A photograph of SCP-XXXX taken in 1944
Item #: SCP-XXXX
Object class: Safe
Special Containment Procedures: SCP-XXXX is currently kept in Hangar 19 of Site-17, though it may be kept in any secure hangar able to accommodate it. Outside of this, no specialized containment procedures are necessary beyond basic aircraft safety standards. The plane is to be serviced regularly by a trained technician in order to ensure it is in working order, and should be given pre-flight checks like any other plane before any tests are run. Access to the plane may be granted to any on-site staff, although flights must be approved by a researcher of Level-2 or higher clearance with prior experience with SCP-XXXX, as well as the on-site Air Traffic Controller.
Description: SCP-XXXX is the Soviet prototype fighter I-225, produced in 1944 by the Mikoyan-Gurevich design bureau. It is a low-wing cantilever monoplane of construction typical of the wartime Soviet Union, with similar aerodynamics to the production Yak-3 fighter, although modification was made for higher altitude performance by Dr. █████ █████████ of the TsAGI institute.
SCP-XXXX is 9.6 meters long, 3.7 meters tall, and has a wingspan of 11 meters, with 20.38 square meters of wing area. It is powered by a Mikulin AM-42FB equipped with a TK-300B turbo-supercharger, offering 2000hp for take-off and 1750hp at 7500m, although given the plane’s current performance this is likely a considerable underestimate. At the time of construction, it was capable of a top speed of 726 km/h, with a service ceiling of 12600 meters, a rate of climb of 20.8 meters per second and a maximum ferry range of 1300 kilometers.
In current configuration, tests show a greatly increased maximum speed of 2200 km/h at altitude, and 1400 km/h at sea level. Rate of climb is currently tested to be 233 meters per second, with a documented service ceiling of 18,000 meters and a maximum range of 3,300 km at altitude. SCP-XXXX is also capable of maneuvers that should not be possible given the placement and design of the plane’s control surfaces and engine, such as the famed Pugachev’s cobra.
On the controls panel, a small switch is present covered by a small amount of electrical tape. When flipped, the plane undergoes an acceleration of approximately ████ Gs. Any recording equipment, even particularly resilient types such as black boxes, will be destroyed, either by the acceleration itself or the impact with the ground following subsequent loss of control of the plane as the pilot is killed or rendered unconscious from the acceleration.
Several incidents involving loss of control at low altitude and subsequent impact with the ground have all resulted in no noticeable damage to the aircraft. The aircraft can, however, be disassembled and serviced with basic tools, so it would appear this invulnerability only extends to damage to parts rather than destruction of the plane via disassembly.
Addendum:
A large dump of additional information including tests ran by the Soviet government was discovered by a Foundation plant in the Gromov Flight Research Institute in 1994. The documents recovered show the Soviets had recognized the fighter’s anomalous abilities and had run a series of tests on the fighter. Below is reformatted and translated transcripts of the results of each test ran, the tests spanning a period of 1945-1989.
Also in the records discovered were several messages between researchers, engineers, and pilots associated with the plane at various points in time. This allowed foundation personnel to locate and question the few remaining Soviet personnel whom worked with the plane and had experience with it prior to the plane´s acquisition by the Foundation in 1991.
Below are reformatted and translated transcripts of the results of each test ran, the tests spanning a period of 1945-1989, as well as several relevant letters and documents relating to those known to be directly associated with the plane.
Test date: ██/██/1946
Maximum speed at altitude: 885 km/h
At sea level: Not tested
Rate of climb: Not tested
Service ceiling: 12,800 m
Additional notes: Plane was noticeably more sluggish in turns, and gained and retained energy poorly. Top end speed, however, was improved.
Test date: ██/██/1946
Maximum speed at altitude: 910 km/h
At sea level: 864 km/h
Rate of climb: 22 m/s
Service ceiling: 13,000 m
Additional notes: Plane was more agile, and accelerated much faster, but still had problems with energy retention and climb rate.
Test date: ██/██/47
Maximum speed at altitude: Not tested
At sea level: 925 km/h
Rate of climb: 47 m/s
Service ceiling: 14,800 m
Additional notes: Agility was improved, appeared to be on par with typical prop fighter. Acceleration was greatly improved, alongside energy retention.
Test date: ██/██/1947
Maximum speed at altitude: 1107 km/h
At sea level: 1076 km/h
Rate of climb: 51.2 m/s
Service ceiling: 15,500 m
Additional notes: Agility was hugely improved, as was acceleration and energy retention. Tail locked up at high subsonic speeds. Plane exceeded mach one in a dive, but became almost uncontrollable due to the tail.
Test date: ██/██/1950
Maximum speed at altitude: 1145 km/h
At sea level: 1100 km/h
Rate of climb: 65 m/s
Service ceiling: 16,600 m
Additional notes: Issue of tail locking up at high subsonic has been greatly reduced. Agility at low speeds also improved. Plane exceeded mach one in a dive.
Test date: ██/██/1951
Maximum speed at altitude: 1260 km/h
At sea level: Not documented
Rate of climb: 75.7 m/s
Service ceiling: 16,600 m
Additional notes: Plane was very stable at high speeds, although not particularly maneuverable. First time I-225 was documented exceeding mach one in level flight.
Test date: ██/██/1952
Maximum speed at altitude: 1452 km/h
At sea level: Not tested
Rate of climb: 177.8 m/s
Service ceiling: 17,500 m
Additional notes: Tail locks up at supersonic speeds. Low-speed maneuverability has decreased, mid-high speed maneuverability remains similar.
Test date: ██/██/1955
Maximum speed at altitude: 2150 km/h
At sea level: 1150 km/h
Rate of climb: 160 m/s
Service ceiling: 17600 m
Additional notes: Plane was extremely stable at high speeds, bled speed quickly in turns. Had a very high stall speed, and nearly ran out of runway on landing. First documented instance of plane exceeding mach two, in a shallow dive.
Test date: ██/██/1959
Maximum speed at altitude: 2237 km/h
At sea level: 1300 km/h
Rate of climb: 235 m/s
Service ceiling: 17500 m
Additional notes: Landing and stall speeds noticeably reduced. Plane remains stable but does not lock up at high speed. Prone to bleeding speed in turns. First documented instance of plane exceeding mach two in level flight.
Test date: ██/██/1964
Maximum speed at altitude: 3493 km/h
At sea level: 1100 km/h
Rate of climb: 208 m/s
Service ceiling: 24000 m
Additional notes: Plane handled sluggishly but accelerated at nearly unheard of speeds. First flight to exceed mach three.
Test date: ██/██/1975
Maximum speed at altitude: 3000 km/h
At sea level: 1500 km/h
Rate of climb: 288 m/s
Service ceiling: 25000 m
Additional notes: Low-end handling was much improved, as was low-end acceleration and climb rate. Mach three capability was lost, but agility was improved greatly.
Test date: ██/██/1981
Maximum speed at altitude: 2400 km/h
At sea level: 1400 km/h
Rate of climb: 330 m/s
Service ceiling: 18000 m
Additional notes: Agility improved to unheard of levels. Was found to be very agile, with excellent instantaneous and sustained turn performance, high alpha capability, and a general resistance to spins.
Test date: ██/██/1982
Maximum speed at altitude: 2500 km/h
At sea level: 1400 km/h
Rate of climb: 300 m/s
Service ceiling: 19000 m
Additional notes: Agility was improved further, at low fuel surpassed thrust-weight ratio of 1:1.
Test date: ██/██/1991
Maximum speed at altitude: ██████████ km/h
At sea level: ██████████ km/h
Rate of climb: Not tested
Service ceiling: Not tested
Additional notes: [DATA EXPUNGED]
Note: Plane was recovered by the foundation in aftermath of this test. Logs recovered indicate the tape covered switch on the control panel was noticed by the pilot and flipped. The incredible noise and heat of the crash alerted a nearby Foundation facility, whom dispatched agents to recover the wreckage. Agents were successful in recovering the plane before Soviet forces were able to locate and interfere with the recovery.
Kolodenko,
Did you send a researcher up here by the name of to work on the prototype? He showed up yesterday demanding access to the plane, saying he was under orders to make modifications for high altitude performance. He was very pushy, and threatened action from the NVKD if I did not comply. I get that it is unlikely that a spy would find out about or care to infiltrate a program like this, but I still want to confirm he is who he says he is before I let him at it.
Best wishes, Kutuzov.
Kutuzov,
I have sent no such researcher, nor do I even know one of that name. I have notified the NVKD, and they are currently investigating. Try and string this ¨Dr. █████████ ¨ along as long as you can, and avoid tipping him off that his cover is blown, as he may attempt to escape. Regardless of who he is working for, I'm sure that the NVKD would love to have a talk with him, and it'll be both of our asses on the line if he gets away.
Regards, Kolodenko.
Kutuzov,
You are to ignore my previous instructions in their entirety. Grant █████ █████████ unrestricted access to the prototype immediately. If the investigating NVKD officers approach you, do not reveal █████████´s location or identity. Lie, if necessary. The NVKD officers assigned to this case are not to be trusted under any circumstances. If they suspect you of harboring this man, they can and will kill you, without hesitation or regret. Take care.
SECTION 1: FACTUAL INFORMATION
1.1: History of the flight
- Prototype high altitude fighter I-225 departed from ██████ airbase at approximately 0900 hours for a test flight. Plane was intended to make several maneuverability and top speed tests before returning to ██████ sometime between 1100 and 1200 hours.
- I-225 was given a full fuel load and a thorough inspection before the flight. No damage or corrosion was apparent, and all parts appeared to be in full working order. Oil had been changed the previous day, and oil coolers had been inspected to be fully functional. Plane was additionally given a full load of 400 rounds of 20x99R practice ammunition for testing purposes. Investigation has revealed no error on the part of ground crew. Flight took planned route eastward for 1 hour, testing agility at three-quarters and half fuel loads. Cannons were tested for accuracy and alignment, expending a total of 208 shells at a ground target. Straight line speed record of 726 km/h was attained at 8500m. At 1100 hours it was decided to fly back to base as all necessary tests had been completed. A landing was attempted at 1145 hours. An eastward crosswind of fifteen miles per hour was recorded, and a light snowfall had begun on the flight back, mildly obscuring vision. Plane approached airfield under around 10% power, with flaps extended. It was observed by pilot Kutuzov that the plane was approaching slightly slower than was necessary to touch down on the runway, and so he accordingly increased power to 30% and reduced the flaps setting. This caused the engine to seize at an altitude of 15 meters, forcing the plane into an unrecoverable stall. The plane impacted and was stopped by a snowbank 20 meters short of the runway.
1.2: Injuries to persons
- Test pilot Mikhail Kutuzov sustained a concussion and severe bruising, as well as mild whiplash. Injuries have been attributed to deceleration following impact with snow bank.
- No other ground crew or airmen were hurt or killed in the crash
1.3: Damage to aircraft
- I-225 was given thorough inspection and was found to be completely undamaged, most likely due to the cushioning effect of the impact with the snowbank.
- A Yak-3 landed in the wrong runway following confusion in the crash's aftermath, with damage to the propeller hub, propeller, and landing gear.
1.4: Other damage
[DATA EXPUNGED]
1.5: Personnel information
- All ground crew were given appropriate training, with no deficient personnel observed.
- Test pilot Mikhail Kutuzov was sufficiently qualified to run the plane, with over 3000 flight hours and several confirmed air to air kills over █████████. He was found to be in good mental health before and after the crash.
1.6: Aircraft information
- Plane performed to specification throughout the flight, with no deficiencies noted. No reason to suspect the engine would seize has yet been found.
- [DATA EXPUNGED]
Plane was loaded with 100 octane fuel lend-leased from the United States, as maximum possible performance was desired.
SECTION 2: ANALYSIS AND CONCLUSIONS
This incident appears to be purely a result of bad luck on both the ground crew and pilot's sides. There were no conditions nor circumstances that would have indicated that the engine would seize under any context, much less a minor increase in engine power. Investigation has revealed no fault on any involved personnel and no damage to facilities or aircraft, and thus no charges have been filed. It is the opinion of this author that the efforts of pilot Kutuzov the bring the plane under control and avoid hitting nearby ground crew were both successful and commendable, and such will be noted on the pilot's record.
[Obscured],
Modifications appear to have been successful. Plane displayed markedly improved agility and top speed during it's final ferry flight to the ████████████ airplane graveyard. According to my research, the plane is roughly equivalent to that Yak-3 fitted with the new VK-108 that's been setting records recently. Additionally, as you have already likely heard, it survived a rather violent crash completely unharmed.I recommend you pick it up quickly before it's scrapped for materials. I trust our agreement is still in place.
- Kolodenko
Why do you persist in your pestering of me? I did everything you wanted, and more. You got what you needed, and nothing less. I want nothing more to do with your kind, I'm dealing with enough trouble as it is from working under you for even the most minor of work. I am not, and will never be, willing to work for you again. This will not change no matter how many agents you send after me to intimidate me.
- Kolodenko
[Obscured],
What the hell is wrong with you people? Is this some sort of sick joke? Every single day, another one of your dogs comes to hound me. Some have even broken into my apartment! Why do you sanction this? I have nothing to offer you. You have already extracted every bit of knowledge you could possibly ever need or want, along with it every ounce of my pride and happiness. Can't you see what this is doing to me? How can I live with an extension of you lying around every corner, waiting to harass me? I go to work, they're waiting in the train station, I go to my office, they're hiding amongst the staff, I go to the bathroom and they're waiting outside, I take a shower in the privacy of my own goddamned home and they appear outside. I can't ever stop looking over my shoulder. I haven't slept in days. You can't keep doing this. I cannot and will not survive like this.
- Kolodenko
//[Obscured],
Why won't you just leave me be? I've done everything you ask, to the letter. I've broken laws, betrayed friends, and betrayed my own country just to get you away from me. Why can't you understand this? All I want is to be left alone. Please. Just leave me be. You don't have to do this.
AUTOPSY REPORT
DECEDENT: A. Kolodenko
Autopsy Authorized by Dr. Vinogradova
Identified by: fingerprints and dental comparison.
Rigor: absent
Livor: purple
Distribution: posterior
Age: 53
Race: White
Sex: Male
Length: 70 inches
Weight: 160 pounds
Eyes: Hazel
Hair: Brown
Body Heat: Refrigerated
SUMMARY: Kolodenko died instantly from multiple blast and fragment Injuries when a bomb detonated in his car.
EXTERNAL EXAMINATION: Well developed, well nourished, white male with multiple blast and fragment injuries including amputations of both upper extremities at mid-forearm with partial fragmentation of the detached portions of the extremities. There are lacerations of face and scalp with fractures of the calvarium, skull base and facial bones. The cranial vault is empty with fragments of brain recovered separately. There are multiple penetrating fragment injuries of the anterior thorax and left thigh. There are gaping lacerations of the left lower abdomen and thigh with partial evisceration of sigmoid colon and small intestine. The penis and left testicle are absent. There are flash burns of the anterior thorax, face and left thigh.
X-RAYS: Total body x-rays demonstrate comminuted fractures of the face and skull, multiple anterior rib fractures, comminuted fractures of pelvis and proximal left femur, amputations of distal upper extremities, and multiple metallic fragments in the head, thorax, and thighs.
CAUSE OF DEATH: Blast and fragment injuries.
MANNER OF DEATH: Homicide
Noted aerodynamic engineer Dr. A. Kolodenko died of natural causes in his home on 6th of January, 1946. His cremated remains will be buried in the ████████ graveyard on the 23rd of January. Any are welcome to attend.
Per 
