The sky will always remember
By the time a person is born Sergei Ilyushin, we will now proceed. But the moment of birth is the designer, probably, not everyone knows. But even this at Ilyushin came within the bounds stories.
I believe that designer Ilyushin was born on September 8 of the year 1910. And I even know the place of birth: the former Kolomyazhsky hippodrome, which became the Commandant airfield. By the way, the works of Ilyushin.
In 1910, Sergey Ilyushin was hired as an excavator to the working team for the preparation of the First All-Russian Aeronautics Festival, which took place in September of the same year at the former St. Petersburg hippodrome.
First steps into the sky Ilyushin did with a shovel in his hands. Sleeping pits, aligning the strip, sorting out the boxes with airplanes.
And then, watching what was happening in the sky, Ilyushin did not immediately notice that the sky now settled in it. Forever and ever. How will forever remain in the history of Russian, Soviet and Russian aviation Sergey Ilyushin.
It is quite possible that Sergey Ilushin was standing somewhere in this crowd ...
In the meantime ...
18 March 1894 year old, 30 March new style in the village of Dilyalevo of the Vologda province, in the family of peasants Vladimir Ivanovich and Anna Vasilyevna Ilyushins the eleventh child was born. Sergei.
The childhood in the family of peasants is not the most joyful. But Sergey could still learn to read and write in the school of the neighboring village of Bereznyaki, for which he always remembered with warmth his rural teachers.
In the 1909 year, at the age of 15 years, like many of his peers and brothers, he left home for work. The beginning of the future work career of the three times Hero of Socialist Labor was simply amazing.
He worked as a laborer in a factory, was an excavator at a road construction site, cleaned the gutters at a dyeing factory in St. Petersburg, and hired to mow hay. So he got to reworking the hippodrome in the airfield, precisely because he did not shy away from any work.
Next was the work of a milk carter for the butter factory, the construction of the Amur Railway, where he became a timekeeper because he was literate. And from the Far East - a throw to the west, where in Revel (this is Tallinn now) was hired to build a shipbuilding plant of the Russian-Baltic society. He was a laborer, lubricator, assistant excavator driver.
In the autumn of 1914, Ilyushin is mobilized. Literate and has seen life, he quickly makes a career and becomes a clerk in the management of the military commander of the city of Vologda. Very warm place, but as soon as the clerk gets a request for seven people to serve in aviation, Ilyushin throws everything and asks for a transfer.
So Sergei Vladimirovich is again in St. Petersburg, at the Commandant airfield, where he serves first as a hangar, then as an assistant to an aircraft engine, a younger one, and finally to a senior engineer.
Ilyushin was part of the aerodrome team, which received, tested, prepared for flights airplanes from the aircraft factories S. S. Schetinin and V. A. Lebedeva.
Moreover, without interruption from service, he was allowed to undergo training for a pilot! And in the summer of 1917, Ilyushin passed an exam for pilot's rights, having graduated from the soldier’s school of pilots of the All-Russian Imperial Aeroclub. It was such an interesting society, led by Count IV. Stenbok-Fermor.
But then the revolution struck, and somehow it was not up to the airplanes ...
In March, 1918 was disbanded due to a reduction in aircraft production by factories. Ilyushin worked as the head of the industry department of the Vologda Council of the National Economy: he was engaged in setting up the work of nationalized sawmills, steam mills, and oil mills.
In May 1919, Ilyushin was called up to the Red Army. But not as a pilot. At that time, there was a particularly lack of aviation specialists capable of providing maintenance, repair and preparation for flights of different types, to the limit of worn-out aviation equipment, as a rule, of foreign origin.
This work was carried out by mobile technical units - aircraft trains that traveled along the fronts of the civil war. Mobile workshops, roughly speaking. Here, obviously, began a deep and thoughtful (otherwise it would not fly) the study of Ilyushin planes, let's say, in the range.
It turned out so original, true, but the school of the future designer. Where Ilyushin received and a thorough knowledge of the design of the aircraft of the time, and features of their operation, and combat use.
In September 1921, the head of the Kuban Army’s air train, Ilyushin, was sent to the Institute of Red Air Engineers fleetin which training begins. In 1922, the institute was transformed into the Air Force Academy named after Professor N. E. Zhukovsky.
Among students, Ilyushin stands out for his organizational and design skills. His authority and knowledge was enough to head one of the sections of the Military Scientific Society of the Academy.
Work in the scientific community has been very useful. It is here that Ilyushin begins to construct and build. First gliders, of course. But these simple devices played a huge role in the development of the designer Ilyushin, and not only him. Gliders built Yakovlev, Beriev, Petlyakov.
In the 1926 year, after graduating from the Air Force Academy, Ilyushin became the chairman of the aircraft building section of the Scientific and Technical Committee of the Red Army Air Force Directorate - STC UVVS.
In those years, STC UVVS directly led the program to create and equip the Soviet air force. He was entrusted with the tasks of planning pilot and serial construction, developing tactical and technical requirements for experimental aircraft, engines, aircraft armament and equipment, monitoring the progress of work on the development and testing of aircraft.
From June 1926 to November 1931, Sergey Vladimirovich worked as the chairman of the aircraft section of the Scientific and Technical Committee of the Air Force, where he studied the world experience of aircraft manufacturing, developing tactical and technical requirements for new aircraft. Under the leadership of Ilyushin, technical requirements were made for some of Nikolay Polikarpov’s airplanes (including U-2), Andrey Tupolev, Dmitry Grigorovich. Also in 1930 — 1931, Sergei Vladimirovich worked as an assistant to the Chief of the Air Force Scientific Testing Institute for the scientific and technical part.
Here it is worthwhile to draw attention to the fact that Ilyushin has become one of the most influential people in the aviation industry. Without exaggeration. And in this position it would be possible to work without any problems and to benefit the state.
But the September 10 virus was doing its job. And in the summer of 1931, Ilyushin writes a report asking for a transfer to the aviation industry. Ilyushin wants to work on the aircraft themselves, and not on the documentation to them.
Ilyushin's report was reviewed, and from November 1931 of the year to January 1933 of the year Sergey Vladimirovich headed the design bureau of TsAGI.
By the way, about the possibilities of Ilyushin.
In November, 1932, Ilyushin proposed to split the TsAGI design bureau into two separate structures: TsKB Aviation Plant No. 39 named after. V.R. Menzhinsky for the construction of light aircraft and the design department of TsAGI, engaged in the development of heavy aircraft.
Sergei Vladimirovich’s proposal was considered by the head of Glavaviaprom, Peter Baranov, and the People's Commissar of Heavy Industry, Grigory Ordzhonikidze.
13 January 1933, the relevant order Glavaviaproma was organized by the Central Design Bureau (CDB) aircraft plant them. V.R. Menzhinsky, whose chief was appointed Ilyushin.
Simultaneously, Sergey Vladimirovich led the design team number 3. In September, the Ilyushin brigade 1935 was transformed into the Pilot Design Bureau of the Aviation Plant named. V.R. Menzhinsky, and Sergey Vladimirovich became the chief designer of the OKB.
Do not get bogged down in intrigue, knowing that any of your proposals will be accepted and considered as soon as possible - this must be a man. Ilyushin was him.
As contemporaries testify, the main thing for him was knowledge and creative return, and not official status of individuals. This approach to the growth and position of employees in the team led to the constancy of the composition of the main part of the team. Ilyushins did not leave the organization even when they received quite attractive offers from other organizations, many noted in their memoirs.
Ilyushin's remarkable quality (and most useful at the time) was his ability to infect with his enthusiasm, to enthuse people with his idea without any agitation. Although, as his former subordinates note, Sergey Vladimirovich has always been very laconic. But, nevertheless, he could somehow generously share his knowledge with people in a way known to him. And he brought up, as time has shown, excellent specialists precisely in the spirit of his ability to solve engineering problems and tasks.
For young specialists, Ilyushin developed the “Short Memo to the Designer”, where he described the main issues of designing parts, assemblies and parts of the aircraft. "Memo" is not only a complete list of all requirements affecting the design, but also an instruction for analyzing all the factors that must be considered in the design.
What created Ilyushin, in principle, is known to all.
The first-born OKB under the leadership of Ilyushin was the TsKB-26 bomber. 17 July 1936, the year Vladimir Kokkinaki set on it the first Soviet world aviation load-lifting record, officially registered by the International Aviation Federation.
Next, the bombers DB-3 and DB-3F (IL-4) were created, the very ones that carried out a number of raids on Berlin in August-September 1941. And of course, the “flying tank” is the Il-2 attack aircraft, the most massive aircraft of the USSR in the Great Patriotic War.
Since 1943, the Ilyushin Design Bureau has begun to develop passenger aircraft. Yes, the war was still in full swing, while Ilyushin was already looking ahead, starting work on peaceful aircraft.
A series of civilian "Ilov" began with IL-12. Then followed IL-14 and IL-18.
The latest aircraft, developed under the leadership of Sergei Vladimirovich, became IL-62.
The passenger transcontinental handsome IL-62, which took off to the air lines in 1967, and its modification IL-62М deservedly became Aeroflot flagships.
Pilots of Ilyushin liners noted that even such a very large aircraft retained the simplicity and ease of control inherent in all Ilam. Since then, state leaders began flying Ilyushin airplanes, and they do it today.
But the military theme did not leave aside.
Yes, during the war years, the main forces of the Special Design Bureau were sent to improve attack aircraft, but Ilyushin continued to work on the creation of new bomber aircraft.
The first Soviet jet front bomber, entered service with the Air Force, became the IL-28.
In the summer of 1970, S. V. Ilyushin, due to illness, resigned as head of the OKB, but remained a member of the Scientific and Technical Council and a consultant.
Only seven years of well-deserved rest, and Sergey Vladimirovich completed his journey.
What else can I add here? Only gratitude for what was done for the good of the country and memory. The memory of a creative person who gave himself all for the sake of the fact that in the sky of his country only silver passenger handsome men flew.
And this dream, if it was, came true for sure. But it was for her sake that from that very sky thousands of “flying tanks».
Having traveled from a glider weighing less than 100 kg to an intercontinental liner with a flight weight of 160 tons for incomplete 40 years, Ilyushin became a real Chief Designer. This is not a title, it is a state of mind and a flight of fancy embodied in metal.
But, perhaps, the main achievement of designer Il'yushin is not planes in the literal sense. Like any master (and we do not doubt that Sergey Vladimirovich was a master), the main achievement is the students and followers. Who will continue the work of the teacher and even develop it.
Ilyushin was not just a lot of students and followers. These students and closest assistants who have worked with Ilyushin for decades, are often called the “Ilyushin Guard”. And indeed, these are the specialists on whom he relied in solving various issues and with whom he worked, and who did not just continue his work.
IL-62M, IL-76, IL-86, IL-96-300, IL-114, IL-96М, which appeared after Sergey Vladimirovich left work, the best confirmation.
9 February 1977 Sergey Vladimirovich Ilyushin died in Moscow. He was buried at the Novodevichy cemetery.
But the planes that were created by him and his students continue to fly. If not in the quantities as we would like, but fly. But these are the realities.
I believe that designer Ilyushin was born on September 8 of the year 1910. And I even know the place of birth: the former Kolomyazhsky hippodrome, which became the Commandant airfield. By the way, the works of Ilyushin.
In 1910, Sergey Ilyushin was hired as an excavator to the working team for the preparation of the First All-Russian Aeronautics Festival, which took place in September of the same year at the former St. Petersburg hippodrome.
First steps into the sky Ilyushin did with a shovel in his hands. Sleeping pits, aligning the strip, sorting out the boxes with airplanes.
And then, watching what was happening in the sky, Ilyushin did not immediately notice that the sky now settled in it. Forever and ever. How will forever remain in the history of Russian, Soviet and Russian aviation Sergey Ilyushin.
It is quite possible that Sergey Ilushin was standing somewhere in this crowd ...
In the meantime ...
18 March 1894 year old, 30 March new style in the village of Dilyalevo of the Vologda province, in the family of peasants Vladimir Ivanovich and Anna Vasilyevna Ilyushins the eleventh child was born. Sergei.
The childhood in the family of peasants is not the most joyful. But Sergey could still learn to read and write in the school of the neighboring village of Bereznyaki, for which he always remembered with warmth his rural teachers.
In the 1909 year, at the age of 15 years, like many of his peers and brothers, he left home for work. The beginning of the future work career of the three times Hero of Socialist Labor was simply amazing.
He worked as a laborer in a factory, was an excavator at a road construction site, cleaned the gutters at a dyeing factory in St. Petersburg, and hired to mow hay. So he got to reworking the hippodrome in the airfield, precisely because he did not shy away from any work.
Next was the work of a milk carter for the butter factory, the construction of the Amur Railway, where he became a timekeeper because he was literate. And from the Far East - a throw to the west, where in Revel (this is Tallinn now) was hired to build a shipbuilding plant of the Russian-Baltic society. He was a laborer, lubricator, assistant excavator driver.
In the autumn of 1914, Ilyushin is mobilized. Literate and has seen life, he quickly makes a career and becomes a clerk in the management of the military commander of the city of Vologda. Very warm place, but as soon as the clerk gets a request for seven people to serve in aviation, Ilyushin throws everything and asks for a transfer.
So Sergei Vladimirovich is again in St. Petersburg, at the Commandant airfield, where he serves first as a hangar, then as an assistant to an aircraft engine, a younger one, and finally to a senior engineer.
Ilyushin was part of the aerodrome team, which received, tested, prepared for flights airplanes from the aircraft factories S. S. Schetinin and V. A. Lebedeva.
Moreover, without interruption from service, he was allowed to undergo training for a pilot! And in the summer of 1917, Ilyushin passed an exam for pilot's rights, having graduated from the soldier’s school of pilots of the All-Russian Imperial Aeroclub. It was such an interesting society, led by Count IV. Stenbok-Fermor.
But then the revolution struck, and somehow it was not up to the airplanes ...
In March, 1918 was disbanded due to a reduction in aircraft production by factories. Ilyushin worked as the head of the industry department of the Vologda Council of the National Economy: he was engaged in setting up the work of nationalized sawmills, steam mills, and oil mills.
In May 1919, Ilyushin was called up to the Red Army. But not as a pilot. At that time, there was a particularly lack of aviation specialists capable of providing maintenance, repair and preparation for flights of different types, to the limit of worn-out aviation equipment, as a rule, of foreign origin.
This work was carried out by mobile technical units - aircraft trains that traveled along the fronts of the civil war. Mobile workshops, roughly speaking. Here, obviously, began a deep and thoughtful (otherwise it would not fly) the study of Ilyushin planes, let's say, in the range.
It turned out so original, true, but the school of the future designer. Where Ilyushin received and a thorough knowledge of the design of the aircraft of the time, and features of their operation, and combat use.
In September 1921, the head of the Kuban Army’s air train, Ilyushin, was sent to the Institute of Red Air Engineers fleetin which training begins. In 1922, the institute was transformed into the Air Force Academy named after Professor N. E. Zhukovsky.
Among students, Ilyushin stands out for his organizational and design skills. His authority and knowledge was enough to head one of the sections of the Military Scientific Society of the Academy.
Work in the scientific community has been very useful. It is here that Ilyushin begins to construct and build. First gliders, of course. But these simple devices played a huge role in the development of the designer Ilyushin, and not only him. Gliders built Yakovlev, Beriev, Petlyakov.
In the 1926 year, after graduating from the Air Force Academy, Ilyushin became the chairman of the aircraft building section of the Scientific and Technical Committee of the Red Army Air Force Directorate - STC UVVS.
In those years, STC UVVS directly led the program to create and equip the Soviet air force. He was entrusted with the tasks of planning pilot and serial construction, developing tactical and technical requirements for experimental aircraft, engines, aircraft armament and equipment, monitoring the progress of work on the development and testing of aircraft.
From June 1926 to November 1931, Sergey Vladimirovich worked as the chairman of the aircraft section of the Scientific and Technical Committee of the Air Force, where he studied the world experience of aircraft manufacturing, developing tactical and technical requirements for new aircraft. Under the leadership of Ilyushin, technical requirements were made for some of Nikolay Polikarpov’s airplanes (including U-2), Andrey Tupolev, Dmitry Grigorovich. Also in 1930 — 1931, Sergei Vladimirovich worked as an assistant to the Chief of the Air Force Scientific Testing Institute for the scientific and technical part.
Here it is worthwhile to draw attention to the fact that Ilyushin has become one of the most influential people in the aviation industry. Without exaggeration. And in this position it would be possible to work without any problems and to benefit the state.
But the September 10 virus was doing its job. And in the summer of 1931, Ilyushin writes a report asking for a transfer to the aviation industry. Ilyushin wants to work on the aircraft themselves, and not on the documentation to them.
Ilyushin's report was reviewed, and from November 1931 of the year to January 1933 of the year Sergey Vladimirovich headed the design bureau of TsAGI.
By the way, about the possibilities of Ilyushin.
In November, 1932, Ilyushin proposed to split the TsAGI design bureau into two separate structures: TsKB Aviation Plant No. 39 named after. V.R. Menzhinsky for the construction of light aircraft and the design department of TsAGI, engaged in the development of heavy aircraft.
Sergei Vladimirovich’s proposal was considered by the head of Glavaviaprom, Peter Baranov, and the People's Commissar of Heavy Industry, Grigory Ordzhonikidze.
13 January 1933, the relevant order Glavaviaproma was organized by the Central Design Bureau (CDB) aircraft plant them. V.R. Menzhinsky, whose chief was appointed Ilyushin.
Simultaneously, Sergey Vladimirovich led the design team number 3. In September, the Ilyushin brigade 1935 was transformed into the Pilot Design Bureau of the Aviation Plant named. V.R. Menzhinsky, and Sergey Vladimirovich became the chief designer of the OKB.
Do not get bogged down in intrigue, knowing that any of your proposals will be accepted and considered as soon as possible - this must be a man. Ilyushin was him.
As contemporaries testify, the main thing for him was knowledge and creative return, and not official status of individuals. This approach to the growth and position of employees in the team led to the constancy of the composition of the main part of the team. Ilyushins did not leave the organization even when they received quite attractive offers from other organizations, many noted in their memoirs.
Ilyushin's remarkable quality (and most useful at the time) was his ability to infect with his enthusiasm, to enthuse people with his idea without any agitation. Although, as his former subordinates note, Sergey Vladimirovich has always been very laconic. But, nevertheless, he could somehow generously share his knowledge with people in a way known to him. And he brought up, as time has shown, excellent specialists precisely in the spirit of his ability to solve engineering problems and tasks.
For young specialists, Ilyushin developed the “Short Memo to the Designer”, where he described the main issues of designing parts, assemblies and parts of the aircraft. "Memo" is not only a complete list of all requirements affecting the design, but also an instruction for analyzing all the factors that must be considered in the design.
What created Ilyushin, in principle, is known to all.
The first-born OKB under the leadership of Ilyushin was the TsKB-26 bomber. 17 July 1936, the year Vladimir Kokkinaki set on it the first Soviet world aviation load-lifting record, officially registered by the International Aviation Federation.
Next, the bombers DB-3 and DB-3F (IL-4) were created, the very ones that carried out a number of raids on Berlin in August-September 1941. And of course, the “flying tank” is the Il-2 attack aircraft, the most massive aircraft of the USSR in the Great Patriotic War.
Since 1943, the Ilyushin Design Bureau has begun to develop passenger aircraft. Yes, the war was still in full swing, while Ilyushin was already looking ahead, starting work on peaceful aircraft.
A series of civilian "Ilov" began with IL-12. Then followed IL-14 and IL-18.
The latest aircraft, developed under the leadership of Sergei Vladimirovich, became IL-62.
The passenger transcontinental handsome IL-62, which took off to the air lines in 1967, and its modification IL-62М deservedly became Aeroflot flagships.
Pilots of Ilyushin liners noted that even such a very large aircraft retained the simplicity and ease of control inherent in all Ilam. Since then, state leaders began flying Ilyushin airplanes, and they do it today.
But the military theme did not leave aside.
Yes, during the war years, the main forces of the Special Design Bureau were sent to improve attack aircraft, but Ilyushin continued to work on the creation of new bomber aircraft.
The first Soviet jet front bomber, entered service with the Air Force, became the IL-28.
In the summer of 1970, S. V. Ilyushin, due to illness, resigned as head of the OKB, but remained a member of the Scientific and Technical Council and a consultant.
Only seven years of well-deserved rest, and Sergey Vladimirovich completed his journey.
What else can I add here? Only gratitude for what was done for the good of the country and memory. The memory of a creative person who gave himself all for the sake of the fact that in the sky of his country only silver passenger handsome men flew.
And this dream, if it was, came true for sure. But it was for her sake that from that very sky thousands of “flying tanks».
Having traveled from a glider weighing less than 100 kg to an intercontinental liner with a flight weight of 160 tons for incomplete 40 years, Ilyushin became a real Chief Designer. This is not a title, it is a state of mind and a flight of fancy embodied in metal.
But, perhaps, the main achievement of designer Il'yushin is not planes in the literal sense. Like any master (and we do not doubt that Sergey Vladimirovich was a master), the main achievement is the students and followers. Who will continue the work of the teacher and even develop it.
Ilyushin was not just a lot of students and followers. These students and closest assistants who have worked with Ilyushin for decades, are often called the “Ilyushin Guard”. And indeed, these are the specialists on whom he relied in solving various issues and with whom he worked, and who did not just continue his work.
IL-62M, IL-76, IL-86, IL-96-300, IL-114, IL-96М, which appeared after Sergey Vladimirovich left work, the best confirmation.
9 February 1977 Sergey Vladimirovich Ilyushin died in Moscow. He was buried at the Novodevichy cemetery.
But the planes that were created by him and his students continue to fly. If not in the quantities as we would like, but fly. But these are the realities.
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