SOVIET AIR FORCE
SOVIET/JAPANESE WAR & GREAT PATRIOTIC WAR
I-16 & MiG-3 FIGHTER AND TEST PILOT
This tribute to Konstantinos Kokkinakis is a re-publication of part of the article by Pantelis Vatakis and Konstantinos Lagos, titled "Greek-Origin Pilots in the Service of the Soviet Air Force: The Kokkinakis Brothers", which was published in Aviation Review, Issue 123, December 2021. It has been enriched with additional testimonies about this remarkable pilot and ace of Greek descent. We encourage readers to visit the Aviation Review website and read the full article, which covers the entire Kokkinakis family and provides further details about their history. https://www.haf.gr/news/publications/aeroporiki-epitheorisi/)
THE KOKKINAKI FAMILY
Five of the seven siblings of the Kokkinakis family, of Greek origin, served in the Soviet Union's Air Force starting in the 1930s. The first to enlist was Vladimir, followed by his brothers: Pavlos, who served as an aircraft engineer; Konstantinos; Alexandros, who was killed in an air battle during World War II; and Valentin, who also served as pilots like Vladimir. Among them, the most famous was Vladimir (nicknamed "Keb" among friends), whose life was even depicted in literary works. His career was closely linked to the modernization of the Soviet Air Force during World War II and the aircraft designer and engineer Sergey Ilyushin. Vladimir Kokkinakis became a role model for millions of young people in the Soviet Union, including the first cosmonaut, Yuri Gagarin. After Vladimir, his brother Konstantinos became one of the Soviet Union's most well-known post-war pilots. He is the first Kokkinakis aviator featured on our website. The Kokkinakis family originates from Sfakia in Crete, with documented residence there dating back to at least the 15th century. After the Turkish conquest of Crete in the 17th century, the Kokkinos family was forced to leave due to their resistance against the Turkish occupation. The surname appears in places like Smyrna, Chios, Lesvos, and Mani, indicating that various branches of the family sought refuge there. The most well-known branch of the Kokkinakis family migrated from Crete to the Kampos region of Chios in the mid-17th century. According to oral tradition, the surname derives from the red color of the hair or complexion of family members. Records of family members in Chios exist from the late 18th century, specifically for four brothers: Dimitrios, Michael, Theodosios, and Konstantinos. The latter is believed to be the great-grandfather of the famous Soviet aviators. The exact time and circumstances of the family's migration to Russia during the 19th century are not known. However, Konstantinos Pavlovich Kokkinakis, father of the Soviet aviators, was likely the grandson of his namesake from Chios and was born in Odessa in 1861. In Odessa, a member of the Greek community, Konstantinos graduated from a Greek primary school and was fluent in both Russian and Greek. Russian sources suggest he also knew Hebrew and possibly other languages. He was considered educated for his time and served as a secretary in the Russian army. Konstantinos' wife, Natalya Petrovna Guk (1879–1959), was Russian and also born in Odessa. Konstantinos worked for the railroad in Novorossiysk in southern Russia until his death, likely moving there after the completion of the Tikhoretskaya-Novorossiysk railway section in 1888. He and Natalya settled in Novorossiysk, where they had nine children, seven of whom survived: Giorgos (1900–1973), Vladimir (1904–1985), Pavlos (1906–1991), Konstantinos (1910–1990), Alexandros (1914–1941), Valentin (1916–1955), and their only daughter Tatiana (born 1902).
Despite Konstantinos' multilingual skills and education, he worked as a laborer rather than a clerk. Life for workers exploited by the Vladikavkaz Railways company was miserable due to low wages, which led to malnutrition among employees, including the Kokkinakis family. They lived in a small house amidst a network of railway tracks. The boys sometimes had to take turns wearing the only decent pair of trousers to attend school, as their father's wages were spent entirely on food. In 1905, strikes by railway workers in Novorossiysk were harshly suppressed, even resulting in worker executions by the Tsarist regime. For a few days, the Republic of Novorossiysk was established but was brutally crushed by military intervention. Political unrest continued in the following years, culminating during World War I (1914–1918). After the October Revolution of 1917, Novorossiysk became a battleground between the White Guards (supporters of the deposed Tsarist regime) and the Red Bolsheviks of Lenin. Atrocities were committed by both sides during the Russian Civil War (1917–1920). From 1917 to 1918, the Whites purged many locals suspected of being Bolsheviks, including those targeted for personal reasons unrelated to politics. As a result, the local population, including members of the bourgeoisie who had once supported the Tsarist regime, turned against the Whites and backed the Reds. Novorossiysk was finally captured by the Red Army on March 26, 1918. Konstantinos Pavlovich Kokkinakis not only remained in the city under Bolshevik control but actively supported them through his work on the local railway. During this time, he met Vladimir Triantafylov (Triantafyllou), a high-ranking officer of the Red Army with Greek roots. This acquaintance is believed by some Russian sources to have played a decisive role in the future careers of Konstantinos' sons in the Soviet Air Force. Konstantinos and Natalya became citizens of the new Soviet state. As their children grew, they completed primary school and started working to help support the family. The boys initially worked as laborers before being drawn to aviation. The eldest brother, Giorgos, followed in his father’s footsteps and worked his entire life for the Novorossiysk railway. He was the only brother who did not become a pilot. At age 11, Vladimir worked at the Abrau-Durso vineyard, spraying chemicals without protection, which negatively affected his health. Later, he worked as a sailor on ships departing from Novorossiysk and as a dock worker. Konstantinos also worked as a sailor (1925–1926) and as a rescue sailor at a naval base (1926–1929). Pavlos initially worked as a rescue sailor at the Novorossiysk port and later as a sailor on overseas voyages. In 1936, he worked as a truck driver at the Novorossiysk port. Among the younger Kokkinakis siblings, Alexandros worked as a locksmith, and Valentin as a turner, before they, too, were drawn to aviation.
Konstantin Konstantinovich Kokkinaki was a Soviet fighter pilot and later test pilot of Greek origin. He shot down a total of 14 enemy aircraft, either individually or in collaboration, during the Second Sino-Japanese War and World War II. After the end of the latter, he tested dozens of new aircraft and set a new world speed record, for which he was awarded the title of Hero of the Soviet Union. (http://soviet-aces-1936-53.ru)
The Kokkinaki Family: Standing from the left are Pavlos, Georgios, Vladimmiros, and Konstantinos. Seated from the left are Alexandra (Georgios' wife), the parents Konstantinos and Natalia Petrovna Guk, the daughter of Tatiana sitting on her grandparents' lap, Tatiana, and in the front row are Alexandros and Valentinos. (https://en.topwar.ru/)
The Polikarpov I-16 played a decisive role in the operations of volunteer pilots from the Soviet Union in China during the Sino-Japanese War in the 1930s. It was one of the first modern fighter aircraft of its era, featuring a low-wing design and retractable landing gear. The Soviet pilots, operating under the guise of volunteers, used the agile and fast I-16 to counter more advanced Japanese aircraft, such as the Mitsubishi A5M. (https://pacificeagles.net/)
The Polikarpov I-16 was the fighter aircraft with which the Greek-born ace, Konstantinos Kokkinakis, achieved four kills and shared three more with his comrades. The profile likely shows the only "Soviet" I-16 photographed during the Sino-Japanese War, revealing the colors of their variant. It bears Chinese national insignia on the vertical stabilizer and wings, along with a two-digit identification number in white, while the engine cowling is painted black. In contrast, the fighters belonging to Chinese squadrons featured, in addition to the national insignia, a four-digit code on the vertical stabilizer, with the first two digits indicating the squadron number and the next two representing the aircraft's identification number. Additionally, their engine cowlings were painted green, matching the rest of the fuselage. From a technical perspective, the I-16 was an innovative aircraft for its time, equipped with technologies that made it a capable fighter in the hands of Soviet volunteers in China. It was powered by the Shvetsov M-25 radial engine, delivering up to 750 horsepower and achieving a top speed of approximately 450 km/h. Its low-wing design, rare for the early 1930s, provided superior aerodynamics compared to the biplanes it often encountered. The I-16 featured retractable landing gear, an additional innovation that reduced drag and improved performance, while its armament included twin 7.62 mm ShKAS machine guns or heavier weaponry in later versions. Furthermore, some models were equipped with rockets, offering versatile offensive capabilities against ground targets. Although relatively small and challenging to handle at low speeds, its speed, agility, and firepower allowed Soviet pilots to effectively counter Japanese aircraft, proving its worth during an era when both aeronautical technology and aerial combat tactics were evolving at a dramatic pace. (Copyright Bertrand Brown aka Gaetan Marie)
The SINO-JAPANESE WAR
After Vladimir, Konstantinos was the most renowned aviator in the family, known for his prowess as a fighter pilot and test pilot of new aircraft, as well as a potential cosmonaut candidate. His achievements often led to confusion with his elder brother. In 1930, Konstantinos Kokkinakis enlisted in the Red Army. He later transferred to the Soviet Air Force, graduating in 1932 from the 7th Military Aviation School for Pilots in Stalingrad. From 1933 to 1938, he served in various Air Force squadrons, and in 1939 he became the senior military test pilot at the Central Directorate of the Red Army’s Air Force in Moscow, testing aircraft types such as the R-5, R-7, DI-6, I-15bis, and I-153. Konstantinos benefited from the support of his brothers, Vladimir and Pavlos, who also served in the Soviet Air Force. He also formed a significant connection with Nikolaos Papalexis, a physicist of Greek descent, who introduced him to the fields of radiophysics and radio astronomy. Papalexis emphasized the importance of understanding atmospheric laws, predicting humanity’s future exploration of outer space. Beyond his formal education, Konstantinos expanded his knowledge through personal development and collaborated with Papalexis for the functional certification of radio-technical equipment. From June 1939 to June 1940, Konstantinos volunteered in combat operations against Japanese forces in China during the Second Sino-Japanese War (1937-1945). Initially, he served as deputy commander and later as commander of a fighter squadron and military advisor to the Chinese Air Force. Konstantinos recalled:
"In 1939, I was a test pilot for new fighters. My friend Stepan Pavlovich Suprun was also an excellent test pilot with the same duties. Those were difficult times. Hitler had launched the war in Europe, and in the Far East, China was struggling against Japanese invaders. Many Soviet pilots, driven by a sense of internationalism, fought in China, just as they had earlier in Spain. We gathered with other volunteers in a picturesque corner of Moscow. All of us were fighter pilots, forming two squadrons equipped with I-16s and I-15bis. Stepan Suprun led the group, and I was his deputy. We were the oldest and most experienced. The journey to China was lengthy. We traveled by train to Alma-Ata, then transported our disassembled aircraft by truck over mountains and the Gobi Desert to the dusty city of Hami. After assembling the planes, we flew to Lanzhou, a city on the Yellow River. We wore civilian clothes, carrying pistols under our coats and silk patches with Chinese characters indicating that local authorities and the population should assist us if needed. In Lanzhou, we first encountered the war—burning villages, bomb craters on roads and fields, and Japanese reconnaissance planes flying high overhead. We began combat operations from Chongqing, then the capital of China, tasked with defending it from enemy air raids. Near our airfield, anti-aircraft guns were positioned. One day, a four-year-old boy ran toward us, eager for chocolate. Suddenly, an aircraft flew low overhead, frightening him. Gripping my hand, he cried, 'A Japanese plane!' The child’s fear pierced my heart like a knife. I eagerly awaited my squadron’s baptism by fire. Soviet volunteer pilots in China had already established a reputation for bravery and skill. Expectations were high. Foreign volunteer pilots in the Chinese forces were enthusiastic but lacked discipline and combat experience. Japanese bombers raided China at will until Soviet volunteers intervened. On February 18, 1938, our pilots shot down 12 enemy aircraft over Wuhan. Soviet airmen defeated Japan’s renowned ‘samurai of the skies,’ including the ‘Four Kings of the Sky’—Kawanishi Yoshihiro, Shirai Sadao, Kurimoto Toshiki, and Mipamigo Segeaki. For their achievements, the Soviet fighter detachment was named ‘Sword of Justice.’ I was confident in my squadron’s performance. My comrades were excellent pilots and marksmen, though none of us had combat experience. Over Chongqing, the Japanese typically appeared on moonlit nights when large expanses of land were clearly visible from the ground. They flew in formation, and as they entered our fighters' area of responsibility, all their aircraft opened fire, creating a barrier of flames in the direction they anticipated our attack. The spectacle was incredible—like a vast fiery broom sweeping across the starry sky. On one of these moonlit nights, I was paired with volunteer Mikhailov for a patrol. Suddenly, I saw blue flames below—engine exhaust from Japanese bombers. Without losing a second, I signaled to my wingman to follow, and we attacked. I opened fire from close range, shooting down one Japanese bomber. Soon, other volunteers scored their first victories: Suprun, Mikhailov, Kondratyuk, and Kornienko. There were losses as well. One volunteer, an Ossetian named Bdaitsiev, was killed in combat. His gravestone bore an inscription in several languages: "Here lies a volunteer pilot, representative of the Ossetian people." At the same time, a group of Soviet volunteer pilots operated in China, flying long-range bombers designed by S.V. Ilyushin—the DB-3. This group was commanded by G.A. Kulishenko. The Chinese called these fearless aviators "aerial tigers." My friend Suprun, along with a volunteer named Vasily Kartakov, shared stories of their missions. Kulishenko had planned and participated in an attack on the Japanese airbase in Hankou in the autumn of 1939. Chinese partisan reports indicated the presence of 300 enemy aircraft, along with a considerable stock of fuel and ammunition. Kulishenko approached the base undetected and attacked from 7,000 feet, striking from the direction of the sun and achieving total surprise. The anti-aircraft defenses failed to fire a single shot. The airfield was devastated. Those fighters not destroyed on the ground could not take off, as the runways were riddled with craters from the bombs. Within a short time, the volunteers launched another strike on the largest enemy airbase in China. These two raids destroyed over 100 aircraft, equipment, and fuel and ammunition depots that exploded in flames. Kulishenko later learned that his name had become famous in China. Even before the establishment of the People's Republic of China, newspapers wrote about his exploits, with Renmin Ribao republishing these stories. Schoolchildren learned about him from their textbooks, and books dedicated to his heroism were circulated nationwide. Notably, during the Korean War, Chinese volunteers swore by his name before taking off to mercilessly crush the American aggressors.
The squadrons of our fighters also engaged in intense battles. Sometimes we fought alongside Chinese pilots. We had a brotherly relationship. On one occasion, Japanese planes bombed our airfield. The Chinese pilots had just landed when the bombs hit the runway lights, and soon the second wave of bombers would arrive. However, a Chinese fighter was still in the air, unable to land in the darkness. Even if the pilot bailed out with his parachute, landing on rocky terrain, since the airfield was in a mountainous area, was also very dangerous. It was then that Stepan Suprun jumped into a car and drove with the lights on along the runway, helping the Chinese pilot to land safely. Just as Suprun left the airfield, Japanese bombs began to explode on the runway. In December 1939, our volunteer group was transferred to the southeastern part of the country. Here we had to face both Japanese fighters and bombers, which targeted Chinese airfields and communication lines. I remember an air raid on January 10, 1940. Japanese bombers attacked in two formations of 27 aircraft each, under strong fighter cover. Some of us engaged with the Japanese fighters, while others attacked the bombers. We must pay tribute to the combat capability and persistence of the enemy. The Japanese aircraft entered in a tight formation, wing to wing, skillfully supporting each other with fire. If one was engulfed in flames and fell to the ground, the one following it took its place, maintaining the combat formation. We had to fight the escort fighters, and there were many more of them. In this dogfight, I shot down my seventh Japanese plane. Coming out of the attack, I saw two Japanese planes attacking an I-16. I rushed to save my comrade and was hit. The machine gun fire severely damaged my plane, and I went into a steep spiral toward the ground. My experience as a test pilot helped me here. I managed to bring my plane to level flight and reach my airfield. The volunteer pilot Rezinka did not return from the dogfight. He was buried on Chinese soil, giving his life for its freedom and independence, like many of our other comrades—Soviet volunteers. Soon, both squadrons returned to their homeland. Like many Soviet volunteers, I was awarded the Chinese military order medal. We left the planes to the Chinese pilots, who had previously been trained to fly them. Subsequently, many Soviet commanders—artillery operators, tank operators, pilots—taught at Chinese military schools, training personnel for the Chinese army. And at the aviation training center near Urumqi, Soviet specialists trained a group of fighter pilots, who became the backbone of the combat aviation of the People's Liberation Army of China. In China, I remained for several more months—during this time I had taken on the duties of a military advisor for fighter aircraft".
During his service in China, the Soviet pilot of Greek origin conducted 166 sorties (combat missions) in an I-16 fighter, earning the title of ace, as he shot down three Japanese aircraft and another four in collaboration with other pilots.
Konstantinos (bottom left) has been immortalized alongside four of his comrades who fought together in China against the Japanese. The photograph was taken after their return, having taken on roles as test pilots. The standing aviators are wearing flight jackets, with their ranks visible on the epaulets. (https://rus.team/)
"The young Konstantinos is depicted on the left in his heavy aviator's suit, sitting alongside a colleague (likely Suprun) for a commemorative photograph in China. This attire reflects the harsh weather conditions they had to endure in their area of operations. (http://soviet-aces-1936-53.ru)"
Stepan Pavlovich Suprun was a Russian test pilot and a war hero of the Soviet Union. Born in 1907, Suprun gained recognition for his exceptional skills and courage in testing modern aircraft, pushing the boundaries of aeronautical engineering. In 1936, during the Spanish Civil War, Soviet volunteer pilots initially inflicted heavy losses on their enemies. However, the arrival of advanced Bf-109D fighters exposed the weaknesses of Soviet I-16 aircraft, a setback that deeply concerned Stepan Suprun. As a test pilot, Suprun identified design flaws, consulted with fellow pilots, and frequently engaged with aircraft designers. In 1937, he wrote a passionate letter to Joseph Stalin proposing new military aircraft ideas, but it was rejected due to its tone. In addition to being a test pilot, he voluntarily participated in the Second Sino-Japanese War, where he demonstrated his outstanding combat abilities by shooting down six Japanese aircraft and proving his prowess in aerial combat. When World War II broke out, Suprun transitioned from testing to a leadership role in combat missions. Two days after the start of Operation Barbarossa, he requested permission from the institute to form and command a regiment composed of test pilots. His proposal was approved by Stalin, and six regiments were formed from the institute's pilots, two of which were equipped with the Il-2 for close air support, two with the Pe-2 for dive bombing missions, and one with the Pe-8 for long-range bombing. The unit led by Suprun received 32 MiG-3 fighters and was named the 401st Special Purpose Fighter Regiment. Despite being a regimental commander (with Kokkinaki as his deputy), Suprun participated in combat missions, with his first aerial victory recorded on June 27, 1941, against an Hs 126. He was killed on July 4, 1941, during an aerial battle. It is unclear whether he destroyed any aircraft in his final engagement, with some sources claiming he shot down a Bf-109 before his death. It is also unconfirmed whether he was shot down by an enemy aircraft or anti-aircraft fire. After his death, he was posthumously awarded the Gold Star for the second time, making him the first person to become a twice Hero of the Soviet Union during the war. (https://vk.com/)
WORLD WAR II
In 1940-1941, he returned once again as a test pilot at the No. 1 State Aircraft Factory in Moscow, where he tested production aircraft such as the I-153 and MiG-3. However, the outbreak of the Great Patriotic War brought a change to his position. Kokkinakis assumed the role of first deputy commander and later commander of the renowned 401st Special Purpose Fighter Regiment (401 IAP ON), which was composed of a group of test pilots. These specialized regiments played a significant role during the initial phase of operations against the Luftwaffe. The creation of these units was spearheaded by Hero of the Soviet Union, Stepan R. Suprun, who was the commander of the 401 IAP ON. Additionally, the 402nd IAP ON was placed under the leadership of another experienced pilot, Lieutenant Colonel P.M. Stefanovsky. These two regiments, equipped with 67 of the most advanced MiG-3 aircraft, began their mission on June 30, heading to the western front. As the battles unfolded, many issues with the new MiGs came to light. The cockpit covers would fill with oil from the fuel tank vents after approximately 25 to 30 hours of operation. Reports of malfunctions in the armament and electrical systems were frequent. Furthermore, the cost of deploying test pilots, despite their experience, into aerial engagements without prior combat experience often proved excessively high. The nature of the aerial engagements, which primarily took place at low altitudes, limited the ability of Soviet aces to fully exploit the advantages of the MiG-3 against its main adversary, the Messerschmitt Bf-109F. Tragically, losses were recorded in the early days of the conflict, including the loss of Stepan Suprun, who was the first fighter pilot to be nominated for a second award of the highest distinction of the USSR, that of Hero of the Soviet Union. Among the most effective MiG-3 pilots was Konstantinos Kokkinakis, who took command of the 401st IAP ON after Suprun's death. On a daring afternoon on July 30, 1941, Kokkinakis took off on a bold aerial patrol mission over the frontlines alongside two other MiG-3s. They soon engaged in a dogfight with a formation of Bf-109s. Unfortunately, one of the MiG-3 pilots was shot down and lost his life, while Kokkinakis and his wingman narrowly escaped, their planes bearing the marks of severe damage from the battle. The kills were claimed by both Juergen Harder (5th kill out of a total of 52) and Friedrich-Karl "Tutti" Mueller (9th kill out of a total of 64). Undeterred by this dangerous encounter that nearly cost him his life, Kokkinakis's remarkable skill and bravery allowed him to claim the destruction of seven additional enemy aircraft, beyond those he had shot down a few years earlier in China. Four were credited to him personally, while the other three were attributed to the collective efforts of his squadron (he himself mentions nine), flying a total of 98 sorties, primarily in the Smolensk region. The newspaper Pravda honored his remarkable achievements during World War II, documenting his indomitable spirit and unwavering dedication to the fight.
"The midday heat rises to its peak, scorching the land mercilessly. Wherever he appears, intense activity follows, filled with lively sounds and radiant smiles. In his eyes, the sparkling shimmer of emerald-green waters dances, leaving behind the trace of the enchanting Black Sea and the expanse of the boundless ocean. The Soviet Union knows the Hero of the Soviet Union, Vladimir Kokkinaki, a daring test pilot. It turns out that behind his broad shoulders lies a rising star, that of his younger brother, the young and courageous aviator Konstantinos Kokkinaki. He is already thirty years old, in excellent health, and brimming with boundless energy. His childhood years were spent in Novorossiysk. Five years as a sailor on Black Sea ships, followed by eighteen years in aviation. He has a passionate and quite combative character. It seems it could not have been otherwise—yes, he had to become a pilot, claiming the skies. Many feats of bravery and courage can be attributed to Konstantinos Kokkinaki. As an experienced ace, he shot down German aircraft—he destroyed three enemy planes and damaged four more in collaboration with his comrades. Once, while patrolling with his squadron, he spotted two enemy bombers dropping bombs on infantry positions. Captain Kokkinaki immediately launched an attack. The German gunner managed to fire only one burst before being killed. Captain Kokkinaki calmly and effectively withstood the fire and, with successive bursts, disabled the right engine of the enemy bomber. With satisfaction and a touch of mischief—as we all understood—he watched the enemy plane in a state of 'panic,' dropping its bombs, accelerating, and fleeing. The enemy was in a dire situation. His comrades spotted the second bomber. There were no fascist fighters nearby. Kokkinaki engaged the 'snotty' (a nickname for the bomber) and, with precise aiming, disabled its second engine. The crippled bomber descended lower and lower—soon flames engulfed its wings and fuselage. 'So, there is a way to light it up!' the pilot exclaimed with a bright joy in his green eyes. The burning enemy bomber crashed to the ground. Captain Kokkinaki turned back toward his airfield. Returning to base is a highly responsible situation. One must remain alert, never letting their guard down against the sneaky attacks of enemy fighters. There is no time for relaxation. Kokkinaki, carefully observing the sky, saw two fascist planes cutting through the air. He made his decision. 'We won’t let them escape; we’ll fight them together.' He signaled to his left wingman, who immediately joined him in the clouds. A little more, and the enemy would retreat defeated and humiliated. At that moment, Kokkinaki unleashed all the power and speed of his frenzied fighter. Approaching from the side, he unleashed a rain of deadly fire. The fascist fighter exploded like a handful of gunpowder and crashed to the ground. The day of July 24 would remain forever in Captain Kokkinaki’s memory. He was returning to his base after a combat mission with his squadron. Behind enemy lines, a German bomber attacked him. On his way back to base, enemy fighters suddenly appeared from the clouds. One fighter quickly closed in on Konstantinos, opened fire, and damaged his fuselage. With skill and artistry, he evaded the enemy, returned fire, and shot down the enemy plane. The sky cleared, and he continued his journey to his airfield. Suddenly, another fighter approached from behind and opened fire, hitting his fuselage. With clever and cunning maneuvers, the Soviet pilot prevented the fascist from getting directly behind him. But the enemy’s response was swift and harsh. The Captain felt he was losing control of his aircraft. At that moment, the fascist pilot struck his plane’s tail. Struggling to regain control, it was too late. Releasing his seatbelt, he pressed the rudder pedal with all his strength. The plane turned sideways, went into a steep dive, and he was thrown out of the cockpit. Without opening his parachute, he rapidly approached the ground, feeling the adrenaline surge. He twisted his body to break free from the spin and then opened his parachute... By evening, Kokkinaki reached his airfield. He approached the mechanics who were waiting anxiously. Their joy, genuine enthusiasm, and words of encouragement deeply moved the Soviet pilot. 'Nothing, on the fifth, comrades!' he said, while an inexplicable feeling of brotherhood and strong camaraderie welled up inside him. Captain Kokkinaki recounted the dogfight to his colleagues, analyzing every detail of the battle. He strictly emphasized the need for constant vigilance against the enemy, always spotting them before they opened fire. Konstantinos spoke of the bond between comrades-in-arms, his gaze fixed on a young, brave pilot with a determined expression and blue eyes. The boy had met him after the briefing and then accompanied Kokkinaki to the airfield. As often happens, this seemingly insignificant event suddenly evoked overwhelming feelings of love for his homeland and his people. In his role as Captain, Kokkinaki continued to lead his fighters over the frontlines, setting fire to fascist planes attacking our troops, while the Germans returned fire. Bold and unyielding in the air, Captain Kokkinaki became a model leader day by day. In each of his pilots, he saw not just a comrade but also a close, beloved person. Now he awaits the return of his fighters from their mission. Everyone reads the reports. Captain Kokkinaki, with controlled emotions, waits in his command post. His tanned and weathered face exudes determination. Will they all return? Yes, all of them! He greets them with enthusiasm, listens to their stories, evaluates their work, and offers advice. He is a brave commander, a loyal comrade, and a true Soviet man. Looking at the strong and imposing figure of Captain Kokkinaki, his comrades say with respect: 'Our Captain, a true leader!' For the bravery and courage he displayed in battles against the fascist enemy, Captain Kokkinaki is awarded the Order of the Red Banner of the Soviet Union, dated August 9."
The MiG-3 #57 stands out from the other known aircraft of the 401st Fighter Regiment due to the smaller and thinner white number on its tail. Its variant follows the standard pre-war design, with green on the upper surfaces and light blue on the lower ones. The markings included small insignia with a thin black outline on the sides of the fuselage, as well as above and below the wings, though they were absent from the vertical stabilizer. In general, the MiG-3 distinguished itself as a high-altitude interceptor during World War II, offering superior speed, advanced aerodynamics, and agility. With a robust construction and a good rate of climb, it was ideal for engaging targets at high altitudes, though less effective at lower altitudes where the Bf-109 and FW-190 excelled. (http://ww.massimotessitori.altervista.org/)
Portrait of the Soviet ace of Greek origin, Konstantinos Kokkinakis, wearing the Order of the Patriotic War medal (Орден Отечественной войны). This was a Soviet military distinction awarded to all soldiers of the Soviet armed forces, security forces, and partisans for heroic acts on the Eastern Front of World War II, also known as the Great Patriotic War in the USSR and in all the states that emerged from its dissolution. (http://soviet-aces-1936-53.ru/)
"Stepan Pavlovich Suprun is photographed in the center, lying down, wearing his leather helmet along with the other pilots of the 401st Fighter Regiment. To his right is Kokkinakis, who took command of the unit after Suprun's death. (https://dzen.ru/)"
Friedrich-Karl "Tutti" Müller was born in Berlin, in the Lichtenfelde district, on December 25, 1916. At the start of World War II, he served in the 8th Squadron of Jagdgeschwader 53 (JG 53) with the rank of Leutnant. On May 27, 1940, he achieved his first aerial victory by shooting down a French Curtiss Hawk 75. During the French campaign, he achieved eight victories, while during the Battle of Britain, he added two British aircraft to his tally. From June 1941, he participated in battles on the Eastern Front. On April 30, 1941, he and Juergen Harder claimed the shootdown of Kokkinaki, although the latter managed to return to his base with his aircraft severely damaged. By around September 1941, he had reached 20 aerial victories. In November, he was promoted to commander of the 1st Squadron of JG 53. In the spring of 1942, the unit was transferred to Sicily, in the Mediterranean. Over Malta, he shot down three Hawker Hurricanes. In May, the unit returned to the Eastern Front, where on September 19, 1942, Müller achieved his 100th victory. In November 1942, he led his unit in Tunisia. By April 1943, he had recorded 115 victories. However, stress overwhelmed him, and he was sent on leave. In February 1944, he took command of the IV Group of JG 3 for homeland defense. On March 8, 1944, he shot down three four-engine bombers, bringing his total number of victories to 122. On March 24, he was appointed commander of JG 3. On May 29, 1944, in Salzwedel, Friedrich-Karl Müller lost his life during the landing of his Messerschmitt Me 109 G-6 (Wrk.Nr. 410827). At that time, he was serving as commander of JG 3 with the rank of Major. He was posthumously promoted to Lieutenant Colonel. In over 600 missions, Friedrich-Karl Müller achieved 140 victories, including 23 four-engine bombers. Post-war, his confirmed victories were reduced to 64, though this does not diminish his value as one of the most capable pilots and aces of the Luftwaffe. (https://www.reddit.com/)
"The MIG-3 #15 is preparing for takeoff with Konstantinos Kokkinakis at the controls. On the Eastern Front, where most engagements occurred at low and medium altitudes, the Me-109 often had the advantage over the MiG-3. In fact, the Greek-born ace was almost shot down in one such dogfight. However, in its designed role as a high-altitude interceptor, the MiG-3 was effective against German bombers and reconnaissance aircraft. (http://soviet-aces-1936-53.ru/)"
"This aircraft is a late-production MiG-3, delivered around the end of July or the beginning of August 1941. Its distinguishing features include the elongated gun slots and the exhausts on the nose, upgraded rudder pedals, and other design improvements. However, the aircraft retains some transitional characteristics. Specifically, the triangular reinforcing plates above and below the oil cooler exhausts are missing, and it likely has the older tailwheel doors with notches for the wheel. The camouflage pattern reflects an attempt to align with the newer standards of the time, featuring a black-green pattern with national insignia on the tail and under the wings. The fuselage does not bear any insignia, as was the case with the original directive of June 22, which did not include them. These were reinstated on aircraft around the end of July 1941. Notably, the black bands of the camouflage are uneven. The aircraft was likely initially painted entirely green, as was typical for pre-war aircraft, with the black being hastily added at the airfield. Photographs like the one above probably show reflections from the inside of the rear parts of the propeller blades, suggesting that these were unpainted, except for the outer three-quarters of the rear surface, which had been painted black according to pre-war standards. Additionally, significant wear is noticeable on the paint at the wing-root joints, revealing the shiny aluminum sheet underneath. (Copyright Jim Laurier, further info from http://ww.massimotessitori.altervista.org/)"
POSTWAR YEARS
On August 16, 1941, he was transferred from the front to participate in testing British (American-built) P-40 Tomahawk fighters in Arkhangelsk, which the Soviet Air Force received as lend-lease aid from Britain under the Lend-Lease program. During the period 1942–1950, Konstantinos Kokkinakis served as a senior test pilot and later as deputy chief of Aircraft Factory No. 30 (Moscow), testing production aircraft such as the Il-2 and the passenger Il-12. He also participated in testing prototypes like the Il-6 and Il-22. In 1950, as a Group Captain, he was placed in the reserves. Between 1951 and 1964, he served as a test pilot at Experimental Factory No. 155 (design bureau OKB-155, headed by Artem Mikoyan, now JSC "Russian Aircraft Corporation" MiG), where he tested various MiG fighter variants. Specifically, he flew the:
I-340 (SM-1) (April 19, 1952)
SM-50P (MiG-19PU) (May 1958)
SM-12PMU (August 1958)
E-6/2 (MiG-21F) (September 15, 1958)
E-6U/2 (MiG-21U) (April 1961).
He also participated in test flights of the MiG-17F, SM-12, E-66, E-6T (MiG-21F-13), and E-7 (MiG-21PF). In September 1953, he performed a takeoff from an unguided transport aircraft.
In 1960, Konstantinos achieved two world speed records (reaching Mach 2). Specifically, with the E-66 (a modified MiG-21), he set an absolute world speed record along a closed 100 km circuit, reaching 2,148.66 km/h. For this record in 1961, he was awarded the highest honor of the International Aeronautical Federation (FAI)—the Henri de La Vaulx Medal. The Soviet press praised Konstantinos for three months following his shattering of the world speed record in January 1960, surpassing twice the speed of sound and approaching velocities calculated as the minimum threshold for spaceflight. Key elements highlighted in narratives of his achievement include his meticulous preparation, relentless focus, and sense of duty toward his team.
"When you fly in a straight line, you don’t feel the speed. However, while executing a closed 100-kilometer course, I guided the aircraft into a curved turn. In this case, you significantly feel the G-forces, which affect you throughout the entire flight. This, of course, was intense, but nevertheless, I chose not to wear the anti-G suit. I don’t like flying with it! The suit restricts me. To achieve the record, I needed to pilot the aircraft with great precision. Thus, I managed to achieve an average speed of 2,148.3 kilometers per hour during my flight. This was the result of efforts by all my collaborators: chief engineer Izotov, associate professor of technical sciences Vasiltsenko, test pilot Sentov, engineer Kovalevsky, and other specialists, technicians, engineers, and radio operators. My duty was to fulfill their tremendous work, which placed a great responsibility on me. […] Even before the flight, I recorded all the flight actions on the ground with a stopwatch and refined my movements to the point of automation. At certain points along the course, the speed of the flight exceeded 2,500 kilometers per hour. Although this speed is more than twice the speed of sound, it is still not that high compared to the speed of a space rocket… The record for the closed 100-kilometer course could only be achieved with an optimal, highly agile aircraft. Our E-66s aircraft fully meets this requirement. […] Justifiably, then, the belief arose that Kokkinakis would be the astronaut to fly first into space with a spacecraft."
Konstantinos Kokkinakis was considered a fearless aviator, with nerves of steel, a formidable will, and ingenuity. When Soviet scientists published the desired characteristics and qualifications for the candidate cosmonaut, everyone's eyes turned to him: "Middle-aged, experienced, with nerves of steel, inventive to handle the unexpected, skilled in the operation of flying devices, and knowledgeable about the conditions of space." On August 21, 1964, Konstantinos Kokkinakis was awarded the title of "Hero of the Soviet Union" for the courage and heroism he demonstrated during the testing of new aviation technology, along with the Lenin and "Gold Star" medals by decree of the Presidium of the Supreme Soviet. In 1964, he retired from test flights. From 1964 to 1965, he served as a pilot in the transport detachment of OKB-155, and from 1965 to 1985, he worked as a chief engineer in the flight test department of OKB-155 (from 1967 at the Zenit factory in Moscow and from 1970 at MMZ "Zenit"). From 1985, he held the position of senior engineer in the same department. In addition to the above honors, Konstantinos Kokkinakis was awarded three Orders of Lenin (1944, 1957, 1964), two Orders of the Red Banner (1941, 1944), three medals for World War II, 1st class (1945, 1947, 1985), the Medal of People's Friendship (1982), and two Orders of the Red Star (1939, 1945). He was also honored with the following medals: "For Valiant Labor. 100th Anniversary of the Birth of V.I. Lenin," "20 Years of the Red Army," "30 Years of the Soviet Army and Navy," "40 Years of the Armed Forces of the USSR," "50 Years of the Armed Forces of the Soviet Union," "60 Years of the Armed Forces of the Soviet Union," "70 Years of the Armed Forces of the Soviet Union," and "Honored Test Pilot of the USSR." His daughter, Tatiana Kokkinaki, Nina Fedorovna Rusanova, has mentioned that her uncle Konstantinos Kokkinakis was an athlete and enjoyed rowing. He differed from his brothers due to his "explosive" character, but they were all kind and affectionate people. In the summer of 1948, as a student, Nina flew from Moscow to Gelendzhik on an IL-18 aircraft, piloted by the three Kokkinakis brothers: Vladimir, Konstantinos, and Pavel, who also carried a sack of potatoes and flour, as they always helped their family as much as they could. Konstantinos Kokkinakis passed away at the age of 79 on March 4, 1990, and was buried in Moscow at the Kuzminskoye Cemetery. He had a son, Konstantinos (Konstantin Konstantinovich, 09/12/1964–08/05/2012). One of his comrades-in-arms, Dmitry Panteleyevich Panov, also a volunteer in China and an ace in World War II with 13 shootdowns, gave an account of the Soviet pilot of Greek origin:
"Kostya Kokkinaki had fiery red hair, a face marked by wrinkles and a reddish hue, while a significant number of his teeth were crowned with steel. His hands, which resembled formidable hooks, left an indelible impression. Every time Kostya burst into laughter, it sent shivers of emotion. We were the same age and came from the same homeland—he was a Greek from Novorossiysk. Before taking command, Kostya had accumulated significant flying experience, not only in China but also within the borders of the Soviet Union. In fact, his repertoire of tested aircraft models rivaled that of his older brother Vladimir, whom I vividly remember from our time at the flying school. It was in 1934 when Vladimir conducted tests on the first Soviet monoplanes, the I-16, at the Kachinsky airfield. In his personal life, Kostya displayed a humble character. Initially, his proposals were met with rejection by his future wife, Shura, who was an attractive and plump individual. Kostya's striking appearance initially deterred her from reciprocating his affection. However, after marrying a conventionally handsome man, Shura found herself entangled with a drunkard and ill-tempered individual. Within just three months, she returned to Kostya's tender embrace, with whom she shared the joys of motherhood and a deeply cherished companionship that lasted until her death in the post-war years. Kostya, who harbored deep love for Shura, never remarried. Ultimately, at the end of 1990, he departed from this world, leaving behind a distinguished legacy as a Colonel and a revered Hero of the Soviet Union. Like many test pilots, Kostya possessed a certain level of 'disdain' for ordinary fighter pilots, occasionally engaging in playful teasing, reflecting the unique camaraderie among aviators."
"Konstantinos Kokkinakis, during his time as a test pilot at the famous Mikoyan-Gurevich, achieved a remarkable milestone in aviation history. On September 16, 1960, he set a world speed record. Flying the prototype Ye-6T/1, he reached an impressive speed of 2,148.66 kilometers per hour (1,335 miles per hour) over a closed 100-kilometer course. This pioneering achievement highlighted the capabilities of the Ye-6T prototypes, which later evolved into the MiG-21-F-13, a supersonic, short-range interceptor, known by its NATO reporting name, 'Fishbed-C.'"
"The Hero of Socialist Labor, Vera Sindorova, welcomes two distinguished guests: the Hero of the Soviet Union, author Ivan Arsentiev (on the left), and test pilot Konstantinos Kokkinakis. Vera Sindorova, born in 1917, led the Kustanai region in Kazakhstan, where her efforts in agriculture and industrial development were pivotal in the area's growth. Under her leadership, the region saw significant improvements in productivity and living standards, gaining widespread recognition. Sindorova was honored with the title of Hero of Socialist Labor for her exceptional achievements. Author Ivan Arsentiev (born Ivan Chernets) was a pilot of close support attack aircraft during World War II, with a successful career despite surviving three aircraft crashes and serious injuries. He was awarded the title of Hero of the Soviet Union in 1945 but was later convicted on criminal charges. Stripped of his titles, he started a new life, became an author, and was reinstated as a Hero in 1967. (https://kstnews.kz/)"
"Photograph of Konstantinos Kokkinakis in advanced age, wearing all the honorary decorations he received from the Soviet Union on his chest. On August 21, 1964, Kokkinakis was honored with the title of Hero of the Soviet Union for his exceptional achievements as a test pilot and fighter pilot. (http://soviet-aces-1936-53.ru/)"
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