Книги
Flying Machines
A.Durkota, T.Darcey, V.Kulikov
The Imperial Russian Air Service
590
A.Durkota, T.Darcey, V.Kulikov - The Imperial Russian Air Service /Flying Machines/
The remains of Oeffag C.II 52.63 from Flik 44. This aircraft was shot down by Suk on August 8, 1917, for his third confirmed victory.
Seversky's first job in the United States was to test fly SE-5a fighters while in Buffalo New York, 1918.
Lebedev Factory
Sopwith 1-1/2 Strutter
An order was placed for 260 Sopwith 1-1/2 Strutter aircraft with 130hp Clerget engines, to be manufactured at either the Taganrog or Yaroslav facilities. Only five were built in 1917.
Sopwith 1-1/2 Strutter
An order was placed for 260 Sopwith 1-1/2 Strutter aircraft with 130hp Clerget engines, to be manufactured at either the Taganrog or Yaroslav facilities. Only five were built in 1917.
A Sopwith 1-1/2 Strutter, flown by escadrille Sop.582, during mid-July 1917, while stationed at Tchremkouf, one of the fields used by the unit during the Kerensky offensive on the southwest front.
A captured Albatros C.I, with skis applied, used by the Russian 21st Corps Detachment, late 1916. The observer is Sous-Lieutenant Boittiaux of the French Mission, who is ready to take off on a bombing run over Lida. Boittiaux accomplished 80 missions in four months and had earned the Order of Saint Anne. He also flew in Voisins and Farmans while serving with the 21st Detachment.
Kokorin standing in front of his third aerial victory; a nosed-over German Albatros C.III which crashed near Uvse village on April 15, 1917. Kokorin can be seen standing in front of the aircraft (center of photo wearing a light-colored fur hat).
Mahlapuu standing in front of his German victory. The wing panel can be seen leaning against a building with the fuselage in front. This is most likely the Albatros C.III he shot down on March 11, 1917.
The Albatros C.X Coudouret forced to land near Volochyst, on November 23, 1917, This was his fourth victory and his second in Russia, The enemy crew was taken prisoner.
German Aviatik C.I, serial number C2775/16, which Smirnov and Pentko shot down for their first confirmed victory, January 2, 1917, Lutsk.
A German Friedrichshafen FF39, two Sablatnig SF5s, and a Friedrichshafen FF33 seaplane at Windau, Courland, October 1917.
Sablatnig SF5 seaplanes in operation at the Naval Air Station at Libau.
Sablatnig SF5 seaplanes in operation at the Naval Air Station at Libau.
A German Friedrichshafen FF39, two Sablatnig SF5s, and a Friedrichshafen FF33 seaplane at Windau, Courland, October 1917.
Sablatnig SF5 seaplanes in operation at the Naval Air Station at Libau.
Sablatnig SF5 seaplanes in operation at the Naval Air Station at Libau.
The detachment's Halberstadt C.I. This heavily armed machine is equipped with three machines guns; a fixed forward-firing Colt, a Lewis mounted on the top wing, and a German Parabellum in the observer's position. Stabs-Kapitan Pentko is standing at right.
An Austro-Hungarian Flik photographed from the air. The Brandenburg C.I (located in front of the lower two hangars), and the seven canvas aircraft hangars might indicate the type and strength of this enemy unit - valuable information to a Russian commander.
Austro-Hungarian pilot Rudolph Simacek (to left) and pilot Kopenstein on the Eastern Front in 1917. Simacek was shot down by Kozakov and Shirinkin on September 23, 1917.
Kozakov poses with Leutnant Franz Weigel, an Austro-Hungarian from Flik 10. Kozakov shot down Weigel's aircraft, Brandenburg C.I 27.14, on December 21, 1916, for his fifth victory.
The remains of Brandenburg C.I 63.75 from Flik 25. Kozakov shot down this machine for his ninth confirmed victory on June 8, 1917.
Oberleutnant Roman Schmidt of Flik 7 standing beside Brandenburg C.I 67.03 after crash-landing on the field of Austro-Hungarian Balloon Company 14, near Lesiowka, April 13, 1917. Yanchenko teamed with Donat Makeenok and Juri Gilsher to shoot Schmidt down.
(КПР 39)
The remains of Brandenburg C.I 64.55. Kruten shot this machine down on June 6, 1917, for his seventh confirmed victory.
The remains of Brandenburg C.I 64.55. Kruten shot this machine down on June 6, 1917, for his seventh confirmed victory.
Sveshnikov's victory of September 22, 1917, for which he was awarded the Order of Saint George Fourth Class. The machine is a Roland D.IIa powered by a 180hp Argus engine. The aircraft landed in no-man's-land near the village of Poznanka Gnila, where it was salvaged by Russian troops.
Sveshnikov seated in his trophy. A long scar in the plywood fuselage from a bullet can be seen through the Iron Cross Insignia.
A standard forward area army park showing aircraft being repaired for their return to service with frontline detachments. A captured Albatros (Rumpler ???) is in the foreground, with a Morane-Saulnier L behind it. Nieuport IV fuselages and Voisin nacelles are also visible.
Argeyev's 6th confirmed victory - Rumpler C.I, serial 4739/16, Argeyev teamed with Kozakov to shoot this aircraft down near Tsmenitzi, Romania, June 20, 1917,
German Rumpler C.I 4739/16 from Feldflieger Abteilung 24. Kozakov and Argeyev shot this machine down on June 20, 1917, for Kozakov's 11th victory.
A German Friedrichshafen FF39, two Sablatnig SF5s, and a Friedrichshafen FF33 seaplane at Windau, Courland, October 1917.
Sablatnig SF5 seaplanes in operation at the Naval Air Station at Libau.
Sablatnig SF5 seaplanes in operation at the Naval Air Station at Libau.
Anatra Factory
The Anatra Aircraft Company was founded in 1913 by Artur Antonovich Anatra, a businessman and banker in Odessa. In 1912 Anatra had offered to build aircraft for the war department in reply to requests for such services. On June 23, 1913, he received an order for five Farman IV aircraft and began production from the workshops at the Odessa Aero Club. This first batch of airplanes were delivered in November and subsequent orders were placed for production of French types. The other French models built between 1913 and 1917 included not only Farmans, but also the Nieuport type 11, Voisin pushers, and Morane-Saulnier parasols.
In 1915 the firm began to create its own types. French designer Elisee Alfred DesCamps (DesCamps is usually referred to as Dekan, the translated spelling of his name in Russian.) produced several models during his employment at Anatra, including the Anade, Anasal, and the Anadis. Other designers at Anatra were V.N. Khioni and A.K. Mikhalkevich, who together constructed the Anadva, a twin-engine, twin-boom aircraft. The plant also built a modification of the Voisin, designated as the V.I. (Voisin Ivanov), after its designer, Podporuchik Petr Ivanov.
In 1915 a second plant was opened in Simferopol. It produced modified Voisin LAS, Farman type IV and type VII, and Nieuport 17bis aircraft. These machines were delivered to the Sevastopol Military Aviation School.
Throughout the war the Anatra company built 1056 military aircraft at the Odessa plant and 50 in Simferopol. By the end of hostilities two aircraft a day were being produced. At Odessa the firm had 1684 employees and occupied an area of 1,356,000 square yards, including the airfield. At Simferopol there were approximately 735 employees and the facility covered 215,280 square yards.
Both locations remained open after the war and were eventually reorganized under Soviet rule. They were both closed by the end of 1922.
Anade
Also known as the Anatra D., the Anade was developed during the summer of 1915 as an advanced two-seat reconnaissance biplane to supply the corps squadrons with aircraft that would replace the slow and obsolete types still in service.
The Anade had a fuselage that was linen-covered in the rear and plywood-covered from the cockpit forward. The fuel tank was constructed in three sections; in case of puncture not all fuel would be lost. The cowling was aluminum and came in two designs. The first was known as the "short nose," while the second, the "long nose," had circular cooling cutouts similar to the style used later on the Anasal. Both versions were powered by 100hp Gnome-Monosoupape rotary engines.
The wings were linen covered, with wooden struts employed in the two-bay construction. Ailerons were applied only to the upper wing. Cabane and tail struts were steel tubing, as was the undercarriage, which was V-shaped and streamlined.
The armament included a flexible machine gun, usually a Colt or a Maxim, for the observer, and on later machines a Maxim, synchronized with a DesCamps interrupter gear, for the pilot. About 60 lb. of bombs could also be carried.
On January 1, 1916, the first test of the Anade took place. It was unstable and several changes were made, primarily to the wings. Both the sweep and the angle of incidence were increased and the complete wing assembly was moved back along the fuselage. The upper wing had its span reduced and the ailerons were enlarged by increasing their chord. Another modification was the addition of 15 lb. of ballast mounted to the forward outboard wing strut on the starboard bottom wing. Other improvements included moving the pilot and observer seats forward and increasing the tail surface by 50 per cent.
After several more trials, the problems were solved. Soon afterward the aircraft entered production. The first machine was accepted on May 29, 1916. These aircraft proved to be stable and in the right hands were capable of aerobatics, as displayed by Stabs-Kapitan Makarov when he performed loops in the Anade on two occasions in the spring of 1917. However, in August 1916, while testing an Anade, Sous-Lieutenant Bonnier, of the French mission, perished in a crash, apparently not from a stability problem but from poor quality of material and construction. Upon inspection, a broken cable was found that caused a loss of control. Lack of wood for wing spars also created construction problems. Spars were built in two sections, with nothing more than a short overlapping joint glued and wrapped with fabric. In July 1917, Sous-Lieutenant Jean Robinet, a member of the French mission, and his passenger were killed during a test flight when a spar of this construction failed, causing a crash. Incidents such as this became common among corps squadrons, creating distrust of Anatra machines.
A trainer, with duel controls and a modified landing gear to prevent nose-overs, was one of the 170 machines built during 1916-1917. It has been reported that the final modification was the removal of the starboard wing strut ballast in August 1917. However, photographic evidence does not show use of such ballast at any time.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
The Anatra Aircraft Company was founded in 1913 by Artur Antonovich Anatra, a businessman and banker in Odessa. In 1912 Anatra had offered to build aircraft for the war department in reply to requests for such services. On June 23, 1913, he received an order for five Farman IV aircraft and began production from the workshops at the Odessa Aero Club. This first batch of airplanes were delivered in November and subsequent orders were placed for production of French types. The other French models built between 1913 and 1917 included not only Farmans, but also the Nieuport type 11, Voisin pushers, and Morane-Saulnier parasols.
In 1915 the firm began to create its own types. French designer Elisee Alfred DesCamps (DesCamps is usually referred to as Dekan, the translated spelling of his name in Russian.) produced several models during his employment at Anatra, including the Anade, Anasal, and the Anadis. Other designers at Anatra were V.N. Khioni and A.K. Mikhalkevich, who together constructed the Anadva, a twin-engine, twin-boom aircraft. The plant also built a modification of the Voisin, designated as the V.I. (Voisin Ivanov), after its designer, Podporuchik Petr Ivanov.
In 1915 a second plant was opened in Simferopol. It produced modified Voisin LAS, Farman type IV and type VII, and Nieuport 17bis aircraft. These machines were delivered to the Sevastopol Military Aviation School.
Throughout the war the Anatra company built 1056 military aircraft at the Odessa plant and 50 in Simferopol. By the end of hostilities two aircraft a day were being produced. At Odessa the firm had 1684 employees and occupied an area of 1,356,000 square yards, including the airfield. At Simferopol there were approximately 735 employees and the facility covered 215,280 square yards.
Both locations remained open after the war and were eventually reorganized under Soviet rule. They were both closed by the end of 1922.
Anade
Also known as the Anatra D., the Anade was developed during the summer of 1915 as an advanced two-seat reconnaissance biplane to supply the corps squadrons with aircraft that would replace the slow and obsolete types still in service.
The Anade had a fuselage that was linen-covered in the rear and plywood-covered from the cockpit forward. The fuel tank was constructed in three sections; in case of puncture not all fuel would be lost. The cowling was aluminum and came in two designs. The first was known as the "short nose," while the second, the "long nose," had circular cooling cutouts similar to the style used later on the Anasal. Both versions were powered by 100hp Gnome-Monosoupape rotary engines.
The wings were linen covered, with wooden struts employed in the two-bay construction. Ailerons were applied only to the upper wing. Cabane and tail struts were steel tubing, as was the undercarriage, which was V-shaped and streamlined.
The armament included a flexible machine gun, usually a Colt or a Maxim, for the observer, and on later machines a Maxim, synchronized with a DesCamps interrupter gear, for the pilot. About 60 lb. of bombs could also be carried.
On January 1, 1916, the first test of the Anade took place. It was unstable and several changes were made, primarily to the wings. Both the sweep and the angle of incidence were increased and the complete wing assembly was moved back along the fuselage. The upper wing had its span reduced and the ailerons were enlarged by increasing their chord. Another modification was the addition of 15 lb. of ballast mounted to the forward outboard wing strut on the starboard bottom wing. Other improvements included moving the pilot and observer seats forward and increasing the tail surface by 50 per cent.
After several more trials, the problems were solved. Soon afterward the aircraft entered production. The first machine was accepted on May 29, 1916. These aircraft proved to be stable and in the right hands were capable of aerobatics, as displayed by Stabs-Kapitan Makarov when he performed loops in the Anade on two occasions in the spring of 1917. However, in August 1916, while testing an Anade, Sous-Lieutenant Bonnier, of the French mission, perished in a crash, apparently not from a stability problem but from poor quality of material and construction. Upon inspection, a broken cable was found that caused a loss of control. Lack of wood for wing spars also created construction problems. Spars were built in two sections, with nothing more than a short overlapping joint glued and wrapped with fabric. In July 1917, Sous-Lieutenant Jean Robinet, a member of the French mission, and his passenger were killed during a test flight when a spar of this construction failed, causing a crash. Incidents such as this became common among corps squadrons, creating distrust of Anatra machines.
A trainer, with duel controls and a modified landing gear to prevent nose-overs, was one of the 170 machines built during 1916-1917. It has been reported that the final modification was the removal of the starboard wing strut ballast in August 1917. However, photographic evidence does not show use of such ballast at any time.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Анатра «Анаде» из состава 3-го корпусного авиаотряда
Standard production Anade with the usual number of cockades applied. The rear gun mount is in place and large windscreens have been fitted. The aileron control cables are externally mounted, with pulley assemblies attached to the leading edge of the upper wing. The machine performed well, but was unfortunately plagued with poor wing spar construction, causing several fatal accidents and resulting distrust of Anatra machines. Despite this defect, 170 Anades were built.
Standard production Anade with the usual number of cockades applied. The rear gun mount is in place and large windscreens have been fitted. The aileron control cables are externally mounted, with pulley assemblies attached to the leading edge of the upper wing. The machine performed well, but was unfortunately plagued with poor wing spar construction, causing several fatal accidents and resulting distrust of Anatra machines. Despite this defect, 170 Anades were built.
An Anade captured by the Austrians on the Galician Front in 1916. This machine is fitted with the 'long-nose' cowl with cooling cutouts. The number '5' on the rudder is most likely a squadron identification number.
Anatra Factory
Anadis
This aircraft closely resembled the Anasal with some major changes, the most important of which was the installation of a 150hp Hispano-Suiza engine. This resulted in a redesign of the fuselage to a monocoque plywood type, giving a very streamlined appearance. The machine was a single-seat fighter although it was the size of two-seat types.
The Anadis was tested during November 1916, performing favorably. Speed was 95 mph and maneuverability was good. It gave better performance than the Anasal and weighted 265 lb, less.
Testing did not resume until October, 1917, when Stabs-Kapitan Makarov requested permission to complete a flight to France via the route Salonika, Rome, Marseilles, and Paris, for the purposes of observing allied aviation practices. The Anadis was the perfect machine for such a flight because it could carry fuel for 14 hours flight. Makarov began his journey in November; but engine trouble forced him to land at Jassy, Romania.
Despite its general acceptance, it appears this was the only Anadis built.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Anadis
This aircraft closely resembled the Anasal with some major changes, the most important of which was the installation of a 150hp Hispano-Suiza engine. This resulted in a redesign of the fuselage to a monocoque plywood type, giving a very streamlined appearance. The machine was a single-seat fighter although it was the size of two-seat types.
The Anadis was tested during November 1916, performing favorably. Speed was 95 mph and maneuverability was good. It gave better performance than the Anasal and weighted 265 lb, less.
Testing did not resume until October, 1917, when Stabs-Kapitan Makarov requested permission to complete a flight to France via the route Salonika, Rome, Marseilles, and Paris, for the purposes of observing allied aviation practices. The Anadis was the perfect machine for such a flight because it could carry fuel for 14 hours flight. Makarov began his journey in November; but engine trouble forced him to land at Jassy, Romania.
Despite its general acceptance, it appears this was the only Anadis built.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Anatra Factory
Anakle
The Anakle or Anakler, was identical to the Anade except for a change of engines. This machine was given a 110hp Clerget rotary and a slightly modified cowl. Production of this type was limited and may possibly be included in the total of Anade production. The Anakle was about 3 mph faster than the Anade.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Anakle
The Anakle or Anakler, was identical to the Anade except for a change of engines. This machine was given a 110hp Clerget rotary and a slightly modified cowl. Production of this type was limited and may possibly be included in the total of Anade production. The Anakle was about 3 mph faster than the Anade.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Anatra Factory
Anamon
Also named the Anatra DM, this machine was a single-seat monoplane with a plywood monocoque fuselage. Equipped with a 100hp Gnome, it had good speed of 102 mph during initial trials in June 1916. This was later reduced due to the added weight of a machine gun. The machine gun was not synchronized, but equipped with deflector plates as previously used on French Moranes.
An attempt was made to create better visibility for the pilot with cutouts in the trailing edge of the wing at its root. Unfortunately, test pilots reported the seat was too low and visibility was poor. It resembled a Deperdussin, gave no advantages over Moranes or Nieuports, and failed to gain acceptance during trial flights. After a crash of this machine the project was discontinued.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Anamon
Also named the Anatra DM, this machine was a single-seat monoplane with a plywood monocoque fuselage. Equipped with a 100hp Gnome, it had good speed of 102 mph during initial trials in June 1916. This was later reduced due to the added weight of a machine gun. The machine gun was not synchronized, but equipped with deflector plates as previously used on French Moranes.
An attempt was made to create better visibility for the pilot with cutouts in the trailing edge of the wing at its root. Unfortunately, test pilots reported the seat was too low and visibility was poor. It resembled a Deperdussin, gave no advantages over Moranes or Nieuports, and failed to gain acceptance during trial flights. After a crash of this machine the project was discontinued.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Anatra Factory
Anatra DE
This three-engine bomber was designed to carry a crew of four, three machine guns, and a bomb load of 880 lb. One 140hp Salmson was mounted to the nose and two 80hp Le Rhone rotaries driving pusher airscrews were mounted to nacelles between the wings. Each nacelle was fitted with a flexible machine gun.
The idea of how this aircraft was to be utilized was innovative. The bomber was to complete its journey to the target using all three engines and return with only the Salmson operating. This technique was to give the machine a duration of 3.5 hours.
The plane was tested on July 6, 1916, despite its actual weight being about 700 lb. more than expected. It is not believed that performance met expectations since the aircraft was not repaired after sustaining damage during landing. It was reported that modification was necessary, but apparently no further work was accomplished and the type DE was abandoned.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Anatra DE
This three-engine bomber was designed to carry a crew of four, three machine guns, and a bomb load of 880 lb. One 140hp Salmson was mounted to the nose and two 80hp Le Rhone rotaries driving pusher airscrews were mounted to nacelles between the wings. Each nacelle was fitted with a flexible machine gun.
The idea of how this aircraft was to be utilized was innovative. The bomber was to complete its journey to the target using all three engines and return with only the Salmson operating. This technique was to give the machine a duration of 3.5 hours.
The plane was tested on July 6, 1916, despite its actual weight being about 700 lb. more than expected. It is not believed that performance met expectations since the aircraft was not repaired after sustaining damage during landing. It was reported that modification was necessary, but apparently no further work was accomplished and the type DE was abandoned.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Anatra Factory
Anasal
The Anatra DS Anasal was very similar in style and shape to the Anade with one major change; the installation of the 150hp water-cooled Salmson Canton-Unne radial engine. The cowling covered all but the top cylinder heads that protruded from cutouts. Radiators have been reported as being installed in two locations, either box-type mounted on the fuselage sides or at the leading edge of the upper wing, which appears to be more popular. The fuselage construction was changed, being entirely plywood. Two guns, one fixed for the pilot and one flexible for the observer, became standard equipment. When fitted with a special airscrew designed by Grigorashvili, the speed of the Anasal was increased by 4mph.
The initial test flight took place on August 7, 1916, with an order being placed in early 1917. In service the Anasal was comparable in performance to enemy aircraft of similar type. However, reports were filed declaring the difficulty of handling the machine. Pilots had to maintain total concentration while holding level flight, never relaxing, or risk loss of control of the aircraft. Attempts to correct this problem were made throughout production, but apparently with little effect. While testing an Anasal on May 8, 1917, Sous-Lieutenant Marcel Bloch, (Marcel Bloch was a member of the French mission assigned to escadrille N.581. Shortly after his arrival he was temporarily transferred to the Anatra firm as a test pilot. After the accident he remained in Russia recuperating until he was well enough to return to France. He had previously scored five victories, all balloons, with escadrille N.62. In addition to being highly decorated by his own country, he received the Order of Saint George Fourth Class and the Order of Saint Anne Fourth Class from Russia.) of the French mission, was seriously injured in a crash, the reasons for which are unknown, but were most likely due to either lack of stability or poor construction, a problem which plagued most Anatra aircraft.
Approximately 70 units were produced before the end of hostilities. The Anasal was later used by the Austrians and eventually the Czechs in the postwar period.
Anatra DSS
The Anatra DSS or Anasal SS, was slightly larger than the Anasal. It was equipped with the 160hp Salmson engine, giving the machine a speed about 4mph faster than the Anasal. The DSS was produced in small numbers in February, 1917.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Anasal
The Anatra DS Anasal was very similar in style and shape to the Anade with one major change; the installation of the 150hp water-cooled Salmson Canton-Unne radial engine. The cowling covered all but the top cylinder heads that protruded from cutouts. Radiators have been reported as being installed in two locations, either box-type mounted on the fuselage sides or at the leading edge of the upper wing, which appears to be more popular. The fuselage construction was changed, being entirely plywood. Two guns, one fixed for the pilot and one flexible for the observer, became standard equipment. When fitted with a special airscrew designed by Grigorashvili, the speed of the Anasal was increased by 4mph.
The initial test flight took place on August 7, 1916, with an order being placed in early 1917. In service the Anasal was comparable in performance to enemy aircraft of similar type. However, reports were filed declaring the difficulty of handling the machine. Pilots had to maintain total concentration while holding level flight, never relaxing, or risk loss of control of the aircraft. Attempts to correct this problem were made throughout production, but apparently with little effect. While testing an Anasal on May 8, 1917, Sous-Lieutenant Marcel Bloch, (Marcel Bloch was a member of the French mission assigned to escadrille N.581. Shortly after his arrival he was temporarily transferred to the Anatra firm as a test pilot. After the accident he remained in Russia recuperating until he was well enough to return to France. He had previously scored five victories, all balloons, with escadrille N.62. In addition to being highly decorated by his own country, he received the Order of Saint George Fourth Class and the Order of Saint Anne Fourth Class from Russia.) of the French mission, was seriously injured in a crash, the reasons for which are unknown, but were most likely due to either lack of stability or poor construction, a problem which plagued most Anatra aircraft.
Approximately 70 units were produced before the end of hostilities. The Anasal was later used by the Austrians and eventually the Czechs in the postwar period.
Anatra DSS
The Anatra DSS or Anasal SS, was slightly larger than the Anasal. It was equipped with the 160hp Salmson engine, giving the machine a speed about 4mph faster than the Anasal. The DSS was produced in small numbers in February, 1917.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
"Анасаль" с наружным выхлопным коллектором и лобовым радиатором. Этот самолет летом 1917-го был захвачен австрийской армией и в дальнейшем применялся в чехословацких ВВС
An Anasal in Czechoslovakian service in 1920, with markings and colors of that country. The radiator is mounted on the upper wing leading edge and the exhaust pipe protrudes from the cowl. Streamlined wood interplane struts and steel tube undercarriage struts are evident.
An Anasal in Czechoslovakian service in 1920, with markings and colors of that country. The radiator is mounted on the upper wing leading edge and the exhaust pipe protrudes from the cowl. Streamlined wood interplane struts and steel tube undercarriage struts are evident.
Anatra Factory
Voisin Ivanov
In 1916 Podporuchik Petr Ivanov of the 26th Corps Detachment modified a Voisin LAS while stationed at the 6th Aviapark. It became known as the Voisin Ivanov or V.I. Modifications consisted of streamlining the nacelle and adding a third steel tube spar in the wings. Ivanov also streamlined the wing struts. In addition, the fuel tank was built to prevent total leakage in case of puncture, and was protected from engine fire by an aluminum firewall.
The machine was tested in April 1916 with good results. It proved to be faster than the Voisin LAS by 12 mph while equipped with the same power plant. Shortly after this an order was placed with Anatra for 125 units. The V.I. received mixed reviews at the front. It has been reported that production models lacked stability, and many serious accidents occurred. Approximately 100 aircraft were built and the model was still in service in 1917.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Voisin Ivanov
In 1916 Podporuchik Petr Ivanov of the 26th Corps Detachment modified a Voisin LAS while stationed at the 6th Aviapark. It became known as the Voisin Ivanov or V.I. Modifications consisted of streamlining the nacelle and adding a third steel tube spar in the wings. Ivanov also streamlined the wing struts. In addition, the fuel tank was built to prevent total leakage in case of puncture, and was protected from engine fire by an aluminum firewall.
The machine was tested in April 1916 with good results. It proved to be faster than the Voisin LAS by 12 mph while equipped with the same power plant. Shortly after this an order was placed with Anatra for 125 units. The V.I. received mixed reviews at the front. It has been reported that production models lacked stability, and many serious accidents occurred. Approximately 100 aircraft were built and the model was still in service in 1917.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Anatra Factory
Anadva type VKh
Sometimes referred to as the Dvukhvostka, the Anadva was a biplane bomber with twin engines. Its most unusual feature was the twin booms, which were actually two Anade fuselages, both with complete tail units. The pilot's cockpit was in the port boom while the observer was located in the starboard boom, The long-span wings were of three-bay construction. Only the upper wing had ailerons; they also incorporated a gunner's station. It was fitted with a device attached to both outer forward interplane struts to correct stability if power was lost from either engine, Tests proved they did not function as planned. Originally the crew of the plane was three, but later it was designed to hold six.
The aircraft incorporated the construction techniques of A.K. Mikhalkevich, which involved the use of a series of templates to calculate measurements and angles. In July, 1916, the Gnome-powered Anadva was test flown. (In the summer of 1917 the VKh was converted into a seaplane by the addition of floats. It was damaged upon landing after a test flight in August 1917.) It was found to need some refinements, so a second machine was built: the Anadva-Salmson.
Anadva-Salmson
The Anadva-Salmson was developed from the type VKh and was fitted with two 140hp Salmson engines. The booms were changed to Anasal fuselages and the wings were increased in span. The aircraft made trial flights in May, 1917, and was reported to have good qualities as a light bomber.
The EVK wished to use the Anadva-Salmson to supplement its Il'ya Murometsy. An order was placed in November 1917 for 50 units, but due to the revolution it was never fulfilled.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Anadva type VKh
Sometimes referred to as the Dvukhvostka, the Anadva was a biplane bomber with twin engines. Its most unusual feature was the twin booms, which were actually two Anade fuselages, both with complete tail units. The pilot's cockpit was in the port boom while the observer was located in the starboard boom, The long-span wings were of three-bay construction. Only the upper wing had ailerons; they also incorporated a gunner's station. It was fitted with a device attached to both outer forward interplane struts to correct stability if power was lost from either engine, Tests proved they did not function as planned. Originally the crew of the plane was three, but later it was designed to hold six.
The aircraft incorporated the construction techniques of A.K. Mikhalkevich, which involved the use of a series of templates to calculate measurements and angles. In July, 1916, the Gnome-powered Anadva was test flown. (In the summer of 1917 the VKh was converted into a seaplane by the addition of floats. It was damaged upon landing after a test flight in August 1917.) It was found to need some refinements, so a second machine was built: the Anadva-Salmson.
Anadva-Salmson
The Anadva-Salmson was developed from the type VKh and was fitted with two 140hp Salmson engines. The booms were changed to Anasal fuselages and the wings were increased in span. The aircraft made trial flights in May, 1917, and was reported to have good qualities as a light bomber.
The EVK wished to use the Anadva-Salmson to supplement its Il'ya Murometsy. An order was placed in November 1917 for 50 units, but due to the revolution it was never fulfilled.
Anatra Aircraft Data
Specification Anade Anakle Anasal Anasal SS Anamon Anatra DE Anadis Anadva VKh Anadva-S. V.I.
Year Built 1915 1916 1916 1917 1916 1916 1916 1916 1917 1916
Max. Speed, km/h 130 135 144 153 158 160 153 - 140 125
Time to 1000m, min. 7.0 - 5.5 6.7 - 8.0 7.5 - 7.6 8.4
Time to 3000m, min. 26 - 24 - 22 - 37 - 34 47
Svc. Ceiling, m 4000 4000 4300 4400 4500 - 3750 - 4000 3500
Flt. Duration, Hrs. 3.5 3.5 3.5 3.0 2.5 - 14.0 3.0
Takeoff Run, m 60 60 75 75 150 - 90 - 60 90
Landing Run, m 90 90 70 70 150 - 55 - 60 80
Engines, number 1 1 1 1 1 1 1 2 2 1
type G-M Clerget Salmson Salmson G-M Salmson & 2 Le Rhone 80 Hisso G-M Salmson Salmson
Power, hp 100 110 150 160 100 140 150 100 140 150
Length, m 7.7 7.7 8.1 8.95 6.34 9.0 7.75 7.7 8.1 9.5
Span, m (U/L) 11.5/10.3 11.5/10.3 11.4 12.3 8.6 16.0 11.4 19.0 19.1 14.7/12.5
Wing Area, m2 35.0 35.0 37.0 35.0 14.0 50.0 37.0 62.0 62.0 39.0
Empty Wt., kg 515 - 814 808 360 1527 665 - 1280 852
Fuel Wt., kg 90 90 130 130 70 447 380 160 180 130
Oil Wt., kg 25 25 23 23 20 total 35 45 30 23
Payload, kg 350 350 350 350 175 820 500 600 650 350
Gross Wt., kg 865 - 1164 1160 535 2347 1165 1930 1202
Wing Load, kg/m2 24.7 - 31.5 33.0 38.3 47.0 31.5 - 31.2 30.8
Power, kg/hp 8.6 - 7.7 7.2 5.3 7.8 7.7 - 6.9 8.0
Notes:
1. Anadva-S. is Anadva-Salmson.
2. G-M is Gnome Monosoupape.
3. Hisso is Hispano-Suiza.
4. V.I. is Voisin Ivanov.
Igor Ivanovich Sikorsky
Sikorsky S-1
In early 1910 a group of students at the Kiev Polytechnical Institute formed a small society to build aircraft. The prime organizer was Igor Sikorsky, who was instrumental in building two hangars on a field in Kurenevka, a suburb of Kiev. The next two aircraft were the collective efforts of F.I. Bylinkin, V.V. Iordan, and Igor Sikorsky. Since the first two aircraft were "jointly designed," it was decided to call them the B.I.S.-1 and B.I.S.-2, with initials in alphabetical order. The B.I.S. designation was dropped in a few months, with the third design carrying an "S."
The S-1 was a two-bay biplane powered by a 15hp Anzani engine and mounted with a pusher propeller. The pilot's seat was situated on the leading edge of the lower wing. Ailerons were attached to the center of the rear struts. Control of the elevator was carried out by means of a handle located on the right side of the pilot's seat, and control of the ailerons by means of a handle on the left side.
The S-1 was completed in April 1910, and all three designers learned to taxi in it. Unfortunately, the S-1 did not fly because the engine power was insufficient. After an estimated three weeks of testing, the S-1 was rebuilt into the S-2.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
Sikorsky S-1
In early 1910 a group of students at the Kiev Polytechnical Institute formed a small society to build aircraft. The prime organizer was Igor Sikorsky, who was instrumental in building two hangars on a field in Kurenevka, a suburb of Kiev. The next two aircraft were the collective efforts of F.I. Bylinkin, V.V. Iordan, and Igor Sikorsky. Since the first two aircraft were "jointly designed," it was decided to call them the B.I.S.-1 and B.I.S.-2, with initials in alphabetical order. The B.I.S. designation was dropped in a few months, with the third design carrying an "S."
The S-1 was a two-bay biplane powered by a 15hp Anzani engine and mounted with a pusher propeller. The pilot's seat was situated on the leading edge of the lower wing. Ailerons were attached to the center of the rear struts. Control of the elevator was carried out by means of a handle located on the right side of the pilot's seat, and control of the ailerons by means of a handle on the left side.
The S-1 was completed in April 1910, and all three designers learned to taxi in it. Unfortunately, the S-1 did not fly because the engine power was insufficient. After an estimated three weeks of testing, the S-1 was rebuilt into the S-2.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
A profile view of the S-1 shows the machine's ailerons were attached to main wing struts. Badly under-powered with a 15hp Anzani engine, this aircraft was incapable of flight.
Igor Ivanovich Sikorsky
Sikorsky S-2
The S-2 (B.I.S. No.2) was completed in the summer of 1910. Power was provided by a 2Shp Anzani engine mounted in a tractor configuration. Ailerons were attached to the trailing edge of the lower wing and were operated by means of a control lever on the right side of the pilot. The undercarriage was supplied with an anti-nose-over strut.
On June 3, 1910, Sikorsky made his first flight in the S-2. He took off from a pasture field about two miles from Kiev. "Having never before been in the air, even as a passenger, I had to learn quickly the necessary movements which were familiar in imagination but not yet in reality." The flight lasted 12 seconds and covered a straight-line distance of about 200 yards; the peak altitude was five feet.
On July 3, 1910, Sikorsky piloted the S-2 for its longest flight, a distance of 1,900 feet and 42 seconds airborne. The next day Sikorsky attempted a circuit of the field. He passed over the airfield fence at some 80 feet altitude, and was caught in a down draft. The S-2 crashed and was totally wrecked; the pilot was bruised but uninjured. Sikorsky later stated, "During its whole career, the S-2 spent some eight minutes in the air. Yet these few minutes in the air represented almost the only reliable source of practical information with respect to design, construction, and piloting that were at my disposal." The S-2 was the third all-Russian-designed aircraft to fly in 1910.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
Sikorsky S-2
The S-2 (B.I.S. No.2) was completed in the summer of 1910. Power was provided by a 2Shp Anzani engine mounted in a tractor configuration. Ailerons were attached to the trailing edge of the lower wing and were operated by means of a control lever on the right side of the pilot. The undercarriage was supplied with an anti-nose-over strut.
On June 3, 1910, Sikorsky made his first flight in the S-2. He took off from a pasture field about two miles from Kiev. "Having never before been in the air, even as a passenger, I had to learn quickly the necessary movements which were familiar in imagination but not yet in reality." The flight lasted 12 seconds and covered a straight-line distance of about 200 yards; the peak altitude was five feet.
On July 3, 1910, Sikorsky piloted the S-2 for its longest flight, a distance of 1,900 feet and 42 seconds airborne. The next day Sikorsky attempted a circuit of the field. He passed over the airfield fence at some 80 feet altitude, and was caught in a down draft. The S-2 crashed and was totally wrecked; the pilot was bruised but uninjured. Sikorsky later stated, "During its whole career, the S-2 spent some eight minutes in the air. Yet these few minutes in the air represented almost the only reliable source of practical information with respect to design, construction, and piloting that were at my disposal." The S-2 was the third all-Russian-designed aircraft to fly in 1910.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
The S-2 made its first flight on June 3, 1910. It's longest flight (42 seconds airborne), was made on July 3, and covered a distance of 1,900 feet.
Experimental Designs by Others Developed at the Lebedev Plant
At least four additional aircraft were built at the Petrograd facility which were the ideas of other inventors.
<...>
The fourth aircraft was a flying boat designed by Alexander Yustusovich Villish. This two-seat pusher biplane, known as the VM-4, was powered by a 110hp Le Rhone. This aircraft, like Kolpakov's, also incorporated a wing capable of changing the angle of incidence while in flight. However, it was discovered that the plane performed well without it and the device was not used. Only a few examples were built; these were used as trainers at the Baku flight school.
At least four additional aircraft were built at the Petrograd facility which were the ideas of other inventors.
<...>
The fourth aircraft was a flying boat designed by Alexander Yustusovich Villish. This two-seat pusher biplane, known as the VM-4, was powered by a 110hp Le Rhone. This aircraft, like Kolpakov's, also incorporated a wing capable of changing the angle of incidence while in flight. However, it was discovered that the plane performed well without it and the device was not used. Only a few examples were built; these were used as trainers at the Baku flight school.
Famous Russian Aircraft Designers' Introduction
Early Designers
<...>
Villish also designed the VM-6, which could take off from land and set down on water. Several designers were approached with a request for this type of aircraft, known as the 'counter-fighter' project, by the Administration of Naval Aviation in the summer of 1917. In September, 1917, Villish produced drawings for the VM-6 single-seat monoplane along with his design of a catapult system for launching the aircraft. Construction began in late 1917, but was never finished due to the end of the war.
<...>
Early Designers
<...>
Villish also designed the VM-6, which could take off from land and set down on water. Several designers were approached with a request for this type of aircraft, known as the 'counter-fighter' project, by the Administration of Naval Aviation in the summer of 1917. In September, 1917, Villish produced drawings for the VM-6 single-seat monoplane along with his design of a catapult system for launching the aircraft. Construction began in late 1917, but was never finished due to the end of the war.
<...>
Famous Russian Aircraft Designers' Introduction
Early Designers
<...>
Gakkel continued to improve the flight characteristics with each new design. He achieved success with the type VII and VIII in 1911 and 1912, respectively, in military and civil competitions. In spite of this success, only the prototype of the VII was purchased by the war department, with no production contracts being offered. After 1912, unable to finance further aircraft construction, Gakkel turned his efforts toward design work with diesel and electric trains, where he gained much success and eventually became a professor in that field.
<...>
Early Designers
<...>
Gakkel continued to improve the flight characteristics with each new design. He achieved success with the type VII and VIII in 1911 and 1912, respectively, in military and civil competitions. In spite of this success, only the prototype of the VII was purchased by the war department, with no production contracts being offered. After 1912, unable to finance further aircraft construction, Gakkel turned his efforts toward design work with diesel and electric trains, where he gained much success and eventually became a professor in that field.
<...>
Dimitry Pavlovich Grigorovich
Dimitry Pavlovich Grigorovich's first aircraft design (the G-1) was built in the city of Kiev in early 1909. His small Bleriot-type biplane utilized a 25 hp Anzani engine and framework made of bamboo. Although its fate is unknown, this project inspired the young Grigorovich and he soon attended the Kiev Polytechnic Institute. In December 1910, he graduated and moved to St. Petersburg where he continued his aviation work at the Komandantsky airfield. In addition, he became involved in journalism and published an aviation newsletter titled the Vestnik Vozdukhoplavaniya (Aerostatics Bulletin).
In early 1909, S5. Shchetinin and M.A. Shcherbakov started an aircraft factory in St. Petersburg. Hearing of Grigorovich's work in 1913, Shchetinin offered him the job of plant manager (engineer/designer). At first the Shchetinin plant built French-designed Nieuport and Farman aircraft, but during the war years Grigorovich-designed flying boats became the factory's main production type.
Both Grigorovich and Shchetinin's factory started work on flying boats by accident. Apparently a damaged French-made Donnet-Leveque flying boat was brought to the factory for repair. After Grigorovich studied this design and improved upon it, he designed his first flying boat, the M.1.
In the early stages of air reconnaissance, the largest problem a navy had was obtaining an airplane which could perform extended over-water flights reliably. Because engines of the time were extremely unreliable, airplanes which could take off and land on water were needed. Floatplanes and flying boats were the two designs available, the latter utilizing a boat-shaped hull that served as the aircraft's fuselage and main float.
The M.1 was the first in a series of flying boats that Grigorovich and Shchetinin developed together, but in June of 1917, Grigorovich left the Shchetinin plant and organized his own in St. Petersburg. Although he continued to design other aircraft well into the 1920s, he is probably best remembered for his work with Shchetinin during the First World War.
The Grigorovich flying boats were known also as M boats, M indicating Morskoi (Naval). They are presented chronologically from the M.1 to the M.24 type. Several Shchetinin-built flying boats are not discussed simply because they were designed without the aid of Grigorovich (for example the M.10).
Construction of Grigorovich Flying Boats
The Hull
The hull of a Grigorovich flying boat was designed and constructed essentially the same as a non-flying power boat. With this in mind, nautical terms are used to describe the various hull locations and shapes.
The Grigorovich flying boat's hull had a transition from a relatively sharp (vee-shaped) forebody to a wide flat afterbody, or planing hull. When this hull shape moved through the water at high speed, the relatively flat (planing) hull section caused the bow (front) to rise up and glide on top of the water rather than push through it. In addition, Grigorovich used a planing step on the hull bottom. At high speed this step helped to break the suction of the water on the hull, allowing an easier takeoff.
The construction techniques used in building the hull of a Grigorovich flying boat remained basically the same throughout the series. The frame was assembled using exceptionally strong wood, ash being the most common. The frame was covered with plywood developed from birch or ash and joiner's glue. The thickness of the plywood varied: 3-5 mm at the sides and deck; 5-6 mm at the bottom; 10 mm at the planing step. Runners were made of beech. Other small parts would use hickory, oak, birch, and mahogany.
Nearly all Grigorovich types utilized a building berth in frame construction. Five longitudinal beams served as keel and bilge with the remainder of the frame being attached by wooden brackets and screws. Several types of marine glues were used.
The hull's plywood covering was assembled with brass screws, white lead, and white zinc, but no glue was used. About 10,000 to 15,000 screws were used in the boat hull. Most joints were covered by very thin plywood strips which were riveted into place. Some of the plywood seams and connections were covered (on the outside of the hull) with very thin copper foil strips. The foil used in the planing step was tinned.
The inside of the boat was covered with a drying oil, and the outside was covered with a colorless, oil-based varnish.
The Wings
The wings were constructed with two main spars and were wire braced. Spars and ribs were made of pine: American pine, Russian pine, and Northern pine were among the most commonly-used types. The ribs were supported with plywood plates and had voids to reduce their weight.
Wings were fabric (linen) covered and coated with a protective mixture which consisted of yachting varnish, drying oil, and methylating alcohol.
Struts used for wing and engine mounting were made of pine wood or welded steel tubes. The rudder and fin was made of either material, varying from one Grigorovich type to the next.
Normally all control cables and wire bracing were made of stringed wire, but in some cases rope was used. Turn-buckles were used on all control cables, but due to the difficulty in obtaining these a large variety was used.
Grigorovich Colors
The hull, if not painted over, would be covered in a high gloss varnish with all metal panels painted in very pale gray. However, it was common to see the hull painted with a marine paint just below the water line. Colors used included white, light gray, and light blue.
All the flying and control surfaces were either clear-doped linen or gray, with national markings applied on both the upper and lower wings. When black or white serial numbers were applied, they would appear below the cockpit, on the sides of the hull under the lower wing, and on the outside of the wingtip floats. The rudder was usually linen or gray colored (if not made of wood), but in some cases this area was painted white with a blue Cross of Saint Andrew applied.
M.1 Flying Boat
Completed in the autumn of 1913, the Grigorovich M.1 was a single seater that closely resembled the Donnet-Leveque flying boat. The boat hull of the M.1 was shorter and its nose had a steeper downward tilt compared to the Donnet-Leveque. At the bow the keel blended into the curve of the hull. The bottom of the hull's step was hollow and the aft section of the step tilted upward greatly. The height of the step was 200 mm at the sides and 80mm at the hull center. The M.1 was powered by a 50hp Gnome engine. Its wing profile and mounting location were generally the same as the Donnet-Leveque. The lower wing structure was connected to the hull by several rods made of welded steel tubes.
Considering how closely the M.1 resembled the Donnet-Leveque design, it is not surprising the M.1 had similarly good flight characteristics. Although later modifications were made, the basic design of the M.1 stayed the same.
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.1 M.2 M.3 M.5 M.6 M.7 M.8
Year: 1913 1914 1914 1915 1915 1915 1915
Engine(s) type: 50hp Gnome 80hp Clerget 100hp Gnome 100hp Gnome 150hp Sunbeam 150hp Sunbeam 150hp Sunbeam
Length, m: 7.8 8.0 8.0 8.6 9.0 9.0 9.0
Wing Span, m: 9.0 13.68 13.68 13.62 16.0 16.0 16.0
Wing Area, m2: 18.0 33.5 33.5 37.9 54.8 54.8 54.8
Wt. empty, kg: 420 - - 660 - - -
Wt. fuel/oil kg: - - - 140 - - -
Wt. load, kg: 200 200 - 300 - - -
Wt. flying, kg: 620 870 870 960 - - -
Wingload, kg/m2: - 26.0 26.0 25.3 - - -
Powerload, kg/hp: 12.4 10.9 8.7 9.6 - - -
Speed, km/h: - - - 105 - 94.4 -
Notes:
1. The M.1 was a close copy of the Leveque flying boat.
2. The M.5 used a 130 hp Clerget engine for combat roles. A total of 105 M.5s were built.
3. Only a few M.7s were built.
4. The M.8 was never able to take off from the water.
5. The M.11 was the first in the series to have armor plating.
Dimitry Pavlovich Grigorovich's first aircraft design (the G-1) was built in the city of Kiev in early 1909. His small Bleriot-type biplane utilized a 25 hp Anzani engine and framework made of bamboo. Although its fate is unknown, this project inspired the young Grigorovich and he soon attended the Kiev Polytechnic Institute. In December 1910, he graduated and moved to St. Petersburg where he continued his aviation work at the Komandantsky airfield. In addition, he became involved in journalism and published an aviation newsletter titled the Vestnik Vozdukhoplavaniya (Aerostatics Bulletin).
In early 1909, S5. Shchetinin and M.A. Shcherbakov started an aircraft factory in St. Petersburg. Hearing of Grigorovich's work in 1913, Shchetinin offered him the job of plant manager (engineer/designer). At first the Shchetinin plant built French-designed Nieuport and Farman aircraft, but during the war years Grigorovich-designed flying boats became the factory's main production type.
Both Grigorovich and Shchetinin's factory started work on flying boats by accident. Apparently a damaged French-made Donnet-Leveque flying boat was brought to the factory for repair. After Grigorovich studied this design and improved upon it, he designed his first flying boat, the M.1.
In the early stages of air reconnaissance, the largest problem a navy had was obtaining an airplane which could perform extended over-water flights reliably. Because engines of the time were extremely unreliable, airplanes which could take off and land on water were needed. Floatplanes and flying boats were the two designs available, the latter utilizing a boat-shaped hull that served as the aircraft's fuselage and main float.
The M.1 was the first in a series of flying boats that Grigorovich and Shchetinin developed together, but in June of 1917, Grigorovich left the Shchetinin plant and organized his own in St. Petersburg. Although he continued to design other aircraft well into the 1920s, he is probably best remembered for his work with Shchetinin during the First World War.
The Grigorovich flying boats were known also as M boats, M indicating Morskoi (Naval). They are presented chronologically from the M.1 to the M.24 type. Several Shchetinin-built flying boats are not discussed simply because they were designed without the aid of Grigorovich (for example the M.10).
Construction of Grigorovich Flying Boats
The Hull
The hull of a Grigorovich flying boat was designed and constructed essentially the same as a non-flying power boat. With this in mind, nautical terms are used to describe the various hull locations and shapes.
The Grigorovich flying boat's hull had a transition from a relatively sharp (vee-shaped) forebody to a wide flat afterbody, or planing hull. When this hull shape moved through the water at high speed, the relatively flat (planing) hull section caused the bow (front) to rise up and glide on top of the water rather than push through it. In addition, Grigorovich used a planing step on the hull bottom. At high speed this step helped to break the suction of the water on the hull, allowing an easier takeoff.
The construction techniques used in building the hull of a Grigorovich flying boat remained basically the same throughout the series. The frame was assembled using exceptionally strong wood, ash being the most common. The frame was covered with plywood developed from birch or ash and joiner's glue. The thickness of the plywood varied: 3-5 mm at the sides and deck; 5-6 mm at the bottom; 10 mm at the planing step. Runners were made of beech. Other small parts would use hickory, oak, birch, and mahogany.
Nearly all Grigorovich types utilized a building berth in frame construction. Five longitudinal beams served as keel and bilge with the remainder of the frame being attached by wooden brackets and screws. Several types of marine glues were used.
The hull's plywood covering was assembled with brass screws, white lead, and white zinc, but no glue was used. About 10,000 to 15,000 screws were used in the boat hull. Most joints were covered by very thin plywood strips which were riveted into place. Some of the plywood seams and connections were covered (on the outside of the hull) with very thin copper foil strips. The foil used in the planing step was tinned.
The inside of the boat was covered with a drying oil, and the outside was covered with a colorless, oil-based varnish.
The Wings
The wings were constructed with two main spars and were wire braced. Spars and ribs were made of pine: American pine, Russian pine, and Northern pine were among the most commonly-used types. The ribs were supported with plywood plates and had voids to reduce their weight.
Wings were fabric (linen) covered and coated with a protective mixture which consisted of yachting varnish, drying oil, and methylating alcohol.
Struts used for wing and engine mounting were made of pine wood or welded steel tubes. The rudder and fin was made of either material, varying from one Grigorovich type to the next.
Normally all control cables and wire bracing were made of stringed wire, but in some cases rope was used. Turn-buckles were used on all control cables, but due to the difficulty in obtaining these a large variety was used.
Grigorovich Colors
The hull, if not painted over, would be covered in a high gloss varnish with all metal panels painted in very pale gray. However, it was common to see the hull painted with a marine paint just below the water line. Colors used included white, light gray, and light blue.
All the flying and control surfaces were either clear-doped linen or gray, with national markings applied on both the upper and lower wings. When black or white serial numbers were applied, they would appear below the cockpit, on the sides of the hull under the lower wing, and on the outside of the wingtip floats. The rudder was usually linen or gray colored (if not made of wood), but in some cases this area was painted white with a blue Cross of Saint Andrew applied.
M.1 Flying Boat
Completed in the autumn of 1913, the Grigorovich M.1 was a single seater that closely resembled the Donnet-Leveque flying boat. The boat hull of the M.1 was shorter and its nose had a steeper downward tilt compared to the Donnet-Leveque. At the bow the keel blended into the curve of the hull. The bottom of the hull's step was hollow and the aft section of the step tilted upward greatly. The height of the step was 200 mm at the sides and 80mm at the hull center. The M.1 was powered by a 50hp Gnome engine. Its wing profile and mounting location were generally the same as the Donnet-Leveque. The lower wing structure was connected to the hull by several rods made of welded steel tubes.
Considering how closely the M.1 resembled the Donnet-Leveque design, it is not surprising the M.1 had similarly good flight characteristics. Although later modifications were made, the basic design of the M.1 stayed the same.
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.1 M.2 M.3 M.5 M.6 M.7 M.8
Year: 1913 1914 1914 1915 1915 1915 1915
Engine(s) type: 50hp Gnome 80hp Clerget 100hp Gnome 100hp Gnome 150hp Sunbeam 150hp Sunbeam 150hp Sunbeam
Length, m: 7.8 8.0 8.0 8.6 9.0 9.0 9.0
Wing Span, m: 9.0 13.68 13.68 13.62 16.0 16.0 16.0
Wing Area, m2: 18.0 33.5 33.5 37.9 54.8 54.8 54.8
Wt. empty, kg: 420 - - 660 - - -
Wt. fuel/oil kg: - - - 140 - - -
Wt. load, kg: 200 200 - 300 - - -
Wt. flying, kg: 620 870 870 960 - - -
Wingload, kg/m2: - 26.0 26.0 25.3 - - -
Powerload, kg/hp: 12.4 10.9 8.7 9.6 - - -
Speed, km/h: - - - 105 - 94.4 -
Notes:
1. The M.1 was a close copy of the Leveque flying boat.
2. The M.5 used a 130 hp Clerget engine for combat roles. A total of 105 M.5s were built.
3. Only a few M.7s were built.
4. The M.8 was never able to take off from the water.
5. The M.11 was the first in the series to have armor plating.
A Russian-built FBA flying boat (???), Revel Air Station, circa fall 1915. It was powered by a 130hp Clerget engine, which was fueled by a gravity fuel tank attached to the top wing. The two occupants were seated in tandem. Light colored bombs have been attached to each side of the hull.
Grigorovich M.1. This drawing was based on a sketch located at the Rodina Russian Naval Museum. The M.1 was a close copy of the French Donnet-Leveque flying boat.
Dimitry Pavlovich Grigorovich
M.2 Flying Boat
The M.2 flying boat's hull, wing, and stabilizer area were increased considerably over the M.1 design. The beam was wide enough to accommodate two seats. The planing step was hollow and low. The aft tail section pointed at an upward tilt. A spade-shaped ski with rubber padding was fixed on hinges under the tail to improve stability in takeoff. The lower wing unit was connected to the boat hull and attached to the engine mounts by struts. Powered by a 80hp Clerget engine, the M.2 made several flights between August and September of 1914.
M.3 Flying Boat
The M.3 was a modified version of the M.2, having basically the same boat hull and a slightly changed wing structure. Although mounted with a more powerful engine (100hp Gnome Monosoupape), the M.3 did not have an improved performance. In fact, the M.3 was considered very unseaworthy. In an attempt to improve the design, the plane was test flown with its tail ski removed, but this only made its flight performance worse. A single gravity fuel tank was centrally located under the top wing. The lower wing was connected to the boat hull by a three-pronged outrigger made of welded steel tube.
M.4 Flying Boat
Built in the winter of 1914-1915, the M.4 was an altered version of the M.3. Both the airfoil and hull were modified. Although originally mounted with a spade-shaped ski (as was used on the M.3), the M.4 later had this removed. The planing step was hollow and low, and the angle of the hull's longitudinal taper was very small. One innovative design used by Dimitry Grigorovich in the M.4 design allowed the crew to alter the stabilizer's angle of incidence while in flight. The M.4 was tested at Sevastopol in the Spring of 1915. The design was considered good, and four aircraft were made.
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.1 M.2 M.3 M.5 M.6 M.7 M.8
Year: 1913 1914 1914 1915 1915 1915 1915
Engine(s) type: 50hp Gnome 80hp Clerget 100hp Gnome 100hp Gnome 150hp Sunbeam 150hp Sunbeam 150hp Sunbeam
Length, m: 7.8 8.0 8.0 8.6 9.0 9.0 9.0
Wing Span, m: 9.0 13.68 13.68 13.62 16.0 16.0 16.0
Wing Area, m2: 18.0 33.5 33.5 37.9 54.8 54.8 54.8
Wt. empty, kg: 420 - - 660 - - -
Wt. fuel/oil kg: - - - 140 - - -
Wt. load, kg: 200 200 - 300 - - -
Wt. flying, kg: 620 870 870 960 - - -
Wingload, kg/m2: - 26.0 26.0 25.3 - - -
Powerload, kg/hp: 12.4 10.9 8.7 9.6 - - -
Speed, km/h: - - - 105 - 94.4 -
Notes:
1. The M.1 was a close copy of the Leveque flying boat.
2. The M.5 used a 130 hp Clerget engine for combat roles. A total of 105 M.5s were built.
3. Only a few M.7s were built.
4. The M.8 was never able to take off from the water.
5. The M.11 was the first in the series to have armor plating.
M.2 Flying Boat
The M.2 flying boat's hull, wing, and stabilizer area were increased considerably over the M.1 design. The beam was wide enough to accommodate two seats. The planing step was hollow and low. The aft tail section pointed at an upward tilt. A spade-shaped ski with rubber padding was fixed on hinges under the tail to improve stability in takeoff. The lower wing unit was connected to the boat hull and attached to the engine mounts by struts. Powered by a 80hp Clerget engine, the M.2 made several flights between August and September of 1914.
M.3 Flying Boat
The M.3 was a modified version of the M.2, having basically the same boat hull and a slightly changed wing structure. Although mounted with a more powerful engine (100hp Gnome Monosoupape), the M.3 did not have an improved performance. In fact, the M.3 was considered very unseaworthy. In an attempt to improve the design, the plane was test flown with its tail ski removed, but this only made its flight performance worse. A single gravity fuel tank was centrally located under the top wing. The lower wing was connected to the boat hull by a three-pronged outrigger made of welded steel tube.
M.4 Flying Boat
Built in the winter of 1914-1915, the M.4 was an altered version of the M.3. Both the airfoil and hull were modified. Although originally mounted with a spade-shaped ski (as was used on the M.3), the M.4 later had this removed. The planing step was hollow and low, and the angle of the hull's longitudinal taper was very small. One innovative design used by Dimitry Grigorovich in the M.4 design allowed the crew to alter the stabilizer's angle of incidence while in flight. The M.4 was tested at Sevastopol in the Spring of 1915. The design was considered good, and four aircraft were made.
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.1 M.2 M.3 M.5 M.6 M.7 M.8
Year: 1913 1914 1914 1915 1915 1915 1915
Engine(s) type: 50hp Gnome 80hp Clerget 100hp Gnome 100hp Gnome 150hp Sunbeam 150hp Sunbeam 150hp Sunbeam
Length, m: 7.8 8.0 8.0 8.6 9.0 9.0 9.0
Wing Span, m: 9.0 13.68 13.68 13.62 16.0 16.0 16.0
Wing Area, m2: 18.0 33.5 33.5 37.9 54.8 54.8 54.8
Wt. empty, kg: 420 - - 660 - - -
Wt. fuel/oil kg: - - - 140 - - -
Wt. load, kg: 200 200 - 300 - - -
Wt. flying, kg: 620 870 870 960 - - -
Wingload, kg/m2: - 26.0 26.0 25.3 - - -
Powerload, kg/hp: 12.4 10.9 8.7 9.6 - - -
Speed, km/h: - - - 105 - 94.4 -
Notes:
1. The M.1 was a close copy of the Leveque flying boat.
2. The M.5 used a 130 hp Clerget engine for combat roles. A total of 105 M.5s were built.
3. Only a few M.7s were built.
4. The M.8 was never able to take off from the water.
5. The M.11 was the first in the series to have armor plating.
Летающая лодка М-2 (М-4) с бортовым номером «29» весной 1915 г. в Севастополе. 12 апреля 1915 г. этот аппарат, спущенный с борта гидрокрейсера «Император Николай I», атаковал в Черном море турецкую канонерскую лодку
Grigorovich M.2 (FTN Sch. 29) used in the Black Sea, fall 1914.
Grigorovich M.2 (FTN Sch. 29) used in the Black Sea, fall 1914.
Dimitry Pavlovich Grigorovich
M.5 Flying Boat
Produced in the spring of 1915, the M.5 flying boat was the first Grigorovich design to enter series production. More than 100 M.5s were built for the Russian navy in an attempt to replace all foreign designs then in use. The improved boat hull, wing area, and overall layout had evolved through careful study and improvements developed from earlier Grigorovich designs.
The wing area was larger than earlier Grigorovich M boats and was mounted on top of a larger hull. The wings were connected to the nose of the hull by wire bracing in addition to cross bracing located between the wing spars. Control cables were in the open, outside the hull and wings.
The tailplane was mounted on top of the hull's upward-tilted aft section by tubular struts. The stabilizer was made of wood and supported by metal and wire bracing from underneath. The angle of incidence could be adjusted on the ground only, not in the air. The rudder and fin's framework was made from a combination of welded steel tubes and wood ribs. The hull's planing step was hollow, and its height had been reduced at the sides and axis. The chine of the planing step was fitted with wooden runners, which made land movement easier. The spade-shaped ski had been removed for good. A pressurized fuel tank was located inside the hull behind the pilot's seat. Fuel was fed to the engine by means of a hand pump.
As a combat aircraft the M.5 was powered by a 100hp Clerget engine and normally carried a crew of two. As a trainer, the M.5 utilized a 100hp Gnome-Monosoupape engine and the crew was sometimes increased to three. Surprisingly, the M.5 served as a trainer as late as 1925.
When it served in a reconnaissance role the plane could carry bombs and, in some cases, a single machine gun (Maxim type) in front of the cockpit on the right side for the observer. In this role the M.5 was the first Russian-designed plane to be used on the newly converted seaplane carriers.
In early 1915 the Black Sea Fleet created a small force of seaplane carriers, consisting of two converted cargo-liners, the Imperator Nikolai I and the Imperator Alexandr I, and the hybrid cruiser-yacht Almaz. The Imperators were rated as gidrokreisera (hydro-cruisers). Later in the war a few Romanian vessels were also fitted to operate seaplanes with the Black Sea Fleet.
The two Imperators carried from six to eight seaplanes each, while the smaller Almaz could accommodate three at most. Cranes aboard the vessels placed the aircraft on the water for takeoff and recovered them after landing. During operations the carriers would operate 30 to 40 miles offshore to avoid being spotted by the enemy. The vessels would turn broadside to the wind to create a lee through which the seaplanes would take off.
Being easy to handle in the air and water, the M.5 design was considered very successful.
The M.5's maximum speed of 105 km/h (65.2 mph) proved to be too slow as newer enemy aircraft appeared. Attempts were made to equip the M.5 with a more powerful engine, but this only increased the weight and drag of the plane, resulting in decreased performance.
M.6, M.7, and M.8 Flying Boats
In 1915 Grigorovich started construction of a new flying boat for the Imperial Navy which was to utilize a more powerful 150hp engine. Three intermediate variants, the M.6, M.7, and M.8 were built to study and improve upon the hull structure that would be used in the final design, the M.9 flying boat. Throughout the development process the wing and tail units of the intermediate versions stayed the same.
The hull design of the first variant, the M.6, closely matched the M.5's hull, but with a very pronounced hull chine. Due to the increased weight of the engine, this design sat low in the water, which made takeoff difficult.
The M.7's hull was further altered. The angle of the step was increased and the planning step raised to make takeoff easier. The M.7 had a heavy takeoff, but handled satisfactorily in the air.
The M.8's hull was again altered to have its planing step increased to approximately 150 mm. The hull had a moderate chine and the rear of the hull rose up at a steep angle. Although the M.8 was considered unsuccessful (it was unable to lift out of the water), Grigorovich's study of it and the other variants led to the M.9 flying boat.
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.1 M.2 M.3 M.5 M.6 M.7 M.8
Year: 1913 1914 1914 1915 1915 1915 1915
Engine(s) type: 50hp Gnome 80hp Clerget 100hp Gnome 100hp Gnome 150hp Sunbeam 150hp Sunbeam 150hp Sunbeam
Length, m: 7.8 8.0 8.0 8.6 9.0 9.0 9.0
Wing Span, m: 9.0 13.68 13.68 13.62 16.0 16.0 16.0
Wing Area, m2: 18.0 33.5 33.5 37.9 54.8 54.8 54.8
Wt. empty, kg: 420 - - 660 - - -
Wt. fuel/oil kg: - - - 140 - - -
Wt. load, kg: 200 200 - 300 - - -
Wt. flying, kg: 620 870 870 960 - - -
Wingload, kg/m2: - 26.0 26.0 25.3 - - -
Powerload, kg/hp: 12.4 10.9 8.7 9.6 - - -
Speed, km/h: - - - 105 - 94.4 -
Notes:
1. The M.1 was a close copy of the Leveque flying boat.
2. The M.5 used a 130 hp Clerget engine for combat roles. A total of 105 M.5s were built.
3. Only a few M.7s were built.
4. The M.8 was never able to take off from the water.
5. The M.11 was the first in the series to have armor plating.
M.5 Flying Boat
Produced in the spring of 1915, the M.5 flying boat was the first Grigorovich design to enter series production. More than 100 M.5s were built for the Russian navy in an attempt to replace all foreign designs then in use. The improved boat hull, wing area, and overall layout had evolved through careful study and improvements developed from earlier Grigorovich designs.
The wing area was larger than earlier Grigorovich M boats and was mounted on top of a larger hull. The wings were connected to the nose of the hull by wire bracing in addition to cross bracing located between the wing spars. Control cables were in the open, outside the hull and wings.
The tailplane was mounted on top of the hull's upward-tilted aft section by tubular struts. The stabilizer was made of wood and supported by metal and wire bracing from underneath. The angle of incidence could be adjusted on the ground only, not in the air. The rudder and fin's framework was made from a combination of welded steel tubes and wood ribs. The hull's planing step was hollow, and its height had been reduced at the sides and axis. The chine of the planing step was fitted with wooden runners, which made land movement easier. The spade-shaped ski had been removed for good. A pressurized fuel tank was located inside the hull behind the pilot's seat. Fuel was fed to the engine by means of a hand pump.
As a combat aircraft the M.5 was powered by a 100hp Clerget engine and normally carried a crew of two. As a trainer, the M.5 utilized a 100hp Gnome-Monosoupape engine and the crew was sometimes increased to three. Surprisingly, the M.5 served as a trainer as late as 1925.
When it served in a reconnaissance role the plane could carry bombs and, in some cases, a single machine gun (Maxim type) in front of the cockpit on the right side for the observer. In this role the M.5 was the first Russian-designed plane to be used on the newly converted seaplane carriers.
In early 1915 the Black Sea Fleet created a small force of seaplane carriers, consisting of two converted cargo-liners, the Imperator Nikolai I and the Imperator Alexandr I, and the hybrid cruiser-yacht Almaz. The Imperators were rated as gidrokreisera (hydro-cruisers). Later in the war a few Romanian vessels were also fitted to operate seaplanes with the Black Sea Fleet.
The two Imperators carried from six to eight seaplanes each, while the smaller Almaz could accommodate three at most. Cranes aboard the vessels placed the aircraft on the water for takeoff and recovered them after landing. During operations the carriers would operate 30 to 40 miles offshore to avoid being spotted by the enemy. The vessels would turn broadside to the wind to create a lee through which the seaplanes would take off.
Being easy to handle in the air and water, the M.5 design was considered very successful.
The M.5's maximum speed of 105 km/h (65.2 mph) proved to be too slow as newer enemy aircraft appeared. Attempts were made to equip the M.5 with a more powerful engine, but this only increased the weight and drag of the plane, resulting in decreased performance.
M.6, M.7, and M.8 Flying Boats
In 1915 Grigorovich started construction of a new flying boat for the Imperial Navy which was to utilize a more powerful 150hp engine. Three intermediate variants, the M.6, M.7, and M.8 were built to study and improve upon the hull structure that would be used in the final design, the M.9 flying boat. Throughout the development process the wing and tail units of the intermediate versions stayed the same.
The hull design of the first variant, the M.6, closely matched the M.5's hull, but with a very pronounced hull chine. Due to the increased weight of the engine, this design sat low in the water, which made takeoff difficult.
The M.7's hull was further altered. The angle of the step was increased and the planning step raised to make takeoff easier. The M.7 had a heavy takeoff, but handled satisfactorily in the air.
The M.8's hull was again altered to have its planing step increased to approximately 150 mm. The hull had a moderate chine and the rear of the hull rose up at a steep angle. Although the M.8 was considered unsuccessful (it was unable to lift out of the water), Grigorovich's study of it and the other variants led to the M.9 flying boat.
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.1 M.2 M.3 M.5 M.6 M.7 M.8
Year: 1913 1914 1914 1915 1915 1915 1915
Engine(s) type: 50hp Gnome 80hp Clerget 100hp Gnome 100hp Gnome 150hp Sunbeam 150hp Sunbeam 150hp Sunbeam
Length, m: 7.8 8.0 8.0 8.6 9.0 9.0 9.0
Wing Span, m: 9.0 13.68 13.68 13.62 16.0 16.0 16.0
Wing Area, m2: 18.0 33.5 33.5 37.9 54.8 54.8 54.8
Wt. empty, kg: 420 - - 660 - - -
Wt. fuel/oil kg: - - - 140 - - -
Wt. load, kg: 200 200 - 300 - - -
Wt. flying, kg: 620 870 870 960 - - -
Wingload, kg/m2: - 26.0 26.0 25.3 - - -
Powerload, kg/hp: 12.4 10.9 8.7 9.6 - - -
Speed, km/h: - - - 105 - 94.4 -
Notes:
1. The M.1 was a close copy of the Leveque flying boat.
2. The M.5 used a 130 hp Clerget engine for combat roles. A total of 105 M.5s were built.
3. Only a few M.7s were built.
4. The M.8 was never able to take off from the water.
5. The M.11 was the first in the series to have armor plating.
Grigorovich M.5 tactical #36, Black Sea Fleet, 1916. Hydro-Cruiser Imperator Nikolai I. (Victor V. Utgoff)
This is the prototype M.5 on the ramp at the Shchetinin (PRTV) company's establishment on Krestovsky Island (St. Peterburg), in 1915.
Two Sikorsky S-10 floatplanes (foreground) and two Grigorovich flying boats on the beach at Revel Air Station, 1915.
Grigorovich M.5 (serial number 32) being hoisted off either the seaplane carrier Imperator Alexandr I or Imperator Nikolai I, 1915-1916. An airman is riding a line to the aircraft, while ship's crewmen are using long poles to keep the aircraft away from the ship's sides.
Grigorovich M.5 (serial number 57), being hoisted aboard the seaplane carrier Almaz during operations in the Black Sea, ca. 1916. The Almaz was a hybrid cruiser/yacht that operated in the Black Sea during the war.
Grigorovich M.5 (serial number 41), being hoisted on the seaplane carrier Almaz. This photo was dated 13 March 1916 by the Julian calendar, which lagged behind the Gregorian calendar by 13 days.
Grigorovich M.5 (serial number 36), equipped with a Maxim 7.62 mm machine gun. The radio antenna's circular housing can be seen with the windup crank attached. Empty bombracks are located next to the antenna housing. This flying boat had been painted with a light colored marine paint on the bottom of its hull.
Grigorovich M.5 (serial number 38), mounted with an infantry-style Maxim machine gun. The circular housing is for the radio antenna. The removed panel under the gun reveals the position of the radio transmitter unit. Serial number "38" is white with black highlighting. The light-colored weight on the drum was used to help unwind the antenna when needed.
The cockpit interior of a Grigorovich M.5. The control stick is mounted on the left side of the cockpit. The machine gun is a Maxim of 7.62 mm. The Russian letters on the right side of the photo indicate "restricted viewing for security reasons."
Grigorovich M.5 tactical #36, Black Sea Fleet, 1916. Hydro-Cruiser Imperator Nikolai I. (Victor V. Utgoff)
Dimitry Pavlovich Grigorovich
M.9 Flying Boat
The M.9 was the most successful of all the flying boats designed by Grigorovich. Its qualities in both seaworthiness and flying performance caused the M.9 to be built in greater numbers than any other Grigorovich type (a total of 500). The M.9 was used in both the Black Sea and in the Baltic Sea. At least 32 naval flying stations were equipped with the type. Like the M.5, the M.9 was used on the seaplane carriers of both fleets.
Just as the first M.9 finished flight trials in January of 1916, the M.9 was put into production. Initially there were two types of hulls. The first had a hollow bottom at the planing step (similar to the M.5) and the lateral breadth of the planing step was shaped like an elongated triangular plywood box. The second version (made in the largest numbers) featured a narrow board along the bottom of the planing step which added to the breadth. Both hull types had shallow keels. Although the majority of the M.9s produced were powered by a 150hp Salmson engine, several other engines were used: 140hp and 160hp Salmson; 220hp Renault; and the 140hp Hispano Suiza.
The M.9 could achieve a maximum speed of only 110 km/h (68.3 mph) due to the high drag produced by the Salmson engine, two radiators, carburetor, air scoop, oil tank, controls and bracing wires, which were all exposed to the air stream. Although several improvements were introduced over time, the fundamental design stayed the same.
Like most Russian aircraft, the M.9 served in a reconnaissance role, patrolling and bombing targets. The M.9 was a three seater, but almost always carried a crew of two.
Although not built for air-to-air combat, due to the numbers made and its use throughout the navy, it is not
surprising that the M.9 was involved in aerial combats. Many Russian naval pilots achieved victories in these planes, with two reaching ace status.
The first German submarine loss possibly caused by aerial attack may be attributed to a Grigorovich. This was UB-7, which disappeared in the Black Sea and may have been the submarine reportedly bombed by a Grigorovich in October, 1916. U.B.7 had been attacked earlier off the Turkish coast by Grigorovich flying boats returning to their carriers. It was slightly damaged and forced to withdraw.
The M.9 was armed with a single machine gun mounted on a pivoting arm in the forward cockpit. The armament was based on weapon availability, and included the following types: Maxim; Lewis; Vickers; and Hotchkiss. Sometimes an Oerlikon cannon was used. Several pilots tried to change this situation by arranging an additional gun for rear defense. However, for the most part, only the single forward-mounted gun was used. In addition to a gun, the Grigorovich flying boats could be equipped to carry several small bombs on each side of the hull.
M.17, M.18, M.19, M.20, and M.24 Flying Boats
<...>
The M.19 flying boat was a modified version of the M.9 which incorporated several features of the M.15.
Although production was started in mid 1918, it stopped shortly afterwards. On the few aircraft made, the standard engine was a 160hp Salmson.
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Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.9 M.11 M.12 M.15 M.16 M.20
Year: 1915 1916 1916 1916 1916 1917
Engine(s) type: 150hp Salmson 100hp Gnome 110hp LeRhone 150hp Bisso 150hp Salmson 120hp Le Rhone
Length, m: 9.0 7.6 7.6 8.4 8.6 8.2
Wing Span, m: 16.0 8.75 8.75 11.9 18.0 13.62
Wing Area, m2: 54.8 26.0 26.0 44.0 61.8 37.9
Wt. empty, kg: 1060 665 620 840 1100 660
Wt. fuel/oil, kg: 220 90 106 184 185 124
Wt. load, kg: 550 250 250 480 350 300
Wt. flying, kg: 1610 915 870 1320 1450 960
Wingload, kg/m2: 29.4 35.0 29.5 23.5 25.3
Powerload, kg/hp: 10.7 9.1 18.0 9.45 9.7 7.1
Speed, km/h: 110 140 140 125 110 115
Notes:
5. The M.11 was the first in the series to have armor plating.
M.9 Flying Boat
The M.9 was the most successful of all the flying boats designed by Grigorovich. Its qualities in both seaworthiness and flying performance caused the M.9 to be built in greater numbers than any other Grigorovich type (a total of 500). The M.9 was used in both the Black Sea and in the Baltic Sea. At least 32 naval flying stations were equipped with the type. Like the M.5, the M.9 was used on the seaplane carriers of both fleets.
Just as the first M.9 finished flight trials in January of 1916, the M.9 was put into production. Initially there were two types of hulls. The first had a hollow bottom at the planing step (similar to the M.5) and the lateral breadth of the planing step was shaped like an elongated triangular plywood box. The second version (made in the largest numbers) featured a narrow board along the bottom of the planing step which added to the breadth. Both hull types had shallow keels. Although the majority of the M.9s produced were powered by a 150hp Salmson engine, several other engines were used: 140hp and 160hp Salmson; 220hp Renault; and the 140hp Hispano Suiza.
The M.9 could achieve a maximum speed of only 110 km/h (68.3 mph) due to the high drag produced by the Salmson engine, two radiators, carburetor, air scoop, oil tank, controls and bracing wires, which were all exposed to the air stream. Although several improvements were introduced over time, the fundamental design stayed the same.
Like most Russian aircraft, the M.9 served in a reconnaissance role, patrolling and bombing targets. The M.9 was a three seater, but almost always carried a crew of two.
Although not built for air-to-air combat, due to the numbers made and its use throughout the navy, it is not
surprising that the M.9 was involved in aerial combats. Many Russian naval pilots achieved victories in these planes, with two reaching ace status.
The first German submarine loss possibly caused by aerial attack may be attributed to a Grigorovich. This was UB-7, which disappeared in the Black Sea and may have been the submarine reportedly bombed by a Grigorovich in October, 1916. U.B.7 had been attacked earlier off the Turkish coast by Grigorovich flying boats returning to their carriers. It was slightly damaged and forced to withdraw.
The M.9 was armed with a single machine gun mounted on a pivoting arm in the forward cockpit. The armament was based on weapon availability, and included the following types: Maxim; Lewis; Vickers; and Hotchkiss. Sometimes an Oerlikon cannon was used. Several pilots tried to change this situation by arranging an additional gun for rear defense. However, for the most part, only the single forward-mounted gun was used. In addition to a gun, the Grigorovich flying boats could be equipped to carry several small bombs on each side of the hull.
M.17, M.18, M.19, M.20, and M.24 Flying Boats
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The M.19 flying boat was a modified version of the M.9 which incorporated several features of the M.15.
Although production was started in mid 1918, it stopped shortly afterwards. On the few aircraft made, the standard engine was a 160hp Salmson.
<...>
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.9 M.11 M.12 M.15 M.16 M.20
Year: 1915 1916 1916 1916 1916 1917
Engine(s) type: 150hp Salmson 100hp Gnome 110hp LeRhone 150hp Bisso 150hp Salmson 120hp Le Rhone
Length, m: 9.0 7.6 7.6 8.4 8.6 8.2
Wing Span, m: 16.0 8.75 8.75 11.9 18.0 13.62
Wing Area, m2: 54.8 26.0 26.0 44.0 61.8 37.9
Wt. empty, kg: 1060 665 620 840 1100 660
Wt. fuel/oil, kg: 220 90 106 184 185 124
Wt. load, kg: 550 250 250 480 350 300
Wt. flying, kg: 1610 915 870 1320 1450 960
Wingload, kg/m2: 29.4 35.0 29.5 23.5 25.3
Powerload, kg/hp: 10.7 9.1 18.0 9.45 9.7 7.1
Speed, km/h: 110 140 140 125 110 115
Notes:
5. The M.11 was the first in the series to have armor plating.
The M.9's strut-mounted fuel tanks are located on each side of the main wing and the long radiator assemblies are located on each side of the engine. This aircraft is shown on the wooden docks at Oranienbaum (near St. Petersburg), 1920.
Grigorovich M.9 (serial number 102), at Revel Air Station, located on the Baltic Sea, 1916. Naval Pilot Leitenant Nikolai A. Ragozin is shown wearing the white-colored hat. He shot down a German fighter on December 20, 1916, while flying a M.9 (his only aerial victory of the war).
A closeup of a M.9 (serial number 4). The M.9 could achieve a maximum speed of only 110 km/h (68.3 mph) due to the drag produced by the Salmson engine, two radiators, carburetor, air scoop, oil tank, controls, and bracing wires, which were all exposed to the air stream as clearly shown in this photo.
M.9 flying boats on the deck of the river aircraft carrier barge Kommuna, 1919. The Kommuna was equipped to carry up to nine Grigorovich M.9 flying boats for the Bolshevik Volga River flotilla throughout the Russian Civil War.
Grigorovich M.9, number 161, circa 1917. Twin fuel tanks are mounted between inboard interplane struts. The hull's wood surface has been painted with a light gray marine paint just below the water line.
A Grigorovich M.9 flying boat number 161, powered by a 140hp Salmson engine. Seversky flew M.9s on numerous missions, and scored four of his confirmed victories in this type of aircraft.
Although in need of repair, this M.9 offers a unique view of the Bolshevik's red star located on the top wing.
Dimitry Pavlovich Grigorovich
M.11 Flying Boat
The M.11 was built in the summer of 1916 to meet the navy's need for a small fighter. This single bay biplane was smaller than other flying boats and appeared in both single- and two-seater versions.
The two-seater had a tandem cockpit with the pilot in the rear seat, and was the first M.11 version built and flown. Badly underpowered by its 100hp Gnome engine, the M.11's two-seater flight tests demonstrated an overall poor performance. As a result, only a small number of two-seaters were ordered. However, these were delivered with 110hp Le Rhone engines, which had become the standard for all M.11s, both single- and two-seaters. The observer/gunner had a machine gun mounted on a pivoting arm that allowed movement from side to side.
Although sent to the front for combat, the M.11 two seaters served only as trainers.
The single-seater M.11 utilized one fixed machine gun faired over on the deck in front of the pilot. For the first time in the Grigorovich series, armor plating was added: a steel disc (4-5 mm thick) was mounted in the cowl to protect the engine; a plate (6 mm thick) was mounted in front of the pilot's seat, a steel windscreen replaced the one normally used; and the rims on the leading edge of each wing strut were also protected by armor (2-3 mm thick). One version even utilized a small periscope which allowed its pilot to remain under cover. All the M.11s were fitted with a pusher propeller and had their engines enclosed in a cylindrical nacelle.
Most of the Grigorovich flying boats could be fitted with skis in winter, but the M.11 appears to have been the model on which the concept was developed by Alexander Seversky (a navy ace). The use of aircraft skis was not unique. Glenn Curtiss had used skis on flying boats prior to Grigorovich, and in Russia, Igor Sikorsky had also used skis on his giant aircraft, the Il'ya Muromets. It was Seversky's mounting design that was innovative, being the first to allow a Grigorovich flying boat to use skis. Although the ski system lacked shock absorbers and created a considerable amount of drag, the use of skis prevented damage to the boat hull and allowed smoother landings. In addition, the ski system now allowed Grigorovich flying boats to take off on snow or ice.
The mounting design called for flanged steel tubes (legs) to be placed in one of two locations: the bottom of the hull just in front of the planing step; or attached to the sides of the hull, just below the planing step. A steel tube axle was inserted through the two main tubes and the skis were attached to the axle. A smaller ski was also attached to the tail.
On the M.11 the angle of chine and keel of the boat hull was small and the bottom of the planing step was fitted with a strip. The upper wing had a slightly larger chord and span than the lower wing. In addition, the upper wing had a sweep of five degrees and was slightly staggered. Ailerons were located on the top wing and protruded past the wing's trailing edge. The wire-braced (cable type) wings had airfoils that differed between top and bottom wing and were stable between three and eleven degrees of incidence. The tail fin was on top of the horizontal stabilizer which was spaced above the hull. However, when the M.11 was mounted on skis, the tail fin would have its surface extended below the surface of the horizontal stabilizer.
The Imperial Russian Navy ordered 100 planes in 1916, but only 75 were produced. The M.11 was used operationally in both the Black Sea and the Baltic Sea. Navy pilots liked the armor protection of the M.11, but compared to the other Grigorovich types it was difficult to control and not very seaworthy. The hull sat deep in the water, making takeoffs and landings difficult. Several pilots introduced modifications in an attempt to improve their plane's performance. One Black Sea pilot added a spring to his rudder pedals to balance the rudder's moment. Another pilot changed his M.11 by altering the span and cord of the upper and lower wings. Nevertheless, the usual M.11 remained in production.
M.12 Flying Boat
The next Grigorovich design was the M.12 flying boat. Developed in late 1916, this machine was basically a M.11 variant. The main wings were the same on both types. The main difference was the shape of the hull's nose and the tail unit area. Both types could obtain a maximum speed of 92 mph, but the M.12 had a higher rate of climb than the M.11. A 110hp Le Rhone was the standard engine on the M.12. Built in several small batches for the Black Sea and Baltic Sea fleets, the M.12 was in service until 1922.
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.9 M.11 M.12 M.15 M.16 M.20
Year: 1915 1916 1916 1916 1916 1917
Engine(s) type: 150hp Salmson 100hp Gnome 110hp LeRhone 150hp Bisso 150hp Salmson 120hp Le Rhone
Length, m: 9.0 7.6 7.6 8.4 8.6 8.2
Wing Span, m: 16.0 8.75 8.75 11.9 18.0 13.62
Wing Area, m2: 54.8 26.0 26.0 44.0 61.8 37.9
Wt. empty, kg: 1060 665 620 840 1100 660
Wt. fuel/oil, kg: 220 90 106 184 185 124
Wt. load, kg: 550 250 250 480 350 300
Wt. flying, kg: 1610 915 870 1320 1450 960
Wingload, kg/m2: 29.4 35.0 29.5 23.5 25.3
Powerload, kg/hp: 10.7 9.1 18.0 9.45 9.7 7.1
Speed, km/h: 110 140 140 125 110 115
Notes:
5. The M.11 was the first in the series to have armor plating.
M.11 Flying Boat
The M.11 was built in the summer of 1916 to meet the navy's need for a small fighter. This single bay biplane was smaller than other flying boats and appeared in both single- and two-seater versions.
The two-seater had a tandem cockpit with the pilot in the rear seat, and was the first M.11 version built and flown. Badly underpowered by its 100hp Gnome engine, the M.11's two-seater flight tests demonstrated an overall poor performance. As a result, only a small number of two-seaters were ordered. However, these were delivered with 110hp Le Rhone engines, which had become the standard for all M.11s, both single- and two-seaters. The observer/gunner had a machine gun mounted on a pivoting arm that allowed movement from side to side.
Although sent to the front for combat, the M.11 two seaters served only as trainers.
The single-seater M.11 utilized one fixed machine gun faired over on the deck in front of the pilot. For the first time in the Grigorovich series, armor plating was added: a steel disc (4-5 mm thick) was mounted in the cowl to protect the engine; a plate (6 mm thick) was mounted in front of the pilot's seat, a steel windscreen replaced the one normally used; and the rims on the leading edge of each wing strut were also protected by armor (2-3 mm thick). One version even utilized a small periscope which allowed its pilot to remain under cover. All the M.11s were fitted with a pusher propeller and had their engines enclosed in a cylindrical nacelle.
Most of the Grigorovich flying boats could be fitted with skis in winter, but the M.11 appears to have been the model on which the concept was developed by Alexander Seversky (a navy ace). The use of aircraft skis was not unique. Glenn Curtiss had used skis on flying boats prior to Grigorovich, and in Russia, Igor Sikorsky had also used skis on his giant aircraft, the Il'ya Muromets. It was Seversky's mounting design that was innovative, being the first to allow a Grigorovich flying boat to use skis. Although the ski system lacked shock absorbers and created a considerable amount of drag, the use of skis prevented damage to the boat hull and allowed smoother landings. In addition, the ski system now allowed Grigorovich flying boats to take off on snow or ice.
The mounting design called for flanged steel tubes (legs) to be placed in one of two locations: the bottom of the hull just in front of the planing step; or attached to the sides of the hull, just below the planing step. A steel tube axle was inserted through the two main tubes and the skis were attached to the axle. A smaller ski was also attached to the tail.
On the M.11 the angle of chine and keel of the boat hull was small and the bottom of the planing step was fitted with a strip. The upper wing had a slightly larger chord and span than the lower wing. In addition, the upper wing had a sweep of five degrees and was slightly staggered. Ailerons were located on the top wing and protruded past the wing's trailing edge. The wire-braced (cable type) wings had airfoils that differed between top and bottom wing and were stable between three and eleven degrees of incidence. The tail fin was on top of the horizontal stabilizer which was spaced above the hull. However, when the M.11 was mounted on skis, the tail fin would have its surface extended below the surface of the horizontal stabilizer.
The Imperial Russian Navy ordered 100 planes in 1916, but only 75 were produced. The M.11 was used operationally in both the Black Sea and the Baltic Sea. Navy pilots liked the armor protection of the M.11, but compared to the other Grigorovich types it was difficult to control and not very seaworthy. The hull sat deep in the water, making takeoffs and landings difficult. Several pilots introduced modifications in an attempt to improve their plane's performance. One Black Sea pilot added a spring to his rudder pedals to balance the rudder's moment. Another pilot changed his M.11 by altering the span and cord of the upper and lower wings. Nevertheless, the usual M.11 remained in production.
M.12 Flying Boat
The next Grigorovich design was the M.12 flying boat. Developed in late 1916, this machine was basically a M.11 variant. The main wings were the same on both types. The main difference was the shape of the hull's nose and the tail unit area. Both types could obtain a maximum speed of 92 mph, but the M.12 had a higher rate of climb than the M.11. A 110hp Le Rhone was the standard engine on the M.12. Built in several small batches for the Black Sea and Baltic Sea fleets, the M.12 was in service until 1922.
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.9 M.11 M.12 M.15 M.16 M.20
Year: 1915 1916 1916 1916 1916 1917
Engine(s) type: 150hp Salmson 100hp Gnome 110hp LeRhone 150hp Bisso 150hp Salmson 120hp Le Rhone
Length, m: 9.0 7.6 7.6 8.4 8.6 8.2
Wing Span, m: 16.0 8.75 8.75 11.9 18.0 13.62
Wing Area, m2: 54.8 26.0 26.0 44.0 61.8 37.9
Wt. empty, kg: 1060 665 620 840 1100 660
Wt. fuel/oil, kg: 220 90 106 184 185 124
Wt. load, kg: 550 250 250 480 350 300
Wt. flying, kg: 1610 915 870 1320 1450 960
Wingload, kg/m2: 29.4 35.0 29.5 23.5 25.3
Powerload, kg/hp: 10.7 9.1 18.0 9.45 9.7 7.1
Speed, km/h: 110 140 140 125 110 115
Notes:
5. The M.11 was the first in the series to have armor plating.
Grigorovich M.11 single-seater at Revel air station. The cylindrical nacelle enclosed the engine's fuel tank.
Grigorovich M.11 at Raumo in the winter 1916-17. This boat, FTN 4, was allocated to Lt M. P. Telepnev in August 1917.
Dimitry Pavlovich Grigorovich
M.15 Flying Boat
Built in mid 1916, the M.15 was simply a smaller version of the M.9 powered by a 150hp Hispano Suiza engine. The reduced size and weight made the M.15 a successful hydroplane. However, the M.15 did not replace the M.9, which was still in production. Of about 80 aircraft ordered, most were utilized as trainers in both the Black Sea and Baltic Sea. The M.15 carried a crew of two in a combat role, but could accommodate three as a trainer.
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.9 M.11 M.12 M.15 M.16 M.20
Year: 1915 1916 1916 1916 1916 1917
Engine(s) type: 150hp Salmson 100hp Gnome 110hp LeRhone 150hp Bisso 150hp Salmson 120hp Le Rhone
Length, m: 9.0 7.6 7.6 8.4 8.6 8.2
Wing Span, m: 16.0 8.75 8.75 11.9 18.0 13.62
Wing Area, m2: 54.8 26.0 26.0 44.0 61.8 37.9
Wt. empty, kg: 1060 665 620 840 1100 660
Wt. fuel/oil, kg: 220 90 106 184 185 124
Wt. load, kg: 550 250 250 480 350 300
Wt. flying, kg: 1610 915 870 1320 1450 960
Wingload, kg/m2: 29.4 35.0 29.5 23.5 25.3
Powerload, kg/hp: 10.7 9.1 18.0 9.45 9.7 7.1
Speed, km/h: 110 140 140 125 110 115
Notes:
5. The M.11 was the first in the series to have armor plating.
M.15 Flying Boat
Built in mid 1916, the M.15 was simply a smaller version of the M.9 powered by a 150hp Hispano Suiza engine. The reduced size and weight made the M.15 a successful hydroplane. However, the M.15 did not replace the M.9, which was still in production. Of about 80 aircraft ordered, most were utilized as trainers in both the Black Sea and Baltic Sea. The M.15 carried a crew of two in a combat role, but could accommodate three as a trainer.
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.9 M.11 M.12 M.15 M.16 M.20
Year: 1915 1916 1916 1916 1916 1917
Engine(s) type: 150hp Salmson 100hp Gnome 110hp LeRhone 150hp Bisso 150hp Salmson 120hp Le Rhone
Length, m: 9.0 7.6 7.6 8.4 8.6 8.2
Wing Span, m: 16.0 8.75 8.75 11.9 18.0 13.62
Wing Area, m2: 54.8 26.0 26.0 44.0 61.8 37.9
Wt. empty, kg: 1060 665 620 840 1100 660
Wt. fuel/oil, kg: 220 90 106 184 185 124
Wt. load, kg: 550 250 250 480 350 300
Wt. flying, kg: 1610 915 870 1320 1450 960
Wingload, kg/m2: 29.4 35.0 29.5 23.5 25.3
Powerload, kg/hp: 10.7 9.1 18.0 9.45 9.7 7.1
Speed, km/h: 110 140 140 125 110 115
Notes:
5. The M.11 was the first in the series to have armor plating.
Grigorovich M.15 used by Safonov.
A Grigorovich M-15 flying boat, photographed on Oesel Island after capture by the Germans in 1917. There is a large bullet-hole below the cockpit!
A Grigorovich M-15 flying boat, photographed on Oesel Island after capture by the Germans in 1917. There is a large bullet-hole below the cockpit!
Seversky's detachment on Oesel Island was equipped with a mix of Nieuport fighters and Grigorovich flying boats. This Grigorovich M.15 is a typical example. It has been painted overall light gray and has a black number "5" painted on the nose of its hull.
М-15 Красного Воздушного флота в Ораниенбауме, 1920 г. Отличалась сотовым фронтальным радиатором охлаждения, в носовой части установлен пулемет «Льюис»
Grigorovich M.15 powered by a 150 hp Hispano-Suiza engine.
Grigorovich M.15 powered by a 150 hp Hispano-Suiza engine.
Dimitry Pavlovich Grigorovich
M.16 Floatplane
Not a flying boat, this floatplane was designed by Grigorovich after the navy requested a reconnaissance plane for winter conditions using a 150hp Salmson engine. Produced in late 1916, the M.16 was a three-bay biplane mounted on two flat-bottomed main floats and a smaller tail float. A nacelle carried the crew of two, and the plane's airframe matched that of the Farman (16, 20, 22) designs. The wings were similar to the M.9 flying boat, but larger. Utilizing a pusher propeller, the M.16 weighed and performed the same as the M.9 flying boat.
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.9 M.11 M.12 M.15 M.16 M.20
Year: 1915 1916 1916 1916 1916 1917
Engine(s) type: 150hp Salmson 100hp Gnome 110hp LeRhone 150hp Bisso 150hp Salmson 120hp Le Rhone
Length, m: 9.0 7.6 7.6 8.4 8.6 8.2
Wing Span, m: 16.0 8.75 8.75 11.9 18.0 13.62
Wing Area, m2: 54.8 26.0 26.0 44.0 61.8 37.9
Wt. empty, kg: 1060 665 620 840 1100 660
Wt. fuel/oil, kg: 220 90 106 184 185 124
Wt. load, kg: 550 250 250 480 350 300
Wt. flying, kg: 1610 915 870 1320 1450 960
Wingload, kg/m2: 29.4 35.0 29.5 23.5 25.3
Powerload, kg/hp: 10.7 9.1 18.0 9.45 9.7 7.1
Speed, km/h: 110 140 140 125 110 115
Notes:
5. The M.11 was the first in the series to have armor plating.
M.16 Floatplane
Not a flying boat, this floatplane was designed by Grigorovich after the navy requested a reconnaissance plane for winter conditions using a 150hp Salmson engine. Produced in late 1916, the M.16 was a three-bay biplane mounted on two flat-bottomed main floats and a smaller tail float. A nacelle carried the crew of two, and the plane's airframe matched that of the Farman (16, 20, 22) designs. The wings were similar to the M.9 flying boat, but larger. Utilizing a pusher propeller, the M.16 weighed and performed the same as the M.9 flying boat.
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.9 M.11 M.12 M.15 M.16 M.20
Year: 1915 1916 1916 1916 1916 1917
Engine(s) type: 150hp Salmson 100hp Gnome 110hp LeRhone 150hp Bisso 150hp Salmson 120hp Le Rhone
Length, m: 9.0 7.6 7.6 8.4 8.6 8.2
Wing Span, m: 16.0 8.75 8.75 11.9 18.0 13.62
Wing Area, m2: 54.8 26.0 26.0 44.0 61.8 37.9
Wt. empty, kg: 1060 665 620 840 1100 660
Wt. fuel/oil, kg: 220 90 106 184 185 124
Wt. load, kg: 550 250 250 480 350 300
Wt. flying, kg: 1610 915 870 1320 1450 960
Wingload, kg/m2: 29.4 35.0 29.5 23.5 25.3
Powerload, kg/hp: 10.7 9.1 18.0 9.45 9.7 7.1
Speed, km/h: 110 140 140 125 110 115
Notes:
5. The M.11 was the first in the series to have armor plating.
This photograph was taken on 17 March, 1917, and shows a Grigorovich M.16 landing on the ice at Mariehamn. Having flown from Abo, the crew brought the news of the abdication of the Czar and the formation of the Provisional Government in Russia.
Dimitry Pavlovich Grigorovich
M.17, M.18, M.19, M.20, and M.24 Flying Boats
<...>
The M.20 was was very similar to the M.5, which was still in production. The M.20 was powered by a 120hp Le Rhone engine. Produced in small numbers, this flying boat served the Bolshevik forces during the Russian Civil War.
<...>
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.9 M.11 M.12 M.15 M.16 M.20
Year: 1915 1916 1916 1916 1916 1917
Engine(s) type: 150hp Salmson 100hp Gnome 110hp LeRhone 150hp Bisso 150hp Salmson 120hp Le Rhone
Length, m: 9.0 7.6 7.6 8.4 8.6 8.2
Wing Span, m: 16.0 8.75 8.75 11.9 18.0 13.62
Wing Area, m2: 54.8 26.0 26.0 44.0 61.8 37.9
Wt. empty, kg: 1060 665 620 840 1100 660
Wt. fuel/oil, kg: 220 90 106 184 185 124
Wt. load, kg: 550 250 250 480 350 300
Wt. flying, kg: 1610 915 870 1320 1450 960
Wingload, kg/m2: 29.4 35.0 29.5 23.5 25.3
Powerload, kg/hp: 10.7 9.1 18.0 9.45 9.7 7.1
Speed, km/h: 110 140 140 125 110 115
Notes:
5. The M.11 was the first in the series to have armor plating.
M.17, M.18, M.19, M.20, and M.24 Flying Boats
<...>
The M.20 was was very similar to the M.5, which was still in production. The M.20 was powered by a 120hp Le Rhone engine. Produced in small numbers, this flying boat served the Bolshevik forces during the Russian Civil War.
<...>
Grigorovich Flying Boat Data
Designer: Grigorovich, Dimitry Pavlovich Manufacturer: Shchetinin Plant
Model: M.9 M.11 M.12 M.15 M.16 M.20
Year: 1915 1916 1916 1916 1916 1917
Engine(s) type: 150hp Salmson 100hp Gnome 110hp LeRhone 150hp Bisso 150hp Salmson 120hp Le Rhone
Length, m: 9.0 7.6 7.6 8.4 8.6 8.2
Wing Span, m: 16.0 8.75 8.75 11.9 18.0 13.62
Wing Area, m2: 54.8 26.0 26.0 44.0 61.8 37.9
Wt. empty, kg: 1060 665 620 840 1100 660
Wt. fuel/oil, kg: 220 90 106 184 185 124
Wt. load, kg: 550 250 250 480 350 300
Wt. flying, kg: 1610 915 870 1320 1450 960
Wingload, kg/m2: 29.4 35.0 29.5 23.5 25.3
Powerload, kg/hp: 10.7 9.1 18.0 9.45 9.7 7.1
Speed, km/h: 110 140 140 125 110 115
Notes:
5. The M.11 was the first in the series to have armor plating.
Dimitry Pavlovich Grigorovich
M.17, M.18, M.19, M.20, and M.24 Flying Boats
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The final flying boat in this series was the M.24. Known as the Commune, this type was built at the Krasniy-Lyotchik Works in St. Petersburg in 1924. The M.24 was a modified version of the M.9, but with a 220hp Renault engine. Although the exact number produced is unknown, this type served with the Bolshevik forces until 1926.
M.17, M.18, M.19, M.20, and M.24 Flying Boats
<...>
The final flying boat in this series was the M.24. Known as the Commune, this type was built at the Krasniy-Lyotchik Works in St. Petersburg in 1924. The M.24 was a modified version of the M.9, but with a 220hp Renault engine. Although the exact number produced is unknown, this type served with the Bolshevik forces until 1926.
Biplane 'Dux'
This aircraft was a modification of the standard Farman IV. It incorporated several design changes, including an increased wingspan and a modified vertical tailplane. It was built for the 1912 military competition, finishing second. However, the improvements made by Dux were not recognized by the War Department and orders for the original French design were continued.
This aircraft was a modification of the standard Farman IV. It incorporated several design changes, including an increased wingspan and a modified vertical tailplane. It was built for the 1912 military competition, finishing second. However, the improvements made by Dux were not recognized by the War Department and orders for the original French design were continued.
Dux Farman VII
This model was also known as the Farman IX Dux. Its nacelle, which distinguished it from French type VIIs, had a plywood fairing covering the crew sea ts. The fairing tapered to a point at the nose. Powered by a 70hp Gnome, performance was somewhat better than the French original and several were produced. In some cases the front elevator was removed.
This model was also known as the Farman IX Dux. Its nacelle, which distinguished it from French type VIIs, had a plywood fairing covering the crew sea ts. The fairing tapered to a point at the nose. Powered by a 70hp Gnome, performance was somewhat better than the French original and several were produced. In some cases the front elevator was removed.
Meller I
The Meller no.I was named after the company's owner and designed by F.E. Moska. It was made from parts of several of the French aircraft being manufactured at the Dux plant.
The machine was a parasol monoplane, pusher-driven by a 100hp Gnome engine. The wing was taken from a Nieuport IV, as was the undercarriage. The nacelle was from a Farman XV and the horizontal section of the tail was from a Farman XVI. A steel tube framework was used to connect the components of the aircraft, but its structure was too complex in its attempt to avoid the propeller. The plane did not have any exceptional qualities and only one was produced.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
The Meller no.I was named after the company's owner and designed by F.E. Moska. It was made from parts of several of the French aircraft being manufactured at the Dux plant.
The machine was a parasol monoplane, pusher-driven by a 100hp Gnome engine. The wing was taken from a Nieuport IV, as was the undercarriage. The nacelle was from a Farman XV and the horizontal section of the tail was from a Farman XVI. A steel tube framework was used to connect the components of the aircraft, but its structure was too complex in its attempt to avoid the propeller. The plane did not have any exceptional qualities and only one was produced.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
Dux No.2
This aircraft was a pusher design powered by a 80hp Gnome mounted along the rear spar of the parasol monoplane wing. A triangular boom continued to the tail unit from the nacelle to allow the prop to clear the components of the machine. Once again, this aircraft used parts from a Nieuport IV and a Farman XVI. Due to construction deficiencies, it did not compete in the 1913 trials and further development was not attempted until 1915.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
This aircraft was a pusher design powered by a 80hp Gnome mounted along the rear spar of the parasol monoplane wing. A triangular boom continued to the tail unit from the nacelle to allow the prop to clear the components of the machine. Once again, this aircraft used parts from a Nieuport IV and a Farman XVI. Due to construction deficiencies, it did not compete in the 1913 trials and further development was not attempted until 1915.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
The Dux no.2 was pusher-driven by an 80hp Gnome engine. It had poor performance and suffered from construction problems, In 1915 an attempt was made to improve the no.2 with an increase in horsepower and wing and undercarriage modifications. However, the machine was not improved and the project was canceled.
Meller II
The second design in the Meller series of three aircraft resembled the Farman XVI. Also a pusher machine, its tail booms were exclusively a Dux design. A folding wing design was incorporated for easy storage.
The aircraft was flown during the Russian Military International Aircraft Competitionon when its 100hp Gnome broke away from the airframe. The pilot was able to glide to a safe landing, but the engine fell through the wing of Sikorsky's Grand, causing irreparable damage.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
The second design in the Meller series of three aircraft resembled the Farman XVI. Also a pusher machine, its tail booms were exclusively a Dux design. A folding wing design was incorporated for easy storage.
The aircraft was flown during the Russian Military International Aircraft Competitionon when its 100hp Gnome broke away from the airframe. The pilot was able to glide to a safe landing, but the engine fell through the wing of Sikorsky's Grand, causing irreparable damage.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
The second in a series of three aircraft named after the owner of the Dux factory, the Meller no.2, which was developed from a Farman design. However, the tail boom assembly was a Dux design, While at St. Petersburg in 1913, this 100hp Gnome engine fell off this aircraft during a flight on September 11 and fell through the wing of Sikorsky's Grand, causing irreparable damage.
Meller III
This 1913 monoplane was powered by a Salmson 80hp water-cooled engine turning twin airscrews driven by chains attached to steel tubes on each wing. Some of the basic principals of the Nieuport IV were incorporated, but with modifications, such as the use of ailerons instead of wing warping. Tail components taken from the Farman XVI were also evident. Again, this machine was unsuccessful.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
This 1913 monoplane was powered by a Salmson 80hp water-cooled engine turning twin airscrews driven by chains attached to steel tubes on each wing. Some of the basic principals of the Nieuport IV were incorporated, but with modifications, such as the use of ailerons instead of wing warping. Tail components taken from the Farman XVI were also evident. Again, this machine was unsuccessful.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
Dux Military
This machine was an attempt to improve the Dux No.2 by using the wing from a Morane Parasol and a Gnome engine of greater horsepower. Since the original machine was very low to the ground, a redesigned undercarriage was developed. Despite these changes, the aircraft had poor characteristics and the project was discontinued.
This machine was an attempt to improve the Dux No.2 by using the wing from a Morane Parasol and a Gnome engine of greater horsepower. Since the original machine was very low to the ground, a redesigned undercarriage was developed. Despite these changes, the aircraft had poor characteristics and the project was discontinued.
Twin-engine Dux
Equipped with two 80hp Le Rhones driving pusher airscrews, this machine was intended to replace the Farman XXX. Each engine had an enclosed nacelle with cutouts for cooling. The fuel tanks were inside the nacelles with a bulkhead separating them from the engines. The estimated speed was 87 mph. The fuselage was a standard fabric-covered box type with a gunner's cockpit in front of the pilot. The upper wing was larger than the lower wing in both span and chord. The interplane struts and engine mounting struts were wood.
The design was considered satisfactory, but work was stopped for unknown reasons in 1917 and the aircraft was never completed.
Equipped with two 80hp Le Rhones driving pusher airscrews, this machine was intended to replace the Farman XXX. Each engine had an enclosed nacelle with cutouts for cooling. The fuel tanks were inside the nacelles with a bulkhead separating them from the engines. The estimated speed was 87 mph. The fuselage was a standard fabric-covered box type with a gunner's cockpit in front of the pilot. The upper wing was larger than the lower wing in both span and chord. The interplane struts and engine mounting struts were wood.
The design was considered satisfactory, but work was stopped for unknown reasons in 1917 and the aircraft was never completed.
Famous Russian Aircraft Designers' Introduction
Early Designers
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Poruchik Viktor V. Dybovsky, an excellent military pilot, is best known for the design of his unique monoplane, the Delphin. Built in 1913, with the help of his brother Vyacheslav, the Delphin had a monocoque fuselage with a centrally located lower fin that acted as the tail skid. The 80hp Kalep engine was fitted inside a streamlined nose and the entire forward section was protected by a metal covering. Despite its clean appearance, it was excessively heavy and its performance was not up to expectations.
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Early Designers
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Poruchik Viktor V. Dybovsky, an excellent military pilot, is best known for the design of his unique monoplane, the Delphin. Built in 1913, with the help of his brother Vyacheslav, the Delphin had a monocoque fuselage with a centrally located lower fin that acted as the tail skid. The 80hp Kalep engine was fitted inside a streamlined nose and the entire forward section was protected by a metal covering. Despite its clean appearance, it was excessively heavy and its performance was not up to expectations.
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Two views of the unusual streamlined Dybovsky Delphin. Notice the enclosed cowling for the engine and the tailskid fin on the underside. Despite its clean appearance, the aircraft did not perform as expected.
Famous Russian Aircraft Designers' Introduction
Early Designers
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Dybovsky's other work included modifying a Nieuport IV by opening areas in the fuselage below the wing for better visibility. He also added covering to a Bleriot XI fuselage, gaining an extra 6mph. Furthermore, he designed and built an apparatus for pilots to start aircraft engines without assistance from others.
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Early Designers
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Dybovsky's other work included modifying a Nieuport IV by opening areas in the fuselage below the wing for better visibility. He also added covering to a Bleriot XI fuselage, gaining an extra 6mph. Furthermore, he designed and built an apparatus for pilots to start aircraft engines without assistance from others.
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Experimental Designs by Others Developed at the Lebedev Plant
At least four additional aircraft were built at the Petrograd facility which were the ideas of other inventors.
The first was the Kolpakov K-1, developed by L.D. Kolpakov-Miroshnichenko. Because of his help and guidance at the Lebedev plant with the designs of several armament devices, he was able to work on his own experimental aircraft. This two-seat biplane was powered by a 100hp Austro-Daimler engine. A unique feature of was the ability to change the wing angle of incidence. A mechanical assembly allowed for the angle to be changed 7 degrees. Its purpose was to achieve a greater angle of attack for a quick takeoff, and while in flight revert the wings back to a normal position for cruising. The machine was tested in 1916, but lost power and crashed immediately after lifting off the ground. The wings were damaged and the project was not pursued.
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At least four additional aircraft were built at the Petrograd facility which were the ideas of other inventors.
The first was the Kolpakov K-1, developed by L.D. Kolpakov-Miroshnichenko. Because of his help and guidance at the Lebedev plant with the designs of several armament devices, he was able to work on his own experimental aircraft. This two-seat biplane was powered by a 100hp Austro-Daimler engine. A unique feature of was the ability to change the wing angle of incidence. A mechanical assembly allowed for the angle to be changed 7 degrees. Its purpose was to achieve a greater angle of attack for a quick takeoff, and while in flight revert the wings back to a normal position for cruising. The machine was tested in 1916, but lost power and crashed immediately after lifting off the ground. The wings were damaged and the project was not pursued.
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Lebed 7
In late 1914 and 1915 Lebedev produced copies of the Sopwith Tabloid. This single-seat scout was designated as the Lebed 7. It incorporated equal-span and equal-chord wings of single-bay construction and wing warping as did the original Tabloid. It saw service as a patrol and reconnaissance aircraft during the first year of the war. Equipped with an 80hp Gnome engine, it was capable of nearly 90 mph, a very good speed for the time. It could climb to 1200 feet in a minute. Photographic evidence does not show any armament; apparently no fixed guns were installed. Records show Lebed 7s were on strength with the 21st Corps Detachment from 1914 until the winter of 1915-16. Production records do not exist, but a very limited number were built.
Lebed 8
Two examples of a two-bay experimental model of the Lebed 7 were produced and designated Lebed 8. The upper wing incorporated ailerons. Span was longer, but was equal for both wings. The chord appears to be the same as on the single-bay machine. The wing tips were squared off instead of the usual angled back style. Of interest was the use of a large windscreen, a trademark of the Lebedev firm. Performance of the Lebed 8 is unknown and it appears no further development was attempted.
In late 1914 and 1915 Lebedev produced copies of the Sopwith Tabloid. This single-seat scout was designated as the Lebed 7. It incorporated equal-span and equal-chord wings of single-bay construction and wing warping as did the original Tabloid. It saw service as a patrol and reconnaissance aircraft during the first year of the war. Equipped with an 80hp Gnome engine, it was capable of nearly 90 mph, a very good speed for the time. It could climb to 1200 feet in a minute. Photographic evidence does not show any armament; apparently no fixed guns were installed. Records show Lebed 7s were on strength with the 21st Corps Detachment from 1914 until the winter of 1915-16. Production records do not exist, but a very limited number were built.
Lebed 8
Two examples of a two-bay experimental model of the Lebed 7 were produced and designated Lebed 8. The upper wing incorporated ailerons. Span was longer, but was equal for both wings. The chord appears to be the same as on the single-bay machine. The wing tips were squared off instead of the usual angled back style. Of interest was the use of a large windscreen, a trademark of the Lebedev firm. Performance of the Lebed 8 is unknown and it appears no further development was attempted.
Members of the 21st Corps Detachment preparing for a mission in late 1914. The Lebed 7 carries the markings of the squadron on the tail, aircraft 1, and on the fuselage with Roman numerals XXI. The Lebed work number is above that, just aft of the cockpit. The squadron's Farman is also ready for flight.
The 21st Corps Air Detachment based near Lida, circa fall 1914. The unit's mix of aircraft included at least two types - Henri Farman 20s and Lebed VIIs.
Lebed 7 belonging to the 21st Detachment being protected from the elements during the winter of 1915. The cowl has unusual cutouts for extra airflow and the propeller has a protective cover,
Front view of the Lebed 7, revealing its likeness to the Tabloid. The cowl with similar cutouts partially encloses the 80hp Gnome rotary. This machine was on strength with the 21st Corps Detachment, November 1914. The pilot on the left is Felix Vernitsky, who was killed in action on October 14, 1915, in Galicia.
The experimental Lebed 8 was a modified Lebed 7. It retained the fuselage of the Lebed 7 but had a completely different wing design. Two sets of struts were incorporated with ailerons added, eliminating the original wing warping controls. An experimental gray color was applied overall and cockades have been applied in ten positions. Only two were built, with no further development taking place,
Lebed 11
In the summer of 1915 the Lebedev company was given a sample of an Albatros B model two-seat machine, equipped with a 150hp Benz engine. Russian authorities, believing it good practice to copy such proven designs, requested Lebedev to manufacture a similar type. Since producing copies of existing foreign types saved time and money in development, it was not long before Lebedev engineer Leopold Mikhailovich Shkulnik and his assistant, Ribokov, developed the Lebed 11. This machine was produced in small numbers, approximately ten being manufactured, with little standardization. Wing span, length, and especially engines varied between aircraft. Most had captured and overhauled engines, but at least one had a nine-cylinder, 130hp Salmson Canton-Unne. There were six different wing designs, incorporating both two-bay and three-bay configurations, which ranged in span from 42.6 feet to 47.5 feet. These machines were the forerunner of the Lebed 12.
In addition to producing Lebed series copies of Albatros models, Lebedev was in charge of repairing captured German and Austrian types, including Albatros, Rumplers, and Aviatiks. Through this work Lebedev managed to acquire several enemy engine types and their associated parts, such as radiators. The Lebedev firm salvaged the captured radiators and incorporated them on Lebed aircraft. This type of cooling system was a series of rectangular, side-mounted units of German design, originally produced by the firm Haegle and Zweigle, simply known as H-Z, or 'Ha Zet' as pronounced in German. The Hazet radiator was copied and manufactured in Russia for use on aircraft with inline and radial engines and was very popular.
Further modified Albatros models were experimented with using the 150hp British Sunbeam V-8, including a floatplane design.
In the summer of 1915 the Lebedev company was given a sample of an Albatros B model two-seat machine, equipped with a 150hp Benz engine. Russian authorities, believing it good practice to copy such proven designs, requested Lebedev to manufacture a similar type. Since producing copies of existing foreign types saved time and money in development, it was not long before Lebedev engineer Leopold Mikhailovich Shkulnik and his assistant, Ribokov, developed the Lebed 11. This machine was produced in small numbers, approximately ten being manufactured, with little standardization. Wing span, length, and especially engines varied between aircraft. Most had captured and overhauled engines, but at least one had a nine-cylinder, 130hp Salmson Canton-Unne. There were six different wing designs, incorporating both two-bay and three-bay configurations, which ranged in span from 42.6 feet to 47.5 feet. These machines were the forerunner of the Lebed 12.
In addition to producing Lebed series copies of Albatros models, Lebedev was in charge of repairing captured German and Austrian types, including Albatros, Rumplers, and Aviatiks. Through this work Lebedev managed to acquire several enemy engine types and their associated parts, such as radiators. The Lebedev firm salvaged the captured radiators and incorporated them on Lebed aircraft. This type of cooling system was a series of rectangular, side-mounted units of German design, originally produced by the firm Haegle and Zweigle, simply known as H-Z, or 'Ha Zet' as pronounced in German. The Hazet radiator was copied and manufactured in Russia for use on aircraft with inline and radial engines and was very popular.
Further modified Albatros models were experimented with using the 150hp British Sunbeam V-8, including a floatplane design.
A Lebed 11 equipped with an Austrian Hiero engine. The resemblance to early Albatros B and C models is evident. This Lebed XI incorporates angular aileron washout, usually associated with the Lebed 12. It employs the Hazet radiator units and is fitted with the characteristic large windscreen and a Shkulnik gun mount.
A close-up of the nose of the machine, showing a good view of the Hiero engine, the Hazet radiators, and the metal inspection panels on the plywood fuselage.
Deperdussin Sport
The Deperdussin Sport was an experimental aircraft built in the beginning of 1916 and was a development of the French 1914 model. A monoplane, it retained a similar style of wing warping, with braces attached to the fuselage ahead of the cockpit. The elevators also maintained the same shape as earlier Deperdussin types, but the rudder was the rounded style, a common Lebedev feature. The biggest design change was the monocoque plywood fuselage, giving the machine a flying barrel appearance. This machine was equipped with a 100hp Gnome rotary engine and displayed the typical Lebed windscreen. The cockpit was a single large opening, giving the appearance of being a two-seat machine, although this has been disputed. If the aircraft carried two crewmen, it allowed for ease of communication. The Sport had a top speed of 112 mph and was to have a synchronized machine gun. For unknown reasons, this model was not accepted, the gun was never mounted, and production did not occur past the prototype.
The Deperdussin Sport was an experimental aircraft built in the beginning of 1916 and was a development of the French 1914 model. A monoplane, it retained a similar style of wing warping, with braces attached to the fuselage ahead of the cockpit. The elevators also maintained the same shape as earlier Deperdussin types, but the rudder was the rounded style, a common Lebedev feature. The biggest design change was the monocoque plywood fuselage, giving the machine a flying barrel appearance. This machine was equipped with a 100hp Gnome rotary engine and displayed the typical Lebed windscreen. The cockpit was a single large opening, giving the appearance of being a two-seat machine, although this has been disputed. If the aircraft carried two crewmen, it allowed for ease of communication. The Sport had a top speed of 112 mph and was to have a synchronized machine gun. For unknown reasons, this model was not accepted, the gun was never mounted, and production did not occur past the prototype.
Front view of the Lebed Deperdussin Sport displaying the circular cowl around the 100hp Gnome rotary engine. At 112 mph the aircraft had excellent speed, and it was to be equipped with a synchronized, forward-firing machine gun. Unfortunately, the machine was not ordered and no further development occurred.
Lebed 9
The Lebed 9 was an experimental single-seat scout powered by an 80hp Gnome or Le Rhone rotary engine. A single-bay biplane, it employed ailerons on the upper wing. All struts were wood and the fuselage was fabric covered with the top and bottom being rounded. The forward deck around the cockpit was wooden and featured a headrest for the pilot. The cowl panels were gray metal. Performance was stated as being unsatisfactory and only the prototype was built.
Lebed 10
The Lebed 10 was a two-seat experimental biplane with a long, two-bay wing. It incorporated ailerons on both upper and lower wings and the actuating cable was externally mounted, traveling through pulleys installed at the leading edge of the wings which are clearly visible in photographs. Wing struts were of wood while landing gear and cabane supports were of steel tube, a standard construction method on most Lebeds. Similar in style to the Lebed 9, the fuselage maintained the fabric covering and the round shape of the top and bottom areas. This model did away with the headrest and featured only a half cowl exposing most of its 80hp Le Rhone engine. The forward metal surfaces featured large access panels for servicing, similar to the Nieuport style. It was underpowered and not suitable for reconnaissance work; consequently only a few were built.
The Lebed 9 was an experimental single-seat scout powered by an 80hp Gnome or Le Rhone rotary engine. A single-bay biplane, it employed ailerons on the upper wing. All struts were wood and the fuselage was fabric covered with the top and bottom being rounded. The forward deck around the cockpit was wooden and featured a headrest for the pilot. The cowl panels were gray metal. Performance was stated as being unsatisfactory and only the prototype was built.
Lebed 10
The Lebed 10 was a two-seat experimental biplane with a long, two-bay wing. It incorporated ailerons on both upper and lower wings and the actuating cable was externally mounted, traveling through pulleys installed at the leading edge of the wings which are clearly visible in photographs. Wing struts were of wood while landing gear and cabane supports were of steel tube, a standard construction method on most Lebeds. Similar in style to the Lebed 9, the fuselage maintained the fabric covering and the round shape of the top and bottom areas. This model did away with the headrest and featured only a half cowl exposing most of its 80hp Le Rhone engine. The forward metal surfaces featured large access panels for servicing, similar to the Nieuport style. It was underpowered and not suitable for reconnaissance work; consequently only a few were built.
Lebed 12
The prototype Lebed 12 was built in the autumn of 1915 and was ready for testing in January, 1916. This model displayed the Albatros-style wings, yet incorporated the angular washout in the ailerons as used on LVG cn aircraft. Control horns appear to be used only on the type 12 and are not evident in photographs of other Lebed models. The fuselage was plywood covered and was of rectangular box construction, giving it great strength. This structure was also easy to build, but it added more weight to the airframe than a linen-covered fuselage. Aluminum panels were used in the forward areas covering the engine, which caused drag and gave the machine a bulky appearance. The aircraft maintained the Albatros B.I-style empennage, which was a welded steel tube frame. It had wood interplane struts and streamlined steel tube for the cabane and undercarriage.
Lebed 12 engines were all Salmson Canton-Unne nine-cylinder, water-cooled radials of 130 through 160hp, most being 150hp. Nearly all were supplied with Hazet style radiators. The fuel tank was located under the pilot's seat and in some cases was covered by a protective rubber insulator, designed by Stabs-Kapitan (Staff-Captain) Grigorov. The observer's cockpit had a raised plywood deck with an unusual cutout, possibly for positioning the gun for downward fire. From this location an American Colt, the only standard weapon supplied with the aircraft, set on a mount developed by Shkulnik. This device proved difficult to operate in combat and an improved substitute, designed by Leonid Dementyevich Kolpakov, replaced it. This was a more flexible ring type, which also allowed the gun to be raised and lowered. In April, 1917, Kolpakov improved his design by incorporating a gunner's seat and gun attached to a bar which pivoted together as one unit, allowing greater mobility and ease of use; however, very few were installed in Lebeds. In late 1916 some Lebed 12s had a bomb rack, developed by Kolpakov, mounted on the lower fuselage center section.
The wing span for the Lebed 12 is estimated as 43 feet 1.7 inches for the upper wing and 39 feet 4.4 inches for the lower. The chord was equal for both wings at 5 feet 8.88 inches. The length of the machine was 25 feet 9.4 inches, and the height was 10 feet 7.9 inches. Equipped with the 150hp Salmson, it was capable of 83 mph. The machine climbed to 3280 feet (1000 meters) in 10 minutes, and to 8200 feet (2500 meters) in 35 minutes. Its ceiling was 11,500 feet. Empty it weighted 1905 lb. and fully loaded 2678 lb. It had a duration of about three hours and could carry a bomb load of approximately 200 lb.
On January 10, 1916, Poruchik Sleptzov test flew the prototype Lebed 12, work number 325. He made two 15-minute flights in the aircraft, which was powered with a 130hp Salmson engine. He concluded that the machine handled favorably compared with the Albatros. On July 2, 1916, the central military board ordered 225 Lebed 12s for army air corps detachments. The machine began to replace the Voisin as the standard corps unit aircraft, but suffered many problems. The exhaust pipes of the Salmson were positioned downward, causing the airflow to route the exhaust fumes into the rear cockpit, so the observer could either be asphyxiated or stand up and be frozen in the open air. From the pilot's viewpoint it was difficult to pull out of a dive and on occasion the Lebed 12 would catch fire in the air. While considered better than the Voisins, the Lebeds were not as popular as the Farman XXX or the Anatra Anasal. It has been estimated that 218 Lebed 12 aircraft were manufactured. In addition to these, it has been estimated that 30 were produced of other variants, similar to the Lebed 12. It has been reported that 171 repair kits were produced and issued for servicing the aircraft a t the front.
Lebed 12bis
In 1917, a modification was made to the Lebed 12. This was designated the Lebed 12bis, and had the same airframe as the Lebed 12 with a different engine. A 150hp Hispano-Suiza was installed, reducing the size of the cowling that had been necessary to mount the Salmson. This V-8 motor changed the appearance, but did little for performance. Only two were built, with the second reported as being fitted with a different engine.
The prototype Lebed 12 was built in the autumn of 1915 and was ready for testing in January, 1916. This model displayed the Albatros-style wings, yet incorporated the angular washout in the ailerons as used on LVG cn aircraft. Control horns appear to be used only on the type 12 and are not evident in photographs of other Lebed models. The fuselage was plywood covered and was of rectangular box construction, giving it great strength. This structure was also easy to build, but it added more weight to the airframe than a linen-covered fuselage. Aluminum panels were used in the forward areas covering the engine, which caused drag and gave the machine a bulky appearance. The aircraft maintained the Albatros B.I-style empennage, which was a welded steel tube frame. It had wood interplane struts and streamlined steel tube for the cabane and undercarriage.
Lebed 12 engines were all Salmson Canton-Unne nine-cylinder, water-cooled radials of 130 through 160hp, most being 150hp. Nearly all were supplied with Hazet style radiators. The fuel tank was located under the pilot's seat and in some cases was covered by a protective rubber insulator, designed by Stabs-Kapitan (Staff-Captain) Grigorov. The observer's cockpit had a raised plywood deck with an unusual cutout, possibly for positioning the gun for downward fire. From this location an American Colt, the only standard weapon supplied with the aircraft, set on a mount developed by Shkulnik. This device proved difficult to operate in combat and an improved substitute, designed by Leonid Dementyevich Kolpakov, replaced it. This was a more flexible ring type, which also allowed the gun to be raised and lowered. In April, 1917, Kolpakov improved his design by incorporating a gunner's seat and gun attached to a bar which pivoted together as one unit, allowing greater mobility and ease of use; however, very few were installed in Lebeds. In late 1916 some Lebed 12s had a bomb rack, developed by Kolpakov, mounted on the lower fuselage center section.
The wing span for the Lebed 12 is estimated as 43 feet 1.7 inches for the upper wing and 39 feet 4.4 inches for the lower. The chord was equal for both wings at 5 feet 8.88 inches. The length of the machine was 25 feet 9.4 inches, and the height was 10 feet 7.9 inches. Equipped with the 150hp Salmson, it was capable of 83 mph. The machine climbed to 3280 feet (1000 meters) in 10 minutes, and to 8200 feet (2500 meters) in 35 minutes. Its ceiling was 11,500 feet. Empty it weighted 1905 lb. and fully loaded 2678 lb. It had a duration of about three hours and could carry a bomb load of approximately 200 lb.
On January 10, 1916, Poruchik Sleptzov test flew the prototype Lebed 12, work number 325. He made two 15-minute flights in the aircraft, which was powered with a 130hp Salmson engine. He concluded that the machine handled favorably compared with the Albatros. On July 2, 1916, the central military board ordered 225 Lebed 12s for army air corps detachments. The machine began to replace the Voisin as the standard corps unit aircraft, but suffered many problems. The exhaust pipes of the Salmson were positioned downward, causing the airflow to route the exhaust fumes into the rear cockpit, so the observer could either be asphyxiated or stand up and be frozen in the open air. From the pilot's viewpoint it was difficult to pull out of a dive and on occasion the Lebed 12 would catch fire in the air. While considered better than the Voisins, the Lebeds were not as popular as the Farman XXX or the Anatra Anasal. It has been estimated that 218 Lebed 12 aircraft were manufactured. In addition to these, it has been estimated that 30 were produced of other variants, similar to the Lebed 12. It has been reported that 171 repair kits were produced and issued for servicing the aircraft a t the front.
Lebed 12bis
In 1917, a modification was made to the Lebed 12. This was designated the Lebed 12bis, and had the same airframe as the Lebed 12 with a different engine. A 150hp Hispano-Suiza was installed, reducing the size of the cowling that had been necessary to mount the Salmson. This V-8 motor changed the appearance, but did little for performance. Only two were built, with the second reported as being fitted with a different engine.
Второй опытный «Лебедь-XII» №457 в ходе испытаний в июне 1916 г.
L12457 shown from the front, revealing the Salmson radial engine and metal supports, after having its aluminum cowl panels removed. The use of natural doped linen is evident as the upper wing cockade and internal wing structure are clearly visible.
L12457 shown from the front, revealing the Salmson radial engine and metal supports, after having its aluminum cowl panels removed. The use of natural doped linen is evident as the upper wing cockade and internal wing structure are clearly visible.
The same Lebed 12 as the previous photo with cowl panels reapplied. The circular factory emblem, as carried on the rudder, can be seen in the center of all the wooden wing struts. The work number may also be stenciled below this.
"Лебедь" на русско-германском фронте
A Lebed 12, displaying roundels in only six positions, making use of the pennant emblem on the fuselage sides. The typical Lebed work number stencils (L12457) are shown to good advantage on most of the airframe panels. The small circular disk in the center of the rudder cockade is believed to be a factory emblem and can be seen, in many instances, applied to the rudder on other machines.
A Lebed 12, displaying roundels in only six positions, making use of the pennant emblem on the fuselage sides. The typical Lebed work number stencils (L12457) are shown to good advantage on most of the airframe panels. The small circular disk in the center of the rudder cockade is believed to be a factory emblem and can be seen, in many instances, applied to the rudder on other machines.
This Bolshevik Lebed 12 is preparing for a mission during a winter operation. The aircraft has been refitted with skis and appears to have been repainted overall.
Lebed XII with fuselage pennant marking and rudder roundel, and showing the pillar-mounted rear Colt machine gun;
Believed to be a Lebed 12, this may possibly be a late Lebed 11 equipped with a Salmson radial and a Shkulnik gun mount. The fuselage raised deck area and angular aileron washout are prominent. The machine gun is an American Colt.
Believed to be a Lebed 12, this may possibly be a late Lebed 11 equipped with a Salmson radial and a Shkulnik gun mount. The fuselage raised deck area and angular aileron washout are prominent. The machine gun is an American Colt.
Close-up of the nose of a Lebed 12, giving an excellent view of the forward panels around the engine and on the fuselage. Also visible are the streamlined steel tubing struts of the undercarriage and cabane. The Hazet radiator is shown to good advantage and the Shkulnik gun mount can be seen. Of interest is the upper wing cutout. Its angular shape is not standard for the type 12, and may be due to replacement wings used in repairing the machine.
A close-up of the gunner's area of the Lebed 12. This view clearly displays the raised plywood deck, with the unusual cutout located center/rear of this panel. The purpose of this is unknown, but may possibly be a gun rest or extend through the fuselage for firing directly below. The gun mount is the improved Kolpakov type, allowing the gun to be raised or lowered. The large Lebedev windscreens are most prominent.
Lebed 13
The Lebed 13 was a modification of the Lebed 12 using the Salmson 150hp engine. It was capable of 93 mph and was scheduled to be manufactured in March, 1916. However, no records of production have been found.
Lebed 15
Very little is known of this model, except it has been stated the machine was to be equipped with a 220hp Renault engine. This was more than likely another modification of the Lebed 12 or an Albatros copy. Production was set to begin in March, 1916, but due to engine shortages was not undertaken. It is unknown if a prototype was even built.
The Lebed 13 was a modification of the Lebed 12 using the Salmson 150hp engine. It was capable of 93 mph and was scheduled to be manufactured in March, 1916. However, no records of production have been found.
Lebed 15
Very little is known of this model, except it has been stated the machine was to be equipped with a 220hp Renault engine. This was more than likely another modification of the Lebed 12 or an Albatros copy. Production was set to begin in March, 1916, but due to engine shortages was not undertaken. It is unknown if a prototype was even built.
Lebed 16
The Lebed 16 was another twin-engine biplane project that appears to have been inspired by the German AEG G-series. It was designed for reconnaissance and was equipped with two 80hp Le Rhone rotary engines mounted on the top of the lower wing secured by V-shaped struts, which were attached to the underside of the upper wing. Streamlined metal cowls protected the engines. As with the Lebed 14, the Lebed 16 had a plywood fuselage and an upper wing of greater span than the lower. The pilot sat between the observer stationed in the nose and the mechanic in the rear. Both these areas were equipped with a machine gun, giving good protection from front and rear attacks.
The aircraft was tested in the beginning of 1917 with favorable results. For unknown reasons the project was discontinued and no further aircraft were produced.
The Lebed 16 was another twin-engine biplane project that appears to have been inspired by the German AEG G-series. It was designed for reconnaissance and was equipped with two 80hp Le Rhone rotary engines mounted on the top of the lower wing secured by V-shaped struts, which were attached to the underside of the upper wing. Streamlined metal cowls protected the engines. As with the Lebed 14, the Lebed 16 had a plywood fuselage and an upper wing of greater span than the lower. The pilot sat between the observer stationed in the nose and the mechanic in the rear. Both these areas were equipped with a machine gun, giving good protection from front and rear attacks.
The aircraft was tested in the beginning of 1917 with favorable results. For unknown reasons the project was discontinued and no further aircraft were produced.
Lebed-Morskoi LM-1
In the spring of 1916 the LM-1 (Lebed Naval type 1) was completed. It was a three-bay Albatros floatplane copy, similar to the Albatros B.II except for use of a Sunbeam V-8 engine. By 1917 the Russian navy needed a two-seat tractor aircraft with a flexible gun for defending the rear. An order was placed on June 27, 1917, for 175 units. It was intended to power these with the 220hp Renault, but due to shortages of engines of more than 200hp this did not take place. Only two were produced at Taganrog by the end of hostilities, both powered by 200hp Hispano Suiza engines.
Additional Lebed Designs
A few experimental models were produced, apparently without a series number designation. The reason for this is unknown, as well as the reason for a break in the numerical sequence. The following list is undoubtedly incomplete, but gives a good representation of types developed by Lebedev.
It has been reported a small amount of Sunbeam-powered, three-bay Albatros two-seat aircraft were delivered to the army in late 1916. These were simply the LM-1 in landplane form and may have evolved from that project. The capacity in which they were employed is unknown, but the type was obsolete and presumably was used as a trainer.
Supposedly, a pusher machine was designed in April, 1916. Other than it was intended to equip it with either a Salmson or a Renault engine, nothing is known of this aircraft.
An experimental Albatros-type biplane with a 101hp Duflou and Constantinovich engine was built in 1916, but no other information is available on this machine.
Another Albatros-style airplane was built in late 1916 with a 100hp Fiat engine installed. The top speed was only 59 mph and rate of climb was 25 minutes to an altitude of 3250 feet. Despite this very poor performance, three examples were produced and accepted.
In the spring of 1916 the LM-1 (Lebed Naval type 1) was completed. It was a three-bay Albatros floatplane copy, similar to the Albatros B.II except for use of a Sunbeam V-8 engine. By 1917 the Russian navy needed a two-seat tractor aircraft with a flexible gun for defending the rear. An order was placed on June 27, 1917, for 175 units. It was intended to power these with the 220hp Renault, but due to shortages of engines of more than 200hp this did not take place. Only two were produced at Taganrog by the end of hostilities, both powered by 200hp Hispano Suiza engines.
Additional Lebed Designs
A few experimental models were produced, apparently without a series number designation. The reason for this is unknown, as well as the reason for a break in the numerical sequence. The following list is undoubtedly incomplete, but gives a good representation of types developed by Lebedev.
It has been reported a small amount of Sunbeam-powered, three-bay Albatros two-seat aircraft were delivered to the army in late 1916. These were simply the LM-1 in landplane form and may have evolved from that project. The capacity in which they were employed is unknown, but the type was obsolete and presumably was used as a trainer.
Supposedly, a pusher machine was designed in April, 1916. Other than it was intended to equip it with either a Salmson or a Renault engine, nothing is known of this aircraft.
An experimental Albatros-type biplane with a 101hp Duflou and Constantinovich engine was built in 1916, but no other information is available on this machine.
Another Albatros-style airplane was built in late 1916 with a 100hp Fiat engine installed. The top speed was only 59 mph and rate of climb was 25 minutes to an altitude of 3250 feet. Despite this very poor performance, three examples were produced and accepted.
Испытания ЛМ-1 в районе Крестовского острова. Аппарат оборудован двухлопастным воздушным винтом
The Lebed-Morskoi LM-1, floatplane version of an Albatros B.II copy. The aircraft featured three-bay construction and was virtually identical to the Albatros except for the power plant, which was a British 150hp Sunbeam V-8.
The Lebed-Morskoi LM-1, floatplane version of an Albatros B.II copy. The aircraft featured three-bay construction and was virtually identical to the Albatros except for the power plant, which was a British 150hp Sunbeam V-8.
Lebed 17
The Lebed 17, although similar to the Lebed 12, was an improvement in many respects. This model still used the Salmson radial engine, but had the fuselage modified by a rounded plywood panel for better streamlining. Only the forward section was wood, with the rear of the fuselage being linen covered to save weight. The Hazet style radiators were replaced by a more efficient design of two small tubular units attached to the front cabane struts. The metal cowling was also improved to reduce drag.
The Lebed 17 was a single-bay biplane with ailerons in the upper wing only. The upper wing incorporated two triangular celluloid cutouts and the lower wing had curved cutouts at the inboard trailing edge location, both of which allowed for greater pilot visibility. Interestingly, the Lebed 17 reverted to using externally mounted aileron control cables as seen on earlier Lebed models. The aircraft increased its firepower by adding a forward-firing, synchronized machine gun while maintaining the rear gun and the standard raised deck area with unusual cutout, presumably for downward firing.
The Lebed 17 was tested in August, 1917, with very good results. Unfortunately, it came too near the end of the war and only a few were produced.
The Lebed 17, although similar to the Lebed 12, was an improvement in many respects. This model still used the Salmson radial engine, but had the fuselage modified by a rounded plywood panel for better streamlining. Only the forward section was wood, with the rear of the fuselage being linen covered to save weight. The Hazet style radiators were replaced by a more efficient design of two small tubular units attached to the front cabane struts. The metal cowling was also improved to reduce drag.
The Lebed 17 was a single-bay biplane with ailerons in the upper wing only. The upper wing incorporated two triangular celluloid cutouts and the lower wing had curved cutouts at the inboard trailing edge location, both of which allowed for greater pilot visibility. Interestingly, the Lebed 17 reverted to using externally mounted aileron control cables as seen on earlier Lebed models. The aircraft increased its firepower by adding a forward-firing, synchronized machine gun while maintaining the rear gun and the standard raised deck area with unusual cutout, presumably for downward firing.
The Lebed 17 was tested in August, 1917, with very good results. Unfortunately, it came too near the end of the war and only a few were produced.
The port side of the Lebed 17. The fuselage side can be seen faired-out to meet the engine cowl, giving better streamlining than the Lebed 12. This model retained the raised plywood deck around the gunner's cockpit, but from that point the fuselage is linen-covered. Just visible in this view are the two triangular cutouts in the upper wing above the cockpit allowing an improved view for the pilot. Another feature of the Lebed 17 was the addition of a forward-firing gun for the pilot. Unfortunately, this aircraft is not fitted with its armament and does not show the location of this weapon. The large windscreens are still utilized and the rear gun mount appears to be a Kolpakov type.
Top view of the Lebed 17. Evident are the single-bay construction of the wings, ailerons in the upper wing only, and the externally-mounted aileron cables and pulleys at the leading edge of the wing. The pilot's field of vision was increased by the addition of celluloid panels in the upper wing and the large rounded cutouts at the inboard, trailing edge of the lower wing. Also visible is the rectangular cutout in the raised deck behind the gunner's cockpit. The plane is finished in natural linen and clear varnished plywood, with roundels applied in ten positions. The Lebed 17 was test flown in August 1917 with good results, but due to the end of hostilities only a few were produced.
Lebed 18
Little is known of this type other than it was a copy of a German design and was to be powered by an Italian 230hp Fiat engine. In January, 1917, the Lebed company stated it would produce 300 units, but not one was manufactured.
Lebed 21
This two-seat reconnaissance monoplane was equipped with the typical Lebedev power plant, the 150hp Salmson. Its flying characteristics have been described as poor, and the only available data are rate of climb: 20 minutes to 6500 feet. Seven were manufactured, the first being delivered on September 12, 1917.
Lebed 24
The Lebed 24 was another modified Albatros design and was to incorporate either the 200hp Hispano-Suisa or the 230hp Fiat engine. An order was placed for 200 units in 1917, but due to engine delivery problems and shortages the order was never filled.
Little is known of this type other than it was a copy of a German design and was to be powered by an Italian 230hp Fiat engine. In January, 1917, the Lebed company stated it would produce 300 units, but not one was manufactured.
Lebed 21
This two-seat reconnaissance monoplane was equipped with the typical Lebedev power plant, the 150hp Salmson. Its flying characteristics have been described as poor, and the only available data are rate of climb: 20 minutes to 6500 feet. Seven were manufactured, the first being delivered on September 12, 1917.
Lebed 24
The Lebed 24 was another modified Albatros design and was to incorporate either the 200hp Hispano-Suisa or the 230hp Fiat engine. An order was placed for 200 units in 1917, but due to engine delivery problems and shortages the order was never filled.
The model number of this Lebed is unknown. The work order number is visible on the trailing edge of the starboard wing panel and reveals the typical Lebed marking system, but is not discernible. It appears to be a later design, above 12 and below 20. Of interest are the tall side-mounted radiators of the type usually seen on Voisins. The upper wing is in two sections, as with other Lebeds, but it separates over the port cabane. Straps can be seen connecting the two sections. Also, the pilot's cockpit is in the rear; the control wheel is just visible. The engine appears to be a six-cylinder inline, possibly a Hiero.
Lebed 14
The Lebed 14 or Grand was the company's first attempt at building a multi-engined bomber. The project began in 1915, and the design had great promise. Powered by two 150hp Salmson radials, it was expected to be capable of nearly 87 mph and carry a load of 1985 lb. The wings were of three-bay design, fabric covered, with the upper wing span greater than the lower. The engines were mounted in standard fashion between the wings on a series of braces and drove tractor propellers. There were metal cowlings forward and aft of the engines for streamlining.
The fuselage was a plywood, monocoque style. The use of plywood included the tail un'it and the nose. A forward gunner's compartment was in the nose with an area for an observer/photographer below that. Farther back were the pilot's cockpit and a rear gunner's position. The aircraft was designed to carry three machine guns.
Construction of the Lebed 14 progressed slowly and it was not finished before the end of hostilities.
The Lebed 14 or Grand was the company's first attempt at building a multi-engined bomber. The project began in 1915, and the design had great promise. Powered by two 150hp Salmson radials, it was expected to be capable of nearly 87 mph and carry a load of 1985 lb. The wings were of three-bay design, fabric covered, with the upper wing span greater than the lower. The engines were mounted in standard fashion between the wings on a series of braces and drove tractor propellers. There were metal cowlings forward and aft of the engines for streamlining.
The fuselage was a plywood, monocoque style. The use of plywood included the tail un'it and the nose. A forward gunner's compartment was in the nose with an area for an observer/photographer below that. Farther back were the pilot's cockpit and a rear gunner's position. The aircraft was designed to carry three machine guns.
Construction of the Lebed 14 progressed slowly and it was not finished before the end of hostilities.
The Lebed 14, also known as the Grand, under construction at the factory. This was the company's first attempt at a multi-engined aircraft. The machine had a monocoque plywood fuselage and carried a crew of four, including two gunners and a photographer. Equipped with two Salmson radial engines, the project showed great promise. Unfortunately, progress was slow and the airplane was never finished.
Famous Russian Aircraft Designers' Introduction
Beginning of Aeronautics in Russia
Early studies of aerodynamics were conducted by Professor Mikhail V. Lomonosov, who in 1754 displayed a model of a helicopter to the Russian Academy of Sciences. This was influential on early 20th century designers; many, including Sikorsky, attempted building such machines.
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Beginning of Aeronautics in Russia
Early studies of aerodynamics were conducted by Professor Mikhail V. Lomonosov, who in 1754 displayed a model of a helicopter to the Russian Academy of Sciences. This was influential on early 20th century designers; many, including Sikorsky, attempted building such machines.
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Famous Russian Aircraft Designers' Introduction
Beginning of Aeronautics in Russia
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Alexander F. Mozhaisky made a serious attempt at powered flight in 1884. After designing and building several flying models, he believed it was possible to produce a large aircraft capable of carrying a passenger. His monoplane, equipped with two steam engines of a total 30 horsepower, was unsuccessful, although his theories were well calculated. His failure was due to the engine's insufficient power-to-weight ratio, a factor experienced by all designers of the late 19th century.
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Beginning of Aeronautics in Russia
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Alexander F. Mozhaisky made a serious attempt at powered flight in 1884. After designing and building several flying models, he believed it was possible to produce a large aircraft capable of carrying a passenger. His monoplane, equipped with two steam engines of a total 30 horsepower, was unsuccessful, although his theories were well calculated. His failure was due to the engine's insufficient power-to-weight ratio, a factor experienced by all designers of the late 19th century.
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Russian Manufacturers' Introduction
Aviation Plant of F.E. Moska
Francesco Evgistovich Moska was an Italian pilot and designer who came to Russia and worked for the Dux firm in 1912-13. He then worked in Bezobrazov's workshop, helping to design and build a triplane. When the war began, Moska started his own company in Moscow and obtained a contract for 75 Farman IV machines.
He also designed and built his own aircraft. With the help of his assistant, Bystritsky, the Moska MB and MBbis were developed. Both were parasol monoplanes incorporating folding wings and tail assembly for ease of transportation.
The MB was a two-seat aircraft equipped with a 50hp Gnome, while the MBbis was a single-seater with a Le Rhone or Clerget engine of greater power. The MBbis was sometimes fitted with an unsynchronized Colt or Lewis machine was reported to have good flying characteristics but was outdated when it reached the front. Its usual armament was a Colt
machine gun and its propeller was equipped with deflector plates for protection.
Both models passed military tests and were accepted. Only 12 of the MB type were produced and about 50 of the MBbis were built, many of which were used during the civil war.
The plant occupied 8,370 square yards and employed 324 workers in 1917. It produced a total of 140 aircraft, but records show only 64 were accepted by the end of the war.
Aviation Plant of F.E. Moska
Francesco Evgistovich Moska was an Italian pilot and designer who came to Russia and worked for the Dux firm in 1912-13. He then worked in Bezobrazov's workshop, helping to design and build a triplane. When the war began, Moska started his own company in Moscow and obtained a contract for 75 Farman IV machines.
He also designed and built his own aircraft. With the help of his assistant, Bystritsky, the Moska MB and MBbis were developed. Both were parasol monoplanes incorporating folding wings and tail assembly for ease of transportation.
The MB was a two-seat aircraft equipped with a 50hp Gnome, while the MBbis was a single-seater with a Le Rhone or Clerget engine of greater power. The MBbis was sometimes fitted with an unsynchronized Colt or Lewis machine was reported to have good flying characteristics but was outdated when it reached the front. Its usual armament was a Colt
machine gun and its propeller was equipped with deflector plates for protection.
Both models passed military tests and were accepted. Only 12 of the MB type were produced and about 50 of the MBbis were built, many of which were used during the civil war.
The plant occupied 8,370 square yards and employed 324 workers in 1917. It produced a total of 140 aircraft, but records show only 64 were accepted by the end of the war.
Famous Russian Aircraft Designers' Introduction
Early Designers
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Detachment commander Kapitan Vladimir M. Olkhovsky designed and built a wooden monocoque fuselage. He incorporated this into developing the Torpedo, a two-seat monoplane for both fighter and reconnaissance work. Equipped with a 110hp Le Rhone engine, the machine responded well, but its downfall was the parasol wing being in two halves, detracting from its performance. It was tested in February, 1917, at the Odessa Flying School, where it remained as a trainer.
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Early Designers
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Detachment commander Kapitan Vladimir M. Olkhovsky designed and built a wooden monocoque fuselage. He incorporated this into developing the Torpedo, a two-seat monoplane for both fighter and reconnaissance work. Equipped with a 110hp Le Rhone engine, the machine responded well, but its downfall was the parasol wing being in two halves, detracting from its performance. It was tested in February, 1917, at the Odessa Flying School, where it remained as a trainer.
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Ivan Alexandrovich Orlov
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In his youth, Orlov's life was carefree. After attending a local air show he developed an interest in aviation. At first, his family perceived this as the latest in a series of short-lived hobbies. However, to their amazement, his interest in aviation did not fade; in fact, it became an obsession.
From a generous allowance bestowed upon Orlov by his father, he purchased all the required materials and built several gliders as a boy. Then in 1913, he built his own powered aircraft and christened it "Orlov Number 1." Soon after, he became a member of the All-Russian Aero Club of St. Petersburg, receiving his pilot license (No.229), on June 13, 1914.
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In his youth, Orlov's life was carefree. After attending a local air show he developed an interest in aviation. At first, his family perceived this as the latest in a series of short-lived hobbies. However, to their amazement, his interest in aviation did not fade; in fact, it became an obsession.
From a generous allowance bestowed upon Orlov by his father, he purchased all the required materials and built several gliders as a boy. Then in 1913, he built his own powered aircraft and christened it "Orlov Number 1." Soon after, he became a member of the All-Russian Aero Club of St. Petersburg, receiving his pilot license (No.229), on June 13, 1914.
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Лицеист Иван Орлов на моноплане собственной конструкции "Орлов№1".
The Orlov Number 1. There is very little information about this monoplane. However, it is known that the fuselage and the undercarriage were all made of welded steel tube, but neither was covered nor wire-braced. The wing and tailplanes were made of wood and power was provided by a 35 h.p. Anzani engine. Control was by means of a control column and pedals.
The Orlov Number 1. There is very little information about this monoplane. However, it is known that the fuselage and the undercarriage were all made of welded steel tube, but neither was covered nor wire-braced. The wing and tailplanes were made of wood and power was provided by a 35 h.p. Anzani engine. Control was by means of a control column and pedals.
Model: Rossiya A, pusher biplane
Designer: Rebikov, Nikolai Vasilyevich
Manufacturer: First Russian Aerostatics Company
Year: 1910 Span: 10.5 m/7.0 m
Engine: 50 hp Gnome Wing area: 38 sq m
Length: approximately 12.0 m Fuel/oil: 30 kg
Empty weight: 440 kg Flying weight: 620 kg
Weight load: 180 kg Speed: approximately 70 km/h
Wing Loading: 16.3 kg/sq.m Power Loading: 12.4 kg/hp
Designer: Rebikov, Nikolai Vasilyevich
Manufacturer: First Russian Aerostatics Company
Year: 1910 Span: 10.5 m/7.0 m
Engine: 50 hp Gnome Wing area: 38 sq m
Length: approximately 12.0 m Fuel/oil: 30 kg
Empty weight: 440 kg Flying weight: 620 kg
Weight load: 180 kg Speed: approximately 70 km/h
Wing Loading: 16.3 kg/sq.m Power Loading: 12.4 kg/hp
The Rossiya B
Russia's First Production Aircraft
Although ballooning dominated Russian aeronautics in the late Nineteenth Century, there already existed a growing interest in building a heavier-than-air flying machine. With the achievements of the Wright brothers in 1903, the study of aircraft theory became the primary concern of aeronautics in Russia. Within several years, organized clubs had formed throughout the country to study airplane designs and construction techniques. Several such clubs published periodicals based on information received from a large European community of aviation enthusiasts. By 1909 the Imperial All-Russian Aero Club's magazine, Aeronautics, had emerged as one of most authoritative periodicals devoted to flight.
After Louis Bleriot's historic flight across the English Channel in 1909, the Russian government acquired a keen interest in airplane development. To Grand Duke Alexander (considered Russia's first major air theorist), the military implications of Bleriot's flight were immediately evident. He argued for building of military air groups, forming of special commissions to study aeronautics, and flight training for military officers. In addition, the Duke hoped to broaden public awareness. To achieve this, he used flying clubs as a means to promote aviation throughout Russia. The Imperial All-Russian Aero Club in particular enjoyed the patronage of Duke Alexander and other key figures from the military services and the government. Because of their influence, the Russian government provided funds to purchase airplanes for testing.
In 1910, members from the Imperial All-Russian Aero Club formed an organization known as the First Russian Aerostatics Company, located at the Shchetinin Works in St. Petersburg. The company's main purpose was to design and construct a Russian aircraft. Technical data had been assembled on various foreign designs, but the primary inspiration was a set of Bleriot airplane photographs acquired from a correspondent in France. The company's non-innovative design was built and designated the Rossiya B. With Matievich Mazievich (a Russian military officer who had pilot training in France) at the controls, the Rossiya B completed its first successful flight on 26 August, 1910.
Although the Rossiya B was not the first Russian-designed and built aircraft to fly, it was the first to be mass-produced (exact quantity unknown). Of the several Russian aircraft designs completed earlier, the Kudashev Model 1 was the first to fly, on 23 May, 1910. The Shchetinin Works in St. Petersburg would build both Bleriot and Rossiya B aircraft in 1910, in addition to the Rossiya A (a biplane version of the Rossiya B) which appeared in the same year.
The Rossiya monoplane had a wooden box girder fuselage, braced by wire, with only the forward section covered with fabric. The wooden struts of the landing gear supported steel tubing, on which spring shock absorbers were connected to each wheel by a Y-shaped strut. The two-section wing was secured to the fuselage by bracing wires attached to the upper cabane strut and the landing gear axle. The wing's front spar was rigid; the rear spar was flexible, allowing lateral control by warping of the trailing edges through movement of wires secured to the wings and attached to both the cabane pulley and a mount beneath the fuselage. The stabilizer was below the fuselage and could be adjusted for varying incidence. The rudder was mounted to the fuselage by hinges and moved by cables attached to the control wheel. Power was supplied by an Anzani three-cylinder air-cooled engine that developed about 25 hp.
It is not surprising that the Rossiya B and the Bleriot XI had many similar traits. In fact, they differed in only a few respects. The Rossiya B substituted a skid for the Bleriot-type swiveling tail wheel. The Bleriot tailwheel aggravated a pronounced ground-looping tendency. It was believed the skid would give the Rossiya B better directional control on landings and takeoffs, and would in addition serve as a brake in case of difficult landings. Other known differences between the two included size and placement of landing gear struts, wingspan, and fuselage length.
The first Rossiya B was sold to Nikolas G. Prokoffiev Seversky, considered one of Russian's first pioneer sportsman pilots, who owned his own aircraft in 1909 (non-Russian made). (During World War I Nikolas G. Prokoffiev Seversky served
as a pilot with the EVK.) Some sources have falsely credited Seversky as the first Russian to own his own aircraft. In Seversky's defense it can be said the Rossiya B he purchased would be his second aircraft, making him the first private owner of the first production aircraft designed and built in Russia.
The Rossiya B served Seversky well on local hops for two years before being retired to ground duty. Factors contributing to its grounding were increased weight, through absorption of moisture; power loss through engine wear; and, possibly, minor changes in the structure due to maintenance. It was still going strong as of 1917, however, as a grass-cutter ('Grass-cutter' refers to a powered, non-flying aircraft which student pilots used to develop taxiing skills.) for student training. Considering that most students would have subjected the aircraft to hard usage as a training tool, this clearly demonstrated the strength of its construction.
Nikolas' son, Alexander de Seversky, was mechanically inclined and developed an early interest in his father's aircraft. (Alexander Seversky later became an ace with six confirmed victories.) While working on them he gathered information which would greatly influence his later life. Facts have indicated that Alexander used his father's Rossiya B as a 'grass-cutter.' This might explain why, several years later at the military aviation school in Gatchina, he required dual instruction in a Gnome-powered Farman 4 totaling only 6 minutes 28 seconds before he was pronounced ready to solo.
The following data are from Shavrov, Vadim Borisovich:
Model: Rossiya B, tractor monoplane
Designer: Rebikov, Nikolai Vasilyevich
Manufacturer: First Russian Aerostatics Company
Year: 1910 Span: 7.5m
Engine: 25 hp Anzani Wing area: 14 sq m
Length: 7.5 m Fuel/oil: 25 kg
Empty weight: 230 kg Flying weight: 330 kg
Weight load: 100 kg Speed: approximately 70 km/h
Wing Loading: 23.6 kg/sq.m Power Loading: 13.2 kg/hp
Russia's First Production Aircraft
Although ballooning dominated Russian aeronautics in the late Nineteenth Century, there already existed a growing interest in building a heavier-than-air flying machine. With the achievements of the Wright brothers in 1903, the study of aircraft theory became the primary concern of aeronautics in Russia. Within several years, organized clubs had formed throughout the country to study airplane designs and construction techniques. Several such clubs published periodicals based on information received from a large European community of aviation enthusiasts. By 1909 the Imperial All-Russian Aero Club's magazine, Aeronautics, had emerged as one of most authoritative periodicals devoted to flight.
After Louis Bleriot's historic flight across the English Channel in 1909, the Russian government acquired a keen interest in airplane development. To Grand Duke Alexander (considered Russia's first major air theorist), the military implications of Bleriot's flight were immediately evident. He argued for building of military air groups, forming of special commissions to study aeronautics, and flight training for military officers. In addition, the Duke hoped to broaden public awareness. To achieve this, he used flying clubs as a means to promote aviation throughout Russia. The Imperial All-Russian Aero Club in particular enjoyed the patronage of Duke Alexander and other key figures from the military services and the government. Because of their influence, the Russian government provided funds to purchase airplanes for testing.
In 1910, members from the Imperial All-Russian Aero Club formed an organization known as the First Russian Aerostatics Company, located at the Shchetinin Works in St. Petersburg. The company's main purpose was to design and construct a Russian aircraft. Technical data had been assembled on various foreign designs, but the primary inspiration was a set of Bleriot airplane photographs acquired from a correspondent in France. The company's non-innovative design was built and designated the Rossiya B. With Matievich Mazievich (a Russian military officer who had pilot training in France) at the controls, the Rossiya B completed its first successful flight on 26 August, 1910.
Although the Rossiya B was not the first Russian-designed and built aircraft to fly, it was the first to be mass-produced (exact quantity unknown). Of the several Russian aircraft designs completed earlier, the Kudashev Model 1 was the first to fly, on 23 May, 1910. The Shchetinin Works in St. Petersburg would build both Bleriot and Rossiya B aircraft in 1910, in addition to the Rossiya A (a biplane version of the Rossiya B) which appeared in the same year.
The Rossiya monoplane had a wooden box girder fuselage, braced by wire, with only the forward section covered with fabric. The wooden struts of the landing gear supported steel tubing, on which spring shock absorbers were connected to each wheel by a Y-shaped strut. The two-section wing was secured to the fuselage by bracing wires attached to the upper cabane strut and the landing gear axle. The wing's front spar was rigid; the rear spar was flexible, allowing lateral control by warping of the trailing edges through movement of wires secured to the wings and attached to both the cabane pulley and a mount beneath the fuselage. The stabilizer was below the fuselage and could be adjusted for varying incidence. The rudder was mounted to the fuselage by hinges and moved by cables attached to the control wheel. Power was supplied by an Anzani three-cylinder air-cooled engine that developed about 25 hp.
It is not surprising that the Rossiya B and the Bleriot XI had many similar traits. In fact, they differed in only a few respects. The Rossiya B substituted a skid for the Bleriot-type swiveling tail wheel. The Bleriot tailwheel aggravated a pronounced ground-looping tendency. It was believed the skid would give the Rossiya B better directional control on landings and takeoffs, and would in addition serve as a brake in case of difficult landings. Other known differences between the two included size and placement of landing gear struts, wingspan, and fuselage length.
The first Rossiya B was sold to Nikolas G. Prokoffiev Seversky, considered one of Russian's first pioneer sportsman pilots, who owned his own aircraft in 1909 (non-Russian made). (During World War I Nikolas G. Prokoffiev Seversky served
as a pilot with the EVK.) Some sources have falsely credited Seversky as the first Russian to own his own aircraft. In Seversky's defense it can be said the Rossiya B he purchased would be his second aircraft, making him the first private owner of the first production aircraft designed and built in Russia.
The Rossiya B served Seversky well on local hops for two years before being retired to ground duty. Factors contributing to its grounding were increased weight, through absorption of moisture; power loss through engine wear; and, possibly, minor changes in the structure due to maintenance. It was still going strong as of 1917, however, as a grass-cutter ('Grass-cutter' refers to a powered, non-flying aircraft which student pilots used to develop taxiing skills.) for student training. Considering that most students would have subjected the aircraft to hard usage as a training tool, this clearly demonstrated the strength of its construction.
Nikolas' son, Alexander de Seversky, was mechanically inclined and developed an early interest in his father's aircraft. (Alexander Seversky later became an ace with six confirmed victories.) While working on them he gathered information which would greatly influence his later life. Facts have indicated that Alexander used his father's Rossiya B as a 'grass-cutter.' This might explain why, several years later at the military aviation school in Gatchina, he required dual instruction in a Gnome-powered Farman 4 totaling only 6 minutes 28 seconds before he was pronounced ready to solo.
The following data are from Shavrov, Vadim Borisovich:
Model: Rossiya B, tractor monoplane
Designer: Rebikov, Nikolai Vasilyevich
Manufacturer: First Russian Aerostatics Company
Year: 1910 Span: 7.5m
Engine: 25 hp Anzani Wing area: 14 sq m
Length: 7.5 m Fuel/oil: 25 kg
Empty weight: 230 kg Flying weight: 330 kg
Weight load: 100 kg Speed: approximately 70 km/h
Wing Loading: 23.6 kg/sq.m Power Loading: 13.2 kg/hp
Nikolas P. Seversky standing in the cockpit of his Rossiya B near Saint Petersburg, winter 1911. A true sportsman pilot, he flew in winter despite extreme cold and snow. The aircraft's wheels indicate the snow's depth.
Igor Ivanovich Sikorsky
Igor Ivanovich Sikorsky was born in the city of Kiev on May 25, 1889. His father, Ivan A. Sikorsky, was a prominent professor who had pursued an academic career and conducted pioneering research in the field of psychiatry. The elder Sikorsky earned a considerable reputation and wealth as a lecturer and writer in both Russia and Western Europe. Through the father's encouragement, the Sikorsky home was filled with numerous books, lively conversation, and an atmosphere that encouraged intellectual curiosity.
To a considerable degree, Igor Sikorsky's interest in aviation can be linked to his boyhood fascination with the writings of Jules Verne, the imaginative French novelist of the nineteenth century. Igor Sikorsky's mother would read such novels to him. He would later write how he was especially intrigued with Verne's book Clipper of the Clouds, which described an aircraft capable of vertical flight. This imaginative flying machine stimulated the young Sikorsky to dream about building a helicopter, a dream that would have an lasting place in his long career.
The same year the Wright brothers flew at Kitty Hawk, Igor Sikorsky entered the Imperial Russian Naval Academy at St. Petersburg. He spent three years there and completed his studies in 1906. A naval career was less appealing for him than practical engineering. Consequently, he resigned from the naval academy in 1906, and after a brief stay in Paris, entered the Polytechnic Institute of Kiev to study electrical engineering.
While Igor Sikorsky was on vacation with his father in Berchtesgarden, Germany, in 1908, the Wright brothers made their historic visit to Europe to demonstrate their flying machine. Sikorsky read the local newspaper accounts of Wilbur Wright's demonstrations in Paris, as well as the achievements of Count von Zeppelin's early airships. Then 19 years old, Igor Sikorsky decided to enter the field of aviation. In December of that year, Igor's sister, Olga, offered him the required money to finance his first helicopter. In January 1909, he went to Paris to obtain the necessary materials to build a flying machine. He visited aerodromes and met famed aviators Ferdinand Ferber and Louis Bleriot.
Sikorsky returned to Kiev in May 1909, with an Anzani 25-horsepower engine, the type recommended by Bleriot, "The most dependable among the mainly undependable engines." That same engine was used by Bleriot in his epic flight across the English channel in July of that year. Sikorsky was building his first flying machine when he heard the news of Bleriot's historic achievement.
Following is a brief review of the early aircraft designed and built by Igor Sikorsky while in Russia (1909-1917). Aircraft are listed by Igor Sikorsky's own catalogue numbering system ("S" number). The numerical sequence, however, does not reflect the actual order in which the aircraft were built.
Helicopter No.1
Sikorsky started construction of his first flying machine, helicopter number one (H-1), in the summer of 1909. The airframe consisted of a rectangular wire-braced wooden cage without landing gear. Power was provided by a 25hp Anzani engine, which was installed at the base of the frame. The transmission (belt-driven wooden pulleys) drove the co-axial shafts made of steel tubing. The shaft held two twin-blade rotors. The upper-most rotor had a diameter of 15.09 feet; the lower rotor's diameter was 16.4 feet. The rotor blades were made of steel tube and covered with linen; they were wire braced to the shaft.
The H-1 was completed in July 1909, and Sikorsky started testing at that time. The rotor blade angle of attack was made adjustable by wire cables (via turnbuckle adjustments). Igor Sikorsky had planned to add control surfaces directly below the rotors to tilt the helicopter in the direction of flight by rotor down wash acting on the control surface; however, this system was not installed since he was mainly interested in obtaining lift. The helicopter was repeatedly ground-tested and maximum rotor speed eventually stabilized at 160 RPM. After two months of intensive testing and at least one close call (at maximum RPM, the machine nearly turned over on him), Sikorsky discontinued further work. He concluded the machine could generate an estimated 350 pounds of thrust. However, the total weight of the helicopter was over 450 pounds. By October, Sikorsky disassembled the H-1 and concluded, "This machine was a failure to the extent that it could not fly, but in other respects, it was a very important and necessary stepping stone."
Igor Ivanovich Sikorsky was born in the city of Kiev on May 25, 1889. His father, Ivan A. Sikorsky, was a prominent professor who had pursued an academic career and conducted pioneering research in the field of psychiatry. The elder Sikorsky earned a considerable reputation and wealth as a lecturer and writer in both Russia and Western Europe. Through the father's encouragement, the Sikorsky home was filled with numerous books, lively conversation, and an atmosphere that encouraged intellectual curiosity.
To a considerable degree, Igor Sikorsky's interest in aviation can be linked to his boyhood fascination with the writings of Jules Verne, the imaginative French novelist of the nineteenth century. Igor Sikorsky's mother would read such novels to him. He would later write how he was especially intrigued with Verne's book Clipper of the Clouds, which described an aircraft capable of vertical flight. This imaginative flying machine stimulated the young Sikorsky to dream about building a helicopter, a dream that would have an lasting place in his long career.
The same year the Wright brothers flew at Kitty Hawk, Igor Sikorsky entered the Imperial Russian Naval Academy at St. Petersburg. He spent three years there and completed his studies in 1906. A naval career was less appealing for him than practical engineering. Consequently, he resigned from the naval academy in 1906, and after a brief stay in Paris, entered the Polytechnic Institute of Kiev to study electrical engineering.
While Igor Sikorsky was on vacation with his father in Berchtesgarden, Germany, in 1908, the Wright brothers made their historic visit to Europe to demonstrate their flying machine. Sikorsky read the local newspaper accounts of Wilbur Wright's demonstrations in Paris, as well as the achievements of Count von Zeppelin's early airships. Then 19 years old, Igor Sikorsky decided to enter the field of aviation. In December of that year, Igor's sister, Olga, offered him the required money to finance his first helicopter. In January 1909, he went to Paris to obtain the necessary materials to build a flying machine. He visited aerodromes and met famed aviators Ferdinand Ferber and Louis Bleriot.
Sikorsky returned to Kiev in May 1909, with an Anzani 25-horsepower engine, the type recommended by Bleriot, "The most dependable among the mainly undependable engines." That same engine was used by Bleriot in his epic flight across the English channel in July of that year. Sikorsky was building his first flying machine when he heard the news of Bleriot's historic achievement.
Following is a brief review of the early aircraft designed and built by Igor Sikorsky while in Russia (1909-1917). Aircraft are listed by Igor Sikorsky's own catalogue numbering system ("S" number). The numerical sequence, however, does not reflect the actual order in which the aircraft were built.
Helicopter No.1
Sikorsky started construction of his first flying machine, helicopter number one (H-1), in the summer of 1909. The airframe consisted of a rectangular wire-braced wooden cage without landing gear. Power was provided by a 25hp Anzani engine, which was installed at the base of the frame. The transmission (belt-driven wooden pulleys) drove the co-axial shafts made of steel tubing. The shaft held two twin-blade rotors. The upper-most rotor had a diameter of 15.09 feet; the lower rotor's diameter was 16.4 feet. The rotor blades were made of steel tube and covered with linen; they were wire braced to the shaft.
The H-1 was completed in July 1909, and Sikorsky started testing at that time. The rotor blade angle of attack was made adjustable by wire cables (via turnbuckle adjustments). Igor Sikorsky had planned to add control surfaces directly below the rotors to tilt the helicopter in the direction of flight by rotor down wash acting on the control surface; however, this system was not installed since he was mainly interested in obtaining lift. The helicopter was repeatedly ground-tested and maximum rotor speed eventually stabilized at 160 RPM. After two months of intensive testing and at least one close call (at maximum RPM, the machine nearly turned over on him), Sikorsky discontinued further work. He concluded the machine could generate an estimated 350 pounds of thrust. However, the total weight of the helicopter was over 450 pounds. By October, Sikorsky disassembled the H-1 and concluded, "This machine was a failure to the extent that it could not fly, but in other respects, it was a very important and necessary stepping stone."
Igor Ivanovich Sikorsky
Helicopter No.2
In February 1910, Sikorsky began construction of helicopter No.2 (H-2). The H-2 had two three-bladed rotors that were situated on top of a small fuselage cage made of steel tube and wire braced. The blades were constructed with spars and ribs and were wire braced to the shaft. Power was provided by a 25hp Anzani engine. Like the first machine, this helicopter seems to have had collective pitch control only; no provision had been made for horizontal flight controls.
Testing took place during April and early May of 1910. About mid-May Sikorsky concluded that the 400-pound machine was incapable of flying with a person on board. As a result, Sikorsky "temporarily postponed" further helicopter research as his first fixed-wing design, the S-1, was rapidly nearing completion. The H-2 was exhibited at the First Kiev aeronautics show in June of 1910, and disassembled soon afterwards.
Helicopter No.2
In February 1910, Sikorsky began construction of helicopter No.2 (H-2). The H-2 had two three-bladed rotors that were situated on top of a small fuselage cage made of steel tube and wire braced. The blades were constructed with spars and ribs and were wire braced to the shaft. Power was provided by a 25hp Anzani engine. Like the first machine, this helicopter seems to have had collective pitch control only; no provision had been made for horizontal flight controls.
Testing took place during April and early May of 1910. About mid-May Sikorsky concluded that the 400-pound machine was incapable of flying with a person on board. As a result, Sikorsky "temporarily postponed" further helicopter research as his first fixed-wing design, the S-1, was rapidly nearing completion. The H-2 was exhibited at the First Kiev aeronautics show in June of 1910, and disassembled soon afterwards.
Igor Sikorsky with his Helicopter No. 2, at Kiev in the spring of 1910. This helicopter was also powered with an Anzani 25hp engine.
Igor Ivanovich Sikorsky
Sikorsky S-3
Undaunted, Sikorsky began designing the S-3 in July 1910. This aircraft was very similar to the S-2 but was powered by a 40hp Anzani engine, and had ailerons located on both wings. In late November 1910, Sikorsky began flight testing the S-3 with a series of straight-line flights, lasting 30-40 seconds each, during which altitudes of 40 feet were reached. Sikorsky then decided to try a circuit of the field on December 13, 1910. The S-3 climbed well and had reached some 100 feet altitude as it crossed the airfield boundary. However, as he started a gentle turn, the engine began to lose power. Sikorsky made an emergency landing on a frozen pond, the ice broke under the impact, and the S-3 was badly damaged. The whole flying career of the S-3 lasted a little over a week and consisted of thirteen flights of a total duration of about seven minutes. The S-3 was scrapped and much of the hardware was eventually used in the S-4.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
Sikorsky S-3
Undaunted, Sikorsky began designing the S-3 in July 1910. This aircraft was very similar to the S-2 but was powered by a 40hp Anzani engine, and had ailerons located on both wings. In late November 1910, Sikorsky began flight testing the S-3 with a series of straight-line flights, lasting 30-40 seconds each, during which altitudes of 40 feet were reached. Sikorsky then decided to try a circuit of the field on December 13, 1910. The S-3 climbed well and had reached some 100 feet altitude as it crossed the airfield boundary. However, as he started a gentle turn, the engine began to lose power. Sikorsky made an emergency landing on a frozen pond, the ice broke under the impact, and the S-3 was badly damaged. The whole flying career of the S-3 lasted a little over a week and consisted of thirteen flights of a total duration of about seven minutes. The S-3 was scrapped and much of the hardware was eventually used in the S-4.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
The S-3 was completed in late November 1910. Similar in design to the S-2, it was powered by a 40hp Anzani engine. Sikorsky's total flying time in the S-3 was 7 minutes, the total "life" of the machine just over one week.
Igor Ivanovich Sikorsky
Sikorsky S-4
The S-4 was basically a rebuilt S-3, but with an increased wing area and a 50hp Anzani engine. Little information is available on the performance of this machine; however, most sources seem to agree that it was not overly successful. The S-4 was exhibited at the Aeronautical show in Kharkov during the spring of 1911, and retired as the S-5 began to show its potential.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
Sikorsky S-4
The S-4 was basically a rebuilt S-3, but with an increased wing area and a 50hp Anzani engine. Little information is available on the performance of this machine; however, most sources seem to agree that it was not overly successful. The S-4 was exhibited at the Aeronautical show in Kharkov during the spring of 1911, and retired as the S-5 began to show its potential.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
The S-4 was completed in November 1910 and crashed in December 1910. Rebuilt, it was shown at an aeronautical exhibition in Kharkov, Russia, in the spring of 1911.
Igor Ivanovich Sikorsky
Sikorsky S-5
Designed concurrently with the S-4, the S-5 was completed in April 1911, and quickly dominated Sikorsky's attention. On May 17, Sikorsky made what he called his first "real flight," lasting four minutes during which he took off, completed a circuit of the airfield, and landed where he had started. Sikorsky would simply state, "The two and a half years of hard work had finally resulted in success."
The S-5 utilized a control wheel instead of a control handle, and for the first time a Sikorsky aircraft had a second seat added. By June 14, Sikorsky was confident enough to carry passengers. On August 18, 1911, Sikorsky received his F.A.I. Pilots License (number 64) on the S-5 and established four all-Russian records; altitude of 1,640 feet, distance of 52.8 miles, duration of 52 minutes, and a ground speed of 77.6 mph. In September, he was invited to participate in the Army maneuvers in Fasova, some 35 miles from Kiev. The 35 mile trip in the S-5 marked Sikorsky's first cross-country flight. The performance of the S-5 was so impressive that it led to Sikorsky's first meeting with Czar Nicholas II, who was attending the exercise.
In October Sikorsky earned his first money with a series of exhibition flights at a country fair at the town of Beleya Tzerkov, near Kiev. On his last flight the 50 h.p. Argus engine quit immediately after takeoff. His low altitude (150 feet) did not allow any maneuvering, and Sikorsky was forced to make an emergency landing. The S-5 was demolished and Sikorsky was badly bruised.
Upon examining the engine to determine why it stopped, the body of a mosquito was found lodged in the carburetor jet, effectively choking off the fuel to the engine. It was this crash that started Igor Sikorsky thinking of a multi-engined aircraft capable of continuing flight after the failure of an engine.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
Sikorsky S-5
Designed concurrently with the S-4, the S-5 was completed in April 1911, and quickly dominated Sikorsky's attention. On May 17, Sikorsky made what he called his first "real flight," lasting four minutes during which he took off, completed a circuit of the airfield, and landed where he had started. Sikorsky would simply state, "The two and a half years of hard work had finally resulted in success."
The S-5 utilized a control wheel instead of a control handle, and for the first time a Sikorsky aircraft had a second seat added. By June 14, Sikorsky was confident enough to carry passengers. On August 18, 1911, Sikorsky received his F.A.I. Pilots License (number 64) on the S-5 and established four all-Russian records; altitude of 1,640 feet, distance of 52.8 miles, duration of 52 minutes, and a ground speed of 77.6 mph. In September, he was invited to participate in the Army maneuvers in Fasova, some 35 miles from Kiev. The 35 mile trip in the S-5 marked Sikorsky's first cross-country flight. The performance of the S-5 was so impressive that it led to Sikorsky's first meeting with Czar Nicholas II, who was attending the exercise.
In October Sikorsky earned his first money with a series of exhibition flights at a country fair at the town of Beleya Tzerkov, near Kiev. On his last flight the 50 h.p. Argus engine quit immediately after takeoff. His low altitude (150 feet) did not allow any maneuvering, and Sikorsky was forced to make an emergency landing. The S-5 was demolished and Sikorsky was badly bruised.
Upon examining the engine to determine why it stopped, the body of a mosquito was found lodged in the carburetor jet, effectively choking off the fuel to the engine. It was this crash that started Igor Sikorsky thinking of a multi-engined aircraft capable of continuing flight after the failure of an engine.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
The S-5 was completed in late April 1911. On May 17, 1911, Sikorsky made what he called his first "real flight" lasting four minutes, during which he took off, completed a circuit of the field, and landed where he had taken off.
Igor Sikorsky's pilot license, number 64, issued on August 18, 1911 (old style). The Imperial Russian Aero Club, as an affiliate of the International Federation of Aeronautics (Federation Aeronautique Internationale - FAI), supervised the licensing of aviators in Russia. The photograph shows Sikorsky at the controls of his S-5.
Igor Sikorsky standing in front of the S-5. The power provided by the machine's 50hp Argus engine allowed Sikorsky to record a series of altitude, speed, and distance records.
Igor Ivanovich Sikorsky
Sikorsky S-6
While testing the S-5 in August 1911, Sikorsky began construction of the S-6 and completed it in November. The fuselage was in the form of a pod or gondola with a tail boom. The boom was made of four cross-braced steel rods which swept aft to the tail. The machine built to seat three, a forward cockpit for two side-by-side passengers and an aft cockpit for the pilot. To reduce drag the fuel tank had a streamlined shape and was attached efficiently to the upper wing. In addition, the wheel spokes were covered with an aluminum disc. The radiator was made of long aluminum pipe, with the end pressed into the collectors and fixed lengthwise to the upper booms of the tail framework. Power was provided by a 100hp Argus engine.
The S-6 had a long takeoff run, fairly high landing speed, and handled very sluggishly in the air. After some study, Sikorsky decided the S-6 had too much drag, primarily caused by the tail boom and radiator. It was grounded in December and then completely rebuilt as the S-6A.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
Sikorsky S-6
While testing the S-5 in August 1911, Sikorsky began construction of the S-6 and completed it in November. The fuselage was in the form of a pod or gondola with a tail boom. The boom was made of four cross-braced steel rods which swept aft to the tail. The machine built to seat three, a forward cockpit for two side-by-side passengers and an aft cockpit for the pilot. To reduce drag the fuel tank had a streamlined shape and was attached efficiently to the upper wing. In addition, the wheel spokes were covered with an aluminum disc. The radiator was made of long aluminum pipe, with the end pressed into the collectors and fixed lengthwise to the upper booms of the tail framework. Power was provided by a 100hp Argus engine.
The S-6 had a long takeoff run, fairly high landing speed, and handled very sluggishly in the air. After some study, Sikorsky decided the S-6 had too much drag, primarily caused by the tail boom and radiator. It was grounded in December and then completely rebuilt as the S-6A.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
Самолет С-6
The S-6 at Kiev in December 1911. This machine was completely rebuilt as the S-6A in early 1912.
The S-6 at Kiev in December 1911. This machine was completely rebuilt as the S-6A in early 1912.
Igor Ivanovich Sikorsky
The Imperial Russian Navy
During mid-summer 1912, Sikorsky's activities at the R-BVZ attracted the attention of senior Russian naval authorities, who were investigating the use of aircraft in the reconnaissance role. Upon their request, and with the approval of the R-BVZ, Igor Sikorsky served in the capacity of an engineer with the Russian Navy's Aviation Section, Combined Services, Baltic Fleet.
The air reconnaissance service was given the general assignment of off-shore sea observation within defined areas. But when moving from theory to practice, the Imperial Russian Navy came across problems as yet unsolved. The navy's largest problem was to obtain airplanes which met operational requirements. Due to the need for extended flights over water with extremely unreliable engines, airplanes which could take-off and land on water were needed.
Sikorsky felt he could design a floatplane which would meet the navy's needs, but due to his workload preparing for the First Russian Military International Aircraft Competition held in 1912, his early navy prototypes seem to have been non-innovative variants of his earlier landplanes.
Sikorsky S-5A Twin-Float Seaplane
Although the S-5A was completed in December 1912 (after the S-8), its initial construction had been started with the S-6B in mid-summer. As a result, the S-5A was a close copy of the Sikorsky S-6A landplane, but with a slightly smaller wing. The plane was fitted with two main floats and a small tail "cylinder" float. The fuselage width remained constant throughout its length, but its depth reduced greatly at the tail, which resulted in a very fragile appearance. In reality the plywood-covered (and wire-braced) fuselage actually resulted in a far more durable structure than was first thought. The aircraft was flight-tested by Gleb V. Alechnovich (a R-BVZ test pilot), in the harbor of St. Petersburg. Badly under-powered by its 60hp Gnome engine, the S-5A was not accepted by the navy and remained as a trainer at the R-BVZ factory. It is presumed this machine was converted to a landplane configuration and probably scrapped by the end of 1913.
Sikorsky S-5A Single-Float Seaplane
Built just after the twin-float version, this modified S-5A utilized a single main float of the same design as the two float version. However, its single float was twice as wide to provide the displacement achieved by the multi-float scheme. The small tail "cylinder" float remained and wing-tip floats were also fitted. Power was provided by a 80hp Gnome engine, which helped the aircraft fly better than the Russian navy's Curtiss and Farman floatplanes then in use.
The wings of the S-5A (single float) floatplane were of unequal length, with ailerons on the upper wing only. Constructed of wood and fabric covered, both wings were rectangular, with slightly rounded tips. Anti-skid vertical fins were located on each side of the fuselage and were connected to the wing's wooden struts. The tail surfaces were of light steel tubing covered with fabric. Rudder and elevator controls were of the normal cable-pulley type.
This machine was accepted by the Imperial Navy's Baltic Fleet sometime in early 1913, and put into service at Revel Air Station as a reconnaissance machine in September 1914.
Sikorsky Aircraft Data
Model: S-6B S-7 S-8 S-9 S-5A (twin float) S-5A (single float) S-10 (competition)
Year: 1912 1912 1912 1913 1912 1912 1913
Engine(s) type: 100hp Argus 70hp Gnome 50hp Gnome 100hp Gnome(1) 60hp Gnome 80hp Gnome 80hp Gnome
Length, m: 8.5 8.2 7.5 - 8 8 8
Wing Span, m: top/bottom 14.9/10.9 10 12/8 12 12/8.5 12/8.5 16.9/12
Wing Area, m2: 37.5 20 27 30 30 30 46
Wt. empty, kg: 590 449 - 690 - - 567
Wt. load, kg: 327 327 - 300 - - 444
Wt. flying, kg: 917 776 - 990 - - 1011
Wingload, kg/m2: 10.4 10.8 13 12.9 - - 22
Powerload, kg/hp: 16 10.2 8.9 7.2 - - 12.7
Speed, km/h: - - - - - - 99
Notes:
1. Gnome Monosoupape.
The Imperial Russian Navy
During mid-summer 1912, Sikorsky's activities at the R-BVZ attracted the attention of senior Russian naval authorities, who were investigating the use of aircraft in the reconnaissance role. Upon their request, and with the approval of the R-BVZ, Igor Sikorsky served in the capacity of an engineer with the Russian Navy's Aviation Section, Combined Services, Baltic Fleet.
The air reconnaissance service was given the general assignment of off-shore sea observation within defined areas. But when moving from theory to practice, the Imperial Russian Navy came across problems as yet unsolved. The navy's largest problem was to obtain airplanes which met operational requirements. Due to the need for extended flights over water with extremely unreliable engines, airplanes which could take-off and land on water were needed.
Sikorsky felt he could design a floatplane which would meet the navy's needs, but due to his workload preparing for the First Russian Military International Aircraft Competition held in 1912, his early navy prototypes seem to have been non-innovative variants of his earlier landplanes.
Sikorsky S-5A Twin-Float Seaplane
Although the S-5A was completed in December 1912 (after the S-8), its initial construction had been started with the S-6B in mid-summer. As a result, the S-5A was a close copy of the Sikorsky S-6A landplane, but with a slightly smaller wing. The plane was fitted with two main floats and a small tail "cylinder" float. The fuselage width remained constant throughout its length, but its depth reduced greatly at the tail, which resulted in a very fragile appearance. In reality the plywood-covered (and wire-braced) fuselage actually resulted in a far more durable structure than was first thought. The aircraft was flight-tested by Gleb V. Alechnovich (a R-BVZ test pilot), in the harbor of St. Petersburg. Badly under-powered by its 60hp Gnome engine, the S-5A was not accepted by the navy and remained as a trainer at the R-BVZ factory. It is presumed this machine was converted to a landplane configuration and probably scrapped by the end of 1913.
Sikorsky S-5A Single-Float Seaplane
Built just after the twin-float version, this modified S-5A utilized a single main float of the same design as the two float version. However, its single float was twice as wide to provide the displacement achieved by the multi-float scheme. The small tail "cylinder" float remained and wing-tip floats were also fitted. Power was provided by a 80hp Gnome engine, which helped the aircraft fly better than the Russian navy's Curtiss and Farman floatplanes then in use.
The wings of the S-5A (single float) floatplane were of unequal length, with ailerons on the upper wing only. Constructed of wood and fabric covered, both wings were rectangular, with slightly rounded tips. Anti-skid vertical fins were located on each side of the fuselage and were connected to the wing's wooden struts. The tail surfaces were of light steel tubing covered with fabric. Rudder and elevator controls were of the normal cable-pulley type.
This machine was accepted by the Imperial Navy's Baltic Fleet sometime in early 1913, and put into service at Revel Air Station as a reconnaissance machine in September 1914.
Sikorsky Aircraft Data
Model: S-6B S-7 S-8 S-9 S-5A (twin float) S-5A (single float) S-10 (competition)
Year: 1912 1912 1912 1913 1912 1912 1913
Engine(s) type: 100hp Argus 70hp Gnome 50hp Gnome 100hp Gnome(1) 60hp Gnome 80hp Gnome 80hp Gnome
Length, m: 8.5 8.2 7.5 - 8 8 8
Wing Span, m: top/bottom 14.9/10.9 10 12/8 12 12/8.5 12/8.5 16.9/12
Wing Area, m2: 37.5 20 27 30 30 30 46
Wt. empty, kg: 590 449 - 690 - - 567
Wt. load, kg: 327 327 - 300 - - 444
Wt. flying, kg: 917 776 - 990 - - 1011
Wingload, kg/m2: 10.4 10.8 13 12.9 - - 22
Powerload, kg/hp: 16 10.2 8.9 7.2 - - 12.7
Speed, km/h: - - - - - - 99
Notes:
1. Gnome Monosoupape.
Igor Ivanovich Sikorsky
Sikorsky S-6A
Although the two aircraft looked nothing alike, the S-6A was basically a redesigned S-6. The most important design change was the elimination of the tail boom, which was replaced with a fuselage covered with thin plywood (0.125 inches thick). To reduce drag, the radiator was placed underneath the fuselage, the wing struts were streamlined, and the lower-wing ailerons were removed.
On its first test flights in early March, the S-6A's performance exceeded the most optimistic predictions. Takeoff and landing runs were shorter, and rate of climb was improved with significantly higher payloads. Depending on fuel load and number of passengers aboard, speed ranged from 68 to 75 mph while carrying loads of up to 1,000 pounds. On March 14, Sikorsky established a new world's speed record with 2 passengers (3 men on board) when he attained a speed of 65.8 mph.
In April 1912, the S-6A was shown at the Moscow Aeronautical Exhibition, winning Sikorsky top prize - the "Great Golden Medal" for achievement in aviation.
The Russian Baltic Railroad Car Factory (R-BVZ)
With the success of the S-6A, Sikorsky received numerous offers of employment In the spring of 1912, he completed negotiations with the Russian Baltic Railroad Car Factory (Russko-Baltiisky Vagonny Zaved or R-BVZ), and entered what many consider the second phase of his aviation career.
The company obtained exclusive design rights for the S-6A and any subsequent designs for a period of five years. Sikorsky received the position of "designer and chief engineer of the company's aircraft factory," salary, royalties, and the right to build not less than one experimental airplane every year. He would later write, "Looking backward at that time, I realized to what a considerable extent this success was due to the support and encouragement which I always received from members of my family. I must also mention the fine cooperation and honest, hard work that was always done by the small group of men who worked with me during the three years. The six men who formed my permanent staff."
In late spring, 1912, Sikorsky shipped the S-6A by train to St. Petersburg. There he and his staff of six men went to work in a factory rented by the RBVZ. At his new job Sikorsky immediately started to design new aircraft for the Russian War Department's International Aircraft Competition.
Sikorsky S-6B
In layout, dimensions, and structure the S-6B was only slightly different from the S-6A. The most noticeable difference was the half-round fairing on the top of the fuselage which separated the two cockpits. The landing gear had two axles and supported four wheels. Powered by a 100hp Argus engine, the S-6B obtained a top speed of 70.4 mph with a load of 721 pounds. With the S-6B, Sikorsky made his first night flight from the Komandantsky Airfield.
Sikorsky finished the S-6B in July 1912. He entered it in the Russian Military's International Aviation Competition of 1912, and won first place - a prize of 30,000 Rubles. Sikorsky split the prize money with the RBVZ administration. His share enabled him to repay his family and, it is said, to purchase his first automobile.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
Model: S-6B S-7 S-8 S-9 S-5A (twin float) S-5A (single float) S-10 (competition)
Year: 1912 1912 1912 1913 1912 1912 1913
Engine(s) type: 100hp Argus 70hp Gnome 50hp Gnome 100hp Gnome(1) 60hp Gnome 80hp Gnome 80hp Gnome
Length, m: 8.5 8.2 7.5 - 8 8 8
Wing Span, m: top/bottom 14.9/10.9 10 12/8 12 12/8.5 12/8.5 16.9/12
Wing Area, m2: 37.5 20 27 30 30 30 46
Wt. empty, kg: 590 449 - 690 - - 567
Wt. load, kg: 327 327 - 300 - - 444
Wt. flying, kg: 917 776 - 990 - - 1011
Wingload, kg/m2: 10.4 10.8 13 12.9 - - 22
Powerload, kg/hp: 16 10.2 8.9 7.2 - - 12.7
Speed, km/h: - - - - - - 99
Notes:
1. Gnome Monosoupape.
Sikorsky S-6A
Although the two aircraft looked nothing alike, the S-6A was basically a redesigned S-6. The most important design change was the elimination of the tail boom, which was replaced with a fuselage covered with thin plywood (0.125 inches thick). To reduce drag, the radiator was placed underneath the fuselage, the wing struts were streamlined, and the lower-wing ailerons were removed.
On its first test flights in early March, the S-6A's performance exceeded the most optimistic predictions. Takeoff and landing runs were shorter, and rate of climb was improved with significantly higher payloads. Depending on fuel load and number of passengers aboard, speed ranged from 68 to 75 mph while carrying loads of up to 1,000 pounds. On March 14, Sikorsky established a new world's speed record with 2 passengers (3 men on board) when he attained a speed of 65.8 mph.
In April 1912, the S-6A was shown at the Moscow Aeronautical Exhibition, winning Sikorsky top prize - the "Great Golden Medal" for achievement in aviation.
The Russian Baltic Railroad Car Factory (R-BVZ)
With the success of the S-6A, Sikorsky received numerous offers of employment In the spring of 1912, he completed negotiations with the Russian Baltic Railroad Car Factory (Russko-Baltiisky Vagonny Zaved or R-BVZ), and entered what many consider the second phase of his aviation career.
The company obtained exclusive design rights for the S-6A and any subsequent designs for a period of five years. Sikorsky received the position of "designer and chief engineer of the company's aircraft factory," salary, royalties, and the right to build not less than one experimental airplane every year. He would later write, "Looking backward at that time, I realized to what a considerable extent this success was due to the support and encouragement which I always received from members of my family. I must also mention the fine cooperation and honest, hard work that was always done by the small group of men who worked with me during the three years. The six men who formed my permanent staff."
In late spring, 1912, Sikorsky shipped the S-6A by train to St. Petersburg. There he and his staff of six men went to work in a factory rented by the RBVZ. At his new job Sikorsky immediately started to design new aircraft for the Russian War Department's International Aircraft Competition.
Sikorsky S-6B
In layout, dimensions, and structure the S-6B was only slightly different from the S-6A. The most noticeable difference was the half-round fairing on the top of the fuselage which separated the two cockpits. The landing gear had two axles and supported four wheels. Powered by a 100hp Argus engine, the S-6B obtained a top speed of 70.4 mph with a load of 721 pounds. With the S-6B, Sikorsky made his first night flight from the Komandantsky Airfield.
Sikorsky finished the S-6B in July 1912. He entered it in the Russian Military's International Aviation Competition of 1912, and won first place - a prize of 30,000 Rubles. Sikorsky split the prize money with the RBVZ administration. His share enabled him to repay his family and, it is said, to purchase his first automobile.
Sikorsky Aircraft Data
Model: S-1 S-2 S-3 S-4 S-5 S-6 S-6A
Year: 1910 1910 1910 1910 1911 1911 1912
Engine(s) type: 15hp Anzani 25hp Anzani 35hp Anzani 50hp Anzani 50hp Argus 100hp Argus 100hp Argus
Length, m: 8 8 8 8 8.5 8.8 9.2
Wing Span; m: top/bottom 8 8 8 8 12/9 11.8 14.5/11.7
Wing Area, m2: 24 24 24 24 33 35.4 39
Wt. empty, kg: 180 190 220 260 320 650 650
Wt. fuel/oil, kg: 10 10 20 30 40 60 60
Wt. load, kg: 70 70 90 100 120 340 450
Wt. flying, kg: 250 260 310 360 440 990 1100
Wingload, kg/m2: 10.4 10.8 13 12.9 13.3 24 23
Powerload, kg/hp: 16 10.2 8.9 7.2 8.8 8.5 9
Model: S-6B S-7 S-8 S-9 S-5A (twin float) S-5A (single float) S-10 (competition)
Year: 1912 1912 1912 1913 1912 1912 1913
Engine(s) type: 100hp Argus 70hp Gnome 50hp Gnome 100hp Gnome(1) 60hp Gnome 80hp Gnome 80hp Gnome
Length, m: 8.5 8.2 7.5 - 8 8 8
Wing Span, m: top/bottom 14.9/10.9 10 12/8 12 12/8.5 12/8.5 16.9/12
Wing Area, m2: 37.5 20 27 30 30 30 46
Wt. empty, kg: 590 449 - 690 - - 567
Wt. load, kg: 327 327 - 300 - - 444
Wt. flying, kg: 917 776 - 990 - - 1011
Wingload, kg/m2: 10.4 10.8 13 12.9 - - 22
Powerload, kg/hp: 16 10.2 8.9 7.2 - - 12.7
Speed, km/h: - - - - - - 99
Notes:
1. Gnome Monosoupape.
The redesigned S-6A was ready to fly in March, 1912. In April, the S-6A was shown at the Moscow Aeronautical Exhibition, winning Igor Sikorsky the top prize, the "Great Golden Medal."
The S-6B's two fuel tanks were mounted on the inner wing struts. Anti-skid fins are located on both outer wing struts. Power was provided by a 100hp Argus II engine.
The S-6B was completed in July, 1912. Sikorsky won the Russian Military Competition with this machine in late September 1912.
Igor Ivanovich Sikorsky
Sikorsky S-7
The S-7 was completed in July 1912, and utilized many parts from the S-6A. This two-seater monoplane was powered by a 70hp Gnome engine and sat two people side-by-side. Built mainly for the Russian Military's International Aviation Competition of 1912, it participated in the event until its undercarriage collapsed during a plowed field take-off trial. Subsequently repaired, it was used as a trainer during the summer of 1913 and eventually sold to the Bulgarian army on the eve of World War I. Nothing further is known of this aircraft.
Sikorsky Aircraft Data
Model: S-6B S-7 S-8 S-9 S-5A (twin float) S-5A (single float) S-10 (competition)
Year: 1912 1912 1912 1913 1912 1912 1913
Engine(s) type: 100hp Argus 70hp Gnome 50hp Gnome 100hp Gnome(1) 60hp Gnome 80hp Gnome 80hp Gnome
Length, m: 8.5 8.2 7.5 - 8 8 8
Wing Span, m: top/bottom 14.9/10.9 10 12/8 12 12/8.5 12/8.5 16.9/12
Wing Area, m2: 37.5 20 27 30 30 30 46
Wt. empty, kg: 590 449 - 690 - - 567
Wt. load, kg: 327 327 - 300 - - 444
Wt. flying, kg: 917 776 - 990 - - 1011
Wingload, kg/m2: 10.4 10.8 13 12.9 - - 22
Powerload, kg/hp: 16 10.2 8.9 7.2 - - 12.7
Speed, km/h: - - - - - - 99
Notes:
1. Gnome Monosoupape.
Sikorsky S-7
The S-7 was completed in July 1912, and utilized many parts from the S-6A. This two-seater monoplane was powered by a 70hp Gnome engine and sat two people side-by-side. Built mainly for the Russian Military's International Aviation Competition of 1912, it participated in the event until its undercarriage collapsed during a plowed field take-off trial. Subsequently repaired, it was used as a trainer during the summer of 1913 and eventually sold to the Bulgarian army on the eve of World War I. Nothing further is known of this aircraft.
Sikorsky Aircraft Data
Model: S-6B S-7 S-8 S-9 S-5A (twin float) S-5A (single float) S-10 (competition)
Year: 1912 1912 1912 1913 1912 1912 1913
Engine(s) type: 100hp Argus 70hp Gnome 50hp Gnome 100hp Gnome(1) 60hp Gnome 80hp Gnome 80hp Gnome
Length, m: 8.5 8.2 7.5 - 8 8 8
Wing Span, m: top/bottom 14.9/10.9 10 12/8 12 12/8.5 12/8.5 16.9/12
Wing Area, m2: 37.5 20 27 30 30 30 46
Wt. empty, kg: 590 449 - 690 - - 567
Wt. load, kg: 327 327 - 300 - - 444
Wt. flying, kg: 917 776 - 990 - - 1011
Wingload, kg/m2: 10.4 10.8 13 12.9 - - 22
Powerload, kg/hp: 16 10.2 8.9 7.2 - - 12.7
Speed, km/h: - - - - - - 99
Notes:
1. Gnome Monosoupape.
Igor Ivanovich Sikorsky
Sikorsky S-8 (Malyutka - Baby)
Also known as the "Baby" because of its small size, the S-8 was developed as a training biplane with side-by-side seating arrangement. The forward fuselage consisted of an ash frame, covered with 0.25 inch thick plywood that was attached by screws and joiner's glue, and the rear fuselage was wire braced and fabric covered. The top deck of the fuselage had a broad half-round streamlined failing located behind the seats. The lower wings were left uncovered from the wing root to the first wing ribs to provide better visibility in flight. The wing structure was similar to that of the S-6A, with triple struts having inclined braces.
This machine used a 50hp Gnome engine and obtained a top speed of 50 mph. With the S-8, Sikorsky made a night flight on September 17, 1912, which lasted 1.5 hours, and during which he attained an altitude of 4,921 feet. He landed back at the Komandantsky aerodrome with the aid of bonfires lit by his ground crew. The S-8 was used for training purposes until it was scrapped in late 1912.
Sikorsky Aircraft Data
Model: S-6B S-7 S-8 S-9 S-5A (twin float) S-5A (single float) S-10 (competition)
Year: 1912 1912 1912 1913 1912 1912 1913
Engine(s) type: 100hp Argus 70hp Gnome 50hp Gnome 100hp Gnome(1) 60hp Gnome 80hp Gnome 80hp Gnome
Length, m: 8.5 8.2 7.5 - 8 8 8
Wing Span, m: top/bottom 14.9/10.9 10 12/8 12 12/8.5 12/8.5 16.9/12
Wing Area, m2: 37.5 20 27 30 30 30 46
Wt. empty, kg: 590 449 - 690 - - 567
Wt. load, kg: 327 327 - 300 - - 444
Wt. flying, kg: 917 776 - 990 - - 1011
Wingload, kg/m2: 10.4 10.8 13 12.9 - - 22
Powerload, kg/hp: 16 10.2 8.9 7.2 - - 12.7
Speed, km/h: - - - - - - 99
Notes:
1. Gnome Monosoupape.
Sikorsky S-8 (Malyutka - Baby)
Also known as the "Baby" because of its small size, the S-8 was developed as a training biplane with side-by-side seating arrangement. The forward fuselage consisted of an ash frame, covered with 0.25 inch thick plywood that was attached by screws and joiner's glue, and the rear fuselage was wire braced and fabric covered. The top deck of the fuselage had a broad half-round streamlined failing located behind the seats. The lower wings were left uncovered from the wing root to the first wing ribs to provide better visibility in flight. The wing structure was similar to that of the S-6A, with triple struts having inclined braces.
This machine used a 50hp Gnome engine and obtained a top speed of 50 mph. With the S-8, Sikorsky made a night flight on September 17, 1912, which lasted 1.5 hours, and during which he attained an altitude of 4,921 feet. He landed back at the Komandantsky aerodrome with the aid of bonfires lit by his ground crew. The S-8 was used for training purposes until it was scrapped in late 1912.
Sikorsky Aircraft Data
Model: S-6B S-7 S-8 S-9 S-5A (twin float) S-5A (single float) S-10 (competition)
Year: 1912 1912 1912 1913 1912 1912 1913
Engine(s) type: 100hp Argus 70hp Gnome 50hp Gnome 100hp Gnome(1) 60hp Gnome 80hp Gnome 80hp Gnome
Length, m: 8.5 8.2 7.5 - 8 8 8
Wing Span, m: top/bottom 14.9/10.9 10 12/8 12 12/8.5 12/8.5 16.9/12
Wing Area, m2: 37.5 20 27 30 30 30 46
Wt. empty, kg: 590 449 - 690 - - 567
Wt. load, kg: 327 327 - 300 - - 444
Wt. flying, kg: 917 776 - 990 - - 1011
Wingload, kg/m2: 10.4 10.8 13 12.9 - - 22
Powerload, kg/hp: 16 10.2 8.9 7.2 - - 12.7
Speed, km/h: - - - - - - 99
Notes:
1. Gnome Monosoupape.
Igor Ivanovich Sikorsky
The Sikorsky Grand (S-21)
During construction of the S-5A single-float plane, Sikorsky expressed his ideas about a large multi-engined flying ship to Mikhail Vladimirovich Shidlovsky, the chairman of the R-BVZ. Shidlovsky accepted the proposed project with enthusiasm and gave Sikorsky approval to start work on the design. On 30 August 1912, actual construction began on what became known as the Bol'shoi Bal'tisky (The Great Baltic), more commonly known as "The Grand." It was the first successful four-engined airplane in the world and marked a milestone in aeronautical design and history.
For its day, the Grand was gigantic, with a wing span of 88 feet and a fuselage length of 65 feet. The design of the Grand was very innovative. The airplane had a large landing gear consisting of two skids and four sets of four wheels - 16 in all! The fuselage was plywood covered to increase rigidity. The wing incorporated a high aspect ratio, long and narrow with minimum drag. An observation balcony at the nose of the Grand was positioned forward of an enclosed cabin with large windows. A narrow folding door provided access to the open balcony during flight. Two control wheels and seats in the cockpit gave the pilot and copilot an excellent field of vision. Behind the cockpit was a passenger cabin equipped with a folding table, wicker chairs, lights powered by wind-driven generators, and a glass floor bulkhead for viewing the ground below. Behind the passenger cabin was a miniature coat closet and even a toilet. In many ways the Grand embodied a fanciful imagination worthy of Jules Verne. Sikorsky wrote, "Imagination had obviously entered into this fuselage design. It was like something out of Jules Verne, though not so impractical."
As work progressed on the plane, according to Sikorsky, "The opinion outside the factory was mostly skeptical. During my night work, besides current problems, I often spent a certain amount of time studying criticisms. Some could be disposed of easily; others sometimes necessitated serious thought. As a rule," Sikorsky continued, "I avoided arguments on this subject. I usually replied in a vague and general way, explaining my confidence in the final success of the large plane."
In February 1913 the Grand was taken to the Komandantsky aerodrome to prepare for testing. Originally equipped with two 100hp Argus engines, it made its first successful flights on March 2. The Grand's low power provided only marginal performance. However, Sikorsky was satisfied, considering he proved the aircraft could successfully fly.
Following the initial test flights, the aircraft was grounded while two additional 100hp Argus engines were installed as pushers behind the two tractor engines. The first flight of the four-engined (tractor-pusher) configuration was made on May 13, 1913, with Igor Sikorsky as pilot in command. The historic flight took place at 10 PM during a typical "White Night" in Northern Russia, and lasted ten minutes.
In June 1913, the two pusher-mounted engines were moved to the leading edge of the lower wing and placed in a four-abreast configuration. In this, its final configuration, the Grand was renamed the Russkiy Vityaz (The Russian Knight). This version first flew on July 23, when Sikorsky conducted a "cross-country" trip to an Army airfield at Czarskoe Selo, some 25 miles south of St. Petersburg. Sikorsky successfully landed the machine in view of a large crowd that included Czar Nicholas II, who later inspected the machine. Less than two weeks later, on August 2, the Grand made what was then considered its most spectacular flight - a two-hour ride with eight people on board.
The life span of the Grand was just over four months and ended on September 11, 1913. During the Russian Military International Aircraft Competition, a Meller No.2 airplane lost its engine while in flight. The falling engine landed on the Grand's left wing and damaged it severely. After this freak accident the aircraft was not rebuilt because the structure was weakened beyond repair. In the end the Grand had logged 58 flights, with an estimated 40 total flying hours.
Sikorsky Aircraft Data
Model: S-17 S-18 S-19 S-20 S-21 (1st Grand) S-21 (2nd Grand) S-21 (3rd Grand)
Year: 1916 1916 1916 1916 1913 1913 1913
Engine(s) type: 150hp Sunbeam 150hp Sunbeam x2 150hp Sunbeam x2 120hp LeRhone 100hp Argus x2 100hp Argus x4 (2 push/2 trac.) 100hp Argus (tractor)
Length, m: - - 17.1 7.6 20 20 20
Wing Span, m: top/bottom 13.8 16.5/15.3 28 11.6 27/20 27/20 27/20
Wing Area, m2: 43.5 58 - 26.0 120 120 120
Wt. empty, kg: 845 1485 - 395 3000 3400 3500
Wt. fuel/oil, kg: 160 380 - 65 150 250 250
Wt. load, kg: 342 600 - 175 400 600 700
Wt. flying, kg: 1190 2100 - 570 3400 4000 4200
Wingload, kg/m2: 26.7 36.2 - 33.5 28.5 33 35
Powerload, kg/hp: 8.5 7 - 10 18 11 11.5
Speed, km/h: - - 115 190 80 90 90
The Sikorsky Grand (S-21)
During construction of the S-5A single-float plane, Sikorsky expressed his ideas about a large multi-engined flying ship to Mikhail Vladimirovich Shidlovsky, the chairman of the R-BVZ. Shidlovsky accepted the proposed project with enthusiasm and gave Sikorsky approval to start work on the design. On 30 August 1912, actual construction began on what became known as the Bol'shoi Bal'tisky (The Great Baltic), more commonly known as "The Grand." It was the first successful four-engined airplane in the world and marked a milestone in aeronautical design and history.
For its day, the Grand was gigantic, with a wing span of 88 feet and a fuselage length of 65 feet. The design of the Grand was very innovative. The airplane had a large landing gear consisting of two skids and four sets of four wheels - 16 in all! The fuselage was plywood covered to increase rigidity. The wing incorporated a high aspect ratio, long and narrow with minimum drag. An observation balcony at the nose of the Grand was positioned forward of an enclosed cabin with large windows. A narrow folding door provided access to the open balcony during flight. Two control wheels and seats in the cockpit gave the pilot and copilot an excellent field of vision. Behind the cockpit was a passenger cabin equipped with a folding table, wicker chairs, lights powered by wind-driven generators, and a glass floor bulkhead for viewing the ground below. Behind the passenger cabin was a miniature coat closet and even a toilet. In many ways the Grand embodied a fanciful imagination worthy of Jules Verne. Sikorsky wrote, "Imagination had obviously entered into this fuselage design. It was like something out of Jules Verne, though not so impractical."
As work progressed on the plane, according to Sikorsky, "The opinion outside the factory was mostly skeptical. During my night work, besides current problems, I often spent a certain amount of time studying criticisms. Some could be disposed of easily; others sometimes necessitated serious thought. As a rule," Sikorsky continued, "I avoided arguments on this subject. I usually replied in a vague and general way, explaining my confidence in the final success of the large plane."
In February 1913 the Grand was taken to the Komandantsky aerodrome to prepare for testing. Originally equipped with two 100hp Argus engines, it made its first successful flights on March 2. The Grand's low power provided only marginal performance. However, Sikorsky was satisfied, considering he proved the aircraft could successfully fly.
Following the initial test flights, the aircraft was grounded while two additional 100hp Argus engines were installed as pushers behind the two tractor engines. The first flight of the four-engined (tractor-pusher) configuration was made on May 13, 1913, with Igor Sikorsky as pilot in command. The historic flight took place at 10 PM during a typical "White Night" in Northern Russia, and lasted ten minutes.
In June 1913, the two pusher-mounted engines were moved to the leading edge of the lower wing and placed in a four-abreast configuration. In this, its final configuration, the Grand was renamed the Russkiy Vityaz (The Russian Knight). This version first flew on July 23, when Sikorsky conducted a "cross-country" trip to an Army airfield at Czarskoe Selo, some 25 miles south of St. Petersburg. Sikorsky successfully landed the machine in view of a large crowd that included Czar Nicholas II, who later inspected the machine. Less than two weeks later, on August 2, the Grand made what was then considered its most spectacular flight - a two-hour ride with eight people on board.
The life span of the Grand was just over four months and ended on September 11, 1913. During the Russian Military International Aircraft Competition, a Meller No.2 airplane lost its engine while in flight. The falling engine landed on the Grand's left wing and damaged it severely. After this freak accident the aircraft was not rebuilt because the structure was weakened beyond repair. In the end the Grand had logged 58 flights, with an estimated 40 total flying hours.
Sikorsky Aircraft Data
Model: S-17 S-18 S-19 S-20 S-21 (1st Grand) S-21 (2nd Grand) S-21 (3rd Grand)
Year: 1916 1916 1916 1916 1913 1913 1913
Engine(s) type: 150hp Sunbeam 150hp Sunbeam x2 150hp Sunbeam x2 120hp LeRhone 100hp Argus x2 100hp Argus x4 (2 push/2 trac.) 100hp Argus (tractor)
Length, m: - - 17.1 7.6 20 20 20
Wing Span, m: top/bottom 13.8 16.5/15.3 28 11.6 27/20 27/20 27/20
Wing Area, m2: 43.5 58 - 26.0 120 120 120
Wt. empty, kg: 845 1485 - 395 3000 3400 3500
Wt. fuel/oil, kg: 160 380 - 65 150 250 250
Wt. load, kg: 342 600 - 175 400 600 700
Wt. flying, kg: 1190 2100 - 570 3400 4000 4200
Wingload, kg/m2: 26.7 36.2 - 33.5 28.5 33 35
Powerload, kg/hp: 8.5 7 - 10 18 11 11.5
Speed, km/h: - - 115 190 80 90 90
Czar Nicholas II confers with Igor Sikorsky in the front balcony of the Grand at Czarskoe Selo in the summer of 1913.
Igor Sikorsky (under The Grand), Czar Nicholas II (standing to the right of Sikorsky), and Russian army officers pose with the Grand at Czarskoe Selo in the summer of 1913.
This photograph shows the Grand's porthole-shaped windows located in the rear of the enclosed cabin.
This photograph shows the Grand being modified in the spring of 1913 with a second pair of Argus engines in tandem. At first this machine was called the Bolshoi Baltiiskiy (Great Baltic), later it was given the official name Russkiy Vityaz (Russian Knight), but it soon acquired the popular name "The Grand."
Igor Ivanovich Sikorsky
Sikorsky Il'ya Muromets (The Prototype: S-22A)
Following the destruction of the Grand, Sikorsky shifted his attention to the next giant flying machine, the S-22A. Although loosely based on the Grand's design, Sikorsky's plans called for a larger and more comfortable machine that would incorporate all that he had learned from his previous designs. This aircraft carried the R-BVZ Serial No. 107, and was completed in late October 1913.
Unlike the Grand, the S-22A did not have a large front balcony and its nose section was entirely glazed. The cabin area was larger and introduced several innovative features, including a separate state room for passengers, a bed room, and even a toilet. A small hand railed platform was added to the front section of the fuselage and was equipped with a searchlight. Part of the engine exhaust pipes passed through the cabin to provide heat during cold winter flying. Electricity was provided by a wind-driven generator which could power internal and external lights. Most important, mechanics could reach the four 100hp Argus engines in flight by climbing through openings in the fuselage and walking along the lower wing.
The fuselage was constructed of wood and covered with fabric (except at the nose, where plywood was used instead). The cockpit had dual flight controls. The main wings varied in span and chord. Only the upper wing had ailerons, which projected beyond the wings trailing edge. Anti-skid vertical fins were positioned on wing struts, with their location varying at times. A strange addition was a smaller auxiliary wing located in the middle of the fuselage intended to increase lift. The middle wing was connected to a set of cabane struts located above the platform. The stabilizer was of exceptional span and chord, with considerable curvature.
The first flight of the S-22A was made on December 11, 1913, and almost ended in disaster. Apparently, the combination of the main wings and the middle auxiliary wing created lift too far aft, causing the plane to stall at a very low altitude. The S-22A crashed just inside the Komandantsky airfield and impacted on its left wing. Although there were no serious injuries to the crew, the left wing panels and landing gear were destroyed.
The aircraft was repaired in early January 1914, and in the process the middle auxiliary wing was removed, leaving the mid-fuselage cabane structure to serve as a railing for the platform below it. Sikorsky resumed testing and an immediate improvement was noted in the handing qualities. A number of impressive flights were carried out during the winter of 1914. On February 12, Sikorsky flew sixteen passengers to an altitude of 1,000 feet. Soon afterwards he carried eight passengers to an altitude of 3,000 feet, and conducted a two-hour sightseeing trip over St. Petersburg. Perhaps the most impressive demonstrations were the in-flight simulated engine repair or spark plug changes. Surprisingly, a number of photographs showing members of the crew wing-walking out to a dead engine have survived to this day. Some time between February and March of 1914, the S-22A was formally named the "Il'ya Muromets" after a legendary Russian Knight. Sikorsky wrote, "While there was obviously a round open for further refinement in almost every respect, the Il'ya Muromets was a serviceable transport aircraft read y for practical use."
<...>
Model: S-22 (#107)(3) S-22 (#128)(4) S-22B (#135) S-22B (#136-9) S-23V (#143) S-23V (#151) S-23V (#159)
Year: 1913 1914 1914 1914 1914 1914 1915
Engine(s) type: 100hp Argus x4 125hp Argus x2 140hp Argus x2 130hp Argus x4 200hp Salmson x2 135hp Salmson x2 140hp Argus x2 125hp Argus x2 140hp Argus 150hp Sunbeam
Length, m: 22 19 19 19 17.1 17.1 17.5
Wing Span, m: top/bottom 32/22 30.95/22.45 30.95/22.45 30.95/22.45 29.8/21 29.8/21 29.8/21
Wing Area, m2: 182 150 150 150 125 125 125
Wt. empty, kg: 2800 3040 3100 3600 2900 2950 3150
Wt. fuel/oil, kg: 384 700 700 700 550 550 600
Wt. load, kg: 1300 1610 1500 1200 1500 1500 1450
Wt. flying, kg: 5100 4650 4600 4800 4400 4450 4600
Wingload, kg/m2: 28 31 30.7 32 35.3 35.5 36.8
Powerload, kg/hp: 13.8 8.6 8.3 7.2 8.1 8.3 7.7
Speed, km/h: 95 100 105 96 125 120 110
Notes:
3. S22 #107 is the prototype Il'ya Mouromets.
4. S22 #128 is the Kievsky.
Sikorsky Il'ya Muromets (The Prototype: S-22A)
Following the destruction of the Grand, Sikorsky shifted his attention to the next giant flying machine, the S-22A. Although loosely based on the Grand's design, Sikorsky's plans called for a larger and more comfortable machine that would incorporate all that he had learned from his previous designs. This aircraft carried the R-BVZ Serial No. 107, and was completed in late October 1913.
Unlike the Grand, the S-22A did not have a large front balcony and its nose section was entirely glazed. The cabin area was larger and introduced several innovative features, including a separate state room for passengers, a bed room, and even a toilet. A small hand railed platform was added to the front section of the fuselage and was equipped with a searchlight. Part of the engine exhaust pipes passed through the cabin to provide heat during cold winter flying. Electricity was provided by a wind-driven generator which could power internal and external lights. Most important, mechanics could reach the four 100hp Argus engines in flight by climbing through openings in the fuselage and walking along the lower wing.
The fuselage was constructed of wood and covered with fabric (except at the nose, where plywood was used instead). The cockpit had dual flight controls. The main wings varied in span and chord. Only the upper wing had ailerons, which projected beyond the wings trailing edge. Anti-skid vertical fins were positioned on wing struts, with their location varying at times. A strange addition was a smaller auxiliary wing located in the middle of the fuselage intended to increase lift. The middle wing was connected to a set of cabane struts located above the platform. The stabilizer was of exceptional span and chord, with considerable curvature.
The first flight of the S-22A was made on December 11, 1913, and almost ended in disaster. Apparently, the combination of the main wings and the middle auxiliary wing created lift too far aft, causing the plane to stall at a very low altitude. The S-22A crashed just inside the Komandantsky airfield and impacted on its left wing. Although there were no serious injuries to the crew, the left wing panels and landing gear were destroyed.
The aircraft was repaired in early January 1914, and in the process the middle auxiliary wing was removed, leaving the mid-fuselage cabane structure to serve as a railing for the platform below it. Sikorsky resumed testing and an immediate improvement was noted in the handing qualities. A number of impressive flights were carried out during the winter of 1914. On February 12, Sikorsky flew sixteen passengers to an altitude of 1,000 feet. Soon afterwards he carried eight passengers to an altitude of 3,000 feet, and conducted a two-hour sightseeing trip over St. Petersburg. Perhaps the most impressive demonstrations were the in-flight simulated engine repair or spark plug changes. Surprisingly, a number of photographs showing members of the crew wing-walking out to a dead engine have survived to this day. Some time between February and March of 1914, the S-22A was formally named the "Il'ya Muromets" after a legendary Russian Knight. Sikorsky wrote, "While there was obviously a round open for further refinement in almost every respect, the Il'ya Muromets was a serviceable transport aircraft read y for practical use."
<...>
Model: S-22 (#107)(3) S-22 (#128)(4) S-22B (#135) S-22B (#136-9) S-23V (#143) S-23V (#151) S-23V (#159)
Year: 1913 1914 1914 1914 1914 1914 1915
Engine(s) type: 100hp Argus x4 125hp Argus x2 140hp Argus x2 130hp Argus x4 200hp Salmson x2 135hp Salmson x2 140hp Argus x2 125hp Argus x2 140hp Argus 150hp Sunbeam
Length, m: 22 19 19 19 17.1 17.1 17.5
Wing Span, m: top/bottom 32/22 30.95/22.45 30.95/22.45 30.95/22.45 29.8/21 29.8/21 29.8/21
Wing Area, m2: 182 150 150 150 125 125 125
Wt. empty, kg: 2800 3040 3100 3600 2900 2950 3150
Wt. fuel/oil, kg: 384 700 700 700 550 550 600
Wt. load, kg: 1300 1610 1500 1200 1500 1500 1450
Wt. flying, kg: 5100 4650 4600 4800 4400 4450 4600
Wingload, kg/m2: 28 31 30.7 32 35.3 35.5 36.8
Powerload, kg/hp: 13.8 8.6 8.3 7.2 8.1 8.3 7.7
Speed, km/h: 95 100 105 96 125 120 110
Notes:
3. S22 #107 is the prototype Il'ya Mouromets.
4. S22 #128 is the Kievsky.
Igor Sikorsky (center) stands with a group of friends in front of the Il'ya Muromets in March 1914. It was in this machine that Sikorsky made his epic flight from St. Petersburg to Kiev in the summer of 1914.
The Il'ya Muromets at Korpusnoi Aerodrome, near St. Petersburg, in February 1914. Two passengers can be seen on the top of the fuselage.
The first Il'ya Muromets shown after its fourth modification, early 1914. The handrailed balcony in the front of the fuselage was intended for in-flight observation.
The original Il'ya Muromets No.1 shown under construction at the RBVZ factory at St. Petersburg, 1913. The amidships cabane structure used for the rear wing can be seen above the last window. The first Il'ya Muromets was numbered 107 by the R-BVZ.
Igor Ivanovich Sikorsky
Sikorsky S-10 Airplanes
Under this designation (S-10), about 16 similar airplanes were manufactured. They were essentially production versions of the S-6B from which they varied slightly. All of these aircraft were eventually fitted with floats and served with the navy's Baltic Fleet as trainers or reconnaissance machines until the end of 1915.
Sikorsky S-10 (1913 Competition Version)
This aircraft was the first in the series and was built especially for the Russian Military's International Aircraft Competition of 1913. The S-10 was basically a S-6B Sikorsky aircraft which had its structure modified somewhat in response to the contest requirements. The two seats (pilot and co-pilot) were arranged side-by-side, which allowed the pivoting control wheel to swing to either position during flight. Although the S-10's upper wing was increased in comparison to the S-6B aircraft, its outer wing panels could be folded for easier storage. As with the S-6B aircraft, the S-10 was initially powered with a 100hp Argus engine, but prior to the contest the Argus was replaced with a 80hp Gnome engine.
Although not, as fast or maneuverable as the Sikorsky S-6A or S-6B aircraft, the S-10 achieved top honors by taking first prize at the competition. On 25 September 1913, the S-10 established a new Russian record when Gleb V. Alekhnovich flew a distance of 310 miles in 5 hours.
After war was declared the S-10 (competition version) was converted to a floatplane due to its similarity to the production S-10 floatplane series. The S-10 was re-equipped with a 100hp Gnome engine to increase its power. In addition, the S-10's wing span was reduced to 13.7 meters (one bay was removed), which had become the standard for all S-10 floatplanes at that time. This aircraft was sent to the Baltic Fleet to serve as a trainer.
Sikorsky S-10A
This aircraft was developed simultaneously with the S-10 competition version (mid-summer, 1913). Power was supplied by a 125hp Anzani engine (derated to 100hp). Its wing span was set at 13.7 meters, which was shorter than the competition S-10's wing span at the time of development, but the 5-10A's wing span would become the standard for all S-10 floatplanes. The biggest difference was the S-10A's tandem cockpit seating arrangement, which had also become a standard for all future S-10s. Due to the more powerful engine and decreased wing span, this version had a higher speed and rate of climb than the competition S-10, but its overall performance was not sufficient to have had a chance of winning the Military Competition of 1913. Nonetheless, this machine did establish a Russian altitude record of 3,420 meters (11,221 feet) with G.V. Alekhnovich at the controls. With the outbreak of war in 1914, the S-10A was mounted on floats and had its engine changed to a 100hp Gnome-Monosoupape. The 5-10A floatplane was assigned to the Imperial Russian Navy's Baltic Fleet.
Sikorsky S-10 B
Developed in mid-summer 1913, this aircraft utilized a tandem cockpit arrangement (the instructor in the rear seat). Power was provided by a 100hp Argus engine. At one point the wing span was extended from a triple to a quadruple-bay configuration. It is believed the S-10B had also been converted to a floatplane and assigned to the Baltic Fleet in 1914 as a trainer.
Sikorsky S-10 (Gidro - Hydro) Series
After completion of the three prototypes (S-10, S-10A, and S-10B), the designation S-10 Hydro refers to the production S-10 floatplanes built in several small orders for the Imperial Russian Navy's Baltic Fleet from the summer of 1913 to mid-1915. About sixteen S-10 floatplanes were made and powered by either a 100hp Monosoupape or Argus engine. The S-10 floatplanes had some similarities to the S-5A twin-float plane. However, the cockpits were moved slightly to the rear and the fuselage fairing was deeper. The fuselage structure was entirely of wood except for the metal upper decking covering the pilot and observer. For strength, additional struts were used to connect the floats with the engine mounts. The tail assembly consisted of a tubular steel frame covered in fabric and controlled by cables that ran through the interior of the fuselage. The wings were of wood construction and covered in fabric, with only the top wing having ailerons. Gravity-fed fuel tanks were connected to wing struts located on each side of the fuselage. The wings were extremely thin to maximize efficiency while minimizing drag. The S-10 powered with an Argus engine had tubular radiators installed on each side of the fuselage. All S-10 hydros had two main wooden floats, shaped like those used on the S-5A, but larger. The same was true of the cylinder-shaped tail float. Located just behind the tail float, a long metal post extended from the rudder down into the water. On the end of the post a large water rudder was connected to improve steering while taxying.
The S-10's long, fragile-looking rear fuselage was somewhat prone to breaking in a rough water landing. As a result, the navy pilots were not too enthusiastic about flying them. On 15 December 1913, naval aviator I.I. Kulnyev was flying over the Baltic town of Libau when his S-10 was accidentally rolled inverted at an altitude of 120 feet. Kulnyev was able to recover control of the plane and landed safely.
Sikorsky S-15
Besides a brief mention in one technical book, very little information is available on this machine. It is believed to have been a light naval bombing plane with twin floats and a 125hp Argus engine. It is likely this machine was a S-10 floatplane with several small modifications.
Sikorsky Aircraft Data
Model: S-6B S-7 S-8 S-9 S-5A (twin float) S-5A (single float) S-10 (competition)
Year: 1912 1912 1912 1913 1912 1912 1913
Engine(s) type: 100hp Argus 70hp Gnome 50hp Gnome 100hp Gnome(1) 60hp Gnome 80hp Gnome 80hp Gnome
Length, m: 8.5 8.2 7.5 - 8 8 8
Wing Span, m: top/bottom 14.9/10.9 10 12/8 12 12/8.5 12/8.5 16.9/12
Wing Area, m2: 37.5 20 27 30 30 30 46
Wt. empty, kg: 590 449 - 690 - - 567
Wt. load, kg: 327 327 - 300 - - 444
Wt. flying, kg: 917 776 - 990 - - 1011
Wingload, kg/m2: 10.4 10.8 13 12.9 - - 22
Powerload, kg/hp: 16 10.2 8.9 7.2 - - 12.7
Speed, km/h: - - - - - - 99
Model: S-10A S-10B S-10 Hydro S-11 S-12 S-15 S-16
Year: 1913 1913 1913-1915 1913 1913 1913 1915
Engine(s) type: 125hp Anzani 100hp Gnome(1) 100hp Argus 100hp Gnome 80hp Gnome 125hp Argus 80hp Gnome(2)
Length, m: - - 7.6 - - 5
Wing Span, m: top/bottom 13.7/8.8 13.7/8.8 13.7/8.8 11.6 - - 8
Wing Area, m2: 35.5 35.5 35.5 26 19.7 - 25.3
Wt. empty, kg: - 565 700 578 419 - 407
Wt. fuel/oil, kg: 120 160 - - 72 - 96
Wt. load, kg: - 310 380 427 262 - 270
Wt. flying, kg: - 875 1080 1005 681 - 676
Wingload, kg/m2: - 10.8 13 38.6 34.5 - 26.7
Powerload, kg/hp: - 8.7 10.8 10 8.5 - 8.5
Speed, km/h: - - 102 - - 120
Notes:
1. Gnome Monosoupape.
2. 80hp Gnome or 60hp Kalep.
Sikorsky S-10 Airplanes
Under this designation (S-10), about 16 similar airplanes were manufactured. They were essentially production versions of the S-6B from which they varied slightly. All of these aircraft were eventually fitted with floats and served with the navy's Baltic Fleet as trainers or reconnaissance machines until the end of 1915.
Sikorsky S-10 (1913 Competition Version)
This aircraft was the first in the series and was built especially for the Russian Military's International Aircraft Competition of 1913. The S-10 was basically a S-6B Sikorsky aircraft which had its structure modified somewhat in response to the contest requirements. The two seats (pilot and co-pilot) were arranged side-by-side, which allowed the pivoting control wheel to swing to either position during flight. Although the S-10's upper wing was increased in comparison to the S-6B aircraft, its outer wing panels could be folded for easier storage. As with the S-6B aircraft, the S-10 was initially powered with a 100hp Argus engine, but prior to the contest the Argus was replaced with a 80hp Gnome engine.
Although not, as fast or maneuverable as the Sikorsky S-6A or S-6B aircraft, the S-10 achieved top honors by taking first prize at the competition. On 25 September 1913, the S-10 established a new Russian record when Gleb V. Alekhnovich flew a distance of 310 miles in 5 hours.
After war was declared the S-10 (competition version) was converted to a floatplane due to its similarity to the production S-10 floatplane series. The S-10 was re-equipped with a 100hp Gnome engine to increase its power. In addition, the S-10's wing span was reduced to 13.7 meters (one bay was removed), which had become the standard for all S-10 floatplanes at that time. This aircraft was sent to the Baltic Fleet to serve as a trainer.
Sikorsky S-10A
This aircraft was developed simultaneously with the S-10 competition version (mid-summer, 1913). Power was supplied by a 125hp Anzani engine (derated to 100hp). Its wing span was set at 13.7 meters, which was shorter than the competition S-10's wing span at the time of development, but the 5-10A's wing span would become the standard for all S-10 floatplanes. The biggest difference was the S-10A's tandem cockpit seating arrangement, which had also become a standard for all future S-10s. Due to the more powerful engine and decreased wing span, this version had a higher speed and rate of climb than the competition S-10, but its overall performance was not sufficient to have had a chance of winning the Military Competition of 1913. Nonetheless, this machine did establish a Russian altitude record of 3,420 meters (11,221 feet) with G.V. Alekhnovich at the controls. With the outbreak of war in 1914, the S-10A was mounted on floats and had its engine changed to a 100hp Gnome-Monosoupape. The 5-10A floatplane was assigned to the Imperial Russian Navy's Baltic Fleet.
Sikorsky S-10 B
Developed in mid-summer 1913, this aircraft utilized a tandem cockpit arrangement (the instructor in the rear seat). Power was provided by a 100hp Argus engine. At one point the wing span was extended from a triple to a quadruple-bay configuration. It is believed the S-10B had also been converted to a floatplane and assigned to the Baltic Fleet in 1914 as a trainer.
Sikorsky S-10 (Gidro - Hydro) Series
After completion of the three prototypes (S-10, S-10A, and S-10B), the designation S-10 Hydro refers to the production S-10 floatplanes built in several small orders for the Imperial Russian Navy's Baltic Fleet from the summer of 1913 to mid-1915. About sixteen S-10 floatplanes were made and powered by either a 100hp Monosoupape or Argus engine. The S-10 floatplanes had some similarities to the S-5A twin-float plane. However, the cockpits were moved slightly to the rear and the fuselage fairing was deeper. The fuselage structure was entirely of wood except for the metal upper decking covering the pilot and observer. For strength, additional struts were used to connect the floats with the engine mounts. The tail assembly consisted of a tubular steel frame covered in fabric and controlled by cables that ran through the interior of the fuselage. The wings were of wood construction and covered in fabric, with only the top wing having ailerons. Gravity-fed fuel tanks were connected to wing struts located on each side of the fuselage. The wings were extremely thin to maximize efficiency while minimizing drag. The S-10 powered with an Argus engine had tubular radiators installed on each side of the fuselage. All S-10 hydros had two main wooden floats, shaped like those used on the S-5A, but larger. The same was true of the cylinder-shaped tail float. Located just behind the tail float, a long metal post extended from the rudder down into the water. On the end of the post a large water rudder was connected to improve steering while taxying.
The S-10's long, fragile-looking rear fuselage was somewhat prone to breaking in a rough water landing. As a result, the navy pilots were not too enthusiastic about flying them. On 15 December 1913, naval aviator I.I. Kulnyev was flying over the Baltic town of Libau when his S-10 was accidentally rolled inverted at an altitude of 120 feet. Kulnyev was able to recover control of the plane and landed safely.
Sikorsky S-15
Besides a brief mention in one technical book, very little information is available on this machine. It is believed to have been a light naval bombing plane with twin floats and a 125hp Argus engine. It is likely this machine was a S-10 floatplane with several small modifications.
Sikorsky Aircraft Data
Model: S-6B S-7 S-8 S-9 S-5A (twin float) S-5A (single float) S-10 (competition)
Year: 1912 1912 1912 1913 1912 1912 1913
Engine(s) type: 100hp Argus 70hp Gnome 50hp Gnome 100hp Gnome(1) 60hp Gnome 80hp Gnome 80hp Gnome
Length, m: 8.5 8.2 7.5 - 8 8 8
Wing Span, m: top/bottom 14.9/10.9 10 12/8 12 12/8.5 12/8.5 16.9/12
Wing Area, m2: 37.5 20 27 30 30 30 46
Wt. empty, kg: 590 449 - 690 - - 567
Wt. load, kg: 327 327 - 300 - - 444
Wt. flying, kg: 917 776 - 990 - - 1011
Wingload, kg/m2: 10.4 10.8 13 12.9 - - 22
Powerload, kg/hp: 16 10.2 8.9 7.2 - - 12.7
Speed, km/h: - - - - - - 99
Model: S-10A S-10B S-10 Hydro S-11 S-12 S-15 S-16
Year: 1913 1913 1913-1915 1913 1913 1913 1915
Engine(s) type: 125hp Anzani 100hp Gnome(1) 100hp Argus 100hp Gnome 80hp Gnome 125hp Argus 80hp Gnome(2)
Length, m: - - 7.6 - - 5
Wing Span, m: top/bottom 13.7/8.8 13.7/8.8 13.7/8.8 11.6 - - 8
Wing Area, m2: 35.5 35.5 35.5 26 19.7 - 25.3
Wt. empty, kg: - 565 700 578 419 - 407
Wt. fuel/oil, kg: 120 160 - - 72 - 96
Wt. load, kg: - 310 380 427 262 - 270
Wt. flying, kg: - 875 1080 1005 681 - 676
Wingload, kg/m2: - 10.8 13 38.6 34.5 - 26.7
Powerload, kg/hp: - 8.7 10.8 10 8.5 - 8.5
Speed, km/h: - - 102 - - 120
Notes:
1. Gnome Monosoupape.
2. 80hp Gnome or 60hp Kalep.
The S-10 (1913 Competition version). In this aircraft, Sikorsky won first prize in the Russian Military Competition of 1913.
A crowd gathered near the winning aircraft - the S-10 Competition, during the Russian Military Competition of 1913. Igor Sikorsky is standing 7th from left; V.S. Panasiuk, his mechanic, is standing to the left of Sikorsky.
The R-BVZ factory at St. Petersburg, 1913. Several types of aircraft can be seen in this photograph. The S-10B is shown in the foreground with the upper wing's outer bay folded down.
Two Sikorsky S-10 floatplanes (foreground) and two Grigorovich flying boats on the beach at Revel Air Station, 1915.
An S-10 at Revel Naval Air Station, located in the Baltic Sea, 1915. The S-10's two fuel tanks are mounted on the inner wing struts. Anti-skid fins are located on both outer wings struts. The 100hp Argus engine was secured by additional struts that connected to the engines mount and float's undercarriage.
S-10 at Revel Air Station, winter 1915. Russian cockades were applied to both the upper and lower wings. In this photo one of the lower wing cockades can be seen.
An S-10 aircraft equipped with an Argus 100hp engine and the tubular radiator system located on the fuselage, Revel Air Station, winter 1915. One of the wing strut-mounted fuel tanks is shown in the upper left corner of the photo.
Close-up of the tubular radiator system used on a S-10 floatplane equipped with a 100hp Argus engine.
An S-10 in a hangar at Revel Air Station, 1915. The tail float and water rudder are both clearly visible.
Igor Ivanovich Sikorsky
Sikorsky S-11 (Polukruglyi - Half Round)
The S-11 was a wire-braced, mid-wing monoplane built specifically for the Russian Military International Aviation Competition of 1913. The S-11 was powered by a 100hp Gnome Monosoupape engine and obtained a top speed of 63 mph. For the competition, ailerons in the wings were controlled by a pushrod inside the wing. However, after that event the ailerons were replaced by a warping control which was significantly lighter. The landing gear was made of steel tube with wood supports. The S-11 was marketed as a reconnaissance aircraft and its layout provided side-by-side seating with controls on the left side only. Although the S-11 finished second in the competition, it remained a prototype while the smaller S-12 went into production.
Sikorsky Aircraft Data
Model: S-10A S-10B S-10 Hydro S-11 S-12 S-15 S-16
Year: 1913 1913 1913-1915 1913 1913 1913 1915
Engine(s) type: 125hp Anzani 100hp Gnome(1) 100hp Argus 100hp Gnome 80hp Gnome 125hp Argus 80hp Gnome(2)
Length, m: - - 7.6 - - 5
Wing Span, m: top/bottom 13.7/8.8 13.7/8.8 13.7/8.8 11.6 - - 8
Wing Area, m2: 35.5 35.5 35.5 26 19.7 - 25.3
Wt. empty, kg: - 565 700 578 419 - 407
Wt. fuel/oil, kg: 120 160 - - 72 - 96
Wt. load, kg: - 310 380 427 262 - 270
Wt. flying, kg: - 875 1080 1005 681 - 676
Wingload, kg/m2: - 10.8 13 38.6 34.5 - 26.7
Powerload, kg/hp: - 8.7 10.8 10 8.5 - 8.5
Speed, km/h: - - 102 - - 120
Notes:
1. Gnome Monosoupape.
2. 80hp Gnome or 60hp Kalep.
Sikorsky S-11 (Polukruglyi - Half Round)
The S-11 was a wire-braced, mid-wing monoplane built specifically for the Russian Military International Aviation Competition of 1913. The S-11 was powered by a 100hp Gnome Monosoupape engine and obtained a top speed of 63 mph. For the competition, ailerons in the wings were controlled by a pushrod inside the wing. However, after that event the ailerons were replaced by a warping control which was significantly lighter. The landing gear was made of steel tube with wood supports. The S-11 was marketed as a reconnaissance aircraft and its layout provided side-by-side seating with controls on the left side only. Although the S-11 finished second in the competition, it remained a prototype while the smaller S-12 went into production.
Sikorsky Aircraft Data
Model: S-10A S-10B S-10 Hydro S-11 S-12 S-15 S-16
Year: 1913 1913 1913-1915 1913 1913 1913 1915
Engine(s) type: 125hp Anzani 100hp Gnome(1) 100hp Argus 100hp Gnome 80hp Gnome 125hp Argus 80hp Gnome(2)
Length, m: - - 7.6 - - 5
Wing Span, m: top/bottom 13.7/8.8 13.7/8.8 13.7/8.8 11.6 - - 8
Wing Area, m2: 35.5 35.5 35.5 26 19.7 - 25.3
Wt. empty, kg: - 565 700 578 419 - 407
Wt. fuel/oil, kg: 120 160 - - 72 - 96
Wt. load, kg: - 310 380 427 262 - 270
Wt. flying, kg: - 875 1080 1005 681 - 676
Wingload, kg/m2: - 10.8 13 38.6 34.5 - 26.7
Powerload, kg/hp: - 8.7 10.8 10 8.5 - 8.5
Speed, km/h: - - 102 - - 120
Notes:
1. Gnome Monosoupape.
2. 80hp Gnome or 60hp Kalep.
Igor Ivanovich Sikorsky
Sikorsky S-12
The S-12 was a lighter version of the S-11, and was built as a trainer with a smaller 80hp Gnome engine. In September 1913, Russian pilot G.V. Yankovsky looped the prototype, making it the first all-Russian-designed aircraft to perform this maneuver. The S-12 was successful and at least 12 examples were built with 80hp Le Rhone engines. Most examples of the S-12 survived the war and served in Soviet air units, one example until 1922.
Sikorsky Aircraft Data
Model: S-10A S-10B S-10 Hydro S-11 S-12 S-15 S-16
Year: 1913 1913 1913-1915 1913 1913 1913 1915
Engine(s) type: 125hp Anzani 100hp Gnome(1) 100hp Argus 100hp Gnome 80hp Gnome 125hp Argus 80hp Gnome(2)
Length, m: - - 7.6 - - 5
Wing Span, m: top/bottom 13.7/8.8 13.7/8.8 13.7/8.8 11.6 - - 8
Wing Area, m2: 35.5 35.5 35.5 26 19.7 - 25.3
Wt. empty, kg: - 565 700 578 419 - 407
Wt. fuel/oil, kg: 120 160 - - 72 - 96
Wt. load, kg: - 310 380 427 262 - 270
Wt. flying, kg: - 875 1080 1005 681 - 676
Wingload, kg/m2: - 10.8 13 38.6 34.5 - 26.7
Powerload, kg/hp: - 8.7 10.8 10 8.5 - 8.5
Speed, km/h: - - 102 - - 120
Notes:
1. Gnome Monosoupape.
2. 80hp Gnome or 60hp Kalep.
Sikorsky S-12
The S-12 was a lighter version of the S-11, and was built as a trainer with a smaller 80hp Gnome engine. In September 1913, Russian pilot G.V. Yankovsky looped the prototype, making it the first all-Russian-designed aircraft to perform this maneuver. The S-12 was successful and at least 12 examples were built with 80hp Le Rhone engines. Most examples of the S-12 survived the war and served in Soviet air units, one example until 1922.
Sikorsky Aircraft Data
Model: S-10A S-10B S-10 Hydro S-11 S-12 S-15 S-16
Year: 1913 1913 1913-1915 1913 1913 1913 1915
Engine(s) type: 125hp Anzani 100hp Gnome(1) 100hp Argus 100hp Gnome 80hp Gnome 125hp Argus 80hp Gnome(2)
Length, m: - - 7.6 - - 5
Wing Span, m: top/bottom 13.7/8.8 13.7/8.8 13.7/8.8 11.6 - - 8
Wing Area, m2: 35.5 35.5 35.5 26 19.7 - 25.3
Wt. empty, kg: - 565 700 578 419 - 407
Wt. fuel/oil, kg: 120 160 - - 72 - 96
Wt. load, kg: - 310 380 427 262 - 270
Wt. flying, kg: - 875 1080 1005 681 - 676
Wingload, kg/m2: - 10.8 13 38.6 34.5 - 26.7
Powerload, kg/hp: - 8.7 10.8 10 8.5 - 8.5
Speed, km/h: - - 102 - - 120
Notes:
1. Gnome Monosoupape.
2. 80hp Gnome or 60hp Kalep.
An S-12 at the front, early 1914. Cockades can be seen on the wing. Photo: Archives, United
Technologies Corporation.
Technologies Corporation.
Igor Ivanovich Sikorsky
Sikorsky S-9 (Kruglyi - Round)
Built in the spring of 1913, the S-9, or "Round" was interesting as it represented the first monocoque fuselage constructed in Russia. The S-9 was a wire-braced, mid-wing monoplane with a circular fuselage made of pine and ash and covered with plywood. Designed as a three-seater, the S-9 had the pilot's seat located forward of the twin passenger cockpit. Completed in the spring of 1913, it turned out to be a failure. Its 100hp Gnome engine was insufficient for the overweight machine (2,200 pounds). Although a more powerful Gnome Monosoupape engine was installed, the S-9 could only attain a top speed of 62 mph. Test flights were eventually discontinued and the machine was scrapped in the fall of 1913.
Sikorsky Aircraft Data
Model: S-6B S-7 S-8 S-9 S-5A (twin float) S-5A (single float) S-10 (competition)
Year: 1912 1912 1912 1913 1912 1912 1913
Engine(s) type: 100hp Argus 70hp Gnome 50hp Gnome 100hp Gnome(1) 60hp Gnome 80hp Gnome 80hp Gnome
Length, m: 8.5 8.2 7.5 - 8 8 8
Wing Span, m: top/bottom 14.9/10.9 10 12/8 12 12/8.5 12/8.5 16.9/12
Wing Area, m2: 37.5 20 27 30 30 30 46
Wt. empty, kg: 590 449 - 690 - - 567
Wt. load, kg: 327 327 - 300 - - 444
Wt. flying, kg: 917 776 - 990 - - 1011
Wingload, kg/m2: 10.4 10.8 13 12.9 - - 22
Powerload, kg/hp: 16 10.2 8.9 7.2 - - 12.7
Speed, km/h: - - - - - - 99
Notes:
1. Gnome Monosoupape.
Sikorsky S-9 (Kruglyi - Round)
Built in the spring of 1913, the S-9, or "Round" was interesting as it represented the first monocoque fuselage constructed in Russia. The S-9 was a wire-braced, mid-wing monoplane with a circular fuselage made of pine and ash and covered with plywood. Designed as a three-seater, the S-9 had the pilot's seat located forward of the twin passenger cockpit. Completed in the spring of 1913, it turned out to be a failure. Its 100hp Gnome engine was insufficient for the overweight machine (2,200 pounds). Although a more powerful Gnome Monosoupape engine was installed, the S-9 could only attain a top speed of 62 mph. Test flights were eventually discontinued and the machine was scrapped in the fall of 1913.
Sikorsky Aircraft Data
Model: S-6B S-7 S-8 S-9 S-5A (twin float) S-5A (single float) S-10 (competition)
Year: 1912 1912 1912 1913 1912 1912 1913
Engine(s) type: 100hp Argus 70hp Gnome 50hp Gnome 100hp Gnome(1) 60hp Gnome 80hp Gnome 80hp Gnome
Length, m: 8.5 8.2 7.5 - 8 8 8
Wing Span, m: top/bottom 14.9/10.9 10 12/8 12 12/8.5 12/8.5 16.9/12
Wing Area, m2: 37.5 20 27 30 30 30 46
Wt. empty, kg: 590 449 - 690 - - 567
Wt. load, kg: 327 327 - 300 - - 444
Wt. flying, kg: 917 776 - 990 - - 1011
Wingload, kg/m2: 10.4 10.8 13 12.9 - - 22
Powerload, kg/hp: 16 10.2 8.9 7.2 - - 12.7
Speed, km/h: - - - - - - 99
Notes:
1. Gnome Monosoupape.
Although the 8-9 was a sophisticated design, the total weight was heavier than predicted (2,200 pounds), and as a result the flight characteristics were disappointing.
Igor Ivanovich Sikorsky
Sikorsky Il'ya Muromets (The Prototype: S-22A)
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In April 1914, The Imperial Russian Navy ordered a float-equipped version of the Il'ya Muromets for immediate evaluation as a long-range reconnaissance aircraft. To save time, the R-BVZ proposed the prototype S-22A be reengineered and mounted on floats. The navy accepted the proposal and the aircraft was converted in late May.
The plane was equipped with floats constructed of wood and connected to the plane by flexible rubber shock absorbers which kept the plane's movements smooth even in rough water. In addition, the two inboard Argus engines were replaced by two Salmson (Canton-Unne) 2-M-7 water-cooled radial engines of 200hp each. The two outboard Argus engines were raised high over the lower wing and mounted on steel trestles.
The Il'ya Muromets was accepted by the navy and tested at Libau Naval Station, located on the island of Oesel in the Baltic Sea. This aircraft was put under the command of a naval pilot, Leitenant C.L Lavrov, who made several test flights with excellent results. Unfortunately, on the first day of the Baltic Fleet's mobilization the aircraft was destroyed after a flight from Libau. A combination of engine trouble (possibly two engine failures) and strong head winds forced the plane to land at Tserel (located on the shore of the Baltic Sea). Although only slightly damaged in the landing, the crew mistook approaching surface ships to be German, and burned the aircraft to prevent its capture. The ships turned out to be Russian, but this was discovered too late to save the Imperial Navy's only Il'ya Muromets.
Sikorsky Il'ya Muromets (The Prototype: S-22A)
<...>
In April 1914, The Imperial Russian Navy ordered a float-equipped version of the Il'ya Muromets for immediate evaluation as a long-range reconnaissance aircraft. To save time, the R-BVZ proposed the prototype S-22A be reengineered and mounted on floats. The navy accepted the proposal and the aircraft was converted in late May.
The plane was equipped with floats constructed of wood and connected to the plane by flexible rubber shock absorbers which kept the plane's movements smooth even in rough water. In addition, the two inboard Argus engines were replaced by two Salmson (Canton-Unne) 2-M-7 water-cooled radial engines of 200hp each. The two outboard Argus engines were raised high over the lower wing and mounted on steel trestles.
The Il'ya Muromets was accepted by the navy and tested at Libau Naval Station, located on the island of Oesel in the Baltic Sea. This aircraft was put under the command of a naval pilot, Leitenant C.L Lavrov, who made several test flights with excellent results. Unfortunately, on the first day of the Baltic Fleet's mobilization the aircraft was destroyed after a flight from Libau. A combination of engine trouble (possibly two engine failures) and strong head winds forced the plane to land at Tserel (located on the shore of the Baltic Sea). Although only slightly damaged in the landing, the crew mistook approaching surface ships to be German, and burned the aircraft to prevent its capture. The ships turned out to be Russian, but this was discovered too late to save the Imperial Navy's only Il'ya Muromets.
Самолет "Илья Муромец" на поплавках
The original Il'ya Muromets modified with a float undercarriage. Shown at Libau Naval Air Station, Baltic Sea, July 1914. Igor Sikorsky can be seen standing on a float at the left of the photograph. This plane was mounted with two Salmson (Canon-Unne) 2-M-7 water-cooled 200hp engines and two 115hp Argus engines.
The original Il'ya Muromets modified with a float undercarriage. Shown at Libau Naval Air Station, Baltic Sea, July 1914. Igor Sikorsky can be seen standing on a float at the left of the photograph. This plane was mounted with two Salmson (Canon-Unne) 2-M-7 water-cooled 200hp engines and two 115hp Argus engines.
Il'ya Muromets No. 107 being lowered into the water at Libau Naval Air base, July 1914. A cylindrical fuel tank can be seen above each engine.
Igor Ivanovich Sikorsky
Sikorsky II'ya Muromets S-22B
The second Il'ya Muromets aircraft was completed in April 1914, and carried the R-BVZ Serial No. 128 (factory airframe number 128). As the second prototype, it was more commonly referred to as the S-22B.
The S-22B showed considerable improvement over the S-22A. The second prototype was reduced in size; fuselage length was 62 feet and wing span was 101 feet. Power was supplied by more powerful engines, two 140hp Argus engines inboard, and two 125hp Argus engines outboard. The overall weight was reduced by less plywood and the use of more fabric covering.
In an effort to stimulate a production contract, Sikorsky continued his demonstration flights. In mid-May he flew members of parliament on a long flight. On June 4, he carried ten passengers to an altitude of 6,500 feet for a one and one half hour flight over the St. Petersburg countryside. The next day, June 5, Sikorsky established a new world's record, carrying five passengers a distance of 400 miles.
The Il'ya Muromets had performed well. However, Sikorsky decided to make a truly spectacular demonstration of the capabilities of his design; he started preparing for a cross-country flight from St. Petersburg to Kiev and back again (800 miles each way).
With extra fuel stored in the cabin, the flight started one hour after midnight on the early morning of June 29, 1914. The crew consisted of Igor Sikorsky as pilot, and three others; naval officer George Lavrov, army officer Christopher Prussis, and Sikorsky's long-time mechanic, Vladimir Panasiuk, who dined on sandwiches and fruit at a cloth-covered table, an event Igor Sikorsky believed was "The first time that meals were properly served on board a plane while in the air."
After a dramatic flight, which included an engine fire, an emergency landing, and one planned mid-point fuel stop, the S-22B landed in Kiev, two days and 13 hours flying time later. On July 11, the return flight started, The next day, with one mid-point re-fueling stop and 13.5 hours flying time, the S-22B landed safely back at St. Petersburg. The aircraft was renamed the Il'ya Muromets "Korablei Kievskiy" (Ship of Kiev) to honor the achievement. The name "Kievskiy" would later be given to five successive Il'ya Muromets variants built between 1915 and 1917.
After the start of the war, this machine, along with another "B" (R-BVZ No. 135) was delivered to the Imperial Russian Army on August 31, 1914. Another five "B" versions were built and powered by four Salmson engines (200hp inboard and 135hp outboard). These aircraft (R-BVZ No. 136-139) were all assigned to the Squadron of Flying Ships in December 1914.
Model: S-22 (#107)(3) S-22 (#128)(4) S-22B (#135) S-22B (#136-9) S-23V (#143) S-23V (#151) S-23V (#159)
Year: 1913 1914 1914 1914 1914 1914 1915
Engine(s) type: 100hp Argus x4 125hp Argus x2 140hp Argus x2 130hp Argus x4 200hp Salmson x2 135hp Salmson x2 140hp Argus x2 125hp Argus x2 140hp Argus 150hp Sunbeam
Length, m: 22 19 19 19 17.1 17.1 17.5
Wing Span, m: top/bottom 32/22 30.95/22.45 30.95/22.45 30.95/22.45 29.8/21 29.8/21 29.8/21
Wing Area, m2: 182 150 150 150 125 125 125
Wt. empty, kg: 2800 3040 3100 3600 2900 2950 3150
Wt. fuel/oil, kg: 384 700 700 700 550 550 600
Wt. load, kg: 1300 1610 1500 1200 1500 1500 1450
Wt. flying, kg: 5100 4650 4600 4800 4400 4450 4600
Wingload, kg/m2: 28 31 30.7 32 35.3 35.5 36.8
Powerload, kg/hp: 13.8 8.6 8.3 7.2 8.1 8.3 7.7
Speed, km/h: 95 100 105 96 125 120 110
Notes:
3. S22 #107 is the prototype Il'ya Mouromets.
4. S22 #128 is the Kievsky.
Sikorsky II'ya Muromets S-22B
The second Il'ya Muromets aircraft was completed in April 1914, and carried the R-BVZ Serial No. 128 (factory airframe number 128). As the second prototype, it was more commonly referred to as the S-22B.
The S-22B showed considerable improvement over the S-22A. The second prototype was reduced in size; fuselage length was 62 feet and wing span was 101 feet. Power was supplied by more powerful engines, two 140hp Argus engines inboard, and two 125hp Argus engines outboard. The overall weight was reduced by less plywood and the use of more fabric covering.
In an effort to stimulate a production contract, Sikorsky continued his demonstration flights. In mid-May he flew members of parliament on a long flight. On June 4, he carried ten passengers to an altitude of 6,500 feet for a one and one half hour flight over the St. Petersburg countryside. The next day, June 5, Sikorsky established a new world's record, carrying five passengers a distance of 400 miles.
The Il'ya Muromets had performed well. However, Sikorsky decided to make a truly spectacular demonstration of the capabilities of his design; he started preparing for a cross-country flight from St. Petersburg to Kiev and back again (800 miles each way).
With extra fuel stored in the cabin, the flight started one hour after midnight on the early morning of June 29, 1914. The crew consisted of Igor Sikorsky as pilot, and three others; naval officer George Lavrov, army officer Christopher Prussis, and Sikorsky's long-time mechanic, Vladimir Panasiuk, who dined on sandwiches and fruit at a cloth-covered table, an event Igor Sikorsky believed was "The first time that meals were properly served on board a plane while in the air."
After a dramatic flight, which included an engine fire, an emergency landing, and one planned mid-point fuel stop, the S-22B landed in Kiev, two days and 13 hours flying time later. On July 11, the return flight started, The next day, with one mid-point re-fueling stop and 13.5 hours flying time, the S-22B landed safely back at St. Petersburg. The aircraft was renamed the Il'ya Muromets "Korablei Kievskiy" (Ship of Kiev) to honor the achievement. The name "Kievskiy" would later be given to five successive Il'ya Muromets variants built between 1915 and 1917.
After the start of the war, this machine, along with another "B" (R-BVZ No. 135) was delivered to the Imperial Russian Army on August 31, 1914. Another five "B" versions were built and powered by four Salmson engines (200hp inboard and 135hp outboard). These aircraft (R-BVZ No. 136-139) were all assigned to the Squadron of Flying Ships in December 1914.
Model: S-22 (#107)(3) S-22 (#128)(4) S-22B (#135) S-22B (#136-9) S-23V (#143) S-23V (#151) S-23V (#159)
Year: 1913 1914 1914 1914 1914 1914 1915
Engine(s) type: 100hp Argus x4 125hp Argus x2 140hp Argus x2 130hp Argus x4 200hp Salmson x2 135hp Salmson x2 140hp Argus x2 125hp Argus x2 140hp Argus 150hp Sunbeam
Length, m: 22 19 19 19 17.1 17.1 17.5
Wing Span, m: top/bottom 32/22 30.95/22.45 30.95/22.45 30.95/22.45 29.8/21 29.8/21 29.8/21
Wing Area, m2: 182 150 150 150 125 125 125
Wt. empty, kg: 2800 3040 3100 3600 2900 2950 3150
Wt. fuel/oil, kg: 384 700 700 700 550 550 600
Wt. load, kg: 1300 1610 1500 1200 1500 1500 1450
Wt. flying, kg: 5100 4650 4600 4800 4400 4450 4600
Wingload, kg/m2: 28 31 30.7 32 35.3 35.5 36.8
Powerload, kg/hp: 13.8 8.6 8.3 7.2 8.1 8.3 7.7
Speed, km/h: 95 100 105 96 125 120 110
Notes:
3. S22 #107 is the prototype Il'ya Mouromets.
4. S22 #128 is the Kievsky.
An Il'ya Muromets in flight fitted with skis for winter service. The location is possibly either Pskov or Zegevold. All the aircraft of the Second Muromets Combat Detachment, stationed at Zegevold, were fitted with skis during the winter of 1915-16. The time is most likely March, 1916, after more R-BVZ-6 engines were supplied to the front, since this machine appears to be fitted with them. Strangely, the plane seems to be the old type 'Beh' and is using a radiator similar to those used on the original Il'ya Muromets in July, 1914. The large tent hangers housed the aircraft and a Muromets on the field is ready for flight.
The Il'ya Muromets II, type 5 (Beh), being blessed at Korpusnoi Aerodrome near Petrograd, September, 1914, just before leaving for the front. The aircraft was equipped with four Salmson radial engines, two of 200hp and two of 135hp, giving the machine a top speed of 60 mph and a ceiling of 6500 feet. A priest and the band are present for the ceremony and a film crew is recording the occasion.
An Il'ya Muromets (type B) fitted with a 37mm Hotchkiss cannon and Argus engines, Igor Sikorsky is seventh from left. General M.V. Shidlovskiy (fourth from left) and Russian War Minister V.A. Sukhomlinov (fifth from the left) are also pictured.
Носовая часть «ИМ», заводской №128, с рельефным двуглавым орлом и устройством для прицеливания при бомбометании в виде рамки со штырьковыми делениями. Именно на этом аппарате И. И. Сикорский предпринял перелет Петербург - Киев - Петербург 11-17 июня 1914 г., за что данный образец получил наименование «Илья Муромец Киевский»
An Il'ya Muromets (type B) at St. Petersburg in the fall of 1914. Captain G.G. Gorshkov is visible in the cockpit. An elaborate decoration - the Imperial Russian coat of arms - has been added to the front of this machine.
An Il'ya Muromets (type B) at St. Petersburg in the fall of 1914. Captain G.G. Gorshkov is visible in the cockpit. An elaborate decoration - the Imperial Russian coat of arms - has been added to the front of this machine.
The IM-2 type 'Beh,' being inspected by the Grand Duke Kirill Vladimirovich, seen from the waist up inside the gunners position. The location is the EVK base at Yablonna, May 29, 1915. A Salmson engine can be seen to the left, with its large box-type radiator.
Crew members of the IM-Kievskiy, Poruchik Bashko, Praporshik Andreyev, and Kapitan Gorshkov posing on the tail of a Muromets, at Yablonna, March 1915. With the Kievskiy, Gorshkov and Bashko performed the first combat mission of the EVK in February.
The huge hangar at Lida that once housed Russian airships is shown with an Il'ya Muromets inside, July 1915.
The EVK base photographed from the air at Yablonna in 1915. From its location about 25 miles from Warsaw, aircraft could easily reach major railway centers and other military targets in East Prussia. The large tent hangers house the Murometsy.
Igor Ivanovich Sikorsky
Sikorsky S-13 and S-14
Both machines were started in the fall of 1914; however, due to the critical shortages of engines and other materials, both projects were scrapped in the early part of the war. Technical data are unavailable, but both machines were most likely single-seat biplane fighters.
Sikorsky S-16
The S-16 was a small, two-seat reconnaissance and escort aircraft designed to operate with the giant Il'ya Muromets bombers being sent to the front. The first machine was completed on February 6, 1915, and fitted with a 110hp Le Rhone engine. Some 34 S-16s were built and there were five variants with differing dimensions and engines.
The S-16 was the first Sikorsky fighter to be equipped with a synchronized machine gun firing through the propeller. The synchronization was prone to malfunctions, and pilots usually re-installed the gun on the center of the top wing or in an aft-firing position.
Structural modifications from batch to batch included curved fin and rudder, coupled ailerons on both upper and lower wings, and ailerons on upper wing only. At least one S-16 was mounted on twin floats. During winter operations the wheels were replaced by skis. The S-16s were well liked by the crews who flew them. Many remained in service throughout the war and several aircraft were operational with the Soviet air units until 1924.
Sikorsky Aircraft Data
Model: S-10A S-10B S-10 Hydro S-11 S-12 S-15 S-16
Year: 1913 1913 1913-1915 1913 1913 1913 1915
Engine(s) type: 125hp Anzani 100hp Gnome(1) 100hp Argus 100hp Gnome 80hp Gnome 125hp Argus 80hp Gnome(2)
Length, m: - - 7.6 - - 5
Wing Span, m: top/bottom 13.7/8.8 13.7/8.8 13.7/8.8 11.6 - - 8
Wing Area, m2: 35.5 35.5 35.5 26 19.7 - 25.3
Wt. empty, kg: - 565 700 578 419 - 407
Wt. fuel/oil, kg: 120 160 - - 72 - 96
Wt. load, kg: - 310 380 427 262 - 270
Wt. flying, kg: - 875 1080 1005 681 - 676
Wingload, kg/m2: - 10.8 13 38.6 34.5 - 26.7
Powerload, kg/hp: - 8.7 10.8 10 8.5 - 8.5
Speed, km/h: - - 102 - - 120
Notes:
1. Gnome Monosoupape.
2. 80hp Gnome or 60hp Kalep.
Sikorsky S-13 and S-14
Both machines were started in the fall of 1914; however, due to the critical shortages of engines and other materials, both projects were scrapped in the early part of the war. Technical data are unavailable, but both machines were most likely single-seat biplane fighters.
Sikorsky S-16
The S-16 was a small, two-seat reconnaissance and escort aircraft designed to operate with the giant Il'ya Muromets bombers being sent to the front. The first machine was completed on February 6, 1915, and fitted with a 110hp Le Rhone engine. Some 34 S-16s were built and there were five variants with differing dimensions and engines.
The S-16 was the first Sikorsky fighter to be equipped with a synchronized machine gun firing through the propeller. The synchronization was prone to malfunctions, and pilots usually re-installed the gun on the center of the top wing or in an aft-firing position.
Structural modifications from batch to batch included curved fin and rudder, coupled ailerons on both upper and lower wings, and ailerons on upper wing only. At least one S-16 was mounted on twin floats. During winter operations the wheels were replaced by skis. The S-16s were well liked by the crews who flew them. Many remained in service throughout the war and several aircraft were operational with the Soviet air units until 1924.
Sikorsky Aircraft Data
Model: S-10A S-10B S-10 Hydro S-11 S-12 S-15 S-16
Year: 1913 1913 1913-1915 1913 1913 1913 1915
Engine(s) type: 125hp Anzani 100hp Gnome(1) 100hp Argus 100hp Gnome 80hp Gnome 125hp Argus 80hp Gnome(2)
Length, m: - - 7.6 - - 5
Wing Span, m: top/bottom 13.7/8.8 13.7/8.8 13.7/8.8 11.6 - - 8
Wing Area, m2: 35.5 35.5 35.5 26 19.7 - 25.3
Wt. empty, kg: - 565 700 578 419 - 407
Wt. fuel/oil, kg: 120 160 - - 72 - 96
Wt. load, kg: - 310 380 427 262 - 270
Wt. flying, kg: - 875 1080 1005 681 - 676
Wingload, kg/m2: - 10.8 13 38.6 34.5 - 26.7
Powerload, kg/hp: - 8.7 10.8 10 8.5 - 8.5
Speed, km/h: - - 102 - - 120
Notes:
1. Gnome Monosoupape.
2. 80hp Gnome or 60hp Kalep.
A Sikorsky S-16 fighter. A mix of national markings can be seen on individual aircraft - cockades on the upper and lower surfaces of the top wing, and pennants on the fuselage and rudder. Gilsher was shot down in Sikorsky S-16 serial number 201.
С-16з, собранный в Сарапуле для «красного» Дивизиона воздушных кораблей
The S-16 was the first Sikorsky fighter to be equipped with a synchronized machine gun firing through the propeller.
The S-16 was the first Sikorsky fighter to be equipped with a synchronized machine gun firing through the propeller.
Wooden frame of a Sikorsky S-16cep under construction at the R-BVZ factory. The fuel tank can be seen under the seat.
Igor Ivanovich Sikorsky
Sikorsky Il'ya Muromets S-23 "V"
While the first "B" version Il'ya Muromets aircraft were delivered, Sikorsky led his R-BVZ design/manufacturing team through a unprecedented effort to redesign the basic passenger-carrying Il'ya Muromets into a bomber. With a round-the-clock effort, the first prototype aircraft was completed in less than two months and first flew in December 1914.
Designated the "V," this machine was smaller and much lighter (nearly 2,000 pounds) than the "B" version. The fuselage was slimmer and the nose became sharper. Extra windows were added to improve the pilot's view. The fuel tanks, mounted above each engine of the "B" versions, were replaced with two large tanks mounted on top of the fuselage and partly hidden below the upper wing.
By the spring of 1915, the shortages of aviation engines became critical in Russia. Although the Russian government had placed orders with the British and French, these countries were slow in delivering since they were also short of engines. The Russians carefully salvaged engines from crashed or worn out aircraft and reinstalled them in newer machines. This helps explain the great variety of engines among the Il'ya Muromets variants.
An estimated thirty-two "V" aircraft were built and powered by Argus, Sunbeam, and RB.Z.6 engines. Several sources suggest the following variants:
- Twenty two "V"s powered by four 150hp Sunbeam engines.
- Four "V"s powered by four 150hp RBZ-6 engines (copies of Argus engines).
- One "V" powered by four 140hp Argus engines.
- One "V" powered by two 140hp and two 125hp Argus engines. This machine (R-BVZ No. 143), was the second Il'ya Muromets to carry the name "Kievskiy."
In addition, four twin-engined "V"s were built as trainers:
- Two "V"s powered by two 200hp Salmson engines.
- Two "V"s powered by two 225hp Sunbeam engines.
Model: S-22 (#107)(3) S-22 (#128)(4) S-22B (#135) S-22B (#136-9) S-23V (#143) S-23V (#151) S-23V (#159)
Year: 1913 1914 1914 1914 1914 1914 1915
Engine(s) type: 100hp Argus x4 125hp Argus x2 140hp Argus x2 130hp Argus x4 200hp Salmson x2 135hp Salmson x2 140hp Argus x2 125hp Argus x2 140hp Argus 150hp Sunbeam
Length, m: 22 19 19 19 17.1 17.1 17.5
Wing Span, m: top/bottom 32/22 30.95/22.45 30.95/22.45 30.95/22.45 29.8/21 29.8/21 29.8/21
Wing Area, m2: 182 150 150 150 125 125 125
Wt. empty, kg: 2800 3040 3100 3600 2900 2950 3150
Wt. fuel/oil, kg: 384 700 700 700 550 550 600
Wt. load, kg: 1300 1610 1500 1200 1500 1500 1450
Wt. flying, kg: 5100 4650 4600 4800 4400 4450 4600
Wingload, kg/m2: 28 31 30.7 32 35.3 35.5 36.8
Powerload, kg/hp: 13.8 8.6 8.3 7.2 8.1 8.3 7.7
Speed, km/h: 95 100 105 96 125 120 110
Model: S-23V (#167) S-24G-1 S-25G-2 S-25G-3 S-26D-1 S-26D-2 S-27E
Year: 1915 1916 1916 1916 1916 1916 1917
Engine(s) type: 150hp R-BVZ x4 160hp Sunbeam x4 160hp Beardmore x4 220hp Renault x2 150hp R-BVZ x2 150hp Sunbeam x4 150hp Sunbeam x4 220hp Renault x4
Length, m: 27.5 17.1 17.1 17.1 15.5 17 18.8
WingSpan, m: top/bottom 29.8/21 30.87/22 30.87/22 30.87/22 24.9/17.6 29.7/29.7 34.5/26.6
Wing Area, m2: 125 148 159.6 159.6 132 148 220
Wt. empty, kg: 3500 3800 3800 3800 3150 3800 5000
Wt. fuel/ oil, kg: 600 650 686 656 690 540 920
Wt. load, kg: 1500 1560 1700 1500 1250 1400 2460
Wt. flying, kg: 5000 5400 5500 5300 4400 5200 7460
Wingload, kg/m2: 40 36.5 34.5 33.2 33.2 35.5 34.2
Powerload, kg/hp: 8.3 8.4 8.6 7.1 7.3 8.5 8.5
Speed, km/h: 120 135 137 120 120 110 130
Notes:
3. S22 #107 is the prototype Il'ya Mouromets.
4. S22 #128 is the Kievsky.
Sikorsky Il'ya Muromets S-23 "V"
While the first "B" version Il'ya Muromets aircraft were delivered, Sikorsky led his R-BVZ design/manufacturing team through a unprecedented effort to redesign the basic passenger-carrying Il'ya Muromets into a bomber. With a round-the-clock effort, the first prototype aircraft was completed in less than two months and first flew in December 1914.
Designated the "V," this machine was smaller and much lighter (nearly 2,000 pounds) than the "B" version. The fuselage was slimmer and the nose became sharper. Extra windows were added to improve the pilot's view. The fuel tanks, mounted above each engine of the "B" versions, were replaced with two large tanks mounted on top of the fuselage and partly hidden below the upper wing.
By the spring of 1915, the shortages of aviation engines became critical in Russia. Although the Russian government had placed orders with the British and French, these countries were slow in delivering since they were also short of engines. The Russians carefully salvaged engines from crashed or worn out aircraft and reinstalled them in newer machines. This helps explain the great variety of engines among the Il'ya Muromets variants.
An estimated thirty-two "V" aircraft were built and powered by Argus, Sunbeam, and RB.Z.6 engines. Several sources suggest the following variants:
- Twenty two "V"s powered by four 150hp Sunbeam engines.
- Four "V"s powered by four 150hp RBZ-6 engines (copies of Argus engines).
- One "V" powered by four 140hp Argus engines.
- One "V" powered by two 140hp and two 125hp Argus engines. This machine (R-BVZ No. 143), was the second Il'ya Muromets to carry the name "Kievskiy."
In addition, four twin-engined "V"s were built as trainers:
- Two "V"s powered by two 200hp Salmson engines.
- Two "V"s powered by two 225hp Sunbeam engines.
Model: S-22 (#107)(3) S-22 (#128)(4) S-22B (#135) S-22B (#136-9) S-23V (#143) S-23V (#151) S-23V (#159)
Year: 1913 1914 1914 1914 1914 1914 1915
Engine(s) type: 100hp Argus x4 125hp Argus x2 140hp Argus x2 130hp Argus x4 200hp Salmson x2 135hp Salmson x2 140hp Argus x2 125hp Argus x2 140hp Argus 150hp Sunbeam
Length, m: 22 19 19 19 17.1 17.1 17.5
Wing Span, m: top/bottom 32/22 30.95/22.45 30.95/22.45 30.95/22.45 29.8/21 29.8/21 29.8/21
Wing Area, m2: 182 150 150 150 125 125 125
Wt. empty, kg: 2800 3040 3100 3600 2900 2950 3150
Wt. fuel/oil, kg: 384 700 700 700 550 550 600
Wt. load, kg: 1300 1610 1500 1200 1500 1500 1450
Wt. flying, kg: 5100 4650 4600 4800 4400 4450 4600
Wingload, kg/m2: 28 31 30.7 32 35.3 35.5 36.8
Powerload, kg/hp: 13.8 8.6 8.3 7.2 8.1 8.3 7.7
Speed, km/h: 95 100 105 96 125 120 110
Model: S-23V (#167) S-24G-1 S-25G-2 S-25G-3 S-26D-1 S-26D-2 S-27E
Year: 1915 1916 1916 1916 1916 1916 1917
Engine(s) type: 150hp R-BVZ x4 160hp Sunbeam x4 160hp Beardmore x4 220hp Renault x2 150hp R-BVZ x2 150hp Sunbeam x4 150hp Sunbeam x4 220hp Renault x4
Length, m: 27.5 17.1 17.1 17.1 15.5 17 18.8
WingSpan, m: top/bottom 29.8/21 30.87/22 30.87/22 30.87/22 24.9/17.6 29.7/29.7 34.5/26.6
Wing Area, m2: 125 148 159.6 159.6 132 148 220
Wt. empty, kg: 3500 3800 3800 3800 3150 3800 5000
Wt. fuel/ oil, kg: 600 650 686 656 690 540 920
Wt. load, kg: 1500 1560 1700 1500 1250 1400 2460
Wt. flying, kg: 5000 5400 5500 5300 4400 5200 7460
Wingload, kg/m2: 40 36.5 34.5 33.2 33.2 35.5 34.2
Powerload, kg/hp: 8.3 8.4 8.6 7.1 7.3 8.5 8.5
Speed, km/h: 120 135 137 120 120 110 130
Notes:
3. S22 #107 is the prototype Il'ya Mouromets.
4. S22 #128 is the Kievsky.
The V-nosed IM-2, with its Sunbeam engines. The location is possibly Yablonna, shortly after testing the new motors in June, 1915, but may also be either Bialystok or Lida in late July, 1915, after the retreat from the Polish salient. The occasion is unknown, but appears to be an inspection of some importance due to the size of the crowd gathered.
The Kievskiy after its return from the mission of March 31, 1915, over East Prussia. On this flight, the crew photographed enemy troop positions to verify information received by the Russian 1st Army. The information was proven false.
The Il'ya Muromets II, at Lida, July 1915, on the occasion of testing the dummy 25-pud (880 lb.) bomb. From left to right in the front are R-BVZ engineer Kireyev, Stabs-Kapitan Nikolsky (deputy commander of the IM-2), Igor Sikorsky, and Stabs-Kapitan Pankrat'yev. General-Maior Shidlovsky, commander of the EVK, is to the right of the bomb, with long dark overcoat and white beard. The port inboard 150hp R-BVZ-6 engine has the Hazet radiator, while the starboard inboard engine and the two outboard engines still have the Salmson box-type radiator.
An Il'ya Muromets (type V), shows two of its four Argus engines. The flat glassed nose of the V type distinguished it from the earlier type B and Kievskiy models.
Standing in front of the blunt-nosed type 'Veh' Kievskiy at the Kresty Farming School, near Pskov, September 1915, are left to right, Serednitskiy (deputy commander). Kapitan Bashko (commander). Poruchik Lavrov (mechanic), and Constantin N. Finne, the EVK's senior physician. Bashko and his crew soon left this location and became members of the Second Muromets Detachment at Zegewold, east of Riga. If this machine is a Kievskiy, it appears to be a later model 'Veh,' because of the different nose. This aircraft was actually the third Klevskly and most likely used the Argus engines salvaged from the Kievskiy which crashed July 19, 1915.
The Kievskiy while at Yablonna, spring 1915, being inspected by Major-General Shidlovsky (bearded officer, third from right), commander of the EVK. Notice the v-shaped nose of the Kievskiy, the first 'Veh' model. It allowed the pilot much greater visibility.
Il'ya Muromets type V (serial no. 21), 1915. This machine is equipped with four 150hp R-BVZ engines.
The Il'ya Muromets II, factory number 167. This machine was a blunt-nosed type 'Veh' and is seen here in July, 1915, being fitted with the R-BVZ-6 150hp engines. These engines increased the speed of the Il'ya Muromets to 75 mph and the ceiling to more than 9750 feet. Salmson box-type radiators have been fitted to three engines, as seen on the starboard inboard motor, while one engine was equipped with the Hazet radiator. When this aircraft was stationed in Pskov in August, 1915, the three Salmson radiators were replaced by the Hazet model, which not only gave better streamlining, but was also easier and simpler to install and maintain. The starboard outboard engine shows the R-BVZ logo cast into the underside of its block.
«ИМ» №167 в июле 1916 г. при отправке в тыл. На борту надпись, свидетельствующая о боевых успехах: «Воздушный корабль Илья Муромец 2-й. Налетал около 10 000 верст, сброшено 300 бомб, общим весом до 400 пудов»
The crew of the IM-2, with the fuselage on a flat car. Left to right are, Poruchik Smirnov, temporarily assigned; Stabs-Kapitan Pankrat'yev, commander; Stabs-Kapitan Nikolsky, deputy commander; Poruchik Federov, military pilot; and Poruchik Pavlov, military pilot and gunner, Date and location unknown, although the aircraft is most likely a type 'Veh.'
The crew of the IM-2, with the fuselage on a flat car. Left to right are, Poruchik Smirnov, temporarily assigned; Stabs-Kapitan Pankrat'yev, commander; Stabs-Kapitan Nikolsky, deputy commander; Poruchik Federov, military pilot; and Poruchik Pavlov, military pilot and gunner, Date and location unknown, although the aircraft is most likely a type 'Veh.'
Bombs being loaded onto an Il'ya Muromets. Depending on fuel and defensive armament loads, the bomb load of an Il'ya Muromets varied between 1,150 and 2,200 pounds. The upper machine gun position is visible near the fuel tanks.
Pankrat'yev standing on the far left, in front of his Sunbeam-powered IM-2. His deputy commander, Stabs-Kapitan Sergei N. Nikolsky, is standing fifth from the left, next to the woman wearing the light-colored jacket. This machine was the early type 'Veh' with a V-nose. With the four 150 hp Sunbeam motors, performance was slightly improved over that of the Salmson engines. The top speed was 62 to 69 mph and the endurance was about 4 1/2 to 5 hours, providing a range of about 275 miles. The ceiling was improved, up to 9000 feet, but was not up to the standards of the Argus-powered Muromets. The large car-type frontal radiators created excessive drag.
A type V equipped with four 150hp Sunbeam engines. The Cyrillic letter Б (Beh) is pronounced like the English letter B and denotes a type "B" aircraft. The Cyrillic letter B (Veh) is pronounced like the English letter V and denotes a type "V" aircraft.
Il'ya Muromets type V (serial no. 19), summer 1915. The Russian letter B (shown on the rudder) is pronounced as "Veh." Thus this type is referred to as a type "Veh."
Officers of the EVK, including many ship commanders, at Lida, July, 1915. From left to right are mechanic Sirotin; Starshi Leitenant (Naval Lieutenant) G.I. Lavrov, commander IM-1; Stabs-Kapitan A.V. Pankrat'yev, commander IM-2; Poruchik G.V. Alekhnovich, Commander IM-5; Stabs-Kapitan Chechulin; Poruchik A.V. Konstenchik, deputy commander IM-5, later commander IM-10; Poruchik Krzhichkovskiy; Poruchik Lukinskiy; mechanic Kisel, official assigned to the IM-5; Stabs-Rotmistre A.V. Serednitskiy, later commander IM-18; Igor Sikorsky; and Poruchik Loiko, deputy commander IM-5. Behind them is a Sunbeam-powered Muromets.
Grand Duke Alexander Mikhailovich (second from right), was appointed by Nicholas II to head Russian military aviation in World War One. The grand duke is pictured here inspecting the Il'ya Muromets (ship No.1) at Yablonna in 1915. To the left of the grand duke is General M. V. Shidlovskiy, commander of the EVK.
An Il'ya Muromets type V (ship No.6), equipped with two Salmson engines, was used as a trainer. This particular machine was destroyed in a training flight at Yablonna in February 1915.
Early Spring IM-6 still on skis
Early Spring IM-6 still on skis
The IM-2 loaded on a flat car ready for transport. The location is possibly Zegevold, December, 1915, when Pankrat'yev and his crew were transferred to the Galician Front as part of the First Muromets Combat Detachment. Pankrat'yev is on the far left, against the flat car, while his deputy commander, Stabs-Kapitan Nikolsky, is second from the right with the bandaged head.
The Kievskiy's glazed flooring, illustrated in this photograph, gave the ship's pilot a great advantage in navigating.
The interior of the Muromets, showing the bomb racks on the left and the straps for fastening the bombs lying on the floor. Secured to the right is a Moisin-Nagant carbine. Its caliber was 7.62mm and it had a magazine of five rounds. This type of rifle and a Madsen light machine gun were the only weapons on board the Kievskiy when it was attacked by three enemy aircraft on July 19, 1915.
An unknown gunner demonstrating the upper gun position on an Il'ya Muromets. This was Pliat's station when the IM-10 was hit by antiaircraft fire over Daudzevas.
Based on the "V" type Il'ya Muromets, the cabin was divided into the pilot's cabin and the observer-artillery cabin. The pilot's cabin contained the pilot's seat, the copilot's seat, and all the instruments required. The observer-artillery cabin was located just behind the pilot's cabin and was separated from it only by guy wires and supports. The general plan of the two cabins was as shown in the upper sketch.
The pilot's cabin was arranged as follows: A=Pilot's seat; B=Assistant pilot's seat; C=Small vertical latter to roof and gun position; D = Two compressed air tanks. They were charged by wind-driven generators while in flight and were used to restart a motor while flying if necessary. E=Small compass, mounted on the floor. F=Two ratchet controls for feet, which controlled the rudders. G=A large steel arch, hinged at its two ends, which controlled the stabilizer. H=Four revolution indicators, one for each of the engines. K=Control wheel, set on the arch G, which controlled the warping of the wings. M=Barometer and watch, set on springs and hung from the wall of the cabin. N=Speed indicator, which looked like a thermometer. Filled with liquid, the level would change with changes in speed. R=Direction indicator - a simple needle which moved over an arc showing degrees to right and left. S=Lateral stability indicator - a ball in a glass tube. T=Switch board indicator, connecting with the artillery officer. It was a simple signal board, arranged with buttons and small lights (18 total), each button and light indicated a prearranged signal, such as "bomb dropped." V=Small red light, indicating that a bomb had been dropped.
The pilot's cabin was arranged as follows: A=Pilot's seat; B=Assistant pilot's seat; C=Small vertical latter to roof and gun position; D = Two compressed air tanks. They were charged by wind-driven generators while in flight and were used to restart a motor while flying if necessary. E=Small compass, mounted on the floor. F=Two ratchet controls for feet, which controlled the rudders. G=A large steel arch, hinged at its two ends, which controlled the stabilizer. H=Four revolution indicators, one for each of the engines. K=Control wheel, set on the arch G, which controlled the warping of the wings. M=Barometer and watch, set on springs and hung from the wall of the cabin. N=Speed indicator, which looked like a thermometer. Filled with liquid, the level would change with changes in speed. R=Direction indicator - a simple needle which moved over an arc showing degrees to right and left. S=Lateral stability indicator - a ball in a glass tube. T=Switch board indicator, connecting with the artillery officer. It was a simple signal board, arranged with buttons and small lights (18 total), each button and light indicated a prearranged signal, such as "bomb dropped." V=Small red light, indicating that a bomb had been dropped.
1. Plywood foot panels. 2. Aluminum sheet. 3. Altimeter (barometric type). 4. Bank indicator (ball in glass tube). 5. Fuel indicator gauge (one each side). 6. Front windscreen (which pivoted on centerline). 7. Tachometer (rev. counter), two each side. 8. Rudder pedal frame. 9. Point at which elevator cables enter semi-circular structure. Full details of subsequent run of cables to 'Deperdussin' type frame not yet ascertained, so this detail is omitted. 10. Engine switches, four mounted on plate, starboard side, position varied. 11. Run of elevator cables from tail through channel pieces. 12. Wooden pilot's seat, wire braced and fixed to floor. No seat belt seen on any photograph. 13. Starboard access panel to wing walks to enable crew member (usually mechanic if carried) to leave fuselage and climb out on to wings to repair or service engines or subdue fires. There was a similar panel on the port side. 14. Fire extinguisher at usual position on starboard side. 15. Upper bomb rack rail (wooden) along starboard side. Second rail below. 16. Rack for Madsen machine gun or rifle. Position varied, it was sometimes situated further aft, on port side. 16A. Compressed air cylinder used for starting Sunbeam engines after forced landing. Enough air carried to start one or possibly two motors only. The position of this cylinder varied, on one machine it was clamped to rear of pilot's seat. It is seen here on port side. 17. Rack, or 'cassette,' carrying 5x2 pud (70lb. or 32 kg.) HE bombs of Granovsky pattern. The rack could be fitted with a support of tubular steel enabling them to be carried free-standing as on port side (see 25). 18. Wheel for aileron control. 19. 'Deperdussin'-type frame for aileron and elevator control. 20. Metal ladder to upper observation position and gun post. 21. Bomb sight (Sikorsky pattern). 22. Stand for machine gun or rifle (port). 23. Hatch cover or bomb bay, also used to take vertical photographs. Hatch cover was presumably lifted out but may have been hinged on one side. 24. Sliding door on port side only on this model. Door was a slim wooden framework covered in plywood and slid between split vertical members and double bracing wires. Handles were fitted on both sides. 25. Bomb rack with support frame to allow free-standing storage. When carrier on side rails was empty it was lifted off and a full rack hooked on to rails. (See side view at CC.) 26. The upper surface here was covered with plywood under fabric to provide support for men adjusting tail bracing or while assembling tailplane. 27. Dotted line shows true shape of aileron tip without wash-out. 28. Plan and side view of cabin area of fuselage. Note upper hatch with wooden plank firestep and position of fuel tanks. Actual position of fuel pipes from tanks into fuselage not known but photographs suggest that they connect with a pump fitted to top cross bracing member, then to engines along the horizontal struts between inner interplane struts. Upper shape of cabin was formed by fabric over light stringers. The lower drawing shows the basic wooden structure of cabin area. Behind the metal framed, aluminum and reinforced glass of the nose area, the cabin was lined with 3mm plywood with a fabric outer skin. The floor was of 10mm plywood and extended only as far as the fuselage former behind the door.
29. View of starboard lower wing inner section (shown in vertical projection). The left engine is an R-BVZ-6 engine as fitted to Ship II later in its career, with Hazet radiators (note angle). The right engine shows appearance of original 150hp Sunbeam as fitted when Ship II was built. The run of the tachometer cables (actually, Bowden type) is shown over the rear spar. The line near leading edge shows position of compressed air tubes to Sunbeam engines when fitted. 30. Side view of inner R-BVZ-6 engine showing position of oil tank and its supports. Note anti-vibration cables from tanks to interplane struts. Similar cables were fitted to the water expansion tanks over engines. 31. Appearance of Sunbeam motor (outboard) when fitted. The engine mounts were wooden framed and plywood covered. Metal facings were attached under engine bedding lugs. 32. Sketch of cabin showing crew positions in flight. The normal crew for the IM type B (Veh) was four but could vary according to mission. A mechanic could be included as well as a photographer and special observers on occasions. The sketch depicts Ship II while assigned to the 1st Otryad (First Muromets Combat Detachment) based at Kolodziyevka (near Tarnopol) in Galicia, Spring 1916. In May of 1916, the crew were as shown, pilot and Commander, Stabs-Kapitan A. V. Pankrat'yev; at the upper gun position is Podporuchik G. V. Pavlov, who was an assistant pilot; at the bomb sight on the floor is the Deputy Commander, Stabs-Kapitan S. N. Nikolsky acting as artillery officer; operating the bomb carrier is Poruchik K. Smirnov, assistant artillery officer. 33. 25 pud (410kg - 904lb.) HE bomb, one of several developed by a team under Professor N. Ye. Zukhovsky at the Moscow Technical High School in 1915. It was suspended under the center of gravity of the Il'ya Muromets by a strap and cable release inside fuselage. 34. Scrap view of intermeshing strapping of ribs to strengthen structure. A common form of support during early years of airplane construction. 35. Scrap view of undercarriage member reconstructed from a technical description and a study of photographs. The inverted 'V' was a metal tube supported by cables which prevented the skid from bowing upwards during landing pressures. 36. Structure of double wheel. There were two separate rims joined by a circular flange. The outer cover was of leather stitched like a football (soccer ball) case. It is presumed that the wheels with deflated tires then inflated through rim valves and valve flaps. The case was closed with substantial lacing as shown. 37. Roundel and fuselage pennant. 38. Scrap view of standardized metal fitting for fuselage assembly. Note that the side, top and bottom wires were all doubled while the interior transverse wires were single. 39. Scrap view of diagonal fitting with pulleys through which elevator cables passed. 40. Rear view showing position of the two drag wires on both sides. 41. Scrap view of 'Deperdussin'-type frame with wheel control for ailerons. The frame moved fore and aft for elevator control, however, exact method of transmission is not yet known. The strip on the right arm of the frame held finger-push switches to enable the commander to make light signals to his crew. The rudder pedal frame is also shown but the exact run of the cables from the pedal bottoms to the rear is not yet known. 42. Diagrammatic view of bracing wires attached to leading spars. 43. Ditto for rear spars. 44. Key to wiring diagrams: The thin line indicates single wires, the middle dotted line double wires, while the thick line represents triple wiring for load-bearing areas. 45. Scrap view illustrating how multiple wires were assembled, (3-3.5mm piano wire was used). The sketch shows a triple wire example with strips of wood 20mm wide inserted between the wires and the whole bound with tape. This created a streamlined effect as well as ensuring some support if one or even two of the wires were severed. The double wires were of course made the same way. 46. Schematic view of Hazet-type radiators used with R-BVZ engines and occasionally with others. At least one Sunbeam-powered IM had Hazet radiators preferred by the Russians because they offered less head resistance despite their weight and vulnerability to damage from gunfire. The radiators were copied from an early German design which the originators were replacing by mid-1916. Hot water from the engine rose up into the overhead expansion tank, it then drained down into the twin radiators and was drawn off at the bottom rear into pipes which led into the water pump on the engine. The radiators are shown here as parallel but in fact they were always fitted at an angle to the center-line to allow an unimpaired flow of air through the cells. In plan view the radiators were arranged in a shallow arrow form (see 29).
Additional notes:
It should be noted that the IM was supplied with several instruments and items on which information is, at present lacking. In consequence, rather than fictionalize them they have been omitted from the drawings. There was a compass (possibly two) fitted within the pilot's sight and probably on the floor as the compass was also needed by the artillery officer while using the bomb sight. The actual position is not known, neither is the position of the throttles. A throttle for each engine was provided as well as a multiple control (Avtolog) to throttle down all engines simultaneously. The throttles were not operated by the pilot but by the mechanic or the deputy commander on instructions from the pilot.
Other items known to be fitted to Ship II were an arrow indicator operated by the artillery officer which resembled a ship's engine room telegraph in a way, he turned it and the action was repeated on a similar arrow in the pilot's sight. A stand was also provided for the camera. Extra bombs of smaller caliber could be carried in and held with leather straps until required for use. These smaller bombs and missiles could be hand dropped through the bomb hatch or thrown out of the open door. The angular frame fitted on the nose (centrally in the case of Ship II but offset to port on other machines) was a simple artificial horizon devised by Igor Sikorsky. It had small horizontal strips fitted which helped the pilot to judge approach angles while landing, a critical period as far as handling the IM was concerned.
Additional notes:
It should be noted that the IM was supplied with several instruments and items on which information is, at present lacking. In consequence, rather than fictionalize them they have been omitted from the drawings. There was a compass (possibly two) fitted within the pilot's sight and probably on the floor as the compass was also needed by the artillery officer while using the bomb sight. The actual position is not known, neither is the position of the throttles. A throttle for each engine was provided as well as a multiple control (Avtolog) to throttle down all engines simultaneously. The throttles were not operated by the pilot but by the mechanic or the deputy commander on instructions from the pilot.
Other items known to be fitted to Ship II were an arrow indicator operated by the artillery officer which resembled a ship's engine room telegraph in a way, he turned it and the action was repeated on a similar arrow in the pilot's sight. A stand was also provided for the camera. Extra bombs of smaller caliber could be carried in and held with leather straps until required for use. These smaller bombs and missiles could be hand dropped through the bomb hatch or thrown out of the open door. The angular frame fitted on the nose (centrally in the case of Ship II but offset to port on other machines) was a simple artificial horizon devised by Igor Sikorsky. It had small horizontal strips fitted which helped the pilot to judge approach angles while landing, a critical period as far as handling the IM was concerned.
Igor Ivanovich Sikorsky
Sikorsky Il'ya Muromets S-24 (G-1)
The first G-1 (R-BVZ No. 183) was completed in December 1915. It carried a crew of six and was powered by four Sunbeam 150hp engines. As with the "V" series, the types of engines varied. The second G-1 (R-BVZ No. 187) was powered by four 125hp Argus engines, and the third G-1 (R-BVZ No. 190) was powered by four 140hp Argus engines. The fourth machine (R-BVZ No. unknown) used four 160hp Sunbeams. Several partially completed G-1's were modified into later G-2, G-3, and G-4 configurations.
Sikorsky Il'ya Muromets S-25 Series (G-2, G-3, G-4)
The first G-2 was built in the winter of 1916, then production shifted to the G-3 and G-4. However, several additional G-2s were built by early 1918, for a total of eight G-2 aircraft. The first G-2 also carried the name "Kievskiy."
For self defense, the first G-2 had a large rectangular fuel tank on top of the fuselage, with a small gap through which a machine gunner could stand, with his head and shoulders above the upper wing. Once in this position the gunner usually had two machine guns (one forward-firing and one aft-firing). Two additional machine gun stations were positioned immediately aft of the wings where hatches on each side of the fuselage were located. Perhaps the most innovative gunner's position on the G-2 was the tail-gunner's. To reach this position in flight, the crewman rode a small railed cart though the fuselage to the tail section.
The first G-2 was equipped with four 160hp Beardmore engines; however, the seven production machines were powered with either RBZ-6 or Renault engines. The production machines also replaced the single rectangular fuel tank with two long torpedo-shaped tanks arranged in a side-by-side configuration. All the G-2 aircraft survived through the Russian Civil War and eventually were converted to passenger-carrying airliners. The last machine was scrapped in 1924.
The first G-3 was completed in early 1916, followed by four additional G-3s in 1916-1917, and three more during the Russian Revolution.
The G-3s were powered by two 220hp Renault engines (inboard), and two 150hp R-BVZ-6 engines (outboard). Two large rudders were mounted near the outboard tips of the stabilizer. Two fixed fins, one above and one below the tail, were added for stability. Defensive positions included a large waist-gunner's opening on each side of the fuselage, an aft belly hatch for fire below, and a slightly enlarged tail-gunner's position. Armament consisted of six machine guns and an average bomb load of 400 pounds. Although the first two machines in the series had fuel tanks mounted between the upper wing and fuselage top, other G-3s had two large cylindrical tanks mounted on the top wing center-section.
The last version in the series, the G-4, like the G-3, was powered by two Renault and two R-BVZ-6 engines. The prototype was completed and tested in July 1917. Although this "G" version probably performed best of all, it was built in very small numbers (perhaps only four) because of the civil disorders prior to the October Revolution.
Model: S-23V (#167) S-24G-1 S-25G-2 S-25G-3 S-26D-1 S-26D-2 S-27E
Year: 1915 1916 1916 1916 1916 1916 1917
Engine(s) type: 150hp R-BVZ x4 160hp Sunbeam x4 160hp Beardmore x4 220hp Renault x2 150hp R-BVZ x2 150hp Sunbeam x4 150hp Sunbeam x4 220hp Renault x4
Length, m: 27.5 17.1 17.1 17.1 15.5 17 18.8
WingSpan, m: top/bottom 29.8/21 30.87/22 30.87/22 30.87/22 24.9/17.6 29.7/29.7 34.5/26.6
Wing Area, m2: 125 148 159.6 159.6 132 148 220
Wt. empty, kg: 3500 3800 3800 3800 3150 3800 5000
Wt. fuel/ oil, kg: 600 650 686 656 690 540 920
Wt. load, kg: 1500 1560 1700 1500 1250 1400 2460
Wt. flying, kg: 5000 5400 5500 5300 4400 5200 7460
Wingload, kg/m2: 40 36.5 34.5 33.2 33.2 35.5 34.2
Powerload, kg/hp: 8.3 8.4 8.6 7.1 7.3 8.5 8.5
Speed, km/h: 120 135 137 120 120 110 130
Sikorsky Il'ya Muromets S-24 (G-1)
The first G-1 (R-BVZ No. 183) was completed in December 1915. It carried a crew of six and was powered by four Sunbeam 150hp engines. As with the "V" series, the types of engines varied. The second G-1 (R-BVZ No. 187) was powered by four 125hp Argus engines, and the third G-1 (R-BVZ No. 190) was powered by four 140hp Argus engines. The fourth machine (R-BVZ No. unknown) used four 160hp Sunbeams. Several partially completed G-1's were modified into later G-2, G-3, and G-4 configurations.
Sikorsky Il'ya Muromets S-25 Series (G-2, G-3, G-4)
The first G-2 was built in the winter of 1916, then production shifted to the G-3 and G-4. However, several additional G-2s were built by early 1918, for a total of eight G-2 aircraft. The first G-2 also carried the name "Kievskiy."
For self defense, the first G-2 had a large rectangular fuel tank on top of the fuselage, with a small gap through which a machine gunner could stand, with his head and shoulders above the upper wing. Once in this position the gunner usually had two machine guns (one forward-firing and one aft-firing). Two additional machine gun stations were positioned immediately aft of the wings where hatches on each side of the fuselage were located. Perhaps the most innovative gunner's position on the G-2 was the tail-gunner's. To reach this position in flight, the crewman rode a small railed cart though the fuselage to the tail section.
The first G-2 was equipped with four 160hp Beardmore engines; however, the seven production machines were powered with either RBZ-6 or Renault engines. The production machines also replaced the single rectangular fuel tank with two long torpedo-shaped tanks arranged in a side-by-side configuration. All the G-2 aircraft survived through the Russian Civil War and eventually were converted to passenger-carrying airliners. The last machine was scrapped in 1924.
The first G-3 was completed in early 1916, followed by four additional G-3s in 1916-1917, and three more during the Russian Revolution.
The G-3s were powered by two 220hp Renault engines (inboard), and two 150hp R-BVZ-6 engines (outboard). Two large rudders were mounted near the outboard tips of the stabilizer. Two fixed fins, one above and one below the tail, were added for stability. Defensive positions included a large waist-gunner's opening on each side of the fuselage, an aft belly hatch for fire below, and a slightly enlarged tail-gunner's position. Armament consisted of six machine guns and an average bomb load of 400 pounds. Although the first two machines in the series had fuel tanks mounted between the upper wing and fuselage top, other G-3s had two large cylindrical tanks mounted on the top wing center-section.
The last version in the series, the G-4, like the G-3, was powered by two Renault and two R-BVZ-6 engines. The prototype was completed and tested in July 1917. Although this "G" version probably performed best of all, it was built in very small numbers (perhaps only four) because of the civil disorders prior to the October Revolution.
Model: S-23V (#167) S-24G-1 S-25G-2 S-25G-3 S-26D-1 S-26D-2 S-27E
Year: 1915 1916 1916 1916 1916 1916 1917
Engine(s) type: 150hp R-BVZ x4 160hp Sunbeam x4 160hp Beardmore x4 220hp Renault x2 150hp R-BVZ x2 150hp Sunbeam x4 150hp Sunbeam x4 220hp Renault x4
Length, m: 27.5 17.1 17.1 17.1 15.5 17 18.8
WingSpan, m: top/bottom 29.8/21 30.87/22 30.87/22 30.87/22 24.9/17.6 29.7/29.7 34.5/26.6
Wing Area, m2: 125 148 159.6 159.6 132 148 220
Wt. empty, kg: 3500 3800 3800 3800 3150 3800 5000
Wt. fuel/ oil, kg: 600 650 686 656 690 540 920
Wt. load, kg: 1500 1560 1700 1500 1250 1400 2460
Wt. flying, kg: 5000 5400 5500 5300 4400 5200 7460
Wingload, kg/m2: 40 36.5 34.5 33.2 33.2 35.5 34.2
Powerload, kg/hp: 8.3 8.4 8.6 7.1 7.3 8.5 8.5
Speed, km/h: 120 135 137 120 120 110 130
An Il'ya Muromets type G-3 with a combination of Renault (outboard) and R-BVZ (inboard) engines.
Ilya Muromets Type G with Russo-Baltic engines
Ilya Muromets Type G with Russo-Baltic engines
«ИМ» тип Г, заводской №280 («5-й боевой корабль» Дивизиона воздушных кораблей), Западный фронт, август 1920 г.
The tail gunner's position in an Il'ya Muromets. Pliat shot down a German fighter for his second confirmed victory from such a position.
The tail gunner's position in an Il'ya Muromets. Pliat shot down a German fighter for his second confirmed victory from such a position.
Igor Ivanovich Sikorsky
Sikorsky S-17
Two S-17 prototypes were built in the winter of 1916 and sent to the front for evaluation. Although technical data in unavailable, some sources suggest the machine was very similar to the S-16. The S-17 was heavily armored and powered by a 150hp Sunbeam engine. One machine crashed in early 1917 and the fate of the second is unknown.
Sikorsky Aircraft Data
Model: S-17 S-18 S-19 S-20 S-21 (1st Grand) S-21 (2nd Grand) S-21 (3rd Grand)
Year: 1916 1916 1916 1916 1913 1913 1913
Engine(s) type: 150hp Sunbeam 150hp Sunbeam x2 150hp Sunbeam x2 120hp LeRhone 100hp Argus x2 100hp Argus x4 (2 push/2 trac.) 100hp Argus (tractor)
Length, m: - - 17.1 7.6 20 20 20
Wing Span, m: top/bottom 13.8 16.5/15.3 28 11.6 27/20 27/20 27/20
Wing Area, m2: 43.5 58 - 26.0 120 120 120
Wt. empty, kg: 845 1485 - 395 3000 3400 3500
Wt. fuel/oil, kg: 160 380 - 65 150 250 250
Wt. load, kg: 342 600 - 175 400 600 700
Wt. flying, kg: 1190 2100 - 570 3400 4000 4200
Wingload, kg/m2: 26.7 36.2 - 33.5 28.5 33 35
Powerload, kg/hp: 8.5 7 - 10 18 11 11.5
Speed, km/h: - - 115 190 80 90 90
Sikorsky S-17
Two S-17 prototypes were built in the winter of 1916 and sent to the front for evaluation. Although technical data in unavailable, some sources suggest the machine was very similar to the S-16. The S-17 was heavily armored and powered by a 150hp Sunbeam engine. One machine crashed in early 1917 and the fate of the second is unknown.
Sikorsky Aircraft Data
Model: S-17 S-18 S-19 S-20 S-21 (1st Grand) S-21 (2nd Grand) S-21 (3rd Grand)
Year: 1916 1916 1916 1916 1913 1913 1913
Engine(s) type: 150hp Sunbeam 150hp Sunbeam x2 150hp Sunbeam x2 120hp LeRhone 100hp Argus x2 100hp Argus x4 (2 push/2 trac.) 100hp Argus (tractor)
Length, m: - - 17.1 7.6 20 20 20
Wing Span, m: top/bottom 13.8 16.5/15.3 28 11.6 27/20 27/20 27/20
Wing Area, m2: 43.5 58 - 26.0 120 120 120
Wt. empty, kg: 845 1485 - 395 3000 3400 3500
Wt. fuel/oil, kg: 160 380 - 65 150 250 250
Wt. load, kg: 342 600 - 175 400 600 700
Wt. flying, kg: 1190 2100 - 570 3400 4000 4200
Wingload, kg/m2: 26.7 36.2 - 33.5 28.5 33 35
Powerload, kg/hp: 8.5 7 - 10 18 11 11.5
Speed, km/h: - - 115 190 80 90 90
Igor Ivanovich Sikorsky
Sikorsky Il'ya Muromets (S-26 "D-1" and "D-2")
The D-1 and D-2 prototype aircraft were built in late 1915, during a production break between the G-1 and G-2 variants. The D-1 was smaller than the other Il'ya Muromets and powered by four 150hp Sunbeams in a tractor-pusher configuration on each side of the fuselage. The second prototype (D-2), was slightly longer and had its four Sunbeam engines mounted conventionally.
The major innovation of the S-26 was its structural design; the forward fuselage and center wing panels, with engine mounts, were designed as a single unit. Engines, outer wing panels, and the aft fuselage were attached to the center "core" of this structure. The eight-foot-high forward cabin was completely glass-paneled (floor to ceiling). The aircraft had a three-man crew; pilot, navigator/bombardier, and mechanic/gunner.
The D-1 was first flown in January 1916, but due to poor performance it was scrapped soon afterwards. The D-2 was tested in February 1916 and flew satisfactorily. This machine was sent to the front; however, further "D" production plans were canceled in favor of the "G" version aircraft.
Model: S-23V (#167) S-24G-1 S-25G-2 S-25G-3 S-26D-1 S-26D-2 S-27E
Year: 1915 1916 1916 1916 1916 1916 1917
Engine(s) type: 150hp R-BVZ x4 160hp Sunbeam x4 160hp Beardmore x4 220hp Renault x2 150hp R-BVZ x2 150hp Sunbeam x4 150hp Sunbeam x4 220hp Renault x4
Length, m: 27.5 17.1 17.1 17.1 15.5 17 18.8
WingSpan, m: top/bottom 29.8/21 30.87/22 30.87/22 30.87/22 24.9/17.6 29.7/29.7 34.5/26.6
Wing Area, m2: 125 148 159.6 159.6 132 148 220
Wt. empty, kg: 3500 3800 3800 3800 3150 3800 5000
Wt. fuel/ oil, kg: 600 650 686 656 690 540 920
Wt. load, kg: 1500 1560 1700 1500 1250 1400 2460
Wt. flying, kg: 5000 5400 5500 5300 4400 5200 7460
Wingload, kg/m2: 40 36.5 34.5 33.2 33.2 35.5 34.2
Powerload, kg/hp: 8.3 8.4 8.6 7.1 7.3 8.5 8.5
Speed, km/h: 120 135 137 120 120 110 130
Sikorsky Il'ya Muromets (S-26 "D-1" and "D-2")
The D-1 and D-2 prototype aircraft were built in late 1915, during a production break between the G-1 and G-2 variants. The D-1 was smaller than the other Il'ya Muromets and powered by four 150hp Sunbeams in a tractor-pusher configuration on each side of the fuselage. The second prototype (D-2), was slightly longer and had its four Sunbeam engines mounted conventionally.
The major innovation of the S-26 was its structural design; the forward fuselage and center wing panels, with engine mounts, were designed as a single unit. Engines, outer wing panels, and the aft fuselage were attached to the center "core" of this structure. The eight-foot-high forward cabin was completely glass-paneled (floor to ceiling). The aircraft had a three-man crew; pilot, navigator/bombardier, and mechanic/gunner.
The D-1 was first flown in January 1916, but due to poor performance it was scrapped soon afterwards. The D-2 was tested in February 1916 and flew satisfactorily. This machine was sent to the front; however, further "D" production plans were canceled in favor of the "G" version aircraft.
Model: S-23V (#167) S-24G-1 S-25G-2 S-25G-3 S-26D-1 S-26D-2 S-27E
Year: 1915 1916 1916 1916 1916 1916 1917
Engine(s) type: 150hp R-BVZ x4 160hp Sunbeam x4 160hp Beardmore x4 220hp Renault x2 150hp R-BVZ x2 150hp Sunbeam x4 150hp Sunbeam x4 220hp Renault x4
Length, m: 27.5 17.1 17.1 17.1 15.5 17 18.8
WingSpan, m: top/bottom 29.8/21 30.87/22 30.87/22 30.87/22 24.9/17.6 29.7/29.7 34.5/26.6
Wing Area, m2: 125 148 159.6 159.6 132 148 220
Wt. empty, kg: 3500 3800 3800 3800 3150 3800 5000
Wt. fuel/ oil, kg: 600 650 686 656 690 540 920
Wt. load, kg: 1500 1560 1700 1500 1250 1400 2460
Wt. flying, kg: 5000 5400 5500 5300 4400 5200 7460
Wingload, kg/m2: 40 36.5 34.5 33.2 33.2 35.5 34.2
Powerload, kg/hp: 8.3 8.4 8.6 7.1 7.3 8.5 8.5
Speed, km/h: 120 135 137 120 120 110 130
Igor Ivanovich Sikorsky
Sikorsky Il'ya Muromets (S-27 "E" Series)
The "E" prototype was completed at the end of 1916, and powered by four 220hp Renault engines. With a wing span of 102 feet and a gross weight at take-off of 15,5000 pounds, the S-27 was the biggest and heaviest version of the Il'ya Muromets series.
The prototype E did not have a tail-gun; however, at a midships position, it had a retractable, aft-facing belly-gun position. The nose had additional glass panels added for better visibility. With a crew of eight and armed with five machine guns, the S-27 prototype was sent to the front in early 1917.
Between February and March 1917, the prototype "E" was joined by two production "E" models, identified as aircraft "E-1" and "E-2." This machine had some changes that included a tail gunner's position, armament increased to eight machine guns, and a crew of eight; two pilots, one mechanic, and five gunners.
At least five more "E" versions built during 1917 were tested and stored at the R-BVZ's facilities at Komandantsky Aircraft. Later, these "E" machines would become part of the Soviet Air Force.
Sikorsky Il'ya Muromets (S-27 "E" Series)
The "E" prototype was completed at the end of 1916, and powered by four 220hp Renault engines. With a wing span of 102 feet and a gross weight at take-off of 15,5000 pounds, the S-27 was the biggest and heaviest version of the Il'ya Muromets series.
The prototype E did not have a tail-gun; however, at a midships position, it had a retractable, aft-facing belly-gun position. The nose had additional glass panels added for better visibility. With a crew of eight and armed with five machine guns, the S-27 prototype was sent to the front in early 1917.
Between February and March 1917, the prototype "E" was joined by two production "E" models, identified as aircraft "E-1" and "E-2." This machine had some changes that included a tail gunner's position, armament increased to eight machine guns, and a crew of eight; two pilots, one mechanic, and five gunners.
At least five more "E" versions built during 1917 were tested and stored at the R-BVZ's facilities at Komandantsky Aircraft. Later, these "E" machines would become part of the Soviet Air Force.
'Ilya Muromets' heavy bomber at Pleskau in 1916. This variant had a much enlarged crew cabin.
An lI'ya Muromets type E at Pskov in the summer of 1916.
An lI'ya Muromets type E at Pskov in the summer of 1916.
Igor Ivanovich Sikorsky
Sikorsky S-18
The S-18 was a large, twin-engined biplane completed in May 1917. The fuselage was armor-plated around the cockpits and the remainder was a mix of wood and fabric construction. Designed for a crew of two, a gunner-observer was positioned in the nose and a pilot in a separate cockpit. The lower nose of the fuselage was glazed to allow a clear field of view. Two 150hp Sunbeam engines drove pusher propellers and were water-cooled by radiators placed in front of the engines. The ultimate fate of the S-18 is unknown.
Sikorsky Aircraft Data
Model: S-17 S-18 S-19 S-20 S-21 (1st Grand) S-21 (2nd Grand) S-21 (3rd Grand)
Year: 1916 1916 1916 1916 1913 1913 1913
Engine(s) type: 150hp Sunbeam 150hp Sunbeam x2 150hp Sunbeam x2 120hp LeRhone 100hp Argus x2 100hp Argus x4 (2 push/2 trac.) 100hp Argus (tractor)
Length, m: - - 17.1 7.6 20 20 20
Wing Span, m: top/bottom 13.8 16.5/15.3 28 11.6 27/20 27/20 27/20
Wing Area, m2: 43.5 58 - 26.0 120 120 120
Wt. empty, kg: 845 1485 - 395 3000 3400 3500
Wt. fuel/oil, kg: 160 380 - 65 150 250 250
Wt. load, kg: 342 600 - 175 400 600 700
Wt. flying, kg: 1190 2100 - 570 3400 4000 4200
Wingload, kg/m2: 26.7 36.2 - 33.5 28.5 33 35
Powerload, kg/hp: 8.5 7 - 10 18 11 11.5
Speed, km/h: - - 115 190 80 90 90
Sikorsky S-18
The S-18 was a large, twin-engined biplane completed in May 1917. The fuselage was armor-plated around the cockpits and the remainder was a mix of wood and fabric construction. Designed for a crew of two, a gunner-observer was positioned in the nose and a pilot in a separate cockpit. The lower nose of the fuselage was glazed to allow a clear field of view. Two 150hp Sunbeam engines drove pusher propellers and were water-cooled by radiators placed in front of the engines. The ultimate fate of the S-18 is unknown.
Sikorsky Aircraft Data
Model: S-17 S-18 S-19 S-20 S-21 (1st Grand) S-21 (2nd Grand) S-21 (3rd Grand)
Year: 1916 1916 1916 1916 1913 1913 1913
Engine(s) type: 150hp Sunbeam 150hp Sunbeam x2 150hp Sunbeam x2 120hp LeRhone 100hp Argus x2 100hp Argus x4 (2 push/2 trac.) 100hp Argus (tractor)
Length, m: - - 17.1 7.6 20 20 20
Wing Span, m: top/bottom 13.8 16.5/15.3 28 11.6 27/20 27/20 27/20
Wing Area, m2: 43.5 58 - 26.0 120 120 120
Wt. empty, kg: 845 1485 - 395 3000 3400 3500
Wt. fuel/oil, kg: 160 380 - 65 150 250 250
Wt. load, kg: 342 600 - 175 400 600 700
Wt. flying, kg: 1190 2100 - 570 3400 4000 4200
Wingload, kg/m2: 26.7 36.2 - 33.5 28.5 33 35
Powerload, kg/hp: 8.5 7 - 10 18 11 11.5
Speed, km/h: - - 115 190 80 90 90
The S-18's gunner-observer position was located in the nose of the fuselage. The lower portion was covered with glass to allow a clear field of view.
The S-18 prototype during assembly, late winter 1917. This aircraft was equipped with two 150hp Sunbeam engines mounted in a pusher configuration. The engines were water-cooled by large automobile radiators placed in front.
Igor Ivanovich Sikorsky
Sikorsky S-19 (Twin Tail)
Completed in late 1916, the S-19 was a twin-tailboom biplane, with the lower wings set on top of the boom. The booms extended slightly forward of the lower wing and provided a cockpit position, one for the pilot and the other for the forward-firing gunner. Between the two booms and above the center section of the lower wing, two watercooled 150hp Sunbeam engines were mounted back to back, the front engine drove a tractor propeller while the rear engine drove a pusher. Two large fuel tanks were mounted on struts between the wings. One source suggests this machine was designed as heavy ground-attack aircraft. Very little technical data exists on the S-19. The one prototype built proved disappointing. The aircraft was probably scrapped in early 1917.
Sikorsky Aircraft Data
Model: S-17 S-18 S-19 S-20 S-21 (1st Grand) S-21 (2nd Grand) S-21 (3rd Grand)
Year: 1916 1916 1916 1916 1913 1913 1913
Engine(s) type: 150hp Sunbeam 150hp Sunbeam x2 150hp Sunbeam x2 120hp LeRhone 100hp Argus x2 100hp Argus x4 (2 push/2 trac.) 100hp Argus (tractor)
Length, m: - - 17.1 7.6 20 20 20
Wing Span, m: top/bottom 13.8 16.5/15.3 28 11.6 27/20 27/20 27/20
Wing Area, m2: 43.5 58 - 26.0 120 120 120
Wt. empty, kg: 845 1485 - 395 3000 3400 3500
Wt. fuel/oil, kg: 160 380 - 65 150 250 250
Wt. load, kg: 342 600 - 175 400 600 700
Wt. flying, kg: 1190 2100 - 570 3400 4000 4200
Wingload, kg/m2: 26.7 36.2 - 33.5 28.5 33 35
Powerload, kg/hp: 8.5 7 - 10 18 11 11.5
Speed, km/h: - - 115 190 80 90 90
Sikorsky S-19 (Twin Tail)
Completed in late 1916, the S-19 was a twin-tailboom biplane, with the lower wings set on top of the boom. The booms extended slightly forward of the lower wing and provided a cockpit position, one for the pilot and the other for the forward-firing gunner. Between the two booms and above the center section of the lower wing, two watercooled 150hp Sunbeam engines were mounted back to back, the front engine drove a tractor propeller while the rear engine drove a pusher. Two large fuel tanks were mounted on struts between the wings. One source suggests this machine was designed as heavy ground-attack aircraft. Very little technical data exists on the S-19. The one prototype built proved disappointing. The aircraft was probably scrapped in early 1917.
Sikorsky Aircraft Data
Model: S-17 S-18 S-19 S-20 S-21 (1st Grand) S-21 (2nd Grand) S-21 (3rd Grand)
Year: 1916 1916 1916 1916 1913 1913 1913
Engine(s) type: 150hp Sunbeam 150hp Sunbeam x2 150hp Sunbeam x2 120hp LeRhone 100hp Argus x2 100hp Argus x4 (2 push/2 trac.) 100hp Argus (tractor)
Length, m: - - 17.1 7.6 20 20 20
Wing Span, m: top/bottom 13.8 16.5/15.3 28 11.6 27/20 27/20 27/20
Wing Area, m2: 43.5 58 - 26.0 120 120 120
Wt. empty, kg: 845 1485 - 395 3000 3400 3500
Wt. fuel/oil, kg: 160 380 - 65 150 250 250
Wt. load, kg: 342 600 - 175 400 600 700
Wt. flying, kg: 1190 2100 - 570 3400 4000 4200
Wingload, kg/m2: 26.7 36.2 - 33.5 28.5 33 35
Powerload, kg/hp: 8.5 7 - 10 18 11 11.5
Speed, km/h: - - 115 190 80 90 90
Igor Ivanovich Sikorsky
Sikorsky S-20
The S-20 was a single-seat fighter biplane fitted with a 100hp Gnome Monosoupape engine. Completed in September 1916, this machine closely resembled the Nieuport fighter being built under license in Russia. All available data claim the performance of the S-20 equaled the best fighters then operational on the eastern front. At least five machine were built and powered by a slightly larger 120hp Le Rhone engine.
There is evidence that suggests the Russian army liked the S-20. However, the license-built Nieuports were favored so that Igor Sikorsky and the R-BVZ plant would concentrate on production of the improved Il'ya Muromets bombers.
Sikorsky Aircraft Data
Model: S-17 S-18 S-19 S-20 S-21 (1st Grand) S-21 (2nd Grand) S-21 (3rd Grand)
Year: 1916 1916 1916 1916 1913 1913 1913
Engine(s) type: 150hp Sunbeam 150hp Sunbeam x2 150hp Sunbeam x2 120hp LeRhone 100hp Argus x2 100hp Argus x4 (2 push/2 trac.) 100hp Argus (tractor)
Length, m: - - 17.1 7.6 20 20 20
Wing Span, m: top/bottom 13.8 16.5/15.3 28 11.6 27/20 27/20 27/20
Wing Area, m2: 43.5 58 - 26.0 120 120 120
Wt. empty, kg: 845 1485 - 395 3000 3400 3500
Wt. fuel/oil, kg: 160 380 - 65 150 250 250
Wt. load, kg: 342 600 - 175 400 600 700
Wt. flying, kg: 1190 2100 - 570 3400 4000 4200
Wingload, kg/m2: 26.7 36.2 - 33.5 28.5 33 35
Powerload, kg/hp: 8.5 7 - 10 18 11 11.5
Speed, km/h: - - 115 190 80 90 90
Sikorsky S-20
The S-20 was a single-seat fighter biplane fitted with a 100hp Gnome Monosoupape engine. Completed in September 1916, this machine closely resembled the Nieuport fighter being built under license in Russia. All available data claim the performance of the S-20 equaled the best fighters then operational on the eastern front. At least five machine were built and powered by a slightly larger 120hp Le Rhone engine.
There is evidence that suggests the Russian army liked the S-20. However, the license-built Nieuports were favored so that Igor Sikorsky and the R-BVZ plant would concentrate on production of the improved Il'ya Muromets bombers.
Sikorsky Aircraft Data
Model: S-17 S-18 S-19 S-20 S-21 (1st Grand) S-21 (2nd Grand) S-21 (3rd Grand)
Year: 1916 1916 1916 1916 1913 1913 1913
Engine(s) type: 150hp Sunbeam 150hp Sunbeam x2 150hp Sunbeam x2 120hp LeRhone 100hp Argus x2 100hp Argus x4 (2 push/2 trac.) 100hp Argus (tractor)
Length, m: - - 17.1 7.6 20 20 20
Wing Span, m: top/bottom 13.8 16.5/15.3 28 11.6 27/20 27/20 27/20
Wing Area, m2: 43.5 58 - 26.0 120 120 120
Wt. empty, kg: 845 1485 - 395 3000 3400 3500
Wt. fuel/oil, kg: 160 380 - 65 150 250 250
Wt. load, kg: 342 600 - 175 400 600 700
Wt. flying, kg: 1190 2100 - 570 3400 4000 4200
Wingload, kg/m2: 26.7 36.2 - 33.5 28.5 33 35
Powerload, kg/hp: 8.5 7 - 10 18 11 11.5
Speed, km/h: - - 115 190 80 90 90
Experimental Designs by Others Developed at the Lebedev Plant
At least four additional aircraft were built at the Petrograd facility which were the ideas of other inventors.
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The second machine was the "Svyatogor," designed by Vasili Andrianovich Slesarev and built at the Lebedev facility, with production beginning in December, 1914. This giant three-bay biplane had a span of 118 feet and length of 69 feet. It was powered by two 220hp Renault engines inside the fuselage. The two airscrews, located about mid-wing of the large aircraft, were driven by a belt-type transmission. An unusual feature of this machine was its Voisin-style landing gear. Two large wooden wheels of 6.5-foot diameter were located under the lower wing, while the front wheels (also wooden) were directly under the nose. They were not small either, being about five feet in diameter. Expectations of this giant were far beyond any conceivable reality. The machine's excessive weight was too much for 440hp. At the end of 1916, during a taxiing trial, a wheel was caught in a ditch and damaged part of the fuselage and a propeller. Eventually the project was abandoned and the plane was left at the edge of the field, never having left the ground.
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At least four additional aircraft were built at the Petrograd facility which were the ideas of other inventors.
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The second machine was the "Svyatogor," designed by Vasili Andrianovich Slesarev and built at the Lebedev facility, with production beginning in December, 1914. This giant three-bay biplane had a span of 118 feet and length of 69 feet. It was powered by two 220hp Renault engines inside the fuselage. The two airscrews, located about mid-wing of the large aircraft, were driven by a belt-type transmission. An unusual feature of this machine was its Voisin-style landing gear. Two large wooden wheels of 6.5-foot diameter were located under the lower wing, while the front wheels (also wooden) were directly under the nose. They were not small either, being about five feet in diameter. Expectations of this giant were far beyond any conceivable reality. The machine's excessive weight was too much for 440hp. At the end of 1916, during a taxiing trial, a wheel was caught in a ditch and damaged part of the fuselage and a propeller. Eventually the project was abandoned and the plane was left at the edge of the field, never having left the ground.
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Russian Manufacturers' Introduction
V.V. Slyusarenko Aviation Company
This firm was founded in 1913 by sport pilot Vladimir Victorovich Slyusarenko and his wife, Lydia Vissarionovna Zvereva, the first woman pilot in Russia. It started as a repair facility and flying school in Riga, and soon received its first military contract for ten Farman XVI aircraft. This order was completed by the summer of 1914.
When the war began, the plant was moved to Petrograd, where it continued to build French aircraft under license. By the end of August, 1916, Slyusarenko had delivered 40 aircraft - 25 Morane-Saulnier L and 15 Farman XXbis machines.
At that time the plant expanded, occupying an area of 14,110 square yards and employing 460 workers. In 1917 contracts were awarded for 20 Lebed 12s, 45 Morane-Saulnier Gs and 28 Hs, 20 Farman IVs, and 4 Farman XVIs. Most of these were completed and delivered.
Several experimental aircraft were built and tested by Slyusarenko, although most were unsuccessful. One model, a modified Farman XVI, was accepted. It was built as a single-seater with reduced wing span and one less bay in the wing. Powered by an 80hp Gnome, it had a speed of 80 mph.
During the war Slyusarenko produced 138 aircraft, of which 134 were accepted and delivered. However, by the end of 1917 the firm encountered the devastating economic effects of the revolution, and it closed in 1918.
V.V. Slyusarenko Aviation Company
This firm was founded in 1913 by sport pilot Vladimir Victorovich Slyusarenko and his wife, Lydia Vissarionovna Zvereva, the first woman pilot in Russia. It started as a repair facility and flying school in Riga, and soon received its first military contract for ten Farman XVI aircraft. This order was completed by the summer of 1914.
When the war began, the plant was moved to Petrograd, where it continued to build French aircraft under license. By the end of August, 1916, Slyusarenko had delivered 40 aircraft - 25 Morane-Saulnier L and 15 Farman XXbis machines.
At that time the plant expanded, occupying an area of 14,110 square yards and employing 460 workers. In 1917 contracts were awarded for 20 Lebed 12s, 45 Morane-Saulnier Gs and 28 Hs, 20 Farman IVs, and 4 Farman XVIs. Most of these were completed and delivered.
Several experimental aircraft were built and tested by Slyusarenko, although most were unsuccessful. One model, a modified Farman XVI, was accepted. It was built as a single-seater with reduced wing span and one less bay in the wing. Powered by an 80hp Gnome, it had a speed of 80 mph.
During the war Slyusarenko produced 138 aircraft, of which 134 were accepted and delivered. However, by the end of 1917 the firm encountered the devastating economic effects of the revolution, and it closed in 1918.
Famous Russian Aircraft Designers' Introduction
Early Designers
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In 1911 Ivan I. Steglau completed the first of his three aircraft designs. His second machine was built in 1912 and competed in military competition. It incorporated a very innovative design for its time: the use of plywood covering for the wings, which were cantilever. Several of the components were of welded steel tube, including the X-shaped interplane struts. The aircraft was very strong and had a clean appearance. Despite its weight, its low drag gave the machine a speed of 80mph from a 100hp Argus engine. It was no wonder that during international trials Anthony Fokker studied the Steglau no.2, incorporating many of its features in his later aircraft designs. Unfortunately Steglau was not a good pilot, and he damaged his airplane several times during the competition, forcing it to be withdrawn. Due to this the machine's qualities were not realized.
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Early Designers
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In 1911 Ivan I. Steglau completed the first of his three aircraft designs. His second machine was built in 1912 and competed in military competition. It incorporated a very innovative design for its time: the use of plywood covering for the wings, which were cantilever. Several of the components were of welded steel tube, including the X-shaped interplane struts. The aircraft was very strong and had a clean appearance. Despite its weight, its low drag gave the machine a speed of 80mph from a 100hp Argus engine. It was no wonder that during international trials Anthony Fokker studied the Steglau no.2, incorporating many of its features in his later aircraft designs. Unfortunately Steglau was not a good pilot, and he damaged his airplane several times during the competition, forcing it to be withdrawn. Due to this the machine's qualities were not realized.
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Experimental Designs by Others Developed at the Lebedev Plant
At least four additional aircraft were built at the Petrograd facility which were the ideas of other inventors.
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The third aircraft was designed by naval pilot Leitenant (Naval Lieutenant) Georgy Anatolyevich Fride. The machine, the Fride Morskoi Parasol, was built and test-flown in 1916. It was an original idea incorporating the wing of a Morane-Saulnier parasol. The hull had two sets of fins, known as hydrovanes, attached to the underside both fore and aft to help with lifting the plane from the water. The initial flight was unsuccessful with no further production taking place.
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At least four additional aircraft were built at the Petrograd facility which were the ideas of other inventors.
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The third aircraft was designed by naval pilot Leitenant (Naval Lieutenant) Georgy Anatolyevich Fride. The machine, the Fride Morskoi Parasol, was built and test-flown in 1916. It was an original idea incorporating the wing of a Morane-Saulnier parasol. The hull had two sets of fins, known as hydrovanes, attached to the underside both fore and aft to help with lifting the plane from the water. The initial flight was unsuccessful with no further production taking place.
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Famous Russian Aircraft Designers' Introduction
Beginning of Aeronautics in Russia
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The scientist and inventor Konstantin Ye. Tsiolkovsky contributed to the development of Russian aviation with several ideas and designs. Not only did he conceive the idea of an all-metal airship, but he also designed an autopilot, that was described in his work, A Simple Theory of Airships and Their Construction. His most unique contribution was the design of a wind tunnel built by Zhukovsky in 1902 at the Moscow Higher Technical School. This was the first of its kind in Russia and one of the first in the world.
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Beginning of Aeronautics in Russia
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The scientist and inventor Konstantin Ye. Tsiolkovsky contributed to the development of Russian aviation with several ideas and designs. Not only did he conceive the idea of an all-metal airship, but he also designed an autopilot, that was described in his work, A Simple Theory of Airships and Their Construction. His most unique contribution was the design of a wind tunnel built by Zhukovsky in 1902 at the Moscow Higher Technical School. This was the first of its kind in Russia and one of the first in the world.
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Famous Russian Aircraft Designers' Introduction
Early Designers
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In 1910 Nikolai V. Rebikov, an engineer for the newly formed First Russian Aerostatics Company, was put in charge of producing the company's, and Russia's, first aircraft. Two models were built, the Rossiya A and the Rossiya B, which are discussed in detail in their own chapter. Ribokov also helped design the ChUR no.1, which flew in 1912 at the Second Aeronautical Exhibition in Moscow. It was a most unusual design, incorporating a main mid-fuselage wing with a small wing above capable of changing its angle of incidence. Despite its several innovative features, the machine had flaws and was not rebuilt after Rebikov crashed it later the same year.
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Early Designers
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In 1910 Nikolai V. Rebikov, an engineer for the newly formed First Russian Aerostatics Company, was put in charge of producing the company's, and Russia's, first aircraft. Two models were built, the Rossiya A and the Rossiya B, which are discussed in detail in their own chapter. Ribokov also helped design the ChUR no.1, which flew in 1912 at the Second Aeronautical Exhibition in Moscow. It was a most unusual design, incorporating a main mid-fuselage wing with a small wing above capable of changing its angle of incidence. Despite its several innovative features, the machine had flaws and was not rebuilt after Rebikov crashed it later the same year.
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Famous Russian Aircraft Designers' Introduction
Early Designers
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Stabs-Kapitan Yevgenii R. Engels, a military pilot and graduate of a technical college, designed and built two aircraft during 1915-1916. His second, a flying boat, was the more successful. This machine, a single-seat naval fighter, was pusher-driven with a parasol wing and a wooden hull. The wing tips were angled downward, acting as floats. It was tested by Engels in December, 1916, and achieved a speed of 105mph when equipped with a 100hp Gnome engine. On December 18, 1916, during the third test flight, a spar broke, causing the plane to crash, killing Engels. The advantages of Engels flying boat were recognized when an order for 60 was placed by the war department with the Meltser Company, mainly a propeller manufacturer. Only two were produced by the end of September, both with 120hp Le Rhone engines.
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Early Designers
<...>
Stabs-Kapitan Yevgenii R. Engels, a military pilot and graduate of a technical college, designed and built two aircraft during 1915-1916. His second, a flying boat, was the more successful. This machine, a single-seat naval fighter, was pusher-driven with a parasol wing and a wooden hull. The wing tips were angled downward, acting as floats. It was tested by Engels in December, 1916, and achieved a speed of 105mph when equipped with a 100hp Gnome engine. On December 18, 1916, during the third test flight, a spar broke, causing the plane to crash, killing Engels. The advantages of Engels flying boat were recognized when an order for 60 was placed by the war department with the Meltser Company, mainly a propeller manufacturer. Only two were produced by the end of September, both with 120hp Le Rhone engines.
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Famous Russian Aircraft Designers' Introduction
Early Designers
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As mentioned earlier, due to Lomonosov's influence several others attempted to develop a helicopter, including Igor Sikorsky, V.V. Tatarinov, K.A. Antonov, and B.N. Yuriev.
Yuriev, a student of Zhukovsky, made several important steps toward the modern helicopter and received a Gold Medal at the Moscow Aeronautics Exhibition in 1912. His machine was damaged later and lack of funds forced him to discontinue his research. After the civil war, Yuriev was one of the most important individuals in the Soviet Union who contributed toward successful helicopter development.
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Early Designers
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As mentioned earlier, due to Lomonosov's influence several others attempted to develop a helicopter, including Igor Sikorsky, V.V. Tatarinov, K.A. Antonov, and B.N. Yuriev.
Yuriev, a student of Zhukovsky, made several important steps toward the modern helicopter and received a Gold Medal at the Moscow Aeronautics Exhibition in 1912. His machine was damaged later and lack of funds forced him to discontinue his research. After the civil war, Yuriev was one of the most important individuals in the Soviet Union who contributed toward successful helicopter development.
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Curtiss Triad (tactical no. 7) of the Black Sea Fleet, Sevastopol, circa 1913. During 1912-14 the Black Sea Fleet was composed largely of Curtiss seaplanes and flying boats. Michman (Ensign) N. Ragozin is standing second from right.
Curtiss Triad (1911 Model E) at Sevastopol, early 1913. The number "3" can be seen through the thin fabric, resulting in a backwards appearance. Second from left is Michman Victor R. Kachinsky, third from left is Michman Nikolai A. Ragozin, others not identified.
Victor Utgoff standing next to a Curtiss Triad (1911 Model E) with fixed dual controls. The photo is dated December, 1913. The Russians used the Julian calendar, which lagged 13 days behind the Gregorian calendar used by the other Allies and the Central Powers except Turkey (until 1917)
Utgoff at the controls of a Curtiss Triad Model E, Sevastopol, circa 1913. The girl is his fiancee, Lydia Offenburg. The man standing to the right of Victor Utgoff is Curtiss representative Pluym Ochs. This aircraft utilized a pivoting throw-over control wheel, which made it possible to operate the aircraft from either seat.
The Black Sea flyers pose with a Curtiss Triad (1911 Model E) at Sevastopol in late 1914 Back row: left of Curtiss Triad is Nikolai A. Ragozin; right side of Triad is Victor Utgoff. Middle row, left to right: Ivan I. Stakhovsky (commander of the Black Sea air arm); unidentified; Raymond F. Von Essen III; Alexander Mihailov; T.V. Kornilovich; Alexander A. Tufiaev; Boris R. Miklashevski III; N. Wiren; Konstantin M. Lamanov. Front row: A. Jouko (hand-held item censored out of photo making the round black spot); Victor Katchinsky.
Curtiss Triad (serial number "5") with Utgoff at the controls. This photo shows the aircraft has been lowered from the cruiser Kagul and is being positioned for flight, March, 1915.
Curtiss (1913 Model F) flying boat in the foreground and a Curtiss Triad (1911 Model E) in the background, Sevastopol, circa 1913.
Curtiss Triads (1911 type E) tactical numbers "3" and "4," on the concrete dock at Sevastopol, circa 1913. Each aircraft's tactical number was on an anti-skid panel located near the engine bay. The tactical number refers to 'Fleet Number.' Up to October 1916, the tactical numbers were re-allocated to new machines from existing machines which had been scrapped or lost. For example, the original tactical numbers 2-26 were allocated to the Curtiss floatplanes and flying boats in the Black Sea Fleet purchased before 1916. However, the same numbers were then re-allocated to new M.11s received in October 1916.
An aerial view of a metal hangar at Sevastopol, circa 1913. A Curtiss Triad is positioned on the concrete dock/ramp.
Curtiss (1914 F-Boat), Black Sea Fleet, March 1915, Hydro-Cruiser Imperator Nikolai I. (Victorin Kachinsky)
Utgoff (white flying hat and scarf), either landing or taking off a Curtiss (1913 Model F) flying boat, with Ivan I. Stakhovsky (commander of the Black Sea air arm), Sevastopol, October 15, 1913.
Utgoff (in flying hat) at the controls of a Curtiss (1913 Model F) flying boat at Sevastopol, October 15, 1913. Ivan I. Stakhovsky (commander of the Black Sea air arm) is in the aircraft with Utgoff. Pluym Ochs (the Curtiss representative in St. Petersburg) is standing at the far right. A cylinder-shaped fuel tank was located on each side of the Curtiss OX, 100hp, 8 cylinder engine. Half of the foredeck folded forward, providing a boarding ramp.
Black Sea naval officers and Curtiss personnel, Sevastopol, October 15, 1913. Utgoff is standing sixth from left. Ivan I. Stakhovsky (commander of the Black Sea air arm) is standing fourth from left. Others unidentified.
Curtiss Model F flying boat number 15, next to the cruiser Kagul in operations off the Bosporus, March 28, 1915.
Curtiss (1913 Model F) flying boat in the foreground and a Curtiss Triad (1911 Model E) in the background, Sevastopol, circa 1913.
Curtiss flying boats on shore near Sevastopol, mid-1916. The Curtiss in the background is a 1914 Model F boat. The Curtiss in the foreground appears to be a 1913 Model F boat, differing from the 1914 model by the location of the ailerons and the addition of wing-tip extensions. On the 1914 Model F boat the ailerons were attached to the rear spar of the upper wing rather than having the characteristic interplane mounting used by Curtiss. The 1914 model also has the addition of anti-skid fins located on the top wing.
Czar Nicholas II inspecting the seaplane base at Sevastopol in early 1916. Starschi Leitenant Victor Utgoff is in a white tunic next to the man holding a rolled white document. The Czar is to the left of his son, wearing a white tunic (in dark trousers and having a dark beard). Immediately behind the Czar is his son, the Czarevitch Alexis, in a sailor's uniform. Ivan K. Grigorovich, minister of the Imperial Navy (in khaki tunic and light beard) stands to the left of the Czar. Starschi Leitenant Ivan I. Stakhovsky, commander of the Black Sea fleet aviation, is to the right of the Czar, between him and his son. At the left is a Grigorovich flying boat, and beyond it is the hydro-cruiser Imperator Nikolai I.
Princess Eugenie M, Shakhovskaya seated to left in a Wright Flyer. She obtained her pilot's certificate, German certificate number 247, on August 16, 1911, while flying this machine at Johannisthal, Germany.
Bleriot XIbis
The XIbis model had a 50hp Gnome and was sometimes referred to as the "racing Bleriot" as opposed to the "training Bleriot" equipped with a 25hp Anzani engine. Dux began to produce these machines in the summer of 1911. They varied in wing size and were fitted with a slightly different undercarriage than the Anzani-powered aircraft. Other than that, they were virtually identical to the 1909-10 training models.
Dux Bleriot XI
Dux built at least two versions of the Bleriot XI, including this trainer, equipped with a 50hp Gnome. It was larger than the original French design and only a small number were manufactured.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
The XIbis model had a 50hp Gnome and was sometimes referred to as the "racing Bleriot" as opposed to the "training Bleriot" equipped with a 25hp Anzani engine. Dux began to produce these machines in the summer of 1911. They varied in wing size and were fitted with a slightly different undercarriage than the Anzani-powered aircraft. Other than that, they were virtually identical to the 1909-10 training models.
Dux Bleriot XI
Dux built at least two versions of the Bleriot XI, including this trainer, equipped with a 50hp Gnome. It was larger than the original French design and only a small number were manufactured.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
Bleriot 11 serial 296.
A Bleriot XI Artillerie two-seat monoplane, the type Revol-Tissot flew when assigned to escadrille BL.3 at the beginning of the war in France. It was in this type, accompanied by Adjudant Begou as observer, that he performed the first aerial combat for the squadron on October 26, 1914, attacking an enemy plane with a carbine.
A Bleriot XI Artillerie two-seat monoplane, the type Revol-Tissot flew when assigned to escadrille BL.3 at the beginning of the war in France. It was in this type, accompanied by Adjudant Begou as observer, that he performed the first aerial combat for the squadron on October 26, 1914, attacking an enemy plane with a carbine.
A Bleriot aircraft, circa 1916. The Bleriot design was the first aircraft type accepted and purchased by the Russian army for testing in 1911. This type remained in military service as a trainer until 1917
A Caudron G.4. This type was flown by Federov and Lanero during service with escadrille CA2 when they scored three victories during March, 1916, over Verdun. The type was equipped with two 80hp Le Rhone rotary engines, with a center nacelle for the crew. The observer sat in front to operate the machine gun. The G.4 had a top speed of 82mph and a ceiling of 14,000 feet.
A French Caudron G.4 twin-engine bomber and reconnaissance aircraft. Gond flew this type of plane as both a pilot and observer during his service with escadrille C.64. This type was used in Romania also, and Gond provided escort to the units using them on several occasions.
Deperdussin TTs remained in active front service during 1916, and then retired to various flight schools for cadet training.
Farman IV
The Farman IV was the first of many Farman models to serve and be built in Russia.(The Farman III was the first model to be used in Russia, although it was imported from France and most likely not built in Russia.) It was probably the most widely produced aircraft in Russia before and during the war. Almost all Farmans were constructed to a standard design. All were pusher, two-seat biplanes with a triangular boom assembly joined at the tail. Many used rotary or radial engines. All models up to the type XXII had four wheels, set in pairs, on the landing gear. When nacelles were introduced they were of similar shape for several types. Generally, they were all simple and easy to maintain and repair, which was a key reason for their popularity.
The Farman IV was built as a trainer with many modifications by many companies throughout its service life. Most commonly equipped with a 50hp Gnome, it was a three-bay biplane. The original French design was a simple wood structure with wings and tailplane covered by fabric on one side only, with simple ribs of a non-airfoil shape. It had an elevator in the front attached to long booms and completely open seating for the pilot and passengers. Ailerons operated downward only and hung down while the plane was on the ground.
The Farman IV was easy to build and maintain and was inexpensive to produce, making it an affordable trainer. Dux made several modifications to it. The span of the front elevator was larger and the undercarriage runners were lengthened. The wings were improved by incorporating an airfoil shape in the wing ribs and by covering both sides of the wings with fabric. Many were constructed by Dux, but the exact number is unknown.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
The Farman IV was the first of many Farman models to serve and be built in Russia.(The Farman III was the first model to be used in Russia, although it was imported from France and most likely not built in Russia.) It was probably the most widely produced aircraft in Russia before and during the war. Almost all Farmans were constructed to a standard design. All were pusher, two-seat biplanes with a triangular boom assembly joined at the tail. Many used rotary or radial engines. All models up to the type XXII had four wheels, set in pairs, on the landing gear. When nacelles were introduced they were of similar shape for several types. Generally, they were all simple and easy to maintain and repair, which was a key reason for their popularity.
The Farman IV was built as a trainer with many modifications by many companies throughout its service life. Most commonly equipped with a 50hp Gnome, it was a three-bay biplane. The original French design was a simple wood structure with wings and tailplane covered by fabric on one side only, with simple ribs of a non-airfoil shape. It had an elevator in the front attached to long booms and completely open seating for the pilot and passengers. Ailerons operated downward only and hung down while the plane was on the ground.
The Farman IV was easy to build and maintain and was inexpensive to produce, making it an affordable trainer. Dux made several modifications to it. The span of the front elevator was larger and the undercarriage runners were lengthened. The wings were improved by incorporating an airfoil shape in the wing ribs and by covering both sides of the wings with fabric. Many were constructed by Dux, but the exact number is unknown.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
The Farman IV was the standard trainer in Russia. During its service life many modifications were made to the basic type IV, including the addition of an airfoil rib and fabric covering on both sides of the wings instead of only on the upper surface. The ailerons drooped when the plane was at rest because they operated downward only. The airflow held them horizontal during flight. The 50hp Gnome can be seen attached to the rear of the lower wing. The typical Farman four-wheel undercarriage is prominent with its runners to help prevent nose-over accidents. Many of this type were manufactured by Dux.
Seversky in the cockpit of a Farman 4 aircraft while at Gatchina flight school, spring 1915. With his brother as his instructor, Seversky required less than four minutes of training before being pronounced ready to solo. Imperial double-headed eagle is embroidered on Seversky's sweater.
Farman VII
This machine was very similar to the type IV. It was powered by a 50hp Gnome engine and retained the frontal elevator. The wing design was different, being of two-bays, with the lower wing of shorter span than the upper. As with the type IV, the type VII was used as a trainer. Manufacturing involvement by Dux is unknown, but the company probably produced several examples.
Farman IX
The Dux Farman IX was the first in the series to incorporate an enclosed cockpit for the crew. This nacelle also enclosed the fuel tank. Dux originally modified a Farman VII, which was designated a Dux type IX.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
This machine was very similar to the type IV. It was powered by a 50hp Gnome engine and retained the frontal elevator. The wing design was different, being of two-bays, with the lower wing of shorter span than the upper. As with the type IV, the type VII was used as a trainer. Manufacturing involvement by Dux is unknown, but the company probably produced several examples.
Farman IX
The Dux Farman IX was the first in the series to incorporate an enclosed cockpit for the crew. This nacelle also enclosed the fuel tank. Dux originally modified a Farman VII, which was designated a Dux type IX.
Dux-Built Aircraft Data
Specification Meller I Meller II Meller III Dux No.2 Dux Military Bleriot XIbis Bleriot XI Dux Farman IV Farman VII Farman IX
Year Built 1913 1913 1913 1913 1915 1910 1912 1910 1911 1911
Max. Speed, km/h - - - - - 95 90 65 86 90
Landing Spd, km/h - - - - - - - 60 60 60
Engines, number 1 1 1 1 1 1 1 1 1 1
type G-M G-M Salmson Gnome G-M Gnome Gnome Gnome Gnome Gnome
Power, hp 100 100 80 80 100 50 50 50 50 70
Length, m 9.4 8.1 10.5 7.6 7.6 775 7.2 12.5 9.0 8.0
Span, m (U/L) 12.1 13.7 12.4 12.3 11.2 8.9 8.9 10.5 12.0/7.0 12.0/7.0
Wing Area, m2 22.5 35.0 30.0 22.5 18.0 14.5 20.9 41.0 31.0 28.0
Empty Wt., kg 440 460 - - 420 240 295 400 345 260
Fuel Wt., kg 95 100 - - 130 - 30 75 75
Oil Wt., kg 25 total - - total total 35 total total total
Payload, kg 280 250 - - 280 130 145 180 255 225
Gross Wt., kg 720 710 700 370 440 580 600 485
Wing Load, kg/m2 320 20.3 - - 39.0 25.0 21.0 14.0 19.4 17.3
Power, kg/hp 7.2 7.1 - - 7.0 7.4 8.8 11.6 12.0 7.0
Farman XV
The Farman XV was the forerunner of the next three widely-produced models that followed. It incorporated a two-seat nacelle to house the crew. It used many of the construction techniques and most of the materials of earlier Farmans, yet was stronger. Like all early Farmans it was a pusher equipped with a Gnome engine of either 80hp or 100hp. Dux built 18 of these machines, which were a three-bay design with a longer wingspan than the original French version.
Farman XVI
This model was similar to the Farman XV, but with refined wings. The span was shorter, with only two bays of struts, although the upper wing was of much greater length and chord than the lower wing. Several engine types were installed, but the Gnome rotary was usually fitted.
Early in the war the machine was used for reconnaissance, but later it was relegated to training duties. About 300 were produced in Russia, several by Dux.
Farman XX
This model was an improved Farman XVI, strengthened and simplified for ease of maintenance. It was employed as a reconnaissance and training machine. Some were built with dual controls for training. Other than a few refinements, it was virtually identical to the Farman XVI and was powered by the same engine types. The number produced by Dux is unknown, but about 200 were built in Russia.
The Farman XV was the forerunner of the next three widely-produced models that followed. It incorporated a two-seat nacelle to house the crew. It used many of the construction techniques and most of the materials of earlier Farmans, yet was stronger. Like all early Farmans it was a pusher equipped with a Gnome engine of either 80hp or 100hp. Dux built 18 of these machines, which were a three-bay design with a longer wingspan than the original French version.
Farman XVI
This model was similar to the Farman XV, but with refined wings. The span was shorter, with only two bays of struts, although the upper wing was of much greater length and chord than the lower wing. Several engine types were installed, but the Gnome rotary was usually fitted.
Early in the war the machine was used for reconnaissance, but later it was relegated to training duties. About 300 were produced in Russia, several by Dux.
Farman XX
This model was an improved Farman XVI, strengthened and simplified for ease of maintenance. It was employed as a reconnaissance and training machine. Some were built with dual controls for training. Other than a few refinements, it was virtually identical to the Farman XVI and was powered by the same engine types. The number produced by Dux is unknown, but about 200 were built in Russia.
Henri Farman HF.20 with an unknown corps unit. Suk flew this type with the 26 Corps Detachment between January and July, 1916.
Members of the 21st Corps Detachment preparing for a mission in late 1914. The Lebed 7 carries the markings of the squadron on the tail, aircraft 1, and on the fuselage with Roman numerals XXI. The Lebed work number is above that, just aft of the cockpit. The squadron's Farman is also ready for flight.
The 21 st Corps Air Detachment based near Lida, circa fall 1914. The unit's mix of aircraft included at least two types - Henri Farman 20s and Lebed VIIs.
Farman XXII and Farman XXIIbis
These aircraft were also pushers, with the same wing design as previous models. The main difference was an improved undercarriage of curved steel tube struts instead of a series of N-shaped braces. The type XXIIbis was identical to the XXII except for an uprated engine, a 100hp Gnome. The aircraft was used for reconnaissance and later became a trainer. Several were built, but the exact number is unknown.
These aircraft were also pushers, with the same wing design as previous models. The main difference was an improved undercarriage of curved steel tube struts instead of a series of N-shaped braces. The type XXIIbis was identical to the XXII except for an uprated engine, a 100hp Gnome. The aircraft was used for reconnaissance and later became a trainer. Several were built, but the exact number is unknown.
Dux-built Farman XXII. The Farman XXII had a strengthened under-carriage of curved steel tube. A reconnaissance machine, it was equipped with a 80hp Gnome engine. The XXIIbis model was fitted with a 100hp Gnome and had greater performance. Both types were built by Dux.
The Farman XXII was popular as a reconnaissance aircraft and later as a training machine. Equipped with an 80hp Gnome, it was one of the first widely-manufactured Farmans to be built with a nacelle for the crew. Of the 300 produced in Russia, many were built by Dux.
Kokorin seated in the cockpit of a Henri Farman F.22 aircraft while several bombs are loaded on board, winter 1915. An automatic pistol was the armament.
Henri (Anri) Farman H.F.22 with floats (tactical no. 2), circa 1914. In addition to the tactical nos. applied to the Anri Farmans in the Baltic Fleet, several machines also had the Cyrillic letters A (ah) and Ф (eff) added to denoted an AF type aircraft. A unique telegraphic code symbol of Russian letters also appeared on Sikorsky, Grigorovich, and Nieuport aircraft used in the Baltic Sea Fleet.
Farman XXVII
The type XXVII was a three-bay biplane with wings of equal span and chord. It was similar to earlier models except for the use of a 150hp Salmson radial engine. It had a four-wheel undercarriage, with two wheels forward, under the nose, and two main wheels under the wing. It was a two-seat observation aircraft and the pilot sat in front. The observer was equipped with a machine gun attached to a curved bracket in order to fire over the pilot. Dux built 50 of these machines during 1916.
The type XXVII was a three-bay biplane with wings of equal span and chord. It was similar to earlier models except for the use of a 150hp Salmson radial engine. It had a four-wheel undercarriage, with two wheels forward, under the nose, and two main wheels under the wing. It was a two-seat observation aircraft and the pilot sat in front. The observer was equipped with a machine gun attached to a curved bracket in order to fire over the pilot. Dux built 50 of these machines during 1916.
Русский "Фарман" F.27
The Farman XXVII showing its large wingspan and three-bay construction. Notice the change of the undercarriage to a Voisin style with two forward wheels. This aircraft was an improvement over previous Farmans, having better performance. The 150hp Salmson radial replaced the lower-power rotaries of previous models. A two-seat observation plane, it was equipped with a machine gun for the observer. Dux built 50 of the type XXVII models.
The Farman XXVII showing its large wingspan and three-bay construction. Notice the change of the undercarriage to a Voisin style with two forward wheels. This aircraft was an improvement over previous Farmans, having better performance. The 150hp Salmson radial replaced the lower-power rotaries of previous models. A two-seat observation plane, it was equipped with a machine gun for the observer. Dux built 50 of the type XXVII models.
Farman XXX and Farman XXXbis
The Farman XXX reconnaissance machine had its nacelle raised above the lower wing. It was built in two versions, with either a blunt nose or a pointed nose, housing the two crew members. The blunt-nosed version positioned the observer in front, while the pointed-nosed type placed the pilot forward. The machine gun mounting for the pointed-nosed XXX was the same as that for the type XXVII. The blunt-nosed type used a ring mount that was connected to the gunner's seat as a complete assembly, allowing both gun and gunner to pivot together.
The wings were of two-bay construction, with the upper wing of greater span than the lower. Ailerons were fitted to the upper wing only. The engine was usually a 150hp Salmson radial, but several were built with 130hp and 140hp Salmsons. The undercarriage was low to the ground and was a strong design using only two wheels.
The type XXXbis had the upgraded 160hp Salmson engine and also introduced twin exhaust pipes positioned upward, replacing the short individual pipes on every cylinder seen on earlier models. In total, Dux built about 400 type XXX variants.
The Farman XXX reconnaissance machine had its nacelle raised above the lower wing. It was built in two versions, with either a blunt nose or a pointed nose, housing the two crew members. The blunt-nosed version positioned the observer in front, while the pointed-nosed type placed the pilot forward. The machine gun mounting for the pointed-nosed XXX was the same as that for the type XXVII. The blunt-nosed type used a ring mount that was connected to the gunner's seat as a complete assembly, allowing both gun and gunner to pivot together.
The wings were of two-bay construction, with the upper wing of greater span than the lower. Ailerons were fitted to the upper wing only. The engine was usually a 150hp Salmson radial, but several were built with 130hp and 140hp Salmsons. The undercarriage was low to the ground and was a strong design using only two wheels.
The type XXXbis had the upgraded 160hp Salmson engine and also introduced twin exhaust pipes positioned upward, replacing the short individual pipes on every cylinder seen on earlier models. In total, Dux built about 400 type XXX variants.
The Dux factory showing the assembly line for building Farman aircraft. The Dux facility occupied 59,800 square yards and employed more than 2400 workers by the end of the war.
The Dux-built, blunt-nosed Farman XXX. Clearly evident are its raised nacelle and short landing gear. This version placed the pilot in the rear and the observer/gunner in the forward position to operate the machine gun from the pivoting mount attached to the nose.
Also built by Dux, this Farman XXX is the pointed-nose type with the pilot seated in front. Because of their long duration of four hours, these machines played an important role as reconnaissance machines for the corps detachments. Eventually a type XXXbis was introduced with a 160hp Salmson. Dux built about 400 Farman XXX variants.
A Dux-built, blunt-nosed Farman XXX parked in an tent-type hangar at a forward location. Shown to good advantage are the radiators and the attachment of the boom struts and wire bracing fittings.
The Farman F.40 was used by many of the bombing and reconnaissance squadrons in Romania, especially those attached to the Second Aeronautical Group. Gond and his men often provided escort for these units. In a Farman F.40 the Russian commander of the 30th Corps conducted his own observation of his troops. Gond flew escort for that mission.
A Franco-Romanian Farman escadrila with a mixed group of Romanian, French, and Russian crew members. Notice the different styles of uniforms. The Russian officer third from the left appears to be wearing the Order of St George Fourth Class and the Russian fifth from the left is wearing an officer's derrick. The aircraft on the left is a Farman F.40, while the aircraft on the right is a Voisin. The two machine guns are captured Austrian Schwarzlose guns.
FBA flying boat (tactical no. 48) of the Black Sea Fleet, circa 1915. This type was used in large numbers by both fleets in 1913-16. The rudder of this machine displays the naval Cross of St. Andrew (light blue cross on a white field).
An FBA (Franco-British Aircraft) type C flying boat, with a 130-h.p. Clerget engine, Baltic Sea, circa fall 1915. Saint Andrew flags are attached to the outer wing struts.
The Farman VII. This machine differed from the Farman IV in having a shorter bottom wing with two-bays. This model is similar to the type built by Dux which had a nacelle for the crew. Dux produced this model, but the number is unknown.
Maurice Farman Shorthorn floatplane (tactical no. 7), Revel Air Station, winter, 1916. It was common practice to launch floatplanes from inland lakes after ice formed in the winter months.
In winter, it was common for ice to form in the northern areas of the Black Sea and in the Sea of Azov. Ice, when present, reduced flying boat activities at these locations. This required the effective utilization of floatplanes or landbased aircraft. In the Black Sea, it was common practice to launch aircraft from frozen lakes near the bases. Here a Farman MF is preparing to take off on ice and snow. The four men holding the plane will let go when the pilot indicates he is ready to take off. The ramp located at the bottom right corner of the photo was used to launch and retrieve flying boats when ice was not present.
A Maurice Farman Shorthorn (M.F.11) at Revel Air Station (Gulf of Finland), winter, 1915. This type was used by the Baltic and Black Sea Fleets.
The nacelle of this Maurice Farman displays tactical no. M14, Baltic Sea, circa 1914. In addition to having tactical numbers applied, many Maurice Farmans in the Baltic Fleet also had the Cyrillic letters M (em) and Ф (elf) added as a telegraphic code symbol for an MF aircraft.
Morane-Saulnier G
The type G was developed before the war and was used as a two-seat observation aircraft. The cockpit was a single opening for both crew members with limited space - in fact, one large cushion over the fuel tank formed both seats. A mid-wing monoplane, it offered poor downward visibility during reconnaissance missions. The fuselage was a simple wire-braced box structure with fabric covering. The tail had no fixed horizontal or vertical stabilizers. The standard power plant was the 80hp Gnome. The aircraft was transferred from frontline service to training duties by the end of 1915. Small batches were built in Russia, several by Dux.
The type G was developed before the war and was used as a two-seat observation aircraft. The cockpit was a single opening for both crew members with limited space - in fact, one large cushion over the fuel tank formed both seats. A mid-wing monoplane, it offered poor downward visibility during reconnaissance missions. The fuselage was a simple wire-braced box structure with fabric covering. The tail had no fixed horizontal or vertical stabilizers. The standard power plant was the 80hp Gnome. The aircraft was transferred from frontline service to training duties by the end of 1915. Small batches were built in Russia, several by Dux.
Lyubov A. Golanchikova (standing to right) at Johannisthal aerodrome, August 1913. A unidentified German officer poses at extreme left, along with Leon Letord. The aircraft is a Morane Saulnier Monoplane.
The Morane-Saulnier H #162 on which Nesterov made his five-hour flight from St. Petersburg to Moscow in July, 1914.
Victor Federov seated in the cockpit of a Morane Saulnier H. It appears his shoulderboards are that of a Russian Podporuchik (2nd Lieutenant), and the location may be Odessa or Sevastopol where he served as an instructor in 1917.
Alexander Sveshnikov seated in his Morane-Saulnier H when with the 7th Corps Air Detachment, possibly during mid-1915. The Madsen light machine gun has an unusual mount to position it at an angle to fire over the propeller arc. His pogoni (shoulderboard) is not completely visible, but does indicate NCO rank.
Kokorin in the cockpit of his Morane Saulnier H. This was the machine Kokorin used to obtain his victory of January 2, 1917.
A Morane-Saulnier G seen at the Gatchina flight school after a rough landing. This angle offers a good view of the wing shape and box-style fuselage as well as the small cockpit. These machines were used as both observation and training aircraft.
The remains of Morane-Saulnier G #281 after Nesterov's famous ramming attack over the village of Volya-Vysotska. Nesterov and the Austrian crew, pilot Feldwebel Franz Malina and observer Oberleutnant Baron Friedrich Rosenthal of Flik 11, were all killed.
Morane-Saulnier L
The fuselage of the type L was almost the same as that of the type G. The L was also a monoplane, but the wing was mounted above the fuselage in a parasol arrangement. A two-seat reconnaissance plane, it offered a better downward view for the observer. A cutout in the wing was provided for spotting enemy aircraft from above.
Wing-warping was used instead of ailerons, and the aircraft displayed good flight qualities and performed well throughout the early years of the war. It was fitted with either the 80hp Gnome or the 80hp Le Rhone. During its development a vertical stabilizer was added. Machine guns were sometimes mounted for the observer and also for the pilot. The forward gun was first mounted on top of the wing and later on the fuselage deck, with either deflector plates on the propeller or a synchronizer.
Dux built 400 of these machines.
The fuselage of the type L was almost the same as that of the type G. The L was also a monoplane, but the wing was mounted above the fuselage in a parasol arrangement. A two-seat reconnaissance plane, it offered a better downward view for the observer. A cutout in the wing was provided for spotting enemy aircraft from above.
Wing-warping was used instead of ailerons, and the aircraft displayed good flight qualities and performed well throughout the early years of the war. It was fitted with either the 80hp Gnome or the 80hp Le Rhone. During its development a vertical stabilizer was added. Machine guns were sometimes mounted for the observer and also for the pilot. The forward gun was first mounted on top of the wing and later on the fuselage deck, with either deflector plates on the propeller or a synchronizer.
Dux built 400 of these machines.
Morane-Saulnier L built by the Dux aircraft manufacturer. The overall color of this machine was light gray. Russian cockades appeared on the upper and lower surfaces of the wing, both sides of the fuselage, and the wheel covers.
Morane Saulnier L, winter 1915. Smirnov trained in this aircraft while at the Moscow aviation school.
Morane Saulnier L serial number 272. Tomson (standing in center) used this aircraft on numerous missions.
Tkachev, with hand on prop, and Rotmistre V. Brshosovski, his observer standing next in line with hand in pocket, in front of a Morane-Saulnier L Parasol with other officers while assigned to the 10th Army Air Detachment. Together they spotted a German motor column advancing through Mitau on September 10, 1915, to flank the Russian 5th and 10th Armies between Dvinsk and Vilna. The information they supplied to the army staff was used to stop the German advance.
Tkachev preparing for a mission in his Morane-Saulnier L Parasol, possibly during the summer of 1916, when he commanded the 11th Army Air Detachment assigned to the 11th Army under the command of General Sakharov. For his aerial exploits during the Brusilov offensive, June through September, 1916, he was awarded the Golden Sword of Saint George.
Morane-Saulnier L of the 1st Corps Detachment, circa 1915. The overall covering of this machine was plain linen.
Morane Saulnier L. Makeenok performed more than 100 missions with this type of aircraft. Although the Morane Saulnier L was well received by pilots, it required continuous maintenance. This photo shows ground crews adjusting the support cables that ran from the center pylon to the wing.
A standard forward area army park showing aircraft being repaired for their return to service with frontline detachments. A captured Albatros (Rumpler ???) is in the foreground, with a Morane-Saulnier L behind it. Nieuport IV fuselages and Voisin nacelles are also visible.
Additional Morane-Saulnier Models
Described as the Morane-Monocoque, this machine was smaller than the G model, yet similar to it except for the fuselage. It was experimental and was fitted with a 120hp Le Rhone engine. Only one was built by Dux.
The Morane-Saulnier N was nearly identical to the Monocoque. Powered by an 80hp Le Rhone, one aircraft of this version was started at Dux, but it was never finished.
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Described as the Morane-Monocoque, this machine was smaller than the G model, yet similar to it except for the fuselage. It was experimental and was fitted with a 120hp Le Rhone engine. Only one was built by Dux.
The Morane-Saulnier N was nearly identical to the Monocoque. Powered by an 80hp Le Rhone, one aircraft of this version was started at Dux, but it was never finished.
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"Моран-Солнье"N, построенный на московском заводе "Дукс"
Morane-Saulnier N. Russia received a substantial number of these machines in 1915.
Morane-Saulnier N. Russia received a substantial number of these machines in 1915.
Morane Saulnier I No.741. Vakulovsky used this aircraft to obtain his third victory on April 14, 1917.
Smirnov with pilot Alfred Heft from Flieger Abteilung (A)240, Smirnov shot down Heft's aircraft for his fifth confirmed victory, August 23, 1917, Although both men are standing in front of Smirnov's Morane Saulnier I, combat reports indicted Smirnov shot down Heft while flying Nieuport 21 serial number 1514.
Note faulty retouched right wing tip - the triangular fitment on it is in fact the cabane (king post) structure of a distant Morane-Saulnier Type P parasol.
Note faulty retouched right wing tip - the triangular fitment on it is in fact the cabane (king post) structure of a distant Morane-Saulnier Type P parasol.
Aircraft of the 19th Fighter Detachment lined up at Guilche airfield, Galicia, April 1917. The mix of Nieuports (types 10, 16, and 17) are both French-and Russian-built. The Morane Saulnier I was used by Smirnov to score two victories. Standard detachment markings were black skull on white rudder or white skull on black rudder.
Morane Saulnier type I of the 4th Corps Detachment, circa winter 1915. The large tricolor pennant appeared on each side of the fuselage.
Additional Morane-Saulnier Models
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One aircraft designated as the Morane-Biplane was built by Dux in 1917. This machine had an N-type fuselage and was a single-bay biplane equipped with a 110hp Le Rhone and two synchronized Vickers machine guns.
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One aircraft designated as the Morane-Biplane was built by Dux in 1917. This machine had an N-type fuselage and was a single-bay biplane equipped with a 110hp Le Rhone and two synchronized Vickers machine guns.
Morane-Saulnier P (serial 526). The French supplied a large number of these machines in 1915. Overall finish in plain linen. Metal panels and wheel covers are finished in red.
Smirnov with pilot Alfred Heft from Flieger Abteilung (A)240, Smirnov shot down Heft's aircraft for his fifth confirmed victory, August 23, 1917, Although both men are standing in front of Smirnov's Morane Saulnier I, combat reports indicted Smirnov shot down Heft while flying Nieuport 21 serial number 1514.
Note faulty retouched right wing tip - the triangular fitment on it is in fact the cabane (king post) structure of a distant Morane-Saulnier Type P parasol.
Note faulty retouched right wing tip - the triangular fitment on it is in fact the cabane (king post) structure of a distant Morane-Saulnier Type P parasol.
Nieuport IV
The Dux-built Nieuport IV was the standard production model. Equipped with a 70hp Gnome engine, it was used as a reconnaissance aircraft from 1912 through 1915, when it was relegated to training duty. Petr Nesterov performed his famous first loop in one of these machines in September, 1913.
A mid-wing monoplane, the Nieuport IV was mainly a single-seat machine, but could have a rear seat installed behind the pilot. It had a peculiar control system, incorporating foot pedals to operate the warping of the wing while a lever on the side of the cockpit controlled the tail surfaces. One wooden anti-nose-over device was mounted between the wheels of the landing gear to help prevent landing accidents. A few machines built at Dux were fitted with a 100hp Gnome. In total, about 300 Nieuport IV variants were produced in Russia, many built at the Dux plant.
Monoplane 'Dux'
Equipped with a 70hp Gnome rotary engine, this machine was virtually a copy of the Nieuport IV. It was built for the 1912 military competition, where it achieved a maximum speed of 65 mph. This version had an additional seat for a third occupant. Only a few were built.
The Dux-built Nieuport IV was the standard production model. Equipped with a 70hp Gnome engine, it was used as a reconnaissance aircraft from 1912 through 1915, when it was relegated to training duty. Petr Nesterov performed his famous first loop in one of these machines in September, 1913.
A mid-wing monoplane, the Nieuport IV was mainly a single-seat machine, but could have a rear seat installed behind the pilot. It had a peculiar control system, incorporating foot pedals to operate the warping of the wing while a lever on the side of the cockpit controlled the tail surfaces. One wooden anti-nose-over device was mounted between the wheels of the landing gear to help prevent landing accidents. A few machines built at Dux were fitted with a 100hp Gnome. In total, about 300 Nieuport IV variants were produced in Russia, many built at the Dux plant.
Monoplane 'Dux'
Equipped with a 70hp Gnome rotary engine, this machine was virtually a copy of the Nieuport IV. It was built for the 1912 military competition, where it achieved a maximum speed of 65 mph. This version had an additional seat for a third occupant. Only a few were built.
The ever-smiling Olgerts Teteris as a non-commissioned officer, while stationed at Pskov during July 1915. Although it is not confirmed, he is believed to have earned all four classes of the Saint George Cross for NCOs. Eventually he was commissioned with the rank of Praporshik (Ensign). The aircraft is a Nieuport IV monoplane he piloted while at Pskov.
Dux-built Nieuport IV mid-wing monoplane equipped with a 70hp Gnome engine, The Dux name can be seen on the rudder. About 300 were manufactured in Russia and served as reconnaissance and training machines.
A Nieuport IV from the 20th Corps Air Detachment, commanded by Tkachev, probably in 1914. This was most likely the type of aircraft flown by Tkachev when he performed reconnaissance missions during the early months of the war, when the unit was stationed in the sector of the 4th Army during the advance into northern Galicia. Here the squadron is being visited by horse soldiers.
Nesterov standing along side his Nieuport IV at Kiev. On September 8, 1913 (new calendar), Nesterov used this machine to become the world's first flyer to successfully loop an aircraft in the vertical plane.
A standard forward area army park showing aircraft being repaired for their return to service with frontline detachments. A captured Albatros (Rumpler ???) is in the foreground, with a Morane-Saulnier L behind it. Nieuport IV fuselages and Voisin nacelles are also visible.
A Nieuport IV after a heavy landing; apparently the anti-noseover device did not work this time. The view does show to good advantage the outline of the aircraft. The cockades have a thin white ring between the red and blue rings and outside the red outer ring. This was a common feature of all Dux-built machines.
Nieuport 9
Other than the Nieuport IV monoplane of 1912, all Nieuports used during the war were single-bay, V-strut sesquiplanes with a single-spar lower wing. Most were single-seat aircraft, although some were two-seaters. All were powered by rotary engines of different makes and horsepower ratings. The fuselage was a box, wire-braced and linen-covered, with aluminum panels and cowling around the engine area, including a triangular fairing at the rear of the cowl. All main components were of wood except the tail, which was welded steel tube.
Russian-built Nieuports are easily differentiated from their French counterparts by color. The dope used by Dux and other Russian manufacturers was gray, giving a much darker appearance than the French aluminum coloring. Also, the lumber used for the struts was a lighter color than that seen on French machines, clearly showing the use of a different kind of wood.
The Nieuport 9 was strictly a Russian designation; it was a Nieuport 10 airframe with the front cockpit (observer's seat) faired over with a panel. A headrest was added behind the cockpit, which was not on the Nieuport 10. A machine gun was installed on the upper wing to fire over the arc of the propeller. The Nieuport 9 was usually equipped with a 80hp Le Rhone engine, but approximately 20 were built with a 100hp Gnome. The Gnome-powered aircraft had five circular cutouts in the cowl for added cooling.
Production of the Nieuport 9 and 10, like other Nieuport variants, cannot be determined with precision, although it is known that about 700 were built.(This total includes all Nieuports, considered to be fighters, built by all Russian manufacturers, not just those machines built by Dux.)
Nieuport 10 and 10bis
The Nieuport 10 had the same airframe as the Nieuport 9, but was a two-seat reconnaissance aircraft with the observer in the forward cockpit. The standard powerplant was the 80hp Le Rhone. The 10bis had a shorter wing span and was sometimes equipped with a 100hp Gnome, having the same cooling holes in the cowl as that of the Nieuport 9. Dux also built a 10bis with a 110hp Le Rhone engine during 1917.
Other than the Nieuport IV monoplane of 1912, all Nieuports used during the war were single-bay, V-strut sesquiplanes with a single-spar lower wing. Most were single-seat aircraft, although some were two-seaters. All were powered by rotary engines of different makes and horsepower ratings. The fuselage was a box, wire-braced and linen-covered, with aluminum panels and cowling around the engine area, including a triangular fairing at the rear of the cowl. All main components were of wood except the tail, which was welded steel tube.
Russian-built Nieuports are easily differentiated from their French counterparts by color. The dope used by Dux and other Russian manufacturers was gray, giving a much darker appearance than the French aluminum coloring. Also, the lumber used for the struts was a lighter color than that seen on French machines, clearly showing the use of a different kind of wood.
The Nieuport 9 was strictly a Russian designation; it was a Nieuport 10 airframe with the front cockpit (observer's seat) faired over with a panel. A headrest was added behind the cockpit, which was not on the Nieuport 10. A machine gun was installed on the upper wing to fire over the arc of the propeller. The Nieuport 9 was usually equipped with a 80hp Le Rhone engine, but approximately 20 were built with a 100hp Gnome. The Gnome-powered aircraft had five circular cutouts in the cowl for added cooling.
Production of the Nieuport 9 and 10, like other Nieuport variants, cannot be determined with precision, although it is known that about 700 were built.(This total includes all Nieuports, considered to be fighters, built by all Russian manufacturers, not just those machines built by Dux.)
Nieuport 10 and 10bis
The Nieuport 10 had the same airframe as the Nieuport 9, but was a two-seat reconnaissance aircraft with the observer in the forward cockpit. The standard powerplant was the 80hp Le Rhone. The 10bis had a shorter wing span and was sometimes equipped with a 100hp Gnome, having the same cooling holes in the cowl as that of the Nieuport 9. Dux also built a 10bis with a 110hp Le Rhone engine during 1917.
French-built Nieuport 10 (serial 221) of the 4th Corps Detachment, fall 1916. The observer's position was in the forward opening to allow the observer to stand up through it and fire a rifle.
A typical Nieuport 10 of the Army Air Service. The dark color of the fuselage indicates that this machine is finished with a single opaque paint scheme, probably green or reddish-brown.
Nieuport 10 (serial number 160) flown on many missions by Tomson. This photo shows pilot Lt. Vitman and observer Jr. Captain Troitsky before a reconnaissance flight from Molodechvo airfield, January, 1916.
A Nieuport 10 being prepared for flight by the pilot and ground crew. This machine is in plain finish with clear doped linen and natural aluminum cowl and panels.
Nieuport 10 aircraft of the 19th Fighter Detachment, Galicia, fall, 1916. The second aircraft from the right of photo is serial number 720. Smirnov scored his first victory in a Nieuport 10 on January 2, 1917.
Believed to be Kozakov (standing in center) with a Nieuport 10 belonging to the 19th Corps Detachment. All others unidentified, circa spring 1916.
Gilsher sitting with his dog and unidentified personnel of the 7th Fighter Detachment, winter 1916. The aircraft is a Nieuport 10 fitted with skis. The pilots are wearing heavy wool leggings to combat the freezing temperatures.
Nieuport 9 fighter of the Baltic Fleet. Both the Baltic and Black Sea Fleets were equipped with a small number of Nieuport aircraft (types 9,10,17, and 21).
Mahlapuu ready for take off in his French-built Nieuport 9, most likely during late summer 1916. He flew this type on many occasions during his early service with the 12th Fighter Air Detachment, but also logged time in a Nieuport 9 in July 1917. An infantry-type Maxim machine gun is mounted on the upper wing.
Kozakov, ace Russian pilot poses with his Maxim-armed Nieuport 10. The top wing has a V-shaped cutout to allow fitting of the Maxim machine gun. An Imperial Russian crest can be seen on the cowling.
Another Dux-built Nieuport 9. This machine is fitted with a Colt gun on the upper wing to fire above the propeller arc. The cowl with five circular cutouts indicates it is also one of approximately 20 built with a 100hp Gnome engine. The under-wing roundels are shown to good advantage.
Российская одноместная истребительная модификация "Ньюпора-10" с надкрыльевой установкой курсового пулемета "Максим" в обтекателе.
The Dux Nieuport 9 single seater. This aircraft was a single-seat variant of the Nieuport 10 powered by a 80hp Le Rhone and had a headrest for the pilot. It also has a fuel tank mounted on the upper wing. As with most Nieuports manufactured at the Dux plant, this machine has the roundels applied in 14 positions, including both surfaces of the horizontal stabilizer. Gray dope was applied, making Dux-built Nieuports appear darker than the aluminium-painted French-built aircraft.
The Dux Nieuport 9 single seater. This aircraft was a single-seat variant of the Nieuport 10 powered by a 80hp Le Rhone and had a headrest for the pilot. It also has a fuel tank mounted on the upper wing. As with most Nieuports manufactured at the Dux plant, this machine has the roundels applied in 14 positions, including both surfaces of the horizontal stabilizer. Gray dope was applied, making Dux-built Nieuports appear darker than the aluminium-painted French-built aircraft.
Kozakov seated in his Nieuport 10 serial number 222. His hand is on the Maxim's standard trigger button.
Kozakov seated inside his Nieuport 10. The gun's muzzle can be seen extending up through the front edge of the top wing.
Aircraft of the First Combat Air Group lined up in Galicia, April 1917 The first four machines (Nieuport 17, Spad 7, Nieuport 10, and Dux-built Nieuport 17) were used by Kozakov and have rudders decorated with dark skulls on white backgrounds, opposite of other aircraft in the 19th Corps Detachment.
The field of Jezerzany is also occupied by the 1st Combat Group of the Russian Air Force (1st BAG), gathering three fighter squadrons, and led by Captain Alexander Kazakov. While the staff aircraft (the four planes in the foreground) bear a black skull and crossbones on a white background, those of the 19th KAO bear the same skull and crossbones with white reversed colors on a black background. In the background, 6 Nieuports of the 4th KAO can be seen wearing a white six-pointed star on a red background, then, barely visible, the aircraft of the 2nd KAO wearing a yellow ace of spades on a black background, or vice versa.
The field of Jezerzany is also occupied by the 1st Combat Group of the Russian Air Force (1st BAG), gathering three fighter squadrons, and led by Captain Alexander Kazakov. While the staff aircraft (the four planes in the foreground) bear a black skull and crossbones on a white background, those of the 19th KAO bear the same skull and crossbones with white reversed colors on a black background. In the background, 6 Nieuports of the 4th KAO can be seen wearing a white six-pointed star on a red background, then, barely visible, the aircraft of the 2nd KAO wearing a yellow ace of spades on a black background, or vice versa.
Aircraft of the 19th Fighter Detachment lined up at Guilche airfield, Galicia, April 1917. The mix of Nieuports (types 10, 16, and 17) are both French-and Russian-built. The Morane Saulnier I was used by Smirnov to score two victories. Standard detachment markings were black skull on white rudder or white skull on black rudder.
Safonov and his wife, standing next to the Nieuport 10 (in Finnish markings) which they used for escape from Russia in 1918.
Nieuport 10 of the 19th Corps Detachment on its back in 1916. The aircraft's Colt machine gun can be seen lying on the top wing. The unit's skull insignia is on the rudder. The 19th Corps received a large number of these machine in 1916.
Nieuport 10 lying on its back after a bad landing. The fuselage sides display in Cyrillic letters the name of the pilot - Anton I. Mrochkovsky.
Nieuport 11
This machine, known as the Bebe, was smaller than previous models although similar in appearance. The 11 was built strictly as a fighter. It was usually fitted with a 80hp Le Rhone and a machine gun on the upper wing.
Nieuport 16
The type 16 was almost identical to the Nieuport 11. The engine was the 110hp Le Rhone and it retained the horseshoe cowl of previous models. The airframe had a headrest for the pilot, while the Nieuport 11 did not. With greater horsepower it had better performance than the 11.
This machine, known as the Bebe, was smaller than previous models although similar in appearance. The 11 was built strictly as a fighter. It was usually fitted with a 80hp Le Rhone and a machine gun on the upper wing.
Nieuport 16
The type 16 was almost identical to the Nieuport 11. The engine was the 110hp Le Rhone and it retained the horseshoe cowl of previous models. The airframe had a headrest for the pilot, while the Nieuport 11 did not. With greater horsepower it had better performance than the 11.
Pulpe relaxing on the tire of his Nieuport 11 Bebe while with the 10th Fighter Detachment stationed near Rovno, under the command of the Russian 8th Army, June-July 1916. This is possibly the aircraft used to shoot down his fifth victim in the area north of Lutsk.
Adjudant Revol-Tissot (3rd from left), with his squadron mates while serving with escadrille N.38 in the Champagne, September 1916. The other pilots are, from left to right, Sergent Georges Felix Madan, who had just arrived and had not yet scored any of his 41 victories; Sergent Pluvy; and to the right of Revol, Adjudant Gustave Douchy. Revol and Douchy were good friends, and flew many missions together. Douchy finished the war with nine victories, all scored while a member of N.38.
A Nieuport 11 of escadrille N.3 serial number 1405, with a black cat emblem as a personal insignia. It is unknown whose usual mount this was, but many pilots flew it, including Gond. Although it was used on several missions by Gond, he did not score any victories while flying it.
This Dux-built Nieuport 16 is fitted with skis for winter service. The Dux roundels and the distinction between the gray-doped fabric and the aluminum cowl are shown to advantage.
Nieuport 11, pilot and unit unknown. This machine is decorated with a black cat centered in a white circle.
The Nieuport 16 was based on the Nieuport 11. Changes included a headrest and, more important, the engine. A 110hp Le Rhone replaced the 80hp Le Rhone of the Nieuport 11, improving performance. An aluminum panel fairs the rear edge of the cowl to the fuselage. The Colt machine gun appears to be fitted to a mount made in the field, and the pilot has mounted a rear-view mirror in the upper wing cutout.
French-built Nieuport 11, serial number 1161, most likely during early spring of 1917. Mahlapuu logged several hours of combat time in this aircraft, although on March 11, 1917, when he scored his second victory, he was flying the Dux-built Nieuport 11, serial number 1111, accompanied by Praporshik Sherebtzov flying serial number 1161.
French-built Nieuport 11 (serial 1502). This aircraft is finished in a two-tone green and brown pattern, while having undersurfaces of wings in plain linen. Flying surfaces are trimmed in light blue and the cowling remained silver. Cockades appear on lower surfaces of wings.
Kruten entering his Nieuport 11 (serial number 1137). The fuselage, wheel covers, and upper wing surfaces of this French-built machine were finished in a two-tone camouflage pattern (green and brown). The cowling was silver and the under-wing surfaces were plain linen.
A Dux-built Nieuport 16 finished in pale gray and standard markings for the 19th Corps - skull and cross-bones. Leman used this type of aircraft to obtain most of his victories.
A Dux-built Nieuport 16 finished in pale gray and standard markings for the 19th Corps - skull and cross-bones. Leman used this type of aircraft to obtain most of his victories.
Nieuport fighters of the 7th Fighter Detachment just before take-off, Vikturovko airfield, near Tamopol, early June 1917. Gilsher is standing sixth from left. Detachment commander Ivan Orlov is fifth from left. The center aircraft is Gilsher's mount, a French-built Nieuport 11, serial number 1232. The other two aircraft are French-built Nieuport 21 fighters in the standard factory finish of overall silver.
Aircraft of the 19th Fighter Detachment lined up at Guilche airfield, Galicia, April 1917. The mix of Nieuports (types 10, 16, and 17) are both French-and Russian-built. The Morane Saulnier I was used by Smirnov to score two victories. Standard detachment markings were black skull on white rudder or white skull on black rudder.
Capitaine Maurice Gond, commanding officer of escadrille N.3, in front of his Nieuport decorated with an archer.
Maurice Roch Gond with his Nieuport 11, while serving in the Franco-Romanian escadrila N.3. The collar insignia denotes French aviation service, and the cloth pilot's wings are sewn on the left sleeve. The three chevrons on the lower sleeves denote the rank of Capitaine. His Croix de Guerre with star indicates a citation in regimental orders, awarded possibly for service with the 30th Dragoons or escadrilles N.67 or C.64. In addition, he was made a Chevalier de la Legion d'Honneur, and was awarded the Order of Saint George Fourth Class, Order of Saint Anne Third Class, Order of Saint Stanislau Second Class and Third Class from Russia. He also received the Order of Michael the Brave Third Class - Romania's highest award - the Romanian Star with Swords, and the Romanian War Cross. An interesting figure is applied to the fuselage of the Nieuport.
Maurice Roch Gond with his Nieuport 11, while serving in the Franco-Romanian escadrila N.3. The collar insignia denotes French aviation service, and the cloth pilot's wings are sewn on the left sleeve. The three chevrons on the lower sleeves denote the rank of Capitaine. His Croix de Guerre with star indicates a citation in regimental orders, awarded possibly for service with the 30th Dragoons or escadrilles N.67 or C.64. In addition, he was made a Chevalier de la Legion d'Honneur, and was awarded the Order of Saint George Fourth Class, Order of Saint Anne Third Class, Order of Saint Stanislau Second Class and Third Class from Russia. He also received the Order of Michael the Brave Third Class - Romania's highest award - the Romanian Star with Swords, and the Romanian War Cross. An interesting figure is applied to the fuselage of the Nieuport.
Sublocotenent (2nd Lieutenant, Romanian service) Charles Revol-Tissot, seated in his Nieuport 11, while stationed at Tecuci, as a member of Franco-Romanian escadrila N.3. His awards include, the Medaille Militaire, Legion d'Honneur, Cross of Saint George Fourth Class, Medal of Saint George Fourth Class, and the Cross of Saint George Third Class. All awards were received while he held an NCO rank.
The Nieuport flown by Revol-Tissot on his last flight with Franco-Romanian escadrila N.3, on July 10, 1917. Shortly after takeoff his plane burst into flames and forced him to land immediately. He managed to escape the inferno, but his career at N.3 was over. He was evacuated to a rear area hospital for treatment of his wounds.
Ernst Krislanovich Leman in the cockpit of his Nieuport fighter. His awards included: the Order of Saint George, Fourth Class; Order Saint Anne, Fourth Class; Order of Saint Stanislas, Third Class with sword and bow; and the Soldier's Cross of Saint George, Fourth Class. This original charcoal sketch is by Terry Waldron.
French built Nieuport 12 (serial 1043) flown by Shiukov of the 3rd Corps Detachment, This machine is armed with a Mk.1 Lewis machine gun. The aircraft is finished in a two-tone green and red-brown camouflage pattern. Undersides are plain linen. Wing edges are trimmed in light blue.
Nieuport 12 displaying French roundels on each wing panel and red stars on the fuselage and wheel covers. This aircraft crashed on its own field, circa 1916.
Nieuport 17
The Nieuport 17 was the first of the series known as the 15-meter Nieuports (The wing areas of the types 17, 21, 23, and 24bis were all approximately 15 square meters.) built solely as single-seat fighters. Larger than the 11 and 16, it also used the 110hp Le Rhone engine, but with a circular, closed cowl. Armament consisted of either one or two machine guns. Either a synchronized gun mounted on the fuselage could be installed or a gun fitted on the upper wing to fire above the propeller. In some cases, both guns were fitted. These machines had good performance and remained in service from late 1916 until the end of the war in December, 1917.
Nieuport 21
The same size as the Nieuport 17, the Nieuport 21 was equipped with a Le Rhone of only 80hp. Although performance was somewhat less than the 17, the machine handled very well and was enjoyable to fly.
Nieuport 23
The Nieuport 23 was almost two feet longer than the previous two models, and was fitted with the new 120hp Le Rhone, which gave better climb and a little more speed. The only other external difference was the machine gun mounting, which was offset to the starboard side of the fuselage. Many of these machines in service were Dux-built.
The Nieuport 17 was the first of the series known as the 15-meter Nieuports (The wing areas of the types 17, 21, 23, and 24bis were all approximately 15 square meters.) built solely as single-seat fighters. Larger than the 11 and 16, it also used the 110hp Le Rhone engine, but with a circular, closed cowl. Armament consisted of either one or two machine guns. Either a synchronized gun mounted on the fuselage could be installed or a gun fitted on the upper wing to fire above the propeller. In some cases, both guns were fitted. These machines had good performance and remained in service from late 1916 until the end of the war in December, 1917.
Nieuport 21
The same size as the Nieuport 17, the Nieuport 21 was equipped with a Le Rhone of only 80hp. Although performance was somewhat less than the 17, the machine handled very well and was enjoyable to fly.
Nieuport 23
The Nieuport 23 was almost two feet longer than the previous two models, and was fitted with the new 120hp Le Rhone, which gave better climb and a little more speed. The only other external difference was the machine gun mounting, which was offset to the starboard side of the fuselage. Many of these machines in service were Dux-built.
Members of escadrille N.581 at Kamnietz-Padolsk November 1917, standing before the temporary hanger and the squadron's Nieuports,. The closest Nieuport has been equipped with Le Prieur rockets.
Gond in one of the squadron's Nieuports taking off to intercept the enemy. The Germans conducted hit and run raids on the airfield at Tecuci. On some occasions an advance call would come from headquarters, allowing the fighter pilots a few moments to become airborne before the enemy actually arrived.
Nieuport 17, pilot and unit unknown. The aircraft's rudder was decorated with a white witch's head on black background.
Nieuport 17 of the 19th Corps Detachment. Cyrillic letters denote 'BOB.' The pennant of orange and black denotes the orange and black colors for the Order of Saint George. The white skull on black rudder was a unit marking.
A Nieuport 17 of the 19th Corps Fighter Detachment, nicknamed the "Death or Glory" detachment because of the unusual unit markings (white or black skull) applied to the rudder of each aircraft.
Praporschik Longin Lipsky with his Nieuport 17. Lipsky teamed with Smirnov to obtain several victories.
Makeenok, standing second from left, scored several of his victories in this Nieuport 17. This machine's unusual markings included a rudder adorned with a white owl on black shield. The side of the fuselage has a painting depicting a young girl in white dress, carrying a sword and cross. An unfurling flag is located diagonally from her right arm and flowing down across her feet. The flag's colors are unknown but presumed to be Polish in nature. Reportedly, this image was applied to both sides of the aircraft.
Nieuport 17s from the 7th Fighter Detachment, spring 1917. Yanchenko's aircraft (to right of photo) was a Dux-built Nieuport 17. An extra Madsen machine gun is mounted on the top wing and there is a black shield insignia on white background.
Nieuport 21 of the 7th Fighter Detachment flown by Grochowalski. The rudder had a black shield which displayed the Order of Saint George, Fourth Class. Grochowalski survived the war with one victory and later became a key figure in the establishment of the Polish Air Force during 1919-20.
Russian Ensign Alexander Riaboff standing beside his Nieuport 17. His personal marking was the detailed image of Il'ya Muromets flying on an eagle's back which appeared on the rudder.
Dux-built Nieuport 17 with roundels in 14 positions. The unit and date are unknown; however, the red star that appears on the rudder roundel indicates the civil war period. The unusual serpent markings run the length of the fuselage.
Nieuport 17 fighter being positioned on the airfield for a mid-day patrol. The Nieuport was a very light aircraft and easily moved by several men as illustrated by this photograph. Loiko obtained four of his confirmed victories in this type.
Members of the 1st Corps Detachment conduct Sunday Mass. The detachment's aircraft (Nieuport 17s and 21s) have been positioned around a make-shift alter.
The lineup of Nieuports of the 11th Corps Detachment on the Galician Front. Federov served with this unit during 1917. The Star of David, the squadron insignia, is visible on the rudder of the two planes to the right.
Aircraft of the First Combat Air Group lined up in Galicia, April 1917 The first four machines (Nieuport 17, Spad 7, Nieuport 10, and Dux-built Nieuport 17) were used by Kozakov and have rudders decorated with dark skulls on white backgrounds, opposite of other aircraft in the 19th Corps Detachment.
The field of Jezerzany is also occupied by the 1st Combat Group of the Russian Air Force (1st BAG), gathering three fighter squadrons, and led by Captain Alexander Kazakov. While the staff aircraft (the four planes in the foreground) bear a black skull and crossbones on a white background, those of the 19th KAO bear the same skull and crossbones with white reversed colors on a black background. In the background, 6 Nieuports of the 4th KAO can be seen wearing a white six-pointed star on a red background, then, barely visible, the aircraft of the 2nd KAO wearing a yellow ace of spades on a black background, or vice versa.
The field of Jezerzany is also occupied by the 1st Combat Group of the Russian Air Force (1st BAG), gathering three fighter squadrons, and led by Captain Alexander Kazakov. While the staff aircraft (the four planes in the foreground) bear a black skull and crossbones on a white background, those of the 19th KAO bear the same skull and crossbones with white reversed colors on a black background. In the background, 6 Nieuports of the 4th KAO can be seen wearing a white six-pointed star on a red background, then, barely visible, the aircraft of the 2nd KAO wearing a yellow ace of spades on a black background, or vice versa.
Aircraft of the 19th Fighter Detachment lined up at Guilche airfield, Galicia, April 1917. The mix of Nieuports (types 10, 16, and 17) are both French-and Russian-built. The Morane Saulnier I was used by Smirnov to score two victories. Standard detachment markings were black skull on white rudder or white skull on black rudder.
Dux Nieuports which appear finished and ready for delivery. This building, obviously not the factory, is most likely a storage facility to house the completed airplanes until shipment.
Nieuport 23 with Russian pilot Kibanov. Each side of the fuselage displayed a different image of a horse's head. The top deck was decorated with crossed riding crops and a horse shoe for good luck. Kibanov was shot down near Minsk on October 11, 1917.
Although in Russian service, this Nie.23 had apparently retained its French roundels and rudder stripes, but had supplementary flying wires. The pilot's flying suit was generally similar to the British Sidcot.
Although in Russian service, this Nie.23 had apparently retained its French roundels and rudder stripes, but had supplementary flying wires. The pilot's flying suit was generally similar to the British Sidcot.
Sergievsky, with his Dux-built Nieuport 23, while serving as temporary Detachment Commander from June 19, 1917 to September 2, 1917, when Stabs-Kapitan (Staff Captain) Baftalovsky was recovering from his wounds. He flew Nieuport 21s and 23s almost exclusively and developed some of his own aerial tactics during this time.
Lineup of Nieuport aircraft at the front, circa 1917. From right to left - Nieuport 23 (dark rudder with white number 9), French built Nieuport 21.
Nieuport 21 captured by Bolsheviks on the railway station at Kazandshik, circa 1917-18. The fuselage displays the Imperial Russian double-headed eagle, the rudder a serial number "1"
A Nieuport 21 fighter used by Seversky and his detachment, Oesel island, summer 1917. A small Saint Andrew's cross has been painted on the side of the fuselage. The serial number "3" is the same red tone as the fuselage cockade.
An unusually interesting Duks-built Nieuport 21 of the Russian naval air station at Tserel on Osel island in the Baltic. One of a sub-Flight of four (the three others were numbered 6, 7 and 8), it was flown by Ensign Vsevolod Leonidovich Yakovlev in August 1917. The Nieuport’s naval ownership is marked by the small representation of the Russian naval ensign (a blue cross of St Andrew on a white background) on the fuselage side midway between the roundel and the tailplane. That fact notwithstanding, Yakovlev was an army officer.
An unusually interesting Duks-built Nieuport 21 of the Russian naval air station at Tserel on Osel island in the Baltic. One of a sub-Flight of four (the three others were numbered 6, 7 and 8), it was flown by Ensign Vsevolod Leonidovich Yakovlev in August 1917. The Nieuport’s naval ownership is marked by the small representation of the Russian naval ensign (a blue cross of St Andrew on a white background) on the fuselage side midway between the roundel and the tailplane. That fact notwithstanding, Yakovlev was an army officer.
Smirnov scored at least two confirmed victories in his French-built Nieuport 21, serial number 1514. This machine's unusual armament is a Madsen machine gun (fixed in position) and supplied with ammunition from the belt. Discharged cartridges are held in the canister located on the gun's right side.
Nieuport fighters of the 1st Corps detachment. The nearest two machines are Nieuport 21s (serial numbers 2239 and 1932), the farthest machine is a Nieuport 17.
Nieuport fighters of the 7th Fighter Detachment just before take-off, Vikturovko airfield, near Tamopol, early June 1917. Gilsher is standing sixth from left. Detachment commander Ivan Orlov is fifth from left. The center aircraft is Gilsher's mount, a French-built Nieuport 11, serial number 1232. The other two aircraft are French-built Nieuport 21 fighters in the standard factory finish of overall silver.
Mahlapuu posing in front of one of the squadron's Nieuport 21s during the winter in early 1917. The aircraft had been refitted with skis for use on the snow-covered field. The plane is armed with only an upper-wing Lewis machine gun. Mahlapuu has received his promotion to Praporshik as denoted by his shoulderboard insignia, which dates the photo as being taken after his second victory on March 11, 1917.
Nieuport 21 on skis. The men are holding the aircraft until the pilot signals he is ready for takeoff.
Two Nieuport fighters undergoing repair in a typical workshop. F.F. Tereshchenko developed a similar type of repair center on his estate in Chervonny where he repaired many aircraft for frontline units. He also organized a repair service train that traveled to the front area to fix damaged airplanes without having to ship them back to the factories.
The remains of Nieuport 17 (serial number 2232), Kruten was killed in this machine on June 19, 1917.
French-built Nieuport 21, serial number 2176, after a landing mishap. The pilot is unknown, but may be Sergievsky. He was known to have used this aircraft on at least one mission.
Nieuport 17 lying on its back after a bad landing, unit and pilot unknown. The fuselage is decorated with a black bat, white skull, and crossed wooden propeller and sword.
This original oil painting by James Dietz shows Yanchenko removing Juri Gilsher's body from the remains of his crashed Nieuport on the evening of July 20, 1917.
Yevgraph Nikolaevich Kruten beside his Nieuport 17. This original oil painting is by aviation artist James Dietz.
Nieuport 24bis
This model was the same length as the Nieuport 23 with a longer wing span. It also incorporated a new tail design commonly seen on later French versions, the Nieuport 27 and 28. Performance was good, somewhat better than the 23. Very few were built before the war's end.
This model was the same length as the Nieuport 23 with a longer wing span. It also incorporated a new tail design commonly seen on later French versions, the Nieuport 27 and 28. Performance was good, somewhat better than the 23. Very few were built before the war's end.
"Ньюпор-24бис" Красного воздушного флота, 1920 г.
The Nie.24bis saw service with Russian units, and some remained in use in Bolshevik hands. One such was this example, inevitably with red-star markings. Small numbers of this type appeared in late summer, 1917.
The Nie.24bis saw service with Russian units, and some remained in use in Bolshevik hands. One such was this example, inevitably with red-star markings. Small numbers of this type appeared in late summer, 1917.
Lachmann in the cockpit of a R.E.P. N at the R.E.P. School in Buc. The date on the photo is July 20,1914, most likely after a solo flight examination to complete the course of instruction. He was awarded his Brevet no.1721 the following day. It was possible he preferred to be known as Marcel since the photo is signed in that manner.
French-built Spad A.2 (serial 67). The French sold their entire stock of Spad A.2s and A.4s to Russia after deciding the type was not adequate for frontline service.
A Spad A.4 of the 19th Corps Fighter Detachment, Jassy airfield, Romania, February 1917, Smirnov (center of photo) and Lipsky flew several missions in this aircraft.
Ensign Bashinsky standing in front of a Spad A.2 from the 19th Corps Detachment. Bashinsky and Huber operated this aircraft on September 6, 1916, to assist Kozakov in shooting down a German two-seater from Feldflieger Abteilung 46. This was the first aerial victory involving a Russian-operated Spad A.2.
This Spad A.2 served with the Imperial Russian Air Service and was fitted with skis for operations from snow covered airfields. This aircraft carries a rear view mirror attached to the rear fuselage cabane strut.
The SPAD SA.4 was an SA.2 airframe fitted with an 80hp Le Rhone engine and had ailerons on the top wing only.
The SPAD SA.4 was an SA.2 airframe fitted with an 80hp Le Rhone engine and had ailerons on the top wing only.
Closeup of the Spad A.2's power plant - a 9 cylinder, 80 hp Le Rhone 9C rotary engine. With this power plant the aircraft could reportedly reach a top speed of 100 mph.
Spad 7
The SPAD 7 was one of the best fighters employed in Russia during the war. A single-seat, two-bay biplane, the SPAD 7 offered very good performance and flying characteristics. The 150hp Hispano-Suiza engine was fully cowled and fitted with a circular radiator. The synchronized Vickers machine gun was mounted in front of the pilot slightly to starboard of the centerline. Nearly 100 of these machines were built at the Dux plant by the end of 1917.
The SPAD 7 was one of the best fighters employed in Russia during the war. A single-seat, two-bay biplane, the SPAD 7 offered very good performance and flying characteristics. The 150hp Hispano-Suiza engine was fully cowled and fitted with a circular radiator. The synchronized Vickers machine gun was mounted in front of the pilot slightly to starboard of the centerline. Nearly 100 of these machines were built at the Dux plant by the end of 1917.
French-built Spad 7 (serial 1471) after being captured by Germans on November 11, 1917. This aircraft has its rudder marked with a red-blue-white band. The fuselage also has a red band running round it.
A Spad 7 preparing for takeoff. Strizhevsky used this type of aircraft to obtain three of his seven confirmed victories.
Pilots of the 9th Fighter Detachment, early spring 1917. Strizhevsky is standing in first row, center. All others unknown.
Spad 7 used by Kozakov and Esaul (Cossack Captain) Shangin. Kozakov flew this machine on several occasions, but never obtained an aerial victory.
Aircraft of the First Combat Air Group lined up in Galicia, April 1917 The first four machines (Nieuport 17, Spad 7, Nieuport 10, and Dux-built Nieuport 17) were used by Kozakov and have rudders decorated with dark skulls on white backgrounds, opposite of other aircraft in the 19th Corps Detachment.
The field of Jezerzany is also occupied by the 1st Combat Group of the Russian Air Force (1st BAG), gathering three fighter squadrons, and led by Captain Alexander Kazakov. While the staff aircraft (the four planes in the foreground) bear a black skull and crossbones on a white background, those of the 19th KAO bear the same skull and crossbones with white reversed colors on a black background. In the background, 6 Nieuports of the 4th KAO can be seen wearing a white six-pointed star on a red background, then, barely visible, the aircraft of the 2nd KAO wearing a yellow ace of spades on a black background, or vice versa.
The field of Jezerzany is also occupied by the 1st Combat Group of the Russian Air Force (1st BAG), gathering three fighter squadrons, and led by Captain Alexander Kazakov. While the staff aircraft (the four planes in the foreground) bear a black skull and crossbones on a white background, those of the 19th KAO bear the same skull and crossbones with white reversed colors on a black background. In the background, 6 Nieuports of the 4th KAO can be seen wearing a white six-pointed star on a red background, then, barely visible, the aircraft of the 2nd KAO wearing a yellow ace of spades on a black background, or vice versa.
Spad 7 finished in Bolshevik markings. A large number of these machines were delivered to Russia in the summer of 1917, and were quickly taken over by the Bolshevik forces during the civil war.
Coudouret's Spad 7 in Russia during the summer of 1917 with escadrille N.581. Le Prieur rocket tubes are fitted for attacking enemy observation balloons.
Lachmann preparing for a mission. The Spad 7's cowl is dark (possibly red), and Le Prieur anti-balloon rocket tubes are attached to the inner struts.
This photo, of poor quality because it comes from the magazine "la guerre aerienne illustree", shows the SPAD VII of S/Lt Georges Lachmann landing on August 6, 1917 in Vinitsia (Ukraine) on his way back from the city of Kiev, a step among others in a hectic journey back to his squadron in Kamienets-Podolsk which he finally reached on August 8. His aircraft is decorated with his personal symbol, the question mark, and also carries an additional Lewis machine gun mount on the upper wing, which is a local DIY job as SPADs were not equipped with them. (Coll Albin Denis)
Another view of the question mark insignia on Lachmann's Spad. The Lewis machine gun has been removed from the unusual gun mount and Le Prieur rocket tubes are mounted on the struts.
Another view of the question mark insignia on Lachmann's Spad. The Lewis machine gun has been removed from the unusual gun mount and Le Prieur rocket tubes are mounted on the struts.
Lachmann with his Spad 7 while at Kamnietz-Padolsk. It was equipped with a single synchronized Vickers machine gun and an upper wing Lewis machine gun rarely seen on a Spad. His personal markings consisted of the dark (red) cowl and the question mark (le point d'interrogation), probably in red, on the fuselage sides. The Le Prieur rocket tubes have been removed.
A Nieuport 17 and two Spad 7s of N.581 preparing for a mission on the Galacian Front during the summer of 1917. The rear Spad with the dark·colored cowl may be Lachmann's.
Capitaine Argeyev (or d'Argueff, to use the French spelling) beside his Bleriot-built Spad 13, No. 19. The aircraft of each pilot in Spa.124 was identified by a white number on either side of the fuselage, midway between the cockpit and the white band. The numeral was repeated in white on the upper right side of the upper wing and in black on the left lower wing. Argeyev's aircraft had the numeral 19. Every escadrille in Groupe de Combat 21 (GC 21) was identified by a diagonal band on the rear fuselage, Spa.124's band was plain white, as were the cowlings of the unit's Spads. Over the white fuselage band was a helmeted bust of Joan of Arc.
Tellier Flying Boat
A French design, the Tellier flying boat was a two-bay biplane with a pusher-mounted 200hp Hispano-Suiza. It was a three-seat aircraft equipped with one machine gun. It was to be manufactured by Dux during the latter half of 1917, but due to the lack of engines no aircraft were completed. A construction and testing facility was built on the Black Sea coast, where Dux produced 20 sets of wings and hulls.
A French design, the Tellier flying boat was a two-bay biplane with a pusher-mounted 200hp Hispano-Suiza. It was a three-seat aircraft equipped with one machine gun. It was to be manufactured by Dux during the latter half of 1917, but due to the lack of engines no aircraft were completed. A construction and testing facility was built on the Black Sea coast, where Dux produced 20 sets of wings and hulls.
Voisin L
Like the Farmans, all Voisin designs built by Dux were pusher reconnaissance aircraft. All incorporated a steel tube framework with linen-covered wings and flying surfaces, Wood was used for ribs and plywood for the nacelle. They were sturdy and stable in the air, although slow and not maneuverable, Their structure was simple, making this aircraft fairly easy to build and repair. About 400 of all types were built in Russia by all companies.
The Voisin L was the first of this series, It was powered by a 130hp Salmson engine with two large box-type radiators mounted behind the crew in the shape of an inverted V. The nacelle protruded forward from the lower wing and had an unusual undercarriage of four-wheel design, with two at the nose and two under the wing. The wings were of equal span and chord, with ailerons fitted to the upper wing only, and non-streamlined wooden interplane struts,
The pilot was seated in front of the observer, who also operated the machine gun if the aircraft was so equipped. Swiveling gun mountings were in two locations, A forward gun was attached to a bracket raised above the pilot's head. A second mount was behind the observer on a V-shaped bracket that concluded at the leading edge of the upper wing; from this position the gunner could fire rearward. In all cases he had to stand to fire the guns. Voisins could also carry small bomb loads of approximately 400 lb. attached by a variety of racks.
Voisin LA, LAS, LBS
All these versions are similar and became very important to aviation corps detachments throughout the war, performing the majority of reconnaissance missions and bombing raids. They were larger than the Voisin L and used engines of higher horsepower. The LA was powered by the 140hp Salmson, while the LAS and LBS used the 150hp Salmson and occasionally the 160hp Salmson on the latter. The LA had the same non-streamlined struts as the L, while the LAS and LBS changed to streamlined struts. The LBS had a longer wingspan than the LA and LAS. Other than these minor differences, all appeared similar and had similar performance. Dux built only a small number of LBSs; no reliable production numbers are known,
Like the Farmans, all Voisin designs built by Dux were pusher reconnaissance aircraft. All incorporated a steel tube framework with linen-covered wings and flying surfaces, Wood was used for ribs and plywood for the nacelle. They were sturdy and stable in the air, although slow and not maneuverable, Their structure was simple, making this aircraft fairly easy to build and repair. About 400 of all types were built in Russia by all companies.
The Voisin L was the first of this series, It was powered by a 130hp Salmson engine with two large box-type radiators mounted behind the crew in the shape of an inverted V. The nacelle protruded forward from the lower wing and had an unusual undercarriage of four-wheel design, with two at the nose and two under the wing. The wings were of equal span and chord, with ailerons fitted to the upper wing only, and non-streamlined wooden interplane struts,
The pilot was seated in front of the observer, who also operated the machine gun if the aircraft was so equipped. Swiveling gun mountings were in two locations, A forward gun was attached to a bracket raised above the pilot's head. A second mount was behind the observer on a V-shaped bracket that concluded at the leading edge of the upper wing; from this position the gunner could fire rearward. In all cases he had to stand to fire the guns. Voisins could also carry small bomb loads of approximately 400 lb. attached by a variety of racks.
Voisin LA, LAS, LBS
All these versions are similar and became very important to aviation corps detachments throughout the war, performing the majority of reconnaissance missions and bombing raids. They were larger than the Voisin L and used engines of higher horsepower. The LA was powered by the 140hp Salmson, while the LAS and LBS used the 150hp Salmson and occasionally the 160hp Salmson on the latter. The LA had the same non-streamlined struts as the L, while the LAS and LBS changed to streamlined struts. The LBS had a longer wingspan than the LA and LAS. Other than these minor differences, all appeared similar and had similar performance. Dux built only a small number of LBSs; no reliable production numbers are known,
Lineup of the Voisins of escadrille VB.102, Malzeville, winter 1915-16. Coudouret served in this unit with distinction throughout the latter half of 1915 and early 1916, participating in many bombing raids.
A Franco-Romanian Farman escadrila with a mixed group of Romanian, French, and Russian crew members. Notice the different styles of uniforms. The Russian officer third from the left appears to be wearing the Order of St George Fourth Class and the Russian fifth from the left is wearing an officer's derrick. The aircraft on the left is a Farman F.40, while the aircraft on the right is a Voisin. The two machine guns are captured Austrian Schwarzlose guns.
Voisin LA. Although the aircraft appeared fragile, its structure was quite sturdy by 1915-16 standards.
The standard mount of many observation units, the Voisin LA (type 3), equipped with the Salmson (Canton-Unne) 120hp water-cooled radial engine. Many were supplied to Russia by France and several were built under license by the Dux factory. There are tall box-type radiators behind the crew's compartment and two gun mounts. In front is a tripod for a forward-firing gun and the long pole that concludes at the leading edge of the upper wing to mount a machine gun for rearward fire.
Another important aircraft used by the corps detachments was the Voisin L series, This Dux-built Voisin LA shows the two boxed radiators for the Salmson engine. Although no machine guns are fitted, both mounting brackets are in place, one over the pilot and one at the leading edge of the upper wing, If the two guns were installed, the observer could fire forward and behind his aircraft, Unfortunately, he had to do this while standing, The Dux roundel is evident as well as the information table stenciled on the nose, It reads "Maximum load 350 kilograms."
Voisin LA with pilot Jan Dzikowski. This type of aircraft was produced in many Russian factories and also imported from French manufacturers.
Praporshik Olgerts Teteris displaying his pilot's badge and one NCO award of the Cross of Saint George (wearing his cap tipped to his right and seated behind the man holding the tray), surrounded by his fellow members of the 13th Corps Detachment with one of the unit's Voisins. It appears the tray is filled with pastries and may be the occasion of Teteris' commission on December 2, 1916. On some of the NCOs' pogoni (shoulderboards), the roman numeral XIII can be seen, designating the 13th Detachment. Almost all are NCOs or enlisted men, with whom Teteris probably had greater friendships than he did with officers.
Members of the 25th Corps Detachment with one of the unit's Voisins during the summer of 1916. Sergievsky is standing fourth from the left and is displaying his Order of Saint George Fourth Class, earned for action in the infantry. It is believed that Poruchik Khoodjakov is seated in the forward position of the Voisin. Others unidentified.
A Russian Voisin LA, winter 1915-1916. Orlov conducted most of his reconnaissance missions in this type of aircraft.
A Voisin LA. Kruten's first victory was obtained in this type of aircraft on March 6, 1915. This photograph shows the unusual firing position the observer used to aim behind the aircraft.
A Voisin in flight, most likely at a training facility. Bagrovnikov learned to fly Voisins at the Sevastopol Aviation School in 1916, and flew this type for the remainder of the war. He earned his only victory in this type on July 20, 1917, while commanding the 9th Army Air Detachment.
The standard mount of many corps units, the slow but sturdy Voisin, which was still flying when the war ended for Russia. The crews of these planes provided faithful service, demanding the most from their tired machines. Together these aviators and aircraft made commendable teams.
A standard forward area army park showing aircraft being repaired for their return to service with frontline detachments. A captured Albatros (Rumpler ???) is in the foreground, with a Morane-Saulnier L behind it. Nieuport IV fuselages and Voisin nacelles are also visible.
The cockpit of a Voisin showing the wicker pilot's seat and the wooden bench for the observer. The addition of a gun ring is experimental. Instrumentation is sparse. A clock is mounted forward on the port side. A wireless antenna reel is attached to the port side in the rear area and is locked in place by a hook over the handle. The device in the foreground attached to the starboard top edge of the cockpit opening is probably the telegraph sending unit. The throttle quadrant is next to the pilots seat.
Voisin LA (serial B.241), flown by Ensign A. Pankrat'yev, whose name appeared in Cyrillic letters on the side of the nacelle. This aircraft was shot down by Ltn. Thiele of Fl. Abt. 35 on May 21, 1916
Cannon-Voisin
A few of this model Voisin were sent from France. One was built by Dux, with a modified nacelle to install the Colt 1.5-inch gun in the nose, The machine differed from French versions, being modified by Dux designer V.S. Denisov. It was powered by a 225hp Salmson engine and was finished in November, 1915. It passed flight tests and served at the front in a corps unit.
A few of this model Voisin were sent from France. One was built by Dux, with a modified nacelle to install the Colt 1.5-inch gun in the nose, The machine differed from French versions, being modified by Dux designer V.S. Denisov. It was powered by a 225hp Salmson engine and was finished in November, 1915. It passed flight tests and served at the front in a corps unit.