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Very weird flying machine, projected by B. Dmovskiy. I have never been able to figure out how this should work. Air is injected somewhere, something rotates, the entire apparatus must somehow fly and have a load of 1200 pood (19,656 t). Something like the Viktor Schauberger engine, it seems that you understand how it works, but then you realize that you don't understand anything. Another Russian tried to do something abnormal.
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"Tasks for a new aircraft design", Vladimir Belenkov, early 1917: 00000027 (3).jpg
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1. Stability
2. Speed
3. Rotating
4. Lightening armament
5. Vertical take-off
1. Instead of a rectangular plane, two rotating discs are installed, which are adjustable at an angle
2. The speed is increased due to the lower air resistance of the rotating discs compared to a traditional wing
3. Rotation due to an increase in air resistance on one of the discs, due to the extension of a rectangular wing from the surface of the disc
4. To lightening armament, the machine gun is connected to the engine, a propeller is installed on the muzzle of the machine gun, the powder gases enter a special chamber, where they "help" the engine
5. Vertical take-off is achieved by "cutting" the discs like fans
Weird VTOL with weird machine gun.
 
Dmovskiy three-deck transport machine, to 300 versta per hour (320 kmph) with 5000 pood (81.9 t) load:
 

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Weird engine patent, M. V. Volkov, 28 June 1919: 1326-dvigatel-vnutrennego-goreniya-1.png
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Six I4 motors that are mounted on one shaft and rotate on a wheel around the center. Each motor shaft has a wheel with a diameter, judging by the figure, 4 times smaller than the large central wheel. That is, if the motors do 1500-2000 rpm, then the large central wheel will do 375-500 rpm. Judging by the number of revolutions, the engine was intended for some very large propeller, that is, for the large aircraft. In theory, it can have good cooling. The motor is needed "to get a lot of power with a little weight", but I don't see what can be light here, and besides, I doubt that this motor could be made to work reliably. More than 500 kilograms of rotating metal is at least scary :)
 
Hammerfight and Highfleet might not be fully realistic... but it is interesting to see that a Russian had already thought of these basic ideas a century before Konstantin Koshutin!
 
In this book is written that in 1916-1917b F. A. Tsander began working on the "rocket-airplane" project. He presented this project in 1921. The plane was supposed to provide an exit into space, for this the wings and many other elements had to be made of combustible metal (if I understood correctly, this function was not originally included in the project).
It says here that Tsander invented a multistage rocket in 1912, and also that he invented to burn the "extra" material of the rocket back in 1909.
tsander-1-jpg.619968

tsander-2-jpg.619969

I wonder if this plane could be used as a military aircraft? :)

Also, I found information that Sikorsky in 1916 designed an all-metal four-engine monoplane, and allegedly Tupolev used this to develop TB-1 and TB-3, but there is no source. This is quite interesting because given the 600-hp Kireev engine, which was similar to the M-17, by the late 1910s the Russians could have built something like the TB-3.
Autophage rockets are being looked at again…that and a payload grown out of the same vat into an autoclave silo…

Korolev’s glider…the SK-5 Koktebel makes me wonder what aircraft he could have designed had he no interest in rocketry.

As outlandish as some of the designs in this thread are…some may be revisited using new materials perhaps. Bleriot did his job too well, perhaps.
 
Hi,


Mr A.A. Porokhovshchikov was very famous in Russia,and created a series of aircraft
began with Model or P.I up to P.IV,the last one developed into P.IVbis or P.14 ?,I don't
know why they called it P.14,and that means he had unveiled projects from P.7 to
P.13 or not ?.


My opinion is (P-14) banal misprint or confusion associated with the use of Roman numerals.
Link refers to the P-IV.
Using the same constructive scheme P-IV, Porokhovshchikov built machines - P-IV 2bis(П-IV 2бис), P-VI, P-VI bis, that are were manufactured in small quantities and used to training pilots to the mid-20s.
His last project was a fighter aircraft P-VII (1935) with the engine "Hispano-Suiza" 700 hp, which tried unsuccessfully to build a factory №1. No other data.

The strangest thing,P-IV was mentioned twice,and maybe P-14 was internal designation and not official ?.
 

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Also from this Russian book,

I don't know if the translate is right or not,and if his name Fride or Friede ?,

Naval pilot Georgy Anatolyevich Friede was a tester of many marine
aircraft. Known for being the first to fly the M-5 flying boat under the Trinity Bridge in Petrograd. In particular,
it was he who tested the flying
boat Villisch VM-1, equipped with special devices in the form of small
hydrofoils, the so-called "knives". Perhaps Friede was the first to propose such a device in the developed them in 1916 an aircraft representing
a flying boat with wings and tail from the Moran-Parasol aircraft
(Morane 1). The hull of a boat with a large deadrise, with one redan, is equipped with the indicated "knives" in the front part (judging by the photographs, it would be more correct to call them a "comb"). Engine in fairing was attached to the central node,to which the wings were attached.

The aircraft was built at the plant V.A. Lebedev in 1916 with active participation
V.I.Yarkovsky. Tests carried out personally, the inventor and pilot Gruzinov showed that the effect of the "knives" was great - thanks to their presence, the boat left the water without having time to pick up speed. When they were eliminated, the aircraft did not enter the redan and did not break away from the water.

Almost at the same time as working on marine "Parasol" Fride developed a project of a large marine aircraft, with an estimated flight weight of 6 tons, with three
Rolls Royce 300 hp engines The aircraft was not built.

Naval pilot Georgy Anatolyevich
Frida in historical opuses more often
referred to as
Lieutenant Friede.
In memory of flying
on Bezobrazov's plane he left
to its author this colorful photo from
with your personal signature
 

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From the same book,

Georgy Ivanovich Botezat (1882-1940),
after graduating in 1908 Kharkov
Institute of Technology and a subsequent two-year study at the Parisian
Sorbonne, in 1911 arrived in St. Petersburg, where for the next few years he was engaged in teaching and
scientific activity. Among various
type of undertakings, organizational and research work, the scientist repeatedly
appealed to the idea of an "automatically stable" aircraft. With the help of a special selection of bearing, stabilizing and steering planes, Botezat intended to create an aircraft with automatic balancing in flight.

Still proposed by them in the summer
1915 fighter and bomber projects were rather practical
devices with optimal weight and
dimensional characteristics.

Only one of them was built, which
was defined as a fighter and was a large three-pillar biplane with
pusher screw, closed 3-seater
pilot cabin-gondola and truss
tail section of the French type
aircraft "Voisin". The solid dimensions of the apparatus had their own explanation - in the future, it was supposed to place a 37-mm cannon in the bow of the crew's gondola.

Renault engine 220 hp housed in
aft part of the streamlined cabin, with
it was possible to serve
and repair of the power plant during the flight.

The aircraft was built in the workshops of the aviation department of the joint-stock company DEKA (Partnership Duflon, Konstantinovich and Co.) and was basically ready in the autumn of 1917.

The aircraft was tested on December 20, 1917. Unfortunately, the pilot who undertook the first flight (his name is silent) turned out to be insufficiently professional, lost control and crashed the plane. Although even a year later, at the beginning of 1919, proposals were made to restore the Botezat aircraft, the work had no further continuation.

In the spring of 1918, Georgy Ivanovich Botezat emigrated to the United States, where for more than twenty years until his death in 1940 he was engaged in research and design activities.
 

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Also from this Russian book,

Scout I. Ryabokon
This two-seat monoplane, which was proposed in 1917 by a military pilot
Ivan Ryabokon, was supposed to be built in
3rd air fleet in Kiev. The plane was different
the ability to adjust the sweep of the wing. Its production began in mid-1917. No further information available.
 

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Also from this Russian book,

Sergei Karlovich Modrakh, military pilot,participant in the testing of many experimental devices during the First World War. In 1917, according to his
project, a biplane fighter with a 120 hp Ron engine was built in the workshops
of the Gatchina Aviation School.
The aircraft was distinguished by a well-thought-out design and graceful forms. There are no data on its tests, however, in 1921 the aircraft was in the Yegorievsk Theoretical School of Aviation as a teaching aid.
 

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That biplane went by kapitan Modrach's initials, SKM. It was a conventional, single-bay biplane was a span of 8.80 m span.

Paraphrasing airwar-ru, the SKM's fuselage was a semi-monocoque structure - with birch veneers over 13 plywood formers connected by ash stringers. This fuselage design was probably influenced by V. M. Olkhovsky's 'Torpedo' parasol monoplane fighter which Modrach had test-flown at Gatchina.

-- https://www.secretprojects.co.uk/threads/olkhovski-vm-torpedo.33545/

The locations mentioned are interesting. Gatchina Aviation School was near Petrograd whereas the Yegoryevsk Military Theoretical Aviation School was just outside of Moscow. Apparently, after joining the Whites, kapitan Modrach had wanted to take the SKM with him north to Murmansk in 1918. He couldn't and somehow the SKM ended up 700 km away near Moscow in 1921. By then, Modrach was in England.

Sergei Karlovich Modrach's wife was English which is, presumably, how he was able to join the RAF as a Lieutenant. Modrach emigrated to Britain in November 1920 but died at Woking just over two years later.
 

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Hi,


Mr. O.S. Kostovich was a Hungarian originally and work in Russia,in 1879 created a helicopter, aeroplane and ornithopter,he designed and built an aeroplane with 40 hp engine in 1911,followed by a seaplane in 1914 and amphibian monoplane powered by one 100 hp engine in 1916,who has a drawings or pictures to the last three
aircraft ?.

From this Russian book.

Ogneslav Stefanovich Kostovich, originally from
Hungary, worked in Russia since the 1970s
century. He is the author of many technical inventions and aircraft projects.

Known as the author of the creation of technology for the production of "arborite" - that is,
modern plywood, the introduction of which into practice took place in the period 1880-1888.

In 1914, Kostovich built a two-float seaplane, which, however, was not tested.

In 1916, according to the project of Kostovich, a two-seat flying boat with a lifting chassis was built. It was a strutted high-wing aircraft (parasol) with a 100 hp engine. The aircraft was not completed due to the death of O.S. Kostovich, which occurred on December 31, 1916.
 

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KONSTANTIN UDALOV: "IN THE FOOTSTEPS OF V. B. SHAVROV". Vol. 1

Moscow 2022, 228 pages, ISBN: 978-5-4465-3169-1

This book has detailed information about Kostovich

OGNESLAV (IGNAUTIY) STEFANOVICH KOSTOVICH [pp. 160-192]
 

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Mr. V.V. Slyusarenko made many modifications to some French aircraft,his original design
was a small fighter with monocoque fuselage,powered by one 130 Clerget engine in 1917,
has anyone a picture or drawing to it ?.

From this Russian book,

Aircraft V.V. Slyusarenko
Pilot-athlete Vladimir Viktorovich
Slyusarenko and his wife Lidia Vissarionovna Zvereva, who is the first Russian pilot, expressed their aviation preferences in the organization in 1913.
small aircraft factory. Initially, production took place in Riga, in
During the war, it was relocated to Petrograd. The plant existed until 1918, for
this period managed to release the order
140 devices - mainly these were Farman aircraft of various modifications and Moran type Guy C. V.V. Slyusarenko's own developments include the conversion of Farman-16 into a single-seat device and Nieuport-!M with classic control . Completely original aircraft were built according to the designs of engineer G.P. Adler, however, they are known under the name of the owner of the enterprise - Slyusarenko.

Monocoque Slyusarenko
Built as a single-seat fighter -
monoplane with braced wing construction. The fuselage is a wooden monocoque of circular section, the Clerge engine 130 hp.
or "Ron" 120 hp The aircraft was built in
the second half of 1917, he flew, but
did not pass the test until the end. The maximum speed reached 163 km / h.

Two-tailed Slyusarenko
Twin-engine twin-boom aircraft with
engines "Isotta Fraschini" 150 or
220 hp Built like the previous type
according to the project of G.P. Adler in 1917, however
was not completed.
 

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Hi,

In 1917, Anonymous, a railway worker, through his friend Stanisław Stocki, made an offer
to the Russian Ministry of War to implement his own technology for the production
of canned meat and a fully stable flying apparatus. It is known about Anonymous that he
worked on the Zabajkalska Railway Line, in the area of the Boreya station, and had experience
in airplane flights. He would like to disclose his aviation invention and realize it for the Ministry
of War for an appropriate remuneration (12,000 rubles). There is no further information about
this project.

 
Pioneer aircraft design. Poland / Russia.

On March 3, 1915, Markulis Mendel Naftulewicz notified the Russian Minister of War that he had developed a new type of aircraft. Regardless of his lowly origins, poverty and low education, he wants to present his invention of an airplane of a new system to the minister. If his description is too general or incomprehensible, he is ready to provide detailed explanations at any time.
He attached a description to the letter, in which he stated at the beginning that he started his work on the assumption that the main disadvantage of modern airplanes is that the pilot has to steer with his hands, and having them occupied makes it difficult to drop bombs. Therefore, he proposes the construction of multi-seat aircraft with a system based on a parachute system, which will ensure the stability of the devices in every plane, while giving them a significant supporting surface and lifting capacity. Naftulewicz further explains the construction of his flying apparatus, made of metal and wood. He also sent his model.

The hull of the lattice structure had the form of a trapezoid in cross-section, with its wider side facing upwards. The upper surface of the grate was covered with fabric and was intended to support the camera in flight. On the lower plane there is space for engines, fuel, crew and equipment. The detailed distribution of these weights was not shown on the model, nor was it indicated in the description - Naftulewicz believed that the distribution of masses should be determined experimentally. He assumed that the plane of his system, with a supporting area of 30 m2, a length of 12 m, and an empty weight of approximately 1,000 kg, would have a payload of 19,000 to 25,000 kg. He emphasized that his planes could be built in any size, with greater or lesser range and payload, that they would free the pilot from operating a bomb launcher, that they would fly higher than Zeppelins, that they would not need - like aerostats - long preparation for take-off, and would be ready at any time. they would be operational and resistant to ground fire.

On March 14, the Main Military and Technical Administration (GWTU) asked the inventor to send revenue stamps worth RUB 2 if he wanted to be informed about the assessment of his project. Naftulewicz sent stamps, but he also replied on April 5, 1915 to the Minister of War that it was difficult for him to understand that the Act on Stamp Duties of November 12, 1914, referred to by the GWTU, could refer to inventions as important as his, which could bring such a huge benefit. To the Tsar and the Homeland. From January 1, 1915, he presented his invention to various Warsaw offices and no one told him that he had to attach tax stamps. He sends these stamps and believes that his request for consideration of his invention will be honestly fulfilled. He spent a lot of money on his work, including building the model, and he considers it petty to demand that inventors pay stamp duty. He believes that engineers and technicians will be able to improve his idea.

The Technical Committee assessed his project on April 16, 1915 and concluded that Naftulewicz's description and model proved that he had no knowledge of aviation technology. This is evidenced by the fact that the supporting surface has no profile and is positioned in such a way that it provides significant frontal resistance. The model is devoid of any flight control organs, and there is no mention of them in the description. Naftulewicz's calculations of the aircraft's technical and flight characteristics are fantastic and based on nothing.

His model can be considered either in terms of a diagram that he would like to use for airplanes, or in terms of the form that his airplane should have. In both cases the arrangement is irrational. After hearing the report of Lt. Gen. Kirpichev about Naftulevich's plane The Committee concluded that his proposal was far from the needs of modern aviation, and its implementation could in no way produce useful results. The same resolution of the Committee was sent to the inventor's address on April 24.

 
Design of a pioneering vertical take-off and landing aircraft. Poland / Russia.

At the turn of May and June 1915, Wiktor Perłowski submitted a request to the Commander-in-Chief's Staff for assistance in the construction of a flying apparatus. In September 1915, he repeated his offer, this time addressing it to the Tsar of Russia and complaining about the lack of response to his earlier letter. Tsar Nicholas II added a note in the margin to clarify the matter.

The Technical Committee of the Main Military and Technical Directorate (GWTU) determined that the letter from the General Staff with Perłowski's request and a schematic description of the project was received by the GWTU on July 4, and by the Air Navigation Department of the GWTU on July 6, 1915. On September 18, 1915, he requested these materials from the Air Navigation Branch, as they were necessary to evaluate Perłowski's application. The very next day they were found in the Technical Committee, together with a letter from the Commander-in-Chief's Staff regarding Perłowski's design - dated June 14, 1915. It was emphasized there that the design of Perłowski, who personally came in June 1915 to Równe, where the headquarters of the Great Prince Alexander Mikhailovich, at the headquarters of the 4th Army, met with interest, and the Grand Duke asked to listen to the inventor when he reported to the GWTU, emphasizing that the implementation of his idea may be of particular importance for the improvement of multi-engine aircraft.

After this intervention, the procedure for assessing Perlowski's project gained momentum - it was impossible to expect an inventor who had not given any sign of life until then. It no longer mattered that the description of the project prepared by him was insufficient, that Perłowski had previously been counted on to provide additional explanations, that the description did not include drawings, etc. In two days, Lt. Gen. Nil L. Kirpichev, based on the materials at his disposal, prepared a review of Perłowski's proposal. On September 21, 1915, the Technical Committee met.

Perłowski, speaking about the advantages of his flying apparatus, stated that it is capable of vertical take-off and hovering in the air, that its flight speed can vary within a very wide range - from 5 to 150 km/h, and that stability is ensured by a very low center position. gravity. According to Perłowski, the power of its engines will reach 1,177 kW (1,600 HP), and it will be able to stay in the air for 24 hours with a useful load of approximately 24,000 kg.

For a device that Perłowski calls an "aeroplane", the characteristics are impressive. Nil L. Kirpichev assumed that what was characteristic of his apparatus was the ability to change the angle of the wings in relation to the longitudinal axis of the apparatus, and when discussing Perłowski's design, he interpreted it as a proposal for an aircraft with an alternating angle of attack of the wings, with reservations - as far as can be judged from his description.

It cannot be ruled out that Perłowski's device should be interpreted in terms of a convertible plane, characterized by the fact that its supporting planes changed their function depending on the flight conditions - in a climbing flight they worked as a rotor, and in a horizontal flight as a propeller or - if another scheme is adopted. - in horizontal flight, the rotor was stopped and worked as a fixed airfoil, or the rotary device had a supporting rotor and a fixed airfoil, rotated in climbing flight to eliminate drag.

General Kirpichev questioned Perłowski's claims that his apparatus takes off without a take-off roll - vertically or hovers in the air or changes the flight speed within the range specified by the inventor, arguing that for aerodyne the lift force is a function of the flight speed. He pointed out that modern airplanes reach a minimum speed of around 60% of the maximum speed. He considered all the values given by Perłowski regarding the technical and flight characteristics of his flying apparatus to be invented. By converting the data provided by Perłowski, he clearly showed that while the total lifting force of the rotor (thrust on the propellers) will be at most 10,800 daN, their mass will reach 2,160 kg. Adding to this the mass of the engine (3,200 kg with a unit power load of 2 kg/HP and fuel (11,800 kg - assuming its consumption of 0.3 kg per HP and flight hour), the sum of these masses alone will exceed the lift force by over 6,000 kg camera.

Kirpichev recalled these numbers to prove in black and white how unrealistic is Perlovsky's proposal, whose flying apparatus, even if it were built, would never take off.

N.L.'s opinion Kirpichev with the minutes of the meeting of the Technical Committee and the decision to reject Perłowski's request for a subsidy for the implementation of the flying apparatus project on September 28, 1915 were forwarded - along with other materials - to the head of the Tsar's office and to the State Defense Committee, explaining at the same time that the delay in issuing an opinion on the request Perłowski was caused by the fact that GWTU did not receive data sufficient for evaluation, it expected explanations from the inventor, who, however, showed up at the Office contrary to the announcement, and the Commander-in-Chief's Staff did not provide the Military-Technical Directorate of the Army with Perłowski's address.

 
Reconnaissance aircraft design. Poland / Russia.

For over a year, starting from September 16, 1915, Sergius Podolsky constantly submitted new inventive ideas to the Management Board of the Main Military-Technical Directorate of the Russian Ministry of War (GWTU).

Among the inventions he offered to the army, we also find those related to aviation, including: a single-seat miniature reconnaissance plane, very cheap to build (approx. 200 rubles).

No further information available.

 
Pioneer helicopter project. Poland / Russia.

On April 30, 1910, Stanisław Przybysz wrote to the Russian Minister of War that, after working for many years, he had developed a design for an aircraft. The only pity is that I don't have the funds to implement it. The letter shows that he would like to build a helicopter with two engines, each with a power of 88 kW (120 HP), one of which would be an emergency reserve.

The hull, equipped with fixed panels, was shaped in the form of a boat, housing a cargo compartment and engines, enabling take-off from land and water. The take-off itself would be vertical - thanks to the action of the main rotor, and the apparatus would be able to hover in the air. For horizontal flight - carried out at high speed, as he writes - pulling propellers would be used. This rotodyne was to be made of transparent material, it would not be visible from a distance of 2000 m.

It would be intended primarily for aerial observation and aerial photography. The crew would be made up of people. What's particularly important is that my camera can rise from anywhere, at any speed - something no one has ever done before. I would like to give Russia priority. Why buy design and cameras from others when you can have your own. Due to lack of funds, I cannot start construction. The authorities, I think, will not spare them for this purpose. Otherwise, I will have to turn to other people for help, because I consider my project to be very good and useful in practice. I am asking for the opportunity to build a flying apparatus, I will build it in a short time. I keep the camera plan at home.

Already on May 11, 1910, the Main Engineering Board (GIU) replied to Przybysz that due to the lack of any data, calculations and drawings regarding the flying apparatus, his request for help in implementing the project was rejected.

 
Autophage rockets are being looked at again…that and a payload grown out of the same vat into an autoclave silo…

Korolev’s glider…the SK-5 Koktebel makes me wonder what aircraft he could have designed had he no interest in rocketry.

As outlandish as some of the designs in this thread are…some may be revisited using new materials perhaps. Bleriot did his job too well, perhaps.
Many patents are filed decades - or centuries - ahead of their time. The inventor may have had a brilliant idea, but has to wait until materials science, fabrication techniques, electronics or software catch up before the idea becomes practical.
 

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