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Special Rocket-Helicopter Complex
Spets Raketno-Vertolyotnyy Kompleks (RVK)

The rocket-and-helicopter complexes in the mid -1960s were a masterpiece of engineering and design thought, but their application would be effective only in extremely rare cases.

By the early 1960s nearly all the operational Soviet ICBM units were situated along the Trans-Siberian Railroad, over a geographical arc that roughly followed the 55th parallel (north). The explanation for these singularities was soon forthcoming. In deploying their huge ICBM's, the Russians were severely handicapped by the relative immobility of their rocket systems in the aggregate. Their rocket squadrons were sited in along the railroad because the missiles themselves, their fuel, and all the supporting equipment could be moved and serviced only by rail. That accounted for their being strung out across the Soviet hinterland an in a line more or less.

The explanation for the fewness in numbers was of a piece with this. The ICBM was too large because a serious mistake had been made in the design. When the decision was taken, probably about 1953-54, to fix on the design of the rocket and particularly the engine thrust requirements, there was in all probability a gross underestimation of the saving in warhead weight that an efficient thermonuclear solution would later make possible. In consequence, the earliest Soviet ICBMs, although they were the first ever t.o be deployed, proved much too heavy to be dispersed at will about the countryside or to be put underground in concrete silos. They were further vulnerable for the reason that the cryogenic fuels they used were extremely unstable. It was impossible, therefore, to maintain them in a permanent, more or less automatic state of readiness.

In the late 1950s the Ministry of Defense of the USSR set before the aircraft industry the task of creating a complex for the air transportation of intercontinental ballistic missiles - the basis of the offensive nuclear potential of the Soviet Union. According to the plan, special cargo (rocket, launch equipment, etc.) were to be delivered by plane to the nearest airfield to the launch site, and then by helicopter directly to the silo launcher. Since the parameters of VT-22 in many respects corresponded to the task, the development of such an aircraft was commissioned by OKB Antonov.

At the same time, the army wanted to get a full-fledged strategic military-technical cooperation capable of transporting not only ICBMs, but also all military and engineering equipment transported by rail. The national economy also needed an airplane for the delivery of bulky goods, including in the developed regions of Siberia, the Far North and the Far East, where it was impossible to transport them by other means without disassembly.

The basis for the deployment of works on the new military-technical cooperation was the Resolution of the Central Committee of the CPSU and the Council of Ministers of the USSR of 13 October -1117-465 and the order of the Chairman of the State Committee for Automatization of November 9, 1960. He headed the work on the aircraft, which received the intra-factory index "product 100", deputy chief designer A.Ya. Belolipetsk, the leading designer was appointed VI Kabayev, and the leading engineer from the GKAT - VS Rozanova.

The Ministry of Defense of the USSR set before the aircraft industry the task of creating a complex for the air transportation of ballistic missiles - the basis of the offensive nuclear potential of the Soviet Union. A missile complex ( abbr. RK Raketno Kompleks) is a set of functional and technologically interconnected missiles specific type of technical means and structures intended to maintain them in readiness for use, conduct missile launch, and perform other tasks (e.g., missiles protection against damaging factors of enemy weapons).

According to the plan, special cargo (rocket, launch equipment, etc.) were to be delivered by plane to the nearest airfield to the launch site, and then by helicopter directly to the launcher. At the same time, the army wanted to get a full-fledged strategic military-technical cooperation capable of transporting not only ICBMs, but also all military and engineering equipment transported by rail.

The history of the An-22 aircraft began in the late 1950s, when the projects of the AN-20 and AN-20A transporters were proposed, capable of solving strategic tasks, to be more precise, intended for the transport of goods and military equipment weighing up to 50 tons for a distance of 5000 km. In 1960, the project became the VT-22, which, like its predecessors, was calculated with four NK-12m turboprop engines (TMD).

The An-20 was followed by a VT-22 project with a longer cargo cabin - up to 30 meters. The VT-22 aircraft was designed to carry cargo weighing up to 40 tonnes at a range up to 3,500 km, with a maximum payload equalling that of the An-20 projects. A formal decision on the An-22’s development was taken by the Soviet government in December 1960. The chief engineer for the AN-22 was Oleg Konstantinovich Antonov.

Similar to the project, the new aircraft was to have a power plant with the NK-12MV turboprops, borrowed from the Tu-95 bomber, but with larger-diameter propellers. At that time there were no bypass turbojet engines capable of developing such thrust as was required for a heavy-weight freighter aircraft. That was a flaw in Tupolev’s technical forecasts who set course on creating a new strategic swept-wing bomber powered by turboprops, and hampered development of powerful and efficient turbojet engines in the USSR.

The An-22 aircraft was designed for shipping airborne assault (up to 150 troops and separate cargos weighing up to 15 tonnes) and landing assault (up to 295 troops) units, ballistic and cruise missiles (e.g. blocks of the UR-500 super-heavy missile), armored materiel, including T-54, and T-10M tanks (up to 50 tonnes), and other types of military equipment.

The An-22 designers assumed that the aircraft would deliver its payload to an airfield or soil strip situated as close as possible to the destination point. Final transportation of the payload to the destination should have performed the V-12 helicopters to be developed by Mil design bureau. Its airframe should have been designed to carry such cargos. But time made its corrections: the V-12 design project had been already three years behind schedule and was finally terminated. It did not abolish the Antheus project though.

In parallel, the Taganrog design bureau-49 under the leadership of G.M. Beriev propose the project of aircraft Be-16, and in the design bureau-156 the Tu-115 (Tu-114VTA), also with the NK-12m engines. All of them had a classic scheme with a straight wing and power unit of four turboprop engines NK-12M.

The only exception was the Tu-114VTA project proposed to the customer OKB-156, headed by AN Tupolev, and intended to transport up to 300 paratroopers or 40 tons of cargo for the same distance. It is not difficult to guess that the passenger liner Tu-114 with its high landing gear, swept wing was used as the basis of this aicraft. The old reception forced the domestic aircraft industry to mark one place, especially since the takeoff and landing data were significantly worse than the An-22. A more interesting proposal for the Be-16 and also for the NK-12M was developed at the Taganrog OKB-49 under the direction of GM Beriev, but this project was inferior to the future An-22. As a result, the customer preferred the An-22, which absorbed all the best that was laid in its' predecessors.

The general outlines of Item 100, a future Antheus, were drawn up by the end of the 1950s in the design bureau headed by O.K. Antonov, and designated as the An-20 and An-20A transport projects. Powered by four NK-12M turboprops, they were to ship cargos and military hardware weighing up to 50 tonnes at a range up to 5,000 km.

The requirement for a heavy-lift freighter aircraft capable of carrying cargos as big as a railroad car was then put forth, not only by the military. Rapid development of the Soviet Transpolar, Siberian and Far Eastern regions, where settlements were dispersed at distances often exceeding hundreds of miles, demanded that a transportation system adapted to these complicated conditions should be created.

Similar to the An-22, in the 1960s in the bureau GM Aircraft Company designed a draft transport aircraft Be-16 with four NK-12M turboprop takeoff power of 15,000 hp Plane could lift up to 60 tons of cargo, take-off weight is 173 tons. Cruising speed - 650 km / h. Range - 5500 km. This project was never realized.

In the 1960s the bureau NE. Ilyushin looked at the development of IL-60 transport aircraft with four turboprop engines rated at 8500 hp. With a take-off weight 124.2 tons, is designed to carry 40 tons of cargo at a distance of 3600 km or 10 tonnes at a distance of 8700 km in the cargo cabin with dimensions of 4 x 4 x 30 meters. This project was not implemented in the preference was given to the AN-22.

In the 1960s in the bureau VM Myasishcheva drafted transport aircraft M-26 with four jet engines RD-7 with a thrust of 12,000 pounds. Plane could lift 40 tons of cargo, take-off weight is 145 tons. Cruising speed - 700 km / h. Range - 3500 km. Aircraft length - 46 m, wingspan - 54 m and -14 m altitude aircraft. This project also had not been realized.

https://raigap.livejournal.com/530769.html M-26 / M-27 transport-landing aircraft (USSR, 1951-1953) Mar. 28th, 2017 at 3:18 PM In the years 1951-1952. On the instructions of the Air Force in OKB-23, work was carried out on the preliminary design of a transport-landing plane with two TVD-TV-2F. The theme received the designation "26" (first). The aircraft was designed in accordance with the requirements of the Air Force, taking into account the draft requirements of GVF in two versions of the transport and landing and passenger. In developing the variant for the Air Force, a fundamentally new layout of the aircraft with a larger cargo cabin and a special loading and unloading ramp was proposed. The dimensions of the cargo cabin were determined after consideration and analysis of the entire range of military equipment and cargoes of airborne troops intended for transport. At the same time, the mass of the cargo being transported was estimated at 5-8 tons. To drop the cargo and equipment in the air, specialists of the design bureau proposed a method of dumping through the opening ramp in the field.... The testing of the discharge method was to be carried out at a specially equipped flying laboratory. To improve the patency on the ground when landing on unprepared platforms in addition to the usual tricycle landing gear, a special multi-wheeled trolley was developed (copied from the German Arado Ar-232 and Ar-432). To protect the aircraft during the performance of combat operations, the upper and stern rifle and cannon installations were mounted on it. The passenger version of the aircraft was also worked out, in which instead of a cargo cabin a salon for 40-50 passenger seats was envisaged, the possibility was considered from the building for a hermachine airplane. As a result of preliminary calculations, the overall dimension of the aircraft, its mass, and the layouts in the transport-landing and passenger versions were determined. A major contribution to the development of the aircraft was made by GD Dermichev, Yu. P. Bobrovnikov, DF Orochko, and NG Kolpakov. Results of design work on the aircraft "26" in January 1952 were presented in the form of a preliminary design. The aircraft of this purpose was also developed in OKB 0. K. Antonova. ????????-???????????? ??-5/8had the same layout and similar flight-technical and mass characteristics. During 1952, the tactical and technical requirements were subjected to significant modifications and additions, as a result of which the project of the "26" aircraft had already ceased to satisfy these TTTs. In 1953, the OKB carried out additional studies on the specified requirements and came to the conclusion that it would be advisable to develop a transport-airborne aircraft with turbojet engines. 2 BRIEF TECHNICAL DESCRIPTION The transport and landing plane "26" is intended for transportation of troops with light combat equipment and armament, as well as landing and parachute landing of personnel with weapons and various cargoes. The aircraft is an all-metal monoplane with a straight high wing and a retractable three-legged landing gear of the normal scheme. The wing of the aircraft is free-carrying, of great elongation, of trapezoid shape in plan with all-metal sheathing. The fuselage is a large-diameter semi-monocoque type. In the forward part of the fuselage, there is a crew cabin, in which two pilots, a navigator and a rifleman of the upper rifle installation are placed (possibly also a flight mechanic). In the lower part of the cockpit there is an observation radar. In the middle part there is a cargo compartment with loading and unloading ramp. In the rear part of the fuselage there is a cockpit arrow-radio operator and a stern rifle installation. Plumage of a normal scheme with metal plating. The power plant consists of two turboprop engines TV-2F with a capacity of 6250 hp. each with a five-blade propellers of variable pitch. The chassis of the aircraft is three-bearing with a bow support. Front and main supports have two wheels with a wide protector. In addition, in the lower part of the fuselage, a multi-wheeled trolley can be mounted. Armament of the aircraft includes upper and stern rifle and cannon installations. Front and main supports have two wheels with a wide protector. In addition, in the lower part of the fuselage, a multi-wheeled trolley can be mounted. Armament of the aircraft includes upper and stern rifle and cannon installations. Front and main supports have two wheels with a wide protector. In addition, in the lower part of the fuselage, a multi-wheeled trolley can be mounted. Armament of the aircraft includes upper and stern rifle and cannon installations. The aircraft's equipment consists of the necessary set of flight-navigation and radio-communication equipment. After completing work on the topic "26" OKB-23 initiated the design of an aircraft of similar design with turbojet engines. The need for such an airplane as the Air Force and GVF was not in doubt. Plane engines with piston engines in the early 50's were considered obsolete, so the rate was placed on power plants with a turbojet or turbojet engine, and the latter had a number of advantages. Airplanes with jet engines, despite the high specific fuel consumption, proved to be more economical, as the increase in cruise speed allowed to increase freight turnover and reduce the cost of a ton-kilometer (more than twice as compared to a Li-2 aircraft). Comparison of the aircraft with the theater of operations and the turbojet engine, that at flight distances of 1000-2500 km the difference in economy is insignificant, and only at long distances the aircraft with the turbojet engine will be less economical. However, the cruising speed of an airplane with a turbojet engine could be increased, thus increasing the freight turnover and lowering the cost of a ton-kilometer, while the cruising speed of an airplane with a theater is limited, due to a number of problems with the use of screws at high speeds and altitudes. Power plant with turbojet engine was the most simple in operation and this favorably differed from the installation with the theater of operations. Another reason for choosing a turbojet engine was the fact that at the time described jet engines were already widely used in aviation and were mastered by technical staff, whereas the theater was only experienced and was not available for mass exploitation. The theme received the designation "27". 3 Specialists of the Design Bureau in a short period of time carried out research and preliminary design work aimed at identifying the shape and overall dimension of the aircraft, weight and aerodynamic calculations, calculation for strength, developed the layout of the two applications. Just as in the development of the "26" aircraft, the dimensions of the cargo cabin were determined on the basis of the analysis of the military equipment of the Airborne Forces intended for transport. Similar work was carried out according to the passenger variant. Project works on the aircraft "27" were carried out in the volume of the preliminary draft design and in August 1953 transferred to the MAP. Aircraft of similar designation were also developed in the design bureau of AN Tupolev (Tu-115) and OKB OK Antonov. As a result, the assignment for the development of a transport-airborne aircraft, later received the designation An-8, was issued by Antonov Design Bureau, and work on the aircraft "27" was stopped. This was, apparently, connected with a busy schedule for the execution of the program of a high-speed long-range bomber. BRIEF TECHNICAL DESCRIPTION The project provides for two versions of the aircraft: the transport and landing and passenger. The airborne variant of the aircraft is designed for parachute and landing landing of troops, military equipment and cargo, as well as the evacuation of the wounded and can be operated from ground airfields. The aircraft is an all-metal low-wing submarine with a swept wing and a retractable tricycle landing gear with a bow support. The fuselage of the aircraft is of the semi-monocoque type, of round cross section. In the forward part of the fuselage there is a sealed cabin of the crew, in which two pilots, a navigator and a flight mechanic are located. In the lower part of the cabin there is an observation radar. In the middle part there is an airtight cargo cabin, at the end of which there is a loading and unloading ramp. The cargo cabin is equipped with ventilation, heating and a device for the removal of cotton gases when warming the engines of a self-propelled cart. In the rear part of the fuselage there is a sealed cab arrow-radio operator and a stern rifle and cannon installation. The wing of the aircraft is sagittal, dual-spruce, equipped with retractable flaps and ailerons. The wing socks have thermal anti-icing devices. Plumage is swept, normal pattern. The stabilizer and keel socks have a warm anti-icing device. Chassis of a three-bearing scheme. To ensure operation from ground airfields, the main supports are equipped with eight-wheeled trucks with low-pressure pneumatics (4-5 kg ??/ cm2) of a special profile with a specific ground pressure of about 2.5 kg / sq. Cm (as for Li-2). Front support - controlled. Power point. The aircraft is equipped with different types of engines: 2 AL-7, 4 AM-11F, 2 AM-3-200 or AM-13. When installing any engines, only removable parts change: frame, hoods, attachment points, etc. Fuel is located in the wing in the tested tanks. Their capacity provides a range of flight up to 4500 km. With an increase in the range up to 6500 km, additional tanks are installed. 2 AM-3-200 or AM-13. When installing any engines, only removable parts change: frame, hoods, attachment points, etc. Fuel is located in the wing in the tested tanks. Their capacity provides a range of flight up to 4500 km. With an increase in the range up to 6500 km, additional tanks are installed. 2 AM-3-200 or AM-13. When installing any engines, only removable parts change: frame, hoods, attachment points, etc. Fuel is located in the wing in the tested tanks. Their capacity provides a range of flight up to 4500 km. With an increase in the range up to 6500 km, additional tanks are installed. Armament consists of a stern rifle installation with two 23 mm cannons. The reservation is made of steel plates protecting the crew from the fire of 20 mm cannon and flashes of anti-aircraft shells from behind and below. The equipment includes a complete set of flight-navigation instruments, control of the operation of engines and other aircraft systems, which provides flights day and night in difficult weather conditions. There is equipment for long-range navigation, warning of obstacles, withdrawal of the aircraft to the landing area and identification system. The cargo cabin and engines are equipped with fire fighting equipment. High-altitude equipment. The cargo cabin and crew cabin are sealed. Flight safety at an altitude of 10 000-12 000 m is ensured by maintaining pressure in the cabin, corresponding to an altitude of 2500-3000 m, as well as using two independent systems of pressurization from engines. Loading options. 1. The aircraft provides transportation in the cargo cabin of the following equipment: mortars caliber 82 mm, 120 mm, 160 mm; guns caliber 45 mm, 57 mm, 76 mm, 85 mm; howitzer caliber 122 mm; motor vehicles: GAZ-67B, -69, -63 (with convertible top of the cabin), ATP-1 auto-tractors, M-72 motorcycles; ACS; ACS-57 and ACS-76; tractors, bulldozers, snowplows; aerodromostroitelnoy equipment: scrapers, planning machines, rollers. Fastening of cargoes is made by means of adjustable cables to special rings in a floor of a cargo cabin. Loading and unloading of equipment is carried out through a ramp in the tail part of the fuselage along special ramps. 2.The airplane provides parachute dropping by the method of detachment of all transported objects of combat and engineering equipment except for: ACS-76,160 mm mortar, 122 mm howitzer, GAZ-BZ, ATP-1 and heavy engineering equipment. Dropping of cargoes is made through the ramp opening in flight. Loads on platforms with energy-intensive shock absorbers are installed on special roller tables fixed in the floor of the cabin. The platform is dislodged by means of an exhaust chute. Loading of platforms with cargoes is made by means of special carts. 3. Parachute dropping of cargo in a special parachute-parachute packagings is also carried out by the method of disruption. 4.The aircraft provides transportation in the landing version of up to 64 soldiers with weapons, parachute version - 40 paratroopers. The paratroopers are placed on special removable seats, the paratroopers are ejected through the ramp that opens in flight. 5. The aircraft provides transportation on unified army stretchers to 35 wounded with two accompanying persons. Passenger version of the aircraft is designed for the transportation of passengers, baggage, mail and cargo on the main trunk lines within the country and on international air lines. The cargo cabin of the landing plane is converted into a passenger cabin, while arms, armor and special purpose equipment are dismantled. There are several options for accommodating passengers: a tourist for 55 people. normal for 44 people. sleeping for 25 people. special purpose for 6 people. The air-conditioning system provides in-flight crew and passengers with normal amenities and comfort. The passenger cabin is equipped with soft armchairs with tables, has heat and sound insulation, there are two toilets, a cupboard, a wardrobe. The luggage compartments are located at the beginning and end of the cabin. There are two doors to enter the salon. High-altitude equipment of the passenger version of the aircraft corresponds to the transport-landing version. A. A. Brook, K. G. Udalov, S. G. Smirnov. Illustrated encyclopedia of aircraft EMZ them. VM Myasishchev. Moscow, Aviko Press, 2003.