May 26, 1913
The world's first multi-engine aircraft, the Russian Knight, engineer Igor Sikorsky, made its first flight. The young engineer created this machine as an experimental aircraft for long-range reconnaissance. It could accommodate either two or four motors. The plane was originally called “Grand” or “Big Baltic”, and after some modifications it received the name “Russian Knight”. On August 2, 1913, the plane set a world record for flight duration - 1 hour 54 minutes.
This plane exceeding in size and take-off weight all machines built up to that point, it became the basis for a new direction in aviation - heavy aircraft construction. “Russian Knight” became the ancestor of all subsequent heavy bombers, transport aircraft, reconnaissance aircraft and passenger airliners in the world. The direct successor of the “Russian Knight” was the four-engine aircraft “Ilya Muromets”, the first copy of which was built in October 1913.
Igor Ivanovich Sikorsky (1889 - 1972) born into a family of doctors. Father - Ivan Alekseevich, was famous psychiatrist, professor Kyiv University, a leading specialist in the treatment of stuttering. Mother - Maria Stefanovna (nee Temryuk-Cherkasova), worked as a general practitioner. The son did not follow the path of his parents. Young Sikorsky received his secondary education in one of the classical gymnasiums in Kyiv, in 1903 - 1906. studied at the St. Petersburg Maritime School (Marine cadet corps), which trained personnel for the fleet. After graduation, he entered the Kiev Polytechnic Institute. He also attended lectures on mathematics, chemistry and shipbuilding in Paris.
Since childhood, Sikorsky was interested in mechanics. At the Kiev Polytechnic Institute, Igor became interested in the construction of aircraft, he created and headed the student aviation society. Sikorsky first tried to build a helicopter back in 1908. This experimental helicopter, equipped with a 25-horsepower engine, became the basis for the engineer's subsequent work with helicopters. By 1910, a second helicopter was built; it had two propellers that rotated in opposite directions. The carrying capacity of the device reached 9 pounds, but none of the helicopters could take off with a pilot. The weak device took off only without a pilot. The device was presented at a two-day aeronautical exhibition in Kyiv in November 1909. Sikorsky would return to helicopter projects only in 1939.
In the same year Sikorsky switched his attention to airplanes, and created a prototype of his biplane - S-1. It was driven by a 15-horsepower engine. In 1910, the engineer took into the air the modernized S-2, with a 25-horsepower engine. This plane rose to a height of 180 meters and set a new All-Russian record. Already at the end of 1910, Sikorsky built the S-3 with a 35-horsepower engine. In 1911, Igor Sikorsky received a pilot's diploma and built the S-4 and S-5 aircraft. These machines showed good results: during the tests, the pilot reached an altitude of 500 meters, and the flight duration was 1 hour.
At the end of 1911 The Russian aircraft designer built the S-6 and upgraded it to the S-6A in the spring of 1912. In the S-6A, Igor Sikorsky took first place in a competition organized by the military. Among the eleven aircraft that took part in the competition, several represented such famous aircraft manufacturing companies as Farman, Nieuport and Fokker at that time. It must be said that all of Sikorsky’s aircraft, which the designer created before the S-6, were built by the young scientist in a barn on the territory of the Kyiv estate, which belonged to his parents. Subsequent aircraft, starting with the S-7, were built at the aircraft factory of the Russian-Baltic Carriage Plant (R-BVZ) in St. Petersburg. The Russian-Baltic Carriage Works built an aviation department for the purpose of building Russian-designed aircraft. This allowed the Russian designer to more successfully do what he loved.
Sikorsky's first cars built at his own expense. In addition, the young inventor was supported by his sister, Olga Ivanovna. At the Russian-Baltic Carriage Plant, Igor Sikorsky was assisted by pilots G.V. Yankovsky and G.V. Alekhnovich, designer and builder A.A. Serebryannikov, he was a student Polytechnic Institute and engine mechanic V. Panasyuk. The first aircraft built by Sikorsky at R-BVZ was the S-7 monoplane (an aircraft with one lifting surface and one wing). It was later acquired by the pilot Lerche.
At the Russian-Baltic Carriage Plant in St. Petersburg The S-7, S-9 and S-10 aircraft were produced, they were equipped with Gnome rotary engines. The S-10 Hydro was equipped with floats and was intended for the Russian navy. The S-10 was a direct successor to the S-6 design. It was a single-engine, two-seat biplane (an aircraft with two lifting surfaces, wings), mounted on two main and one auxiliary floats. The S-10 had a small hydraulic steering wheel. By the fall of 1913, 5 aircraft with Argus engines of 100 hp were built. They were used as reconnaissance and training vehicles.
At the beginning of 1913, the inventor built monoplane S-11. The cabin was two-seater, for the pilot and passenger. Engine "Gnome-Monosupap 100 hp" under the metal hood. The device was built for a competition and the pilot Yankovsky took second place in the competition in the Russian capital. In the spring of 1914, Igor Sikorsky designed and built the S-12 biplane. It was specifically designed as a trainer aircraft and could perform maneuvers aerobatics. This elegant monoplane had an 80 hp Gnome engine, with a twin-wheel chassis characteristic of many of the inventor's designs. On March 12, 1914, pilot Yankovsky tested it, the aircraft showed excellent flight qualities. Yankovsky, flying this machine, took first place in aerobatics during the aviation week, which was held at the Kolymyazh Hippodrome. On the same S-12, the test pilot set an all-Russian record, rising to a height of 3900 meters. True, the first device did not last long - on June 6, 1914, Yankovsky crashed the car, but did not die. The military department liked the flight qualities of the S-12 so much that when a contract was signed for the production of 45 Sikorsky aircraft, it included new model. During the First World War, these aircraft entered service with the Airship Squadron and the 16th Corps Aviation Detachment.
Already during the war, Sikorsky invented and built: project S-16 - a fighter with an 80-horsepower Ron engine and a 100-horsepower Gnome-Mono-Supap, with a speed of 125 km per hour; S-17 - two-seat reconnaissance aircraft; S-18 - a heavy fighter that was supposed to cover long-range bombers and carry bombs on board to support the attacks of the Muromets; without a bomb load, the aircraft could serve as a strike fighter; S-19 is an attack aircraft, it had all the qualities of an attack aircraft - powerful weapons (up to six machine guns), the most vital armor important parts, and a layout that ensures maximum survivability and invulnerability of the vehicle (spaced apart cockpits, which reduced the likelihood of pilots being hit at the same time, one engine covered the other); The S-20 is a single-seat fighter with a 120-horsepower engine and a maximum speed of 190 km per hour. During World War I, some Sikorsky aircraft were in military service. However, despite the good flight qualities and breakthrough solutions, these aircraft were not widely used, which was due to the fascination Russian authorities haves to all foreigners.
Russian knight
Also in pre-war period the inventor came to the conclusion that the future did not belong to small single-engine airplanes, but to large aircraft with two or more engines. They had advantages in flight range, transport capabilities and safety. An airship with several crew members and several engines was safer; if one engine broke down, the others continued to work.
Igor Sikorsky spoke about his plans for the construction of a large airship to Mikhail Vladimirovich Shidlovsky, who was the head of the Russian-Baltic Carriage Company. Shidlovsky listened carefully to the young inventor, studied his drawings and gave permission to work in this direction. During this period, most experts did not believe in the possibility of creating a large aircraft. It was believed that a large plane would not be able to take off at all. Sikorsky built the world's first four-engine aircraft, the predecessor of all modern large aircraft. Work proceeded at a fast pace, enthusiasts worked 14 hours a day. In February 1913, all parts of the aircraft, which the factory people, generous with all sorts of nicknames, called “Grand”, which meant “big,” were basically ready.
Need to mark what Shidlovsky played outstanding role in the development of Russian heavy aviation. A nobleman and naval officer, he graduated from the Alexander Military Law Academy, after retirement, he served in the Ministry of Finance and proved himself to be a talented entrepreneur. Became a high-ranking official, joined the State Council and was appointed commander of the Aircraft Squadron (EVS). The squadron became a special unit, which during the war flew I. Sikorsky’s Ilya Muromets bombers. As chairman of R-BVZ, Shidlovsky quickly increased the company's productivity and profitability. In addition to launching the production of Sikorsky aircraft, Shidlovsky supervised the production of the first and only cars Russian Empire, which went down in history as “Russo-Balt”. These cars performed well during the First World War. Another contribution of Shidlovsky to the defense capability of the empire was the production in 1915 of the first and only Russian aircraft engine.
Thanks to Shidlovsky Grand's project was launched and fully justified itself. By the beginning of March 1913, the general assembly of the aircraft was completed. It was a real giant: the span of the upper wing was 27 m, the lower - 20, and their total area - 125 sq.m. The take-off weight of the aircraft is more than 3 tons (with a load of up to 4 tons), height - 4 m, length - 20 m. The plane was supposed to be lifted into the air by four German Argus engines of 100 hp each. They were located on the lower wings, two on each side of the fuselage. The vehicle could carry a load of 737 kg and fly at a speed of 77 km per hour (maximum speed 90 km). Crew - 3 people, 4 passenger seats. For the first time in the world, an aircraft had a large closed cockpit and a passenger compartment with large windows for the crew and passengers. The pilots could go out from the cockpit onto the balcony, which was located in front of the car. In addition, side exits were also provided that led to the lower wings, which provided access to the engines. This created the possibility of in-flight repairs.
After several trials, May 13 (26), 1913, at about 9 o’clock in the morning, in a meadow adjacent to the St. Petersburg Corps Airfield, aviator-designer Igor Sikorsky, together with 4 passengers, made a brilliant, quite successful flight on aircraft"Grand" ("Big"). The plane rose to a height of about 100 m and for half an hour (not at full throttle) reached a speed of 100 km/h, made several large turns very well and landed smoothly. The audience watching this was delighted. With this flight, Sikorsky clearly refuted the predictions of many “experts” that the “Bolshoi” would not be able to fly...” Many foreign aviation experts abandoned the idea of building a large aircraft. However, the Russian inventor clearly destroyed all of them theoretical constructions. It was a triumph of human ingenuity and a victory for the Russian designer over numerous critics and spiteful critics.
On May 27, Bolshoi made another flight. On board were Sikorsky, Yankovsky and four mechanics. The flights provided a huge amount of information and good food for thought. Tests of the Grand became the basis for the creation of a more advanced aircraft, the Ilya Muromets. The emperor played a certain role in the development of the project. While in Krasnoe Selo, Nicholas II expressed a desire to inspect the car. The plane was flown there. The king examined the plane from the outside and climbed on board. Knight" made a great impression on the emperor. Sikorsky soon received a memorable gift from Nicholas II - a gold watch. The positive opinion of the monarch protected the aircraft from attempts to tarnish the reputation of this amazing project. Sikorsky began to create a second aircraft, which he named Ilya Muromets. Construction of the second hero aircraft began in the fall of 1913, and was completed in January 1914.
Performance characteristics of the S-21 “Russian Knight”
Crew, number of passengers, people........................2-7
Engine........................PD x 4, "Argus"
Power of each engine, hp........................100
Wing span, m / wing area, m2........................27.0 / 120.0
Aircraft length / aircraft height, m........................20.0 / 4.00
Weight: maximum take-off / empty, kg........................4200 / 3500
Full load, kg........................700
Maximum speed near the ground, km/h........................90
Practical ceiling, m........................600
Maximum range, km........................170
The newest best military aircraft of the Russian Air Force and the world photos, pictures, videos about the value of a fighter aircraft as a combat weapon capable of ensuring “superiority in the air” was recognized by the military circles of all states by the spring of 1916. This required the creation of a special combat aircraft superior to all others in speed, maneuverability, altitude and the use of offensive small arms. In November 1915, Nieuport II Webe biplanes arrived at the front. This was the first aircraft built in France that was intended for air combat.
The most modern domestic military aircraft in Russia and the world owe their appearance to the popularization and development of aviation in Russia, which was facilitated by the flights of Russian pilots M. Efimov, N. Popov, G. Alekhnovich, A. Shiukov, B. Rossiysky, S. Utochkin. The first began to appear domestic cars designers J. Gakkel, I. Sikorsky, D. Grigorovich, V. Slesarev, I. Steglau. In 1913, the Russian Knight heavy aircraft made its first flight. But one cannot help but recall the first creator of the aircraft in the world - Captain 1st Rank Alexander Fedorovich Mozhaisky.
Soviet military aircraft of the USSR during the Great Patriotic War sought to hit enemy troops, their communications and other targets in the rear with air strikes, which led to the creation of bomber aircraft capable of carrying a large bomb load over considerable distances. The variety of combat missions to bomb enemy forces in the tactical and operational depth of the fronts led to the understanding of the fact that their implementation must be commensurate with the tactical and technical capabilities of a particular aircraft. Therefore, the design teams had to resolve the issue of specialization of bomber aircraft, which led to the emergence of several classes of these machines.
Types and classification, latest models of military aircraft in Russia and the world. It was obvious that it would take time to create a specialized fighter aircraft, so the first step in this direction was an attempt to arm existing aircraft with small offensive weapons. Mobile machine gun mounts, which began to be equipped with aircraft, required excessive efforts from pilots, since controlling the machine in maneuverable combat and simultaneously firing from unstable weapons reduced the effectiveness of shooting. The use of a two-seater aircraft as a fighter, where one of the crew members served as a gunner, also created certain problems, because the increase in weight and drag of the machine led to a decrease in its flight qualities.
What types of planes are there? In our years, aviation has made a big qualitative leap, expressed in a significant increase in flight speed. This was facilitated by progress in the field of aerodynamics, the creation of new, more powerful engines, structural materials, and electronic equipment. computerization of calculation methods, etc. Supersonic speeds have become the main flight modes of fighter aircraft. However, the race for speed also had its own negative sides- the takeoff and landing characteristics and maneuverability of aircraft have sharply deteriorated. During these years, the level of aircraft construction reached such a level that it became possible to begin creating aircraft with variable sweep wings.
Russian combat aircraft to further increase flight speeds jet fighters exceeding the speed of sound, it was necessary to increase their power supply, increase the specific characteristics of the turbojet engine, and also improve the aerodynamic shape of the aircraft. For this purpose, engines with an axial compressor were developed, which had smaller frontal dimensions, higher efficiency and better weight characteristics. To significantly increase thrust, and therefore flight speed, afterburners were introduced into the engine design. Improving the aerodynamic shapes of aircraft consisted of using wings and tail surfaces with large sweep angles (in the transition to thin delta wings), as well as supersonic air intakes.
(with abbreviations)
On May 26, 1913, the world's first multi-engine aircraft, the Russian Knight, engineer Igor Sikorsky, made its first flight. The young engineer created this machine as an experimental aircraft for long-range reconnaissance. It could accommodate either two or four motors. The plane was originally called “Grand” or “Big Baltic”, and after some modifications it received the name “Russian Knight”.
On August 2, 1913, the plane set a world record for flight duration - 1 hour 54 minutes. This aircraft, which exceeded in size and take-off weight all the machines built up to that point, became the basis for a new direction in aviation - heavy aircraft construction. “Russian Knight” became the ancestor of all subsequent heavy bombers, transport aircraft, reconnaissance aircraft and passenger airliners in the world. The direct successor of the “Russian Knight” was the four-engine aircraft “Ilya Muromets”, the first copy of which was built in October 1913.
Even before the First World War, the inventor came to the conclusion that the future did not belong to small single-engine airplanes, but to large aircraft with two or more engines. They had advantages in flight range, transport capabilities and safety. An airship with several crew members and several engines was safer; if one engine broke down, the others continued to work.
Igor Sikorsky spoke about his plans to build a large airship to Mikhail Vladimirovich Shidlovsky, who was the head of the Russian-Baltic Carriage Company. Shidlovsky listened carefully to the young inventor, studied his drawings and gave permission to work in this direction. During this period, most experts did not believe in the possibility of creating a large aircraft. It was believed that a large plane would not be able to take off at all. Sikorsky built the world's first four-engine aircraft, the predecessor of all modern large aircraft. Work proceeded at a fast pace, enthusiasts worked 14 hours a day. In February 1913, all parts of the aircraft, which the factory people, generous with all sorts of nicknames, called “Grand”, which meant “big,” were basically ready.
It should be noted that Shidlovsky played an outstanding role in the development of Russian heavy aviation. A nobleman and naval officer, he graduated from the Alexander Military Law Academy, after retirement, he served in the Ministry of Finance and proved himself to be a talented entrepreneur. He became a high-ranking official, joined the State Council and was appointed commander of the Aircraft Squadron (AES). The squadron became a special unit, which during the war flew I. Sikorsky’s Ilya Muromets bombers. As chairman of R-BVZ, Shidlovsky quickly increased the company's productivity and profitability. In addition to launching the production of Sikorsky aircraft, Shidlovsky supervised the production of the first and only cars of the Russian Empire, which went down in history as Russo-Balt. These cars performed well during the First World War. Another contribution of Shidlovsky to the defense capability of the empire was the production in 1915 of the first and only Russian aircraft engine.
Thanks to Shidlovsky, the Grand project was launched and fully justified itself. By the beginning of March 1913, the general assembly of the aircraft was completed. It was a real giant: the span of the upper wing was 27 m, the lower - 20, and their total area - 125 square meters. m. The take-off weight of the aircraft is more than 3 tons (with a load of up to 4 tons), height is 4 m, length is 20 m. The plane was supposed to be lifted into the air by four German Argus engines of 100 liters each. With. They were located on the lower wings, two on each side of the fuselage. The vehicle could carry a load of 737 kg and fly at a speed of 77 km per hour (maximum speed 90 km). Crew - 3 people, 4 passenger seats. For the first time in the world, an aircraft had a large closed cockpit and a passenger compartment with large windows for the crew and passengers. The pilots could go out from the cockpit onto the balcony, which was located in front of the car. In addition, side exits were also provided that led to the lower wings, which provided access to the engines. This created the possibility of in-flight repairs.
Igor Sikorsky on the bow balcony of the Russian Knight
The bow of the Grand
After several trial tests, on May 13 (26), 1913, at about 9 o’clock in the morning, in a meadow adjacent to the St. Petersburg Corps Airfield, aviator-designer Igor Sikorsky, together with 4 passengers, made a brilliant, quite successful flight on the “Grand” (“Big”) aircraft. . The plane rose to a height of about 100 m and, without full throttle, reached a speed of up to 100 km/h, made several large turns very well and landed smoothly. The audience watching this was delighted. With this flight, Sikorsky clearly refuted the predictions of many “experts” that the “Bolshoi” would not be able to fly...” Many foreign aviation experts abandoned the idea of building a large aircraft. However, the Russian inventor clearly destroyed all their theoretical constructions. It was a triumph of human ingenuity and a victory for the Russian designer over numerous critics and spiteful critics.
| LTH: |
| Modification | Grandee |
| Wingspan, m | |
| upper | 27.00 |
| lower | 20.00 |
| Length, m | 20.00 |
| Height, m | |
| Wing area, m2 | 120.00 |
| Weight, kg | |
| empty plane | 3400 |
| normal takeoff | 4000 |
| engine's type | 4 PD Argus |
| Power, hp | 4 x 100 |
| Maximum speed, km/h | 90 |
| Cruising speed, km/h | 77 |
| Practical range, km | 170 |
| Practical ceiling, m | 600 |
| Crew, persons: | 3 |
On May 27, Bolshoi made another flight. On board were Sikorsky, Yankovsky and four mechanics. The flights provided a huge amount of information and good food for thought. Tests of the Grand became the basis for the creation of a more advanced aircraft, the Ilya Muromets. The emperor played a certain role in the development of the project. While in Krasnoe Selo, Nicholas II expressed a desire to inspect the car. The plane was flown there. The king examined the plane from the outside and climbed on board. Knight" made a great impression on the emperor. Sikorsky soon received a memorable gift from Nicholas II - a gold watch. The monarch's positive opinion protected the aircraft from attempts to tarnish the reputation of this amazing project.
Sikorsky began to create a second aircraft, which he named “Ilya Muromets”. Construction of the second hero aircraft began in the fall of 1913, and was completed in January 1914.
Thus, the priority of Igor Ivanovich Sikorsky in the creation of heavy multi-engine ships is completely indisputable and this is a matter of our great national pride.
"Russian Knights"! Who doesn't know them now? Who doesn't turn his gaze to the sky when he hears the growing roar of their powerful war machines? How many boys dream of being like these strong in spirit, brave and courageous pilots?
Now, in 2017, 26 years later, the whole world knows them. And then, back in 1991, their name was heard for the first time. And even then not right away. The creation of the first aviation aerobatics team took place back in May 1989, when Su-27 fighters entered service with the 1st aviation squadron of the Aviation Equipment Display Center. Experienced pilots quickly mastered new technology and soon began training flights as part of a pair, three, and then four machines in a diamond formation. The leader of the first “diamond” was Anatoly Arestov, the left wingman was Alexander Dyatlov, the right wingman was Ivan Kirsanov, the tail wingman was Vladimir Bukin. Maneuvering the group was not easy. The size and weight of the aircraft, its inertia and, oddly enough, its excellent aerodynamics were the main reasons causing the difficulties of joint piloting in the sky. And only the great desire and perseverance of the Russian pilots helped to overcome all the difficulties.
At the beginning of 1991, the composition of the aerobatic team of six aircraft was finally formed: the leader was Vladimir Basov, the left wingman was Alexander Dyatlov, the right wingman was Sergey Ganichev, the tail wingman was Vladimir Bukin, the left wingman was Vladimir Bazhenov, the right wingman was Alexander Lichkun. It was decided to give the new unit bright name, come up with an emblem, sew overalls and develop the coloring of the aircraft. Choosing a name was not an easy task. The first options were one more exotic than the other. Until Nikolai Grechanov said the word knight. Everything immediately fell into place.
A strong associative connection with historical origins, Russian epics, warlike spirit and the unique masculinity of the image was formed immediately and is not interrupted throughout the existence of the group.
And already on August 24, 1991, literally four and a half months later, the name “Russian Knights” was heard abroad for the first time - at the first Polish air show in Poznan. Then the group commander Vladimir Bazhenov presented a solo aerobatics program. This visit became the starting point in creating the individual image of the Vityaz. It took specialists from the Sukhoi Design Bureau less than a month to develop a unified design and paint all the group’s fighters.
In the fall of 1991, “Russian Knights” already appeared in the skies of England. Basov, Dyatlov, Ganichev, Bukin, Bazhenov and Lichkun on freshly painted Su-27s passed in formation over the residence of the Queen Mother in Scotland, who immediately and appreciated the formidable and clear sparkling formation of the winged six. The visit to England continued with the group's performances at air shows in Lukers and Finningley, where the Knights flew with the British Red Arrows squadron.
That same fall, at the air show in Prague, the “Russian Knights” were represented by Vladimir Gryzlov and Igor Tkachenko, who performed a solo aerobatics program in a pair of Su-27UBs. The effect of the performance was so strong that the American pilots in their F-15s simply refused to perform for fear of “getting lost” against the background of the Russians.
A month after returning home, the group was invited to Malaysia to participate in the LIMA’91 air show.
The winter was spent in training, and in June 1992, two “Sparky” “Vityaz” aircraft went to the American Portland for the Rose Festival air show. The group was represented by Bazhenov, Grigoriev, Basov and Lichkun. And literally a month later there was another visit to the USA, to Alaska (Bradley Airfield).
The autumn of 1992 was eventful for the group. At the beginning of September, the US Air Force Blue Angels aerobatic team arrived at the Kubinka airbase. Together with the guests, the pilots performed over their airfield, and then put on a colorful show in honor of City Day in the skies over Moscow's Tushino. A week later, the Knights performed at the 50th anniversary of the famous Normandie-Niemen regiment in Reims, France, where joint aerobatics of two fours took place. Bazhenov, Kovalsky, Grechanov and Lichkun took to the sky simultaneously on their Su-27s and a group on F-1 Mirage aircraft.
At the same time, Russian pilots met the French aerobatic team “Patrol de France”. At the airfield of the city of Salon-de-Provence, the “Russian Knights” on the Su-27 performed joint aerobatics with the small and light Alpha-Jet (“Alpha Jet”).
In April 1993, aerobatics were invited to Holland, where the group performed at the country's Royal Air Force air show at Leeuwarden airbase.
In August of the same year, at the Canadian Abbotsford air base, the demonstration performances of the Russian Knights ended with a curiosity: Canadian pilots argued with the Knights that the Su-27 as a fighter was inferior to their CF-18 Hornet aircraft. The dispute was resolved in front of two hundred thousand spectators - the “Russian Knights” won an undeniable victory over the vaunted “Hornet” in a training battle, proving the unsurpassed qualities of their combat vehicles.
In September, the group performed at the first International Aerospace Salon MAKS-1993. Even low clouds did not stop the ace pilots from demonstrating their skills by performing aerobatics at low altitudes.
On September 11, 1993, the group conducted a demonstration aerobatics over the city of Gorodets, where the opening of a monument to the legendary Russian knight of the 13th century Alexander Nevsky took place.
In December, the Knights again went to the remote tropical island of Langkawi to participate in the LIMA’93 air show. The flight route ran through Tashkent, Delhi, Calcutta, Yangon. Spectators and air show participants watched demonstration performances by Vladimir Bazhenov, Alexander Lichkun, Vladimir Gryzlov, and Boris Grigoriev.
The 1994 demonstration flight season was opened by the aerobatic team in May. “Russian Knights” went to Bratislava to participate in the SIAD-94 air show. The pilot of the group, Captain Igor Tkachenko, who performed a solo aerobatics program over the capital of Slovakia, took first place in his class.
In June, Russian aerobatics were applauded by spectators who gathered at the Norwegian airfield of Gardemoen, where the national air show took place. A month later, the “Vityazi” “six” flew to the Belgian city of Ostend. After participating in the air show, two “sparks”, piloted by Bazhenov and Klimov, Lichkun and Syrovoy, “went away” for a short time to neighboring Luxembourg, where they took part in the Journey del Air air show.
On September 3, when Moscow celebrated City Day, “Russian Knights” traced in the sky above for 42 minutes Poklonnaya Gora the most complex figures aerobatics. For aerobatics, an area was set aside, extending approximately 3 km west of the memorial.
On October 24 of the same year, the “Russian Knights” took part in a parade over Ashgabat - Turkmenistan celebrated the three-year anniversary of its independence.
In October, the group's pilots resumed the long-standing tradition of Kubinka - escorting the planes of eminent guests. This time they accompanied the liner of their good friend, Queen Elizabeth II of England.
May 9, 1995 became significant date not only in the history of Russia, but also in the history of the aerobatic team. The whole world widely celebrated the 50th anniversary of the end of World War II, and on this holy day, May 9, the six “Russian Knights” for the first time passed as part of a huge column of aircraft over the Mozhaisk Highway, Poklonnaya Gora and Kutuzovsky Prospekt.
All over the world, the performances of the “Russian Knights” evoked applause and delight from the audience. This was the case at the next air show in Malaysia in December 1995. But not everyone had the chance to return home to Kubinka... On December 12, three Russian Knights fighters crashed into a mountain hidden behind an impenetrable fog. This happened while landing at Cam Ranh airfield to refuel. Four Russian Knights pilots were killed - Guard Colonel Boris Grigoriev, Guard Lieutenant Colonels Alexander Syrovoy, Nikolai Grechanov and Nikolai Kordyukov. The pilots were buried in the cemetery of the village of Nikolskoye near Kubinka. In October 1996, a monument was unveiled at the grave of the fallen “Russian Knights”.
It's time for pilots hard times. The hardest thing was the moral trauma. The pilots of the Red Arrows aerobatic team provided enormous support to their colleagues by inviting the Knights to their base.
Only in April 1996, “Vityazi” began to practice pair aerobatics, then they restored the “troika” and, finally, formed a “diamond”, which included Lichkun, Klimov, Kovalsky and Bukin. In workshops 430 ARZ in Bykov, three “Sparky” vehicles (No. 20, 24, 25) and a Su-27 “combat” vehicle (No. 15) were repainted. The top of the planes became blue, at the bottom there was a sharp transition from white to blue (a so-called “arrow” appeared under the cockpit), the tips of the wing and stabilizer below were painted red. Imported equipment and polyurethane paints brought seasoned aircraft to a condition close to “sparkling.”
The newly flown diamond on four Su-27s in a new bright coloring publicly showed group aerobatics for the first time in September of the same year at the Gelendzhik-96 hydroaviation show. And finally, in 1997, six were lifted into the sky. Igor Tkachenko became the left external wingman, Ivan Kirsanov became the right one.
In June, “Vityazi” again demonstrated their skills abroad for the first time after a year and a half break: first in the Austrian city of Zeltweg, and then in the capital of Slovakia - Bratislava. In September 1997, the group paid a friendly visit to France, where they took part in the celebration of the 55th anniversary of the Normandie-Niemen regiment. And a little later, the pilots on their planes escorted the plane of French President Jacques Chirac, who arrived on an official visit to Russia.
During the celebration of the 850th anniversary of Moscow, the “Russian Knights” on four fighters with their landing gear extended and headlights on appeared in the evening sky over Sparrow Hills, where at that moment the laser show of Jean-Michel Jarre was unfolding. The effect was amazing - Moscow has never seen such a show in its entire history!
In November 1998, the group took part in the Zhuhai-98 air show in China. “Vityazi” performed as part of five aircraft, piloted by Alexander Lichkun, Vladimir Kovalsky, Sergey Klimov, Igor Tkachenko and Ivan Kirsanov. Navigation tasks when flying along international air routes were solved by the senior navigator of the 237th Center for Aircraft Operations, Colonel Sergei Fomin.
In 1999-2000, “Russian Knights” participated in numerous shows in Russian cities, including the group performing at anniversary celebrations in honor of the 60th anniversary of the Syzran VVAUL, and on June 11, 2000, they showed their skills for the first time in the skies over the northern capital.
At the end of 2000, a return visit to China took place. This is where group veteran Alexander Lichkun drove his “six” for the last time. In place of the extreme wingmen, the group included Viktor Ashmyansky and Dmitry Khachkovsky. Igor Tkachenko performed a complex of solo aerobatics. Returning to Kubinka, Lichkun turned off the engines and left the cockpit of the fighter, handing over the reins of the group to the energetic Lieutenant Colonel Sergei Klimov. The five he led performed at various air shows, including MAKS-2001.
A grand celebration in the sky was organized by the “Russian Knights” over the Volga in June of the same year, during celebrations on the occasion of the 450th anniversary of the voluntary entry of Chuvashia into Russia.
In May 2002, a serious illness claimed his life wonderful person and commander of the Guards. Colonel Sergei Nikolaevich Klimov. The group was headed by Igor Tkachenko. Then only three trained pilots remained in the group: Ivan Kirsanov, Igor Tkachenko and Dmitry Khachkovsky. Thanks to the efforts of these pilots, by the end of the year a new “diamond” was flying, which included Igor Shpak and Oleg Ryapolov. On December 10, they performed the first display over Kubinka for a delegation from the United States, and the head of the center, Anatoly Omelchenko, presented the solo aerobatics program.
In September, at the Gelendzhik-2002 hydroaviation show, the Tkachenko-Khachkovsky pair performed a complex of synchronous and counter aerobatics.
In April 2003, Omelchenko, Tkachenko, Khachkovsky, Shpak and Ryapolov completed practical retraining on Su-35 aircraft.
To mark the 65th anniversary of the founding of the 237th Guards Aviation Equipment Display Center named after Kozhedub, in March 2003, four “Russian Knights” together with the “Swifts” aerobatic team performed a flight in a single formation consisting of ten aircraft.
On June 12, 2003, on Russian Independence Day, the “ten” passed over Red Square. In the cockpits that day were Nikolai Dyatel, Gennady Avramenko, Mikhail Loginov, Viktor Selyutin, Vadim Shmigelsky, Igor Sokolov, Igor Shpak, Igor Tkachenko, Dmitry Khachkovsky and Oleg Ryapolov. After this, the “diamond” “Vityaz” successfully performed at the first International Naval Show in St. Petersburg.
At MAKS 2003, the Russian Knights aerobatic team again performed with six aircraft. The group included Oleg Erofeev and Andrey Alekseev as external wingmen.
In 2004, the complex of shows included a joint flight of the aerobatic teams “Russian Knights” and “Swifts” consisting of nine aircraft (5 Su-27 and 4 MiG-29) in a “diamond” formation with the performance of a full range of aerobatic maneuvers, the presenter - Igor Tkachenko. This fact in itself became a world record in the history of aviation.
In the same year, the group successfully performed at several air shows, including the “Festival of Aerobatic Teams” in Zhukovsky, the “Aces of the Second World War” air show in Monino, and for the third time at the hydroair show in Gelendzhik.
In January 2005, the group made its first visit to the Arabian Peninsula in the United United Arab Emirates to participate in the Al Ein 2005 airshow.
On May 9, 2005, to commemorate the 60th anniversary of Victory in the Great Patriotic War, the Russian Knights, together with the Swifts aerobatic team, consisting of nine aircraft, performed a historic flight over Red Square.
A few days later, the group moved to the Taimyr Peninsula in the city of Dudinka, where they performed an aerial display beyond the Arctic Circle for the first time.
In the summer of the same year, the group demonstrated its aerobatics in the cities of St. Petersburg and Kazan, and in the cities of Cherepovets and Vologda it performed demonstrations at a distance of 800 kilometers from the home airfield without landing.
In August, the Knights again took part in the air show “Aces of the Second World War” and traditionally performed at the MAKS-2005 air show.
In the fall, the group flew to the Arctic to the Yamal Peninsula in the city of Salekhard, after which they performed in Akhtubinsk in honor of the 85th anniversary of the 929 GLITs, where the skill of the “Russian Knights” was assessed by real professionals - test pilots.
At the beginning of 2006, a visit to the UAE took place, where in the skies over the Arabian Desert the “Vityazi” took first place in the class of group aerobatics on jet aircraft, honorably demonstrating flight skills and highest quality Su-27. The group performed with new program, which included group rotations around the longitudinal axis in the “Wedge” aerobatic formation, a double combat turn, “ear” and “barrel”. The pilots were awarded gold medals by the FAI (Federation Aeronautique Internationale).
In the same year, in March and November, visits to the Chinese People's Republic, where “Russian Knights” opened the “Year of Russia in China” and participated in the International Aerospace Show “Zhuhai-2006”.
On April 5, 2006, AGVP “Russian Knights” celebrated its 15th anniversary with a grandiose aerial display at its home airfield.
At the end of April, the Republic of Belarus welcomed the “Vityaz” at the anniversary of the air base in the city of Baranovichi. In the same year, aerobatics were demonstrated in the skies over Khabarovsk and at the hydroaviation show in Gelendzhik, at the opening of which the group flew six aircraft. The left external wingman was prepared by Vitaly Melnik.
Continuing the glorious traditions of air parades over Red Square, on May 9, 2007, a flight was again performed in a joint formation with the Swifts aerobatic team consisting of nine aircraft.
MAKS 2007 was a significant event in the history of the aerobatic team. Then, in August 2007, for the first time in the history of world aviation, a horizontal “barrel” was made as part of a group of nine combat aircraft, called the “Cuban Diamond” due to its shape and uniqueness. The composition of the “diamond” has remained constant since 2004. The planes were piloted by Igor Tkachenko, Nikolai Dyatel, Igor Sokolov, Igor Shpak, Oleg Erofeev, Andrey Alekseev, Gennady Avramenko, Victor Selyutin and Oleg Ryapolov.
In 2007, the group held many more demonstration performances in Russian cities. These were Rostov-on-Don and Pushkin in the summer, Surgut and Khanty-Mansiysk in September.
At the celebration of the 95th anniversary of the Russian Air Force, the Knights demonstrated their skills in the skies over Monino, and a few months earlier the roar of the Cuban “six” tore the skies over St. Petersburg.
The 70th anniversary of the 237th CPAT "Russian Knights" together with the "Swifts" was celebrated on March 22, 2008 in the sky over their native Kubinka. During the joint performance, the “barrel” was performed by the “nine” in the new composition.
On May 9, 2008, the already traditional aerial part of the Victory Parade ended with the unforgettable flight of the “Cuban diamond” over Red Square.
On May 28, 2008, the commander of the aerobatic team was replaced; he became Guard Lieutenant Colonel Andrei Alekseev, the right wingman in the Russian Knights ranks.
A month later, on June 12 of the same year, the “five” “Russian Knights” performed demonstration flights in Saransk and Penza, the flights were carried out from the Kubinka base airfield. On June 20, 2008, the Knights performed in the Finnish city of Kauhava at the Midnight Sun air show. The flights were carried out at dusk, in “white night” conditions.
At the end of June the group's composition increased. Guard Lieutenant Colonel Alexander Bogdan completed the pilot training program.
The full band began preparing for several serious performances in 2009. The first of these was the flight over Red Square, so beloved by Russians, on May 9. Flying over the very heart of Moscow, the leading pilot of the Russian Knights of the Guard, Colonel Igor Tkachenko, congratulated all veterans on the holiday Great Victory straight from the cockpit of your fighter.
And on June 24, the group again flew to St. Petersburg, where, together with pilots from the Swifts aerobatic team, they performed at the International Naval Show.
On July 11, 2009, a mixed “diamond” of two Su-27 “Russian Knights” and two MiG-29 “Swifts” opened the “Invasion” rock festival in the Tver region.
There was a month and a half left until the most important aviation event of the year – MAKS-2009. The group's pilots made training flights almost every day.
Two days remained before the opening of MAKS, the “four” “Vityaz” went on a training flight over the display point in Zhukovsky. It was during this training that an irreparable misfortune occurred: the commander of the 237 TsPAT, the leading pilot of the Russian Knights, Igor Tkachenko, tragically died. The group’s participation in the air show was then limited only to the flight of the “diamond” on the last day of MAKS, August 23.
In absolute silence, the “diamond” appeared over the Zhukovsky airfield and made a “memory flight” in honor of the deceased Igor Tkachenko. Shouts of admiration for the courage of the pilots and applause in memory of Guard Colonel Tkachenko that day even drowned out the roar of the Su-27 Quartet.
By Decree of the President of Russia No. 966 of August 22, 2009, Guard Colonel Igor Valentinovich Tkachenko was awarded the title of Hero Russian Federation posthumously.
In the New Year 2010, the Russian Knights aerobatic team was led by the deputy of the deceased Igor Tkachenko, Guard Colonel Igor Shpak.
In the winter, training flights resumed, and Guard Lieutenant Colonel Sergei Shcheglov joined the group, having successfully completed the flight training program and taking the place of the left external wingman in the Russian Knights ranks.
On the day of the 65th anniversary of the Great Victory, May 9, 2010, the Cuban “nine”, led by Igor Shpak, reappeared in the skies over Moscow.
Five days after the Air Parade over Red Square, on May 14, 2010, in honor of the 90th birthday of Ivan Nikitovich Kozhedub, pilots of the Russian Knights and Swifts aerobatic teams staged a grand show in the sky above the Kubinka airbase.
On July 10 of the same year, “Vityazi” and “Swifts” again performed at the opening of the “Invasion” rock festival.
And on September 4, pilots of both aerobatic teams went to Volgograd to participate in the celebration of City Day and the 100th anniversary of the Kachinsky VVAUL, of which he is a graduate good half legendary group.
The 2010 demonstration flight season ended with the group's performance in the city of Akhtubinsk in honor of the 90th anniversary of the GLITs named after V.P. Chkalov.
In 2011, the group worked on a new program, intensively engaged in combat training and training for reinforcements, staged a spectacular performance for its 20th anniversary, and performed traditional demonstration flights at MAKS.
In January 2012, a historic visit to Bahrain took place at the personal invitation of King Hamad ibn Isa al-Khalifa. 
August 2012 was marked by a grand celebration of the 100th anniversary Air Force Russia. August 4 in Borisov district Belgorod region A monument to the Su-27 fighter was unveiled, erected in honor of the 100th anniversary of the Russian Air Force and in memory of the pilots of the Russian Knights aerobatic team. The Cuban Diamond" became a decoration at the Russian aviation festival in Zhukovsky near Moscow. The historic flight of Lieutenant Colonel Alekseev with two Rafales of the French Air Force to the places of military glory of the Normandie-Niemen regiment continued the series of festive events. “Gidroaviasalon-2012” has become a traditional September show.
After a six-year break, another visit to the PRC took place. At the Airshow China 2012 air show in Zhuhai, participants and guests warmly welcomed the Russian Knights.
2013 turned out to be a particularly busy year. In early February, the group completed a difficult flight through the territory of Kazakhstan, Kyrgyzstan, Afghanistan and Pakistan to India. “Russian Knights” performed for the first time at one of the leading air shows in Asia, AirIndia 2013, held in Bangalore. And just a month later, the group took part in the Lima 2013 air show on the Malaysian island of Langkawi. In addition, demonstration flights were carried out in St. Petersburg and Baltiysk. At the celebration dedicated to the 70th anniversary of the Victory in the Battle of Prokhorovsk, the pilots performed a display over the field of the Great Battle.
August was marked by the performance of the “five” at the “International Air Show and Military Display 2013” air show in Hungary. In the fall, the group participated in large-scale exercises in the Western Military District.
2014 began with a performance at the BIAS-2014 air show in the kingdom of Bahrain and continued with business trips to Chita and Novosibirsk.
May 9, 2014 was outstanding. For the first time, the “Russian Knights” and “Swifts” groups marched in parade formation over the main base of the Russian Black Sea Fleet - Sevastopol. 
At the beginning of August, the group performed a show in the capital of Buryatia - Ulan-Ude. And in the middle of the month, the pilots demonstrated their skills at the “First Festival of Aerobatic Teams of the Russian Air Force”, dedicated to Air Force Day.
Traditionally, in November the group was warmly welcomed in China at the Airshow China 2014 air show.
The debut show for the updated composition of the pyramid took place over December Sevastopol. For the first time, Captain Vladimir Kochetov took part in the show as the left external wingman and Major Sergey Eremenko as the right external wingman.
Year of the 70th anniversary of Victory in the Great Patriotic War began for “Russian Knights” with a screening at the “Heroes’ Watch” in Kaluga. On May 9, the “Russian Knights”, in unified formation with the “Swifts”, took part in the anniversary Victory Parade in the sky above Red Square.
At the international competitions AVIDARTS-2015, the presenter of the “Russian Knights” - Colonel Andrey Alekseev took first place in the “single aerobatics” category. The group received silver medals in the group aerobatics category.
In July, the international military-technical forum “Army 2015” was held in Alabino and Kubinka near Moscow, where “Russian Knights” demonstrated elements of group and individual aerobatics.
The International Naval Salon "IMDS-2015" and the International Aviation and Space Salon "MAKS-2015" have become the traditional venues for the group's performances.
As part of the Russian Ministry of Defense campaign “Contract service is your choice”, which started in 2014, “Russian Knights” performed in Sevastopol, Rostov-on-Don, St. Petersburg, Arkhangelsk, Samara, Omsk. 
Currently, the Russian Knights aviation group continues good traditions Russian aerobatics school, taking part in various events both in Russia and abroad. Also plays a significant role combat training. In the intervals between business trips, pilots hone their skills in training air combat, carry out bombing and shooting flights at ground targets, and train young flight personnel. Personnel The group does not stop there and continues to write the history of domestic aviation.
Russia approached the First World War with the largest air fleet. But big things started small. And today we want to talk about the very first Russian aircraft.
Mozhaisky's plane
The monoplane of Rear Admiral Alexander Mozhaisky became the first aircraft built in Russia and one of the first in the world. The construction of the aircraft began with theory and ended with construction current model, after which the project was approved by the War Ministry. Steam engines Mozhaisky’s designs were ordered from the English company Arbecker-Hamkens, which led to the disclosure of the secret - the drawings were published in the Engineering magazine in May 1881. It is known that the airplane had propellers, a fuselage covered with fabric, a wing covered with balloon silk, a stabilizer, elevators, a keel and landing gear. The weight of the aircraft was 820 kilograms.
The aircraft was tested on July 20, 1882 and was unsuccessful. The airplane was accelerated along inclined rails, after which it rose into the air, flew several meters, fell on its side and fell, breaking its wing.
After the accident, the military lost interest in the development. Mozhaisky tried to modify the airplane and ordered more powerful engines. However, in 1890 the designer died. The military ordered the plane to be removed from the field, and its further fate is unknown. Steam engines were stored for some time at the Baltic shipyard, where they burned in a fire.
Kudashev's plane
The first Russian aircraft to be tested successfully was a biplane designed by design engineer Prince Alexander Kudashev. He built the first gasoline-powered airplane in 1910. During testing, the airplane flew 70 meters and landed safely.
The weight of the aircraft was 420 kilograms. The wingspan, covered with rubberized fabric, is 9 meters. The Anzani engine installed on the plane had a power of 25.7 kW. Kudashev managed to fly this plane only 4 times. During the next landing, the airplane crashed into a fence and broke down.
Afterwards, Kudashev designed three more modifications of the aircraft, each time making the design lighter and increasing engine power.
"Kudashev-4" was demonstrated at the first Russian International Aeronautical Exhibition in St. Petersburg, where it received a silver medal from the Imperial Russian technical society. The plane could reach a speed of 80 km/h and had a 50 hp engine. The fate of the airplane was sad - it was crashed at an aviator competition.
"Russia-A"
The Rossiya-A biplane was produced in 1910 by the First All-Russian Aeronautics Partnership.
It was built based on the Farman airplane design. At the III International Automobile Exhibition in St. Petersburg, it received a silver medal from the Military Ministry and was purchased by the All-Russian Imperial Aero Club for 9 thousand rubles. A curious detail: until that moment he had not even taken off into the air.
The Rossiya-A was distinguished from the French aircraft by its high-quality finishing. The covering of the wings and empennage was double-sided, the Gnome engine had 50 hp. and accelerated the plane to 70 km/h.
Flight tests were carried out on August 15, 1910 at the Gatchina airfield. And the plane flew more than two kilometers. A total of 5 copies of the Rossiya were built.
"Russian Knight"
The Russian Knight biplane became the world's first four-engine aircraft created for strategic intelligence. The history of heavy aviation began with him.
The designer of the Vityaz was Igor Sikorsky.
The plane was built at the Russian-Baltic Carriage Works in 1913. The first model was called “Grand” and had two engines. Later, Sikorsky placed four 100 hp engines on the wings. every. In front of the cabin there was a platform with a machine gun and a searchlight. The plane could lift 3 crew members and 4 passengers into the air.
On August 2, 1913, the Vityaz set a world record for flight duration - 1 hour 54 minutes.
"Vityaz" crashed at a military aircraft competition. An engine fell out of a flying Meller-II and damaged the planes of the biplane. They did not restore it. Based on the Vityaz, Sikorsky designed a new aircraft, the Ilya Muromets, which became national pride Russia.
"Sikorsky S-16"
The aircraft was developed in 1914 by order of the Military Department and was a biplane with an 80 hp Ron engine, which accelerated the S-16 to 135 km/h.
Operation revealed positive traits aircraft, serial production began. At first, the S-16 served to train pilots for the Ilya Muromets, in World War I it was equipped with a Vickers machine gun with a Lavrov synchronizer and was used for reconnaissance and escort of bombers.
First air battle C-16 took place on April 20, 1916. On that day, warrant officer Yuri Gilscher shot down an Austrian plane with a machine gun.
The S-16 quickly became unusable. If at the beginning of 1917 there were 115 aircraft in the “Squadron of Airships,” then by the fall there were 6 of them left. The remaining aircraft went to the Germans, who handed them over to Hetman Skoropadsky, and then went to the Red Army, but some of the pilots flew to the Whites. One S-16 was included in the aviation school in Sevastopol.