The fall of the plane Maxim Gorky. Tragic accident or malicious intent? The largest propaganda aircraft

aviator 2018-06-23T22:18:20+00:00

Multi-purpose passenger aircraft ANT-20 "Maxim Gorky".

Developer: OKB Tupolev
Country: USSR
First flight: 1934

On a sunny Saturday day, May 18, 1935, in the sky over Moscow, in front of thousands of people, a biggest plane crash: the I-5 fighter, accompanying the eight-engine aircraft ANT-20 "Maxim Gorky" ("MG"), performing aerobatics, crashed into the wing of the air giant and both cars crashed to the ground. 50 people died - passengers and crew Maxim Gorky", as well as a fighter pilot.

The idea of ​​​​creating the Maxim Gorky aircraft belonged to a young, but already well-known journalist, Stalin's favorite, Mikhail Koltsov. In September 1932, the 40th anniversary of the literary activity of the "great proletarian writer" Maxim Gorky was solemnly celebrated in the Soviet Union. As a gift to the writer, Koltsov offered to organize a fundraiser throughout the country for the construction of the world's largest aircraft, which would bear his name. It was supposed to become the flagship of a special squadron of aircraft intended for agitation and propaganda of Bolshevik ideas.

“The construction of a giant agitator aircraft should become the basis for updating and reconstructing the methods of all our agitational and mass political work, in applying the high technical level that our country is now reaching ... Soviet designers, technicians, inventors, political workers, writers - everything must be contributed to the creation of the aircraft -giant not only with his material contributions, but mainly with his thought, his ideas, his experience and knowledge”- wrote Koltsov in the magazine "Spark".

In addition to performing the main task - the "heavenly agitator", ANT-20 could be used to transport passengers and cargo. The option of a bomber with powerful defensive weapons was also considered, but, of course, they did not write about this. Printing houses replicated Koltsov's appeal in millions of copies.

Aviation was very popular in the USSR, M. Gorky was loved by the people, and in a little over a year they managed to collect six million rubles. To organize the construction of the machine, which was supposed to demonstrate to everyone the achievements of the world's first socialist state, a special all-Union committee was created under the leadership of M. Koltsov.

The aircraft was entrusted to A.N. Tupolev, who was the first in the USSR to create heavy all-metal monoplane aircraft, such as bombers TB-1, TB-3.

"MG" was created as a development of the six-engine bomber TB-4 - a huge, but too slow-moving machine for military use. Since it had even larger dimensions and weight, in addition to six engines in the wing with a power of 750 hp, two more of the same engines were installed on it, placing them one after the other in a special installation above the fuselage. The power reserve made it possible to continue flying when two engines were stopped.

Like all previous Tupolev aircraft, the MG was made of duralumin and had a corrugated (wavy) skin. The huge dimensions made it possible to accommodate passengers not only in the fuselage, but also in the central part of the wing, over two meters thick. The crew through the passages in the wing had the opportunity to approach the engines to correct possible malfunctions in flight. To facilitate control, the stabilizer could be rotated using powerful electrical mechanisms. In addition, all rudders were equipped with servo rudders, which reduced the effort on the steering wheel. Boarding of the crew and passengers was carried out through a built-in ladder in the lower part of the fuselage.

In addition to the Tupolev Design Bureau, which was then part of TsAGI, dozens of other scientific and industrial enterprises of the country participated in the creation of the aircraft, since the MG was supposed to carry the most advanced propaganda equipment. The aircraft had an automatic telephone exchange for 16 numbers for communication between office premises, pneumatic mail, allowing the commander to exchange notes with a radio operator and agitators on board, a powerful loudspeaker of the Voice from the Sky radio station, and a photo laboratory.

There was a cinema installation for showing propaganda films right on the airfield (in the beginning it was planned to project the image in flight onto the clouds, using them as a giant screen, but this idea turned out to be technically unfeasible), and even a room for a printing house capable of printing up to 10 thousand illustrated books per hour during the flight. leaflets. For the operation of this equipment, a special power plant was installed on board the aircraft.

Much attention was paid to comfort on board the aircraft. The passenger compartments were carpeted, spacious armchairs, window curtains, tables with table lamps. There were also sleeping cabins, an electrified buffet with hot and cold snacks, a warehouse for provisions, a library, luggage compartment, wash basins and toilets. total area"residential premises" reached 100 m2.

In April 1934, the aircraft was transported in parts to the Central Airfield in Moscow, where the assembly and debugging of the machine began. Her maximum takeoff weight was 53 tons, and the wingspan was 63 m, which is 15 m more than that of the Dornier Do X flying boat, which previously headed the list of giant aircraft.

On June 17, the famous test pilot M.M. Gromov took the MG to its first flight. It lasted 35 minutes. and passed at an altitude of 500 m. "Wonderful car", - this is how Gromov said about the plane after the first test.

The successful start of the tests made it possible already on June 19 to demonstrate the MG at the air parade over Red Square. On the podium of the mausoleum, together with the leaders of the country, the flight of a huge machine was also observed by the person whose name the plane bore - Maxim Gorky.

In the same year, during flight tests on Maxim Gorky, two unofficial world load-carrying records were set: pilots Gromov and Mikheev climbed to a height of 5000 m with a load of 10, and then 15 tons. The maximum speed of the aircraft was 260 km / h. In the passenger version, the car could take on board up to 72 people, including the crew.

The writer and pilot Antoine de Saint-Exupery, who visited Moscow in the spring of 1935 as part of a French military delegation, flew as a passenger on board the Maxim Gorky.

May 1, 1935 "Maxim Gorky" again flew over Red Square. From his loudspeaker came greetings to the thousands of Muscovites gathered for the holiday. None of those present could have guessed at that moment that less than three weeks remained before the death of the air giant ...

The accident happened on May 18th. It was a day off. The tests of the aircraft ended, and the TsAGI leadership decided to finally ride over Moscow the people who distinguished themselves in the construction of Maxim Gorky. There were a lot of people who wanted to fly, so a long line lined up for the plane at the Central Aerodrome. The first flight took 38 people, including 7 children - employees of the TsAGI plant and members of their families. Experienced pilots were entrusted to pilot the aircraft: test pilot from TsANI N.S. Zhurov and pilot of the agitation squadron I.V. Mikheev. In addition to them, there were 9 crew members on board.

The MG was to be escorted by two aircraft: a single-seat I-5 fighter with TsAGI test pilot N.P. films by A.A. Pullin on board. The fighter was supposed to fly next to the Maxim Gorky, so that from a comparison of these two machines one could more clearly imagine the huge size of the 8-engine giant, and filming was planned from the reconnaissance aircraft.

You can learn about what happened next from the story of the pilot of the R-5 aircraft V.V. Rybushkin: “I got up first, Blagin took off after me. Then the Maxim Gorky took off. I settled down to his left, Blagin to his right. On the second circle "Maxim Gorky" made a U-turn to the left and went towards the airfield. I climbed a little higher, walked about fifty meters from the left wing of the plane. I look, Blagin, being on the right wing, despite the ban, made the right “barrel” (one of the most difficult aerobatics) and moved away by inertia to the right of the aircraft. He then moved to the left wing; I stepped aside a little and climbed even higher, deciding that he would make a left “barrel” and be carried to the left.

Blagin added gas, pulled ahead and suddenly began to do a new aerobatics. It was very dangerous, because by inertia he could be dragged to the "Maxim Gorky". He did not succeed in the figure, he lost speed and crashed into the right wing of the Maxim Gorky near the middle engine. Apparently, he hit the oil tanks (because a club of black smoke flew up), pierced the upper and lower wing skins with the engine and broke the spar.

The blow was of monstrous force. "Maxim Gorky" banked to the right, a black hood and pieces of a training (this is an inaccuracy: I-5 was a fighter) aircraft flew off it. "Maxim Gorky" flew by inertia for another 10-15 seconds, the list increased and it began to fall on the nose. Then part of the right wing came off, then part of the fuselage with the tail flew off, the plane went into a steep dive and rolled over on its back. The car hit the pines, began to demolish the trees and finally crumbled on the ground ... "

In the evening of the same day, an emergency meeting of the party leadership of the country was held under the chairmanship of Stalin with the leaders of the construction of Maxim Gorky. Only Tupolev was not there - he was on a business trip to the United States. At the meeting, they prepared an official report on the death of the giant aircraft and discussed the funeral procedure. All the dead, including Blagin, were buried at the most prestigious Novodevichy cemetery in Moscow, the families of the victims of the disaster were given an allowance of 10 thousand rubles and were given an increased pension.

In the Soviet press, Blagin, who arbitrarily decided to perform aerobatics near Maxim Gorky, was called the only culprit of what happened. “Only airy arrogance, unnecessary prowess, criminal mischief caused the death of wonderful people, a wonderful ship. Pilot Blagin violated discipline. He forgot the law of aviation: "at the helm - as in battle“, wrote Pravda in May 1935.

The fact that the widow and daughter of N.P. Blagin were not subjected to repression, as was usually the case in the era of the Stalinist dictatorship, and the pilot was buried next to the graves of major figures of the Communist Party and government, led to the emergence of another hypothesis: Blagin was an innocent victim an order instructing him during the flight to perform "dead loops" around the wing of "Maxim Gorky".

So, versions that give opposite explanations of what happened. The most sensational of them, the intentional ramming, must be rejected at once; this is nothing but a forgery of émigré journalists who dreamed of raising the struggle in Russia against the Bolsheviks and decided to wishful thinking. Theoretically, N.P. Blagin could have reason not to like the communist regime - he came from a noble family, his father was a colonel in the tsarist army. But the facts show the opposite: in 1918, Blagin voluntarily joined the Red Army, at the same time he became a member of the Bolshevik Party.

Another important fact: in the archive of the daughter of the deceased pilot, Elena Nikolaevna, there is a copy of Blagin's letter to the leadership of TsAGI with a request to remove him from flights to accompany Maxim Gorky, as this prevents him from doing what he loves - testing new aircraft. And finally, based on the hypothesis of a deliberate ramming, it is in no way possible to explain the fact that the family of the “terrorist” was not only not arrested, but even received an increased “personal” pension for the deceased.

It remains to be seen whether Blagin's unjustified recklessness was the cause of the disaster, or, for greater effect, the authorities ordered the pilot to perform aerobatics near the giant aircraft.

Recently declassified documents from the archive of the President helped to get closer to the truth Russian Federation about the investigation of the causes of the disaster "Maxim Gorky". The letter of the head of the NKVD G.G. Yagoda to Stalin dated June 14, 1935 says:

“The investigation carried out by the NKVD into the circumstances preceding the crash of the Maxim Gorky aircraft established that on May 18 of this year. an hour and a half before the flight, pilots Zhurov, Rybushkin, Blagin and employees of the Moscow Film Factory of Military Training Films Ryazhsky V.G., Ter-Oganesov K.Ya., and Pullin A.A. gathered in the pilot room of the TsAGI flight test station, to discuss the order of the flight of aircraft and their filming. Explaining to the cameramen and together with them making sketches with a pencil on paper about where which aircraft should be during the flight, the pilot Blagin, in the presence of Zhurov and Rybushkin, announced that during the escort of Maxim Gorky, for scale, he intended to make figures on a fighter aerobatics.

Zhurov, who was present at the discussion, objected to Blagin's proposal, instructing the latter not to do anything during the flight of the figures. Despite this, Ryazhsky and Pullin, employees of the Moscow Film Factory of Military Training Films, continuing the discussion of this issue, Zhurov’s indifference, entered into direct negotiations with Blagin, agreeing with the latter that he would produce figures on a fighter plane for filming ...

We have brought to criminal responsibility the workers of the film factory of military educational films Ryazhsky V.G. and Pullin A.A., guilty of having, without any permission, agreed with Blagin on the production of aerobatics for filming, which was the direct cause of the death of the Maxim Gorky aircraft.

Although this document somewhat contradicts the message about the death of "Maxim Gorky", sent by Yagoda to the Kremlin on the day of the disaster (in the latter, in particular, it was stated that the pilots Zhurov and Rybushkin allowed Blagin to do aerobatic maneuvers, but not "barrels", but more simple - “combat turns) it is clear that there was no order for Blagin, he proposed the idea of ​​​​executing “figures” near the propaganda plane and people from the film studio supported it.

Modification: ANT-20
Wingspan, m: 63.00
Aircraft length, m: 33.00
Aircraft height, m: 12.80
Wing area, m2: 486.00
Weight, kg
- empty aircraft: 28500
-maximum takeoff: 42000
-fuel: 7150
Engine type: 8 x PD M-34FRN
- power, hp: 8 x 900
Maximum speed, km/h: 220
Cruising speed, km/h: 198
Practical range, km: 1200
Practical ceiling, m: 4500

ANT-20 "Maxim Gorky" in the parking lot.

ANT-20 "Maxim Gorky" before its first flight.

The ANT-20 "Maxim Gorky" propaganda plane in the parking lot.

The ANT-20 "Maxim Gorky" propaganda plane in the parking lot. Near the plane of the aviator Rossinsky Morane Type G.

ANT-20 "Maxim Gorky" on the airfield.

ANT-20 is preparing to taxi to the start.

ANT-20 "Maxim Gorky" in flight.

ANT-20 over Red Square, accompanied by two I-5 fighters.

ANT-20 over Red Square.

ANT-20 over Red Square.

Passenger compartment ANT-20.

Passenger compartment ANT-20.

100 Great Series: One Hundred Great Mysteries

Nikolai Nikolaevich Nepomniachtchi

Andrey Yurievich Nizovsky

SECRETS OF HISTORY

THE MYSTERY OF THE DEATH OF THE AIRCRAFT "MAXIM GORKY"

The idea to build a giant aircraft was born in October 1932, in connection with the 40th anniversary of the literary and social activities of Alexei Maksimovich Gorky. It was initiated by the well-known journalist M. E. Koltsov. In those years, Stalin, expecting Gorky to write the same essay about him as about Lenin, supported the idea. Under the influence of the first deputy commissar M.N. Tukhachevsky, he began to show an increased interest in aviation, which was rapidly developing in all European countries. Mikhail Koltsov organized a nationwide fundraising for the construction of a giant aircraft through the Pravda newspaper and radio.

In a short time, they managed to collect 6 million rubles, which at that time was a very significant amount. Aircraft designer Andrei Nikolaevich Tupolev was appointed chief project manager. With the help of designers-team leaders V. M. Petlyakova, A.A. Arkhangelsky, B.A. Saukke, B M. Kondorsky and other giant aircraft was created, and it was truly a technical miracle! The construction of the Maxim Gorky aircraft was started on July 4, 1933, and on April 3, 1934, just 10 months later, having dismantled the masonry of the wall of the factory workshop (this workshop has been preserved), engineers and workers unanimously rolled out their offspring onto the concrete slabs of the Khodynka airfield. On April 24, a special government commission accepted the aircraft.

On June 17, 1934, test pilot M. M. Gromov first took a huge plane into the air. He obeyed the helm well, was stable in flight, and two days later, during the meeting of the Chelyuskinites, he made a solemn flight over Red Square, accompanied by fighters, which, next to the giant buzzing with all eight engines, seemed like a toy. The world press immediately reacted to such a significant event, noting that the USSR was becoming a strong world aviation power, capable of creating the most modern aircraft, similar to the giant propaganda aircraft Maxim Gorky, which would have been impossible without a good scientific base and talented designers. Foreign journalists who flew over Moscow described in detail the internal and external structure of the aircraft, the passenger compartment, separate cabins with a "transparent floor", a buffet, a central telephone exchange, a film installation, a printing house that produced a short-circulation newspaper right in flight, a photo lab, a pneumatic mailbox, a radio studio and toilet. In addition to 8 crew members, the aircraft could take on board 72 passengers, which was a record figure for this class of aircraft.

It was also noted that, for the first time, an autopilot of domestic design was installed on a passenger plane. The aircraft control was double (duplicated). The aircraft had 14 fuel tanks. The engines were started with compressed air. The weight of the empty aircraft was 28.5 tons. However, foreign journalists did not know that the Maxim Gorky, if necessary, could be quickly converted into a heavy ShKAS. Unfortunately, "Maxim Gorky" did not last long. A terrible catastrophe occurred in the sky over Moscow... From the official TASS report: “May 18, 1935 at 12:45 in the city of Moscow, in the area of ​​the Central Airfield, an accident occurred with the Maxim Gorky aircraft. The accident occurred under the following circumstances. The aircraft "Maxim Gorky" flew under the control of the TsAGI pilot comrade Zhurov with the second pilot from the squadron named after M. Gorky V. Mikheev, had TsAGI drummers in the amount of 36 people on board.

On this flight, "Maxim Gorky" was accompanied by a TsAGI training aircraft under the control of pilot Blagin **. Despite the categorical prohibition to do any kind of aerobatics during escort, the pilot Blagin violated this order and began to do aerobatics in the immediate vicinity of the Maxim Gorky aircraft at an altitude of 700 m. When exiting the dead loop, the pilot Blagin his plane hit the wing of the plane "Maxim Gorky". The plane "Maxim Gorky" as a result of the damage received from the impact of the training aircraft began to collapse in the air, went into a dive and in separate parts fell to the ground in the village of "Sokol" near the airfield. During the crash, 11 people from the crew of the Maxim Gorky aircraft and 36 people from TsAGI engineers, technicians and workers, including several members of their families, died. Pilot Blagin, who was piloting a training aircraft, also died in the collision. The funeral of the dead was accepted at the state expense and will take place on May 20 this year. G.

The government decided to give the families of the dead 10,000 rubles of a one-time allowance to each family and establish an increased pension provision. A funeral commission was formed consisting of: Khrushchev, Kharlamov, Tkachev. From the dry lines of the official TASS report, it follows that the crash of the giant aircraft occurred solely through the fault of the "air hooligan" Nikolai Blagin. However, many old aviators believe that there is some secret here, hitherto unsolved. Senior pilot Grigory Stepanovich Malinovsky, an eyewitness to the death of "Maxim Gorky", was convinced that the TsAGI pilot Nikolai Blagin, who was always disciplined and had an excellent reputation, was persuaded by some high authorities to perform this dubious "acrobatic stunt" in the air, which became fatal for the aircraft. “The most reckless scorcher would never endanger, so obvious, the lives of others,” Malinovsky said about this ill-fated episode. - And on board the "Maxim Gorky" was full of passengers ... And on his own initiative, Blagin would not risk other people's lives ... After all, newsreel was invited! Even if the “dead loop” around the wing of the flying giant had ended successfully, Blagin would have been immediately judged. But someone, obviously, he was guaranteed safety!

It seems very logical that the TsAGI authorities conveyed to Blagin someone's "interesting idea": to make a loop during the flight for "advertising" purposes in front of a movie camera lens. An experienced pilot could not have come up with such an idea, since, according to safety rules, a loop can only be performed around an immovable object, say, a balloon. It is amazing that Nikolai Blagin nevertheless fulfilled the whim of his superiors by doing the unbelievable. Helped professional experience. He replaced the classic "dead loop" with an irregular "barrel" with a large radius. It was done like this: Blagin's fighter accelerated with a decrease in speed and then went to the vertical and at the same time performed a roll with a large radius. Once above the flagship in an inverted position and somewhat at an angle, Blagin let it go a little ahead and then completed the evolution. At the same time, having described a large curve, the fighter passed simultaneously from one wing to another. From the ground, for the observer, it seemed like a "dead loop" and looked very impressive. Test pilot, Hero of the Soviet Union M.A. Nyukhtikov, who saw the film at TsAGI, says that Blagin successfully completed two evolutions and only on the third one rammed Maxim Gorky, obviously losing control. It is known that the shooting of that ill-fated flight was carried out by the cameraman Shchekutiev, who later died at the front ...

The shooting was carried out from the R-5 aircraft (designed by N.N. Polikarpov) in rather difficult conditions from an open cockpit. Before filming, the cameraman, fearing that Blagin's fighter would be behind the scenes, asked him: “Come on, turn it better!” Blagin did not like the layering of contradictory instructions, and he was gloomy ... The most striking thing in the history of the death of "Maxim Gorky" began later, after four months. The Vozrozhdenie, a newspaper of Russian emigrants published in Paris, in its issue of September 12, 1935, reprinted Nikolai Blagin's dying letter from the Polish newspaper Sword. According to the director of the scientific memorial museum N.E. Zhukovsky Vladimir Bychkov, Russian pilot Nikolai Pavlovich Blagin was the son of a hereditary nobleman, colonel in the tsarist army and received a good education. In the summer of 1920, he completed theoretical aviation courses at the airship division " Ilya Muromets”, Moscow School of Aviation and then the Higher School of Military Flyers. In 1930, he became an instructor of the 1st category at the Scientific Testing Institute of the Red Army Air Force, and in January 1932 he was admitted to TsAGI as a leading test pilot at the OKB A.N. Tupolev. According to TsAGI employees, Nikolai Blagin flew all types of aircraft, was an excellent friend, loved flying work and showed a penchant for inventing

Blagin conducted a number of critical tests of aircraft armament and starting powder boosters of the TB-1 heavy bomber, which was a big novelty at that time. In his work, he was distinguished by conscientiousness, erudition and diligence. True, this did not save him from the watchful eye of the NKVD, he was "under the hood", and the informer assigned to him regularly reported "where to go" about all Blagin's conversations. TsAGI employees knew that Blagin was independent in his judgments and assessments and did not like "political chewing gum" ... The "pilot Blagin's suicide letter" became known recently. This is a very interesting document. Here is its full text: “Brothers and sisters! You live in a country infected with the communist plague, where red bloody imperialism reigns. In the name of the VKPB (All-Russian Communist Party of Bolsheviks), bandits, murderers, vagabonds, idiots, lunatics, cretins and degenerates hide behind. And you must bear this heavy cross. None of you should forget that this CPSU means a second slavery. Remember well the names of these usurpers, these people who have taken the trouble to praise themselves and who call themselves wise and beloved by the people. None of you should forget the famine that raged from 1921 to 1933, during which not only dogs and cats were eaten, but even human meat.

Meanwhile, the communists organized torgsins (shops for foreigners with a special assortment) to throw dust in their eyes, saying: “Look how well we live!” In these torgsins you could buy gold and imported goods for next to nothing, but all this was not for you, brothers and sisters. While you were starving, the communist bandits were exporting our best products abroad at the most low prices in order to show that everything is going well in the country of the Soviets. Brothers and sisters! Don't forget what "everything is going well" really means. While the last funds were taken from us in the form of forced loans, etc., the communist bandits organized big drinking parties, dance parties and wild orgies with prostitutes and squandered the people's millions. Never forget this, brothers and sisters! Do not forget also why the bandit Kirov was killed! You are well aware of the grimaces of the robber-usurpers Stalin, Kaganovich, Dimitrov and other communists. Don't forget who should be killed first in case of war! It will be necessary to fight in order to free ourselves from the chains of slavery, from heavy bondage, from bloody Bolshevism and crazy communists.

There will never be peace anywhere in the world until communism, that bacillus in the body of humanity, is destroyed to the last Bolshevik murderer. And when these bandits assure the world that they do not want war, this is a blatant lie. Communists use every opportunity given to them to instill unrest, destruction, hunger and poverty everywhere! And if they do not want war, it is only because they know very well that it will be theirs. last fight and that communism will disappear from the face of the earth like a contagious bacillus.

Brothers and sisters! Remember this and avenge yourself to the last drop of blood to those who stand for Soviet Union, controlled by banditscommunists! The power is in the hands of the Jewish Communists, who have extended their dominance also to music, literature, art, and so on. It is necessary to fight the communist contagion using its own methods, i.e. proclamations! Brothers and sisters! Tomorrow I will drive my winged car and ram the plane that bears the name of the scoundrel Maxim Gorky! In this way, I will kill a dozen communist idlers, "drummers" (communist guardsmen), as they like to call themselves. This airplane, built with money that you were forced to give, will fall on you! But understand, brothers and sisters, all patience comes to an end! In the face of death, I declare that all communists and their henchmen are outlaws! I will die soon, but you will always remember the avenger Nikolai Blagin, who died for the Russian people! Moscow, May 17, 1935 Nikolai Blagin, pilot. This so-called "pilot Blagin's suicide letter" was first published only in 1992 by researcher L. Kudryavtseva. She points out that the editor of the Warsaw newspaper Sword guaranteed the authenticity of the letter.

Moreover, she writes: “A few days before the incident, rumors stubbornly spread throughout Moscow that Stalin intended to take a place in Maxim Gorky in the company of Molotov, Kaganovich, Ordzhonikidze and other high-ranking officials ...” It seemed that the situation on the eve of Blagin’s flight looks quite plausible, and Blagin's malicious intent, thus, receives a logical justification. But it only seems that way on the surface. The widow of Blagina Claudia Vasilievna said that she heard about the existence of such a strange appeal, more like a letter from a Japanese suicide bomber "kamikaze", she heard for the first time. And the writing style itself is completely uncharacteristic of Nikolai Pavlovich.

Indeed, the analysis shows that there are obvious absurdities in the letter, indicating that we have a fake letter designed to be sensational. It looks like it was written by a political émigré journalist with the aim of using the death of the Soviet aviation flagship for political purposes. To do this, it is enough to compare several paragraphs from the letter with the facts: “In this way I will kill a dozen idle communists ...” Blagin could not write these lines, since he knew many passengers perfectly (by name). These were his colleagues, TsAGI employees, their wives and children (six children - from 8 to 15 years old). In addition, if Blagin had decided to put an end to Maxim Gorky the day before, he would have performed his “act of revenge” in front of the camera lens much more decisively, and not after two fitting “barrels” around the flagship. Before the flight on May 18, Nikolai Blagin was gloomy and clearly nervous. (The day before, he told his wife: “I don’t like this idea ...”) The newsreel cameraman captured the last flight of the air giant. Fuss before departure, excited passengers.

The embarrassedly smiling crew: ship commander Ivan Mikheev, second pilot Nikolai Zhurov, flight engineer Matveenko, mechanic Medvedev and the rest of the crew: Lacruzo, Vlasov, Fomin ... The whole country knew the order bearer of pilot Ivan Mikheev. A former aircraft mechanic, in order to learn how to fly, he converted an old single-seat Moran-Zh into a two-seat one. In 1925 he participated in the record flight Moscow - Beijing. In 1926 he was the commander of the locust control squadron. And in subsequent years, he mastered flying the new ANT-9 machines and the five-engine ANT-14. Mikheev, Blagin, Rybushkin specified the task (Rybushkin flew on the left with a cameraman), standing under the huge wing of Maxim Gorky. This was followed by a flight over Moscow, accompanied by I-5 fighter planes. The planes flew in a tight wing-to-wing formation. The loud-speaking installation “voice from the sky” transmitted marches ... Next, we will give the floor to the test pilot of the Air Force Research Institute V. V. Rybushkin. These testimonies were recorded by a Pravda correspondent, and they are probably in the materials of the NKVD investigation, but so far no one has gotten to them ... “I received the assignment at 5 pm on May 17, together with the pilot Blagin. I was ordered to take Shchekutyev, a cameraman, on board... I got up first, Blagin took off after me. Then "Maxim Gorky" got up. I moved to his left. Blagin is on the right. On the second circle "Maxim Gorky" made a U-turn to the left and went towards the airfield. I climbed a little higher and walked about fifty meters from the left wing of the plane. I look, Blagin, being on the right wing, made the right "barrel" and moved away by inertia to the right of the aircraft. He then moved to the left wing; I moved a little to the side and climbed higher, deciding that he would make a left “barrel” and his plane would carry him to the left. Blagin added gas, stepped forward and began to do a new aerobatics. It was very dangerous, because by inertia he could be dragged to the "Maxim Gorky". The figure did not work out for him, he lost speed and crashed into the right wing of the Maxim Gorky, near the middle engine. Apparently, he hit the oil tanks (because a black smoke billowed up, pierced the upper and lower wing skins with the engine and broke the spars). The blow was monstrous force, "Maxim Gorky" rolled to the right, a black hood and pieces of a training aircraft separated from it. "Maxim Gorky" flew by inertia for another 10-15 seconds, the roll increased, and he began to fall on the nose. Then part of the right wing came off, then part of the fuselage with the tail flew off, the plane went into a steep dive and rolled over on its back. The car hit the pines, began to demolish the trees, and finally crumbled on the ground. I slowed down the gas and made a cool plan over the crash site...” Then something incredible follows in Rybushkin’s story, which indicates that the above text has undergone a fair amount of editing with the addition of a large dose of the most vulgar lies. “At that moment, the cameraman, frightened, grabbed me by the throat, began to choke me and drag me back, I lost control (?!), and the plane began to spin. I had to hit the operator hard in the face, and only after that he sat down in his place and, without moving, sat until landing. Having made two circles over the accident site, I left for landing. Let us analyze these most curious events. Firstly, it is impossible to choke a pilot in flight while in the second cockpit. The distance between them is quite large (about 2 meters) and the cameraman Shchekotiev would have to unfasten his seat belts and get rid of the bulky movie camera and, probably, with a parachute on, completely get out of the cockpit and through the plexiglass visor reach "to the throat" of the pilot. At the same time, it would inevitably be blown away by the oncoming air flow, like a feather. Secondly, it is easy for the pilot to “pacify” anyone in the rear cockpit: for this, it is enough to create negative g-forces several times. If the passenger is not tied with belts, he will simply fly out of it. Finally, thirdly, the spin at this rather low altitude of Rybushkin's aircraft was not recorded. So the drama in the air on the R-5 after the death of "Maxim Gorky" is clearly fictional. It begs the question, who could come up with this? N. Bukharin, editor-in-chief of the Pravda newspaper? There is only one reason for these inventions - for Soviet people censorship hastily adjusted all the information to one version, making Nikolai Blagin a "scapegoat", who could no longer defend himself and justify himself to the public. The bitter fate of this man is to be slandered for many years...

The corpses of people, along with the wreckage of the aircraft, littered the gardens in the village of Sokol. There were sent cadets of military schools and police, part of the NKVD. The film was arrested and classified. At the funeral of the victims of the air disaster, many drew attention to the amazing indulgence shown to the deceased main culprit terrible disaster Nikolai Blagin: he was buried along with everyone else at the Novodevichy Cemetery. His family was paid a lump sum and provided with a pension. Such a "compassionate" decision could only be made "at the very top", that is, at the government level. They say that N. Khrushchev called I. Stalin and asked: what to do with Blagin's body? Stalin, after a long pause, said: "Buried together with everyone else." And hung up. After the death of the Maxim Gorky aircraft, it was decided to build an ANT-20 backup. The chief designer, Andrey Nikolaevich Tupolev, made a number of improvements to the design, and installed more powerful engines. He was tested by M.M. Gromov, and then he carried passengers on Moscow airlines - Mineral water. During the war, cargo was transported on it, until it was crashed during landing on one of the flights in December 1942 ... Old aviators still remember the handsome Maxim Gorky with regret and love. They once admired the whole country. At one time, Lev Vyatkin, a writer and a former pilot himself, visited the widow of pilot Blagin Claudia Vasilievna.

They talked for a long time, the conversation was supported by her daughter (lawyer about education) Elena Nikolaevna. “We carefully examined photographs, documents, and a personal file that had darkened from time to time,” said Lev Mikhailovich. - Here is a photograph of his father - a colonel in the tsarist army. Here is Nikolai Blagin himself, apparently, at the time when he was mastering flights on heavy aircraft "Ilya Muromets", here he is at the Khodynka airfield in general formation with Chkalov (they were friends). Here is Blagin at the combat Nieuport, tall, in a well-fitted uniform. A description of one of Blagin's nine inventions, a sound recording apparatus, has been preserved, an extract from the track record. He flew a lot and had no accidents. At the end of the album in the last photo is the body of Nikolai Blagin among the wreckage of the plane ... Klavdia Vasilievna answers my questions willingly, sometimes with a sigh. She confirmed that, having received an unusual task on the eve of the ill-fated flight - escorting "Maxim Gorky" with performing a publicity stunt in front of a movie camera, he came home tired in the evening (she even reproduced his characteristic pose of fatigue). He took off his flight gloves and clapped them angrily: “Tomorrow I’m flying again to accompany this“ bandura ”. The authorities ordered ... ”(“ He didn’t like something during the tests of Maxim Gorky, it seems, a malfunction in the engines, ”says Klavdia Vasilievna.)

Taking advantage of the absence of the chief designer A.N. Tupolev, who at that time was on a business trip to the United States, the head of TsAGI Kharlamov and the higher authorities clearly "had their eyes" on the giant aircraft, talk about which swept the country. Hence - skating, filming, interviews, propaganda in an assertive style ... “Blagin did not write any letter promising to destroy the giant aircraft by ramming it in the air,” says Klavdia Vasilievna. - The NKVD probably dealt with it thoroughly, and, apparently, without much difficulty figured out the author. Therefore, I must not have been deprived of my personal pension.”

Agitation, multi-seat passenger aircraft, serial. In the 30s - 40s, the largest land aircraft.

The design of the largest of the flying land aircraft of the 30s and 40s, which received the designation ANT-20 according to the design bureau, became a logical development of work to further increase the weight and size parameters of heavy and super-heavy aircraft, while maintaining basically the chosen layout and design of the original schemes adopted for ANT-4 and developed in ANT-6 and ANT-16. Initially, under the code name ANT-20 in 1931, the design bureau designed a four-engine passenger aircraft, which was a further development of the ANT-16 in the direction of increasing size and mass. The power plant of six M-34 engines was transferred to four geared M-35s of greater power. A preliminary design was prepared and presented to the customer, however, in the fall of 1932, work was suspended and the design bureau received an urgent task, which completely changed the fate of the original project.

The new aircraft was designed on the basis of the ANT-16 (TB-4) project, but unlike it, it had to carry a 1500 kg larger payload and be operated from relatively small airfields, its takeoff run should have been only 300-400 m (instead of 800 m for TB-4). In this regard, a new wing was designed. which had an increased area and elongation than the TB-4 wing. The power plant used eight modernized M-34FRI engines with a total power of 7200 hp. (six engines were installed in the nose of the wing, two in tandem installation above the fuselage). Special attention when creating the ANT-20, it was drawn to the design of various aircraft systems and equipment. For the first time for a heavy aircraft, the ANT-20 used rigid tubular wiring in the control system, an adjustable stabilizer with an electrical remote control system, an electric servo drive in the control system and in the power plant. The flight and navigation equipment of the aircraft ensured its operation day and night, including night landings on unprepared terrain, for the first time in domestic practice, an autopilot was included in the PNO. The centralized electrical station of the aircraft generated direct and alternating current (for the first time on a domestic aircraft, a three-phase alternating current system with a voltage of 127 V and a frequency of 50 Hz was used, which fed the target equipment of the propaganda aircraft (cinema and radio installation, printing house, searchlights, etc.).

The MG aircraft was built in June 1934. June 17, 1934 M.M. Gromov first lifted the car into the air. The pilot noted the simplicity and ease of control of the huge aircraft. The second flight took place two days later. "MG", escorted by two I-4 fighters, flew over Red Square, greeting the Chelyuskinites returning from ice captivity. M.M. Gromov and N.S. Zhurov set two world records on this plane in the same 1934, lifting a load of 10,000 kg and 15,000 kg to a height of 5,000 m. . M. Gorky, becoming its flagship, replacing the ANT-14. Until May of the following year, the aircraft was successfully operated for its main purpose as a propaganda plane. On May 18, 1935, the MG dies in a crash: the I-5 fighter (test pilot N.P. Blagin), who accompanied the MG, crashed into the wing of the aircraft.

In May 1935, the Council of People's Commissars of the USSR decided: to replace the deceased MG, to build three aircraft of the same type and size - Vladimir Lenin, Joseph Stalin, Maxim Gorky. The collection of funds that began in a short time amounted to 68,113,267 rubles and 14,242 rubles in foreign currency. This allowed the Council of People's Commissars of the USSR to supplement the list with 13 more registered cars of the same class. Urgent work began at the design bureau on the production of drawings for the series, which was laid down at plant No. 124, which was being completed in Kazan.

The production aircraft is designated ANT-20bis by the Design Bureau. The main differences between serial machines affected the power plant and the layout of the fuselage. The appearance of more powerful engines of the M-34FRNV modification made it possible to abandon the tandem installation. The fuselage was converted to accommodate 64 passengers. Responsibility for the construction program of serial ANT-20bis was assigned to B.A.Saukke. The first serial machine, designated PS-124 (passenger aircraft of plant No. 124), was brought to the airfield in the spring of 1939. On May 15, 1939, the crew of test pilot E.I. Schwartz took the plane into the air. Then the PS-124 was transferred to Moscow, where it successfully passed state tests and was handed over to Aeroflot. Under tail number The L-760 aircraft made regular flights on the Moscow-Mineralnye Vody line until December 1940. Then, until November 1941, the aircraft was in the special purpose squadron of the Moscow airport. Since November 1941, the aircraft, converted to AM-35 engines and transferred to the Uzbek department of the Civil Air Fleet, has been transporting cargo and passengers along Central Asian routes. On December 14, 1942, the plane crashed 90 km from Tashkent due to violations by the crew of the rules of flight operation.

In addition to campaigning and passenger aircraft a military version of the aircraft was being worked out in the design bureau. In November 1933, the Design Bureau and the Air Force Research Institute discussed the possibility of using the MG as a landing aircraft and bomber. As a result of the negotiations, it was decided to work out a version of the aircraft with machine-gun and cannon defensive and bomber weapons, designed to use bombs of up to 2000 kg caliber. The project was not implemented.
The laid down ANT-20bis series was stopped, work on the military versions of the ANT-20 was also suspended, the reasons for curtailing work were as follows: as a passenger car for the Civil Air Fleet, with the existing passenger traffic in the USSR, it was simply not needed, but as a heavy bomber and landing -transport aircraft for the Airborne Forces, having heavy load capacity at relatively low speeds and flight altitudes, it, like its prototype ANT-16 (TB-4), became, starting from the second half of the 30s, a relatively easy prey for air defense systems and front-line fighter aviation of potential opponents.

In the process of creating the ANT-20, ANT-20bis aircraft and their prototype experimental bomber TB-4, the most difficult problems of their time in aerodynamics, structural mechanics and structural strength of such aircraft were solved. large aircraft, the creation of modern onboard equipment and the development of their mass production.
The creation of the ANT-16 (TB-4) and ANT-20 ("MG") aircraft, which in terms of their geometric dimensions and flight weight significantly exceeded domestic and foreign heavy aircraft of that time, was an outstanding success for the entire Soviet aviation industry and, above all, for the team headed by A.N. Tupolev.

Basic data of aircraft ANT-20 (ANT-20bis):

• aircraft length, m 33.0 (34.1)

• wingspan, m 63.0 (63.0)

• aircraft height, m ​​11.25 (10.85)

• wing area, m2 486 (486)

• normal takeoff weight, kg 42000 (44000)

• maximum ground speed, km/h 260

• maximum speed at an altitude of 3500 m km / h - (275)

• practical ceiling, m 7500 (5500)

• maximum flight range, km 1000 (1000)

• number of passengers, persons - 60 (64)

• crew, people 20 (7) (with staff)

It was the largest aircraft of its time. Built in the first half of the 1930s in the USSR, it was supposed to prove to the whole world the advantages of the socialist system and the technical power of the young Soviet state. In 1935, during a demonstration flight, this 8-engine giant aircraft died after a collision with an accompanying fighter.

In honor of the anniversary of Maxim Gorky

The idea to build a giant aircraft was born in a group of writers and journalists headed by M. Koltsov. The creation of this huge machine was planned in honor of the 40th anniversary of the literary activity of the proletarian writer Maxim Gorky. The plane, which has not yet been in the world, was to lead the propaganda squadron in his name.

The government reacted to this idea with understanding, in a short time the All-Union Committee for the Construction of the Aircraft was created. The development of the aircraft project began at TsAGI, it was under the guidance of the famous designer A.N. Tupolev. All over the country there was a collection of money for the construction of a giant aircraft. In a short time, 6 million rubles were collected.

It should be noted that Tupolev already had considerable experience in creating very impressive aircraft in size; he successfully launched the TB-3 bomber into mass production. At that time, he continued to develop super-heavy giant aircraft - real flying fortresses. He created a draft design of the passenger version of the TB-4 bomber, called ANT-20.

V. M. Petlyakov, A. A. Arkhangelsky, B. M. Kondorsky (general views), V. N. Belyaev (strength calculations ), B. A. Saukke (leading engineer), E. I. Pogossky, A. A. Engibaryan (equipment), N. S. Nekrasov and others.

In April 1933, the preliminary design of the aircraft was already considered. It was envisaged that it could be used as a propaganda, passenger, transport aircraft. In the event of hostilities, he could serve as a bomber or mobile headquarters for the highest military and political power structures.

fantasy plane

In terms of its design, the aircraft differed from the TB-4 (ANT-16) only in size, it was assumed that it would be able to take off and land at small airfields, where the length of its takeoff run would be only 300-400 meters (TB-4 required 8oo m ). For this purpose, a new wing was designed for the aircraft, which had an increased area and elongation compared to the TB-4. Almost the entire surface of the aircraft was corrugated. It was equipped with eight M-34 FRN engines of 900 hp each. With. every. Wooden screws had a diameter of 4 meters. The weight of the empty aircraft was 28.5 tons, its length was 33 meters, and its maximum speed was 260 km/h. The crew consisted of 8 people, the plane could take 72 passengers on board.

At that time, it was simply a fantastic aircraft, it could be operated day and night, including night landings on unprepared terrain. This became possible thanks to the most modern flight and navigation equipment at that time. In addition, on board this giant were a variety of agitation tools: a loud-speaking radio installation "Voice from the Sky", radio transmitters, a cinema installation, a telephone exchange for 16 numbers, a photo laboratory, a printing house (it was possible to print a newspaper or leaflets right in flight), a power station, a buffet and even a library.

The construction of the Maxim Gorky aircraft was started on July 4, 1933, and on April 3, 1934, the finished aircraft was taken to the airfield. On April 24, the acceptance of the aircraft was carried out by a special commission. The first flight on the ANT-20 aircraft, lasting 35 minutes, was carried out on June 17, 1934 by test pilot M. M. Gromov. Two days later, the second flight took place over Red Square during the meeting of the Chelyuskinites. For effect, the giant aircraft was escorted by two I-5 fighters, which looked just like insects against its background.

In 1934, on the ANT-20 aircraft, M. M. Gromov and N. S. Zhurov set two world records; loads of 10 and 15 tons were lifted to a height of 5000 meters. When all the tests of the aircraft were successfully passed, it was transferred to the agitation squadron to them. Gorky. It is noteworthy that the famous pilot and writer Antoine de Saint-Exupery flew on this plane during a visit to the USSR.

Tragic accident or malicious intent?

Alas, this handsome giant aircraft, the pride of Soviet aircraft designers, lasted only a little over a year. The tragedy occurred on May 18, 1935 at the central airport of the capital during a demonstration flight. On this day, TsAGI pilot I.S. Zhurov solemnly handed over the car to the aviator of the propaganda squadron I.V. Mikheev. In honor of this event, they were allowed to ride on the famous plane of the family of builders ANT-20.

To escort Maxim Gorky, two aircraft were allocated: a two-seat R-5 under the control of pilot Rybushkin and an I-5 fighter under the control of tester N. P. Blagin. Why were they needed? The fact is that this event was a landmark and was covered by the press, for the newsreel of the Land of the Soviets, the cameraman Shchekutiev filmed the flight from the R-5. Pilot Blagin was specifically assigned the task of flying next to the ANT-20 during filming, so that the audience could see the grandiosity of Maxim Gorky against the backdrop of a baby fighter.

The giant aircraft took off and made a wide circle over the airfield. Blagin, on his fighter, was clearly trying to provide the cameraman with super-spectacular shots. He behaved quite risky and performed aerobatics very close to the ANT-20. So he threw a fighter in a short dive behind the tail of Maxim Gorky, swept under it, and then, being ahead, abruptly jerked the control handle towards himself, intending to describe a dead loop around the huge machine. Either something happened to the engine, or the engine did not have enough power, but at the top point Blagin's plane hung, and then, having lost speed, crashed directly onto the ANT-20 flying under it.

The fighter crashed into the middle engine of the Maxim Gorky and simply knocked it out with its blow. The motor fell off, it "dived" to the ground, and the fighter got stuck in the wing of the air giant. Amazingly, "Maxim Gorky" withstood this unexpected ram, perhaps Mikheev and Zhurov could even land him, but then the I-5 came off tail section, it was she who finished off the plane famous in the USSR, crashing into its controls.

"Maxim Gorky" at first slowly fell on its wing, then, seconds before the tragedy, turned over and began to fall apart right in the sky. There was a huge explosion and the plane crashed into suburban village Falcon. 46 people died in this plane crash, including two pilots of Maxim Gorky, 10 crew members and 33 passengers (including 6 children). Pilot Blagin, the culprit of the disaster, also died.

According to the publications of the Soviet press, the pilot Blagin was to blame for the crash, who arbitrarily performed aerobatics, which led to the tragedy. However, another, one might say, anti-Soviet, version of the disaster soon appeared. According to her, Blagin deliberately rammed a giant plane ... Information about this appeared on September 12, 1935 in the Polish newspaper Sword, where an anti-communist letter allegedly signed by Blagin was published. Later, this letter was reprinted by the newspaper of Russian emigrants in Paris, Vozrozhdenie.

I will not quote Blagin's letter here, because it is clearly a fake. Too cleverly, the pilot "rammed" the plane, obviously he had no malicious intent. In addition, if there were even the slightest doubt about Blagin's ideological views, he would hardly have been buried along with all the victims of the tragedy at the Novodevichy cemetery. In addition, the authorities took care of the relatives of the deceased pilot, surrounded his family with care and attention, gave the widow and daughter a new apartment, and appointed pensions for the loss of the breadwinner.

But the version that Blagin was ordered to perform risky aerobatics deserves attention. When investigating all the circumstances of the disaster, the NKVD officers found out that 1.5 hours before the disaster, the pilots participating in the flight with Maxim Gorky met with employees of the film factory of military training films V. G. Ryazhsky and A. A. Pullin . Having the sanction of the top leadership of the Air Force, they insisted on changing the entire overflight scenario, to which the pilots were forced to agree, without even notifying the flight director and their immediate superiors. Documentary filmmakers pursued the goal of obtaining very spectacular film shots of aerial aerobatic figures next to Maxim Gorky for propaganda work. What came of this is clear without words. After investigating the circumstances of this terrible and, to some extent, ridiculous plane crash, Ryazhsky and Pullin were convicted.

By the way, the death of the air “namesake” shocked Maxim Gorky, in one of his last letters he wrote: “Joys excite me to tears, but I experience grief in silence. However, the ridiculous death of the Gorky airplane made me howl like a wolf ... ”The writer died on June 18, 1936, exactly one year and one month after the disaster.

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TBVPFPK RP RTPELFYTPCHBOYA OPCHSHCHI ZYZBOFPCH ЪBOSMUS FPF CE LPMMELFYCH, LPFPTSCHK UPDBCHBM "nBLUYNB zPTSHLPZP" - LPOUFTHLFPTSCH lpupu gbzy PE ZMBCHE U b.o. fHRPMECHCHN. IPFS POI VSHCHMY ЪBOSFSH DTHZYNY OENBMPCHBTSOSHCHNY TBVPFBNY, FBLYNY LBL ULPTPUFOK VPNVBTDYTPCHEYL uv, RTYYMPUSH CHSHCHLTPYFSH CHTENS Y ABOUT RTPELF, OBCHBOOSCHK bof-20VYU YMY nz-VYU.

RP PUOPCHOPNKH OBOBYUEOYA LFY NBYYOSCH UYUYFBMYUSH RBUUBTSYTULYNY ABOUT 60 NEUF. OP CH CHPEOOPE CHTENS YI UPVYTBMYUSH NPVYMYЪPCHBFSH Y YURPMSHЪPCHBFSH LBL FTSEMSHCHE OPYUOSCHE VPNVBTDYTPCHEYLY Y CHPEOOP-FTBOURPTFOSHCHE UBNPMEFSHCH. h UPPFCHEFUFCHYY U FBLYN RPDIPDPN HUFBOPCHLB UFTEMLPCHPZP Y VPNVPCHPZP CHPPTKHTSEOIS RTEDHUNBFTYCHBMBUSH LPOUFTHLGYEK, OP UBNP POP OE NPOFYTPCHBMPUSH. b CHPF VPNVPCHSHCHK RTYGEM prv-1 Y UBNPMEFOPE RETEZPCHPTOPE HUFTPKUFCHP UPVITBMYUSH HUFBOBCHMYCHBFSH UTBYH. pF RETCHPZP "nBLUYNB zPTSHLPZP" OPCHSHCHE NBYYOSCH DPMTSOSH VSCHMY PFMYUBFSHUS OBMYYUYEN YEUFY, BOE CHPUSHNY NPFPTPCH, OP VPMSHYEK NPEOPUFY, FIRB n-34to U NEFBMMMYYUEULYNY FTE IMPRBUFOSHCHNY CHIOFBNY. dPUFBCHMSCHYHA TBOEE NOPZP IMPRPF CHETIOAA FBODENOHA NPFPHUFBOPCHLH nz OBNETECHBMYUSH MYLCHYDYTPCHBFSH. rMPEBDSh LTSCHMB OENOPZP HNEOSHYMYMY (OB 6 N²). h URYUPL PVPTKHDPCHBOYS CHIPDYMY BNETYLBOULYK BCHFPRIMPF ZHITNSCH "URETTY", UPCTENEOOSHCH ZYTPULPRYUEULIE RTYVPTSCH, TBDYPRPMKHLPNRBU, RHULPCHSHCHE FTHVSHCH DMS RBTBYAFOSCHI PUCHEFYFEMSHOSHCH And TBLEF rbt-13.

No. 124 (TBOEE "lBNBYUFTPK") H lBBOY. ch RETCHCHNY DPMTSOSCH VSHCHMY VSHFSH UPVTBOSH DCHB ZPMPCHOSCHI UBNPMEFB, BLFEN 1-S UETYS (YUEFSHTE NBYYOSCH), 2-S UETYS (RSFSH) AND 3-S (EEE RSFSH). LBCDSCHK nz-VYU U NPFPTBNY PGEOYCHBMUS CH 510 FSHCHU. THVMEK - RP FEN CHTENEOBN PYUEOSH VPMSHYE DEOSHZY. ufp UREGYBMSHOSHCHN RPUFBOPCHMEOYEN CHSHDEMYM ABOUT YI RPUFTPKLH ABOUT 1936 Z. 20.5 NYMMYPOCH THVMEK.

OP OEICBBFLB ABOUT NPMPDPN RTEDRTYSFIY LCHBMYZHYGYTPCHBOOSCHI LBDTPCH RTYCHEMB L NEDMEOOOPK RPDZPPFPCHLE L RTPY'CHPDUFCHH. l 1 DERBVTS 1935 Z. CH lBOY UDEMBMY MYYSH PLPMP RPMPCHYOSCH FTEVKHENSCHI TBVPYYI YUETFETSEK Y RTYNETOP FTEFSH FEIOPMPZYUEULYI LBTF. OH PDOPZP RTYURPUPVMEOYS OE Y'ZPFPCHYMY, OEPVIPDIINSCHE UFBOLY OE RTYVSHCHMY.

hRTBCHMEOYE hchu RTPDPMTSBMP YNEFSH UCHPY CHYDSCH ABOUT OPCHSCHA UBNPMEFSHCH-ZYZBOFSHCH. rPIPTSE, UFP FBN PUFBMYUSH UFPTPOOILY ACCOUNTING OF VPNVPCHPPCH. 31 NBTFB 1936 Z. HFCHETDIMY OPCHPE BDBOYE ABOUT CHPEOOSHK CHBTYBOF bof-20VYU. PO TBUUNBFTYCHBMUS LBL NBYOB DCHPKOPZP OBOBBYUEOYS - DBMSHOIK VPNVBTDYTPCHEIL Y CHPEOOP-FTBOURPTFOSHCHK UBNPMEF, RTYNEOSENSCHK LBL DOEN, FBL Y OPYUSHA, B FBLCE CH UMPTSOSCHI NEFEPH UMPCHYSI. pF FBLPZP CHPEOOPZP nz-VYU FTEVPCHBMY NBLUINBMSHOHA ULPTPUFSH ABOUT CHSHCHUPFE 275 LN/Y RTY NBLUINBMSHOPK ULPTPUFY H ЪENMY 250 LN/Yu. rPUBDPUOBS ULPTPUFSH ЪBDBCHBMBUSH TBCHOPK 100 LN/YU, RTBLFYUEULYK RPFPMPL - 6000 N. DCHPE, DP 1500 LN.

nPFPHUFBOPCHLB CHPEOOPZP ChBTYBOFB UPUFPSMB YY EYEUFY DCHYZBFEMEK n-34to ABOUT HOYCHETUBMSHOSHCHI NPFPTBNBI, RPCHPMSAEYI RTY OEPVIPDYNPUFY NPOFITPCHBFSH CHNEUFP OII n-34t WEEK REVIEW. CHYOFSCH - FTEIMPRBUFOSHCHE NEFBMMMYUEULIE, YNEOSENPZP YBZB, FIRB chyy-4. h PFMYUYE PF ZTBTSDBOULPK NBYYOSCH PF CHPEOOPZP nz-VYU FTEVPCHBMY OBMYYUYS UYUFENSCH BCHBTYKOPZP UMYCHB FPRMMYCHB Y CHUEI VBLPC U TBUIPDPN OE NEOEE 1000 LZ/NYO.

LYRBTs ChPEOOPZP ChBTYBOFB DPMTSEO VSCM UPUFPSFSH YЪ 12 YuEMPCHEL: PUCHPPVPTSDEOOPZP PF DTHZYI ZHOLGYK LPNBODYTB, DCHHI RYMPFCH, YFKhTNBOB-VPNVBTDYTB, FTEI VPTFNEIBOYLPCH, TB DYUFB Y YUEFSHTEI UFTEMLCH.

pVPTPOYFEMSHOPE CHPPTKhTSEOYE UBNPMEFB ULMBDSHCHBMPUSH Y RSFY 20-NN RHYEL yBAK (DCHE YYI NPOFITPCHBMYUSH CH URBTEOOPK HUFBOPCLE CH POOKH ZHAEMSTSB) Y Yuefschtei 7.62-NN RHMEN EFHR yKAC - Х LPNBODYTB, YFKhTNBOB, ABOUT ZHAEMTSE ACCOUNTS Y PYO RETEVTBUSCHCHBENSCHK U VPTFB ABOUT VPTF (VHI UFTEMSHVSHCH CH PLOP). pVEYK VPEBRBU UPUFBCHMSM 2400 UOBTSDPCH Y 6000 RBFTPOCH.

oPTNBMSHOBS VPNVPCHBS OBZTHЪLB CHPEOOPZP nz TBCHOSMBUSH 4000 LZ. vPMSHYBS YUBUFSH VPNV TBURPMBZBMBUSH CHOKHFTY ZHAEMMSTSB CH LBUUEFBI. ABOUT UBNPMEFE UPVYTBMYUSH UNPOFYTPCHBFSH YuEFSCHTE YEUFYBNLPCHSHI LBUUEFOSHCHI VPNVPDETTSBFEMS ld-3, YuEFSCHTE YuEFSCHTEIIBNLPCHSHI ld-3 Y DPRPMOYFEMSHOP DCHB YuEFSCHTEIIBNLPCHSHI ld-2 DMS RTYUFTEMPYUOSCHI Y UCHEFSEYIUS VPNV.

vPNVSH LTHROPZP LBMYVTB (PF 500 LZ) NBYOB DPMTSOB VSCHMB OEUFY UOBTHTSY ABOUT DCHHI VBMLBI dpf-2000. rTEDHUNBFTYCHBMYUSH UMEDHAEIE CHBTYBOFSHCH OBZTHЪLY: 16 VPNV RP 250 LZ; ChPUENSH RP 500 LZ; Yuefschte RP 1000 LZ; DCHE RP 2000 LZ. h RTYDBYUH L LFPNH NPTsOP VSCHMP CHSKFSH YEFSCHTE RTYUFTEMPYUOSCHI VPNVSHCH RP 50 LZ YMY PF 14 DP 25 UCHEFSEYIUS RP 4 LZ.

uVTPU PUOPCHOSCHI VPNV PUHEEUFCHMSMUS DChKhNS LMELFTPVPNVPUVTBUSCHCHBFEMSNY yuvt-2. dms RTY PFLBE LMELFTPVVPNVPUVTBUSCHCHBFEMEK CH IPD YMY DHVMYTHAEYE NEIBOYUEULIE UVTBUSCHCHBFEMY ACT (PYO DMS VPECHCHI VPNV, DTHZPK - DMS RTYUFTEMPYUOSCHI Y UCHEFSEYIUS). RTYGEMYCHBOYE RTY VPNVPNEFBOYY UPVITBMYUSH CHEUFY U RPNPESH RTYGEMPCH prv-2, u-4, ur-122 Y ur-123. OBMYYUYE DCHHI RPUMEDOYI RPLBJSCHCHBEF, UFP BDBOYE RTEDHUNBFTYCHBMP CHNEUFP VPNV FBLTS Y OEUEOYE NPTULYI NYO Y FPTRED, UVTBUSCHCHBENSCHI ABOUT RBTBYAFBI. ABOUT UBNPMEFE DPMTSOB VSCHMB VShFSH HUFBOPCHMEOB UYUFENB "yHFLB", RPCHPMSCHYBS PUKHEEUFCHMSFSH OBMRCHPE VNVPNEFBOYE CHUK ZTHHRRSCH UBNPMEFPCH RP TBDYPUYZOBMH U ZPMPPCHOPK NBYYOSCH UFTPS .

rty CHSHCHRPMOOYY FTBOURPTFOSHCHI BDBYU CHPEOOSHK nz NPZ RETECHPYFSH DP 80 YuEMPCHEL U PTHTSYEN YMY DP 8000 LZ ZTHB. RTY LFPN RTEDHUNBFTYCHBMUS UVTPU Y MADEK, Y ZTHHCH U RBTBYAFBNY. h YUMP CHBTYBOFPCH ЪBZTHЪLY CHIPDYMY VTPOYTPCHBOOSCHE NBYOSCH - MEZLYE RMBCHBAEYE FBOLY, FBOLEFLY Y VTPOEBCHFPNPVYMY. UBNPMEF NPZ CHSKFSH DCHE NBYYOSCH PDOCHTENEOOP: FBOL f-37 RMAU FBOLEFLH f-27, DCHE f-27, PYO FBOL f-37 Y VTPOEBCHFPPNVYMSH reinforced concrete, VTPOECHYLY reinforced concrete Y vby, vby RMAU f-27. CHEU ZTHIB X CHUEI FFYI CHBTYBOFPC CHBTSHYTPCHBMUS PF 5250 LZ DP 6560 LZ.

DMS RPUBDLY OPYUSHA RTEDHUNBFTYCHBMYUSH DCHE ZHBTSCH RP 1000 CHF, RPDLTSCMSHOSHCHE RYTPFEIOYUEULIE ZHBLEMSHCH Y YUEFSHCHTE UVTBUSCHCHBENSCHE ABOUT RBTBYAFBI TBLEFSHCH rbt-13. h UPUFBCH PVPTKHDPCHBOYS CHIPDYMY TBDYPUFBOGYY tbdz U TBDYHUPN DECUFCHYS 2000 LN Y tikh DMS UCHSY U DTHZYNY UBNPMEFBNY ​​CH UFTPA, RETEZPCHPTOPE HUFTPKUFCHP, UYTEOB, ROECHNPRPYUFB NETSDH YFKhTNBOPN Y TBDYUFPN. DMS USHTEMLPCH RTEDHUNBFTYCHBMYUSH LMELFTPNEIBOYUEULYE UYZOBMYBFPTSCH, HLBSCCHBAEYE OBRTCHMEOYE UPUTEDPFPYUEOYS PZOS. at YI RPNPESH LPNBODYT UBNPMEFB NPZ HRTBCHMSFSH CHPDHHYOSCHN VPEN. yNEMYUSH TBDYPRPMHLPNRBU url Y ZHPFPBRRBTBF rPFFF 1v, RPCHPMSAEYK CHEUFY RMBOPCHA Y RETURELFYCHOKHA UYENLH.

OP JBLFYUEULY CHUE FFP PUFBMPUSH ABOUT YOUETFETSBI. bof-20VYU TEBMSHOP UFTPMUS YUYUFP LBL ZTBTSDBOULBS NBYOB.

tBVPFB OBD bof-20VYU CH lBBOY CHEMBUSH CH FEUOPN UPFTKHDOYUUEUFCHE U FHRPMECHGBNY. About BCHPDE RPUFPSOOP OBIPDYMBUSH VTYZBDB LPOUFTHLFPTPCH gbzy PE ZMBCHE U v.b. UBHLLE, PRETBFICHOP TEYBCHYBS CHPOYLBCHYE CHPRTPUSCH. rBTBMMEMSHOP CH nPULCHE ABOUT BCHPDE No. 156 (VSHCHYEN bCHPDE PRSHFOSHCHI LPOUFTHLGIK gbzy) UFTPIMY NBLEF nz-VYU.

h 1937 Z. CH lBOY Y'ZPFPCHYMY GEOPHTPRMBOY Y LPOUPMY LTSCHMB, B FBLTS YUBUFY ZHAEMMSTSB ZPMCHOPK NBYOSCH. dBCE OBYUBMY UVPTLH, OP YЪ-ЪB PVIMYS UOEZB OYNPK RTCHBMYMBUSH LTSCHYB GEIB. UBNPMEF OE RPUFTDBM, LTSCHYH PFTENPOFYTPCHBMY. l FFPNH READING BLPOYUYMY OPCHSHCHK UVPTPYUOSCHK GEI. nBYYOKH TBUUFSHCHLPCHBMY Y RETEFBEIMY RP YUBUFSN FHDB. h 1938

OP CHSHCHRPMOOEOYE BDBOIS IBFSOKHMPUSH. OE ICHBFBMP NBFETYBMPCH, DEOEZ, PVPTKHDPCHBOIS, UREGIBMYUFCH. dB Y FTEVPCHBOYS L LPOUFTHLGYY Y PVPTKHDPCHBOYA UBNPMEFB bB UFPMSh DMYFEMSHOSHCHK RETYPD OEULPMSHLP TBB LPTTELFYTPCHBMY. RETCHPOBYUBMSHOP bof-20VYU TBUUYUYFSHCHCHBMY OB RTPUOPUFSH RP OPTNBN 1934 Z. OP CH 1937 Z. CHCHEMY OPCHSCHE OPTNSCH, VPMEE TSEUFLIE. LTPNE FPZP, NBLUINBMSHOSHCHK CHEU UBNPMEFB PGEOYCHBMUS UOBYUBMB CH 42000 LZ, OP HCE UFBOCHIMPUSH SUOP, YuFP HDETTSBFSH EZP OE HDBUFUS. dekufchifemshop, EZP rTYYMPUSH RTPYCHPDYFSH RPCHFPTOSHK TBUYUEF ABOUT RTPUOPUFSH PUOPCHOSHI HHMPCH Y CHCHPDYFSH OELPFPTSCHE HUYMEOYS UPEDYOEOYK.

UCHPA MERFKH CH PFUFBCHBOYE PF RMBOB CHOEUMB CHPMOB TERTEUUIK. UBHLLE PYASCHYMY "CHTBZPN OBTPDB", RPFPN FB CE UHDSHVB RPUFYZMB Y UBNPZP fKHRPMECHB, RPD DBCHMEOYEN olchd RTYOBCHYEZP UEVS LPOFTTECHPMAGYPOETPN Y CHTEDYFEMEN. UMEDPN BY OYNY CH FATSHNBI Y MBZETSI PLBBMYUSH NOPZYE TBVPFOILY LBL gbzy, FBL Y BCHYBGYPOOPK RTPNSCHYMEOOPUFY. RP ЪBCHPDBN RPYMY BTEUFSHCH, LPZDB MAVBS PYYVLB PYASCHMSMBUSH RTPYULBNY CHTEDYFEMEK Y CHTBTSEOULYI YRYPOCH.

uFTPIFEMSHUFCHP NOPZPNPFPTOPZP ZYZBOFB YMP LTBKOE NEDMEOOP. uFPVSH PVMEZYUYFSH RTEDRTYSFYA BDBYUH, LPMYUEUFCHP UFTPSEYIUS UBNPMEFPCH HTEEBMY DP RSFY, UBFEN PFLBMYUSH OE FPMShLP PF HUFBOPCHLY LBLPZP-MYVP CHPEOOPZP PVP THDPCHBOYS, OP Y PF RTYURPUPVMEOYK DMS EZP NPOFBTsB CH VKHDHEEN.

pFCHEFUFCHEOOPUFSH ЪB bof-20VYU (CHRTPYUEN, PO HTS FBLPCHSHCHN OE SCHMSMUS - RPUME BTEUFB fKhRPMECHB UBNPMEF RPMKHYUYM "OEKFTBMSHOPE" PVP-OBYOYEOYE ru-124) RTYOSM ABOUT UEVS RTYVSHCHCHYK CH lBBOSH y.zh. oECHBMSh. OP DMS OEZP ZYZBOF VSCM PVCPK, RPULPMSHLKH PUOPCHOPK RTPDHLGYEK RTEDRTYSFYS VSCHM PYASCHMEO OPCHSHCHK YuEFSHTEINPFPTOSHCHK FTSEMSHCHK VPNVBTDYTPCHEYL fv-7.

ru-124 HCE CHUEN UNYBM. rPFPPNH TEYIMMY LBL NPTsOP VSHCHUFTEE BBCHETYFSH EDYOUFCHEOOHA HCE RPYUFY ZPFPCHHA NBYYOKH Y OB LFPN U ZYZBOFPN RPLPOYUYFSH. p OBNETEOY OBCHBFSH HER "CHMBDYNYT MEOYO" HCE OE OBRPNYOBMY. y UMEDPCHBCHYI BY OYN DESFEMEK, CH YUSHA YUEUFSH UPVITBMYUSH OBCHBFSH UBNPMEFSHCH, NOPZYI HCE BRYUBMY PE "CHTBZY OBTPDB", B OELPFPTSCHI Y TBUUFTEMSMMY. CHUSLYE HRPNYOBOYS P 16 CHPDHYOSCHI ZYZBOFBI YUYUEMMY - LPNKh TSE IPYUEFUS ZPCHPTYFSH P UCHPYI RTCHBMBI. b KhTs ChPRTPU, LKhDB DEMY UPVTBOOSHCHE DEOSHZY, OCHETOSLB OR RICHEUFY OB MEUPRPCHBM.

edYOUFCHEOOSHCHN OBRPNYOBOYEN P ZTBODYP'OPK UBFE UFBM CHUEZP PDYO BCHETEOOOSCHK ru-124, LPFPTSHCHK VSCHM Ch PUOPCHOPN ZPFPH CH lBBOY L LPOGH 1938 Z., OP Yb-b RTP VMEN U RPUFHRMEOYEN TBMYUOPZP PVPTKHDPCHBOYS EZP BLPOYUYMY FPMSHLP CH BRTEME 1939 OEYCHEUFOP. RP UNEFE UPVYTBMYUSH HMPTSYFSHUS CH RSFSH U RPMPCHYOPK NYMMYPOCH THVMEK. OP TBUYUEF DEMBMUS DMS UETY Y Y RSFY NBYYO, B RPUFTPIYMY CHUEZP PDOKH. ABOUT OEE Y DPMTSOB VSCHMB MEYUSH UFPYNPUFSH PUOBUFLY, UREGYBMSHOPZP YOUFTHNEOFB, DB Y DPRPMOYFEMSHOSCHI LPOUFTHLFPTULYI TBVPF.

ob ru-124 UFPSMY YEUFSH NPFPTPCH n-34zhtoch. RP DPLHNEOFBN, YI OPNYOBMSHOBS NPEOPUFSH TBCHOSMBUSH 1050 M.U. RTY NBLUINBMSHOPC 1200 M.U. rTBCHDB, RYYHF, UFP TEBMSHOP OPNYOBMSHOBS NPEOPUFSH OE RTECCHSHBMB 1000 M.U. bTIBYUOSCHE DETECHSOOSCHE RTPREMMETSHCH "nBLUINB" OBNEOYMY ABOUT FTEIMPRBUFOSHCHE NEFBMMYUEULIE CHYOFSHCH YNEOSENPZP YBZB chyy-4 DYBNEFTPN 4.1 N, CHFKHMLY LPFPTSCHI BLTSCHMY LPLBN J. dCHYZBFEMI TBURPMBZBMYUSH CH ZPODPMBI OPCHPZP PVTBGB, ZPTBDP VPMEE PVFELBENSCHI, YUEN UFBTSHCHE. h YI LPOUFTHLGYY ULBSCHCHBMPUSH SCHOPE CHMYSOYE VPNVBTDYTPCHEYLB fv-7. CHPDSOCHE TBDYBFPTSCH CHSHCHDCHYOKHMY CHRETED, RPFPL CHPDHIB TEZHMYTPCHBMUS TSBMAY ABOUT CHIPDE. lBL Y TBOEE ABOUT "nz", RTEDHUNBFTYCHBMUS DPUFHR NEIBOYLPCH L DCHYZBFEMSN Y LTSHMB YuETE DCHETGSHCH H RETEZPTTPDLE.

fPRMYCHP ITBOIMPUSH CH 28 VBLBI CH LPOUPMSI, RP 14 U LBTsDPK UFPTPOSCH: DCHB RP 2050 M, YuEFShCHTE RP 800 M, Yuefshchte RP 900 M Y Yuefshchte RP 760 M. h PFMYUYE PF "nBLUINB zPTSHLP ZP", SING DEMYMYUSHOE ABOUT FTY ZTHRRSHCH, B ABOUT YEFSCHTE. bB UYUEF HCHEMYYUEOYS LPMYUEUFCHB BRTBCHPYUOSCHI ZPTMPCHYO BRTBCHLB DPMTSOB VSCHMB BOSFSH NEOSHY READ. nBUMPVBLY FERETSH NPOFITPCHBMYUSH OE BL LBCDSCHN NPFPTPN: H RETEDOEK LTPNLE LBTsDPZP LTSCHMB TBNEEBMPUSH RP DCHB NBUMPVBLB, RYFBCHYE FTY DCHYZBFEMS.

UCHETIEOOOP RP-YOPNH CHWZMSDEMP CHETFILEBMSHOPE PRETEOYE; POP UFBMP OYTSE YYTE, RPEBDSh EZP, FBLTSE LBL THMS OBRTBCHMEOYS, ChPtPUMB.

yBUUY UPPFCHEFUFCHPCHBMP "nBLUYNH zPTSHLPNKh"; FBL CE LBL X OEZP, ABOUT URBTEOOSHCH LPMEUOSCHE FEMETSLY UPVYTBMYUSH OBDEFSH PZTPNOSCHE LBRMECHIDOSCHE PVFELBFEMY.

UBNPMEF TBUUYUYFSHCHBMUS ABOUT RETECHPBLH 60 RBUUBTSYTPCH. fTY UBMPOB TBNEEBMYUSH CH ZHAEMTSCE. lTEUMB CH OII UFPSM TSDBNY RP YuEFShCHTE U RTPIPDPN RP GEOFTH. YOFETEUOP, UFP OB WOYNLBI UBNPMEFB CHYDOP, UFP LTEUMB CH TBOSCHI UBMPOBI - TBOPZP PVTBGB, U RPZPMCHOYLBNY Y VEI OII. h RETCHPN UBMPOE YNEMPUSH DEUSFSH NEUF, PE CHFPTPN - 16 Y CH FTEFSHEN - CHPUENSH. h UYUEF CHIPDYMY Y YEUFSH LTEUEM CH VKHZHEFE ("TEUFPTBOE"). NECDH CHFPTSCHN Y FTEFSHYN UBMPOBNY OBIPDYMYUSH TBDYPTHVLB (URTBCHB) Y ULMBD (UMECHB). rPMHYUBMPUSH, YuFP DMYOOSHK RTPIPD YDEF RP CHUEK DMYOE UBNPMEFB, YB YULMAYUEOYEN RHUFPK ICHPUFPPK YUBUFY ZHAEMSCB. NEUFBNY PO PUCHEEBMUS OE FPMSHLP LMELFTYUUEUFCHPN, OP Y YUETE PLOB CH RPFPMLE.

RTPUFTBOUFCHP H GEOFTPRMBOE, ZDE TBOSHIE ABOUT "nz" OBIPDYMYUSH RPNEEEOYS BZYFBGYPOOSCHI UMHTsV, ЪBOSMY URBMSHOSHCHE LBVYOSCH U DYCHBOBNY Y FEIOYYUEULIE LPNOBFSHCH. URBMSHOSCHI LBVYO YNEMPUSH YUEFSCTE: DCHE UMECHB Y DCHE URTBCHB. h LBTsDPK YЪ OII RTEDHUNBFTYCHBMYUSH DCHB NSZLYI DYCHBOB ABOUT FTY NEUFB LBTsDSHK. RTY DMYFEMSHOSCHI RPMEFBI DYCHBOSCH NPTsOP VSCHMP YURPMSHЪPCHBFSH LBL URBMSHOSHCHE NEUFB U UPPFCHEFUFCHHAEIN HNEOSHYOYEN LPMYUEUFCHB RBUUBTSYTPCH. LBL CH LHRE CHBZPOB, NETsDH DYCHBOBNY TBURPMBZBMUS UFPMYL, OBD OIN CHYUEMP ETTLBMP, B RP VPLBN RPUMEDOEZP - DCHB VTB. ChPF FPMSHLP RTYCHSHCHUOPE PLOP PFUHFUFCHPCHBMP, RPULPMSHLH FPTGECHBS UFEOLB SCHMSMBUSH PVYCHLPK MPOTSETPOB.

CHUE UBMPOSCH Y LBVYOSCH UOBVDYMY CHEOFYMSGYEK, OP POB VSCHMB OE RTYOHDYFEMSHOPK, B TBVPFBMB PF OBRPTB OBVEZBAEEZP RPFPLB Y NPZMB ZHOLGYPOYTPCHBFSH FPMSHLP CH RPMEFE.

h RTBCHPK YUBUFY GEOPHTPRMBOB TBNEEBMBUSH "GEOFTBMSHOBS LMELFTPUFBOHYS" (CHURPNPZBFEMSHOBS UYMPCHBS HUFBOPCHLB) Y VBZBTSOIL, B UMECHB KHUFTPIYMY ULMBD Y ZBTDETPV. fBN TSE RTEDHUNPFTEMY VYVMYPFEELCH! h LPTYDPTE, PFDEMSCHYEN LBVYOSCH PF FEIOYYUEULYI RPNEEEOYK, X UFEOLY, LBL H LPTYDPTE LHRITCHBOOPZP CHBZPOB, UDEMBMY YuEFSCHTE PFLIDOSCHI UIDEOSHS. OP CH UYUEF RBUUBTSYTULYI NEUF SING OE CHIPDYMY. h GEOFTPRMBOE OBIPDYMYUSH EEE DCHB VBZBTSOILB Y LHIOS VKHZHEFB U LMELFTPRMYFPK Y LYRSFIIMSHOYLPN.

ьMELFTPIPSKUFCHP UBNPMEFB ЪBRYFSCHCHBMY YEUFSH ZEOETBFPTPCH zu-1000, RP PDOPNKh ABOUT LBTsDPN NPFPTE. sing ZTHRRYTPCHBMYUSH RP DCHB, PVUMHTSYCHBS UCHPA ZTHRRH RPFTEVYFEMEK. DMS DCHHI ZTHRR, LTPNE FPZP, RTEDHUNBFTYCHBMYUSH BLLHNHMSFPTSCH 12b-60.

PE CHUEI RPNEEEOYSI ru-124 TBVPFBMP LMELFTYUEULPE PUCHEEEEOYE UP UCHEFIMSHOILBNY TBOBOSCHI FYRPCH. rPUBDPUOSCHE ZHBTSCH CH GEOPHTPRMBOYE VSCHMY FBL NPEOSCH, UFP YI CHEDE YNEOPCHBMY RTPTSELFPTTBNY.

eee PDOB ZHBTB UFPSMB CH UBNPN PUKH ZHAEMSCB. RPDLTSCHMSHOSHCHE RYTPFEIOYYUEULIE ZHBLEMSHCH RP PVTBGHH bof-20 UPITBOYMY, B CHPF PF RBTBYAFOSCHI TBLEF Y RHULPCHSCHI FTHV DMS OYI PFLBBMYUSH.

LYRBTs ru-124 UPUFPSM Y ChPUSHNY YUEMPCHEL. h OEZP CHIPDYMY DCHB RYMPFB, YFHTNBO, VPTFYOTSEOET, DCHB NEIBOYLB Y VPTFRTCHPDOYGB. rPUMEDOSS CH OELPFPTSCHI DPLHNEOFBI YNEOPCHBMBUSH UFABTDEUUPK. obchetope, fp h ABOUT LLURMHBFYTPCHBCHYIUS CH zchzh UBNPMEFBI DC-3 Y ru-84 FFPF YUMEO LYRBTsB YUYUMYMUS VKHZHEFYUYGEK.

rYMPFULYI NEUF VSCHMP DCHB, FBL CE LBL ABOUT "nBLUE zPTSHLPN", OP PUCHPPVPTSDEOOOSCHK LPNBODYT LPTBVMS OE RTEDHUNBFTYCHBMUS. RYMPFSCH GO OUT CH TEZKHMYTHENSCHI RP CHSHCHUPFE LTEUMBI. dBCE RPDMPLPFOILY NPTsOP VSCHMP RPDPZOBFSH RP LPNRMELGYY MEFUYLB. JUBYLY UIDEOIK RTEDHUNBFTYCHBMY HLMBDLH CH OYI RBTBYAFCH.

h RYMPFULPK LBVYOE YNEMPUSH CHUE OEEPVIPDYNPE DMS RPMEFPCH DOEN Y OPYUSHA. pVPTKHDPCHBOYE DPRPMOYMY BNETYLBOULYN TBDYPLPNRBUPN RCS-E; EZP RPCHPTPFOBS LPMSHGECHBS TBNLB TBURPMBZBMBUSH RPD OPUPCHPK YUBUFSHHA ZHAEMSCB. yFHTNBOB RPUBDYMY CH RETEDOEK YUBUFY RETCHPZP UBMPOB, OYUEN OE PFDEMYCH EZP PF RBUUBTSYTPCH.

h OBYUBME NBS 1939 Z. ru-124 UPYUMY HCE RTYZPDOSHCHN L OBYUBMH IBCHPDULYI YURSHCHFBOIK. LPE-YUFP Y PVPTKHDPCHBOYS PFUHFUFCHPCHBMP, OE VSHMP OH LTEUEM CH UBMPOBI, OH DYCHBOPC CH LHRE. oE YNEMPUSH PVFELBFEMEK ABOUT FEMETSLBI YBUUY. OP ABOUT MEFOSCHI IBTBLFETYUFYLBI CHUE LFP NPZMP ULBBFSHUS MYYSH RPMPTSYFEMSHOP BL UYUEF HNEOSHYEOIS CHEUB. DEKUFCHYFEMSHOP, CHCHEYCHBOYE DBMP CHEU RHUFPZP UBNPMEFB 31200 LZ. b ChPF FP, YuFP OE UNPOFYTPCHBMY RPDYAENOIL RETEUFBCHMSENPZP UFBVYMYYBFPTB, SCHMSMPUSH VEHUMPCHOSCHN TYULPN DMS YURSHCHFBFEMEK.

lPNBODYTPN UBNPMEFB OBOBYUYMY Y'CHEUFOPZP MEFUYLB y.y. yCHBTGB YЪ oyy zchzh, CHFPTSCHN RYMPFPN -o.y. oCHILPCB. h UPUFBCH LYRBTsB FBLTSE CHPYMY DCHB VPTFNEIBOYLB: n.zh. TSYMYO Y b.r. veURBHR. THLPCHPDYM YURSHCHFBOISNY j.ch. nBTLPCH.

15 NBS 1939 Z. ru-124 CHRECHESCHE RPDOSMUS CH CHPDHI. h IPDE BBCHPDULYI YURSHCHFBOIK RPMKHYUYMY NBLUINBMSHOHA ULPTPUFSH 235 LN/YU, BUP UOYTSEOYEN DPUFYZMY 270 LN/Yu. NEIBOYN RPCHPTPFB UFBVYMYYBFPTB H RETETSHCHE NETSDH RPMEFBNY ​​CHUE-FBLY HUFBOCHYMY. FP RPJCHPMYMP PRTPVPCHBFSH NBYYOKH U TBBOOSCHNY CHBTYBOFBNY GEOPHTCHLY. rty YFBFOPC GEOFTPCCHLE RPMOPUFSHHA UBZTHTSEOOPZP UBNPMEFB CH 29% HUFPKYUYCHPUFSH PUFBCHBMBUSH HDPCHMEFCHPTYFEMSHOPC, OP DBTSE OYOBYUYFEMSHOSHCHK EE UDCHYZ OBBD ULBSHCHCHBMUS P FTYGBFEMSHOP.

rTPVPCHBMY MEFBFSH U PFLMAYUEOYEN PDOPZP Y DCHHI DCHYZBFEMEK. pFLMAYUEOYE PDOPZP NPFPTB NBMP ABOUT UFP ​​ChMYSMP, RYMPFH FPMSHLP RTYIPDYMPUSH RETEUFBCHMSFSH FTYNNET ABOUT THME OBRTBCCHMEOYS. DCHB DCHYZBFEMS U TBOSCHI UFPTPO FPTS NPTsOP VSCHMP PFLMAYUYFSH VEPRBUOP. UBNPMEF RTPDPMTSBM YDFY RP RTSNPC. b CHPF CHSHCHLMAYUYCH DCHB NPFPTB U PDOK UFPTPOSCH, MEFUYLY OE NPZMY URTBCHYFSHUS U TBCHPTPFPN NBYYOSCH. LTPNE FPZP, CH FPK UYFKHBGYY OBVMADBMYUSH OBYUYFEMSHOSHCHE TSHCHCHLY ICHPUFCHPZP PRETEOYS.

chMEFOP-RPUBDPUOSCHE IBTBLFETYUFYLY ru-124 SCHOP OE UPPFCHEFUFCHPCHBMY OBMPTSEOOSCHN H BDBOYE ABOUT "nBLUEIN zPTSHLYK". Ъ-ЪB OECHBFLY FSZY UBNPMEF TBVEZBMUS DPMZP Y OBFHTsOP. uHNNBTOBS CHMEFOBS NPEOPUFSH YEUFY bn-34zhtoch RTECHSHCHYBMB TBUYEFOSCHE 7000 MU, RPD LPFPTSCHE RTPELFYTPCHBMY Bof-20, OP Y CHEU ChP'TPU. h TEEKHMSHFBFE NBYOE FTEVPCHBMBUSH RMPEBDLB DMYOPK OE NEOSHY LYMPNEFTB.

h GEMPN PFSCHCH YURSCHFBFEMEK VSCHM RPMPTSYFEMSHOSHCHN. ru-124 TEYYMY RPUME HUFBOPCHLY OEDPUFBAEEZP PVPTKHDPCHBOYS RETEZOBFSH H nPULCHH Y RTPCHEUFY RTPNZTBNNKh ZPUHDBTUFCHEOOOSCHI YURSHCHFBOIK. ABOUT NBYOE RPSCHIMYUSH PVFELBFEMI LPMEU Y CHUE PUFBMSHOPE.

rPUME RETEMEFB CH nPULCH CH BCHZHUFE 1939 Z. UBNPMEF VMBZPRPMHYuOP RTPYEM ZPUHDBTUFCHEOOOSCHE YURSHCHFBOIS (MEFBMY PRSFSH yChBTG Y OPCHILPC), Y 12 BCHZHUFB VSCM RTYOSF CH LURMHB FBGYA. nBYOB OEUMB VPTFCHPK LPD "m-760". YOFETEUOP, UFP RP DBOOSCHN PFUEFB P ZPUYURSHCHFBOYSI NBLUINBMSHOBS ULPTPUFSH UPUFBCHYMB 275 LN/YU, IPFS UBNPMEF MEFBM U VPMSHYYN CHUEPN, YUEN CH lBOY. CHPNPTSOP, ULBMBUSH DPCHPDLB Y TEZKHMYTPCHLB DCHYZBFEMEK. dBMSHOPUFSH RPMEFB PGEOYMY CH 1000 LN.

yEUFYNPFPTOSHCHK ZYZBOF RETEDBMY nPULPCHULPNKH HRTBCHMEOYA zchzh. at PUEOY 1939 Z. ru-124 UPCHETYBM TEZHMSTOSHCH CURRENT ABOUT MYOYY nPULCB - iBTSHLPCH - tPUFPC-OB-dPOKh - NYOETBMSHOSHCH CHPDSHCH. lPNBODYTPN LPTBVMS VShM o.y. oCHILPC, CHFPTSCHN RYMPFPN - t.u. vplboech. NBYOB LLURMHBFYTPCHBMBUSH ABOUT FTBUUE DP OBYUBMB OYNSCH UMEDHAEZP ZPDB, OP OE PYUEOSH YOFEOUYCHOP. POB UCHETYMB CHUEZP 26 TECUCH Y RETECHEMB 2100 YuEMPCHEL. at OBYUBMPN OYNSCH ru-124 RPUFBCHYMY ABOUT RTYLPM ABOUT OEDPUFTPEOOPN BTPDTPNE CHOHLPCHP RPD nPULCCHPK. oELPFPTSCHE BCHFPTSCH RYYHF, UFP UBNPMEF RETECHEMI CH YULBDTYMSHA PUPVPZP OBOBYUEOYS, OP CH URYULBI FEIOYLY LFPZP RPDTBDEMEOYS POB OE YUYUMYMBUSH.

at DERBVTS 1940 Z. RP OPSPVTSH 1941 Z. ru-124 OBIPDYMUS ABOUT UFPSOLE. rPYUENKh ZHBLFYUEULYK ZHMBZNBO "bTPZHMPFB" CHSHCHCHEMY L LLURMHBFBGYY, PUFBEFUUS OECHSCHSUOEOOOSCHN. ChPNPTSOP, EZP RPMEFSHCH OE PLKHRBMYUSH. pDOBLP CH UPCHEFULPE CHTENS OENBMP BCHYBMYOYK SCHMSMYUSH HVSHCHFPYUOSCHNY; ZPUHDBTUFCHP, UFTENSUSH YI UPITBOYFSH, RPLTSCHCHBMP HVSCHFLY. YNPK ru-124 Refinery RTPUFBYCHBFSH, OE YNES MSHCHTS, FBL TSE LBL Y "nBLUIN zPTSHLYK". OP U CHEUOSCH 1940 DC-3 Y ru-84 MEFBMY ABOUT LPMEUBI LTHZMSCHK ZPD. FEN OE NEOEE, PUFBEFUS ZHBLFPN, UFP RPYUFY ZPD PZTPNOBS NBYOBOE RTIOPUYMB OILBLPK RPMShSHCH.

h 1941 Z. DCHB CHOKHFTEOOYI NPFPTB bn-34zhtoch OBNEOYMY VPMEE UPCHTENEOOSHCHNY bn-35. OPNYOBMSHOBS NPEOPUFSH X YI TBCHOSMBUSH 1200 M.U., B NBLUINBMSHOBS - 1350 M.U. FP HCHEMYUYMP UHNNBTOHA FSZH Y HMHYUYMP MEFOSHCHE DBOOSCHE. tBTEYOOOHA RPMEKOHA OBZTHЪLH RPDOSM U 4800 LZ DP 6400 LZ, RPMEFOSHCHK CHEU - U 44000 LZ DP 45600 LZ. nBLUYNBMSHOBS ULTPUFSH RPMEFB RPDOSMBUSH DP 296 LN/YU, OP DBMSHOPUFSH OENOPSHP HNEOSHYYMBUSH - DP 960 LN. pVFELBFEMY U LPMEUOSCHI FEMETSEL UOSMY.

rPLB ru-124 RTPUFBYCHBM, OBYUBMBUSH CHEMYLBS pFEYUEUFCHEOOBS CHPKOB. vPMSHYHA YUBUFSH UPCTENEOOOPK BCHYBGIPOOPK FEIOYLY zchzh OBRTBCHYMY H PUPVSHCHE YULBDTYMSHY Y ZTHRRSHCH, RTYDBOOSCHE ZHTPOFBN Y ZHMPFBN DMS RETECHPЪPL MADEK Y ZTHHCHCH. fschmpchsche HRTBCHMEOYS UFBMY YURSHCHFSHCHBFSH OEICHBFLH UBNPMEFPCH, RPULPMSHLH Y FBN PVYAEN RETECHPBL RPUME OBYUBMB VPECHI DEKUFCHYK CHP'TPU. ChPF FPZDB Y CHURPNOYMY P ru-124.

h OPSVTE 1941 Z. OENGSHCH HCE RPDIPDYMY L nPULCHE. MEFBFSH ABOUT NEDMYFEMSHOPN Y OEKHLMATSEN ZYZBOFE CH TBKPOE, ZDE ChPCHUA YOSCHTSMY "NEUUETYNYFFSHCH", LBBMPUSH SCHOSCHN UBNPKHVYKUFCHPN. y ru-124 PFRTBCHYMY RPDBMSHYE PF ZhTPOFB, CH BY CHPYEM H UPUFBCH hVELULPZP HRTBCHMEOYS zzh Y PVPUOPCHBMUS H fBYLEOFE. nBYOKH YURPMSH'CHBMY ABOUT MYOYSI fBYLEOF - uBTDTSPH - hTZEOYU Y fBYLEOF - lHKVSHCHYECH (uBNBTB). chPYMY OE UFPMSHLP MADEK, ULPMSHLP TBMYUOSCHE ZTKHSHCH.

h hVELULPN HRTBCHMEOYY UBNPMEF RTPMEFBM YUHFSH VPMSHIE ZPDB. LURMHBFYTPCHBMUS ON FBN WPMEE YOFEOWYCHOP, YUEN TBOEE. UTEDOYK NEUSYUOSCHK OBMEF RPYUFY CHDCHPE RTECHSHCHYBM DPUFYZOHFSHCHK H nPULPCHULPN HRTBCHMEOYY. ABOUT VPTF VTBMY OBNOPZP VPMSHIE RBUUBTSYTPCH, YUEN RTEDHUNBFTYCHBMPUSH LPOUFTHLGYEK. LBL YI TBNEEBMY - OE PYUEOSH RPOSFOP, FP MY RPUFBCHYMY DPRPMOYFEMSHOSHCHE LTEUMB, FP MY RTPUFP UBTsBMY ABOUT RPM CH RTPIPDBI Y LPTYDPTBBI.

12 DElbvts 1942 Z. ru-124 RTIMEFEM Yb hTZEOYuB Ch yuBTDTSPKh, DPUFBCHYCH 85 RBUUBTSYTPCH Y 1925 LZ ZTKHB. LPNBODYTPN UBNPMEFB VSCM MEFUYL zPCHS, yuETE DCHB DOS NBYOB RTPDPMTSYMB RHFSH H fBYLEOF. about VPTFH OBIPDYMYUSH 26 RBUUBTSYTPCH Y ZTKH. OE DPMEFECH 90 LN DP fBYLEOFB, ZYZBOF CHDTHZ OBYUBM WOYTSBFSHUSS. UOYTSEOYE UOBYUBMB VSCHMP RMBCHOSCHN, OP KhZPM RPUFEREOOP OBTBUFBM. lPOYUMPUSH FEN, UFP ru-124 CHUE RBUUBTSYTSCH Y DEUSFSH YUEMPCEL LLYRBTsB RPZYVMY.

tBUUMEDPCHBOYE CHSHCHSCHYMP, YuFP Ch NPNEOF LBFBUFTPZHSHCH LPNBODYT LPTBVMS zPCHS Ch RYMPFULPK LBVYOE PFUHFUFCHPCHBM. h EZP LTEUME LET'S GO MEFUYL LPMCH, OE CHIPDYCHYK CH UPUFBCH LLYRBTSB Y MEFECHYK RBUUBTSYTPN. ZPCHS TBTEYYM ENH "RPTKHMYFSH". bB OIN DPMTSEO VSCHM RTYUNBFTYCHBFSH CHFPTPK RYMPF FTPRLPCH. UBNPMEF RPYEM CHOI RPFPNKh, YuFP lPMCH OBTEOOP YMY UMHYUBKOP CHLMAYUYM LMELFTPRTYCHPD RPDYaENB UFBVYMYYBFPTB; CHCHLMAYUBFEMSH EZP OBIPDYMUS ABOUT RPDMPLPFOIL. RETEDOSS LTPNLB UFBVYMYYBFPTB RPDOSMBUSH DP KhRPTB, OBRTBCHYCH ru-124 CH RYLYTPCHBOYE UP CHUE HCHEMYYUYCHBCHYYNUS HZMPN. chFPTPK RYMPF FP MY OE ЪBNEFYM, UFP UDEMBM lPMPCH, FP MY OE HUREM UTEBZYTPCHBFSH.

ChPF FBL RPZYV DHVMET bof-20, OBUMEDOYL "nBLUEINB zPTSHLPZP". OEN MYOYS FYIPIPDOSCHI NOPZPNPFPTOSCHI ZPZHTYTPCHBOOSCHI ZYZBOFPCH CH OBYEK UFTBOE RTEUELMBUSH.