Designer Ilyushin biography. Soviet aircraft designer Sergei Ilyushin. Career: Beginning and ending

On March 30, 1894, Sergei Ilyushin was born in the Vologda village of Dilyalevo. Not only about Dilyalevo - few people have heard about the Vologda district and the Berezniki volost, which included this insignificant village.

In his official autobiography, Ilyushin will write: “My parents’ property consisted of a house, a horse, a cow and small peasant belongings. The horse was sold by his father in 1912 due to the inability to justify it. The land that my parents cultivated consisted of two per capita tithes that belonged to the treasury, for which rent was paid. My parents had 7 children - 5 sons and 2 daughters. I was the very last."

Two Vasily, two Nikolai, Ivan, two Anna, Praskovya, Pavel, Stepan and the last Sergei. He was eleventh. Two died in childhood, and two grew up and moved away. When he was born, his parents were not young: his father Vladimir Ivanovich was 51 years old, his mother Anna Vasilyevna was 44.

They say that the “scraper” turns out to be the weakest in health, and he doesn’t have much intellect. However, he grew up and, although small in stature, grew stronger over the years. And it turned out like in Russian fairy tales: the smallest, but the most daring.

Ilyushin’s autobiography ended with the words: “Now I work as a general designer of aircraft.” We also read: “I began to do heavy physical work very early, starting to plow the land in 1906, when I was only 12 years old, since my father was already 63 years old at that time, and my mother was 56 years old, and she was no longer able to was to plow the land."

Contractor Kuzin lived nearby. He supplied labor to a factory in the village of Yakovlevskoye near Kostroma. He gave his mother five rubles as a deposit, said: “He’s not tall, but...”, and from May 1909 Sergei became a factory laborer and hookmaker. Sergei left after two months. He left for Ivanovo-Voznesensk, worked as a laborer in a factory and went back to his native province - he hired a navvy for the merchant Volkov. All his jobs were temporary, but he wanted to have a permanent income. “Once I met fellow countrymen in St. Petersburg,” recalled Sergei Vladimirovich. - They told me that there is a profitable job at the Kolomyazhsky hippodrome, which is urgently being adapted into an airfield. I hastened to take the job.”

So, 1910. Ilyushin met on his way the first aviation word - airfield. Or rather, he came to the hippodrome, which was being turned into an airfield called Komendantsky. There they had to level the field, dig ditches - familiar work - and unload large boxes with parts of airplanes seen for the first time. Russia was preparing for the first aeronautics festival. Here they are, airplanes, many airplanes... He sees with his own eyes the Bleriots and Farmans, watches the flights.

At the height of the war, in 1916, representatives of the lower class were officially allowed to enroll in flight schools. For this purpose, a school for pilots of the All-Russian Imperial Aero Club was organized at the Komendantsky airfield. However, not many soldiers were accepted into this school - only two were taken from the airfield team: mechanic Ilyushin and rejector Klimov. It seems that the management selected the most capable people for the sky and, as they say, hit the mark: one will become the general designer of aircraft, the other, Vladimir Yakovlevich Klimov, the general designer of engines. Like this. Monuments will be erected to both in decades. And in the sky, both at that time and later, there were and will always be the best.

Unforgettable 1919... Ilyushin entered it in a soldier's overcoat. He is 25 years old. This is his second war. In February 1920, Ilyushin became senior mechanic and commissar of the 2nd aviation fleet of the Caucasian Front. A note in the magazine “Bulletin of the Air Fleet” No. 1, 2 for 1921 is typical: “Not a single pilot in the world, even in the most backward country, would risk flying in such a crippled, chronically ill machine as our modern, always being repaired aircraft. This is a flying chronic gout, controlled by a person of strong will...”

Another document from 1921: “In connection with the receipt of 50 pairs of bast shoes, I order: do not wear bast shoes to classes, walking is allowed outside of class, and those who do not want to are allowed to walk barefoot.” What kind of planes are we talking about here!

On September 21, 1921, Ilyushin entered the institute. “Of course, I passed everything poorly, with C marks, but I had experience, and they accepted me,” he told his employees many years later. In 1923, Ilyushin, together with members of the circle, built his first glider. It was made in the Lefortovo region, in the Heavy and Siege Artillery Workshops (Mastyazhart). “His first glider made us laugh a lot,” recalled K.K. Artseulov. “Due to incorrect alignment, we had to attach a sledgehammer to the front of the pole, and in this form it flew.”

Since 1935, Ilyushin has been the chief designer, and from 1956 to 1970 he was the general designer. He created his own school in aircraft manufacturing. Under his leadership, mass-produced attack aircraft Il-2, Il-10, bombers Il-4, Il-28, passenger aircraft Il-12, Il-14, Il-18, Il-62, as well as a number of experimental and experimental aircraft were created.

General designer in his office.

Back in 1933, when Hitler came to power in Germany, Ilyushin conceived his first airplane. Usually, when you mention Ilyushin, the Il-2 attack aircraft immediately appears - this is, of course, his “Bronze Horseman”, his “Quiet Don”, and his bomber seems to fade into the background. It was 13 of these vehicles that were the first to bomb Berlin in August 1941.

Since 1940, Il-4 (DB-3F) began to enter service with the Red Army.

At the Voronezh plant, people did not leave their jobs even during air raids. But the Germans were approaching Voronezh and they had to evacuate. At the evacuated plant they began to build the Il-6 - it was an Il-4 with diesel engines. Diesels were all the rage back then. They ran on diesel fuel and did not immediately catch fire.

“The order came to evacuate our plant from Moscow to Kuibyshev,” said A.A. Mikulin. - We made a list of people who were supposed to take the motor and everything related to it with them. They made crowbars from steel, pulled out the machines, and after four to five hours loaded them onto platforms. The plant, which had been under construction for decades, was removed in three days. I walk through the factory - there is a huge machine, I go back - there is no machine. Such was the enthusiasm to save the plant! October. The cold weather has begun in Kuibyshev. The machines were lowered from the platforms by crane, and snow was falling all around. The electricity was turned on. Women and children stand on wooden boxes in the open air, under the snow, and grind out parts of the most powerful motor in the world! The Ilyushin plant was beyond the Volga, we sent finished engines there, and the attack aircraft flew off hot to the front... At this time, Ilyushin was creating a new plant nearby, on Bezymyanka. “It was a very correct decision,” said Sergei Vladimirovich. “There, near Kuibyshev, they wanted to build a power plant, and then they quickly re-equipped everything and built a plant that literally decided the outcome of the war.”

In October 1941, when the Germans approached the capital, the Moscow plant was also relocated across the Volga, and in March 1942 the first three Ilas left the factory yard for the front. “On August 2, 1944,” said A.E. Golovanov, “I signed an order appointing a mock-up commission to conclude on a twin-engine passenger aircraft designed by Hero of Socialist Labor S.V. Ilyushin."

Kalinin presents an award to Ilyushin in the Kremlin.

How great was the confidence in victory that already in 1943 Ilyushin began designing a passenger aircraft! Before this, the USSR had only one heavy passenger aircraft, purchased under license from the Americans - the DS-3.

In June 1945, the Il-12 was ready. For the first time, a nose wheel was installed on a passenger plane, and after that all cars went with a wheel in front. Ilyushin saw concrete strips in the future, on which landing with such a chassis would be easier, and there would be no need for rear crutches, which often broke.

The IL-12 was replaced by the IL-14. Their wings were shorter than those of the Il-12, and the tail seemed to be chopped off. Wherever the IL-14 flew - from the Arctic to the Antarctic - the pilots loved it very much. When the last IL-14, which had served its term, was seen off in Chisinau, the pilots kissed its wings. This is not an idea. It was. Designer Ilyushin deserved this award.

The first to discuss Ilyushin’s new plan are his closest assistants.

The issue of creating an aircraft with a greater passenger capacity than the Il-14 was resolved in two stages. After the war, the Il-18 aircraft was created with four ASh-73 piston engines. The new Il-18 aircraft with four turboprop engines by A.G. Ivchenko was one of the most popular in our civil aviation. The plane was light and at the same time reliable, had more advanced flight and navigation equipment, and primarily a radar, which made it possible to bypass zones of thunderstorm activity and avoid lightning strikes. The machine could be used for at least twenty years.

Two outstanding aircraft designers of our time, Tupolev and Ilyushin, are talking.

The Il-18 aircraft was at the South and North Pole, delivering scientific and research expeditions there, was widely used in a number of foreign countries and was intended specifically for transporting heads of government of various states.

In 1965, the new Ilyushin Il-62 airliner was demonstrated at the Paris Aviation Exhibition, and a little later at the exhibition in Turin, where it invariably attracted numerous spectators who spoke very flatteringly about this modern and comfortable car. A funny incident ended the IL-62’s stay in New York. As passengers and crew took their seats before departure, a yellow tractor-trailer approached the aircraft to tow the aircraft to the runway. However, to everyone's surprise, the power of the towing device turned out to be insufficient for our liner. The faces of the mourners were filled with bewilderment, what to do? What will happen next! The crew of the Soviet plane asked the flight director to move the tractor away from the plane, started the engines and reversed in front of everyone, causing undisguised admiration from those present. The plane independently approached the runway using the reverse thrust of the engines.

In subsequent years, Sergei Ilyushin's design bureau worked to increase the range and speed of the Il-62 for use on long-distance lines. The OKB team, which celebrated 40 years of activity in 1971, created the Il-76T jet cargo aircraft, which Aeroflot desperately needed, which transports a huge amount of various cargo across the vast expanses of our Motherland. The aircraft has a pressurized cabin and has a large payload capacity.

At the end of the 1960s, Ilyushin began to get sick. He fell ill after visiting the GDR embassy. The next day he had a temperature of forty. “The Germans took revenge for the IL-2,” thought Anastasia Vasilievna. Who knows... The accident of 1938 also reminded us of itself. It turned out that he escaped with more than just a broken eyebrow.

He bravely endured the torture of illness. He began to arrive at work as early as ten in the morning, and this bothered him. He was a bundle of energy, but his strength was diminishing. “We need to maintain the pace with which I began my adult life,” he said. - God forbid you live to such a state when you cannot even commit suicide. Why such a life? Who needs it?

Parkinson's disease began. Later, in retirement, shingles. There are ulcers along the body, the arm muscle has stopped working. The disease was breaking my strength, terrible pain. I endured... This is yet to come...

In the meantime, he twice submitted an application asking to be relieved of his post as general designer. This is a unique case when a person himself asks to leave such a post, but he is not released. And life went on - in work, bustle, hassle and little joys

Ilyushin lived in retirement for about seven years without breaking ties with the design bureau. It is touching that the old designer was invited to the first take-off of the huge Il-76. It was March 25, 1971. Winter. Twilight. Next to the design bureau is the Central Airfield, from where almost all of Ilyushin’s aircraft made their first takeoffs. Sergei Vladimirovich came to the design bureau and began discussing with Novozhilov the possibility of lifting a new aircraft. It is not a simple matter to lift a huge machine from a relatively small box of a snow-covered airfield, surrounded by multi-storey buildings in the center of the capital. There was confidence, but you couldn’t throw away the courage either.

“Let’s go to the airfield,” said Ilyushin. There we made the decision to fly together.

“He was even more or less,” recalled G.V. Novozhilov. “He and I, as always, examined everything...”

Everything is the same as always, only now I’m a pensioner. He asked me to calculate it again. And then he said one word: “It’s possible.”

It was memorable because he did more than he said. He blessed me for the last time. The last new Il took off before his eyes...
Old Ilyushin in a winter hat... Life.

Sergei Vladimirovich Ilyushin died on February 9, 1977 at the age of 83. He was seriously ill for three years. He was shown on television on his 80th birthday in 1974 - he was no longer the same Ilyushin.

A person pays for his existence on earth with the most expensive currency - days of life. He was given a little more than 30 thousand days...

He was buried at the Novodevichy cemetery. It turned out that he, a colonel general of aviation, did not have a ceremonial general's cap, and then his eldest son Vladimir placed his on his father's coffin, and he walked next to him in a general's overcoat.

The sun rises every day because it knows its responsibility to life. There are people who will die if they are deprived of responsibility. For them, for him, the sun rose every day, which, oddly enough, is not given to everyone.

Every day is needed for the Fatherland,
and the coachman, and the sky-high shield,
Vologda peasant Ilyushin
bends over the green earth...

A television program “Outstanding Aircraft Designers” was filmed about Sergei Ilyushin.

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Sergei Vladimirovich participated in the development of many aircraft and held important leadership positions. But he went down in history mainly thanks to his famous Il-2 attack aircraft.

Sergei Vladimirovich was born in 1894 in the village of Dilyalevo, Vologda province. A large family had difficulty feeding themselves on the plot of land. Sergei was the fifth child in the family. Children were forced to work from early childhood. Sergei received his primary education at a zemstvo school and began earning money at the age of 15. In the spring of 1910, Sergei got a job at the St. Petersburg hippodrome, which was being prepared for the first aviation week. After perestroika, the hippodrome was called the Commandant's Airfield. At the airfield, Sergei watched the flights of aviators and balloonists, which determined his path in life. However, before getting into aviation, Ilyushin worked on the construction of the Amur Railway in 1912, and in 1913 on the construction of a shipyard in Riga. In 1914, the young man was drafted into the army and, at his request, was sent to the airfield team of the Commandant's airfield in Petrograd.

Sergei washed airplanes, then became an assistant mechanic, a motor mechanic. In 1916, Ilyushin was taught to fly, but Sergei remained a mechanic. In 1919, he worked as an aircraft repair mechanic on the 6th aircraft repair train. The first task as an aircraft designer Ilyushin received was unusual: from the swamps near Petrozavodsk, he and a group of Red Army soldiers retrieved and delivered parts of the English Avro 504k aircraft to Moscow and took drawings according to which the first Soviet U-1 training aircraft, which served since 1921, were built at the Krasny Letchik plant. to 1932.

After the end of the civil war, Sergei Vladimirovich entered the Institute of the Red Air Fleet named after. N.E. Zhukovsky (renamed into the academy in 1922). In 1923, the Military Scientific Society was created at the academy; one of the 8 sections, motor, was led not by the teacher, but by course student S.I. Ilyushin. Since 1922 he was a member of the gliding circle. Under the leadership of Sergei Vladimirovich, the Mastyazhart, Mastyazhart-2, and Rabfakovets gliders were built. In 1925, the AVF-21 glider. built according to the design of Ilyushin, Kurin and Leontyev, participated in competitions in Germany.

Having stopped building gliders, Ilyushin headed the Technical Committee for Glider Tests for many years, wrote articles for the magazine “Airplane”, and in 1933 he was awarded the Order of the Red Star for his services in the development of gliding.

In 1926, Ilyushin defended his graduation project for a fighter aircraft, which was highly appreciated by the commission; he became a military mechanical engineer for the air fleet and was assigned to the Air Force. The young commander headed the aircraft section of the Air Force Scientific and Technical Committee, which included outstanding scientists S.A. Chaplygin, V.P. Vetchinkin and others, as well as famous aircraft designers. The section determined the tactical and technical requirements for aircraft for the Air Force. Thanks to four years of hard work on the committee, Ilyushin studied aircraft and engines of not only domestic, but also foreign air forces, and aviation tactics. He prepared an analysis of foreign aviation and a methodology for drawing up tactical and technical requirements for aircraft.

In the summer of 1930, Ilyushin submitted a report on his transfer to design work. He was appointed deputy head of TsAGI and head of the Central Design Bureau (TsKB). Since 1931, Ilyushin has been the head of the Air Force Central Design Bureau, which merged the A.N. Tupolev Design Bureau with the Central Design Bureau of the V.R. Menzhinsky plant.

Since January 1933, Sergei Vladimirovich has headed the Central Design Bureau at the V.R. Menzhinsky plant and the Design Bureau, which worked on the creation of bombers and attack aircraft.

The first, under the leadership of Sergei Vladimirovich, was to produce the twin-engine long-range bomber TsKB-26 in 1935. Several modifications were developed on its basis. On July 17, 1936, while flying with a load of 500 kg, Kokkinaki on TsKB-26 rose to a height of 11294 m. This was the first Soviet record.

In August - September, three records were set: height 12816 m with a load of 500 kg, 12101 m with a load of 1 ton and 11005 m with a load of 2 tons. By this time, tests of the TsKB-30, called DB-3, had been completed. in August 1937, they carried out a flight along the route Moscow - Sevastopol - Sverdlovsk - Moscow. A flight speed record of 325.3 km/h was recorded.

Ilyushin believed that records should be useful. When the question arose about a record long-range flight across the territory of the USSR, he simultaneously solved the problem of delivering aircraft to the country’s borders. To do this, weapons were removed from the vehicles and sent by transport aircraft. A bomber with additional fuel could arrive at the target itself.

At the same time, in 1938, they were preparing for mass production of the DB-3T and working on the DB-3f. After modernization in 1940, the DB-3f began to be produced under the name Il-4. The IL-4 was the main long-range bomber and torpedo bomber during the Great Patriotic War.

In 1939, the Il-2 attack aircraft was created, which was put into service in 1941.

OKB Ilyushin. By creating this aircraft, we managed to solve the most important problem: combining speed and maneuverability with armor protection and strong weapons.

In January 1938, the aircraft designer turned to all authorities, from the Central Committee of the All-Union Communist Party (VKP9b) to the People's Commissariat, with a proposal to create a flying tank capable of delivering strong blows to the enemy with almost no losses. After the proposal was approved, already at the request of the Air Force, the OKB developed and manufactured 2 samples in 1.5 years. The first flight was successful. The aircraft, named BS-2 (armored attack aircraft), was found suitable as a short-range attack bomber, and assembly of production aircraft began in February 1941.

The appearance of attack aircraft, albeit in small numbers, was an unpleasant surprise for the enemy. Il-2s destroyed tank and automobile columns on the march, destroying individual tanks and enemy strongholds.

General information (part 2)

During the war years, Sergei Vladimirovich not only worked on new aircraft models. But he also collected information about those already created and developed in his design bureau. Based on these data, changes were made to the design of production aircraft. In particular, after installing weapons on bombers in the rear lower hemisphere, enemy fighters had almost no opportunity to shoot down survivable vehicles.

The most interesting development was the two-seat high-speed maneuverable attack aircraft Il-10. In terms of speed, the Il 10 was not much inferior to enemy fighters. In August 1944, the aircraft went into mass production. During the demonstration air battle with the La-5FN, the attack aircraft fought on equal terms. The new attack aircraft inflicted heavy losses on the enemy and brought victory closer.

After the war, the Il-2 was taken out of production, and the assault regiments were re-equipped with the Il-10. Production of the improved Il-10 continued until mid-1947, as well as the training Il-10UT. Aircraft of this type were in service until the early 60s, when they were replaced by jet fighter-bombers. In the 50s, the air forces of many socialist countries were equipped with Il attack aircraft.

Ilyushin attack aircraft became the most popular aircraft of the Great Patriotic War. 36,163 Il-2s and 4,966 Il-10s were produced. To this day, only a few of them have survived, becoming exhibits in museums and erected as monuments. One of them, recovered from a swamp near Novgorod, was installed in 1978 in honor of the 30th anniversary in the courtyard of the S.V. Ilyushin Design Bureau.

In 1948, the first domestic front-line jet bomber, the Il-28, was put into service and was mass-produced for many years. Experts considered it one of the best front-line bombers of its time. Since it was necessary to retrain a lot of pilots for jet aircraft, the OKB developed in less than a month in the fall of 1949 the Il-28U trainer with characteristics similar to the combat one. In 1950, the Il-28R reconnaissance aircraft and torpedo bomber made their first flight. Aircraft with weapons removed were used as transport aircraft. The Il-28 was used to test equipment and equipment for human space flight.

In 1948, the Design Bureau began proactive development of the Il-30 with a swept wing. In the summer of 1949, when the prototype was ready, Ilyushin received the task of building the Il-30 bomber, the Design Bureau began designing two Il-46 samples - with swept and straight wings. In the spring of 1952, the straight-wing aircraft was ready and took off on March 3. However, both it and the Il-54 front-line bomber developed and tested in 1953-1955 were not accepted into service. This ended the work of the Ilyushin Design Bureau on bombers.

Back in the mid-20s, as the head of the scientific and technical committee of the Air Force, Sergei Vladimirovich studied passenger aircraft of V.V. Kalinin and was developing technical specifications for the K-5 aircraft for 8 passengers.

In 1943, the Ilyushin Design Bureau team began to develop a passenger aircraft on its own initiative. Ilyushin was a supporter of the creation of special vehicles, rather than the use of bombers in a peaceful version.

Ilyushin believed that the future aircraft should be superior to the American Douglas DS-3 and the English Viking. In the summer of 1945, the Il-12 aircraft was built. On May 9, 1946, the plane took off.

On May 1, 1947, the first public display of the Il-12 took place in Moscow. The pilots flew their planes in formation over Red Square during the air parade. In June, regular Il-12 flights with passengers on board began on Aeroflot airlines, and by the end of the year these machines were operated by many territorial departments of the Civil Air Fleet. During this time, they flew approximately 4,000,000 km and made more than 5,000 landings, carrying more than 120,000 passengers with great economic efficiency. Thus, the cost of one ton-kilometer turned out to be two times lower than for Li-2. Since 1948, the IL-12 entered international routes. The first was the Moscow-Sofia line, which was served by the joint Soviet-Bulgarian airline TABSO.

In the Middle Kingdom, Il-12s were used longer than anywhere else. The civil aircraft with tail number "505" flew until October 27, 1985, the plane "503" was decommissioned on October 6, 1988, and two military aircraft with tail numbers "35240" and "35241" were used right up to October 1993. until they were installed in eternal parking in the Datan Shan Museum. 45 years in service.

The development of this type of aircraft was the Il-14, the design of which began in 1946. Ilyushin set the task of creating a machine capable of taking off even if one of the two engines failed. The plane was equipped with modern navigation equipment, including the first blind landing system. The plane took off on July 13, 1950. In the spring of 1953, serial production of the second model of the Il-14P began.

In the spring of 1945, Sergei Vladimirovich began designing the 4-engine Il-18. This aircraft was built for the first time in our country with a cylindrical sealed fuselage with a volume of about 130 cubic meters. On August 17, 1946, the aircraft made its first flight. in 1957, the production of a new one, now equipped with Il-18 turboprop engines, was completed. In 1958, at the World Exhibition in Brussels, S.V. Ilyushin was awarded the Grand Prix and a gold medal for the Il-18.

From 1958 to 1969, the Il-18 set 22 world records. In April 1960, S.V. Ilyushin and a group of his employees were awarded the Lenin Prize for the Il-18.

Ilyushin's latest development was the transcontinental airliner Il-62. The aircraft made its first flight on January 3, 1963; state tests were completed in mid-1967. they included a long-distance flight Murmansk - North Pole - Novaya Zemlya - Sverdlovsk - Moscow. In the fall of 1967, planes carrying passengers began regular flights. Over time, IL-62 reached long-distance international routes. A group of employees of the Ilyushin Design Bureau were awarded the Lenin Prize.

S.V. Ilyushin resigned from the post of general designer in the summer of 1970, giving way to G.V. Novozhilov. He continued to participate in the development of the IL-76 heavy transport aircraft, which began in 1966. On March 25, 1971, the plane took off and was exhibited in Paris in May.

In the summer of 1975, 27 records were set on the Il-76. Operation of the aircraft began in 1976, and two years later the Il-76 entered international routes.

The country highly appreciated Ilyushin's services. Since 1956 he was the general designer. In 1967 he was promoted to colonel general-engineer, and in 1968 he was elected academician of the USSR Academy of Sciences. Ilyushin was three times Hero of Socialist Labor and received Lenin and State Prizes. The aircraft designer was awarded 8 Orders of Lenin, the Order of the October Revolution, two Orders of the Red Banner, Orders of Suvorov I and II degrees, the Red Banner of Labor, 2 Orders of the Red Star and medals.

S.V. Ilyushin died on February 9, 1977 in Moscow and was buried at the Novodevichy Cemetery. The S.V. Ilyushin OKB continued its activities. In particular, the country's first wide-body aircraft (airbus) Il-86, Il-96-300 and Il-114 aircraft were created. And today, employees of the famous design bureau continue to develop modern aircraft.

ILYUSHIN Sergey Vladimirovich(1894–1976). Aircraft designer. Founder of the design bureau. General designer. Academician of the USSR Academy of Sciences (1968). Colonel General of the Engineering and Technical Service (1967). Three times Hero of Socialist Labor (1941, 1957, 1974). Laureate of the Lenin Prize (1960) and eight USSR State Prizes (1941, 1942, 1943, 1946, 1947, 1950, 1952, 1971).
Born on March 18 (30) in the village. Delyalevo, Vologda province. in a peasant family. In 1914 he was drafted into the army, served as an aircraft cleaner and engine mechanic. In 1917 he was sent to pilot school. After demobilization he works at a number of enterprises. In 1918 he was drafted into the Red Army, served first as an aircraft mechanic, then as a military commissar, and from 1921 as the head of an aircraft repair train. He graduated from the Air Force Academy in 1926. prof. NOT. Zhukovsky. During his studies at the academy, he built three gliders. The last of them - "Moscow" at competitions in Germany received the first prize for flight duration. After graduating from the academy, he became the head of the section of the Air Force Scientific and Technical Committee. Then he worked at the Air Force research airfield. Since 1931, head of the TsAGI Central Design Bureau. In 1933 he headed the Central Design Bureau at the Moscow plant named after V.R. Menzhinsky, which later became the Ilyushin Design Bureau, whose activities were related to the development of attack, bomber, passenger and transport aviation. From 1935 Ilyushin was the chief designer, and from 1956-70 he was the general designer. He created his own school in aircraft manufacturing. Under his leadership, mass-produced attack aircraft Il-2, Il-10, bombers Il-4, Il-28, passenger aircraft Il-12, Il-14, Il-18, Il-62, as well as a number of experimental and experimental aircraft were created. During the Great Patriotic War, Ilyushin's attack aircraft formed the basis of Soviet attack aviation as a new type of aviation, closely interacting with ground forces. Il-2 is one of the most popular aircraft of the war period.
Even before the start of the war, the Ilyushin Design Bureau began designing an attack aircraft. This was the IL-2, widely known during the war years. The designer managed to find the right combination of aerodynamic layout, stability and controllability with a sufficient reserve of engine power and a rational armoring scheme for all vital parts of the aircraft.
The combination of speed and maneuverability, range and bomb load, firepower of offensive weapons, defenses and invulnerability - such was the task when creating an attack aircraft. S.V. Ilyushin managed to create an aircraft that most optimally meets these conflicting requirements.
As is often the case in technology, the design of an attack aircraft that had to meet the requirements for it began on the basis of the experience accumulated during the creation and flight testing of previously produced bombers, and there were no tank destroyer aircraft at that time. For an aircraft of this type, the main thing was to armor the vital parts of the machine, so the armor (of varying thickness in different areas) was included in the power structure of the aircraft's airframe, replacing the frame and skin of the entire nose and middle parts of the fuselage. The power plant, cockpit, radiators and gasoline tanks were inscribed within its contours. Great difficulties were provided by providing a wide range of speeds and sufficient maneuverability (especially when flying at maximum speed), which are necessary at low altitudes when supporting ground forces with machine guns, cannons, rockets and bombers.
The Il-2 aircraft, built in 1939, passed tests quite quickly and by 1940 it was ready to go into mass production. However, due to underestimation by some experts of the flight and combat characteristics of this aircraft, the Il-2 was produced in small quantities. In addition, the issue of the number of crew members remained controversial, so a single-seater was initially put into production. However, the practice of using the aircraft and its participation in the very first hostilities at the beginning of the war proved the need to have a second crew member (gunner) to protect the aircraft. Soon, aircraft production increased, and already in the winter of 1941, during a counteroffensive near Moscow, Il-2 attack aircraft contributed to the defeat of enemy tank formations. In 1942, the two-seat design of the aircraft was completely defined. It also had an engine installed, it was more powerful (1760 hp), the take-off weight of the aircraft was 6360 kg, and the armament consisted of two 37 mm caliber guns (one of the options).
During the Great Patriotic War, more than 41,000 Il-2 aircraft and its modifications were built, and they were produced at many factories in the country.
In the history of combat aviation, the Il-2 was the ancestor of the combat class of combat vehicles, defining new tactics for their use. In this regard, S.V. Ilyushin wrote during the war that in our country the theory of General Douhet was rejected as unfounded and erroneous. Soviet experts believed that the Air Force was of great importance as a type of weapon that interacted with ground forces and was intended to a lesser extent to carry out independent operations. However, the Air Force cannot independently decide the outcome of the war. The experience of the Second World War showed that the outcome of military operations is decided by multimillion-strong armies equipped with all types of modern equipment, including aviation. The idea of ​​operational interaction between attack aircraft and ground forces to destroy enemy personnel, military equipment and means of transport was the starting point in the creation of an aircraft of this type, largely determining the search for an optimal solution.
The plane was a formidable weapon. Firing from cannons and machine guns, using rockets and bombs, attack aircraft destroyed enemy personnel and equipment, sowing fear and confusion in the enemy camp. In Hitler's army these machines were called the “Black Death”.
In addition to its excellent flight and combat qualities, the Il-2 aircraft was distinguished by its exceptional reliability and survivability. One of the vehicles, which made more than 150 sorties, received about six hundred holes during the fighting, serious damage to the wing, rear fuselage, and empennage, but invariably returned to its airfield.
An attempt by German specialists to design and build an armored attack aircraft similar to the Il-2 aircraft was unsuccessful.
When creating the IL-2, S.V. Ilyushin managed to solve many scientific and technical problems, including using armor as the power structure of an aircraft, developing a technology for manufacturing an armored hull with a large curvature of contours, and others.
The pilots who fought on the Il-2 attack aircraft said: “There are aircraft that are amazing creations of the human mind, embodying in their design everything that modern combat requires, universal aircraft on which you can perform the most varied missions, aircraft with high combat performance. qualities. The IL-2 can primarily be classified as such a machine.” The aircraft lived up to its purpose as an attack aircraft. There were not only equals, but even similar ones to him in no other army. The IL-2 turned out to be the best in both offensive and defensive operations, achieving excellent results in the fight against tanks and the suppression of various types of narrow and targeted targets.
The Il-2 aircraft was used to pursue and destroy enemy bombers, and, when surrounded by German groups, for patrol duty. It destroyed German heavy Tiger and Panther tanks with three-inch armor. In July 1943, six attack aircraft under the command of pilot Vitruk disabled 15 tanks in one approach to an enemy column. The “great worker of war,” which the Il-2 aircraft was rightfully considered, was an excellent front-line weapon and had no equal among combat aircraft of this class.
S.V. Ilyushin paid great attention to the economic issues of aircraft construction. For example, the Il-28 front-line jet bomber was close to fighter aircraft in terms of labor intensity of construction. During its creation, it was possible to well link flight performance with aerobatic performance, weapons and protective equipment with the overall weight balance of the aircraft. Ilyushin also used rational, progressive design methods when creating passenger aircraft. Il-18 is the first Soviet passenger aircraft that found wide demand in the global aviation market. In IL-62 S.V. Ilyushin used a fundamentally new chassis design, which is used in a number of leading industrial countries in the world.
Awarded eight Orders of Lenin, the Order of the October Revolution, two Orders of the Red Banner, Orders of Suvorov 2nd and 1st class, two Orders of the Red Star, Order of the Red Banner of Labor, many medals, incl. FAI gold medal, as well as the Polish Knight's Cross 2nd class. Order of Commanders. Name S.V. Ilyushin is worn by the Moscow Machine-Building Plant.

List of illustrations

1. In Reval. Sergei Ilyushin, his brother Stepan, their comrade Vasily Molokov
2. While preparing for a flight from Moscow to North America across the Atlantic Ocean, 1939
3. Hero of Socialist Labor, Stalin Prize laureate, aircraft designer S.V. Ilyushin. Photo by A. Less

Aircraft manufacturing is an extremely complex and knowledge-intensive industry. Only very powerful states can afford to have and develop it. The domestic aircraft industry in the 20th century deservedly became one of the leading in the world.

This glory was forged by great aircraft designers, of whom there was a whole galaxy in our country. But even among these geniuses the name Sergei Ilyushin stands apart.

One can safely say about people like him: “the revolution brought them into the people.”

Sergei Ilyushin was born on March 30, 1894 in the village of Dilyaevo, Vologda province, into a poor peasant family. Sergei was the youngest, 11th child.

The boy grew up very smart - he learned to read at the age of six, using the “New Testament” and the magazine “Bulletin of Europe” instead of a primer. At the age of eight he went to the zemstvo school, where he mastered literacy, writing, and counting. After three years of school, he began to work, because there was no other way for a large family to survive.

At the age of 15, Sergei followed in the footsteps of his older brothers, leaving his native village to earn money. He was a laborer in a factory, a digger, a ditch cleaner - in short, he took on any job.

In 1910, fellow countrymen advised Sergei to hire a navvy at the Kolomyazhsky Hippodrome in St. Petersburg, where they paid well. The hippodrome was adapted to host the country's first international aviation week. There, a navvy from the village of Rozhdenie in the Vologda region fell in love with aviation.

The path to aviation lay through two bottles of vodka

Fell in love and... went to further earnings. Dreams are dreams, but you always want to eat. He changed many more jobs until he was drafted into the army in 1914.

Sergei was serving in an infantry training team near Vologda when a request was received to transfer seven soldiers to aviation. Of course, it was not about flying, but about maintaining the airfield, but Ilyushin wanted to be closer to his dream. For two bottles of vodka, Private Ilyushin persuaded the sergeant major to add him to the list of those who were transferred to St. Petersburg.

At the Komendantsky airfield in St. Petersburg, he started as a hangar worker, then became an assistant aircraft mechanic, then became a motor mechanic. I studied technology experimentally, while simultaneously reading everything I could get my hands on about aviation, not excluding women’s romance novels about pilots.

Until 1916, pilots in the Russian army were trained exclusively from nobles, but the war made adjustments to this rule. Among the lower ranks who were accepted for training was Sergei Ilyushin.

After graduating from the soldier's pilot school of the All-Russian Imperial Aero Club, Sergei Ilyushin received a pilot's license in the summer of 1917.

When the October Revolution broke out, Ilyushin did not think long about which side to take. In 1918 he joined the Bolshevik Party, and in 1919 he became a fighter in the Red Army. Having learned about Ilyushin’s aircraft repair and flight experience, he was seconded to the Red Air Fleet. As an aircraft specialist, Ilyushin went through the entire civil war.

Sergey Ilyushin. Photo courtesy of the press service of OJSC Il

In 1921, Ilyushin appealed to the command with a request to allow him to enter the Institute of Engineers of the Red Air Fleet. Chief of Aviation of the Caucasian Front Vasily Khripin, who would die in the millstones of the “Great Terror” in 1938, did not suspect that with this decision he was predetermining the fate of not only domestic, but also world aviation.

But there were reasons to doubt - Ilyushin was already 27 years old by that time, and had only three years of school behind him. What kind of higher education is there?

You can't do it without a sledgehammer

But Ilyushin was distinguished by incredible tenacity and efficiency. Where knowledge was lacking, the mechanic's experience helped. At the institute, he participates in the work of a glider circle, building his first own aircraft.

His first glider greatly amused his colleagues. Due to the imbalance, he could only fly if... a sledgehammer was tied to a long pole in front.

The first setbacks might have broken someone else, but not Ilyushin. He learned from his own mistakes, corrected them and continued to work.

In 1926, when Ilyushin graduated from the institute, he was eager to get into design work, but he was appointed chairman of the aircraft section of the Air Force Scientific and Technical Committee. In this position, Ilyushin studied the best practices of the world aircraft industry, assessed the developments of leading Soviet specialists, but did not build anything himself. The designer himself later said that this experience benefited him - during this time he understood the designs of almost all the best aircraft of our time.

In 1931, Ilyushin achieved his goal - he headed the TsAGI design bureau. However, his position at that time was far from practical activities. And the bureau itself, due to constant mergers and organizations, has turned into an extremely clumsy structure.

In 1933, the design bureau was divided into two. The design department of TsAGI, which is engaged in the development of heavy aircraft, was headed by Andrey Tupolev; Central Design Bureau of the Aircraft Plant named after. V. R. Menzhinsky, who was entrusted with the creation of light aircraft, is Sergei Ilyushin. Thus began the rivalry between the two great designers, which would take Soviet aviation to new frontiers.

War and Peace

At the Central Design Bureau, Ilyushin was assigned administrative functions of general management, but he achieved the right to create his own design team of seven people. It is this magnificent seven that will become the beginning of the legendary Ilyushin Design Bureau.

In 1935, the Central Design Bureau was transformed into the Experimental Design Bureau (OKB) of the aircraft plant named after. V. R. Menzhinsky, and Sergei Ilyushin became his chief designer.

He had incredible efficiency and at the same time high demands. He boldly expanded his team with the help of very young graduates of the aviation institute and immediately set them serious tasks.

The first aircraft of designer Ilyushin, the experimental bomber TsKB-26, took to the skies when its creator turned 42 years old. But on this plane pilot Vladimir Kokkinaki set the first Soviet aviation record, officially registered by the International Aeronautical Federation.

Ilyushin and Kokkinaki at the airfield of serial plant No. 18 in Kuibyshev. Photo courtesy of the press service of OJSC Il

Ilyushin's cars went down in the history of the Great Patriotic War. Already in the summer of 1941, DB-3 (Il-4) bombers bombed Berlin.

The Il-2 attack aircraft, which terrified the Nazis, became a real legend. Twice Hero of the Soviet Union, pilot-cosmonaut Georgy Beregovoi called the IL-2 a “peasant” car. According to the pilot, it literally radiated reliability, ensuring pilots’ survival even in very difficult situations.

At the height of the war, in 1943, the Soviet government began to think about the post-war future and set the designers the task of developing a Soviet passenger aircraft.

Sturmovik IL-2. Photo: Public Domain

Some began to copy American vehicles, others adapted military bombers to new tasks. Ilyushin reasoned differently - the passenger plane needed to be built from scratch.

The designer himself admitted that the construction of passenger aircraft is perhaps the most difficult task in the aircraft industry. The first-born of Ilyushin’s “civilian” line, the Il-12, was not the most advanced machine in the world. But Ilyushin persistently developed a new direction for himself and achieved success: the Il-18 aircraft became the first passenger airliner that other countries began to purchase from the USSR.

Employees of the Il design bureau against the background of the Il-18 aircraft. Photo courtesy of the press service of OJSC Il

Master

Sergei Ilyushin was demanding of himself and others. He did not overly encourage his subordinates' desire to obtain advanced degrees. The designer believed that if you are completely occupied with your main activity at your workplace, then there is simply no time left for anything else. And if you want an academic degree, then it’s better not to work at Ilyushin Design Bureau.

Three times Hero of Socialist Labor and winner of seven Stalin Prizes (which is an absolute record), Ilyushin, unlike Tupolev, did not very often present his subordinates for state awards. But the designer tried to help with solving social and everyday issues, with their sanatorium and resort services.

The demanding Ilyushin believed that employees should work with dedication, but not overwork, because, in his opinion, those who worked “extremely” the day before are only able to work half-heartedly the next day.

The Ilyushin Design Bureau had a strict rule - all employees go on vacation in the summer, together, and then return together and continue working together. Ilyushin knew how to assemble and unite a team, and really valued true professionals.

Employees of KB Ilyushin. Photo courtesy of the press service of OJSC Il

And Sergei Ilyushin also possessed a rare quality, especially among people of such a high rank - even though he was wrong, he was able to openly admit it, which only added to his respect.

He returned to his native village, which he had once left as a teenager, only three decades later. But after that I visited there every year, hunting, communicating with local residents. He sang Russian songs with pleasure, as if returning to his childhood, to his peasant roots.

In those days there were no “corporate parties” as such, but there was a tradition at the Ilyushin Design Bureau - once a year the chief designer ordered a ship, and all the employees went on it along the Volga - Moscow canal. The ship stopped in a picturesque place, went ashore, played football, volleyball, swam, wrestled, and set a large communal table. This holiday was then remembered for a whole year, looking forward to a new one.

Ilyushin was a difficult person. Many could not stand his demanding nature, some considered him tight-fisted with awards, others believed that he kept specialists with him for too long, not giving room for their independent growth.

But everyone admits one thing: the talented nugget Sergei Ilyushin created a unique design bureau, in which he was a real Owner. His planes won worldwide fame and recognition.

Son for father

The last aircraft, the creation of which Ilyushin led, was the Il-62 - the first Soviet jet intercontinental passenger aircraft. Health problems began to interfere with further work.

Presidential Il-62 against the background of the new terminal of Vnukovo airport. Photo: www.russianlook.com

Ilyushin did not act like others here either - he did not remain chief designer for life, but in 1970 he transferred the post to Genrikh Novozhilov. He was not mistaken in his choice - Genrikh Vasilyevich Novozhilov preserved and increased the glory of the legendary design bureau.

In the last years of his life, Sergei Vladimirovich Ilyushin continued to work in his native design bureau as a consultant.

One of the “sins” in the biography of Sergei Ilyushin is that he unwittingly deprived Soviet designers of the right to fly at the controls themselves. On April 21, 1938, Ilyushin, a pilot with 20 years of experience, had an accident during a business flight from Moscow to Voronezh on a UT-2 aircraft. Ilyushin and his passenger escaped with relatively minor injuries, but immediately after this an order was issued prohibiting the chief designers from acting as pilots.

But if Sergei Ilyushin did not become an ace, then his eldest son, Vladimir Ilyushin, turned out to be a real “king of the sky.” Test pilot Vladimir Ilyushin set several world records, including being the first to reach an altitude of 28 kilometers on a combat aircraft. For this flight he was awarded the title of Hero of the Soviet Union.

Sergey Vladimirovich Ilyushin - This famous Soviet aircraft designer, academician of the USSR Academy of Sciences, Three times Hero socialist labor! Concept aircraft creation KB consisted of the following principles. Besides the others, main there were principles two. The first is the plane should be as much as possible RELIABLE! Sometimes reliability plane in KB Sergei Vladimirovich Ilyushin was done even in some degree to damage to commercial benefits. Airplanes with stamp "Il" were THE MOST RELIABLE Soviet planes! AND second principle – This NOT copying similar samples, no matter domestic or foreign, but creating YOUR NEW!

IN his design activities Sergey Vladimirovich Ilyushin when designing civilian aircraft adhered to this ideas – the designer, first of all, must think about passengers. Passengers there must be COMFORTABLE And COMFORTABLE. However when designing new aircraft Sergey Vladimirovich Ilyushin definitely took into account the fact that for any innovations and the advantages of the plane should be AVAILABLE For MASSIVE passenger ! Accordingly, it should be ECONOMICAL!

Sergey Vladimirovich Ilyushin was born 30th March 1894 years in the village Delyalevo, Vologda provinces. He was 11th, extreme child in poor family. Received initial education in the form three classes primary Zemskoy school aged from 9 before 12 years . Started working with 12 years ! First in the literal sense of the word plow the land. Then I went to heavy work digger, further cleaned gutters V Ivanovo-Voznesensk.

IN 1910 year Sergey Vladimirovich Ilyushin falls on hippodrome under St. Petersburg, which refurbished one of the first airfields in Russia, as digger And auxiliary worker. At this hippodrome they prepared first aeronautics flying. Exactly there Sergey Vladimirovich Ilyushin for the first time I saw the plane – These were French "Blériot" And "Farmans." Russia allocated for these flights 25 000 rubles – it's in modern recalculated approximately 250 000 000 rubles ! During these flights there was death one pilot Lev Matsievich ( see article "Gleb Evgenievich Kotelnikov"). But, according to himself Sergei Vladimirovich Ilyushin it's already NOT could it unscrew from aviation!

Sergey Vladimirovich Ilyushin pounces on books about aviation and immerses himself in studying Aviation Sciences. In summer 1917 he finishes the year flight school V Petrograd at aviation factory that produced aircraft of the brand "Voisin." IN 1918 year Sergey Vladimirovich Ilyushin enters into Bolshevik party. During times civil wars supervises the repair of airplanes on Northern And Caucasian front. Then ends Institute of the Red Air Fleet – this is the future academy name Nikolai Egorovich Zhukovsky( see article "Nikolai Egorovich Zhukovsky").

IN 1923 year Sergey Vladimirovich Ilyushin creates mine the first aircraft - This was GLIDER. Illustrious Russian and Soviet pilot Konstantin Konstantinovich Artseulov, which FIRST committed a deliberate CONTROLLED CORKSCREW, That's what I said about this glider.

First glider Sergei Vladimirovich Ilyushin we are very made me laugh! Besides the fact that he was funny looking he also had incorrect alignment. And in order for this glider Sergei Vladimirovich Ilyushin started flying had to nose adapt the airframe long pole, and tie it to the end of the pole sledgehammer! Then this one The glider has flown!

At all Sergey Vladimirovich Ilyushin Always meticulously was relevant. He was the only one Soviet aircraft designer, who is always himself personally checked everything solutions their subordinates up to little things!

General designer aviation design bureau named after Ilyushina, Genrikh Novozhilov told such a case. One day he was standing in assembly shop and talked to another designer . All of a sudden hears from behind voice : « Hello !». Novozhilov turned back and said hello. It turned out Sergey Vladimirovich Ilyushin with heads of departments. « First of all , when you are in production, pull out hands from pockets!": said Ilyushin. Secondly : « If you are going to study by planes, then you Not stay here in the middle of the workshop And Not wave hands, A go on airplane And look what you should be of interest!”

Ever since Mikhail NikolaevichTukhachevsky the military suffered GIGANTOMANIA. Andrey NikolaevichTupolev ( see article "Andrey Nikolaevich Tupolev") built large, heavy, low-speed "TB-1", "TB-3", "TB-5" For airborne troops. That's why in 1933 year Sergei Vladimirovich Ilyushin the idea arose to create high-speed bomber, streamlined monoplane forms. Total through 3 test pilot of the year Vladimir Kokkinaki ( see article "Vladimir Konstantinovich Kokkinaki") lifted a new plane « TsKB-26" into the sky! This flight was observed by the government . Kokkinaki showed on the new one bomber figures aerobatics, including 3 Nesterov loops contract ! The fate of the plane was solved - it was accepted into production. Also one of main The advantages of this aircraft, in addition to speed, were range of flight. First time bomber With load flew to range 1 600 kilometers.

IN April 1939 of the year Vladimir Kokkinaki and navigator Mikhail Gordienko on airplane designs Sergei Vladimirovich Ilyushin, “DB-2” fly over Atlantic ocean on distance 8 000 kilometers per 23 hours. It was opening route Moscow – North America through Atlantic by which planes fly And Now!

Soon, 21st May 1939 of the year Vladimir Kokkinaki, began tests next bomber Sergei Vladimirovich Ilyushin, “DB-3F”, which will later be named « IL-4". IN August 1941 year connection IL-4 will raid Berlin! Most IL-4 will be remembered as famous torpedo bomber

Perhaps, the most famous and famous military airplane Sergei Vladimirovich Ilyushin - This stormtrooper This plane was named Later, when I went to serial production, and initially in the design bureau Sergei Vladimirovich Ilyushin he called "TsKB-55". The State Commission first Not hacked to death under the pretext that in world such planes supposedly Not do ! For this reason, they launched into production with being late for the whole year! was brought back to life after intervention Stalin. First flight took place in October 1939 of the year, baptism of fire received June 27, 1941 years under Bobruisk - Belarus.

At that time the plane Sergei Vladimirovich Ilyushin, possessed wonderful flight performance characteristics ! POWER CARRIER ARMOR CABIN! ARMORED GLASS cabins made by the professor Kitaygorodsky! Two guns caliber 23 millimeter, two wing machine gun, ability to carry 600 kilograms bombs And 8 rockets under the wings. Speed before 430 kilometers per hour at ultra low height, ceiling 7 500 meters, range more 630 kilometers, maximum take-off weight 6,160 kilograms, power engine 1,500 l. With.

Initially Sergey Vladimirovich Ilyushin designed in double option. Rear hemisphere had to protect shooter

But under influence of the military Stalin approved single option, reasoning that it is as if the single-seat losses will less. Later in 1942 year Stalin had to apologize for your error before Sergei Vladimirovich Ilyushin!

Manufactured in Nizhny Tagil on Ural Carriage Manufacturing Plant factory Considering one year delay in production in beginning stormtrooper wars sorely lacking! At first they produced 1st stormtrooper in day, but after after Stalin's warning began to produce 40 stormtroopers in day!

IN 1944 appeared new motor for an attack aircraft with a power of 500 l. With. more . Thanks to this, KB Sergei Vladimirovich Ilyushin was created modification of IL-2, which was named "IL-10". On IL-10 the cabin was already fully armored, including for arrow. Was increased speed And range flight. IN 1944 more than 2 000 things IL-10. Total during Great Patriotic War war was released around 43 000 things STORMOVIKOV "IL". Even themselves Germans recognized his high flight technical characteristics.

Sergey Vladimirovich Ilyushin became famous as MASTER OF SIMPLE solutions . Labor costs for the production of one aircraft "Il" were 4 200 hours . It was significant less, than for others airplanes. However, this NOT Means , what to create good simple easily! In just a few years Great Patriotic War war in USSR was produced 137 000 aircraft created 10 design bureaus, of which 48 000 were AIRCRAFT "Il"!

Also in 1943 year, that is, during war, Sergei Vladimirovich Ilyushin said : « Tired of flying « Douglas", it's time to create « yours" and started working on PASSENGER"IL-12".

IN June 1945 of the year IL-12 was ready! On IL-12 for the first time on on a passenger plane was applied NOAAOVOE chassis . Economy of IL-12 ended up in 2 times more , than Douglas! Reliability of IL-12 became legend! Modification of IL-12, which replaced it was called «

With the advent of the next plane Sergei Vladimirovich Ilyushin, Il-14, citizens of our country have the opportunity to buy AIR TICKETS by price RAILWAY! literally flew into all corners our planets, in all conceivable and inconceivable climatic conditions, including Arctic And Antarctica! Behind 40 years of operation NO ONE serious REFUSE!!! They say that when wrote off the last one airplane IL-14, pilots KISSED his WINGS!

Sergey Vladimirovich Ilyushin never NOT went to Unjustified risk! To provide STRUCTURAL STRENGTH he's on the plane preferred It’s better to lay a few excess weight, but get RELIABLE design. At testing new technology, if any uncertainty in the work of any unit, then the tests were carried out until, until it arises CONFIDENCE IN RELIABILITY of this unit ! Sergey Vladimirovich Ilyushin never NOT was in a hurry to release new plane to life, not yet was in it sure on 100%!

IN 1946 committed first flight plane "IL-18".First option IL-18 was with piston motors. This year Stalin ordered from several design bureaus jet bomber. Design department Sergei Vladimirovich Ilyushin in less than 1 year presented its version of such an aircraft, « It was first V World jet bomber with 4 engines , located ON THE PYLONS under wings. But in serial production he NOT went and only paved the way for another famous aircraft Sergei Vladimirovich Ilyushin, “Il-28”.

IL-28 – This was first Soviet frontline bomber With modern system navigation And locator He had the opportunity for sure hit on target due to clouds! was in service until mid 70's years! Was the same civil option he drove cargo And mail.

In summer 1952 of the year Sergey Vladimirovich Ilyushin last time I attended a meeting with Stalin. Afterwards I told friends and relatives that Stalin seriously is ill and what about the Soviet aviation may begin Problems! N.S. Khrushcheva, Sergei Vladimirovich Ilyushin NOT respected and almost paid for it with his very existence design the Bureau! But after N.S. Khrushchev been inside my DOMESTIC government aircraft IL-18, it was unexpected surprised by the quality of the finish And comfort salon and therefore decided NOT touch Design Bureau of Sergei Vladimirovich Ilyushin!

IL-18 – This was the best in the world airplane such a class!

Once N.S. Khrushchev flew to Geneva on piston Il-14, A bigger Part governments of other countries turboprops, and some on reactive airplanes. After that N.S. Khrushchev, understanding little V aviation, as well as in many other things, orders Sergei Vladimirovich Ilyushin universal the machine that will be used and how passenger And How cargo airplane. Sergey Vladimirovich Ilyushin was extremely STRAIGHT And HONEST Human. At a meeting with N.S. Khrushcheva he declared : "UNIVERSAL airplane - THIS no matter what DUCK, she CAN DO EVERYTHING – fly, swim, walk, but this is all she CAN do BADLY! I universal make a car NOT will !»

As a result, in USSR appeared two cars, passenger IL-18 Sergei Vladimirovich Ilyushin and cargo « An-12" by Oleg Konstantinovich Antonov( see article "Oleg Konstantinovich Antonov"). IL-18 became the most reliable passenger the plane of its time, and An-12 massive military And civilian truck. IL-18 was released 564 cars.

Also at the base IL-18 was created anti-submarine strike complex « With torpedoes And deep bombs.

Last plane, in design whom Sergey Vladimirovich Ilyushin took direct participation, was « The design lasted 10 years.

Some in ministry civil aviation, and in our native Design Bureau of Sergei Vladimirovich Ilyushin NOT believed , what he it will work!

The liner was the most beautiful And original Soviet plane! Takeoff weight 162 tons. Cruising speed flight 850 km/h Quantity passengers 186 Human. Range flight 11 000 km ( modification "M") Five World Records! Medals FAI! IN 1977 year range record 10,036 km. In the same 1977 year record speed 953 km/h was released more than 250 things. We flew on this plane senior officials of the USSR And others countries !

IN 1958 year Sergey Vladimirovich Ilyushin makes him his deputy Genrikh Vasilievich Novozhilov. Then the designer first categories Novozhilov was 33 of the year ! IN 1970 year Novozhilov received for Leninskaya prize ( V 1970 year 10 000 rubles is two car "Moskvich" or one "Volga")! Novozhilov committed amazing career – from MAI diploma before second person in the empire Sergei Vladimirovich Ilyushin Only for 10 years ! Novozhilov as well as Ilyushin never NOT took hasty decisions, was reserved and never NOT put the deciding signatures on the 13th numbers !

IN 1970 year Sergey Vladimirovich Ilyushin voluntarily quit his job, citing the fact that he can't work full working day ! Team design bureau asked him stay offered Sergei Vladimirovich Ilyushin work half working day, go to work from lunch. But Ilyushin said he CANNOT WORK IF He COMING to work NOT TOGETHER with EVERYONE And DOES NOT LEAVE LATER EVERYONE!

IN 1971 year March 25th Sergey Vladimirovich Ilyushin last time visited first takeoff new airplane. It was transport airplane Given type aircraft installed 8 World records. was released in multiple modifications. Airplane cargo, landing, firefighter, flying hospital, airplane long-range radar reconnaissance And etc. And etc. Total 17 total number of modifications about 900 things !

After retirement Sergey Vladimirovich Ilyushin after all came several times a general's office designer Novozhilova, and they discussed with him aviation questions.

We discussed questions about aircraft design and even future plane B instruction on design Il-86 Sergei Vladimirovich Ilyushin said it had to be a plane with the highest level of SAFETY! By the way, the company "Boeing" was delivered V fame on security systems on and she them HIGHLY APPROACHED!

Sergey Vladimirovich Ilyushin It was still alive when he took off first sample

He was gone in one and a half months - February 9, 1977 of the year. Peasant's son extreme – 11th child in poor became a family GREAT AIRCRAFT DESIGNER! Our country Sergei Vladimirovich Ilyushin left as a legacy the most powerful aviation design bureau And experienced production , I DID NOT TAKE ANYTHING FOR MYSELF!

Extreme aircraft designed in KB name Sergei Vladimirovich Ilyushin on today's day, Military aircraft Sergei Vladimirovich Ilyushin contributed one of main roles in the rout fascism V Great Patriotic War war ! And his civilian there were planes EXAMPLE passenger AIRCRAFT BUILDING V USSR And Russia!