 Stormovik in action", Squadron/Signal publications, Aircraft Number 155:







    Any info on what happened to these aircraft after the testing? Were they scrapped?
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  3. #3
    From "fading" memory I belief one is held by the Smithsonian collection, and may even be on display in North Korean colours.
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  4. #4
    So thats proof that the US copied the IL-10 for its own A-10!
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  5. #5
    Is there any review how the aircraft performed?
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  6. #6
    Here is a list of Defections and Captures of Aircraft During the Cold War.

    Link: http://home.comcast.net/~anneled/Defections.html

    It
    was here on an airfield quickly abandoned by the North
    Korean forces that their wildest dreams came true.10
    As the Communist forces retreated from the area, they
    left behind an impressive treasure trove of aircraft and airrelated
    materiel, such as instruments, weapons, ordnance,
    and engines. The most valuable of these were two complete
    North Korean IL-10/Stormovik aircraft and a Yak-9P fighter.
    These represented some of the best aircraft in the enemy
    inventory at that particular time in the war, and the ATLOs
    realized they had to get these assets back to the United States
    for exploitation. Given that their small team was not on
    anyone's priority list, even to the point of not having any
    vehicles available to them, they did an amazing job in
    acquiring these aircraft for air technical intelligence.11
    First, the ATLOs managed to get a Russian truck from
    a Marine unit and transfer the aircraft, one at a time, from
    Kimpo to the port at Inchon, where the United Nations
    forces had struck the North Koreans hard and fast just a
    few weeks before. Trucking their large assets down the road
    was the first challenge; then they had to work out an
    "unofficial and unauthorized means" to get the Navy to put
    the planes on a ship bound for Japan. From there, Air
    Materiel Command could get them home to America. After
    a sea voyage, these three aircraft and the associated air
    materiel finally made it to San Francisco, where they began
    the long journey to Ohio. There, the Intelligence Department
    awaited the opportunity to perform flight tests on them,
    just like Technical Data Laboratory did during World War
    II. Altogether, the ATLOs' take of foreign equipment
    weighed more than 90 tons.12
    As stated earlier, the Intelligence Department depended
    on universities and industry to assist in the study of foreign
    air equipment. When the North Korean aircraft arrived in
    San Francisco, they were sent on to Cornell Aeronautical
    Laboratory, Inc. in Buffalo, New York for initial processing.
    The Yak-9P arrived in Buffalo on 26 December 1950, and
    the IL-10 aircraft made it on 24 January 1951. Cornell
    provided expertise in creating drawings and taking
    photographs of the planes' structures, plus it determined
    the weight, balance, data plate information, and markings
    data for each. This contracted effort provided the Air Force
    with quick, accurate technical information on which to base
    further testing.

    This data derived from the aircraft while at Cornell all
    went directly to the Intelligence Department; however, the
    process of unmasking the capabilities of the Stormovik was
    already well on its way, even as the effort began in Buffalo.
    In fact, information from the ATLOs in Korea had already
    reached the department and the first product from their
    initial exploitation was published by February 1951, shortly
    after the aircraft arrived in the United States. Intelligence
    Department Study No. 102-AC-50/41-34, "Analysis of the
    Soviet IL-10 Ground-Attack Airplane," gave an impressive
    technical description of the aircraft, its characteristics and
    capabilities, plus vulnerability data. This study came out
    before the aircraft even flew here in the United States, thanks
    to the indepth analysis of the Intelligence Departmenttrained
    ATLOs in the field.14
    In Buffalo, Cornell personnel completely assembled
    two of the aircraft, fully restoring them to flight condition
    and painting them in USAF markings. The Yak-9P had three
    shakedown flights by Cornell's chief test pilot before it was
    finally ferried to Wright-Patterson AFB on 4 September
    1951. The one IL-10 that was returned to flight status first
    flew on a 4 May 1951 checkout flight; after another flight,
    it was ferried to Wright-Patterson on 8 May 1951. The Air
    Force shipped the remaining IL-10 to Dayton, where it
    remained stored in building 89 until needed.15
    The Yak-9P flight test program consisted of 16 flights
    between 21 September 1951 and 12 December 1951. Air
    Force pilots accumulated 23 hours, 55 minutes of flying
    time in the Yak fighter, which now carried the tail number
    T2-3002 (even though "T2" was a holdover from the days
    of flight-testing World War II enemy aircraft). The IL-10
    flight test program occurred earlier with 11 flights taking
    place between 20 June and 15 August 1951. The pilot,
    Captain R.L. Stephens put 13 hours, 55 minutes on the
    Stormovik with the tail number T2-3000. Although these
    propeller-driven aircraft were not as valuable as a complete
    Soviet jet would have been, they still provided insight into
    how much Soviet aircraft production had improved since
    World War II.
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  7. #7
    Also a bit of a story of Soviet air crews flying against Chinese Nationaist aircraft before Korea.

    Link: http://www.acig.org/artman/publish/printer_315.shtml

    The Shanghai Graduation

    Transforming the VVS from piston to jet force, unifying the training and maintaining combat readiness along the borders that stretched literary from Port Arthur to Berlin was by no means a small task. Especially as hardly few years after the end of the WWII - and while still in the middle of the badly needed reorganizations - the V-VS fighter units were to become involved in the fighting in China.

    During the negotiations between Moscow and the new, communist, regime in Beijing, a decision was reached to send a group of Soviet advisors to first provide air defence of Shanghai protecting it from the raids flown by Nationalist Air Force, and then help develop an air defense system - including interceptor units - of the People's Liberation Army Air Force (PLAAF). The other part of these negotiations was to send a group of Soviet naval officers to raise a modern Chinese Navy and to make all the necessary strategic and operational planning for the invasion of this island Formosa, nowadays known as Taiwan.

    These Soviets "advisors" were actually complete combat formations deployed directly from the ranks of the newly formed PVO (5) forces. The cores of the two divisions sent were three aviation regiments. One was equipped with MiG-15 and assigned for bomber interception, the second equipped with La-11 fighters for night fighting and the last one was the mixed ground attack regiment with Tu-2s and Il-10s.
    Since the loss- and kill-claims for the Kuomintang forces for that period are unavailable we can only submit the Soviet advisors kill tally, which finals at no losses in combat, admitting one Tu-2 was lost to friendly fire (5) while a MiG-15 and a La-11 were lost in accidents. The La-11 scored two B-25s and shot down another pair of Mustangs. The first victory for the MiG-15 came when Kapitan Kalinikov shot down a Chinese Nationalist P-38 Lightning on the 28th April 1950. Another Liberator fell to the MiG's cannon in the night of 11/12 May, this time the victorious pilot was Kapitan Schinkarenko who was awarded the "Order of Lenin" for his feat.

    Apart from seriously hampering the Kuomintang operations the Soviet personnel logged close to 2600 hours spent in training the members of the Chinese Air Defence members.
    At the beginning of August 1950 the Soviet advisors started to decrease their role in Shanghai's defence. Everything that the Soviets brought with them including the first model MiG-15 with red and white-stripped rudder was transferred into the Chinese PLA ranks on 19th October 1950. This ended the active participation of the Soviet airmen in the Chinese civil war. For detailed information regarding the beginning of the conflict we now know as China versus Taiwan see the appropriate section here. But we are back in the summer of 1950.
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  8. #8
    I've talked to Hvalenskii - one of the pilots who was in night-fighter unit first in Shanghai (La-11) and later in Korea (MiG-15). Made over 400 sorties, 1 probable.
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  9. #9
    <BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by Gibbage1:
    So thats proof that the US copied the IL-10 for its own A-10! </div></BLOCKQUOTE>

    Probably not. Both were ground-attack types but that's where the similarities end. The A-10 had neither a defensive gunner nor wing-mounted cannons. I've read though that the experiences and advice of Hans Rudel were taken into consideration during the design process.

    Supposedly the main shortcoming of the IL-10 in Korea was that it was unable to fly with fighter cover due to its relatively low speed. It was considered an easy kill for US jet figthers (although fighter pilots generally dislike slow, low-flying targets, as far as I know).
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  10. #10
    mortoma's Avatar Senior Member
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    <BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by Rammjaeger:
    <BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by Gibbage1:
    So thats proof that the US copied the IL-10 for its own A-10! </div></BLOCKQUOTE>

    Probably not. Both were ground-attack types but that's where the similarities end. The A-10 had neither a defensive gunner nor wing-mounted cannons. I've read though that the experiences and advice of Hans Rudel were taken into consideration during the design process.

    Supposedly the main shortcoming of the IL-10 in Korea was that it was unable to fly with fighter cover due to its relatively low speed. It was considered an easy kill for US jet figthers (although fighter pilots generally dislike slow, low-flying targets, as far as I know). </div></BLOCKQUOTE>Dude, Gibbage was only kidding!!
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