Tactical and technical characteristics 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.
The 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 at 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 my 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 research institutes Automatic devices (NII AU) Technical task №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 supply of technical solutions previously found by the station wagon and Research Institute of AU was used during other works, but 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 development appeared multicoral systems According to the "modular" scheme: with an increase in the mass of landing load, 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 bumps BMD-2, Parachute reactive systems PrSM-915, PrSM-925 (916) and parachute forming systems PBS-915, 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 |
| - aircraft 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.
Parachute "Universal"
Forming systems
Semen Fedoseev
Continued. Beginning See in "Tiv" No. 8,10,11 / 2010, No. 2-4 / 2011
The editors are grateful for the help of the preparation of the material by the Deputy Director of the Federal State Unitary Enterprise "Universal" ICRC V.V. I live, as well as employees of the Federal State Unitary Enterprise "Universal" ACPK A.S. Tsyganov and I.I. Burtarov.
Photos from the archives of the Federal State Unitary Enterprise "Universal MCRK".
In the early 1980s The free parachute system of the PBS-915 "Shelf", developed by the Feodosia branch of the Moscow Research Institute of Automatic Devices (now the Federal State Unitary Enterprise of the Moscow Research Institute of Automatic Devices (now FSUE "NII Parachute Building") and designed to land the BMD-1P and BMD-1PCs from the IL-76 aircraft intended and An-22. This system is well known in the troops.
It is less known that the creation of free parachute systems began with specialists of the Moscow aggregate plant "Universal", where by the beginning of the 1980s. There appeared its own complex. A number of solutions found in the process of this work was later used in the design of targeting facilities for the BMD-3 target combat vehicle (the topic "Bakhch-SD").
Studies of free parachute tutoring at the Universal Plant began in parallel with work on parachute platforms and parachute-reactive systems.
So, in the early 1970s. UNIVERSAL presented preliminary calculated data of the three options for the system for goods weighing up to 16 tons (they could relate to self-propelled Gaubitz 2c1 "carnation", BMP-2 infantry combat vehicles) - parachute-reactive, multi-polar parachute with landing platform and free.
Interestingly, the question of landing the combat vehicles with the crew (calculation) was originally raised at the proposal stage. In particular, in the table specified in the table (in a five-foot version), the self-propelled Gaubitsa 2C1 "carnation" was proposed with three members of the calculation inside the machine.
Project towing self-propelled Maubitis 2C1 with crew inside the machine. Pay attention to the shock absorption panels with foam aggregate.
| № | Name characteristics * | Specifications value | ||
| Forming means of landing with PRS type P172 | Forms from the ISS type PS-9404-63R | Universal type 4P134 platform with ISS type PS-9404-63R | ||
| 1 | Weight of military equipment, kg | 16000 | 16000 | 16000 |
| 2 | The weight of landing facilities (s.), Which is from weight of military equipment% | 2600 kg | 3100 kg | 4200 kg |
| 16,3 | 19,4 | 26,2 | ||
| 3 | Flight weight, kg | 18600 | 19100 | 20200 |
| 4 | Parachute System Square, M2 | 2240 | 7000 | 7000 |
| 5 | Landing speed, m / s | 5 | 8 | 8 |
| 6 | Transportation prepared for the landing of military equipment with S.D. | By its own way | By its own way | With the help of tractor |
| 7 | Basic requirements for military equipment | The presence of technician specials for fastening S.D. | - | |
| 8 | The cost of landing facilities, rub. | - 58000 | - 86000 | - 98000 |
* The table is compiled by: "The state and prospects for the development of military transport aircraft and means of landing of military equipment and military goods Aircraft troops. " Moscow aggregate plant "Universal".
The advantages of the preferential systems compared to the incomplete platforms already used at that time were obvious. A significantly smaller mass of the system and its share in the total mass of the monogrose allowed the landing of more combat machines as part of one pavement. Preparing for landing and preparation of the machine to move after landing is accelerated. These advantages by the time the PRC-915 parachute reactive system has already demonstrated, developed for the landing of the BMD-1 and adopted for supplying in 1970. However, parachute-reactive systems were characterized by slightly smaller reliability than multicoral parachute. This led to the creation of a parachute free system to solve the same tasks.
On January 9, 1976, the management of orders and deliveries of aircraft equipment and armament of the Air Force issued tactical and technical requirements for free facilities of the BMD-1 landing facilities (that is, it was about the object weighing up to 8 tons). Requirements provided for the landing of two crew members inside the combat vehicle.
The task of joint landing of technology and combat calculations has already been determined by the commander of the Airborne Forces by the Army General V.F. Margelov. Its implementation was one of the conditions for a significant increase in the combat readiness of the Airborne Forces, it was considered as an important component of their psychological training. Recall that the first targeting of the crew inside the BMD-1 at the Centaur complex with the landing platform was held over three years earlier, and the landing on the RetotalAvr complex with a parachute reactive system was also prepared.
On March 3, 1976, the decision was approved on the development of free facilities for landing the Moscow aggregate plant "Universal".
BMD-1 with the means of landing ZP170, prepared for loading into the aircraft.
The main elements of the means of landing PC170:
1 - ski with a folding panel; 2 - Central beam.
Means of landing ZP170
The work received the factory cipher SP170. The system was intended for a parachute landing of the BMD-1 machine from An-12, IL-76 and An-22 aircraft on a land and an aqueous surface. OCD on the topic of ZP 170 was conducted under the leadership of the Deputy Chief Designer of the Universal Plant P.R. Shevchuk and Chief of the 9th Department of the G.V. Plant Petskus, the works participated by Brigades Yu.N. Barinova and Yu.N. Korovocha.
ZP170 landing facilities prepared for testing in the spring of 1978. They included:
Multi-polar parachute;
The central beam with the ZKP lock with a cut-out check, which ensures the fastening of the BMD-1 machine to the roller equipment of the load cabin of the IL-76 aircraft and the AN-22 and the introduction of the parachute system after exiting the aircraft;
Skis with folding (folding) panels;
Accelerated screeching system;
Two chairs "Kazbek-D" with nodes for fastening them in BMD-1 and skinding systems.
As a parachute system used serial ISS-5-128R with five domes of 760 m? everyone.
The accelerated scattering system served to quickly disconnect the means of landing (skis and the suspended system) from the machine after its landing. The disconnection was carried out with the help of pyrotechnic locks.
Skis were intended for the movement of the BMD-1 machine along the roller equipment of the aircraft of the IL-76 aircraft or An-22 or by the transportation of TG-12M An-12 aircraft. Skiing with folding panels served and shock absorbing device to reduce the effects of overloads on the crew members when landing. The predetermined vertical overloads on the body of the machine and on the chairs were up to 20 g with a landing and up to 10 g during the transmission.
If in a parachute-reactive system, the operation of the brake motor installation made it possible to reduce the reduction rate before landing almost to zero and thereby significantly reduce the impact overload, then when using a multi-polar parachute system, the landing rate was up to 8 m / s - new solutions were required. The depreciation height was to be much larger than the one that shielding panels of the ski system of the PRS-915 system (PrSSM-915) were provided. At the same time, the BMD-1 had to maintain the possibility of moving his move at the maximum clearance when loaded into the aircraft with skiing, fortified under the bottom. This forced skiing in the form of a folding structure of two parts (reference skiing and folding panel), hinged-connected along the length. When preparing for landing, the reference ski was rigidly mounted under the bottom of the BMD-1, and the folding (more precisely, the folding) panel during the plane was mounted to the bottom of the machine. During the direction after exiting the aircraft, the parachute system of the decorated the folding panel, the one turned around the rib and pressed from the bottom to the reference ski, increasing the height (working stroke) of the depreciation. The aggregate, as in skiing PrSM-915, served a foam.
To increase the reliability of the triggering of the ZKP lock, the duplication of the system of its inclusion was introduced: two cables for the inclusion of the STS, which opened independently of each other stretched to the castle on the pipes along the bottom of the car.
Chairs "Kazbek-D" were mounted in the building of the combat vehicle behind the combat department (under the lid of the landing hatch) and were located with a tilt of the back of 52 ° from the vertical: according to the research of the Research Institute of Aviation and Space Medicine, such a tilt was optimal for the human body. Fastening the seats provided their rapid removal of the crew after the landing.
SP170 was calculated on the storage of all elements in the park along with the fighting machine. To the place of loading in the BMD-1 aircraft was moved by its move with targeting facilities laid on the housing.
BMD-1 with means of landing zp170 in a marking position. So the car could move on any roads and overcome water obstacles.
Experience at accelerated scattering BMD-1. Disconnecting the central beam.
Pyrotechnic means for disconnecting skis installed on BMD-1.
Testing and refinement
From April 4 to August 3, 1978, preliminary flight tests of the PC170 funds were held on the basis of the Ministry of State Unitary Enterprise of the Air Force with BMD-1 layouts and with real battle machines, with parachute systems of the ISS-5-128R discounts from the An-12b aircraft from the height 500-800 m.
In the first drops of layouts, excessive rigidity of shock absorbing ski with foam filler was revealed. To reduce stiffness, first in the folding panels were made by 27 holes with a diameter of 100 mm, then 12 of the same holes were performed in basic reference skiing. The attempt to eliminate the sling of the parachute system in these experiments was not justified: in three drops with the extension cords, the dome was rushed, and in one case all five domes were collected. However (with the exception of cases of cliff and unscrewed domes), the target rate did not exceed 8 m / s, and the measurement accelerations were mainly in the conveyors of the task. Note that when landing the BMD-1, they were loaded with depreciation universal seats 5P 170 with mannequins as ballasts. In conclusion, signed by P.R. Shevchuk, indicated: "Continue testing the means of landing the BMD-1 (ZP170) with IL-76 and An-22 aircraft."
In parallel, in June-August 1978, cooked tests of the SP170 system were held, during which they spent 28 drops on the concrete site at a landing rate of up to 8 m / s and with a roll to 10 ", and eight drops - with tests inside the car. The results were recognized as positive .
Successfully successfully passed in 1978. Ground and cooked tests for separating the central beam and ski. However, according to their results, it was still necessary to finalize pyrotechnic locks (based on Pyropathron DP4-3), ski fasteners.
The process of landing the BMD-1 on the Tools of the SP170 includes five main steps. At the first stage, an exhaust parachute was introduced, which removed the car from the aircraft cargo cabin. At the second stage, the exhaust parachute was separated, and an additional exhaust dome was introduced. The third stage included the output of the main gas domes from parachute chambers and a decrease in the machine on a fractal system for 4 s. The fourth stage is the filling and filling of the main domes, after which the car decreased already on the filled major domes. At this stage, the central beam was disconnected. The beam suspended on the cables under the bottom of the car played the role of Guydropa. Laying on the ground, she became a kind of anchor, orienting the car before landing in the wind and thereby reducing the likelihood of its tipping under the influence of the side wind. The last (fifth) stage included the landing of the machine and disconnecting the means of landing.
BMD-1 after landing and scattering.
BMD-1 After shooting rates of landing zp 170.
The crew of the BMD-1 as part of Major-engineer Yu.A. Brazhnikova and Sergeant V.B. Cobchenko after successful landing in December 1978
"Centaur" without platform
Factory flight tests continued on the basis of the State Institute of Air Force. Finally, on December 22, 1978, BMD-1 was torn at the "Medvezhye Lakes" playground with two crew members on the SP170 system - the first landing of the combat vehicle with the crew on the free parachute system. The commander of the car was Major Engineer Yu.A. Brazhnikov, a mechanic-driver - Sergeant of urgent service VB Cobchenko, and the sergeant conscientious already had the experience of towing inside the BMD-1 on the P-7 platform.
By that time, we successfully spent ten cooled discharges of the SP 170 system with tests from the Airborne Forces and from the Research Institute of Aviation and Space Medicine and 40 drops from aircraft with mannequins (including preliminary technical landing selected for the BMD-1 experiment, spent three days before landing with the crew ). ZP170 landing tools have been complemented by a communication and alarm system that ensured the filming of the crew members of the light signals "went" and "landing", as well as the connection of the crew with the release. The experiment received the designation of "Centaur-B" ("Centaur" was called the system 2P170 of the landing of the BMD-1 with the crew on the P-7 parachute platform).
The training of the experiment was actively involved in the chairman of the NTC Airborne Forces L.Z. Kneeko, his deputy VK Parisian, officers V.I. Sortannikov and A.V. Margelov. On the eve of the landing of the BMD-1 with the SP170, the crew was a training session in chairs, working with communication tools, operation after landing. Complete installation of landing towards BMD-1 spent on the territory of the plant in the boxing of the test department. When preparing for the experiment, I had to introduce "extra" node. The fact is that when checking the accelerated riming system, it was found that when turned on again installed system The alarms appears a voltage on the sickness of locks, and the premature triggering of the castles of the scatter meant the crew death. Time is pressed, and G.V. Petcut decided to simply temporarily cut the harness of electrical wires running from the console to the pyropatron, and insert the plug connector that the crew should have been connected after the landing. In the future, the error in the electrochmem was eliminated, the plug was not needed, but in the report of the commander of the crew Yu.A. Brazhnikova remained a record of the inconvenience of using the plug connector.
The dropping was carried out from the IL-76 aircraft (departure-from the Chkalovsky airfield) from the height of 700 m at the flight speed of 350 km / h. The decline time was 100 s. Despite winter timeThe landing occurred not on the snow: BMD-1 landed on the runway without snow cover. The crew immediately began to scatter the car and bring it into combat readiness, made a planned maneuver and after 4 minutes it reported to fulfill the task of the Commander of the Airborne Forces V.F. Margelov and Chief Designer- Responsible Head of the Universal Plant A.I. Privalov.
The communication system in the process of the experiment ensured a reliable connection of the crew of the machine with an airplane, and after the output of the machine from it, with a terrestrial radio station. Overloads were determined using Viber measuring equipment WBB-6 with an oscilloscope recording. The landing rate was 6.7 m / s, overload - within the normal range. Medical examination of crew members recorded only deviations associated with the "degree of general emotional arousal". But besides the testimony of the instruments, it is important and subjective perception of tests. From the review Sergeant V.B. Cobchenko: "... The triggering of the parachute system felt like a light jerk. At the time of the landing, I felt a short push evenly throughout the back, tougher than when landing on the P-7 platform. There was no shock head. " Major Yu.A. Brazhnikova: "... At the time of the landing, I felt a sharp short-term painless blow. Repeat and lateral movements did not feel. After a second, after the landing there was no unpleasant sensation. " Also, Yu.A. Bringerhov (subsequently Colonel, Head of the NTK of the Airborne Forces) issued recommendations for the warming up BMD-1 still on the aircraft to guarantee a quick engine start after landing.
In the express report, signed by representatives of the Airborne Convision and the Air Force, the Ministry of Aviation Industry, the State Institute of the Air Force, NIIAIAM, etc., and the approved commander of the Airborne Forces V.F. Margelov 1Byanwar in 1979, said: "... The physiological experiment confirmed the possibility of a free parachute landing of BMD-1 with two crew members on the TSP170. After landing, paratroopers retained full combat readiness and excellent health. " And the conclusion: "Frameless means of landing UP170 Tactical and technical requirements of the Air Force of January 9, 1976 comply with the factory tests withstand and are recommended for transmissions and on government tests."
BMD-1 with mounted means for landing ZP170.
New trials, new improvements
Government tests began on February 21, 1979 and lasted until June 29. They included both single and serial landing. At the same time, the command of the Airborne Forces involved the landing sites in Pskov and Fergana. Five flights were conducted and eleven drops from the IL-76 aircraft, two flights with two drops from An-12, three flights and ten drops from the An-22. The result was a list of shortcomings requiring eliminating to run into mass production. The main points of the inconsistency of the SP170 system specified by TTT were the excess of overloads on the body of the combat vehicle and on the Kazbek-D chairs and the high values \u200b\u200bof the target currents in the circuits of accelerated scattering from the effects of electromagnetic fields (both internal, from the operation of the aircraft equipment and external). Both did not provide the required level of safety when landing the BMD-1 with the crew. In fact, the overload recorded on the Kazbek-D chairs in the direction of "chest-spin" was achieved during these tests 35.2 g and exceeded the permissible in 37% cases, the overload on the machine body exceeded the permissible in 33% of cases .
Taking into account the emergence of such overloads of discarding from the aircraft of machines with the crew inside during the Gospings, the funds of the RC170 were not performed. In accordance with the state test, it was true that in general SP170 corresponds to the TTT of January 9, 1976, and the IL-76 plane contains the landing of three BMD-1 on the means of landing ZP170 (flight weight up to 8300 kg each), An-12 - one, An-22 - four cars. Reliability indicator was estimated at 0.954. "To ask the Minister of Aviation Industry of the USSR," said the act, - to oblige managers of enterprises (Plant "Universal" and Research Institute of AU. - Approx. Aut.) Eliminate the shortcomings set forth in the list No. 1 before launching into mass production and in the list No. 2 On time, agreed between the Air Force and MAP. The act specifically noted that "the improvement of the instructions of the flight operation of the IL-76 aircraft, the An-12 and An-22 are not required": when resetting the TSP170, the relevant sections of the instructions for landing the P-7 platforms should be guided by the corresponding sections, and during loading in the aircraft - sections Instructions for landing machines on PrSM-915. That is, continuity remained in the order of managing towing means and was not required to specifically move the crews of military transport aircraft. There was continuity and in terms of production: the coefficient of standardization and unification with the already manufactured systems amounted to 67.4%; It was also proposed to even replace the central node on the central beam from ZP 170 already produced by the PRSM-915 system as "more convenient in operation."
During the revision of the SP170, with the aim of reducing overloads, the option of reducing the vertical rate of reducing the object was tested. For this, it was still resorted to the elongation of the sling of the main parachute with the simultaneous amplification of the parachute system. The refinement was carried out by the factory "Universal" together with the Research Institute of Automatic Devices. An experimental reinforced parachute system of PS-13756-74 with extension cords of PS-15150-78 was used. The flight mass of BMD-1 with targeting agents increased to 8400-8600 kg. From January 17 to March 19, 1980, the factory tests of the final funds of the SP170 were held, and four drops were held from IL-76 and An-12 aircraft, and one of them - to the highlands (height above sea level - 1900 m) from height 800 m above the landing pad.
From June 2 to July 25, control tests were held in Belgrade and Kirovabad, during which seven single landing from the An-12 aircraft and one were from IL-76. In the act of testing, it was stated that the means of landing ZP 170 with refinement "provide overloads specified by the Tactical and Technical Requirements of the Air Force of 09.01.76." In fact, the overload in the direction of "chest-spin", for example, amounted to no more than 22 g at a given 25 d. "Recommend a reinforced parachute system with extension cords in a set of farawhny facility towing (CPP170 cipher) when you start them into serial production," - Passed the act of tests. At the same time, new comments were expressed. In particular, the "Universal" plant was offered to "continue work on the work schedule ... by mechanical way," there was a version of the scattering at the expense of the effort from the movement of the caterpillars of the car.
At the same time, the Universal plant was proposed another way to reduce overload when landing, which does not require replacing the parachute system and reduce the vertical reduction rate (which, we recall, affects the accuracy of landing). To do this, we decided to replace the foam aggregate with an increased energy intensity material. Selected cellular blocks of aluminum foils used in the aircraft industry. The mass of the means of landing zp 170 with the MKS-5-128R serial parachute system has practically not changed.
From July 7 to August 28, 1980, they conducted appropriate copp tests, and on August 14 and September 8 - two flight tests with a discharge from the IL-76 aircraft to the "Medvezhye Lakes" platform. Overloads on the chairs did not exceed 18.6 d, and on the body of the machine - 19.8 d, i.e., TTT fully corresponded. Tests showed the performance of the SP 170 system with depreciation panels from aluminum sathlocks. In the conclusions on preliminary control tests, it was noted: "In view of the small number of flight experiments and the insufficient number of coarse experiments, ... it is necessary optimal option Designs of folding panels Select in the process of further land workAfter that, make a decision on transmission to special flight tests. " It is worth noting that only folding panels of depreciation ski produced from aluminum sathlocks, while retaining their size and configuration, and the main ski panels were left with a foam filler, which, apparently, did not allow to completely identify the use of new material. In addition, the magnitude of the working stroke of the shock absorber remained insufficient. Further work on the use of new aggregate in the depreciation skiing. In addition, aluminum semoblocks with the advantageous characteristics of the power absorption of the impact were still relatively expensive.
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, a new parachute system of the ISS-350-9 was held on the basis of a unified block with a parachute of 350 m? 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 |
| - aircraft 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.
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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. " OCC on the martial machine of the landing received the Bakhcha cipher ( ), and by means of landing - "Bakhcha-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 supply of technical solutions previously found by the station wagon and Research Institute of AU was used during other works, but 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 the final selection of the landing concept 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 1885, a meeting of representatives of the customer and industry was held at the Universal Plant on the approval of the technical appearance of Bakhcha-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;
The option of the plant "Universal" with self-filled air depreciation "Kid". Reported Lead Designer Ya.R. Grinspan;
A 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-shock absorption device (skiing with shock absorbers and the central node), which would provide the loading of the equipped BMD into the plane, fastening it in the aircraft's cargo cabin on the roller equipment, the safe output of the cargo cabin during landing and automatic inclusion in the operation of parachute and depreciation systems . A air shock absorber of forced filling 4P248-1503 was designed;
A unit intended for forced filling with atmospheric air shock absorbers in the amount 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";
A multi-polar parachute system that would provide a saved landing and an "object 950" conversion 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 of up to500 km by overcoming water obstacles;
Electrical equipment placed inside the "object 950", for issuing the crew members of the lighting information on the stages of the process 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, see the USSR on military-industrial issues of October 311986, the department "Universal" was issued a technical task for research work "Study 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 NIR, approved by the supervisor head in December 1988, recognized its results useful, but read: "Using the principle of gas-air cushion in the landing device on the NIR" PREFER "and NIR" PREFER-1 "for the development of landing systems inexpediently".
Within the framework of the work on the topic "Bakhch-SD", other NIRs were opened. The composition of the previously developed facilitating means of landing for the BMD-1, BMD-2 and BTR-D - experienced 3P170, serial PBS-915 (925) - included guidrop orientation systems in the direction of wind before landing. Relief with their help of the landing object at the parachute descent stage by the longitudinal axis in the direction of the wind demolition allowed to provide 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.
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, turned on and off automatic control system. 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. 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 recall the research work on the choice of materials for the depreciation of parachute platforms and containers, conducted abroad (primarily in the US) in the 1960s. Foams, kraft fiber, cellular metal structures have been investigated. 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.
The Parachute system of the ISS-350-12 was designed by AU based on a block with a parachute of 350 m 2, unified with already accepted PBS-915 systems (-916, -925, P-7 platform), and with the developed at the same time The ISS-350-10 system 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 m 2 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. .
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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 mb of the flight rates of the aircraft flight (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 height of landing in 300 m was laid in the tactical and technical task for the development of Bakhcha-SD funds, it was also assumed to "work out the question of reducing the height of landing to 150-200 m." The maximum height of the landing was set in 1500 m above the site, the height of the site above the sea level - up to 2500 m, the flight rate for the instrument of landing should be located 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 landing facilities must 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". Constructive documentation Litera T (technical project stage) For the means of landing 4P248-0000 already approved 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- nine.
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| "Object 950" with Means of landing 4P248, loaded into the IL-76 aircraft | |
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| BMD "Object 950" with Means of landing 4p248 after landing | |
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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 tons instead of the initially defined 12.5 tons (subsequently the new BMD still "sweating"). 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 supervision of chambers provide landing of the product" 950 "on a parachute system at a vertical speed of up to 9.5 m / s with overloads on board no more than 14 units, and on universal chairs in the parachute drop position along the X axis' not more than 10.6, along the Y axis, not 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 tolerability of landing conditions by members of the crew ... Means of landing 4p248-0000 When resetting water, ensure a parachute system with a vertical speed of up to 9.8 m / s with overloads on board the product not more than 8 ,five; The overload obtained does not exceed the maximum permissible, regulated by the medical and technical requirements for these objects ".
True, when driven out, the membranes of exhaust valves did not work, which deteriorated the stability even on the 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, "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-dome 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 "Conclusions" section, the act said: "The means of landing" Bakhch-PDS "Tactical and technical assignment No. 193098 and Supplement No. 1 mainly correspond, with the exception of the characteristics specified in PP .... The correspondence tables of the present act, and provide parachute towing to the earth's 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 at the landing site having exceeded the sea level Up to 2500 m, at the wind speed at the earth up to 10 m / s ... The means of landing "Bakhch-PDS" ensure the safety of the technical characteristics of the BMD-3, its weapons and equipment after parachute landing in the following versions of the machine picking:
fully equipped with ammunition, operational materials, tablet property, full refueling 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 during the wind in the surface layer to 6 m / s and the excitement of less than 1 point (i.e. under conditions, much more "soft" than those provided by TTZ. - Approx. Auto)… Flight transfer of the Battle Machine of the BMD-3 Magitat on the Bakhch-PDS means to the flight mass of up to 14,400 kg, taking into account the features set forth in flight assessment, difficulties are not available and accessible to pilots with experience of landing large cargoes from IL-76 aircraft (M , MD) and An-22 .... The probability of trouble-free operation, determined with the confidence probability of 0.95, is in the range from 0.952 to 1, 0.9999 is specified by TTZ (excluding discharged to the aqueous 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.
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 tires installed on the machine in the march position allow the BMD to make a march "For rough terrain at a speed of 30-40 km / h a distance of up to 500 km"But the requirements of TTZ are not fulfilled, since the placement of targeting facilities by car "Improves the visibility of the commander from his workplace in a position at a trip 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.
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. The report on these trials approved by the supervisory heads and NII AU on March 30, 1989, said: "Developed according to the comments G.I. And comments on the operational assessment of the means of landing 4p248 for the product "950" were provided with a fivefold application with the replacement of disposable parts ... Means of landing 4P248 provide a saved landing of the product "950" with overloads not exceeding values \u200b\u200bNY \u003d 11.0, NX \u003d 1.4 , NZ \u003d 2.2 ... constructive changes in the main elements of 4p248: the Parachute system of the ISS-350-12, the central power unit, the supervision unit and other nodes carried out according to state test comments and according to comments identified in the process of present tests, are checked in the process Tests and confirmed their effectiveness ... Means of landing 4P248 correspond to TTZ No. 3098 and can be presented for control tests. Except: the loading time of the product "950" into the IL-76M aircraft on TTZ - 15 min is actually obtained 25 minutes, and the stripping means of landing after landing is performed with an output of 3 people from the product ".
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 challenge of the machine with a lateral demolition with a frozen snow shaft with a height of 0.3-0.4 m (it was still winter) - and this case was considered to "abnormal landing."
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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, tests of the GC Research Institute of the Air Force Lieutenant Colonel A.A. Danilchenko and Major V.P. Nesterov.
The report on the first summer physiological test, approved on July 22, 1988, was noted: "... At all stages of the physiological experiment, the tests have retained normal performance ... Physiological and psychological changes in the crew members were reversible and were a reflection of the body's reaction to 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 of the 4P248 troops (PBS-950) was finally formed, the design documentation was assigned to Litera O1, 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.
By the decision of the Central Committee of the CPSU and the Council of Ministers of the USSR No. 155-27 of February 10, 1990, the combat machine of the BMD-3 landing machine and the PBS-950 landing facilities were adopted. In the ruling, by the way, it was said: "To oblige the Ministry of Aviation Industry of the USSR to make the refinement of landing and transport equipment and staffing of IL-76 aircraft, IL-76MD, An-22 and An-124 devices for booting BMD-3 with the means of landing PBS-950".
Order of the Minister of Defense of the USSR No. 117 dated March 20, 1990, I said: "To intend a battle machine of the BMD-3 landing machine and the PBS-950 landing facilities for staffing the paratrooping parts of the Soviet Army and the units of the Navy, along with the battle machines, airborne BMD-1P, BMD-2, PRSM-915 parachute systems, PrSSM 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 19990, 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.
Comparative characteristics of landing facilities
