arch 1918 : Polikarpov was hired by UVVF and moved to Moscow. He was involved with
          8th department, responsible for avia factories and planning of aircraft production.
            August 1918 : Technical Division Supervisor on Dux factory. His division carried out
                all design, drawing, copying jobs as well as material tests.
       End of 1918 - Dux started production of the R-1/D.H.-4. The first designer's achievement
                              of N.N.Polikarpov.
       1919 - member of the First (airplane) Section of the NTK VVS. Section was responsible
   for the aircraft TTT and giving recommendations on 'sketch' projects. He was a member of this
                     commetee until his arrest in September 1929.
            1920 - N.N.Polikarpov finished his first project : 4-seat passenger biplane;
       1922 - Started to work on project of monoplane fighter (his own initiative) to became later
                     the I-16; Major outline was ready same year;
        January 1923 - was ordered to take over a new design bureau created on former Dux
 factory, recently renamed into GAZ-1. Started to develope biplane fighter (down-scaled R-1) with
      the Liberty-12/ M-5 engine, but was fired for being not a Party member in February.

                    Modified September 4, 1997
                        by Alexandre Savine;

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UVVF Management of the Military AirFleet
Upravlenie Voenno-Vozdushnogo Flota

Based on former bicycle factory in Moscow, Dux (owned by Yu.A.Meller) was the the largest manufacturer of aircraft in Russia during WWI (1733 built). F.E.Moska was a designer on the factory.
Most aircraft were just copies of French aircraft built with (and without, too) license. For example, Dux-monoplane 1912 was identical to Neuport-IV, while Dux-3 differed only by transparent panels in fuselage. Presented are some 'semi-original' models, including significant changes.
After October revolution Dux was financed by Bolshevik government following personal order of V.I.Lenin.
August 1918 : N.N.Polikarpov became the Technical Division Supervisor on the factory. His division carried out all design, drawing, copying jobs as well as material tests. Production achieved up to one aircraft/day;
End of 1918 - started production of the R-1/D.H.-4. The first designer's achievement of N.N.Polikarpov.

Polikarpov
Nikolai Nikolaevich Polikarpov was born in the village Georgievskoe (region of Orel) on June 10, 1892, in the family of the village priest. After having passed the high school exams, he studied in St. Petersburg Polytechnical Institute on 1911-1916 as a mechanic and aero engineer. While studying here, he became enthusiastic about aviation.
After graduation in 1916, he worked at RBVZ factory aviation department under the guidance of Igor I. Sikorsky until 1918.
He remained in Russia after the Bolshevik revolution of 7 November 1917, declining an invitation from his former chief, Igor Sikorsky, to go in the USA. His loyalty was appreciated by the Bolsheviks and he was made the Chief Designer of State Aircraft Factory n.1.
He worked at different organisations since March 1918 until October 1929. He created many planes, some of them became famous: the R-1 (1923), I-1 (1923), U-2 (1928, later called Po-2 in his honour), R-5 (1929), I-3 (1928).
During 1928, Stalin emerged as the political subcessor of Lenin, died in 1924. He established a totalitarian regime under the rule of Communist Party and pushed a program of forced industrialization.
The first Five Year Plan prepared by Aviatrust (Soviet Aviation Industry) assigned to Andrei N.Tupolev the duty to build the I-5 mixed construction fighter, while Polikarpov had to develop the I-6 wooden fighter. Tupolev's project proceeded slowly due to his work on metallic bombers, so Polikarpov was charged the work on I-5 too.
The dead line of July-August 1930 was unrealistic, because the National industry was backward and strongly depending on Foreign supply, particularly on the engines. So the progresses of I-5 and I-6 were slow.
In October 1929 Polikarpov was arrested by NKVD, the Political Police, for Stalin's order, alongside 450 other aircrafts designers and technicians; Polikarpov  and the famous designer Dmitri P. Gregorovich became part of a twenty-persons design group working on the I-5 project at Hangar 7 of State Aircraft Factory n.39, a sort of prison. They created the excellent I-5 fighter here, that first flew on 29 April 1930, well before the deadline, and were free as a reward. Not all the 450 technicians arrested by NKVD between 1934 and 1941 were so lucky; 150 of these died.

In 1930 the TsKB ((Tsentralnoe Konstruktorskoe Byuro = Central Design Bureau) was organized at the Aviarabotnik plant.
In late 1931, it employed about 500 men on many projects. Because of unexperience and too ambitious goals, this structure did not reach the objectives wanted by Stalin. So, the TsKB was reorganized  during 1932, introducing different design groups, each specialized in one class of aircrafts. Polikarpov was made the chief of the "fighter Brigade"; Polikarpov rapidly became the "King of Fighters", the most quoted fighter designer, even if he projected and built different aircrafts too.
This reorganization gave the hoped results, and in 1933 new aircraft models appeared; for some years on, the writing TsKB still appeared on many aircrafts' name.
A favourable factor for Soviet aircraft industry in early '30s was the economical depression of USA and Europe begun in October 1929; so they were happy to export engines and aereonautical technologies in URSS, and in November 1933 they established diplomatic relations with the USA.
The availability of the Wright Cyclone made possible the construction of a new fighter, the I-15 Chaika (gull wing) and a new revoluctionary monoplane aircraft, the I-16. In 1934 was built an even more advanced fighter prototype, the I-17 with a water cooled Hispano-Suiza engine.

Monoplanes alongside biplanes
The vertiginous aereonautical progress of the first half of the thirties was not fully continued in the second half of the decade.
Polikarpov's  most known aircrafts were the biplane series I-15, I-152 and I-153, alongside advanced monoplane aircrafts as the well-known I-16 and the ill-fated I-17.
The coexistence of three generations of biplane fighters, (the I-153 was produced until 1940, and an updated derivative, the I-190, was flown and then abandoned only in 1940) and different advanced monoplane fighters (the I-16 was first flown in late 1933, the I-17 in 1934) could be astonishing: in most other nations, the biplane fighters disappeared when replaced by monoplanes. But both the High Commands of V-VS and Polikarpov himself were not fully sure of the monoplane superiority: the biplane fighters, with their high manouvrability and easiness to fly, looked to complete the monoplane fighters, and the two classes could be employed together in mixed formations to contrast all the enemy's combat strategies. The satisfying experiences of the Spanish Civil War looked to incourage this view in Russia and in Italy too.

I-17 grows From I-17 to I-200
In 1935 Nikolai Nikolaevich Polikarpov, developing the I-17 fighter, projected its derivative, the I-19 powered with liquid cooled engine M-34. In comparison with  the I-17, the maximum speed of this new machine was extimated by 50-80 km/h higher, and it was intended as an interceptor. However, the project I-19 was stopped soon, since in early 1936 Nikolai Nikolaevich was appointed simultaneously as chief designer of the plant of n.2 in Gorki and of the plant n.8 in Khimki, where yet there was no experimental production.
Nevertheless Polikarpov continued to work on his promising fighter with liquid-cooled engine. In 1937 he designed the I-172 powered by a M-105 engine. Unfortunately, the M-105 was not available in 1937 nor in 1938. On late 1938,. Polikarpov developed a further derivative with M-105 engine, called I-173.

The begin of I-180 story
In early 1939 the Soviet government decided to develop fighters with radial engine only.
In 1939 many design bureaus already projected fighters with such engines. Polikarpov's KB was strong  on this field too: in 1937 he projected an update of I-16 with two-row radial engine, the I-165, and in 1938 the first I-180 sketches were made. The I-180 differed from the I-16 for being slightly larger, with two-row M-88R engine and wide use of modern light alloys structures. First I-180 was built at Zavod n.156 in the summer of 1938, but the Defence Industry Ministry pressed to anticipate the maiden flight, and the prototype wasn't still ready. On December 15, 1938 the first flight ended with an engine fail that made the plane crash and killed the famous test pilot V.P. Chkalov.
The death of this Hero was followed by the arrest of Polikarpov's deputy, Dmitry Tomashevich, and other persons, wrongly accused of sabotage; Polikarpov was not arrested, because he casually had not given his personal assent to the flight.
After reorganisation and transfer of the Polikarpov KB to the new Zavod 1 near Moscow, Polikarpov resumed work on I-180, whose second prototype, powered with M-87A engine, was flown successfully on April 19, 1939. After 52 successful flights, the spiral oilcooler was broken by air pressure, blinding the test pilot Tomas Suzi, that baled out but was unable to open his parachute and died. Despite these accidents, the reputation of the aircraft was still good and the work on it were continuing.

From I-17 to I-200
Therefore Polikarpov searched for an " ecological niche " for its liquid-cooled machines.
One way was the installation on I-173 of an heavy gun armament, that led to the creation of  the ITP fighter.
Another way was to converted the aircraft into a high-altitude interceptor with a Mikulin engine, that led to the I-200, subsequently produced as MiG-1 and MiG-3.

Polikarpov's concepts for I-200
The design group working on the development of this latest machine was headed by Polikarpov, helped by Tetivkin and two or three designers.  A.I.Mikoyan and M.I.Gurevich were not involved in the design of this machine.
The design of the new fighter, which received the designation I-200 (K or article 61 on the factory documents), was ready on summer 1939. Its flight performances were assumed to be extremely high: with the AM-37 engine with a power of 1400 hp maximum speed reached 670 km/h at height 7000 and 531 km/h at the ground level, reaching an altitude of 5000 m in 4,6 min.
Besides AM-37, it was considered the installation of the similar motor AM-35A, but Polikarpov considered the AM-37 more promising. First, because it was proposed to supply with synchronizers for the installation of two guns, and in the second place,   the appearance of its derivative AM-39 was expected toward the end 1941; this new engine had an expected power of 1900 hp, that should led to a further improvement in I-200 performances.
The installation of two turbocompressors  TK on the AM-37 was considered; in this case, maximum speed grew to 717 km/h at an altitude of 11600 m. The original projected length of the aircraft was 8,1 m, and the wingspan was 10,2 m.
Although similar in shape to the I -200 as it was built later, the original project was different, being thought for production technologies of the plant n.21, where Polikarpov intended to build it in mass.
“The construction of the plane clearly distinguished the independent constructional and production modules . Removable wing panels, dismountable fuselage (tail wooden construction, the front edge of it – metal) and the undercarriage with conventionally simple kinematics give wide opportunities of massive production with efficient usage of the production area. A limited number of quite simple connections allows easy and quick change of spare parts in any maintenance conditions”  , wrote Nikolai Nikolaevich in his report to the draft design of aircraft I -200 with AM-37 engine.
Although the characteristics of the aircraft were promising, Polikarpov did not hurry to send the project I-200 for the approval of Soviet government. His analysis of the basic trends of development of aviation showed the prospect of an increase in the specific wing load for further increase the aereodynamic penetration; therefore he decided to redesign the wing, decreasing its area.

An earthquake from the drawing table
However, he hadn't the possibility to do this. During October 1939 Polikarpov went in Germany with an aereonautic delegation to study the experiences of German aircraft industry. These experiences confirmed him in the correctness of the chosen direction.
During November 1939, in the absence of Polikarpov at the plant n. 1, where at that time his KB was located, a special commission was located there to decide what type of plane should be produced there instead of the obsolete I-153.
On that occasion Yakovlev reported about his I-26 fighter, and the commission, after examining the documents, recommended the aircraft for the series building. Chief designer A.T.Karev was present at the session, in spite of Polikarpov's prohibition to acquaint with his KB developments  without his approvation, described the project I-200, that was extimated to be 70 km/h faster than the I-26. This report was not fully trusted: the characteristics of the I-200 seemed by far too high.
The works manager A.Voronin gave further informations on the project to the commission, that recognized that the I-200 was more promising than the I-26, and reported it to the Soviet government and to the VVS command.
The order about the immediate building of the aircraft arrived within few days.
The production director A.Voronin  ordered, with the agreement of the Soviet government, the organization of an experimental design division (EYE), for developing and building  the I-200 prototype, on  December 8, 1939.
A.I.Mikoyan was assigned as chief designer of  EYE, alongside M.I.Gurevich and V.A.Romodin.
Mikoyan was appointed formally as assistant of the chief designer on the plant n.1 on  December 14, 1939, but the EYE was subordinated directly to Voronin, not to Polikarpov, and had the right  to be turned directly to the government for resolution of operational problems.

The fall of the king of fighters
The formation of the EYE passed without the agreement of the management of Polikarpov KB, and this created stressed relations in the association.
Appeared some gossips, that Polikarpov could be shot when returned from Germany.  Many raised questions about the strange method of the formation of the EYE during Party meetings on December 1939.
Nikolai Nikolaevich Polikarpov, after returning from Germany,  perceived the withdrawal of many technicians from the composition of his KB with comprisible bewilderment, and, althought being not dismissed yet from the duty of main designer of the plant n.1 , he wrote to the chief of central committee, but this gave no results. A bad situation began to rise around Polikarpov,  they recalled his foregoing arrest to him, and they accused him " to recreate the spirit of industrial party in the aircraft industry ".  All this became the reason for severe moral injury for Polikarpov, and for a while he seemingly lost interest in the work.

I-200 development
Meanwhile the development of drawings of I-200 was sufficiently fast. Small corrections into the initial project were made: for an improvement in the directional stability the area of the rudder was slightly increased, they shaped the engine cowling on the form of motor, so the oil radiators in the fairings proved to be remote outside, while the control of the air flow rate was made by shutters at the oil radiators inlets, but not at the outlet (however, on the second and subsequent versions of the machine they returned to the initial idea). The AM-37 engine was still under plant tests; so it was replaced with the AM-35A.
Polikarpov aided the EYE; he noted that the production of aft fuselage section, thought for the technology of the Zavod  n.21,  would meet difficulties at the Zavod 1.

Polikarpov's resignation
The transfering of Polikarpov KB into experimental plant n.51 was decided in the beginning of 1940, while during March the Mikoyan KB was officially instituted in Zavod 1. During the conference about the division of projects, chaired by .P.V.Dementev, Polikarpov was asked about his complains directed to the government; he bitterly anwered that he complained to the People Commissar of Aircraft Industry M.Kaganovic, but this was removed from his duty and committed suicide some days later, so there was none to which to address a complain, while in Germany one could complain to Goering. All faces faded, so he realized to have said too much and changed his tone, giving his consent to the development of I-200 by Mikoyan that was already doing this, and said to have other projects.

The end of I-180 program
These projects were the completion of I-180 and the beginning of works on the I-185.
Despite two fatal accidents, the I-180 was reportedly good, and the third prototype with M-88R engine reached the good speed of 575 km/h  at 6,900 m, and it was thought to be produced at Zavod 1 within brief time. This aircraft was delivered to NII for state trials, but the test pilot Proshakov was forced to bail because the aircraft went in reversed stall. It was a pilot's error, but someone thought that, if this happens to an experienced test pilot....
A pre-series aircraft flown by Suprun had to made a forced landing due to a breaking of M-88P engine. The M-88 engine had to be put temporarily out of production because of many misfunctions, and I-180 flights were prohibited.
Later in october 1940, the problems were resolved and the full-scale production was decided at Zavod n.21 in Gorki; the drawings were updated to the E-5 , I-180 standard of 1941. But this decision was immediately changed, and the Zavod 21 was decided to build the newer LaGG-3 fighter, that was seen as more promising and advanced. It is not clear if someone regretted this decision after the beginning of the war.

I-200 first flights
On 5 April 1940, test pilot Yekatov took off the first I-200 prototype, that reached a top speed of 628 km/h at an altitude of 7000 m. After some modifications, a speed of 648 km/h was obtained at 6900 m. The aircraft did not reach the performances of the original project of Polikarpov, which among many reasons is explained by over weighting of  construction and by the use of the AM-35A engine. Furthermore, tests revealed the poor work of water and oil coolers (radiator), that were modified on the second and third prototypes.
The tests of the second prototype began on 8 May 1940. It reached a top speed of 651 km/h at 7000 m. The aircraft was selected for series production under the designation MiG-1.
The contribution Of N.N.Polikarpov to the development of the project of this machine was noted by a special reward, the Hero of the Socialist Labor medal.

I-185 project
First sketches of I-185 were made on summer 1939, while large scale projecting began in late 1939; costructive drawings were completed rapidly between January 25, 1940 and March 10, 1940.
The idea was to install a very powerful radial engine on an airframe clearly similar to that of I-200.
The first prototype had to be equipped with the 18 cylinders M-90 w 2000 hp power, cooled by a ducted spinner as on FW-190 prototype; this engine was not ready, so it was decided to install a M-71, and then, being not available, an M-81. This  prototype was used for static trials and never flew. The second prototype with M-71 made it first flight on January 11, 1941; it was equipped with M-81 engine, and flew well; but this engine went not into production, and flights were prohibited by Yakovlev.
The third prototype was equipped with an M-71 and flew on February 16, 1941, but had to land because of engine malfunction. The M-71 was very green. So, in summer 1941 no I-185 prototype could fly for lack of a reliable engine.
The Polikarpov OKB received the order to install an M-82 only on May 5, 1941; they had projected a new thinned and longer fuselage for this engine since the late 1940. The third prototype flew on August 1941, but the Air Production Ministry created many delays that let to loose the entire year. Besides, the Polikarpov OKB was forced to pass the drawings of the M-82 engine installation  to Lavockin, Mikoyan and Yakovlev KBs. Someone could suspect that Yakovlev, then Vice Minister of Aircraft Production, would stop a strong concurrent for his aircrafts.
The fifth prototype, "1942 standard" usef the slim fuselage of the M-82 engined prototype coupled with a larger M-71 engine; it was tested by NII VVS and by experienced pilots of the 728 IAP, obtaining enthusiastic comments by all and being regarded as superior to any Soviet or enemy aircraft. In the spring of 1942, this aircraft was selected for production, but no final decision was taken. On 18 February 1943 there was a meeting in the Kremlin to decide the serial production of I-185; a letter of Polikarpov described the performances of the fighter; but Yakovlev said that tests were not completed, so pushed Stalin to pospone the decision.
An accident gave to Yakovlev the occasion to hit his rival: the third prototype with M-71, built still in 1941, crashed because an engine failure, and this led to delete the development of M-90 and M-71 engines, and of I-185 as a consequence.

The ITP project
in late 1940, alongside the I-185, it was developed the ITP. a fighter equipped with a liquid-cooled M-107 or AM-37 engine and an heavy gun armament. The first prototype was built in late 1941 and flown on 23 February 1942 in Novosibirsk, where the design bureau was evacuated; the program test was not completed, due to frequent engine failures. In late 1942 the prototype returned to Moscow, where was modified; the prototype was then used for static tests for order of the Air Production Ministry; it passed the tests at 100%, but then was impossible to fly and was used as a wind generator. The second prototype, equipped with an AM-39, was first flown on 23 November 1943, but the test program was delayed until as late as June 1944. The flight performances were excellent, but the series production was then unjustified because there were already on production aircrafts with comparable characteristics, as the La-7 and Yak-3.  Another subcess for Yakovlev.

Nikolai Nikolaievich's death
After 1943, Polikarpov worked with the Moscow Aviation Institute, projecting the VP high altitude fighter based on I-185.
He died in Moscow on 30 July 1944 for an earth attack, at the age of 52. His health was weak because of many troubles find on his hard work.
His death stopped the works on the never built VP high altitude fighter, on the twin-emgined TIS heavy fighter and on the twin-engined night bomber NB.
After his death, his OKB was closed and the most of the remaining staff was transferred to the Lavockin OKB.
As an homage, the biplane U-2 was renamed Po-2 in his honour.