Ilya Muromets  (S-22 “Ilya Muromets”) is the common name for several series of four-engine solid-wood biplanes produced in the Russian Empire at the Russian-Baltic Carriage Works during 1914-1919. On the plane, a number of records were set for cargo capacity, number of passengers, time and maximum flight height. It is the first serial multi-engine bomber in history.

Development and first copies

The aircraft was developed by the aviation department of the Russian-Baltic Carriage Works in St. Petersburg under the direction of I. I. Sikorsky. The technical staff of the department was constituted by such designers as K. K. Ergant, M. F. Klimikseev, A. A. Serebryannikov, V. S. Panasyuk, Prince A. S. Kudashev, G. P. Adler, etc. “Ilya Muromets” appeared as a result of further development of the “Russian Knight” design, during which it turned out to be almost completely redesigned, only the general layout of the aircraft was left without significant changes. and its wing box with four engines mounted in a row on the lower wing, the fuselage was fundamentally new. As a result, with the same four engines produced by Argus in 100 liters. from. the new aircraft had twice the mass of the load and the maximum flight altitude.

In 1915, at the Russo-Balt plant in Riga, engineer Kireev designed the R-BVZ aircraft engine. The engine was a six-cylinder, two-stroke, water-cooled. Car-type radiators were located on its sides. R-BVZ was installed on some modifications of "Ilya Muromets."

Ilya Muromets became the first passenger aircraft in the world. For the first time in aviation history, it was equipped with a comfortable cabin separate from the cabin, bedrooms and even a bathroom with a toilet. The Muromets had heating (engine exhaust) and electric lighting. On the sides were the exits on the lower wing console. The outbreak of World War I and the Civil War in Russia prevented the further development of domestic civil aviation.

The construction of the first car was completed in October 1913. After tests, demonstration flights were made on it and several records were set, in particular, the capacity record: on December 12, 1913, 1,100 kg (the previous record on the Sommer plane was 653 kg), on February 12, 1914, 16 people and a dog were lifted into the air, with a total weight of 1290 kg The plane was piloted by I. I. Sikorsky himself.

The second plane ( IM-B Kiev) On June 4, smaller and with more powerful engines, it raised 10 passengers to a record height of 2000 meters, set a flight duration record on June 5 (6 hours 33 minutes 10 seconds), and made a Petersburg-Kiev flight with one landing June 17 . In honor of this event, the series was called Kiev. B - 3 more aircraft with the name “Kiev” were produced (one of the G-1 series, the other of the G-2, see below).

Aircraft such as the first and Kiev were called series B. In total, 7 copies were produced.

Use during World War I

  By the beginning of the war (August 1, 1914) 4 "Ilya of Muromets" were already built. By September 1914, they were transferred to the Imperial Air Force.

During the war, the production of aircraft began series B, the most massive (30 units released). They differed from the B series in their smaller size and higher speed. The crew consisted of 4 people, some modifications had two engines. Used bombs weighing about 80 kg, less often up to 240 kg. In the fall, the bombing experience of the world's largest, at that time, 410-kilogram bomb was made.

In 1915, production began g series  with a crew of 7 people G-1, in 1916 - G-2  with a shooting cabin, G-3, in 1917 - G-4. In the years 1915-1916 produced three cars d series (DIM). Aircraft production continued until 1918. Aircraft G-2, on one of which (the third in a row with the name “Kievsky”) reached an altitude of 5200 m (at that time - a world record), they were used in the Civil War.

From the combat report:

... In flight (July 5, 1915) at an altitude of about 3200-3500 m, the plane under the command of Lieutenant Bashko was attacked by three German aircraft. The first of them was seen in the lower hatch, and it was 50 meters below our car. Our plane at the same time was over Shebrin, about 40 miles from the front-line position under the command of Lieutenant Smirnov. Lieutenant Smirnov was immediately replaced by Lieutenant Bashko. The German car, possessing greater speed and a large power reserve, quickly overtook our plane and turned out to be 50 meters higher on the right side in front, opening machine-gun fire on our aircraft. At that time, the work of the crew members in the cab of our car was distributed as follows: Lieutenant Smirnov was near the commander, staff captain Naumov opened fire from a machine gun and co-pilot Lavrov from a carbine. During the first enemy attack with machine-gun fire from the enemy machine, both upper tanks with gasoline, a filter of the right engine group, a radiator of the 2nd engine were broken, both gas pipes of the left engine group were broken, the glass of the right front windows was broken and the commander of the aircraft was injured in the head and leg Bashko. Since the gas pipelines to the left engines were broken, immediately the left fenders from the gas tanks were closed and the gas pump of the left tank was turned off. Further, the flight of our car was on two right engines.

The German plane after crossing the road for the first time, tried to attack us again on the left side, but it was met by machine gun and rifle fire from our plane, turned sharply to the right and with a huge tilt went down towards Zamost. After the attack was repelled, Lieutenant Smirnov replaced Lieutenant Bashko, who was ligated with the second pilot Lavrov. After the bandaging, Lieutenant Bashko again began to fly the plane, Lieutenant Smirnov and the second pilot Lavrov took turns by hand covering the openings of the filter of the right group and took all possible measures to preserve the remaining gasoline in the tanks to continue the flight. When the attack of the first enemy aircraft was repelled, a fully loaded cartridge of 25 was fired from the machine gun, only 15 were fired from the second cartridge, then the cartridge jammed inside the store and further firing from it was completely impossible.

Following the first plane, the next German car immediately appeared, which flew only once above us on the left and fired a machine gun at our plane, and the oil tank of the second engine was pierced. Lieutenant Smirnov opened fire on this aircraft from a carbine, the co-pilot Lavrov was in the front compartment of the cabin near the filter, and staff captain Naumov was repairing a machine gun. Since the machine gun was completely out of order, Lieutenant Smirnov handed the carbine to Naumov, and he replaced the second pilot Lavrov, taking measures to preserve gasoline, since Lavrov had both hands numb from a lot of tension. The second German plane no longer attacked us.

At the front line, our machine was fired from a machine gun by the third German aircraft, marching at a great distance to the left and above us. At the same time, artillery shot at us. The altitude at that time was about 1400-1500 m. When approaching Holm, right-hand engines stopped at an altitude of 700 m, because the entire supply of gasoline came out, so I had to make an emergency descent. The latter was made 4-5 versts from the town of Holma near the village of Gorodishche, near the airfield of the 24th aviation regiment in a swampy meadow. At the same time, the chassis wheels got bogged down to the racks and were broken: the left half of the chassis, 2 racks, the screw of the second engine, several gear levers and slightly cracked the right rear lower spar of the middle compartment. When inspecting the aircraft after landing, in addition to the above, the following machine-gun damage was found: the screw of the 3rd engine was broken in two places, the iron strut of the same engine was broken, the tire was broken, the rotor of the second engine was damaged, the cargo frame of the same engine was broken, the rear rack was broken the first engine, the front strut of the second engine and several holes in the surface of the aircraft. The descent was made personally by the aircraft commander, Lieutenant Bashko, despite his injuries.

• On September 12 (25), during a raid on the headquarters of the 89th Army in the village of Antonovo and Boruny station, a plane (ship XVIth) of Lieutenant D. D. Maksheev was shot down.

Two more Muromets were shot down by anti-aircraft battery fire:

• 11/2/1915 a plane was shot down by the staff captain Ozersky, the ship crashed
• 04/13/1916 the aircraft of Lieutenant Konstenchik came under fire, the ship managed to reach the airfield, but because of the damage it received, could not be restored.

In April 1916, 7 German airplanes bombed an airfield in Segevold, resulting in damage to 4 Muromets.

But the most common cause of losses was technical malfunctions and various accidents - because of this, about two dozen cars were lost. IM-B Kiev made about 30 sorties, later it was used as a training one.

Use after the October Revolution

  In 1918 not a single combat mission of the Muromites was committed. Only in August - September 1919, Soviet Russia was able to use two cars in the Orel region.

Was used

Reflection of the plane "Muromets" in art

• “While the Dream is Crazy” - film - musical comedy by Yuri Gorkovenko, 1978
• “A Poem about Wings” - a film by Daniil Khrabrovitsky about the life and work of aircraft designers A. N. Tupolev and I. I. Sikorsky, 1979
• The Flying Elephant (movie novel from the series “Death at Brudershaft”)  - Boris Akunin, 2008

see also

• Alekhnovich, Gleb Vasilievich - worked as a test pilot at the Russian-Baltic Carriage Works in St. Petersburg, tested the Ilya Muromets plane.
• Spirin Ivan Timofeevich - pilot, Hero of the Soviet Union. He worked as an aerologist at the 2nd combat detachment of the heavy ship squadron Ilya Muromets, then head of the technical unit of the aviation detachment.
• Russian hero Ilya Muromets

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Notes

Literature

1. : ,
3. Katyshev G.I., Mikheev V.R.  Wings of Sikorsky. - M.: Military Publishing House, 1992 .-- ISBN 5-203-01468-8.
4. Khayrulin M.A.  "Ilya Muromets". Pride of Russian aviation. - M.: Collection; Yauza; EKSMO, 2010 .-- 144 p. - (The war and us. Aviation collection). - ISBN 9785699424245.

References

Excerpt characterizing Ilya Muromets (airplane)

In an unfinished house on Varvarka, below which was a drinking house, drunken cries and songs were heard. On the benches by the tables in a small dirty room there were about ten factory workers. All of them, drunk, sweaty, with muddy eyes, straining and wide-open mouths, sang some sort of song. They sang apart, with difficulty, with effort, obviously not for what they wanted to sing, but only to prove that they were drunk and walking. One of them, a tall blond fellow in a clean blue cocktail, stood above them. His face with a thin straight nose would be beautiful, if not for thin, pursed, constantly moving lips and muddy and frowning, motionless eyes. He stood over those who sang, and, apparently imagining something to himself, solemnly and angularly waved a white hand rolled up over their heads, whose dirty fingers he unnaturally tried to spread. The sleeve of his chuyka was constantly descending, and the small one diligently with his left hand rolled it up again, as if something was especially important in that this white sinewy waving hand was certainly naked. In the middle of the song, in the hallway and on the porch, screams of fights and blows were heard. The tall fellow waved his hand.
  - Sabbat! He shouted imperiously. - Fight guys! - And he, without ceasing to roll up his sleeve, went out onto the porch.
  Factory went after him. The factories, who drank in a tavern this morning under the leadership of a tall minor, brought the tselovnik skin from the factory, and for this they were given wine. The blacksmiths from the neighboring smithy, having heard the gulba in the tavern and believing that the tavern was broken, wanted to break into it by force. A fight broke out on the porch.
  The tselnik at the door fought with the blacksmith, and while the factory went out, the blacksmith broke away from the tselnik and fell face down on the pavement.
  Another blacksmith burst at the door, breasts leaning against the kisser.
  The small man with his rolled up sleeve still hit the blacksmith tearing at the door and screamed wildly:
  - Guys! our beat!
  At this time, the first blacksmith rose from the ground and, scratching the blood on his broken face, cried out in a crying voice:
  - The guard! Killed! .. A man was killed! Brothers! ..
  - Oh, priests, they killed to death, they killed a man! Squealed a woman who came out of the neighboring gate. A crowd of people gathered around the bloodied blacksmith.
  “Not only did you rob people, take off your shirts,” someone's voice said, addressing the tselovnik, “why did you kill a man?” Rogue!
  The tall fellow, standing on the porch, with muddy eyes led either to the kisser, or to the blacksmiths, as if wondering who should now be fought.
- The murderer! - Suddenly he shouted at the kisser. - Knit it guys!
  - Well, he tied one such thing! - the Tselovnik shouted, dismissing the people who attacked him, and, tearing off his hat, he threw it to the ground. As if this action had some mysterious threatening significance, the factory ones, which surrounded the kisser, stopped in indecision.
  - The order that I, brother, I know very well. I'll get to the private. Do you think I won’t reach? They’re not telling anyone to rob anyone! Shouted the Tselovnik, raising his hat.
  - And let's go, you go! And let's go ... you are! - repeated one after another the tselnik and the tall fellow, and both together moved forward along the street. A bloody blacksmith walked beside them. Factory and strangers followed them with a scream and a scream.
  At the corner of Maroseyka, against a large house with locked shutters, on which was a sign of a shoemaker, stood with sad faces about twenty shoemakers, thin, weary people in dressing gowns and ragged chuikas.
  - He will disappoint the people properly! Said the thin artisan with a fluid beard and frowning eyebrows. “Well, then, he sucked our blood - and even even.” He drove us, drove us - all week. And now he brought it to the last end, and he left.
  Seeing the people and the bloodied man, the artisan who spoke was silent, and all the shoemakers with hasty curiosity joined the moving crowd.
  - Where are the people going then?
  - It is known where, to the heads goes.
  “Well, hasn't our power really taken it?”
  - And you thought how! Look at what the people say.
  Questions and answers were heard. The tselnik, taking advantage of the increase in the crowd, lagged behind the people and returned to his tavern.
  The tall fellow, not noticing the disappearance of his kisser enemy, waving his bare hand, did not stop talking, drawing general attention to himself. It was mostly the people who pressed on him, intending to obtain permission from him for those who occupied all issues.
  - He show the order, show the law, put on that bosses! Am I saying Orthodox? Said the tall fellow, smiling a little noticeably.
  - He thinks, and no bosses? Is it possible without superiors? And then rob it is not enough of them.
  - What empty talk! - responded to the crowd. “Well, they will leave Moscow then!” They told you to laugh, but you believed. How many of our troops are coming. So they let him in! To that superiors. Look here, that the people are playing, - they said, pointing to the high small.
  Near the wall of the city of China, another small group of people surrounded a man in a frieze overcoat holding paper in his hands.
- Decree, read the decree! The decree is being read! - was heard in the crowd, and the people rushed to the reader.
  A man in a frieze overcoat was reading a poster on August 31st. When the crowd surrounded him, he seemed to be embarrassed, but to the demand of a tall fellow who had pressed himself before him, he began to read the poster first with a slight trembling in his voice.
  “I will go early tomorrow to the High Prince,” he read (brightening! - solemnly, smiling with his mouth and frowning eyebrows, repeated the tall fellow), “in order to talk with him, act and help the troops exterminate the villains; we will become the spirit of them ... ”the reader went on and stopped (“ Seen? ”shouted triumphantly the guy.“ He will untie you the whole distance ... ”) ... - to eradicate these guests to hell; I’ll come back to dinner, and get down to business, we’ll do it, we’ll finish it and we will finish the villains. ”
  The last words were read by the reader in perfect silence. The tall fellow lowered his head sadly. Obviously, no one understood these last words. In particular, the words: “I will come tomorrow for dinner”, apparently, even upset the reader and listeners. The understanding of the people was tuned in a high fashion, and this was too simple and unnecessarily clear; it was the same thing that each of them could say and that therefore could not speak a decree emanating from the highest authority.
  Everyone stood in dismal silence. The tall man drove his lips and staggered.
  “He would have to ask! .. That’s it himself? .. Well, I asked him! .. Well then ... He’ll indicate ...” - suddenly I heard in the back rows of the crowd, and general attention was paid to the police officer’s drove to the square, accompanied by two horse dragoons.
  The police officer, who was driving this morning on the count’s order to burn the barges, and, on the occasion of this order, was bailing out a large sum of money in his pocket at that moment, seeing a crowd of people moving towards him, ordered the coachman to stop.
  - What kind of people? He shouted at people scattered and timidly approaching the trembling. - What kind of people? I'm asking you? - repeated the police master, who did not receive an answer.
  “They, your nobleness,” said the clerk in a frieze overcoat, “they, your highness, according to the announcement of the most exquisite count, not sparing their stomachs, wanted to serve, and not that some kind of rebellion, as was said from the most exquisite count ...”
  “The count has not left, he is here, and there will be an order about you,” said the police chief. - Let's go! He said to the coachman. The crowd stopped, crowding around those who heard what the authorities said, and looking at the dropping shakes.
At that time, the police officer looked around in dismay, said something to the coachman, and his horses rode faster.
  - Cheating, guys! Lead to yourself! - shouted the voice of the high small. - Don’t let go guys! Let’s report! Hold on! - the voices shouted, and the people ran for a shiver.
  The crowd after the police master with a noisy clang went to Lubyanka.
  “Well, gentlemen, yes, the merchants went up, and we disappear for that?” Well, we are dogs, eh! - heard more often in the crowd.

On the evening of September 1, after his meeting with Kutuzov, Count Rastopchin, upset and insulted that he was not invited to the military council, that Kutuzov did not pay any attention to his proposal to take part in the defense of the capital, and was surprised by the new look that opened to him in the camp , in which the question of the calmness of the capital and its patriotic mood turned out to be not only secondary, but completely unnecessary and insignificant, - distressed, offended and surprised by all this, Count Rastopchin returned to Moscow. After dinner, the count, without undressing, lay down on a canapé and in the first hour was awakened by a courier who brought him a letter from Kutuzov. The letter said that since the troops were retreating to the Ryazan road outside Moscow, would it be nice for the count to send police officials to conduct troops through the city. This news was not news for Rastopchin. Not only from yesterday’s meeting with Kutuzov on Poklonnaya Hill, but also from the battle of Borodino, when all the generals who arrived in Moscow unanimously said that it was impossible to give another battle, and when the count’s property was taken out every night and the inhabitants were half have gone, - Count Rastopchin knew that Moscow would be abandoned; nevertheless, this news, reported in the form of a simple note with an order from Kutuzov and received at night, during the first dream, surprised and annoyed the count.
Subsequently, explaining his activities during this time, Count Rastopchin several times wrote in his notes that he then had two important goals: De maintenir la tranquillite a Moscou et d "en faire partir les habitants. [Keep calm in Moscow and carry out it’s inhabitants.] If this double goal is admitted, all the actions of Rastopchin turn out to be impeccable. to keep calm in the capital, answers Count Rastopchin’s explanation: Why were piles of unnecessary papers from public places and Leppich’s ball and other items taken out? ”“ To leave the city empty, Count Rastopchin’s explanation is answered. One has only to admit that something threatened the peace of mind, and any action becomes justified .
  All the horrors of terror were based only on concern for public peace.
  What was the basis of Count Rastopchin’s fear of public peace in Moscow in 1812 based on? What was the reason for the outrage in the city? Residents left, the troops, retreating, filled Moscow. Why was the people supposed to rebel as a result?
  Not only in Moscow, but throughout Russia, when the enemy entered, nothing like resentment happened. On September 1 and 2, more than ten thousand people remained in Moscow, and, apart from the crowd gathered in the courtyard of the commander in chief and attracted by himself, there was nothing. Obviously, even less had to expect unrest among the people if, after the Battle of Borodino, when the abandonment of Moscow became obvious, or, at least, probably, if instead of worrying people with distributing weapons and posters, Rastopchin took measures to the removal of all the shrine, gunpowder, charges and money, and would have directly announced to the people that the city was leaving.
Rastopchin, an ardent, sanguine person who always revolved in the highest circles of administration, although with a patriotic feeling, did not have the slightest idea about the people whom he thought to govern. From the very beginning of the enemy’s entry into Smolensk, Rastopchin in his imagination made up for himself the role of the leader of the popular feeling - the heart of Russia. It not only seemed to him (as it seems to every administrator) that he controlled the external actions of the inhabitants of Moscow, but it seemed to him that he controlled their mood through his appeals and posters, written in that yernik language, which in its midst despises the people and which it does not understands when he hears it from above. Rastopchin liked the beautiful role of the leader of the popular feeling so much, he became so entranced with it that the need to leave this role, the need to leave Moscow without any heroic effect took him by surprise, and he suddenly lost the ground on which he stood, decidedly did not know what should he do. Although he knew, he did not believe wholeheartedly until the last minute in the abandonment of Moscow and did nothing to this end. Residents traveled against his will. If public places were taken out, then only at the request of officials, with whom the count reluctantly agreed. He himself was occupied only with the role that he had done for himself. As often happens with people gifted with an ardent imagination, he knew for a long time that Moscow would be left, but he knew only by reasoning, but with all his heart he did not believe in it, was not transferred by imagination to this new position.
  All his activity, diligent and energetic (how much it was useful and reflected on the people is another question), all his activity was aimed only at arousing in the inhabitants the feeling that he himself experienced - patriotic hatred of the French and confidence in itself.
  But when the event took its present, historical dimensions, when it was not enough to only express its hatred of the French with words, when it was impossible even to battle to express this hatred, when self-confidence turned out to be useless in relation to one issue of Moscow, when the whole population, as one person abandoning his possessions, flowed out of Moscow, showing with this negative action the whole strength of his popular feeling - then the role chosen by Rastopchin suddenly turned out to be meaningless. Suddenly he felt lonely, weak and funny, without soil under his feet.
Having received, awakened from sleep, a cold and imperative note from Kutuzov, Rastopchin felt all the more annoyed the more he felt guilty. In Moscow, all that was exactly what was entrusted to him remained, all that was official that he had to take out. It was not possible to take everything out.
  “Who is to blame for this, who allowed this? He thought. “Of course not me.” Everything was ready for me, I kept Moscow like that! And that's what they brought the matter to! Bastards, traitors! ”He thought, not identifying well who these bastards and traitors were, but feeling the need to hate these traitors who were to blame for the false and ridiculous situation in which he was.
  All this night, Count Rastopchin gave orders, for which came from all sides of Moscow to him. The close ones never saw the count so gloomy and annoyed.
  “Your Excellency, they came from the patrimonial department, from the director for orders ... From the consistory, from the Senate, from the university, from the educational house, the vicar sent ... he asks ... How do you order the fire brigade? The ranger from the prison ... the ranger from the yellow house ... ”- they reported to the count all night, without stopping.
  The count gave short and angry answers to all these questions, showing that his orders were no longer needed, that all the carefully prepared business he had now spoiled by someone, and that this someone would bear all responsibility for everything that would happen now.
  “Well, tell this nerd,” he answered a request from the patrimony department, “so that he would remain on guard of his papers.” Well, what are you asking nonsense about the fire brigade? There are horses - let them go to Vladimir. Do not leave the French.
  “Your Excellency, the warden came from the insane asylum, how do you order?”
  “How do I command?” Let everyone go, that's all ... And let the crazy people out in the city. When we have crazy army commanders, so God ordered.

The First World War is hardly successful for Russia - huge losses, retreats and deafening defeats haunted the country throughout the conflict. As a result, the Russian state could not withstand the military tension, a revolution began, which destroyed the empire and led to the death of millions. However, in this bloody and controversial era, there are achievements that any citizen of modern Russia can be proud of. The creation of the first serial multi-engine bomber in the world is definitely one of them.

More than a hundred years ago, on December 23, 1914, the last Russian Emperor Nicholas II approved the decision to create a squadron (squadron), consisting of heavy multi-engine aircraft Ilya Muromets. This date can be called the birthday of domestic long-range aviation and a major milestone in the global aircraft industry. The creator of the first Russian multi-engine aircraft was the brilliant designer Igor Sikorsky.

"Ilya Muromets" is the common name for several modifications of multi-engine aircraft, mass-produced at the Russian-Baltic Carriage Works in St. Petersburg from 1913 to 1917. During this period, more than eighty cars were made in total, many records were set on them: in terms of flight altitude, cargo capacity, time spent in the air and the number of passengers carried. After the outbreak of the Great War, Ilya Muromets was retrained as a bomber. Technical solutions first used at Ilya Muromets for many decades to come determined the development of bomber aircraft.

After the end of the Civil War, Sikorsky's aircraft were still used as passenger aircraft for some time. The designer himself did not accept the new government and emigrated to the United States.

The history of the creation of the aircraft "Ilya Muromets"

Igor Ivanovich Sikorsky was born in 1882 in Kiev in the family of a professor at Kiev University. The future designer was educated at the Kiev Polytechnic Institute, where he joined the Aeronautics Section, which unites enthusiasts of the still nascent aviation. The section included both students and university professors.

In 1910, Sikorsky lifted the first single-engine aircraft of its own design S-2. In 1912, he received the position of designer at the Russian-Baltic Carriage Works in St. Petersburg, one of the leading machine-building enterprises of the Russian Empire. In the same year, Sikorsky began to create the first multi-engine experimental aircraft S-21 Russian Knight, which took off in May 1913.

The success of the designer did not go unnoticed: an unprecedented aircraft was demonstrated to Emperor Nicholas II, the State Duma issued 75 thousand rubles to the inventor, and the military awarded the Sikorsky Order. But, most importantly, the military ordered ten new aircraft, planning to use them as scouts and bombers.

The first Russian Knight aircraft was lost as a result of an absurd accident: a motor fell on it, falling off an airplane flying through the sky. Moreover, the latter managed to land safely without an engine. These were the realities of aeronautics in those days.

Vityaz decided not to rebuild. Sikorsky wanted to start creating a new air giant, whose name was given in honor of an epic Russian hero - Ilya Muromets. The new aircraft was ready in the autumn of 1913 and its size, and its appearance and size really amazed contemporaries.

The length of the Ilya Muromets hull reached 19 meters, the wingspan - 30, their area (on different modifications of the aircraft) - from 125 to 200 square meters. meters. The weight of an empty airplane was 3 tons; it could stay in the air for up to 10 hours. The aircraft developed a speed of 100-130 km / h, which was very good for that time. Initially, Ilya Muromets was created as a passenger plane, in its cabin there was light, heating and even a bathroom with a toilet - unheard of things for aviation of that era.

In the winter of 1913, tests began, "Ilya Muromets" for the first time in history was able to fly 16 people and the airfield dog Shkalika. The weight of passengers was 1290 kg. To convince the military of the reliability of the new machine, Sikorsky made a flight from St. Petersburg to Kiev and vice versa.

In the early days of the war, ten squadrons were formed with the participation of heavy bombers. Each such detachment consisted of one bomber and several light aircraft; squadrons were directly subordinate to the headquarters of the armies and fronts. Four planes were ready for the war.

However, it soon became clear that such use of airplanes was ineffective. At the end of 1914, it was decided to combine all Ilya Muromets aircraft into one squadron, which would directly report to the Headquarters. In fact, the world's first compound of heavy bombers was created. Its immediate boss was the owner of the Russian-Baltic Wagon Plant Szydlowski.

The first sortie took place in February 1915. During the war, two new aircraft modifications were made.

The idea to attack the enemy from the air appeared immediately after the appearance of balloons. Airplanes for this purpose were first used during the Balkan conflict of 1912-1913. However, the effectiveness of air strikes was extremely low, pilots manually threw conventional grenades at the enemy, aiming "by eye". Most of the military were skeptical of the idea of \u200b\u200busing airplanes.

"Ilya Muromets" brought bombing to a completely different level. Bombs were suspended both outside the aircraft and inside its fuselage. In 1916, electric spreaders were first used for bombing. The pilot, piloting the airplane, now did not need to search for targets on the ground and drop bombs: the crew of a combat aircraft consisted of four or seven people (on different versions). However, the most important was a significant increase in bomb load. Ilya Muromets could use bombs weighing 80 and 240 kg, and in 1915 an experimental 410-kilogram bomb was dropped. The destructive effect of these ammunition can not be compared with grenades or small bombs, which were armed with most of the machines of that time.

"Ilya Muromets" had a closed fuselage, which housed the crew and fairly impressive defensive weapons. The first machines to combat the “zeppelins” were equipped with a 37-mm quick-firing gun, then they were replaced with machine guns (up to 8 pieces).

During the war, "Ilya Muromets" made more than 400 sorties and dropped 60 tons of bombs on the heads of enemies; in air battles, up to 12 enemy fighters were destroyed. In addition to bombing, airplanes were actively used for reconnaissance. Enemy fighters shot down one "Ilya Muromets", two more aircraft were destroyed by anti-aircraft artillery fire. At the same time, one of the airplanes could reach the airfield, but could not be restored due to severe damage.

Technical problems were much more dangerous for enemy fighters and anti-aircraft guns for pilots, because of them more than two dozen airplanes were lost.

In 1917, the Russian Empire rapidly rushed into the Troubles. There was no time for bombers. Most of the air squadron was destroyed by their own due to the threat of capture by German troops. Szydlowski and his son were shot by the Red Guards in 1918 while trying to cross the Finnish border. Sikorsky emigrated to the United States and became one of the most famous aircraft designers of the 20th century.

Description of the aircraft "Ilya Muromets"

"Ilya Muromets" is a biplane with two spar wings and six struts between them. The fuselage had a shortened toe and an elongated tail. The horizontal plumage and wings had a large elongation. The design of all modifications of the aircraft was identical, only the sizes of the wings, plumage, fuselage and engine power differed.

The fuselage was braced, its tail was covered with canvas, and the nose was 3 mm plywood. On later versions of "Ilya Muromets" the area of \u200b\u200bthe glazing of the cabin was increased, part of the panels could open.

All the main parts of the aircraft were made of wood. The wings were assembled from separate parts: the upper wing consisted of seven parts, the lower - of four. Ailerons were located only on the upper wing.

Four internal racks were brought together and water cooling engines and radiators were installed between them. The motors were completely open, without any fairings. Thus, access to all engines was provided directly in flight, and on the lower wing a plywood track with a railing was made. Pilots of that time often had to repair their aircraft right in flight and there were many examples when this saved an airplane from an emergency landing or a catastrophe.

"Ilya Muromets" model 1914 was equipped with two internal engines Argus with a capacity of 140 liters. from. and two external - 125 liters. from.

On the underside of the upper wing were brass fuel tanks.

A model of Ilya Muromets, equipped with Czech-made engines, is on display at the Air Force Museum. It was made life-size by order of the Mosfilm film studio to shoot the film The Wings Poem. The model is able to steer and jog around the airfield. He entered the Air Force Museum in 1979 and since 1985 has been exhibited after restoration.

As always I use information from sites
http://www.airwar.ru
http://ru.wikipedia.org/wiki
and other sources that I found in the internet and literature.

Ilya Muromets (C-22 Ilya Muromets) is the common name for several series of four-engine solid-wood biplanes produced in Russia at the Russian-Baltic Carriage Works during 1913-1918. The plane set a number of records of carrying capacity, number of passengers, time and maximum altitude.

The aircraft was developed by the aviation department of the Russian-Baltic Carriage Works in St. Petersburg under the direction of I. I. Sikorsky. The technical staff of the department was composed of such designers as K. K. Ergant, M. F. Klimikseev, A. A. Serebrov, Prince A. S. Kudashev, G. P. Adler and others. “Ilya Muromets” appeared as a result of further development of the design The “Russian Knight”, during which it turned out to be almost completely redesigned, only the general layout of the aircraft and its wing box with four engines in a row on the lower wing were left without significant changes, the fuselage was fundamentally new. As a result, with the same four motors “Argus” of 100 hp. the new aircraft had twice the mass of the load and the maximum flight altitude.

Ilya Muromets became the first passenger aircraft in the world. For the first time in aviation history, it was equipped with a comfortable cabin separate from the cabin, bedrooms and even a bathroom with a toilet. The Muromets had heating (engine exhaust) and electric lighting. On the sides were the exits to the wings. The outbreak of World War I and the Civil War in Russia prevented the further development of domestic civil aviation.

The construction of the first machine was completed in October 1913. After the tests, demonstrative flights were made and several records were set, in particular, the payload record: December 12, 1913 1,100 kg (the previous record on the Sommer plane was 653 kg), February 12, 1914 16 people were taken into the air and a dog, with a total weight of 1290 kg. The plane was piloted by I. I. Sikorsky himself.

In the spring of 1914, the first Ilya of Muromets was converted into a hydroplane with more powerful engines. In this modification, it was adopted by the maritime department and remained the largest seaplane until 1917.

The second plane (IM-B Kiev), smaller and with more powerful engines, raised 10 passengers to a record height of 2000 meters on June 4, set a record for flight duration on June 5 (6 hours 33 minutes 10 seconds), June 16-17 made a flight Petersburg-Kiev with one landing. In honor of this event, the series was called Kiev. In 1915-1917, 3 more aircraft were produced with the name "Kiev" (one of the G-1 series, the other G-2, see below).

Aircraft of the first and Kiev type were named series B. In total, 7 of them were produced.

By the beginning of the war (August 1, 1914) 4 "Ilya of Muromets" were already built. By September 1914 they were transferred to the Imperial Air Force.
During the war, the production of B-series aircraft, the most massive, was launched (30 units were produced). They differed from the B series in their smaller size and higher speed. The crew consisted of 4 people, some modifications had two engines. Used bombs weighing about 80 kg, less often up to 240 kg. In the fall of 1915, the bombing of a 410-kilogram bomb was carried out.

In 1915, the production of the G series began with a crew of 7 people, the G-1, in 1916 the G-2 with a rifle cabin, the G-3, and in 1917 the G-4. In 1915-1916, three D-series machines (DIM) were produced. Aircraft production continued until 1918. G-2 aircraft, one of which (the third with the name “Kiev”) reached an altitude of 5200 m, was used in the Civil War.

In 1918 not a single combat mission of the Muromites was committed. Only in August-September 1919 was the Soviet republic able to use two cars in the Orel region. In 1920, several sorties were made during the Soviet-Polish war and military operations against Wrangel. On November 21, 1920, the last combat mission of Ilya Muromets took place.
May 1, 1921 the first in the RSFSR postal and passenger airline Moscow-Kharkov was opened. The line was served by 6 Muromets, very worn out and with exhausted engines, due to which it was eliminated on October 10, 1922. During this time, 60 passengers and about 2 tons of cargo were transported.
In 1922, Socrates Monastyrev made a flight en route Moscow-Baku on the Ilya Muromets plane.

One of the mail planes was handed over to the School of Air Shooting and Bombing (Serpukhov), where about 80 training flights were performed on it during 1922-1923. After that, the "Murom" did not rise in the air.
Ilya Muromets IM-B IM-V IM-G-1 IM-D-1 IM-E-1 Type of aircraft bomber Developer Aviation department of the Russian-Baltic Wagon Plant Who used the Air Fleet of the Russian Empire Production time 1913-1914 1914-1915 1915-1917 1915-1917 since 1916 Length, m 19 17.5 17.1 15.5 18.2 Span of the upper wing, m 30.9 29.8 30.9 24.9 31.1 Span of the lower wing, m 21.0 Wing area , m² 150 125 148 132 200 Empty weight, kg 3100 3500 3800 3150 4800 Load weight, kg 4600 5000 5400 4400 7000 Flight duration, hours 5 4,5 4 4 4,4 Ceiling, m 3,000 3,500 3,000? 2000 Rate of climb 2000/30 "2000/20" 2000/18 "? 2000/25" Maximum speed, km / h 105 120 135 120 130 Engines 4 pcs. (In-line) "Argus" "Russobalt" "Sunbeam" "Sunbeam" " Renault »140 HP 150 h.p. 160 h.p. 150 h.p. 220 h.p. How much is 7 30 produced? 3? Crew 5 5-6 5-7 5-7 6-8 Armament 2 machine guns 4 machine guns 6 machine guns 4 machine guns 5-8 machine guns 350 kg bombs 417 kg bombs 500 kg bombs 400 kg bombs 300-500 kg Machine guns “Lewis” and “Madsen” .

Judging by the exterior, we have a copy of type B.
  (IM-V, lightweight combat, narrow-winged): aircraft of somewhat reduced size and mass, better suited for combat use. Gas tanks moved to the roof of the fuselage. The cabin glazing area has been increased. Armament: 1-2 machine guns of various types on pivot mounts in the dorsal fuselage of the upper wing between gas tanks. Sometimes, a light machine gun was taken for flight through windows in the fuselage. Crew: 4 people. In the years 1914-1915, more than 30 copies of the IM-V were built, most of which were equipped with four Sunbim engines of 150 hp each. each. Other options are also known: 4 Argus 140 hp each, 4 RBVZ-6 150 hp each, 2 Salmson 200 hp each, 2 Sunbima 225 hp each. Twin-engine "Murom" in terms of performance was inferior to four-engine and were considered training. IM-B bomb load reached 500 kg.

One ship was equated with a field detachment and attached to the headquarters of armies and fronts.

They say that this model could even come off the ground flying up to several tens of meters in length.

rear chassis

chassis

engine

Now let's get inside

helm

ore

pedals

appliances

what is it?

ore traction

fuel system: since the tanks are above the roof, the fuel enters the engines by gravity

air under pressure?

general form

view from the cab towards the tail compartment

what's behind the tailgate door

navigator's workplace

Bombs were placed both inside the aircraft (vertically along the sides) and on the external sling. By 1916, the bomb load of the aircraft increased to 800 kg, and an electric spreader was designed to drop bombs. The aircraft was also equipped with defensive small arms: machine guns of Maxim, Lewis, Madsen, Colt, 12.7 mm, 15.3 mm, 25 mm, 37 mm and even 76 were mounted on it in various numbers and in different combinations , 2-mm guns, among them - experimental recoilless models of Leonid Kurchevsky.
bomb mount

bombsight

plus machine gun

The latest best military aircraft of the Russian Air Force and the world photo, pictures, video about the value of a fighter aircraft as a military weapon capable of ensuring "air supremacy" was recognized by the military circles of all states by the spring of 1916. This required the creation of a military special aircraft that surpasses all others in speed, maneuverability, altitude and the use of offensive small arms. In November 1915, Newpore II Webe biplanes arrived at the front. This is the first aircraft built in France, which was intended for aerial combat.

The most modern domestic military aircraft of Russia and the world owe their appearance to the popularization and development of aviation in Russia, which was facilitated by the flights of Russian pilots M. Efimov, N. Popov, G. Alekhnovich, A. Shiukov, B. Rossiysky, S. Utochkin. The first domestic cars of designers Y. Gakkel, I. Sikorsky, D. Grigorovich, B. Slesarev, I. Steglau began to appear. In 1913, made the first flight of the heavy aircraft "Russian Knight". But one can not help but recall the first creator of the aircraft in the world - the captain of the 1st rank, Alexander Fedorovich Mozhaysky.

Soviet military aircraft of the USSR of the Great Patriotic War sought to hit enemy troops, their communications and other objects in the rear with air strikes, which led to the creation of bomber aircraft capable of carrying large bomb cargo over considerable distances. A variety of combat missions for bombing enemy forces in the tactical and operational depths of the fronts led to the understanding that their implementation should be commensurate with the tactical and technical capabilities of a particular aircraft. Therefore, the design teams should solve the issue of specialization of bomber aircraft, which led to the emergence of several classes of these machines.

Types and classification, the latest models of military aircraft of Russia and the world. It was obvious that it would take time to create a specialized fighter aircraft, so the first step in this direction was an attempt to equip existing aircraft with small-scale offensive weapons. The movable machine-gun installations, which began to equip the aircraft, required excessive effort from the pilots, since controlling the machine in maneuverable combat and simultaneously firing from unstable weapons reduced the effectiveness of shooting. Using a two-seater aircraft as a fighter, where one of the crew members acted as a shooter, also created certain problems, because an increase in the weight and drag of the aircraft led to a decrease in its flying qualities.

What are airplanes. In our years, aviation made a big qualitative leap, which resulted in a significant increase in flight speed. This was facilitated by progress in the field of aerodynamics, the creation of new, more powerful engines, structural materials, and electronic equipment. computerization of calculation methods, etc. Supersonic speeds have become the main flight modes of fighter jets. However, the race for speed also had its negative aspects - the takeoff and landing characteristics and aircraft maneuverability sharply worsened. During these years, the level of aircraft construction reached such a value that it was possible to proceed with the creation of aircraft with a variable sweep wing.

Combat aircraft of Russia for the further increase in the flight speeds of jet fighters exceeding the speed of sound, it was necessary to increase their power capacity, increase the specific characteristics of the turbojet engine, and also improve the aerodynamic forms of the aircraft. For this purpose, engines with an axial compressor were developed, which had smaller frontal dimensions, higher efficiency and better weight characteristics. For a significant increase in traction, and consequently, flight speed, afterburners were introduced into the engine design. Improving the aerodynamic forms of aircraft consisted in the use of wing and plumage with large sweep angles (in the transition to thin triangular wings), as well as supersonic air intakes.

In 1912-1913, Sikorsky worked on the project of the Grand multi-engine aircraft, which became known as the Russian Knight. Already at that time I understood that the weight and thrust of the engines are the fundamental parameters of the aircraft.

It was quite difficult to prove this theoretically, at that time the basics of aerodynamics were learned practically by experience. Any theoretical solution required an experiment. Exactly so, by the trial and error method, the Ilya Muromets aircraft was created.

The history of the first bomber

Despite all the difficulties, the Grand took off in 1913; moreover, with its record-breaking characteristics, the aircraft received universal recognition and honor. But alas ... just like a big and complicated toy. September 11, 1913 "Russian Knight" was injured in a plane crash Gaber-Vlynsky.

The case was rather curious. In flight, the Meller-II airplane fell off the engine, it fell onto the Vityaz wing box and completely rendered it unusable. The pilot himself remained alive.

The frivolity of the accident was aggravated by the fact that the developer of the crashed aircraft, Gaber-Vlynsky, was a competitor to I.I. Sikorsky. It seems like a diversion, but no - a simple set of circumstances.

But the flights of the "Grand" were already interested in the Ministry of War. In the same 1913, on Russo-Balt, they began building aircraft in the image of the Grand-Russian Knight, but with some improvements proposed by both Sikorsky and his army curators.

In December 1913, the S-22 Ilya Muromets aircraft, serial number 107 was released from the factory’s shops.

After a test cycle in 1914, a contract was signed for the supply of 10 more vehicles of this type for army aeronautics.

In addition, they became interested in the car in the fleet, for the Russian imperial fleet one car was launched on a float chassis, it was equipped with more powerful Salmson engines of 200 hp, against 100-140 hp of the Argus. on land vehicles.

Subsequently, the machines were repeatedly modernized, new types and series were introduced. In total, about a hundred cars of various types were produced. Including several Ilya Muromets type E bombers, after the revolution, from previously procured parts.

Design

The Sikorsky Ilya Muromets was a six-post biplane with a brace device for the fuselage. Frame made of wooden spars and stringers.

In the bow part, 3 mm thick birch plywood was used for cladding; in the tail part, the canvas. The cabin had developed glazing, part of the wings and windows were movable.

Two-spar wings, classical design. The span of the upper wing, depending on the modification, was 25-35 meters, the lower wing 17-27.

Box-type side members made of wood. Irregularities of 5 mm plywood, ordinary and reinforced (double with a shelf) type. The step of neurom was 0.3 m.
  The surface of the wing was fitted with a canvas.

Ailerons only on the upper wing, skeletal structure, covered with canvas.
  The racks were located in the area where the engines were located; they had a drop-shaped cross section. Braided steel wire braces.

The wingspan was divided into 5-7 parts:

• Center section;
• Detachable half wings, one or two on a plane;
• Consoles

Connector assemblies made of steel, with welding connection, less often rivets and bolts.

Engines were installed on the lower wing between the uprights, on the scaffolds of vertical trusses, with a belt-loop mount. Fairings and engine nacelles were not provided.

Plumage and engines

Plumage developed, bearing type. There were two stabilizers and rotary elevators. For horizontal maneuvering, three rudders were used.

Structurally, the stabilizer and keel repeated the wing, two box spars and a transverse set, with a close-fitting canvas.

Rudders of direction and depth skeletal structure covered with canvas. Management through a system of rods, cables and rocking chairs.

Argus piston engines with a capacity of 100 hp were installed on the very first aircraft, later Argus engines with a capacity of 125-140 hp were used.

Subsequently, the Salmsons used 135-200 hp. and other types of engines:

• "Ilya Muromets" type B, Kiev - "Argus" and "Salmson";
• "Ilya Muromets" type B, lightweight - "Sunbim", 150 hp, although there were also early engines;
• "Ilya Muromets" type G, with a wide wing - there were all types of engines, both domestic production and purchased abroad, an average power of 150-160 hp;
• "Ilya Muromets" type D, tandem installation "Sanbin" in 150 hp.;
• "Ilya Muromets" type E, Renault engines in 220 hp

Gas tanks of an external installation were suspended under the upper wing, above the engine. Less often on the fuselage, there were no internal tanks. Fuel was supplied by gravity.

Armament

The first "Murom" were armed with a 37 mm Hotchkiss cannon, which was installed on the gun-machine gun site. But in view of the extremely low efficiency of these weapons, it was decided to abandon the gun.

And since 1914, the armament of the aircraft became fully machine gun. Although experiments were repeatedly made with the Ilya’s armament with more powerful weapons, there was an attempt to install even a recoilless gun.

It was a 3-inch gun with a knock-out wad, but due to the low velocity of the projectile and a spread of 250-300 meters, it was considered ineffective and was not accepted for service.

Depending on the production period, the bomber had from 5 to 8 firing points with machine guns of the Vickers, Lewis, Madsen or Maxim system, almost all machine guns had a swivel mount and manual control.

In its first aerial battle, the Ilya was armed with just one Madsen machine gun and a Mosin carbine.

As a result, after Madsen's submachine gun jammed, the crew was left with one carbine and the enemy’s airplane shot him with impunity.

The experience of this battle was taken into account; subsequently, Ilya Muromets was equipped with a rich arsenal of small arms. And he could not only fend for himself, but also topple a couple of enemy aircraft.

Bomb weapons were located in the fuselage. For the first time, suspension devices appeared on the Muromets of series B, already in 1914. Electric bomb throwers appeared on the C-22 as early as 1916.

Suspension devices were designed for bombs up to 50 kg. In addition to the fuselage suspension, the Muromets of the later series had external suspension units, on which a 25-pound bomb (400 kg) could be mounted.

At that time, it was truly a weapon of mass destruction, not a single country in the world could boast of such a caliber of air bombs.

It should be noted that in addition to full-fledged bombs in the usual sense, airplanes were also used to drop flashetts - metal darts to destroy infantry and cavalry units on the march.

Their use is reflected in the domestic film "Death of the Empire", where they were used by a German airplane.

The total load was about 500 kg. Then, in 1917, attempts were made to create a full-fledged torpedo bomber from Ilya Muromets, for this a marine torpedo tube was installed on it, unfortunately, the tests dragged on, and the plane never went through a full test cycle.

Modifications

The following modifications of the aircraft are known, they differed in the design of the wing, fuselage and motors. But the general principle remained the same.

• "Ilya Muromets" type B, Kiev - engines "Argus" and "Salmson", weapons of one or three machine guns, 37 mm cannon, which was subsequently removed. Bombs are placed inside the fuselage on a mechanical suspension;
• “Ilya Muromets” type B, lightweight - “Sunbim”, 150 hp, although earlier engines were also found, a narrower wing was used, the car was lightened as much as possible, bombs on the inside fuselage, 5-6 Maxim or Vickers machine guns were used for armament, the series was about 300 cars;
• “Ilya Muromets” type G, with a wide wing, the fuselage was changed, beam bomb racks were introduced, defensive weapons were strengthened, equipped with all types of engines, both domestically produced and purchased abroad, with an average power of 150-160 hp;
• "Ilya Muromets" type D, tandem installation "Sanbin" in 150 hp These aircraft did not participate in the hostilities. It was planned to use them for an Arctic expedition in the early 20's. Three units issued;
• "Ilya Muromets" type E, Renault engines in 220 hp The latest model of the aircraft, about 10 pieces were produced, while the main part after the revolution touched parts. It was distinguished by excellent defensive weapons with a longer flight range and carrying capacity.

Separately, it is worth noting "Ilya Muromets" for the Maritime Department, the aircraft was tested with 200 powerful engines and a float landing gear, but practically did not take part in the hostilities.

Combat use

The first flight for the Ilya Muromets bomber was not entirely successful. 02/15/1915 "Muromets" type B, serial No. 150 made its first flight, but the cloud cover that fell on that day prevented the task and the crew was forced to return to the airfield.

But already 15, the plane completed its second sortie, it was necessary to find and destroy the crossing on the Vistula River, near the city of Plock. But the crew could not find the crossing and therefore simply bombed the enemy’s positions. From this moment, you can consider the career of a bomber.

On July 5 of the same year, the plane held its first air battle with enemy fighters. As a result, the Muromets was damaged and made an emergency landing. But at the same time, he showed his vitality. The plane reached the landing site on 2 out of four engines.

March 19, 1916, "Ilya Muromets" again entered the air battle, this time luck was on the side of the Russian crew. One of the attackers of the Fokkers was shot down by machine gun fire, and Hauptmann von Mackensen, son of General von Mackensen, commander of the 9th Army, was killed.

And there were dozens of such fights, the parties suffered losses, but, nevertheless, the Russian plane invariably reached its own.

Its highest survivability and powerful weapons gave the crew a chance to survive and to win.

The squadron of air ships actively and heroically fought until October 1917, but the discord in society and the state affected this elite and combat-ready unit.

Gradually, the lower ranks dissolved, the repair of the damaged ones ceased, serviceable aircraft failed. And the rallies and confusion continued.

At the beginning of 1919, the squadron of warships practically no longer existed, the aircraft rotted, the wooden parts were damp, the canvas was torn. Engines and mechanics became worthless.

The remaining single aircraft participated in battles on the Southern Front as part of the AGON - a special-purpose air group.

In general, the history of the Russian Air Force in the battles of the Civil War is a topic of a separate study, however, it is worth noting that the planes, both from the Red Army and the White Movement, distinguished themselves more than once in combat, flying in difficult weather conditions and participating in battles on worn and unreliable machines.

Civil service

After the victory in the Civil War, it turned out that the existing fleet, including Sikorsky's aircraft, was extremely worn out and practically could not fulfill its functions.

For this reason, Ilya Muromets aircraft were transferred to civil aviation. In the spring of 1921, the first regular Moscow-Kharkov passenger line was opened, 6 former bombers were assigned to service it, divided into two units, one unit served the line to Orel, which was a transfer point.

Aircraft made 2-3 flights a week, worn out engines and gliders no longer allowed. But already in mid-1922, the detachment was disbanded, and the planes were dismantled.

To date, not a single Ilya Muromets aircraft has been preserved. The construction of wood and canvas does not tolerate the running of time.

For Igor Ivanovich Sikorsky, this aircraft was the first step in his career, which continued not in our country and not in this direction, but, nevertheless, it was the first, confident and broad step forward.

Subsequently, during a business trip to France, examining the drawings and the results of the purge in the wind tunnel of the IK-5 Ikarus aircraft, Sikorsky probably remembered his favorite, the wide-winged Ilya.

"Ilya Muromets" forever imprinted in the memory of the people, and in the history of aviation. The first bomber, the first serial multi-engine aircraft.

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