The E-50/1 aircraft was built and put to the test in 1955. The first flight took place on January 9, 1956. The aircraft was piloted by the test pilot of the LII V.G. Mukhin. According to the flight test program, 18 flights were performed, including 3 flights with a working C-155 rocket engine (the first was on June 8, 1956). During a control flight on July 14, 1956, after engine replacement, the aircraft crashed due to the failure of one of the engine units and failed.
By the order of the IAP dated September 6, 1956, the plant was ordered to restore the first flight copy, build a second copy and jointly test them with the Air Force.
Initially, it was assumed that the failed first flight copy could be restored with a repair option. However, as a result of the subsequent technical inspection and defection of the units, it was decided to build a new aircraft using separate suitable components.
The E-50/2 was in production from July 18 to December 7, 1956, and on January 3, 1957, the aircraft made its first flight, piloted by test pilot VP Vasin. In the first half of the year, the E-50/2 completed 25 flights according to the approved factory test program. On June 17, 1957, with the engine running, the aircraft reached an altitude of 25,600 m. During the tests, a maximum speed of 2,460 km/h (with a rocket engine) was obtained. After the completion of factory flight tests, the aircraft was transferred to the LII for further studies of engine operation at high altitudes.
In August 1956, the plant began construction of the E-50/3. During the construction of the aircraft, work was carried out to eliminate operational defects identified during the testing of the first copy. The aircraft was completed in production on April 17, 1957 and sent for factory flight tests. 9 flights were performed on it.
On August 8, 1957, during a flight by test pilot N.A. Korovin, the E-50/3 aircraft crashed. The cause of the disaster was the explosion of the rocket engine. Due to the failure of rescue equipment, the pilot died.
The E-50 aircraft had a swept wing (55 degrees). The C-155 rocket engine was located in the root part of the keel. Armament - 2 HP-30 cannons.
E-50A (type 64).
By the order of the IAP dated September 6, 1956, the E-50 aircraft under the designation E-50A was introduced into production at plant No. 21 in a small series. The plant was instructed to build 30 machines and transfer them to the Air Force in mid-1957. From the second half of October to December 1956, the OKB-155 team issued all working drawings for this aircraft, as well as plazas, templates, tooling drawings and other technical documentation, which were handed over to Plant No. 21. In 1957, one E-50A aircraft with an AM-11 engine was built.
The E-50A was built on the basis of the airframe design of the E-2A fighter (MiG-23). As on the E-50, the liquid propellant rocket engine, its systems and the hydrogen peroxide tank are installed inside the keel base. A frame has been added to the rear of the fuselage, and a purge ejector is installed in the engine compartment. The wing, horizontal tail, tail light and landing gear were identical to the E-2A aircraft. The wheels of the main landing gear are installed in accordance with the increased mass and speed of separation. Control inside the fuselage up to the 20th frame is similar to the E-2A, from the 20th frame to the rudder attachment points is similar to the E-50. The fuel system remained unchanged, except for the removal of the 6th and 7th kerosene tanks. The rocket engine's power and control system was housed in a long, easily removable fairing under the fuselage. The LRE power and control units are identical to the E-50, but the number of LRE fuel tanks is smaller.
Valery Ageev
