Aviation of Word War II

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SK-2 — A high-speed fighter developed at TsAGI by Matus Ruvimovich Bisnovat. First flight - November 10, 1940.

The aircraft had a metal structure with a rivet in the back, the canvas was used only in the skin of the ailerons and rudders. The aircraft had an unusually small wing measuring 9.57 m². The aircraft was equipped with a serial M-105 engine with a variable pitch propeller VISh-52.

The cockpit canopy was of the usual type with an emergency release mechanism, the oil cooler was moved to the forward lower part of the fuselage, the engine suction pipes are located at the root of the wing.

With the M-105 engine with a power of 1050 h. p. and the VISh-52 propeller, the SK-2 aircraft developed a maximum speed at an altitude of 4900 m up to 660 km / h, and at an altitude of 2700 m - 645 km / h. To climb to a height of 5000 m, 4 minutes were enough for him. 20 s. The service ceiling was 10,300 m. The takeoff weight of the SK-2 was only 2,300 kg. Despite the high specific wing loading (240 kg / m²), the SK-2 had quite satisfactory takeoff and landing characteristics. The length of its takeoff run did not exceed 350 m, and the run - 500 m.

When assessing the speed characteristics, it should be borne in mind that the SK-2 had no weapons. Converting it into a fighter (installing machine guns, armored backs, sight, etc.) would reduce the speed by several tens of kilometers.

Crew 1
Length, m 7.30
Wing area, m² 9.57
Length, m 8.28
1 × PE M-105, h.p. 1050
Weight, kg:
Empty 1,850
Gross weight 2,300
Maximum speed over ground, km / h 580
Maximum speed at altitude, km / h 660
Cruising speed, km / h 530
Service range, km 620
Service ceiling, m 10,500

The experience in the development of the SK-2, and especially the materials for testing them in the air, were subsequently taken into account and used in the design of fighters, in which, along with the increase in engine power, the specific load on the wing also increased.

Feedback from the pilots about the aircraft: "Flight. The aircraft has sufficient positive stability in the longitudinal and directional relation; in the lateral relation, the stability of the aircraft is close to neutral. The aircraft" tightly "sits in the air and is easily controlled ...

Planning and landing. The landing approach is made at 240 km / h, a lower speed makes the landing unpleasant. Landing visibility is good. Guards allow go-around and flight in any mode. When the flaps are deflected, the plane becomes more stable and lowers the nose, the trajectory becomes steep.

The landing of the aircraft is simple and pleasant, but requires precise approach to the ground ... The landing gear cushioning works well, the mileage after landing with the wheel unbraked is very stable and keeping the direction does not require tension. "

In 1940 M.R. Bisnovat wrote to the People's Commissariat of the Aviation Industry: “Despite the fact that flight tests have not yet been completed, the material we received is of great value. For the first time, we started flying on a TsAGI-SK aircraft with a specific load of over 200 kg / m² and received positive results in the take-off run, the run and the turns at high landing speeds. Thus, the "theory" of the impossibility of using large specific loads as a speed reserve was overturned "

Photo Description

Drawing SK-2


  • "The history of designs of planes in USSR 1938-1950" /Vadim Shavrov/