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Multi-dome parachute system. Domestic weapons and military equipment ps mks 350 9 components

PARACHUTE FREE PLATFORM SYSTEM (PBS) "SHELF"
PARACHUTE DEVIL PLATFORM SYSTEM (RBS) "SHELF"

21.04.2012
As part of the implementation of the plan of the State Defense Order for 2012 for the needs of Airborne troops(Airborne Forces) will be purchased and a large batch of new airborne equipment and property.
Thus, by the end of this year, it is planned to supply the troops with more than 100 sets of new Shelf strapdown parachute systems (PBS), as well as multi-dome parachute systems and special equipment for updating airborne systems.
PBS "Shelf" is designed for parachute landing of combat vehicles from Il-76, An-22, An-70 aircraft at altitudes from 300 to 1500 m. The service life of the PBS with 5 standard and water applications is no more than 10 years.
Enterprises and factories that are leaders in the domestic parachute building market are involved in the production and supply of airborne equipment for the re-equipment and supply of military units and airborne forces.
The last time new equipment for airborne equipment of the Airborne Forces (more than 20 sets of PBS "Shelf") was supplied to the troops in 2010 (Press Service and Information Department of the Ministry of Defense of the Russian Federation)

18.01.2014
By the end of 2014, the command of the Airborne Forces plans to replace the landing equipment on more than 100 airborne combat vehicles with the new Shelf parachute strapdown systems (PBS). The same number is planned for delivery to the Airborne Forces in 2015. First of all, the re-equipment will affect the Ivanovsky and Ulyanovsk formations of the Airborne Forces.
Major General Alexei Ragozin, Deputy Commander of the Airborne Forces for airborne training, said that "in total, by 2020, it is planned to supply landing equipment to our formations in such volumes that will completely update the existing fleet of airborne equipment."
PBS "Shelf" is designed for parachute landing of combat vehicles from the VTA Il-76 and An-22 aircraft with a flight weight of up to 10 tons.

14.11.2014
By the end of 2014, the Aviation Equipment Holding of Rostec State Corporation will supply the Ministry of Defense of the Russian Federation within the framework of the state defense order (SDO) 75 sets of the PBS-925 parachute-strap-down system (Shelf 2 complex) worth more than RUB 500 million. The unique system can operate at extremely low temperatures, which, for example, will allow it to be used to deliver equipment from the air within Russian project for the development of the Arctic shelf.
The Shelf 2 complex is designed for the landing of heavy armed military and special equipment (VVST), including an amphibious armored personnel carrier (BTR-D), onto land and water from IL-76 aircraft. At the same time, the flight speed of an aircraft when dropped from an altitude of 300 m to 1500 m can reach 400 km / h.
The PBS-925 parachute strap-down system is produced by the Aviation Equipment holding on the basis of the Universal Moscow design and production complex.

FREE PARACHUTE SYSTEM PBS-915 "SHELF-1"

PBS-915 "Shelf" was developed by the Feodossiysk branch of the Research Institute of PS in the late 1970s - early 1980s. At the same time, a similar competitive system 3P-170 was developed at the Universal Industrial Complex. On the basis of multi-dome systems with a unified unit, the Shelf-1 and Shelf-2 systems have been developed, allowing the landing of equipment with a crew.
In the early 1980s. for the supply of the Airborne Forces and the Air Force received a strapdown parachute system PBS-915 "Shelf", developed by the Feodosia branch of the Moscow Research Institute of Automatic Devices (now FSUE "Research Institute of Parachute Engineering"). It used the newly developed NII AU parachute systems MKS-350-9 and MKS-760F and the shock-absorbing system developed by the Feodosiya branch. The ISS-350-9 parachute system "reduced" the minimum landing height to 300 m, which contributed to the landing accuracy.
MKS-350-9 has 9 domes, the area of one dome is 350 sq.m.
The Shelf landing equipment included a parachute platform with a parachute system, a cable system, cut-off locks, a UVS-2 signal issuing device, a guidance system, a shock-absorbing system mounted under the bottom of the BMD, and special equipment. Row technical solutions and finished units of the Shelf system was borrowed from the previously developed products of the Universal plant.
The Shelfs of all modifications use pneumatic cushioning similar to the one on the P-7 platform - three pairs of shock absorbers that fold under the bottom of the car.
Purpose: The PBS-915 Shelf parachute strap-down system is designed for parachute landing of BMD-1P, BMD-1PK combat vehicles from IL-76, AN-22, AN-70 aircraft.
Shelf also counted on landing the crew inside the vehicle on the Kazbek-D seats.
The Shelf landing gear was supplied to the Air Force and Airborne Forces under the designation PBS-915, hereinafter PBS-925 (Shelf-2).
PBS-925 (Shelf 2 complex) - designed for parachute landing of an armored personnel carrier BTRD and vehicles based on it (type 2S9, 2S9-1, 1V-119, 932, etc.) on land and water from IL-76 (M, MD , MD-90).
Serial production of PBS-915 Shelf (Shelf-1) was transferred to Kumertau Aviation Production Association, and in the 1990s. - in Taganrog (JSC "Taganrog Aviation"). Finally, in 2008, the production of PBS-915 was transferred to Moscow at the FSUE MKPK Universal.
Also in service was the PBS-915 (916) Shelf-3 parachute-strap-down system for the BMD-2.
In 2008, the Research Institute of Parachute Engineering became part of the Rostec Aviation Equipment Concern. The Institute produces a whole line of parachutes specially for the Airborne Forces. paratroopers complexes are multi-dome parachute systems fourth generation... These, in particular, include strapdown complexes for parachute landing of military equipment with a crew Shelf-1 and Shelf-2, which are in service with the Airborne Forces.
In 2012, the troops were supplied with more than 100 sets of new Shelf strapdown parachute systems (PBS), as well as multi-dome parachute systems and special equipment for upgrading airborne systems. The last time new equipment for the airborne equipment of the Airborne Forces (more than 20 sets of PBS Shelf) was supplied to the troops in 2010.
By the end of 2014, the command of the Airborne Forces plans to replace the landing equipment on more than 100 airborne combat vehicles with the new Shelf parachute strapdown systems (PBS). The same number is planned for delivery to the Airborne Forces in 2015.

SPECIFICATIONS

Flight weight BMD 8100-8500 kg
Drop height 300-1500 m
Elevation of the landing area above sea level up to 1500 m
Flight speed on the instrument when dropping 260-400
Flight weight
Shelf 1068 kg
ISS-350-9 608 kg
VPS-8 47 kg
guidance system GSO-4 80 kg
Shock-absorbing system АС-1 220 kg
Life time
Shelf 10 years
ISS-350-9 12 years old
VPS-8 12 years old
Number of applications
Shelf 5 or 1 per water
OKS-540 7 or 1 for water
VPS-8 5

Sources: bastion-karpenko.narod.ru, desantura.ru/forum, coollib.net, www.rulit.net, mkpkuniversal.ru, etc.

The editors are grateful for the help in preparing the material to the Deputy Director of FSUE "MKPK" Universal "V.V. I live, as well as to the staff of FSUE "MKPK" Universal "V.V. Zhebrovsky, A.S. Tsyganov, I.I. Bukhtoyarov.

Brand new theme

On May 20, 1983, the Resolution of the Central Committee of the CPSU and the Council of Ministers of the USSR No. 451-159 “On conducting experimental design work to create an airborne combat vehicle of the 1990s. and the means of its landing ”. ROC on the airborne combat vehicle received the code "Bakhcha" ( ), and by means of landing - "Bakhcha-SD".

When developing a new airborne combat vehicle and the landing equipment themselves, the scale of the tasks set before the Soviet Airborne Forces in case of war and the more complicated conditions for airborne operations were taken into account. The potential adversary, of course, took into account the role assigned to the Airborne Forces and the possibility of massive parachute landing in his rear of personnel and military equipment. In the course of the exercises of the armed forces of the NATO countries, the issues of combating airborne assault forces were practically necessarily worked out, and assault forces were supposed to be carried out by forces from the battalion and above. In Great Britain, for example, in September 1985, the Brave Defender exercise was held with practical training of tasks to combat airborne assault forces throughout the country. The American charters emphasized that commanders of all levels, when planning a combat operation, must resolve issues of protection and defense of the rear of their troops. Reconnaissance assets were improved, short-range and long-range detection and warning systems were deployed, air defense systems were involved in the fight against airborne assault forces - from individual formations to the scale of a theater of military operations.

To combat the disembarking assault forces, in addition to the protection forces of facilities and bases in the rear areas of the troops, battalion, regimental, brigade mobile tactical groups were formed from armored, mechanized and airmobile units. Among the countermeasures, it was envisaged: shelling of military transport aircraft and landing forces during the landing, the attack of the landing enemy by a mobile tactical group with the support of tactical and army aviation, cannon and rocket artillery, using the initial disorganization of the landing, with the aim of either destroying or shackling its forces. The appearance of reconnaissance and strike complexes increased the possibility of defeating the landing force in the landing area.

A comprehensive solution to the problems of reducing the vulnerability of the parachute landing was required, including increasing the surprise and secrecy of the landing, an increase in the number of equipment and personnel dropped by one echelon, and the accuracy of the landing, and the reduction in the time of landing and the time between landing and the start of combat operations of the landing.

The main requirement for the family of airborne vehicles put forward by the Airborne Forces was the landing from military transport aircraft of the Il-76 (Il-76M) and An-22 type of combat vehicles with a full combat kit and refueling, as well as with a combat crew (two crew members and five landing man) placed inside the vehicle. At the same time, the Il-76 was supposed to lift up to two machines with landing equipment, the Il-76M - up to three, the An-22 - up to four. The landing was planned to be carried out on land (including high-altitude sites) and on water (with waves up to 2 points). The landing facilities were supposed to guarantee a decrease in the minimum allowable landing height, the minimum possible ratio of their mass to the mass of the dropped cargo (combat vehicle with ammunition and crew), and use in various climatic and weather conditions. The likelihood of an airborne operation after the enemy strikes and disabling roads and a number of airfields required the ability of combat vehicles with mounted landing gear to make a long march to loading airfields, overcoming water obstacles.

On November 30, 1983, the Department of Orders and Supplies of Aviation Equipment and Armaments of the Air Force issued the Moscow Aggregate Plant "Universal" the tactical technical task# 13098 for the development of strapdown landing gear for the new BMD. The development of landing equipment on the "Bakhcha-SD" theme began under the leadership of the chief designer and responsible head of the "Universal" plant A.I. Privalov and Deputy Chief Designer P.R. Shevchuk.

In 1984, "Universal" issued the Scientific Research Institute of Automatic Devices (Scientific Research Institute AU) technical assignment No. 14030 for the development of a parachute system. The work at NII AU was headed by the director of the institute O.V. Rysev and Deputy Director B.N. Skulanov. The design of the landing facilities was carried out, of course, in close cooperation with the VgTZ development team headed by the chief designer A.V. Shabalin and Deputy Chief Designer V.A. Trishkin.

If the family of machines based on the BMD-1 made it possible to create each next complex of landing equipment based on previously developed samples with a high degree of unification, now there could be no question of continuity in units and assemblies. Tactical and technical assignment for " combat vehicle landing of the 90s "(received the designation" Object 950 "in development, in production -" product 950 ") assumed a qualitative improvement in its characteristics in comparison with BMD-1 and BMD-2 and a corresponding increase in size and weight. The planned mass of the new BMD (12.5 tons) was more than 1.5 times greater than the mass of vehicles of the BMD-1 family - BTR-D. In combination with the need to drop the entire crew inside the vehicle, with very strict restrictions on the mass of the landing equipment themselves, this forced the entire complex to be re-created. Of course, a rich stock of technical solutions was used, which were previously found by specialists of "Universal" and NII AU in the course of other works, but the design had to be new. In fact, a full range of research and development work was required.

Taking into account the novelty of the task, the Customer agreed that final choice schematic diagram the landing will be done at the stage of protection of the technical project.

Of the two main schemes of strapdown landing equipment, worked out for vehicles of the BMD-1 - BTR-D family (parachute or parachute-jet system), a multi-dome parachute was chosen, providing greater reliability, which was paramount considering the landing of the calculation. Placing the crew on universal seats instead of special cushioned seats required the developers to guarantee vertical overloads upon landing of no more than 15 g. A multi-dome system combined with energy-intensive shock absorbers could provide this. Therefore, the version of the parachute-jet system was not considered at the stage of the technical project.

In December 1985, at the Universal plant, a meeting of representatives of the Customer and industry was held on the issue of approving the technical appearance of the Bakhcha-SD equipment. The chairman of the meeting was the commander of the Airborne Forces, General of the Army D.S. Sukhorukov, Deputy Commander Lieutenant General N.N. Guskov, from the Customer - G.I. Golubtsov, from the Universal plant - N.F. Shirokov, who replaced A.I. Privalova as head and chief designer of the plant, from NII AU - director of the institute O.V. Rysev and the head of its Feodosia branch P.M. Nikolaev, from GK NII VVS - head of department A.F. Shukaev.

The meeting considered three options for strap-down parachute landing gear:

A variant of the Feodosia branch of the Research Institute of AU was presented by P.M. Nikolaev. It was, in fact, the modernization of the PBS-915 Shelf type landing equipment with self-filling air cushioning;

Variant of the "Universal" plant with self-filling air cushioning "Malysh". Leading designer Ya.R. Grynshpan;

A variant of the "Universal" plant with air cushioning of forced filling with an overpressure inside of 0.005 kg / cm2. The chief designer N.F. Shirokov.

As a result of a comprehensive study, it was decided to create a landing facility according to the third option, which provides a higher energy intensity of depreciation and less overload on the body of the vehicle and the location of the calculation upon landing. The development received the factory code "4P248", the customer assigned it the code "PBS-950".

The design of the 4P248 landing equipment (for brevity, also called the "4P248 system") was carried out in the 9th department of the Universal plant under the leadership of the head of the department G.V. Petkus, head of the brigade Yu.N. Korovochkin and leading engineer V.V. Zhebrovsky. The calculations were carried out by the department headed by S.S. Filler; the tests of the landing equipment at the plant were supervised by the chiefs of the test departments P.V. Goncharov and S.F. Gromov.

The main problems that the development team had to solve again include the creation of:

A new installation and shock-absorbing device (skis with shock absorbers and a central unit), which would ensure the loading of the equipped BMD into the aircraft, its fastening in the cargo compartment of the aircraft on roller conveyor equipment, the safe exit of the vehicle from the cargo compartment during landing and automatic switching on in the operation of parachute and shock-absorbing systems. The 4P248-1503 forced filling air damper was designed;

A unit designed for forced filling of shock absorbers atmospheric air in a volume that ensures the damping of the kinetic energy of the load upon landing. The unit was named "pressurization unit" and received the factory code "4P248-6501";

Multi-dome parachute system, which would ensure safe landing and splashdown of the "Object 950" with full combat crew. The development of the ISS-350-12 parachute system was carried out at the Research Institute of AU under the leadership of Deputy Director B.N. Skulanov and the head of the sector L.N. Chernysheva;

Equipment that allows the BMD with mounted landing gear to march up to 500 km with overcoming water obstacles;

Electrical equipment located inside the "Object 950" to provide crew members with light information about the stages of the landing process, as well as to control the accelerated unmooring of the landing equipment after landing.

The decision made at the said meeting did not at all cancel the search for other possible options for the implementation of the amortization device. Among them was the principle of an air cushion. On the basis of the decision of the State Commission of the Council of Ministers of the USSR on military-industrial issues dated October 31, 1986, the Universal plant was given a technical assignment for carrying out research work "Investigation of the possibility of creating means of landing equipment and cargo using the principle of an air cushion." "Universal", in turn, in 1987 issued a task to the Ufa Aviation Institute. Sergo Ordzhonikidze (UAI), who previously conducted a similar study within the framework of the research project “Vyduvka”. The newly opened R&D project received the code "Vyduvka-1" and was completed in full.

In the course of this research work, the landing of the "Object 915" (BMD-1) was studied, but it was assumed that the same principle could be used for heavier objects. The shock-absorbing device was an inflatable "skirt" attached under the bottom of the combat vehicle, which, during the descent, was unfolded with the help of pyrotechnic gas generators. Forced injection of air under the "skirt" was not performed: it was assumed that upon landing, the machine, due to its inertia, would compress the air in the volume limited by the "skirt", spending a significant part of its kinetic energy on this. Such a system could work effectively only under ideal conditions and on a perfectly level ground. In addition, the depreciation system proposed by the UAI provided for the use of an expensive rubberized SVM fabric, and was difficult to prepare for use. And this work was completed when the 4P248 funds had already passed the stage of state tests. The final report on research, approved by the head of "Universal" in December 1988, recognized its results as useful, but read: "The use of the principle of a gas-air cushion in the landing device according to R&D" Vyduka "and R&D" Vyduka-1 "for the development of landing systems is inexpedient".

As part of the work on the topic "Bakhcha-SD", other research projects were also opened. The previously developed strapdown landing gear for BMD-1, BMD-2 and BTR-D - experimental 3P170, serial PBS-915 (925) - included guidance systems in the direction of the wind before landing. The turn with their help of the dropped object at the stage of parachute descent with the longitudinal axis in the direction of wind drift made it possible to ensure a safe landing at wind speeds in the surface layer up to 15 m / s and thereby expand the range of weather conditions for the use of parachute landings. However, a mechanical guiderope of the type used in PBS-915 (925), which effectively operated at a wind speed of 10–15 m / s, when it decreased to 8–9 m / s, it simply did not have time to operate: when the object was lowered, a “slack” of the guiderope link was formed , and he did not have time to stretch and turn the object before landing.

NII AU together with the Moscow Aviation Institute named after Sergo Ordzhonikidze developed a solid-propellant attitude control system (R&D "Air"). The principle of its operation was to turn the dropped object using a reversible jet-jet engine with a solid-fuel gas generator, which was switched on and off by the system. automatic control... The commander of the landing vehicle received data on the height of the landing and the estimated direction of the wind drift before the landing from the aircraft navigator and entered it into the automatic control system. The latter ensured the orientation of the object in the process of descent and its stabilization until the moment of landing.

The attitude control system was tested with a joint landing complex (KSD) and with a BMD-1 mock-up; a calculation was made for the landing equipment of the Object 688M (Fable) and Object 950 (Bakhcha) combat vehicles. The prospects of the system for use in the Airborne Forces were noted by specialists from the 3rd Central Research Institute of the Ministry of Defense. The research work was completed in 1984, a report was released on it, but the topic did not receive further development - mainly due to the lack of the possibility of accurately determining the direction and speed of the wind near the ground in the area of the landing site. In the end, the use of any orientation system in the 4P248 was abandoned. The calculation was made on the fact that two air shock absorbers, in the process of air release from them after landing, form shafts on the sides of the load, which will prevent overturning due to lateral drift.

It is appropriate to remember here research work on the choice of materials for the means of depreciation of parachute platforms and containers, carried out abroad (primarily in the USA) back in the 1960s. Foam plastics, kraft fiber, honeycomb metal structures were investigated. The most advantageous characteristics were found in metal (especially aluminum) honeycombs, but they were expensive. Meanwhile, at that time, air cushioning was already used on American and British parachute platforms of medium and heavy lifting capacity. Its characteristics were quite satisfactory to the customers, but subsequently the Americans abandoned air cushioning, referring precisely to the difficulties of ensuring stability and preventing the platform from overturning after landing.

The parachute system MKS-350-12 was designed by NII AU on the basis of a unit with a parachute with an area of 350 m 2, unified both with the already adopted systems PBS-915 (-916, -925, platform P-7), and with the one being developed at the same time the MKS-350-10 system for the P-211 landing equipment of the Gagara boat.

Research and development work carried out in the early 1980s showed that the most effective way to reduce the minimum height of cargo drop is associated with the abandonment of main parachutes with a large cutting area (as in the systems MKS-5-128M, MKS-5-128R and MKS-1400 ) and the transition to "bundles" (or "packages") of non-reefed main parachutes of a small area. The experience of creating the ISS-350-9 system with 350 m 2 main parachute blocks confirmed this conclusion. It became possible to develop multi-dome systems according to a "modular" scheme: with an increase in the mass of the dropped cargo, the number of blocks of the main parachutes simply increased. Note that in parallel with the ISS-350-9, the ISS-175-8 system appeared with half the area of the main parachute canopy, intended to replace the single-dome system in the PRSM-915 (925) jet parachute systems - for the same purpose of reducing the minimum landing height ...

In both systems, for the first time in the practice of parachute construction, a method was used to increase the uniformity of loading and improve the filling characteristics of multi-dome systems by using small-area braking parachutes and an additional pilot chute. Braking parachutes were put into operation earlier than the main ones and reduced the rate of descent of the dropped object to a level that provided acceptable aerodynamic loads for each of the main parachutes when they were deployed and filled. The connection of each of the canopies of the main parachute with an additional pilot chute (DVP) with a separate link led to the fact that the fiberboard, as it were, "automatically regulated" the process of filling the canopies. When the main domes were opened, a “leader” was inevitably formed - a dome that opened earlier than the others and immediately took on a significant load. The force from the fiberboard could somewhat “dampen” such a dome and prevent it from fully opening too early. Ultimately, this was to ensure uniform loading of the entire parachute system during deployment and improve the characteristics of its filling. In the PBS-915 system with the nine-dome ISS-350-9, this made it possible to reduce the minimum landing altitude to 300 m at a maximum altitude of 1500 m, the range of aircraft flight speeds on the instrument (for the Il-76 aircraft) from 260 to 400 km / h. This altitude and speed range, it should be noted, has not yet been surpassed either in domestic or foreign practice of parachute landing of cargo weighing up to 9.5 tons.

The same minimum landing height of 300 m was included in the tactical and technical assignment for the development of the Bakhcha-SD equipment, it was even supposed to “work out the issue of reducing the landing heights to 150-200 m”. Maximum height the landing was set at 1500 m above the site, the altitude of the site above sea level - up to 2500 m, the flight speed on the instrument during the landing was to be in the range of 300-380 km / h for the Il-76 (Il-76M) aircraft and 320-380 km / h - for An-22.

A new automatic uncoupling P232 with a non-duplicated unlocking clock mechanism, developed by the Universal plant, was introduced into the 4P248 funds. Moreover, it was created in the development of the 2P131 auto uncoupler from parachute platform P-16.

The production and technological requirements of the TTZ are interesting: “The design of the landing equipment should take into account the technology of serial manufacturing plants and the most progressive methods of manufacturing parts (casting, stamping, pressing) and allow the possibility of manufacturing parts on CNC machines ... Raw materials, materials and purchased products should be domestic production» ... The design documentation of the letter T (technical design stage) for the 4P248-0000 landing craft was approved already in 1985. In the same year, the first three copies of the BMD "Object 950" ("Bakhcha") passed factory tests and state tests of the MKS-350- parachute system took place. nine.


"Object 950" with landing equipment 4P248, loaded onto the Il-76 aircraft

BMD "Object 950" with landing gear 4P248 after landing

To carry out preliminary tests of 4P248, the Universal plant and NII AU in 1985-1986. prepared prototypes of the landing equipment, as well as the overall mass models of the "Object 950". At the same time, it was taken into account that the mass of the product presented for state tests in 1986 exceeded the planned one - 12.9 tons instead of the initially set 12.5 tons (later the new BMD will still "get heavier"). At that time, 4P248 funds appeared under the changed cipher "Bakhcha-PDS", i.e. "Paratroopers".

Preliminary ground tests of 4P248 took place from September 1985 to July 1987. During these tests, 15 head dropping droppings were carried out, including physiological experiments, as well as dropping onto the water surface using a crane (in 1986). It was determined that "... air shock absorbers 4P248-1503-0 with preliminary pressurization of the chambers ensure the landing of the product" 950 "on the parachute system at a vertical speed of up to 9.5 m / s with overloads on board the product no more than 14 units, and on universal seats in the parachute drop position along the x 'axis no more than 10.6, along the y' axis no more than 8.8 units and allow one-time use; universal seats, taking into account the performance of measures with the normal operation of the depreciation means, ensure the tolerance of the landing conditions by the crew members ... when dropped into the water, the 4P248-0000 landing equipment provides a splashdown on the parachute system at a vertical speed of up to 9.8 m / s with overloads on board the product no more than 8 ,5; received overloads do not exceed the maximum permissible, regulated by medical and technical requirements for these facilities ".

True, the membranes did not work during splashdown. exhaust valves, which greatly deteriorated stability even at smooth surface... Modeling wind drift on a pile driver at a speed of up to 12 m / s when landing on land did not result in overturning. During flight tests, two mock-ups and one real "Object 950" with 4P248-0000 means were dropped from the Il-76MD aircraft singly, in series and by the "Zug" method at instrument flight speeds of 300-380 km / h. Preliminary flight tests with dropping from the An-22 aircraft took place only in 1988.

Although in general, according to the preliminary test report of September 30, 1987, "The means of landing the product" 950 "4P248-0000 ... have passed all types of preliminary tests with positive results", revealed a number of unpleasant surprises in the operation of the 12-dome parachute system. Already at the initial stage, it became clear that at high indicated landing speeds, the parachute system is not sufficiently strong (line breaks, fabric tears from the power frame of the main parachute canopies, "leading" in the filling process), and at the lower limit of the specified altitude and speed range of application, it is unsatisfactory. filling of the canopies of the main parachutes. Analysis of the results of preliminary tests revealed the reasons. In particular, an increase in the number of braking parachutes (their number corresponds to the number of main parachutes) led to the formation of a noticeable aerodynamic shading zone, into which the main parachutes located closer to the center fell. In addition, a turbulence zone formed behind the braking parachute bundle, which negatively influenced the process of filling the main parachutes as a whole. In addition, while maintaining the same length of connecting links in the 12-dome system as in the ISS-350-9, the “central” domes, the filling of which was delayed, turned out to be clamped by the “leading” neighbors, and the Fiberboard did not work as efficiently anymore. This reduced the efficiency of the parachute system as a whole and increased the load on individual canopies. It was clear that a simple increase in the number of the main domes would not be enough.

NTK VDV, headed by Major General B.M. Ostroverkhov, constantly paid close attention to the development of both the "Object 950" and the 4P248 vehicles, as well as the refinement of the airborne transport equipment of military transport aircraft - all these issues required a comprehensive solution. Moreover, in addition to the already existing Il-76 (-76M) and An-22 aircraft, the combat vehicle was to be dropped from the Il-76MD that had just entered service and was still undergoing state tests of the heavy An-124 Ruslan. In 1986, in January and September 1987 and in 1988, on the initiative of the Airborne Forces, four operational evaluations of the 4P248 (PBS-950) equipment were carried out, as a result of which they also made changes to the design of both the BMD itself and the landing equipment.

The need to modify the roller conveyor equipment of the cargo cabins of military transport aircraft was revealed already at the stage of preliminary tests. In the Il-76M (MD) aircraft, to ensure the landing of three objects, the end section of the monorail was lengthened, an additional fastening was introduced on section 6 of the monorail. We replaced two transfer rollers on the inner roller tracks: so that the machine, rolling over the edge of the ramp, does not touch the side inner contours of the tail section of the cargo compartment, installed rollers with annular grooves that keep the machine from lateral displacement (a similar solution was previously used when testing the P-211 system for the boat "Gagara"). Improvements were also required for the airborne transport equipment of the An-22 aircraft.

From January 5 to June 8, 1988, the 4P248 system with the ISS-350-12 parachute system (with an additional pilot parachute DVP-30) underwent state tests. They were directly supervised by Colonel N.N. Nevzorov, the leading pilot was Colonel B.V. Oleinikov, lead navigator - A.G. Smirnov, Lead Engineer - Lieutenant Colonel Yu.A. Kuznetsov. Various landing options were tested at various sites, including (at the final stage of state tests) on the water surface. The state test act was approved on November 29, 1988.

The section "Conclusions" of the act stated: “Landing equipment“ Bakhcha-PDS ”to tactical and technical assignment №13098 and addendum №1 basically correspond, with the exception of the characteristics specified in paragraphs .... Correspondence tables of this act, and provide parachute landing on the earth's surface of a BMD-3 airborne assault vehicle with an airborne mass of 14,400 kg with 7 members of the combat crew placed on universal seats inside the vehicle, from altitudes of 300-1500 m to landing sites that have an elevation above sea level up to 2500 m, with a wind speed near the ground up to 10 m / s ... The Bakhcha-PDS landing facilities ensure safety technical characteristics BMD-3, its weapons and equipment after parachute landing in the following vehicle configuration options:

fully equipped with ammunition, operating materials, service property, full refueling of fuels and lubricants, with seven members of a combat crew with a combat weight of 12,900 kg;

in the above configuration, but instead of four members of the combat crew, 400 kg of additional ammunition is installed in a standard cork with a combat weight of 12,900 kg;

with a full refueling of fuels and lubricants, equipped with operational materials and service equipment, but without a combat crew and ammunition with a total weight of 10,900 kg ...

The landing of the BMD-3 on the Bakhcha-PDS landing equipment on the water surface is not ensured due to the vehicle overturning by 180 ° at the moment of splashdown with the wind in the surface layer up to 6 m / s and waves of less than 1 point(i.e. in conditions much softer than those stipulated by the TTZ. - Approx. ed.)… The flight for the landing of the BMD-3 airborne assault vehicle on the Bakhcha-PDS means with a flight mass of up to 14,400 kg, taking into account the features set forth in the flight assessment, is not difficult and is available to pilots who have experience in landing large loads from Il-76 aircraft (M , MD) and An-22 .... The probability of failure-free operation, determined with a confidence level of 0.95, is in the range from 0.952 to 1, according to the TTZ it is set 0.999 (excluding dropping onto the water surface) ”.

According to the results of state tests, the 4P248 landing equipment was recommended for adoption for supplying the Air Force and Airborne Forces and for launching into mass production, but after eliminating the deficiencies and conducting control tests.

The problems of the parachute system reappeared: the destruction of one or two canopies of the main parachutes, breaks of lines at maximum altitude and speed modes, in two cases - failure of two canopies when the BMD was dropped at speeds of 300–360 km / h from altitudes of 400–500 m.

Analysis of the comments and the possibility of their elimination forced the release of an addendum to the TTZ. In order to prevent a long delay in launching the landing equipment into mass production, the requirement for landing on the water surface was simply excluded, and the flight speed on the instrument during the landing was set at 380 km / h - to ensure the safe exit of the product from the cockpit and the deployment of the parachute system. True, the same document implied the conduct of additional flight experimental studies to ensure the landing of BMD-3 on the water surface. This requirement was by no means formal - studies carried out at the same time, in the late 1980s, showed that even in the event of a non-nuclear large-scale war in the European theater of operations, up to half of the land surface. And this had to be taken into account when planning possible airborne operations.

The main modifications of the system were completed within a month. To speed up the unmooring of the BMD-3 from the landing facilities, retractable sliders and one unmooring point were introduced into the design of the central unit. In addition, they introduced screw supports and strengthened the fastening of the pipes of the central unit. In the lock for fastening the object to the monorail, additional compensators have appeared between the lever and the lock body, a control pin to ensure reliable control of the lock in the closed position; the lock rod was modified to speed up its installation into the monorail slot. The pressurization unit has been improved to reduce its mass. Changed the design of the track covers in order to reduce the likelihood of hitting the tracks of the "950 Object" for the elements of the landing gear when leaving the "deflated" shock absorbers after landing. On the machine itself, the ski mounts were reinforced. The design of the BMD's removable turret guard was improved, ensuring the safety of the turret elements when the parachute system was put into operation: during state tests, for example, the OU-5 illuminator bracket on the turret collapsed and the guard itself was deformed.

The comments indicated that the landing gear installed on the vehicle in the stowed position allows the BMD to march "Over rough terrain at a speed of 30-40 km / h for a distance of up to 500 km", but the requirements of the TTZ are not met, since the placement of the landing equipment on the machine "Impairs the visibility of the commander from his workplace in a field day position and with IR devices"... The same applied to the view from the driver's seat. Given the possibility of making long marches and overcoming water obstacles, the requirement was important. It was necessary to modify the attachment elements of the landing gear on the vehicle in a marching manner. Clarified the requirements for the design and installation of universal BMD seats.

NII AU specialists have altered the MKS-350-12 parachute system. In particular, to strengthen the canopy of the main parachute, 11 ribbons of an additional circular frame made of technical nylon tape LTKP-25-450 and LTKP-25-300 were sewn on it in the pole part. To improve the filling capacity and uniformity of loading of the parachute system, 20-meter extensions were introduced, which allowed the canopies of the main parachutes to diverge further from each other before opening. Changed the order of placing the brake parachute in the chamber. This did not solve all the problems mentioned, and when the PBS-950 was launched into production, it was necessary to limit the frequency of use at the maximum altitude and speed modes, and to add an additional main parachute unit to the MKS-350-12 system and to limit the frequency of use at the maximum altitude -speed mode.

From December 29, 1988 to March 27, 1989, preliminary flight tests of the modified 4P248-0000 facilities took place on the Il-76M aircraft, which belonged to the Research Institute of AU. The impact of the changes made to the design was checked at all stages of preparation for the landing and the landing itself. In particular, it was determined that a crew of 7 people loads the "Object 950" with modified landing equipment into the Il-76M aircraft for 25 minutes (however, the installation time of the VPS-14 of each object was not taken into account). The time for disconnecting the landing equipment from the product after landing was 60 s when using the accelerated unmooring system and no more than 2 minutes when manually unmooring by 4 crew members.

Changes were also made to the airborne transport equipment of the aircraft - in particular, in order to increase the safety of the landing of accompanying crews with individual parachutes (this requirement was also included in the list of measures based on the results of state tests). Modified equipment with a reinforced monorail 1P158, manufactured by the Universal plant, was installed on the Il-76 aircraft of the Design Bureau named after S.V. Ilyushin and fully justified itself. The report on these tests, approved by the leaders of "Universal" and NII AU on March 30, 1989, said: “Modified according to the comments of G.I. and comments on the operational assessment of the 4P248 landing facility for the "950" product ensured their five times use with the replacement of disposable parts ... , nz = 2.2 ... Constructive changes in the main elements of the 4P248 means: the ISS-350-12 parachute system, the central power unit, the pressurization unit and other units, carried out according to the remarks of state tests and according to the remarks identified in the course of these tests, were verified in the process tests and their effectiveness was confirmed ... The landing equipment 4P248 corresponds to TTZ No. 13098 and can be presented for control tests. Except: the time of loading the product "950" into the Il-76M aircraft according to TTZ - 15 minutes, in fact, 25 minutes were received, and the unmooring of the landing gear after landing is carried out with the exit of 3 people from the product ".

Not without contingencies. In one of the flight experiments, the BMD "Object 950", after landing, simply overturned upward with caterpillars. The reason was the collision of the car during side drift with a frozen snow bank 0.3–0.4 m high (it was still winter) - and this case considered an "emergency landing."

For the entire period of the 4P248 development during the tests (not counting the control ones), 15 head dropping dummies of the BMD were carried out to develop air shock absorbers; 11 head droppings "Object 950" (of which four physiological experiments), 87 flight experiments with mock-ups "Object 950", 32 flight experiments with "Object 950", of which four are physiological, with two testers inside the machine. So, on June 6, 1986, at the landing site near Pskov, inside the machine from the Il-76 aircraft, parachutists-testers of the Research Institute AU A.V. Shpilevsky and E.G. Ivanov (landing height - 1800 m, aircraft flight speed - 327 km / h). On June 8 of the same year, test parachutists from the Air Force Research Institute, Lieutenant Colonel A.A. Danilchenko and Major V.P. Nesterov.

The first physiological flight test report, approved on July 22, 1988, noted: "... at all stages of the physiological experiment, the testers retained their normal working capacity ... Physiological and psychological changes in the crew members were reversible and reflected the body's response to the upcoming extreme impact"... It was confirmed that the location of the crew members on universal seats upon landing prevents any part of the body from hitting the hull or internal equipment of the combat vehicle. At the same time, the parachute system still did not provide the required five-fold use. Nevertheless, by the decision of the Air Force Commander-in-Chief of November 16, 1989, the PBS-950 landing equipment was adopted to supply the Air Force, Airborne Forces and introduced into mass production, provided that the Scientific Research Institute of AU (renamed to the Scientific Research Institute of Parachute Engineering in 1990) was provided with a guaranteed frequency of application of the ISS parachute system. -350-12.

To confirm the effectiveness of improvements to the landing facilities in 1989 and 1990. conducted additional control and special flight tests. As a result, the appearance of the 4P248 (PBS-950) landing equipment was finally formed, the design documentation for them was assigned the letter O1, i.e. according to it, an installation batch of products could already be manufactured for organizing mass production. During 1985-1990. on the development of the 4P248 system, five copyright certificates were obtained, mainly concerning the depreciation device.

By the decree of the Central Committee of the CPSU and the Council of Ministers of the USSR No. 155-27 of February 10, 1990, into service Soviet army and the Navy adopted a BMD-3 airborne assault vehicle and a PBS-950 airborne assault vehicle. The decree, by the way, stated: "To oblige the Ministry of Aviation Industry of the USSR to revise the airborne transport equipment and equip the Il-76, Il-76MD, An-22 and An-124 aircraft with devices for loading BMD-3 with PBS-950 landing gear".

Order of the Minister of Defense of the USSR No. 117 of March 20, 1990 read: “To designate the BMD-3 airborne combat vehicle and the PBS-950 airborne assault vehicle to equip the paratrooper units of the Soviet Army and the naval marines along with the BMD-1P, BMD-2 airborne combat vehicles, the PRSM-915, PRSM- 925 (916) and parachute strapdown systems PBS-915, PBS-916 "... By the same order, the Office of the Deputy Commander-in-Chief of the Air Force for armaments was appointed as the general customer for the landing facilities. The Ministry of Aviation Industry was obliged to create capacities designed for the annual production of 700 sets of PBS-950. Of course, we did not intend to use this (maximum) performance, of course. Real orders were planned much less. But they did not actually take place either.

The first batch of PBS-950 in the amount of ten sets was manufactured in the same 1990 directly at the Universal plant and handed over to the Customer. This batch corresponded to a batch of ten BMD-3 ordered earlier by VgTZ. In total, MKPK "Universal" produced 25 serial sets of PBS-950. At the time of the adoption of the PBS-950 landing equipment for supply, their production was organized in Kumertau. But soon the events in the country made their own adjustments, and the serial production of the PBS-950 was transferred to the Taganrog APO.

Despite the extremely unfavorable situation in the Armed Forces, work on the development of the few BMD-3 and PBS-950 in the troops was still carried out, albeit with a significant delay. The possibility of dropping the BMD-3 using the PBS-950 with all seven members of the crew inside the machine was tested in 1995 by a pile dropping. The first landing of the crew in full force inside the BMD-3 with the PBS-950 took place on August 20, 1998 during the demonstration tactical exercises of the 104th Guards. parachute regiment of the 76th Guards. airborne division. The landing was carried out from an Il-76 aircraft with the participation of military paratroopers: senior lieutenant V.V. Konev, junior sergeants A.S. Ablizin and Z.A. Bilimikhov, corporal V.V. Sidorenko, privates D.A. Goreva, D.A. Kondratyev, Z.B. Tonaeva.

Comparative characteristics of landing equipment

Brand new theme

On May 20, 1983, the Resolution of the Central Committee of the CPSU and the Council of Ministers of the USSR No. 451-159 “On conducting experimental design work to create an airborne combat vehicle of the 1990s. and the means of its landing ”. The ROC for the airborne combat vehicle received the code "Bakhcha", and for the means of landing - "Bakhcha-SD".

A comprehensive solution to the problems of reducing the vulnerability of the parachute landing was required, including increasing the surprise and secrecy of the landing, increasing the number of equipment and personnel landing by one echelon, and the accuracy of the landing, reducing the time of landing and the time between landing and the start of combat operations of the landing.

On November 30, 1983, the Air Force Orders and Supplies Department of Aviation Equipment and Armaments issued the Moscow Aggregate Plant "Universal" a tactical and technical assignment No. 13098 agreed with the Ministry of Aviation Industry for the development of strapdown landing gear for the new BMD. The development of landing equipment on the "Bakhcha-SD" theme began under the leadership of the chief designer and responsible head of the "Universal" plant A.I. Privalov and Deputy Chief Designer P.R. Shevchuk.

In 1984, "Universal" issued the Research Institute of Automatic Devices (Research Institute AU) technical task No. 14030 for the development of a parachute system. The work at NII AU was headed by the director of the institute O.V. Rysev and Deputy Director B.N. Skulanov. The design of the landing facilities was carried out, of course, in close cooperation with the VgTZ development team headed by the chief designer A.V. Shabalin and Deputy Chief Designer V.A. Trishkin.

If the family of machines based on the BMD-1 made it possible to create each next complex of landing equipment based on previously developed samples with a high degree of unification, now there could be no question of continuity in units and assemblies. The tactical and technical assignment for the "airborne combat vehicle of the 90s" (received the designation "Object 950" during development, in production - "product 950") assumed a qualitative improvement in its characteristics compared to the BMD-1 and BMD-2 and a corresponding increase dimensions and weight. The planned mass of the new BMD (12.5 tons) was more than 1.5 times higher than the mass of vehicles of the BMD-1 family - BTR-D. In combination with the need to drop the entire crew inside the vehicle, with very strict restrictions on the mass of the landing equipment themselves, this forced the entire complex to be re-created. Of course, a rich stock of technical solutions was used, which were previously found by specialists of "Universal" and NII AU in the course of other works, but the design had to be new. In fact, a full range of research and development work was required.

Taking into account the novelty of the task, the Customer agreed that the final choice of the landing principle would be made at the stage of protecting the technical project.

The meeting considered three options for strap-down parachute landing gear:
- a variant of the Feodosia branch of the Research Institute of AU was presented by P.M. Nikolaev. It was, in fact, the modernization of the PBS-915 Shelf type landing equipment with self-filling air cushioning;
- a variant of the "Universal" plant with self-filling air cushioning "Malysh". Leading designer Ya.R. Grynshpan;
- a variant of the Universal plant with air cushioning of forced filling with an overpressure inside of 0.005 kg / cm2. The chief designer N.F. Shirokov.

The main problems that the development team had to solve again include the creation of:
- a new installation and shock-absorbing device (skis with shock absorbers and a central unit), which would ensure the loading of the equipped BMD into the aircraft, its fastening in the cargo compartment of the aircraft on roller conveyor equipment, the safe exit of the machine from the cargo compartment during landing and automatic activation of the parachute and shock-absorbing systems. The 4P248-1503 forced filling air damper was designed;
- a unit designed for forced filling of shock absorbers with atmospheric air in a volume that provides damping of the kinetic energy of the load upon landing. The unit was named "pressurization unit" and received the factory code "4P248-6501";
- multi-dome parachute system, which would ensure safe landing and splashdown of the "Object 950" with full combat crew. The development of the ISS-350-12 parachute system was carried out at the Research Institute of AU under the leadership of Deputy Director B.N. Skulanov and the head of the sector L.N. Chernysheva;
- equipment that allows the BMD with mounted landing gear to march up to 500 km, overcoming water obstacles;
- electrical equipment located inside the "Object 950" for issuing light information to the crew members about the stages of the landing process, as well as for controlling the accelerated unmooring of the landing equipment after landing.

The decision made at the said meeting did not at all cancel the search for other possible options for the implementation of the amortization device. Among them was the principle of an air cushion. On the basis of the decision of the State Commission of the Council of Ministers of the USSR on military-industrial issues of October 31, 1986, the Universal plant was given a technical assignment for the research work "Investigation of the possibility of creating means of landing equipment and cargo using the principle of an air cushion." "Universal", in turn, in 1987 issued an assignment to the Ufa Aviation Institute named. Sergo Ordzhonikidze (UAI), who previously conducted a similar study within the framework of the research project “Vyduvka”. The newly opened R&D project received the code "Vyduvka-1" and was completed in full.

In the course of this research work, the landing of the "Object 915" (BMD-1) was studied, but it was assumed that the same principle could be used for heavier objects. The shock-absorbing device was an inflatable "skirt" attached under the bottom of the combat vehicle, which, during the descent, was unfolded with the help of pyrotechnic gas generators. Forced injection of air under the "skirt" was not performed: it was assumed that upon landing, the machine, due to its inertia, would compress the air in the volume limited by the "skirt", spending a significant part of its kinetic energy on this. Such a system could work effectively only under ideal conditions and on a perfectly level ground. In addition, the depreciation system proposed by the UAI provided for the use of an expensive rubberized SVM fabric, and was difficult to prepare for use. And this work was completed when the 4P248 funds had already passed the stage of state tests. The final report on R&D, approved by the head of Universal in December 1988, recognized its results as useful, but read: "The use of the principle of a gas-air cushion in the landing device according to R&D" Vyduvka "and R&D" Vyduvka-1 "for the development of landing systems is inappropriate." ...

As part of the work on the topic "Bakhcha-SD", other research projects were also opened. The previously developed strapdown landing aids for BMD-1, BMD-2 and BTR-D - experimental ZP170, serial PBS-915 (925) - included guidance systems in the direction of the wind before landing. The turn with their help of the dropped object at the stage of parachute descent with the longitudinal axis in the direction of wind drift made it possible to ensure a safe landing at wind speeds in the surface layer up to 15 m / s and thereby expand the range of weather conditions for the use of parachute landings. However, a mechanical guide line of the type used in PBS-915 (925), which effectively worked at a wind speed of 10-15 m / s, when it decreased to 8-9 m / s, it simply did not have time to work: when the object was lowered, a "slack" of the guide link was formed , and he did not have time to stretch and turn the object before landing.

Cinematic record of pile tests of the amortization system within the framework of Vyduvka-1 research and development work using BMD-1. Ufa, 1988

NII AU together with the Moscow Aviation Institute named after Sergo Ordzhonikidze developed a solid-propellant attitude control system (R&D "Air"). The principle of its operation consisted in turning the dropped object using a reversible jet-jet engine with a solid-fuel gas generator, which was switched on and off by the automatic control system. The commander of the landing vehicle received data on the height of the landing and the estimated direction of the wind drift before the landing from the aircraft navigator and entered it into the automatic control system. The latter ensured the orientation of the object in the process of descent and its stabilization until the moment of landing.

The attitude control system was tested with a joint landing complex (KSD) and with a BMD-1 mock-up; a calculation was made for the landing equipment of the Object 688M (Fable) and Object 950 (Bakhcha) combat vehicles. The prospects of the system for use in the Airborne Forces were noted by specialists from the 3rd Central Research Institute of the Ministry of Defense. The research work was completed in 1984, a report was released on it, but the topic did not receive further development - mainly due to the lack of the ability to accurately determine the direction and speed of the wind near the ground in the area of the landing site. In the end, the use of any orientation system in the 4P248 was abandoned. The calculation was made on the fact that two air shock absorbers, in the process of air release from them after landing, form shafts on the sides of the load, which will prevent overturning due to lateral drift.

Here it is appropriate to recall the research work on the selection of materials for the depreciation of parachute platforms and containers, carried out abroad (primarily in the United States) back in the 1960s. Foam plastics, kraft fiber, honeycomb metal structures were investigated. The most advantageous characteristics were found in metal (especially aluminum) honeycombs, but they were expensive. Meanwhile, at that time, air cushioning was already used on American and British parachute platforms of medium and heavy lifting capacity. Its characteristics were quite satisfactory to the customers, but subsequently the Americans abandoned air cushioning, referring precisely to the difficulties of ensuring stability and preventing the platform from overturning after landing.

BMD-Z ("Object 950")

The parachute system MKS-350-12 was designed by NII AU on the basis of a unit with a parachute with an area of 350 m2, unified both with the already adopted systems PBS-915 (-916, -925, platform P-7), and with the system being developed at the same time ISS-350-10 for the P-211 landing equipment of the boat "Gagara".

Research and development work carried out in the early 1980s showed that the most effective way to reduce the minimum height of cargo drop is associated with the abandonment of main parachutes with a large cutting area (as in the systems MKS-5-128M, MKS-5-128R and MKS-1400 ) and the transition to "bundles" (or "packages") of non-reefed main parachutes of a small area. The experience of creating the ISS-350-9 system with 350 m2 main parachute blocks confirmed this conclusion. It became possible to develop multi-dome systems according to a "modular" scheme: with an increase in the mass of the dropped cargo, the number of blocks of the main parachutes simply increased. Note that in parallel with the ISS-350-9, the ISS-175-8 system appeared with half the area of the main parachute canopy, intended to replace the single-dome system in the PRSM-915 (925) jet parachute systems - for the same purpose of reducing the minimum landing height ...

"Object 950" with landing gear 4P248 in the landing position

In both systems, for the first time in the practice of parachute construction, a method was used to increase the uniformity of loading and improve the filling characteristics of multi-dome systems by using small-area braking parachutes and an additional pilot chute. Braking parachutes were put into operation earlier than the main ones and reduced the rate of descent of the dropped object to a level that provided acceptable aerodynamic loads for each of the main parachutes when they were deployed and filled. The connection of each of the canopies of the main parachute with an additional pilot chute (DVP) with a separate link led to the fact that the fiberboard, as it were, "automatically regulated" the process of filling the canopies. When the main domes were opened, a “leader” was inevitably formed - a dome that opened earlier than the others and immediately took on a significant load. The force from the fiberboard could somewhat “dampen” such a dome and prevent it from fully opening too early. Ultimately, this was to ensure uniform loading of the entire parachute system during deployment and improve the characteristics of its filling. In the PBS-915 system with the nine-dome ISS-350-9, this made it possible to reduce the minimum landing altitude to 300 m at a maximum altitude of 1500 m and the range of aircraft flight speeds on the instrument (for the Il-76 aircraft) from 260 to 400 km / h. This altitude and speed range, it should be noted, has not yet been surpassed either in domestic or foreign practice of parachute landing of cargo weighing up to 9.5 tons.

The same minimum landing height of 300 m was included in the tactical and technical assignment for the development of the "Bakhcha-SD" facility, it was even supposed to "work out the issue of reducing the landing heights to 150-200 m." The maximum landing altitude was set at 1500 m above the site, the altitude of the site above sea level - up to 2500 m, the flight speed on the instrument during the landing was to lie within 300-380 km / h for the Il-76 (Il-76M) and 320- 380 km / h - for An-22.

The production and technological requirements of the TTZ are interesting: “The design of the landing equipment should take into account the technology of serial manufacturing plants and the most progressive methods of manufacturing parts (casting, stamping, pressing) and allow the possibility of manufacturing parts on CNC machines ... Raw materials, materials and purchased products should be of domestic production ". The design documentation of the letter T (technical design stage) for the landing craft 4P248-0000 was approved already in 1985. In the same year, the first three copies of the BMD "Object 950" ("Bakhcha") passed factory tests and state tests of the MKS-350 parachute system took place -nine.

"Object 950" with landing equipment 4P248, loaded onto the Il-76 aircraft

BMD "Object 950" with landing gear 4P248 after landing

To carry out preliminary tests of 4P248, the Universal plant and NII AU in 1985-1986. prepared prototypes of the landing equipment, as well as the overall mass models of the "Object 950". At the same time, it was taken into account that the mass of the product submitted for state tests in 1986 exceeded the planned -12.9 tons instead of the initially set 12.5 tons (later the new BMD will still "get heavier"). At that time, 4P248 funds appeared under the changed cipher "Bakhcha-PDS", i.e. "Paratroopers".

Preliminary ground tests of 4P248 took place from September 1985 to July 1987. During these tests, 15 head dropping droppings were carried out, including physiological experiments, as well as dropping onto the water surface using a crane (in 1986). It was determined that “... the air shock absorbers 4P248-1503-0 with preliminary pressurization of the chambers ensure the landing of the 950 product on the parachute system at a vertical speed of up to 9.5 m / s with overloads on board the product no more than 14 units, and universal seats in the parachute drop position along the x-axis "no more than 10.6, along the y-axis" no more than 8.8 units and can be used once; universal seats, taking into account the performance of measures with the normal operation of the depreciation means, ensure the tolerance of the landing conditions by the crew members ... when dropped into the water, the 4P248-0000 landing gear provides a splashdown on a parachute system at a vertical speed of up to 9.8 m / s with no overloads on board the product more than 8.5; the received overloads do not exceed the maximum permissible, regulated by the medical and technical requirements for these facilities. "

4P248 landing equipment after unmooring (skis, shock absorbers, central unit; the link of the suspension system is clearly visible)

True, during the landing, the membranes of the exhaust valves did not work, which greatly deteriorated stability even on a smooth surface. Modeling wind drift on a pile driver at a speed of up to 12 m / s when landing on land did not result in overturning. During flight tests, two mock-ups and one real "Object 950" with 4P248-0000 means were dropped from the Il-76MD aircraft singly, in series and by the "Zug" method at instrument flight speeds of 300-380 km / h. Preliminary flight tests with dropping from the An-22 aircraft took place only in 1988.

Although, in general, according to the preliminary test report dated September 30, 1987, “the means of landing for the product“ 950 ”4P248-0000 ... passed all types of preliminary tests with positive results," a number of unpleasant surprises emerged in the operation of the 12-dome parachute system. ... Already at the initial stage, it became clear that at high indicated landing speeds, the parachute system is not sufficiently strong (breaks of lines, tears of fabric from the power frame of the canopies of the main parachutes, "leading" in the filling process), and at the lower limit of the specified altitude and speed range of application - unsatisfactory filling of the canopies of the main parachutes. Analysis of the results of preliminary tests revealed the reasons. In particular, an increase in the number of braking parachutes (their number corresponds to the number of main parachutes) led to the formation of a noticeable aerodynamic shading zone, into which the main parachutes located closer to the center fell. In addition, a turbulence zone formed behind the braking parachute bundle, which negatively influenced the process of filling the main parachutes as a whole. In addition, while maintaining the same length of connecting links in the 12-dome system as in the ISS-350-9, the “central” domes, the filling of which was delayed, turned out to be clamped by the “leading” neighbors, and the Fiberboard did not work as efficiently anymore. This reduced the efficiency of the parachute system as a whole and increased the load on individual canopies. It was clear that a simple increase in the number of the main domes would not be enough.

From January 5 to June 8, 1988, the 4P248 system with the ISS-350-12 parachute system (with an additional pilot parachute DVP-30) underwent state tests. They were directly supervised by Colonel N.N. Nevzorov, the leading pilot was Colonel B.V. Oleinikov, lead navigator - A.G. Smirnov, Leading Engineer - Lieutenant Colonel Yu.A. Kuznetsov. Various landing options were tested at various sites, including (at the final stage of state tests) on the water surface. The state test act was approved on November 29, 1988.

In the section "Conclusions" of the act it was said: "Means of landing" Bakhcha-PDS "tactical and technical assignment No. 13098 and addendum No. 1 basically correspond, with the exception of the characteristics specified in paragraphs .... Tables of compliance of this act, and provide parachute landing on the earth's surface of a BMD-3 airborne combat vehicle with a flight mass of 14,400 kg with 7 members of a combat crew, placed on universal seats inside the vehicle, from altitudes of 300-1500 m to landing sites that have an elevation above sea level of up to 2500 m, at wind speed near the ground up to 10 m / s ... The Bakhcha-PDS landing facilities ensure the safety of the technical characteristics of the BMD-3, its weapons and equipment after parachute landing in the following configurations of the vehicles:

Fully equipped with ammunition, operational materials, service equipment, full refueling of fuels and lubricants, with seven members of a combat crew with a combat weight of 12,900 kg;

In the above configuration, but instead of four members of the combat crew, 400 kg of additional ammunition is installed in a standard closure with a combat weight of 12,900 kg;

With a full refueling of fuels and lubricants, complete with operational materials and service equipment, but without a combat crew and ammunition with a total weight of 10,900 kg ...

The landing of the BMD-3 on the Bakhcha-PDS landing gear on the water surface is not ensured due to the overturning of the vehicle by 180 ° at the moment of splashdown with wind in the surface layer up to 6 m / s and waves of less than 1 point (i.e. , much "softer" than those provided for by the TTZ. - Approx. Auth.) ... Flight for the landing of the BMD-3 assault combat vehicle on the means of "Bakhcha-PDS" with a flight weight of up to 14,400 kg, taking into account the features set forth in the flight assessment , is not difficult and is available to pilots who have experience in the landing of large loads from the Il-76 (M, MD) and An-22 aircraft .... The probability of failure-free operation, determined with a confidence level of 0.95, ranges from 0.952 to 1 , according to TTZ 0.999 is set (excluding dropping onto the water surface) ".

According to the results of state tests, the 4P248 landing equipment was recommended for acceptance for supply to the Air Force and Airborne Forces and for launching into mass production, but after eliminating the shortcomings and conducting control tests.

The problems of the parachute system reappeared: the destruction of one or two canopies of the main parachutes, breaks of lines at the maximum altitude and speed modes, in two cases - the failure of two canopies when dropping the BMD at speeds of 300-360 km / h from an altitude of 400-500 m.

Object 950 capsized during lateral drift after landing. 1989 year

The comments indicated that the landing gear installed on the vehicle in the stowed position allows the BMD to march "over rough terrain at a speed of 30-40 km / h for a distance of up to 500 km", but the TTZ requirements were not met, since the placement of the landing equipment on the vehicle "Worsens the commander's visibility from his workplace in a field day position and with infrared devices." The same applied to the view from the driver's seat. Given the possibility of making long marches and overcoming water obstacles, the requirement was important. It was necessary to modify the attachment elements of the landing gear on the vehicle in a marching manner. Clarified the requirements for the design and installation of universal BMD seats.

Stages of loading BMD-Z with PBS-950 landing equipment on Il-76 aircraft

Changes were also made to the airborne transport equipment of the aircraft - in particular, in order to increase the safety of the landing of accompanying crews with individual parachutes (this requirement was also included in the list of measures based on the results of state tests). Modified equipment with a reinforced monorail 1P158, manufactured by the Universal plant, was installed on the Il-76 aircraft of the Design Bureau named after S.V. Ilyushin and fully justified itself. The report on these tests, approved by the heads of Universal and the Scientific Research Institute of AU on March 30, 1989, said: one-time use ... The 4P248 landing equipment ensures safe landing of the 950 product with overloads not exceeding the values nу = 11.0, nх = 1.4, nz = 2.2 ... MKS-350-12, the central power unit, the pressurization unit and other units, carried out according to the remarks of state tests and according to the remarks identified in the course of these tests, were verified during the tests and their effectiveness was confirmed ... can be presented for control tests. Except: the time of loading the product "950" into the Il-76M aircraft according to TTZ-15 minutes actually received 25 minutes, and the landing gear after landing is unmoored with the exit of 3 people from the product. "

Head tests of the air shock absorber on the model of the "Object 950"

Not without contingencies. In one of the flight experiments, the BMD "Object 950", after landing, simply overturned upward with caterpillars. The reason was the collision of the car during lateral drift with a frozen snow bank with a height of 0.3-0.4 m (it was still winter) - and this case was considered an “abnormal landing”.

For the entire period of the 4P248 development during the tests (not counting the control ones), 15 head dropping dummies of the BMD were carried out to develop air shock absorbers; 11 pile droppings of "Object 950" (of which four are physiological experiments), 87 flight experiments with mock-ups of "Object 950", 32 flight experiments with "Object 950", of which four are physiological, with two testers inside the machine. So, on June 6, 1986, at the landing site near Pskov, inside the machine from the Il-76 aircraft, parachutists-testers of the Research Institute AU A.V. Shpilevsky and E.G. Ivanov (landing height - 1800 m, aircraft flight speed - 327 km / h). On June 8 of the same year, test paratroopers of the Air Force Research Institute of the Air Force, Lieutenant Colonel A.A. Danilchenko and Major V.P. Nesterov.

The report on the first physiological flight test, approved on July 22, 1988, noted: “... at all stages of the physiological experiment, the testers retained normal performance ... Physiological and psychological changes in the crew members were reversible and were a reflection of the body's response to the forthcoming extreme impact ”. It was confirmed that the location of the crew members on universal seats upon landing prevents any part of the body from hitting the hull or internal equipment of the combat vehicle. At the same time, the parachute system still did not provide the required five-fold use. Nevertheless, by the decision of the Air Force Commander-in-Chief of November 16, 1989, the PBS-950 landing equipment was adopted to supply the Air Force, Airborne Forces and introduced into mass production, provided that the Scientific Research Institute of AU (renamed to the Scientific Research Institute of Parachute Engineering in 1990) was provided with a guaranteed frequency of application of the ISS parachute system. -350-12.

To confirm the effectiveness of improvements to the landing facilities in 1989 and 1990. conducted additional control and special flight tests. As a result, the appearance of the 4P248 (PBS-950) landing equipment was finally formed, the design documentation for them was assigned the letter O, i.e. according to it, an installation batch of products could already be manufactured for organizing mass production. During 1985-1990. on the development of the 4P248 system, five copyright certificates were obtained, mainly concerning the depreciation device.

By the decree of the Central Committee of the CPSU and the Council of Ministers of the USSR No. 155-27 of February 10, 1990, the BMD-3 airborne combat vehicle and the PBS-950 airborne assault vehicle were adopted by the Soviet Army and the Navy. The decree, among other things, said: “To oblige the Ministry of Aviation Industry of the USSR to revise the airborne transport equipment and equip the Il-76, Il-76MD, An-22 and An-124 aircraft with devices for loading BMD-3 with PBS-950 landing equipment ".

BMD-3 with landing gear 4P248 in the stowed position

Floating tests

Order of the Minister of Defense of the USSR No. 117 of March 20, 1990 read: “To designate the BMD-3 airborne combat vehicle and the PBS-950 landing equipment for staffing the paratrooper units of the Soviet Army and the naval marines along with the BMD-1P airborne combat vehicles, BMD-2, parachute-jet systems PRSM-915, PRSM-925 (916) and parachute strapdown systems PBS-915, PBS-916 ". By the same order, the Office of the Deputy Commander-in-Chief of the Air Force for armaments was appointed as the general customer for the landing facilities. The Ministry of Aviation Industry was obliged to create capacities designed for the annual production of 700 sets of PBS-950. Of course, we did not intend to use this (maximum) performance, of course. Real orders were planned much less. But they did not actually take place either.

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Lesson 1. Practical - 3 hours. Preparation of the workplace. Laying VPS-8 in stages, for installation on the pressurized door of an aircraft, control of laying, paperwork.

Lesson 2. Practical - 3 hours. Packing VPS-8 for airborne landing by the "Tsug" method. Conducted according to the content of lesson 1.

Lesson 3. Practical - 3 hours. Preparation of the workplace. Training laying VPS-8 in stages under the guidance of the head of the lesson, training in the quality control of the laying by the trainees in the role of the RAP instructor, paperwork, quality control of the laying by the head of the lesson by dissolving the systems laid by the trainees.

Lesson 4. Practical - 3 hours. Stowage of the stabilizing parachute block (BSP) MKS-5-760.

Lesson 5. Practical - 3 hours. Training packing of the ISS-5-760 stabilizing parachute block.

Lesson 6. Practical - 6 hours. MKS-5-760 main parachute block packing.

Lesson 7. Practical - 6 hours. Training packing of the MKS-5-760 main parachute block.

Lesson 8. Practical - 6 hours. Laying of the MKS-5-760 multi-dome parachute system according to the standards with mounting on a parachute frame. Preparation of the workplace, installation of VPS-8, stabilizing parachute unit, five main parachute units, installation of ISS-5-760 on the parachute frame, paperwork. Control check of the ISS mounted on a parachute frame.

Lesson 9. Practical - 3 hours. Laying of the MKS-5-128R auxiliary pilot chute unit.

Lesson 10. Practical - 3 hours. Training stowage of the block and additional pilot parachute MKS-5-128R.

Lesson 11. Practical - 6 hours. MKS-5-I28R main parachute block packing.

Lesson 12. Practical - 6 hours. Training packing of the MKS-5-128R main parachute block.

Lesson 13. Practical - 6 hours. Laying of the MKS-5-128R multi-dome parachute system according to the standards with installation on the parachute frame.

Lesson 14. Practical - 1 hour. Laying of the MKS-350-9 auxiliary pilot chute unit.

Lesson 15. Practical - 1 hour. Training stowage of the MKS-350-9 auxiliary pilot chute unit.

Lesson 16. Practical - 4 hours. MKS-350-9 main parachute block packing.

Lesson 17. Practical - 4 hours. Training stowage of the MKS-350-9 main parachute block.

Lesson 18. Practical - 6 hours. Laying of the MKS-350-9 multi-dome parachute system according to the standards with mounting on a parachute frame.

Lesson 19. Test - 6 hours. For laying multi-dome parachute systems.

The performance characteristics of the PP-128-5000.

Airplane speed during landing is 300-400 km / h.

Platform sink rate:

On main parachutes 7 m / s;

On a stabilizing parachute 40-50 m / s.

Platform weight without wheels and mooring parts - 1030 kg.

Parachute platform P-7 is metal structure on removable wheels, designed for landing on it cargoes with a flight mass of 3750 to 9500 kg from Il-76, An-12B and An-22 aircraft at an Il-76 flight speed of 260-400 km / h, and from An-12B aircraft and An-22 - 320-400 km / h.

The platform is designed for joint operation with the multi-dome systems MKS-5-128R and MKS-5-128M.

The P-7 parachute platform includes: loading platform, automatic devices, mooring parts, R-128 (R-255MP) radio transmitter, tools and documentation.

To move away from the parachute platform and connect the MKS-5-128R (MKS-5-128M) multi-dome parachute system with the P-7 parachute platform, there is a suspension system, which consists of links and cables. The links of the suspension system are made of nylon tapes and are supplied with the ISS, the cables of the suspension system are made of steel rope, supplied with the platforms.

Parachute platform P-7 with BMD-1.

The performance characteristics of the P-7.

Drop height above the landing area - 500 - 1500 m.

The elevation of the landing site above sea level is 2500 m.

The rate of descent of the platform with the main parachutes is 8 m / s.

The maximum allowable wind speed at the ground is 8 m / s.

Guaranteed resource - 5 applications.

Technical resource at two scheduled repairs within 10 years - 15 applications.

Platform weight without wheels and mooring parts:

For An-12B - 1220 kg;

For Il-76 and An-22 - 1100 kg.

Mooring equipment weight: BMD-1 - 277 kg; BTR-D - 297 kg; R-142 - 324 kg; MRS-DAT - 372 kg; BM-21V and 9F37V - 400 kg; UAZ-469rh - 163 kg; UAZ-450 -320 kg; GAZ-66 - 321 kg.

Parachute platform P-7 with a GAZ-66 vehicle.

The MKS-5-128M multi-dome parachute system is designed for the landing of military equipment (cargo) with a flight mass of up to 9500 kg on the P-7 parachute platform from Il-76, An-12B, An-22 aircraft or on the PP-128 parachute platform - 5000 from aircraft An-12B.

The parachute system PP-128-5000, in contrast to the ISS-5-128M, can be put into operation with a long delay in the opening of the canopy of the main parachutes, which allows dropping equipment from a great height, while the canopy of the main parachutes will open at a given height.

MKS-5-128M multi-dome parachute system.

The MKS-5-128M system consists of an exhaust parachute system VPS-12130 or one VPS unit with a dome of 4.5 sq. m, one block of a stabilizing parachute and a system of five main parachutes, brackets for attaching links and other parts.

With the advent of parachute-jet systems (PRSM), military equipment based on BMD (BTR-D) ceased to be parachuted on parachute platforms with multi-dome systems.

The performance characteristics of the ISS-5-128M.

Drop height above the landing area - 500-8000 m.

The minimum flight weight is 3700 kg.

The rate of descent of the platform with a load weighing up to 8500 kg is no more than 7 m / s.

The weight of the system in the five-dome version is 700 kg.

The warranty period is 12 years.

Shelf life without re-packing - no more than 12 months.

Technical resource when landing cargo on the P-7 platform (PP-128-5000), applications:

from an altitude of 500-3000 m at an aircraft speed of 320-350 km / h, with a flight weight of up to 4500-7400 kg - 5 applications;

from an altitude of 500-3000 m at an aircraft speed of 350-370 km / h, with a flight weight of up to 4500-7400 kg - 3 applications;

from an altitude of 500-3000 m at an aircraft speed of 370-400 km / h, with a flight weight of up to 4500-7400 kg - 1 application;

from an altitude of 500-3000 m at an aircraft speed of 350-380 km / h, with a flight weight of up to 7400-8500 kg - 1 application;

from an altitude of 8000 m at an aircraft speed of 320–350 km / h, with a load of flight weight up to 4500–6200 kg - 1 application.

The parachute-jet system PRSM-915 (PRSM-925) is a strapdown parachute landing vehicle designed for landing specially prepared cargo and military equipment from Il-76 and An-22 aircraft equipped with roller conveyor equipment, or from An-12B aircraft equipped with transporter TG-12M.

A distinctive feature of the PRSM-915 in comparison with the ISS-5-128R with the P-7 parachute platform is the following: instead of five main parachute blocks in the ISS-5-128R, each of which has an area of 760 sq. m, in the PRSM-915, only one main parachute with an area of 540 sq. m; instead of a parachute platform with a shock absorber, a jet engine-brake was used.

Parachute jet system PRSM-915.

The parachute-reactive system includes: a parachute system consisting of a pilot parachute unit (VPS-8), a main parachute unit (OKS-540PR) and links of these units, connected by a lock (ZKP); powder jet system, consisting of a block of powder jet engines (PRD) connected to the parachute system with an adapter; electrical equipment PRSM-915 (PRSM-925), consisting of two probes with devices and a power supply unit; means for securing the combat vehicle in the aircraft, which include two shock-absorbing skis and a central power unit (CSU); means for mounting PRSM-915 (PRSM-925) on a combat vehicle, accessories for loading a combat vehicle into an aircraft, control and testing equipment, tools and accessories.

The performance characteristics of the PRSM-915.

Il-76 - 260-400 km / h;

An-22 - 320-380 km / h;

An-12 - 350-400 km / h.

The vertical landing speed of the vehicle is 5.5 m / s.

The permissible wind speed at the ground is 8 m / s.

The flight weight of the vehicle with the PRSM is 7400–8050 kg.

The flight weight of the PRSM is 1060 kg.

The performance characteristics of PRSM-925.

Drop height above the landing area - 500-1500 m.

Airplane drop speed:

Il-76 - 260-400 km / h;

An-22 - 280-400 km / h;

An-12 - 340-400 km / h.

The vertical speed of descent with the main parachute is 16–23 m / s.

The vertical landing speed of the vehicle is 3.5–5.5 m / s.

The permissible wind speed at the ground is 10 m / s.

The reactive force of the PRD unit is 18 750-30 000 kgf.

The flight weight of the vehicle with the PRSM is 8000–8800 kg.

The flight weight of the PRSM is 1300 kg.

The warranty period is 5 years.

Technical resource of applications - no more than 7 times.

SPECIAL OPERATIONS IN THE POST-SOVIET SPACE

At the end of the 80s, the strength and power of the airborne forces and special forces of the GRU had to be used to suppress interethnic conflicts, which, like mushrooms after rain, began to grow throughout the USSR, and later the CIS.

Back in the summer of 1987, the situation in Transcaucasia began to deteriorate in connection with the demand of the Armenian part of the population of the Nagorno-Karabakh Autonomous Region (NKAO) to withdraw Nagorno-Karabakh from the Azerbaijan SSR and include it in the Armenian SSR. On February 28, 1988, the situation in the cities of Sumgait and Kirovabad got out of control. In Sumgait, the Azerbaijanis gathered for a rally went over to pogroms against the Armenian population, which were accompanied by looting, arson and murder. As a result of these atrocities, within two days, Azerbaijanis in Sumgait killed 26 Armenians, inflicted bodily harm, raped 12 Armenian women, set fire to more than 200 and plundered hundreds of apartments, destroyed more than 400 cars.