Bereznyak Isaev BI-1 ... my attempt number FOUR

[Aardvark]

Hi, all.

 

As I promise - Bereznyak Isaev (other  version name Ближний Истребитель- Blizhniy Istrebitel /Short  range fighter ) BI. 

 

It's my   FOUR attempt build model this aircraft.

First was finished, but it's was BI-1 from SportIndustriya. This kit was wrong so went to the garbage. On attempt number two, I think I spilled glue, and he went where the first one was. Attempt number three was almost over ... but as always, drawings  appeared, after which it turned out that the model was not as accurate as we would like. Then a new model was bought for  attempt

number FOUR.

What I say

....the bug turned out to be small, but very smelly....😁

On photo:

- Two box 

attempt

number TWO and attempt number THREE:

- attempt number THREE with attempt number FOUR:

(match for compared size this little bug):

(Black and gray stains are such poor quality plastic.)

The current state of the kit:

On fuselage don't have fin - don't worry it is not lost, it lies apart.

 

All technical details, history, drawings, documentary filming e.t.c will be latter when officialy started this GB. 

 

In the meantime, until November 14, I will continue to rivet the Mirage III V... on which almost half of the hatches and panel line were missed, which I had to catch from the photo.

 

B.R.

Serge

 

[Col.]

A diminutive and unusual subject Serge that deserves its place here   Hopefully the kit is better quality than it looks. A pity you're not going to finish those two previous attempts when they're so far progressed.

[Aardvark]

So, GB officially started!

😉😁

Firstly I used official factory cutaway key BI from magazine published rescale to 72nd:
 

Main problem with model geometry: 

a seemingly ridiculous and insignificant 1mm fuselage height insert is necessary, but for such a small aircraft this is a lot!

 As You's see model 95,7 mm  in length

for 72nd scale.

Cut off!

😎😛
So it's first officially made
cut off in this GB !!!

😛😉😁😎

Where is my champagne from the hosts?

😉😁😁😁

B.R.

Serge

 

Edited November 14, 2020 by Aardvark
Fixed arrangement of photos for easier viewing.

[Col.]

You're quick off the mark with this one Serge

[Aardvark]

21 minutes ago, Col. said:

You're quick off the mark with this one Serge

What a pathetic attempt not to give champagne  Don Perignon- 1812!  Same as this one:

!!!!!

😁😁😁

 

B.R.

Serge

[Col.]

Stop throwing champagne bottles around and get on with your model

[Aardvark]

4 hours ago, Col. said:

Stop throwing champagne bottles around and get on with your model

Could honestly admit that the hosts  drank all the champagne intended for the modeller  who starts the first build in this GB!

😛😲😢

 

But as You wish!😁

First glue applied on this GB:

Compared with original:

But it's photo 5th prototype BI-5 with other rocket engine

and without two 20-mm ShVAK guns:

Of course if this GB was in The Navy:
 

I would have received rum from the hosts GB as a prize! 😉😁

This is a tradition in the GB Navy, I know about that -  Sir Winston Churchill talked about it!😁😁

But since BI-1 is a land plane, not a naval one, it seems that in this GB, instead of rum, I will receive from the hosts GB only other parts of this statement, Sir Winston Churchill! 😁😁

Compared with attempt number three which is I'm made as OOB:

 

B.R.

Serge

 

P.S.

Oops, I just noticed I was the first to post pictures with the first use of glue and paint in this GB @Andwil

 

so, I can no longer pretend to rum and everything else! 😉😁😁

 

P.P.S. All waiting from my stories about first flying

Soviet Jet fighter with drawings and photos? Of course it's will be, but later! 😉😎

[Andwil]

11 hours ago, Aardvark said:

P.S.

Oops, I just noticed I was the first to post pictures with the first use of glue and paint in this GB

Ha!  You’d have to get up really early to start before me!  (You’re not in Vladivostok are you?)

 

Where’s my 🍾?  Or as preferred down under my 🍺 or a good McLaren Vale Shiraz 🍷.

 

AW

[Col.]

9 hours ago, Andwil said:

Where’s my 🍾?  Or as preferred down under my 🍺 ...

Where you are if it ain't in your fridge you probably don't want it!

[Andwil]

2 minutes ago, Col. said:

Where you are if it ain't in your fridge you probably don't want it!

Amen!  I have a nice Iron Jack Lager in the fridge to wash down the homemade pizza we are having tonight.  I’ll raise a silent toast to Britmodellers and Aardvarks when I drink it.

 

AW

 

 

[Aardvark]

On 11/15/2020 at 1:46 AM, Andwil said:

Ha!  You’d have to get up really early to start before me!  (You’re not in Vladivostok are you?)

No, I'm not from Vladik, 😁 my hourly time difference from Greenwich is only UTC+3:00

 

On 11/15/2020 at 1:46 AM, Andwil said:

Where’s my 🍾?

This would have been possible sometime before 2010,

when the Artyomovsk Champagne Factory was still producing normal champagne. But at now, according to many reviews this 💩 . I myself have not bought their products for almost 10 years.

On 11/15/2020 at 1:46 AM, Andwil said:

Or as preferred down under my 🍺 

Beer? Here it was possible from 1962 to 2000, when it was believed that normal beer was still brewed. Bottled beer was then stored for only 45 days, after which it turned sour, because it's was unpasteurized, live beer. 

From the assortment of beer that the local brewery produced:

I tasted only:

- in the top row, the far right and the far left;

- the middle row is all;

- the bottom row didn't try only the second from the left. By the way, about the labels on the bottom row.  The first beer on the left "Dobry Shubin"

(kind Shubin)

http://donjetsk.com/wp-content/uploads/2015/05/1316447040_park-kovanyh-figur-dobryy-shubin.jpg

B.w.

 

http://donjetsk.com/wp-content/uploads/2015/05/1316446988_park-kovanyh-figur-big-ben.jpg

 

http://donjetsk.com/wp-content/uploads/2015/05/1316446992_park-kovanyh-figur-big-ben.jpg

(Resource photo:

http://donjetsk.com/life/961-shubin-i-kompaniya.html

, just own photo long search on Internet)

is named after the underground spirit who, according to legends, lives in mines and protects miners, The third brand from the left "Old Yuz" is named after the founder of the city, an Englishman (more precisely, he was a Valian) John Hughes.

these were mostly light beers with a shelf life of 45 days because they were live beers without preservatives.

 

According to legend, which however is confirmed, when Stalin met the miners in 1951, Stalin asked them: "What would you like?", one of the miners, plucking up courage, said: "We would have a beer, Comrade Stalin!"  In the same year, a decree was signed on the construction of a brewery.  Construction began in 1952.

The construction of the plant lasted from 1952 to 1962.

And until 2000, the plant brewed good beer, but the gangster redistribution of property left over from the USSR that was taking place at that time did not bypass the brewery either.  The owner was killed and he went to new owners who wanted a lot of money, but did not understand anything about the production of beer. Naturally, there was no income, and the plant was sold On July 4, 2008, the British brewing company SABMiller, but On November 1, 2012, Miller Brands  was transferred to the management of Efes (Turkey) ... well, you know what that beer was....during the war, the brewery did not work from 2014 to 2015, in 2015 it resumed its work, but I don’t like them

beer yet.

 

All this is written, only to justify this phrase:

" I don't have a local decent offer 🍾 and 🍺 for 

@Andwil !"

😢 😕 😁

Without such a lengthy explanation about local beer and sparkling wine   , everyone just thought I was very greedy!

😁😁😁

 

 

 

On 11/15/2020 at 11:02 AM, Andwil said:

I’ll raise a silent toast to Britmodellers and Aardvarks when I drink it.

😁

Thank You, of course, but according to our traditions,  drink silently and without clinking glasses only at funerals! 😉😁

 

But return to model BI.

First of all, this statement:

On 11/6/2020 at 2:07 AM, Col. said:

  Hopefully the kit is better quality than it looks. 

was left without comment!
But there is something to comment on!  In fact, if not for the annoying and stupid mistakes in geometry, this model would be a small diamond!


The color of the white plastic and the properties of the camera do not allow to sufficiently photograph its detailing, but even these photos speak volumes:
- Cockpit interior:

- General wing geometry:

- Wing, tail, weapons bay e.t.c exterior:

For understand exterior detailed this model photo on my attempt number three:

On rocket engine exhaust cone do not handmade rivets, it's rivets was in the model surface.

But as in many VES models, due to unsuccessful design solutions (which, however, are due to the technologies that existed at that time, and this was all in the early 90s) and the quality of casting, all this beauty can disappear:

By the way, the attachment point of the tail to the fuselage is the worst place in the model, everyone who built it speaks about it.

But all this would be nonsense, if not for errors in the geometry of the model, and the most amazing thing is that the manufacturer had design documentation and made on its basis sufficiently accurate and detailed drawings that have not yet been published!  But you can see them in the background of this 48th scale BI model:

 which was never released by VES due to the default of the Russian Federation in the late 90s.

So, I made fuselage normally, as for my,
but have little problem with fin:

So there is work to do!

In the meantime, the question: "Why is there this sprue from NOVO Javelin?" 😉😁

Any hypotheses? 

😉😁

 My answer will be in the next post.

I promised here:

 that I am doing my own casino with blackjack in my topic? 😉😁 I do it!😁😎

 

B.R.

Serge.

 

P.S. Next posting will be about little-known aspects

history this interceptor, the answer to my question, if no one has answered it before, well, and something else.

[Aardvark]

Google translate little known  article which is freely available on the Internet: 

 

""Bulletin of Aviation and Cosmonautics" 1998 No. 2, p.72-73
 

BIOGRAPHY BI.  NEW LINE

 

 Much has been written about this first-born Russian jet aircraft, and it seemed there was nothing more to add to his already short biography.  However, the study of the archives and the comparison of information from all available sources, carried out by the aviation historian Ivamin SULTANOV, reveals new facts about the BI rocket fighter.

 

 

 The abbreviation BI stands for "close fighter", and the names of its designers Alexander Bereznyak and Alexey Isaev have nothing to do with it.  When in the spring of 1941 two young engineers who worked at the V.F. Bolkhovitinov Design Bureau at the 293rd Moscow plant began to proactively design an interceptor with a rocket engine, they least of all thought about perpetuating their initials.  By the way, at that time the project was designated by the letter "G".
 The "heart" of the aircraft was the LRE D-1A designed by LS Dushkin and VA Shtokolov, designed for a thrust of up to 1500 kg.  Initially, they wanted to use a pumping feed of components to power it, but to save time, they adopted a displacement feed.  As time has shown, such a decision was erroneous for reasons that will be highlighted below.  But then, even before the start of the war, the designers enthusiastically assembled the aircraft.
 Project "G" was a normal low-wing all-wood construction with a semi-monocoque fuselage.  The bow compartment housed two ShVAK cannons with 45 rounds of ammunition per barrel, underneath them were two fuel (kerosene) tanks and five compressed air cylinders.  From the cockpit, the bow compartment was separated by a steel armored partition 5.5 mm thick.
 Behind the inclined armored back of the chair were five large tanks with an oxidizer - nitric acid and air cylinders of the pressurization system.  Separators and filters for kerosene and acid systems were grouped in a separate unit in the aft fuselage.
 This version of the aircraft was adopted as the main one.  Further development was headed by I.F. Florov, who transferred to OKB-293 after all work on the I-207 biplane fighter was stopped and his own design bureau was disbanded.  In creating the appearance of the aircraft, which later went down in history under the designation BI, this man played perhaps the most important role.  Much that had been previously developed by the staff of VF Bolkhovitinov, Ivan Fedorovich had to redo - from the contours of the aircraft "G" in the draft design and ending with the placement of equipment.
 On August 1, 1941, the State Defense Committee adopted a decree on the construction and testing of the BI missile interceptor, and by September 15, the plane was built, but ... in a glider version.  The engine was "late" for it, and therefore test pilot Boris Kudrin had to first take off in tow behind the Pe-2.  In the glider version, the main aerodynamic characteristics were taken, which showed that there would be no surprises in the passive flight phase.  In addition, the aircraft was blown through at TsAGI in a full-scale T-101 wind tunnel.  At the same time, at the NII-3 (former RNII) in Likhobory near Moscow, the D-1 A.
 
 Drawing of the OKB with the scheme of the aircraft "G"
 In the second half of October 1941, OKB-293 was evacuated to the village of Bilimbay, Orenburg region, and NII-3, to Sverdlovsk.  For this reason, it was possible to install a liquid-propellant engine on the plane only by the spring of 1942.  On April 30, test pilot of the Air Force Research Institute Grigory Bakhchivandzhi made the first launch of a rocket engine from the cockpit.  On May 15, a historic flight was made from the Koltsovo airfield, which opened the era of jet aviation for the USSR.
 This event was perfectly described in the book "Rockets and People" by BE Chertok - a direct participant in those events, and therefore it makes sense to dwell here on only some of the technical details of the first flights that remained behind the line of memories.
 So, in a flight of 3 min 9 s, an altitude of 840 m was reached and a rate of climb of 23 m / s was recorded.  It was a success!  But the annoying failure of the landing gear led to the destruction of the tail section, so the second flight took place only on January 10, 1943, when a backup was built - BI No. 2. Grigory Bakhchivandzhi completed the flight task perfectly.  The recorders recorded an altitude of 1100 m, a speed of 400 km / h, and the operation time of a liquid-propellant engine was 63 s.
 A few days later, the pilot was summoned to the People's Commissariat of Moscow to participate in the mock-up commission, which approved the draft design and mock-up of the 302 rocket fighter, which was named Ko-1 by the name of A.G. Kostikov.  On January 12, in the third flight, a colleague was replaced by Konstantin Gruzdev, who accelerated the aircraft in accordance with the task to 675 km / h at an altitude of 2000 m. The engine thrust was adjusted to a maximum value of 1100 kg.
 The test pilot performed an excellent flight and landed exactly at the landing "T".  However, even on the rise at BI No. 2, the right ski came off and upon landing, the damaged rack broke off ... By the beginning of March 1943, after repairs, the car was prepared to continue testing.  In the fourth popet on March 11, with a rate of climb of 82 m / s, Bakhchivandzhi gained an altitude of 400 m. The total flight duration was 6 minutes.  The engine ran for 80 s.  The fifth flight was no less successful on March 14.  This is where the life of the "understudy" ended, as his acid tanks were leaking.
 By that time, BI No. 3 was built and brought into flight condition, which was no different from the "two".  On it, Bakhchivandzhi made the first flight, which in the end of all flights on BI devices turned out to be the sixth.  The takeoff weight of the “three” was full, the engine thrust was the highest.  The pilot also performed this flight flawlessly.  It remained to check the behavior of the machine at higher speeds.  In the next, seventh, departure it was planned to achieve the highest speed: 750 - 800 km / h.  At the 78th second of the flight at an altitude of 200 m, the aircraft suddenly lowered its nose and entered a dive at an angle of 45-50 degrees.  BI # 3 crashed into the ground and the pilot was killed.  This happened on March 27, 1943.
 

 Cutaway key of the aircraft "G"

 Grigory Yakovlevich Bakhchivandzhi was awarded the title of Hero of the Soviet Union 30 years after his death.
 After a long break in flight tests, connected with the investigation of the causes of the disaster, the next aircraft  entered the airfield - BI # 4, armed with real ShVAK cannons with ammunition.  To cool the bolt mechanisms of the guns, a small air intake was installed between their barrels.  BN Kudrin flew on this plane, but did not shoot guns.  In general, the BI did not fire any firing either on the ground or in the air.
 Starting from the middle of 1942, in parallel with the tests of the prototype BI at the A.S. Moskalev plant, under conditions of great secrecy, the production of a military series of BI-VS aircraft was launched.  The serial samples differed from the experimental "four" by a suspended cassette with 10 bombs of more than 2 kg caliber, which had an impressive lethal force.  The bomb body was made of thermite magnesium alloys, a new type of explosive was used.  After the death of G.I.Bakhchivandzhi, 30-40 built BI-VS aircraft were destroyed.
 At this, the first stage of flight studies of BI aircraft ended.  In the flights produced, the machines were tested with D-1A-1100 engines, with the exception of the very first, "BI glider", with a weight simulator.
 By 1944, at the 293rd plant, there were still five cars (No. 5-No. 9).  They were used to install experimental RD-1 and RD-1M engines designed by A.M. Isaev, one of the designers of the BI aircraft in 1941.  Having figured out the reason for the frequent burnout of the Dushkin LPRE chamber, Isaev came to the conclusion that the displacement feed did not provide constant thrust in any segment of the flight.  The thrust after launch increased sharply and after reaching the peak value, it also fell sharply.  Not designed for such an overshoot of temperature, the LPRE chamber naturally burned out.  This would not have happened with the pumping of the components to stabilize the thrust.  But it was already impossible to change anything, and the mistake of the designers actually disavowed their own brainchild.  BI from an experienced fighter became a purely experimental machine for studying the propulsive qualities of new rocket and jet engines.
 Two ramjet engines were installed at the ends of the BI No. 6 wing.  The aircraft did not have a main rocket engine, since the D-1A was abandoned, and the RD-1 had not yet been completed.  During Kudrin's flights, it was not possible to achieve the simultaneous start of the engines after uncoupling from the Pe-2 towing vehicle, and the experiments were terminated.
 The RD-1 engine was installed on BI No. 7 at the beginning of 1944, and Boris Kudrin made two flights on it on January 24 and March 9, each lasting 33 minutes.  On this instance, as on all the remaining machines after the abandonment of the L.S. Dushkin engine, the armament was not installed, but was replaced by weight imitators.  All of them differed from the first batch of BI aircraft with an increased rudder and a reduced area of the ventral false keel.
 
 Airplane BI No. 6 with a ramjet engine in the T-101 wind tunnel of TsAGI
 As a result of alterations of the tail assembly and removal of the braces during flights on BI No. 7, tail shaking was observed at a speed of 250-270 km / h.  "Seven" was temporarily suspended from flights, and experiments to determine the causes of shaking continued on BI No. 5. This machine was brought into full compliance with the "Seven": they installed imitators of retracted skis (pressed against the hull) and fairing of the wing with the hull taken from the Seven  ".  Under the fuselage, simulators of fairings for arc ignition devices of A.M. Isaev RD-1 liquid-propellant engine were attached and the tail fairing was removed.  In six flights, the shaking was not detected, and due to the lack of clarification of the reasons, flights to BI No. 7 were stopped.
 From April 25 to April 29, 1945, flights were carried out on BI No. 9;  the number "9" on its keel was for some reason repainted in "6", and the car was subsequently designated BI No. 6 instead of the "real" "six" that had gone for testing at TsAGI.  Pilots Matvey Baikalov and Boris Kudrin tested this aircraft with the maximum possible wing loading (takeoff weight was increased from 872 to 1300 kg) at all speeds in the range of 220-360 km / h.  In total, 12 flights were conducted on the new "six".
 Traces of the eighth machine BI were not found in the archives.
 In total, BI planes made 7 flights with the D-1A engine designed by D.S.Dushkin, 2 flights with the RD-1 engine designed by A.M. Isaev and 3 flights with a ramjet engine.  G.Ya.Bakhchivandzhi, K.A.Gruzdev, B.N.Kudrin and M.A. Baikalov took part in the tests.
 The test program of the "close fighter" could not be completed.  Frequent changes in the leadership of the RNII, NII-3 and NII-1 and the chief designers of the aircraft and engines actually doomed the project to failure.  One conclusion could be drawn: a small BI airplane equipped with a liquid rocket engine can fly ..."

 

In this article, the most interesting mention of the fully armed BI # 4, the photos of which have not been published until now, also most sources indicate that the BI-6 with ramjet engines

did not fly.

 

Just as sad is the fate of the author of this publication, who was an aeronautical engineer and enthusiast researcher of little-known pages of the USSR aviation. So most of the schemes, rare, experimental and experimental aircraft, as well as projects for the aviation of the USSR, were carried out by him. But after the collapse of the USSR, when there was no interest in this topic, he was left without a livelihood and was forced to go to trade on the market, where in winter, not having enough warm clothes, he grew cold, fell ill with pneumonia and was gone.

 

B.R.

Serge

 

Edited November 17, 2020 by Aardvark
Double posting. Add storie BI.