Russian emigrants and their contribution to foreign aviation
Emigration and helicopters
Perhaps the most famous foreign aircraft designer of Russian origin is Igor Ivanovich Sikorsky (1889-1972). Sikorsky's career in aviation began in 1908, when he joined the aeronautic circle of the Kiev Polytechnic Institute. Students and teachers participating in the group engaged in calculations and built an experimental technique. Until 1911, with the participation of I.I. Sikorsky developed and built several experienced helicopters, which, however, were not equipped with swashpieces and other necessary devices, which limited their capabilities.
At that time, the creation of a full-fledged helicopter was impossible, and therefore Sikorsky focused his efforts on aircraft topics. In 1911, he learned to be a pilot, and soon entered the service at the bureau of the Russian-Baltic Carriage Plant. In the following years, the young designer became the founder of multi-engine aviation — the Russian Knight aircraft was the first model of this kind.
I.I. Sikorsky in the cockpit of a self-developed R-4 helicopter, 14 August 1944. US Coast Guard Photo
Until 1917, I.I. Sikorsky was engaged in the development of new types of aviation equipment for various purposes and with different characteristics. A significant part of the projects was brought to mass production in the interests of the Russian army and gave the most noticeable results. However, the two revolutions of 1917 of the year put an end to these processes. In February, an outstanding designer 1918 left Russia and went to London, from where he then went to Paris.
Sikorsky offered the French command his assistance in the development of aviation. Soon came the contract for the construction of several multi-engined bombers. However, a few months after that, an armistice was concluded, as a result of which the contract was annulled. Left without orders, the designer emigrant decided to move to the United States.
In the early years in New York, I.I. Sikorsky could not find his place in the aircraft industry, because of which he was forced to earn private lessons. The new company Sikorsky Aero Engineering Corporation was founded only in the mid-twenties. However, the first years of its existence were not simple either. The company was engaged in the development and small-scale construction of airplanes of various classes and for various purposes. At different times, biplanes and monoplanes, flying boats, etc. were created. - a total of a dozen projects.
At the very end of the thirties, I.I. Sikorsky again returned to the subject of helicopters and engaged in the full design of such technology. In September of the same year, an experienced helicopter VS-300, intended for the first tests, took off for the first time. Curiously, this machine was in many ways similar to the 1909 experimental model of the year from the aeronautic circle.
The real success of the Sikorsky helicopters came in 1942 year. At the very beginning of the year, the first flight of the new machine R-4 Hoverfly. This car could take on board passengers or cargo, which allowed to use it in the army. Already in May of the same year, the R-4 was adopted and put into series. In total, more than 130 new helicopters were built. Thus, the R-4 I.I. Sikorsky became the first serial helicopter in the world.
R-4 rather quickly showed the real capabilities of helicopters in the context of military operation, and paved the way for new rotary-wing machines. In the future, the US Army regularly ordered the development of new helicopters that meet its requirements. In many of these contests Sikorsky won.
The company founded by I.I. Sikorski, still exists and is one of the leaders in its industry. During its existence, it has developed and put in a series of nearly three dozen types of helicopters, not counting numerous modifications. Also, active work was done on the creation of experimental samples. The company is now owned by Lockheed Martin Corporation and continues to operate.
The events of recent decades and the current situation suggest that Igor Ivanovich Sikorsky managed to become the most successful, successful and famous émigré aircraft designer who began his work in our country and continued working abroad.
Pilots, designers, expats
A significant contribution to the development of the US Air Force in the past was made by the Seversky Aircraft Company, founded in the early thirties. Later it was transformed and renamed to Republic Aviation Corporation, and then became part of Fairchild Aircraft (now abolished). The founder of this company was a Russian pilot and designer Alexander Nikolaevich Prokofiev-Seversky (1894-1974). Understanding the difficulties of emigration, he tried to recruit his compatriots. The most famous of his employees was Alexander Kartveli (1896-1974).
A.N. Prokofiev-Seversky in the cockpit SEV-3M. Photo of Smithsonian National Air and Space Museum / airandspace.si.edu
In 1914, A. Prokofiev-Seversky graduated from the Naval Cadet Corps, and soon got into the Sevastopol Aviation School. It is curious that even before entering the cadets, the future officer managed to master the basics of piloting airplanes - his father taught him. In July, the young specialist 1915 completed training and officially became a pilot. Unfortunately, the flight career did not last too long. During the sortie A. Prokofiev-Seversky was seriously wounded and left without a leg. However, the aviator found the strength to return to service.
A few months later, Prokofiev-Seversky came to the Petrograd plant of the 1-th Russian Aeronautical Association, where he was offered to oversee the construction and testing of equipment. Soon he began to work in the design office of the enterprise. The most famous development of this period was a special ski chassis, which ensured the operation of flying boats in the winter - from frozen reservoirs. In addition, the designer by all means tried to return to flight work, and he eventually succeeded.
After the February Revolution, A.N. Prokofiev-Seversky several times increased in rank and received awards. In a matter of months, he rose to the rank of commander of fighter aircraft of the Baltic fleet. In early 1918, an experienced pilot and engineer was sent to work at the Russian embassy in the United States, which, however, soon ceased operations. The famous pilot was left without work, without prospects and without the opportunity to return to Russia.
Fortunately, Prokofiev-Seversky found support in the person of General Billy Mitchell, who sought to develop the United States military aircraft. The general arranged a Russian specialist in the military department for the post of consultant on aircraft construction issues. A few years later, A. Prokofiev-Seversky received American citizenship and the rank of Air Force Major. Working in the Ministry of Defense, the pilot and the designer tried to establish his own aircraft manufacturing company, but it quickly closed due to financial problems.
A.M. Cartwheels and fighter P-47. Photo magazine Life
The second attempt to enter the market took place in 1931 year, when the Seversky Aircraft Company was founded. The company was not big, and therefore its founder was the president, the designer and the test pilot at the same time. At the same time, Prokofiev-Seversky did not designate himself also as chief designer. He gave this post to another emigrant engineer, A.M. Cartwet.
During the First World War, the future designer Kartveli served as an artilleryman. Acquainted with the airplanes, he decided to engage in aviation, but for many years he did not have such an opportunity. In 1919, A. Kartveli and several other young specialists went to France to improve their skills as gunners. Already during his studies, the future aircraft designer, seeing the difficult situation at home, decided not to return home and stay in Europe. Soon after, he entered the service of the famous Louis Bleriot company.
In the late twenties, Kartvel was invited to the United States. He accepted the offer and became an employee of the firm Atlantic Aircraft Corporation. Later A.M. Kartveli met with A.N. Prokofiev-Seversky and received a new offer to change jobs. In 1931, he became the chief designer of the Seversky Aircraft Company. This post remained behind him for a long time.
During their work at Severski and Repablik, two immigrant aircraft manufacturers created a wide range of aircraft of various classes and types. The main specialization of the companies was the production of combat aircraft for front-line aviation, and in this area remarkable results were obtained. Thus, the Republic P-47 Thunderbolt fighter-bomber is often called the best aircraft of its class during the Second World War.
A.N. Prokofiev-Seversky and A.M. Cartridges in the cockpits of an experienced fighter Seversky P-35. Photo by Alexanderkartveli.com
Until the end of the life of A.N. Prokofiev-Seversky was a celebrity on a national scale and was considered one of the leading American experts in the field of aviation. He remained a Pentagon consultant, and also lectured at universities and participated in various thematic events. His fellow company and emigration A.M. Kartvels devoted all his life to design work. For some reason, he did not become a celebrity, like Prokofiev-Seversky, but still made the most serious contribution to the development of American aviation. His latest creation - attack aircraft Fairchild Republic A-10 Thunderbolt II - is still in service.
Technological emigration
In most cases, the Russian aircraft designers went abroad or did not return home from trips because of the rejection of the new authorities. However, there were other cases of particular interest. Thus, designer Ivan Ivanovich Makhonin (1885-1973) did not just leave for France of his own accord. He was sent there by special management order to develop new projects.
I.I. Makhonin, 1928 g. Photo by Wikimedia Commons
Shortly before the outbreak of the First World War, I.I. Makhonin graduated from the Polytechnic Institute in St. Petersburg. Soon after, he founded his own design office, whose main activity was a variety of aviation weapons - from machine guns to bombs. This work continued until 1919, when new proposals appeared in other areas. The designer became interested in the railway theme, and was also able to interest the new authorities with his proposals.
In the same year 1919, under the project of I. Makhonin, several locomotives with low-power diesel engines were built. Soon came the project of the battery electric locomotive. The locomotive itself was complemented by a special tender, in which there were several hundred batteries. The source of the necessary parts are old submarines. During the tests, the new “electric locomotive” traveled from Petrograd to Moscow in 12 hours with one intermediate charge.
In the same period, the designer-enthusiast proposed the design of a super-large airship capable of carrying up to 60 thousand pounds of cargo (of the order of 960 t). Such an airship could be equipped with a multi-tiered gondola with cargo and passenger compartments for 1000 people. The concept of a large cargo-passenger airship interested those responsible, but the proposal immediately faced serious difficulties. The young Soviet state lacked the technology and materials necessary for the construction of such equipment.
In 1921, I. Makhonin, having received the necessary permits and some support, left the Soviet Russia to France. The immigrant designer has maintained good relations with the authorities and colleagues. Due to this, in particular, his work regularly appeared in the domestic profile press.
In France, a Russian specialist was engaged in the elaboration of various ideas and solutions, some of which were brought to production. So, by the mid-twenties, his company La Compagnie des Carburants Makhonine began producing the so-called. distilled fuels derived from coal. It was intended for internal combustion engines of cars, ships and aircraft. However, in 1927, the French authorities ordered the closure of production due to the negative impact on the environment.
Before and after moving to France I.I. Makhonin showed a special interest in aviation and regularly offered new ideas. In the first place, non-standard solutions were worked out aimed at improving the basic characteristics of the equipment. The first serious result of such work appeared in 1929 year. It was a prototype Mak.10 with variable geometry wing. Subsequently, this prototype was finalized and received the name Mak.101.
The pilot aircraft received a special wing with movable consoles. At the command of the pilot, they could move out of the center-section or retract inwards, changing the span and area of the wing. The increased scope improved the take-off and landing characteristics of the aircraft, and the reduced one made it possible to optimize high-speed flight. Tests confirmed such features of technology, however, led to the identification of a number of problems.
In 1940, Nazi Germany occupied France, and the experienced Mak.101 was in her possession. Soon the car was lost. According to one version, the French test pilot, attracted by the Germans to test flights, deliberately broke it. According to another version, the prototype was destroyed as a result of the Allied bombing. Anyway, the Germans could not fully explore the most interesting trophy and, accordingly, borrow design solutions.
In 1947, I. Makhonin built a prototype Mak.123 aircraft, which was a further development of the pre-war model. One of its main differences was a long multi-cabin, which could also be used as a cargo compartment. Mak.123 was tested, but did not progress further. Because of the war, the designer lost several years, and during this time, piston airplanes with a straight wing had become morally obsolete. Mak.123 had no real prospects.
The project Mak.123 was the last development of I.I. Makhonin in the field of aviation. Subsequently, the Russian emigrant designer and his colleagues were engaged in the problems of creating new varieties of fuel and the development of internal combustion engines. Some developments of these projects subsequently found application in various areas. Perhaps the projects I.I. Makhonin influenced the development of the French aircraft industry, but his planes remained an interesting experiment with no real future.
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The events of the distant past affected a great many destinies. Many people, including specialists in the aviation industry, were forced to leave our country or could not return home from trips abroad. Some of them at the new place were able to continue working on the main specialty and even achieve some success. People like I.I. Sikorsky, A.N. Prokofiev-Seversky or I.I. Makhonin could realize themselves in the role of designers, but they nevertheless made their contribution to the foreign aviation industry.
Based on:
http://airwar.ru/
http://aviadejavu.ru/
http://aviationboom.com/
http://sikorsky.com/
http://alexanderkartveli.com/
https://ww2aircraft.net/
http://fai.org.ru/
http://ihst.ru/
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