36:
431:) and a speed of 675 km/h (364 kn; 419 mph) was achieved and a maximum altitude of 2,190 m (7,190 ft). During the winter, the landing gear was switched from wheels to skis. On one of Gruzdev's flights, one ski broke off during take-off, but he was able to land safely. Bakhchivandzhi returned to make flights in the third prototype BI-3 on 11 March, 14 March and 21 March, reaching a maximum altitude of 4,000 m (13,000 ft) with a maximum rate of climb of 83 m/s (16,300 ft/min).
391:
and the engine head struck the back of the pilot's seat, knocking
Bakhchivandzhi against the instrument panel and injuring him slightly. Pressurized nitric acid from a broken propellant line drenched Pallo. Fortunately, quick thinking mechanics dunked him head-first into a tank of soda solution. His face was yellow from the characteristic acid staining, but his glasses saved him from being blinded. To protect the pilot in the future, a 5.5 mm (0.22 in) steel plate was added to the back of the seat.
402:
of nitric acid and 60 kg (130 lb) of kerosene loaded), and the engine was de-rated to 4.9 kN (1,100 lbf). The pilot shut the rocket engine off after about one minute, when a light indicated it was overheating. On landing, the aircraft descended too rapidly because of insufficient forward speed, breaking the main-landing-gear on touchdown. The pilot was unhurt and reported that, aside from the rough landing, the aircraft handled well. The flight lasted only 3 minutes and 9 seconds.
902:
491:. On May 29, the pilot M.K. Baykalov tested the BI-7 in glider mode, without starting the engine, and the flutter was not detected. At this point, the aircraft was too corroded by nitric acid to fly again, and it was retired. To further investigate the flutter problem, BI-5 was modified in the same fashion as BI-7 (but with no engine) and tested in glider flights; however, the problem was not reproduced.
443:
lost control due to transonic effects on the pitch controls / stabilisers. Estimates of
Bakhchivandzhi's final velocity range from 800 to 900 km/h (430 to 490 kn; 500 to 560 mph), but the recording instruments were too damaged by the crash for a reliable measurement. The 27 March is considered a black day in Soviet aviation history, also being the date that
304:
60 centrifugal injectors, the cylindrical chamber, and the nozzle – joined with bolts and copper gaskets. It was ignited with a nichrome glow plug, later replaced with silicon-carbide and was cooled regeneratively by both propellants, the chamber walls by a spiral flow of incoming fuel (kerosene) and the nozzle section by the flow of oxidizer (Nitric Acid).
475:'s DM-4 ramjet engines. It did not contain a rocket engine, so it was towed into the air. The pilot, Boris Kudrin, flew the BI-6 three times, but was never able to get both ramjets to start at the same time. The aircraft was taken to TsAGI for further tests in the T-101 wind tunnel. The DM-4 auxiliary motor was also tested on the
256:. The young Bereznyak had made an impression in 1938 with a high-speed airplane design that some thought could break the world speed record. Bereznyak and Isaev were excited by the idea of designing a rocket-powered aircraft, and their "patron" Bolkhovitinov approved. By the autumn of 1940, they were able to show fellow engineer
325:. After giving a report at the Kremlin, they were ordered to build the aircraft and were given only 35 days to do so. The official order was dated August 1, but work began in late July. The engineers were given leave to visit their families, and then literally lived at the factory until the aircraft was finished.
442:
On 27 March, during a low-altitude test flight, BI-1, piloted by
Bakhchivandzhi, entered a 45-degree dive and crashed into the ground, killing Bakhchivandzhi. The accident put a halt to flight tests, and a lengthy investigation began. Eventually, after wind tunnel testing, it was determined that BI-1
418:
in the early 1930s. Isaev's propellant feed system was simple, but it produced an uneven fuel pressure that diminished as compressed air was used up. Bolkovitinov and his engineers wrestled with this problem, designing pressure regulators and even a piston fuel pump driven by compressed air, but none
390:
Nitric acid presented a constant problem, corroding parts and causing skin burns and respiratory irritation. Tanks of sodium carbonate solution were kept around to neutralize acid spills. On 20 February 1942, the engine exploded during a full system test. The nozzle section was blasted into the lake,
102:
486:
BI-7 was flown twice with the RD-1 engine, on
January 24 and March 9, 1945. Pallo reports there was an emergency with the landing gear during the January flight. In addition to the new engine, various changes were made to the aircraft's design: a larger rudder, smaller false keel, and different wing
483:
0.12% carbon content). The head had 85 swirling injectors arranged in a honeycomb pattern that promoted improved fuel-oxidizer mixture. It also used a more reliable electric arc starter instead of a glow plug. Isayev also improved the regenerative cooling, increasing the flow rate around the nozzle.
401:
On 15 May at 19:02 (UTC), Bakhchivandzhi made the first real flight of BI-1, reaching an altitude of 840 m (2,760 ft) and a maximum speed of 400 km/h (220 kn; 250 mph). The mass of the aircraft had been reduced to 1,300 kg (2,900 lb) (only 240 kg (530 lb)
482:
With the loss of the D-1-A-1100 engine, Isayev began designing a new engine. The RD-1 was completed and tested in
October 1944. The general form of the engine was the same as Dushkin's, but with numerous improvements. Isayev fashioned the sections from 12Kh13 stainless chromium steel (13% chromium,
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The 21 March flight was with a full load of ammunition, however most of the BIs did not carry weapons, and although some reports claim that BI-4 was used for live ammunition tests, the guns were never fired in flight. The BI-4 model was also reportedly to be used as the template for mass production
422:
Too damaged by acid to fly safely, BI-1 was retired and the second prototype BI-2 was made ready. Backchivadzhi made the second flight on 10 Jan 1943, reaching 1,100 m (3,600 ft) but with the engine still throttled back for a maximum speed of 400 km/h (220 kn; 250 mph). The
303:
The D-1-A-1100 was built from S54 steel (a 12% chromium alloy). At this point in time, Russian rocket engines were built with typical aviation piston-engine manufacturing technology, weighing 48 kg (106 lb), it could be broken down into discrete forged-steel sections – a conical head with
505:
However, the experience accumulated by
Bolkhovitinov design bureau became invaluable, and the design bureau alumni went on to become prominent figures in soviet rocket and space technology. Two BI engineers became the founders of two design schools: Bereznyak founded OKB-155, which was the USSR's
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was expected to reach 10.8 kN (2,400 lbf). The "A" stood for Nitric Acid ("Azotnokislotny" in
Russian), versus K for Liquid Oxygen ("Kislorodny" in Russian), a distinction of unusual importance and controversy among Soviet rocket scientists. Dushkin's turbine propellant pump was causing
343:
Working around the clock, local furniture workers were employed to build the first two prototypes (BI-1 and BI-2). The skin was 2 mm (0.08 in) plywood with a bonded covering of fabric. The ailerons, elevators and rudder were fabric covered, and the flaps were duralumin. In the forward
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In
October, both OKB-293 and RNII were evacuated to the Urals, along with most of Moscow's war industry. Bolkhovitinov's team was stationed in Bilimbay, and Dushkin's team in Sverdlovsk, about 60 km (37 mi) away. A test stand was built on the shore of frozen lake Bilimbay, with a
336:. The new aircraft was a low-wing monoplane 6.4 m (21 ft) long, with a wingspan of 6.5 m (21 ft) and an estimated take-off mass of 1,650 kg (3,640 lb) (dry mass 805 kg (1,775 lb) and had a maximum propellant load of 705 kg (1,554 lb). The
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brought the Soviet Union into World War II, and the rocket-powered interceptor suddenly became important. Bereznyak and Isaev began a new more detailed design, which they finished in three weeks. On 9 July
Bolkhovitinov and his project-G team met with
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In May 1943, OKB-293 returned from its evacuation and set up operation in Khimki, a suburb of Moscow. On May 18, Bolkhovitinov wrote a detailed report "On Rocket
Aircraft and Further Prospects". He emphasized the need to study the dangerous regime of
426:
The third flight was made on 12 Jan (some sources say 10 Feb) by a temporary test pilot, Konstantin Gruzdev, while Bakhchivandzhi was consulting on Kostikov's "302" project. This time the engine was opened up to full thrust of 10.79 kN
332:(close-range fighter), but the letters were also understood by everyone to stand for its inventors: Bereznyak and Isaev. The original plan to include four machine guns was replaced by a design with a pair of 20 mm (0.79 in)
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After BI-6 was sent to TsAGI, BI-9 was put into service as a replacement (marked with a "6" on its tail). Flown by Boris Kudrin and M.A. Baikalov, it was used in glider tests with extra payload weight. The fate of BI-8 is unknown.
405:
In July, Dushkin recalled Pallo to help work on the "302" rocket-aircraft project, meanwhile Bolkovitinov asked Isaev to take over and master the technology of liquid fuel rocket engines. Isaev got permission to visit
351:") that was not especially resistant to corrosion. Thus, the acid tanks had to be replaced periodically. Compressed air was also used to retract and deploy the landing gear and to power the built-in cannon.
502:
aircraft began to appear in the mid 1940s, the lack of prospects for further development of rocket aircraft in general, and BI in particular, primarily due to limited flight time became evident.
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studied the test results and gave them sound advice for improvements. Yaw instability was corrected by enlarging the rudder and adding two circular plates to the tail horizontal stabilizer.
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first flight had been with landing gear kept down, and some vibration was observed. For the second flight the landing gear was retracted, and no vibration was observed at the same speed.
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considerable problems, driven by hot gas and steam from a small combustion chamber fed with rocket propellants mixed with water, but this system was perfected a few years later for the
354:
On 1 September 1941 the BI-1 was completed and ready for gliding tests by pilot Boris N. Kudrin as Dushkin's engine was still not ready. A few weeks later, rival aircraft designer
468:", and to safely transition through transonic speed and beyond. He proposed the goal of a new rocket aircraft capable of 2,000 km/h (1,100 kn; 1,200 mph).
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engine was capable of throttling between 400 kg and 1,100 kg and with 705 kg (1,554 lb)) of propellant, the engine could burn for almost two minutes.
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the head of RNII. Dushkin was not happy about the idea of bypassing his fuel pump design, but they backed the plan and cosigned a letter that was eventually shown to
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The BI was flown 12 times under power, seven times with Dushkin's D-1-A-1100 engine, three times with the DM-4 ramjets, and twice with Isaev's RD-1 rocket engine.
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for windtunnel testing. This alarmed Bolkhovitinov's team, because their patron had a rocky history with Yakovlev, but Alexander Sergeevich and aircraft designer
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had a take-off weight of 1,500 kg (3,300 lb), and they planned to use the new 13.734 kN (3,088 lbf) rocket engine under development in the
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By April 1942, BI-1 was ready for testing at nearby Koltsove airfield. A test commission was formed, with representatives from OKB-293, RNII and the
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1178:
Razvitne Metodov Teplozashchity Zhidkosthykh Raketnykh Dvitatelei (Development of Methods of Thermal Protection of Liquid Propellant Rocket Engines)
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The next year, Bolkhovitinov had five more aircraft produced, BI-5 through BI-9. In the spring of 1944, BI-6 was fitted with a pair of
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395:
414:. Glushko taught Isaev the complex techniques of chamber-wall heat transfer calculation and engine design, developed by himself and
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Bereznyak, Isaev and Chertok visited RNII in March 1941, but the new rocket engine was not working yet. The engine was designed by
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2140:
379:, was assigned to the team. Dushkin was increasingly absorbed by other work, including RNII's own rocket aircraft project, the
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On 21 June Isaev proposed a new design using compressed air instead of a pump to force propellant to the engine. The next day,
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section were 5 compressed air tanks and 2 kerosene tanks. In the aft were 5 compressed air tanks and three nitric acid tanks.
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Pressurized to 60 bar (6,000 kPa), the tanks were made from a high-strength chromium-manganese-silicon steel ("
272:– reaction engine scientific research institute). Chertok was astounded that the aircraft could almost climb vertically.
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Dushkin, Leonid S., "Experimental Research and Design Planning in the Field of Liquid-Propellant Rocket Engines",
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Central Aerohydrodynamic Institute) hosted a conference for aircraft chief designers on the subject of
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398:. On 2 May the pilot let the aircraft lift off to 1 m (3 ft 3 in) under low thrust.
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231:ЦАГИ – Центра́льный аэрогидродинами́ческий институ́т – Tsentralniy Aerogidrodinamicheskiy Institut
1997:
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439:'s factory, with Moskalev augmenting the twin ShVAK cannon with a load of ten thermite bombs.
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who supported this early work. After a long series of unmanned tests of vehicles, Korolev's
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Russian archive institute (RGANTD) tribute to Arvid Pallo. With table of launch events.
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510:, and Isayev became the founder of OKB-2, which specialized in low and medium thrust
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1105:
Soviet Combat Aircraft of the Second World War - Volume One: Single-Engined Fighters
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Article (in Russian) with photos, including pictures of the dashboard and cannons.
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Loktev, A., "Chetyre Vstrechi c Arvidom Pallo (Four Interviews with Arvid Pallo)",
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a preliminary design of "Project G". The design, made up mostly from plywood and
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project in 1932. His interest in stratospheric flight was also shared by Marshal
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Ognennye Krylya (Fire Wings: The History of Jet Aviation in the USSR 1930–1946)
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fillets. During the test flights, the pilot Boris Kudrin, noticed some tailfin
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291:, it fell short of the hoped for 13.74 kN (3,090 lbf) thrust and the
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dynamometer cradle to hold the BI-1 during engine testing. A new test pilot,
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410:, the leading Soviet expert on rocket engines, who was then working in
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Pervye Shagi k Kosmicheskii Dvigatelyam (First Steps of Space Engines)
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Bart Hendrickx, "Energiya-Buran: The Soviet Space Shuttle", 2010 p.6-9
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Soviet research and development of rocket-powered aircraft began with
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Bart Hendrickx, "Energiya-Buran: The Soviet Space Shuttle", 2010 p.6
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attended the TsAGI conference along with two of his top engineers,
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called for the development of a high-speed stratospheric aircraft.
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liquid-fuel rocket motor, 10.79 kN (2,430 lbf) thrust
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to oversee the installation and testing of the rocket engine.
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crash. In 1973, Bakhchivandzhi was posthumously elevated to
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Pallo, Arvid, "Raketnyi Istrebitel BI-1 (Rocket Fighter)",
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1107:. Leicester, England: Midland Publishing. p. 184.
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two nose-mounted 20 mm ShVAK cannon, 45 rounds per gun
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Experimental WW2-era Soviet rocket-powered interceptor
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Article (in French) with a collection of photographs.
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1002:
800 km/h (500 mph, 430 kn) estimated
201:interceptor developed during the Second World War.
1144:Essays on the History of Rocketry and Astronautics
225:rocket aircraft flew on 28 Feb 1940. That Spring,
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1187:(Part Work 1982–1985), 1985, Orbis Publishing.
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754:>800 km/h (430 kn; 500 mph)
358:took it upon himself to tow the prototype to
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270:Raketnyy Nauchno-Issledovatel'skiy Institut
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1244:
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702:~650 km/h (350 kn; 400 mph)
884:550 km/h (300 kn; 340 mph)
858:587 km/h (317 kn; 365 mph)
728:550 km/h (300 kn; 340 mph)
676:600 km/h (320 kn; 370 mph)
650:675 km/h (364 kn; 419 mph)
624:400 km/h (220 kn; 250 mph)
598:400 km/h (220 kn; 250 mph)
80:Learn how and when to remove this message
514:engines for rockets and space vehicles.
506:leading design bureau in development of
43:This article includes a list of general
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244:Aircraft designer and head of OKB-293,
14:
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237:and rocket propulsion. On 12 July the
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419:of these improvements were realized.
412:a special lab for political prisoners
1185:Illustrated Encyclopedia of Aircraft
29:
328:The new design was called "BI" for
24:
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953:6.48 m (21 ft 3 in)
947:6.40 m (21 ft 0 in)
731:160 m/s (31,000 ft/min)
517:
377:Grigory Yakovlevich Bakhchivandzhi
287:. Powered by tractor kerosene and
49:it lacks sufficient corresponding
25:
2162:
1191:
959:2.06 m (6 ft 9 in)
920:
861:87 m/s (17,100 ft/min)
679:82 m/s (16,100 ft/min)
459:Return to Moscow, Isayev's engine
1139:, The NASA History Series, 2005.
1045:List of aircraft of World War II
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601:23 m/s (4,500 ft/min)
100:
34:
246:Viktor Fedorovich Bolkhovitinov
204:
1121:
1096:
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1008:12,000 m (39,000 ft)
875:10.79 kN (2,430 lbf)
849:10.79 kN (2,430 lbf)
745:10.79 kN (2,430 lbf)
719:10.79 kN (2,430 lbf)
693:10.79 kN (2,430 lbf)
667:10.79 kN (2,430 lbf)
641:10.79 kN (2,430 lbf)
615:7.848 kN (1,764 lbf)
589:5.886 kN (1,323 lbf)
569:1 m (3 ft 3 in)
435:of 30 to 50 BI-VS aircraft by
239:Council of People's Commissars
13:
1:
2141:1940s Soviet fighter aircraft
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977:1,650 kg (3,638 lb)
965:7 m (75 sq ft)
881:3,500 m (11,500 ft)
673:4,000 m (13,000 ft)
2151:Aircraft first flown in 1942
1137:Rockets and People: Volume 1
893:
855:1,250 m (4,100 ft)
751:2,000 m (6,600 ft)
725:3,000 m (9,800 ft)
699:3,000 m (9,800 ft)
647:2,190 m (7,190 ft)
621:1,100 m (3,600 ft)
563:4.9 kN (1,100 lbf)
7:
1218:Footage of BI test flights.
1038:
971:805 kg (1,775 lb)
383:. He assigned his engineer
10:
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1616:Twin-engine cannon fighter
1050:Messerschmitt Me 163 Komet
595:840 m (2,760 ft)
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2006:
1980:
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1702:military aircraft during
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1624:Long-Range escort fighter
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370:Test flights in the Urals
197:was a Soviet short-range
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1632:Two-seat armored fighter
1153:, Mashinostroenie, 1978.
512:liquid-propellant rocket
453:Hero of the Soviet Union
2146:Rocket-powered aircraft
1078:Chertok, Boris (2005).
932:General characteristics
64:more precise citations.
1198:Le Bereznyak-Isayev BI
1165:Kosmonavtika proshlogo
1103:Gordon, Yefim (1998).
289:red fuming nitric acid
1176:Salakhutdinov, G.M.,
195:Bereznyak-Isayev BI-1
1661:Unknown/not assigned
1648:Heavy escort fighter
1521:Multi-seat fighter (
1254:fighter designations
314:Operation Barbarossa
308:War-time development
219:Mikhail Tukhachevsky
1608:Short-range fighter
975:Max takeoff weight:
330:Blizhnii Istrebitel
279:, who had made the
112:General information
1911:UTI-2/3/4/(I-16UTI
1587:IP-5 through IP-20
1466:Two-seat fighter (
1080:Rockets and People
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285:Korolyov RP-318-1
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473:Igor A. Merkulov
416:Fridrikh Tsander
408:Valentin Glushko
250:A. Ya. Bereznyak
157:Soviet Air Force
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1234:
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1220:
1219:
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1207:
1201:
1193:
1192:External links
1190:
1189:
1188:
1181:
1180:, Nauka, 1984.
1174:
1173:, Moscow 2005.
1167:
1161:
1160:, No 18, 1999.
1154:
1147:
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1010:
1009:
1003:
1000:Maximum speed:
989:
988:
978:
972:
966:
960:
954:
948:
942:
922:
921:Specifications
919:
918:
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742:Bakhchivandzhi
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723:
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716:Bakhchivandzhi
714:
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690:Bakhchivandzhi
688:
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664:Bakhchivandzhi
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612:Bakhchivandzhi
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560:Bakhchivandzhi
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519:
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460:
457:
428:
427:(2,430 lb
385:Arvid V. Pallo
371:
368:
309:
306:
277:Leonid Dushkin
211:Sergey Korolev
206:
203:
199:rocket-powered
189:
188:
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2017:
2015:
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2005:
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1893:
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1887:
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1863:Ground attack
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1149:Isaev, A.M.,
1148:
1146:, NASA, 1977.
1145:
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1089:0-16-073239-5
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1007:
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996:
994:
986:
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979:
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969:Empty weight:
967:
964:
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955:
952:
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943:
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937:
936:
935:
933:
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724:
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623:
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579:
578:
574:
571:
568:
565:
562:
559:
556:
553:
552:
548:
545:
542:
540:Burn Time, s
539:
536:
533:
530:
527:
526:
523:
515:
513:
509:
503:
501:
496:
492:
490:
484:
480:
478:
474:
469:
467:
456:
454:
450:
446:
440:
438:
432:
424:
420:
417:
413:
409:
403:
399:
397:
392:
388:
386:
382:
378:
367:
365:
361:
357:
356:A.S. Yakovlev
352:
350:
345:
341:
339:
335:
331:
326:
324:
323:Joseph Stalin
320:
315:
305:
301:
299:
294:
290:
286:
282:
278:
273:
271:
267:
263:
259:
258:Boris Chertok
255:
251:
247:
242:
240:
236:
232:
228:
224:
220:
216:
212:
202:
200:
196:
186:
182:
178:
174:
169:
165:
161:
158:
155:
151:
147:
143:
142:A.Y.Bereznyak
139:
135:
131:
129:
125:
122:
119:
115:
110:
103:
98:
93:
84:
81:
73:
63:
59:
53:
52:
46:
41:
32:
31:
19:
2080:I-28 (Yak-5)
2074:
1916:UTI-26/Yak-7
1704:World War II
1610:
1177:
1170:
1164:
1157:
1150:
1143:
1136:
1123:
1104:
1098:
1079:
1073:
1064:
1027:
1021:
1013:
1011:
1005:
999:
992:
990:
980:
974:
968:
962:
956:
950:
944:
938:
931:
929:
925:
924:
908:Soviet Union
546:Speed, km/h
543:Altitude, m
537:Thrust, kgf
521:
504:
497:
493:
485:
481:
470:
462:
445:Yuri Gagarin
441:
433:
425:
421:
404:
400:
393:
389:
381:Kostikov-302
373:
353:
346:
342:
334:ShVAK cannon
329:
327:
311:
302:
274:
269:
243:
230:
208:
205:Early design
194:
192:
187:9 March 1945
176:First flight
163:Number built
153:Primary user
128:Manufacturer
76:
67:
48:
2039:R-10/KhAI-5
1601:Descriptors
1256:, 1923–1940
1210:Arvid Pallo
993:Performance
981:Powerplant:
866:09 Mar 1945
840:24 Jan 1945
814:Spring 1944
788:Spring 1944
762:Spring 1944
736:27 Mar 1943
710:21 Mar 1943
684:14 Mar 1943
658:11 Mar 1943
632:12 Jan 1943
606:10 Jan 1943
580:15 May 1942
549:Climb, m/s
466:shock stall
364:Ilya Florov
254:A. M. Isaev
179:15 May 1942
121:Interceptor
62:introducing
2135:Categories
2063:Prototypes
1962:PS-84/Li-2
1925:Transports
1875:BSh-2/Il-2
1262:Fighters (
1114:1857800834
1056:References
963:Wing area:
554:2 May 1942
447:died in a
349:Chromansil
338:D-1-A-1100
293:D-1-A-1100
146:A.M.Isayev
45:references
2120:Zveno/SPB
1390:I-21 (II)
951:Wingspan:
926:Data from
894:Operators
479:fighter.
449:MiG-15UTI
262:duralumin
70:July 2015
1896:U-2/Po-2
1889:Trainers
1711:Fighters
1385:I-21 (I)
1278:I-1 (II)
1039:See also
1028:Rockets:
1014:Armament
872:Baykalov
500:turbojet
300:engine.
283:for the
281:RD-A-150
223:RP-318-1
137:Designer
106:The BI-1
1981:Gliders
1792:Bombers
1273:I-1 (I)
1252:Soviet
1158:Vestnik
1034:rockets
957:Height:
945:Length:
638:Gruzdev
489:flutter
396:NII VVS
184:Retired
171:History
132:OKB-293
58:improve
2070:ANT-58
1932:KhAI-1
1738:LaGG-3
1700:Soviet
1111:
1086:
905:
846:Kudrin
820:Kudrin
794:Kudrin
768:Kudrin
534:Pilot
531:Model
477:Yak-7b
235:ramjet
215:GIRD-6
47:, but
2100:I-250
2095:I-185
2090:I-180
2054:Yak-2
2024:MDR-6
2019:MBR-2
1998:КC-20
1957:PS-43
1952:PS-35
1880:Il-10
1870:BSh-1
1854:Yer-2
1849:Yak-4
1783:Yak-9
1778:Yak-7
1773:Yak-3
1768:Yak-1
1758:МiG-3
1753:MiG-1
1728:I-153
1592:IP-21
1216:Video
1032:RS-82
1022:Guns:
939:Crew:
528:Date
360:TsAGI
298:RD-2M
227:TsAGI
2105:IS-1
2085:I-30
2075:BI-1
2049:Su-2
2029:Po-2
2014:Be-4
1993:G-11
1972:Sh-2
1947:PS-9
1942:PS-5
1906:UT-2
1901:UT-1
1844:Тu-2
1839:ТB-3
1834:TB-1
1829:Su-2
1819:Pе-8
1814:Pе-2
1809:Il-4
1804:DB-3
1799:Ar-2
1763:Pe-3
1748:La-7
1743:La-5
1733:I-16
1723:I-15
1718:DI-6
1582:IP-4
1577:IP-3
1572:IP-2
1567:IP-1
1547:MI-4
1542:MI-3
1537:MI-2
1532:MI-1
1512:DI-8
1507:DI-7
1502:DI-6
1497:DI-5
1492:DI-4
1487:DI-3
1482:DI-2
1477:DI-1
1450:I-33
1445:I-32
1440:I-31
1435:I-30
1430:I-29
1425:I-28
1420:I-27
1415:I-26
1410:I-25
1405:I-24
1400:I-23
1395:I-22
1380:I-20
1375:I-19
1370:I-18
1365:I-17
1360:I-16
1348:I-15
1343:I-14
1338:I-13
1333:I-12
1328:I-11
1323:I-10
1183:The
1109:ISBN
1084:ISBN
1030:two
983:1 ×
869:BI-7
852:72.3
843:BI-7
817:BI-6
791:BI-6
765:BI-6
739:BI-3
713:BI-3
687:BI-3
661:BI-3
635:BI-2
609:BI-2
583:BI-1
557:BI-1
266:RNII
252:and
193:The
144:and
117:Type
95:BI-1
18:BI-1
2115:TIS
2110:ITP
2044:R-Z
2034:R-5
1988:А-7
1967:R-5
1937:P-5
1651:TIS
1635:DIT
1627:DIS
1619:DIP
1457:I-Z
1353:ter
1318:I-9
1313:I-8
1308:I-7
1303:I-6
1298:I-5
1293:I-4
1288:I-3
1283:I-2
498:As
213:'s
2137::
1824:SB
1643:IS
1611:BI
1558:IP
1523:MI
1468:DI
1204:BI
887:–
878:73
835:–
809:–
783:–
757:–
748:89
722:30
705:–
696:84
670:80
653:–
644:58
627:–
618:63
592:66
575:–
566:13
455:.
1692:e
1685:t
1678:v
1560:)
1525:)
1470:)
1266:)
1264:I
1245:e
1238:t
1231:v
1117:.
1092:.
941:1
832:–
829:–
826:–
823:–
806:–
803:–
800:–
797:–
780:–
777:–
774:–
771:–
572:–
464:"
429:f
268:(
229:(
166:9
83:)
77:(
72:)
68:(
54:.
20:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
