Igor Sikorsky 1889 - 1972 (Feb 2011)
Igor Sikorsky was one of the world’s significant aircraft designers. Born in Kiev in 1889 he began experimenting with rubber-powered model helicopters at age 11. As an engineering student, he visited Germany in 1908 and learned of Count Zeppelin’s airships and the Wright brothers’ achievements which made him determined to study aviation.
In May 1913, he was the test pilot and designer of the world’s first 4-engined aeroplane, the Grand. The pilots had an enclosed cockpit and in the passenger cabin were four seats, a sofa, a table, a washroom and even a toilet. Note the date – and Igor was still a few days short of his 24th birthday. In four months, the Grand flew 58 times until it was damaged beyond repair when an engine tore loose from a biplane flying overhead and fell on its wings. It was replaced by the Ilya Mourometz, which had a span of 102 feet (the same as the Lancaster). The IM demonstrated its capabilities with a flight of 6 hrs 33 mins – carrying six passengers. In the summer of 1914, Sikorsky and three companions flew from St Petersburg to Kiev and back, a total distance of 1600 miles.
On the outbreak of WWI, the Russian Army asked for a bomber and several slightly smaller versions of the IM were produced. 800kgs of bombs could be carried on internal racks and the IMs were defended by several machine gun positions. They carried out over 400 raids against the German forces and seem to have inspired the later production of the Gothas and Gigants. 73 IM bombers were built, the final versions having 880 hp, a gross weight of 17,600 lbs and a tail gunner who reached his position by riding a trolley on rails to the rear of the fuselage.
On the outbreak of WWI, the Russian Army asked for a bomber and several slightly smaller versions of the IM were produced. 800kgs of bombs could be carried on internal racks and the IMs were defended by several machine gun positions. They carried out over 400 raids against the German forces and seem to have inspired the later production of the Gothas and Gigants. 73 IM bombers were built, the final versions having 880 hp, a gross weight of 17,600 lbs and a tail gunner who reached his position by riding a trolley on rails to the rear of the fuselage.
After the October revolution, Sikorsky saw no opportunity to continue his life’s work and he left Russia for Paris. He designed a four-engined bomber for the French Government but the war ended before building could start. The post-war climate held little hope for his dream of building long range passenger planes. He looked to America as the ‘land of opportunity’ and bought a second class ticket to New York, arriving with little knowledge of English and just $600.
He began teaching mathematics to Russian immigrants. After several years of failing to find work with any of the established aircraft manufacturers the Russian immigrant community raised enough money for him to form his own company in March 1923. Based on a chicken farm in Roosevelt, Long Island half a dozen ex-Russian employees, on minimal wages, began to build the S-29A (the A was for America). They made their own machine tools out of old car parts and bought war-surplus materials, fittings and engines. A welcome boost came from Sergei Rachmaninoff, the composer, who pledged $5000 in time to keep the company going.
When the S-29 was finished it was taken to the nearby Roosevelt Field. Sikorsky wanted to limit the passengers to three but when eight scrambled into the cabin he hadn’t the heart to tell those who has worked so hard for such little reward to get out. The old Hispano-Suiza engines managed to get the plane off the ground – just - but their power faded and Sikorsky had to force land on a golf course. The S-29 ended with a crushed nose, shattered props and leaking radiators.
He began teaching mathematics to Russian immigrants. After several years of failing to find work with any of the established aircraft manufacturers the Russian immigrant community raised enough money for him to form his own company in March 1923. Based on a chicken farm in Roosevelt, Long Island half a dozen ex-Russian employees, on minimal wages, began to build the S-29A (the A was for America). They made their own machine tools out of old car parts and bought war-surplus materials, fittings and engines. A welcome boost came from Sergei Rachmaninoff, the composer, who pledged $5000 in time to keep the company going.
When the S-29 was finished it was taken to the nearby Roosevelt Field. Sikorsky wanted to limit the passengers to three but when eight scrambled into the cabin he hadn’t the heart to tell those who has worked so hard for such little reward to get out. The old Hispano-Suiza engines managed to get the plane off the ground – just - but their power faded and Sikorsky had to force land on a golf course. The S-29 ended with a crushed nose, shattered props and leaking radiators.
After the October revolution, Sikorsky saw no opportunity to continue his life’s work and he left Russia for Paris. He designed a four-engined bomber for the French Government but the war ended before building could start. The post-war climate held little hope for his dream of building long range passenger planes. He looked to America as the ‘land of opportunity’ and bought a second class ticket to New York, arriving with little knowledge of English and just $600.
He began teaching mathematics to Russian immigrants. After several years of failing to find work with any of the established aircraft manufacturers the Russian immigrant community raised enough money for him to form his own company in March 1923. Based on a chicken farm in Roosevelt, Long Island half a dozen ex-Russian employees, on minimal wages, began to build the S-29A (the A was for America). They made their own machine tools out of old car parts and bought war-surplus materials, fittings and engines. A welcome boost came from Sergei Rachmaninoff, the composer, who pledged $5000 in time to keep the company going.
When the S-29 was finished it was taken to the nearby Roosevelt Field. Sikorsky wanted to limit the passengers to three but when eight scrambled into the cabin he hadn’t the heart to tell those who has worked so hard for such little reward to get out. The old Hispano-Suiza engines managed to get the plane off the ground – just - but their power faded and Sikorsky had to force land on a golf course. The S-29 ended with a crushed nose, shattered props and leaking radiators.
He began teaching mathematics to Russian immigrants. After several years of failing to find work with any of the established aircraft manufacturers the Russian immigrant community raised enough money for him to form his own company in March 1923. Based on a chicken farm in Roosevelt, Long Island half a dozen ex-Russian employees, on minimal wages, began to build the S-29A (the A was for America). They made their own machine tools out of old car parts and bought war-surplus materials, fittings and engines. A welcome boost came from Sergei Rachmaninoff, the composer, who pledged $5000 in time to keep the company going.
When the S-29 was finished it was taken to the nearby Roosevelt Field. Sikorsky wanted to limit the passengers to three but when eight scrambled into the cabin he hadn’t the heart to tell those who has worked so hard for such little reward to get out. The old Hispano-Suiza engines managed to get the plane off the ground – just - but their power faded and Sikorsky had to force land on a golf course. The S-29 ended with a crushed nose, shattered props and leaking radiators.
In 1927 Lindbergh’s trans-Atlantic flight raised the nation’s interest in aviation. Sikorsky saw a gap in the market and designed the S-38, a 10 passenger amphibian. Despite its odd appearance it was an instant success. Wealthy customers bought them as ‘aerial yachts’ and they were ordered by the USAAC, the Navy and the Marines. Several airline placed orders, significantly Pan American, who used them to develop their overseas routes to the Caribbean and South America.
The stock market crash of 1929 caused severe financial difficulties for the company and they were rescued by becoming a subsidiary of United Aircraft and Transport Corporation. 101 S-38s were built and one is still flying today.
The stock market crash of 1929 caused severe financial difficulties for the company and they were rescued by becoming a subsidiary of United Aircraft and Transport Corporation. 101 S-38s were built and one is still flying today.
Pan American wanted a larger boat to extend their routes and Sikorsky obliged with the S-40, a 4-engined monoplane amphibian, followed in 1934 by the S-42 flying boat. With variable pitch propellers and large flaps the new Clipper performed well, breaking eight world records in its class for speed and payload. Pan Am used it to develop new trans-Pacific services to Hawaii and beyond.
Later the Atlantic service, via Bermuda and the Azores, was established and the S-42s and S-44s came to represent the US dominance of long-range airline travel.
The Clippers were successful but there was a limited number of customers and the Sikorsky factory was making no money. In 1938 United decided to close it but, out of respect for Sikorsky’s contribution and abilities offered him support for any other research programme he might have.
Later the Atlantic service, via Bermuda and the Azores, was established and the S-42s and S-44s came to represent the US dominance of long-range airline travel.
The Clippers were successful but there was a limited number of customers and the Sikorsky factory was making no money. In 1938 United decided to close it but, out of respect for Sikorsky’s contribution and abilities offered him support for any other research programme he might have.
He turned to his first love – helicopters. He had already taken out patents in 1931 and 1935 and now built a machine to test his theories. He met many technical problems with what was known in the factory as ‘Igor’s nightmare’ but by 1940 his first working helicopter, the VS-300, was flying. With an engine of only 75 hp he used three tail rotors to provide pitch and yaw control. It took eighteen different variations to get it right and the final configuration set the pattern on which most modern helicopters are based.
He turned to his first love – helicopters. He had already taken out patents in 1931 and 1935 and now built a machine to test his theories. He met many technical problems with what was known in the factory as ‘Igor’s nightmare’ but by 1940 his first working helicopter, the VS-300, was flying. With an engine of only 75 hp he used three tail rotors to provide pitch and yaw control. It took eighteen different variations to get it right and the final configuration set the pattern on which most modern helicopters are based.
The US Army placed a contract for what became the R-4, the first production helicopter, which first saw service in Burma in 1944. Since then thousands of increasingly capable designs have been produced by the Sikorsky company and its licensees across the world.
Igor Sikorsky ‘retired’ in 1957 at age 68. However he worked on as a consultant and was at his desk the day before his death at 83 in October 1972.
Igor Sikorsky ‘retired’ in 1957 at age 68. However he worked on as a consultant and was at his desk the day before his death at 83 in October 1972.