Live in blessing and bring good to your neighbor! This day in aviation Decree on the start of a call

Russia is a land of intangible, rich treasures that lurk in the deepest depths until the hour.

Russia is one race, and it has strength. Russia is a unity of races, a unity of peoples, that is to say, one hundred and forty languages, a unity of unity, unity of difference, polychromy, polyphony...

Russia is no less the land of the mitten today. Vona is the edge of the great past, with an inseparable link running through it. In her birch dormouse groves, Donina holds services to the ancient gods. In these outlying forests the sacred oaks, cedars, decorated with clappers are still making noise and shaking. And in front of them stand poor clay cups of porridge-sacrifice. Over these steppes weep pity for the honor of ancient deities and heroes.

Russia is the land of Byzantine domes, the ringing of blue incense as Rome-Byzantium, another Rome, rushes from the great and faded decline. And to give Russia an unprecedented beauty, derived from Russian mystique. Russia is a mighty, crystalline waterfall, curly in an arc from the bottomless hour at the break of the hour, unburdened by the frost of the ancient world, which sits in the sun with cheerful information, where all over the world there are the most powerful affirmations of all words. Yansky buttya.

Russia is grandiose. Unrepeatable. Russia is polar. Russia is a mission of new hours. Russia is the only land of the world, so that with its greatest saints we glorify the holy affirmation of life, the holy Resurrection of the Dead, the radiant dawns of a spring blooming day, with the fires of the Holy Walks under the rank of yachts, brocades, and engrave the sky.”

All of a sudden, I’m copying these garni, soulful, beautiful words about Russia from my other work.

To be honest, Russia is a unique country, and only one can see such thinkers as Vsevolod Ivanov.

Our Earth is a small, beautiful, beautiful planet, people live on it, who are immortal souls, and why should we, earthlings, be so bothered by aliens - they have no souls.

We have only one earth and we need to protect it. Russia is the heart of the earth, so it has so many geniuses and talented people that I can’t even begin to value them.

Americans say about Russia: “The Russians don’t know how strong their land is.”

The Chinese say: “You don’t realize how much enlightenment you have!”

We are living at this very moment - people are so worried, they are so angry with everything that they can’t understand what to do and do.

V. Ivanov has such prophetic words: “Russia is a mission of new hours.”

Now, I respect, a new hour has come, the hour to reclaim your way.

At the beginning of the XXI century (2001-2006), Russia had a new Vchennia - Pratsia V.D. Baskakova. Vitaly Danilovich - author of a series of books, Honored pilot pilot of the SRSR, master of sports and record holder of the SRSR in aviation sports (Volodar of seven centuries Total records ), academician of the International Academy of Spiritual Unity of the Peoples of the World.

The research and design bureau of Andriy Mikolayovich Tupolev worked with a wide range of well-known test pilots. At the very latest hours at the Zhukivsky mining and testing and pre-production base of the OKB (ZHLIIDB), dozens of pilots took part in the testing. Kozhen - a special talent, behind the shoulders of the skin is long, abused by great work and unsafe paths from the testing team. Ale would like to become the senior pilot from the “jealous” ones, who was trusted first to lift the last car. This inevitable “vibirkov” presentation is a special test for everyone. One of the most famous experimental pilots in our country and in the world is, without a doubt, Hero of the Radyansky Union Eduard Vaganovich Yelyan. The meritorious test pilot of the SRSR, in Vikon, had many large-scale test operations at the Tupolev Design Bureau, and at LІІ, P.O. Sukhoi Design Bureau, A.I. Mikoyan. This is the story of that stormy frontier day on the 31st of April 1968, when a small crew took off for the first time the world's first supersonic passenger plane, the legendary Tu-144. This flight became the final stage of the innovative work of the independent NDI, design bureaus, factories, dozens of direct workers, hundreds of thousands of others, engineers, technicians, robot workers - all over the world. To the top of the great pyramid of creators and testers of this marvel of aviation technology, which is unlikely to be repeated in the next decade, one person has been promoted, the first pilot and crew commander. The general designer, the wise Andriy Mikolayovich Tupolev, had someone to turn to. He gave one name - Eduard Elyan. Neither the descent to this peak nor the descent from it was easy for the pilot.
Eduard Vaganovich Yelyan received 80 birthdays. And we have a miraculous gift to say kind words to him.

Admiring this very ugly person, full of worldly and professional wisdom, organization and versatility, a person who has survived many disasters and losses, you never cease to marvel at her truly young, innocent energy ii. He remembers (and appreciates) well the past, but is thoroughly alive to today and tomorrow - his family, his friends, associates, his pilots, his land.
Life shows that the most important thing for established experienced testers is the instructor's certificate. So it was with Yelyan. Borisoglibsk Military School of Military Pilots graduated from 1948 and worked there as an instructor until 1951. The head of the School of Probationary Pilots also received him and arrived at the school, General M.V. Kotelnikov. Yelyan wants to spend until the first enrollment at the School, otherwise there will be a small raid in the future. This short-lived Eduard Yelyan put his hat in his head: as an instructor, he often had the opportunity to fly from the start with a dozen cadets of his group, and at lunch - with a dozen cadets of another group. A dozen instructors were then taken to Korea to train Chinese pilots. General Kotelnikov himself reported to Zusil, so that Yelyan was sent to another set of ShLI, de vin, it seems, a junior lieutenant. Among the students of the School of his enrollment, 1951, Yelyan especially saw Mikhail Mikhailovich Gromov. He was also the head of the aviation service department of the Ministry of Aviation Industry, having voted for the School's credentials committee and having taught a course in psychology there. I forgot that at these lectures love was visible... to the horses. The psychology of the rider of an untamed horse was treated by the lecturer for an hour with as much respect as the psychology of the experimental pilot.
Ylyan began his experimental work at the Lithuanian and Pre-Traditional Institute (LII) and won a number of important jobs. The stench was associated with the stalled engines of the MiG-15 and MiG-19 aircraft when firing rockets and emergency rockets. Having taken part in tests related to the ensured value of these very flights from hanging tanks. Important results were obtained from the testing of common rocket engines - the liquid-propellant rocket engine on the front-line Il-28 bomber and from testing aimed at identifying the causes of the crashes of three An-2 aircraft. As an understudy for Amet Khan Sultan, he was testing the unique supersonic aircraft P.V. Tsibin NM-1. I didn’t manage to fly; I was forced to rush to the training ground to Volodymyrivka. Ale yogo zazchennya na qiu robot speak for itself. It was also a backup for the tested pilot aircraft of the OKB A.I. Mikoyan E-50 with a liquid-propellant rocket engine.
After five years of work in LI, starting in 1958, Eduard Vaganovich tested two types of aircraft in the OKB P.O. Sukhoi, finally having tested the aircraft S-1 and tested the P-1 machine. Elyan had a wonderful relationship with the senior pilot of the Sukhoi company, V.S.Ilyushin (Volodymyr Sergeyovich also spoke warmly about me).
In the summer of 1960, shortly after the death of Yu.T. Alasheyev’s crew on the unique last machine - the Tu-22 supersonic bomber, Olyan was asked to the Tupolev Design Bureau to continue testing this machine. At this hour Yelyan finished MAI. Formally, he has not yet left the Sukhoi company, but has already flown to LI. Axis there, for the entrustments of the head of the Base, M.N. Korneev, the oldest test pilots of the company, A.P. Yakimov and I.M. Sukhomlin, came with a proposal to go to the Tupolev Design Bureau. M.N. Korneev and defender D.S. Zosim gathered the young pilot in front of the entrance to the central alarm room of the Base. Taking a walk by the little forest, after a celebratory talk about health, about the holiday, about practicing food in the design bureau, Mikhailo Nikiforovich Korneev said to Yelyan something that had been forgotten for a long time: “We have one joke for you: be kind, don’t mislead the coalition into our team. We have a tangle of hostility between the hundred-year-old and the young. And problems. Your manager is Tu-22!
The Tu-22 was unstable in various flight modes (close-up, at low speeds due to released flaps), and it had a lot of defects associated with instability. Alone, the fuselage was destroyed. Cars broke due to loss of stability in late Russia (from the so-called pitch control).
After the high hopes that Yu.T. Alasheyev and V.F. Kovalov had, the “old” pilots were not eager to fly the Tu-22, they were occupied by the important subsonic machines Tu-95 and Tu-114. They didn’t want to, as they themselves admitted, “throw their heads into the pasture of the beast.” First after the emergency landing with heavy legacies, the crew of Kovalov's flights was Elyan. Moreover, this was the first flight of his senior career on the Tu-22. “I still remember,” said the great head of the ZhLIIDB M.V. Ulyanov, “how we “put him” into a plane that was not yet fresh at that hour... The chair was released from the cabin down, the pilot was seated in a new one, they were rearranged, they were brought down and with a winch, they lifted it manually. Then the manual winch on the machine was replaced with an electric one...”
On the first villiot of Yelyana on the 22nd blvd there is Andriy Mikolayovich Tupolev. Vin also took part in the analysis of pollutants and especially benefited from the nutrition of late-term management. I thought I'd dispossessed the car of money - which Yelyan didn't have. The car gave in to the pilot, who was struggling, and who was in control.
At first, at the Tupolev Design Bureau, Yelyan worked mainly on the Tu-22 itself, and he had to deal with a variety of tasks. For example, at the Kaliningrad regiment (there, as in Saki, the naval aviation regiment was based) on 22 permanent parachutes were constantly torn, and the vehicles were in trouble. Olyan flew there and found out that the reason for this was the excessively high speed of the landing approach. A lot of work from 22 was tied up with the pilot at the Kazan plant, which he supervised. The Tu-22 Yelyan made its first flight at maximum range - to Novosibirsk and flew back for five years.
One time in 1963, in one of Olyan's flights, on a Tu-22, the speed indicator was removed from the flight. And the boy, without even suspecting it, has overexposed the fluidity. The flight has lost its grip on the aileron reversal zone: with the steering wheel adjusted, the right-handed flight begins to roll to the left. In addition, there was a reversal reaction to the giving of the leg. The height was no more than 1500 m, but Yelyan realized why the river. He didn’t allow the engine to unfurl, he turned on the afterburner, increased the vertical speed, got quiet and slowly brought the car to the airport... “There could have been a pipe,” he thought through the rocks.
The pilot Tu-22 pilot V.P. Borisov has gained a lot of experience. The crew of Yelyana, which also included navigator N.I. Tolmachov and flight radio operator B.I. Kutakov, was a particularly great and important member of the Tu-22K missile-carrying aircraft with X-22 combat missiles. During the first launch of a rocket at the test site near Volodymyrivtsa, they replaced the rocket’s combustion by using the mechanism of oxidation - nitric acid, one of the components of the rocket’s firing. The flight was covered with a yellow gloom all over, as it rapidly blossomed. Without losing his composure, Lyotchik managed to drive the car to the airfield. They soaked up the acid as much as they could, and then they turned the car in.
Yelyan, who was always impressed by his naturalness and sociability, had an extraordinary relationship with his associates and the head designer of the X-22 missile defense system V.M. Shabanov, then Colonel General, protector of the Minister of Defense D.F. Ustinov. Yennya. Yelyan, as always, meticulously understood the robots of all systems in a complex complex with this, as they do in the most advanced environments. The program was tested and a great service was performed. Now again, it was necessary to work out everything, starting with the investigation of the landing characteristics, durability characteristics, hardness, other features of aerodynamics, and value. “It’s natural,” Ulyanov said, “and even the X-22 is a six-ton ​​rocket on a foreign suspension! And Yelyan’s axis was still working “without noise and saw.” He managed to conduct these tests without anyone knowing about them. Calmly, methodically. You can completely relate to the great father of the X-22. Yelyan, I respect this, this is an era for our company! It almost happened that he was too harsh. This is not so: as a vicious person, Vaganich never allowed himself to say the same brutal word about anyone.”
Yolyan introduced the first pilots of the Long-Range Aviation Tu-22. It happened at the airfield near Zhukovsky. The ministry sent three additional pilots who were required to be trained as instructors. Having released them, Yolyan then oversaw a handful of Tu-22 Long-Range Aviation regiments. Through the fates that were already working with the Mikoyans on the theme of carrier-based aviation, Yelyan more than once met with his charges from the military, and some of them occupied the most important posts, right up to the ministerial...
Together with A.D. Kalina, N.N. Kharitonov, V.P. Borisov, B.I. Veremey, E.A. Goryunov, O.S. Meleshko and other Tupolev test pilots of different generations, together with leading engineers On this machine and other engineers, E.V. Elyan, having worked a lot for the development of the Tu-22 aircraft, which, having opened the road, will further refine the Tu-22M, Tu-160... Having worked with a great team, the work went directly for the riches.

One of the most memorable experiences of Eduard Vaganovich was the testing of the modernized Tu-104E passenger aircraft. The wing tanks were added to the flight and the flight range was increased by 700 km. It looks like a very promising car. Ale vinikli folding with overcompensation of ailerons...
Yelyan has worked a lot testing the Tu-134 passenger aircraft (together with A.D. Kalina, S.T. Agapov, B.I. Veremey). Particularly taking an active part in the most complex military programs on the great corners of the attack. In one of the rounds of this program, Olyana and her friend Boris Veremey began burning the fuselage of the aircraft, where an experimental equipment had been installed - “shelves” of the equipment that was recording. I'm trying to put out the fire. The manager was pinned down. Veremey looked like a black man, his hands were singed, his clothes were damaged, but everything ended well - Yelyan parked the car.
Olyana and Veremey formed a human friendship. B.I.Veremey told me that he reconsidered Eduard Vaganovich as “the most progressive kerivnik, who, in addition to the prospect, is even seriously interested in young people.” The stinks stood like a mountain, one after another, and were pure both in front of themselves and in front of their comrades. They knew the value of each other, as individuals, as individuals. Yelyan said: “I took part in the initial stage of the model of the supersonic important missile carrier Tu-160. I’m not going to fly with this machine, and I’m planning on Boris Veremey right from the very beginning. If only he had done his best there for as long as he wanted. There was also a problem with the repair of the crew, with the removal of remote controls. And the special foldability came from the pilot seat. There was already little time, and I began to hang the back of the chair at the top points so that the chair could turn and go back. Then the pilots had the opportunity to calmly take a seat and leave it. I want to consolidate Veremey’s recognition by hastening his tributes to the title of Hero. I am close to Oleksiy Andriyovich Tupolev from whose office. The first time - not far away, checking the hour, repeating the call, and then saying: This is the third time they gave you a Hero? And they gave it after I flew on the 144th! Let Veremey's axis fly on 160th - then let's talk...”
Yolyan also had a chance to do a lot of work on the Tu-154 with Yu.V. Sukhov, V.P. Borisov... He was actively involved in this machine, working with the Bulgarian and Rumanian pilots... Yakos Ylyan sat on the 154th near Novosibirsk sku z unreleased chassis and got back with the car, saving it...
If the topic of the supersonic passenger aircraft Tu-144 loomed in the Tupolev Design Bureau, work on two other new folding projects was no less important - the supersonic bomber with a variable wing geometry Tu-22M and the passenger Tu-154. Borisov, Goryainov and Sukhov were oriented there. The robots did not take up other tasks: Kozlov and Bezsonov completed testing of the supersonic supersonic aircraft Tu-28, Goryunov and Vedernikov tested the distant anti-new aircraft Tu-142... Vedernikov. Also, apparently, Tupolev planned. Nezabar, the commander of the 144th crew, chose not the most titled and accepted by all, but to reach the proven and reliable - E.V. Yelyan.
It seems that I asked Eduard Vaganovich why they chose him from the great team, perhaps, and more famous pilots for 144. Vin Vidpov: “I’m wondering why it happened like that. In work with the Tu-22, I was close to the chief designer D.S. Markov. I don’t remember what I’m participating in, how it was that I got close to the brigade as I began to fly the Tu-144 aircraft, close to V.I. Bliznyuk. Oleksiy Andriyovich Tupolev, two or three days before the first round, already told me that I should “get busy with this machine.” There was a short speech, saying: “If possible, go ahead!” Once the project became prominent, our contacts became more frequent. Our pilots from Zhukovsky went to the design bureau reluctantly, they didn’t like him, I’ll tell you straight. When I became the head of the military service, it was not the first time that I decided to send them to the design bureau. Because if you go there, you can waste a flight. Andriy Mikolayovich Tupolev never told me about the recognition to the first crew of testers. Until now, we know the former test pilot N.V. Adamovich, who worked on the mock-up without knowing who was lifting the machine. And I’m not talking about this topic with anyone! If there was such a recognition, they didn’t feed me! It has already become clear (without me!) that the other candidate, Kolya Goryainov, cannot be trusted with the car due to his problems. If I have given the good fortune to the first, I have given Mikhail Kozlov the good fortune to others. You've waited a while. At that time, having worked on the 28th machine, I was no longer involved in the mock-up of the 144th. I became close with Andriy Mikolayovich since I arrived on my first flight. Until now I have often referred to Oleksii Andriyovich Tupolev. Okrim Misha will work on the 144th day of Agapov. We flew on an analogue and evaluated this machine, based on the Vinishuvach MiG-21. Before speaking, it turned out that it was very similar to the 144th at subsonic speed. On the supersound, the 144 did not have “disengagement”, as it did on the “analozy”, which did not have dampers...”
In Sergei Timofiyovich Agapov, Yolyan appreciated the natural talent of a pilot, the straightforwardness and honesty of a person with a broad Russian soul. Agapov was aware of a harsh judgment about anyone, including about Eduard Vaganovich. Alevin, speaking about him, assuredly: “Litav Vaganich is kind. Perhaps, punctuality was his main priority. He had already prepared well for the watering, thoroughly, diligently. He doesn’t have such talent that he could rush everything to the ground at once. He achieved everything through his diligence and dedication...”

It is important and warm, as about a strong test pilot and engineer, speaking about Eduard Vaganovich from the teachings of LI and test pilot Mikola Volodimirovich Adamovich. Vin learned about his work with Elyan on ergonomics 144-i. For a long time, it seemed, Todi Ylyan had known him from Moscow life, having moved to Rostov, and not all of his comrades thought of him so well. And Olyan and I were talking about the same old work, since Adamovich had already retired from life. Mutual, absolutely independent assessments of the skin of them had a special degree of modesty and an attitude of one to one that I would guess about this as a rare butt of relevant intelligence. “Adamovich and I,” said Eduard Vaganovich, “worked on this program at an early stage. Adamovich is a great person. Respect that the cabin is your robot! They worked a lot at once, but the idea, the ideology, was yo! I helped you. Our cabin was simple, near the Concorde, especially to Adamovich, and always to Tupolev’s closest associate, L.L. Kerber, who kindly responded to our propositions.”
Olya spent a lot of time in the OKB, working on the 144th long before they began to choose a commander for the first last vehicle. He worked a lot with designers, especially with flight control specialists. On the flight mock-ups and stands, the positions of buttons, toggle switches, the shape of the cockpit control panels were adjusted, and the parameters of various systems were specified. Those who know this well, it seems that Olyana can be considered not only as the first pilot of the Tu-144 aircraft, but as a full-blooded creator of this machine!
Eduard Vaganovich was already obsessed with the 144th and its many characteristics, but never saw much of the details of the first testing machine. And those who joined the crew after that historic flight indicated the satisfaction and spirituality of the crew commander. This is the first, completely distant result of great work. Of course, Yelyan had already been worried for a year that the 144 was a single machine that had lost its certificate of allotment and was not used for passenger transportation. There wasn't much lying around. We believe that if Andriy Mikolayovich Tupolev were alive, everything would be different, but this is a special topic. The country has not yet developed the economical capacity and indiscriminate organization to create a commercially viable business out of daily political programs. With the creation of the Tu-144, we began to face the complex scientific and technological problems of aviation.
In 1975, after the disaster in 1973, Yolyan and Goryunov showed at the same Le Bourget their program of demonstration flights on the Tu-144, after which they came in to land. Just before the smog, three hundred meters before it, the stench of the stench swelled the great flight of pigeons that was rising in the smog! They reached the end of the clouds, and the entire front side of the cabin appeared to be covered in blood and the wings of birds. Plant and kermuvat Ylyan mig, even carefully through the apartments. Having taxied, Yelyan quietly drove to the poliotiv pottery. “Tse rudy is a Frenchman, similar to a stencil essivtsya. It was the same bastard who got me going in 1971, confusing “left hand” with “right hand”. I put him in the car and we went to look around the place for a smoothie, where there was a lot of grain and beaten white pigeons the size of a chicken! Obviously, whoever needed more money! I would like to lean heavily on the snow, so that another time it would be bad: the engine would collapse even worse... I’ll be at Volodymyrivtsa on the MiG-19 at the moment, at the expense of flying in, I’ll play Gorobtsiv. Then I don’t know how to sit down! Nothing is visible! The entire vault is covered in blood and feathers. As if for the help of the land of the West and the Ice of the North..."
Eduard Vaganovich, remembering the varied circumstances of the various tests of the 144th, including the most dramatic, speaking invariably about the high professional qualities of engineers V.M. Benderova and Yu.T. Seliverstova. They are offended that the members of the crew suffered from the testing of the Tu-144, starting from the first crash. Yelyan made a fuss to D.F. Ustinov about awarding him the title of Hero of Radyansky to the Union. For the one who had any benefits in the 144th, there were more disasters, especially others, Eduard Vaganovich did not at all take credit for himself, as it was indirect. “At the end of the 144th, I’m calling myself to the giver,” Yelyan told me. - Guilty, because without hiring a flight engineer, what a moment to recognize the danger. Having conquered Benderov, he has conquered us. And I haven’t stolen anything else.” Eduard Vaganovich ordered, first of all, an emergency landing near Warsaw, if the crew experienced a major fire incident (as a result of a fire pipeline rupture). Todi Yelyan, having recognized Yu.T. Seliverstov from me, cold-bloodedly parked the car. In another way, Eduard Vaganovich was aware of the emergency landing near Yegor'evsky. The engineers did not notice the same kind of fire, and when the auxiliary power plant was started, there was a severe fire. The first pilot-training pilot of the State Civil Aviation V.D.Popov and E.V.Yolyan, who created the Tu-144D machine to its perfection, landed it, burying half of the holes, without wasting any time on vitrimy and control over the situation. It was impossible to spin the car when landing on the field; Unfortunately, flight engineers O.A. Mikolaev and V.L. Venediktov also died.
About the emergency landing on the Tu-144, Popov told me this: “Olyan and I ended our flight on Tuesday, May 23, 1978.” We took off and flew to Yegor'evsk, not suspecting anything. And at this hour on the ground they were already aware that behind our flight there would be a trail of half a wave about the same age as the flight. The indications of the adjustments, including the light bulb that was burning, “burning the engine” (first one, and then the other), did not cause us any particular concern. This happened quite often and we promptly turned on fire extinguishing systems. We began to calmly turn around to turn around, and at this hour black smoke fell from the cabin. It later became clear that nearly 10 tons of fire were leaking from the tanks, and it burned in the tank without any fire detectors. Let's all arrive at the cabin. The fret board was no longer visible. I showed my left hand and said: “Let’s sit on this galyavin!” In front of us there was a village, and behind it, in front of that galyavina, there was a forest. Well, you need to sit behind the forest, reaching up to the galyavin. I took the helm and dramatically changed the vertical speed. The trees, our giant drumsticks, beat on the flyer until we flew out of the forest. They gave the command to the engineers to move to the tail of the aircraft as the safest place. After landing, I, like Yolyan, jumped out of the apartment and hung!.. Silence. The sky is blue, the water is blue, the grass is green, the smoke is black. The car was on fire, but it didn’t swell. I hang upside down and think, what am I hanging? Tick ​​please! He rested his feet on the side and slowly pulled out the hose of the spacesuit, tied to the chair (later, at the company, ten people could not rip out this hose).”
I almost had a chance to record on board. It was important to raise your voice. It’s almost clear that Yelyan, before he sat on the left, commanding seat, Popov, having become a commander, received the additional information from a public informant and also lit the indicator light that was blinking, immediately deciding to return to the main airfield. . For this purpose, it was necessary to turn around at 1800. Popov, supported by Olyan, began the turn with a deep roll to the left. Olyan, who was in permanent contact with members of the crew and the control center, asked for permission to land on the move and asked to prepare the opposite functions at the airfield. Immediately, he decided to become an engineer on which engine the flight was running on, after receiving information about the fire of three engines. Approximately two weeks after the launch of the ZSU, he gave the command “close the air conditioning”, apparently, smoke had already entered the cabin. the nature of the exchange of information with the control center) indicates absolute peace on board. In such a situation, if at any second the car could sway, Yolyan would not allow himself to do without the word “be kind”! There was no panic on board, everyone (the pilots, the engineers, the navigator, and the politivnik at the control tower) worked cold-bloodedly... The axis is an enemy of great professionalism and courage. And also: both the right and left planes after this disaster always gave in to one another in this critical situation.
Among the Tupolev pilots, Eduard Vaganovich Olyan has always seen navigator-tester V.S. Passportnikov. They were close friends, as were their families. Volodymyr Stepanovich confessed: “Edik and I often flew in the same crew. The flight is amazing. What you think and what you think is different is not true! Why is this new installation so rich and uneven? The one who has a very strong, strong character. We can't stand disenchantment - not even the slightest! Although his deeds were honest and fair, not everyone was like that. The more people who disliked him, the more his peers. Edika Ylyana highly respected Andriy Mikolayovich Tupolev. And he understood people. The stench is even worse than simple human stinks...”

Aircraft pilot and writer Vitaly Baskakov said: “There was something more brilliant in Olyanya. When I fly, I don’t understand as much as I understand at once. Everyone who in our service thought great things about themselves could not come close to equaling Eduard Vaganovich. It could create and uplift the spirit, and the company would be at its best. Yolyan pishov and everything is clear. Everyone immediately separated, and there was no longer any service. There is a wide range of studies and understanding of a wide range of problems that have been tested in many ways, below our friends. This bachenya was of great importance during his military service. Judging by his contribution to the top problems of the aviation company and his level of competence, Yelyan stands on the scale of the region. Yelyan is for vanity, ambition, emotions, special and private. They were cared for by their sleeping interests, the interests of their sleeping affairs.
Our team, despite its closeness, was similar to our country at the beginning of the cob, when the marriage was revealed to the outside world. In the hands of Trimati, such a team was even more folding right. Olyan was told: having studied the situation from the level of the general designer, he could take upon himself the decisions that were made by the rich... Elyan was wise, besides his understanding and the way to go about it. The only thing I’m sorry about is that it wasn’t a good thing to get along with such a deep, bright person. I think that it was only “deprived” of those who were so much more valuable than others, that few people could comprehend its height.”
Chantly, the word “poor” is even stronger. Olyan, having spent a lot of money with his fellow Tupolevites, moved to work for Mikoyan’s company. There are new heights to be reached, new heights to be tested. And if, through fate, after parting, we fell into a number of Tupolevites, then we lost in volume those who saved the wealth until the next. So, the most joyful people in the hour were the numerous testing pilots of the Mikoyan company, the head of the testing center LII A.N.Kvochur and the chief pilot of the A.S.Yakovlev Design Bureau R.P.Taskaev. I was offended by Olyanya for the help that she had given her when she had mastered nautical-themed robots on a ship carrying an aircraft. Eduard Vaganovich himself thought with great satisfaction about the work that was revealed in a completely new way for us.
Eduard Vaganovich Olyan is 80 years old. When you live in a hectic life, when you hear rumors about the pain, the rumors are so profound, so reasonable and warm, as modest, you catch yourself in a lot of heady thoughts. In front of you, of course, is a unique person - deep, kind, respectful. When in 2006, one of the greatest Tupolev test pilots, Sergiy Timofiyovich Agapov, passed away, Elyan rushed his car from Rostov to Zhukovsky, so that he could spend time with his poor friends at the same time. I will take the path of a sweet lover. Eduard Vaganovich is still alive today with turbots about others: relatives, loved ones, friends - just as it has always been. In front of you is not a bilinny hero, but rather a man with a tendentic physical build, but with a strong spirit. Eduard Vaganovich Yelyan is a pilot with a history of modern aviation, a man of great service to his country, to his people.

Gennady AMIR'YANTS, Doctor of Technical Sciences

This development marked a new era for important wide-body aircraft. And just a few hours later, such great aircraft as the C-5A, DC-10, Boeing-747 were born - and this is a revolution in technology, a psychological barrier, and all the same An-22.

Our first aircraft, An-22 No. 01–01, was not in production, and systems and other robots related to the developments of the aircraft at an early stage were tested on it.

Litak 01–04 is intended for factory and state testing for the main programs: durability, hardness in booster and servo (backup) control modes, mnst, L.T.H., VPH, self-propelled guns, flutter characteristics of the Litak-SAU system, reach Yennya Sudop shvidkosti and perevantazhenya.

O. K. Antonov entrusted this robot to conduct me, a 34-year test pilot of the 2nd class. The majority of our soldiers were small in the area of ​​state testing; another pilot was assigned to the military department, test pilot Colonel A. Ya. Briksin.

Most of the robots died near Tashkent in 1967, while Rashtu died near Kiev.

Let's say, without regard for the revolutionary novelty of these rich systems, we appear extremely far away. Especially the keruvannya letak system. A single-channel booster system for adjusting the height kerma and ailerons was reserved for the servo steering keruvans with automatic switching on when the pressure in the booster system was changed below a threshold value. For military transport aircraft this is the basis of reliability.

Previously, servos were installed by K. A. Kalinin in the 30s and V. M. Petlyakov on his famous Pe-2 (the automatic self-propulsion was operated through a kerma altitude trimmer).

One serious modification was made in the process of testing the flytak - the introduction of a nonlinearity mechanism into the kerma channel, which reduced the sensitivity of the control, especially with rear alignments. The little ones “tweaked” the eleroni. Even before the first volleyball, I asked Oleg Kostyantinovich: “Why isn’t the sound of the ailerons too high with the sharp work of the helm? - Let’s go, let’s admire the place.”

He immediately glanced respectfully at the aileron, climbed onto the shaft and then signaled to the robot with the helm. I sharply inhaled the aleron several times.

“It’s no big deal,” he said afterward, “the wind flow will be dampened, and there will be no aerons.”

Then, special dampers were installed and connected up to the ailerons, and even later - turbulizers at the visors under the aileron hanging brackets.

U Chernі 1967 r. Our work was completed: we flew to Sishcha to prepare for the air parade in honor of the 50th anniversary. Two of our pilots were already there and were training: “one” and “three”. Our “four” are small to fly to Domodedovo third in the wake formation. And we carried two missile systems on caterpillar tracks - a total weight of 60 tons. Our mission: to accurately (in seconds) deliver the missile systems to Domodedovo, in front of the stands, without faltering engines, destroy them and accurately leave the airfield.

Piloting in the opposite direction of the aircraft, what to fly, is to do with the folding river: a lot of work, especially with the morning roll. And don’t let the jet flow anywhere: when it’s hot and when landing, because there is no strong wind, 45 seconds - the minimum allowable time is to stand an hour between flights, if the coating is ensured with insignificant reserves.

At that time, we, the Soyuz, had only 3 An-22 aircraft, on the sides of which there were numbers: one, three and four. At the front line behind the escort of Group I. E. Davidov letiv Yu. N. Ketov and closed the group on the fourth V. I. Tersky.

For a negative influx on our incoming superniks, and so that they did not relax from their increased aviation effort, we added zeros to all the numbers on board our pilots, and our group stood before the gaze as part of the lost army ii: they also took part in the parade 10-a, 30th and 40th cars. Therefore, parts of the UPS had at least 40 An-22 aircraft. It looks like it’s hot, but the other directors have just released their insurance.

And now about the parade itself at Domodedovo on Aviation Day in 1967. This was the most powerful air parade in the entire history of Radian aviation: it was on the rise in our region, and the every OKB had something to show.

As soon as the press announced, all the program numbers went off without a hitch. Our group of An-22s also showed up: eyewitnesses reported that when the third plane landed, Petro Vasilyovich (Dementyev, Minister of Aviation Industry) hooted and rushed to the generals on the podium.

"Respect, celebrate your anniversary!"

We were no less pleased with the success, since we spent 5 seconds in the tolerance. This is the merit of all three navigators and especially the navigator of the remaining, third car E. P. Kravchenko. The commanders and navigators of our group returned to Sishcha with a new professional position: the minister gave us first class. We found out about this later.

There will be another aviation parade in my life - it won’t happen. There were ten years earlier than Domodedovo - 1957. On the distant 50th anniversary of the aviation day of the 18th sickle, an aviation parade was held near Tushino, at the end of which DTSAAF pilot-athletes performed. The words "Glory to Stalin" and later "Glory to the Communist Party of the Soviet Union" were chanted in the formation, and a group of 24 Yak-18s in the wake formed a cascade of figures of great aerobatic display. At Chervna-serpna 1957 r. We have completed a new preparation program for the parade. They trusted me to be at the warehouse of the 24th aerobatic team.

I was in the ranks of seventeen. The group consisted of pilots of the Air Force and pilots-athletes of the Central Aeroclub im. V. P. Chkalova. The leader of the group is Major Chivkin, the coach is Ya. D. Forostenko. The day before, the saints celebrated a dress rehearsal over Tushin. The next day, we were not raised up to dress up before the parade, but were routinely shouted about the Victory Parade. Whose day before the reign of the Yishovs M. S. Khrushchov.

And two years earlier, approximately 2 months before the end of the Moscow Aviation Institute, we, future aviation engineers, were simultaneously engaged in flying sports at the Central Aero Club. Art.

A majestic office, the same long table under a green cloth, like a smaller table standing across it, through the next one to us (there were seventeen of us) rising and walking up, a tall Colonel General іації. A number of people called, who kindly greeted us and heard about problems in aviation and about the decision to get pilot engineers to work on a trial basis (this was long before the introduction of engineering lighting to pilots UPS schools). Having spoken to us as colleagues, it is a shame, but ahead of time, that the selection of candidates will be after a thorough check of us by test pilots on a developed type, that is, on the Yak-18.

In the first set, I did not wear through the raid, but in the other set (1957) they carried out an additional check of the sheet - on the new flytak. That was actually the initial combat aircraft Yak-11. We were given instructions to prepare this week. That's how I went to the school of MAP pilots and probationers.

After the Domodedovo parade, I continued testing the An-22. The stench passed without fail. The NK-12 MA engine turned out to be very reliable - a feature of aviation engines. Creations from the beginning of the 50s at OKB im. N.D. Kuznetsova, there are still no problems with the load factor in the class of turboprop engines.

One "short supply" of the An-22 was very large in filling with fuel: our trial fills were extremely trivial (up to 5...6 years) and often lasted in modes I and II stage of foldability.

“You are so sorry,” said V. A. Komarov, who flew with us in such boots, “to reorganize things is not easy, it’s not safe, but such a trifle is bad for your health, and you won’t earn a penny.” Vin is right.

Testimonial workers V. A. Komarov and F. I. I presented the An-22 to Burtsev for stowage. (In their day, the stinks were the potters of the school of experimental pilots). Resentment - honored pilots-professionals, Heroes of the Radyansky Union.

Tse poperedzhennya bulo marnim. In our youth, we were not especially embarrassed and, out of satisfaction, we worked on our rights.

An-22 was tested and accepted for production. Claims to numerous characteristics of the operation process.

21 breastfeeding, born in 1976. An-22 aircraft No. 05-01 crashed near Sishcha. The crew of V. Efremov perished. It became the case when vikonanny vibrobuvalnogo polishing with the method vimiru zusil in the elements of management. As a result of the supermundane inspiration of the kerms, the direct “Antey” has deep knowledge. Trying not to lose altitude, the commander took the helm “on himself,” which led to the attack reaching the critical stage and the aircraft turning over.

This mode is outside the operational boundaries, and in the final assessment of the state’s testing of the An-22, it is indicated that there is a critical problem in cruising mode, which results in the noble instability with unsafe manifestations.

In 1968, I was entrusted with testing the airborne landing of the An-22. The characteristics of resistance and hardness when centering the airframe right up to the next were confirmed: 14% ... 43%, including with an open vane hatch, after which I tested the first drops of landing platforms from 5 to 20 t.s.

Tsikavo was placed on a centralized 43% MAR. This is all about neutral centering, and also actively responding to the slightest amount of control on the steering wheel (literally within a fraction of a millimeter). More precisely, the piloting for such minds was naturally turned off.

When the An-22 was tested from the airborne landing, it was not without incidents, including some unsafe ones: – the mode of vibrating the traction forces on the tension parachute is being changed (during the landing the aircraft is drawn from the fusel I’m waiting for the platform on which the vantage is secured, which will land). In one of the modes the parachute breaks off. The released energy, stretched by the latent spring of the strand, turns the spool through the open vane hatch at the fuselage. Experimental engineer E is killed by the blow. Kovalov. Terminovo I ask for landing at the inland airfield at Svyatoshin and I ask for “Swedish help” right after our landing. At the Kiev clinic, doctors treated people.

We lower the sighting parachute, the navigator specifies the alignment, and for the approach, we lower the platform with a 20-ton weight - the landing was at the opening point. During the process of crashing the fuselage, I have to evaluate the dynamics of the flight's behavior and the pleasantness of the flight methods. Everything will be adjusted in the forward direction, if the 20-ton monovantage will be propelled by the fuselage from the edge-to-front position, and the centering of the aircraft will change from 14% to 43% MAR.

We entered this mode, the platform flew away from the fuselage, the main parachutes opened, and then unplanned maneuvers began, the platform was carried away near the village adjacent to the airfield. Down to earth - exactly on the verge of the extreme house. Thank God, no one was hurt. No more than 20 weeks passed between the first and other skids. What happened?

At the same time, all low-level drops from the An-8 and An-12 aircraft were completed at our airfield (high-level drops were completed at the training ground), and there were no such drops. We arrived before the return: at the time of another drop, a cloud of medium-sized gloom was brought to the airfield, it came with its own microclimate and its own wind currents, which are becoming increasingly severe.

We're ending the shocking flight. We need to evaluate all the methods of fastening the vanities that are transported in the field. This time, under the skin wing of our An-22, one 500-kilogram bomb was suspended on special locks (of course - without a landmine). Under the hour of evolution, experimental engineer I. F. Netudikhata will measure the tension on the supporting elements of the structure. Vikonali set the modes, the importance of recording with experimental equipment. At the point above the airfield, the navigator starts dropping bombs. Evidence from experimenters is gathered:

The bomb went off.

The right bomb is locked.

What is it timid? We can’t wait until we enter – the discount didn’t work out. We are going to the zone, and, in a unique area over populated areas, in the “dropping” mode, you can select the location, forging, changing the speed - the bomb is not going. Land to land. We call it “skidannya” and release the chassis. At the third turn, Ivan Fadeevich shouts:

Commander, I've flown!

Who, what, “flew away”?

Commander, the bomb has landed!

Fix the axle. In such situations: “Get ready, commander, to fight with the prosecutor.” So I bombed “my own”, commanding the attack on the territory of the Rubezhivsky Regional State Administration, to the point of speaking, our patron.

This incident, having guessed at me a similar idea, is evidence of an indirect participant in which I happened to be in the spring of 1942. On our street with. Velikogo (Krasnodar Territory) a majestic column (dozens) of luxury cars, attracted by air bombs, was abandoned. The Germans transported them near Maykop. The stinks were shot in the streets from the pistols of their birds, they celebrated - they had a great time. On the 10th of the evening, a strong vibrator erupted from the moon. The Germans became confused and worried about extinguishing all the fires. But our pilot on Po-2 didn’t have any more bombs. The reports confirmed that our intelligence officer had fired a signal flare to the pilot, indicating the target. Ale on the aphids of the numerous everyday fires, the signal was not received by the pilot. He bombed the collective school. We were glad to the whole village that the Batkivshchina had not forgotten us and would soon let us go. The pilot's mercy was even more pleasing. We didn’t mind the Germans at all, but it would be better to bomb them on the march in front of us.

Also in 1968, our crew took part in the An-22 in the Airborne Forces at one of the training grounds near the Baltic States. Our navigator E. P. Kravchenko, with his clever minds, close to the combatants, having managed to lead the flight to the target, in the midst of gloom, he recognized them and definitely threw off an entire armada of paratroopers. The stench deprived the air of so many streams, and this armada began to “waft” out of the gloom in a compact group. Behind us is the An-12 regiment, and only three crews managed to repeat our success.

O.K. Antonov was more than happy. Having been on the podium among the commanders of the Airborne Forces.

On the cob 1969 r. having asked to cancel the first Tyumen vantage flights for naftov workers. The stench turned out to be one of the most complex. And all through the incompetence of the representative of the airborne service, who gave a notice about the affiliation of the airfield, naively assuming that the last mileage of the flight after landing indicates the required longevity of the airfield's airfield. And the airfield near Nizhny Vartivska, where it was necessary to fly, was covered not with concrete landing smudge, but with dirt, covered with frozen snow. And the end of this smuga is more than 1600 m, and the back end of the smuga is 200 m; From the exit side to the end of the ZPS there was a swamp. That is, nominally the Smuga dove became 1400 m.

I found out about this when I flew from Tyumen to Nizhny Vartovsk on a passing An-12. After turning to Tyumen to show the newspaper "Pravda", where I, in an interview with a high-powered correspondent, declare about those who will be in Vikonan soon. "Pravda" is the center of the Central Committee of the Communist Party of the Soviet Union. Then I would still be a non-party member, but I knew that the heat here was ignorant. On the right is that the service of Golovtyumenneftegaz, through Radmin, was able to see the An-22 aircraft for transporting 16 power plants to Nizhny Vartovsk, otherwise it would be necessary to check the river navigation. And then wait in the winter, so that the frozen swamps can be used to transport the power plants to the place of operation. Their transportation across the world made it possible to practically “win” an entire river.

These power plants produced our aviation engines in Zaporizhzhia based on AI-20 engines, which generated a lot of resources. Skin pressure is about 3000 kW, AI-20 runs on associated gas. The power plant is installed at all points along the pedestal.

Naturally, under this pressure, a consistent quantity of the type of naphtha was planned.

The task of air transportation to Nizhny Vartovsk was complicated due to the presence of aviation fire there. In order to transport the power plant and turn around to Tyumen, at Nizhny Vartivska it is necessary to land with the maximum landing weight, with a reserve of fuel on the gateway. And if the companies sent the rozrakhunkov data on the distances of the run to the snow-covered snowy land, then suddenly it would be possible to get rid of such work and turn around to your Gostomel: with the care of the wind-covered plot and the coefficient Safety measures at the Nizhny Vartivsky airfield “passed” only landing fields without interference. Having confirmed and rejected, I allowed the department head to issue a letter with minimal pretensions and to increase his awareness of the possibility of such an appearance.

The authorities at the Nizhny Vartivsky airport did not collect any responsibility for our landings - everything is correct.

It was settled like this: the potter informs me of my thoughts on the landing, and I broadcast my decision about the landing, without denying either permission or protection.

We transported all 16 power plants. Already through a number of suitable waters we sat down with a new operational landing mass. Safety was ensured by the high precision of the landing site - no more than one touch to the fuselage at the end of the plane, and the flight was achieved with minor (and safe) adjustments according to proper instructions. ї. The low temperature of the frozen snow in the smoothie is of great importance for galmuvaniya: the lower the temperature, the more effective the galma.

The number of Tyumen naftovka workers was highly dependent on the transport operation we carried out. As a result, our museum now has a model copy of the naphtha vase, and funds have been raised to repair the road to Gostomel and in.

And the crew of Naftov workers presented the city to the fighting, without beating us about it. I will later become aware (subject to signature) of these documents to the Supreme Council of the SRSR, they are in the archives of our office.

We, the crew, were pleased with the beautiful work, as if we were on the borders of the powerful. Without leaving the city and the crew of Yu. N. Ketov, who arrived two years later, on the An-22 - transporting cargo to Nefteyugansk (also ground smuga).

In the process of testing the An-22, I had one landing, but surprisingly it did not end in great inconsistencies. There was a landing at the airport near Svyatoshino, when, after removing the propellers from the landing gear, the right-hander began to spin at an increasing pace, near the aircraft parking area. Neither turning the kerma directly to the left, nor pressing the left foot pedal to the end, did not respond to the trend until the steam bath of the unconscious mind. Flight engineer M. M. Troshin rescued us. I just glanced at the shifting of the keruvanny with the nose wheel, as if I had quickly grasped it, and we were able to more easily translate the words: let’s become a keruvanny. There were plenty of fates that told me that the left wheels were missing, a black trace of galvanization on the Svyatoshinsky smoothie about the fight, which lasted for 4 seconds.

Reason why? The previous evening we sat at Svyatoshin’s, and at night when replacing the hydraulic unit, the tube connections were mixed up. The crew was not informed about the work, and the flight was towed to the start of the day. In case of malfunction, the high efficiency of blowing ceramics does not directly allow such a malfunction to be detected.

There are two variants of the An-22 in serial operation. Trying another option was also entrusted to me. The following constructive changes were introduced:

Servo steering on kermas directly;

Shape-like finishing on the wings;

Renewed launch of marching engines;

Electricity supply on the alternating stream;

Increased capacity of the combustion system.

The finished wings did not produce a noticeable effect due to an increase in aerodynamic stiffness and did not collapse. Other changes were adopted to improve the reliability and transport efficiency of the aircraft. After starting the NK-12MA with a fresh starter, I want to point out one point, not to test the program before testing it, but after its implementation, which will increase the reliability of the aircraft. Starting the main engine from one starting unit turned out to be impossible. In principle, they did not provide insurance at all. What to do in a critical situation: what is a fighting machine? The solution was found: after the first start-up cycle, we turned on a re-start without a pause, and the rotor was turned up, ensuring normal start-up with good temperature reserves in front of the turbine. We called this method “starting in a hurry.”

I also have a similar series on the An-12. Vlitku born 1962 We landed in Maikop at the DOSAAF unpaved airfield to pick up our glider. Problems began after the airframe was grounded just before the engines started. At the same time, the An-12 has not yet had an autonomous launch, and for this purpose, two launchers mounted on passenger cars were called from the district military school. They launched VK-1 engines on MIGs. At the first attempt to launch our AI-20, the electrical harnesses connected to the aircraft began to spin as if alive - in the supernatural jet. After just a few seconds of launch, a storm arose: the offense at the launch units went well, without affecting the outcome.

An attempt to start at least one engine from the on-board batteries was unsuccessful: the temperature in front of the turbine could not be controlled with the cut-off button, the turbocharger “stuck”, and the start was not accepted.

Settled for good - the most unacceptable prospect of inactivity, as was often the case with our troops. How can you try to launch the AI-20 using the emergency stop valve, as opposed to launching the VK-1 on the MIG-15? True, there is a mechanical stop valve. I try to start, often pumping the electric stop valve so as not to break the half, the temperature is carefully adjusted to the required limits, and the engine is at the same speed as the first test. Peremoga.

So my work on the An-22 didn’t end there. We started working with him again in the early 1980s, when I was assigned to carry out testing and provide instructions for the thorough operation of the An-22 from the external suspension.

The requirement was to transport from Tashkent to Kiev on the “back” of the An-22 center section and wing for the An-124 and the center section for the An-225. The uniqueness of the transportation is due to the large dimensions of the items, which practically include land transportation, and the significant weight: tens of tons. The world's practice took precedence. I couldn’t immediately understand the pile on the fuselage of the An-22 after the sound.

They carefully studied the durability, hardness, softness, options of engine types and the ability to last a long time, and developed the technology of fertilization and planting. The late-life durability of the aircraft has significantly deteriorated, especially with the center wings. The center wing of the An-225 was transported with the flaps lowered, the vibrations were not completely damped, and after a skin landing during overflow, the airframes had to be riveted. Oleg Kostyantinovich took into account the urgent problems of transporting large-sized items on a modern suspension and tested them with apparent success.

Before transporting the first wing for the An-124 during the flight to Tashkent, we flew over the interim landing airports and discussed with their commanders the minds of our sleeping robots. All of them, both ours and others’ fakhivs, tried to help us get out of the situation and worked broadly, forgetting about the administrative slingshots, and a comical incident took place at the Mozdok airport. The crew was supported by Mikola Ivanovich. He was responsible for the darkness of the transported krill. Staring at the standard, full-wall map of the Radyansky Union (we met in the air traffic controller’s room), he asked me:

The axis is here,” and the place Mozdok was shown on the map.

Mikola Ivanovich, from the disturbance of tension, just blinked and made up his mind:

I ended up sitting here this morning with a winged creature.

We can't do anything. We have the right to fly only during the day and even more than ordinary meteorologists. What do we care about?

“Well, don’t worry,” I order, and the spygun can be quite surprised at what we’re doing.

In truth, without compromising the scale, the cordon was in complete order. I calmed him down:

The cordon is 500 km away. This is the scale of the map, and Shpigunov’s mountains are planted, their height is about 5000 m. They take everything from Tashkent from their companion. Please tell us more about the hotel, we are getting late and arriving late in Tashkent.

You will live in a beautiful hotel, I guarantee it.

And Mikola Ivanovich explains: during the first landing in Mozdok, a young technician-lieutenant took over our An-22 with a wing on his back. He was caught in the act of being hot, although he didn’t want to openly, without showing off – sing-song for the stand in the Leninsky room. The spittle was illuminated in the new one.

On the 2nd anniversary of the night, Mikola Ivanovich forcibly reached an ordinary hotel on the outskirts of Tashkent.

The doors were opened by a noisy old woman. She decided to receive us after she had given evidence of a very important document - she fixed the doors and turned off the light. We, the boys, didn’t get embarrassed, because they had long since called for such turns of fate and went to Lobzak, to the factory hotel, with its undeniable sour smell of sweetness and dust in the luxury rooms.

And when approaching Kiev with the first wing for the An-124 on the outer suspension, we refused the order to land at Svyatoshin and enter through the place - through the wind. Here our secrecy ceased completely, and in the upcoming transports they were not protected. Aje mi America has been fed up even more.

After arriving in Tashkent for the attacking wing, we were accommodated in an “elite” hotel in a closed area that is protected as official guests. On the territory there is a majestic, well-groomed garden, and one after another, cottages were built on the great hill. The service staff of the cottages and waters lived in the same hotel as we.

Walking in the garden in the evening, we carelessly (they didn’t get ahead of us) walked into a cinema near the door, where there was a movie. The hall was empty, but we were surprised to see two people sitting in the center of the hall - a man and a woman. We couldn’t find space, as two shadows passed away, and socialism and democracy took over: in one minute, without any need of explanation, Valery Pavlovich’s policemen stumbled on the street.

Ale gothel buv duzhe garniy.

And the next day we visually joined forces with the people who stood at the very top of power in our land - with L.I. Brezhnev. Vіshov walked five meters from us, accompanying the pottery workers in Uzbekistan. With a heavy walk, the old sick woman, with a glance at her indestructible face, straightened at the gate of the warehouse workshop, without looking at our back. Behind us, in front of the gate, stood in preparation for the display of our An-22 with the An-124 wing mounted on the fuselage. What kind of aviation people were first shocked by the unexpected accumulations: it seemed that a flight had arrived from some Cossacks.

Without noting Leonid Illich, our wonder-flyer went to the corner of the workshop along the left side of the Il-76, which will be. The robotic pickers, who had gathered on the shelving shelving, also began to move, and the rest, which had not been visible, fell into a squealing and crunching sound. There was silence for a few seconds. Afterwards - stogin, screams. Two black Volgas squeezed into the workshop.

In one of them they pulled Illich into the back seat, and the stench rushed off. We were not able to demonstrate to the General Secretary one of the unique episodes from the creation of the An-124 transport aircraft.

The newly-transported centerplanes and wings were put on track with the viscous air-flying systems in order to avoid getting into areas with unsafe weather conditions (churning, icy conditions). In case of any emergency, the An-22 had a special anti-icing system that protected the cargo that was transported on the outer suspension. Perekonaniya - this is a guarantee: even the same-profile root parts of the wing do not heat up in the cold air. The nose part of the fuselage is not heated, and the amount of moisture from the anti-freeze system in the spruced-up plant is close to a ton - marin ballast on the refurbished airframe, where kilograms of skin are left on the surface before the skin is removed. If a hundred or two kilograms of ice are deposited in the ice, then the ice on the carriers is not flat, but change the centering to a flexible one. І there will be no lag: even after a year of watering after heavy watering, the mass will change by 10 t.s.; will lose a little - turn off the evil for the minds of the evil one.

For the establishment and implementation of the transport system, maintenance and designers in 1985. awarded the State Prize of Ukraine.

Honored lyotchik-viprobuvach SRSR- Honorary title awarded to test pilots of the 1st class of aviation industry of the Ministry of Defense of the USSR for extensive creative work in pilot training and research of new aviation technology ki, which truly corresponds to the progress of Radian aviation.

Already at the beginning of 1958, all information about the new title was completely improved and the press issued a definitive decree of the Presidium of the Supreme Council of the USSR:

Decree on sleeping

Decree of the Supreme Presidency of the SRSR dated September 14, 1958 “On the establishment of the honorary titles “Meritorious pilot pilot of the SRSR” and “Meritorious pilot pilot of the SRSR”:

1. Establish the honorary title “Meritorious pilot-probuvach of the SRSR” and “Meritorious navigator-probuvach of the SRSR”.
2. The honorary titles “Honoured pilot pilot of the SRSR” and “Honored navigator pilot of the SRSR” are awarded by the Presidency of the Supreme Council of the SRSR to pilot pilots of the 1st class and navigators of the 1st class of the aviation industry and the Ministry of Defense Department of Defense of the USSR for the rich creative work of technology.
3. Confirm the Regulations on the honorary title “Honoured pilot-probuvac of the SRSR” and “Honored navigator-probuvac of the SRSR” and the list of badges “Honoured pilot-probuvac of the SRSR” and “Honoured navigator-probuvac of the SRSR”.

Provisions for the honor of the title “Meritorious pilot-probuvach of the SRSR” and “Meritorious navigator-probuvach of the SRSR”:

1. The honorary titles “Honoured pilot pilot of the SRSR” and “Honored navigator pilot of the SRSR” are awarded by the Presidency of the Supreme Council of the SRSR to pilot pilots of the 1st class and navigators of the 1st class of the aviation industry and the Ministry of Defense Ministry of Defense of the USSR for extensive creative work in the field of aviation technology, which welcomes the progress of modern aviation.
2. The awarding of the honorary titles “Honoured pilot-probuvach of the SRSR” and “Honored navigator-probuvach of the SRSR” is granted by the Minister of Aviation Industry of the SRSR or the Minister of Defense of the SRSR.
3. Persons awarded the title of “Meritorious pilot-probuvach of the SRSR” or “Meritorious navigator-probuvach of the SRSR” are awarded a diploma of the Supreme Presidium of the SRSR and a breastplate of an established icon.
4. The badges “Honoured pilot-professional pilot of the SRSR” and “Honored navigator-professional pilot of the SRSR” are worn on the right side of the chest and, for obvious reasons, those awarded honorary titles, orders of the SRSR are placed above them.
5. The title “Honoured pilot-probuvach of the SRSR” or “Honored navigator-probuvach of the SRSR” can be revoked by the Presidency of the Supreme Council of the SRSR. Submissions for the reduction of appointments of ranks can be submitted to the Presidium of the Supreme Court of the SRSR, or, obviously, to the Minister of Aviation Industry of the SRSR or the Minister of Defense of the SRSR.

Description of the sign

Description of the badge “Honored pilot pilot of the SRSR” (as amended by the decree of the Supreme Presidency of the SRSR dated 5 June 1960):

The badge “Honoured pilot-trainer of the SRSR” is encrusted with a 27 mm wide, 23 mm high, with a curved edging. The top left coat has a raised inscription “Honoured pilot-probuvach”, and the bottom right coat has a laurel gilt. At the center of the sign at the bottom there are dotted letters “SRSR”. On the base of the left-handed sign, a gilded image of a jet aircraft is strengthened diagonally.

The sign behind the help of the rings and lanks is connected to a sliver block, which has a groove on the sides. Make sure the base of the pads have slots. The inner part of the block is covered with black moiré stitch. The block has a threaded pin with a nut on the collar for attaching the sign to the collar.

First cavalry

The first Decree on the conferment of an honorary title was issued on the 17th of February. The title was then taken by 10 pilots in the aviation industry:

• Galitsky, “Boris” Karpovich (aircraft plant No. 23)
• Gallay, Mark Lazarevich (OKB V. M. Myasishchev)
• Kokkinaki, Vladimir Kostyantinovich (OKB S.V. Ilyushin)
• Kochetkov, Andriy Grigorovich (OKB S. A. Lavochkin)
• Nyukhtikov, "Mikhailo" Oleksandrovich (OKB - A. N. Tupolev)
• Opadchiy, “Fedor” Fedorovich (OKB V. M. Myasishchev)
• Ribko, Mikola Mikola Stepanovich (OKB A. N. Tupolev)
• Sedov, Grigory Oleksandrovich (OKB "MiG")

Three months later, on May 27, 1959, three military training pilots became honored pilots of the USSR:

• Andreev Sergey Makarovich (aircraft plant No. 30)
• Shalaevsky, Oleksandr Mikolayovich ( Assigned

  As an unspoken rule, titles were awarded only to active probationers. Prote already in the first Decree it was allowed to access this rule - the title was withdrawn by Mikola Stepanovich Ribko, who had not flown for five years as a result of the tickets taken in a car accident. However, this contribution to Radian aviation was so great that no one ever doubted the legitimacy of this award.

  Decrees about the assigned rank were not published in the press. Ale bulls and blame. The Decree was published on June 20, 1960, as well as all Decrees about the distribution of military testing from June 7, 1959 to April 14, 1975, inclusive. Beginning in 1976, all Decrees about the assigned rank (both military and civilian recruiters) were not published.

  The last Decree about the conferment of the title of Viyshov the week before the dissolution of the Radyansky Union - 18th anniversary of 1991. Nomu has the nicknames of 16 pilots:

  • Baskakov, Vitaly Danilovich
  • Vanyashin, Volodymyr Grigorovich
  • Vorobyov, Felix Mikhailovich
  • Ivchenko, Yuriy Grigorovich
  • Kotovich, Vladislav Mikolayovich
  • Kochetkov, Pavlo Fedorovich
  • Mazurin, Oleksandr Yukhimovich
  • Maksimenkov, Volodymyr Borisovich
  • Provalov, Gennady Vadimovich
  • Revunov, Evgen Georgiyovich
  • Rodionov, Oleg Oleksandrovich
  • Sadkin, Mikola Yukhimovich
  • Sviridov, Vasil Ignatovich
  • Tarasov, Yuri Oleksandrovich

  Thus, 419 individuals became honored test pilots of the SRSR (of which: 274 were pilots in the aviation industry, and 145 were pilots in the military).

  Among the honored pilots of the SRSR: 3 two Heroes of the Radyansky Union, 97 Heroes of the Radyansky Union, 23 Heroes of the Russian Federation, 2 Heroes of Ukraine and one National Hero of Kazakhstan.