Supersonic

Military

A-5 "Vigilant" (North American A-5 Vigilante) is the only one in the history of aviation supersonic deck bomber.

Yak-141 (prototype) and F-35 Lightning II - supersonic deck fighters.

Civic

Tu-144L in flight

In the entire history of aviation, only two supersonic passenger airliners were created.

• USSR - Tu-144, the first flight on December 31, 1968, the start of transportation of passengers on November 1, 1977, June 1, 1978 was removed from exploitation after the next catastrophe. 16 pcs built, 2 passengers participated in the transport of passengers, 55 flights were committed, 3194 passengers were transported. In all flights of the crew commanders were Tupolev's test pilots.
• United Kingdom, France - Aérospatiale-Bac Concorde, first flight on March 2, 1969, the beginning of operation January 21, 1976, was taken out of operation on November 26, 2003. 20 cars were built, 14 was actively exploited, more than 3 million passengers were transported, the average raid is 17,417 hours. One is lost in a catastrophe of July 25, 2000, had a tax of 11,989 hours with the most of all airplanes - 23,397 (factory No. 210, registration of G-Boad, is located in Intrepid Sea-Air-Space Museum (English)).

Description of the design of the MIG-9 fighter

MiG-9 is a complete-metal single fighter, equipped with two turbojet engines. It is made according to a classic scheme with an average wing and a three-level retractable chassis.

The aircraft has a fuselage of a type of hemonocock with a smooth working trim. In its nose, the air intake is located, which is divided into two tunnels, each of which serves air to one of the engines. The channels have an elliptical section, they pass along the side parts of the fuselage, bypassing the pilot cabin on both sides.

Wing of an aircraft of a trapezoidal form with flaps and ailerons.

Tail plunge MiG-9 all-metal with a highly refined stabilizer.

The pilot cabin is located in the front of the fuselage, it is closed by a streamlined shape with two parts. The front part, the visor, is fixed motionless, and the rear part shifts back in three guides. In the late modifications of the car, the visor is made of armored glass. In addition, the front and rear armor plates are installed on the machine, their thickness is 12 mm.

MiG-9 has a three-hand retractable chassis with the front wheel. The chassis release system is pneumatic.

The fighter was equipped with a power plant consisting of two RD-20 TRDs, which were nothing more than a copy of the German trophy engines BMW-003. Each of them could develop 800 kgf thrust. The motors of the first series (A-1) had a resource for only 10 hours, the A-2 series resource was increased to 50 hours, and the RD-20B motors could work for 75 hours. MiG-9 power plant started using Ridel start motors.

The engines were installed in the refined part of the fuselage, the nozzles were adjusted, they could be put in four positions: "Start", "take-off", "flight" or "high-speed flight". The control of the cone of the nozzle apparatuses was electrodistant.

To protect the housing from hot gases, a special thermoeker was installed on the bottom side of the tail part, which was a corrugated leaf of heat-resistant steel.

The fuel was located in ten tanks located in the wings and fuselage. Their total amount was 1595 liters. Fuel tanks were connected to each other to ensure uniform use of fuel, it allowed to maintain the aircraft centering during the flight.

On MiG-9, the RSI-6 radio station was established, Radio PCO-10M radiopolukum, as well as KP-14 oxygen. The aircraft was obtained from the LR-2000 trophy generator, which was later replaced by domestic GSK-1300.

The armament of the fighter consisted of one 37-mm G-37 gun with ammunition in forty shells and two 23-mm NS-23 cannons with ammunition in 40 shells. Initially, the plane was planned to equip more powerful, 57-mm, gun N-57, but later they refused.

One of the main problems of the fighter was the hit of powder gases into engines, since the G-37 cannon was installed on the partition between two air intakes. In the late modifications of the aircraft on the H-37 began to install gas pipes. The machines released earlier were equipped with them already in the system parts.

At first MiG-9, a collimator sight was, later he was replaced by an automatic rifle sight.

Main types Currently

USSR / Russia

• Tu-154. Passenger, 1968/1972, built 935 (lost 69), the completion of production is planned in 2010, it is in the stage of withdrawal from operation due to low fuel efficiency and high noise, operation is possible until 2015-16, in Aeroflot December 21, 2009 , After 38 years of service.
• IL-76. Cargo, military transport, 1971/1974, built 960 (lost 61, of which 13 were destroyed in hostilities), currently being processed, updated options are projected. Up to 60 tons of cargo, up to 245 soldiers (different modifications).
• Su-25. Sturmovik, 1975/1981, 1320 pcs., It is planned to operate until 2020 and further production.
• Su-27. Fighter multipurpose, 4th generation. 1977/1984, built about 600 basic type, modification SU-30 270 pcs. [ 2956 days]
• Aero L-39 Albatros. The main training aircraft of the countries of the Warsaw Agreement, Czechoslovakia, 1968/1972, was produced until 1999, 2868 pcs were built.

West countries

• Boeing 737. The medium-haul passenger aircraft. Completed in 1968, 6285 pcs were built., Currently produced.

Principle of operation of the reactive engine

Fig. 1. Scheme of turbojet (reactive) engine. 1 - air inlet; 2 - compressor; 3 - combustion chamber; 4 - nozzle; 5 - turbine.

In the reactive engine (Fig. 1), the air jet falls into the engine, it occurs with the compressor turbines rotating at a huge speed, which sues the air from the external environment (using the built-in fan). Thus, two tasks are solved - the primary air intake and the cooling of the entire engine as a whole. The blades of the compressor turbine compress the air is about 30 times and more and "push" it (injected) into the combustion chamber (the working body is generated), which is the main part of any reactive engine. The combustion chamber also performs the role of the carburetor, mixing fuel with air. This may be, for example, a mixture of air with kerosene, as in the turbojet engine of a modern reactive aircraft, or a mixture of liquid oxygen with alcohol, as in some liquid rocket engines, or some solid fuel of powder missiles. After the formation of the fuel-air mixture, it is heated and the energy is released in the form of heat, i.e., only such substances can serve as fuels that, with a chemical reaction in the engine (combustion), there are quite a lot of heat, and also form at the same time. a large number of gases.

In the process of ignition, there is a significant heating of the mixture and the surrounding parts, as well as the volume extension. In fact, the jet engine uses a controlled explosion to move. The combustion chamber of the jet engine is one of the hottest parts (the temperature in it reaches 2700 ° C), it must be kept constantly intensively cool. The jet engine is equipped with a nozzle, through which from the engine outwards with a huge speed flowing gases - fuel combustion products in the engine. In some engines, gases fall into the nozzle immediately after the combustion chamber, for example, rocket or direct-flow motors. In the turbojet engines, the gases after the combustion chamber first pass through a turbine, which gives part of its thermal energy to drive the compressor that serves to compress air in front of the combustion chamber. But, one way or another, the nozzle is the last part of the engine - the gases flow through it before leaving the engine. It forms directly jet jet. In nozzle heading cold airInserted by the compressor to cool the internal parts of the engine. The reactive nozzle may have various forms and design, depending on the type of engine. If the expiration rate should exceed the speed of the sound, the nozzle attaches the form of the expanding pipe or first the narrowing, and then expanding (nozzle of the boiler). Only in the pipe of such a form can be dispersed gas until supersonic velocities, step over the "sound barrier".

Depending on whether or not during the operation of the reactive engine, the environment is divided into two main classs - air-jet engines (VD) and rocket engines (RD). All VD -, the working body of which is formed in the reaction of oxidation of a combustible substance with oxygen air. The air coming from the atmosphere is the main mass of the working fluid VD. T. about., The device with VD carries on board the source of energy (fuel), and most of the working fluid draws out of the environment. These include a turbojet engine (TRD), direct-flow air jet engine (PVR), pulsating air jet engine (PAUD), hypersonic direct-flow air jet (GPLR). In contrast, all components of the working fluid of the RD are located on board the apparatus equipped with RD. The absence of a propulsion interacting with the environment and the presence of all components of the working fluid on board the apparatus make RD suitable for work in space. There are also combined rocket engines, which are like a combination of both major types.

How the jet engine works

Figure 3 - Diagram of the reactive engine

The air from the surrounding space enters the suction of the fans, which serves its further blades of rotating with a very high speed of the turbocharger. In this case, the incoming air performs 2 functions:

• oxidizing agent for fuel combustion;
• cooler unit.

In the blade unit, the turbocharger air is tightly compacted and under high pressure (from 3 MPa) is supplied to the fuel mixing chamber of the jet engine. Figure 3 shows that the combustion chamber is arranged in such a way that air mixing is made in several steps - at the inlet and in the chamber itself. This is fuel here.

Well mixed and in sufficient quantities, the enriched mixture is flammified, and as a result of the combustion, heat energy is formed with the release of a huge amount of gases. The latter leads to rotation of the turbine of the hot part of the engine, the drive of which serves as a turbocharger drive.

In some models of jet engines, the turbine at the outlet are not mounted. For the most part, this version is used in the design and principle of operation of the rocket engine, where combustion products after the chamber fall on the output nozzles.

Leaving a hot step, gases in all jet devices pass through nozzles. These elements differ in their designs for different models of reactive units and are a "tube", which is first narrowed, and the gas output increases in diameter. Due to such a design, the exhaust gases increase their speed until supersonic and form a reactive force.

The combustion temperature in the "heart" of the reactive unit reaches 2500 ° C, so constructively demanding in the constancy of cooling.

Brief history of the development of jet aircraft

The beginning of the history of the world's jet aircraft is considered to be 1910, when the designer and engineer of Romania named Henri Convada created an aircraft based on a piston engine. Difference from standard models was the use of a blade compressor, which led the car in motion. The designer began to assert in the post-war time that his device was equipped with a reactive engine, although he initially declared the controversial opposite.

Studying the design of the first reactive aircraft A. Konada, you can make several conclusions. The first - the design features of the car show that the engine located ahead and its exhaust gases would be killed by the pilot. The second development option could be only a fire by plane. It was about this that the designer said, during the first launch the tail part was destroyed.

As for the reactive type aircraft, which were manufactured in the 1940s, they had a completely different design, when the engine and the pilot's place were removed, and, as a result, it increased safety. In places where the flames of the engines came into contact with the fuselage, a special heat-resistant steel was installed, which did not bring the body of injury and destruction.

In our era, it is already unlikely to surprise someone technological innovations. Especially since now, when the technique of development has gained such a speed, which in past epochs simply did not dream. The same applies to the aircraft. Now with turbojet engines - the usual thing. And once people could not dream of such.

The world's first passenger jet plane appeared only in the middle of the last century, when the development of aviation actively continued. Of course, in connection with the Second World War, special attention was paid primarily by the military, so after after it graduated, engineers and inventors turned their eyes to passenger liners.

To begin with, we will give the definition, what is this aircraft? This is an airplane whose engine is reactive.

The principle of its work is to use the mixture of the air taken from the atmosphere and fuel oxidation products with oxygen, which is in the air. Due to the oxidation reaction, the working body heats up and, expanding, is thrown out of the engine very quickly, while producing reactive traction.

First models

Aircraft, which then became prototypes for passenger liners, were designed then in Germany, or rather in the Third Reich, and in the UK. The pioneers in the art are Germans.

Heinkel He 178. - It is considered the first aircraft with a jet engine. It was first tried on August 27, 1939. The aircraft showed fairly encouraging results, but the higher guidance in the face of the flight ministry was considered that this technology was not interesting. And the main direction was then the military aviation technique.

The British also did not lag behind the Germans. And in 1941, the world saw Gloster E.28 / 39. Engine designer was Frank Whittle.

Gloster E.28 / 39.

It is these experimental samples that showed all the way aviation will continue.

First jet passenger aircraft

The first reactive aircraft for passengers is considered to be created by the British, "Cometa-1". He was tested July 27, 1949. He had 4 turbojet enginesand the salon was designed on 32 passengers. In addition, it was installed on it 2 accelerator at hydrogen peroxide. It was used on the routes to Europe and Africa. For example, - Johannesburg with stops along the way. The time of the entire flight was 23.5 hours.

Later were developed "Cometa-2" and "Cometa-3"But they did not justify hopes and were removed from production due to metal fatigue and insufficient fuselage strength. Nevertheless, some modifications are still used to design UK Air Force Fighters.

Six years later, the USSR presented Tu-104. First Soviet jet passenger aircraft. For the first time he rose into the air June 15, 1955. A.N.Tutolev took the basis of his project bombarder with Tu-16 jet engines. He simply increased the fuselage, lowered the wing under him, and in the cabin placed 100 passenger chairs. Since 1956 He was launched on mass production.

Over the next two years, he was the only reactive aircraft in the world.used to transport civilians. He had 2 turbojet engines. Its maximum the speed reached 950 km / h, and it could fly to 2700 km.

It introduced such innovations for the USSR, as dinners on board, beautifully dressed flight attendants and taut pilots.

However, for 4 years of its operation, there were 37 disasters with the participation of this aircraft. This is the largest number of accidents among all Russian aircraft. No wonder N.S. Khrushchev refused to even approach him. Despite the fact that it was removed from production, until 1979 it was still used For flights.

In 1958. The passenger lines came out. He could take on his board from 90 to 180 passengers. Different models installed motors of different power. The aircraft was intended for the routes of medium and long length. However, accidents with him happened much more than with Tu-104.

SE.210 Caravelle 1.

A breakthrough in world aviation was the creation of French SE.210 Caravelle 1. He began flights in 1959., mainly in the colony of France, in Africa. He also had 2 turbojet engines, but Rolls-Royce firms, in the tail of the aircraft. It helped to achieve the fact that the aerodynamics improved, and the noise in the cabin was minimized, and the reliability of the air intake was raised.

And the ladder was also performed in another key than other aircraft of the time - in the form of a descending part of the fuselage. In the cabin, also conducted innovations: the portholes became more, and the passage was expanded. It was used on routes only medium range.

A total of 12 aircraft of this type were released, but he still could not stand rivalry with Boeing, and further production was stopped.

In June 1955, from the airfield of the airfield in Zhukovsky, the experimental plane "104" of the development of KB Tupolev was rising. The factory tests of the machine began, which by the autumn of the same year will turn into a Tu-104 jet airliner - the third in the world, the second commissioned and first in the USSR.

The theme of the "104th" moved from the dead point only after the death of Stalin, although the proposals for the creation of a reactive passenger fleet were repeatedly advanced with it. But the leader with its inherent economy and a tendency to multiple reinsurance inexorably "curled" such ideas. The country has just overcome the post-war destroy and could not afford essential "non-core" spending, and reactive passenger aviation In the early 50s, it was still not a problem of essential for the Soviet economy.

Among the railway students are a joke: "Soviet cars are not intended for the transport of passengers, they are adapted for it." When creating the first Soviet reactive liner, KB Tupolev took advantage of a similar principle, but seriously and competently. As a basis, a successful Tu-16 bomber was taken (the plane "104" even one time was carried by the Tu-16P index - "Passenger") to give resources and time on overall design.

Thus, the task of preparation of flight technical personnel, saved and in terrestrial operational and repair equipment.

As one of the arguments in favor of creating such an aircraft A.N. Tupolev brought the possibility of flights at high altitude, "above the weather" - the screw passenger aviation, having had a small ceiling, thus suffered from Boltanka. But it is there that the first jet liner Karaulila is new, while still unknown danger.

When it comes to a passenger plane, the first thing that seriously begins to disturb potential passengers is reliable. Who in the USSR did not hear the black song: "Tu-104 - the fastest aircraft: two minutes before the grave will take"? With all its insulting, she reflected the harsh reality in something. The plane was made in a hurry. The emergency room of the new car exceeded reasonable - according to the current standards - indicators. In the entire history of operation, serious accidents suffered 37 cars - 18% of the total number of issues. At the same time, it should be noted that the "104th" behaved in flight where it is more decent than his English competitor "Comet" of De Haviland (23% of lost cars), which had an unhealthy habit of falling off in the air due to fatigue Loads in a negligently designed fuselage.

The first aircraft Tu-104 made a flight in early November 1955. Thus, a very little time went to the development. During this flight, it was not without any problems: during the flight, the plane unexpectedly threw up, after which the control of the machine was lost for a while. Such a state of pilots called "pickup". The cause of this phenomenon could not be determined. Despite this, the operation of the aircraft was continued, and the tests did not stop.

The Tu-104 aircraft was so implied by Khrushchev that he even decided to fly on it to the UK in 1956. Since the problems with the aircraft could not be allowed, it was managed to persuade to refuse such a flight. But it was necessary to demonstrate the world's successes of Soviet aircraft. Therefore, by order of Khrushchev, Tu-104 was driving to the British capital.

The arrival of the Soviet airliner, according to the reviews of the British press, made an effect compared to landing UFO. The next day, the second instance of Tu-104 flew to London, with another number. The British newspapers showed a message that it was the same plane, and "Russian priests" "repaint numbers on their experienced plane." "Russian priests" are Russian pilots dressed in all black. Chief Designer A.N. Tupolev was offended and, first, ordered to allocate means to pilotes to dressed in something fashionable and not black, and the next day - on March 25, 1956 - to send three Tu-104 to London at once, which was fulfilled.

It was the triumph of the Soviet Union - after all, at that time, no one else had the world of active jet passenger airliners.

The first regular flight Tu-104 committed on September 15, 1956. And in 1958 the black band began.

As shown the further development of events, there were no problems with the "pickup". In August 1958, the aircraft Tu-104, having lost control, crashed, as a result of which 64 people died. Designer Tupolev denied in every way that there were any problems, and the catastrophe, according to him, occurred due to the fault of the crew. There is a version that the aircraft simply did not have enough fuel. But after a while and the second Tu-104 suffered an accident by entering the corkscrew and crashing into the ground.

And in two months, the same situation was exactly under Canas.

On October 7, 1958, the new Tu-104a with the onboard number CCCP-42362, managed by the crew of the experienced pilot Harold Kuznetsov, performed the flight Beijing - Omsk - Moscow. The height of the flight was 12 kilometers. In the cabin were mainly foreign citizens - the delegation of Chinese and North Komsomol activists.

The weather in Moscow was bad, at the spare airfield of Gorky - too, and after the span of Kazan, the dispatcher ordered to unfold and follow the Sverdlovsk suitable for landing. During a turn at an altitude of 10,000 meters, the plane was likely to fall into the strong turbulence zone and the "pickup" occurred - the increasing corner of the pitch incontrolled by the crew. Unexpectedly, the plane threw up sharply upwards, and with such a force that such a huge Mahina flew up two kilometers, left the echelon, lost speed, fell on the wing and entered the corkscrew.

In the situation that has arisen, the crew did everything possible to save the aircraft. But the lack of the stroke of the height did not allow the machine from the deadly regime. Harold Kuznetsov, knowing that, perhaps, a Birobijan story repeats, ordered the Bordist to broadcast his words to Earth.

The crew commander Harold Kuznetsov and the second pilot Anton Artemyev tried to align the plane, taking the steering wheel to himself. But it did not help. Then the plane sharply went down, not listening to the control. Thus, the aircraft entered the steep uncontrollable peak. On the supersonic speed, almost vertically, the plane carried to the ground.

Here the crew made almost impossible: the commander Harold Kuznetsov in two minutes of falling from a height of 13 kilometers managed to transfer the car behavior on the radio. Communication worked almost until the very moment of the collision with the Earth. The last words of the commander were: "Goodbye. Do you die. "

The plane fell in the Vurner district of Chuvashia, a few dozen meters from the canvas railway Moscow - Kazan - Sverdlovsk, not far from the village of Bulatovo. 65 passengers and 9 crew members died.

According to the results of the work of the State Commission, the accident lasted no more than two minutes.

The information transferred to Kuznetsov had a greater value, since all previous incidents remained unsolved. None of the investigations conducted by the General Directorate of the GVF, Air Force, State Research Institute, as well as the KB Tupolev himself could not shed light on what happened in fact. A lot of assumptions were put forward: a technical malfunction, defects in the design, bad weather conditions, crew errors.

All the bumps, of course, fell on the heads of the pilots, because no one doubted the technical characteristics of the aircraft. But the information transferred by Kuznetsov put the points over "I". From the received information, the Commission concluded that the liner came to a huge upward air flow. None of the designers could not even assume that this is possible at an altitude of more than 9 kilometers, since simple piston cars could rise to a much smaller height. Therefore, such a phenomenon like turbulence was considered trifle. While the tragedy did not occur.

The crew of Kuznetsov got into the most vertical air flow center. Later, in the process of playing the flight, the designers managed to determine its parameters: the width of the air flow was about 2 kilometers, the length is about 13, the thickness is approximately 6 kilometers. At the same time, his speed approached 300 kilometers per hour.

It was necessary to urgently find a way to combat such a dangerous phenomenon of nature. As a result, the limiting height of the flight was reduced, modernization of the structure itself was carried out, new techniques were developed, but still did not solve the problem completely. The high accident rate remained at the same level, but what was the reason - whether the errors in the design, or the unaware of pilots - it was difficult to determine.

Transferred information was enough to find and fix the problem. The rules for centering the aircraft were changed, the angle of installation of the stabilizer was changed and the height steering wheel was changed. Also was reduced maximum height flight. The addiction of the aircraft to "pickles" was strongly reduced.

After that, Tu-104 three more decades were taken passengers, and although without a disaster did not cost (because airplanes were built and flew about 200) - their reasons were already different. Tu-104 began for a long time the main passenger aircraft "Aeroflot": for example, in 1960, a third of passenger aviation transport in the USSR was performed on Tu-104. For 23 years of operation, the Tu-104 aircraft park transported about 100 million passengers, spending 2,000,000 flight hours in the air and fulfilling more than 600,000 flights.

Considerable merit belongs to Harold Kuznetsov and its crew. Here are their names:

Kuznetsov Harold Dmitrievich - KVC instructor
Artemov Anton Filimonovich - KVC
Rogozin Igor Alexandrovich - the second pilot
Mumrienko Evgeny Andreevich - navigator
Veselov Ivan Vladimirovich - Bortmethnik
Fedorov Alexander Sergeevich - Brudist
Smolenskaya Maya Filippovna - flight attendant translator
Goryushina Tatyana Borisovna - flight attendant
Maclakova Albina - flight attendant

It is not surprising that the plane acquired bad fame. In 1960, the Tu-104 liner was removed from production, and IL-18 turboprop liners took place on time. And since the long strip was needed to overclock the Tu-104, it was used on domestic flights infrequently.

There was a need to create new passenger aircraft. Tupolev decided not to retreat from the intended path. As a result, the first modification of Tu-104 - Tu-124 was created, which also differed by a high accident. Therefore, another option was created - Tu-134. This aircraft was more successful, therefore, from the beginning of operation in 1967, he still performs flights on domestic airlines. And only in 1972 the first Tu-154 jet liner appeared, which was not redone from the military car, and was originally designed as a passenger. This is one of the favorite aircraft of domestic experienced pilots.

Aeroflot removed the last Tu-104 with regular airlines only in 1979. But the plane by that time was firmly stuck in military aviation - it was used for trainings of pilots of marine missiles, as a flying laboratory, for meteorological studies and as a staff aircraft. Finally, the 104-x flights were terminated only at the beginning of 1981, after a congested car belonged to the Navy of the USSR crashed at the military airfield under Leningrad. It was almost completely killed by the team composition of the Pacific Fleet - 52 people, 17 of them are admirals and generals, including the commander of the Vice-Admiral Emil Spiridonov, at the disposal of which the ill-fated car was listed.

Such bitter experience forced domestic designers to think over new aerodynamic forms that could withstand air flows.

Officially the last flight Tu-104 took place in November 1986. But some people argue that at the very end of the 80s saw the "104th" on the perrons of regional airports and even in flight. The son of the warrior and the grandfather of Soviet jet airliners did not want to go on peace, while remaining a kind of good ghost in the helerous, but cozy by the Castle of the Patriotic civil aviation.

Under Moscow, on the Kiev highway, the turn to the airport Vnukovo was met by Tu-104b, standing on a high pedestal. As it turned out, this aircraft was installed in 2006, another Tu-104b stood in Vnukovo, who, at someone, was cut in a stupid order in 2005. On-board number Machines are not real, the USSR-L5412 number wore the first Tu-104, which completed the first flight with passengers.

Modern youth, and even mature citizens, it is difficult to understand which delight caused these, which seemed fantastic, flying cars. Silver droplets, rapidly changing the blue sky, excited the imagination of young people of the beginning of the fifties. Wide no doubt in the engine type. Today, only computer games like War Thunder, with their proposal to acquire the USSR reactive stance aircraft, give some idea about this stage in the development of domestic aviation. But still began before.

What does "jet" mean

There is a reasonable question about the title type aircraft. In English it sounds briefly: jet. Russian definition hints for some reaction. It is clear that it is not about oxidizing the fuel - it is present in conventional carburetor planes the same as the rocket. The reaction of the physical body for the force of a gas-emitted gas jet is expressed in attaching to it oppositely directional acceleration. Everything else - already the subtleties to which are different technical parameters of the system, such as aerodynamic properties, scheme, wing profile, engine type. Here are the options to which the engineering bureau came during the work, often finding similar technical solutions, independently of each other.

Separate missile studies from aviation in this aspect hard. In the field of powder accelerators installed to reduce the length of the runway and the forples, the work was carried out before the war. Moreover, the attempt to install the compressor engine (unsuccessful) at the COANDA airplane in 1910 allowed the inventor Henri Coanda to argue about Romanian priority. True, this design was originally inoperable, which was confirmed by the first test during which the aircraft burned down.

The first steps

The first jet plane capable of spending a long time in the air appeared later. The Germans became pioneers, although scientists of other countries - the United States, Italy, Britain and Overaekly returned with Japan were achieved certain success. These samples were, in fact, the plaffers of ordinary fighters and bombers who were installed on the engines of a new type, devoid of propellers, which caused surprise and distrust. In the USSR, this problem also engaged in this problem, but not so actively, making emphasis on proven and reliable screw techniques. Nevertheless, the reactive model of the Bi-1 aircraft, equipped with the TRD of the design of A. M. The cradle, was tested immediately before the war. The device was very unreliable, nitric acid used as an oxidizing agent, died fuel tanks, there were other problems, but the first steps are always difficult.

Hitler's NuturFogel

Due to the peculiarities of the psyche of the Fuhrer, who hoping to crush the "enemies of Reich" (to which he ranked the country of almost the rest of the world), in Germany, after the beginning of World War II, work was launched on the creation of various types of "wonder-weapons", including jet aircraft. Not all directions of this activity were unsuccessful. Messerschmit-262 can be attributed to successful projects (he also "Stormforgel") - the first jet aircraft in the world, produced by mass. The device was equipped with two TRDs, had a radar in the nasal part, developed the speed close to the sound (more than 900 km / h), and turned out to be a fairly effective means of combating high-altitude B-17 ("flying fortresses") allies. The fanatical faith of Adolf Hitler in the extreme capabilities of the new technology, however, paradoxically played a bad role in the MA-262 combat biography. Designed as a fighter, he, at the direction of "over", was converted to the bomber, and in this modification did not fully show itself fully.

"Arado"

The principle of the reactive aircraft was applied in mid-1944 for the design of the Bombarder "Arado-234" (again by the Germans). He managed to demonstrate his extraordinary fighting opportunities, attacking the position of the allies, landed in the area of \u200b\u200bPort Cherbourg. The speed of 740 km / h and the ten-factor ceiling did not give the chances of anti-aircraft artillery to hit this goal, and the American and English fighters simply could not catch it up. In addition to the bombing (very inaccurate for obvious reasons), "Arado" produced aerial photography. The second experience of using it as a strike was made over the lingering. The Germans did not suffer, and if resources had more resources in fascist Germany, and the industry could produce "AR-234" in the amount of more than 36 copies, then the countries of the antihytler coalition would have to be tight.

"Yu-287"

The German developments fell into the hands of the worlds friendly during the period after the defeat of Nazism. Western countries have already begun to prepare for the coming confrontation from the USSR during the final stage of hostilities. Stalinist leadership took counter measures. Both sides were clear that in the next war, if it takes place, the jet aircraft will fight. The USSR has not yet had a shock nuclear potential at that time, only work on the creation of an atomic bomb production technology was walked. But the Americans were very interesting captured "Junkers-287", which had unique flight data (combat load of 4000 kg, a distance of 1500 km, the ceiling of 5000 m, the speed of 860 km / h). Four engines, negative sweatshirts (a model of future "invisible) allowed the use of an aircraft as an atomic medium.

First post-war

Jet aircraft did not play a decisive role during World War II, therefore, the bulk of Soviet production facilities focused on improving the structures and an increase in the release of ordinary screw fighters, attack aircraft and bombers. The question of the promising carrier of atomic charges was difficult, and it was solved quickly, coping the American Boeing B-29 (Tu-4), but the main goal remained opposition to possible aggression. For this, first of all fighters were required - high-altitude, maneuverable and, of course, high-speed. On how a new direction developed can be judged by the letter of the designer A. S. Yakovlev in the Central Committee (autumn 1945), which was found a certain understanding. A simple study of the trophy German technology party leadership considered inadequate measure. The country has needed modern Soviet jet aircraft, not inferior, and superior to the world level. At the 1946 parade in honor of the anniversary of October (Tushino), they needed to show people and overseas guests.

Temporary Yaki and Migi

Showed that, but did not work out: the weather failed, there was a fog. Demonstration of new aircraft moved to May Day. The first Soviet reactive aircraft produced by a series of 15 copies was developed by the KB Mikoyan and Gurevich (MiG-9) and Yakovlev (Yak-15). Both samples were distinguished by the condensed diagram at which the tail part from the bottom was washed by reactive jets produced by nozzles. Naturally, to protect against overheating, these sections were covered with a special layer made of refractory metal. Both aircraft were distinguished by mass, the number of engines and the appointment, but in general they met the state of the Soviet aircraft training school of the end of the forties. Their main purpose was to transition to a new type of power plant, but other important tasks were carried out in addition to this: the training of flight composition and the development of technological issues. These reactive aircraft, despite the large volumes of their release (hundreds of pieces), were considered temporary and to be replaced in the very near future, immediately after the appearance of more advanced designs. And soon this moment came.

Fifteenth

This aircraft became a legend. It was built by unprecedented series for peacetime, both in battle and in a paired training version. In the design of MiG-15, many revolutionary technical solutions were applied, an attempt was made for the first time to create a reliable pilot rescue system (catapult), it was equipped with powerful cannon weapons. The speed of the reactive aircraft, a small, but very effective, allowed him to win the victories over the Armadas of heavy strategic bomber in the sky of Korea, where the war fired shortly after the appearance of a new interceptor. A certain analogue of the MIGA was the American "sail", built according to a similar scheme. In the course of hostilities, the technique fell into the hands of the enemy. Soviet aircraft hijacked the North Korean pilot, seduced by a huge cash remuneration. A shot down "American" managed to pull out of the water and deliver to the USSR. There was a mutual "exchange of experience" with the adolation of the most successful design solutions.

Passenger jet

The speed of the reactive aircraft is its main advantage, and it applies not only to bombers and fighters. Already at the end of the forties on international airlines, the "Comet" liner was released in Britain. It was created specifically for the transport of people, was comfortable and fast, but, unfortunately, did not differ reliability: for two years it happened seven catastrophes. But the progress in the field of high-speed passenger transportation was not stopped. In the middle of the fifties, the legendary Tu-104 appeared in the USSR, the conversion version of the Tu-16 bomber. Despite the numerous flight accidents that took place with the new aircraft, the jet planes were increasingly mastered by airlines. Gradually, the appearance of a promising liner and ideas about how it should be was formed. The drivers) were used by constructors more and less.

Fighter generations: first, second ...

As virtually any technique, reactive interceptors are classified for generations. In total, they are currently five, and they differ not only for years of release of models, but also constructive features. If the concept of the first samples was based on the accumulated base of achievements in the field of classical aerodynamics (in other words, only the type of engine was their main difference), then the second generation had more significant signs (sweat wing, a completely different form of fuselage, etc.) in the fifties There was an opinion that the air combat will never be a maneuverable nature, but the time has shown the fallacy of this opinion.

... and from the third to the fifth

The "dog dumps" of the sixties between Skykhokami, Phantom and MiGs in the sky over Vietnam and the Middle East indicated the course of further development by marking the arrival of the second generation of reactive interceptors. The changeable geometry of the wing, the ability of multiple sound and rocket weapons in combination with powerful avionics became signs of third generation. Currently, the foundation of the Air Force Park Most-Developed Countries is the fourth-generation machines that have become a product of further development. An even more advanced samples combine high speed, ultra-penetration, low visibility and Reb facilities are already entering. This generation is fifth.

Double-circuit engines

Externally and today, the reactive aircraft of the first samples do not look in their most anachronism. The view of many of them is quite modern, and specifications (such as the ceiling and speed) are not too different from modern, at least at first glance. However, with a more thorough acquaintance with TTX of these cars, it becomes clear that in recent decades has been performed a qualitative breakthrough in two main directions. First, the concept of an alternating vector of thrust creates the possibility of a sharp and unexpected maneuver appeared. Secondly, today they are able to be much longer in the air and overcome long distances. This factor is due to low fuel consumption, that is, efficiency. It is achieved by applying, expressing the technical language, a two-kontura schema (low degree of double-circuit). It is known to specialists that the indicated fuel combustion technology provides more complete combustion.

Other signs of a modern reactive aircraft

There are several of them. Modern civil jet aircraft are distinguished by low engine noise, increased comfort and high stability in flight. Usually they are widely extinguished (including multipalup). Samples of military aircraft equipment are equipped with means (active and passive) achievements of small radar visibility and in some sense the requirements for defense and commercial samples are intersect today. Efficiency is needed by airplanes of all types, however, for various reasons: in one case, to increase profitability, in another - to expand the combat radius. And today you need as much as civil and military.

It is always difficult to be first, but interesting

On the morning of March 27, 1943, the first Soviet jet fighter "Bi-1" took off from the airfield of the RBW Kovtsovo Airfield in the Sverdlovsk region. He passed the seventh test flight to achieve maximum speed. Having achieved a two-kilometer height and gaining a speed of about 800 km / h, the plane on the 78th second after the production of fuel unexpectedly switched to the peak and ran into the ground. The experienced test pilot G. Ya. Bakhchivandzhi died. This catastrophe has become an important stage in the development of aircraft with liquid rocket engines in the USSR, but although work on them continued until the end of the 1940s, this direction of development of aviation turned out to be a dead end. Nevertheless, these first, although not too lucky steps had a serious impact on all further history post-war development of Soviet aircraft and rocket education.

"The era of airplanes of the screws should follow the era of airplanes of the screw ..." - these words of the founder of reactive equipment K. E. Tsiolkovsky began to receive a real embodiment in the mid-1930s of the twentieth century. By this time it became clear that a further significant increase in aircraft flight speed due to an increase in the power of piston motors and a more advanced aerodynamic form is almost impossible. On aircraft were to be installed motors, the capacity of which could not be increased without excessive increase in the mass of the engine. So, to increase the flight speed of the fighter from 650 to 1000 km / h, it was necessary to increase the power of the piston engine at 6 (!) Times.

It was obvious that a replacement of the piston engine was to come jet, which, having smaller transverse dimensions, would allow to achieve high speeds, giving a large craving per unit weight.

Jet engines are divided into two main classes: air-reactive, which use the oxidation energy of air fuel oxygen, taking away from the atmosphere, and rocket engines containing all components of the working fluid on board and able to work in any environment, including in airless. The first type includes turbojet (TRD), pulsating air-reactive (PUDRD) and direct-flow air-reactive (PVR), and the second - liquid rocket (EDD) and solid fuel rocket (TTRD) engines.

The first samples of reactive techniques appeared in countries where traditions in the field of science and technology and the level of aviation industry were extremely high. This is, first of all, Germany, USA, as well as England, Italy. In 1930, the project of the first TRD patented the Englishman Frank Whittle, then the first operating model of the engine collected in 1935 in Germany, Hans von Okhain, and in 1937, the Frenchman Rene Lamek received a government order for the creation of PVRS.

In the USSR, practical work on the "reactive" theme was carried out mainly in the direction of liquid rocket engines. The founder of the rocket engine station in the USSR was V. P. Glushko. He in 1930, then an employee of the gas-dynamic laboratory (GDL) in Leningrad, who was at that time the only KB in the world in the development of solid fuel missiles, created the first domestic EDR ORM-1. And in Moscow in 1931-1933. The scientist and designer of the group of study of the reactive movement (Gird) F. L. Zander developed the ED-1 and OR-2 EDR.

A new powerful impetus to the development of reactive equipment in the USSR was given the appointment of M. N. Tukhachevsky in 1931 to the post of deputy addict of defense and the head of the Arms of the Red Army. It was he who insisted at the adoption in 1932. Decisions of the Council of Justice "On the development of steam turbine and jet engines, as well as aircraft on a reactive traction ...". Began after this work in the Kharkov Aviation Institute allowed only 1941 to create a working model of the first Soviet TRD design of A. M. Lyulki and contributed to the start of August 17, 1933 in the USSR of the Liquid Rocket Gird-09, which reached a height of 400 m.

But the absence of more tangible results pushed Tukhachevsky in September 1933 to unite the GDL and Gird to the Unified Reactive Research Institute (Renia) led by Leningrad, Military Engineer 1 rank I. T. Kleimenov. His deputy was appointed the future chief designer of the space program, Moskvich S. P. Korolev, who in two years in 1935 was appointed head of the rocket aircraft department. And although Rini was obeyed by the management of ammunition of the People's Commissariat of the Heavy Industry and its main topic was the development of missile shells (the future "Katyusha"), the queen was able to calculate the most favorable constructive schemes of the devices, types of engines and control systems, types of fuel and materials. As a result, in his department, by 1938, an experimental system of controlled missile weapons was developed, including the projects of liquid winged "212" and ballistic "204" long-range missiles with gyroscopic control, aircraft missiles for firing for air and ground targets, anti-aircraft solid fuel rockets with Guidance on light and radar.

In an effort to obtain support for military leadership and in the development of high-altitude rocketoplamin "218", Korolev substantiated the concept of a rocket-interceptor missile fighter capable of achieving a large height and attack aircraft that broke up to the protected object.

But on June 30, 1939, the German pilot Erich Warzitz raised the world's first jet aircraft with the design of Helmut Walter Hayunkel HE-176 in the world, reaching a speed of 700 km / h, and in two months and the world's first jet plane with TRD Heinkel HE-178, equipped with the engine of Hansa von Okhen, "HES-3 B" with a 510 kg straight and speed of 750 km / h.

In May 1941, the British "Gloucester Pioneer" E.28 / 29 with the TRD "Whittle" W-1 Designer Frank Whittle was performed.

Thus, the leader in the reactive race became Nazi Germany, which, in addition to aviation programs, began to carry out a missile program under the leadership of Werner von Brown on the secret polygon in Peimenund.

In 1938, Renia was renamed to the NII-3, now the "royal" Rocket card "218-1" began to designate "RP-318-1". New leading designers Engineers A. Scherbakov, A. Pallo replaced the EDR ORM-65 V. P. Glushko at the RDA-1-150 nitrogen-acid-kerosene engine, L. S. Dushkina design.

And almost after a year of the tests in February 1940, the first flight "RP-318-1" was held in the tug of the aircraft "P 5". Test pilot? In. P. Fedorov At an altitude of 2800 m, touched the towing cable and launched the rocket engine. A small cloud from an incendiary pyropathron appeared behind Rocket Popatron, then a brown smoke, then a fiery jet about a meter. "RP-318-1", developing the maximum speed - just 165 km / h, moved to the flight with a set of height.

This modest achievement still allowed the USSR to join the members of the pre-war "reactive club" leading aviation powers.

The successes of German designers did not pass unnoticed for the Soviet leadership. In July 1940, the Defense Committee in accordance with the Sovnarkom adopted a decree determined the creation of the first domestic aircraft with reactive engines. In the ruling, in particular, it was envisaged to solve issues "On the use of high-power jet engines for ultra-speed stratospheric flights."

Macesed Luftwaffe raids on British cities and the absence of a sufficient number of radar stations in the Soviet Union revealed the need to create a fighter-interceptor to cover particularly important objects, the young engineers of A. Ya. Bereznyak and A. M. Isaev began to work on the project of which from Spring 1941 From the design of the designer V. F. Bolchovitinova. The concept of their missile interceptor with the engine of the Dushkina or "near-fighter" relied on the offer of the Queen, extended back in 1938.

The "closest fighter" when the opponent's aircraft appears, it was necessary to quickly take off and, having high railing and speed, catch up and destroy the enemy in the first attack, then after producing fuel, using the reserve of height and speed, plan on landing.

The project was distinguished by an extraordinary simplicity and low cost - the whole design was to be a wholegenery from glued plywood. Metal made of engine frame, pilot protection and chassis, which were removed under the influence of compressed air.

With the beginning of the war of Bolchitinov attracted all OKB to work on the aircraft. In July 1941, the sketch project with an explanatory note was sent to Stalin, and in August, the State Defense Committee decided on the urgent construction of the interceptor, which was necessary parts of Moscow Defense. According to the orders on the drug addict of the aircraft industry for the manufacture of the car, 35 days was given.

The plane called the "bi" (near fighter or, as later interpreted journalists, "Bereznyak - Isaev") was built almost without detailed working drawings, drawing on the plywood of his parts in a natural value. The fuselage lifting was spilled out on a blank from a veneer, then fastened to the frame. Kiel was performed at the same time with the fuselage, like a thin wooden wing of the caisson design, and was covered with a cloth. Wooden was even a boat for two 20-mm shvak guns with a buoy of 90 shells. EDD D-1 A-1100 was installed in the tail of the fuselage. The engine spent 6 kg kerosene and acid per second. The total fuel supply on board an aircraft, equal to 705 kg, provided the engine operation for almost 2 minutes. The estimated take-off weight of the BB aircraft was 1650 kg with a mass of empty 805 kg.

In order to reduce the time of creating the interceptor at the request of the Deputy Complex of the Aviation Industry in the experimental aircraft industry A. S. Yakovlev Planer of the BB Airplane was investigated in the invention of the TsAGA aerodynamic tube, A at the airfield Test pilot B. N. Kudrin began jogging and tug . With the development of the power plant, it was pretty tinned, since nitric acid corrosed the tanks and wiring and had a harmful effect on a person.

However, all the works were interrupted in connection with the evacuation of the OKB to the Urals in Belimbay in October 1941. In order to debug the work of the EDD systems, the ground stand was mounted - the fuselage "B" with a combustion chamber, tanks and pipelines. By the spring of 1942, the program of terrestrial tests was completed.

The flight tests of the unique fighter instructed the captain of Bakhchivandzhi, who made 65 combat departures at the front and hit 5 German aircraft. He pre-mastered the management of systems on the stand.

Morning on May 15, 1942, forever entered the history of domestic cosmonautics and aviation, up with a soil of the first soviet aircraft with a liquid jet engine. The flight, which lasted 3 min 9 seconds at a speed of 400 km / h and at railing - 23 m / s, made a strong impression on all those present. This is how Bolchovenins recalled in 1962: "For us, this takeoff was unusual. Unusually gaining speed quickly, the plane took away from the ground in 10 seconds and after 30 seconds disappeared from the eye. Only the engine flame spoke about where he is. So passed a few minutes. I do not hide, I have shook a nodel. "

The members of the State Commission noted in the official act that "take off and flight of the Bi-1 aircraft with a rocket engine, first applied as the main engine of the aircraft, proved the possibility of practical flight on the new principle, which opens up a new direction of the development of aviation." The test pilot noted that the flight on the BB aircraft in comparison with the usual types of aircraft is exclusively pleasant, and by ease of control, the aircraft surpasses other fighters.

A day after testing in Bilimba, a solemn meeting and a rally was arranged. Above the table of the presidium hung a poster: "Hello Captain of Bakhchivandzhi, the pilot, which was flying to the new!".

Soon the decision of the GCO was followed about the construction of a series of 20 Bi-Sun aircraft, where in addition to two guns, a bomb cassette was installed in front of the pilot cabin, in which there were ten small unshaotable bombs weighing 2.5 kg.

In total, 7 test flights were made on the "bi" fighter, each of which fixed the best flight indicators of the aircraft. Flights were held without flight accidents, only a slight damage to the chassis happened during landings.

But on March 27, 1943, during acceleration to a speed of 800 km / h at an altitude of 2000 m, the third experienced copy spontaneously moved to the dive and crashed into the ground near the airfield. The Commission, which was investigating the circumstances of the catastrophe and death of the tester pilot of Bakhchivandi, could not establish the reasons for tightening the aircraft in the peak, noting that the phenomena that occurred at flight speeds of about 800 -1000 km / h was not yet studied.

The catastrophe painfully struck by the reputation of the OKB Bolchovitinov - all unfinished interceptors "Bi-Sun" were destroyed. And although later in 1943-1944. The "Bi-7" modification was designed with direct-flow air-reactive engines at the ends of the wing, and in January 1945 the pilot B. N. Kudrin fulfilled the last two flights to BI-1, all the work on the aircraft was discontinued.

The concept of a missile fighter in Germany was most successfully implemented, where from January 1939 in the special "department L" of the Messerschmitt company, where Professor A. Lippish moved from the German Planer Institute with his employees, was working on the project x "-" Object "interceptor" ME-163 "" Comet "with EDD, working on a mixture of hydrazine, methanol and water. It was a plane of a non-traditional "hazard" scheme, which for the sake of maximum weight loss took off with a special trolley, and sat down on a ski fuselage. The first flight at the maximum thrust pilot Ditmar fulfilled in August 1941, and in October, for the first time in Him, a mark of 1000 km / h was overcome in history. It took more than two years of testing and finishing before "M-163" was launched into a series. He became the first aircraft with the LDD who participated in the battles from May 1944 and although before February 1945, more than 300 interceptors were released, there were no more than 80 combat aircraft.

The combat use of fighters "Me-163" showed the inconsistency of the concept of a missile interceptor. Due to the high speed of rapprochement, German pilots did not have time to accurately follow, and the limited supply of fuel (only for 8 minutes of flight) did not give opportunities for the second attack. After producing fuel at planning, the interceptors became easy to prevent American fighters - "Mustanga" and "Delderbolt". Until the end of the fighting in Europe, the "Me-163" was shot down by 9 enemy aircraft, having lost 14 cars. However, the losses from accidents and disasters three times exceeded the combat. The unreliability and small radius of the action "Me-163" contributed to the fact that the leadership of the Luftwaffe was launched into mass production of other reactive fighters "Me- 262" and "non-162".

Messershmitt ME.262 (MESSERSCHMITT ME.262 "Schwalbe" - "Swallow")

Management of the Soviet air industry in 1941-1943. It was focused on the gross release of the maximum number of combat aircraft and the improvement of serial samples and was not interested in developing promising work on reactive techniques. Thus, the "Bi-1" catastrophe put a cross and on other projects of Soviet missile interceptors: "302" Andrei Kostikov, "R-114" Roberto Bartini and RP Queen.

But the information from Germany and the countries of the allies was the reason for the fact that in February 1944 the State Defense Committee in its resolution pointed to an intolerant situation with the development of reactive equipment in the country. At the same time, all the developments in this regard were now focused on the newly organized reactive aviation, the deputy chief of which was appointed Bolchovitins. In this institute, previously worked at various enterprises of the group of jet engines led by MM Bondarchuk, V. P. Glushko, L. S. Dushkin, A. M. Isaev, A. M. Lulleka.

In May 1944, the GCO adopted another decree that had a wide program for the construction of reactive aviation equipment. This document provides for the creation of modifications of Yak-3, La-7 and Su-6 with accelerating EDD, the construction of "pure rocket" aircraft in OKB Yakovleva and Polycarpov, the experimental aircraft of the Lavochkin with a TRD, as well as fighters with air-reactive motor-compressor engines in Mikoyan OKB and dry. To do this, the Su-7 fighter was created in the Dry Design Bureau, in which a liquid-reactive "RD-1" developed with Glushko worked together with the piston engine.

The flights on the "SU-7" began in 1945. When inclusion of "RD-1", the aircraft speed increased by an average of 115 km / h, but the tests had to be stopped due to the frequent failure of the jet engine. A similar situation has developed in the design bureau Lavochkina and Yakovlev. On one of the experienced La-7 P aircraft, the accelerator exploded in flight, the test pilot miraculously managed to escape. When testing the same "Yak-3 RD", the test pilot Viktor Rastorguev managed to achieve a speed of 782 km / h, but when the flight is fulfilled, the plane exploded, the pilot died. The frequent catastrophe led to the fact that the tests of aircraft with the "RD-1" were stopped.

One of the most interesting interceptor projects with a rocket engine was the project of a supersonic (!) Fighter "RM-1" or "Sam-29", developed at the end of 1944, an undeservedly forgotten aircraft designer A. S. Moskalev. The plane was performed according to the "Flying Wing" scheme of a triangular shape with oval front edges, and when it was developed, the pre-war experience of creating the Sigma and Strela aircraft was used. The RM-1 project should have the following characteristics: the crew - 1 person, power plant - "RD2 MSI" with a 1590 kgf row, wing span - 8.1 m and its area - 28.0 m2, take-off weight - 1600 kg , the maximum speed is 2,200 km / h (and this in 1945!). TsAGI considered that the construction and flight tests "RM-1" are one of the most promising directions in the future development of Soviet aviation.

In November 1945, the order of the building "RM-1" was signed by the Minister A. I. Shahurin, but in January 1946 the order for the construction of "RM-1" was canceled by Yakovlev. Similar Ceranovsky Beach-26 (CH-24) Supersonic project of a fighter based on the "flying wing" with the wheel of the direction and the wing of the variable variable was also canceled.

Post-war acquaintance with German trophies opened a significant lag in the development of domestic reactive aircraft construction. To reduce the gap, it was decided to use German engines "JUMO-004" and "BMW-003", and then based on their own. These engines received the name "RD-10" and "RD-20".

In 1945, simultaneously with the task to build the MiG-9 fighter with two RD-20 before the Mikoyan OKB, the task was tasked to develop an experimental interceptor fighter from the RD-2 M-3 V "and a speed of 1000 km / h. The plane, which received the designation I-270 ("F"), was soon built, but his further tests did not show the advantages of the rocket fighter before the aircraft with the TRD, and the work on this topic was closed. In the future, liquid jet engines in aviation steel will be applied only on experienced and experimental aircraft or as aviation accelerators.

"... It's terrible to remember how little I knew and understood. Today they say: "Owners", "Pioneer". And we walked in the darkness and stuck hefty bumps. Neither special literature, nor methods, no extensive experiment. Stone age of reactive aviation. We were both finished lops! .. "- so recalled about the creation of" Bi-1 "Alexey Isaev. Yes, indeed, because of its colossal fuel consumption, aircraft with liquid-rocket engines did not fit in aviation, permanently giving way to turbojet. But having made his first steps in aviation, the LDD firmly occupied their place in rocket people.

In the USSR during the war in this regard, the breakthrough was the creation of a B-1 fighter, and here the special merit of Bolchovitinova, who took under his wing and managed to attract such future luminaries of Soviet rocket buildings and astronautics to work as: Vasily Mishin, First Deputy Main Korolev designer, Nikolai Pilyugin, Boris Dottok - the main designers of the management systems of many combat missiles and carriers, Konstantin Bushuyev - Head of the Soyuz project - "Apollo", Alexander Bereznyak - Constructor of the Winged Rocket, Alexey Isaev - Rhd Developer for Submarine and Space Rockets The apparatus, the archite of the cradle - the author and the first developer of domestic turbojet engines.

I-270 (according to NATO classification - Type 11) - an experienced fighter of the Mikoyan OKB with a rocket engine.

He received a randering and mystery of the death of Bakhchivandzhi. In 1943, an aerodynamic tube of high speeds T-106 was put into operation in TsAGA. It immediately began to conduct broad studies of models of aircraft and their elements at large subsonic speeds. The model of the "bi" aircraft was tested to identify the causes of the catastrophe. According to the test results, it became clear that BB was crashed due to the features of the flow around the straight wing and plumage on arrogant speeds and the appearance of the aircraft tightening the aircraft into dive, to overcome which the pilot could not. Catastrophe March 27, 1943 B-1 became the first, which allowed the Soviet aircraft designers to solve the problem of the "wave crisis" by installing the swamp wing on the MiG-15 fighter. After 30 years in 1973, Bakhchivandzhi was posthumously awarded the title of Hero of the Soviet Union. Yuri Gagarin so responded about him:

"... Without flights, Grigory Bakhchivandzhi may not have been and April 12, 1961." Who could know that exactly in 25 years, March 27, 1968, like Bakhchivandi at the age of 34, Gagarin will also die in a plane crash. They really united the main thing - they were the first.