Russian emigrants and their contribution to foreign aviation

22
Not always a talented designer or engineer can realize his talents and skills in his own country. There are many cases when good specialists went abroad and already there made new discoveries or created outstanding equipment. So, in the last century, against the backdrop of the rapid development of the world aviation, a significant contribution to the development of foreign industries was made by engineers of Russian origin. Let us recall the most famous compatriots who, for one reason or another, worked abroad.

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.

Russian emigrants and their contribution to foreign aviation
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.


Experienced aircraft Mak.10, wing consoles extended to the maximum span. Photo magazine Flight


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.

* * *

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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22 comments
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  1. +1
    2 October 2018 08: 34
    And why only aviation. And how many talented scientists did the pseudoscience commission under Mr. Medvedev give to foreign countries, and what have they come up with?
  2. +1
    2 October 2018 08: 51
    Unfortunately, the country has lost a huge amount of scientific potential.
    1. +5
      2 October 2018 10: 57
      And now he is losing. My daughter is studying at a St. Petersburg university, so she says that absolutely everyone who does not skip classes and is interested in knowledge, consider further studies and work only abroad, and most of them plan to leave not in the EU, but in the USA . sad
      1. -6
        2 October 2018 11: 29
        I have already fat from the monitor flowed. Daughter of the officer pancake. Flag change something.
        1. +2
          2 October 2018 12: 13
          Duck, if we put a bolt on promising people, why don't these people design and work where their work is respected?
        2. +7
          2 October 2018 13: 59
          You know, but I believe N9; we have the same thing - half of the eligible students are leaving to graduate and / or graduate school in the West (England, Germany, USA). For them there are quite favorable conditions; because the country’s children are doing their best to pick up the intellectual cream from all over the world. By the way, units are returned ...
          1. 0
            4 October 2018 19: 49
            I will say more, companies from the West are hunting for smart, educated, talented guys from Russia. Very sorry . Again, the gene pool of the country is knocked out. It is very disappointing that the leadership of the country does not protect this most expensive and non-renewable stock of the country !!! sad This is not oil, not gold, not platinum ... This is the future of the country! stop
  3. 0
    2 October 2018 09: 39
    Thank you very much for the article! Very interesting!
    But with that phrase
    Not always a talented designer or engineer can realize his talents and skills in his own country.
    I cannot fully agree. The article itself just shows that all the people listed in it completely began their self-realization precisely within the borders of their country and for its benefit. Unfortunately, the author does not indicate specific reasons for the departure of our specialists abroad. One can only guess.
  4. -4
    2 October 2018 09: 45
    I do not understand what does Alexander Kartveli have to do with Russian emigrants?
  5. 0
    2 October 2018 11: 28
    Minor. A country that built all 3500 airplanes during the years of the PMA, and even then on imported engines could not teach others anything. Whatever the genius of Sikorsky, the whole genius of which consists in the fact that he a year earlier came up with what they invented would inevitably, and built something in the garage of rags and sticks, he could not do anything in a situation where opportunities for mass production. In Russia, they appeared only under the Bolsheviks, for example, the TB-1 bomber, for which they even managed to master the engine.
    1. 0
      2 October 2018 12: 17
      As far as I know, Sikorsky was threatened with arrest after the revolution, he was warned by one of the workers. How many specialists were "worn out" by the new authorities, who were looking for an enemy in each, will remain unknown.
      1. +2
        2 October 2018 16: 44
        Well, if these specialists did not want to work, and even sabotage, but you know better in Germany, of course. It is interesting how it only happened that, for example, all members of the provisional government, except for the fleeing Kerensky, lived in peace, worked and taught until death from natural causes, and one was even awarded the Order of Lenin in 1944 year. Well, the royal officers somewhere 40% of the Bolsheviks passed.

        And you know the commissioners for what? In order to keep an eye on these military experts, or even not all, as Shaposhnikov rose up to Marshals, some preferred to openly, or worse, secretly betray and crap.
        1. 0
          3 October 2018 11: 33
          Quote: EvilLion
          And you know the commissioners for what? In order to keep an eye on these military experts, or even not all, as Shaposhnikov rose up to Marshals, some preferred to openly, or worse, secretly betray and crap.

          Hmm ... Only here, a similar tracking of the Queen resulted in the fact that he did not live many of his years! And in general miraculously survived! That all the famous rocket launchers were convicted ... or even shot ...
          It's impossible with science and geniuses! There are two ways - to buy and take away .. and with geniuses at that time there was even - "not to take away"
          If Korolev were not a genius and a patriot and hypothetically escaped (or he was not saved in the camps), then who could drag the USSR space project on himself?
          Everywhere you cannot see the enemies of the people ...
  6. +2
    2 October 2018 13: 02
    Informative, thanks to the author. I did not know about the A-10 that the Russian designer had developed. In general, the sad picture of how many smart people lost Russia as a result of internal strife. And the blameless greed of the rulers and their entourage is to blame. History teaches nothing to negligent descendants, talents from Russia are fleeing now.
  7. +1
    2 October 2018 13: 27
    The real success for the Sikorsky helicopters came in 1942. At the very beginning of the year, the first flight of the new R-4 Hoverfly took place.
    The XR-4 completed its initial flight on January 13, 1942, and as a result of successful flight tests, the United States Air Force ordered three YR-4As and 27 YR-4Bs.
  8. +1
    2 October 2018 13: 38
    Footage outside the hangar in Southampton, Hampshire. Major Aircraft Designer in the cockpit of a Spitfire aircraft. A few frames of the new American aircraft in flight .... hi

    This is a two-seat training version of the Seversky P-35 fighter. This aircraft was part of an order for 52 aircraft placed by Sweden in the late 1930s. In June 1940, an embargo was imposed on the export of American-made aircraft to foreign countries, with the exception of Great Britain. Only two of the AT-12s were received by Sweden before the embargo came into force.
    The remaining aircraft were sold to the U.S. Army Air Corps, and it is believed that they were used primarily as fast transport aircraft by US Air Force base commanders during World War II. An airplane of Glory example was used by the commander of the base of Lowry Army Airfield near Denver, Colorado .... hi
  9. +5
    2 October 2018 15: 27
    The whole tragedy of the events related to the topic is that the Repablik f-105 was actively used to strike the DRV, and Mikhail Strukov's transporter s-123, in addition to the transport modification, was used in the agent orange spray modification ... I am of course of the opinion that the designer is not responsible for the use of its technology, but by and large, during the Vietnam War, these designers were for our military advisers enemies like Willie Messerschmit or Kurt Tank. And this leads to sad thoughts.
  10. +2
    2 October 2018 18: 08
    The most interesting thing is that the Seversky 2RA-L two-seat fighter was officially purchased by the USSR - to assess the possibility of using bombers as an escort fighter. In the event of a successful test outcome, the organization of machine production in the USSR was planned.
  11. -1
    3 October 2018 11: 52
    S. Apostolov-Berdichevsky and Mikhail Freidenberg-telephone communications. They were not interested in RI, but the British did.
    By 1893, they presented at the Department of Applied Physics and Mechanics of Novorossiysk University in Odessa an automatic telephone exchange with 250 numbers. Such a breakthrough! But they met him sourly. And then ... Then they went to London. The British appreciated. And they issued a patent in 1895. And then they issued patents for all improvements and improvements - the capacity of their automatic telephone exchanges expanded to 10 thousand numbers ...
    The truth is that the matter went wrong. They sold it to Erickson.
    By the way, about Sikorsky. Then in St. Petersburg the positions of immigrants from Kiev were strong (thanks to Grigorovich) they quickly got into schools / factories associated with aviation. The same Grigorovich remained in the USSR and did not escape the sad fate of being convicted in sharashka. So Sikorsky was right-leaving his homeland.
    The same Zvorykin and many others. Geniuses are piece goods. In pursuit of ideology and money, states do not value piece goods. And in the USA they appreciate without ideologies ...
    In Russia, since the time of Peter the Great - when patent law was introduced - only two and a half million inventions have been registered. In the USA, a country that appeared 234 years ago, there are already 8 million inventions ..
    The current state is not better. Advised to go into business .. here and the results
    Examples
    The game left in 1990, Novoselov - in 1999. Winners of the 2010 Nobel Prize in Physics. Discoverers of graphene, a new material that is a monatomic carbon layer and is promising for creating touch screens, light panels and solar panels. The game now lives in Holland, Novoselov - in the UK.
    Alexey Abrikosov (b. 1928). Physicist.
    He left in 1991 in the USA. In 2003, he won the Nobel Prize in Physics, which was awarded to him for his decisive contribution to the explanation of two phenomena of quantum physics - superconductivity and superfluidity. On the basis of his work, many devices have been created, including magnetic scanners used in medicine.
    and many others...
    What we have is not stored, weeping lost (well, or call them traitors .. also a behavior option)
    I will repeat
    Geniuses piece goods - they need to be appreciated
  12. +1
    3 October 2018 14: 10
    Thank you, I didn’t know about the roots of the thunderbolt ...
  13. 0
    13 October 2018 01: 49
    Quote: Antares
    Geniuses piece goods - they need to be appreciated

    I agree.
    But the officials of our children learned to attach well to us:
    Swiss Sinecure EMERCOM of the Russian Federation for Vladimir Kuvshinov.
    http://www.compromat.ru/page_39589.htm
    "Huge salary and nepotism: litigation began in Switzerland over a scandal involving Vladimir Kuvshinov, head of the International Civil Defense Organization (MOGO). According to Le Temps, Kuvshinov has set his income at 35 thousand francs a month - more than 2,3 million rubles. "
  14. 0
    18 November 2018 19: 19
    Janis Davydovich Akkerman (April 24, 1897, Mitawa)
    In 1916, Akkerman volunteered ("hunter") to join the Russian army and was sent to theoretical courses in aviation at the Imperial Moscow Technical School. The course leader is “the father of Russian aviation”, Professor Zhukovsky noted Akkerman, inviting him to engage in scientific research. At the end of the courses and the Moscow Aviation School, Akkerman was sent to France in December 1916 on the recommendation of Zhukovsky to continue his studies.
    He completed the full course of a fighter pilot in France (1916-1917).

    Since 1918, in exile in the United States, he worked at Ford factories, graduated from the City College of Detroit and the aviation department of the University of Michigan, then worked as an engineer in the aviation department of the Ford company; since 1928, teacher, then professor (since 1931), University of Minnesota, founder and head of the first US Department of Aviation Engineering (subsequently transformed into the Department of Aviation), founder and head of the student aviation club of the Northwest of the USA; in 1931 he advised Madras Rotor Power Company, where he worked with the Flettner rotor project; Minnesota Commissioner for Aeronautics (1934), chief designer at the Mohawk aviation firm (since 1934), after the war, chairman of the US National Aeronautical Society.
    The designer of the only Latvian twin-engine aircraft VEF JDA-10M (the beginning of work - 1937, the first flight of 1939).
    In 1944-1945 he served as a special adviser to the US Air Force in Europe.

    Georgy Aleksandrovich Botezat (June 7, 1882, St. Petersburg)
    In 1911, at the Sorbonne, he defended his first doctoral dissertation in the field of aviation, “Studies on the stability of an airplane” (Étude de la stabilité de l'aéroplane).
    Since 1911 he taught at the St. Petersburg Polytechnic Institute. During the First World War he worked as an expert in various military-technical institutions. In the spring of 1916, together with professors Tymoshenko, Fan-der-Flit and Lebedev, he joined the Technical Committee of the newly created Office of the Air Force of the Ministry of War.
    In May 1918, having received an invitation to work in the United States, G. A. Botezat left Petrograd and, with the assistance of employees of the American mission, reached Murmansk, then illegally left Russia; in the same month arrived in the USA. He worked as an expert on the National Advisory Committee on Aeronautics. In 1921, Congress allocated him a huge sum of money at that time in the amount of $ 200 for the construction of an experimental helicopter and a salary of $ 000 a year.
    In 1922, Botezat built his four-rotor helicopter at an aviation center in Dayton, Ohio. The device, which had a weight of 1600 kilograms (thanks to an aluminum frame), an engine with a capacity of 170 liters. with. and capable of carrying three passengers, it successfully took off into the air to a height of several meters and was steadily controlled, having completed more than 1922 flights in 1923 and 100. It was the first U.S. Air Force helicopter and the first helicopter to successfully complete a controlled flight. However, the US military preferred to refrain from further financing helicopter operations, considering their serial production to be premature and giving priority to work in the field of gyroplanes. Butesat switched to the development of aircraft.
    Botezat later founded the company for the production of powerful fans supplied to the US Navy, and only in 1936 returned to helicopter experiments, establishing the company Helicopter Corporation of America. However, he did not achieve much success in this area.
    In scientific terms, in addition to research in the field of airplanes and helicopters, Georgy Botezat was engaged in the study of flight paths in the air and airless space, in particular, he calculated the flight path to the Moon, which was later used in the development of the Appolo project.

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