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In the Bolkhovitinov Design Bureau and KOSTR
Winter set in, and for Annushka’s flight tests we had to switch the landing gear
to skis. The first flights went well—if you don’t count the usual leaks in the
engines’ lubrication systems.
I participated in the flights, checking the new, high-powered aircraft radio
station along with the radio engineer Traskin from the Gorkovskiy Radio Factory.
The primary radio equipment was located in the tail section of the spacious fuselage,
in the sound-proof radio operator’s cockpit.The transmitters and receivers of
that time were crammed with dozens of electronic tubes that were very sensitive
to the jolts and vibrations generated by the aircraft’s engines during takeoffs and
landings. To protect the equipment from overloads, we suspended all the instruments
containing tubes in spring shock absorbers. Nevertheless, during a rough
landing, the heavy transmitter would hit against the frame. In these cases Traskin
would replace the powerful transmitting tube.
After ten flights or so, the aircraft was broken in. During the frosty days of
February 1936 they scheduled a show of new aircraft technology at the airfield
in Monino. Having brilliantly demonstrated Annushka’s rate of climb and maneuverability,
Kastanayev decided to end the show by making an impression on the
high-ranking military leaders in attendance. He came up with the idea of executing
a low-altitude fly-by of the reviewing stand where Tukhachevskiy,Alksnis, and
many other high-ranking chiefs were sitting. Once he had gained altitude, he
began to dive at the airfield to gain high speed. Suddenly one of his landing-gear
skis, which were drawn up to the fairings, turned 90 degrees under the effect of
the approach flow.The aircraft now had an uncontrollable elevator that threatened
to drive it into the ground.
I will not presume to describe the feelings that seized the spectators—the
aircraft creators—at such moments. I wanted to close my eyes tightly so that I
would not see the horrible end. Seconds remained before the inevitable crash, but
suddenly the engines revved down and the aircraft began to cock its nose. Its speed
decreased sharply. At the very ground the ski grudgingly went back into place.
Now Kastanayev was headed for a wall of pine trees. But he managed to give it
the gas and accelerated into a climb. He flew right over the forest, circled, safely
landed, and taxied to a stop.
During the investigation of this critical incident, they discovered that the
shock-absorbing cord that held the tip of the ski against the aircraft had not been
designed for the torque generated by dynamic pressure. Isayev had personally
selected and calculated the diameter of the cord. Reporting to Bolkhovitinov, he
explained, “Blow my brains out! I calculated on a slide rule and slipped up by
one mark.”
The aircraft was saved thanks to Kastanayev’s composure and exceptional physical
strength. He pulled the control wheel toward his body with tremendous effort,
using the elevator to overcome the nose-down moment generated by the skis. He
succeeded. By spring, the factory tests were completed and flights for the state test
program and record-breaking flights had begun.At that time, setting world records
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