Sikorskij Ilja Muromec

Sikorsky Ilya Muromets - version overview

Ilya Muromets v. no. 107 - first prototype, a four-engine transport aircraft built as a successor to the Russkiy vityaz, 100hp Argus engines; briefly flew with a tandem wing mounted in the middle of the fuselage, eventually sold to the Tsarist Navy as a floatplane with two 200hp Salmson engines and two 115hp Argus engines; additionally designated Type A
Ilya Muromets Kievsky (v. no. 128) - second prototype, slightly smaller, two 140hp Argus and two 125hp Argus engines; originally a transport, tested by the army; considered the first Type B
Ilya Muromec Type B (h. no. 135) - first bombing and reconnaissance prototype with four 140 hp Argus engines, simplified nose, dimensionally equivalent to no. 128
Ilya Muromec type B (v. no. 136/139, 143) - first "serial" variant, bomber and reconnaissance aircraft with Salmson engines of 200 and 135 hp; 5 units
Ilya Muromets Type V - serial variant with "sharp" nose, usually Argus 140hp or Sunbeam 152hp engines, fuel tanks moved above the fuselage, with a machine gun nest between them in the canopy opening; probably 15 built
Ilya Muromec Type V twin-engined - mainly a trainer variant with Sunbeam engines of 228 hp or Salmson of 200 hp, sometimes in a pusher configuration; probably 4 machines, others perhaps built by conversion
Ilya Muromec type G-1 - version with new wing with larger span and "flat" nose; about 20 pieces
Ilya Muromec type G-2 - version with wider wing, raised cabin glazing, RBVZ-6 (Russobalt) or combination of RBVZ-6 and Renault (Renobalt) engines, additionally received tail gunnery; usually reported as 8 units
Ilya Muromets type G-3 - reinforced chassis, new steering with lower required forces derived from the Je-1 prototype, definitive form of tail gunnery, additional weapons can be placed in the doors or floor opening; approx. 20 pieces
Ilya Muromec type G-4 - similar to G-3 with reinforced construction; only a few pieces
Ilya Muromec type D-1- variant with new aerodynamically modified two-piece fuselage, wings with smaller span, four 152 hp Sunbeam engines in tandem, undercarriage with separate legs; two units reported, more likely only one
Ilya Muromec type D-2 - as D-1, wings with larger span and classic engine arrangement; 1 piece
Ilya Muromec type Je-1 - enlarged similar to D-2, redesigned controls modified for lowest possible forces, reinforced landing gear with separate legs; perhaps 2 units
Ilya Muromets type Je-2 - serial form of Je-1 with rear fuselage and tail surfaces including gunnery from G-3; probably not built


Usually listed as 85 machines built, but most sources do not count production after the revolution. The designations S-21 to S-27 were probably introduced by Sikorsky retrospectively after his departure to the USA.

Khairulin, Marat. Ilya Muromets, the pride of Russian aviation. Yauza, Moscow 2010. ISBN 978-5-699-42424-5.
Maslov, Mikhail. Russian Aircraft 1914-1917. Zeikhgaus, Moscow, 2006. ISBN 5-9771-0005-1.
Shavrov, V. Б. History of Aircraft Designs in the USSR until 1938. Mashinostroenie, Moscow 1986.
Gaczkowski, Boleslaw. Bomber plane RBWZ Ilja Muromiec. Bellona, Warszawa 2000. ISBN 83-11-09085-8.
Sobolev, Dmitry A. I. I. Sikorsky (RBVZ) Ilya Muromets, L+K 200/17-21.

Igor Ivanovich Sikorsky was born in Kiev in 1884 and was one of Russia's most famous aircraft designers before the revolution. In 1909, he still unsuccessfully experimented with a rotary-wing aircraft, but in 1910 he designed his first fixed-wing aircraft. Based on the success of the first tips, he was appointed chief engineer of the Russian-Baltic wagon factory. In 1914, he developed the Ilja Muromec series bomber, which was used in the First World War.
On February 12, 1914, Ilya Muromec set a world altitude record for payloads. The aircraft carried 16 passengers to a height of 300 m.
Ilji Muromec was the first aircraft with a fully glass cabin.
On February 15, 1915, Ilya Muromec undertook the first combat deployment.
May 25, 1917 shot down one machine Ilya Muromec 2 German fighters.
After the October/October Revolution in 1917, Sikorsky emigrated to the United States, where he suffered from distress until 1924 before starting his own business.
Ilja Muromec was produced in more than 25 versions.

Considering the situation of Russia and the "maturity" of its aerospace industry, it is necessary to know that so-called mass production was not actually what we understand today. In the early days of the aircraft industry, it was more about making more of a given type of aircraft. So even with machines from one "series", they were actually single originals. Therefore, even machines could differ in details, dimensions, etc. In Russia, the problem was further complicated by the fact that it did not have a well-developed production of its own engines or other special equipment - electrical accessories, instruments... So the workers built the airframe and the buyers went around Europe looking for them. That's why, for example, IM carried engines of many types - apart from the domestic RBVZs, usually French Renault or Salmson, British Sunbeam, German Argus. Engine problems often led to wild combinations, where a pair of more powerful engines were matched with a pair of weaker ones. They were mounted in such a way that the stronger engines were internal - closer to the thrust axis, the weaker engines as external. Examples include the 2 Renault 220 hp a2 RBVZ-6 engines of 150 hp on the 1916 Type G, or the 2 pairs of Salmsons, one of 200 hp, the other of 135 hp on part of the 1914 Type B series. The electrical equipment was usually German Bosh, or copies of it.


The first IM was built as a pure passenger aircraft for more than 16 passengers. These had wicker chairs in the luxurious cabin, heated by exhaust radiators from the internal engines, toilets - a necessity for long flights - and even small bedrooms with circular windows. It was only after the outbreak of war that more machines were built "militarised", that is, with armament and without unnecessary luxuries for the soldiers.


Nevertheless - or precisely because of it - it was a very successful machine, used not only for classical bombing actions, but also for reconnaissance flights - its carrying capacity was such that it could carry with it the equipment of a darkroom for developing films and photographs, so that after landing the airmen could hand over the already finished material - a very rare and useful thing. Missions were conducted hundreds of miles over enemy territory, and pilots often limited their defensive machine gun armament to take some bombs. IMs used to be referred to as the only heavy bombers of the Great War with a positive score against fighters.


The machines continued to be produced after the war, remaining in the armament of the Soviet Russian Air Force. In the 1920s, they served as transports before being replaced by more modern machines of Tupolev design. By then Igor Sikorsky was already starting his new career in the USA.


And some pictures:
their source: http://angela.ctrl-c.liu.se/misc/ram/ilyamour.html

a Few comments to the machines Ilja Muromec

Factory designation of the prototype sounded RBVZ S-22 a-1 Ilja Muromec Nr. 107. Rozšifrováno: RBVZ = Russko - Baltijskij vagonnyj zavod=Russia-baltic vagónový race, S-22= 22 construction constructor Sikorského, A-1 = version, no 107= one hundred seventh construction of the RBVZ. Produced in 5 basic versions and more than 10 colours.

The machine looked very exotic, because for the increase of the tonnage was in the middle of the length of the fuselage added one simple wing. It is also the aircraft became fatal because of the center of gravity has shifted too much to the rear, the airplane climbed to about 50 m, then its bow raised sharply upward, the machine lost speed and after the left wing sharply slid to the ground. There was damaged and even the pilot did not escape injury - no, however, was not "incompatible with life". For the world of aviation, it was luck. The fortunate person was, in fact, itself a constructor. Igor Sikorskij was the holder of the pilot training, and aircraft and later helicopters you zalétával itself. He was also the recipient of a number of všeruských records - including records on the IM. The crash caused the Sikorskij the middle wing of the spurned and the machine then after the five days long repair all the tests already graduated without incident. Already the first years marked a record - by after about 110 m start-up with a load of 1100 kg. The current value was almost half - 653 kg. Other flights showed velkoletadlo in an even better light - 16 passengers + dog = 1290 kg, therefore a new record. Just from tests in r. 1914 comes the famous photo, which offers M. Merry = IM in full flight and on the back of the fuselage is 2 men in vlajících coats. One of them is Sikorského brother Sergei.

The performances of the machines took the army and navy. It only required that the machine was rebuilt on the water. Therefore Stosedmička got a small float on the end of the fuselage instead of the spurs and a pair of floats instead of wheeled landing gear was tested and lyžový, necessary due to the Russian habit of the airport from the snow nečistit, but just snow uválcovat ) and also a more powerful drive - instead of 4 stokoňových Argusů(=73,6 kw) 2 Salmsony on the performance of the 200koní (eur 147.2 kw) at internal positions and 2 Argusy about the power of 115 horsepower ( 84,6 kw) on the outside. After the test has been included into the service of the baltic fleet.

The second prototybem become a machine with the number 128, later named Kijevskij. Had slightly smaller dimensions, weight and engines of higher performance compared to the "Stosedmičce" on the 131 ks ( 96,4 kw). Had only about 5 km/h more speed, but his range is almost doubled. And this machine became the holder of several world records. Eg. with 10 passengers flew at a height of 2000 m, 1 h 27 min, with 5 passengers endured the fly 6 h 33 min and 10 p. Nalétal when doing 689 km. The machine pyšnil and records the distance of 2 and 3 passengers. When the flight saint Petersburg Kiev and back surpassed the four-member crew Sikorským as a pilot route 1280 km for a period of 12 h. 50 min with one stopover for refuelling, way back on the length of 1200 km just graduated Sikorskij with the second pilotemG. I. Lavrov for the time of 13 h 5 min again with one stopover.

The third prototype of the machine was RBVZ S-23 IM-B nr. 135. These 3 machines were all the aircraft IM, completed before the war.

After the outbreak of war it was decided to order a series of 10 pieces, so that they may become the basis of 10 combat units. Each unit should form the 1pc IM, 3 pc lightweight machine training (4 planes), + ground section, which accounted for unit of airport staff, field repair service, field fotolaboratoř, weather station, and section cars with the field of garages with one passenger and 2 freight cars. Part of the ground section was i field stock ammunition, fuels and lubricants.

The commander of the unit should be of course of the pilot, the commander of the machines IM, the other pilot, who was his second pilot, he did the representative. The third person was an officer of artillery, which accounted for the navigation and the equipment of the defence machine-gun armament, as well as the arms of the offensive = bombs. The aircraft looked after the main mechanic and 4 motoráři, one more motorář he was in charge of the aircraft to the other. The crew on were 2 cabin shooters and photographer assistant. A total of 8 officers, one army officer and a few soldiers of the lower ranks. Armament should consist of an air gun Hotchkiss, 2 heavy machine guns Maxim, 2 Madsen machine guns and 2 pistols Mauser. These sections eventually in r. 1914 was a total of 7. As we will see further in the text, the Hotchkiss guns into the arms ended up not making it.

Those standing were so different from everything that the soldiers of the so far known, that lasted quite a long time the uncertainty as to how it is actually used. This is, after all, did not concern only velkoletadel - groping in the use of the air force was almost universal. In the end of the velkoletadel IM was formed a separate group - EVK = Squadron Vozdušnych korablej- Squadron of the air korábů. It had headquarters in the Old Jablonie near Warsaw. Its basis happened 10 pcs IM, downloaded from the cancelled originally constructed of combat units as well as with personnel, supplies, and a fleet of vehicles. The machine - originally by passenger - initially, not the bomb bay, bombs umísťovaly into the cabin originally designed as a lounge (see picture of the interior of just the lounge with wicker armchairs ) by the way, that bombs, small arms were the háčcích in the ceiling according to the walls behind the pilot backwards into the fuselage, the bomb of the larger calibers are thought to be on the floor, as well as a small incendiary bombs. In the floor was created by a trap door, which with the cougars simply vysypaly. Later for easier handling were bombs placed in the wooden cartridges (boxes), that your time of waiting propped on the side of the cabin and in due time a member of the crew he downed padacími the door. To facilitate the handling of cartridges were placed on the kolejničkách, after which they have been steadily drifting in the hull. The hardest puma, what IM carrying, weighed 410 kg. Russia should bomb the caliber of even greater ( 655 kg), however, has not been used. From r. 1916 IM were given the bomb racks in the cabin, with the electrically controlled odhozem bombs. Of IM svrhávaly and steel darts, designed for combat against infantry and hasty pursuit. It is said that such an arrow, svržená of sufficient height, own weight has accelerated so much that managed to escape the rider and the horse.

The militarisation of the IM to complete a barrel armament, which consisted of machine guns. The original guns, but it proved impractical - see exam naval gun caliber Hotchkiss 37 mm on the Nr. 107. Gun, and the other needs to increase the weight of the machine about 100 kg, rate of fire 10 rounds per minute at the store 15 pieces of ammo, the operator is required 2 persons - miřiče and nabiječe. Another attempt to kanonovou armament was using recoilless guns caliber 76 mm, long about 4 m. Even this did not bring success.
Load capacity velkoletadla allow for its safe use shooters of guns. From r. 1915 used modified american infantry Lewis and the Danish Madsen. For the shooting down was in the middle of the hull created the so-called "crow's nest" - a platform spouštěná under the fuselage, a shooter with a lighter maximum shot lying down on the abdomen towards the rear and down, covered from the wind flap, which then turret conclude. The same gun was used after the cancellation of this palebného places, as well as in the dorsal turret, placed approximately on the same site. On the fuselage in the upper wing were already mentioning the gunners from lewisů. Back to back they stood on the fuel tanks (!!!) and one of his arms propped up on the front beam, harbored the front polosféry, the second machine-gun driven fashion on the rear beam polosféry back. Crow's nest did not bear all the version used by the version of the IM D-1 or IM (E-1 and E-2. You should also shoot from the cabin on the plateau created on the front of the chassis.

Shooting to be able to participate and the other members of the crews střelišti in the sides of the fuselage or through the open door. From r. 1916 (from the series G-1 below) receive the IM and the tail turret, where is the shooter, who during take off and landing had to for safety reasons, be in the cabin crew, was getting lying down on your stomach on the cart on the kolejničkách. Landing with IM, it was challenging enough, the pilots just so great machine nezvládali. IM skipped, causing accidents. To longer experience made of airmen pilots Iljů Muromců.

spring-TBU no. 190 B. Gaczkowski - Samolot bombowy RBWZ Ilya Muromiec, Wwa 2000.


And then some pictures of the model IM from the company ICM in scale 1 : 72.