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Parachute landing equipment "Wagon"
Work in the directions
In the second half of the 1960s - early 1970s. The organizational structure was formed, which ensured the development of parachute equipment (PDT) and included specialists of the Scientific and Technical Committees of the Air Force and Airborne Forces, ordered by the Department, the Universal Aggregate Plant as the main executive of work on PD, a number of co-valves (first of all automatic devices), equipped test polygons, platforms, mass production and so on. Determining the factors of the development of PD during this period were:
Admission to supply the Air Force of Special Military Transport Airplanes;
Expansion of tasks solved airborne troops, to strategic scale and, accordingly, - high-quality improvement of the system of their weapons, which happened under the leadership of V.F. Marghelova:
Changing the nature and number of landing cargo.
During this period, the airmunnel of the Airborne Union of the Air Force was admitted, such as the combat machine of the BMD-1 landing machine, the GAU-66B car, the anti-tank missile complexes of the Malytka Eki and 9k111 "Fagot", portable zenith rocket complex 9k32 "Strela-2". Also-23 anti-aircraft installation was also included in the number of cargo, towed reactive installation of RPU-14, BM-21B reactive martial car (Grad-B) with a transporting machine 9F37V, 73-mm Machine Grenade LNG-9D, 30-mm Automatic grenade launcher ATC-17 "Flame" with their ammunition, Cars UAZ-469 and UAZ-450, special machines, new means of communication and management, capacity with fuel and fuel and so on.
It is worth noting that the adoption of BMD-1 and the machines at its base meant not just the emergence of new landing facilities - it marked the transition of the Airborne Forces to a qualitatively new stage of development, which was also reflected in the development of towing means of landing. Parachute landing of such objects as a floating Tank PT-76, armored personnel carrier BTR-60PB, BMP-1 infantry combat, self-propelled 85-mm Installation Su-85, self-propelled 122-mm Gaubita 2C1 "carnation". The diversity of the conditions in which parachute paratroopers were planned, was required to work out parachute equipment in various geographical and climatic conditions (including northern and mountainous areas).
The main directions of the work of the Ungatal Platform "Universal" during this period were parachuting platforms and parachute systems, as well as aircraft equipment (rolling, conveyors, etc.), rescue means, airfield equipment. In accordance with this, the factory has developed its own organizational structure, designed to develop specific areas of development of PD.
The development of parachute platforms was engaged in the department under the direction of G.V. Petkusa (the same department answered both the means of salvation), parachute-jet systems - Department A.A. Entrepreneurs, aircraft equipment for landing, as well as stands for terrestrial equipment testing - Department B.F. Lukashev. The base of terrestrial testing of parachute the landing equipment was the bearish lakes near Moscow.
Of course, the work went in closest cooperation with the Research Institute of Automatic Devices (now FSUE "Research Institute of Parachute Building") and the developers of the IWT - Volgograd tractor factory, TsNIIMash, Gorky Automobile Plant and other enterprises. Great help From the Airborne Forces in the works of the plant, the Chairman of the NTC Airborne Forces the Colonel (later General Major) L.Z. Kneeko, his deputy Colonel V.K. Parisian, officers NTK B.M. Ostrich, Yu.A. Brazhnikov, A.A. Petrichenko, V.I. Saint estimates. Not once visited "Universal" and General V.F. Margelov. Yes, and chief designer A.I. Privov often appeared at Marghelov to solve various issues. His friendly-joking greeting: "Comrade Commander! Hero of Socytrud, Laureate of Lenin and State Prizes Sergeant Stockside of Privalov In Your Ordering Arrived! "
Platform circuit 2P134 for landing equipment Weighing up to 12 tons with An-22 and Il-76 aircraft.
Scheme of the universal platform 4P134 for landing weight up to 16 tons.
Platform 4P134, prepared for download SU-85. The shock absorbers are laid down, the ranks are installed for loading the machine to the platform.
Platform 4P134, loaded by the Su-85, is mounted on the Chmap-5203 semi-trailer, towed by the KRAZ-221 tractor.
Parachute platforms
After taking the supply and production of mass production parachute platform PP-128-5000 with air depreciation of the development of B.A. Sotskova went about the whole complex parachute-landing Techniques and equipment for landing equipment and cargo from the An-22 aircraft. Work on the topic "Angel" (factory designation P134) was carried out on the basis of the Resolution of the USSR and the Central Committee of the CPSU of October 18, I960 and in accordance with " Technical requirements on equipment for parachute landing The combat equipment from the An-22 aircraft "of February 2, 1961, as part of this topic, parachuterate equipment 1P134 An-22 cargo cabin and parachute platforms were designed: 2p134 - on loads weighing up to 12 t, 4P134 - on loads up to 16 tons, 14p134 - on loads up to 7 tons.
Platform 2P134 only passed tests, but the 4P134 and 14P134 platforms went into mass production. The 14P134 platform was designed under the guidance of the head of the Brigade B.A. Sotskova, 4P134 - Chief of Brigade Yu.N. Korovocha.
In the bear lakes was mounted 35 meter factory stand with reinforced concrete base and rolling equipment that allowed to test objects with a flight mass of up to 20 tons. Special devices tensioned with a tractor allowed to overclock the platform to a speed of 40 m / s. Simultaneously with the platforms, new locking locks were created (14P134M-0105-0, 4P134-0130-0, etc.), auto-outceptors, etc.
Tests of the 4P134 platform with an experienced PS-9404-63R parachute system and an exhaust parachute UPS-11782-68 system conducted from August 7, 1968 to July 31, 1969 on the test base O.K. Antonovav pos. Gostomel (Kiev region). In parallel, auto-outward 2p131, roller (roller) Equipment 1P134A, loading and unloading complex 7P134 for an experimental version of the An-22 aircraft.
Parachute Platform 4P134 included: Steel framework, the longitudinal beams of which were served to slip the platform along the roller; Castle fastening the STS; mooring in the form of two side grids; Removable wheelchair; Parachute frame in the form of a welded tubular design for mounting the main parachute system. 4p134 was equipped with a lining foam depreciation located between the platform and the cargo.
Loading the 4P134 platform aircraft with a load (flight weight up to 20.5 tons) was produced in two ways: on its own wheel fashion Or with the help of loading and unloading equipment 7P134. In both options, a brigade of eight people spent on loading 1 h 15 min. Downloading with a swing was made when the flight mass of the cargo exceeded the possibility of loading and unloading equipment of the aircraft. The equipment of the platform to the flight of a brigade of six people, depending on the cargo occupied 5-7 hours.
According to the test results, the platform 4P134 "provides placement on it and mooring of the main samples of military equipment provided for by TTT (SU-85, PT-76, BTR-60, BTR-50PK) ... Parachute landing with aircraft aircraft weighing Until 1Bonn ... Foam depreciation ensures the safety of the platform elements with modules of military equipment at a landing rate of up to 8 m / s. "
The platform was adopted for supplying in 1972 under the designation of P-16. In addition to these machines, it was assumed to land on it also BMP-1 and 122-mm self-propelled Gaubitsa 2C1 "carnation" (with a PS-9404-63R parachute system in a five-circuit version). 2c1 with the means of landing was held state test, but the Airborne Wavrogen was not received. For the Airborne Forces, SAU models have already been developed.
Rolling equipment 1P134 for the drive cabin An-22 was commissioned by the Air Force in 1970
In 1973, a platform 14P134 was adopted to supply, which received the designation of P-7 in the series. This platform was created as the development of PP-128-5000 with greater lifting capacity - this was required by changing the nature of the landing cargo. Platform frames and suspension frames, wheeled and other elements were strengthened. The manufacture of these platforms was transferred to the Kumertau Helicopter Plant.
The P-7 platform with a multi-polar parachute system of the ISS-5-128M was intended for the landing of the BMD-1, BTR-D and machines on their base, car UAZ-450, UAZ-452, UAZ-469, GAZ-66, artillery systems 30, SD-44, PSU-23, various ammunition and cargo supplies from An-12B aircraft (with roller transporter), An-22 (with roller equipment and central monorail).
Platform 4P134, loaded by an overall mass layout (12500 kg) with a parachute system in a 4-dome variant, before loading into the aircraft and after landing. Tests June 30, 1970
Towing a platform 4p134 KRAZ-219 car loaded by PT-76 tank.
Output of the 4P134 platform from the aircraft cargo cabin.
The kinogram of introducing the 4-dome parachute system when landing the dimensions of the mass layout on the 4P134 platform.
P-7 set consisted of a cargo platform itself, automatic devices, mooring details (metal cables, locks, earrings, clips, rods, etc.) and a marker radio transmitter P-128, included with the cord when the parachute system is triggered. The base of the cargo platform was an aluminum frame of the riveted construction, covered on top of the sheets. Over the sides of P-7, the folding panels were mounted, which served to set the platform on the roller tracks or the rollers of the conveyor in the aircraft cargo cabin, holding the shock absorbers in the folded position, and after the landing, helped keep the platform from tipping.
Moreover, cargo platform included the suspended system cables, the suspension frames, the cables of the discontinuing panels and the folding guide rollers, locking locks, spring compensators, three double air shock absorber, folding guide rollers (for mounting to monorails in the IL-76 or An- 22 aircraft), fastening locks (For An-12B), Turning on the PCA, removable wheeled and leash for towing.
Wheel running, except for quenching front and dual rear wheels, also included side wheels: their use depended on the platform loading. Automatic devices included the lock fixture lock of the RCP platform, the auto-unitage knot and the TM-24B remote pyrotechnic tube. Own mass of the P-7 platform on wheels - 1350 kg, dimensions - 4216x 3194x624 mm (on wheels).
Parachute platforms are stored and transported on road trains (in packages from two: platforms). Before landing, they are loaded from the car (trailer) and installed on the training platform. The downloaded platform is towed by tractor along a concrete road at a speed of up to 30 km / h, according to the ground - up to 10 km / h. Loading the plane is performed using a telfer.
The MKS-5-128M multi-pop parachute system allows the maximum drop of dropping to 8000 m, since it can be administered with a long delay in the disclosure of domes of main parachutes. Its exhaust parachute UPS-12130 system includes a supporting cruciform parachute, a stabilizing parachute is included in the system to ensure a stabilized decline in the platform with a speed of 40-50 m / s, and each of the five main parachutes, in addition to the 760 m² domes (paracron dome), Includes a braking area of \u200b\u200b20 m², as well as an additional link connected to the HD-47U autotype. The work of this system consists of the following steps:
Removing a parachute platform with a load from the aircraft with an exhaust parachute and the introduction of a stabilizing parachute;
Reducing a parachute platform on a stabilizing parachute and fractal main domes;
Disconnection of a stabilizing parachute, the introduction of the main parachutes, filling them with air and a decrease in the platform on them;
At the time of touching the land platform, the domes of major parachutes are disconnected from the cargo with the help of autootsecks AD-47U.
In decreasing, the folding panels of the platform are unfolded, releasing shock absorbers, which, under the action of the severity of the lower base, are straightened and through the valves are filled with the oncoming air flow. When landing, crumpled shock absorber shells and air booming through the valves provides absorption of a significant part of the impact energy.
Working in the air of the object 4p134 with the Parachute system of the ISS-5-1400 in the 4-dome variant.
An experimental platform 2P134, loaded BMP-1 and BTR-60BB, with additional depreciation.
Platform P-16, loaded by self-propelled Gaubice 2c1 "Carnation".
Modernization
In 1976, the IL-76 aircraft entered the supply of military air transport. In addition to the development of parachute equipment for the new aircraft, the department "Universal" had to be modernized by parachute platforms. In the same year, the supply equipment 1P158 was adopted for IL-76 (subsequently used on IL-76M and IL-76MD aircraft) and P-7M platforms (14P134M) and P-16M (4P134M).
The P-7M platform has a carrying capacity to 10,000 kg. An ISS-5-128R parachute system was introduced with ferrifable main parachutes. It includes: exhaust parachute UPS-8 system to extract the entire system from the carrier by a breakdown method; Additional exhaust parachute (Fiberboard) for rapid introduction of the main parachutes; 5 or 4 blocks (depending on the mass of the platform with cargo) of the main parachutes; parachute chambers; Staples for connecting links. UPS-8 exhaust system, called "exhaust", includes a brake cloth, a link of 50 m long, a dome in the form of a truncated cone with an area of \u200b\u200b8 m². VPS-8 is suspended in an airplane to the holder's castle on a HosmemoC of the hatch, using the ZKP link, connects with an additional exhaust parachute, which is a round diver of 30 m² with a pole hole. The main parachute includes a cylindrical chamber, a damper link in the form of a 5-meter tape to reduce shock load, a round diver of 760 m² with a pole hole, four belts with pins.
Tendering of cargo or military equipment on the P-7M platform with a parachute system of the ISS-5-128R includes the following steps:
The introduction of exhaust parachute and the extraction of the platform from the aircraft;
Disconnecting the exhaust parachute and the introduction of an additional exhaust dome;
The output of the main gaspeed domes from parachute chambers, a decrease in the platform on a fractal system of domes for 4 s;
Filling and filling with air of the main domes, reducing the platform on the filled main domes;
Landing, actuation of depreciation, disconnecting towing means.
Platform with a parachute system was calculated on fivefold use.
Crawler Tractor DT-75, prepared for landing on the P-7 platform.
At this kinogram of the cooked reset of the platform loaded by an overall mass layout, you can see the sequence of operation of air shock absorbers.
Towing technology prepared for landing, to the airfield at the airfield.
GAZ-66B car prepared for landing on the P-7 platform.
The P-16 platform loaded by the SU-85 self-propelled installation and prepared for landing. Right: Self-propelled SU-85 installation on the P-16M platform after landing.
If the P-16 platform and its modifications over time were removed from operation (with a reduction in the number of objects, for the landing of which it could be used), then the modifications of P-7 are still "working horses" of Airborne and military transport aircraft.
Parachute platforms were created on solid and serial landing. With a serial landing of machines on platforms, the first to exit the platform, leaving the aircraft, crimps limit switches Roller tracks that are installed on the ramp. After that, the cargo reset system displays a signal to reset the exhaust parachute system to output. It stretches the target time, which means it increases the scatter of the landing points and increases the time required to search for goods and collecting the landing. Therefore, the method of discharge of goods and military equipment on the Tsugom platforms was worked out: the exhaust parachute system of the next object is pulled out into the cargo hatch by the previous object. Saving time dropping in a few seconds it saves hundreds of meters at the landing site.
The R-128 marker transmitter for searching the landed platform was subsequently replaced by the R-255 MP transmitter; Marine paratroopers were used by an individual search receiver R-255 PP. Since 1988, a R-168 MP marker transmitter was used and the R-168 PP receiver.
In the cargo cabin, IL-76M can accommodate three BMD-1 on P-7M in the version of parachute towing platforms, in the cargo cabin An-22 - four. From the IL-76 and An-22 aircraft, up to four P-7M platforms with cargo material and ammunition were landing. In the cargo cabin of the IL-76 aircraft (IL-76M, MD) or the An-22 of the P-16M platforms with a parachute system of the ISS-1400, only two were placed in a four-or five-circuit version, while their landing was also possible single, series and zugom .
Light Tank PT-76, prepared for targeting on the 4P134M platform (P-16M).
Output of the 4P134M platform, loaded PT-76 tank, from the aircraft IL-76.
At the top: BMP-1 infantry combat machine, prepared for landing on the 4P134M platform (P-16M). Pay attention to the location of the main and additional wheels, the mooring of the machine on the platform and the installation of the parachute system. Below: Loading platform 4P134M (P-16M) with BMP-1 to the plane.
At the top: Mooring BMD-1 on the landing platforms P-7. Gajunai, Lithuanian SSR, 1976 below: Preparation of the P-7M platform, loaded by the BMD-1, to download the IL-76 to the Telfer.
The loading stage of the BMD-1 on the P-7 landing platform (P-7M) into the plane. The chains of the aircraft telphers are on the platform brackets, the platform is raised above the ground and installed on the safety stands, the platform wheels are removed, and the front guide rollers are set to the working position. Next, the BMD platform will be raised into the carbon cabin and installed on the roller tracks ramps so that the monorails are between the platform guide rollers.
An anti-aircraft installation of PSU-23 with ammunition prepared for landing on the P-7 platform.
Preparation of the P-7 landing platform, loaded by BTR-D, to the download to the An-22 aircraft using telphers.
Diagram of shock absorbers of the P-7MR platform in the working position. Double shells of shock absorbers are visible.
The P-7MR platform loaded by ammunition after landing.
Loading to the Platform of the P-7M Armored Transporter BTR-ZD. Right: BTR-D armored personnel carrier, prepared for landing on the P-7M platform. The installation of the Parachute system of the ISS-5-128R, the mooring of the BTR-D on the platform and the attachment of caterpillars with tie.
Together with the adoption of a multi-pop parachute system of the ISS-350-9 (developed in the 1980s. In the Research Institute of Parachute Building Based on a Unified Block with a parachute of an area of \u200b\u200b350 m² for layout multicoral systems Virtually the entire range of cargo and equipment of the Airborne Forces) was also created a new modification of the P-7 platform.
The introduction of a soft (kapron) suspension system instead of steel cables made it possible to reduce the load on landing load and the frame of the suspended system during the targeting process. For this, the more energy-intensive depreciation system was served: all six shock absorbers received additional camerasAlso inflated in the process of reducing the oncoming air flow. In addition, the platform, which had the designation of P237-0000 at the time of development, received a wheel stroke with a rotation angle limiter, a device for adjusting the gaps between the RCP and the monorail of the aircraft cargo cabin, more comfortable means of mooring the gas-66 car. From June 1985 to April 1988, a preliminary, and from October 1988 to January 1989 - government tests of the platform took place. Finally, in December 1991, the modernized platform was accepted for the supply under the designation of P-7MR.
The Platform with the Parachute system of the ISS-350-9 provided landing from the An-22 and Il-76 aircraft by mass from 3.5 to 10 tons with a minimum safe height of the drop of 300 m. However, during operation, the P-7MR has revealed a large than -7m, a tendency to overturn after landing: the platform "bounced" due to insufficiently fast air bleeding, especially with relatively light loads. In addition, the P-7MR did not comply with the unification of individual details with already consisting on the supply of P-7 and P-7M platforms. The production of P-7MR limited to a small batch.
Changing the set of landing loads required changes in the parachute platform. In 2000, for example, Universal CPC received a tactical technical task on the upgrade of P-7 (P-7M) platforms for landing with the Parachute system of the ISS-350-9 new cars considered as promising for Russian army, GAE-3308 "Sadko" and GAZ-3937 "Vodnik" (work received on the "universal" of the notation, respectively, P321 and P322), as well as KAMAZ-43501 (P312 index). But GAZ 3308 and FA3-3937 did not affect the supply. Experimental work on KAMAZ-43501 landing with the P-7M platform began in 2004, and ended in 2009. The KAMAZ base compared to previously packed cars and his highly located center of gravity was not allowed to provide a safe landing with platforms P-7 or P-7M. In 2010, it was decided to create a completely new generation of means of landing all types of wheeled vehicles located on the supply of airborne supplies.
The P-7MR platform loaded with GAZ-66, prepared for landing, and after landing.
Kinogram of operation in the air platform P-7MR, loaded with a GAZ-66 car, with a parachute system of the ISS-350-9 B7-dome version.
Platform P-7MR, loaded BMD-1 (left) and BTR-D, after landing.
"Centaur" on the platform
An example of the massive use of multi-pop parachute systems and landing platforms can serve as the major international doctrine "Dvina", conducted in March 1970 in Belarus. The 76th Guards Aircraft Chernihiv Red Banner Division took part in the teachings. In just 22 minutes, more than 7,000 paratroopers and over 150 units of military equipment were ensured. According to these teachings, V. F. Margelov first expressed the idea of \u200b\u200bresetting the crew along with the BMD-1. The fact is that usually the crews left the plane after "their" combat vehicles so that they could observe them in flight. However, the rates of reducing the BMD-1 on a parachute platform and a paratrooper on an individual parachute will differ greatly. When resetting the BMD-1 separately from the crew, the latter turned out to be scattered within a radius from one to a few kilometers from his car. In order to reduce up to a few minutes, the time between the release and the beginning of the Movement of the landing Commander of the Airborne Forces General V.F. Margelov already at the beginning of 1971 demanded to work and implement the crew targeting inside the car. The high reliability of parachute-platform reached by the time (reliability indicator 0.98) allowed to do this.
The commissioning system of a combat vehicle with two crew members was assigned the conditional name "Centaur". The history of the "Centaur" now write and speak a lot and willingly, mainly emphasizing the dramatic "psychological" moments of such a means of landing (by the way, speaking remaining "pure Russian", noigible reproduced). In fact, many this risky method caused serious concerns. It is characteristic that in parallel, work on another solution to solve the problem of reducing the time between the landing of technology and bringing it to combat readiness. A collaborative landing complex (CSD), created by the Research Institute of Automatic Devices and an estimated installation on the landing platform along with the object of the seats (cabin) to accommodate the crew or calculation with individual parachutes - in case of failure. This method allowed landing along with the combat vehicle not only the crew, but also a landing, and in addition - landing cars and artillery systems along with the calculation. Nevertheless, the choice was made in favor of landing the combat vehicle with the crew inside. And this method was, first of all, carefully prepared with the "technical" side.
Means of landing 2p170 (2p17 ° C, "Centaur" system) with BMD-1, prepared for loading to a landing plane. Pay attention to foam shock absorbers between the platform and the combat machine.
Placing a crew member in the chair "Kazbek-D" in the BMD-1 case during landing.
Automatic strippers of the combat vehicle (left) and 2P170 system with BMD-1 K after landing.
Commander of the Airborne Forces General of Army V.F. Margelov and Chief Designer A.I. Privov.
The WPV Scientific and Technical Committee has fulfilled the appropriate specification. The work was attended by the factory "Universal" (chief designer - A.I. Privalov), Zvezda plant (chief designer - G.I. Severin), GNII Aviation and Space Medicine. In the BMD-1 case, two shock-absorbing chairs "Kazbek-D" were mounted for crew members - a simplified version of the Cosmonaut's Armchair "Kazbek-y" production of the Zvezda plant. There is an additional foam shock absorber between the platform and the machine. Initially, the option of the "Centaur" on the PP-128-5000 serial parachute platform was worked out with the MKS-5-128M parachute system, but then the system was transferred to the P-7 platform. Special crew armies and foam depreciation added 80 kg of weight towards targeting 80 kg. To reduce the time of bringing the car in combat readiness after the landing, a system of accelerated pussy was installed: on the Kapron Rings of the branches of the branch of BMD-1 on the platform, pyrotechnic cutters were installed, resulting in the crew commander after landing.
Active work on the preparation of practical discharges on the new system was held by the Deputy Commander of the Airborne Forces General Lieutenant I.I. Foxes. The preparation was completed by the fall of 1971, but the permission for the first reset of BMD-1 with a real crew of the Defense Minister gave only in December 1972. The first dropping of the Centaur system on the P-7 platform (the system received the designation 2P170 on the Universal) It was produced on January 5, 1973 from the An-12B aircraft in the Tsneitskaya Training Center on the basis of the 106th Tula Airborne Division. Crew BMD-1 - Lieutenant Colonel L.G. Zuev and senior lieutenant A.V. Margelov. The results showed - the crew not only seal with such a discharge, but also will retain the combat readiness.
Then the discharges on the "Centaur" with military crews were carried out in each parachute shelf. To assess the scope of work on the 2P170 system, we give a list of tests: Copp tests (53 cooked drops, of which 14 of them with two crew members, before dropping people, they spent hoop drops with accommodation at the crew places of dogs); tests of automatic scattering and exposure to it electromagnetic fields of KV, VHF and microwave ranges; terrestrial physiological and flight technical tests; Flight physiological tests. Means of landing of the BMD-1 combat vehicle on the P-7 platform with two crew members were officially commissioned in January 1977,
Participants in the first experiment on the landing of the BMD-1 with the crew inside - officers of the Airborne Command, the Universal Plant Employees and Research Institute AU. In the first row in the center - Lieutenant Colonel L.G. Zuev and senior lieutenant A.V. Margelov. January 5, 1973
The crew of the BMD-1 as part of the GW. Older A.A. Titova and GW. Senior Sergeant A. A. Merzlyakova after landing on the "Centaur" system reports on the fulfillment of the task of the Deputy Commander of the Airborne Forces by the Army General I.I. Lisov. Kaunas, July 11, 1974
Cooping Cabin Cabin (CDS) with a personalized platform with a loaded gas-66b car. Pay attention to the platform shock absorbers.
The collaboration cabin on the platform prepared for the landing of the Gaubitis D-30 together with the calculation.
| Means of landing | ||||
|---|---|---|---|---|
| BMD-1 with crew (2p170c) 1977 | P-7-go-92 (P215) 1983 | P-7MR | P-16m. | |
| 1991 | 1976 | |||
| Structure | BMD-1 with crew 2 people Platform P-7 Parachute system Parachute MKS-5-128R or ISS-350-9 exhaust parachute system UPS-8 auto-outage MOWER MODE AND INSTALLATION | RHM on the basis of GT-Mu Platform P-7 Parachute system Parachute MKS-5-128R Exhaust parachute system VPS-8 auto-motorizing means of mooring and mounting | Useful cargo Platform P-7MR Parachute system MKS-350-9 exhaust parachute system UPS-8 auto-carding AD-47U MODE MODEL AND MAINTAGE | Useful cargo platform P-16M Parachute system Parachute ISS-5-1400 exhaust parachute system VPS-14 Ser.2 auto-outage 2p131m MODE MODEL AND MAINTAGE |
| Flight weight, kg: | ||||
| - for the An-12 aircraft | 9200 ± 100. | 7667I70. | - | |
| 9100 ± 100. | 7557 ± 170. | 3600-10000 | 13500-21500 | |
| Maximum weight of payload, kg | 7200 ± 70. | 56401120 | 7700 (for 2P170) | 900-16000 |
| Mass of landing facilities, kg: | ||||
| - for the An-12 aircraft | 2000 ± 30 (from the ISS-5-128R) | 1980130 | ||
| - for IL-76 and An-22 aircraft | 1900 ± 30 (with ISS-5-128R) | 1870 ± 30. | 1970 | 5500 |
| Mass of landing facilities from payload. % | 28-26 | 34 | 26 | 34 |
| Flight rate for the device when dropping, km / h: | ||||
| - from the An-12 aircraft | 350-370 | 350-400 | ||
| - from the IL-76 aircraft | 350-370 | 260-400 | 260-400 | 260-400 |
| - from the An-22 aircraft | 350-370 | 320-400 | 320-400 | 320-400 |
| Height of landing over the landing platform, m | 500-1500 | 500-1500 | 300-1500 | 800-4000 |
| Landing speed, m / s, no more | 9 | 7,92 | 6,6-8,1 | 9 |
BTR-D armored personnel carrier with a Parachute system of the ISS-5-128R, prepared for landing on the P-7M platform.
The laying of the parachute system, the mooring of the BTR-D on the platform and methods of attaching caterpillars with tie. Additional side wheels are installed on the platform.
BTR-D aircraft carriers with parachute systems are prepared for loading on landing platforms P \u003d 7M
Down: Platform P-7M, loaded by BTR-D after landing
P-7M platforms loaded with GAZ-66 cars. Teachings near Novorossiysk. 2007
Platforms P-7M, loaded with GAZ-66 cars before loading into the IL-76 aircraft.
The P-7M platform loaded with a GAZ-66 car with a Parachute system of the ISS-5-128R in a four-circuit version.
Tentization of the P-7M platform loaded with GAZ-66 car. The grade of the main domes.
Filling the main domes.
Reducing the platform on the main domes. Shock absorbers are filled with air.
Platform P-7M with GAZ-66 car after landing and checking the domes.
The car KAMAZ-43501 with a multi-pool parachute system of the ISS-350-9, downloaded to the P-7M platform. Side wheels installed on the platform.
Car KAMAZ-43501 on the P-7M platform. On the dimensions and the situation of the center of gravity, this car was "at the limit" of the capabilities of the platform.
Sanitary version of the UAZ-452 car, prepared for landing on the P-7M platform.
Radiation and chemical intelligence machine based on GT-MU-1D tractor loaded on the P-7M platform.
Tactical and technical characteristics of PP-128-5000.
The speed of the aircraft during landing - 300-400 km / h.
Platform reduction rate:
On major parachutes 7 m / s;
On a stabilizing parachute of 40-50 m / s.
Mass of the platform without wheels and mooring parts - 1030 kg.
Parachute Platform P-7 is a metal design on removable wheels intended for landing on it by flight mass from 3750 to 9500 kg from IL-76 aircraft, An-12B and An-22 at the flight speed of IL-76 -260-400 km / h, and from An-12b and An-22 - 320-400 km / h from the aircraft.
The platform is designed to collaborate with multi-pool systems of the ISS-5-128R and MSC-5-128M.
P-7 parachute platform includes: cargo platform, automatic devices, mooring parts, R-128 radio transmitter (R-255MP), tool and documentation.
To remove from the parachute platform and compounds of the multi-polar parachute system of the ISS-5-128R (ISS-5-128M) with a parachute platform P-7 there is a suspension system that consists of links and cables. The links of the suspended system are made of kapron tapes and are supplied with the ISS, the cables of the suspended system are made of steel ropeComes with platforms.
Parachute platform P-7 with BMD-1.
Tactical and technical characteristics of P-7.
Drop height over the landing platform - 500 - 1500 m.
Exceeding landing site above sea level - 2500 m.
The speed of reducing the platform on the main parachutes is 8 m / s.
The maximum allowable wind speed at the Earth - 8 m / s.
Warranty resource - 5 applications.
Technical resource at two planned repairs For 10 years - 15 applications.
Mass of the platform without wheels and mooring parts:
For An-12B - 1220 kg;
For IL-76 and An-22 - 1100 kg.
Moorweight mass: BMD-1 - 277 kg; BTR-D - 297 kg; P-142 - 324 kg; MRS dates - 372 kg; BM-21B and 9F37B - 400 kg; UAZ-469РХ - 163 kg; UAZ-450 -320 kg; GAZ-66 - 321 kg.
Parachute platform P-7 with GAZ-66 car.
MTS-5-128M multi-parasite system is designed to land the combat technology (cargo) flight weight up to 9500 kg on the P-7 parachute platform from IL-76 aircraft, An-12b, An-22 or on PP-128 - 5000 parachute platform An-12b aircraft.
The parachute system of PP-128-5000, unlike the ISS-5-128M, can be administered with a long delay in the disclosure of domes of the main parachutes, which allows the recession of technology from a high height, while the disclosure of domes of the main parachutes will occur at a given height.
Multicopoly parachute system MKS-5-128M.
The ISS-5-128M system consists of an exhaust parachute system of VPS-12130 or one PPU block with a dome of 4.5 square meters. m, one block of a stabilizing parachute and a system of five main parachutes, a bracket for fastening links and other parts.
With the advent of parachute-reactive systems (PRSM), combat equipment on the basis of BMD (BTR-D) ceased to landing on parachute platforms with multi-pool systems.
Tactical and technical characteristics of the ISS-5-128M.
The height of dropping over the landing platform is 500-8000 m.
The minimum flight mass is 3700 kg.
The speed of reducing the platform with a weight of up to 8500 kg - not more than 7 m / s.
The mass of the system in a five-circuit version is 700 kg.
Warranty service life - 12 years.
Storage time without reparation - no more than 12 months.
Technical resource when landing on the P-7 platform (PP-128-5000), applications:
from a height of 500-3000 m at the aircraft speed of 320-350 km / h, with a load of flight weight up to 4500-7400 kg - 5 applications;
from a height of 500-3000 m at the aircraft speed of 350-370 km / h, with a load of flight mass to 4500-7400 kg - 3 applications;
from a height of 500-3000 m at the aircraft speed of 370-400 km / h, with a load of flight weight up to 4500-7400 kg - 1 application;
from a height of 500-3000 m at the aircraft speed of 350-380 km / h, with a load flight mass to 7400-8500 kg - 1 application;
from a height of 8000 m at a speed of aircraft 320-350 km / h, with a load of flight mass to 4500-6200 kg - 1 application.
Parachute reactive system PrSSM-915 (PrSSM-925) - a free parachute of the landing agent intended for landing specially trained cargo and military equipment from IL-76 and An-22 aircraft equipped with rolling equipment, or from An-12B aircraft equipped with an equipped conveyor TG-12M.
A distinctive feature of PRSM-915 compared to the ISS-5-128R with a parachute platform P-7 is the following: instead of five blocks of the main parachutes in the ISS-5-128R, each of which has an area of \u200b\u200b760 kV. M, in PrSSM-915, only one main parachute of 540 square meters is applied. m; Instead of a parachute platform with a shock absorber, a reactive engine is used.
Parachute reactive system PrSM-915.
The parachute-reactive system includes: a parachute system consisting of an exhaust parachute unit (VPS-8), a block of the main parachute (OX-540PR) and links of these blocks connected by the lock (STD); powder reactive system consisting of a block of powder jet engines (PRD) connected to a parachute adapter system; Electrical equipment of PRSM-915 (PRSM-925) consisting of two probe with devices and power supply unit; means of ensuring the fastening of the combat vehicle in an airplane to which two shock-absorbing skis and the central power node (CSB) are related; Installation tools PRSM-915 (PRSM-925) on matter, Loading facilities for combat vehicle, control and inspection equipment, tool and accessories.
Tactical and technical characteristics of PRSM-915.
IL-76 - 260-400 km / h;
An-22 - 320-380 km / h;
An-12 - 350-400 km / h.
Vertical landing speed of the machine - 5.5 m / s.
The permissible wind speed in the Earth is 8 m / s.
Flight mass of the machine with PRSM - 7400-8050 kg.
Flight mass PrSP - 1060 kg.
Tactical and technical characteristics of PRSM-925.
The height of dropping over the landing platform is 500-1500 m.
Airplane speed when dropping:
IL-76 - 260-400 km / h;
An-22 - 280-400 km / h;
An-12 - 340-400 km / h.
Vertical reduction rate on the main parachute - 16-23 m / s.
Vertical landing rate of the machine - 3.5-5.5 m / s.
The permissible wind speed in the Earth is 10 m / s.
The reactive force of the PRP block is 18,750-30,000 kgf.
Flight mass of the machine with PRSM - 8000-8800 kg.
Flight mass PrSSM - 1300 kg.
Warranty service life - 5 years.
Technical resource applications - no more than 7 times.
Special operations in the post-Soviet space
In the late 80s, the power and power of the Airborne Connections and the GRU special forces had to turn to the suppression of interethnic conflicts, which, like mushrooms after the rain, began to grow throughout the USSR, and later the CIS.
In the summer of 1987, the situation in Transcaucasia began to deteriorate in connection with the requirement of the Armenian part of the population of the Nagorno-Karabakh Autonomous Region (NKAO) on the withdrawal of Nagorno-Karabakh from the Azerbaijan SSR and the inclusion of it in the Armenian SSR. On February 28, 1988, the situation in the cities of Sumgait and Kirovabad came out of control. In Sumgait, the Azerbaijanis gathered to the rally moved to pogroms against the Armenian population, which were accompanied by looting, arson and murder. As a result of these inconsistencies, 26 Armenians killed in Sumgait for two days, more than 400 were injured, 12 Armenians were raped, set fire to more than 200 and plundered hundreds of apartments, destroyed more than 400 cars.
Brand new topic
On May 20, 1983, a decree of the Central Committee of the CPSU and the Council of Ministers of the USSR No. 451-159 "On the conduct of experimental design work on the creation of a combat car of the landing of the 1990s was published. And the means of landing. " OKR on the martial machine of the landing received the Bakhcha cipher, and by means of landing - "Bakhch-SD".
When developing a new airborne airborne combat vehicle and the means of landing, the scale of the tasks that were set up to the Soviet Airborns in case of war, and the complicated conditions for conducting airborne operations were taken into account. The potential opponent, of course, took into account the role assigned to the Airborne Forces, and the possibility of mass parachute landing in itself in the rear of personnel and military equipment. In the course of the teachings of the Armed Forces of NATO countries, the issues of combating aerial landings were practically worked out, and assured the landings by the battalion and above. In the UK, for example, in September 1985 held the teachings of "Brave Defender" with practical development of tasks to combat aerial landing throughout the country. In the American charters, it was emphasized that the commanders of all degrees when planning a combat operation should solve the issues of the protection and defense of the rear of their troops. Intelligence means of intelligence were improved, low and long-distance detection and alerts were deployed, the air defense system was attracted to the fight against air deposits - from individual compounds to the scale of host theater.
To combat landed landings in addition to the protection forces of objects and bases in the rear areas of the troops, battalion, regimental, brigade movable tactical groups were formed from the composition of armored, mechanized and aeromobile parts. Among the fighting measures were envisaged: shelling of military transport aircraft and landing during landing, the attack of the enemy landed the opponent with the mobile tactical group with the support of tactical and army aviation, trunks and reactive artillery, using the initial inorganization of the landing, with the aim of either destroy, or to forces. The emergence of intelligence and impact complexes increased the possibilities of defeating the landing in the landing area.
A comprehensive solution to the problems of reducing the vulnerability of a parachute paratrooper, including the increase in the suddenness and secretion of the landing, an increase in the number of equipment and personnel packed by one echelon, and targeting accuracy, reducing the time of landing and time between landing and the beginning of the pavement of the landing.
The main requirement for a family of airborne airborne aircraft, was landing from the military transport aircraft of the IL-76 (IL-76M) and the An-22 combat vehicles with a full combat kit and refueling, as well as with combat calculation (two crew and five people Man of the landing) placed inside the car. At the same time, the IL-76 had to lift up to two cars with targeting facilities, IL-76M - up to three, An-22 - to four. The landing was planned to produce on land (including high-mountainous sites) and water (with excitement to 2 points). Means of landing were to guarantee a decrease in the minimum permissible height of landing, the minimum possible ratio of their mass to the mass of the pavement of the cargo (combat vehicle with ammunition and calculation), use in various climatic and weather conditions. The probability of conducting an airborne operation after the strikes of the opponent and the dismissal of roads and a number of airfields required to provide the possibility of combat vehicles with a long march to carry out a long march to the airfields of loading with overcoming water obstacles.
On November 30, 1983, the management of orders and supply of aircraft equipment and armament of the Air Force issued the Moscow aggregate plant "Universal" coordinated with the Ministry of Aviation Industry Tactical and Taxation No. 1998 on the development of free tutoring for new BMD. Development of targeting funds on the topic "Bakhch-SD" began under the leadership of the chief designer and the responsible head of the Universal Plant A.I. Balvanov and deputy chief designer P.R. Shevchuk.
In 1984, Universal issued automatic devices (NII AU). Technical task No. 14030 on the development of a parachute system. Work in the research institute AU was headed by director of the institute O.V. Ryshev and deputy director B.N. Skulanov. The design of landing facilities was carried out, of course, in close cooperation with the team of developers of the VGTZ headed by the chief designer A.V. Shabalin and deputy chief designer V.A. Trishkin.
If the BMD-1 base family made it possible to create each next set of targeting facilities based on previously developed samples with a high degree of unification, now it could not be about continuity on nodes and aggregates of speech. The tactical and technical task on the "Martial Machine of the 90s of the 90s" (the designation "Object 950", in production - "Product 950") assumed a qualitative improvement of its characteristics compared with the BMD-1 and BMD-2 and the corresponding increase in Dimensions and masses. The planned mass of the new BMD (12.5 T) more than 1.5 times higher than the mass of the BMD-1 family of the BTR-D. Combined with the need to land the entire calculation inside the car with very hard restrictions on the mass of the means of landing agents, it forced to create a new complex. Of course, a rich stock was used technical solutionspreviously found by the "wagon" and Research Institute of AU during other works, however, the design should have been new. In fact, it took a full range of research and development work.
Taking into account the novelty of the task, the Customer agreed that final choice concept Tentition will be made at the stage of protection of the technical project.
Of the two main schemes for the farewell towing facilities used for the BMD-1 - BTR-D (parachute or parachute-reactive system), a multi-pop parachute has been chosen, which ensures greater reliability, which was paramount taking into account the calculation towing. Placing the calculation on universal seats Instead of special amortized chairs, it required the developers to ensure vertical overload when landing not more than 15 g. A multi-power system in combination with energy-intensive shock absorbers could provide it. Therefore, the variant of the parachute-reactive system at the stage of the technical project was not considered.
In December 1985, a meeting of representatives of the customer and industry was held at the Universal Plant on the approval of the technical appearance of the Bakhch-SD funds. The chairman of the meeting was the Army Army Commander, General Army D.S. Sukhorukov, Deputy Commander-General General Lieutenant N.N. Guskov, from the customer - G.I. Cashnya, from the factory "Universal" - N.F. Shirokov, replaced by A.I. Avivalova as a head of the head and chief designer of the plant, from Research Institute AU - Director of the Institute O.V. Ryshev and the head of his Feodosi branch P.M. Nikolaev, from GC Research Institute of the Air Force - Head of the Department A.F. Shukayev.
The meeting discussed three options for free parachute facilities:
- the option of the Feodosi branch of the NII AU represented P.M. Nikolaev. It was, in fact, upgrading the means of landing Type PBS-915 "Shelf" with self-filled aircraft;
- option "Universal" with self-filled air depreciation "Kid". Reported Lead Designer Ya.R. Grinspan;
- Variant of the plant "Universal" with air absorption of forced filling with overpressure inside 0.005 kg / cm2. According to him reported the chief designer N.F. Shirokov.
As a result of a comprehensive study, it was decided to create a third-option targeting funds, providing greater energy intensity of depreciation and smaller overload on the machine housing and placement places for landing. Development received the factory cipher "4p248", the customer assigned to her "PBS-950" cipher.
Designing the means of landing 4P248 (for brevity, called another "System 4P248") was conducted in the 9th department of the Universal Plant under the guidance of the head of the department G.V. Petxus, Chief of Brigade Yu.N. Korovochka and leading engineer V.V. Zhrabrovsky. Calculations were performed by the department headed by S.S. Filler; Tests of landing facilities at the factory were led by the heads of test departments P.V. Goncharov and S.F. Thunder.
The main problems that the developer team had to be decided to decide again, the creation can be attributed:
- the new installation-depreciation device (skis with shock absorbers and the central node), which would provide the loading of the cutting BMD to the plane, fastening it in the aircraft cargo cabin on the rolling equipment, the safe output of the cargo cabin during landing and automatic inclusion to the work of parachute and depreciation systems. A air shock absorber of forced filling 4P248-1503 was designed;
- aggregate intended for forced filling shock absorbers atmospheric air In the volume that ensures the quinetic energy of the cargo during the landing. The unit was named the "block of superior" and received the factory cipher "4P248-6501";
- multi-polar parachute system that would ensure the saved landing and the Object 950 with a full combat calculation. The development of the Parachute system of the ISS-350-12 was carried out in the Research Institute of AU under the leadership of the Deputy Director B.N. Skulanova and Chief of Sector L.N. Chernyshev;
- Equipment allowing BMD with installed towards landing means to make a march to 500 km with overcoming water obstacles;
- electrical equipment placed inside the "object 950" for the issuance of the crew members of the lighting information on the stages of the direction of landing process, as well as to control the accelerated riming means of landing after landing.
The solution adopted at the meeting mentioned did not exceed the search for other possible embodiments of the depreciation device. There was among them and the principle of the airbag. Based on the decision of the State Commission, the SMSR of the USSR on military-industrial issues of October 31, 1986, the department "Universal" was issued a technical task for research work "Investigation of the possibility of creating means of landing equipment and cargo using the principle of an airbag". "Universal", in turn, in 1987 issued the task of the Ufa Aviation Institute. Sergo Ordzhonikidze (WAI), who had previously conducted a similar study within the framework of the "PRED". The newly open Nir received the cipher "blowing-1" and was fulfilled in full.
In the course of this Nir, the landing of the "object 915" (BMD-1) was studied, but it was assumed to use the same principle for more severe objects. The shock absorption device was an inflatable "skirt" at the bottom of the bottom of the battle car, which during the reduction was discharged with pyrotechnic gas generators. Forced air force under the "skirt" was not made: it was assumed that when landeding the machine, due to its inertia, it will compress air in a volume limited by the "skirt", spending on this considerable part of its kinetic energy. Effectively operate such a system could only in ideal conditions and on the perfectly level platform. In addition, the proposed WAI depreciation system provided for the use of expensive rubberized TSM tissue, was complex in preparation for use. Yes, and this work was completed when the funds 4p248 had already passed the stage of government tests. The final report on the NIR, approved by the supervisor leader in December 1988, recognized its results useful, but read: "Using the principle of a gas-air cushion in the planting device on the IP" PRED "and NIR" PREFERED- 1 "for the development of landing systems is inappropriate .
Within the framework of the work on the topic "Bakhch-SD", other NIRs were opened. The composition of the previously developed facilitating facilities for the BMD-1, BMD-2 and BTR-D - experienced ZP170, serial PBS-915 (925) were included in the wind guidrop orientation systems before landing. Relief with their help of the landing facility at the steps of the parachute descent of the longitudinal axis in the direction of the wind demolition allowed to ensure a safe landing at wind speeds in the surface layer to 15 m / s and thereby expand the range of weather conditions of parachute paratroopers. However, the mechanical handrope in the type used in PBS-915 (925), which effectively operated at a wind speed of 10-15 m / s, when it decreases to 8-9 m / s, it simply did not have time to work: with a decrease in the object, Gaidrop's slack was formed by the object. And he did not have time to stretch and deploy an object before landing.
Kinogram of coat tests of the depreciation system within the framework of the IPR-1 Nir using the BMD-1. Ufa, 1988
Nii Ay together with the Moscow Aviation Institute. Sergo Ordzhonikidze was developing a solid fuel orientation system (NIR "Air"). The principle of its action was to turn a packed object using a rivesed jet jet engine with a solid fuel gas generator, included and the system turned off automatic control. Data on the height of landing and the estimated direction of the wind demolition of the route of the packed car received prior to the start of targeting from the navigator of the aircraft and introduced into the automatic control system. The latter ensured the orientation of the object in the process of decline and its stabilization until the landing.
The orientation system was tested with a joint landing complex (CSD) and with a BMD-1 layout, a calculation was made for the means of landing the "Object 68m" combat vehicle ("Bass") and "Object 950" ("Bakhch"). The prospect of the system for use in the Airborne Forces, specialists of the 3rd Central Committee of the Ministry of Defense were noted. The Nir was completed in 1984, it issued a report, but did not receive further development - mainly due to the lack of the possibility of accurately determining the direction and speed of the wind in the ground in the area of \u200b\u200blanding site. In the end, from use in 4P248 any orientation system refused. The calculation was made that two air shock absorber in the process of exiting air after landing form shafts on the sides of the cargo, which will prevent overturning due to lateral demolition.
It is appropriate to remember research work According to the choice of materials for the depreciation of parachute platforms and containers, conducted abroad (primarily in the United States) in the 1960s. Foams, Kraft Fiber, Cellular metal constructions. The most favorable characteristics were metallic (especially aluminum) cells, but they were expensive. Meanwhile, at that time, air depreciation was already used on American and British parachute platforms of medium and large loading capacity. Its characteristics were quite satisfied with customers, but later the Americans abandoned air depreciation, referring to the difficulties of providing stability and prevent the platform overline after landing.
BMD-s ("Object 950")
The Parachute system of the ISS-350-12 was designed by AU based on a block with a parachute of 350 m2, unified with already accepted PBS-915 systems (-916, -925, P-7 platform), and with the system being developed at the same time ISS-350-10 for the means of landing P-211 boats "Gagara".
Nir, conducted in the early 1980s, showed that the most effective way to reduce the minimum height of cargo landing is associated with the refusal of the main parachutes of a large cutting area (as in ISS-5-128M systems, ISS-5-128R and ICS-1400 ) and the transition to "bundles" (or "packages") of an amarrone major parachutes of a small area. The experience of creating an ISS-350-9 system with blocks of the main parachutes of 350 m2 confirmed this conclusion. The possibility of developing multi-pool systems on a "modular" scheme: with an increase in the mass of landing cargo, the number of basic parachute blocks simply increased. Note that in parallel with the ISS-350-9, the ISS-175-8 system has appeared with a double area of \u200b\u200bthe main parachute, which was intended to replace the single-oiled system in parachute reactors of the PRSM-915 (925) - with the same purpose to reduce the minimum tenting height. .
"OBJECT 950" with targeting 4P248 facility in landing position
In both systems, for the first time in the practice of parachute construction, a method for increasing the uniform loading and improving the characteristics of the fillerness of multicoral systems through the use of low-rise brake parachutes and an additional exhaust parachute was used. Brake parachutes were introduced earlier than the basic and reduced the rate of reducing the landing object to the level, providing acceptable aerodynamic loads of each of the main parachutes during their disclosure and filling. The connection of each of the domes of the main parachute with an additional exhaust parachute (Fiberboard) by a single link led to the fact that the Fiberboard, as it were, "automatically regulated" the process of filling the domes. In the disclosure of the main domes, the "leader" was inevitably formed - the dome, which was revealed before the rest and received a significant burden. The effort from DVP could have somewhat "pretty" such a dome and not to give it to completely reveal too early. Ultimately, this was to ensure the uniform loading of the entire parachute system during disclosure and improve the characteristics of its filling. In the PBS-915 system with nine-football ISS-350-9, it made it possible to reduce the minimum height of landing to 300 m at a maximum height of 1500 m and the range of flight speeds of the aircraft for the device (for the IL-76 aircraft) from 260 to 400 km / h. This high-speed range should be noted, it is still not surpassed in any domestic, nor in foreign practice of parachute cargo towing goods weighing up to 9.5 tons.
The same minimum setting height of 300 meters was laid in the tactical and technical task for the development of the Bakhch-SD mediation, it was assumed to "work out the question of reducing the height of landing to 150-200 m." Maximum height The landing was set in 1500 m above the platform, the height of the site above the sea level - up to 2500 m, the flight rate for the instrument in landing was to lie within 300-380 km / h for the IL-76 aircraft (IL-76M) and 320-380 km / h - for An-22.
The 4P248 funds were introduced by the "Universal" developed by the plant "Universal" a new automatic unscrewing P232 with a unlocking clockwork. Moreover, it was created in the development of autotype 2p131 from the parachute platform P-16.
Interesting production and technological requirements of TTZ: "The design of targeting facilities should take into account the technology of serial manufacturers and the most advanced methods of manufacturing parts (casting, stamping, pressing) and allow the possibility of making parts on CNC machines ... Raw materials, materials and purchased products must Be domestic production. " Design documentation Litera T (stage of a technical project) For the means of landing 4P248-0000, already in 1985. In the same year, the first three copies of the BMD "Object 950" ("Bakhcha") were the factory tests and government tests of the Parachute system of the ISS-350 took place. -nine.
"Object 950" with Means of landing 4P248, loaded into the IL-76 aircraft
BMD "Object 950" with Means of landing 4p248 after landing
For preliminary tests 4P248 Universal factory and Research Institute AU in 1985-1986. Prepared experienced samples of landing agents, as well as dimensional mass layouts of the "object 950". At the same time, it was taken into account that the mass of the product presented in the state testing in 1986 exceeded the planned -12.9 ton instead of the initially defined 12.5 tons (subsequently, the new BMD still "sank"). Funds 4p248 at this time appeared under the changed cipher "Bakhch-PDS", i.e. "Parachute-landing agents."
Preliminary terrestrial tests 4p248 held from September 1985 to July 1987. During these tests, 15 cooked discharges were carried out, including physiological experiments, as well as dropping into an aqueous surface - using lifting crane (in 1986). It was determined that "... Air shock absorbers 4p248-1503-0 with a preliminary superchard chambers provide a landing of the product" 950 "on a parachute system at a vertical speed of up to 9.5 m / s with overloads on board the product not more than 14 units, and universal chairs in the parachute relief position along the x axis "not more than 10.6, along the axis of" no more than 8.8 units and allow one-time application; Universal chairs, taking into account the implementation of measures with the staffing of the depreciation funds, provide member of the crew of the landing conditions ... Means of landing 4p248-0000 When resetting water, provide a parachute system for a parachute system at a vertical speed of up to 9.8 m / s with overloads on board the product more than 8.5; The overloaded overloads do not exceed the maximum permissible, regulated by medical and technical requirements for these objects. "
Means of landing 4p248 after scattering (skis, shock absorbers, central node; well visible the link of the suspension system)
True, the membranes did not work when driven exhaust valvesthat strongly worsened stability even on smooth surface. Modeling on a wind demolition copper at a speed of up to 12 m / s. During landing to land, it did not give tipping. During flight tests, two layouts were dropped and one real "object 950" with 4p248-0000 facilities from the IL-76MD aircraft by single, series and the ZUCH method at the flight speeds of 300-380 km / h. Preliminary flight tests with discharge from the An-22 aircraft were held only in 1988.
Although, in general, according to the report on the preliminary tests of September 30, 1987, "The means of landing" 950 "4P248-0000 ... passed all types of preliminary tests with positive results," a number of unpleasant surprises have revealed in the work of the 12-domed parachute system. . Already at the initial stage, it turned out that at large instrument rates of landing, the parachute system is distinguished by insufficient strength (terminals of the sling, tissue separations from the power framework of the main parachutes, "leading" by the filling process), and at the lower boundary of the specified high-speed application range - unsatisfactory Prices of domes of major parachutes. Analysis of the results of preliminary tests made it possible to identify the causes. In particular, an increase in the number of brake parachutes (their number corresponds to the amount of basic) led to the formation of a noticeable aerodynamic shading zone, which fell closer to the center of the dome of the main parachutes. In addition, the turbulence zone has formed behind the bunch of brake parachutes, which adversely influenced the filling process of the main parachutes in general. In addition, while maintaining the same length of the 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 "leading" neighbors, and the "regulation" scheme of the disclosure process DVP worked not so effectively. This reduced the efficiency of the parachute system as a whole, increased the burden on separate dome. It was clear that a simple increase in the number of main domes would not be able to do.
NTK WVV, headed by Major General B.M. Ostrberhov, constantly paid the closest attention to developing both "object 950" and 4P248, as well as the refinement of landing and transport equipment of military transport aircraft - all these issues required a comprehensive solution. Especially since, in addition to the IL-76 (-76m) and An-22 aircraft, the combat vehicle was to land from just that had just entered the IL-76MD and who had passed the state test of heavy An-124 Ruslan. In 1986, in January and September 1987 and in 1988, on the initiative of the Airborne Forces, four operational assessments of 4P248 (PBS-950) were conducted, based on the results of which also made changes to the design of both the BMD itself and landing facilities.
The need to refine the rolling equipment of cargo cabs of military transport aircraft revealed already at the preliminary test phase. In the aircraft IL-76M (MD) to ensure the landing of three objects, the end portion of Montorels was extended, an additional fastening was introduced to the Monorail section. Two transshipment rollers were replaced: so that the machine, turning through the ramp, did not hold the side internal supply of the tail part of the cargo cabin, installed rollers with ring rollers holding the car from lateral displacement (such a solution was previously used when working out the system P-211 For the boat "Gagara"). Refinery and landing and transport equipment of the An-22 aircraft.
From January 5 to June 8, 1988, the system 4P248 with a parachute system of the ISS-350-12 (with an additional exhaust parachute of DVP-30) passed government tests. Directly supervised by the head of the Test Department of the State University of the Air Force, Colonel N.N. Nevzorov, the leading pilot was Colonel B.V. Oleinikov, leading navigator - A.G. Smirnov, leading engineer - Lieutenant Colonel Yu.A. Kuznetsov. Various options for landing on various venues were checked, including (at the final stage of the state test) to the aqueous surface. The act of state testing was approved on November 29, 1988
In the section "Conclusions" Act was said: "Bakhch-PDS targeting means of tactical-technical assignment No. 1998 and Supplement No. 1 mainly correspond, with the exception of the characteristics specified in PP .... Tables of conformity of this Act, and provide Parachute landing on the ground surface of the military machine of the BMD-3 flight mass of 14,400 kg with 7 members of the combat calculation, placed on universal seats inside the machine, from the heights of 300-1500 m on landing platform, having exceeded over sea level up to 2500 m, at wind speed Earth up to 10 m / s ... Means of landing "Bakhch-PDS" provide safety technical characteristics BMD-3, its weapons and equipment after parachute landing in the following versions of the machine picking:
Fully equipped with ammunition, operating materials, tablet property, full refueling of fuel, with seven members of combat calculation by a combat mass of 12900 kg;
In the above configuration, but instead of four members of the combat calculation, 400 kg of additional ammunition in the regular closure of a combat mass of 12900 kg;
With full refueling fuel, equipped with operational materials and a tablet property, but without combat calculation and ammunition with a total weight of 10900 kg ...
The landing of the BMD-3 on the means of landing "Bakhch-PDS" on the aqueous surface is not provided due to the tipping of the machine 180 ° at the time of the leading the wind in the surface layer to 6 m / s and the excitement of less than 1 point (i.e. in conditions , much more "soft" than those provided by TTZ. - Note. Avt.) ... Making a flight to landing the Battle Machine of the BMD-3 Tools on the means of "Bakhch-PDS" by the flight weight up to 14,400 kg, taking into account the features set forth in flight assessment , difficulties are not available and accessible to pilots, having experience in landing large cargo from IL-76 aircraft (m, MD) and An-22 .... The probability of trouble-free operation, determined with the trust probability of 0.95, is in the range from 0.952 to 1 , TTZ is given 0.9999 (excluding discharged to the water surface).
According to the results of state testing, the Means of landing 4p248 were recommended for the adoption of the Air Force and Airborne Forces and to run into mass production, but after eliminating deficiencies and test tests.
The problems of the parachute system were manifested again: the destruction of one or two domes of the main parachutes, the terminals of the sling on the limit high-speed modes, in two cases - the unjuggestion of two domes when the BMD is dropped at 300-360 km / h from the heights of 400-500 m.
"Object 950", overturned with lateral demolition after landing. 1989
Analysis of comments and opportunities for their elimination forced to release the addition to TTZ. In order to prevent a long delay in the launch of targeting facilities into mass production, the requirement of landing to the aqueous surface is simply eliminated, and the flight rate for the instrument of landing was set to 380 km / h - to ensure safe exit of the product from the cab and disclosure of the parachute system. True, the same document implied additional flight and experimental studies to ensure the landing of the BMD-3 on the aqueous surface. The requirement was not formal - the studies held at the same time, in the late 1980s, studies, showed that even in the case of a non-nuclear scale war at the European Theater of Military Acts, up to half will be flooded due to the destruction of hydraulic structures Sushi surfaces. And it had to take into account when planning possible airborne operations.
The main improvements of the system have completed within a month. To accelerate the scattering of the BMD-3 from the means of landing into the design of the central node, a retreasing slider was introduced and one pouring point. In addition, they introduced screw supports and strengthened the fastening of the pipes of the central node. An additional compensators between the lever and the lock case appeared in the castle of fastening the object to Montorrels, the control stud to ensure reliable lock control in the closed position; The lock of the castle was finalized to speed up its installation in the monorail socket. Improved blocking unit in order to reduce its mass. Changed the design of the caterpilla covers, in order to reduce the likelihood of the caterpillars of the "object 950" caterpillars for elements of landing means at a congress with the "swollen" shock absorbers after landing. On the car healed the brackets for fastening skis. The design of the removable fencing of the BMD tower, which ensures the safety of the elements of the tower when the parachute system has joined the work: on state tests, for example, the bracket of the OU-5 illuminator on the tower was destroyed and the fence itself was deformed.
In the comments, it was indicated that the means of landing mounted on the machine in the march position allow the BMD to make a march "on rough terrain at a speed of 30-40 km / h to a distance of up to 500 km", but the requirements of TTZ were not fulfilled, since the placement of targeting facilities by car "The visibility of the commander has impairs from his workplace in position at a hiking day and with IR devices." The same applied to a review from the workplace of the driver's mechanics. With a given possibility of making long-term marches and overcoming water obstacles, the requirement was important. It was necessary to finalize the elements of fastening the means of landing on the machine at a hiking machine. Specified the requirements for the design and installation of universal seats of BMD.
Stages of booting bmd-z with means of towing PBS-950 per aircraft IL-76
Specialists of the NII AU redo the parachute system of the ISS-350-12. In particular, for hardening the domes of the main parachute on it in the pole part, 11 tapes of an additional circular framework from the technical capron tape LTKP-25-450 and LTKP-25-300 were found. To improve the filling and uniform loading of the parachute system, 20-meter extension cords were introduced, which allowed the domes of the main parachutes to diverge down from each other before disclosure. Changed the order of laying the brake parachute into the chamber. All the problems mentioned did not solve this, and at the launch of PBS-950 funds to production, it was necessary to limit the multiplicity of use on the limit high-speed modes, and to enter the PC-350-12 system to introduce an additional block of the main parachute and limit the multiplicity of application at the limit highly - speed mode.
From December 29, 1988 to March 27, 1989, preliminary flight tests of the revised funds of 4P248-0000 were held on an IL-76M aircraft belonging to AU. The influence of changes made to the design was checked at all stages of preparation for landing and towing himself. In particular, it was determined that the calculation of 7 people loads the "object 950" with the modified means of landing to the IL-76M aircraft for 25 minutes (the truth is not taken into account, the installation time of the UPS-14 of each object). The time for disconnecting the means of landing from the product after a landing was 60 s using the accelerated strolling system and no more than 2 minutes with a manual forces by 3 people calculated.
In the landing and transport equipment of the aircraft also made changes - in particular, in order to increase the safety of landing accompanying settlements with individual parachutes (this requirement was also included in the list of measures based on the results of state tests). Modified equipment with reinforced monorail 1P158, manufactured by the Universal Plant, was installed on the IL-76 plane OKB IS.S.V. Ilyushin and fully justified. In the report on these trials, approved by the supervisor and research institutes on March 30, 1989, said: "Remarks on the observations of G. I. and comments on the operational assessment of the Means of landing 4p248 for the product" 950 "provided five times their use with the replacement of parts Disposable application ... Means of landing 4p248 provide a saved landing of the "950" product with overloads not exceeding the values \u200b\u200bof Nu \u003d 11.0, nx \u003d 1,4, NZ \u003d 2.2 ... Constructive changes in the main elements of the 4p248: parachute system The ISS-350-12, the central power unit, the supervision and other nodes block, carried out according to state test comments and according to comments identified in the process of present tests, are tested during the testing process and confirmed their effectiveness ... Means of landing 4P248 correspond to TTZ No. 1898 and Can be presented for control tests. With the exception: the loading time of the product "950" to the IL-76M aircraft on the TTZ-15 min was actually obtained 25 minutes, and the riming of means of landing after a landing is performed with an exit of 3 people from the product. "
Coarse testing of the air shock absorber on the layout of the "object 950"
Not without absent-free situations. In one of the flight experiments, the BMD "Object 950" after the landing is simply overturned up the caterpillars. The reason was the collision of the machine with a lateral demolition with a frozen snow shaft 0.3-0.4 m height (still winter) - and this case found "unsteady landing".
For the entire period of testing 4p248 during the tests (not counting the control), there were 15 coarse recesses of BMD layouts on the development of air shock absorbers; 11 Koprov drops "object 950" (of which four physiological experiments), 87 flight experiments with "object 950" layouts, 32 flight experiments with "object 950", of which four are physiological, with two tests inside the machine. For example, on June 6, 1986, parachutists testing NII AU A.V. Tests were landed on the land of landing under Pskov inside the machine from the IL-76 aircraft Shpilevsky and E.G. Ivanov (the height of landing - 1800 m, the flight speed of the aircraft is 327 km / h). On June 8 of the same year, parachutists of the Tests of the State Institution of the Air Force of the Air Force, Lieutenant Colonel A. A. Danilchenko and Major V.P. Nesterov.
In the report on the first summer physiological test, approved on July 22, 1988, was noted: "... At all stages of the physiological experiment, the tests retained normal performance ... Physiological and psychological changes in crew members were reversible and were reflected in the reaction of the body for the upcoming Extreme impact. " It was confirmed that the location of the members of the calculation on universal seats during the landing prevents strikes any part of the body about the body or the internal equipment of the combat vehicle. At the same time, the parachute system still did not provide the required fivefold application. Nevertheless, the decision of the Commander-in-Chief of the Air Force of November 16, 1989. PBS-950 landing facilities were adopted for the supply of Air Force, Airborne Forces and implemented in mass production, provided that the AU (in 1990 was renamed the Research Institute of Parachutivation) of the warranty multiplication of the Parachute System -350-12.
To confirm the effectiveness of the refinement of landing facilities in 1989 and 1990. Conducted additional control and special flight tests. As a result, the appearance was finally formed the appearance of the means of landing 4P248 (PBS-950), the design documentation was assigned to Litera Oh, i.e. For it, the installation lot of products for the organization of mass production could have been manufactured. During 1985-1990. On the development of 4P248 system, five copyright certificates were obtained regarding, mainly depreciation.
Decree of the Central Committee of the CPSU and Council of Ministers of the USSR No. 155-27 of February 10, 1990 for Arms Soviet army And the military fleet adopted a combat machine of the BMD-3 landing and the means of registering PBS-950. In the ruling, by the way, it was said: "To oblige the Ministry of Aviation Industry of the USSR to improve the landing and transport equipment and the staffing of the IL-76 aircraft, IL-76MD, AN-22 and An-124 devices for booting BMD-3 with the means of landing PBS-950 "
Floating tests
Order of the Minister of Defense of the USSR No. 117 dated March 20, 1990, I said: "To intend the Mattooing machine of the BMD-3 landing machine and the means of registering PBS-950 for staffing the parachuting parts of the Soviet Army and the parts of the Navy of the Navy, along with the battle machines, airborne BMD-1P, BMD-2, PRSM-915 parachute systems, PrSM-925 (916) and parachute free PBS-915 systems, PBS-916. The general customer for tutoring by the same order was determined by the Deputy Commander-in-Chief of Armed Air Force. Minaviaprom was obliged to create power calculated on the annual production of 700 PBS-950 kits. Take this (maximum) productivity, of course, have not yet intended. Real orders were planned much less. But they actually did not take place.
The first serial batch of PBS-950 in the amount of ten sets was manufactured in the same 1990 directly at the Universal Plant and transferred to the customer. This batch corresponded to the previously ordered VGTZ party from ten BMD-3. In total, the Universal CPC made 25 PBS-950 serial sets. At the time of the adoption of the means of landing PBS-950, their production was organized in Kumertau. But soon the events in the country made their own adjustments, and the mass production of 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 still conducted, albeit with a significant delay. The ability to reset the BMD-3 using PBS-950 with all seven members of the calculation inside the car was tested in 1995 with a cooled drop. The first targeting of the calculation in full compound inside the BMD-3 with PBS-950 took place on August 20, 1998 during the displacement tactical teachings of the 104th GW. Parachute-landing shelf 76th GW. Airborne division. The landing was carried out from the IL-76 aircraft with the participation of military paratroopers: Senior Lieutenant V. V. KONEV, Junior Sergeants A.S. Aborn and Z.A. Bilimichova, Efreitor V.V. Sidorenko, ordinary D.A. Gorheva, D.A. Kondratieva, Z.B. Tonaev.
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Reduce overload on chairs to TTT requirements (no more than 25 d) managed only to install the punches in the seating nodes.
BMD-1 leading on ZP170 landing agents.
Liberation of BMD-1 from targeting after a leading.
Landing the BMD-1 on the means of landing ZP170 in the mountains.
At this time, the military tests of the new Parachute system of the ISS-350-9 based on a unified block with a parachute with an area of \u200b\u200b350 m² were held. And the TSP170 facilities were also proposed in the embodiment with the ISS-5-128R system and with the new ISS-350-9 -9 -9 -9-in-in system with an exhaust parachute UPS-8 system.
If the multiplicity of the central beam is 20 or more times, the parachute system is up to 5 times at the ISS-5-128-R and up to 8 times at the ISS-350-9, then only once can be used to ski (folding) panels. However, it was not a significant disadvantage, since the combat use of targeting means is generally disposable.
The development of the SP170 lasted five years - from 1976 to 1981 the topic was protected by five copyright certificates. To understand how the scale of the work was carried out then when creating new landing systems, it was enough to mention that during the development of the SP170, 50 copp tests were carried out (of which 15 physiological, with tests, and three experiments on the aqueous surface), 103 flight experiments with discharging from three types of aircraft and in various climatic conditions (one physiological, with two crew members, and three on the aqueous surface).
The act of specifics of March 2, 1982, the product ZP170 was recommended for running into mass production and adoption for the supply of Air Force and Airborne Forces. On June 30, 1982, the Universal Plant presented to the Customer the serial documentation of the Frameless Tools for Tentizing the BMD-1 Machine with the crew.
Tactical and technical characteristics of free parachute facilities in comparison with the regimening system on a parachute platform
| Forms | On a landing platform | |||
| Means of landing | SP170 | PBS-915 "Shelf-1" | 2p170 (with P-7 platform and lining depreciation) | |
| Parachute system | ISS-5-128p | ISS-350-9 | ISS-350-9 | ISS-5-128p |
| Flight mass of means of landing PC170 BMD-1 machine with two crew members, kg | 8385 | 8345 | 8568 | 9200 + -100 (for An-12) 9100 + -100 (for IL-76 and An-22) |
| Mass of payload, kg | 7200 ± 70. | 7200 ± 70. | 7200 ± 70. | 7200 ± 70. |
| Mass of landing facilities, kg | 1085 | 1045 | 1177 | 2000 (for An-12) 1900 (for IL-76 and An-22) |
| Mass of landing facilities in% of payload | 14,86 | 14,31 | 16,35 | 28-26 |
| Flight rate when discharged, in the device, km / h: - from the An-12 aircraft | 350-400 | 350-400 | 350-400 | 350-370 |
| - from the An-22 aircraft | 350-400 | 350-400 | 350-400 | 350-370 |
| - from the IL-76 aircraft | 260-400 | 260-400 | 260-400 | 350-370 |
| Height of landing over the landing platform, m | 500-1500 | 300-1500 | 300-1500 | 500-1500 |
| Height of landing site above sea level, m | 2500 | 2500 | 2500 | 2500 |
| Permissible wind speed at the surface of the Earth, m / s | 1-15 | 1-15 | Up to 15 | To 10 |
| Maximum Number of BMD-1 Machines Placed in Cargo Cabin: | ||||
| - An-12 aircraft | 1 | 1 | 1 | 1 |
| - An-22 aircraft | 3 | 3 | 3 | 3 |
| - Airplane IL-76 | 3 | 3 | 3 | 3 |
| The surface on which can land | Sushi and water surface | Sushi and water surface | Sushi and water surface | Land |
Meanwhile, there was already a test of another variant of the free parachute facilities of the BMD-1 landing agent, created under the direction of P.M. Nikolaev in the Feodosi branch of the Research Institute of Automatic Devices and received the "Shelf" cipher. It used newly developed NII AU Parachute systems of the ISS-350-9 and ISS-760F and the depreciation system for the development of the Feodosian branch. The Parachute system of the ISS-350-9 "lowered" the minimum height of landing to 300 m, which contributed to the accuracy of landing. Means of landing ZP170 and "Shelf" were offered in options using this system, although the state testing of the ISS-350-9 passed only in 1985. Shelf was also calculated to land the crew inside the car on Kazbek-D chairs. The composition of the shelf tanning tools included a parachute area with a parachute system, a cable system, a december locks, an ATS-2 signaling device, a guide orientation system, an amortization system mounted under the bottom of BMD, special equipment. A number of technical solutions and ready-made knots of the shelf system were borrowed from previously developed products of the Universal Plant.
In January 1979 V.F. Marghelova as the commander of the Airborne Forces was replaced by Colonel-General D.S. Sukhorukov. The new commander decided to carry out comparative tests of SP170 and Shelf systems. SP 170 showed not only reliable operation, but also a smaller time required for mounting and loading into a plane. After landing, the BMD-1 with SP170 was quickly represented. The system of "shelf" is simply "not lucky": the cables of the decontamination fell into the caterpillars of the machine, which significantly delayed the bringing to combat readiness. Nevertheless, the Commission was clearly inclined in favor of the shelf system. Apparently, the subjective opinion and sympathies of the new leadership played his role. But you need to recognize that the means of landing "Shelf" with self-filled aircraft gave overload when landing in the range of 15 d, i.e., ensured the safety of landing with a significant reserve with respect to TTT, specified by the Air Force in 1976. Yes, and the work of the Hydropic system in the shelf "It turned out to be more efficient. Shelf also passed tests to water towing.
One way or another, but the means of landing "Shelf" entered the supply of Air Force and airborne under the designation of PBS-915.
Serial production of PBS-915 "Shelf" ("Shelf-1") was transferred to the Kumertau Aviation production Association, and in the 1990s. - in Taganrog (OJSC Taganrog Aviation). Finally, in 2008, the production of PBS-915 was transferred to Moscow to the Federal State Unitary Enterprise "Universal" CPC.
As for the SP170 system, its main structural elements, as already mentioned, were used by the "wagon" specialists when creating targeting facilities for the BMD-3 combat vehicle on the topic "Bakhch-SD" (in the series, the designation of PBS-950). This, in particular, reference skiing with depreciation (only with the replacement of foam depreciation of air, forced filling) and the design of the central node. Also, when developing tighting facilities for BMD-3 and SPTP "SPTRUT-SD", a circuit of the ZKP lock with a duplicate system for switching on and switching the PRP to the crossing of an UPO link from the cargo to a parachute system similar to that was used in the SP170.
