Robert (Roberto) Ludwigovich Bartini(real name - Roberto Oros di Bartini(Italian Roberto Oros di Bartini); May 14, Fiume, Austria-Hungary - December 6, Moscow) - Italian aristocrat (born in the family of a baron), a communist who left Nazi Italy for the USSR, where he became a famous aircraft designer. Physicist, creator of designs for devices based on new principles (see ekranoplan). Author of more than 60 completed aircraft projects. Brigade commander. In the questionnaires, in the column "nationality" he wrote: "Russian".

Little known to the general public and also to aviation specialists, he was not only an outstanding designer and scientist, but also the secret inspirer of the Soviet space program. Sergei Pavlovich Korolev called Bartini his teacher. At different times and varying degrees with Bartini were associated: Korolev, Ilyushin, Antonov, Myasishchev, Yakovlev and many others.

In addition to aviation and physics, R. L. Bartini was involved in cosmogony and philosophy. He created a unique theory of the six-dimensional world, where time, like space, has three dimensions. This theory was called "Bartini's world". In the literature on aerodynamics, the term "Bartini effect" is found. The main works on aerodynamics, theoretical physics.

Biography

early years

In 1900, the wife of the vice-governor of Fiume (now the city of Rijeka in Croatia), Baron Lodovico Orosa di Bartini, one of the prominent nobles of the Austro-Hungarian Empire, decided to take up the three-year-old Roberto, the adopted son of her gardener. At the same time, there is information that the mother, a certain young noblewoman, who became pregnant by Baron Lodovico, threw her son's gardener.

He spoke several European languages. Member of the First World War. He graduated from officer school (1916), after which he was sent to the Eastern Front, during the Brusilov breakthrough he was captured along with another 417 thousand soldiers and officers of the Central Powers, ended up in a camp near Khabarovsk, where, as expected, he first met with the Bolsheviks. In 1920 Roberto returned to his homeland. His father had already retired and settled in Rome, retaining the title of state councilor and the privileges that he enjoyed with the Habsburgs, despite the change of citizenship. However, the son did not take advantage of his father's opportunities, including financial ones (after his death, he got more than $ 10 million of that time) - at the Isotta-Fraschini plant in Milan, he was successively a laborer, a marker, a driver, and, at the same time, in two years he passed external examinations of the aviation department of Milan polytechnic institute(1922) and received a diploma in aeronautical engineering (graduated from the Roman flight school in 1921).

Work in the USSR

After the fascist coup in 1922, the ICP sent him to the Soviet Union. His path ran from Italy through Switzerland and Germany to Petrograd, and from there to Moscow. From 1923 he lived and worked in the USSR: at the Scientific and Experimental Air Force Airfield (now Chkalovsky, formerly Khodynskoye airfield), first as a laboratory assistant-photogrammer, then became an expert in a technical bureau, at the same time a military pilot, from 1928 he headed experimental group for the design of seaplanes (in Sevastopol), first as a mechanical engineer of an aircraft-destroying squadron, then as a senior inspector for the operation of the materiel, that is, combat aircraft, after which he received rhombuses of a brigade commander at the age of 31 (analogue modern rank major general). Since 1929, he was the head of the department of naval experimental aircraft construction, and in 1930 he was fired from the Central Design Bureau for submitting a memorandum to the Central Committee of the All-Union Communist Party of Bolsheviks about the futility of creating an association of such a Central Design Bureau; in the same year, on the recommendation of the head of the Air Force P.I. Baranov and the head of armaments of the Red Army M.N. Air Fleet). In 1932 there were started design work on the Stal-6 aircraft, on which in 1933 a world speed record was set - 420 km / h. On the basis of the record machine, the Steel-8 fighter was designed, but the project was closed at the end of 1934 as not corresponding to the subject of a civil institute. In the autumn of 1935, a 12-seat passenger aircraft "Stal-7" with a "reverse gull" wing was created. In 1936 he exhibited at International exhibition in Paris, and in August 1939 it set an international speed record at a distance of 5000 km - 405 km / h.

On the basis of this aircraft, the long-range bomber DB-240 (later classified as Er-2) was created according to the Bartini project, the development of which was completed by the chief designer V. G. Ermolaev in connection with the arrest of Bartini.

Arrest and work in detention

With the approach of German troops to Moscow, TsKB-29 was evacuated to Omsk. In Omsk, at the beginning of the war, a special Bartini Design Bureau was organized, which developed two projects:

• "R" is a supersonic single-seat fighter of the "flying wing" type with a small elongation wing with a large sweep of the leading edge, with a two-keel vertical tail at the ends of the wing and a combined liquid-ramjet power plant.
• R-114 is an air defense fighter-interceptor with four V.P. Glushko liquid-propellant rocket engines of 300 kgf of thrust, with a swept wing (33 degrees along the leading edge), which has boundary layer control to increase the aerodynamic quality of the wing. The R-114 was supposed to develop an unprecedented speed for 1942 of 2 M.

Aircraft R. L. Bartini

On account of Robert Bartini over 60 aircraft projects, including:

Quotes

technology theorist

The method of invention developed by Bartini was called "I - I" from the principle of combining mutually exclusive requirements: "Both, and the other." He argued, "... that it is possible to mathematize the birth of ideas." Bartini did not leave room for insight, for chance in such obviously unstable systems as airplanes; only strict calculation. For the first time, Bartini reported on this logical and mathematical research of his at a meeting in the Central Committee of the All-Union Communist Party of Bolsheviks in the year.

One of the prognostic developments of Bartini, which has an external resemblance to morphological analysis, is indicative. After all any significant characteristics of all modes of transport were summarized in three generalized indicators and a three-dimensional “morphological box” was built on their basis, it became extremely clear that the current modes of transport occupy an insignificant part of the volume of the “box”. The ultimate degree of perfection (ideality) of transport based on well-known principles was revealed. It turned out that only ekranoplanes (or ekranoplans) with vertical take-off and landing can have the best ratio of all characteristics. Thus, a development forecast that has not lost its relevance to this day was obtained. Vehicle. According to American experts, thanks to this, the USSR went ahead for 10 years in terms of ekranoplans (Alekseev R. E., Nazarov V. V.), having achieved an implausible carrying capacity.

Physicist and philosopher

File:Bartini World.png

"World of Bartini".

Bartini, of course, is better known as an outstanding aircraft designer, whom the Krasnaya Zvezda newspaper even called the "Genius of Foresight", but now he is becoming more and more famous for his scientific achievements. In addition to aviation, R. L. Bartini was engaged in cosmogony and philosophy. He has works on theoretical physics. He created a unique theory of the six-dimensional world of space and time, which was called the "world of Bartini". In contrast to the traditional model with 4 dimensions (three dimensions of space and one time), this world is built on six orthogonal axes. According to the supporters of this theory, all the physical constants that Bartini analytically (and not empirically, as was done for all known constants) calculated for this world coincide with physical constants our real world, which shows that our world is 6-dimensional rather than 4-dimensional.

“Past, present and future are one and the same,” said Bartini. “In this sense, time is like a road: it does not disappear after we have passed along it and does not appear this very second, opening up around the corner.”

Bartini also did dimensional analysis physical quantities- an applied discipline, the beginning of which was laid at the beginning of the 20th century by N. A. Morozov. One of the most famous works- "The multiplicity of geometries and the multiplicity of physicists" in the book "Modeling of dynamical systems", co-authored with P. G. Kuznetsov. Working with the dimensions of physical quantities, he built a matrix of all physical phenomena, based on only two parameters: L - space, and T - time. This allowed him to see the laws of physics as cells in a matrix (morphological analysis again).

Dim.	L-1	L0	L1	L2	L 3	L 4	L 5	L 6
T-6								Power transfer rate (mobility)
T-5							Power
T-4			Specific gravity pressure gradient	Pressure Voltage	Surface tension Rigidity	Force	Energy	Transfer rate of angular momentum (tran)
T-3			Bulk speed	Viscosity	Mass flow	Pulse	angular momentum
T-2		Angular acceleration	Linear acceleration	Gravitational field potential	Weight		Dynamic moment of inertia
T-1		Angular velocity	Line speed	Rate of area change
T0	Curvature	Dimensionless quantities (radians)	Length	Square	Volume	Moment of inertia of the area of ​​a plane figure
T1		Period
T2

Just as Dmitri Ivanovich Mendeleev discovered the Periodic Table of Elements in chemistry, Bartini discovered the periodic table of laws in physics. When he discovered that the known fundamental conservation laws lie diagonally across this matrix, he predicted and then discovered new law conservation - the law of conservation of mobility. This discovery, according to supporters of the theory, puts Bartini among such names as Johannes Kepler (two conservation laws), Isaac Newton (momentum conservation law), Julius Robert von Mayer (energy conservation law), James Clerk Maxwell (power conservation law) etc. In 2005, about 50 years after the publication in Russian, thanks to the efforts of Dr. D. Rabunsky, an English translation of one of Bartini's articles was published. Bartini's achievements in science have by now become so obvious [ non-authoritative source?] that one of the new units of physics was proposed to be named "Bart" in honor of Bartini. [ non-authoritative source?] Moreover, based on the Bartini matrix, using the same logic and the same heuristic principles, a group of researchers discovered new conservation laws. [ non-authoritative source?]

The theory, however, was not noticed by the scientific community, and was also criticized by mathematicians:

As a mathematician, I am especially pleased to remember the article "On the dimensions of physical quantities" by Horace de Bartini presented by Bruno Pontecorvo in the DAN (Reports of the USSR Academy of Sciences). It began with the words: “Let A be a unary and therefore a unitary object. Then A is A, so…”, and ended with gratitude to the employee “for her help in calculating the zeros of the psi-function.” Students of my generation knew this evil parody of pseudo-mathematical nonsense (published, I remember, around April 1) for a long time, since its author, a wonderful Italian aircraft designer who worked in Russia in a completely different field of science, had been trying to publish it in Reports for several years already. But Academician N. N. Bogolyubov, whom he asked about it, did not dare to submit this note to the DAN, and only the election of Bruno Pontecorvo as a full member of the Academy made this very useful publication possible.

Exploring the heritage of Bartini

The atmosphere of total secrecy in the Soviet aircraft industry limited the use of this forecasting method only narrow group"approved" professionals. However, Bartini's works on key problems of physics are known, published in "Reports of the Academy of Sciences" (1965, vol. 163, No. 4), and in the collection "Problems of the Theory of Gravity and Elementary Particles" (M., Atomizdat, 1966 , pp. 249-266). Since 1972, materials about R. L. Bartini have been studied at and in the Scientific and Memorial Museum of N. E. Zhukovsky. More details about this person can be found in the book by I. Chutko “Red Planes” (M. Edition of political literature, 1978) and in the collection “Bridge Through Time” (M., 1989).

After the war, applied dialectical logic was rediscovered and independently by the Baku naval engineer Heinrich Saulovich Altshuller, and again in relation to invention. The method was called TRIZ - the theory of solution inventive problems. According to another version, G. Altshuller was a student of R. Bartini in the secret school "Aton", where he got acquainted with the "I - I" method. Unlike the secret method "I - I", TRIZ was completely open to the public. Dozens of books have been published on it (“Creativity as an exact science”, “Find an idea ...”, etc.), hundreds of training seminars have been held.

see also

• World of Bartini

Notes

1. Bartini Roberto Ludogovich
2. “Every 10-15 years the cells human body are completely renewed, and since I lived in Russia for more than 40 years, not a single Italian molecule remained in me, ”Bartini subsequently wrote
3. Chutko I.E. Red planes. - M.: Politizdat, 1978
4. biography of R. L. Bartini
5. In the jargon of those years, this type of sentence was called "ten and five on the horns"
6. History engineer. Pobisk Georgievich Kuznetsov S. P. Nikanorov, P. G. Kuznetsov, other authors, almanac Vostok, Issue: N 1\2 (25\26), January-February 2005
7. Tombstone of R. L. Bartini at the Vvedensky cemetery. Patronymic on the stone - Ludovigovich
8. ,
9. Ermolaev Yer-2
10. Bartini T-117
11. A-55 / A-57 (Project of a strategic supersonic bomber, OKB R.L. Bartini /Airbase =KRoN=/)
12. A-57 R. L. Bartini
13. E-57 Seaplane bomber

The life of Robert Bartini, baron and Soviet aircraft designer, is fantastic in many ways. He stood at the origins of jet aviation and even worked on the first stealth aircraft in the USSR.

God works in mysterious ways

It is believed that Robert was born on May 14, 1897 in the city of Fiume. His mother was a girl from the noble family of Ferzel, who was turned by the handsome young Baron di Bartini. Secret meetings ended in pregnancy, but the man married another woman. The young girl drowned herself from dishonor, and she placed a newborn child named Roberto on the threshold of the peasant house of Ludwig Orozhdi.

Later, the Orozhdi family moved to Fiume, and the guardian, ironically, became the gardener of the Baron di Bartini. Robert often visited them, and one day a childless baroness saw him. The boy reminded her of her husband, so she insisted that the baby be taken into the family. Di Bartini's further inquiries about the real parents of the child led the baron to a happy conclusion. It turns out that he found his own son. Here is an interesting story told about himself Robert Bartini.

However, his biographers - Sergei and Olga Buzinovsky - did not find confirmation of this version. But they found out that a certain baron still lived near Fiume, however, he was not Bartini, but was an Italian, with a familiar surname - Orozhdi. He had a brother Ludwig - a member of the local flying club and the owner of factories. So it turns out that Ferzel threw her baby to her own father, Ludwig Orozhdi. In any case, the birth of Robert Bartini was as mysterious as his whole life.

Secret way to the USSR

The youth of Robert Bartini is full of white spots and incredible stories. As a lieutenant in the Austro-Hungarian army, he was sentenced to death for the murder of a senior officer, but was captured by the Russians during the Brusilov breakthrough and was sent to the Far East. There he was imbued with the ideas of communism.

Returning to Italy, in 1922, Bartini participated in the neutralization of the White Guard group of the terrorist Boris Savinkov, who was preparing an assassination attempt on Lenin, if "he had come to Genoa."
In the same year, by order of Mussolini, Bartini was sentenced to death penalty but escaped from prison. According to one version, Roberto got to the USSR by plane, according to another - by submarine. In the period from 1922 to 1925 he was seen in China, Ceylon, Syria, the Carpathians, Germany and Austria. Only after that did he finally remain in Soviet Russia.

And the Swiss, and the reaper, and the player on the pipe

Starting with a simple laboratory assistant-photographer of the scientific and experimental airfield on Khodynka, Robert Bartini made a dizzying career in two years. In 1927, the buttonholes of his uniform were decorated with rhombuses of the brigade commander, and he himself became a member of the scientific and technical committee of the USSR Air Force.

However, bureaucratic work did not suit him, and he transferred to OPO-3, the most important aircraft manufacturing company of that time. D. P. Grigorovich, S. A. Lavochkin, I. V. Chetverikov and S. P. Korolev worked with him.

It was there that Bartini led a group of designers who developed unique seaplanes: the MK-1 flying cruiser, as well as the MBR-2 for short-range reconnaissance and the MDR-3 for long-range reconnaissance. Soon he was awarded the M-1 car for organizing the sea leg of the TB-1 Strana Sovetov flight from Moscow to New York.

Stealth plane

In the journal "Inventor and Rationalizer" for 1936, journalist I. Vishnyakov spoke about an aircraft made of organic glass - a rhodoid, which was covered with amalgam on the inside. Bartini equipped the machine with a device for spraying a bluish gas. This proved to be sufficient to provide the airplane with camouflage against a clear sky.

“The unusualness of that car manifested itself already at the moment when the engine was started,” wrote I. Vishnyakov. - The usual commands and answers were heard: “From the screw! There is from the screw! Then everyone saw a thick bluish exhaust from the side holes. At the same time, the rotation of the propellers accelerated sharply, and the aircraft began to disappear from view. He seemed to dissolve into thin air. Those who were close to the start assured that they saw the car take off into the sky, the rest lost sight of it even on the ground.

Bartini and Bulgakov

Researchers of Mikhail Bulgakov's work suggest that the writer was familiar with the aircraft designer Bartini and even learned from him about promising developments. This, in particular, is evidenced by the lines in the novel “The Master and Margarita”: “Rimsky imagined Styopa in a nightgown, hastily climbing into the very best airplane, making three hundred kilometers per hour. And then he crushed this thought, as obviously rotten. He presented another aircraft, military, super-combat, six hundred kilometers per hour.

It is interesting that this was written around 1933, when specialists from the SRI GVF under the control of Bartini began testing their Steel-6 machine, at an incredible speed of 450 km / h for that time. At the same time, it was announced that the next Stal-8 airplane would fly even faster - 630 km / h. However, the project was canceled at 60% readiness due to its outrageous characteristics.

Deal with the devil

In 1939, the Stal-7 aircraft designed by Bartini set a new world record: it flew 5,000 kilometers at an average speed of 405 km/h. However, the aircraft designer did not find out about this. He was accused of spying for Mussolini. From certain death, Bartini was saved by Kliment Voroshilov, who told Stalin: "It hurts a good head."

The designer was transferred to the prison design bureau TsKB-29 of the NKVD.

Once, at the beginning of the war, Bartini met Beria and asked him to let him go. Lavrenty Pavlovich set him a condition: "If you make the best interceptor in the world, I'll let you go." Soon Roberto Bartini provided a project for a supersonic jet fighter. However, Tupolev put an end to this development, saying that "our industry will not pull this plane." He considered Bartini a genius, who, however, did not bring his ideas to the end. According to another version, the conversation between Beria and Bartini took place before the war and concerned the conversion of the Stal-7 passenger aircraft into a DB-240 long-range bomber.

The real biography of Bartini is no more visible than his legendary amalgam aircraft.

Little known to the general public and also to aviation specialists, he was not only an outstanding designer and scientist, but also the secret inspirer of the Soviet space program. Sergei Pavlovich Korolev called Bartini his teacher. At different times and to varying degrees, Korolev, Ilyushin, Antonov, Myasishchev, Yakovlev and many others were associated with Bartini.

In addition to aviation, R. L. Bartini was engaged in cosmogony and philosophy. He created a unique theory of the six-dimensional world, where time, like space, has three dimensions. This theory was called "Bartini's world". In the literature on aerodynamics, the term "Bartini effect" occurs. Let's find out a little more about this brilliant man.

Real name Roberto Oros di Bartini (Italian: Roberto Oros di Bartini).

... Soviet aircraft designer, scientist. Born in Fiume (Rijeka, Yugoslavia). He graduated from the officer (1916) and flight (1921) schools, Milan Polytechnic Institute (1922). Since 1921 a member of the Italian Communist Party (ICP). After the fascist coup in Italy, in 1923, by decision of the ICP, he was sent to Soviet Union to help the young republic in the field of aviation. Bartini's Soviet career began at the Scientific Experimental (now Chkalovsky) airfield, where he served as chief engineer and head of department. In 1928 he headed an experimental group for the design of seaplanes. Here they were offered a project for a 40-ton MTB-2 naval bomber and an experimental Stal-6 fighter. But in 1930, his group became part of the Central Design Bureau, from where Bartini was fired.

Steel - 6

In the same year, on the recommendation of M.N. Tukhachevsky, he was appointed chief designer of the Design Bureau of the Research Institute of the Civil Air Fleet. In 1933, his plane "Stal-6" set a world speed record - 420 km / h. On the basis of the record-breaking machine, the Stal-8 fighter was designed, but the project was closed at the end of 1934 as not corresponding to the subject of a civil institute. In the autumn of 1935, a 12-seat passenger aircraft "Steel-7" with a "reverse gull" wing was created. In 1936 it was exhibited at the International Exhibition in Paris, and in August 1939 it set an international speed record at a distance of 5000 km - 405 km /h At the end of 1935, the long-range Arctic reconnaissance aircraft DAR was built, which could land on ice and water.

Steel - 7

In 1937, Robert Ludwigovich was arrested. He was charged with links with the "enemy of the people" Tukhachevsky, as well as spying for Mussolini (from whom he once fled!). He was sentenced to 10 years in the camps and five - "defeat in rights." Until 1947, he worked in prison, first at TsKB-29 of the NKVD, where at STO-103 he took part in the design of the Tu-2, and then in the evacuation in Siberia. Here in Omsk, at the beginning of the war, a special OKB R.L. Bartini was organized, which developed two projects. "R" is a supersonic single-seat fighter of the "flying wing" type with a small aspect ratio wing with a large sweep of the leading edge, with a two-keel vertical tail at the ends of the wing and a combined liquid-ramjet power plant. P-114 is an anti-aircraft fighter-interceptor with four V.P. Glushko liquid-propellant engines of 300 kgf of thrust, with a swept wing (33 ° along the leading edge), which has boundary layer control to increase the aerodynamic quality of the wing. R-114 was supposed to develop an unprecedented speed for 1942 M = 2! But ... in the fall of 1943, the design bureau was closed.

In 1944-1946, R. L. Bartini carried out the detailed design and construction of transport aircraft. T-107 (1945) with two ASh-82 engines - a medium-wing passenger aircraft with a double-deck pressurized fuselage and a three-tail plumage. It was not built, since the IL-12 had already been adopted. T-108 (1945) - a light transport aircraft with two 340 hp diesel engines, a two-beam high-wing aircraft with a cargo cabin and fixed landing gear. Also not built.

T-117 is a long-haul transport aircraft with two ASh-73 engines of 2300/2600 hp each. The scheme is a high-wing aircraft with a very wide fuselage, transverse section which is formed by three intersecting circles. It was the first aircraft to carry tanks and trucks. There were also passenger and ambulance versions with a pressurized fuselage. The aircraft project was ready in the fall of 1944, and in the spring of 1946 it was submitted to the MAP. After the positive conclusions of the Air Force and the Civil Air Fleet, after petitions and letters from a number of prominent aviation figures (M.V. Khrunichev, G.F. Baidukov, A.D. Alekseev, I.P. the construction of the aircraft was started at the Dimitrov plant in Taganrog, where OKB-86 Bartini was again organized. In June 1948, the construction of an almost ready (80%) aircraft was stopped, since Stalin considered the use of ASh-73 engines, necessary for the strategic Tu-4, an unaffordable luxury and there was already an Il-12 aircraft.

The T-200 is a special heavy military transport and landing aircraft, a high-wing aircraft with a large-capacity fuselage, the contours of which are formed by a wing profile, and the trailing edge, opening up and down, between the two tail booms, formed a passage 5 m wide and 3 m high for large cargo. The power plant is combined: two piston star-shaped four-row ASh engines of 2800 hp each. (future) and two turbojet RD-45s of 2270 kgf thrust. It was planned to control the boundary layer of the wing, the chord of which is 5.5 m (option T-210). The project was developed in 1947, was approved, and the aircraft was recommended for construction in the same year, but it was not built due to the closure of the Design Bureau. Subsequently, these developments were used to create Antonov transport aircraft.

From 1948, after his release, and until 1952, Bartini worked in the Design Bureau of Hydroaviation G. Beriev.

In 1952, Bartini was seconded to Novosibirsk and appointed head of the department of advanced schemes of the Siberian Research Institute of Aviation named after S.A. Chaplygin (SibNIA). Here, research was carried out on profiles, on controlling the boundary layer at subsonic and supersonic speeds, on the theory of the boundary layer, on the regeneration of the boundary layer by the power plant of the aircraft, the supersonic wing with its self-balancing during the transition to supersonic. With this type of wing, balancing was achieved without loss of aerodynamic quality. Being a great mathematician, Bartini literally figured out such a wing without particularly expensive purges and significant costs. Based on these studies, he creates a project for the T-203 aircraft. The project of R. L. Bartini, presented in 1955, planned the creation of a supersonic flying boat-bomber A-55. Initially, the project was rejected, because. the declared characteristics were considered unrealistic. It helped to contact S.P. Koroleva, who helped to substantiate the project experimentally.

In 1956, Bartini was rehabilitated, and in April 1957 he was seconded from SIBNIA to the OKBS MAP in Lyubertsy (Moscow region) to continue work on the A-57 project. Here, in the Design Bureau of P.V. Tsybin, under the leadership of Bartini, until 1961, 5 projects of aircraft with a flight weight of 30 to 320 tons were developed for various purposes(projects "F", "R", "R-AL", "E" and "A"). "Strategic cocked hats", in addition to excellent flight characteristics, should have been equipped with avionics, which at that time was the height of perfection. The MAP Commission, which was attended by representatives of TsAGI, CIAM, NII-1, OKB-156 (A.N. Tupoleva) and OKB-23 (V.M. the plane was never accepted. In 1961, the designer presented a project for a supersonic long-range reconnaissance aircraft with a nuclear power plant R-57-AL - a development of the A-57.

It was during this period that Bartini born another outstanding idea: the creation of a large vertical takeoff and landing amphibious aircraft, which would allow transport operations to cover most of the Earth's surface, including eternal ice and deserts, seas and oceans. Work will be carried out to use the screen effect to improve the takeoff and landing characteristics of aircraft. The "first sign" was the small Be-1, which passed flight tests in 1961-63.

VVA-14, top view

VVA-14 in flight

In 1968, R.L.Bartini's team from the Moscow region moved to the plant named after Dimitrov in the Design Bureau of G.M.Beriev (Taganrog), which specialized in seaplanes. Here, in accordance with the concept of "airfield-free aircraft", two anti-submarine aircraft VVA-14 (M-62; "Vertical take-off amphibian") were built in 1972. In 1976, one of these vehicles was converted into an ekranoplan. He received the designation 14M1P. Some time after the death of R.L. Bartini in 1974, work on these aircraft was stopped under pressure from the TANTK (Beriev Design Bureau), which was working on the A-40 and A-42 flying boats.

In total, Robert Bartini has more than 60 completed aircraft projects. Awarded the Order of Lenin (1967). On May 14, 1997, on the day of the 100th anniversary of his birth, a memorial plaque to R.L. Bartini appeared in the lobby of the Beriev Design Bureau.

Bartini - created

Works on aerodynamics

1. Flow contours

After the First World War, symmetrical RAF arms of good aerodynamic quality appeared, the contour of which was formed in the forward part of the profile from an ellipse with a quadratic parabola adjacent to it in the aft part of the profile.

While still a student, Bartini had a question - is it possible to create a contour, each point of which would be both parabolic and elliptical, to parabolize an ellipse with different options this geometric "hybridization" by eliminating the discontinuity of higher derivatives at the junction of two curves of a conic section.

Thus, a series of analytical circuits y = ma was developed, which were tested in TsAGI in 1924 with excellent results (Yuriev and Lesnikova). At the same time, sharp-nosed modifications of these bows were tested, but the lack of appropriate wind tunnels made it impossible to establish the advantage of such profiles on high speeds flow around.

In 1931, R. Bartini's work on analytical profiles was published ("Facing Technology" No. 1). In this work, differential equations streamlines, as well as compressibility conditions at transonic speeds. Bred analytical method constructing the contours of the external and internal flow around (the theory of slots) and given a family of profiles and slotted arches, subsequently implemented on aircraft designed by Bartini (Stal-6, DAR, Stal-7), on which record speeds were achieved.

In 1940 - 1945, R. Bartini, with the participation of Kochetkov, developed the theory of contours taking into account the design Mach number. Similar contours were used in the development of the aircraft "R", "R-114", "T-117", "T-200", and "T-210" designed by Bartini and the aircraft "I-105" designed by Tomashevich.

In 1952-1955 Bartini was developed general method constructing analytic contours that are continuous in higher derivatives (structures y = k(xa - yb ]a), smoothly covering the entire surface (x, y).

It turned out that the family of contours determined by the values ​​g = 1, a = 1 and 1/2, b = 2. cover the entire set of flow contours at subsonic, transonic and supersonic velocities of a compressible and viscous fluid, thus being an analytical expression of the generalized profile: all The best arches created by the flow theory are to a certain extent an approximation of the generalized flow contour developed by R. Bartini. Flight and model tests of the Bartini profiles showed their high quality, in particular, the subsonic Bartini profiles tested at M = 2.1 had half the resistance than the subsonic profiles of the existing contours - a fact that is important for dual-mode aircraft.

In 1965 - 1971 with the participation of P.S. Kochetkov and A.E. Lebedev developed a method for the analytical assignment of smooth surfaces of engineering structures, which was adopted by the MAP as the basis for creating a unified method for specifying surfaces in the aviation industry.

2. Work on the mechanization of the wing.

By Government Decree, NIIGVF was instructed to create a Far Arctic Reconnaissance Officer (DAR) - (Chief Designer Bartini).

An important distinguishing feature of the aircraft was the presence of a flap of mechanization of the wing along the entire span of the trailing edge and tandem floating ailerons, which was supposed to reduce the minimum speed.

For field tests new system mechanization of the wing, the light aircraft "AIR-4" was redesigned accordingly, showing a decrease in the minimum speed from 63 km / h to 32 km / h.

3. The operation of the screw in the annular wing.

For the DAR aircraft, a version of the annular center section was developed with coaxial propellers operating in it. Semi-natural tests at TsAGI showed that when the propellers are operating, the annular center section, instead of resistance, creates thrust itself, reaching 1/3 of the propeller thrust (the Bartini effect). The theory of this phenomenon was published in the work of Ostoslavsky and Matveev (Proceedings of TsAGI No. 274). In the 1960s, this phenomenon was rediscovered abroad.

4. Works on the theory of the boundary layer and UPS.

In 1942, in the project of the R-114 jet interceptor, suction of the boundary layer through the ejectors from the engine jets was provided.

Laminated temples were designed with a maximum thickness at 65% of the chord, with a slot for suction of the boundary layer at 69% of the chord.

In 1947, by decree of the Government, projects were developed for heavy landing aircraft "T-200" and "T-210". For which special bows with boundary layer suction were designed and a suction system was developed. A test facility was designed and built for Novocherkassk Institute(Fedorov).

In 1952-1956, in Novosibirsk, SibNIA carried out work on the theory of the boundary layer, on the criteria for the stability of a laminar flow, taking into account the gradient of the flow contour and the position of the suction effluents. Work was carried out on the theory of boundary layer regeneration (with the participation of comrades Kontsevich and Shalokin). A method for the longitudinal suction of the boundary layer was developed and tested, which gave 97% of the laminar flow around.

Devices were developed for determining the transition point by changing the ohmic resistance of the micro-probe, a device for measuring the intensity of suction along the contour (see Sib NIA reports for 1952-1956).

The splitting of a hard shock at sound speeds into a soft l-shock was carried out by laminarization of the boundary layer with the help of suction behind the shock (see filming of the shadow picture of the flow around SibNIA, 1956).

Aircraft VVA-14 developed by R. L. Bartini, built in Taganrog

5. Work on the creation of a new type of supersonic low aspect ratio wing.

In SibNIA in 1952-1957, on the initiative and under the leadership of R. Bartini, a new type of supersonic wing was developed. The solution of the variational problem of the minimum total resistance of the supersonic flow gave the shape of the wing in plan with a variable sweep over the span, which, with the same surface, has both wave and inductive drag compared to the delta wing. Studies have shown that in order to increase the aerodynamic quality, the wing should be given a twist, which led to balancing the tailless flying wing not with a loss of quality, but with a decrease in its drag. It has been proven that the wing arches should have a reverse concavity, variable in span, turning to positive concavity towards the end of the span. The Bartini wing has become widespread in the world of aviation technology.

6. In addition to the indicated works on aerodynamics, R. Bartini, when he was the chairman of the technical committee of the MosODVF, wrote a work on the graphical determination of the rate of descent of gliders. In 1932-1935, as a member of the Presidium of the All-Union Council for Aerodynamics (ACA), he carried out versatile work on various issues aerodynamics, in particular, on the development of a unified method for the aerodynamic calculation of an aircraft for the Design Bureau.

In 1932-1933, R. Bartini carried out work to determine the coefficient of heat transfer to air from the heat of a heated wing surface on a model using a change in the ohmic resistance of isolated metal strips. The shackles, located along the wing span and polished in profile, were tested in the aerodynamic laboratory of the Zhukovsky Academy. These tests were used to create the aircraft "Steel-6", equipped with a wing-mounted steam condenser instead of a radiator.

In 1933-1935, Bartini carried out research on the air cushion and the screen effect on a low aspect ratio wing equipped with side washers. For these studies, a tape running screen was designed and manufactured, which was installed in the aerodynamic laboratory of the Zhukovsky Academy. In the development of these studies in 1934, a "reverse gull" scheme was developed, giving a positive interference of the center section with the fuselage, equivalent to a twofold reduction in the fuselage. The scheme made it possible to create a screen effect during takeoff and landing and was implemented on the Stal-7 aircraft.

High-speed long-range bomber Yer-2

Works on operation and technology.

In 1927, being the chief engineer of the Black Sea Air Force, R. Bartini introduced a method of preventive replacement of materiel parts based on the analysis of expected failures and breakdowns of machine parts by methods of probability theory.

In 1926, in Sevastopol, Bartini was the first in the Soviet Union to conduct experiments on the corrosion of aircraft in sea water. As a result of these experiments, which gave a picture of the destruction of duralumin structures, a commission was organized to continue the experiments, a corrosion laboratory was created at TsAGI (from which VIAM was subsequently formed).

Together with Akimov, a method was developed for polar protection of the structure using zinc protectors.

In 1931-1932, at the Research Institute of the Civil Air Fleet, with the participation of S.M. Popov developed new methods of resistance electric welding of austenitic steel with martensite. In the American special literature, it was pointed out that it was impossible to connect these steels by contact electric welding. austenite (stainless steel) required a welding mode of very high current density for only a few thousandths of a second to prevent precipitation of carbides from the eutectic, while martensite required a mode low density long duration (up to tenths of a second) to prevent fragile hardening of welded spots. The solution was found when it turned out that at a tempering temperature of martensite (less than 500 C), carbides do not fall out of martensite. Welding machines were redesigned so that when welding these steels, an instantaneous segregation current was passed with automatic switching of the mode to the current that gives the tempering of the weld spot. In addition, work was carried out "indirect welding", as well as electric hardening of welded pipes. These methods of contact electric welding were subsequently mastered in world practice.

In 1934, for the construction of the all-welded boat "DAR" from stainless steel, at the suggestion of Bartini, the so-called negative slipway was developed and used in Leningrad at the "Marti" plant. Along the outer contours of the boat, 18 meters long, a welding slipway was laid out of copper sheets, to which steel sheets and profiles were pressed from the inside by electromagnetic clamps, firmly fastening to each other. Thyratrons were developed by Corresponding Member of the Academy of Sciences Vologdin.

8. Bartini's work on new aircraft designs.

VTOL amphibious aircraft VVA-14

In 1927-1929, in Sevastopol, R. Bartini developed a seaplane project (“LL-1”, a flying boat weighing 450 kg, with a Lucifer engine - 100 hp - a monoplane with a high wing, the boat was equipped with “gills”, having a thickening at the ends for lateral stability.The scheme was similar to the Dornier-Libelle light aircraft.

"LL-2" - a flying boat weighing 6000 kg. Marine reconnaissance with 4 motors of 400 hp, located in pairs in the wing, driving propellers through elongated shafts.

(In connection with the consideration of these projects, Bartini was transferred to Moscow and appointed chief engineer of the Scientific and Technical Committee of the Air Force. At the beginning of 1930, by order of the Revolutionary Military Council, Bartini was transferred to the reserve of the Red Army and by order of the Supreme Council of National Economy he was appointed chief designer of OPO-3 (experimental department 3) with the assignment to develop marine aircraft first five years).

Seaplane MK-1

In 1930, the OPO-3 design bureau, under the leadership of Bartini, developed designs for ICBM, MDR, MTB and EI aircraft.

ICBM - close-range naval reconnaissance was a flying boat, a monoplane with a low wing, with a pulling propeller, an engine located above the center section, with a bow and rear machine gun mount. Subsequently, such an aircraft was carried out by G. M. Beriev.

"EI" is an experimental fighter with a single-knee and single-skiing retractable bicycle chassis in flight with a non-radiator cooling of water vapor superheated in the engine in a double-skinned wing condenser equipped with slotted elevons along the entire wing span. The aircraft control system had a gear ratio that could be changed in flight. Such an aircraft "Steel-6" was built in 1931-1933 at the Research Institute of the Civil Air Fleet (Chief Designer Bartini).

Factory tests of the aircraft were carried out by Yumashev and Ablyazovsky, state tests by Stefanovsky.

The aircraft "Steel-6", the first-born of high-speed aviation, developed a speed of over 420 km / h, while best fighters(“Recession”, “I-5”) had a speed of about 280. With a takeoff run of 6 seconds, the rate of climb near the ground was 21 m / s. The act of state tests of the Air Force Research Institute says: “The bold innovations of R. Bartini - a single-wheeled chassis and non-radiator evaporative cooling have been brilliantly confirmed ... to recommend the Aviation Industry to master the experience of R. Bartini.”

By order of the Supreme Council of National Economy (Ordzhonikidze), a laboratory for evaporative cooling was organized at CIAM (under the leadership of Sheremetyev) and it was ordered to develop an evaporative cooling version on all new aircraft. At a meeting in the People's Commissariat of Industry under the chairmanship of Ordzhonikidze and Voroshilov, at the suggestion of Tukhachevsky, it was decided to oblige Aviaprom to accept the task of the Revolutionary Military Council to create a fighter-interceptor with a speed of 500 km / h based on the Stal-6 aircraft. In addition, Bartini's proposal was accepted to send a commission (comrade Baranov) to the United States to purchase a license for the Cartis Conquerer engine and a commission to France (comrade Unschlit) to purchase a license for the Hispano-Suiza UBSR engine (which was under the direction of Comrade Klimov was subsequently mastered at the Rybinsk plant). At the same meeting, at the suggestion of Ordzhonikidze, it was decided to give R. Bartini a task for a new fighter, such an aircraft was built at the Research Institute of the Civil Air Fleet under the brand name "Steel-8" (modification "Steel-6").

The first aircraft to combine high speeds with long range. It set in 1939 a world speed record (405 km / h) at a distance of 5000 km. The new "reverse gull" scheme and articulation with the fuselage gave high quality and an air cushion during takeoff and landing. The scheme implemented on the "Steel-7" was subsequently used on the aircraft "Blom - FOS" and "Junkers" in Germany and the company "Chance - VOUT" in the USA. On the basis of "Steel-7", Bartini's pupils, led by Ermolaev, developed and introduced into the series the DB-240 (Er-2) aircraft, which participated in Patriotic war in parts of the Air Force and ADD, they were bombed by fascist Berlin and Koenigsberg.

The design of "Steel-7" - a high-speed passenger aircraft (in another version - a long-range bomber) was started in 1934 at the Research Institute of the Civil Air Fleet. To reduce the full frontal midsection of the aircraft, the midsections of the center section were combined with the midsection of the passenger cabin of the fuselage in such a way that without adding a frontal section, the center section passed through the fuselage without blocking anything. Standard schemes have an alternative: either the center section passes through the midsection of the passenger room (without adding a midship section), but with blocking the room, or without blocking it adds a forehead. On the "Steel-7" scheme, the "reverse seagull" did not increase either the midsection, or the premises were not partitioned off. Purges showed that in such a combination the center section from interference with the fuselage seemed to reduce its midsection by 3 times. In addition, low-lying engine nacelles contribute to the formation of an air cushion under the “reverse gull”, which facilitates takeoff and landing.

Spars "Steel-7" were formed from chromium - molybdenum pipes of variable cross section. In the Soviet Union at that time (1935), the production of thin seamless pipes had not yet been mastered, so the production of thin pipes using electric butt welding was organized at the Research Institute of the Civil Air Fleet. The subsequent hardening of such pipes turns them into solid-drawn ones, without traces of joints on microsections.

MDR - marine long-range reconnaissance was a flying boat with a flat stepped bottom, equipped with "gills" for lateral stability, a monoplane with a high wing and a tandem propulsion system located in the center section. The same scheme was subsequently carried out by Bartini on a DAR (long-range Arctic reconnaissance) aircraft.

MTB - marine heavy bomber, two-boat catamaran (boat length 40 meters) with a cantilever wing of high elongation with 6 engines of 400 hp each. (flight weight 40 tons).

Subsequently, a similar scheme was carried out by A.N. Tupolev on the plane MK - sea cruiser.

In 1940, R. Bartini at the Central Design Bureau began to develop an interceptor according to the scheme of a tailless flying wing with a rocket engine and a wheelless ski chassis.

In 1942, in KB-4 (Omsk), a preliminary draft of a fighter of the same scheme was developed - the R aircraft with a jet-ramjet power plant. The idea of ​​such an aircraft was as follows: 1.

It is necessary to develop the design of the aircraft, realizing the "gas-dynamic unity" of the carrier and propulsion systems, and the interference between the wing and the power plant should reduce drag and increase lift. 2.

Choose a power plant by determining the “equalization time” of different power plants, at which the dry weight of the plant plus the weight of the consumed fuel becomes equal. For the "P" aircraft, a carrier system of the Busemann biplane type was proposed, which does not give wave resistance, which is a flat ramjet engine in which fuel and oxidizer are introduced along the span in the form of superheated vapors. The combustion chambers are lined from the inside with thin pipes of a once-through boiler, through which under high pressure fuel and oxidizer flow in counterflow to the injector. 3.

Thus, at the start, the propulsion system operates as a rocket engine with air suction, and at high speeds as a ramjet engine (without oxidizer consumption) using fuel vapor injection to increase the compression of the Brayton process. Preliminary experiments with an injector of this kind were carried out.

The R-114 aircraft, a new type of supersonic interceptor, was developed on the basis of the R fighter.

The idea behind this plane was:-

if it were possible to create an interceptor that has a vertical speed equal to the already achieved diving speed of aircraft, then in addition to the existing air defense systems, a new type of defense would appear: “anti-aircraft aviation”, leading gunners - pilots to firing positions at the speed of an anti-aircraft projectile. At the same time, the problems of high-speed aerodynamics could be adopted from the already mastered experience of diving fighters, which would be very important in war time. -

Thus, the question of creating "anti-aircraft aviation" was not reduced to a theoretical and experimental solution of unknown problems, but to the question of whether it would be possible to find a constructive solution for such an arrangement that would provide vertical climb speeds equal to dive speeds. -

An analysis of the barograms of shells of various calibers showed that the thrust-to-weight ratio of an anti-aircraft interceptor to achieve the desired dynamic ceiling may be less than two, and using the method developed by R. Bartini in 1939 for calculating diving in a medium of variable density, it may not significantly exceed one. -

An ejector engine block, developed in Kazan by the Glushko group, was chosen as the propulsion unit for the R-114 aircraft, giving a thrust of 4 * 300 kg. The ceiling of the "R-114" was 24 km after acceleration near the ground and about 40 km during acceleration after uncoupling from the carrier at an altitude of 10.000 m. landing ski, take-off wheels remained on the ground.

In 1944, R. Bartini proposed to develop a transport aircraft project, foreseeing the need to transfer the aviation industry to post-war period for peaceful construction. A project was developed for the T-107 double-decker transport aircraft, on the upper deck of which there were passenger rooms, and on the lower deck - cargo. The speed of the "T-107" project was 470 km / h with a range of 2000 km with a payload of 5t. The project was approved, but the construction of the aircraft did not fit into the aviation industry.

In 1945 it was developed new project transport aircraft "T-117". The concept of this aircraft was that for the needs of transport aviation, it was necessary to create not a passenger aircraft, but a multi-purpose cargo-passenger aircraft. (Oversized cargo cannot be loaded or unloaded into a purely passenger structure, and if the aircraft is designed to provide these capabilities, it is not a problem to arrange chairs, tables, buffets and curtains).

For this purpose, Bartini turned the two-story fuselage 90 degrees and received, with the same midsection and perimeter, a cargo hatch mirror twice as wide. The contour was formed by the intersection of three circles. The fuselage structure is pressurized. With a weight of 25 tons, the aircraft could accommodate 80 paratroopers or 60 seriously wounded on a stretcher in the sanitary version, in the passenger version 42-60 passengers and in the Lux version 16 passengers in 8 cabins. The flight range was 7200 km. The project was considered by the NTS NKAP and immediately rejected, but as a result of the excellent conclusion of the Air Force and the Civil Air Fleet and the petition of two people's commissars (committees Khrunichev and Kruglov), in the fall of 1946, by a government decree, it was decided to build 3 copies of the T-117 aircraft in the options: cargo, passenger , "Lux", turning plant 86 into an experimental one for this.

The mock-up commission, chaired by Comrades Baidukov and Mazuruk, wrote in its conclusion: "... in the T-117 aircraft, design issues have been most successfully resolved, ensuring its multi-purpose use in comparison with the existing Consolidated, Curtis, IL aircraft, and in terms of carrying capacity, putting it on a par with 4-engine heavy aircraft.

Scheme of the supersonic wing "SLK"

In Novosibirsk, where at the Research Institute. S. A. Chaplygin, he became the chief engineer of the group of advanced schemes of aircraft, Bartini for a year developed a project for the A-55 intercontinental amphibious bomber, the A-57 combat ekranoplan aircraft carrier and the passenger aircraft created on its basis with design speed 2200–2500 km/h.

On the initiative of Bartini and under his leadership, SibNIA developed a new scheme for a long-range supersonic aircraft (A-55, A-56, A-57) in the period 1952-1957. Distinctive features of the scheme:

Variable on the span of a flying wing of small elongation, the angles of sweep, twist and concavity;

Block installation of engines in the center of the trailing edge of the center section;

Ensuring balancing on the supersonic Bartini wing occurs with an increase in aerodynamic quality.

A number of years later, cars created according to the same concept appeared in foreign aviation (B-70 Valkyrie, A-11 Concorde), but the priority remains with the Soviet Union.

Development of a new subsonic flying wing (DLK) scheme.

Since 1962, under the leadership of Bartini, a DLK scheme has been developed, the distinctive features of which are as follows:

Large center section (more than 2/3 of the bearing surface) of small elongation ( less than one) of a small relative weight, the side compartments of which serve as the installation of landing skis or catamaran-type floats.

Small weaning of the high aspect ratio wing, doubling the aerodynamic quality of the center section with a weight of less than 5% of the flight.

The scheme, which gives, with a high weight return and aerodynamic quality, large centered useful volumes in comparison with existing schemes.

A scheme that allows maximum use of the air cushion from the blowing of the engines of a single power plant and the screen effect in the vicinity of the ground or water surface.

Ski-float chassis low pressure provides, in combination with blowing, high cross-country ability and seaworthiness of the aircraft.

Studies have shown that the aerodynamic quality of such a scheme is about 16-18 far from the screen and more than 30 near the screen, with a weight return of more than 60% for vehicles weighing over 400 tons, and the blowing quality at the start can reach a value of 8-10, that is, arising from blowing sustainer engines vertical force is 800 - 1000% of their thrust. The scheme allows you to implement a method of takeoff without a takeoff run and with a short acceleration over the ground or water surface (without GDP). According to this scheme, an amphibious aircraft was built, an ekranoplan weighing 2000 tons, land transport aircraft and an oceanic amphibian aircraft were developed.

learn something new about him. The original article is on the website InfoGlaz.rf Link to the article from which this copy is made -

Scientist and aircraft designer
Knight of the Order of Lenin (1967)

“There is a World, infinitely diverse in time and space, and there is I, a vanishingly small particle of this World. Appearing for a moment on the eternal arena of being, it tries to understand what the World is and what consciousness is, which includes the entire Universe and is itself forever included in it. The beginning of things goes into the boundless distance of the disappeared times, their future is an eternal alternation in the mysterious kaleidoscope of fate. Their past is already gone, it's gone. Where? Nobody knows. Their future has not yet come, it is not now either. What about the real one? It is the ever-vanishing frontier between the infinite past that no longer exists and the infinite future that does not yet exist. Dead matter came to life and thinks. A mystery is being performed in my consciousness: matter examines itself in amazement in my face. In this act of self-knowledge it is impossible to trace the boundary between the object and the subject either in time or in space. I think that therefore it is impossible to give a separate understanding of the essence of things and the essence of their knowledge. Robert Bartini.

"What are we making noise here? We have Bartini - so let's entrust the problem to him! If he does not solve it, then it is fundamentally unsolvable ... ". Alexander Yakovlev.

Robert Bartini was born on May 14, 1897 in the Austro-Hungarian city of Fiume (now the city of Rijeka in Croatia).

Bartini's full name is Roberto Oros di Bartini. Bartini himself told the following story about his childhood. Mom Roberto came from a very noble family, but she was left without parents early and she was raised by relatives. At the age of 17, she fell in love with a certain baron who married another woman. Unable to bear the suffering, the girl drowned herself, having previously left the child wrapped in a blanket at the house of her relatives. The foundling was given to a local peasant, who after some time moved to Fiume, where he got a job as a gardener in the house of the above-mentioned baron. The baroness saw the boy, she liked him, and the childless spouses di Bartini adopted Roberto. When the parents decided to find out who the real father of the child was, it turned out that he was the baron himself.

As a child, Roberto Bartini had an excellent library, a fencing hall, a two-masted yacht, a home observatory and the best model of a Zeiss telescope ordered from Germany. In September 1912, Roberto first flew on the plane of the Russian pilot Khariton Slavorossov, who performed with his attraction in Southern Europe, and on his sixteenth birthday, Bartini got his own airplane, which his father gave him.

The fact that Roberto was an unusual child, parents discovered in childhood. Roberto drew very well. And how right hand, and left. One day, my mother decided to read Jules Verne's 20,000 Leagues Under the Sea to the boy in German, and Roberto learned it in two weeks. German. True, he could only read the text turned upside down - that is how the book lay in front of him. Another boy successfully participated in European swimming competitions. Bartini did not feel hungry at all, and in order to be “like everyone else”, he ate by the hour, in strict certain time. Bartini had no sense of fear: at the age of five, on a dark autumn evening, he went alone into an abandoned park to see a fairy who, according to legend, lived in the side tower of an empty castle. Roberto did not get to the fairy, got lost and fell asleep under a fern - he had such a strong nervous system. Then, in childhood, others began to notice the young baron and telepathic abilities. Later, already in the USSR, colleagues at work noticed that Robert Ludwigovich answered questions before the interlocutor had time to ask them. Colleagues attributed this ability to a good knowledge of people.

However, the researchers of Bartini's life - Olga and Sergey Buzinovsky wrote: “We checked: none of the Italian, Hungarian, Austro-Hungarian, Austrian and German genealogical publications mentions the di Bartini family. This name is not in the numerous reference books "Who is who", published at the beginning of the 20th century. The protocol of the first interrogation in Butyrskaya prison explained something: it says that the baron received documents in the name of Bartini and the corresponding “legend” before being sent to the Soviet Union. Previously, Roberto bore the name of his stepfather - the Hungarian Ludwig Orozhdi. He never saw his own father, the Austrian Baron Formach. According to Bartini, the investigator also wrote down the mother's maiden name - Fersel (according to other documents - Ferzel). But these names are not found in reference books.

At the Embassy of the Republic of Croatia in Moscow, and employees of the city archive of Rijeka told the Buzinovskys that in September 1912, the Russian pilot Khariton Slavorossov really flew in Fiume. But information about people named Bartini, Forms and Fersel was not found in the archive. True, not far from Fiume was the estate of Baron Philip Orozdi (Orozdi) - an Italian, a large landowner and a deputy of the upper house of the Hungarian parliament. The baron also appeared in the list of honorary members of the Hungarian flying club. His brother Lajos lived in Budapest. Lajos in Italian - Lodovico, in German - Ludwig. It turns out that he was the father of the future aircraft designer. Subsequently, in Soviet times, Bartini transferred the entire inheritance bequeathed to him by his father to the fund for helping the fighters of the Italian revolution.

In 1916, a nineteen-year-old graduate of a cadet school, Roberto Bartini, arrived to serve in the Russian Empire, and a week after his arrival in the unit, he was sentenced to death for shooting a tyrant lieutenant who had beaten a recruit a few days before. Roberto was saved by the sudden offensive of the Russians, the famous " brusilovsky breakthrough”, During which Bartini was captured by the Russians and was sent to the Far East by stage. During the four years spent in captivity, Bartini learned the Russian language and got acquainted with the ideas of social equality. Later, Bartini told about his journey from Vladivostok to Europe in 1920: together with other prisoners of war from Austria-Hungary, he boarded a steamer that was supposed to take them to their destination. In Shanghai, the baron and his Hungarian friend Laszlo Kemen had to go ashore after they were wanted to be thrown overboard as Bolshevik sympathizers. In 1920 Bartini returned home. He did not take advantage of Bartini Sr.'s opportunities, including financial ones (after the death of his father, he got more than $ 10 million of that time). At the Isotta-Fraschini factory in Milan, Roberto works as a laborer, marker, and then as a driver. At the same time, he was trained at the Rome Flight School and received a diploma in aeronautical engineering, having passed the exams of the aviation department of the Polytechnic Institute of Milan externally in two years. He also joined the Italian Communist Party.

As Bartini told his biographer Chutko, in 1922 he even participated in the operation to eliminate Savinkov, who wanted to disrupt the Genoa conference. Bartini did not let the enemies Soviet power to carry out the intended the best people Savinkov died. However, there is no information about the Genoa operation in the archives of the GRU and PGU KGB. But in the newspaper “Il Mondo” for April 1922, an article was printed about the disclosure of the White Guard terrorist plot against the Soviet delegation: “About 15 people who arrived with false passports were arrested. Among them is the famous Russian terrorist Boris Viktorovich Savinkov. Savinkov tried to take over the security of the Soviet delegation in Santa Margarita. It is assumed that an assassination attempt was being prepared against Lenin if he came to Genoa.

In 1922, Mussolini came to power, who did not like the communists very much. And Bartini was again sentenced to death (in absentia). Then Roberto decided to flee to the USSR on the second plane given to him by his father. The route was supposed to run through Switzerland, France, where in Paris, in order to confuse the tracks, he even had to stage own death, and through Berlin, where doctors unsuccessfully removed his appendix. But there are several other versions of how Bartini got to the USSR. According to one of them, he got on a German steamer with the documents of his Russian friend Boris Iofan. There is also a version about a submarine that surfaced off the Romanian coast at night. According to the Buzinovskys, former archive The Central Committee of the CPSU keeps the Comintern "personal file" of Bartini: a thin folder of five or six pages. It made a note that admission to the Italian Communist Party "is not documented." According to Bartini, he left Soviet Russia at the end of 1920 and returned in 1923. The stories of the "Red Baron" about working at the Isotta-Fraschini plant and about participation in the military actions of the Italian Communist Party were not documented. “We do not have very much reliable, indisputable information about him,” Chutko wrote, “and it is unlikely that they will be significantly replenished. Especially information about the first 1920-25 years of his life. To do this, one would have to find documents that may still be stored in Austria, Hungary, Yugoslavia, Germany, China, Syria, Ceylon.

Bartini later talked about escaping from an Italian prison. But on official version(which follows from the report of the Academy of Sciences of the USSR), the Italian Communist Party decided that a graduate of the Milan Polytechnic Institute should help Soviet Russia in the aircraft industry. “Beware of calling what you do not understand non-existent,” said Bartini. Perhaps Bartini largely invented his revolutionary past. But some light on the motives of the designer's stories about himself is shed by a phrase thrown by one former employee Minaviaprom Technical Directorate: “Mysterious”, “mysterious”… If you want to know, Bartini was just big baby! Each new idea fascinated him, he tried to do many things at once, but it turned out badly - plans, deadlines, bonuses flew by, the customer lost his patience ... ".

In Moscow, Bartini was assigned to work at the Scientific and Experimental (now Chkalovsky) airfield on Khodynka as a laboratory photogrammer, then he became an expert in the technical bureau. Having assessed the training of the Italian aviation engineer, the authorities transferred him to the Black Sea Air Force Directorate. In Sevastopol, starting as a mechanical engineer of an aircraft destroyer squadron, he rose to the rank of senior inspector for the operation of the materiel in 1927, that is, of all combat aircraft, and diamonds of a brigade commander (major general) appeared on his buttonholes.

Bartini was soon returned to Moscow and appointed a member of the Scientific and Technical Committee of the Air Force. In it, he prepared his first seaplane projects, in particular, a heavy flying boat - a 40-ton MTB-2 naval bomber. Experts immediately noted the originality of the proposed technical solution. Bartini proposed placing four motors in pairs in the wings, moving the propellers forward on elongated shafts, which would improve the aerodynamics of the car. After that, Bartini was again transferred, now to Aviatrest, and then to Experimental Department-3 (OPO-3), the leading organization engaged in naval aircraft construction. It was headed by the outstanding aircraft designer D.P. Grigorovich, and young engineers S.P. Korolev, S.A. Lavochkin, I.P. Ostoslavsky, I.A. Berlin and I.V. Chetverikov worked in the Department itself. Later, Korolev told the sculptor Faydysh-Krandievsky: “We all owe Bartini very, very much, without Bartini there would be no satellite. You must capture his image in the first place.

At the new location, Bartini continued to engage in seaplanes for various purposes. Under his leadership, several successful projects were developed over the course of two years, which were subsequently used to create seaplanes MBR-2 (sea close reconnaissance), MDR-3 (sea long-range reconnaissance) and MK-1 (sea cruiser), better known as ANT- 22.

Seaplane MK-1.

However, he soon became cramped within the same subject, and he switched to the development of an experimental EI fighter. In addition, he was instructed to head OPO-3 instead of Grigorovich, who was arrested in 1928 in the "case of the Industrial Party". But in March 1930, the Bartini group became part of the Central Design Bureau, and for a memorandum sent by Bartini to the Central Committee of the All-Union Communist Party of Bolsheviks, in which he explained the meaninglessness of "collectivization" in the design of aircraft, the Bartini group was disbanded, and he was fired.

In 1930, Bartini visited Taganrog for the first time, where he was preparing the famous plane "Country of Soviets" for a flight to the USA.

Aircraft "Country of the Soviets" and its crew.

After the flight took place, the government of the USSR awarded the Italian with an M-1 passenger car for success in preparing the flight and presented the diploma of the All-Russian Central Executive Committee. In the illustrated encyclopedia of Beriev TANTK aircraft, you can read about this time: “Despite the very heavy workload of the main work and the preparation of the naval sports team for the 1st Spartakiad of the Peoples of the USSR in diving, he also found time for equipment. It was at this time that he prepared his proposals for the creation of three seaplanes and an experimental fighter, among which was a proposal for the creation of a naval short-range reconnaissance aircraft. In parallel with diving, Bartini proposed to create an all-metal aircraft. But things were poor in the country with aluminum, and it was decided to make the plane wooden. The wooden plane was instructed to bring to mind Beriev, which he did. The aircraft was named MBR-2. The name has nothing to do with either Mikhail Beriev or Bartini, the ICBM is a naval short-range reconnaissance.

In the same 1930, the head of the Main Directorate of the Civil Air Fleet (GVF) A.Z. Goltsman, on the recommendation of M.N. Tukhachevsky, provided Robert Ludwigovich with a design department in the subordinate aircraft research institute of the Civil Air Fleet. And although combat vehicles were not within the competence of the research institute, Goltsman allowed the construction of an experimental fighter under the brand name "Stal-6". In 1933, this aircraft set a world speed record of 420 kilometers per hour.

Aircraft "Steel-6".

"Stal-6", although it did not have weapons, was considered an experimental fighter and received the code "EI" in the Air Force Directorate. Many elements of novelty were tested on it, reducing aerodynamic drag and raising the cultural level of factory technology. So the pilot, who did not have a convex cockpit canopy, the chassis, which was closed by a shield after cleaning, as well as water and oil coolers, were removed inside the apparatus. It is difficult for the pilot to keep track of the environment, being "walled up" under the skin of the aircraft. Therefore, on takeoff and landing, the pilot himself raised himself, along with the seat, above the contour of the fuselage with the help of a cable winch and a locking mechanism. The transparent cover of the lantern, inscribed in the contours of the fuselage, at the same time moved forward and allowed the pilots to stick their heads out to see where the landing site was. For a side view, the EI had the same capabilities as any conventional aircraft.

Having received the test results, Tukhachevsky convened an extended meeting of representatives of the Air Force, the Main Directorate of the Aviation Industry and the responsible executors of the SRI GVF involved in the production of Steel-6. The meeting took place at the headquarters Navy(Glavvoenmor). Designers from the Aviation Research Institute, who were familiarized in advance with the new tactical and technical requirements, in which the maximum speed of 400-450 km / h was set for fighters, the flight altitude was 8-10 thousand meters, were extremely surprised, and, armed with "strong" arguments about the failure of such data, eager to wipe the nose of presumptuous customers. The meeting was chaired by Narkomvoenmor Voroshilov and Narkomtyazhprom Ordzhonikidze, to whom the administration of the aviation industry was subordinated as head office. The head of the Air Force Ya.I. Alksnis in the introduction announced the desired figures. This was followed by a detailed report by the representative of the aviation industry A.A. Mikulin, who tried to prove the impossibility of achieving a speed of 400 km / h on a fighter. The speaker cited statistics and theoretical calculations, backed up by visual propaganda (posters, graphics and nomograms), which earned the applause of all those dissatisfied with the "crazy" TTT. In response, Tukhachevsky presented a report on the factory flight tests of the Stal-6 aircraft and raised brigade commander Roberto Bartini, the designer of this machine, to the audience. The report indicated a speed of 420 km / h. Skeptics and ill-wishers were defeated. For greater confidence, the meeting participants agreed to conduct state tests, which were generally not mandatory for an experimental machine. The preliminary flight of "Stal-6" was made by Pyotr Mikhailovich Stefanovsky on June 8, 1934. The aircraft was transferred to the Air Force Research Institute on June 17, and the first stage of testing was completed by September 4. During six flights, lead pilot Stefanovsky and pilot N.V. Ablyazovsky discovered that at speeds of more than 300 km/h, the aircraft strongly pulled into a left roll. Speeds of more than 365 km / h could not be obtained, since the pilot's efforts were barely enough to maintain level flight, and the power reserve was still decent. Takeoff and landing were normal. On July 13, Stefanovsky landed the plane with the landing gear retracted due to an incorrect signal from the control light in the cockpit. After a small repair, the tests were continued, but soon they were interrupted again due to the "unsatisfactory state of the material part."

From the conclusion of the Air Force Research Institute: “The test showed a completely unacceptable dismissive attitude of the Main Directorate of the Civil Air Fleet towards such an important object as the Stal-6 aircraft. 15 months after entering the airfield, it turned out to be completely unfinished ... ". In the course of improvements, the aircraft was equipped with the usual cockpit canopy protruding beyond the upper contour of the fuselage, the visor of which had wedge-shaped glazing. The pilot's seat was made fixed (locked in the upper position). From a purely experimental machine, "Stal-6" gradually turned into a fighter. The device from the SRI GVF was again submitted for state acceptance. On August 6, 1934, Stefanovsky reached the maximum speed previously obtained by Yumashev - 420 km / h, despite the deterioration of aerodynamics by the protruding lantern. At the same time, the pilot claimed that after adjusting the engine and bringing it to maximum power, Stal-6 would be able to fly faster by 25-30 km / h. Meanwhile, the design bureaus of N.N. Polikarpov, D.P. Grigorovich and P.O. Sukhoi produced new fighters during the year that met the latest tactical and technical requirements. At the end of November 1933, Bartini himself received the task of creating a fighter, personally from the people's commissar of heavy industry. The fighter, called "Steel-8" (Air Force code - I-240), was built separately in the fenced off workshop of plant 240. In terms of aerodynamic layout, it was almost identical to "Steel-6", differing in larger dimensions due to the use of a new French engine " Hispano-Suiza" with a capacity of 860 horsepower and an all-metal construction. The production technology was largely worked out on the previous type. Of course, at the request of the military, a lantern for the pilot's head appeared on the Steel-8, protruding above the fuselage. With a fixed dihedral visor, the canopy cover could be moved forward and, due to the through air flow under it, did not tend to spontaneously collapse in flight. Only the pilot could push the transparent cap back when closing the cockpit. The lantern was worked out on a full-size mockup, and a scale model (1:5) was blown in the wind tunnel of the N.B. Zhukovsky Air Force Academy.

The fighter was armed with two ShKAS synchronous machine guns mounted on a motor with cartridge boxes above the wheel well. The water cooler was located in the wing, as in the prototype, and the oil cooler was located in the root zone of the wing under the right fairing joint with the fuselage. external forms the Bartini fighter gave the impression that it was not developed in 1934, but five to ten years later. So perfect was its aerodynamics. "Steel-8" and according to the calculated data, it fully corresponded to the period of the Second World War. At an altitude of 3000 meters, its maximum speed was to be 630 km / h, the service ceiling was 9000 meters with a take-off weight of one and a half tons. These figures are quite justified, given that the aircraft was made very cleanly, with minimal deviations from the theoretical contours, much less than in serial production. "Stal-8" was the first all-metal aircraft in the USSR for roller and spot welding. Its fuselage was a monocoque with hollow U-shaped sheet profiles. The wing was two-spar with a rear wall. The spars and ribs are welded tubular trusses. Wing skin - Altmag, inner - 0.8 mm thick, outer - 0.5 mm. Four sections of ailerons were hung along the entire span of the condenser to the rear wall of the wing, which, during takeoff, landing and during turns, would serve as flaps. The control of the ailerons and rudders was cable. The elevator deflected in response to the movements of the pilot's stick by means of rigid tubular rods. In the chain of the longitudinal control channel, a mechanism for changing the angle of deflection of the elevator depending on the flight speed was arranged.

Two gas tanks with a capacity of 175 liters, welded from electron, were placed in the root zones of the wing consoles. Lenticular oil tank, also of welded construction, with its upper side fit into the outer contour of the fuselage in front of the cockpit. In flight, especially at high speeds, the oil tank is also cooled by the flow. A talented designer's creations cannot be ordinary. Bartini did not use the common profiles for the wings and tail. Its high-bearing profiles were one and a half to two times more efficient in terms of aerodynamic quality and significantly more stable in terms of stall characteristics when large values angles of attack. Being fluent in mathematics, Robert Ludwigovich applied it to the analytical determination of profile arches. If many specialists drew up the outlines of the wing profile by graphic conjugations of segments of curves (usually ellipses or parabolas), then Bartini found lines corresponding to such dependencies that at the junction of two conjugate curves their functions would not tolerate a break up to second-order derivatives. And the air flow felt the filigree smoothness of the outlines and parted with least resistance.

Unfortunately, the I-240 was not completed, and its construction stopped at the end of 1934 at about 60% of the completion stage. The Main Directorate of the Civil Air Fleet did not need it, and the GUAP also did not have it in terms of pilot construction and did not want to have it. In addition, the competitors who made the I-16, I-14, IP-1 were strong, and the vulnerability of the steam condenser cooling system in air combat or from anti-aircraft fire really reduced the combat capability of Stal-8. Measures were planned to increase the survivability of the system by dividing the condenser into compartments with autonomous circulation of antifreeze, but the Main Directorate of the Civil Air Fleet, for an unexplained reason, stopped financing the work.

At the end of 1935, Bartini developed the long-range Arctic reconnaissance aircraft DAR, which could land on ice and water. But despite the order of the Polar Aviation, the DAR did not go into the series, since it did not have the necessary equipment and equipment.

Airplane DAR.

In the autumn of 1935, Bartini designed the 12-seat passenger aircraft "Stal-7" with a "reverse gull" wing. “The construction of Steel-7 progressed slowly,” recalled Bartini's colleagues. - After the arrest of the chief designer, we were endlessly dragged to the investigator: the failure of all deadlines is the only truth of everything that Robert was accused of. In addition, Bartiniev's designs were always on the verge of the possible. God alone knows where everything came from: this is the work of entire institutions! But he did not know how to bring the product to the series.

In 1937 there were days, weeks and even months when he suddenly lost interest in aircraft. And Bartini disappeared somewhere. At that time, he visited the rocket men, counted something and did not pick up the phone. Sometimes Roberto left somewhere unexpectedly and for a long time. One night, subordinates had to look for Bartini, as the designer was urgently called to the headquarters, and he was found in the observatory.

Aircraft "Steel-7".

In 1936, the Stal-7 aircraft was exhibited at the International Exhibition in Paris, and in August 1939 it set an international speed record at a distance of 5,000 kilometers, which amounted to 405 kilometers per hour. But this record was already set without the participation of Bartini, since in 1938 the designer was accused of preparing the arson of factory No. 240, where his plane was built, in connection with Tukhachevsky and espionage in favor of Mussolini.

When the Kremlin celebrated the record, both the crew and the lead designer were presented to Stalin.

And who is the chief designer, why is he not here?

They explained to Stalin that the designer had been arrested.

Voroshilov asked:

We should let go, Comrade Stalin. Painfully good head!

Stalin asked Beria:

Don't know…

Find it, make it work!

Meanwhile, in solitary confinement at the Lubyanka, investigators demanded that Bartini confess to spying for fascist Italy. He was charged with links with the "enemy of the people" Tukhachevsky, as well as spying for Mussolini, from whom he had once fled. He was sentenced to 10 years in the camps and five - "defeat" in rights. Much more is known about this decade than about previous years. In particular, Beria repeatedly came to the "sharashka" near Moscow to discuss with the "prisoners" the prospects for the development of Soviet aviation. Once, the prisoner Bartini - boldly and with the generals accompanying Beria - asked why he was imprisoned: “You know, Lavrenty Pavlovich, I’m not to blame for anything.” “I know,” answered Beria, “if I were to blame, they would have been shot. Nothing, make a plane - you'll get Stalin Prize the first degree and you will be released.

As a prisoner, Roberto Bartini took part in the conversion of the Stal-7 passenger aircraft into a DB-240 long-range bomber. He advised his former associates, he was “secretly” taken to them from prison at night. Despite this mockery, Roberto Bartini worked for the result.

After several months of such work, the Soviet Air Force received a high-speed long-range bomber, unique in its combat capabilities, which became known as Yer-2. A curious case in the history of aircraft construction: the machine was given the name not of its creator, but of one of the engineers and party organizer of the design bureau, General V. G. Ermolaev, who nominally headed the team after Bartini's arrest.

DB-240. (Er-2).

At the beginning of the war, the Nazi leadership assured the Germans that not a single stone would shake in Berlin from enemy explosions, because, they say, Soviet aviation was destroyed. But the stones of the German capital shuddered - in the first months of the war, Berlin was bombed by the Ilyushin DB-3F, and then by the more distant and faster Bartiniev DB-240. These bombers flew from Moscow itself and back, without intermediate "jump airfields" and without refueling. True, they did not fly long. The front line was moving east too quickly. Air Marshal A.E. Golovanov said that our best long-range bomber at the beginning of the war was the Bartiniev DB-240, and he was very sorry that there were few of these machines - only 300 pieces. And they quickly disappeared, ruined by unsolicited improvements.

Bomber DB-240.

Until 1947, Bartini worked in prison, first at TsKB-29 of the NKVD, where at STO-103 he took part in the design of the Tu-2. Soon, at his request, Bartini was transferred to the bureau "101" of D.L. Tomashevich, where they designed the fighter. This played a cruel joke - in 1941, those who worked with Tupolev were released, and the employees of "101" were released only after the war.

In Omsk, where TsKB-29 was evacuated, Bartini carried out the task of Lavrenty Beria to develop jet interceptors. They developed two projects. "R" is a supersonic single-seat fighter of the "flying wing" type with a small aspect ratio wing with a large sweep of the leading edge, with a two-keel vertical tail at the ends of the wing and a combined liquid-ramjet power plant. R-114 - anti-aircraft fighter-interceptor with four V.P. Glushko LREs of 300 kgf thrust, with a swept wing (33 ° along the leading edge), which has boundary layer control to increase the aerodynamic quality of the wing. The R-114 was supposed to develop an unprecedented speed for 1942, M = 2. But it was not possible to build such aircraft, and in the fall of 1943 the design bureau was closed.

From 1944 to 1946, Bartini carried out the detailed design and construction of transport aircraft. He created the T-107 passenger aircraft in 1945 with two ASh-82 engines - a mid-wing aircraft with a two-story pressurized fuselage and a three-fin plumage. But it was not subsequently built, since it had already been put into production of the IL-12. In 1945, Bartini developed the T-108, a light transport aircraft with two diesel engines of 340 horsepower each, a twin-beam high-wing aircraft with a cargo cabin and fixed landing gear. It also wasn't built.

Bartini created the T-117, a long-haul transport aircraft with two ASh-73 engines of 2300/2600 horsepower. It was the first aircraft to carry tanks and trucks. There were also passenger and ambulance versions with a pressurized fuselage. The aircraft project was ready in the fall of 1944, and in the spring of 1946 it was submitted to the MAP. After the positive conclusions of the Air Force and the Civil Air Fleet, after petitions and letters from a number of prominent aviation figures (M.V. Khrunichev, G.F. Baidukov, A.D. Alekseev, I.P. the construction of the aircraft began. In June 1948, the construction of an almost finished (80%) aircraft was discontinued, since Stalin considered the use of the ASh-73 engines necessary for the strategic Tu-4 to be an unaffordable luxury and there was already an Il-12 aircraft.

Bartini was sent to Taganrog in 1946. There, on the territory of the Dimitrov plant, there was a "sharaga" called OKB-86. Aside from the shops in the hangar, a design bureau was equipped, a barrack and a watchtower were built nearby. The design bureau with 126 “convict” engineers was headed by Robert Ludwigovich. The designer did not look well-groomed at that time - he wore a shabby leather coat, his pockets were protruding, full of torn packs of Belomor. Around his neck he wore a white silk scarf, pierced with a pin with a transparent stone. “Bartini, deep in himself, sat at the drawing board and gave the impression of some exotic bird in a cage,” recalled N. Zheltukhin, a former draftsman of the Sharaga.

“Freemen” worked together with the prisoners. Among them was the design engineer Valya. “A kind, sincere person,” Vladimir Bartini said about his mother. “She was respected at the factory.” How Robert and Valentina met, and how their relationship developed, provided that Bartini was constantly accompanied by a sentry, is another mystery of Bartini. “I don’t know, I don’t know, my mother never told me about it,” said Vladimir Robertovich.

After the T-117, Bartini designed the T-200 - a special heavy military transport and landing aircraft, a high-wing aircraft with a large capacity fuselage, the contours of which are formed by a wing profile, and the trailing edge, opening up and down, between the two tail booms, formed a passage 5 meters wide and 3 meters high for oversized cargo. The power plant of the aircraft was combined: two piston star-shaped four-row ASh engines of 2800 horsepower (future) and two turbojet RD-45s of 2270 kgf of thrust. It was planned to control the boundary layer of the wing, the chord of which is 5.5 meters (option T-210). The project was developed in 1947, was approved, and the aircraft was recommended for construction in the same year, but it was not built due to the closure of the Design Bureau. Subsequently, these developments were used to create Antonov transport aircraft.

My father came out of prison with broken fingers, - Vladimir Robertovich recalled. - Although he had a dog as a child, he could no longer hear the barking of a dog ... “The misunderstood genius of Soviet aviation,” aircraft designer Antonov later wrote about Robert Ludwigovich. Of the 60 aircraft he designed, only a few were built.

Bartini's ideas were too ahead of their time. Back in the early 1940s, Bartini developed a jet aircraft. He had to fly at a speed of 2400 kilometers per hour. "This cannot be," they said. Soviet aircraft designers. “There are no planes without a propeller.” In 1950, on the instructions of DOSAAF, under the leadership of Bartini, an aircraft project was developed for a non-stop flight Moscow - North Pole - South Pole- Moscow. The plane was supposed to overcome 40 thousand kilometers, but the project was also not implemented.

From 1948, after his release, and until 1952, Bartini worked in the Design Bureau of Hydroaviation G.M. Beriev. In 1952, Bartini was seconded to Novosibirsk and appointed head of the department of advanced schemes of the Siberian Research Institute of Aviation named after S.A. Chaplygin (SibNIA). There, research was carried out on profiles, on controlling the boundary layer at subsonic and supersonic speeds, on the theory of the boundary layer, on the regeneration of the boundary layer by the aircraft power plant, the supersonic wing with its self-balancing during the transition to supersonic. With this type of wing, balancing was achieved without loss of aerodynamic quality. Being a great mathematician, Bartini literally figured out such a wing without particularly expensive purges and significant costs. Based on these studies, he created a project for the T-203 aircraft. The Bartini project, presented in 1955, planned the creation of a supersonic flying boat-bomber A-55. Initially, the project was rejected, as the declared characteristics were considered unrealistic. The appeal to Sergey Korolev helped, who helped to substantiate the project experimentally.

In 1956, Bartini was rehabilitated, and in April 1957 he was seconded from SIBNIA to the OKBS MAP in Lyubertsy to continue work on the A-57 project. Here, in the Design Bureau of P.V. Tsybin, under the leadership of Bartini, until 1961, 5 projects of aircraft with a flight weight of 30 to 320 tons for various purposes were developed (projects “F”, “R”, “R-AL”, “E” and “A "). "Strategic cocked hats", in addition to excellent flight characteristics, should have been equipped with avionics, which at that time was the height of perfection. The MAP Commission, which was attended by representatives of TsAGI, CIAM, NII-1, OKB-156 (A.N. Tupoleva) and OKB-23 (V.M. the plane was never accepted. And then in 1961, the designer presented a project for a supersonic long-range reconnaissance aircraft with a nuclear power plant R-57-AL - the development of the A-57.

The project of the ekranoplan-aircraft carrier A-57.

When Bartini turned to Sergei Korolev with a request for an experimental verification of his "fantasies", then Korolev, who at that time worked on rocket technology and therefore had practically unlimited possibilities, went to meet the Italian, whom he revered for the courage of design ideas since the late 1920s.

Sergei Pavlovich's engineers created and “blew” several models in wind tunnels, made according to the drawings proposed by Bartini, amounted to over 40 volumes of reporting documentation. The conclusion of the admiring rocket scientists was unequivocal: the aircraft is capable of reaching the declared speed. Another thing is that neither the level of equipment nor the capacities of Soviet industry will be enough for its construction.

Only ten years later, the aerodynamic calculations of the Italian, the drawings and profiles of the wing calculated by him for supersonic flight, were used in the construction of the famous Tu-144.

It was during this period that Bartini had another outstanding idea: the creation of a large vertical takeoff and landing amphibious aircraft, which would allow transport operations to cover most of the Earth's surface, including eternal ice and deserts, seas and oceans. They were working on using the screen effect to improve the takeoff and landing characteristics of aircraft. Projects were developed for the VTOL-2500 with a take-off weight of 2500 tons and the ship-based VTOL aircraft Kor.SVVP-70.

The implementation of Bartini's ideas was the project of the anti-submarine VTOL amphibian VVA-14 ("Vertical take-off amphibian"), the development of which began by government decree in November 1965 at the Ukhtomsk Helicopter Plant (UVZ), and then was continued at the OKB G.M. Beriev in Taganrog, where the Bartini team from the Moscow region moved in 1968. There, in 1972, two VVA-14 (M-62) anti-submarine aircraft were built. In 1976, one of these devices was converted into an ekranoplan. He received the designation 14M1P.

Aircraft VVA-14.

Back in the mid-1960s, Bartini reported to the Central Committee of the CPSU on his analysis of the prospects for the development of transport. He said that each vehicle is characterized by a number of indicators: speed, range, carrying capacity, degree of weather dependence, cost ... Bartini mathematically reduced these indicators of each vehicle to three generalized ones, put the generalized ones on the axes in the usual coordinate system and, postponing the length, width and height, drew a parallelepiped. Then, on the resulting maximum values, he drew a maximum, but hypothetical rectangle. The speed and range of such an unrealistic, but in principle conceivable means - like a spaceship, carrying capacity - like an ocean ship, dependence on weather - no more than a heavy train ... And it became clear that real rectangles, each individually and all together, in total occupy only a small part of the volume of the hypothetical. One turned out to be wide, but flat, the other - high, but thin ... And then the conclusion followed that the maximum share of the hypothetical volume would be occupied by ekranoplanes, vehicles known in the USSR since 1935 and even built, albeit by a few. But not ordinary ekranoplans, but with vertical takeoff and landing.

In 1972, in Taganrog, at the plant named after G. Dimitrov, in accordance with the concept of "airfield-free aircraft", two VVA-14 anti-submarine aircraft were built. Here is what the designer himself said about this development: “The plane flies well, but does not land well. The helicopter takes off and lands easily, but flies slowly. The way out of these contradictions is in such a design of the body of the aircraft, in which the unity of opposites is achieved, such functions as the function of the wing, fuselage and plumage. I believe that over time, an aerodynamic screen will be used under the body of the device. The resulting air cushion will make the aircraft of the future - the ekranoplan - all-aerodrome or, if you like, non-aerodrome: it will be able to land and take off everywhere.

Aircraft VVA-14.

In addition, when taking off and landing, - Bartini developed his idea, - the requirements of hydrodynamics for an aircraft generally disappear. Nothing prevents the improvement of aerodynamic forms, and the waves for such an ekranolet are almost the same as for a ball thrown at them. No matter how they shake it, the ball remains intact.

According to the memoirs of Leonid Fortinov, a staff member of the Design Bureau, the VVA-14 was an apparatus of an unusual design: with a large center section - a “flying wing”, along the sides of which inflatable floats-chassis 14 meters long, 2.5 meters in diameter and with a volume 50 each cubic meters everyone. They were designed to take off and land on any surface: water, snow, ice, swamp and sand. These floats also provided buoyancy for the aircraft. In the filled state, they were released outside, and in the retracted state, after takeoff, they automatically fit into the side compartments of the center section. In this form, the VVA-14 was no different from a land aircraft.

The amphibious fuselage was located along the axis of the machine from the bottom in front, and from above in the rear of the center section on the pylons two sustainer engines D-ZON designed by P. Solovyov were installed. VVA-14 was supposed to be equipped with 12 RD-36-35PR turbofan lifting power plants designed by P. Kolesov, also located in the thickness of the center section.

Aircraft VVA-14.

The amphibian had a trapezoidal wing, spaced vertical and horizontal tail. Aircraft control was provided by aerodynamic and jet rudders. The crew, consisting of three people, was placed in a detachable cabin in case of an accident. Bartini decided to make his plane take off in two stages: first, powerful lifting engines pulled the device out of the water: and only then marchers gave it the necessary speed.

The creation of the amphibian was accompanied by exceptionally thorough bench testing, especially on a flight test bench designed specifically for the VVA-14, which solved many issues of piloting this unique aircraft.

Soon the plane was ready, but the lifting engines, as usual, did not have time to do. Then they decided to simply check the volatility of the machine. Since the floats were not tested for tangential loads on it, it was not possible to take off on them with a run, as well as to land. Therefore, the floats were replaced with bicycle wheeled chassis. The VVA-14 made its first flight from a land airfield on September 14, 1972. It was lifted into the air by the test pilot of the aircraft factory Yu. Kupriyanov and the navigator L. Kuznetsov. A closed flight was also made along a 200-kilometer route. According to the test pilot, the car behaved normally.

Subsequently, the VVA-14 was modified for a STOL aircraft using the effect of gas-dynamic blowing, for which purpose blowing engines with a device for deflecting gas jets of engines under the center section were installed on the nose of the fuselage. The aircraft in this modification under the designation 14M1P was tested in the waters of the Sea of ​​Azov, where the characteristics of gas-dynamic blowing were confirmed for the use of seaplane takeoff from a rough surface.

Experimental studies and flights have shown high efficiency use of air blower during takeoff and landing, increased seaworthiness during takeoff. The problem of protection against splashes of sea water was solved. However, during the tests, the negative aspects of using blowing under the center section in landing modes were also revealed: it led to the appearance of a large acceleration component and increased the landing distance, which was several times greater than the takeoff distance. Therefore, to improve seaworthiness, it was decided to use partial blowing, which reduces the weight of the aircraft by 50-60%, as well as screen mode during takeoff and landing.

However, the fate of the VVA-14, like the fate of many Bartini aircraft, turned out to be sad. After the first flights, work on fine-tuning the amphibian dragged on and gradually faded away due to the death of Robert Ludovigovich. After the death of Bartini, work on these aircraft was stopped due to the workload of the Beriev TANTK, which was working on the A-40 and A-42 flying boats.

In 1976, one of these devices was converted into an ekranoplan. According to American experts, thanks to this, the USSR went ahead for 10 years in the field of creating ekranoplans, having achieved an implausible carrying capacity.

Shortly before his death, Bartini made a report in which he proposed the creation of hydrofoil aircraft carriers. They accelerated to 600-700 km / h, so that the plane could land without speed damping. When Bartini made his report, the well-known designer of ekranoplans Alekseev from Sormovo refused to speak, citing the fact that his report was worse.

“Airplanes have always been a craft for my father. He considered theoretical physics to be the main business of his life,” said Vladimir Robertovich. The article "Relationships between physical quantities" by Roberto Bartini, published in 1965 in the journal "Reports of the Academy of Sciences", caused a scandal. The author argued that time is three-dimensional, has length, width and height. Yet our space is six-dimensional. With this number of measurements, it is the most stable. To prove his reasoning, Bartini cited the values ​​of Planck's constant, the charge of an electron, its mass, and so on, calculated according to his theory. These values ​​coincided with the data obtained experimentally with a very high accuracy. Today, the six-dimensional structure of the universe would not raise any particular objections from theoretical physicists. And in 1965, the article was published rather out of pity and sympathy for the 68-year-old Bartini. Scientists who knew him, Bruno Pontecorvo and Keldysh, interceded for Bartini: “The author has a difficult fate. He came to the Soviet Union as a young man, had great achievements in aviation, and was imprisoned in the 1930s. Nobody in the Italian Communist Party remembers him. Bartini must be saved, otherwise he will go mad.”

However, even scholars sympathizing with Bartini were surprised: for the first time, Robert Ludwigovich signed the article with his full name - Roberto Oros di Bartini. It was kind of a challenge. The editorial office of the journal received a call from the Department of Science of the Central Committee of the CPSU and asked if this article was a hoax. There was no doubt in the Department of Science that the article was a hoax. The unusual surname of the author also seemed fictional to them. Academician Bruno Pontecorvo, who presented Bartini's article in the Reports of the Academy of Sciences, had an unpleasant conversation with an instructor of the Central Committee of the CPSU. The Central Committee could not believe that a scientist with such an exotic name could exist in the USSR. Pontecorvo advised skeptics to inquire about Bartini in the defense department of the Central Committee.

In fact, Bartini created a unique theory of the six-dimensional world of space and time, which was called the "world of Bartini". In contrast to the traditional 4-dimensional model (three dimensions of space and one of time), this world is built on six orthogonal axes. What is most interesting, all the physical constants that Bartini analytically (and not empirically, as was done for all known constants) calculated for this world, coincide with the physical constants of our real world. This shows that our world is 6-dimensional rather than 4-dimensional.

Bartini was also engaged in the analysis of the dimensions of physical quantities - an applied discipline, the beginning of which was laid at the beginning of the 20th century by N.A. Morozov. One of the most famous works is “Multiple geometries and multiplicity of physicists”, written by him in collaboration with P.G. Kuznetsov. Working with the dimensions of physical quantities, Bartini built a matrix of all physical phenomena based on only two parameters: L - space, and T - time. This allowed him to see the laws of physics as cells in a matrix. Just as Dmitri Ivanovich Mendeleev discovered the Periodic Table of Elements in chemistry, Bartini discovered the periodic table of laws in physics. When he discovered that the known fundamental conservation laws lie diagonally across this matrix, he predicted and then discovered a new conservation law, the mobility conservation law. This discovery puts Bartini among such names as Johannes Kepler (two conservation laws), Isaac Newton (momentum conservation law), Julius Robert von Mayer (energy conservation law), James Clerk Maxwell (power conservation law), etc.

The method of invention developed by Bartini was called "I - I" from the principle of combining mutually exclusive requirements: "Both, and the other." He argued "that it is possible to mathematize the birth of ideas." Bartini did not leave room for insight, chance in such obviously unstable systems as airplanes - he was guided only by strict calculation.

For the first time, Bartini reported on this logico-mathematical research of his at a meeting in the Central Committee of the All-Union Communist Party of Bolsheviks back in 1935, but the atmosphere of secrecy in the Soviet aircraft industry allowed only a narrow group of “approved” specialists to use this forecasting method. Since 1972, materials on Bartini have been studied at the Institute of the History of Natural Science and Technology of the USSR Academy of Sciences and at the N.E. Zhukovsky Science and Memorial Museum.

After the war, applied dialectical logic was rediscovered and independently by the Baku naval engineer Heinrich Saulovich Altshuller, and again in relation to invention. The method was called TRIZ - the theory of inventive problem solving. According to another version, G. Altshuller was a student of Bartini in the secret school "Aton", where he got acquainted with the "I - I" method. Unlike the secret "I-I" method, TRIZ was completely open to the public.

Bartini argued that it was possible to make an aircraft transparent or mirrored. He believed that you can try to bend the light beam so that it goes around the object we need. Einstein said that this is possible near large masses or in strong electromagnetic fields. In 1945, the physicist Rumer and the aircraft designer Bartini submitted to the Academy of Sciences a joint work entitled "Optical Analogy in Relativistic Mechanics and Nonlinear Electrodynamics". In 1991, the name of the author of the mysterious invisible aircraft, Bartini, was first named. It turned out that the initiator of the Transparent Plane project was Tukhachevsky, who patronized the designer in the 1930s.

After his release from prison, Bartini lived alone, apart from his wife, son and grandson, whom he loved very much. He worked in semi-darkness (Bartini's pupils did not constrict - the consequences of some kind of illness). In the large passage room, a chandelier wrapped in gauze shone faintly, and a table lamp with a makeshift lampshade made of thick green paper burned. The designer painted strange pictures. According to Chutko, Robert Lyudvigovich asked painters to paint one room in the apartment in bright red color, the other he painted himself: the sun was located on the blue ceiling, a little lower, on the walls, - the surface of the sea, in some places there were islands. The "deeper", the greener water became thicker, darker, and at the very bottom - the bottom. In the red room, Bartini worked, and "at the bottom" he rested - he drank a strange mixture of the strongest tea and coffee with condensed milk - one to two - and loved to eat Surprise waffle cake.

Taganrog designer Vladimir Vorontsov, who visited Bartini's Moscow apartment, was struck by a painting dated 1947. She depicted a rocket taking off. He was surprised by the shape of the flame - fire ball: “How could he know that this is exactly what a rocket launch would look like!?” As Chutko wrote, two photographs under glass on the wall attracted attention in the house. On one - a young, proud aristocrat Roberto, on the other, a declassed element - pathetic and not dangerous. To meet with the designer, it was necessary to first phone him, otherwise he would not come to the door. Robert Ludwigovich was afraid of something. According to Bartini, there were attempts on his life three times - in Berlin, in Sevastopol and in Moscow. In 1967, in the very center of the capital, a Muscovite with its headlights off tried to run him down on Kirov Street.

Bartini died on the night of 4/5 December 1974. When his body was found two days later on the bathroom floor, water was running from the tap and gas was on fire in the kitchen. According to the police, Bartini felt unwell at night, got up from the table, overturned his chair, and went to the kitchen. He lit the gas, began to draw water in the bathroom. Then he fell on his back, hitting his head on the door frame. Bartini wrote a will that very night, attached a black bag to it and hid it behind a thick curtain. The package was carefully sealed. In his will, Robert Ludwigovich asked that his papers be sealed in a metal box and not opened until 2197. There was also an inscription on the package: “I removed one consequence from my articles on constants. I ask you, when you consider it appropriate, to report in any form of your choice that I, Roberto Bartini, came to him mathematically, I'm not sure that I was not mistaken, therefore I did not publish it. It needs to be checked, I don't have time for that anymore. The consequence is this: the amount of life in the Universe, that is, the amount of matter that suddenly saw itself and its environment in the past infinitely distant from us, is also a constant value. World constant. But, of course, for the Universe, and not for a separate planet.

Robert Bartini was buried at the Vvedensky cemetery in Moscow. The monument bears the inscription “In the country of the Soviets, he kept his oath, devoting his whole life to making red planes fly faster than black ones.”

About Robert Bartini, a documentary film "The Genius from the Sharashka" was shot. Aircraft designer Bartini.

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Text prepared by Andrey Goncharov

Used materials:

Text of the article by Sergei Medvedev
Site materials www.voenavia.ru
Text of the article by Vladimir Alexandrov
Site materials www.space-memorial.narod.ru
Site materials www.aviawarworld.ru
Site materials www.ukrtribune.com

Kingdom of Italy Kingdom Italy
the USSR the USSR Occupation aircraft designer,
aerodynamic scientist Awards and prizes Robert Ludwigovich Bartini  at Wikimedia Commons

Robert (Roberto) Ludwigovich Bartini(real name - Roberto Oros di Bartini(Italian Roberto Oros di Bartini); May 14, Fiume, Austria-Hungary - December 6, Moscow) - Italian aristocrat (born in the family of a baron), a communist who left Nazi Italy for the USSR, where he became a famous aircraft designer. Physicist, creator of designs for devices based on new principles (see ekranoplan). Author of more than 60 completed aircraft projects. Brigade commander. In the questionnaires, in the column "nationality" he wrote: "Russian".

Little known to the general public and also to aviation specialists, he was not only an outstanding designer and scientist, but also the secret inspirer of the Soviet space program. Sergei Pavlovich Korolev called Bartini his teacher. At different times and to varying degrees, Korolev, Ilyushin, Antonov, Myasishchev, Yakovlev and many others were associated with Bartini. The main works on aerodynamics, the term "Bartini effect" is found in the literature.

In addition to aviation and physics, R. L. Bartini was engaged in cosmogony and philosophy with varying success, having published two articles on physical dimensions in scientific journals not recognized by the scientific community.

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Biography

early years

In 1900, the wife of the vice-governor of Fiume (now the city of Rijeka in Croatia), Baron Lodovico Orosa di Bartini, one of the prominent nobles of the Austro-Hungarian Empire, decided to take up the three-year-old Roberto, the adopted son of her gardener. At the same time, there is information that the mother, a certain young noblewoman, who became pregnant by Baron Lodovico, threw her son's gardener. In 1912, the high school student Roberto saw demonstration flights of the Russian aviator Khariton Slavorossov in Fiume. They struck the imagination and turned his fate upside down. Bartini became passionately interested in aviation for life. He spoke several European languages. Member of the First World War. He graduated from the officer school (1916), after which he was sent to the Eastern Front, during the Brusilovsky breakthrough he was captured along with another 417 thousand soldiers and officers of the Central Powers, ended up in a camp near Khabarovsk, where, as expected, he first met with the Bolsheviks. In 1920, Roberto returned to his homeland. His father had already retired and settled in Rome, retaining the title of state councilor and the privileges that he enjoyed with the Habsburgs, despite the change of citizenship. However, the son did not take advantage of his father's opportunities, including financial ones (after his death he got more than 10 million dollars of that time) - at the Isotta-Fraschini Milan plant, he was successively a laborer, a marker, a driver, and, at the same time, in two years he passed external examinations of the aviation department (1922) and received a diploma of an aeronautical engineer (he graduated from the Rome flight school in 1921).

Work in the USSR

After the fascist coup in 1922, the ICP sent him to the Soviet Union. His path ran from Italy through Switzerland and Germany to Petrograd, and from there to Moscow. From 1923 he lived and worked in the USSR: at the Air Force Research and Experimental Airfield (now Chkalovsky, formerly Khodynskoye airfield), first as a laboratory assistant-photogrammer, then became an expert in a technical bureau, at the same time a military pilot, from 1928 he headed an experimental group for the design of seaplanes (in Sevastopol), first as a mechanical engineer of an aircraft destroyer squadron, then as a senior inspector for the operation of materiel, that is, combat aircraft, after which he received rhombuses of a brigade commander at the age of 31 (now a defunct rank, between colonel and major general). Since 1929, he was the head of the department of naval experimental aircraft construction, and in 1930 he was fired from the Central Design Bureau for submitting a memorandum to the Central Committee of the All-Union Communist Party of Bolsheviks about the futility of creating an association similar to the Central Design Bureau; in the same year, on the recommendation of the head of the Air Force P. I. Baranov and the head of armaments of the Red Army M. N. Tukhachevsky, he was appointed chief designer of the SRI (factory No. 240) of the Civil Air Fleet (Civil Air Fleet). In 1932, design work on the Stal-6 aircraft began here, on which in 1933 a world speed record of 420 km / h was set. On the basis of the record machine, the Steel-8 fighter was designed, but the project was closed at the end of 1934 as not corresponding to the subject of a civil institute. In the autumn of 1935, a 12-seat passenger aircraft "Steel-7" with a "reverse gull" wing was created. In 1936, it was presented at the International Exhibition in Paris, and in August 1939 it set an international speed record at a distance of 5000 km - 405 km / h.

On the basis of this aircraft, the long-range bomber DB-240 (later classified as Er-2) was created according to the Bartini project, the development of which was completed by the chief designer V. G. Ermolaev in connection with the arrest of Bartini.

Arrest and work in detention

With the approach of German troops to Moscow, TsKB-29 was evacuated to Omsk. In Omsk, at the beginning of the war, a special Bartini Design Bureau was organized, which developed two projects:

• "P" is a supersonic single-seat fighter of the "flying wing" type with a small elongation wing with a large sweep of the leading edge variable in span, with a two-keel vertical tail at the ends of the wing and a combined liquid-ramjet power plant.
• R-114 is an air defense fighter-interceptor with four V.P. Glushko liquid-propellant rocket engines of 300 kgf of thrust, with a swept wing (33 degrees along the leading edge), which has boundary layer control to increase the aerodynamic quality of the wing. The R-114 was supposed to develop an unprecedented speed for 1942 of 2 M.

Aircraft R. L. Bartini

On account of Robert Bartini over 60 aircraft projects, including:

Quotes

technology theorist

The method of invention developed by Bartini was called "I - I" from the principle of combining mutually exclusive requirements: "Both, and the other." He argued, "... that it is possible to mathematize the birth of ideas." Bartini did not leave room for insight, for chance in such obviously unstable systems as airplanes; only strict calculation. For the first time, Bartini reported on this logical and mathematical research at a meeting in the Central Committee of the All-Union Communist Party of Bolsheviks in 1935.

Indicative is one of Bartini's prognostic developments, which has an outward resemblance to morphological analysis. After all any significant characteristics of all modes of transport were summarized in three generalized indicators and a three-dimensional “morphological box” was built on their basis, it became extremely clear that the current modes of transport occupy an insignificant part of the volume of the “box”. The ultimate degree of perfection (ideality) of transport based on well-known principles was revealed. It turned out that only ekranoplanes (or ekranoplans) with vertical take-off and landing can have the best ratio of all characteristics. Thus, the [ ] and still forecast the development of vehicles. According to American experts, thanks to this, the USSR went ahead by 10 years in terms of ekranoplanes (Alekseev R. E., Nazarov V.V.), having achieved an implausible carrying capacity.

Physicist and philosopher

Bartini is primarily known as an outstanding aircraft designer, whom the Krasnaya Zvezda newspaper even called the “Genius of Foresight”. But he also, after a series of approvals and support from Academician B. Pontecorvo, published an article on theoretical physics in the journal Doklady Akademii Nauk SSSR in 1965, the style and content of which were unusual and seemed so meaningless that science community considered it a humorous prank.

In particular, the outstanding mathematician V.I.Arnold writes in his memoirs (somewhat incorrectly quoting the first sentence of Bartini's article):

As a mathematician, I am especially pleased to remember the article "On the dimensions of physical quantities" by Horace de Bartini presented by Bruno Pontecorvo in the DAN (Reports of the USSR Academy of Sciences). It began with the words: “Let A be a unary and therefore a unitary object. Then A is A, so…”, and ended with gratitude to the employee “for her help in calculating the zeros of the psi-function.” Students of my generation knew this evil parody of pseudo-mathematical nonsense (published, I remember, around April 1) for a long time, since its author, a wonderful Italian aircraft designer who worked in Russia in a completely different field of science, had been trying to publish it in Reports for several years already. But Academician N. N. Bogolyubov, whom he asked about it, did not dare to submit this note to the DAN, and only the election of Bruno Pontecorvo as a full member of the Academy made this very useful publication possible. W. I. Arnold

After the publication of Bartini's article, Bruno Pontecorvo received letters from several "crazy" people at once, who reproached him for stealing their ideas, and he also received a call from the Department of Science of the Central Committee of the CPSU and began to wonder if this article was a hoax - with such a complaint some mathematicians addressed, who considered it an insult to place the hoax in the journal Doctor of Physical and Mathematical Sciences B. Stern in an article from 2008 considers Bartini's article either a witty hoax, or sad story, "when a person talented in his field "loses his bearings" and plunges headlong into delusional research in search of the foundations of the Universe." He also mentions numerous attempts to "decipher" the article, attributing meaning to formulas and phrases, conjecture "omitted for brevity" fragments.

However, not all scientists are so categorical, in particular, theoretical physicist Mikhail Shifman considers the article underestimated and makes sense from the point of view of string theory, however, very confusingly written.

However, complete scientific assessment The article has not yet been given, but it is published mainly on the websites of Russian followers of Roerich and the Academy of Trinitarianism.

Bartini also published an article on the same topic in 1966: "On some relationships between physical constants", in the 1st issue of the journal "Theory of Gravitation and Elementary Particles". The content of the article was an extended version of the first article.

In 1974, an article was posthumously published in a thematic collection of seminar reports, co-authored with P. G. Kuznetsov, which represented an expansion of the author's ideas:

• P. O. di Bartini, P. G. Kuznetsov. Multiplicity geometries and multiplicity physics. // MODELING DYNAMIC SYSTEMS. THEORETICAL ISSUES MODELING. issue 2. Proceedings of the seminar "Cybernetics electric power systems". Bryansk. - 1974.

Modern followers of Bartini claim that he created "a unique theory of the six-dimensional world of space and time, which was called the World of Bartini" According to them, in contrast to the traditional model with 4 dimensions (three dimensions of space and one time), this world is built on six orthogonal axes. According to the followers of this theory, all physical constants that Bartini analytically (and not empirically, as was done for all known constants) calculated for this world coincide with the physical constants of our real world. Also, according to the followers of the theory, Bartini was engaged in the analysis of the dimensions of physical quantities - an applied discipline, the beginning of which was laid at the beginning of the 20th century by N. A. Morozov. Bartini, according to his modern followers, relied on the research of J. Burniston Brown on the theory of dimension.

Exploring the heritage of Bartini

The atmosphere of total secrecy in the Soviet aircraft industry limited the use of this forecasting method [ ] only to a narrow group of “approved” specialists. Since 1972, materials about R. L. Bartini have been studied at and in the Scientific and Memorial Museum of N. E. Zhukovsky. More details about this person can be found in the book by I. Chutko “Red Planes” (M. Edition of political literature, 1978) and in the collection “Bridge Through Time” (M., 1989).

After the war, applied dialectical logic was rediscovered and independently by the Baku naval engineer Heinrich Saulovich Altshuller and again in relation to invention. The method was called TRIZ - the theory of inventive problem solving. According to another version, G. Altshuller was a student of R. Bartini in the secret school "Aton" [ ], where he got acquainted with the I-I method. Unlike the method "I - I", TRIZ was completely open to the public. Dozens of books have been published on it (“Creativity as an exact science”, “Find an idea ...”, etc.), hundreds of training seminars have been held.

see also

• World of Bartini

Notes

Sources

1. Bartini Roberto Ludogovich
2. The third article was published posthumously, in collaboration with P. G. Kuznetsov
3. Chutko I.E. Red planes. - M.: Political Publishing House, 1978
4. biography  R. L. Bartini
5. Tikhonov S. G. Defense enterprises of the USSR and Russia: in 2 volumes. - M.: TOM, 2010. - V.2 - S.559 - 608 p. - Circulation 1 thousand copies. - ISBN 978-5-903603-03-9.
6. History engineer. Pobisk Georgievich Kuznetsov S.P. Nikanorov, P.G. Kuznetsov, other authors, almanac Vostok, Issue: N 1\2 (25\26), January-February 2005
7. Tombstone by R. L. Bartini at the Vvedensky cemetery. Patronymic on stone - Ludovigovich
8. ,
9. Ermolaev Er-2
10. Bartini T-117
11. А-55 / А-57 (Project strategic supersonic bomber, OKB R. L. Bartini /Airbase =KRoN=/)
12. A-57 R. L. Bartini
13. E-57 Seaplane-bomber
14. ,