By Carl J. Bobrow
By 1909 it was becoming more and more apparent that in
future wars the skies above the earth would no longer play a benign role. Since
the early nineteenth century the use of the balloon by the military in many
countries, for reconnaissance purposes, had gained a wider acceptance. In the
first decade of the twentieth century this predominantly passive observation
deck would give way to newer and more effective contrivances for
reconnoitering, specifically the aeroplane and the dirigible. It is easy for us
to say from hind sight that these inventions would play an important role in
the way that future wars would be fought and how European society as a whole
would respond to the "threat from the sky". It should be noted that
there were influential individuals at that time who believed that neither
invention could or would provide any significant military value. Just as there
were obtuse detractors who initially suppressed the militaries involvement in
aviation, there were brilliant visionaries who saw the realistic possibilities
that these new invention would provide and forged ahead regardless.
It is quite curious that both the aeroplane and the
dirigible came into being almost at the same time. Although the dirigible
showed promise early on for commercial as well as military use, with its
extended range and high load carrying capabilities, the airships inherent
weaknesses eventually forced its use to be limited. Aside from the
psychological impact, due in no small way to its formidable size, it would
eventually prove to be ineffectual in war. We need to keep this fact in
perspective for it was not to be realized by the belligerents until it was
tested under war time conditions. In the rush to maintain a balance of power
England, France, Russia and Italy found themselves in a lopsided race to keep
up with Germany's ongoing development and utilization of what was popularly
known as the Zeppelin. This in itself would help spur the development of
military aviation throughout Europe.
The stunning psychosociological reaction which resulted
after the historic flight by Louis Bleriot across the English Channel in 1909
reverberated in England for decades. Their island home, touted to be a fortress
protected by the world’s most powerful Navy, was now vulnerable by air. The
concern of the populace was not simply for their personal safety, for it now
seemed their very way of life was in the balance. Via the daily tabloids they
came to the realization that military compounds, ammunition depots, rail
centers, communication centers and other strategic locations were now open to
aerial bombardment. It was even suggested that the Germans could covertly
launch a fleet of Zeppelins with enough soldiers to invade the English
homeland. It is important to remember there were but a handful of individuals
who truly understood the limited potential of the flying machines which existed
at that time.
The significance of the channel crossing was not missed by
the keen mind of Grand Duke Alexander Mikhailovich, who was in France at the
time. Upon his return to Russia he instituted the development of the All
Russian Aero Club. The purpose of the organization was not only to promote
aeronautical activities but to inform and inspire the public on all things
pertaining to flight. This was not unique to Russia, most of the European
continent was enthralled by the sportsmanlike activities which were exhibited
by the early fliers.
Though the military in general was led to aviation
reluctantly, there were those members of the various military branches who
immediately saw the vast potential of both the aeroplane and the dirigible. As
the development of flying machines progressed their reliability and usable
range increased. The use and the deployment of both the aeroplane and the
dirigible expanded both commercially and militarily. Many of the fanciful
notions held by both the public and the military of what these apparatuses
could achieve were soon swept away by the grim realities of war.
It soon became apparent that aerial observation of ground
activities would be crucial to the war effort. The development of the aeroplane
underwent a rapid maturation, with aircraft for specialized use constantly
evolving in order to fulfill the conditions required at the various theaters of
conflict. The captive balloon which proved effective for the trench warfare
type of struggle, which the First World War had become, was limited in its
observation range and thus was useful only at the immediate front.
The need for long range reconnaissance for observing the
rear staging areas was vital. On the western front such operations eventually
were accomplished by the successful use of two seat observation planes which
flew at high altitudes. As the war went on the use of the dirigible proved
largely ineffective for daytime operations. Their intended use for long range
reconnaissance as well as daylight bombing eventually was taken over by the
aeroplane. At the onset of hostilities the aeroplane as a whole was still
limited in operational range as well as usable payload. Only Russia and Italy
entered the war with aircraft which could effectively provide the military with
both long range reconnaissance and bombing capabilities.
The German high command had put their faith in the giant airships;
once again a few visionaries realized that large multi-engined aeroplanes were
to be the future. The Germans were well acquainted with the development of
Russia's long range reconnaissance/bombers, probably more so than anyone else.
It is interesting to note that one of their first attempts to fill this gap was
a design based closely upon Sikorsky's Il'ya Muromets. How much of an influence
the Murometsy had on both the decision to build the R-planes (an abbreviation
of Riesenflugzeug, the giant German bombers) in Germany and their initial design
parameters is open to speculation. The German military command was quite aware
of the fledgling Murometsy squadrons, since their unopposed sorties into the
German rear on the eastern front caused more than a mere annoyance. They must
have realized that such an aeroplane would provide them with the long range
strategic weapon that they desired. It seems reasonable to believe that these
deep intrusions into their territory had some influence on their decision to
build their Giants, particularly in view of their expeditious development and
use. Only after a concerted effort to fill this military and technological void
did the other warring nations develop their own large multi-engined aeroplanes
for long range reconnaissance and bombing. How the Russians, whose industrial
base was only in its infancy at the turn of the century, could produce a design
that was effectively years ahead of any other nation is an interesting story.
PHOTO # 1 The world’s first multi-engined enclosed cabin
aeroplane popularly known as the Grand. This aircraft first flew in the spring
of 1913, until it was severely damaged in a freak accident while on the ground.
This flying testbed launched Igor Sikorsky's long career in heavy aviation.
[Courtesy of Sikorsky Aircraft/UTC] By the age of twenty-four, Igor Ivanovich
Sikorsky had already demonstrated his adept ability as an aircraft designer.
Many of his designs were as innovative as they were successful. Some of these
aircraft proved superior to both the foreign and domestic designs which were
entered into the national military trials. Sikorsky's meteoric rise in these
endeavors was due in part to his intuitive genius as well as his empirical
approach to problem solving. In his long career no greater challenge would be
faced than the design and construction of his multi-engined aeroplanes built in
Russia.
PHOTO # 2 The second Il'ya Muromets built, a type B, this
aircraft was given the name "Kievskiy" in honor of its achievements
by Czar Nicholas the II. In this aircraft Igor Sikorsky and a crew of three
made the epic 1,600 mile roundtrip flight from St. Petersburg to Kiev. Note the
passenger on the observation platform in front of the nose. [Courtesy of NASM]
After the successful construction of the world’s first and second multi-engined
enclosed cabin aeroplane Igor Sikorsky decided to demonstrate that his large
aircraft had a practical purpose. His plan called for a daring flight in his
most recently redesigned Il'ya Muromets, R-BVZ No. 128. On June 30, 1914
Sikorsky, with a crew of three which consisted of two copilots, Lieutenant G.I.
Lavrov of the Imperial Russian Navy, Captain K.F. Prussis of the Imperial
Russian Army, and his trusted mechanic, V.S. Panasiuk, took off from
Komendantsky Field near St. Petersburg for the 1,600 mile roundtrip flight to
Kiev. The trek was intended to subject the aeroplane to varying operational
conditions. Such a long distance flight would provide invaluable information
for future design criteria and Sikorsky was well aware of this. Although he had
successfully established world records for weight, altitude and duration in his
previous multi-engined designs, he was quick to realize that these flights were
not the same as the venture he was about to embark on. Manufacturing an
aircraft that was to operate as a long range transport would require a design
that could fly under various conditions. One practical way to recognize what
these parameters would be was to conduct a lengthy cross country flight.
Needless to say the publicity would benefit the company he worked for.
The Il'ya Muromets was provisioned with an ample supply of
fuel as well as numerous spare parts to help ensure a successful flight. They
had planned for only one stop near the city of Orsha for refueling. Aside from
this one site there were no other airfields along the way, the only hope for an
emergency landing would be one of the larger cultivated fields south of the
great forests. The brilliant success of their round trip flight proved not only
the viability of Igor Sikorsky's design but the possibility of long distance
transport by aeroplane. The effect on the Russian aviation community was
stunning, his designs would influence generations. Detailed news of the flight
reached an astonished audience in the rest of Europe as well as the United States.
Shortly after this epic flight an even more startling event unfolded which
certainly obscured the news of Sikorsky's accomplishment; this was the
assassination of Arch Duke Ferdinand and the subsequent outbreak of World War
One.
PHOTO # 3 Igor Sikorsky standing seventh from left, below
outboard engine of an Il'ya Muromets type B. This aircraft was delivered to the
military and was equipped with Salmson engines. Photo taken during the winter
of 1914-15.[Courtesy of Sikorsky Aircraft/UTC] With the commencement of
hostilities Mikhail V. Shidlovskiy, the Director of the Russo-Baltic Wagon
Company (R-BVZ) which built the Il'ya Muromets, for which Sikorsky was the
chief designer, quickly realized that he had the opportunity as well as the
obligation to help the Russian war effort. Having very close ties with the
Ministry of War he was able to persuade them to order a number of Il'ya
Muromets aircraft. He suggested that a squadron utilizing the Il'ya Muromets be
created. The idea was to fly and operate them much in the way that a naval
fleet works. Shidlovskiy and others felt the Il'ya Muromets not only possessed
the potential to operate as a long range reconnaissance aircraft but also as a
bomber and rightly so. This concept was a bold one for the time, as well as a
shrewd business deal since the order could only be filled by one firm, the
R-BVZ. Since 1909 it was widely believed that the dirigible would succeed in
these tasks. Although the Russians did have a few French built airships and a
few domestic made dirigibles in their service they were quickly shown to be
outmoded for this aspect of military duty by 1914. Although the Germans made
extensive use of their Zeppelins, particularly in the early stages of the war,
these were of a much better design than the type employed by the Russians or
for that matter anyone else. With this fact in mind Shidlovskiy's proposal
struck a chord. The acceptance of Shidlovskiy's suggestion by the Ministry of
War and the approval of Czar Nicholas II, led to the creation of the first
squadron of Murometsy and a contract to supply military versions of the Il'ya
Muromets.
Initially the existing civilian models were procured for
military use. As we shall see this would almost cause the demise of the whole
program. With the rush to establish this new squadron the need for experienced
pilots became paramount. Unfortunately at that time there were relatively few
military pilots who had the notion or inclination to join such a squadron. They
had neither the vision of how effective the Murometsy would be, or the
necessary training to fly and control such huge aircraft. These pilots, who
were familiar with small aeroplanes, mostly of foreign design, thought of
themselves as the Calvary of the air. Although many of them knew and admired
Igor Sikorsky this did not translate into a willingness to staff the squadron.
Yet not all of the officers of the Imperial Russian Air Force (IRAF) viewed the
formation of this squadron or the use of the Il'ya Muromets with such
skepticism. These officers and pilots who did join would form the nucleus of
what would eventually become the Squadron of Flying Ships (Escadra vozdushnykh
korabley, or EVK). Initially, as stated, the squadron was equipped with the
existing Murometsy, these aircraft were upgraded and modified in order to
fulfill the operational parameters which were required by the military. Instead
of sending these aircraft to the front by rail it was decided to allow them to
be flown to their forward locations. Although the pilots who flew the ships were
experienced flyers their lack of familiarity with this radically new design
almost signaled the death knell for the future use of the Il'ya Muromets and
the squadron as well. Since the pilots flying these aeroplanes were unable to
achieve the standards of performance as required by the military it was decided
to place all orders for the Il'ya Muromets on hold. Additionally the squadron
was ordered to stand down, temporarily at least.
Shidlovskiy believed that the real problem was
organizational, rather than the aircrafts inability to perform. He arose to
defend his aircraft and ideas vehemently, stating that failure to make use of
such an important weapon would be tantamount to a criminal act. With his
influential contacts in the Ministry of War as well as other branches of the
government M.V. Shidlovskiy was not only able to get these orders rescinded but
went on to obtain an appointment as the squadron's new commander with the rank
of Major General. Mikhail Shidlovskiy envisioned a squadron which would be self
contained operationally and insular from the normal command structure. Being an
ex-naval officer he was familiar with military regulations, procedure and
conduct. Both his organizational skills and his familiarity with the Il'ya
Muromets made him an excellent choice. It is interesting to note that
Shidlovskiy saw no conflict with the fact that he should both head the EVK and
also make money by supplying the IM's to the military. Such a feudalistic
throwback could only exist in Russia at that time.
PHOTO # 4 A forward EVK aerodrome, note the large tent type
hangers for the Murometsy, probably taken in early 1915.[Courtesy of Sikorsky
Aircraft/UTC] In December 1914 Shidlovskiy officially assumed command of the
EVK but it was not until January 1915 that the General had things organized
enough to send for Igor Sikorsky to join him at Yablonna, the EVK's forward
aerodrome near Warsaw. One of their first duties was to ascertain why the IM's
were not performing up to their normal operational parameters. They knew the
Il'ya Muromets were more than capable of exceeding the military's flight
requirements. Igor Sikorsky confirmed what General Shidlovskiy had suspected.
The lack of proper training and organization for both the pilots and the ground
crews had contributed to the poor performance. Sikorsky found the airframes
were no longer in an airworthy state, also the engines were running far below
their rated performance. Aside from these mechanical hindrances the lack of
advanced flight training for the pilots operating the Il'ya Muromets, with its
complex control system, had contributed to their initial failures. It did not
take General Shidlovskiy long to sort out the control and command problems, nor
did it take Igor Sikorsky much time to instruct the squadron in resolving the
difficulties encountered in both flying and maintaining the Murometsy.
PHOTO # 5 A jubilant flight and ground crew after a very
successful and important mission over enemy lines, early 1915.[Courtesy of
Sikorsky Aircraft/UTC] By February 1915 the EVK was commencing operations which
included long range strategic reconnaissance and bombing missions. As a result
of these first flights and their overwhelming successes the Stavka (the Supreme
High Command of the Russian Military) withdrew the command of the EVK from the
Field Inspector General of Aviation, Grand Duke Alexander Mikhailovich, and
placed the squadron under direct supervision of Stavka. The amount of sorties
flown increased significantly with the emphasis on reconnaissance, particularly
for the rear staging areas. It is quite evident from these actions that the
high command quickly realized the importance of the missions that the IM's were
capable of carrying out. Commensurate to all this the original order for the
Murometsy was increased as was the size of the squadron itself, so that by 1916
the squadron had substantially increased in size. At the EVK's zenith of
activity no less than thirty Murometsy were available for combat sorties. A
good many of the IM's which were built by the R-BVZ were employed as trainers.
As the squadron developed, a central base of operations was established at
Vinnitsa. From here regional squadrons were sent out to various field positions
to operate over the vast Russian front. Training courses were held at Vinnitsa
for both pilots, flight personnel, and the ground crews. Here under the
tutelage of an experienced staff, comprised of both pilots and technical
specialists, the next generation of the EVK was prepared to assume the rigors
and responsibilities awaiting them at the front. PHOTO # 6 Early military
version of an Il'ya Muromets type V equipped with British Sunbeam engines. Note
early sharp nose configuration on ship. Some of the officers of the EVK.
[Courtesy of Sikorsky Aircraft/UTC]
PHOTO # 7 More than thirty examples of the
type V were built, including a number of training versions, which utilized only
two engines, either in a tractor or pusher configuration. This IM was equipped
with Sunbeam engines. [Courtesy of Harry Woodman] In late 1914 a new variant of
the Il'ya Muromets was produced. This was the type V. These aircraft were
smaller in size and weighed less than the earlier type B . The type V were
specifically designed for military use where as the type B were merely adapted
for this purpose. These new Murometsy were faster and able to reach higher
altitudes as well. A wedged shape nose was utilized on the first of these
aircraft produced, but soon they were changed to a flat front polyhedral. Both
of these nose designs were constructed of metal framing and a high impact glass
which provided better visibility and safety than the earlier designs. The fuel
tanks were moved to a safer placement under the center section of the top wing
to prevent leaking onto the engines in case of puncture from shrapnel or
bullets. The center section was now built as an open framework to allow access
to the tanks which also provided an aperture for a machine gun placement for
top cover. Machine gun positions were also installed at the doors and/or in the
windows as well as a hatch on top of the fuselage aft of the wings on some of
the Il'ya Muromets. The rudder arrangement remained basically the same as the
earlier variants. The wings were narrower and the external wing rim was made of
metal pipe instead of wood as with the earlier ships. As would be the case for
all the Murometsy built during the war a variety of engines manufactured by
different companies were utilized. This was necessitated by the limited supply
of usable motors available.
PHOTO # 8 An Il'ya Muromets type G, with R-BVZ and Renault
engines, shown with EVK flight personnel.[Courtesy of Sikorsky Aircraft/UTC]
PHOTO # 9 An Il'ya Muromets type G-3 with R-BVZ and Renault
engines. Note top, side, and tail gun emplacements.[Courtesy of Sikorsky
Aircraft/UTC] The type G models which were designed as a more advanced military
version began to appear at the front as early as 1915. There were only about 9
examples of the G-1 produced. The essential difference from the previous model,
was the increase in the size of both the upper and the lower wings in
particular its chord. Additional glazing was incorporated in the nose of some
of the later G-1's in order to improve the visibility for the pilot as well as
the crew. This first variant of the G series was designed to carry a greater
usable load so that in addition to carrying more armament it flew typically
with a six man crew. In 1916 the G-2 which was designed with a strengthened
wing structure was produced. With the need for a greater defensive potential
the innovation of the tail gun position was introduced in this model. To get to
this location at the end of the fuselage a trolley was installed. It ran on a
pair of angular rails to the rear through the fuselage. By pulling on the cross
wire bracing the crew member pulled the trolley to the rear or forward to
return to the cabin. With the addition of a tail gun the central large rudder
was first removed, then later in subsequent models a small fixed fin was
employed in front of the gunners position. The two enlarged rudders were moved
further out on the larger stabilizer. One particular G-2 which was powered by
four 160 h.p. Beardmore engines was capable of operating at a 5,200 meter
(17,000 feet) altitude with a full load. It is interesting to note that G-2's
as well as G-4's were later employed by the first civil airline in the USSR.
They saw service in 1921 between the cities of Moscow, Orel, Kursk and Kharkov
as well as between Sarapul and Sverdlovsk. There were only about eight examples
of the G-2 produced. In 1916 the Il'ya Muromets underwent further modifications
in order to meet the expanded offensive and defensive capabilities required.
This resulted in approximately eight examples of the G-3 being produced. Aside
from the bomb load capacity being increased, the defensive firepower was added
to by providing a hatch in the fuselage floor for a machine gun so that the
ship's field of fire would then include the area beneath the aeroplane. The
cabin size was increased by extending it down the length of the fuselage. The
tailplane area was increased to accommodate the larger space being utilized by
the tail gun. This G model was reinforced and strengthened in a number of areas
such as additional welded tubing which was utilized in its construction. All
these features increased the overall weight. Once again in an attempt to
provide better visibility the nose was fully glazed.
PHOTO # 10 An Il'ya Muromets type E, class #E-56 R-BVZ #243,
with EVK personnel at Pskov in the summer of 1916.[Courtesy of Sikorsky
Aircraft/UTC]
PHOTO # 11 Forward interior view of an Il'ya Muromets type
E's cabin note the extensive glazing incorporated for better
visibility.[Courtesy of Sikorsky Aircraft/UTC] Between the years 1914 and 1917
over seventy Murometsy were manufactured in Petrograd. The manufacture of the
aircraft was a complex process. There were constant design changes to meet the
combat requirements at the front. In response to these virtually unopposed
incursions over the line the Germans increased its presence of fighter aircraft,
which were faster and better armed than ever. In order for the EVK to continue
operations Igor Sikorsky and his team of engineers produced what would become
the final variant of the Il'ya Muromets series. The type E were the largest and
most advanced of all the Murometsy built. Aside from carrying as many as eight
crew members, its armament and bomb load capabilities were increased. Some
ships carried eight machine guns or automatic rifles. The first of the type E
were not fitted with a tail gun but rather a platform that was lowered from the
fuselage floor aft of the wings. From this position the gunner, lying on the
platform, could fire toward the rear. The nose was fully glazed and the fuel
tanks were enclosed in the fuselage. In the first version there appeared only
one large rudder but with the return to a tail gun position in the second
variant this was changed to two smaller rudders on the stabilizer.
PHOTO # 12 A railroad station, one of many which were
successfully attacked by the EVK. Photograph appears with an altimeter/time
overlay. For the most part a Potte type camera was used, it weighed in at 9 kg.
(19.8 lbs.) not a small or light device but of minor consideration when used on
the IM. [Courtesy of Sikorsky Aircraft/UTC] The EVK had its own photographic
section which would process and develop all the negatives as well as the
prints. They would supply them to the regional command headquarters as well as
to Stavka. The distribution and delivery of these important photographs was
carried out by couriers, many who would drive motorcycles over the rough
terrain at breakneck speeds in all kinds of weather. The large size and load
carrying capability of the Il'ya Muromets provided the perfect platform for
high altitude reconnaissance. Aside from carrying a larger and more
sophisticated camera, the quantity of glass plate negatives far exceeded what
any other observation craft could carry. In addition to all this the large
enclosed cabin provided the crew with a singularly unique environment to work in,
particularly in the cold Russian winters. A marvelous overlay system was
developed which would display the altitude and the time that each photograph
was taken, these were particularly helpful when it came to photographic
interpretation.
The squadron also had its own meteorological section which
obtained from various sources the current weather conditions along the vast
eastern front as well as the rest of Europe. It was sophisticated enough to
make weather predictions which were extremely critical for the long range
flights which the IM's routinely flew. The science of meteorology was fairly
well developed in Russia at the time and General Shidlovskiy was able to man
his squadron with some of the more noted specialists of the day.
(SLIDE)PHOTO # 13 This impressive 400 kg. (882 lbs.) dummy
bomb was tested in August 1915, the purpose was to test both the aerodynamic
properties of such a large device and the handling capability of the IM loaded
with this type of bomb. It was designed and built by Prof. Zhukovsky and his
staff, as were many of the larger high explosive bombs used by the EVK. A hole
3 meters (9.8 ft.) wide was created by the impact of this test device. 240kg
(530lbs.) bombs were the largest bombs used by the squadron. [Courtesy of
Sikorsky Aircraft/UTC] The EVK systematically bombed enemy positions,
specifically transportation, supply and communication facilities. Generally a
mixture of high explosive, fragmentation and incendiary devices were utilized.
High explosive bombs ranged in weight from 16 kg. (35 lbs.) to 160 kg. (353
lbs.) depending on the missions profile. Fragmentation bombs weighing from 16
kg. (35 lbs.) to 48 kg. (106 lbs.) and an incendiary type of 10 kg. (22 lbs.)
was also employed. The evolution of the bomb sights used by the Squadron is an
interesting story in itself, suffice to say that eventually a very
sophisticated optical system which allowed for drift was employed with
startling success. Finally, bomb racks of both electrical and mechanical
variants were tested and used in the Murometsy over the four year period of the
squadrons existence. PHOTO # 14 The end result of an emergency landing at the
squadrons Zegevol'd aerodrome, this occurred after massive battle damage was
inflicted on both the ship and its crew, April 26th 1916.[Courtesy of NASM]
The combat record of the EVK was rather extraordinary, only
one Il'ya Muromets was shot down and destroyed. Many times the ships would
return with massive battle damage, on one occasion the entire wing section of
one IM collapsed shortly after landing. In addition a number of airframes had
to be written off after some rather bad landings. It is interesting to note
that the shortages at the front were so acute that after a craft was no longer
flyable it would be stripped of all of its fittings, cables, instruments and
engines, only the wood frame would be left. As the war went on the presence of
enemy fighter aircraft increased, so much so that ships would need to carry
machine guns on all missions. In the early stages of the war the crew of the
Il'ya Muromets would either take little or no armament with them. This was
often done in order to lighten the load for other essentials such as fuel, oil
or bombs. But after a few nasty confrontations with enemy scouts survival
dictated that defensive weapons were a necessity. As the Germans began to
discern a reoccurring flight path anti-aircraft batteries were set up in order
to shoot down the slow moving giants. On more than one occasion anti-aircraft
emplacements were aggressively assaulted, by their would be victims, with heavy
bombardment and machine gun fire until they were silenced. The pugnacity of the
Il'ya Muromets was well known and respected by the enemy. Although the ships
flew at a relatively slow speed their high defensive profile as well as their
ability to withstand massive battle damage made them a difficult opponent to
successfully intercept. The most critical problem the squadron faced was the
lack of adequate engines. After war had been declared the much valued German
Argus engines became unavailable. The R-BVZ had to find suitable power plants
from other sources which included France, Italy, America and Great Britain. The
Salmson engines from France did not perform well on the Il'ya Muromets for a
few reasons. The aerodynamic drag created by the use of four of these engines
and their radiators was considerable. The radiators were also prone to failure
from vibration.
The fact that they did not deliver the full rated horse power
was probably due to a combination of factors which included the type of
propellers used as well as the quality of the fuel and oil. Therefore even with
the higher horse power available the usable load and ceiling was greatly
reduced. Since the Argus engines were no longer available from Germany and the French
Salmsons had proved to be unsuitable for the high altitude and load carrying
capacity expected of the Murometsy it became critical to find an acceptable
power plant. At that time the Sunbeam engine from Britain was the only engine
available with a power to weight ratio which would be usable. These engines
proved their worth while serving in the British Royal Naval Air Service, where
they had expert mechanics to work on them and factories relatively close for
spare parts. The Russians unfortunately did not have the same resources
available to them, especially at the front were the Il'ya Muromets operated.
The logistical problems of getting replacement engines and parts to the front
from the various ports and terminals was slow at best. The Sunbeam engines did
not the eastern front.
It was not until later on in the war when the advancement of
engine design by the allies had caught up to the power requirements of the
Murometsy, that any suitable engines were available other than Sunbeams or the
Russian built R-BVZ-6. The Russo-Baltic firm produced a hybrid version of the
Argus and Mercedes engine to help meet this critical shortage. The R-BVZ-6
engines were designed by a Russian engineer named Kiryev. Before the war he had
worked in Germany at the Mercedes and Maybach plants. With this valuable
experience, he brought back to Russia the knowledge necessary to design and
manufacture large engines. These motors were built at the Riga branch of the
R-BVZ until the advance of the German army in the fall of 1915 forced the
evacuation of the facility. As a result only a limited number of the engines
were initially available until production was resumed at the relocated plant.
During the five year period that Igor Sikorsky and his team of engineers,
mechanics and craftsman had been building and perfecting the design of the
Il'ya Muromets no less than seventy aircraft had been built. Although Igor
Sikorsky originally intended his giants for more peaceful purposes almost all
of them were used by the Escadra vozdushnykh korabley or Squadron of Flying
Ships during World War One. This unit, led by General Mikhail V. Shidlovskiy,
chairman of the R-BVZ, constituted the world’s first long range strategic
bomber and reconnaissance squadron. Its theater of operations covered vast
expanses of the eastern front which included the Austro-Hungarian region of
conflict in the south as well as the East Prussian front in the north. The
heroics and gallantry of the members of the EVK was matched by the superlative
performance of the unique aircraft they flew. The measured success of the Il'ya
Muromets did not go unnoticed by Germany or the Allies. This fact is evident in
the successive development and implementation of such aircraft throughout the
war by all belligerents.
Photo # 15 An Il'ya Muromets type G with Renault engines.
The personnel are members of the Red Air Fleet.[Courtesy of NASM] Of the Il'ya
Muromets that survived the final stages of the war a few were pressed into
service by the Bolsheviks as part of the fledgling Soviet Air Force. Together
with former members of the EVK they saw some action during the Civil War. A
majority of the airframes and engines had already become rather worn out by
this time from their extensive use as well as their exposure to the elements.
These factors, combined with the lack of experienced ground crews, led to the
loss of at least one ship with its entire crew. Amazingly a few of the
Murometsy still remained in use until 1921, relegated to civil transport.
Bibliography
Bobrow, Carl. "Early Aviation in Russia," W.W. I
Aero, no. 114, pp. 18-29, 1987 Illus.
Bobrow, Carl. "A Technical Overview of the Grand and
Il'ya Muromets." W.W. I Aero, no. 127, pp. 40-50, 1990 Illus.
Boyd, Alexander. The Soviet Air Force Since 1918. London:
Macdonald and Janes, 1977.
Bychkov, V. "Russia's flying warrior." Krylya
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Research Group of Air-Britain, vol. 26, no. 91), 1987.
Delear, Frank J. Igor Sikorsky: His Three Careers in
Aviation. New York: Dodd, Mead & Company, 1969
Duz', P. D. Istoriya vozdukhoplavaniya i aviatsii v SSSR, do
1914-1918 [A history of aeronautics and aviation in the USSR for the period
1914-1918]. Moscow: Oborongiz, 1944, 1960, and 1979.
Duz', P. D. Istoriya vozdukhoplavaniya i aviatsii v SSSR, do
1914 g. [A history of aeronautics and aviation in the USSR. pre-1914 period]
Moscow: Mashinostroyeniye, 1981.
Finne, Konstantin Nikolayevich. Igor Sikorsky, the Russian
Years. Edited by Carl J. Bobrow and Von Hardesty Washington D.C.: Smithsonian
Institution Press, 1987
Gollin, Alfred. The Impact of Air Power on the British
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Haddow, G.W. and Peter M. Grosz. The German Giants The story
of the R-planes 1914-1919. London: Putnam & Co., 1962
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Carl J. Bobrow is a second generation American, descended
from Russian and Ukrainian immigrants. Born on August 18th, 1952 in Brooklyn
New York, which is coincidentally aviation day in Russia. He lives with his
wife, Corinne, two year old son Alexander, two cats and Jake the wonder dog.
Professionally a consulting audio engineer he is well known to some of the more
prolific rock bands. He has been working with Dr. Von Hardesty, a curator at
NASM, since 1984 in expanding the Russian aeronautics collection at the museum.
This collaboration has included the co-editing of K.N. Finne's book Russkiye
vozdushnyye bogatyri I.I. Sikorskogo [Russian air warriors of I.I. Sikorsky]
which was published by the Smithsonian Institution Press in 1987 as Igor
Sikorsky, the Russian Years. In December of 1988 he was invited, along with Von
Hardesty and Sergei Sikorsky, V.P. of special projects at Sikorsky
Aircraft/UTC, to present a paper and represent the United States at an
international symposium on the history of aeronautics and astronautics
sponsored by the Academy of Sciences of the U.S.S.R. They were privileged to
visit the Central Military Archives in Moscow and while there obtained
important information on early Russian aviation. The acquisition of this
material has greatly expanded the scope of the research which has now become
international in nature. Carl was a consultant for the Igor I. Sikorsky
Centennial exhibition at NASM as well as the commemorative book The Aviation
Careers of Igor Sikorsky. He presently has his hands full juggling three
research projects and sometimes wishes he was an octopus. He is a member of The
League of WW1 Aero Historians, American Helicopter Society, Cross and Cockade
International, American Aviation Historical Society, The Russian Air Research
Group of Air Britain, World War One Aeroplanes, The Society for the History of
Technology and The Audio Engineering Society
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