ITP (M-1) - Revision history

U105837429: /* Flight performance */ No longer applicable

2023-12-06T09:56:18Z

‎Flight performance: No longer applicable

U17577377 at 16:38, 5 December 2023

2023-12-05T16:38:55Z

U122244807: grammatical errors

2023-12-05T07:43:45Z

grammatical errors

U132382093: /* Pros and cons */

2023-05-18T03:21:59Z

‎Pros and cons

U44629479: Edits

2022-08-10T15:46:51Z

Edits

U38088265: /* History */

2021-12-24T09:26:43Z

‎History

U88722516: /* History */ Short history section added.

2021-12-24T01:58:17Z

‎History: Short history section added.

U70267797: Fixed grammatical error

2021-10-22T19:46:35Z

Fixed grammatical error

U44629479: Edits

2021-10-22T10:59:51Z

Edits

U70267797: Added armour diagram and MEC control details

2021-10-22T03:11:38Z

Added armour diagram and MEC control details

@@ Line 34: / Line 34: @@
 |}
-The ITP (M-1) is a fairly good all-rounder but has a number of quirks. The top speed appears impressive on the statcard, with 676 km/h at 6,100 m in Realistic Battles practically matching the [[I-185 (M-71)]] a whole battle rating above it, but most engagements will not occur that high and that speed is not practically achievable. It cannot sustain more than about 520 km/h at sea level, having to rely on its good horizontal energy retention to catch up with its targets at low altitudes. The climb rate is good. The turn rate is decent and the ITP will retain energy in turns quite well at medium speeds but suffer somewhat in low speed engagements. It has noticeable control surface compression above 500-600 km/h IAS in terms of roll rate and rudder control, but the elevator thankfully remains quite responsive; the ITP will have an easier time pulling out of a dive than any [[La-5 (Family)|La-5]].
+The ITP (M-1) is a fairly good all-rounder but has a number of quirks. The top speed appears impressive on the statcard, with 676 km/h at 6,100 m in Realistic Battles almost matching the [[I-185 (M-71)]], but most engagements will not occur that high and that speed is not practically achievable. It cannot sustain more than about 520 km/h at sea level, having to rely on its good horizontal energy retention to catch up with its targets at low altitudes. The climb rate is good. The turn rate is decent and the ITP will retain energy in turns quite well at medium speeds but suffer somewhat in low speed engagements. It has noticeable control surface compression above 500-600 km/h IAS in terms of roll rate and rudder control, but the elevator thankfully remains quite responsive; the ITP will have an easier time pulling out of a dive than any [[La-5 (Family)|La-5]].
 One of the main sources of annoyance when flying the ITP (M-1) is its temperamental AM-37P engine. Soviet inline engines are not known for being easygoing to begin with, but the AM-37P is particularly prone to overheating, especially at lower altitudes. When using automatic engine control, it will begin overheating when left at 100% throttle and using WEP drives the temperature gauge into orange and often even red zones. The propeller pitch is adjustable but increasing it above 70% will cause overspeed warnings to show up and is generally not recommended. Using MEC is highly recommended to help manage the engine temperatures. To best take advantage of engine performance with MEC, keep the propeller pitch at 70% and both radiators at 100%. This will drastically prolong the time your engine stays at healthy temperatures, and allows for far more liberal usage of WEP. For colder maps, closing the radiators at 75-50% is possible. Mixture should be set to 120% from sea level to 6,000 m. The minimum fuel load of the ITP (M-1) exceeds the match time for air AB and RB battles, and the enriched mixture gives a substantial performance boost. Only when above 6,000 m should the mixture be lowered to 60%, as it starts hindering the performance of the aircraft.

@@ Line 172: / Line 172: @@
 * Acceleration isn't very good compared to other aircraft at a similar BR
 * Engine is prone to overheating
-* Minimum fuel load is 30 minutes, weighing down the aircraft and reducing the manueverability
+* Minimum fuel load is 30 minutes, weighing down the aircraft and reducing the manoeuvrability
 * 37 mm cannon can be inaccurate if fired in prolonged bursts

@@ Line 172: / Line 172: @@
 * Acceleration isn't very good compared to other aircraft at a similar BR
 * Engine is prone to overheating
-* Minimum fuel load is 30 minutes, weighing down the aircraft and reducing the manoeuvrability
+* Minimum fuel load is 30 minutes, weighing down the aircraft and reducing the manueverability
 * 37 mm cannon can be inaccurate if fired in prolonged bursts

@@ Line 158: / Line 158: @@
 * Powerful armament can destroy large targets with just a quick burst
-* Fairly manoeuvrable at higher speeds
+* Impressive manoeuvrability, especially at higher speeds
 * Versatile 37 mm cannon can load Armoured targets belts, capable of penetrating up to 60 mm of armour
 * Can carry bombs and rockets, allowing it to play a CAS role in ground battles

@@ Line 83: / Line 83: @@
 # 13 mm Steel - Rear pilot armour
-Despite being heavily armed, the ITP (M-1) is hardly armoured, which is something of a trend for Polikarpov aircraft. The rear protection protects the pilot from being knocked out by rifle-calibre machine guns but is insufficient against heavy machine guns and cannons. There is no bulletproof glass in the cockpit canopy, so head-on engagements are risky, but the pilot sits rather low in the fuselage and presents a small target. Getting hit anywhere is a bad idea since the cooling systems are distributed throughout the nose and wing roots and the engine cannot tolerate much abuse. The wing-mounted fuel tanks can be ignited by enemy fire during turning engagements. However, the wing tanks and the central tanks are self-sealing (1 in each wing, 1 under the pilot abd 1 under the 37 mm cannon breech).
+Despite being heavily armed, the ITP (M-1) is hardly armoured, which is something of a trend for Polikarpov aircraft. The rear protection protects the pilot from being knocked out by rifle-calibre machine guns but is insufficient against heavy machine guns and cannons. There is no bulletproof glass in the cockpit canopy, so head-on engagements are risky, but the pilot sits rather low in the fuselage and presents a small target. Getting hit anywhere is a bad idea since the cooling systems are distributed throughout the nose and wing roots and the engine cannot tolerate much abuse. The wing-mounted fuel tanks can be ignited by enemy fire during turning engagements. However, the wing tanks and the central tanks are self-sealing (1 in each wing, 1 under the pilot and 1 under the 37 mm cannon breech).
 === Modifications and economy ===
@@ Line 186: / Line 186: @@
 At the end of 1940, the aircraft designer Nikolai Polikarpov came up with the initiative to create a fundamentally new combat aircraft for Soviet aviation - a fighter with heavy cannon armament, that could fulfill tasks typical for heavy fighters and attack aircraft, while possessing the flight characteristics of a light single-engine monoplane fighter. The military accepted Polikarpov's idea with interest, formulating tasks for the future aircraft, such as effective air combat, including the destruction of bombers, aerial destruction of tanks and armoured vehicles, as well as escort missions. The assembly of the first prototype began in May of 1941, however, due to the rapid offensive from the enemy towards Moscow, production had to be evacuated to Novosibirsk, Siberia, where the test unit was completed.
-ITP (M-1) (ITP is for "heavy cannon fighter") was a monoplane fighter with a 1,650 hp M-107P engine, the armament of the aircraft consisted of a 37mm Sh-37 motor-mounted gun and a pair of 20mm ShVAK cannons. Flight tests began in February 1942, but were not fully completed due to engine problems. A little later, versions with the M-107A and the AM-37 engines were tested, on the second prototype, the 37mm cannon was replaced with another ShVAK cannon. Work on the ITP project was interrupted due to the untimely death of the Soviet "king of fighters" in 1944.
+ITP (M-1) (ITP is for "heavy cannon fighter") was a monoplane fighter with a 1,650 hp M-107P engine, the armament of the aircraft consisted of a 37 mm Sh-37 motor-mounted gun and a pair of 20 mm ShVAK cannons. Flight tests began in February 1942, but were not fully completed due to engine problems. A little later, versions with the M-107A and the AM-37 engines were tested, on the second prototype, the 37 mm cannon was replaced with another ShVAK cannon. Work on the ITP project was interrupted due to the untimely death of the Soviet "king of fighters" in 1944.
 == Media ==

@@ Line 36: / Line 36: @@
 The ITP (M-1) is a fairly good all-rounder but has a number of quirks. The top speed appears impressive on the statcard, with 676 km/h at 6,100 m in Realistic Battles practically matching the [[I-185 (M-71)]] a whole battle rating above it, but most engagements will not occur that high and that speed is not practically achievable. It cannot sustain more than about 520 km/h at sea level, having to rely on its good horizontal energy retention to catch up with its targets at low altitudes. The climb rate is good. The turn rate is decent and the ITP will retain energy in turns quite well at medium speeds but suffer somewhat in low speed engagements. It has noticeable control surface compression above 500-600 km/h IAS in terms of roll rate and rudder control, but the elevator thankfully remains quite responsive; the ITP will have an easier time pulling out of a dive than any [[La-5 (Family)|La-5]].
 One of the main sources of annoyance when flying the ITP (M-1) is its temperamental AM-37P engine. Soviet inline engines are not known for being easygoing to begin with, but the AM-37P is particularly prone to overheating, especially at lower altitudes. When using automatic engine control, it will begin overheating when left at 100% throttle and using WEP drives the temperature gauge into orange and often even red zones. The propeller pitch is adjustable but increasing it above 70% will cause overspeed warnings to show up and is generally not recommended. Using MEC is highly recommended to help manage the engine temperatures. To best take advantage of engine performance with MEC, keep the propeller pitch at 70% and both radiators at 100%. This will drastically prolong the time your engine stays at healthy temperatures, and allows for far more liberal usage of WEP. For colder maps, closing the radiators at 75-50% is possible. Mixture should be set to 120% from sea level to 6,000 m. The minimum fuel load of the ITP (M-1) exceeds the match time for air AB and RB battles, and the enriched mixture gives a substantial performance boost. Only when above 6,000 m should the mixture be lowered to 60%, as it starts hindering the performance of the aircraft.
 ==== Details ====
@@ Line 177: / Line 177: @@
 == History ==
 <!-- ''Describe the history of the creation and combat usage of the aircraft in more detail than in the introduction. If the historical reference turns out to be too long, take it to a separate article, taking a link to the article about the vehicle and adding a block "/History" (example: <nowiki>https://wiki.warthunder.com/(Vehicle-name)/History</nowiki>) and add a link to it here using the <code>main</code> template. Be sure to reference text and sources by using <code><nowiki><ref></ref></nowiki></code>, as well as adding them at the end of the article with <code><nowiki><references /></nowiki></code>. This section may also include the vehicle's dev blog entry (if applicable) and the in-game encyclopedia description (under <code><nowiki>=== In-game description ===</nowiki></code>, also if applicable).'' -->
-The Polikarpov ITP (Istrebitel' Tyazhely Pushechny - heavy cannon fighter) was a prototype Soviet fighter aircraft that never reached production. Designed to mount a heavy armament of 20 and 37 mm cannon, the ITP was significantly hampered by the unreliability of its powerplants, resulting in its eventual cancellation in 1944.
+The Polikarpov ITP (Istrebitel' Tyazhely Pushechny - heavy cannon fighter) was a prototype Soviet fighter aircraft that never reached production. Designed to mount a heavy armament of 20 and 37 mm cannons, the ITP was significantly hampered by the unreliability of its powerplants, resulting in its eventual cancellation in 1944.
 In 1940, the Polikarpov design bureau set out to develop a single-engined heavy fighter. The aircraft was designed to mount a 37 mm B.G. Shpitalny Sh-37 cannon with 50 rounds of ammunition, along with a pair of 20 mm ShVAK cannons with 140 rounds each. The aircraft could also carry eight RS-82 rockets underwing, or two bombs up to 100 kg each. The aircraft was built of a mixed wood and metal construction with a conventional wing and undercarriage. The aircraft could obtain a maximum speed of 655 km/h at altitude.
-By the end of 1940, the primary design work had been completed. The first prototype aircraft was completed in October of 1941, and in May 1942, the aircraft flew for the first time. However, the aircraft’s development was greatly hampered by the unreliability of its powerplants; the ITP prototypes flew with the M-107 and AM-39 engines, the latter achieving a maximum output of 1700 hp, yet engines frequently failed during testing. By 1944, it was evident that while the ITP was a promising design, it offered little advantage over existing Soviet fighter designs. The death of chief designer Nikolai Polikarpov in July 1944 was the final nail in the coffin, as all work on the design was subsequently stopped.
+By the end of 1940, the primary design work had been completed. The first prototype aircraft was completed in October of 1941, and in May 1942, the aircraft flew for the first time. However, the aircraft's development was greatly hampered by the unreliability of its powerplants; the ITP prototypes flew with the M-107 and AM-39 engines, the latter achieving a maximum output of 1700 hp, yet engines frequently failed during testing. By 1944, it was evident that while the ITP was a promising design, it offered little advantage over existing Soviet fighter designs. The death of chief designer Nikolai Polikarpov in July 1944 was the final nail in the coffin, as all work on the design was subsequently stopped.
 === [[wt:en/news/7061-development-battle-pass-vehicles-itp-m-1-en|Devblog]] ===

@@ Line 36: / Line 36: @@
 The ITP (M-1) is a fairly good all-rounder but has a number of quirks. The top speed appears impressive on the statcard, with 676 km/h at 6,100 m in Realistic Battles practically matching the [[I-185 (M-71)]] a whole battle rating above it, but most engagements will not occur that high and that speed is not practically achievable. It cannot sustain more than about 520 km/h at sea level, having to rely on its good horizontal energy retention to catch up with its targets at low altitudes. The climb rate is good. The turn rate is decent and the ITP will retain energy in turns quite well at medium speeds but suffer somewhat in low speed engagements. It has noticeable control surface compression above 500-600 km/h IAS in terms of roll rate and rudder control, but the elevator thankfully remains quite responsive; the ITP will have an easier time pulling out of a dive than any [[La-5 (Family)|La-5]].
-One of the main sources of annoyance when flying the ITP (M-1) is its temperamental AM-37P engine. Soviet inline engines are not known for being easygoing to begin with, but the AM-37P is particularly prone to overheating, especially at lower altitudes. When using automatic engine control, it will begin overheating when left at 100% throttle and using WEP drives the temperature gauge into orange and often even red zones. The propeller pitch is adjustable but increasing it above 70% will cause overspeed warnings to show up and is generally not recommended. Using MEC is highly recommended to help manage the engine temperatures. To best take advantage of engine performance with MEC, keep prop pitch at 70% and both radiators at 100%. This will drastically prolong the time your engine stays at healthy temperatures, and allows for far more liberal usage of WEP. For colder maps, closing the radiators to 75-50% is possible. Mixture should be set to 120% from sea level to 6,000 meters. The minimum fuel load of the ITP exceeds the match time for air AB and RB battles, and the enriched mixture gives a substantial performance boost. Only when above 6,000 meters should mixture be lowered to 60%, as it starts hindering the performance of the aircraft.
+One of the main sources of annoyance when flying the ITP (M-1) is its temperamental AM-37P engine. Soviet inline engines are not known for being easygoing to begin with, but the AM-37P is particularly prone to overheating, especially at lower altitudes. When using automatic engine control, it will begin overheating when left at 100% throttle and using WEP drives the temperature gauge into orange and often even red zones. The propeller pitch is adjustable but increasing it above 70% will cause overspeed warnings to show up and is generally not recommended. Using MEC is highly recommended to help manage the engine temperatures. To best take advantage of engine performance with MEC, keep the propeller pitch at 70% and both radiators at 100%. This will drastically prolong the time your engine stays at healthy temperatures, and allows for far more liberal usage of WEP. For colder maps, closing the radiators at 75-50% is possible. Mixture should be set to 120% from sea level to 6,000 m. The minimum fuel load of the ITP (M-1) exceeds the match time for air AB and RB battles, and the enriched mixture gives a substantial performance boost. Only when above 6,000 m should the mixture be lowered to 60%, as it starts hindering the performance of the aircraft.
 ==== Details ====
@@ Line 73: / Line 73: @@
 |-
 |}
 === Survivability and armour ===
 {{Specs-Avia-Armour}}
 <!-- ''Examine the survivability of the aircraft. Note how vulnerable the structure is and how secure the pilot is, whether the fuel tanks are armoured, etc. Describe the armour, if there is any, and also mention the vulnerability of other critical aircraft systems.'' -->
-* 13 mm Steel - Rear pilot armour
+;Armour plates
-Despite being heavily armed, the ITP (M-1) is hardly armoured, which is something of a trend for Polikarpov aircraft. The rear protection protects the pilot from being knocked out by rifle-calibre machine guns but is insufficient against heavy machine guns and cannons. There is no bulletproof glass in the cockpit canopy, so head-on engagements are risky, but the pilot sits rather low in the fuselage and presents a small target. Getting hit anywhere is a bad idea since the cooling systems are distributed throughout the nose and wing roots and the engine cannot tolerate much abuse. The wing-mounted fuel tanks can be ignited by enemy fire during turning engagements. However, both the wing and the central tanks are self-sealing.
+Despite being heavily armed, the ITP (M-1) is hardly armoured, which is something of a trend for Polikarpov aircraft. The rear protection protects the pilot from being knocked out by rifle-calibre machine guns but is insufficient against heavy machine guns and cannons. There is no bulletproof glass in the cockpit canopy, so head-on engagements are risky, but the pilot sits rather low in the fuselage and presents a small target. Getting hit anywhere is a bad idea since the cooling systems are distributed throughout the nose and wing roots and the engine cannot tolerate much abuse. The wing-mounted fuel tanks can be ignited by enemy fire during turning engagements. However, the wing tanks and the central tanks  hare self-sealing (1 in each wing, 1 under the pilot abd 1 under the 37 mm cannon breech).
 === Modifications and economy ===