Methodology for conducting classes in airborne training. Textbook for a sergeant of the airborne troops. Terms and conditions

1. HISTORY OF THE DEVELOPMENT OF THE PARACHUTE AND MEANS OF LANDING WEAPONS, MILITARY EQUIPMENT AND CARGO

The origin and development of airborne training is associated with the history of parachuting and the improvement of the parachute.

The creation of various devices for safe descent from a great height goes back centuries. A scientifically based proposal of this kind is the invention of Leonardo da Vinci (1452 - 1519). He wrote: “If a person has a tent of starched linen 12 cubits wide and 12 high, then he can throw himself from any height without danger to himself.” The first practical jump was made in 1617, when the Venetian mechanical engineer F. Veranzio made a device and, jumping from the roof of a high tower, landed safely.

The word "parachute", which has survived to this day, was proposed by the French scientist S. Lenormand (from the Greekpara– against and Frenchchute- the fall). He built and personally tested his apparatus, having made a jump from the window of the observatory in 1783.

The further development of the parachute is associated with the appearance of balloons, when it became necessary to create life-saving devices. Parachutes used on balloons had either a hoop or spokes so that the canopy was always in the open state, and it could be used at any time. Parachutes in this form were attached under the gondola of the balloon or were an intermediate connecting link between the balloon and the gondola.

In the 19th century, a pole hole began to be made in the parachute dome, hoops and knitting needles were removed from the dome frame, and the parachute dome itself began to be attached to the side of the balloon shell.

The pioneers of domestic parachuting are Stanislav, Jozef and Olga Drevnitsky. Jozef by 1910 had already made more than 400 parachute jumps.

In 1911, G. E. Kotelnikov developed and patented the RK-1 backpack parachute. It was successfully tested on June 19, 1912. The new parachute was compact and met all the basic requirements for use in aviation. Its dome was made of silk, the slings were divided into groups, the suspension system consisted of a belt, chest girth, two shoulder straps and leg girths. The main feature of the parachute was its autonomy, which makes it possible to use it regardless of the aircraft.

Until the end of the 1920s, parachutes were created and improved in order to save the life of an aeronaut or pilot in the event of a forced flight from an aircraft in the air. The escape technique was worked out on the ground and was based on theoretical and practical studies of a parachute jump, knowledge of the recommendations for leaving the aircraft and the rules for using a parachute, i.e., the foundations of ground training were laid.

Without training in the practical performance of the jump, parachute training was reduced to teaching the pilot to put on a parachute, separate from the aircraft, pull out the exhaust ring, and after opening the parachute it was recommended: “when approaching the ground, preparing for the descent, take a sitting position in the help, but so so that the knees are lower than the hips. Do not try to get up, do not strain your muscles, lower yourself freely, and if necessary, then roll on the ground.

In 1928, the commander of the troops of the Leningrad Military District, M. N. Tukhachevsky, was entrusted with the development of a new Field Manual. The work on the draft regulations necessitated the operational department of the headquarters of the military district to prepare an abstract for discussion on the topic "Airborne assault operations in an offensive operation."

In theoretical works, it was concluded that the very technique of landing airborne assault forces and the nature of their combat behind enemy lines place increased demands on the personnel of the landing force. Their training program should be built on the basis of the requirements of airborne operations, covering a wide area of skills and knowledge, since every fighter is registered in the airborne assault. It was emphasized that the excellent tactical training of each member of the landing force must be combined with his exceptional decisiveness, based on a deep and quick assessment of the situation.

In January 1930, the Revolutionary Military Council of the USSR approved a reasonable program for the construction of certain types of aircraft (airplanes, balloons, airships), which were to fully take into account the needs of a new, emerging branch of the military - air infantry.

On July 26, 1930, the first parachute exercises in the country with jumping from an airplane were opened to test the theoretical provisions in the field of the use of airborne assaults at the airfield of the 11th air brigade in Voronezh on July 26, 1930. 30 paratroopers were trained for the purpose of dropping an experimental airborne assault at the upcoming experimental demonstration exercise of the Air Force of the Moscow Military District. In the course of solving the tasks of the exercise, the main elements of airborne training were reflected.

10 people were selected to participate in the landing. The landing force was divided into two groups. The first group and the detachment as a whole was led by a military pilot, a participant in the civil war, an enthusiast of the parachute business brigade commander L. G. Minov, the second - by a military pilot Ya. D. Moshkovsky. The main purpose of this experiment was to demonstrate to the participants in the aviation exercise the technique of dropping parachute troops and delivering them the weapons and ammunition necessary for combat. The plan also provided for the study of a number of special issues of parachute landing: the reduction of paratroopers in conditions of simultaneous group drop, the rate of paratrooper drop, the magnitude of their dispersion and the time of collection after landing, the time spent on finding weapons dropped by parachute, and the degree of its safety.

Preliminary training of personnel and weapons before landing was carried out on combat parachutes, and training was carried out directly on the aircraft from which the jump was to be made.

On August 2, 1930, an airplane took off from the airfield with the first group of paratroopers led by L. G. Minov and three R-1 aircraft, which carried two containers with machine guns, rifles, and ammunition under their wings. Following the first, a second group of paratroopers headed by Ya. D. Moshkovsky was thrown out. The paratroopers, quickly collecting parachutes, headed to the assembly point, unpacked the containers along the way and, having dismantled the weapons, began to carry out the task.

August 2, 1930 went down in history as the birthday of the airborne troops. Since that time, the parachute has a new purpose - to ensure the landing of troops behind enemy lines, and a new type of troops has appeared in the Armed Forces of the country.

In 1930, the country's first factory for the production of parachutes was opened, its director, chief engineer and designer was M. A. Savitsky. In April of the same year, the first prototypes of the NII-1 type rescue parachute, PL-1 rescue parachutes for pilots, PN-1 for pilot-observers (navigators) and PT-1 parachutes for training jumps by flight crews were manufactured. Air Force, paratroopers and paratroopers.

In 1931, at this factory, PD-1 parachutes designed by M.A. Savitsky were manufactured, which, starting from 1933, began to be supplied to parachute units.

Created by that time, airborne soft bags (PAMM), paratrooper gasoline tanks (PDBB) and other types of landing containers mainly provided for the parachute drop of all types of light weapons and combat cargo.

Simultaneously with the creation of the production base for parachute construction, research work was widely developed, which set itself the following tasks:

Creation of such a design of a parachute that would withstand the load received after opening when jumping from an aircraft flying at maximum speed;

Creation of a parachute that provides minimal overload on the human body;

Determination of the maximum allowable overload for the human body;

The search for such a shape of the dome, which, at the lowest cost of material and ease of manufacture, would provide the lowest rate of descent of the parachutist and would prevent him from swinging.

At the same time, all theoretical calculations had to be verified in practice. It was necessary to determine how safe a parachute jump is from one or another point of the aircraft at maximum flight speed, to recommend safe methods of separation from the aircraft, to study the trajectory of the parachutist after separation at various flight speeds, to study the effect of a parachute jump on the human body. It was very important to know whether every paratrooper would be able to open the parachute manually or if a special medical selection was necessary.

As a result of research by doctors of the Military Medical Academy, materials were obtained that for the first time highlighted the issues of the psychophysiology of parachute jumping and were of practical importance for the selection of candidates for the training of instructors in parachute training.

To solve the tasks of landing, bombers TB-1, TB-3 and R-5, as well as some types of aircraft of the civil air fleet (ANT-9, ANT-14 and later PS-84) were used. The PS-84 aircraft could transport parachute suspensions, and when loaded internally, it could take 18 - 20 PDMM (PDBB-100), which could be thrown out simultaneously through both doors by paratroopers or crew.

In 1931, the combat training plan of an airborne assault detachment contained parachute training for the first time. To master the new discipline in the Leningrad Military District, training camps were organized, at which seven parachute instructors were trained. Parachute training instructors carried out a lot of experimental work in order to gain practical experience, so they jumped on the water, on the forest, on the ice, with additional cargo, with winds up to 18 m / s, with various weapons, with shooting and throwing grenades in the air.

The beginning of a new stage in the development of airborne troops was laid by a resolution of the Revolutionary Military Council of the USSR, adopted on December 11, 1932, in which it was planned to form one airborne detachment in the Belarusian, Ukrainian, Moscow and Volga military districts by March 1933.

In Moscow, on May 31, 1933, the Higher Parachute School OSOAVIAKHIM was opened, which began the systematic training of paratrooper instructors and parachute handlers.

In 1933, jumping in winter conditions was mastered, the temperature possible for mass jumps, the wind strength near the ground, the best way to land, and the need to develop special paratrooper uniforms convenient for jumping and for actions on the ground during the battle.

In 1933, the PD-2 parachute appeared, three years later the PD-6 parachute, the dome of which had a round shape and an area of 60.3 m 2 . Mastering new parachutes, techniques and methods of landing, and having accumulated sufficient practice in performing various parachute jumps, paratrooper instructors gave recommendations for improving ground training, for improving methods of leaving the aircraft.

The high professional level of paratrooper instructors allowed them to prepare 1,200 paratroopers for landing in the autumn of 1935 at the exercises of the Kyiv district, more than 1,800 people near Minsk in the same year, and 2,200 paratroopers at the exercises of the Moscow military district in 1936.

Thus, the experience of the exercises and the successes of Soviet industry allowed the Soviet command to determine the role of airborne operations in modern combat and move from experiments to the organization of parachute units. The Field Manual of 1936 (PU-36, § 7) stated: “Airborne units are an effective means for disorganizing the control and work of the enemy’s rear. In cooperation with troops advancing from the front, paratrooper units can exert a decisive influence on the complete defeat of the enemy in a given direction.

In 1937, in order to prepare civilian youth for military service, the Course of Educational and Sports Parachute Training (KUPP) of the USSR OSOAVIAKhIM for 1937 was introduced, in which task No. 17 included such an element as a jump with a rifle and folding skis.

The teaching aids for airborne training were instructions for packing parachutes, which were also parachute documents. Later, in 1938, the Technical Description and Instructions for Packing Parachutes were published.

In the summer of 1939, a gathering of the best paratroopers of the Red Army was held, which was a demonstration of the enormous successes achieved by our country in the field of parachuting. In terms of its results, the nature and mass nature of the jumps, the collection was an outstanding event in the history of parachuting.

The experiences of the jumps were analyzed, discussed, generalized, and all the best, acceptable for mass training, was brought to the parachute training instructors at the training camp.

In 1939, a safety device appeared as part of the parachute. The Doronin brothers - Nikolai, Vladimir and Anatoly created a semi-automatic device (PPD-1) with a clock mechanism that opens the parachute after a specified time after the paratrooper has separated from the aircraft. In 1940, the PAS-1 parachute device was developed with an aneroid device designed by L. Savichev. The device was designed to automatically open the parachute at any given height. Subsequently, the Doronin brothers, together with L. Savichev, designed a parachute device, connecting a temporary device with an aneroid device and calling it KAP-3 (combined automatic parachute). The device ensured the opening of the parachute at a given height or after a specified time after the separation of the paratrooper from the aircraft in any conditions, if for some reason the paratrooper himself did not do this.

In 1940, the PD-10 parachute was created with a dome area of 72 m 2 , in 1941 - the PD-41 parachute, the percale dome of this parachute with an area of 69.5 m 2 had a square shape. In April 1941, the Air Force Research Institute completed field tests of suspensions and platforms for dropping 45-mm anti-tank guns, motorcycles with sidecars, etc. by parachute.

The level of development of airborne training and paratroopers ensured the fulfillment of command tasks during the Great Patriotic War.

The first small airborne assault in the Great Patriotic War was used near Odessa. It was thrown out on the night of September 22, 1941 from a TB-3 aircraft and had the task of disrupting the enemy’s communications and control with a series of sabotage and fire, creating panic behind enemy lines and thereby drawing part of his forces and means from the coast. Having landed safely, the paratroopers, alone and in small groups, successfully completed the task.

Airborne landing in November 1941 in the Kerch-Feodosia operation, landing of the 4th airborne corps in January - February 1942 in order to complete the encirclement of the Vyazemsky enemy grouping, landing of the 3rd and 5th Guards airborne brigades in the Dnieper airborne operation in September 1943 made an invaluable contribution to the development of airborne training. For example, on October 24, 1942, an airborne assault was landed directly on the Maykop airfield to destroy aircraft at the airfield. The landing was carefully prepared, the detachment was divided into groups. Each paratrooper made five jumps day and night, all actions were carefully played.

For the personnel, a set of weapons and equipment was determined depending on the task they performed. Each paratrooper of the sabotage group had a machine gun, two discs with cartridges and an additional three incendiary devices, a flashlight and food for two days. The cover group had two machine guns, the paratroopers of this group did not take some weapons, but had an additional 50 rounds of ammunition for the machine gun.

As a result of the detachment's attack on the Maikop airfield, 22 enemy aircraft were destroyed.

The situation that developed during the war required the use of airborne troops both for operations as part of airborne assaults behind enemy lines and for operations from the front as part of guards rifle formations, which placed additional requirements on airborne training.

After each landing, the experience was summarized, and the necessary amendments were made in the training of paratroopers. So, in the manual for the commander of the airborne units, published in 1942, in chapter 3 it was written: “Training in the installation and operation of the material part of the PD-6, PD-6PR and PD-41-1 landing parachutes should be carried out according to the technical descriptions of these parachutes set out in special brochures, ”and in the section“ Fitting weapons and equipment for a combat jump ”it was indicated:“ For conducting classes, order to prepare parachutes, rifles, submachine guns, light machine guns, grenades, portable shovels or axes, cartridge pouches, bags for light machine gun magazines, raincoats, knapsacks or duffel bags. In the same figure, a sample of the attachment of a weapon was shown, where the muzzle of the weapon was attached to the main girth with the help of an elastic band or a trencher.

The difficulty of putting a parachute into action with the help of an exhaust ring, as well as the accelerated training of paratroopers during the war, necessitated the creation of a parachute that opens automatically. For this purpose, in 1942, a parachute PD-6-42 was created with a round dome shape with an area of 60.3 m 2 . For the first time on this parachute, a pull rope was used, which ensured the opening of the parachute by force.

With the development of the airborne troops, the system of training command personnel is developing and improving, which was initiated by the creation in August 1941 in the city of Kuibyshev of the airborne school, which in the fall of 1942 was relocated to Moscow. In June 1943, the school was disbanded, and training continued at the Higher Officer Courses of the Airborne Forces. In 1946, in the city of Frunze, to replenish the officer cadres of the airborne troops, a military parachute school was formed, the students of which were officers of the Airborne Forces and graduates of infantry schools. In 1947, after the first graduation of retrained officers, the school was relocated to the city of Alma-Ata, and in 1959 to the city of Ryazan.

The school program included the study of airborne training (ADP) as one of the main disciplines. The methodology for passing the course was built taking into account the requirements for airborne assault forces in the Great Patriotic War.

After the war, the airborne training course was constantly taught with a generalization of the experience of ongoing exercises, as well as recommendations from research and design organizations. The classrooms, laboratories and parachute camps of the school are equipped with the necessary parachute shells and simulators, models of military transport aircraft and helicopters, slipways (parachute swings), springboards, etc., which ensures that the educational process is conducted in accordance with the requirements of military pedagogy.

All parachutes produced before 1946 were designed for jumping from aircraft at a flight speed of 160–200 km/h. In connection with the emergence of new aircraft and an increase in the speed of their flight, it became necessary to develop parachutes that ensure normal jumping at speeds up to 300 km / h.

An increase in the speed and altitude of aircraft flight required a fundamental improvement in the parachute, the development of the theory of parachute jumps and the practical development of jumps from high altitudes using oxygen parachute devices, at different speeds and flight modes.

In 1947, the PD-47 parachute was developed and produced. The authors of the design N. A. Lobanov, M. A. Alekseev, A. I. Zigaev. The parachute had a square percale dome with an area of 71.18 m 2 and a mass of 16 kg.

Unlike all previous parachutes, the PD-47 had a cover that was put on the main canopy before being placed in a satchel. The presence of the cover reduced the likelihood of the canopy being overwhelmed by lines, ensured the consistency of the opening process and reduced the dynamic load on the parachutist at the time of filling the canopy with air. So the problem of landing at high speeds was solved. At the same time, along with the solution of the main task - ensuring landing at high speeds, the PD-47 parachute had a number of disadvantages, in particular, a large dispersion area for paratroopers, which created a threat of their convergence in the air during a mass landing. In order to eliminate the shortcomings of the PD-47 parachute, a group of engineers led by F.D. Tkachev in 1950 - 1953. developed several variants of landing parachutes of the Pobeda type.

In 1955, the D-1 parachute with an area of 82.5 m was adopted to supply the airborne troops. 2 round shape, made of percale, weighing 16.5 kg. The parachute made it possible to jump from aircraft at flight speeds up to 350 km/h.

In 1959, in connection with the advent of high-speed military transport aircraft, it became necessary to improve the D-1 parachute. The parachute was equipped with a stabilizing parachute, and the parachute pack, main canopy cover and exhaust ring were also upgraded. The authors of the improvement were the brothers Nikolai, Vladimir and Anatoly Doronin. The parachute was named D-1-8.

In the seventies, a more advanced landing parachute D-5 entered service. It is simple in design, easy to operate, has a single laying method and allows jumping from all types of military transport aircraft into several streams at speeds up to 400 km/h. Its main differences from the D-1-8 parachute are the absence of a pilot ball chute, the immediate activation of the stabilizing parachute, and the absence of covers for the main and stabilizing parachutes. The main dome with an area of 83 m 2 has a round shape, made of nylon, weight of the parachute is 13.8 kg. A more advanced type of D-5 parachute is the D-6 parachute and its modifications. It allows you to freely turn in the air with the help of special control lines, as well as significantly reduce the speed of the parachutist's drift downwind by moving the free ends of the harness.

At the end of the twentieth century, the airborne troops received an even more advanced parachute system - the D-10, which, thanks to the increased area of \u200b\u200bthe main dome (100 m 2 ) allows you to increase the flight weight of the paratrooper and provides a lower speed of its descent and landing. Modern parachutes, characterized by high deployment reliability and making it possible to perform jumps from any height and at any flight speed of military transport aircraft, are constantly being improved, so the study of parachute jumping technique, the development of ground training methods and practical jumping continues.

2. THEORETICAL FOUNDATIONS OF PARACHUTE JUMP

Any body falling in the Earth's atmosphere experiences air resistance. This property of the air is based on the principle of operation of the parachute. The introduction of the parachute into action is carried out either immediately after the separation of the parachutist from the aircraft, or after some time. Depending on the time after which the parachute is put into action, its opening will occur under different conditions.

Information about the composition and structure of the atmosphere, meteorological elements and phenomena that determine the conditions for skydiving, practical recommendations for calculating the main parameters of the movement of bodies in the air and during landing, general information about landing parachute systems, purpose and composition, the operation of a parachute canopy allow the most competent use of the material part of the parachute systems, to master ground training more deeply and increase the safety of jumping.

2.1. COMPOSITION AND STRUCTURE OF THE ATMOSPHERE

The atmosphere is the environment in which flights of various aircraft are carried out, parachute jumps are made, and airborne equipment is used.

Atmosfera - the air shell of the Earth (from the Greek atmos - steam and sphairf - ball). Its vertical extent is more than three terrestrial

radii (the conditional radius of the Earth is 6357 km).

About 99% of the total mass of the atmosphere is concentrated in the layer near the earth's surface up to a height of 30-50 km. The atmosphere is a mixture of gases, water vapor and aerosols, i.e. solid and liquid impurities (dust, products of condensation and crystallization of combustion products, particles of sea salt, etc.).

Rice. 1. The structure of the atmosphere

The volume of the main gases is: nitrogen 78.09%, oxygen 20.95%, argon 0.93%, carbon dioxide 0.03%, the share of other gases (neon, helium, krypton, hydrogen, xenon, ozone) is less than 0 01%, water vapor - in variable quantities from 0 to 4%.

The atmosphere is vertically divided into layers, which differ in the composition of the air, the nature of the interaction of the atmosphere with the earth's surface, the distribution of air temperature with height, the influence of the atmosphere on the flights of aircraft (Fig. 1.1).

According to the composition of the air, the atmosphere is divided into the homosphere - a layer from the earth's surface to a height of 90 - 100 km and the heterosphere - a layer above 90 -100 km.

According to the nature of the influence on the use of aircraft and airborne vehicles, the atmosphere and near-Earth outer space, where the influence of the Earth's gravitational field on the flight of an aircraft is decisive, can be divided into four layers:

Airspace (dense layers) - from 0 to 65 km;

Surface outer space - from 65 to 150 km;

Near space - from 150 to 1000 km;

Deep space - from 1000 to 930,000 km.

According to the nature of the air temperature distribution along the vertical, the atmosphere is divided into the following main and transitional (given in brackets) layers:

Troposphere - from 0 to 11 km;

(tropopause)

Stratosphere - from 11 to 40 km;

(stratopause)

Mesosphere - from 40 to 80 km;

(mesopause)

Thermosphere - from 80 to 800 km;

(thermopause)

Exosphere - above 800 km.

2.2. BASIC ELEMENTS AND PHENOMENA OF WEATHER, AFFECTING PARACHUTE JUMP

weathercalled the physical state of the atmosphere at a given time and place, characterized by a combination of meteorological elements and atmospheric phenomena. The main meteorological elements are temperature, atmospheric pressure, air humidity and density, wind direction and speed, cloudiness, precipitation and visibility.

Air temperature. Air temperature is one of the main meteorological elements that determine the state of the atmosphere. The air density, which affects the speed of the skydiver's descent, and the degree of saturation of the air with moisture, which determines the operational limitations of parachutes, mainly depend on temperature. Knowing the air temperature, they determine the form of clothing for the paratroopers and the possibility of jumping (for example, in winter conditions, parachuting is allowed at temperatures not lower than 35 0 C).

The change in air temperature occurs through the underlying surface - water and land. The earth's surface, heating up, becomes warmer than the air during the day, and heat begins to be transferred from the soil to the air. Air near the ground and in contact with it heats up and rises, expands and cools. At the same time, colder air descends, which compresses and heats up. The upward movement of air is called ascending currents, and the downward movement is called descending currents. Usually the speed of these streams is small and equal to 1 - 2 m/s. Vertical streams reach their greatest development in the middle of the day - about 12 - 15 hours, when their speed reaches 4 m / s. At night, the soil cools due to heat radiation and becomes colder than the air, which also begins to cool, giving off heat to the soil and the upper, colder layers of the atmosphere.

Atmosphere pressure. The value of atmospheric pressure and temperature determine the value of air density, which directly affects the nature of the opening of the parachute and the rate of descent of the parachute.

Atmosphere pressure - pressure created by a mass of air from a given level to the top of the atmosphere and measured in pascals (Pa), millimeters of mercury (mm Hg) and bar (bar). Atmospheric pressure varies in space and time. The pressure decreases with height due to the decrease in the overlying air column. At an altitude of 5 km, it is approximately two times less than at sea level.

Air density. Air density is the meteorological element of the weather, on which the nature of the opening of the parachute and the rate of descent of the parachutist depend. It increases with decreasing temperature and increasing pressure, and vice versa. Air density directly affects the vital activity of the human body.

Density - the ratio of the mass of air to the volume that it occupies, expressed in g / m 3 depending on its composition and water vapor concentration.

Air humidity. The content of the main gases in the air is quite constant, at least up to an altitude of 90 km, while the content of water vapor varies within wide limits. Humidity of more than 80% adversely affects the strength of the parachute fabric, so taking into account humidity is of particular importance during its storage. In addition, when operating a parachute, it is forbidden to lay it in an open area in rain, snowfall or on wet ground.

Specific humidity is the ratio of the mass of water vapor to the mass of moist air in the same volume, expressed respectively in grams per kilogram.

The influence of air humidity directly on the rate of descent of a parachutist is insignificant and is usually not taken into account in calculations. However, water vapor plays an extremely important role in determining the meteorological conditions for jumping.

Wind represents the horizontal movement of air relative to the earth's surface. The immediate cause of the occurrence of wind-ra is the uneven distribution of pressure. When a difference in atmospheric pressure appears, air particles begin to move with acceleration from an area of higher to an area of lower pressure.

Wind is characterized by direction and speed. The direction of the wind, adopted in meteorology, is determined by the point on the horizon from which the air moves, and is expressed in whole degrees of a circle, counted from the north in a clockwise direction. Wind speed is the distance traveled by air particles per unit time. In terms of speed, the wind is characterized as follows: up to 3 m / s - weak; 4 - 7 m/s - moderate; 8 - 14 m / s - strong; 15 - 19 m / s - very strong; 20 - 24 m/s - storm; 25 - 30 m/s - severe storm; more than 30 m/s - hurricane. There are even and gusty winds, in direction - constant and changing. The wind is considered gusty if its speed changes by 4 m/s within 2 minutes. When the direction of the wind changes by more than one rhumb (in meteorology, one rhumb is equal to 22 0 30 / ), it is called changing. A short-term sharp increase in wind up to 20 m/s or more with a significant change in direction is called a squall.

2.3. PRACTICAL RECOMMENDATIONS FOR CALCULATION
MAIN PARAMETERS OF THE MOVEMENT OF BODIES IN THE AIR
AND THEIR LANDINGS

Critical speed of falling body. It is known that when a body falls in an air medium, it is affected by the force of gravity, which in all cases is directed vertically downward, and the force of air resistance, which is directed at each moment to the side opposite to the direction of the falling velocity, which in turn varies both in magnitude and and in direction.

Air resistance acting in the direction opposite to the movement of the body is called drag. According to experimental data, the drag force depends on the density of air, the speed of the body, its shape and size.

The resultant force acting on the body imparts its accelerationa, calculated by formula a = G – Q , (1)

where G- gravity; Q- force of frontal air resistance;

m- body mass.

From equality (1) follows that

if G – Q > 0, then the acceleration is positive and the speed of the body increases;

if G – Q < 0, then the acceleration is negative and the speed of the body decreases;

if G – Q = 0 , then the acceleration is zero and the body falls at a constant speed (Fig. 2).

P a r a chute drop speed is set. The forces that determine the parachutist's trajectory are determined by the same parameters as when any body falls in the air.

The drag coefficients for various positions of the skydiver's body during a fall relative to the oncoming air flow are calculated knowing the transverse dimensions, air density, air flow velocity and by measuring the drag value. For the production of calculations, such a value as middel is necessary.

Midsection (midsection) - the largest cross-section of an elongated body with smooth curvilinear contours. To determine the midsection of a skydiver, you need to know his height and the width of his outstretched arms (or legs). In practice, calculations take the width of the arms equal to the height, so the midsection of the parachutist is equal tol 2 . The midsection changes when the position of the body in space changes. For convenience of calculations, the midsection value is assumed to be constant, and its actual change is taken into account by the corresponding drag coefficient. The drag coefficients for various positions of the bodies relative to the oncoming air flow are given in the table.

Table 1

Drag coefficient of various bodies

The steady rate of falling of the body is determined by the mass density of air, which varies with height, the force of gravity, which varies in proportion to the mass of the body, the midsection and the drag coefficient of the parachutist.

Decrease of the cargo-parachute system. Reducing the load with a parachute canopy filled with air is a special case of the fall of an arbitrary body in the air.

As for an isolated body, the landing speed of the system depends on the lateral load. Changing the area of the parachute canopyFn, we change the lateral load, and therefore the landing speed. Therefore, the required landing speed of the system is provided by the area of the parachute canopy, calculated from the conditions of the operational limitations of the system.

Parachutist descent and landing. The steady speed of the parachutist's fall, equal to the critical filling speed of the canopy, is extinguished when the parachute opens. A sharp decrease in the speed of falling is perceived as a dynamic impact, the strength of which depends mainly on the speed of the parachutist's fall at the moment of opening the parachute canopy and on the time of opening the parachute.

The necessary opening time of the parachute, as well as the uniform distribution of overload is provided by its design. In amphibious and special-purpose parachutes, this function in most cases is performed by a camera (case) put on the canopy.

Sometimes, when opening a parachute, a parachutist experiences six to eight times overload within 1 - 2 s. The tight fit of the parachute suspension system, as well as the correct grouping of the body, contributes to reducing the impact of the dynamic impact force on the paratrooper.

When descending, the parachutist moves, in addition to the vertical, in the horizontal direction. Horizontal movement depends on the direction and strength of the wind, the design of the parachute and the symmetry of the canopy during descent. On a parachute with a round canopy, in the absence of wind, the parachutist descends strictly vertically, since the pressure of the air flow is distributed evenly over the entire inner surface of the canopy. An uneven distribution of air pressure over the surface of the dome occurs when its symmetry is affected, which is carried out by tightening certain lines or free ends of the suspension system. Changing the symmetry of the dome affects the uniformity of its air flow. The air escaping from the side of the raised part creates a reactive force, as a result of which the parachute moves (slides) at a speed of 1.5 - 2 m / s.

Thus, in calm weather, for horizontal movement of a parachute with a round dome in any direction, it is necessary to create a glide by pulling and holding in this position the lines or free ends of the harness located in the direction of the desired movement.

Among special-purpose parachutes, parachutes with a round dome with slots or a wing-shaped dome provide horizontal movement at a sufficiently high speed, which allows the paratrooper to turn the canopy to achieve great accuracy and landing safety.

On a parachute with a square canopy, horizontal movement in the air is due to the so-called large keel on the canopy. The air exiting from under the canopy from the side of the large keel creates a reactive force and causes the parachute to move horizontally at a speed of 2 m/s. The skydiver, having turned the parachute in the desired direction, can use this property of the square canopy to land more accurately, to turn into the wind, or to reduce the landing speed.

In the presence of wind, the landing speed is equal to the geometric sum of the vertical component of the descent rate and the horizontal component of the wind speed and is determined by the formula

V pr = V 2 sn + V 2 3, (2)

where V3 - wind speed near the ground.

It must be remembered that vertical air flows significantly change the rate of descent, while descending air flows increase the landing speed by 2–4 m/s. Updrafts, on the contrary, reduce it.

Example:The paratrooper's descent speed is 5 m/s, the wind speed near the ground is 8 m/s. Determine the landing speed in m/s.

Solution: V pr \u003d 5 2 +8 2 \u003d 89 ≈ 9.4

The final and most difficult stage of a parachute jump is landing. At the moment of landing, the parachutist experiences a blow to the ground, the strength of which depends on the speed of descent and on the speed of loss of this speed. In practice, slowing down the loss of speed is achieved by a special grouping of the body. When landing, the paratrooper is grouped so as to first touch the ground with their feet. The legs, bending, soften the force of impact, and the load is distributed evenly over the body.

Increasing the parachutist's landing speed due to the horizontal component of the wind speed increases the ground impact force (R3). The force of impact on the ground is found from the equality of the kinetic energy possessed by a descending paratrooper, the work produced by this force:

m P v 2 = R h l c.t. , (3)

where

R h = m P v 2 = m P ( v 2 sn + v 2 h ) , (4)

2 l c.t. 2 l c.t.

Where l c.t. - the distance from the paratrooper's center of gravity to the ground.

Depending on the conditions of landing and the degree of training of the parachutist, the magnitude of the impact force can vary over a wide range.

Example.Determine the impact force in N of a skydiver weighing 80 kg, if the descent speed is 5 m/s, the wind speed near the ground is 6 m/s, the distance from the center of gravity of the paratrooper to the ground is 1 m.

Solution: R h = 80 (5 2 + 6 2 ) = 2440 .

2 . 1

The impact force during landing can be perceived and felt by a skydiver in different ways. It depends to a large extent on the condition of the surface on which he lands, and how he prepares himself to meet the ground. So, when landing on deep snow or on soft ground, the impact is significantly softened compared to landing on hard ground. In the case of a swinging paratrooper, the impact force upon landing increases, since it is difficult for him to take the correct body position to receive the blow. Swing must be extinguished before approaching the ground.

With the correct landing, the loads experienced by the paratrooper paratrooper are small. It is recommended to evenly distribute the load when landing on both legs to keep them together, bent so that under the influence of the load they can, spring, bend further. The tension of the legs and body must be maintained uniform, while the greater the landing speed, the greater the tension should be.

2.4. GENERAL INFORMATION ABOUT amphibious
PARACHUTE SYSTEMS

Purpose and composition. A parachute system is one or more parachutes with a set of devices that ensure their placement and fastening on an aircraft or a dropped load and the activation of parachutes.

The qualities and merits of parachute systems can be assessed based on the extent to which they meet the following requirements:

Maintain any speed possible after the paratrooper leaves the aircraft;

The physical essence of the function performed by the dome during its descent is to deflect (push) the particles of oncoming air and rub against it, while the dome carries some of the air with it. In addition, the parted air does not close directly behind the dome, but at some distance from it, forming vortices, i.e. rotational movement of air streams. When the air is pushed apart, friction against it, entrainment of air in the direction of movement and the formation of vortices, work is performed, which is performed by the air resistance force. The magnitude of this force is mainly determined by the shape and size of the parachute canopy, the specific load, the nature and airtightness of the fabric of the canopy, the rate of descent, the number and length of lines, the method of attaching the lines to the load, the removal of the canopy from the load, the design of the canopy, the size of the pole hole or valves, and others. factors.

The drag coefficient of a parachute is usually close to that of a flat plate. If the surfaces of the dome and the plate are the same, then the resistance will be greater at the plate, because its midsection is equal to the surface, and the midsection of the parachute is much less than its surface. The true diameter of the canopy in the air and its midsection are difficult to calculate or measure. The narrowing of the parachute canopy, i.e. the ratio of the diameter of the filled dome to the diameter of the deployed dome depends on the shape of the fabric cutting, the length of the lines and other reasons. Therefore, when calculating the resistance of a parachute, it is always not the midsection that is taken into account, but the surface of the dome - a value that is precisely known for each parachute.

Dependency C P from the shape of the dome. Air resistance to moving bodies depends largely on the shape of the body. The less streamlined the shape of the body, the more resistance the body experiences when moving in the air. When designing a parachute canopy, a dome shape is sought that, with the smallest dome area, would provide the greatest resistance force, i.e. with a minimum surface area of the parachute dome (with a minimum consumption of material), the shape of the dome should provide the cargo with a given landing speed.

The tape dome, for whichFROMn \u003d 0.3 - 0.6, for a round dome it varies from 0.6 to 0.9. The square-shaped dome has a more favorable ratio between the midship and the surface. In addition, the flatter shape of such a dome, when lowered, leads to increased vortex formation. As a result, a parachute with a square dome hasFROMn = 0.8 - 1.0. An even greater value of the drag coefficient for parachutes with a retracted top of the canopy or with canopies in the form of an elongated rectangle, so with a canopy aspect ratio of 3: 1FROM n = 1.5.

Glide due to the shape of the parachute canopy also increases the drag coefficient to 1.1 - 1.3. This is explained by the fact that when sliding, the dome is flown by air not from the bottom up, but from the bottom to the side. With such a flow around the dome, the rate of descent as a resultant is equal to the sum of the vertical and horizontal components, i.e. due to the appearance of horizontal displacement, the vertical one decreases (Fig. 3).

increases by 10 - 15%, but if the number of lines is more than necessary for a given parachute, then it decreases, since with a large number of lines the canopy inlet is blocked. Increasing the number of canopy lines beyond 16 does not cause a noticeable increase in midsection; the midsection of the canopy with 8 lines is noticeably smaller than the midsection of the canopy with 16 lines

(Fig. 4).

The number of canopy lines is determined by the length of its lower edge and the distance between the lines, which for the canopies of the main parachutes is 0.6 - 1 m. The exception is stabilizing and braking parachutes, in which the distance between two adjacent lines is 0.05 - 0.2 m, in due to the fact that the length of the lower edge of their domes is relatively short and it is impossible to attach a large number of lines necessary to increase strength.

AddictionFROM P from the length of the dome lines . The parachute canopy takes shape and balances if, at a certain length of the line, the lower edge is pulled together under the action of a forceR.When reducing the length of the sling, the angle between the sling and the axis of the domea increases ( a 1 > a), the contracting force also increases (R 1 >P). Under the forceR 1 the edge of the canopy with short lines is compressed, the midsection of the canopy becomes smaller than the midsection of the canopy with long lines (Fig. 5). Reducing the midsection leads to a decrease in the coefficientFROMn, and the equilibrium of the dome is disturbed. With a significant shortening of the lines, the dome takes on a streamlined shape, partially filled with air, which leads to a decrease in pressure drop and, consequently, to an additional decrease in С P . Obviously, it is possible to calculate such a length of lines at which the canopy cannot be filled with air.

Increasing the length of the lines increases the resistance coefficient of the ku-floor C P and, therefore, provides a given landing or descent speed with the smallest possible canopy area. However, it should be remembered that an increase in the length of the lines leads to an increase in the mass of the parachute.

It has been experimentally established that with an increase in the length of the lines by a factor of 2, the drag coefficient of the dome increases only by a factor of 1.23. Therefore, by increasing the length of the lines by 2 times, it is possible to reduce the area of the dome by 1.23 times. In practice, they use a length of lines equal to 0.8 - 1.0 of the diameter of the dome in the cut, although calculations show that the largest valueFROM P reaches with a length of lines equal to three diameters of the dome in the cut.

High resistance is the main, but not the only requirement for a parachute. The shape of the dome should ensure its rapid and reliable opening, stable, without swaying, lowering. In addition, the dome must be durable and easy to manufacture and operate. All of these requirements are in conflict. For example, domes with high resistance are very unstable, and, conversely, very stable domes have little resistance. When designing, these requirements are taken into account depending on the purpose of the parachute systems.

Operation of the landing parachute system. The sequence of operation of the landing parachute system in the initial period is determined primarily by the aircraft's flight speed during landing.

As you know, with increasing speed, the load on the canopy of the parachute increases. This makes it necessary to increase the strength of the canopy, as a result, to increase the mass of the parachute and take protective measures to reduce the dynamic load on the body of the paratrooper at the time of opening the main parachute canopy.

The operation of the landing parachute system has the following stages:

I - descent on the stabilizing parachute system from the moment of separation from the aircraft until the introduction of the main parachute;

II – the exit of the lines from the honeycombs and the dome from the chamber of the main parachute;

III - filling the canopy of the main parachute with air;

IV - dampening of the system speed from the end of the third stage until the system reaches a steady rate of descent.

The introduction of the parachute system begins at the moment of separation of the parachutist from the aircraft with the sequential inclusion of all elements of the parachute system.

To streamline the opening and ease of laying the main parachute, it is placed in a parachute chamber, which, in turn, fits into a satchel, which is attached to the suspension system. The landing parachute system is attached to the paratrooper with the help of a suspension system, which allows you to conveniently place the packed parachute and evenly distribute the dynamic load on the body during the filling of the main parachute.

Serial landing parachute systems are designed to perform jumps from all types of military transport aircraft at high flight speeds. The main parachute is put into action a few seconds after the separation of the paratrooper from the aircraft, which ensures the minimum load acting on the parachute canopy when it is filled, and allows you to get out of the disturbed air flow. These requirements determine the presence of a stabilizing parachute in the landing system, which ensures stable movement and reduces the initial rate of descent to the optimally required one.

Upon reaching a predetermined height or after a set descent time, the stabilizing parachute is disconnected from the main parachute pack using a special device (manual deployment link or parachute device), drags the main parachute chamber with the main parachute stowed in it and puts it into action. In this position, the parachute canopy is filled without jerks, at an acceptable speed, which ensures its reliability in operation, and also reduces the dynamic load.

The steady rate of vertical descent of the system gradually decreases due to the increase in air density and reaches a safe speed at the moment of landing.

1. Content of airborne training

Airborne training includes:

In the course of airborne training, the procedure for boarding aircraft (helicopters), the rules for using oxygen equipment, the execution of commands and signals given to prepare for the jump, to take up the starting position and separate from the aircraft, the actions of a paratrooper in the air during free fall after separation are also studied. from an airplane, when opening a parachute, during a descent and at the time of landing, including on various obstacles (water, forest, buildings, etc.).

The most important part of airborne training is training parachute jumps, which are performed in special classes. Airborne training is being improved in military tactical exercises with practical landing. To conduct special classes, airborne training complexes equipped with devices and training devices are being created.

Sources

Soviet military encyclopedia"BABYLON - civilian" / / = (Soviet military encyclopedia) / Marshal of the Soviet Union N.V. Ogarkov - chairman. - M.: Military Publishing, 1979. - T. 2. - S. 285-286. - ISBN 00101-236(Rus.)

SUPERIOR DEFENSE OF THE USSR

AIRBOARD COMMANDER'S OFFICE

MILITIES

For official service

TEXTBOOK OF SERGEANT OF THE AIRBOARDING FORCES

Part two

Under the general editorship of Lieutenant-General P. V. CHAPLYGIN

Approved by the Commander of the Airborne Troops

as a textbook for parachute cadets and sergeants

airborne units of the Airborne Forces

Order of the Red Banner of Labor

MILITARY PUBLISHING

MINISTRIES OF DEFENSE OF THE USSR

MO CK BA--1975

The textbook consists of two parts.

Part one: six chapters (tactical, firepower, engineering training; weapons of mass destruction of a potential enemy and protection against him; organization, armament and tactics of the actions of subdivisions of the armies of the USA, Germany and England; sergeants - net commanders - educators of their subordinates) .

Part two: seven chapters (airborne, technical, automotive and physical training; artillery, multithrowers and ATGMs; communications training; military topography).

INTRODUCTION

The successful performance of combat missions by an airborne assault behind enemy lines largely depends on the training and morale and combat qualities of paratroopers.

In the conditions of the rapid development of the scientific and technological revolution, the further equipping of the troops with modern highly effective weapons and equipment, the importance of the special and technical training of soldiers, sergeants and officers is growing.

This Textbook is intended for cadets and sergeants of the Airborne Forces. It contains the main questions in the scope of the program of combat training of parachute sub-divisions for airborne, technical, physical training, military topography, training in communications, operation of vehicles; introduces the tasks, purpose, characteristics of artillery systems and information about shooting. The textbook sets out the duties and methodological advice to the sergeant - commander of the department in his practical work in commanding the department and in training subordinates.

The first chapter, "Airborne Training," outlines the structure of human landing parachutes, the procedure for their laying and use when making jumps from various types of military transport aircraft, the duties of the issuer, the content and procedure for ground testing of the elements of the jump.

In the second chapter "Technical training" the general arrangement of the airborne combat machine (BMD-1) is given; types, scope and practical recommendations for its maintenance and operation; duties of crew members, as well as data on refueling, lubrication and adjustment of units and mechanisms necessary for the sergeant in his practical work on the maintenance and operation of the machine.

The third chapter "Automobile training" contains a brief technical description of the vehicles, the main provisions for their maintenance and operation, internal service in the parks, the duties of the commander of the department and the senior car.

The fourth chapter "Artillery, mortars and ATGMs" provides brief information about the tasks, designation, capabilities and use of artillery systems, target designation, shooting and its correction.

The fifth chapter, “Communications Training,” contains brief data on tactical-level portable radio stations, equipment for collecting troops and the R-124 tank intercom, which is necessary for a sergeant in practical work.

The sixth chapter "Military topography" sets out practical recommendations for orienting on the ground, moving in azimuths, working with a map on the ground and compiling the simplest combat graphic documents.

The seventh chapter "Physical training" gives the content and methodological advice on conducting a daily morning hour of physical training, training sessions in gymnastics, overcoming obstacles and accelerated movement, attack and self-defense, swimming and ski training.

For a deeper study of the material contained in the Textbook, it is necessary to use the appropriate instructions, manuals and special teaching aids.

Chapter first

AIRBOARD TRAINING

The squad leader is responsible for training the squadron's personnel in airborne training. » He is obliged:

know perfectly well the material part of human landing parachutes, parachute launchers and be able to prepare them for a jump;
know the heavy airborne equipment of the squad and be able to prepare it for landing;
be able to perform parachute jumps as part of a subdivision and following military equipment;

know the rules for preparing weapons and equipment for a jump;

be able to conduct classes with the squad on the shells of the airborne training complex on the task of jumping;
be able to control the readiness of his squad and combat equipment for decontamination;
know the rules for the release of paratroopers from the aircraft and be able to perform the duties of a release.

I. HUMAN PARACHUTS

1. Parachute D-5 ser. 2

Parachute D-5 ser. 2 (landing, fifth sample, second series - fig. 1) is intended for performing training and combat jumps from military transport aircraft by paratroopers in equipment and with service weapons of paratroopers of all specialties.

Parachute D-5 ser. 2 allows you to jump from aircraft at flight speeds up to 400 km / h as part of units from altitudes from 8000 m to 200 m. The speed of descent by parachute D-5 ser. 2 with a total parachutist weight of 120 kg does not exceed 5 m/s.

Parachute D-5 ser. 2 back It is put into action by pulling out the exhaust ring. The required strength does not exceed 16 kg. The parachute is equipped with one or two safety devices tisha PPK-U or AD-ZU.

Pue. I. General parachute D-5 ser. 2 complete with reserve parachute 3-5

Rice. 2. The work of the parachute D-5 ser. 2 in the air:

/ - camera stabilizing parachute; 2 - stabilizing parachute: 3 - connecting link: 4 - chamber of the EU dome; 5 - main dome; 6 - larashute satchel

When making training jumps with a parachute D-5 ser. 2, a type 3-5 reserve parachute is used. Parachute 3-5 is activated if necessary. Bec parachute D-5 ser. 2, prepared for a jump, does not exceed 15 kg.

The parachute is absolutely reliable in operation and allows you to make more than 100 jumps during 12 years of its operation.

Parachute D-5 ser. 2 consists of the following parts: a stabilizing dome chamber, a 1.5 y 2 stabilizing parachute with a connecting link, a main dome chamber, an 83 m 2 main dome, a suspension system, a backpack with a two-cone lock, an exhaust ring with a cable, figurative bitches. The parachute kit also includes: parachute equipment (main and backup), passport and consumables.

Parachute operation (Fig. 2). When separated from the aircraft, the parachutist in the fall, due to his weight, activates the stabilizing parachute. The camera of the stabilizing dome with the carabiner remains in the aircraft on a cable. The stabilizing dome, being filled with air, activates the PPK-U device. With a stabilized descent, the parachute bag is closed. Usually it is necessary to open the knapsack 3 s after separation. After opening the two-cone lock with a parachute and safety device, the knapsack opens and the stabilizing parachute activates the main dome. At the same time, the lines come out first, and then the dome itself, starting from the bottom edge and up to the top. The canopy fills up and the skydiver descends at a speed of 5 m/s. The camera of the main dome and the stabilizing parachute with a connecting link are lowered on the dome. All actions of a parachutist during a jump are performed in accordance with the RVDS-75.

2. Reserve parachute 3-5

The reserve parachute 3-5 provides a safe landing of the parachutist in case of full or partial failure of the main parachute. When making jumps, parachute 3-5 is conveniently attached to the harness of the main parachute and is placed at the level of the parachutist's chest in a horizontal position. Parachute 3-5 is put into action by an exhaust ring with a cable and provides a decrease in the parachutist with a weight of 120 kg at a speed of 7 m/s. Parachute weight 5.2 kg. Reserve parachute 3-5 consists of a 50 m 2 canopy, an intermediate suspension system, a satchel, an exhaust ring with a cable and a portable bag. Each parachute comes with a passport.

The work of the reserve parachute. When pulling out the exhaust ring, the knapsack opens and the air flow takes the dome away from the parachutist. Pockets at the top of the dome contribute to faster filling of the dome. After the canopy is filled, the pack remains on the main parachute harness separately from the intermediate harness. In necessary cases,

Introducing the reserve parachute into action, you need to hold the canopy with your hands after opening the knapsack, and then sharply throw it in the right direction.

3. Parachute devices

When making parachute jumps, the use of parachute devices is a measure to increase the safety of jumps, and the devices themselves perform the function of insurance means. In all

Rice. 3. Parachute devices PPK-U-240B and AD-ZU-D-240:

1 - hose; 2 - cable; 3 - earring; 4 - flexible cord cord; 5 - flexible

hairpin

Cases of a parachute must be opened by the skydiver himself. If he does not do this, then after a given time or at a given height, the parachute will open with the help of the device.

For a parachute of the D-5 type, devices such as PPK-U-240B or AD-ZU-D-240 are currently used (Fig. 3).

Parachute device PPK-U-240B

The semi-automatic parachute combined and unified PPK-U-240B is a modification of the KAP-ZP device and also ensures the opening of the parachute pack after a specified time or at a specified height. It works in the time range from 2 to 5 s, in height from 0.3 to 8 km. The device remains operational in the temperature range from +60 to -60 ° C and after lifting it to a height of up to 35 tsh.

The technical resource of the device is 750 operations for 4 years, and with 500 operations for 5 years it guarantees -

Xia completely trouble-free operation of the device. At the same time, the prn-boron must be stored and operated with care.

Device device. The components of the device are: a case with a shutter, a clock mechanism with locking levers, an aneroid with a height adjustment mechanism and an exhaust device.

Device operation. Prnbor can work both in time and in height. During work, the aneroid is switched off temporarily. To turn off the aneroid, you need to set the height higher than the height of the burp. For a jump with a narashyutom D-5 ser. 2, the altitude is set to 4000 m, and the operating time of the clock mechanism is nl 3 s. In order for the device to be ready for action, it must be weighed, i.e., first insert a flexible pin into the shutter so that the clock mechanism is locked, and compress the springs of the exhaust device by pulling smoothly and with a force of about 30 kg on the cable to the click. A click means that the exhaust device is connected to the clockwork and the clockwork is ready for operation. To set 3 s, it is necessary, having not completely removed the flexible pin, to bleed the clockwork until the arrow turns against the mark 3 on the time scale. At the same time, the lock lever with a cut-out will approach the stop of the aneroid somewhat. With the rise to a height, the aneroid expands and its stop rises, but if the height of 4000 m is not reached, then the stop will not fall out of the plane of the upper board of the device and the aneroid will not interfere with the operation of the clock mechanism. When separated from the aircraft, the flexible pin is pulled out of the shutter by the halyard and the clock mechanism starts working due to the force of the springs of the exhaust device. After 3 s of work, the pawl that connects the exhaust device with the clockwork, disengages and the springs abruptly move the cable inside the exhaust device. The cable through the earring will open the two-cone lock, and the parachute will open.

The height on the device must be set using a screwdriver wrench from the device kit, and the power springs must be cocked using a stirrup or a cord threaded into an earring at the end of the cable.

A flexible hairpin needs to be countered with a thread in one addition with an eight-measure, tying three simple knots. The remaining ends of the thread should be 15-20 mm long. It is forbidden to disassemble the device on your own. Information about each operation of the device must be entered in the passport.

The order of inspection of the device PPK-U-240B before mounting on a parachute.

First you need to make an external inspection of the device. At the same time, make sure that the seals and glasses are in good order, there is no damage to the body and tube, there are no dents or swellings on the hose, there is no stuck pin in the gate, the threads of the cable and the gunk are not broken, the loop is not deformed, the cover of the body does not move, inside the device is free of dust and moisture, the aneroid pin does not protrude outside the board. After that, the work of the watch mechanism is checked, For this you need

Cock the device and make sure that the arrow has gone beyond the last division of the scale, when the flexible pin moves in the shutter by 5 mm, the clock mechanism does not bleed, and also when the pin is bent 90 ° to the side. On a general command, flexible pins are pulled out and the smoothness of the clock mechanism is determined by ear. The operating time should be within 5 ± 0.7 s, and the clock mechanism works without jamming. Having made sure once again that no foreign objects are visible inside the device through the glass, and the pin is not deformed, the device can be mounted on a parachute.

Parachute device AD-ZU-D

The AD-ZU-D device is a simplified version of the KAP-3 and PPK-U devices. It differs in that it does not have an aneroid and works only on time. Bec and dimensions of the device AD-ZU-D are smaller than PPK-U-240B. The details of the clock mechanism of the device are the same as the details of the K.AP-3 and PPK-U devices. When preparing the device, the difference lies in the fact that there is no check for operation in height, and the operation time of the device is checked from the mark of 3 s, while the operation time must be within 3 ± 0.3 s. The device is mounted, as well as the PPK-U-240B device.

Methodological advice

Squad commander during training on the material part of the parachute D-5 ser. 2, in training packing, in training for putting on a parachute and attaching weapons, he must first of all convince the young soldier of the high reliability of the parachute and the reliability of its operation. This can only be achieved with an impeccable knowledge of the material part and a deep understanding of the purpose of each part in the process of parachute operation.

At the same time, the device of the parts of the parachute should be explained according to the opening process, and the purpose and functions of this part should be shown by the method of sequential dissolution of the parachute laid in accordance with all the rules. The stowed parachute is placed on the stowage table next to the parachute extended to its full length. At the same time, the top-down explanation method contributes to better memorization, that is, in the sequence in which these parts come into play when making a jump.

When explaining the operation of the parachute as a whole, attention should be paid to the relationship between the work of the parts of the parachute and the actions of the parachutist himself.

For example, if a paratrooper has performed all the necessary actions on the plane and in the air, then nothing can delay the process of opening the parachute, since the carabiner of the camera of the stabilizing parachute will be hooked to the cable in the plane or to the extension ring, the carabiner dog will not allow the carabiner to detach. bina from the cable, a carbine with a camera when separating a paratrooper from

The aircraft will remain on the line, and the stabilizing parachute will enter the air stream. Trouble-free filling of the stabilizing parachute will occur because the canopy pockets and stabilizer feathers will direct the flow into the canopy in less than 0.1 s. Pulling out the pull ring will force the double-cone lock to open, and the force of the stabilizing canopy, equal to the weight of the parachutist and holding the paratrooper in a comfortable position for the main canopy to start working and for the parachutist to operate in the air, will stretch the canopy and lines to its full length, thus ensuring reliable filling of the canopy . The special arrangement of the dome chamber completely eliminates the possibility of the dome overlapping with slings.

From this it is clearly seen that the prerequisite for an incident can be only in two cases: when the carabiner is not hooked and when the pull ring is not pulled out.

Therefore, the implementation of these two actions is mandatory for every paratrooper.

At the same time, it should be explained to young soldiers that to control the engagement of the carbine, a release officer is appointed, who is responsible for the entire process of paratroopers jumping from the aircraft. In case the skydiver delays in pulling the ring, after a set time, the parachute jumper will open the two-cone lock without the intervention of the paratrooper.

The combination of a detailed explanation with a practical demonstration of a training film will ensure that every paratrooper overcomes the uncertainty or fear of parachuting.

II. LAYING HUMAN PARACHUTES 1. Laying the main parachute

Parachute stowage D-5 ser. 2 produce two people - laying down (the owner of the parachute) and helping. For the convenience of control, the process of laying a parachute is divided into stages, and the stages are divided into operations. The stages and correctness of parachute packing are controlled by the unit commander and the VDS officer.

For packing, parachutes are concentrated at a prepared workplace indicated by the unit commander. At the same time, laying accessories are being prepared that are necessary for fast and high-quality laying indoors, outdoors, in the presence of wind (Fig. 4). The set of laying accessories includes: 16X1 m; lining canvas-beggar 5.5X1.26 m; 11 metal crutches; 3 weights with sand 450x70 mm; laying fork with a hook; portable bag for storing and carrying accessories.

Stages of laying: I - inspection of the parachute; II - laying the dome; III-packing the dome into the chamber and laying the slings; IV - laying

stabilizing parachute; V - tightening the knapsack, installation of a device ii of a two-cone lock; VI - fitting the suspension system and filling out the passport.

Rice. 4. Parachute stowage kit

Execution of stages (Fig. 5)

I e t a p. Inspection of the parachute. For inspection and stowage of the parachute
must be removed from the transfer bag, place parts of the parachute on
pull the cloth, dome and slings to their full length. Turn on
passport the presence of all parts and proceed to the inspection. Steam parts
the chute are inspected in the following order: the stabilization chamber
dome; stabilizing dome with straps; connect-
body link; main dome chamber; dome with slings; under-
spring system; backpack with flexible hose and two-cone lock;
exhaust ring with strosos; portable bag; device PPK-U-240B
or AD-ZU-D. During inspection, attention should be paid to
availability of all parts of the parachute, their serviceability and reliability of mutual
leg connection.

If tears, burns, abrasions of the fabric with broken threads are detected, if the seams are dirty, if the integrity of the seams is broken, if any elements are missing, and when examining metal parts - burrs, corrosion or seizing of moving parts, and also if there is doubt about the serviceability of parts or the correctness their connections must be reported to the commander of your unit and the VDS officer who controls the laying. After completing the inspection, insert the ring into your pocket. a cable through the hose.

II stage. Dome lining. After checking the readiness of steam
chute for laying, proceed with laying the main dome. For

This laying down and helping to take their places (laying down - y the lower edge of the dome, helping - y the top of the ku-floor).

Laying take the control 14th line, put on it
live loop of the 15th sling. With the second hand, straighten the lower edge
> ku between these slings and put the middle of the edge on the

Dock cloth. Continue laying to the factory mark. After that, transfer the unlaid half of the dome to the laid one, move the control 14th line to the right by 2-3 cm and continue laying the dome in the same order to the factory stamp. When installed correctly, the factory stamp on the dome should be located at the top right. At the end of the laying, remove the weights from the dome, tuck the right side of the dome, and then the left along the width of the chamber and put the weights again.

Put the camera on the dome, while helping to keep the dome from moving, preventing weights from being left on the dome. After putting on the camera, trim the edge of the dome and check that it is located at the level of the tape sewn around the perimeter of the camera.

Check that the dome is installed correctly.

To do this, the helper keeps the slings from shifting y of the lower edge, and the laying man, taking the 1st and 28th slings in his hands, passes from the lower edge of the dome to the knapsack. It is necessary to unravel the slings by lifting the knapsack up outward, grasping the slings going down inside. When laying the lines correctly, the 1st and 28th lines should be located at the free ends of the suspension system from above and first from the inside, and on the dome - first from above.

III stage. Packing the dome into the camera and laying the lines. After checking the position of the slings, proceed to the check of the camera with slings. To do this, pass rubber honeycombs through the apron windows and pass slings through them, starting from the lower honeycombs. Pass the slings into the combs by 4-5 cm. After the chamber is checked, they should exit the upper comb on the side of the chamber with 6 gazyrs. Until the end of the check of the slings in the combs, do not close the chambers with pockets.

Then you need to sequentially put the dome into the chamber and tighten the cord of the upper part of the chamber. The link and bridle assembly of the dome and camera must be located outside. Lay the slings in the gazyri. To do this, the laying insert sequentially insert the slings into each gazyr, starting with the upper central gazyr, then the upper right gazyr, the upper left and ending with the lower right gazyr. The slings should not go beyond the limits of the gazyry, and between the gazyry should not allow the formation of a noticeable slack. 60-70 cm of the length of the slings should remain unstowed. During laying, the lines must not be twisted. The formation of slack in individual (stretched during operation) lines up to 400 mm is allowed for the buckles of the free ends. After laying the lines, straighten the canopy and lines of the stabilizing parachute and be ready for the stage check. After checking, close the pockets of the checking combs.

Polonivnie

edastic

rings,

sewn

e ishiyuyu

part

intentions

dare

dressy e$

ia nupoya

Ninіniv apron eyelets

FROM location map"niche ironyrtocAt*nupol adjustments

Stsbulmtor ""

Lereaya. coma

Rice. 5. Laying parachutes D-5 ser. 2 and 3-5:

about - raspshyuzhenie slings; b- putting on the camera; e - laying a stabilizing dome; g - installation of a parachute device; c - position of lines 3-B; e- refueling knapsack 3-5

Stage IV Laying of the stabilizing dome. For styling
stretch the stabilizer "] the floor to the full length, fold the feathers
stabilizer one to another, without twisting the lines of the dome,
bend the feathers outward twice to the sleeping tapes and put
weight on them. Then put on the stabilizing parachute chamber
on the canopy and lines to the stabilizer rings (carbine - to the top
domes). Knit a thread in two additions of the stabilizer ring and
chambers with a triple simple knot. Then the slings n the dome without re-
put the twist into the chamber and tighten the cord on the chamber. Knot
cord must be tucked inside the chamber. Open the valves of the satchel
to the sides, fold the free ends in half and put on
knapsack.

Be ready to check the stage.

V stage. Tightening the knapsack, mounting the device and the two-cone
castle. After checking stage IV, put the camera with the dome on
slings on the satchel without turning it over. Put sleep on the camera
chala left valve, then right. Take the right power tape
with a buckle ii pass it from above into the ring of the left valve, a le-
the first braid - into the ring of the right valve, while the arrows on the ribbon
max should be turned outward. Power tapes skip
into the windows of the knapsack, put the buckles on the zdmka cones and close the pre-
relatively castle. After that, turn the connection of the flexible halyard
studs with a loop-choke to the loop of the connecting link and pass
sew the halyard into the ring y of the top of the scarf. Slack connector
fold the links between the ring and the loop of the halyard in half and fill
into the fork of the honeycomb on the right valve. The rest of the connection
fold the body link and the stabilizer in a zngzag manner from above on
the knapsack so that the carabiner is on the side of the valve of the knapsack with a pocket
nom for prnbor. Pass the rubber honeycomb on the valve over
cameras in the ring at the bottom of the top y ero satchel and check
tape on the lug of the carabiner. Fill the carabiner "between the rubber bands
honeycombs. Mount parachute device.

To mount an inspected and serviceable PPK-U device on a parachute, you need:

set the altitude to 4000 m;

insert a nut with a bayonet pin into the mounting hole of the two-cone lock plate located closer to the end of the plate;

insert the body of the device into the pocket of the satchel and tie the ribbons;

insert a flexible pin into the device, cock the device and set the time to 3 s;
lock the flexible hairpin thread in one addition with a measure-eight;
lock the loop of connecting the halyard of the flexible hairpin to the ring on the valve of the knapsack of the thread in two additions;

tuck the halyard of the flexible hairpin into the pocket. Mount the final two-cone lock, for this:
holding the buckles with power ribbons, open the lock;
put on the upper cone of the shutter a loop of the exhaust cable

Rings, and on the lower shutter cone - special gray parachute device;

lock the lock with a thread in one folded figure eight;
lower the cable shock absorber to the hose;
check the reliability of the connection of the special screw and the nut and whether the nut with the bayonet pin is completely driven towards the device;
close the two-cone lock with a flap and make sure that the flap is held on the button in the buttoned position.

VI stage. Fitting the suspension system and filling out the passport. Adjustment of the suspension system is carried out without connecting a spare chute.

For this you need:

straighten the main strap;
adjust the suspension system in height by moving the right shoulder girth through the jumper of the OSK-D lock body, and the left one (or both, if the OSK-D lock is not) through the shoulder curved buckle of the main strap;
adjust the suspension system in terms of volume by reducing or increasing the waist girth using rectangular buckles;
podp_at leg girths moved by ribbons through rectangular buckles;
adjust the straps of the backpack pull-up with the help of special tapes and buckles.

For the final adjustment of the harness, it is necessary to put on a parachute, fasten the carabiners, take position before the jump, conditionally pull out the ring and make sure that the harness fits the parachutist tightly and at the same time does not restrict his movements.

Take off your parachute, fill out your passport. After checking the parachute in the goats, place the parachute in the bag and seal the bag.

2. Stowing a reserve parachute

The packing of the reserve parachute is organized similarly to the packing of the main parachute and consists of the following stages: I - inspection of the parachute; II - laying the dome; III - laying lines; IV - laying the dome in the knapsack and tightening the knapsack; V - refueling a satchel, issuing a passport.

Execution of stages

I stage. Inspection of the reserve parachute. It is performed in the same way as the inspection of the main parachute. Particular attention is drawn to the serviceability of the slings and the traction ring. After examining all parts of the parachute, you need to insert the ring into the pocket, and the cable into the flexible hose, and position the intermediate suspension system so that the strap with the clutch is to the right of the canopy.

II stage. Dome lining. Start laying from the 12th line.
On the 12th line, put the 13th line on, straighten the edge
between these straps. The helper straightens the cloth
floor to top. Continue laying in the same order until
water mark. Throwing then unlaid panels on
laid, move the 12th line to the right by 2-3 cm and continue
laying the dome to the factory mark. At the end of the laying
water glue.mo should be located at the top in the middle. Dome
fold across the width of the satchel, bending the right edge, and then le-
wow. If necessary, change weights.

To check the correctness of the laying of the dome, you need to take the 1st and 24th lines and make sure that they are located on top and next to the lower edges, and on the top and first on the inside on half rings. Slabnnu from the hood to drive the slings to the half rings.

stage. Sling laying. For laying the sling, it is necessary to put the satchel with honeycombs on top of the intermediate hanging system. The valve with the ring should be located on the left, the rest of the valves are tucked down, and the jumper should pass along the edge of the bottom of the knapsack, located farther from the dome. The slings are laid with a hook, without twisting them, into the far left (from the dome) comb, and then alternately into the rest of the combs. At a length of 1.4 m to the half-rings, the slings do not fit into the honeycomb. This part of the lines must be laid on the lines in a zigzag pattern across the lines laid in the honeycomb.
stage. Laying the dome vranets and tightening the knapsack. Put the dome on the knapsack so that the lower edge runs along the bridge, fold the rest of the dome in a zig-zag manner onto the knapsack, preventing the dome from “scattering”. Holding the dome with your hand,

straighten the valves of the knapsack and put the upper and lower valves

Lords on the dome.

Sealing the dome by pressing on it with valves, put the grommet of the lower valve on the cous of the upper valve and insert the auxiliary pin. Similarly, put the second eyelet on the cone, then inserting the hairpin. Spread the pockets of the y pole part evenly on top of the dome and tighten first the left valve (with the ring), and then the right one, inserting the exhaust cable studs instead of the auxiliary studs. Remove the cable slack in the gpb-cue hose to the ring.

V stage. Refueling a satchel, registration of a passport. Refuel
carefully lapels of the valves and fasten the knapsack elastic bands. Re-
side flaps must pass through the fastening rings
knapsack. After examining the entire parachute, fill the pass
port.

3. Attaching a reserve parachute

To attach a reserve parachute, you must: - make sure that the harness is fitted correctly and all carabiners are fastened;

take a parachute;
fasten the fastening carabiners for the half rings on the knapsack;
tighten the fastening straps and tuck them under the grooves of the spare at the bottom of the knapsack;
connect the free ends of the intermediate suspension system to the brackets on the main strap, inserting the fingers into the bushings to the end and turning the fingers a quarter of a turn until the ears of the finger fall into their nest.

Disconnect the reserve parachute in reverse order.

III. CONTROL PARACHUTE D-5 ser. 4 AND ITS FEATURES

Parachute D-5 ser. 4 is made according to the tiiu of the parachute D-5 ser. 2 and has the same purpose. Its main difference is that the ku-yul is made horizontally controlled, and by means of the free ends of the floating type, you can additionally change the speed of horizontal movement. There is no OOK-D lock on the suspension system. Additional structural elements, unlike D-5 ser. 2 are (Fig. 6) :

cutouts in the dome, closed with a fishing net, one each in front and behind the dome;
two control lines;
two pairs of free ends, each prepared from one piece of tape, passing through its middle in a rectangular curved buckle of the suspension system;

- two scarps with cords and two free pockets
ends to fix the last one from a random change
scheeia.

There are some other differences in the design. Bec parachute D-5 ser. 4 for jump 17 kg.

Features of laying the parachute D-5 ser. four.

When preparing a parachute for packing, you need to fix the free ends from moving by inserting sharps into pockets. Laying the dome should begin with the 13th sling, and then lay the 14th sling and continue laying. For a right-handed dome, the factory stamp should be located at the top right.

After checking the correct laying of the canopy, tuck the slack in the control lines into the rubber loops. The rest of the D-5 ser. 4 is stowed similarly to the parachute D-5 ser. 2.

Rules for using a controlled dome (Fig. 6, d, e). Until the full filling of the dome, the operation of the parachute D-5 ser. 4 does not differ from the operation of the D-5 parachute ser. 2.

After filling the canopy, the parachutist gets the opportunity to control his canopy both in terms of the horizon and the speed of movement, i.e. move forward or backward at a speed of 2.3 m / s, turn 180 ° in 17 s, apply glide. Landing speed with neutral canopy and calm, no more

-O

»o

4"^*

1 .

-+r

"O*

/~l

t4*

bX 1 p

-r^\ /S

mid

l**r*3

\ \^ ^

e 4 *

The origin and development of airborne training is associated with the history of parachuting and the improvement of the parachute.

The creation of various devices for safe descent from a great height goes back centuries. A scientifically based proposal of this kind is the invention of Leonardo da Vinci (1452-1519). He wrote: “If a person has a tent of starched linen 12 cubits wide and 12 high, then he can throw himself from any height without danger to himself.” The first practical jump was made in 1617, when the Venetian mechanical engineer F. Veranzio made a device and, jumping from the roof of a high tower, landed safely.

The word "parachute", which has survived to this day, was proposed by the French scientist S. Lenormand (from the Greek para– against and French chute- the fall). He built and personally tested his apparatus, having made a jump from the window of the observatory in 1783.