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A-7 Autogyro

The design of a two-seater gyroplane for the M-22 engine, designed to serve as a reconnaissance and artillery spotter, was started by N.I. Kamov after moving to TsAGI in the second half of 1931. The complexity of the task assigned to the designer led to a significant time frame for the creation of the apparatus. Even the name A-7 was not immediately determined - it is known that when it was included in the experimental development plan at the end of 1933, the gyroplane appeared for some time as an R-1 reconnaissance aircraft.

For two years, Kamov worked on three options that differ in layout, chassis design and load. The final version, which began construction in 1933, was a winged-type two-seater gyro, with an M-22 air-cooled engine with a capacity of 480 hp and with pulling propeller. A-7 truss fuselage, duralumin, riveted skin; in the crew area, the side panels are removable for ease of maintenance. The tail end ended with an elongated keel, equipped with a steering wheel. The horizontal tail had a special profiled slit that increases the effectiveness of elevators and helps to reduce the take-off run. Dual control, rear control knob and pedals are removable. The main supply of gasoline in the fuselage fuel tank with a capacity of 400 liters. In addition, in case of damage in the combat conditions of the main tank, there was an additional tank with a capacity of 35 liters, which ensures continued flight for 25-30 minutes.

The A-7 autogyro was originally intended for military use, so it was designed with one PV-1 synchronized machine gun and a pair of DA machine guns on the TUR-6 turret at the second crew member. Stock ammunition in 12 stores located in a special tray in the rear cockpit.

TsAGI completed the production of the first prototype A-7 in the helical apparatus workshop (CVA) of the Experimental Structures Plant (ZOK) in April 1934. On May 3, the gyroplane was transported to the Central Airport in Moscow, where preparations for testing began. Step by step, the crew checked the operability of all systems and the mechanical rotation of the rotor. On May 17, the first taxiing and a small flight into the air took place. Upon subsequent inspection, deformation of the trailing edge of all rotor blades was detected. The blades were riveted and reinforced with additional duralumin plates. On May 22, the pilot Korzychinsky completed a new flight, after which a noticeable deformation of the center section and struts was discovered. This time the gyroplane was returned to the factory for alterations and repairs.

The tests took place with a gradual increase in success, this made it possible to demonstrate with sufficient confidence the gyroplane at an aviation festival in honor of Aviation Day on August 18, 1935. A pilot K.K. Popov flew, first flew on the A-7 on June 7th. The gyroplane during the tests by that time had completed 55 flights and flew for 26 hours.

In connection with the beginning of the Soviet - Finnish War, in December 1939, both prototypes decided to send to the place of hostilities. To do this, in accordance with the order of the Head of the Air Force Directorate, Commander of the 2nd rank A. D. Loktionov, on December 19, 1939, they formed an experimental group of gyroplanes for “conducting tests on their use in artillery in the army”. Meetings with enemy fighter aircraft and combat damage during their stay at the front were not noted. During operation, small failures were noted that could be eliminated in the field. In general, operation in combat conditions was recognized as satisfactory, however, there were no special advantages over aircraft. In April 1940, both gyros returned to Moscow.

With the outbreak of war in June 1941, the Air Force Research Institute organized new courses for training flight crews in flight and the operation of the A-7. Courses were based at the Ukhtomsky aerodrome near Moscow, commanded here, like a year ago, by pilot A. A. Ivanovsky, replaced by I. G. Karpun. In total, 18–20 people were trained — pilots, flight mechanics, and minders. A short time later, on July 5, 1941, a directive was issued by the General Staff of the Red Army on the formation and sending to the front of a combat gyro group of five vehicles. However, almost two months passed before this formation became a full-fledged combat unit.

Only on the night of September 1, two A-7s under the control of pilots Shubich and Nikolaev performed a combat mission to scatter leaflets over German positions. Then Shubich made a second flight, and Kutsevalov, Trofimov and Kondrashkin made one flight. It should be noted that these first sorties were a risky event due to the lack of instrumentation equipment for night flights on the A-7.

On September 17, the chief designer Kamov arrived at the airfield, who visited the gunners, where he received the most favorable reviews about the gyroplanes used. Almost all flights were regarded by the artillery regiment as successful. A gyroplane slowly moving along the front line at an altitude of 300 m was an exceptionally successful observation point. At the same time, the low flight speed allowed the German anti-aircraft artillery to shoot quickly.

On September 24, two A-7s arrived at the front-line airfield, which underwent restoration repairs at factory No. 290. Thus, the total number of combat-ready vehicles was again brought to three units. However, very soon the presence of the 1st autogyro squadron at the front line ended due to the general deterioration of the situation at the front. The enemy increased pressure on the Soviet troops, sending additional forces under Yelnya. In early October, the gyro squadron had to relocate. The Red Army was retreating.

This ended the episode of using military gyroplanes in war. Summing up the results of the first experience of use, the 1st make on the A-7 took part in the hostilities from August 30 to October 5, 1941. Flights were conducted from the airfields of Strizhanovo, Vyshny Volochek, Dorokhovo, Podobkhai (main). Interaction was carried out with the 573rd artillery regiment, the 235th fighter aviation regiment. The autogyros were covered by fighters of the 163rd IAP 47th Garden. For the entire indicated period, gyroplanes carried out 19 sorties, while not one of them was destroyed by the enemy, not a single crew member was killed. The Main Artillery Directorate (GAU), evaluating the results of the combat activity, called the A-7 obsolete.

Colonel General Voronov wrote to Deputy People's Commissar for the Aviation Industry Yakovlev. In his letter, Voronov accused the chief designer Kamov of producing poor-quality equipment and demanded that he be brought to trial. The attached certificate indicated that the A-7 gyroplane had been driven for eight years, but had not yet reached the level of the planned characteristics. It was further argued that during the time spent at the front, the squadron of gyroplanes did not carry out any sortie. It was obvious that the specified message of the Deputy People’s Commissar of Defense Voronov was not devoid of inaccuracies and even denied objective facts. In these circumstances, Yakovlev stood up for Kamov, motivating all the failures with the complexity and novelty of the case. In a letter to Voronov and the prosecutor’s office, Yakovlev assessed the charge as unfounded, which saved Kamov from major troubles. However, work on gyroplanes from this moment in the Soviet Union was finally stopped.