Outstanding aircraft designers of the USSR and Russia. Enemies of the people - the creators of Soviet aviation

BERIEV
GEORGY MIKHAILOVICH
(1902-1979)

Soviet aircraft designer, major general of the engineering service. After graduating from the Polytechnic Institute (Leningrad) in 1930, he began working as a design bureau in the MOS VAO, headed by the French designer Paul Aene Richard. Then this design bureau is merged into the Central Design Bureau of TsAGI. Here, in the brigade of the marine department of the Central Design Bureau of I.V. Chetverikov, G.M. Beriev in 1930 proposed a project for the MBR-2 close-range reconnaissance aircraft. After a successful test of an experimental aircraft in May 1932, a decision was made to launch it into mass production. In 1933, at TsKB-39, Beriev headed brigade No. 5. On October 1, 1934, according to the order of the GUAP of the USSR ╧44/260 of August 6, 1934, the Central Design Bureau of Naval Aircraft Construction was created in Taganrog. Georgy Beriev was appointed its chief designer.
The civilian version of the MBR-2 - MP-1 was also serially produced.

Bolkhovitin
VIKTOR FEDOROVICH
(1899-1970)

Soviet aircraft designer and scientist in the field of aircraft construction, Doctor of Technical Sciences (1947), Major General-Engineer (1943). Graduated from the Air Force Academy of the Red Army named after prof. N.E. Zhukovsky. (now VVIA) in 1926 and continued to work in it. In 1937-1945 he was the chief designer of the OKB.
Under the leadership of Bolkhovitinov, a heavy bomber DB-A, an experienced short-range bomber and a BI rocket fighter were created. Since 1946, he has been teaching at the VVIA named after prof. N.E. Zhukovsky. Proposed the so-called "existence equation" of the aircraft. Awarded with orders and medals of the USSR.

GRIGOROVICH
DMITRY PAVLOVICH
(1883-1938)

One of the first Russian and Soviet aircraft designers. In 1909 he graduated from the Kyiv Polytechnic Institute. From 1912 he worked as the technical director of the plant of the First Russian Aeronautics Society.
Flying boat M-9 In 1913 he designed his first flying boat M-1. After the construction of the experimental flying boats M-2, M-3, M-4, he created the M-5 flying boat, which on April 12, 1915 made its first sortie. Serial construction of the M-5 continued until 1923. Approximately 300 vehicles were produced. After 2 years, he built the M-9 flying boat, armed with a cannon, and in 1916, the world's first fighter seaplane of his own design, the M-11. From July 1, 1917, Grigorovich headed his aircraft building plant, which was nationalized on March 13, 1918. Grigorovich leaves for Sevastopol.
In 1922 he returned to Moscow. With the assistance of A.P. Onufriev, Deputy. early GU VVF, Grigorovich receives an assignment for the design of the M-22 naval reconnaissance aircraft. In the apartment allocated to him on Sadovo-Kudrinskaya, he began to create a design bureau. By the end of the autumn of 1923, Grigorovich managed to produce the first two R-1s: "Moscow Bolshevik" and "Named Izvestia of the All-Russian Central Executive Committee". He was appointed head of the design bureau and those. director of GAZ-1 (former Duks), where he was supposed to complete the introduction of the R-1 into production.

GUREVICH
MIKHAIL IOSIFOVICH
(1892-1976)

Soviet aircraft designer, Doctor of Technical Sciences (1964), Hero of Socialist Labor (1957). Graduated from the Kharkov Institute of Technology (1925). Engaged in the design and construction of gliders. Since 1929, he worked as a design engineer and team leader in various design bureaus of the aviation industry. In 1940, A.I. Mikoyan and Gurevich created the MiG-1 fighter, and then its modification MiG-3.
In the 1940-1957s, Gurevich was the deputy chief designer, in 1957-1964 he was the chief designer at the Mikoyan Design Bureau. During the war, Gurevich participated in the creation of experimental aircraft, after the war - in the development of high-speed and supersonic fighter aircraft, which were in service with the USSR for a long time. Awarded 4 Orders of Lenin. Laureate of the State Prize of the USSR.

ILYUSHIN
SERGEY VLADIMIROVICH
(1894-1976)

Soviet aircraft designer, Academician of the Academy of Sciences of the USSR (1968), Colonel General of the Engineering and Technical Service (1967), three times Hero of Socialist Labor (1941, 1957, 1974). In the Soviet Army from 1919, first an aircraft mechanic, then a military commissar, and from 1921 the head of an aircraft repair train. Graduated from the Air Force Academy. prof. N.E. Zhukovsky (1926; now VVIA). During his studies at the academy, he built three gliders. The last of them - "Moscow" in competitions in Germany received the first prize for the duration of the flight. After graduating from the academy, the head of the section of the scientific and technical committee of the Air Force. Then he worked at the research airfield of the Air Force. Since 1931, the head of the Central Design Bureau of TsAGI. 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 associated with the development of assault, bomber, passenger and transport aviation.
From 1935 Ilyushin was the chief designer, in 1956-70 he was the general designer. He created his own school in aircraft construction. Under his leadership, the Il-2, Il-10 attack aircraft, Il-4, Il-28 bombers, passenger aircraft Il-12, Il-14, Il-18, Il-62, as well as a number of experimental and experimental aircraft, were created.
Ilyushin's attack aircraft during Vel. The Patriotic War formed the basis of Soviet attack aviation as a new type of aviation, closely interacting with ground forces. Il-2 is one of the mass aircraft of the war period. During its creation, Ilyushin managed to solve many scientific and technical problems, including the use of armor as the power structure of an aircraft, the development of a technology for manufacturing an armored hull with a large curvature of contours, and others.

KAMOV
NIKOLAY ILYICH
(1902-1973)

Soviet aircraft designer, Doctor of Technical Sciences (1962), Hero of the Socialist. Labor (1972). After graduating from the Tomsk Technological Institute (1923), he worked at an aircraft factory, then in the Dobrolet workshops. Since 1928, in the Design Bureau D.P. Grigorovich; took part in the development and testing of the open sea torpedo bomber (TOM-1). Together with N.K. Skrzhinsky on a voluntary basis (at Osoaviakhim) he created the first rotary-wing aircraft in the USSR - a two-seat autogyro KASKR-1, called by the authors a "helicopter". In 1930, a modification of the KASKR √ 2 was developed with a more powerful engine. A number of technical solutions (for example, hinged fastening of the blades, a mixed wood-metal design of the blade with a tubular spar), implemented on the KASKR gyroplane, subsequently found wide application on many Soviet gyroplanes and helicopters.
Autogyro A-7 Since 1932, Kamov worked at TsAGI, where he headed the design team that created the combat two-seat autogyro A-7 (1934) for adjusting artillery fire and reconnaissance. Since 1940, Kamov was the chief designer and director of the first plant in the USSR for the design, manufacture and repair of autogyros (lasted until 1943). A military series of A-7 gyroplanes was produced, which were used at the beginning of the Second World War. In 1943-47, Kamov returned to TsAGI, where, under his leadership, a single-seat coaxial helicopter Ka-8 with a motorcycle engine was created (1947).

LAVOCHKIN
SEMEN ALEKSEEVICH
(1900-1960)

Soviet aircraft designer, corresponding member. Academy of Sciences of the USSR (1958), Major General of the Aviation Engineering Service (1944), twice Hero of the Socialist. Labor (1943, 1956). Graduated from Moscow Higher Technical School (1927). After defending his graduation project, Lavochkin was sent to Richard's Design Bureau. He did not work there for long - he left with Richard's deputy, Laville, to the BNC (Bureau of New Designs). After the closure of the bureau, Semyon Alekseevich was transferred to the Central Clinical Hospital, to the brigade of V.A. Chizhevsky. A year later, he ended up in the design bureau of D.P. Grigorovich, and then L.V. Kurchevsky “lured” him to himself, proposing, together with S.N. Lyushin, to develop a cannon fighter - LL. There, Tupolev noticed Lavochkin and invited him to work at the Main Directorate of the Aviation Industry (GUAP). Since 1939 he was the chief designer for aircraft construction, since 1956 he was the general designer.
In 1940, together with M.I. Gudkov and V.P. Gorbunov, he presented the LaGG-1 (I-22) fighter for testing, which, after improvements, was launched into a series under the name LaGG-3 (I-301). When developing them, Lavochkin for the first time in the USSR widely used a new especially durable material - delta wood.
The conversion of the LaGG to a more powerful Shevtsov ASh-82 engine saved the aircraft from being withdrawn from mass production. In September 1942, the first serial La-5s were transferred to the Stalingrad area. The further development of this aircraft was the La-5F, La-5FN, La-7 fighters, which were widely used during the Great Patriotic War. A reliable air-cooled engine, which had high technical characteristics in a wide range of flight altitudes, also provided reliable protection for the pilot in the forward hemisphere of fire. On fighters designed by Lavochkin, I.N. Kozhedub shot down 62 Nazi aircraft.

CRADLE
ARKHIP MIKHAILOVICH
(1908-1984)

Soviet designer of aircraft engines, one of the founders of the theory of air-breathing engines, Academician of the Academy of Sciences of the USSR (1968; corresponding member 1960), Hero of the Socialist. Labor (1957). Graduated from the Kyiv Polytechnic Institute (1931). In 1933-39. taught at the Kharkov Aviation Institute and worked on the project of a turbojet engine with a centrifugal compressor. In 1939-41, he developed a design scheme for a turbofan engine, which was a prototype of the current schemes, a design for a prototype turbofan engine with an axial compressor. In 1941-42. worked at a tank plant in Chelyabinsk, and from 1943 continued work on the creation of the first domestic turbojet engine. Since 1946, the chief designer of a pilot plant. Under the leadership of Lyulka, the first domestic turbojet engine was created, which passed state tests in February 1947. In subsequent years, under the leadership of Lyulka, a number of turbojet engines were created, which were used on the aircraft of P.O. Sukhoi, S.V. Ilyushin, G.M. Beriev, A.N. Tupolev. In 1950-60 he taught at the Moscow Aviation Institute (professor since 1954). Since 1957 √ general designer. In 1967-84. Chairman of the Commission of the Academy of Sciences of the USSR on gas turbines. Lenin Prize (1976), State Prizes of the USSR (1948,1951). Awarded 3 Orders of Lenin, Order of the October Revolution, 2 Orders of the Red Banner of Labor, medals. NPO "Saturn" in Moscow is named after Lyulka.

MIKOYAN
ARTEM IVANOVICH
(1905-1970)

Soviet aircraft designer, Academician of the Academy of Sciences of the USSR (1968), Colonel General of the Engineering and Technical Service (1967), twice Hero of Socialist Labor (1956, 1957). After serving in the Red Army, he entered the Air Force Academy of the Red Army (now VVIA named after N.E. Zhukovsky). At the Academy, Mikoyan, with a group of classmates, created his first aircraft, the Oktyabrenok. After graduating from the Academy, he worked at the 1st Aviation Plant. Aviakhima in Moscow, first as a military representative (1937-1938), then as head of the bureau for serial fighters in the Design Bureau N.N. Polikarpov (1938-39). Since 1939, the head of the experimental design department of this plant.
Fighter MiG-3
In 1940, under his leadership (together with M.I. Gurevich), the MiG-1 fighter and its modification MiG-3 were created. Since 1940, the chief designer of the plant ╧1. In 1940-41, the MiG-3 was built in a large series and participated in combat operations in the initial period of the Great Patriotic War. Since 1942, Mikoyan has been the director and chief designer of the newly created pilot plant. In 1941 - 45, under the leadership of Mikoyan, a number of fighters with high flight performance were created, including the I-250 with a combined power plant. Mikoyan is one of the pioneers of jet aviation in the USSR. After the war, Mikoyan developed high-speed and supersonic front-line jet aircraft, many of which were produced in large batches and were in service with the Air Force for a long time.

MIKOYAN
STEPAN ANASTASOVICH
(b.1922)

Professional military pilot and test pilot. He graduated from the Kachin Military Pilot School in 1941. In World War II he fought as a fighter pilot. After the war he graduated from the Air Force Engineering Academy. Zhukovsky. Since 1951 he served as a test pilot at the Scientific Test Institute of the Air Force. Since 1959, he was the head of the test department of this Institute, and since 1965, he was the first deputy head of the Institute.
The total flight time is about 3500 hours, he flew 102 types of aircraft, mainly fighters, but also bombers, transport aircraft and helicopters.
Aviation Lieutenant General, Honored Test Pilot of the USSR (1964). In 1975 he was awarded the title of Hero of the Soviet Union for courage and heroism shown during aircraft testing.
Candidate of Technical Sciences (1979). Since 1978, he has been working at OJSC NPO Molniya, which developed the Buran orbital spacecraft as Deputy General Director for Flight Tests. He supervised the flight tests of the atmospheric analog of the Buran spacecraft, the technical and bench training of test pilots, and also participated in design work on the activities of the crew. Supervised the work on the orbital flying model "Bor-4". During the first orbital flight of the Buran unmanned spacecraft, S.A. Mikoyan was responsible for controlling the spacecraft in the descent and landing section.
After the death of V.M. Myasishchev in 1978, he headed the Design Bureau named after him for several months.
In 1987, S.A. Mikoyan was elected an Honorary Member of the Society of Experimental Test Pilots (California, USA).

MIKULIN
ALEXANDER ALEXANDROVICH
(1895-1985)

Soviet designer of aircraft engines, Academician of the Academy of Sciences of the USSR (1943), Major General-Engineer (1944), Hero of the Socialist. Labor (1940). He studied at the Moscow Higher Technical School, a student of N.E. Zhukovsky. From 1923 he worked at the Scientific Automotive Institute (since 1925 as chief designer), from 1930 at TsIAM, from 1936 at the aircraft engine plant. M.V. Frunze. In 1935-55. taught at Moscow Higher Technical School and VVIA. In the early 30s. under the leadership of Mikulin, the first Soviet liquid-cooled aircraft engine M-34 was created, on the basis of which a number of engines of various power and purpose were later built. The M-34 (AM-34) type engines were used to power the record-breaking ANT-25 aircraft, TB-3 bombers, and many other aircraft. The AM-35A engine was installed on the MiG-1, MiG-3 fighters, TB-7 bombers (Pe-. During the Second World War, Mikulin led the creation of the AM-38F and AM-42 booster engines for the Il-2 and Il-10 attack aircraft. In 1943-55 Mikulin was the chief designer of an experimental aircraft engine building plant No. 30 in Moscow, under his leadership a number of turbojet engines of various thrust were created (including the AM-3 engine for the Tu-104 aircraft). Engine Laboratories of the Academy of Sciences of the USSR State Prizes of the USSR (1941, 1942, 1943, 1946) Awarded 3 Orders of Lenin, Orders of Suvorov 1st and 2nd degree, 3 Orders of the Red Banner of Labor, Orders of Friendship of Peoples, Red Star, "Badge of Honor ", medals.

MILES
MIKHAIL LEONTIEVICH
(1909-1970)

Soviet aircraft designer, one of the founders of the Soviet helicopter industry, Doctor of Technical Sciences (1945), Professor (1967), Hero of the Socialist. Labor (1966). Graduated from the Novocherkassk Aviation Institute (1931). He worked as an engineer, head of the team of aerodynamics and experimental calculations of the department of special structures in TsAGI (1931-36). Under Mil's guidance, the fundamental principles of rotorcraft aerodynamics were developed, including the general theory of the main rotor, applicable to various cases of flow around it. Participated in the development of A-12 and A-15 gyroplanes. In 1940-43. Mil √ N.I. Kamov's deputy at the rotorcraft plant, where the A-7 gyroplane was mass-produced. Since 1943, a researcher at TsAGI. He continued the work begun before the war on the stability and controllability of aircraft. From the beginning of 1947, he was the head of the new TsAGI helicopter laboratory created on his initiative. On full-scale objects, he conducted experimental studies of the aerodynamics of the main rotor, in particular, work on measuring the velocity fields around it. He created a full-scale helicopter installation, which became the prototype of the Mi-1 helicopter.

MYASISCHEV
VLADIMIR MIKHAILOVICH
(1902-1978)

Soviet aircraft designer, major general engineer (1944), Hero of the Socialist. Labor (1957), Doctor of Technical Sciences (1959), Honored Worker of Science and Technology of the RSFSR (1972). After graduating from the Moscow Higher Technical School (1926), he worked in the Design Bureau of A.N. Tupolev (as part of TsAGI), participated in the creation of aircraft TB-1, TB-3, ANT-20 "Maxim Gorky". Since 1934, the head of the experimental aircraft brigade (KB-6) of the design department of the experimental construction sector of TsAGI, which in 1936 created the ANT-41 (T-1) torpedo bomber. In 1937-38, he was the chief designer of the design bureau of plant ╧84 (Khimki, Moscow region), created to process documentation for the introduction of a licensed DC-3 (Li-2) aircraft into serial production.
Bomber DVB-102
He was unreasonably repressed in 1938-40. was imprisoned, while working at the Central Design Bureau-29 of the NKVD in the special department STO-100 of V. M. Petlyakov (head of the wing brigade). At the end of 1939 Myasishchev proposed a project for a long-range bomber "102" with pressurized cabins. For its development, a design bureau was created at the Central Design Bureau, which Myasishchev headed in 1940-43. In the act on state tests of the DVB-102 (long-range high-altitude bomber) in 1942, it was noted that the DVB-102 was the first domestic bomber with pressurized cabins that provide normal physiological conditions for the crew to work.
For the first time in the Soviet aircraft industry, a chassis with a nose wheel, remote-controlled small arms and cannon weapons, a thin wing with a relative thickness of 10 to 16% and built-in caisson tanks were used in the design of a bomber. The 5.7 m long bomb hatch doors opened inwards. The maximum bomb load was 3 tons. Flight tests of the aircraft were carried out until 1946.
After the death of Petlyakov, from 1943 Myasishchev was the chief designer and head of the experimental design departments at the plant ╧22 in Kazan for modifications and mass production of the Pe-2 dive bomber and at the plant ╧482 in Moscow for fine-tuning the DVB-102 aircraft. At the beginning of 1944 A Pe-2I day dive bomber was developed with a flight speed exceeding the speed of German fighters, capable of carrying a 1 ton bomb in the fuselage to destroy powerful defensive fortifications. Pe-2I became the basis for the creation of a number of experimental bomber aircraft Pe-2M, DB-108, long-range escort fighter DIS.
In 1945, Myasishchev began manufacturing the RB-17 model - a four-engine bomber with a Jumo-004 turbojet engine. But in February 1946, the design bureau was disbanded, which was motivated by its "low return". The areas, resources and staff of OKB-482 are transferred to S.V. Ilyushin. Developments on the RB-17 made it possible to quickly create a jet Il-22.
In 1946-51 Myasishchev - head of the aircraft design department, dean of the aircraft building faculty of the Moscow Aviation Institute. Since 1947 - professor.

NOVOZHILOV
GENRIKH VLADIMIROVICH
(b.1925)

Soviet aircraft designer, Academician of the Academy of Sciences of the USSR (1984), twice Hero of the Socialist. Labor (1971, 1981). After graduating from the Moscow Aviation Institute (1949), he worked at the Design Bureau of S. V. Ilyushin, where he successively rose from design engineer to deputy chief designer (since 1958), chief designer and first deputy general designer (since 1964).
Sturmovik Il-102
Since 1970 - General Designer. Under the leadership of Novozhilov, the Il-76T transport aircraft, the first Soviet wide-body passenger aircraft Il-86 and Il-96-300, the Il-114 aircraft for local airlines, as well as the Il-102 jet attack aircraft were created. In the fall of 1999, the Il-112 will participate in the competition to replace the military transport An-26.
Il-76 transport aircraft
Under the leadership of Novozhilov, research was carried out in the field of aerodynamic, weight, circuit layout and structural power design, reliability theory, increasing the life of the aircraft, etc. .Deputy of the Supreme Soviet of the USSR in 1974-89. People's Deputy of the USSR since 1989. Laureate of the Lenin Prize (1970). Awarded 3 Orders of Lenin, Orders of the October Revolution, Orders of the Red Banner of Labor, Badge of Honor, medals.

PETLYAKOV
VLADIMIR MIKHAILOVICH
(1891-1942)

Soviet aircraft designer. Graduated from Moscow State Technical University (1922). In 1917-1918 he was a draftsman at the aviation design and test bureau at the aerodynamic laboratory of the Moscow Higher Technical School. In 1921-1936 he worked at TsAGI. He supervised the design of the wings of many ANT aircraft, the introduction of the ANT-4 and ANT-6 bombers into the series, the creation of the ANT-42 bomber (Pe-. Petlyakov is one of the organizers of metal aircraft construction in the USSR.
Pe-2 bomber
Together with Belyaev, he created a method for calculating a cantilever wing with a rigid skin. Since 1936 - chief designer. He was repressed and in 1937-1940 he worked in the Central Design Bureau-29 of the NKVD on the Pe-2 aircraft. Died in a plane crash. Laureate of the State Prize (1941). Awarded with orders and medals of the USSR.

POLIKARPOV
NIKOLAI NIKOLAEVICH
(1892-1944)

Fighter I-1

Soviet aircraft designer, Doctor of Technical Sciences (1940), Hero of Socialist Labor (1940).
After graduating from the Petrograd Polytechnic Institute and aviation courses under it (1916), he worked at the Russian-Baltic Carriage Works, where, under the guidance of I.I. Sikorsky participated in the construction of the Ilya Muromets aircraft and the design of RBVZ fighters. Since 1918 he worked at the plant ╚Duks╩ (aircraft plant ╧1), where until 1923 he headed the technical department.
Fighter I-1
In the spring of 1923, Polikarpov created the first Soviet I-1 fighter (IL-400), which became the world's first free-carrying monoplane fighter. In 1923, under the leadership of Polikarpov, the reconnaissance R-1 was also created. In January 1925 N.N.P. (after the departure of D.P. Grigorovich to Leningrad) he achieved the organization at GAZ 1 named after. Aviakhim of the experimental department and became its chief. In February 1926, N.N. Polikarpov was appointed head of the department of land aircraft construction (OOS) of the Aviatrest Central Design Bureau. In 1927 he created the I-3 fighter, in 1928 - the R-5 reconnaissance aircraft (gained wide fame in connection with the rescue of the Chelyuskin steamship expedition),
UTS U-2(Po-2)


Fighter I-153

Soviet aircraft designer, Doctor of Technical Sciences (1940), Hero of Socialist Labor (1940).
After graduating from the Petrograd Polytechnic Institute and aviation courses under it (1916), he worked at the Russian-Baltic Carriage Works, where, under the guidance of I.I. Sikorsky participated in the construction of the Ilya Muromets aircraft and the design of RBVZ fighters. Since 1918 he worked at the plant ╚Duks╩ (aircraft plant ╧1), where until 1923 he headed the technical department.
Fighter I-1
In the spring of 1923, Polikarpov created the first Soviet I-1 fighter (IL-400), which became the world's first free-carrying monoplane fighter. In 1923, under the leadership of Polikarpov, the reconnaissance R-1 was also created. In January 1925 N.N.P. (after the departure of D.P. Grigorovich to Leningrad) he achieved the organization at GAZ 1 named after. Aviakhim of the experimental department and became its chief. In February 1926, N.N. Polikarpov was appointed head of the department of land aircraft construction (OOS) of the Aviatrest Central Design Bureau. In 1927 he created the I-3 fighter, in 1928 - the R-5 reconnaissance aircraft (gained wide fame in connection with the rescue of the Chelyuskin steamship expedition),
UTS U-2(Po-2)
initial training aircraft U-2, which gained worldwide fame and was renamed Po-2 after the death of the designer). U-2 (Po-2) was built until 1959. During this time, more than 40 thousand vehicles were produced, more than 100 thousand pilots were trained on them. During the Great Patriotic War, U-2s were successfully used as reconnaissance and night bombers.
Polikarpov was unreasonably repressed. In October 1929, he was arrested on the standard charge - "participation in a counter-revolutionary wrecking organization" - and without trial he was sentenced to capital punishment. For more than two months, Polikarpov was awaiting execution. In December of the same year (without the abolition or change of the sentence), he was sent to the "Special Design Bureau" (TsKB-39 OGPU), organized in the Butyrka prison, and then transferred to the Moscow Aviation Plant N 39 named after. V.R. Menzhinsky. Here, together with D. Grigorovich, in 1930 he developed the I-5 fighter, which was in service for 9 years. In 1931, the OGPU board sentenced Polikarpov to ten years in the camps.
Fighter I-153
But after a successful show to Stalin, Voroshilov, Ordzhonikidze of the I-5 aircraft, piloted by Chkalov and Anisimov, it was decided to consider the sentence against Polikarpov suspended. In July of the same year, the Presidium of the Central Executive Committee of the USSR decided to amnesty a group of people, including Polikarpov. Only in 1956 - 12 years after the death of the designer - the Military Collegium of the Supreme Court of the USSR overturned the previous decision of the Collegium of the OGPU and dismissed the case against Polikarpov.
In the 30s. he created the I-15, I-16, I-153 Chaika fighters, which formed the basis of Soviet fighter aviation in the prewar years. On November 21, 1935, on the I-15, pilot V.K. Kokkinaki set a world altitude record - 14575 km.
After the arrest of A.N. Tupolev, N. Polikarpov was appointed Chief Designer of the aircraft plant No. 156 (ZOK TsAGI). In early January 1938, his design bureau moved here from factory #84. By the end of 1938, the I-180 fighter was built - a development of the I-16 with the M-87 engine .;
Fighter I-16
But the death of V.P. Chkalov on it in the very first test flight again plunged Polikarpov into disgrace. His deputy, chief designer D. Tomashevich, director of plant No. 156 Usachev, and others were arrested. Polikarpov himself was saved from arrest only by the fact that he refused to sign the act of readiness of the aircraft for the first flight and Baidukov's petition. In May 1939, work on the I-180 was transferred to the State Aviation Plant No. 1. The design bureau was also transferred here, and Polikarpov became the technical director and chief designer of the plant. In parallel with the high-speed I-180, Polikarpov also continued the line of maneuverable biplanes - I-190 (1939), I-195 (project 1940).
In 1939, Polikarpov went on a business trip to Germany. In his absence, plant director Pavel Voronin and chief engineer Pyotr Dementiev (future minister of the aviation industry) separated some of the departments and the best designers from the design bureau (including Mikhail Gurevich) and organized a new Experimental Design Department, and in fact a new design bureau, under the leadership of Artem Mikoyan.
At the same time, Mikoyan was given the project of a new I-200 fighter (the future MiG-1), which Polikarpov sent to the People's Commissariat of Aviation Industry (NKAP) for approval before his trip to Germany. Polikarpov, as a consolation, received a prize for designing the I-200 fighter and ... was left without many experienced design personnel, without his own premises and, moreover, without a production base. At first, he was sheltered by the TsAGI test hangar. Then, under Polikarpov, in the old hangar on the outskirts of Khodynka, a new state plant No. 51 was created,
which did not have any own production base and even a building to accommodate design bureaus. On the territory of this plant, there is currently a design bureau and a pilot plant named after. P. Sukhoi.
Fighter I-185
In 1938-44, Polikarpov designed a number of experimental military aircraft: TIS, VIT, SPB, NB, etc. On January 11, 1941, the I-185 took off - the first domestic fighter according to the requirements of 1940 with an air-cooled engine. In 1942, he passed state tests and military tests on the Kalinin Front. According to the Air Force Research Institute, the aircraft surpassed all domestic and German serial fighters. The lack of knowledge of the M-71 engine, the accident in which test pilot V.A. Stepanchonok died, and the lack of a factory did not allow the aircraft to be put into production.
An unhealthy atmosphere developed around Polikarpov. The persecution of the designer began, the work was slowed down, he was accused of conservatism. This continued until 1942, when Stalin took Polikarpov under his protection. But in 1944 he was gone.
One of his last works was the project of the Malyutka missile fighter. In total, Polikarpov developed over 80 aircraft of various types. For the period 1923-1940. at plant ╧ 1, on the territory of which the machine-building plant named after V.I. P.V. Voronin, 15951 aircraft were built (and taking into account modifications of experimental and built in small series - 16698 aircraft), mainly of Polikarpov's design. Among them are reconnaissance aircraft R-1 (1914 aircraft), R-5 (4548), such well-known fighters as I-3 (399 aircraft), I-5 (803), I-15 (674 aircraft; and in total - 3083), I-153 (3437), I-16 (was in serial production from 1934 to 1941; a total of 9450 machines were built), training fighter UTI-4 (1639 machines). A number of long-distance flights were made on Polikarpov's planes.
Polikarpov was one of the first to divide the design of aircraft into specialized parts. A.I. Mikoyan, M.K. Yangel, A.V. Potopalov, V.K. Tairov, V.V. Nikitin and other specialists worked under the leadership of Polikarpov, who later became prominent designers of aviation and rocket and space technology.
Since 1943 Polikarpov has been a professor at the Moscow Aviation Institute. Member of the Supreme Soviet of the USSR since 1937. State Prize of the USSR (1941, 1943). Awarded 2 Orders of Lenin, Order of the Red Star. Monuments to Polikarpov were erected in Moscow, Orel, Livny. The Polikarpov Museum was opened in the village of Kalinin, Oryol Region. A peak in the Pamirs is named after him.
On May 5, 2000, on the eve of Victory Day, a memorial dedicated to Nikolai Nikolaevich Polikarpov was solemnly opened on the territory of the Sukhoi Design Bureau. On the edge of a small park, next to the historical hangar, in memory of this remarkable aircraft designer, there is his bust and a small stele with a modest war worker, the I-153 fighter.
After the death of Nikolai Polikarpov in 1944, his design bureau was headed by Vladimir Chelomei, who concentrated the efforts of the team on the development of the first in the USSR cruise missiles with pulsed air-breathing engines (projectiles).

"Polikarpov N.N." (article from the magazine AEROPLAN 1993 ╧2)
Many of the first galaxy of aviators, designers, engineers, scientists who at the beginning of the century came to this new winged world, later became celebrities, left a memory of themselves. Compared to other human activities, aviation and its creators were a thin layer. To be involved in it, one needed either great luck or a great desire.
Polikarpov had both. So, he received the first "push" to his passion for aeronautics when he studied at the theological seminary! I was also lucky with the "distribution": after graduating from St. Petersburg University, I was sent to the RBVZ to I.I. Sikorsky
In the twenties, Polikarpov became a prominent figure in the aviation industry, for which, probably, the GPU was assigned to the prison TsKB-39.
Having created a number of remarkable aircraft in prison, together with other equally noticeable and "noted" designers and engineers, he became almost the only "supplier" of fighters for the Soviet Air Force.
The USSR was the heir to the empire and adopted from it such a phenomenon as favoritism. In aviation, for example, a designer, a pilot, and even an airplane could become the leader's favorite. Remember this Stalinist "installation": "We need the IL-2 like air," which means that others, the Su-6, for example, are useless. Polikarpov was raised by two favorites - the pilot Chkalov and the I-16 aircraft. I-16 brought Polikarpov the title of "king of fighters". Chkalov helped to stay at large during the toughest years. With such a questionnaire and after the "cold shower" from the Bf-109 in Spain, which cooled the enthusiasm for the I-16, Polikarpov had one road - not even to a new prison "sharaga", but to the camps.
Then Chkalov died, the leadership had new favorites and favorites - young aircraft designers, relatives of members of the Central Committee, then the war began and there was no time for competitions for the best aircraft.
And all this, when Polikarpov has accumulated experience, new ideas are born. What beautiful and powerful aircraft he had in the forties - I-185, TIS, VIT, ITP, NB. Head and shoulders above the competition. The pilots give excellent feedback on the front-line tests of the I-185. “Great!” they say “upstairs”. “Let Polikarpov hand over all the documentation on his plane to Lavochkin. The poor guy has something wrong with his La-5.”
Then they took the plant and design bureau. They didn't even give up hope. All that's left is to die.
It is a pity that this talented person did not manage to do everything he planned. But the memory of Nikolai Nikolayevich Polikarpov lives in the hearts of all true aviation enthusiasts.

DRY
PAVEL OSIPOVICH
(1895-1975)

Soviet aircraft designer, Doctor of Technical Sciences (1940), twice Hero of Socialist Labor (1957, 1965). After graduating from Moscow Higher Technical School (1925), he worked at A. N. Tupolev's design bureau - at TsAGI and at plant No. 156 (design engineer, team leader, deputy chief designer). During this period, Sukhoi, under the general leadership
Scout-bomber Su-2
Tupolev created the I-4, I-14 fighters, the record aircraft ANT-25 and ANT-37bis "Motherland". He took part in the competitive development of the Ivanov aircraft, which ended with the creation of the Su-2 combat multi-purpose aircraft, which was used in the early years of World War II. In 1939 - 40 chief designer at a plant in Kharkov. In 1940-49 he was the chief designer of the design bureau, based at a number of factories in the Moscow region and Moscow, and at the same time the director of these factories. In 1949-53 he was again deputy chief designer at the Tupolev Design Bureau. Since 1953 - the chief designer of the newly recreated design bureau, since 1956 the general designer.
In the post-war years, Sukhoi was among the first Soviet aircraft designers to lead the work in the field of jet aviation, creating several experimental jet fighters. After the reconstruction of the design bureau, a number of serial combat vehicles were developed under his leadership, including the Su-7 fighter with a flight speed twice the speed of sound, Su-9, Su-11, Su-15 fighter-interceptors, Su-7B fighter-bombers with ski and wheel-ski chassis for basing on unpaved airfields and Su-17 with variable wing sweep in flight.

TUPOLEV
ALEXEY ANDREEVICH
(b.1925)

Soviet aircraft designer, Academician of the USSR Academy of Sciences, Hero of Socialist Labor. Since 1942, he worked in the experimental design bureau of his father Andrei Tupolev - a factory designer (1942-1949); independent design activity began in 1957. After graduating from the Moscow Aviation Institute (1949), he was the leading designer of the plant (1949-1963); chief designer of the plant (1963-1973) and deputy general designer. He took an active part in the development of designs for the first jet passenger aircraft TU-104, aircraft TU-114, TU-124, TU-134; TU-154.
Supersonic airliner Tu-144
Since 1973 he has been the General Designer of the Design Bureau. Since 1992 - General Designer of a corporation created on the basis of the Aviation Scientific and Technical Complex (ANTK) named after. A.N. Tupolev and the Samara plant.
Under the leadership of Alexei Tupolev, the creation of the Tu-144 supersonic passenger liner was being completed. In the early 1970s, the strategic bomber "160" was designed on the basis of the Tu-144, but under pressure from the Air Force, it was later decided to develop a completely original Tu-160 aircraft instead.

TUPOLEV
ANDREY NIKOLAEVICH
(1888-1972)

Soviet aircraft designer, academician of the Academy of Sciences of the USSR (1953; corresponding member 1933), colonel-general engineer (1968), three times Hero of Socialist Labor (1945, 1957, 1972), Hero of Labor of the RSFSR (1926). In 1908 he entered the Imperial Technical School (later MVTU), in 1918 he graduated with honors. Since 1909, a member of the aeronautical circle. Participated in the construction of a glider, on which he independently made the first flight (1910). In 1916-18, Tupolev participated in the work of the first aviation settlement bureau in Russia; designed the first wind tunnels at the school. Together with N. E. Zhukovsky, he was the organizer and one of the leaders of TsAGI. In 1918-36 he was a member of the board and deputy head of the institute for experimental all-metal aircraft construction. A.N. Tupolev - the organizer of the production of the Soviet aluminum alloy - chain-aluminum, semi-finished products from it. Since 1922, Tupolev was the chairman of the Commission for the construction of metal aircraft at TsAGI. Since that time, an experimental design bureau formed and headed by him for the design and production of all-metal aircraft of various classes began to operate in the TsAGI system. In 1922-36, Tupolev was one of the creators of the scientific and technical base of TsAGI, the developer of projects for a number of laboratories, wind tunnels, an experimental hydraulic channel, and the country's first pilot plant for the construction of all-metal aircraft.
In 1923, Tupolev created his first light aircraft of a mixed design (ANT-1), in 1924 - the first Soviet all-metal aircraft (ANT-2), in 1925 - the first combat all-metal aircraft (ANT-Z), which was built in series. For the first time in world practice, Tupolev not only scientifically substantiated the rationality of the scheme of a cantilever all-metal monoplane with a wing profile of a large "building height" and with engines located in its nose, but also created such an aircraft that had no analogues (ANT-4, 1925). Tupolev developed and put into practice the technology of large-scale production of light and heavy metal aircraft.

YAKOVLEV
ALEXANDER SERGEEVICH
(1906-1989)

Soviet aircraft designer, Academician of the Academy of Sciences of the USSR (1976; Corresponding Member 1943), Colonel General of Aviation (1946), twice Hero of Socialist Labor (1940, 1957). In the 20s. Yakovlev is one of the founders of Soviet aircraft modeling, gliding and sports aviation; in 1924 he built the AVF-10 glider, which was noted at all-Union competitions, and in 1927 he built the AIR-1 light aircraft. Since 1924 minder, since 1927 student of the Air Force Academy of the Red Army. prof. NOT. Zhukovsky (now VVIA); at the same time he designed light aircraft. After graduating from the academy (1931), he was an engineer at an aircraft factory, where in 1932 he formed a design bureau for light aviation.
TCB UT-2
From 1935 chief, in 1956-84 general designer, in 1940-46 at the same time deputy people's commissar of the aviation industry. Under the leadership of Yakovlev, many well-known aircraft were created, including the mass training aircraft UT-2 and UT-1, the Yak-4 bomber, the Yak-1, Yak-7, Yak-9, Yak-3 fighters, which accounted for about 60% (over 36 thousand copies) fighters built during the Great Patriotic War and were among the best aircraft in their class.
They were distinguished by an optimal combination of speed, armament and maneuverability and played a large role in the defeat of the Nazi aviation. Yakovlev is one of the first creators of jet aviation. Among the designs created by Yakovlev are the Yak-15 jet fighters (one of the first in the USSR), Yak-17, Yak-23, Yak-25 (the first all-weather interceptor), Yak-28 (the first Soviet supersonic front-line bomber); the first Soviet vertical takeoff and landing aircraft Yak-36 and its combat carrier-based version Yak-38; landing glider Yak-14; twin-rotor helicopter of the longitudinal scheme Yak-24; training aircraft Yak-11, Yak-18, Yak-18T and Yak-52, multi-purpose aircraft Yak-12; sports aircraft Yak-18P, Yak-18PM, Yak-50, Yak-55 (on which Soviet pilots won the world and European championships in aerobatics); jet passenger planes Yak-40 and Yak-42.
Under the leadership of Yakovlev, more than 100 serial types and modifications of aircraft were created, completed in the amount of about 70 thousand copies. Yakovlev created his own school in aircraft construction, which is characterized by a high design culture, the desire for simplicity of design solutions and the breadth of the creative range - combat, passenger, light multi-purpose and training and sports aircraft. Yakovlev aircraft set 74 world records. Deputy of the Supreme Soviet of the USSR in 1946-89. Lenin Prize (1972), State Prize of the USSR (1941, 1942, 1943, 1946, 1947, 1948, 1977). Yakovlev was awarded the FAI Gold Aviation Medal. Awarded 10 Orders of Lenin, Order of the October Revolution, 2 Orders of the Red Banner, Orders of Suvorov 1st and 2nd class, 2 Orders of the Patriotic War 1st degree, Orders of the Red Banner of Labor, Red Star, medals, French Orders of the Legion of Honor and Officer's Cross. Yakovlev's name is borne by the Moscow Machine-Building Plant "Speed" A bronze bust of Yakovlev was erected in the city of Moscow.
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Every little thing consoles us, because every little thing brings us down. Pascal.