EF-150
The creative biography of the Hero of Socialist Labor, Semyon Mikhailovich Alekseev, is full of various types of aviation equipment. But the main place belongs to all the same aircraft. In the five postwar years, under his leadership, fighter planes, ground attack planes and bombers were created. They are related by the name of the aircraft designer, but only two of them, the siblings are completely dissimilar, had a couple of common signs that marked the continuity, despite a gap of four years. Single fighter I-215D (1948) and five-seat bomber "150" (1951) had two turbojet engines and were equipped with a bicycle chassis. If the first machine is the result of a prolonged refinement of the I-211, then another aircraft was created for a special task, without close prototypes. According to the main parameters - the take-off weight, the bomb load and the dimension, it occupied an intermediate position between the front-line bomber Il-28 and the long-range Tu-16 bomber. The tactical and technical requirements for the new bomber were compiled by the command of the Long-range Bomber Air Force and coordinated in the MAP with the Deputy Minister for Science SN Shishkin. Having received the assignment for the design and construction of the product "150" in the second half of 1948, OKB-1, led by Alekseev, kept close contact with TsAGI. From there constructors received recommendations of leading experts in aerodynamics and strength SA Khristianovich, GP Svishchev, AI Makarevsky, VN Belyaev and others. Many organizations of the aviation industry and other industries were involved in the development of on-board systems and installations. It was difficult to decide the choice of power plant. The use of two large-size turbojet engines by AA Mikulin would lead to a heavier aircraft and the complication of its layout scheme with aerodynamic resistance. These shortcomings, as it seemed at first glance, will be more than offset by a significant pulling force of two AM-03s at 5000 kG. The main designer was worth a lot of efforts to convince the leading employees of OKB-1 in the expediency of using less powerful but weighty midships and relative lengthening of more acceptable TR-AL-5. Behind these engines in the OKB AM Lulka, Chief went himself, and the result was not slow to tell: first calculations and then flight tests confirmed the correctness of the chosen solution. The development of the general view and layout of the bomber in the brigade of new projects was led by engineer Vokke and his deputy IL Makarov. Worked in contact with other units of the Design Bureau, and most closely with the department of aerodynamics, headed by engineer L. V. Balkind. In general, the aircraft loomed harmoniously and quickly. The working project was a fount of witty engineering solutions. In addition to the bicycle chassis, the design of the aircraft embodied: a swept wing, a pylon engine suspension, a T-shaped swept tail unit, etc., subsequently repeatedly used for us and abroad for military and civil aircraft. It was interesting to arrange an electric generator with a wind drive, anti-icing electric heaters in the wing tips, feathers and in the shells of the air intakes, honeycomb fuel tanks, electromechanical control system, Extraordinary, rare solutions listed above are worthy of separate analysis. Let's start with the bicycle chassis. The idea of ??a "bicycle" came to aviation back in 1907, together with the aircraft of the REB of the French inventor Robert Esno-Peltry. But then, with the tail support and three truly bicycle wheels (one under the fuselage, slightly ahead of the center of gravity, and two at the ends of the wing), it did not spread. Only in the late 40-ies, when the need to significantly reduce the weight of the design of jet aircraft, the once-forgotten bicycle scheme attracted close attention. On the plane of SM Alekseev I-215D the legs of the chassis were spaced from the center of gravity of the apparatus, which made it possible to make the rear leg "squat" to increase the angle of attack of the wing on the take-off. A little, only 3 ', but it was quite enough to detach the aircraft from the strip from two points - the front and rear. Unlike planes with a conventional three-wheeled chassis, this car, as the pilots say, was not necessary to undermine the movement of the handle. The angle of installation of the wing 3 ° 30 'and' squatting 'created the lifting force necessary for take-off. The vertical component of the thrust of the engines, suspended at 3 ° from the horizontal, and the tuning moment of the traction thrust force, located below the center of gravity of the aircraft at 1,034 m due to the pylon suspension, worked on the lift. For workers OKB-1, who previously engaged in seaplanes IV Chetverikov, for specialists from Germany and many MAP staff, the bicycle scheme seemed unacceptable. This was confirmed by the unsuccessful experience of the Yakovlev Design Bureau with the Yak-50 fighter, which was carried off the side by side wind. The reason for the failure of the use of the bicycle chassis on the Yak-50 was ... a swept wing (+45 ") and the associated large removal of the underwing duffers back, behind the axis of the main wheels (they did not have" squats ") and, most importantly, the center of gravity This increased the shoulder of the turn of the car around the wind-pressed side leg, and the imperfection of the design of the bow of the single-wheeled strut did not allow to prevent demolition.When landing on the wet or icy strip, the Yak became practically uncontrollable (as UD-2 on the air cushion AD Nadiradze in 1941) .An earlier created the I-215D aircraft, the auxiliary racks were retracted under the engine nacelles and, in the released position, also had a small front take-off relative to the rear wheels, almost coinciding with the epicenter of gravity (see I-215D side view). Opponents of the "bike" did not pay attention to this main difference of attention. Therefore, SM Alekseev decided to demonstrate to them not only "squatting", but also the normal operation of the bicycle chassis as a whole. On the territory of the Volga plant No. 21, where Alekseev worked before September 1, 1948, was an inactive but flammable I-215D fighter. Hero of the Soviet Union test pilot IE Fedorov agreed to drive him from there to the OKB-1 base. The flight with a landing at the airport LII MAP2 (transit), which is necessary for limited fuel refueling due to a small landing site at the final point of the route, took place in October 1949. The pilot skillfully showed aerobatics with deep bends, and then, to the amazement of the public who poured out from the shops and departments, famously drove through mud and puddles, proving the possibility of sharp turns and eights on a bicycle chassis without any side flooding, which skeptics reiterated. These energetic taxiing Fedorov at the extreme speeds of the reversal eventually dispelled all doubts. "Squatting" of the rear leg on the takeoff run was due to ... the take-off weight of the aircraft. At the end of the run, the pilot put the landing gear cock in the take-off position, part of the slurry was squeezed out of the cylinder and, passing through its side jets, merged into the oil tank. The liquid remaining above the piston in 63% of the volume of the cylinder kept the squatting aircraft working pressure of the hydraulic system, which for a small amount was called a chassis hydroelectric unit. Because of the large hydraulic resistance of the nozzles, the oil left the cylinder very slowly, the aircraft settled on its hind leg gradually, and recruited its 3 ° incursions only towards the end of the run. After take-off, the shift of the crane to the position "REMOVED" facilitated the supply of liquid under the piston and its full discharge from the cylinder head. Wheels (2x1450x520 mm) were hiding in their niche, which was closed by pivoting doors with internal axes of rotation (see drawing, section A). The nasal two-wheeled leg (2x1000x300 mm) retracted back along the stream, and its niche was covered with shields from the outside. To avoid demolition by the side wind, the front pillar had a powerful steering gear and coupled wheels of an extremely wide gauge (a variety of front and rear pairs improved the passage of the wheels along a weak ground). The lateral auxiliary supports were suspended in front of the wing tips to remove their dents for the axis of the hind tusk forward (see drawing, side view) and reduce the shoulder for a turn around the pinned pillar. To do this, quite long (more than 6 m) fairings for side supports. From the first version of the arrangement of short racks under the engine nacelles, they refused to use the end fairings as weight anti-flutter balancers. Subsequently, already on the flying machine, they were finalized under the end washers. This was suggested by aerodynamics LV Balkind in search of a reduction in the end-to-end flow of air, when the question arose of eliminating the spontaneous transverse swing that passed into swinging along all axes. When approaching a landing in the altitude range from 300 m to 150 m, the machine fell into a bump around its own center of gravity like a rotating spinning top. After increasing the height of the fairings by sharpening their lower edges, the buildup disappeared. At the same time, the inductive drag of the wing decreased and the efficiency of the ailerons increased. * Flight Test Institute of the Ministry of Aviation Industry. The design of the bomber is all-metal. The fuselage is of rather complex curvilinear forms with a cylindrical section in the middle. In the bow zone, which is an animated body of rotation, a four-sealed hermetic tube was arranged. On the starboard side, a rectangular opening was made for a sealed entry hatch. It turned out to be small, because it was located below the construction horizon, but at the same time sufficient for a person to go full-length on an inclined ladder that was being taken inside. The navigator-scorer had a front view through a spherical frontal cap and an upper-lateral one - through the fuselage glazing set. He used the bombing sight OPB-5SN with the course stabilizer AP-5 for bombing from a horizontal flight on fixed and moving targets. Under the common multi-lantern there were: the pilot-commander of the crew on the left seat, the co-pilot - the radar operator, on the right and behind the commander on the suspended armchair with a partially limited view, and the shooter using the top swivel periscopic sight PSP-150. In addition to the pilot's sight for firing from the front cannon, instrumentation and life support systems, the rest of the fuselage filling was placed outside the hermachine. This is a stationary right-hand cannon SH-23 with ammunition, a remote-controlled tower DB-23 with wide-angle firing of the rear hemisphere from two mobile guns SH-23 (when the tail unit hit the aiming line, the interrupter of the firing did not shackle the control movements of the arrow). In the lower fairing (it was called the "beard") there were blocks and units of the panoramic radar, the antenna of which is covered from below by a radio-transparent cap. The front of the beard was occupied by two landing lights. Under the cockpit - the niche of the bow of the chassis. Next - a smoothly contiguous cylindrical section of the fuselage length of about 7 m and a diameter of 2.7 m, inside which was a bomb compartment, capable of accommodating bombs of various caliber with a total weight of 1500 to 6000 kg. The bomb load set varied depending on the combat mission. A considerable part of the compartment could be occupied by additional built-in tanks with kerosene, equipped with an emergency relief device. Eight fixed fuselage tanks had an emergency fuel drain system. Interest is the cellular protection of tanks from enemy fire. A number of thin-walled duralumin cisterns (tubes) were, as communicating vessels, placed vertically in the interior of large storage compartments ... This prevented a large leakage of fuel in case of tank laceration, when kerosene would leave the interstitial space, but remained in considerable quantities in the tubes. Filling all the tanks-through the upper throats. The assembly of the fuselage was carried out on the unstretched frame by fastening large pressed panels to the spars and 38 frames. The hull consisted of two technological parts, joined in the common plane of the 18th and 19th frames in the fastening zone of the third chassis of the chassis rear leg cleaning. The tail section of the fuselage beyond the cylindrical zone narrowed from circular section to a vertical oval 0.75 m wide at the aft firing tower DB-25. In the rear of the hermachine there is a radio operator who, using the collimator trailer PSK-81, could fire from two mobile cannon SH-23. Like other crew members, he had a catapulted seat in case of an emergency. Planes of the world 1995 01 The wing of a small narrowing of 1.9 had a sweep of 35 * along the line of foci and was recruited from various profiles in a sweep. From the root to the plane of the pylon (rib Ns 3), the arch had a symmetrical profile of TsAGI S-YUS-9 with a relative thickness of 11%. Further, up to the rib No. 4 there was a transition profile to the asymmetric TsAGI SR-3-12 relative thickness of 11.75%, which formed contours before the end. Negative transverse V had a fracture in the plane of the rib No. 4 from 0 along the lower surface of the center wing to -G20 'along the bottom of the consoles (see drawing, front view). Technological division of the wing provided for its division into four parts. Two sections of the centroplane with a total swing of 11.5 m were connected by a flange joint in the plane of symmetry of the aircraft (rib No. 1), and two detachable consoles were attached to the center wing in the plane of the 4th rib. The sealed riveted caissons of the centroplane served as fuel tanks and were attached to the internal fuselage units above the bomb compartment. Each engine pylon was fastened with three bolts to the fused ribs No. 3, and the gondolas of the auxiliary chassis held on the four bolts of the terminal ribs No. 7. Along the top of the wing, in the plane of the second and fifth ribs, the aerodynamic partitions were riveted. The wing panels of the wing were reinforced with internal corrugations from pressed U-shaped profiles, and, like the fuselage panels, they worked for torsional and flexural strength. The take-off and landing mechanization of the wing is represented by a pair of two-section flaps with a total area of ??16.4 m2 with a cut perpendicular to the axes of rotation in the transition zone of the wing. The rotation of the flaps at 33 'during takeoff and landing was made by an electric drive common to both sections, and occurred around the loop ramrod along the bottom of the wing (see drawing, sections B and C). Slit ailerons are made three-sectional to avoid jamming their axes in the suspension bearings with deformations of the wing end parts in flight. The number of cuts was calculated and calculated graphically, and their position - depending on the local deflections of the wing. Separation of mobile organs increased their combat survivability. A similar purpose was pursued in the division into tail section fins. The design of the tail unit is in many respects similar to the design of the wing and its mechanization. The swept (45 ') keel is formed by the profile of TsAGI S-9s-9 at the root, transforming into the modified profile of TsAGI on the top. The spindle-shaped fairing of keel junction points with stabilizer arms (sweep 40 ') was at a height of 4.5 m from the OGF. In its elongate toe, an antenna of the radio navigation equipment is installed. The horizontal plumage had an installation angle of + 3 * 30 'for longitudinal balancing and a positive transverse V = 8' to improve longitudinal controllability at large angles of attack (recommended by TsAGI after purging). To improve the stability of the ground under the tail of the fuselage, two falshkels were installed with a lateral collapse (see drawing, view D) Particular attention among the aircraft's airborne systems deserves a control system. It did not have traditional hydraulic drives and boosters, without which in the early 50's. it seemed impossible to control not only a heavy aircraft, but also a fighter. Instead of the usual ropes of cables and rockers working on compression, stretching and bending, the system was equipped with shafts, torsion-driven from large-scale screw pairs driven by self-contained electric drives. Electric motors were located near the steering surfaces and flaps. Their wiring was more convenient for laying it inside the units of such a large aircraft as the "150", in comparison with the mechanical and hydraulic communications. The proposed electromechanics was met ambiguously. They talked about the insuperability of friction in screwdrives, about the difficulties of fitting couplings and lead screws, their laboriousness in manufacturing and assembly. Some doubted the reliability of the electrical circuit system: the pilot - the generator - the electric motor - the rudder. I had to convince again, but this time and see for yourself. A serious concern was caused by the de-energization of the aircraft in case of failure of both engines in flight. It was necessary to arrange a reserve wind-rogenerator, produced from the fuselage into a stream on a rotary rod. It had a multi-bladed impeller, a small streamlined casing and had a capacity sufficient for the operation of the control electrical system and cabin equipment for a night flight. To test the mechanics, a small stand of the main steering station was erected, where the necessary control unit assemblies with screw pairs were installed, without electric machines and wires. The issue of estrus has disappeared immediately, but as long as electricians have adapted, technologists have accepted it. The discussion subsided, opening the way for the novelty embodied in the design of the flying machine. The rudder-operated electric motors were powered by generators of a power plant consisting of two turbojet engines AL-5. The thrust of one turbojet engine was 5000 kg. The engine had an axial seven-stage compressor (the input directing device was called the zero stage), 24 tubular combustion chambers, an adjustable nozzle and a gasoline turbine starter housed inside the cone of the diffuser. Ten-liter tanks with starting gasoline were placed in the pylons of the TRD suspension. The idea of ??the suspension suspension was given by the AMB Lulka engine designers, who encountered a similar installation of four TR-1As on an Il-22 airplane. But there, as well as on the bomber "140", the fairings of the suspended frames were smoothly merged with the gondolas and with the top covering of the wing with guts, so they were not real pylons. Narrow arrow-like, ie, real, pylons of an isolated underwing engine installation were used in the USSR for the first time on an airplane "150". Removal of the nacelle engines outside the wing excluded their mutual influence and thus improved the aerodynamics of the wing. In practice, this had a significant effect. Compared with the nacelles built into the wing (see drawing I-215D), the pylon suspension, although it had a slightly higher resistance, but significantly increased the lift of the wing. Aerodynamic quality, and hence the range of flight from this significantly increased. The height of the pylons was limited by the safe distance of the nacelles (and their air intakes) from the ground in order to avoid foreign objects entering the high-pressure compressors from the runway, and also sufficient removal from the wing to reduce harmful interference of the flow. The front take-out of the engines was calculated as the optimum distance of their centers of gravity from the axis of rigidity of the wing. With the sweep of the pylons at 79'30 ', the TRD performed the function of anti-fleet loads of 1300 kg each and effectively extinguished the self-excited bending and torsional vibrations in flight. The construction of the bomber began in 1950 on the insufficiently prepared production base of the plant No. 256. During the assembly and assembly work, the workshops and laboratories were reconstructed. A lot of trouble in this situation went to the chief engineer of the plant F. P. Voznesensky, but the car was built on time by May 1, 1951. Flight tests began only in July, because the plane had to be relocated to another airfield with a fairly extensive takeoff and landing stripe. A new station in the city of Lukhovitsy was moved to the flight station. The first flight and all the subsequent 15 flights on the bomber "150" was made by Hero of the Soviet Union J. I. Vernykov. The place of the pilot-operator in the tests was occupied by the flight engineer Ye. N. Zharkov. The navigator and the radio operator also took part in the flights. The aircraft was temporarily lacking defensive weapons. The testing of the machine with guns was commissioned by the Air Force Research Institute. Leading engineer in the factory tests from the OKB was SN Rybakov, and MIAP together with the pilot seconded the lead engineer I. N. Kvitko. On flights often there was a deputy chief designer PNObrubov, who before the war was deputy VN Belyaev on the long-range bomber DB-LK. All the novelties created by the creators of the plane worked without serious remarks. However, shortcomings and even oddities in the behavior of the machine were revealed. Thus, longitudinal instability in speed and congestion was detected, and at altitudes of 9-10 thousand meters for flights at maximum speeds the aircraft was inclined to small smooth longitudinal oscillations with a stationary handle. The transverse swing on the decrease, which passed into the general axis, was eliminated by the completion of the construction (see above). However, it was not possible to collect a full list of the testimonies. On May 9, 1952, when approaching the landing, the car unexpectedly fell into disrepair and fell to the ground before the band, because the pilot went to land against the sun and did not manage the plane. The chassis was demolished, the engines and fuselage were damaged. Factory tests decided not to pursue further, recognizing them completed. The design characteristics were mostly achieved, and some even exceeded. The maximum speed at the ground is 790 km / h, at an altitude of 50 m, about 850 km / h is received, at an altitude of 5000 m - 970 km / h, at an altitude of 10,000 m - 930 km / h. The fixed landing speed is 210-215 km / h. The climbing time of 5000 m is 5 minutes, the altitude is 10000 m - 18 min. Practical ceiling of 12500 m. The take-off on the turbojet engine was 1200 m, and with the use of the starting solid-fuel accelerators of II Kartukov type 129-1 (draft 4x2000 kg, operating time 17 s) it was reduced to 700 m. Mileage after landing 700 m. Range flight, depending on the combination of fuel and bomb load could vary from 1500 km to 4,500 km. The maximum duration of the flight is 5.6 hours. The normal fuel reserve is 9000 kg, the maximum with three additional tanks in the bomb bay is 18800 kg. Responding to the specified tactical and technical requirements, the 150 bomber did not develop further, since the successful development of the Il-28 mass front bomber and successfully passed the State tests of the Tu-16 long-range bomber eliminated the need for an intermediate class vehicle. Moreover, in the midst of the Cold War, the development of a new type of large aircraft was considered unnecessary. The broken plane "150" was dismantled. Its aggregates and fragments of structures are represented in the educational hangar of 101 departments of the Moscow Aviation Institute. According to the combat radius and bomb load, the aircraft was to occupy the intermediate position between the Il-28 and Tu-16 . In spite of a number of technical innovations used on the aircraft (making engines for underwing pylons, electric drives of control elements, etc.), and on the whole successful tests, the aircraft did not go to the series under the pretext of excessive range for a front-line bomber, and insufficient for a strategic bomber . The only completed flight specimen crashed due to the pilot's fault and was not restored. The innovations developed for the "150" subsequently found their application in other samples of Soviet aircraft technology. The project has reached all the requirements set in the pre-project, in some cases exceeding them. In addition, the aircraft had a number of technical innovations that eventually found their niches - engines on underwing pylons, bicycle chassis, electromechanical control system. At the same time, problems with the engine led to the aircraft taking off against the backdrop of successful production of Il-28 and Tu-16, and in the conditions of the Cold War was unclaimed for economic reasons. However, the unusual project was not forgotten - after the repatriation of aviation engineers in the GDR, it was Baade 152 that was the basis for the Baade 152 project. The design of the bomber "150" was closely studied when creating a strategic bomber M-4 . Thus, the electrical remote control system was considered, but was rejected because of insufficient reliability. "Squatting" the same bicycle chassis was later upgraded Myasishchev when creating the M-4 bomber . In the process of adaptation it became clear that the system is unacceptable for strategic bombers in its original form under the conditions of operational loads, therefore VM Myasishchev and GN Nazarov made the chassis not "squatting" but "upset" due to the hydraulics of the front landing gear. Three years after the first flight of the "150", the IL-54 took off, a bomber that had many layout features of the OKB-1 aircraft: a bicycle "crouching" landing gear, a swept wing, engines on pylons. Specifications Crew : 5 people Length : 26.74 m The scope of the wing : 24.1 m Height : 7.6 m Wing area: 115 m 2 Mass empty 26 800 kg Normal take-off weight: 38,000 kg Maximum take-off weight : 47,000 kg Mass of fuel in internal tanks: 9 000-18 000 kg Power plant: 2 × TRD AL-5 Thrust : 2 × 5000 kGs Flight characteristics Maximum speed: From the land: 790 km / h at an altitude of 4000 m: 970 km / h Distance range: 4500 km Practical ceiling : 12 500 m The climb time is 5000 meters: 5.0-8.0 minutes Lifting speed : 5-8 m / s Load on the wing: up to 6000 kg Length of take-off: 1200 m Length of run: 700 Armament Rifle and cannon: five 23 mm SH-23 Suspension points: bomb compartment Combat load: up to 6000 kg Bombs : 1500-6000 kg
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