“Our air fleet will never be powerful, unless we develop aircraft industry. This industry will always drag out a miserable existence and using plagiarism of foreign constructions until we haven’t developed our own engineer staff. This truth is too evidently and there is no point in proving it. Everybody who wants to lay the solid foundation in the improvement of air fleet, who values the national wealth and doesn’t satisfied only by outer side, should adopt it…
… It is high time to open the doors of Higher Education Institute widely for young science — aviation, to establish the coherent curriculum for highly qualified workers, who can help to share the knowledge in the wide circles of working masses. In RSFSR such kind of work has already started.
…Ukraine should follow this example and establish an aviation faculty as soon as possible, taking aim to prepare organizer engineers and aviation constructors. And it is already possible in the KPI”…
This string was written in 1923 and typed in the journal of Friend’s Society of Red Air Fleet of the Right Bank “Aviation and Aeronautics”. Its author — Viktoryn Bobrov, the then head of the KPI and the first director of the aircraft repair plant “Remvozdyh №6” (nowadays it is world-wide known State enterprise “Kyiv Aviation Plant “Aviant”). The article named “To the opening of aviation faculty in the KPI of the Name Comrades Rakowski” and was the only one in the number of publication of well-known scientist, engineer and aircraft industry organizer, in which he consistently asserts conception about necessity of development own aircraft building and opening the single-purpose institutions in Ukraine. Looking ahead, we mention that the Faculty of Aviation was opened in the KPI, but much more later — in 1931. It was the next victory of V. Bobrov, and without any exaggerations he can be called a parent of aviation education and industry in Ukraine.
Polytechnic Institute Student
Viktoryn Flaviantovych Bobrov was born on May 8 (April 25), 1884 in Kamyshyn, Saratov province. His father was the natural science teacher in Saratov non-classical secondary school. Family fortunes were not high enough, that’s why in 14 years Viktoryn Bobrov was forced to engage in tutoring. However, some limitations in funds did not prevent to Flaviant Bobrov to give his children a proper education, which was suitable to their interests. In 1903 Viktoryn Bobrov graduated from college and entered the mechanical department of KPI, where his elder brother Flavian had already studied.
It was significant period in the history of aviation. December 17, 1903 on the bank of Atlantic Ocean in the American town Kitty Hawk brothers Orville and Wilbur Wright had made several flights in the airplane of their own design — “Flyer 1”, the longest one was continuing 59 seconds. It was the first time in the World History when the man had taken up to the air on the vehicle, which heavier than air! Awhile, but it was the first seconds, that man had spent in the controlled flight. This information had promptly spread in the other countries. The world was gripped by aviation fever. Everywhere had started to appear the followers of American inventors. Meanwhile, the Wright brothers were not sitting idle: in 1905 they had built a new airplane “Flyer-3”, which already could overcome 39 miles! The information about new devices, other designers and the first pilots had begun to spread soon. Newspapers published vast stories about heroes — “flyers” their flights were shot on film, their portraits were reprinted in popular magazines. Shortly, the wave of delight had reached the boundless expanses of the Russian Empire.
The youngsters were especially admired by winners of Earth’s gravity. However, quite adult people — scientists, engineers and technologists were closely following by the first steps of aircraft industry. Most of them understood that these steps marked the beginning of the new phase in the history of motion to the incredible opportunities and now the crucial role in the development of these capabilities will play science and technology. Furthermore, many people desired to be involved in this new affair somehow. Most of enthusiasts were among the students of technical schools, i.e. future engineers. After a little while, amateurs of aircraft industry began to unite in clubs and societies. On the verge of 1905 and 1906 in the Kiev Polytechnic Institute was established such kind of union. However, initially it was only in the form of aeronautical section of Institute’s Mechanical society.
It should be mentioned that interest to aeronautics in the institute was not something new, than inspiration of the fashion. It had already existed four branches in the Institute, the first suggestions to create the fifth one was announced in a year after Institute establishment — in 1899. The matter, of course, not in training for specialists, but in development of vehicles which heavier than air (engineers and scientists were only dreaming about such vehicles), and about specialists who would work in the field of aeronautics. One of the largest aviation enthusiasts — Professor Mikolay Andrievych Artem’ev, talented student of M.E. Zhykovsky, had to lead a new department. However, at some stage, the project was retarded. And it is quite possibly that creating of aeronautics section could be seen as a new step towards the rebirth of the idea.
Student of the mechanical faculty Viktoryn Bobrov was one of the initiators and active participants in the creation of this association. No wonder, that significant part of aeronautic section members had chosen him as the vice-chairman. It was especially honorable, if we consider that Professor Stephen Tymoshenko widely known specialist in the field of Theoretical and Applied Mechanics was elected as the head of this section.
Aeronautical Society of the KPI and its vice-chairman
In the November 1908 section was reorganized in Aeronautical Society with departments of airplanes, helicopters, engines and ornithopters. Director of the Institute was elected as the head of this society. But practical leader of the students’ society was student of M.Zhukovsky, professor of mechanics, a passionate promoter of aircraft and gliders’ designer Mykola Delone. Viktoryn Bobrov had stayed as Vice-Chairman of the Society.
Only in 1909 more than 20 society’s meetings had taken place at which presentations and speakers were Professor M.Delone and M.Artem, students D.Fridman, E.Kasyanenko, V.Anisimov, V.Kerekesh and others. Each week students of the society were given two lectures or two reports were listened. Of course, Viktoryn Bobrov had taken a part in this agitationtional educational work permanently. And not only as a lecturer. As vice-chairman, he had engaged in a wide variety of routine issues of Society almost in a daily basis — from drawing all kinds of lists, estimates, purchase equipment, developing work plans and programs to invite experts and placement of public lectures, etc. — in short, all those addressing organizational problems, indispensable activities that demands extensive and large organization. Aeronautical Society of the KPI was the following structure: in the first year after formation it had about 200 members. It should be mentioned that many students of the Society was “the first levies” later had become widely known aircraft designers and pilots, and some of them earned great glory.
Activity of Society was not limited to training and educational activities. On the contrary, further, students had paid more attention to practical work: designing and construction of flying vehicles its own design. Around the teachers and students who had financial capacity to undertake the practical implementation of their own development, began to form entire design-engineering teams whose members had taken up any job — from preparing drawings to manufacture your own individual parts of flying vehicles, their preparation and even tests in air.
Viktoryn Bobrov had worked in such group also. Professor Mykola Delone — developer of several successful designs of gliders had managed this group in general.
Interesting fact: during the years 1909-1912 in Kiev was designed and built about 40 different types of airplanes, which exceeded the number of such vehicles that were built in other cities, including two capitals — Moscow and St. Petersburg. Almost all of them were created by students, professors and members of the KPI. Moreover, certain remoteness from European developing centers of aircraft building and inability to obtain detailed information about development of new affair in time prompted members of group to individual creativity, so they had created a number of devices with interesting design features and good specifications for that time. In those years Aeronautical Society actually served as one of the first in the country (definitely the first in Ukraine) experimental school of aviation-technical specialization. And in those years, Viltoryn Bobrov had got serious education of scientific and organizational activities which later had become his great opportunity.
Own Way
In 1901 Viktoryn Bobrov graduated with a diploma of the first degree and the title of technical engineer. For some time he worked as a mechanic at one of the largest paper factories in the ancient village Kamennoe (now - m.Kuvshynovo) in the Tver province. However, soon he had returned to Kyiv, where he was employed at the Kyivo-Pecheska water supply station, and almost at the same time had established contacts for cooperation with Kiev offices of several German engineer firms.
But aircraft industry doesn’t let him go and in 1913 V.Bobrov had finally devoted himself to the work in this area.
His professional activities as an aviation engineer had begun at the Fifth air park — the individual military aircraft maintenance parts, which located in Kyiv. It should be mentioned that in the new kind of army forces — Imperial Air Navy, which was formed in1910, such parks had played a very significant role. It was due to the extremely high reliability of material part the then aviation. For example, it is known, that at the beginning of the First World War an average service lifetime of aircraft in the Russian Army, before major repairing was only 2-3 months, their total durability was less than 9 months, and aircraft engines - less than 500 hours. Before the first partition the engine had worked about 50 hours. In this country had not existed enterprises, which repairs engines. Therefore, the entire burden of such work had laid on the aircraft parts properly. However, more or less serious repairs in squadron and also, often, in the field had made it impossible, as a part of the Imperial Military Air Force that had formed seven fleets, the first was directly in the imperial capital of St. Petersburg (by the way, three fleet were deployed on the territory of modern Ukraine). They entrusted the task of restoring aircraft. Members of these units returned in the ranks of 50% of aircraft engines, conducting repairs virtually all elements of frontline aircraft and also supplied the squadron spare parts and fuel. Consequently, the opportunities to acquire needed skills to work in aviation service had created the fleet indefinitely. Especially, for such enthusiastic man as V.Bobrov.
During the wars and revolutions
The first post of Viktoryn Bobrov in the fleet was a senior mechanical engineer. But soon he was appointed head of design department workshops aircraft engines. His responsibilities had quickly become much broader than just solving specific technical problems, especially after the war. Bobrov was preparing officers, organized and conducted trainings in technology repairs and manufacturing airplanes. At the same time he had actively implemented new ideas and inventions, among them were rotating machine gun turret fighter for "Newport" device for landing lights and other, which was very topical for that time. However, purely development activities were always prevented by war which circumstances were constantly dictating what should be done at one time or another. Moreover, for some time Bobrov had controlled organization and commissioning of gardening workshops in Sevastopol, Lviv, Przemysl, Ternopil, Zhmerynka, Poltava, Odessa. By the way, in Odessa, he had also advised the engineers of the plant "Anatra" — the largest in the south of aviation companies that operated the military orders. Revolution and Civil War had caught Bobrov at work. He was not in politics — had to act to ensure the work of army, aircraft repair workshops, protect from looting and destruction of their equipment, kept skilled workers in the atmosphere of complete demoralization.
However, in the everyday worries V.Bobrov was thinking about the future of aviation in Ukraine. In Kiev, in the turbulent years of the formation of the Ukrainian state, he had trained several specialists in comprehensively reasonable project of scheduled air transportation in the country and the opportunities of a new field of development of its productive forces. “Position paper of Ukrainian aviation professionals on the use of aviation in peacetime” was completed and submitted to the government in late March 1918. Its authors, except V.Bobrov were well-known experts who worked together in the Aeronautic Society of the KPI — brothers Ivan and Andrey Kasyanenko, head of the Ukrainian Air Force V.Pavlenko, future known aircraft, and then — well deserved, was awarded several military orders military pilot K.Kalinin and others.
In “Position paper ...” probably the first time in Ukraine, was outlining the prospects of aviation in peacetime and areas of use for the needs of society. Among them — transportation of mail, freight adjustment in the interest of various sectors, including for the safe delivery of money, the rapid spread of newspapers and magazines of the country; delivery in remote areas of books, postcards, records, films that contribute to raising general awareness and literacy, and so on — the possibilities at a time when the railroad was largely destroyed as a result of hostilities, it was extremely important. In addition, the authors of “Position paper ...” offered to use aircraft for aerial survey and mapping areas to precise delineation of land and separation of land under the Land Act of the Central Council for organizing the police service and for prompt notification of the population. Assumed as the use of aircraft during election campaigns — for campaign work and deliver ballots! Adoption of the proposals was setting out in addition operational solving some traffic problems would still maintain aircraft engineering and aviation industry personnel pilots, military aviation specialists, engineers, technicians and workers aviation companies. For successful implementation of these plans it was proposed to pass a law of establishing the aviation industry in Ukraine state monopoly and the creation of public sector management authority — the General Control of Aviation Ways, which had to be transferred in all assets of military aviation and aerial parts. It was also the formation of 8 districts with local airlines, which were sufficient to cover the entire country for development and transport provision state network of air routes. As we can see — the program of development industry, significantly ahead of its time! However, the Central Council for the month was shifted and the government took its place Hetman Skoropadsky. Although some provisions of “Position paper...” and its representatives were taken into service, the circumstances of the Civil War were not given then proceed to full-scale implementation.
To save the branch of industry
In early February 1919 in Kyiv joined the Bolshevik forces. A few days production area 5 aircraft fleet, the chief engineer who was then V.Bobrov was organized major aviation management studio Red Air Fleet Ukraine. Viktoryn Bobrov as a recognized expert of aviation industry was appointed their chief. Workshops were engaged not only with repairing of combat aircraft, but also were providing training aviation specialists: on the basis of their established two schools: aircraft technicians and mechanics at the Kiev Polytechnic Institute, and flying, which is located at the airport in Post-Volynsky.
However, in summer atmosphere of the Civil War was escalated again. Over Kyiv threatened invasion, and in August, before the capture of Denikin connections, workshops were evacuated. A V.Bobrov was transferred to Moscow, where he received a new assignment —chief of the Joint Aviation workshops of the Moscow Aviation School. At the same time he was involved in the organization of aviation and participated in scientific and experimental research “Father of Russian aviation” Professor M.E.Zhukovsky, he created in the Central Aero-Hydrodynamic Institute. However, then in Moscow V.Bobrov had to work for a long time: soon he was appointed head of the Department of the Red Air Fleet Ukraine in Kiev and Kharkov Military District, and after the final establishment of Soviet power in Ukraine — Ukraine Aircraft Inspector.
Since the beginning of his appointment, he had begun to struggle for the preservation and development of the aviation industry in Ukraine. In August 1920 the order of Heads, the 5th fleet was disbanded and its equipment and assets transferred to aviation units deployed in Yelets. Against this appeared only V.Bobrov: he had written the position paper to the Chairman of the Main Directorate of aircraft factories combined, which is subjected to harsh criticism activity center and demanded to stop the squandering of property and equipment and aircraft parts companies in Ukraine. However, recognizing that turn deported will not succeed, offered to put him responsible for creating new aircraft workshops in Kiev, followed by turning them into full-fledged aircraft factory. Moreover, in early September V.Bobrov led a special delegation of experts and went to Moscow to personally apply for opening in Kyiv Aviation Enterprise. In his opinion, it was best to Kyiv in order to become a center of Ukrainian aviation industry, science and education. This position, incidentally, he had championed over the years of its work in Ukraine, and the arguments in its support outlined in many articles published in newspapers and magazines air 20 of those years.
Finally the Ukrainian specialists’ persistence was rewarded by arrangements № 15187 of the Board (Council) of Military Industry Emergency Authorized the Defense Board of Supply the Red Army and Navy. As the result of this in 1920 on the 9th of September the new Aircraft Plant with two departments was established in Kyiv. There were an aircraft repair and the radiator-series divisions. The new enterprise got the name NAP №12 (State (Public) Aircraft Plant). The temporary administrator of this plant was appointed Viktoryn Bobrov. Within a short period of time the reparation of aircraft of foreign brands , that were as armament of Red Army, and engines was organized by the aviation enthusiasts from Kyiv and Bobrov. They, also, mastered the production of air radiators. A year later the radiator-series division was transferred to Moscow. The plant was subordinated to the Board of plants and factories enterprises VPS (ВПС) “Prompovitria” and it was renamed to “Rempovitria-6” (today it is the State Enterprise “Kyiv Plant “Aviant” ”). V. Bobrov was appointed as the rightful Head of this enterprise.
Rector
Storms of the revolutions and the Civil War were like a crushing blow for the National Polytechnic Institute. In those years classes were conducted partially; the amount of students and teaching staff reduced; a great amount of property and equipment was destroyed or stolen; the library lost a large part of its funds. With the onset of peace The Board of KPI, the Board of Professors and the public Committee began to make attempts to restore the life of the institution. Achievement of this aim required a complete reorganization of the institute's life. In 1920 on the 8th of November the arrangement № 184 was issued by Commission on Institutions of Higher Schools in Kyiv that initiated a new life. According to this arrangement the solution of the main problems in organizational and administrative support of the Institute was the task of the Organizational Board. The members of this board were professors and the stuff of KPI, also, there were included several former graduates from the University. V. Bobrov, also, became a member of the Board.
The Organizational Board under the direction of Sergey Veselovsky, who was the Professor of KPI, active public figure and, in recent years, the participant in the struggle for liberation, worked until the end of March 1920. The major achievements of it were the resumption of the regular classes, approving of the new curricula, and formation of renewed teaching stuff.
The new Rector Ivan Kuharenko, who was the Professor and the Head of agricultural production technology institute, continued the course of the Organizational Board to restore and reformate the Institute’s life. Kuharenko worked as a Rector just a few months because he was overloaded with work outside KPI. Nevertheless, during those months he did a lot of.
First of all, the first postwar admission of students was conducted to the University. There was opened the first faculty in the city for preparation of young workers to study at the University in the future. Also, the graduation of specialists had been increased. In 1921 Kuharenko resigned as a Rector. On December 15, 1921 V. Bobrov was appointed in his place. It should be added that this appointment was not accidental, at that time Viktoryn Phlavianovych was not only the Head of the Plant “Rempovitria-6” but, also, he taught General Engineering at the Faculty of Electric Engineering in KPI and since March 1, 1921 he had held office of deputy dean of the Mechanical Faculty. The new Rector began to revive the economy of the University as it could not recover after devastating war years. A Statement, that had been drawn up on December 19, 1921, about transferring of University’s cases to the new Rector (V.Bobrov) shown the interesting condition of the University (language, style and spelling of the original are retained):
“All buildings of KPI are in need of repair; sewage system is not working due to lack of water; sanitary situation of KPI is too bad and solution of these problems is obligatory. The central heating is out of work and needs repair… The Institute is out of fuel, the firewood has not delivered yet. The carts and harnesses are out of order. There are just one sleigh and two horses that do not have what to eat as there is lack of fodder. There are 40pounds of oats and 20 pounds of combined food. Financial statements are miserably.
Since February to December there were 13 burglaries. Those cases were brought before the SUDUGROZ but nothing had been tracked down. The Institute’s security needs enhancement of the staff…etc.”
V. Bobrov could concentrate entirely on the job at the University just after the place of the Head of “Rempovitria” was taken by V. Herasymenko-Lenskyij. He began to solve the most pressing and urgent problems. V. Bobrov was able to recover the University’s situation. The new Rector even had to establish a civilian duty that saved in KPI to 1925. The University’s business went up. Students got the opportunity to use KPI library’s reading room. The academic circles began their function. And the most important thing was that in a short period of time the laboratory equipment was repaired. Moreover, the aircraft workshops, the radio-technical laboratories, the research station of agricultural production were created.
On February 1922 was done re-registration of the students. There were 2081 students at the University. In the spring 75 graduates got diplomas and 510 freshmen entered the University. At the beginning of 1922/23 were repaired 4 steam boilers by special created students’ team and professional workers. All University’s buildings were heated and water was supplied to every building. Since 1915 it was the first time when it was possible to work in all buildings of KPI!
Aeronautical specialization
In the early days of work the new Rector initiated creation and opening of Aeronautical specialization at the Mechanical faculty of KPI, and in 1921 the first students were accepted into that faculty. Curriculum of Aeronautical specialization included the courses of aviation discipline, the educational and demonstration aircraft workshops, Aviation Museum and cabinet of Aircraft motor building were equipped by employees and students of KPI. V. Bobrov was a founder and the Head of the Board of Aviation Department.
We should note that the program of operation of individual faculty of Aviation was included into curriculum of KPI several times but every time it was expunged by authorities. At the same time the successful preparation of specialists of this profile was included into the annual statements. As it was impossible to open the individual faculty so V. Bobrov initiated to establish the Aviation Sci-Technical Society (ASTS). It fulfilled functions of the Subject Aircraft Commission and partially functions of Aircraft Faculty because the part of its activity was to hold practical and theoretical teaching of students. Studying was on the high level as there taught such great professors as O. Kotelnykov and I. Shtayerman, pro-rector of KPI Ivan Kasyanenko and his brother Andriy Kasyanenko and others. The Head of the ASTS was elected V. Bobrov. By the way, he taught designing of airplanes at the ASTS.
In the ASTS were such sections as scientific and research, industrial, flight section and section of aircraft engines. On May 1923 the ASTS together with the Society of Friends of Red Air Fleet at Right Bank began publishing an illustrated magazine that called “Aircraft and Aeronautics”. The significant part of its information was prepared by members of the ASTS. This edition was interesting both for specialists and for aviation enthusiasts. For educational purposes the Aviation cabinet was established at the Institute. There were samples of aeronautical equipment and nodes of aircrafts. In the first year of the ASTS’s existence with members own hands was repaired such aircrafts as “Vuasen” and “Anasal”. In the middle of 20s students of KPI built the whole series of gliders, which had such names as:
KPIR-1, KPIR-1bis, KPIR-3, KPIR-4. Exactly in the ASTS and in this circle the first steps was made to the sky exploration by O. Antonov, O, Hratsianskiy, S Korolov, M. Polikarpova, D. Tomashevych, V. Tairova and others national specialists.
In 1924 the separate Aircraft Construction Department was opened at the Mechanical Faculty of KPI. It was headed by V.Bobrov. The technological direction was the feature of this Department.
In 1925 was the first graduation of the aeronautical engineers who studied at the Mechanical Faculty of KPI. Their diploma projects were connected directly with real requirements in economy. Konstantyn Kalinin, who was an aircraft designer, was one of the first graduates of this Faculty. He defended his diploma with the statements which evidenced that state tests of his firs aircraft, which got a name
K -1, were completed. The vehicle was found to be suitable for exploiting in civil aviation.
Time to Reforms
The wounds that were caused by revolutions and the Civil War did not inhaled by themselves. The economic recovery is the best way of its treatment. The 20th years of 20th century were the revival years of industry in the former USSR. The direction of KPI that was headed by V. Bobrov realized that they should prepare really worthy generation of professional specialists to support national economy. In 1924/25 academic year the Institute almost reached pre-revolutionary preparation of engineers at all Faculties. At the same time the new requirements to specialists and rapid technical progress caused changes in the curriculum and creation of new, modern manuals and tutorials. The training workshops of KPI, the chemical plant, the auto workshops provided for students the very important component of study. The amount of graduates had been increasing that required to supplement the teaching staff. By the way, the new staff had got preparation at this University. At the beginning of the First Five-Year Plan 65 postgraduates studied in KPI. Many of them became famous scientists and teachers not only in Ukraine but in others countries. Students were involved to different scientific circles and seminars that helped in preparation of the future teachers. For instance, in 1923-24 there were just 101 members in circles and in 1924-25 were over 1100 members.
KPI extended relations with the Academy of Science of the URSR, and Universities from Kharkiv, Moscow, Leningrad and Baku. At the end of 20th the way of changes swept through all Universities of the country, including KPI. The Government of the country considered that actions of the Universities did not correspond to the practical tasks of country’s industrialization. On July, 1928 the issue of engineers’ training was submitted for discussion to the plenum of the Central Committee of the CPSU. The imposed tasks to the University were defined in the resolution “About improving of studying of new specialists". On November 1929 appeared a new resolution “About staff of the national economy”. As the result the range of specialties had been expanding, the new faculties and institutes opened.
These processes could not pass over KPI. V. Bobrov was transferred to the Head of the Research Institute of Industrial Energy. Nevertheless, he did not live the position of the Professor at the Aircraft Faculty. Moreover he made great efforts to open a separate Aircraft Department at the Institute. And in 1931 it was opened!
Soon after this in 1933 on its base Kyiv Aviation Institute was created (now it is National Aviation University).
Professor of MAI
In 1931 V. Bobrov was transferred to Moscow at the Aviation Plant №39 named after V.R. Menzhynskiy. In 1933 he was the Dean of the Aircraft Faculty at Moscow Aviation Institute. Since 1936 to 1937 Viktoryn Bobrov even headed this University at the same time he began his favorite scientific activity again. He wrote educational accessories and aircraft-books. He paid a great attention to the graduates, academic advising, editing and reviewing of special papers etc. It should be noticed that V. Bobrov is a rare case in the University’s history as he did not have any academic degrees but according to the references of National Expert Commission many of his scientific works exceeded the level of dissertation of that time! In 1939 the Supreme Certification Commission of the USSR confirmed him the academic status of Professor. An educational process did not break off even in the period of the Great Patriotic War. On October 1941 the majority of teaching staff, students and equipment were evacuated to Alma-Ata and in 1942 the educational process was reactivated in the buildings of Moscow Institute. During the War the curriculum of specialists preparing was cut off to 3.5 years and all research projects were reoriented to the military subject. V. Bobrov, who was one of the most popular and talented scientist, was in the centre of this work. On April 25, 1944, in spite of all the circumstances of the War, his 60th anniversary was celebrated at the Institute and on September 1945 he was decorated with the Order of the Red Banner of Labour.
There is no doubt that Viktoryn Bobrov could do many great things for Aviation science in peaceful times. Unfortunately, on April 17, 1946 he tragically passed away because of blood poisoning. Still he left a great stock of knowledge for future generations.
Michael Zgurovsky, Rector of NTUU “KPI”.
Translated by Parahnevich Anastasiia and Sytenko Alina, LA-02