ThePolikarpov Po-2(alsoU-2before 1944, for its initialuchebnyy,'training', role as aflight instructionaircraft) was an all-weather multiroleSovietbiplane,nicknamedKukuruznik(Russian:Кукурузник,[3][N 1]NATO reporting name "Mule"). The reliable, uncomplicated design of the Po-2 made it an idealtrainer aircraft,as well as doubling as a low-costground attack,aerial reconnaissance,psychological warfareandliaison aircraftduring war, proving to be one of the most versatile light combat types to be built in the Soviet Union.[4]As of 1978 it remained in production for a longer period of time than any other Soviet-era aircraft.[4]
Po-2 "Kukuruznik" | |
---|---|
General information | |
Type | Utility biplane |
Manufacturer | Polikarpov |
Primary users | Soviet Air Force |
Number built | 20,000–30,000[1] |
History | |
Manufactured | 1928–1959[1] |
Introduction date | 1929 |
First flight | 24 June1927[2] |
Production figures for Polikarpov U-2 and Po-2 bombers and trainers combined are between 20,000 and 30,000[1]with production ending as early as 1952.[1]Precise figures are hard to obtain since low-rate production by small repair shops and aero clubs is believed to have continued until 1959.[5]
Design and development
editThe aircraft was designed byNikolai Polikarpovto replace the U-1 trainer (a copy of the BritishAvro 504), which was known asAvrushkato the Soviets.[6]
The prototype of theU-2,powered by a 74 kW (99 hp)Shvetsov M-11air-cooled five-cylinder radial engine, first flew on 7 January 1928 piloted by M.M. Gromov.[6]Aircraft from the preproduction series were tested at the end of 1928 and serial production started in 1929 in Factory number 23 in Leningrad. Its name was changed toPo-2in 1944, after Polikarpov's death,[6]according to the then-new Soviet naming system, usually using the first two letters of the designer's family name, or the Soviet government-establisheddesign bureauthat created it. Production in the Soviet Union ended in 1953, but license-built CSS-13s were still produced in Poland until 1959.
Operational history
editWorld War II
editFrom the beginning, the U-2 became the basic Soviet civil and military trainer aircraft, mass-produced in a "Red Flyer" factory near Moscow. It was also used for transport, and as a militaryliaison aircraft,due to itsSTOLcapabilities. Also from the beginning it was produced as an agricultural aircraft variant, which earned it its nicknameKukuruznik.Although entirely outclassed by contemporary aircraft, theKukuruznikserved extensively on theEastern FrontinWorld War II,primarily as a liaison,medevacand general-supply aircraft. It was especially useful for supplyingSoviet partisansbehind the German front line. Manufacturing of the Po-2 in the USSR ceased in 1949, but until 1959 a number were assembled in Aeroflot repair workshops.
The first trials of arming the aircraft with bombs took place in 1941.
During thedefence of Odessain September 1941, the U-2 was used as areconnaissanceaircraft and as a light, short-range, bomber. The bombs, dropped from a civil aircraft piloted by Pyotr Bevz, were the first to fall on enemyartillerypositions.[6][7]From 1942 it was adapted as a light night ground attack aircraft.
Nikolay Polikarpov supported the project, and under his leadership, the U-2VS (voyskovaya seriya- Military series) was created. This was a light night bomber, fitted with bomb carriers beneath the lower wing, to carry 50 or 100 kg (110 or 220 lbs) bombs up to a total weight of 350 kg (771 lb) and armed withShKASor DA machine guns in the observer'scockpit.[7]
The U-2 became known as the aircraft used by the588th Night Bomber Regiment,composed of an all-woman pilot and ground crew complement. The unit became famous for daring low-altitude night raids on German rear-area positions. Veteran pilotsYekaterina RyabovaandNadezhda Popovaon one occasion flew eighteen missions in a single night. The women pilots observed that the enemy suffered a further degree of demoralization simply due to their antagonists being female. As such, the pilots earned the nickname "Night Witches" (GermanNachthexen,RussianНочные Ведьмы/Nočnye Ved’my). The unit earned numerousHero of the Soviet Unioncitations and dozens ofOrder of the Red Bannermedals; most surviving pilots had flown nearly 1,000 combat missions by the end of the war and took part in theBattle of Berlin.
The material effects of these missions may be regarded as minor, but the psychological effect on German troops was noticeable. They typically attackedby surprise in the middle of the night,denying German troops sleep and keeping them on their guard, contributing to the already high stress of combat on the Eastern front. The usual tactic involved flying only a few meters above the ground, climbing for the final approach, throttling back the engine and making aglidingbombingrun, leaving the targeted troops with only the eerie whistling of the wind in the wings' bracing-wires as an indication of the impending attack.[6][8]Luftwaffefightersfound it extremely hard to shoot down theKukuruznikbecause of two main factors: the pilots flew at treetop level where they were hard to see or engage and thestall speedof both theMesserschmitt Bf 109and theFocke-Wulf Fw 190was similar to the U-2s maximum speed, making it difficult for the fighters to keep a Po-2 in weapons range for an adequate period of time.[6][9]The success of the Soviet night harassment units inspired the Luftwaffe to set up similarStörkampfstaffel"harassment combat squadrons" on the Eastern Front using their own obsolete 1930s-era, open cockpit biplanes (most often theGotha Go 145andArado Ar 66biplanes) and parasol monoplane aircraft, eventually building up to largerNachtschlachtgruppe(night attack group) units of a few squadrons each.[6]
ThePolish Air Forceused these slow and manoeuvrable aircraft for air reconnaissance andCOINoperations againstUPAdetachments in mountainous area ofBieszczady.Pilots and navigators were dispatched to look for concentrations of UPA forces and if needed, engage them with machine guns and grenades. On several occasions, the UPA managed to bring down some of the Po-2s, but never captured or operated them.[10]
The U-2's 5-cylinder engine had an unusual exhaust manifold arrangement that gave the engine a peculiar rattling or popping sound which made the airplane easily identifiable even at night. German soldier Claus Neuber listed in his war diary six different German nicknames for the plane, the most common of which wereNähmaschine(sewing machine) orKaffeemühle,(coffee mill), both due to the distinctive engine sound.[6]Neuber added that some German troops derisively called it the "Runway Crow" or "Fog Crow." He also cited the nicknames "Iron Gustav," for the belly armor the plane carried to protect it from ground fire, and "The Duty NCO" because the plane almost always came at night at the same time.[11]The fabric and wood construction of the airplane made it extremely vulnerable to catching fire when hit by tracer rounds, resulting in a Russian nickname ofKerosinka,or kerosene lantern.[12]Finnish troops called itHermosaha(Nerve saw)[citation needed].
Korean War
editNorth Koreanforces used the Po-2 in a similar role during theKorean War.A significant number of Po-2s were fielded by theKorean People's Air Force,inflicting serious damage during night raids onUnited Nationsbases.[13]During one such attack, a lone Po-2 attackedPyongyang Air Base.[6]Concentrating on the 8th Fighter-Bomber Group's parking ramp, the Po-2 dropped a string of fragmentation bombs squarely across the group's lineup ofP-51 Mustangs.Eleven Mustangs were damaged, three so badly that they were destroyed when Pyongyang was abandoned several days later.
On 17 June 1951, at 01:30 hours,Suwon Air Basewas bombed by two Po-2s. Each biplane dropped a pair of fragmentation bombs. One scored a hit on the 802nd Engineer Aviation Battalion's motor pool, damaging some equipment. Two bombs burst on the flightline of the 335th Fighter Interceptor Squadron. OneF-86A Sabre(FU-334 / 49-1334) was struck on the wing and began burning. The fire took hold, gutting the aircraft. Prompt action by personnel who moved aircraft away from the burning Sabre prevented further loss. Eight other Sabres were damaged in the brief attack, four seriously.[6]One F-86 pilot was among the wounded. The North Koreans subsequently credited Lt. La Woon Yung with this damaging attack.[14]
UN forces named the Po-2's nighttime appearanceBedcheck Charlieand had great difficulty in shooting it down – even thoughnight fightershadradaras standard equipment in the 1950s. The wood-and-fabric material of the Po-2 had only a small radar cross-section, making it hard for an opposing fighter pilot to acquire their target. As Korean war U.S. veteran Leo Fournier remarked about "Bedcheck Charlie" in his memoirs: "... no one could get at him. He just flew too low and too slow." On 16 June 1953, aUSMCAD-4fromVMC-1piloted byMajorGeorge H. Linnemeier andCWOVernon S. Kramer shot down a Po-2, the only documented Skyraider air victory of the war. The Po-2 is also the only biplane credited with a documented jet-kill, as oneLockheed F-94 Starfirewas lost while slowing down to 161 km/h (100 mph) – below its stall speed – during an intercept in order to engage the low flying Po-2.[6][15]
Variants
edit- U-2:Basic model, built in large numbers as a two-seat primary trainer. It was also built in many different versions, both as civil and military aircraft. The U-2 variants also included a light transport, utility, reconnaissance and training aircraft. Power plant was the M-11 radial piston engine of 75 kW (100 hp). Later models were also equipped with uprated M-11 engines of 111 kW (150 hp). Some aircraft were fitted with a rear closed cabin, other were fitted with sledges or floats.
- U-2A:Two-seat agricultural crop dusting aircraft, powered by an 86 kW (115 hp) M-11K radial piston engine. Later redesignatedPo-2Aafter 1944.[6]
- U-2AO:Two-seat agricultural aircraft.
- U-2AP:Agricultural aircraft,with a rear cab replaced with a container for 200–250 kg (441-551 lb) of chemicals. 1,235 were built in 1930–1940.
- U-2G:This experimental aircraft had all the controls linked to the control column. One aircraft only.[6]
- U-2KL:Two aircraft fitted with a bulged canopy over the rear cabin.[6]
- U-2LSh:Two-seat ground-attack, close-support aircraft. The aircraft were armed with one 7.62 mm (0.30 in)ShKAS machine-gunin the rear cockpit. It could also carry up to 120 kg (265 lb) of bombs and(or?) fourRS-82rockets. Also known as theU-2VOM-1.
- U-2LPL:Experimental prone-pilot research aircraft.[6]
- U-2M:This floatplane version was fitted with a large central float and two small stabilizing floats. Not built in large numbers. Also known as theMU-2.[6]
- U-2NAK:Two-seat night artillery observation with observer's cabin fully equipped with radios.[6]Also used for reconnaissance. Built from 1943.
- U-2P:Floatplaneversion, built only in limited numbers, in several variants with different designations.
- U-2S:Air ambulanceversion, built from 1934. It could take a physician and an injured on astretcheron a rear fuselage, under a cover. VariantU-2S-1from 1939 had a raised fuselage top upon the stretcher. From 1941 there were also used two containers for stretchers, that could be fitted over lower wings or two containers for two seating injured each, fitted under lower wings.[6]
- U-2SS:Air ambulance aircraft.
- U-2ShS:Staff liaison version, built from 1943. It had a wider fuselage and a closed 4-place rear cab.
- U-2SP:Civil transport version, could carry two passengers in open individual cabs, built from 1933. Other roles included aerial survey, and aerial photography. A total of 861 were built between 1934 and 1939.[6]
- U-2SPL:This limousine version was fitted with rear cabin for two passengers.
- U-2UT:Two-seat training aircraft, powered by an 86 kW (115 hp) M-11D radial piston engine. Built in limited numbers.
- U-2LNB:Somewhat like the earlier-LShversion, a Soviet Air Force two-seat night attack version, built from 1942. Armed with one 7.62 mm (0.30 in) ShKAS for rear defense, plus up to 250 kg of bombs under the wings for land support. Earlier aircraft were converted to improvised bombers from 1941.
- U-2VS:Two-seat training and utility aircraft. Later redesignatedPo-2VSafter 1944.
- U-3:Improved flying training model, fitted a 149 kW (200 hp) seven cylinder M-48 radial engine.[6]
- U-4:Cleaned-up version with slimmer fuselage; not built in large numbers.
- - (Total U-2 manufacture: 33,000)
- Po-2:Postwar basic trainer variant.
- Po-2A:Postwar agricultural variant.
- Po-2GN:"Voice from the sky" propaganda aircraft, fitted with a loud speaker.[6]
- Po-2L:Limousine version with an enclosed passenger cabin.
- Po-2P:Postwar floatplane version; built in small numbers.
- Po-2S:Postwar air ambulance variant, with a closed rear cab.
- Po-2S-1:Postwar ambulance version, similar to the pre-war U-2S.
- Po-2S-2:Postwar ambulance version, powered by a M-11D radial piston engine.
- Po-2S-3:Postwar ambulance version, which had two underwing containers, each one was designed to transport one stretcher patient. Also known as thePo-2SKF.
- Po-2ShS:Staff communications aircraft, fitted with an enclosed cabin for the pilot and two or three passengers.
- Po-2SP:Postwar aerial photography, geographic survey aircraft.
- Po-2W:Yugoslav modification powered by 160 hp (120 kW) license-builtWalter Minor 6-IIIengine. 62 modified byUtva1958–59.[16]
- RV-23:This floatplane version of the U-2 was built in 1937. It was used in a number of seaplane altitude record attempts. The RV-23 was powered by a 529 kW (710 hp)Wright R-1820-F3 Cyclone radial piston engine.
- CSS-13:Polish licence version, built in Poland inWSK-OkęcieandWSK-Mielecafter World War II (about 500 built in 1948–1956).[6]
- CSS S-13:Polish ambulance version with a closed rear cab and cockpit and Townend ring (53 built inWSK-Okęciein 1954–1955, 38 converted to S-13).[6]
- E-23:Research version, built in the Soviet Union in 1934, for research into inverted flight.[6]
Operators
edit- Albanian Air Forcereceived 78 aircraft between 1950-1966 and operated them until 1985.[17][6]
- Bulgarian Air Force- 10 aircraft in 1949-1969[18]
- Civilian aviation
- Czechoslovakian Air Forcedesignated as K-62
- Slov-Air
- Free French Air Forceoperated Po-2s in theNormandie-Niemenunit.[6]
- Luftwaffe operatedBeuteflugzeugcaptured aircraft, mainly by clandestine special units such as theSonderverband Brandenburg.[6]
- Barracked People's Police
- East German Air Force
- Sport and Technology Association- used as glider tugs and parachute dropping aircraft until 1968.
- Hungarian Air Force
- TheHungarian Sport Bureauoperated some aircraft before the1956 Hungarian Revolution;Three confirmed were inDunakeszi,one confirmed inKisapostag.[6]
- MIAT Mongolian Airlines
- Mongolian People's Army Air Force- twenty aircraft acquired between 1932 and 1963.[6]
- Air Force of the Polish Army(after 1947Polish Air Force)
- LOT Polish Airlines- Five Po-2 operated in 1945–1946, 20 CSS-13 for aerospraying in 1953–1956.[19]
- Aeroklub Polski
- Polish Air Ambulance Service
- Polish Navy
- Romanian Air Forcereceived 45 aircraft in 1949
- Civilian aviation
- Turkish Air League(Turk Hava Kurumu) received two U-2s which were given to Turkey as a gift from Russia in 1933 on the occasion of the 10th anniversary of the Turkish Republic.[6]
- SFR Yugoslav Air Force- 120 aircraft in 1944–1959[20]
- 1st Transport Aviation Regiment(1944–1948)
- 1st Training Aviation Regiment(1945–1952)
- 2nd Training Aviation Regiment(1946–1948)
- 184th Light Night Bomber Aviation Regiment(1948–1952)
- Liaison Squadron of 1st Military district(1952–1959)
- Liaison Squadron of 3rd Military district(1952–1959)
- Liaison Squadron of 5th Military district(1952–1959)
- Liaison Squadron of 7th Military district(1952–1959)
- Liaison Squadron of 3rd Aviation Corps(1950–1956)
- Letalski center Maribor(Civil operator)
Surviving aircraft
edit- China
- Po-2 at Beijing Air and Space Museum, China
- Po-2 at Chinese Aviation Museum
- Croatia
- 9A-ISC - Po-2 S/N 27 airworthy at Split airport in Split, Croatia
- Czech Republic
- SP-BHA – CSS-13 on static display at thePrague Aviation MuseuminPrague.It was built in 1955 as the original CSS-13 prototype and flown to the museum in 1972 as a gift from Poland.[citation needed]
- 0076 – Po-2 airworthy at the Metoděj Vlach Air Museum inMladá Boleslav.It was built in 1937 and given to Yugoslavia in 1945. It served with the Yugoslav Army and then the Koroški Aeroklub, before finally being acquired by the museum in May 2014. It is now painted in its Soviet military scheme once again.[21]
- Hungary
- HA-PAO – Po-2 airworthy with the Goldtimer Foundation atBudaörs AirportinBudapest, Central Hungary.It is on loan from the Hungarian Museum of Transportation.[22]
- 0443 – CSS-13 on static display at theAirplane Museum of SzolnokinSzolnok, Jász-Nagykun-Szolnok.[23][24]
- New Zealand
- ZK-POL - 641-046 - Po-2 airworthy - based at theOmaka Aviation Heritage Centre;currently owned by Stephen and Chrystal Witte. The number '46' is painted on body - '641-046' is in small numbers on the tail. This aircraft has been rebuilt from a wreck occurring in Russia.[25][26]
- Poland
- 641-646 – Po-2LNB on static display at thePolish Aviation MuseuminKraków, Lesser Poland.[27]
- CSS-13 on static display atNational Museum of Agriculture in Szreniawa.[28]
- Russia
- Po-2 airworthy at Samara, RA-1945G
- Po-2 airworthy at Gelendzhik, RA-0624G
- Po-2 airworthy at Novosibrsk, Mochishche (UNNM) RA-2508G
- Po-2 airworthy at Novosibrsk, Mochishche (UNNM) RA-1928G
- Po-2 airworthy at Moscow RA-0790G with the Federation of Amateur Aviators of Russia atTushino AirfieldinTushino, Moscow.[29]
- Serbia
- YAF 0089 – Po-2 on static display at theBelgrade Aviation MuseuminSurčin, Belgrade.[30]
- United Kingdom
- 0094 – Po-2 airworthy with theShuttleworth CollectioninOld Warden, Bedfordshire.[31][32]Its first post-restoration flight occurred on January 10, 2011.[33]
- United States
- 0365 – Po-2 airworthy atFantasy of FlightinPolk City, Florida.[34][35]
- 0717 – Po-2 airworthy at theMilitary Aviation MuseuminVirginia Beach, Virginia.[36][37]
- 641543 – Po-2 airworthy at theFlying Heritage & Combat Armor MuseuminEverett, Washington.[38][39]
Specifications (U-2)
editData from[citation needed]
General characteristics
- Crew:2
- Length:8.17 m (26 ft 10 in)
- Wingspan:11.4 m (37 ft 5 in)
- Height:3.1 m (10 ft 2 in)
- Wing area:33.2 m2(357 sq ft)
- Empty weight:770 kg (1,698 lb)
- Gross weight:1,030 kg (2,271 lb)
- Max takeoff weight:1,350 kg (2,976 lb)
- Powerplant:1 ×Shvetsov M-11D5-cylinder air-cooled radial piston engine, 93 kW (125 hp)
- Propellers:2-bladed fixed-pitch propeller
Performance
- Maximum speed:152 km/h (94 mph, 82 kn)
- Cruise speed:110 km/h (68 mph, 59 kn)
- Range:630 km (390 mi, 340 nmi)
- Service ceiling:3,000 m (9,800 ft)
- Rate of climb:2.78 m/s (547 ft/min)
- Wing loading:41 kg/m2(8.4 lb/sq ft)
- Power/mass:0.060 kW/kg (0.036 hp/lb)
Armament
(U-2VS / LNB only)
- Guns:One7.62×54mmR(0.30 in)ShKAS machine gun
- Bombs:Six 50 kg (110 lb)FAB-50bombs
See also
editAircraft of comparable role, configuration, and era
Related lists
References
editNotes
edit- ^Soviets later usedkukuruznikas a nickname for Soviet leaderNikita Khrushchev,notorious for advocating indiscriminate planting ofmaizeall over theSoviet Union,as well as for theAntonov An-2,an aircraft with similar characteristics.[citation needed]
Citations
edit- ^abcd"Soviet Polikarpov U-2 bomber, trainer; Polikarpov Po-2 bomber, trainer."Archived2014-07-03 at theWayback Machinewwiivehicles.Retrieved: 30 November 2012.
- ^Bargatinov, Valery.Баргатинов Валерий: Крылья России( "Wings of Russia" ) Moscow, 2005.
- ^Gunston 1995, p. 292.
- ^abAngelucci and Matricardi 1978, p. 214.
- ^Century of Flight: Polikarpov U 2 Po 2.Archived2015-09-23 at theWayback MachineRetrieved: 30 November 2012.
- ^abcdefghijklmnopqrstuvwxyzaaabacadSmith, Peter (2014).Combat Biplanes of World War II.United Kingdom: Pen & Sword. p. 666.ISBN978-1783400546.
- ^abGordon 2008, p. 285.
- ^Handler, M. S., United Press, "Russia's New 'Secret' Weapon Revealed to Be Old-Type Training Ship: Crates Glide Through Skies, Blast Nazis; Veteran Planes Helping Write History on Eastern Front Despite Slow Speed",The San Bernardino Sun,San Bernardino, California, Saturday 10 October 1942, Volume 49, page 4.
- ^Myles 1997[page needed]
- ^Kurs bojowy Bieszczady,1971.
- ^Neuber 2021, p. 25
- ^Grossman 2007, p. 133.
- ^Dorr 2003, p. 50.
- ^American Aviation Historical Society,Vol. 30, 1985.
- ^Grier, Peter."April 15, 1953".Air Force Magazine,Air Force Association, June 2011, p. 57.
- ^Air-Britain ArchiveSpring 2017, p. 4
- ^""Historical Listings."Archived2012-07-16 at theWayback Machineworldairforces.Retrieved: 18 August 2010.
- ^Hayles, John."Bulgarian Air Force Aircraft Types - All-Time Listing."Archived2008-01-22 at theWayback MachineAeroflight.co.uk,10 November 2005. Retrieved: 29 May 2008.
- ^Jońca, Adam.Samoloty linii lotniczych 1945-1956.Warsaw: WKiŁ, 1985.ISBN83-206-0529-6.
- ^Yugoslav Air Force 1942-1992, Bojan Dimitrijevic, Belgrade 2006
- ^"Polikarpov Po-2 (U-2) Kukuruznik: Letoun Nočních Čarodějnic".Letecké Muzeum Metoděje Vlacha(in Czech).Retrieved9 October2018.
- ^"Polikarpov Po-2".Goldtimer Foundation.Retrieved2 May2017.
- ^"Po-2 (CSS-13)".Repülőmúzeum Szolnok(in Hungarian).Retrieved2 May2017.
- ^"A Légijárművek Leltára".Repülőmúzeum Szolnok(in Hungarian).Retrieved2 May2017.
- ^"Polikarpov Po-2".
- ^"NZ Civil Aircraft: Polikarpov Po 2 ZK-POL at Ardmore 3-5-2019 and Another Earlier Example".5 May 2019.
- ^"Aeroplane: Polikarpov Po-2LNB".Polish Aviation Museum.NeoServer.Retrieved2 May2017.
- ^"Samolot CSS-13 SP-AHS".
- ^Ogden 2009, p. 470.
- ^"Polikarpov Po-2".Aeronautical Museum Belgrade.Aeronautical Museum-Belgrade. Archived fromthe originalon 5 April 2016.Retrieved2 May2017.
- ^"POLIKARPOV PO2".Shuttleworth.Retrieved2 May2017.
- ^"GINFO Search Results [G-BSSY]".Civil Aviation Authority.Retrieved2 May2017.
- ^"Shuttleworth 'Mule' starts to kick".FlyPast,Volume 354, January 2011.
- ^"1954 Polikarpov PO-2".Fantasy of Flight.19 September 2013.Retrieved2 May2017.
- ^"FAA REGISTRY [N50074]".Federal Aviation Administration.U.S. Department of Transportation.Retrieved2 May2017.
- ^"WWII - Aircraft".Military Aviation Museum.Archived fromthe originalon 9 October 2013.Retrieved2 May2017.
- ^"FAA REGISTRY [N3602]".Federal Aviation Administration.U.S. Department of Transportation.Retrieved2 May2017.
- ^"Polikarpov U-2/Po-2".Flying Heritage & Combat Armor Museum.Friends of Flying Heritage. Archived fromthe originalon 19 April 2017.Retrieved2 May2017.
- ^"FAA REGISTRY [N46GU]".Federal Aviation Administration.U.S. Department of Transportation.Retrieved2 May2017.
Bibliography
edit- Angelucci, Enzo and Paolo Matricardi.World Aircraft: World War II, Volume II(Sampson Low Guides). Maidenhead, UK: Sampson Low, 1978.ISBN0-562-00096-8.
- Bargatinov, Valery.Wings of Russia(Russian). Moscow: Eksmo, 2005.ISBN5-699-13732-7.
- "Complete Civil Registers: 15: X- UN- YU- Yugoslavia".Air-Britain Archive.Spring 2017. pp. 3–6.ISSN0262-4923.
- Dorr, Robert F.B-29 Superfortress units of the Korean War.Botley, Oxford, UK: Osprey Publishing, 2003.ISBN1-84176-654-2.
- Dumortier, Yves (June 1995). "Yves Dumortier et le Polikarpov Po-2" [Yves Dumortier and the Polikarpov Po-2].Le Fana de l'Aviation(in French) (305): 34–38.ISSN0757-4169..
- Gordon, Yefim. "Soviet Air Power in World War 2". Hersham-Surrey, UK: Midland Publishing, 2008.ISBN978-1-85780-304-4.
- Grossman, Vasily.A Writer at War: Vasily Grossman with the Red Army 1941-1945.New York: Vintage Books, 2007.ISBN978-0307275332.
- Gunston, Bill.The Osprey Encyclopedia of Russian Aircraft 1875–1995.London: Osprey, 1995.ISBN1-85532-405-9.
- Keskinen, Kalevi et al.Suomen ilmavoimien historia 13 − Syöksypommittajat. (in Finnish)Forssa, Finland: Tietoteos, 1989.ISBN951-9035-42-7.
- Myles, Bruce.Night Witches: The Amazing Story Of Russia's Women Pilots in World War II.Chicago, Illinois: Academy Chicago Publishers, 1997.ISBN0-89733-288-1.
- Neuber, Claus.Marching From Defeat.Barnsley, UK: Pen and Sword Military, 2021.ISBN978-1-39900-003-1.
- Ogden, Bob.Aviation Museums and Collections of Mainland Europe (2nd edition).Toonbridge, Kent, UK: Air-Britain (Historians), 2009.ISBN978-0-85130-418-2.
- Szewczyk, Witold.Samolot wielozadaniowy Po-2 (TBiU #74)(in Polish).Warsaw, Poland: Wydawnictwo MON, 1981.ISBN83-11-06668-X.
- Velek, Martin.Polikarpov U-2/Po-2(bi-lingual Czech/English). Prague, Czech Republic: MBI, 2002.ISBN8086524027