Ilyushin was born in the ordinary peasant family of Vladimir Ivanovich and Anna Vasilyevna. At the same time, he was already the 11 child, the youngest. Of these children, 9 survived, his two brothers died in infancy. Later in his official biography, Ilyushin wrote: “The property of the parents consisted of a house, a cow, a horse, as well as a small peasant household baggage. At the same time in 1912, the father sold the horse. The land processed by the parents consisted of two spiritual tithes that belonged to the treasury, therefore, they had to pay dues for the use of the land. ”
Sergey was born when his parents were no longer young, his father was 51 for a year, and his mother for 44. For this reason, from early childhood he became acquainted with hard physical labor. He began to plow when he was just 12 years old, because his parents had already been hard at work on the ground. In 1909, at the age of 15, Sergey Ilyushin left his home and, following the example of his elder brothers, went to work. He managed to work at a factory near Kostroma as a laborer, at the Gorelin factory in Ivano-Voznesensk, he also worked as an excavator at the road construction in the Osipovo estate owned by merchant Volkov, and hired to mow hay and clean gutters at a dyeing factory located in St. Petersburg. All of his work was temporary, but he was looking for a permanent job.
Such work appeared in him in 1910. Someone from his fellow countrymen told Sergei that in St. Petersburg there was a profitable job at the Kolomyazhsky hippodrome, which was urgently converted into an airfield. So, in 1910, Ilyushin first met on his life path aviation the word is an airfield. The Kolomyazhsky Hippodrome was to host the first ballooning festival in our country. At the same time, Sergey hired to work as a digger, he leveled the airfield and dug ditches, helped unload heavy boxes with parts of airplanes that he had first seen alive. Then the future brilliant designer saw with his own eyes the "Farmans" and "Bleriot", was able to observe their flights.
Already at the height of World War I, in 1916, the flight schools were officially allowed to enroll representatives of the lower classes. For this purpose, a pilot school of the All-Russian Imperial Club was organized at the Commandant airfield in St. Petersburg. At the same time they took in not only the best. Of the entire aerodrome team, in which Ilyushin served at that moment, only two people were taken: the sculptor Klimov and the mechanic Ilyushin. In this case, the leadership of the airfield did not fall into the sky with a finger, the choice was amazingly correct. After decades in the country, monuments will be erected to these two people: one of them became a famous aircraft designer, and Vladimir Yakovlevich Klimov, a brilliant designer of engines. In the summer of 1917, Ilyushin successfully passed the pilot's license exam.
In March 1918, due to well-known events and a sharp reduction in aircraft production, the aerodrome team was disbanded, and Ilyushin went to his homeland in the village of Dilyalevo. In October 1918, Sergei Ilyushin joined the party, and in May 1919 he was drafted into the Red Army. Ilyushin was seconded to the command of the Red Air Fleet and sent to Serpukhov. Here he meets with his old acquaintances at the aerodrome team of the Commandant aerodrome, who agreed that the future designer should be appointed an aircraft mechanic of the 6th aircraft repair train, which was subordinate to the 6th Army of the Northern Front.
In the autumn of 1919, the mechanic Sergey Ilyushin was sent to the area of Petrozavodsk, where, according to intelligence information, an Avro English-made White Guard aircraft made an emergency landing. The mechanic Ilyushin, along with five Red Army subordinates to him, was able to get to the Avro. The plane was taken apart literally up to the screw and pulled it out of the impassable mud. After that, the car was sent to the capital, later on the basis of this aircraft will be created Soviet training biplane, which was called U-1.
21 September 1921, Sergey Ilyushin successfully passed the exams and was enrolled in the Institute of Engineers of the Red Air Fleet. Since 1922, this school has been called the Military Air Academy. Zhukovsky. During his studies at the academy, the future aircraft designer took part in the activity of the glider club of the Heavy and Siege Artillery Workshops. In 1923, he designs his first glider, which was called the Mastyazhart (AMF-3). With this glider, Ilyushin in November 1923 of the year took part in the First All-Union rally of glider pilots, which was held in Koktebel. Later he created several more gliders: “Rabfakovets” (AMF-4), “Mastyazhart-2” (AMF-5) were both created in the 1924 year. And his fourth glider "Moscow" (AVF-21), created in 1925, took part in the Rynsky glider race, which took place in Germany. After graduating from the academy and successfully defended his graduation project, in 1926, Ilyushin was given the title of military engineer-mechanic of the Air Fleet. It's funny, but his thesis was devoted to the creation of a fighter aircraft, and he gained his fame as the designer of much heavier aircrafts - bombers, attack aircraft and passenger aircraft.
In 1926, Sergey Ilyushin was appointed head of the section of the Air Force Scientific and Technical Committee. He was engaged in determining the types of aircraft, as well as preparing requirements for them, participated in various specialized commissions, and actively collaborated with the Samolet magazine published in the country. From 1930 of the year - an engineer at the Air Force scientific test airfield, from 1931 of the year - an engineer at the Central Aerohydrodynamic Laboratory. The turning point for the designer was 1933 the year when he became the head of the design team at the Central Design Bureau - Central Design Bureau.
The Ilyushin-led brigade developed the TsKB-1936 bomber for 26, which after a series of improvements was called the DB-3. This bomber liked the military and was adopted. In 1937, several world flight altitude records were set on it with a different set of loads. In 1938 and 1939, the bomber became a member of a number of record-in-distance flights, including flights from Moscow to North America, breaking 8 thousands of kilometers. Further development of this promising machine was another long-range bomber - IL-4, which could lift up to 2,5 tons of bombs. During the Great Patriotic War, DB-3 and IL-4 were used to launch bombings against operational-strategic objects located deep in the defense and in the rear of the enemy, the machine was also used as a front bomber to destroy the equipment and manpower of the enemy, especially for aviation Navy version was created torpedo.
Since 1936, Ilyushin becomes the chief designer of the design bureau at the aviation plant named after Menzhinsky, at the same time, up to 1938, he was the head of the General Directorate of experimental aircraft construction at the People's Commissariat of the defense industry. In 1939, the Ilyushin Design Bureau creates its most famous aircraft, the most massive combat aircraft in stories - Il-2 attack aircraft, which combined the excellent aerodynamic qualities of the layout, handling and stability with a rational scheme of booking all vital parts of the machine and an adequate supply of power. In the USSR, he became the first aircraft of this type. Production of the IL-2 began in the 1940 year and ended in the 1945 year, during which time more than 36 thousands of Ilyushin attack aircraft left the factory workshops.
The war clearly demonstrated the Air Force’s need for such an aircraft, so in the fall of 1941, its release was recognized as a priority. Due to its mass character and excellent characteristics, the Il-2 aircraft became a truly legendary machine, rightfully considered one of the symbols of our Victory over fascism. 25 November 1941 of the year for outstanding achievements in creating aircraft, as well as mastering its production in wartime Sergey Vladimirovich Ilyushin By the decree of the Presidium of the USSR Armed Forces was awarded the title Hero of Socialist Labor with the award of the Sickle Molot gold medal and the Order of Lenin.
At the height of the war, in 1943, the Ilyushin Design Bureau began developing passenger cars, which shows how great the designer was in the belief in victory. A series of passenger Ilov takes a report from the IL-12. Before him, in the USSR, there was only one heavy passenger aircraft DC-3, purchased under license in the United States. The IL-12, IL-14 and IL-18 followed the IL-62. The last of this list was Aeroflot's flagship in the 60-70 of the last century. IL-62 was the last machine, which was created under the direct supervision of Sergei Ilyushin.
At the end of 60, the designer became seriously ill and retired in 1970. He began Parkinson's disease, while he courageously endured all the diseases, having lived on retirement 7 years and without interrupting communication with his native KB. Colleagues and Ilyushin’s subordinates note that the designer always walked “on the tables,” that is, he thoroughly delved into the work of each designer of his design bureau. The work in his design bureau was organized very clearly. If someone had a question that could not be solved by the lead designer in this area, then the question went to the head of the department and further down to Sergey Ilyushin himself. At the same time, the technical process was very diverse and as soon as a question appeared that had several points of view, Sergey Vladimirovich connected to work and chose the solution himself.
Each of his aircraft, he knew thoroughly, literally to the last screw. He knew who was working on what, what difficult places and difficulties exist in the work of his subordinates. Ilyushin took all the main decisions independently, while the chief designer appreciated the information very much and always told his subordinates that the leader could not work without information. He had a truly amazing view of many things, Ilyushin was able to easily turn around a technical problem, make everyone look at it from a different angle.
In order to understand how the designer was Ilyushin, just look at his first designed aircraft, the TsKB-26 bomber, which was created from 1933 of the year. If we compare this car with those that were in service in those years - the TB-3 and the Security Council, it is clear that the design of the TsKB-26 had laid all the most advanced that only existed at that time in the global aircraft industry: a small area wing , weapons, cabin, new engines. The aircraft was built at the risk limit, but showed excellent results during the test. The well-known pilot Vladimir Kokkinaki, who had experienced Ilyushin Design Bureau aircraft for many years, noted: “Ilyushin was in no hurry, he did not seek to let the car out without careful verification, most of all he appreciated the safety and reliability of the flight.” At the same time, his colleagues say that Ilyushin could always foresee what his plane should be. Designer Ilyushin's corporate style is the use of the most advanced technologies so that the plane is as simple as possible in design, in mass production, and also in operation.
Sergey Vladimirovich Ilyushin died 9 February 1977 year on the 83 year of life. For his existence on earth, man pays the most expensive of currencies - the days of his life. Sergey Ilyushin was released a little over 30 thousands of days. The illustrious designer was buried in Moscow at the Novodevichy Cemetery.
Images of great people always complement the small details that make them more alive, closer to everyday life, to ordinary people. Such a detail, a minor touch to the portrait of Sergey Ilyushin is that he did not like the 13 number, apparently believing that it was unhappy. In all his life, he has not signed a single document with such a date.