Abbreviations that everyone can understand... Training of parachute rescue teams

That is, it happens that people who are far from aviation, but are interested in it, do not always understand what certain letter abbreviations mean in aviation or related aviation texts.

Perhaps, it is for such people that this, essentially a trial article, is primarily for such people, although not only...

You really can’t do without abbreviations (abbreviations). They help to significantly reduce the physical volume of documentation without detracting from its semantic meaning. In addition, many of aviation abbreviations have long and firmly entered into the colloquial slang of aviators, so that without them it somehow even becomes uncomfortable :-).

This, by the way, (in my opinion!) contains one of their important features. Like any specific terms of a professional language (or just words from it), they maintain a certain, special climate in communication, for many, moreover, bringing back pleasant memories of a past interesting life. For me, this is exactly the case, and this is also what I proceeded from when compiling today’s list, which is quite short for now. That is, it’s not just a matter of wanting to expand your horizons.

For example, even everyone knows aviation abbreviation“Runway” in some way in itself implies a powerful jet aircraft, rapidly running along a wide concrete ribbon and ready to soar into the heights... Likewise, many other terms used in established abbreviations evoke well-known images that form the idea of ​​the entire aviation complex...

However, it should be noted that what is written today is unlikely to become reference material for professionals. Subject aviation abbreviation is actually very wide and at the same time, unfortunately, quite dry. It is not my goal at all to cover it completely. This is as impossible as it is, I think, unnecessary for the site. And in order not to completely miss the pleasant, I will try, at least a little, where I can, to soften the tedious listing with comments, bearing in mind the “educational and reminiscent” nature of today’s article.

Many of the above aviation abbreviations were used back in Soviet times. It's likely that some (if not many) of them are out of date. But they will definitely be mentioned due to their intensive and deserved use in the past. Many continue to be used to this day.

All of them are in Russian and will primarily concern military aviation (as it is closer to me), although the civilian sphere will also be affected, especially since they are quite close.

If the start is successful (in my opinion), it will be possible to continue the list and then, apparently, we will have to turn to aviation abbreviations in English (including), although it will be much more difficult to “ennoble” them :-).

When I talk about a good start, I certainly mean one more thing. Of course, I myself don’t know all existing and existing aviation abbreviations without exception, new rules for their use, and I probably won’t be able to find everything, and I may simply forget something.

Therefore, in the article additions accepted and (if necessary) amendments. All of them, after some checking, will be added with the note “from the reader” and, possibly, comments. This will make the general list more complete and interesting, and systematize it more correctly.

So the article is open for additions. Now let's start listing...

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Airfields, airfield facilities, equipment, units.

A/d – airfield. Everything is clear here. This is a specific area of ​​land (or water surface if seaplanes are used) that provides the ability to accommodate, maintain, take off, land and taxi aircraft. This implies the availability of the necessary equipment and air (or water) space.

A/p – airport. The concept is broader than an airfield, it can even be a large air hub. An airport usually includes a larger number of structures (various terminals, passenger and cargo) and performs more functions (for example, air traffic control - ATC). An airfield is usually part of an airport.

Runway – everything is clear here and I don’t even write a definition on purpose. Runway strip. It can be of various sizes, both in length and width, both unpaved (GVPP), and with various artificial surfaces (RWPP), most often concrete.

RD – taxiway. It is along it that the plane taxis (or taxis) to the runway for takeoff or from it to a parking lot for various purposes. Taxiways are also laid into the areas of the airfield where aircraft are parked when they are dispersed throughout the airfield, various technical structures and hangars and connect them to each other.

RP - the so-called taxi strip. More typical for civil airfields and is part of the apron. The area between aircraft stands (rows of stands) through which aircraft move. It is usually limited to markings on the concrete surface and lighting equipment.

MRD – main taxiway. It is laid parallel to the runway and is the shortest distance from one end of the runway to the other. It was along the MRD of the Bidri airfield that the Tu-154 took off in the film “Crew”, escaping from the mudflow. Theoretically, this is possible. It’s like for almost anyone :-)…

CZT (TsZ) - Centralized refueling (refueling) with fuel. The abbreviation is most often used for military airfields, and at the same time its semantic meaning has changed somewhat.

The aircraft can be refueled both from a mobile tanker (TZ) and from stationary centralized filling system. Such a system is a rather complex network of underground fuel communications (with units) laid from the fuel and lubricants warehouse to the aircraft parking lot, where refueling takes place.

In the parking lot, for this purpose, either special hatches in the concrete surface (civil airports) or so-called petrol pumps(military airfields) installed on concrete.

Direct refueling means are usually hidden in the hatch or dispenser - a hose with a special device for connecting to the refueling neck of the aircraft (sometimes this device is called a “suction cup”, although in fact it does not stick to anything) and a hose with a refueling nozzle for aircraft with simplified fuel systems, as well as a displacement meter, filters, etc.

Su-24M aircraft at the CZT. Aircraft 02 is preparing to take off again, Aircraft 03 is in the process of taxiing to the runway.

Not all airfields have centralized refueling systems; moreover, they can be used in parallel with automobile fueling systems and may not even be used at all, despite their availability. The reasons for this are various, and all of them are more relevant for civil airfields.

At military airfields, available serviceable ETC systems are always used, as they are an important link in the implementation of planned training flights of aviation units. It is in this process that the above-mentioned change in the semantic meaning of CZT occurs.

Centralized refueling of the Su-24M at the central fuel station. 1 - attached “suction cup”, 2 - filling control unit. The technical staff performs other work in parallel.

Military aircraft (strategists not always) are usually dispersed throughout the airfield areas. To carry out scheduled flights, they are towed to a special place, where they are lined up, each in its own parking place for the duration of the flight. If the airfield has a centralized refueling system, then each location is equipped with a refueling dispenser. Often there is also a centralized ground power supply system for aircraft.

Thus, with the help of these systems, aircraft maintenance is carried out, which is quite convenient for organized and coordinated flights. And the aviation abbreviation CZT (TsZ) itself is no longer applied to the refueling system, but to the entire aircraft parking area during flights. This is what they say: “The plane is at the CZT”. That is, this is the place where planes stand “in a line” during flights, while the central locking system itself may not exist.

ZHBU (or ZU) - protective shelters or reinforced concrete shelter, also called arched because of its design. This is the military sphere, of course. Special shelters for aircraft that, to some extent, protect them from the damaging factors of an explosion of a certain type of ammunition.

Taxiing a Su24M from a reinforced concrete unit (possibly imitation).

Su-24M in ZHBU.

They were built in Soviet times for fighter, fighter-bomber and bomber (front-line) aircraft. Many are still used one way or another. They were made of concrete semi-arches with earthen backfill and sliding entrance doors.

A taxiway is suitable for each concrete block for the possibility of starting the engines and taxiing the aircraft directly from the parking lot, from the concrete block. The shelters were equipped with power supply, and some (especially advanced ones in the PribVO) were even equipped with a central heating system.

KDP - command and control point. Stationary room with good visibility. It houses air traffic controllers or a flight control group - GRP (more for the military sphere) that carries out centralized control of flights in their area of ​​​​responsibility. In civil aviation, the control center is often called "tower", because it is usually located in a tall glassed building with good visibility.

"Tower" at the airport in Deauville (France).

A typical control center of an old military airfield.

Approximate composition of the PIU: RP – flight director. PRP - assistant flight director. RBZ is the head of the near zone. RDZ - head of the far zone. RZP - head of the landing zone.

KP - command post. The control room and control center may be located in the same building, but perform different tasks. The control center is intended for flight control. The command post solves the problems of combat control and guidance, this is especially clearly visible in the structure of air defense regiments. At the command post, as a rule, there are BP (combat posts) of the OD (operational duty officer) and OBUiN (combat control and guidance officer), duty weather forecaster and (or) weather observer. The command posts are equipped with vertical tablets for displaying the air situation (VPOVO) on which tablet operators operate and a complex of combat control systems (KSBU). The command posts of divisions and higher also include an additional RIC - an intelligence and information center that solves the problems of monitoring the use of airspace, and a TsUA - an aviation control center that solves the problems of ensuring flights and flights in the area of ​​​​responsibility of the formation (association).

In military aviation (helicopter, fighter, attack), at unpaved and auxiliary airfields, as well as at light aircraft airfields, the term SKP is also used - launch command post, also used to control flights.

The SKP is located, as a rule, in the area of ​​the predominant executive launch (landing zone) at a lateral distance from the runway axis - 120-180m and from the runway end - 200-450m. An on-duty parking lot (DZ) can be equipped next to the SKP.

They refer to both stationary premises (small stationary houses closer to the ends of the runway) and mobile ones, which are specially equipped on a car chassis (ZIL-164, for example – SKP-9/11). Mobile UPCs, like stationary ones, have all the necessary equipment for autonomous operation and flight control and places for members of the PIU.

Stationary SKP (Chkalovsky airfield).

Mobile SKP (SKP-9).

Some airfields also had ZSKP (or ZKP) - protected control towers in case of hostilities.

KPI - engineer's command post. A control center and organization of aircraft maintenance during scheduled and unscheduled flights. It is usually located in a stationary building in the area (opposite) of the CZT, as a parking area for aircraft during flights. Equipped with the necessary means of communication with the ITS (engineering and technical staff) and the flight director (RP).

At the engineer's control point during flights. The CZT is visible through the glass.

TECH (ap) – technical and operational unit (aviation regiment). A kind of separate mini-enterprise in the regiment. Here, work is carried out on aviation equipment that is difficult or impossible to perform in the parking lot of aviation squadrons. Typically this involves extensive work on periodic maintenance of equipment, replacement of engines and components, repair work, etc.

The TECh has a special hangar with closing gates (in different shelves of different designs) to accommodate aircraft on which work is being carried out, a hangar parking lot and a platform for testing engines. All these structures are connected by transport roads (analogues of taxiways) for the passage of cars and towing aircraft.

Hangar TECH. AB Khotilovo.

In the TECH hangar. Khotilovo airfield.

TECH specialists are divided into specialized groups that perform routine maintenance and repair work, each in its own area. Usually this is: group RS– aircraft regulations (airframe and its systems), group RD – engine regulations (diagnostics, repair and replacement of engines; previously called the DRAAD group – diagnostics, repair and analysis of aircraft engines), group AO – aviation equipment, group REO – radio-electronic equipment, group AB - aviation weapons, SAPS group - means of emergency escape from the aircraft, SMG group - plumbing and mechanical group.

Plus, in specialized units (for example, reconnaissance regiments) there may be specialized groups (for example, FO - photographic equipment, RED - electronic reconnaissance).

PPPR is a position for preliminary preparation of missiles, the domain of aviation weapons specialists. Here, work on missile weapons is carried out as required by regulations.

APL is an aviation field laboratory. A place to carry out work on special radio-electronic equipment (usually related to weapons). This does not happen in all aviation regiments.

PP - there is also such a thing as landing pad. This definition is lower in rank than an airfield and is a site (land, water, ice) prepared for takeoff and landing of aircraft (AC), and more specifically helicopters (VP ​​- helipad) and airplanes (usually having a take-off weight of up to 10 tons).

PP are used on international airlines (local air lines) or when carrying out special work. Such PP are subject to certain requirements in accordance with FAP-69 (Federal Aviation Rules, Requirements for landing sites located on a plot of land or water area).

Aviation abbreviations relating to ground navigation equipment in the airfield area.

OSB – landing system equipment. Landing is perhaps the most critical stage of the flight, therefore, in one set or another, such a system is present at many airfields, with the exception of those that require an exclusively visual approach.

Usually includes radio navigation and lighting equipment. A typical OSP scheme with radio beacons was used at all Soviet airfields, both military and civilian.

RSBN – short-range radio navigation system. Provides continuous measurement of the range and azimuth of the aircraft's location relative to ground-based radio beacons and indication of this data on board. To work, it requires the presence of not only ground-based equipment components, but also onboard ones.

An analogue of RSBN abroad is the VOR/DME system, which is used, however, mainly for civil airfields. In Russia, it is currently also used in the civilian sphere, and RSBN is used at military airfields.

The mentioned ground radio beacons are KRM and GRM. LOC is a localizer that helps determine the position of the aircraft relative to the correct course. Accordingly, the timing belt is a glide path beacon, showing the same thing regarding the correct glide path. Together these beacons are called PRMG - landing radio beacon group.

Glide slope radio beacon (GRM), Hannover Airport.

RSP – radar landing system. It usually includes dispatch and landing locators that provide data for hydraulic fracturing at the control tower.

DRLG - long-range radar group. This is a group of radars that provides information for air traffic control in the far zone.

DPRM and BPRM. The OSP necessarily includes far and near locating radio beacons. They are located in pairs on each landing course, that is, at both ends of the runway. DPRM at a distance of approximately 4000 m from the end of the strip, BPRM - about 1000 m. They are often called simply: “long and short drive”.

Long-range locating radio beacon - DPRM.

They are designed to drive the aircraft to the airfield area and maintain the aircraft's course with the required accuracy during landing. It is assumed that for this the aircraft must be equipped with an automatic radio compass - ARK.

The equipment of DPRM and BPRM includes MRM - marker radio beacon. As a result of its operation, when an aircraft passes the DPRM and BPRM in the aircraft cabin (not all models), a sound signal is heard, which usually controls the height: above the DPRM - 200 m, BPRM - 60 m. If the MRM is not included in the equipment, then DPRM I BPRM are simply called radio stations - DPRS and BPRS.

There is also an OPRS - a separate drive radio station. Can also be used for landing approaches. Installed near small airfields and populated areas.

As an addition...

RSDN – long-range navigation radio system. This system is not related to the airfield, but I will add it here as related to navigation. Allows you to determine the location of the aircraft by receiving and processing by its on-board equipment special radio signals emitted by ground radio stations.

There are several types of such systems, both Soviet (Russian) and foreign. For example, the RSDN-20 system (Phase radio navigation system "Alpha"), which has an operating range of up to 10 thousand km, operates on the basis of determining the phase difference of three different radio signals from three powerful radio stations (Novosibirsk, Komsomolsk-on-Amur, Krasnodar Territory).

One more thing about navigation...

ATC – air traffic control. Nowadays, the term ATS is more often used - air traffic management (in Russia there is a unified air traffic management system - EC ATS). Ensures the conduct and safety of flights in the airspace (divided into zones) by exchanging information between dispatchers and aircraft crews using communications, computers and air navigation.

VFR – visual flight rules. SVFR - special visual flight rules. IFR – instrument flight rules.

Radar navigation map of Moscow airspace (can be enlarged).

RNA – radio navigation map. One of the most important documents of aeronautical information. Updated based on data from TsAI GA - the center of aeronautical information for civil aviation.

KTA – airfield control point. Determines the geographic location of the airfield and is located in the center of the runway.

Waypoint is a route turning point. BCPs divide the route into sections. There is also an NPM - the starting point of the route and a KPM - the final point of the route.

The route is otherwise called VT - air route. International flights - local air lines. PPM are usually KTA, DPRM, OPRS, beacons of the RSBN system.

FAP – Federal Aviation Rules for Flights in the airspace of the Russian Federation.

FPIVP - Federal Rules for the Use of the Airspace of the Russian Federation.

Abbreviations for the names of structural military aviation units (USSR and Russia)

Types of aviation:

AA - army aviation (in other words, ground forces aviation; represented mainly by helicopters for various purposes, as well as UAVs - unmanned aerial vehicles).

FA - front-line aviation. VTA - military transport aviation.

YES – long-range (strategic) aviation. Previously, from 1942 to 1946, it was called ADD - long-range aviation.

Type of aviation:

IA - fighter aircraft; BA - bomber aviation (FBA - front-line bomber aviation);

TA – transport aviation; SHA - attack aircraft; RA - reconnaissance aircraft (including UAV - unmanned aircraft); IBA - fighter-bomber aviation, ASN - special purpose aviation.

The IBA within the current Russian Aerospace Forces (Military Space Forces) is not clearly identified, since essentially there are no fighter-bomber aircraft, which previously were the Su-17M/2/3/4 and MiG-27. Now there is only the Su-34, which is sometimes called a front-line bomber, sometimes a fighter-bomber...

Aviation units of different states may have different names and have different quantitative and qualitative composition. It’s difficult and impractical to list everything, so here we will only talk about our aviation (at least for now)…

a/e – aviation squadron. It consists of an average of 12 (sometimes up to 15) aircraft of the same type (including twins, that is, aircraft with dual controls). It is divided into links - three links per squadron.

a/p – aviation regiment. Usually consists of three squadrons, although individual regiments may have two squadrons.

a/d - aviation division. May include from 2 to 6 a/p.

AK - aviation corps (for the USSR Air Force). It includes several aviation units of the same or different types of aviation.

VA - air army (existed in the USSR Air Force). These are the so-called large operational formations within the Air Force. I once served in the 164th OGRAP (separate guards reconnaissance aviation regiment), which was part of the 4th VKA VGK ON - the 4th Red Banner Air Army of the Supreme High Command of Operational Purpose, located in the SGV (Northern Group of Forces), that is in Poland - the Polish People's Republic (Brzeg). Since August 2015, the former 4th VA of the Supreme High Command has been called the 4th Army of the Air Force and Air Defense of the Southern Military District.

AB - air base. It is usually an airfield on which several different aviation and support units with the necessary infrastructure are based. In fact, air bases began to be used on a relatively large scale only in the Russian Air Force (VKS). They did not seem to exist in the USSR Air Force, although there were several formations similar in structure (mainly abroad).

The names of the above departments may have longer abbreviations that carry greater meaning by adding letters. They are easy to decipher. The specialization of the unit is indicated by a letter taken from the name of the type of aviation: “i” - fighter, “r” - reconnaissance, “b” - bomber, etc. The additional letter “o” means “separate”, the letter “g” means guards, the letter “s” means special, etc.

The result is, for example, this: SHAP - attack air regiment, bap - bomber air regiment, OGRAP - separate guards reconnaissance air regiment, GIAP - guards fighter air regiment, AEOIB - separate aviation squadron of fighter-bombers, etc.

There are quite a few such abbreviations. It’s interesting that if all these abbreviations are used in conversation, sometimes it can sound peculiar and even funny. In my time (in the army), we even had a joke about this topic. I'm not sure if it's true, but I'll give it here anyway.

An officer enters a special library and literally says the following to the librarian: “ I need a guide to fighting women at night.»

A woman with round eyes asks: “Who are you?” The answer widens her eyes even more: “ I'm a gun guy from Kuos.“Both phrases sound intriguing, besides, in the second word, instead of the first letter “i”, the Russian ear asks for another letter :-).

In fact, everything is quite simple. The combat operations of the BAP (bomber aviation regiment) are a real subject of military aviation science. Ibashnik - pilot of fighter-bomber aviation (IBA), KUOS - advanced training courses for officers. Such courses have always existed in the SA (Soviet army) in various branches of the military...

Another very important ground aviation unit.

OBATO is a separate airfield technical support battalion. A formation that provides the technical side of the work of a flying aviation unit. Its functions include a lot, from the condition of the concrete surface and the organization of the supply of fuels and lubricants (fuels and lubricants) to the organization of food, the supply of uniforms and equipment, etc. There may be smaller units of this type, for example ORATO - a separate airfield technical support company (ATO). The above-mentioned CZT system is under the jurisdiction of OBATO.

Airport special vehicles.

Among the fairly well-known ATO means there are also special vehicles, which are often called, especially in conversation, using abbreviations, located in their factory name.

Many of the domestic ATO vehicles were developed and used in Soviet times. However, even now (new or after major repairs) many of them successfully perform the functions assigned to them, especially in the Russian Aerospace Forces.

Aerodrome launching (mobile) unit - AUV.

APA supplies power to two Su-24M (Latakia).

AUV is an airfield launching unit (sometimes they say mobile, mobile) unit. Supplies the aircraft with various types of power supplies. Usually mounted on the vehicle base and driven by its engine. There are different models depending on the required parameters. One of the famous models is APA-5D.

The SHRAP-500 socket is located on the APA.

To connect a ground power source, the aircraft has airfield power plug connectors - SHRAP (plugs hidden behind the skin “flush”), also of various types. On the AUV, accordingly, there are “sockets”. For example, on the Su-24M/MR aircraft for direct current power supply - SHRAP-500K, alternating current - SHRAP-400.

In civil aviation, various foreign-made mobile launchers and ground power units (often in the form of special trailers) are used. Abbreviations they are most often uncharacteristic...

TZ – fuel tanker (mobile). In the USSR, the most common were TZ-7.5 and TZ-22, and TZ-60 were also used for refueling heavy aircraft. The figure is the volume of transported fuel in liters. Currently, refueling trucks manufactured by various companies, both foreign and CIS countries, are used.

TZ-22 tanker at TsZT during flights.

At the same time, abbreviations for domestically produced vehicles change little; foreign ones, of course, have a different form, although sometimes they come from phrases like “airfield or aviation (aircraft) tanker.”

For example, tankers of the Russian company "TrustAvia" are called TZA - airfield tanker (TZA -10, 20,25,45). Refuelers, for example, from the English company Fluid Transfer International are called AR (aircraft refueling - AR R 15000L or AR S 50000L).

Fuel tanker TZA - 20.

Tanker TZA-10.

Other ATO vehicles with characteristic abbreviations are oil tankers - MZ and special fluid tankers - ZSZH. As far as I remember, in conversation the oil filler, as well as the ZSZH, were simply called “oil can”, although we practically never saw the oil filler. For all needs, the oil and gas engine was quite sufficient, since the oil consumption of air-breathing jet engines (air-breathing engines) is small even if it is completely replaced.

Typical “oil nipples” are MZ-66 and ZSZH-66 (both on the chassis of the Gaz-66 car). One of the most common special fluids, by the way, is AMG-10 oil (aviation hydraulic oil, colloquially “hydrashka”).

Special vehicle ZSZH-66.

Modern units of this type, domestically produced (especially in civil aviation) have a similar name. For example, the AZM and SZh vehicle (A - airfield) based on the Gaz-3310 Valdai (or on an imported chassis). Foreign cars most often have uncharacteristic names in their names. abbreviations.

Modern special vehicle AZM and SZh.

Another group of special vehicles are gas tankers (mobile). The main gases for aircraft systems are air, oxygen and nitrogen. Accordingly, gas tankers, or more precisely their examples: air tanker VZ-20 (colloquially “air”), oxygen tanker AKZS-75M-131-P (“oxygen”) - airfield (vehicle) oxygen filling station.

Air tanker VZ-20-350.

Special vehicle UGZS (as an oxygen tanker).

"Azotka" was usually a UGZS-M - a universal gas filling station on the chassis of a ZIL-433422 car, or another car, for example, a Ural. This station is universal and can be used for air and oxygen. It contains gas in cylinders, just like the rest of the above-mentioned machines.

Transport tank for liquefied gas (oxygen, nitrogen) TRZhK.

In addition, special TRZhK tanks were used - a transport tank for liquid oxygen (or nitrogen). Such tanks were usually located in the back of a truck. In turn, oxygen or nitrogen could be extracted from the air at a special mobile station AKDS-70M - an airfield oxygen production station.

UPG-300 – hydraulic system testing unit (mobile) or universal mobile hydraulic unit. It was originally located on the ZIL-131 chassis, and later on other vehicles. Designed to test the operation of aircraft hydraulic systems without starting the engines.

Machine for checking hydraulic systems UPG-300.

There are also integrated power plants. An example of this is EGU-50/210-131 (A0001) - an electric hydraulic installation on a ZIL-131 chassis. Combines the functions of UPG and APA.

Heaters and air conditioners. AMK-24/56-131. Aerodrome multi-purpose air conditioner on the chassis of the ZIL-131 car.

Aerodrome air conditioner AMK-24.

Designed to supply air of the required temperature (both decreasing and increasing) into the compartments and cabins of the aircraft, as well as to create comfortable conditions for the crew during their duty in the cockpit in special suits (usually VKK - altitude-compensating suits and VK - ventilated suits )).

Universal motor heater UMP-350.

To heat the air in the cabins and compartments and warm up the engines before starting, the UMP-350-131 is used - a universal engine heater. A very useful thing in Russian winter conditions. Nowadays, similar units of late production, both Russian and foreign, are also used. An example is the Aerodrome Air Conditioners of the Russian JSC Zaslon (based on KAMAZ and IVECO) AK-1.0-30-1-1 with a clear abbreviation.

At airfields, so-called “wind blowers” ​​or more correctly called heat engines - TM (TM-59, for example) are also used. They are used to remove debris, ice and snow from concrete pavement using the jet jet of an engine mounted on a special cradle on the vehicle’s load-bearing frame. When I was in the army, we had a similar device traveling around, made in a semi-handicraft way using an old VK-1 engine.

Aerodrome air conditioner AK-1.0-30-1-1.

Heat engine TM-59 on the deck of the cruiser "Admiral Kuznetsov".

Airfield thermal engine (TM).

Special vehicle KPM-130.

And of course the good old “kepeemka”. The KPM-130 machine is a watering machine based on the ZIL-130 (later other vehicles). It was (and is) available at almost every military (and not only) airfield. Cleaned road surfaces both at the airfield and beyond...

In aviation, especially civil aviation, many other special ATO vehicles have also been used and are being used. Some of them (domestic) have a name with a fairly clear abbreviation. For example…

SPO-15M is a self-propelled service platform (based on the URAL-375D vehicle). Used for servicing high-mounted components and surfaces of the aircraft (for example, T-shaped tail). SPT - self-propelled passenger stairs for various aircraft (for example, SPT-154, SPT-114T). Water tankers: ZPVA-3.5 – airfield drinking water tanker (Trust-Avia, Russia). Toilet service machines (cleaning and refilling toilets): AST-1.5 (Trust-Avia, Russia).

Self-propelled maintenance platform SPO-15M.

Self-propelled passenger stairs SPT.

Toilet service machine AST-1.5.

Water tanker ZPVA-3.5.

Special ATO vehicles of foreign manufacturers for various purposes (used most often in civil aviation) in their names in most cases do not have “convenient” semantic abbreviations that could easily be used in Russian...

Some of the aircraft and its equipment (mixed).

Gradation of engines according to design and principle and features of thrust generation:

PD - piston engine, GTE - gas turbine engine, VRD - air-breathing engine, TRD - turbojet engine, TRD - bypass turbojet engine, TRDDF - bypass turbojet engine with afterburner (FC), TRD - turbofan jet engine, TVD - turboprop engine , TVaD – turboshaft engine, TVVD – turbopropfan engine, ramjet – ramjet jet, PuVRD – pulsating jet engine.

Engine components (as well as aircraft systems) can often have a characteristic abbreviation corresponding to the functions performed. For example, the hydromechanical automation of the AL-21F-3 engine (Su-24M/M2/MR aircraft) has two main units: NR-53D - stands for pump-regulator and actually pumps fuel, while performing the functions of regulating engine operating parameters; second unit – RSF-53B – nozzle and afterburner regulator– carries out precisely these specified regulatory functions.

The drive pumps for the aircraft's hydraulic systems are mounted on the same engine. They are called NP-96 - plunger pump(operating principle). The AC generator drive is also mounted here. It is called PGL-30ML - hydraulic vane drive.... There are other similar abbreviations for the names of various units.

RD – rocket engine (not in the abbreviation of the aviation design bureau brand). PD (not piston) can also stand for "lift engine", such as the RD-36-35FVR on the Yak-38 aircraft.

APU of a Boeing 737 aircraft.

In this case, the Yak-38 aircraft is a VTOL aircraft, that is, a vertical take-off and landing aircraft.

APU is an auxiliary power unit (miniature gas turbine engine) that autonomously provides the aircraft with energy when parked (example: TA18-200-124 APU, An-124-100 aircraft), or directly helps to start the main engine by spinning it up (example: turbostarter TS-21 engine AL-21F-3).

OK - axial compressor in a turbojet engine. TsBK – centrifugal compressor in a turbojet engine. RL and NA – working blades and guide vanes – structural elements of a TRD axial compressor. VNA – inlet guide vanes, the first stage of fixed (non-rotating) blades at the inlet to the OK TRD. KS - combustion chamber of a turbojet engine. FKS – afterburner combustion chamber. RS – jet nozzle.

Jet fuel (domestic) – TS-1 (T-1) – sulfur fuel (fuel); T-6 - heavy fuel (for supersonic high-altitude fighters such as MiG-25), RT - jet fuel (universal).

For aircraft in which the propeller is a propeller: BB – aircraft propeller, NV – helicopter main rotor, PB – helicopter tail rotor (located at the end of the tail boom).

Abbreviations related to aircraft equipment and systems...

Ejection seat K-36DM. refers to SAPS.

SD - aircraft engine. AO - aviation equipment, KO - oxygen equipment, AV - aviation weapons, REO - radio-electronic equipment (avionics - on-board electronic equipment).

For reconnaissance aircraft: FO - photographic equipment (reconnaissance aircraft), RER - electronic reconnaissance equipment, (C)RTR - electronic reconnaissance equipment (station), ALR - laser reconnaissance equipment. AIK - thermal reconnaissance equipment (infrared). RLSBO - side-scan radar (Su-24MR aircraft - Bayonet station).

SAPS - means of emergency escape from an aircraft (ejection seat and its systems).

PVD – air pressure receiver, SPU – aircraft intercom. Serves for communication between crew members and with ground specialists (aircraft technician), software - single-phase current converter, DC (units in the power supply system of aircraft systems).

Air pressure receiver (APR).

RUD – engine control stick. RUS - aircraft control stick. AB – artificial horizon. ARK – automatic radio compass. RV – radio altimeter. AUASP is an automatic angle of attack and overload alarm. A system (as part of a flight system) designed to measure and indicate angles of attack (also critical) and vertical overloads. Warns the crew by turning on the alarm when reaching angles close to critical, in order to eliminate the possibility of stalling.

ANO (BANO) – aeronautical lights (onboard). ASP – aviation rifle sight. TP – drogue parachute. ABSU – automatic on-board control system. It consists of various units and subsystems and is present on almost all modern aircraft (civil and military). ACS is an automatic control system (may be part of the ABSU). NPP – navigation and flight instrument (may be called PNP), KPP – flight command instrument (may be called PKP). AP - autopilot.

Su-24M cockpit. Crew commander's seat. Rud and RUS.

STU is a trajectory control system (gearboxes and gearboxes are part of it; may be part of ABSU). AT - automatic thrust, automatically regulates speed within small limits to stabilize speed without changing pitch, and also works during automatic go-around - takeoff mode (can be part of ABSU).

Some instruments in the cockpit (left seat) are abbreviated. 12 - indicator of angles of attack and vertical overloads (similar ones are used in AUASP).

PNS(K) - sighting and navigation system (complex) - for attack aircraft. NK - navigation complex (for aircraft with removed or minimal weapons, such as the Su-24MR - reconnaissance aircraft).

For example, the Su-24M aircraft is equipped with the PNS-24M "Tiger". It includes some units and systems with characteristic aviation abbreviations:

RPO - forward looking radar "Orion-A". RPS - collision warning radar (with ground obstacles) "Relief", DISS-7 - Doppler speed and drift angle meter, RV - radio altimeters of low and high altitudes, MIS-P - small inertial system, air signal system SVS, Automatic control systems self-propelled guns aircraft, sighting and flight sight with PPV display system, on-board digital computer “Orbita-10”, etc.

RPO, RPS and other elements of PNS-24M "Tiger".

Electronic warfare equipment, electronic warfare equipment - electronic warfare, electronic countermeasures. BKO - airborne defense complex. For example, the same Su-24M aircraft is equipped with the Karpaty BKO. It warns the crew about the fact that the aircraft is being irradiated by the radar of enemy fighters or its air defense systems (anti-aircraft missile systems), giving direction to this radar.

This is done specifically by SPO-15M “Bereza”, an radiation warning station that is part of the BKO. It also warns about the launch of air-to-air and surface-to-air missiles and puts into operation means of active and passive jamming (automatic passive jamming device APP-50).

Regarding the pilot's flight equipment...

ZSh - hardened helmet. KM - oxygen mask. For ZSh-3 - oxygen mask KM-32, for ZSh-5/7 - oxygen mask KM-34/35.

High-altitude compensating suit (HCS).

GS - pressure helmet. For high altitudes, it usually comes with a VKK (3 or 6), and is equipped with a special headset and microphone. VKK – high-altitude compensating suit (for high altitudes, complete with ZSh or GSh)).

ZSh-5 + KM-34.

VK - a ventilated suit or overalls (usually used for combat duty in hot weather). By the way, combat duty is a database. Depending on the level of readiness during an emergency situation, the flight crew could be either in the flight house or in the cockpits of aircraft (most often fighter jets).

PPK – anti-G suit. To increase the resistance of the pilot’s body to overloads - more than 3g; PPK is often made in the form of a belt and “pants” with special air chambers (PPK-3-120).

MSK - sea rescue suit (protecting the pilot from the effects of water when ejecting over the water surface), VMSK - a combination of VKK and MSK (high-altitude sea rescue suit). At the same time, the VMSC kit also includes a TZK - a heat-protective suit and an ASP aviation rescue belt.

GSh included.

ORK. On the ejection seat (usually on the left at the level of the seat cup) there is an ORK - integrated communications connector. The communications of the pilot’s equipment are connected to it (oxygen equipment (mask), air conditioning system VK, VKK (VMSK), PPK and SPU).

During ejection, the ORK automatically disconnects from the aircraft system and switches oxygen consumption to the parachute device.

VMSK-4 suit.

In low-speed aviation (including jet aviation), for example, on MiG-15, Tu-16, Il-28 aircraft, pilots had leather headsets, such as the ShL-82 (flight (or pilot) headset). Former summer version of ShL-L-82

ShL-2 helmet with PO-1M flight goggles, KM-32 oxygen mask.

and winter (with fur) - ШЛ-З-82. The headset kit included laryngophones (or simply LA-5 “laryngs”) and safety glasses, otherwise called flight software - 1M. Plus, of course, as an element of equipment - the KM-32 oxygen mask. Tu-95 crews still fly wearing headsets, although it seems they don’t always wear leather ones anymore...

We can also add that the protective helmet ZSh-3 was equipped with a headset ShL-82. That is, the ShL was put on first, and the ZSh on top. In subsequent models (ZSh-5, ZSh-7), the headset is no longer used (laryngophones remain).

And if we remember even earlier times, there were also helmets that were not radio-controlled, that is, without earpieces and laryngs. These were the so-called ShLL-83 - summer pilot (paratrooper) helmet and ShLZ-83 - winter pilot helmet.

PPK in practical application.

Anti-G suit PPK-3-120.

Abbreviations formed on behalf of the designer (design bureau brand or project name).

The first thing, which is well known to everyone, is the aircraft themselves. However, despite its familiarity, it wouldn’t hurt to mention it again to maintain the general order and structure of the article.

Su – Sukhoi P.O. / MiG – Mikoyan A.I. and Gurevich M.I. / Yak – Yakovlev A.S. / Tu – Tupolev A.N. (Tupolev’s first planes were called ANT - Alexey Nikolaevich Tupolev) / An - Antonov O.K. / Il – Ilyushin S.V. / M – Myasishchev V.M. / Be – Beriev G.M. / Ka – Kamov N.I. / Mi – Mil M.L. / La – Lavochkin S.A. / Pe – Petlyakov V.M. / By – Polikarpov N.N. (unfortunately, only one aircraft, Po-2, bore this name) / LAGG - Lavochkin S.A., Gorbunov V.P., Gudkov M.I.

As for the Po brand, in fact, only one aircraft by the remarkable designer N.N. Polikarpov. bears his name - Po-2 (and this did not happen immediately, only since 1944, before that it was called U-2). All his aircraft were named according to the generally accepted order in pre-war times - the purpose of the aircraft.

Because of this, many aircraft created before World War II had characteristic abbreviations, not related to the name of the design bureau (the name of the chief designer). That is: U - training, UT - training, I - fighter, R - reconnaissance, B - bomber, TB - heavy bomber, SB - high-speed bomber, DB - long-range bomber.

Aircraft engines...

The picture is the same here. Some of the engines had characteristic abbreviations, some did not (they simply had the letter “M” - motor, or R/RD/D/TV/TVD, etc.). Examples of engines that received the names of their design bureaus:

Piston engines: engine ASh -82/62/21/73 – A.D. Shvetsov; VK-105/107/108 engine (Yak-3, Pe-2 aircraft) – V.Ya.Klimov; engine AM -34/35/38/39/42 (Il attack aircraft, bombers, MiG-3) - A.A. Mikulin; ACh -30 – diesel engine – A.D.Charomsky; AI-14 engine (An-14, Yak-12, Yak-18A, PZL-104 Wilga) - A.G. Ivchenko (later it was transferred to another design bureau and, with modifications, received the name M-14).

Gas turbine engines: AM-3 engine (Tu-16, Tu-104) – A.A. Mikulin; engine AI -20/25/24, etc. – A.G. Ivchenko; engine AL -7 (Su-7B, Tu-128), as well as AL -21F-3 (Su-24, Su-17), AL -31F (Su-27, Su-33, etc.), AL -41F (Su-35SM, PAK FA T-50) – A.M. Lyulka; engines with the name NK - N.D. Kuznetsov (in this line, the most powerful theater engine in the world NK-12 (Tu-95 bomber) and turbofan engine (F) for passenger airliners (Tu-144, Tu-154, Il-62, Il -86, Il-96), strategic bombers Tu-22M3 and Tu-160, as well as the promising TVVD NK-93).

Along the way, because it was mentioned: PAK FA is a promising aviation complex for front-line aviation...

Small arms... Some examples:

Aviation cannons GSh -23/6-23/6-30 (installed on many modern aircraft of various types) - V.P. Gryazev and A.G. Shipunov; aircraft gun NR-30 (Su-7B, Su-17M4, MiG-19S, MiG-21F) – Nudelman A.E. and Richter A.A.; aircraft gun N-37 (MiG-15) – Nudelman A.E.; aircraft gun NS-23 (MiG-15) – Nudelman A.E. and Suranov A.S.; UB machine gun (I-15/16, Yak-1/3/9, Pe-2, Il-2, Tu-2, etc.) - universal Berezina - M.E. Berezin; ShVAK aviation cannon (La-5/7, I-16, I-153P, Yak-1, Yak-7B, etc.) – Shpitalny-Vladimirov Aviation Large-caliber; ShKAS - aviation machine gun (I-16, I-153, Yak-1, LaGG-3, Yak-7, MiG-3, etc.) - Shpitalny B.G - Komaritsky I.A. Aviation rapid fire.

Aviation gun GSh-6 23M.

About the characteristic abbreviations of some types of suspended weapons and equipment.

SPPU – removable mobile cannon installation (example – SPPU-6, SPPU-22). This is a gun (GSh-23 for SPPU-22 or GSh-6-23 for SPPU-6), mounted in a container that is suspended from certain suspension points on the aircraft. Controlled by the pilot from the cockpit.

SPPU-22 on a Su-17M (Su-22) type aircraft

SPPU-6 (for Su-24/24M aircraft).

Deflects in the vertical plane up to 90° and horizontally up to 45° - for SPPU-6 and in the vertical plane up to 30° - for SPPU-22. SPPU-6 is intended for use on the Su-24/M aircraft; SPPU-22 - for MiG-27, Su-17/M, Su-25...

Air bombs (AB):

FAB - high-explosive, OFAB - high-explosive fragmentation, BETAB - concrete-piercing, ZAB - incendiary, PTAB - anti-tank, OAB - fragmentation, ODAB - volumetric detonating, SAB - luminous, FOTAB - photographic, OFZAB - high-explosive incendiary, KAB - adjustable , RBK - disposable bomb cluster, ZB - incendiary tank, PLAB - anti-submarine battery, etc...

There are so-called intertype types of bombs, which may have characteristics and characteristics of different types. Their names usually contain additional letters and numbers.

High explosive fragmentation bomb.

KAB-500 bombs on beam holders, Su-34 bomber.

The numbers after the name indicate the mass of the bomb, the letters indicate additional design or production features. The letter “Ш” means “assault” - it has the ability to be dropped at low altitude without the risk of damaging the carrier (there is a braking parachute and a slowdown in the fuse operation). The letter “T” is heat-resistant - for high-speed, high-altitude aircraft such as MiG-25RB and MiG-31 (there is a real danger of kinetic heating when the aircraft flies at supersonic speed).

Equipment…

AKU - aircraft ejection device, APU - aircraft launch device. They are installed on a pylon (wing, fuselage) or a beam holder (mounted on a pylon) and are intended for transporting and launching missiles of a certain type from an aircraft. For example, AKU-58 - for Kh-58U missiles, APU-60 - for R-60 missiles, APU-68UM2 - for Kh-25ML missiles (Su-24M bomber).

Bomb on BD and UR Kh-58U on AKU-58.

Suspended equipment and weapons (Su-24M).

UR - guided missile. KR - cruise missile. NAR (NURS) - unguided aircraft missiles (unguided rocket projectiles) - come in different types and calibers (S-5, S-8, S-13, S-24, etc.) and are usually equipped in special blocks, such as, for example , UB-16 and UB-32 (for S-5), B-8 (S-8), B-13 (C-13), etc.

Block UB-32-57 (S-5-57 missiles).

Helicopter unit B8V20A-S8 for NAR S-8.

Block B-13 and NAR S-13.

BD – beam holder. A special device mounted on pylons and designed for suspension, transportation and forced release by aircraft, as well as, depending on the model, suspension and use of NAR (NURS), APU, AKU, SPPU, etc. units.

Bomb on a beam holder (Su-24M).

Bombs on MBD and conventional BD.

Dropping bombs from a multi-lock beam holder MBD3-U6 (Su-24M).

MBD – multi-lock beam holder (several bombs).

PTB – suspended fuel tank. The numbers added usually indicate the tank capacity in liters.

Su-24M on the CZT during scheduled flights.

Before a combat flight. PTB-3000 in the foreground.

UPAZ is a universal suspended refueling unit. Suspended from a tanker aircraft (in particular, for example, IL-78/78M, or Su-24M tanker), it carries the necessary equipment and a hose with a cone for in-flight refueling.

UPAZ unit on Il-78 refueling aircraft.

UPAZ on a Su-24M tanker aircraft.

Separately. I don’t know what category to put it in yet...

GMP - flight operations manual. IAS is an aviation engineering service in the USSR Air Force (Russian Aerospace Forces). NIAS - manual for aviation engineering service. NPP and NIAS are fundamental documents, each in its own field, written in blood, as our commanders liked to say.

ERTE - unified regulations for the technical operation of aircraft. This is a small pocket-sized book, a kind of guide to carrying out routine technical work on a specific type of aircraft in the USSR (Russian) Armed Forces. Usually called according to the name of the specific type of equipment.

For example, for the Su-24MR aircraft, which had the name (in the design bureau) - T6MR, the regulations are called ERTE No. 6MR. Or it may also indicate a specific type of aircraft. Next, the part number in the table of contents is indicated, corresponding to the specific type of equipment (SD, JSC, REO, etc.) for which this ERTE is intended. For flight personnel, approximately the same role was assigned to the pilot instructions (IL) for a specific type of aircraft.

Airplane in civil aviation - aircraft - aircraft. The aircraft commander is the PIC. In military aviation, if the flight crew is more than one person, then the senior is the commander of the ship (usually in VTA and DA).

VLK – medical flight commission. Not the most favorite commission for flight personnel, especially for older pilots.

ATU - emergency braking unit. More precisely, this is an ATU grid. Now such installations are rarely used at Russian airfields (if they are used at all, as far as I know :-)).

However, in the first stages of the development of jet aviation, when the takeoff and landing speeds of aircraft increased, emergencies increasingly arose when the aircraft could not reduce the speed to an acceptable speed within the runway during landing or in the event of aborted takeoff. In order to avoid the danger of the aircraft rolling off the runway, one of the solutions was the use of ATU.

This device is a large network of a special design and made of special materials, which rises in the event of a clear threat of the aircraft rolling out. The net simply “catches” the plane. It is stretched to dampen speed according to the principle of a modern aero arresting device (for aircraft carriers).

Currently, there are production facilities where APU can be manufactured to order. For example, the Russian enterprise “Spetsmash 1” (Kaliningrad - ATU2ML aerofinishers and 2ATU2ML catching systems) or the Finnish enterprise A-Laskuvarjo.

The network of this enterprise (model UOTILA-24) after five years of operation helped to save the Soviet MiG-29 fighter in August 1989 after an unsuccessful landing during an air show at Kuopio Airport. The plane was then stopped in time, received no damage, and flew to the USSR the next day.

MiG-29 after landing using ATU at Kuopio Airport, 1989.

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Well, that's probably all for today aviation abbreviations. Let's leave it at that for now. However, to be continued, I think. Until next time.

In conclusion, some photos that did not fit in the text...

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Beam holder MBD3-U.

Block B-13 and MBD.

Bombs on MBD3-U6.

GSh-6-30 cannon on a MiG-27 aircraft.

MiG-31 crews wearing VMSK.

ShL-83 winter helmet.

Helmet ShL-83 summer.

Flight glasses PO-1M

Laryngophones LA-5.

At the CZT during Su-24M flights.

Beam holder MBD3-U6 with bombs (Su-24M).

Protective helmet ZSh-7.

Oxygen mask KM-34.

Control panel and air cylinders VZ-20-350.

Registration N 5975

1. Approve the attached Manual on Aviation Search and Rescue in State and Experimental Aviation (NAPS-2004).

2. The Commander-in-Chief of the Air Force shall ensure the revision of instructions for aviation search and rescue in the zones of the Unified Air Traffic Management System of the Russian Federation in accordance with this order.

3. Control over the implementation of this order is entrusted to the Commander-in-Chief of the Air Force and the head of the Federal Agency for Industry.

Minister of Defense
Russian Federation
S. Ivanov

Minister of Industry and Energy
Russian Federation
V. Khristenko

Application

Manual on aviation search and rescue in state and experimental aviation

This Manual has been developed in accordance with the Air Code of the Russian Federation* and the Federal Aviation Rules for Search and Rescue in State Aviation**.

The following basic concepts are used in this Manual:

1) “emergency situation” - a situation in which the capabilities and qualifications of the crew of a state*** or experimental**** aircraft and the personnel of air traffic control points, as well as the operability reserves of aviation equipment may be insufficient to prevent an accident and loss (damage to) the aircraft is the most likely outcome of the flight;

2) “emergency notification” - air traffic services carried out for the purpose of notifying relevant services and organizations about aircraft requiring the assistance of search and rescue services, and providing the necessary assistance to these services and organizations;

3) “aviation forces and search and rescue facilities” - aircraft with a crew and rescue and life support equipment, parachute rescue groups with rescue equipment and equipment, as well as means of delivering them to the disaster site (parachutes, rescue containers, parachute platforms, etc.), emergency rescue and ground search and rescue teams, communication, control and management bodies and points;

4) “air navigation services” - air traffic services, provision of telecommunications and provision of aeronautical information, meteorological support for air navigation, as well as search and rescue;

5) “aviation search and rescue” - an integral part of air navigation services, which consists in providing timely assistance to passengers and crews of aircraft in the event of emergency situations;

6) “aviation rescuer” - a specialist trained to provide assistance to victims using a parachute or other means of landing to arrive at the scene of a disaster;

7) “autonomous existence” - forced stay of passengers and crew of an aircraft in a deserted area or on a water surface without outside help;

8) “aircraft in distress” - an aircraft that received serious damage or was completely destroyed during taxiing, takeoff, flight, landing or as a result of a fall, as well as an aircraft that made an emergency landing outside the airfield;

9) “aircraft in distress” - an aircraft that is in a situation where such a ship and (or) persons on board are in danger that cannot be eliminated as a result of the actions of the crew, or an aircraft with which communication has been lost and whose whereabouts are unknown;

10) “aircraft crew survival” - active actions of the aircraft crew aimed at preserving the life and health of the crew in conditions of autonomous existence;

11) “forced landing of an aircraft” - landing (splashdown) of an aircraft at an aerodrome or outside an aerodrome with a change in the flight mission due to the impossibility of continuing the flight due to safety conditions;

12) “forced abandonment of an aircraft” - abandonment of an aircraft in the air, on land (on water) when there is a threat to the lives of passengers or crew;

13) “Main Coordination Center” - a body of the Federal Directorate of Aerospace Search and Rescue under the Ministry of Defense of the Russian Federation;

14) “aviation search and rescue zone” - zone (zones) of the Unified Air Traffic Management System of the Russian Federation, within which aviation search and rescue is organized and carried out;

15) “coordination center” - the body responsible for facilitating the effective organization of the work of the search and rescue service and coordinating search and rescue operations within the aviation search and rescue zone;

16) “ground search and rescue team” - a regular or non-regular team designed to conduct a ground search and provide assistance to passengers and crew of an aircraft in distress;

17) “search and rescue operations” - a set of activities carried out to search and rescue passengers and crew of an aircraft in distress;

18) “search and rescue aircraft” - an aircraft equipped with special equipment, the crew of which is trained to effectively conduct search and rescue operations;

19) “search and rescue support” - activities aimed at preparing flight personnel to act in emergency situations, equipping aircraft and search and rescue forces and means with emergency rescue property and equipment, providing flight personnel with rescue and life support equipment, organizing and conducting search and rescue operations;

20) “search and rescue area” - part of the aviation search and rescue zone within which search and rescue operations are organized and carried out;

21) “rescue of those in distress” - a set of measures to provide assistance in order to preserve the life and health of passengers and crew of an aircraft in distress and their evacuation.

22) “rescue parachute group” - a regular or non-regular group organized in aviation units*, prepared for landing in order to provide assistance to passengers and crew of an aircraft in distress;

23) “rescue operations” - work carried out by the forces and means of the airfield operator (aviation unit, aviation enterprise) to rescue passengers and crew, extinguish fires on aircraft during aviation accidents on the territory and in the area of ​​the airfield, as well as to evacuate damaged aircraft from the airfield and aircraft that skidded off the runway;

24) “rescue and life support equipment” - a set of devices and devices for passengers and crew to escape an aircraft in an emergency in the air, on the ground (on water), as well as a supply of food, water, medical equipment, communications and alarm equipment.

Chapter I. Aviation search and rescue

Organization of aviation search and rescue

General provisions

1. The purpose of aviation search and rescue is to rescue passengers and crews of aircraft (sea) ships in emergency situations, evacuate astronauts and descent vehicles from the landing site, and situations, evacuate astronauts and descent vehicles from the landing site, as well as provide assistance to people by aviation means in emergency situations of natural and man-made nature**.

2. The basic principles of organizing aviation search and rescue are:

constant readiness of search and rescue forces and equipment to conduct search and rescue operations (SRP) (operations);

timeliness, activity and effectiveness of actions in the event of emergencies involving aircraft or ships and space objects and the feasibility of using aviation search and rescue forces and equipment;

early creation of reserves of search and rescue forces and means, their effective use and timely restoration;

close interaction of aviation search and rescue forces and equipment with other search and rescue forces and equipment of the Russian Federation and foreign countries;

comprehensive support for the actions of search and rescue forces of state and experimental aviation;

centralized management of search and rescue forces and equipment with widespread use of automated control systems.

3. In accordance with the Federal Aviation Rules for Search and Rescue in State Aviation***, aviation search and rescue are organized by the Federal Directorate of Aerospace Search and Rescue under the Ministry of Defense of the Russian Federation (FPSU).

4. Based on this FPSU:

carries out the development of regulatory and methodological documents on aviation search and rescue, search and rescue support (SRS) for flights of aviation and space objects in peacetime and wartime;

carries out the organization of duty and control of the readiness of search and rescue forces and means of state and experimental aviation for RPS, ensuring landings of spacecraft (SC);

receives and processes information about aircraft in distress or in distress, emergency landings of spacecraft, issues commands for the use of duty forces and equipment in the aviation search and rescue system;

participates in carrying out the most complex and lengthy RPS on aircraft in distress, in ensuring spacecraft launches and landings;

organizes interaction between search and rescue forces of state and experimental aviation with search and rescue forces of civil aviation, emergency rescue services of federal executive authorities, as well as with similar forces and services of foreign countries;

prohibits flights of aircraft not provided with search and rescue capabilities through the centers of the Unified Air Traffic Management System (US ATM) and flight control authorities;

participates in the work of intergovernmental and state commissions on the readiness of search and rescue forces and equipment to support spacecraft launches and landings;

participates in the development of launch plans for military and civilian spacecraft, coordination of timing and landing areas for returned spacecraft.

5. Aviation search and rescue in the Russian Federation is carried out by search and rescue forces and means of aviation forces and search and rescue means of federal executive authorities who are on duty in the aviation search and rescue system.

6. For the operational management and coordination of their actions, the Main Coordination Center for Search and Rescue (GKTSRS) operates within the FPSU, whose instructions are mandatory for all aviation flight control points in the Russian Federation on the organization of aviation search and rescue.

7. Aviation search and rescue in the aviation search and rescue zone are organized in accordance with the official document on aviation search and rescue in the EU ATM zone(s).

8. Aviation search and rescue in the area of ​​the aerodrome and in the area of ​​the air hub are organized in accordance with the official document on flight operations in the area of ​​the airfield (in the area of ​​the air hub).

Organization of duty of search and rescue forces and facilities and flight control points in the aviation search and rescue system

9. To search for and rescue passengers and crews of aircraft (sea) ships in distress and provide assistance to them on the territory of the Russian Federation, search and rescue aircraft, parachute rescue teams (SPDG), and ground search and rescue teams (GSRT) are organized on duty ), personnel of the GKTSPS, Search and Rescue Coordination Center (SCSC), Regional Search and Rescue Coordination Center (RSSCRS), aviation flight control points, information receiving points of the COSPAS-SARSAT space system and the International Coordination and Computing Center (ICCC) in accordance with official document on aviation search and rescue in the EU ATM zone(s).

10. The responsibilities of the personnel of the NPSK and SPDG, the procedure for being on duty and their actions during the RPS are established by official documents.

11. The list of emergency rescue equipment and equipment for equipping search and rescue aircraft on duty, NPSK and SPDG is given in Appendix No. 1 to this Manual.

12. Pilots (navigators) of at least 2nd class who have undergone special training to conduct aviation search and rescue and act on the basis of an order from the aviation unit are involved in duty in the aviation search and rescue system.

13. The responsibilities and procedure for the crews of search and rescue aircraft during RPS are established by an official document.

14. Training of crews of search and rescue aircraft is carried out in accordance with the requirements of regulations of federal executive authorities that determine the procedure for flight training.

15. In accordance with the received requests for flights and flights of aircraft, the head of the search and rescue and parachute service (PS and PDS) of the Air Force association*, which has an aviation search and rescue zone, draws up a duty plan for search and rescue forces and assets for the day.

The plan is approved by the chief of staff of the air force association.

16. After approval of the duty plan, the calculation of the CCPS informs the EU ATM authorities of aerodromes of state and experimental aviation with information about the number and deployment of the nearest on-duty search and rescue forces and equipment, which are entered into the planned flight tables at these aerodromes and communicated to the flight personnel during pre-flight preparation.

17. Information about the search and rescue forces and assets on duty in the aviation search and rescue zone is brought to the attention of the command (control) points of the aviation units upon their request and is reported daily to the State Central Control Center and the Air Force Control Center.

18. Search and rescue forces and equipment on duty are assigned three levels of readiness. The degree of readiness of on-duty search and rescue forces and equipment, as well as the deadlines for conducting a radio search, are given in Appendix No. 2 to this Manual.

19. When performing flights and overflights of aircraft, as well as in cases where the aerodrome is a reserve, the crews allocated for aviation search and rescue and NPSK must be in readiness No. 2. They are transferred to readiness No. 1 in the event of an emergency and in cases determined by the service document on aviation search and rescue in the EU ATM zone(s).

20. In readiness No. 2, the crews of search and rescue aircraft are on board the aircraft or in special premises, the equipment of which is specified in Appendix No. 3 to this Manual.

21. The responsibilities and procedure for the actions of the CCPS crews and control points when organizing and conducting aviation search and rescue are determined in the documents, the list of which is specified in Appendix No. 4 to this Manual.

22. Preparation of the calculations of the CCPS and control points is carried out in accordance with the requirements of regulatory documents of federal executive authorities that determine the procedure for training officials for managing search and rescue forces and equipment, and includes theoretical and practical training of officials for managing search and rescue forces and funds based on the plan for their preparation developed for the year.

23. The crews of search and rescue aircraft, NPSC and SPD personnel involved in duty in the aviation search and rescue system are given an order at the beginning of the year by the aviation unit.

Preparing flight crews to act in emergency situations

24. Training of flight personnel to act in emergency situations includes preparation for actions in special cases in flight, parachute rescue training and training for survival in conditions of autonomous existence. Flight personnel not trained to act in emergency situations are not allowed to fly.

25. Training of flight personnel for actions in special cases in flight is carried out in aviation units in accordance with the aircraft flight operation manual (crew instructions).

26. The organization of parachute rescue training in aviation units is carried out in accordance with the documents regulating parachute training in state and experimental aviation and other documents.

Flight personnel flying on aircraft whose workplaces are equipped with parachute systems and having breaks in performing training parachute jumps for more than 12 months are not allowed to fly.

27. Training of flight personnel for survival in conditions of autonomous existence is carried out in aviation units and special centers in accordance with programs and methods.

28. Control over the organization of training of state and experimental aviation flight personnel to act in emergency situations is assigned to the FPSU.

Preparation of search and rescue forces and equipment for search and rescue operations

Training of aviation flight control bodies (points)

29. When organizing and conducting training for calculations of aviation flight control bodies (points), the following are involved in conducting training: senior personnel of the PS and PDS, management flight and engineering personnel, medical personnel and professional rescuers, representatives of the EU ATM, hydrometeorological service, representatives of local authorities authorities who are well aware of the control and communications system in the region, representatives of law enforcement agencies, specialists from the Ministry of the Russian Federation for Civil Defense, Emergency Situations and Disaster Relief. Depending on the characteristics of the region, other specialists may be involved.

30. The readiness of aviation flight control bodies (points) to conduct RPS is controlled by officials who are the direct superiors of the heads of control bodies (points), heads of PS and PDS of Air Force associations, as well as persons appointed by order of the head of the FPSU.

Training of ground search and rescue teams

31. In each aviation unit*, at least two NPSCs must be trained to be on duty in the aviation search and rescue system. The duty schedule is drawn up by the deputy unit commander for the aviation engineering service (the head of the search and rescue service of the flight test unit) and approved by the commander of the aviation unit.

32. The NPSK includes 8-10 rescuers: an aircraft and engine specialist, an aviation equipment specialist, an aircraft emergency escape equipment specialist, an aircraft weapons specialist, an electronic equipment specialist, a paramedic, a radio operator and a firefighter.

33. The commander of the aviation unit is responsible for the preparation of the NPSC. The training is organized and conducted by the deputy unit commander for the aviation engineering service (deputy head of the flight test unit for the aviation engineering service) with the involvement of representatives of the medical, navigator, aviation engineering services, PS and PDS** and other specialists.

34. The head of the NPSC and his deputy must have good knowledge of the aviation search and rescue area, confidently navigate the terrain, be able to use a map, palette, compass and have the skills to move over rough terrain along a given route, be able to prepare sites for helicopters and mark them day and night , conduct radio communications, organize overnight accommodations, and ensure security measures during the RPS.

35. To successfully solve search and rescue tasks, NPSK personnel must:

know the rules and have practical skills in providing first aid;

know the signals used during RPS and be able to place them on the ground using available means;

be able to use emergency rescue equipment and equipment;

have good physical fitness;

be prepared to survive in extreme conditions.

36. A medical worker who is part of the NPSC must be able to:

provide first aid directly at the disaster site;

quickly and competently use the contents of the medical equipment;

determine the order of evacuation, method of transportation and ensure timely evacuation of disaster victims to medical institutions.

37. NPSKs are equipped with off-road vehicles equipped for the transportation of personnel (with fully filled fuel tanks), communications and alarm equipment, fire extinguishing equipment, objective control, life support, necessary tools and medical equipment in accordance with the list of emergency rescue equipment and equipment for equipment duty search and rescue aircraft, NPSK and SPDG (Appendix No. 1 to this Manual).

Training of parachute rescue teams

38. At each airfield, to provide assistance to victims of disaster, SPDs are created from both the personnel of the aviation unit (aviation personnel of the flight test unit in experimental aviation) and from regular rescue teams.

The commander of the aviation unit is responsible for the training of SPDG personnel. The training is organized and conducted by the head of the PS and PDS of the aviation unit according to the program approved by the FPSU, with the involvement of representatives of the medical, navigation, engineering and aviation services and other specialists.

39. To successfully solve search and rescue tasks, SPD personnel must:

know the rules and have practical skills in providing first aid, quickly and competently use the contents of the medical equipment;

know the location of objective control means on the aircraft and be able to remove them;

know the means and methods of communication and signaling during RPS;

know visual alarm signals and be able to place them on the ground using available means;

know methods and safety measures when evacuating people by aircraft;

know safety measures when conducting RPS;

be able to provide first aid and first aid directly at the disaster site (a medical worker who is part of the SPD);

be able to extinguish fires on aircraft, open emergency hatches, cockpit canopies and fuselages;

be able to extract crew members and passengers from aircraft in distress;

be able to analyze the meteorological situation;

be able to use emergency rescue equipment and equipment;

be able to select and designate helicopter landing sites;

be prepared for parachute jumps day and night in simple and difficult weather conditions, into forests, on water, with a cargo container, be able to disembark from a helicopter in hover mode using a winch, ladder, descent device and evacuate victims;

be prepared to survive in extreme conditions;

have good physical fitness.

40. Aviation rescuers are subject to certification. The organization of work on certification of aviation rescuers is carried out by the FPSU.

Actions of the crew of an aircraft in distress or in distress

Actions before forced

landing or leaving an aircraft with a parachute

41. In all emergencies that threaten flight safety, the aircraft crew must submit a distress message in clear text via the existing flight control channels through which the aircraft had communication at the beginning of the emergency situation on board, and duplicate it via general communication and direction finding channels on emergency frequencies 121.5 (406.025) MHz and 2182 kHz. Turn on the emergency beacon.

42. An in-flight distress message is transmitted in clear text in the following order:

1) “I am in distress” - 3 times (“MAYDAY” for international flights);

2) “I” - 1 time;

3) call sign of the commander of the aircraft in distress - 3 times;

4) coordinates of the disaster site - 3 times.

Example: "I'm in trouble, I'm in trouble, I'm in trouble, I, 93114, 93114, 93114; 72N 56E; 72N 56E; 72N 56E d."

If the situation allows, you must convey:

flight course;

flight speed;

flight altitude;

nature of the disaster and assistance required;

the decision of the aircraft commander and other information that will facilitate search and rescue;

Moscow time (UTC - for international flights).

Example. "I, 93114, 93114, course 35, speed 500, altitude 3000. Engine failure (right, left). I am landing on the site. Time 14.46 (transmitted twice)."

43. Simultaneously with the transmission of the “SOS” or “I am in distress” signal, the “Distress” signal on the identification equipment and the “Crash” signal on the ATC transponder are turned on. When flying outside the borders of the Russian Federation, the ICAO ATC transponder is set to code 7700 “Disaster”.

44. A distress message is transmitted until confirmation of acceptance of this message is received from the aircraft crews (ground flight control posts) or until the crew leaves the aircraft.

45. When leaving the aircraft and making a forced landing (splashdown), all crew members must act in accordance with the requirements of the flight manual (crew instructions) for this type of aircraft.

Actions after a forced landing or parachute landing

46. ​​The crew of an aircraft that has made an emergency landing outside the airfield must:

immediately evacuate passengers and injured crew members from the aircraft to a safe place;

when leaving the aircraft, if possible, take with you group and individual emergency rescue equipment, rescue and life support equipment, and flight documentation;

provide first aid to injured crew members and passengers;

if a fire occurs, the crew must try to extinguish it using on-board and available fire extinguishing equipment;

prepare emergency radios for operation and transmit a distress message;

prepare visual signaling devices for immediate use;

clarify your location;

take measures to establish communication with the nearest airfield or populated area;

select, prepare and mark with available materials (parachute fabric, covers, pieces of wood, stones, ash, fires, etc.) a site for a possible landing of a search and rescue helicopter;

conduct round-the-clock monitoring of the air and the surrounding area in order to timely send signals to the crews of search aircraft and the NPSC;

prepare shelters for people;

using local opportunities (hunting, fishing, picking berries, mushrooms, plants, etc.) to obtain food and water.

Signals given by victims of distress are given in Appendix No. 5 to this Manual.

47. All work at the site of an emergency landing of an aircraft is supervised by the aircraft commander.

After landing with a parachute, crew members must gather at a place designated by the aircraft commander, taking with them portable emergency supplies (EMS) and parachutes.

If not all crew members have arrived at the gathering place, the aircraft commander must take measures to find them.

After assessing the situation, the aircraft commander makes a decision on further actions.

48. It is advisable to make the decision to remain at the emergency landing site in the following cases:

when a distress signal or location report is transmitted by the crew in the air, or after landing and confirmation of this is received;

if the landing site is not precisely determined, the terrain is unfamiliar and difficult to pass (mountains, forest, deep ravines, swamps, deep snow, etc.);

when the direction to the nearest populated area and its distance are unknown;

if the majority of passengers and crew members cannot move independently due to injuries;

when the area is open.

49. It is advisable to make the decision to leave the emergency landing site:

if the exact location of a populated area is known, the distance to it is small and the health of the crew members and passengers allows them to overcome this distance during daylight hours;

if the crew members, descending with parachutes, discovered a clearing, road, river or housing nearby;

in case of an immediate threat to life (forest fire, ice break, flood, etc.);

when the aircraft and its occupants cannot be detected from the air due to dense vegetation and there are no means of signaling;

if there is no communication and assistance within three days.

50. After landing, check the operation of the emergency radio beacon by listening to tone messages and leave this mode for three hours (turn on the emergency radio station in the radio beacon mode for three hours). Then, at the beginning of every hour, transmit a three-time distress message, switching to receive mode for 3 minutes after each message. During the rest of the first day, the radio station switches to reception mode, and the next day it turns off.

If the crew has a portable emergency radio beacon, turn it on.

Actions after a forced landing or splashdown with a parachute

51. The decision on a forced landing on water or abandonment of an aircraft with parachutes over the water surface is made by the aircraft commander, taking into account the following factors:

development of an emergency situation on board an aircraft and assessment of its expected outcome;

type and equipment of the aircraft and its buoyancy; water surface conditions and wind speed;

special training and equipment for aircraft crew members.

52. Before a forced landing on water, the aircraft commander gives the following commands:

“Prepare for use individual and group watercraft, portable and onboard emergency supplies, emergency radio communications”;

“All passengers and crew members should wear life jackets (belts), but do not fill them inside the aircraft”;

"Fasten your seat belts."

The aircraft commander also indicates the procedure for opening the main and emergency hatches (exits).

53. In the event of an emergency, the commander and crew members are required to act in accordance with the requirements of the flight manual (crew instructions) for the aircraft.

54. Leaving an aircraft that has made an emergency landing on water is carried out at the command of the aircraft commander after the end of gliding.

55. When leaving an aircraft on the water, the crew must:

open doors and hatches, lower group rescue craft into the water in the direction opposite to the aircraft’s roll;

transport the wounded, children and passengers first to the watercraft;

load group and individual rescue equipment, safety equipment, and flight documentation onto the craft;

check the presence of all crew members and transport them to the watercraft;

cut the halyards attaching the watercraft to the aircraft and sail away from it to a safe distance;

gather rafts and boats closer together and tie them together.

56. When on a watercraft, the pilot-in-command must:

provide first aid to victims;

activate emergency radio stations and radio beacons (the operating procedure is specified in paragraph 50), and also prepare visual signaling equipment for use;

determine your location and mark the aircraft dive site on the map;

take into account supplies of drinking water and food and establish, if necessary, the daily rate of their consumption;

organize duty to monitor the sea, air and the condition of watercraft.

57. When aircraft, ships and other sea vessels appear, take measures to establish radio communication with them, identify yourself using the available pyrotechnic and lighting equipment.

58. After a forced landing on water (diving with a parachute), crew members and passengers, in order to preserve their lives and performance, must follow the recommendations of special instructions on actions in emergency situations located in NAZs.

Organization of search and rescue operations

59. The organization of the RPS includes:

making a decision to conduct RPS;

report on the decision to the commander of the air force association;

transfer of the commander's decision to the CCPC, EC (RC) of the EC ATM;

raising on-duty search and rescue forces and equipment;

interaction with EU ATM authorities to ensure the safety of RPS;

management of search and rescue forces and equipment during the search, assistance to victims of disaster and their evacuation;

maintaining accounting and reporting documentation (work card, etc.);

informing the KCPS, SCCPS, and EU ATM centers about the progress of the RPS.

60. RPS with the use of aviation search and rescue forces and means begins in the event of:

receiving a distress signal from an aircraft;

receiving a report from the crew of the aircraft that observed the disaster;

receiving a distress message from witnesses to the disaster;

receiving a disaster message from law enforcement agencies or executive authorities of constituent entities of the Russian Federation and local governments;

failure of the aircraft to arrive at its destination within 10 minutes. after the estimated time and there is no radio contact with him for more than 5 minutes;

if the crew of the aircraft received permission to land and did not make it at the prescribed time with the loss of radio communication with it;

loss of radio communication with the aircraft crew and simultaneous loss of radar tracking mark or loss of radio communication for more than 5 minutes if radar tracking was not carried out;

receiving and confirming information from the ICVC of the international satellite system "COSPAS-SARSAT" to determine the location of aircraft and ships in distress;

occurrence of natural and man-made emergencies;

availability of instructions from the CCPS.

61. The RPS is considered to have begun from the moment the command to take off (exit) is given to the search and rescue forces and equipment on duty (the command to redirect the search to aircraft in flight is given), and completed - with the end of the evacuation of the victims to medical institutions, to the nearest airfield ( to a populated area) or from the moment the fact of death of the aircraft crew is established.

62. The decision to conduct RPS, rise of on-duty search and rescue aircraft and exit of the NPSC is made by the shift manager of the KTSPS or the shift supervisor of the RKTSPS. The shift manager of the KTSPS (RKTSPS) reports the decision made to the commander of the air force association of the aviation search and rescue zone.

63. Flight directors (air traffic controllers) and flight control center personnel, when the situations provided for in paragraph 60 of this chapter arise, initiate the start of the RPS after reporting to the KCPS and receiving its permission to use search and rescue forces and equipment.

64. The head of the RCP in the aviation search and rescue zone is the commander of the Air Force formation, who, having received a report from the shift supervisor of the KTSPS (RKTSPS), must:

assess the situation, make a decision to conduct RPS;

set a task for officials to carry out RPS;

appoint a head of the RPS in the disaster area;

manage the implementation of RPS through the management bodies;

organize interaction between search and rescue forces and assets located in the aviation search and rescue zone, as well as with search and rescue forces and assets in adjacent zones;

allocate, if necessary, additional forces and resources;

organize control over compliance with security measures;

establish a local regime for the use of airspace, and, if necessary, contact the Main EU ATM Center to establish a temporary regime for the use of airspace.

65. When making a decision to conduct RPS, it is necessary to take into account:

removal of the locations for the deployment of on-duty search and rescue forces and equipment, as well as funds involved in addition to the RPS, from the disaster area;

the possibility of using search forces and means according to physical, geographical and climatic conditions;

level of training of search and rescue aircraft crews;

the feasibility of attracting additional search and rescue forces and resources;

the ability to organize constant monitoring of the actions of search and rescue forces and equipment and their reliable management during RPS.

66. When an on-duty search and rescue aircraft departs for RPS, the flight director (air traffic controller, shift manager of the control center) must take measures to replace it on duty with another aircraft with a crew trained for RPS.

67. When conducting RPS over a non-landmark area or over a water surface, search and rescue aircraft must be sent in pairs to ensure mutual assistance.

68. The management of search and rescue forces and equipment during the search, assistance and evacuation of victims of disaster is carried out by the head of the RPS in the manner set out in the Federal Aviation Rules for search and rescue in state aviation * and in this Manual.

69. Calculation of the duty shift of the control point maintains a RPS work card, which reflects all stages of the RPS.

70. When collecting additional information about an aircraft in distress, the calculation of the control center duty shift specifies:

availability of emergency rescue equipment on board the aircraft;

route, flight altitude and speed, estimated time of arrival at the landing aerodrome, radar tracking data and time of loss of radio contact with the aircraft crew;

meteorological flight conditions, weather forecast in the disaster area, daylight hours;

airfield and departure time of the duty search and rescue aircraft, exit points and routes of the NPSK, methods of their guidance;

results of a search and survey of the local population.

Depending on the circumstances and nature of the disaster, other information may be required.

71. During the RPS, the calculation of the duty shift of the control point informs the CCPS of its zone and the EU ATM control center about all stages of its implementation.

Actions of search and rescue forces during search and rescue operations

Actions of search and rescue aircraft crews

72. Having received the command to take off and the task of conducting RPS, the commander of the search and rescue aircraft must:

set a task for the crew and the SPD on the emergency situation that has arisen and the search procedure;

launch, taxi and take off with permission from the control center;

after takeoff and reaching a given altitude, turn on the on-board search equipment complex;

without stopping radio communication with the control center, listen to the emergency signal;

regularly report to the control center about search results.

73. Entering the search area is carried out using all means of navigation, as well as:

during the operation of an emergency radio beacon - using radio search equipment;

if there is radio communication with victims of disaster - according to their target designation;

if there is another aircraft over the disaster site - by its target designation or using the command radio station as a drive;

on commands of the control body (point);

in the absence of the above information - visually.

74. Radio technical search is the main type of search.

To increase the detection range of a disaster object by radio equipment, access to the disaster area is carried out in the altitude range: for airplanes - 6000-8100 m, for helicopters - 600-1200 m.

The crew reports the location and time of passage of the emergency radio beacon (beacon) by the search and rescue aircraft to the control post and requests permission to descend for visual detection of victims in distress.

75. If, as a result of examining the search area using radio equipment, no victims of distress are found and communication with them is not established, a visual search is carried out with the permission of the RPS control point.

76. Visual search is carried out according to given squares, defined using a palette with a visual search grid. The palette must be carried on board every search and rescue aircraft. The division of the search area into squares is carried out by the control center directly supervising the RPS.

Typically, the search area is divided into squares measuring 20x20 km according to the visual search grid palette. If necessary, the 20x20 km squares can be divided into 4 10x10 km squares.

The order of inspection of the search area using squares is indicated to the crew before departure or communicated by radio during the flight.

77. The decision for a visual search is drawn up by control points participating in the RPS, as well as the crews of search and rescue aircraft on maps at a scale of 1: 200,000.

When using a palette with a visual search grid, you must:

align the transverse axis of the palette with the northern direction of the true meridian;

align the center of the palette with a characteristic landmark determined by the PSR control point;

number the squares obtained on the map in accordance with the numbering of the palette: (vertically - A, B, C, D, D, etc. from the center; horizontally -1, 2, 3, 4, 5, etc. to the right from the center).

The entire crew, as well as the SPD personnel on board, take part in the search for victims of distress.

When searching over mountainous, desert areas, over taiga, over the water surface, by the decision of the head of the RPS, observers may be on board the aircraft.

78. During visual search, the flight is carried out at an altitude of 500 - 600 (for helicopters 200-300) m above the terrain (obstacles, water surface). The flight altitude may vary depending on the characteristics of the search area, meteorological conditions, the level of crew training and the nature of the search object.

79. When performing a visual or radio search, the crew must ensure continuous coverage of the specified search area with an overlap of 25%. To do this, it is recommended to maintain the following distances between tacks:

above the forest - 1 km, above the dense forest - 0.5 km;

in open areas - 2 km.

To maintain specified routes for inspecting the area, smoke bombs or radio beacons can be used.

80. A visual search over a dense forest begins with a flight at high altitude, providing a general inspection of a given area in order to detect fires or smoke, as well as to listen to signals from emergency radio stations or establish contact with the crew in distress.

81. The distance between the terrain inspection tacks is set to no more than two flight altitudes. In areas of terrain with dense vegetation, additional inspection can be performed (from a turn) or the distance between tacks can be reduced and the search altitude reduced to that set by the commander (chief) or the RPS control point, but not lower than the minimum safe altitude in the given area.

82. When performing search flights in the mountains, gorges, valleys, and mountain rivers are inspected. The mountain peaks are examined from all sides.

83. When establishing contact with victims of a disaster, the crew of a search and rescue aircraft asks them about the location and nature of the disaster, their state of health and necessary assistance, gives the command to turn on the emergency radio station in the “Mayak” mode, and identifies themselves with signaling or improvised means.

84. When a disaster site is detected, the crew of a search and rescue aircraft must:

determine the coordinates of the disaster site on the map;

designate the location of the disaster using the means available on board the aircraft; in the absence of marking means, it is necessary to take all measures so that the detected object is not lost (record the time and course of the flight, perform a standard turn or take a turn, gain the required altitude and clarify your location using ground-based radars, direction finders, radio stations and other means );

inform the victims of distress by radio or aircraft evolutions that they have been detected (signals for the exchange of information during RPS are given in Appendix No. 5 to this Manual);

ensure the guidance of other search and rescue equipment to the disaster site.

85. If victims of disaster require urgent assistance, and it is impossible to land by helicopter, it is necessary to land the SPD and emergency rescue equipment and equipment.

The decision to land the SPD is made by the commander of the search and rescue aircraft.

86. The commander of a search and rescue aircraft must report by radio to the control point:

time of detection and coordinates of the victims;

the observed condition and position of the aircraft, the presence and visible condition of crew members and passengers;

information transmitted to victims by radio or visual signals;

weather in the disaster area;

data on the relief and condition of the earth's (water) surface (sea waves, ice conditions) on which the aircraft and people in distress are located;

type and location of land vehicles that can be used (rail, water, road, horse-drawn);

information about terrain passability;

measures that have already been taken to provide assistance;

information about the damage caused.

87. In the future, the crew of the search and rescue aircraft acts in accordance with the instructions of the RPS control body (point).

88. If it is possible to land, the crew of the search and rescue helicopter, having selected a landing site, reports its coordinates to the RPS control point and requests permission to land.

In the absence of radio communication with the control unit (point), the helicopter commander independently selects the method of evacuating victims of distress, taking into account the size of the site, obstacles on the approaches, wind direction and speed and other factors.

The crew selects and lands on the site independently in accordance with the requirements of the flight manual.

The helicopter commander is responsible for the safety of landing and evacuation of those in distress.

89. After landing, the helicopter commander must organize the provision of medical assistance to the injured and evacuate them to the nearest airfield or medical facility.

First medical aid is provided at the scene of a disaster in the form of self- and mutual assistance.

Pre-medical and medical assistance is provided directly at the disaster site by medical personnel included in the SPD and NPSC, and if it is impossible to provide it on the spot, in the nearest medical institutions.

90. In the event of a fire on an aircraft in distress, the crew of a search and rescue helicopter, together with the SPD, after landing, must immediately begin evacuating people, primarily the wounded, and at the same time take measures to extinguish the fire.

91. The crews of search and rescue helicopters and SPD personnel must know how to quickly extract crew members from aircraft in the event of an accident and fire, taking into account the location of emergency hatches, and on passenger and transport aircraft - the location of emergency exits that can be opened from the outside, and opening points fuselage.

92. When detecting the crew or passengers of an aircraft in distress over the water surface, the crew of a search and rescue helicopter marks the location of the disaster using the means available on board.

93. To evacuate victims of disaster from the water surface, the commander of a search and rescue helicopter assesses the possibility of landing and evacuating victims of disaster afloat.

If it is impossible to land on water, the helicopter commander performs an SPD landing.

Landing from a helicopter can be performed by parachute, parachute-free landing from a hover using descent devices or a winch, as well as onto the water from a height of 6-8 m at a speed of no more than 30 km/h.

94. Lifting of people over land and water surface on board a helicopter in hovering mode is carried out with the participation of aviation rescuers. Before rescuers launch, flotation devices are released into the water, and rescuers put on wetsuits and life jackets.

The procedure for lifting victims in distress is determined by the commander of the search and rescue helicopter in accordance with the requirements of the flight manual.

95. If it is impossible for the SPD to land, evacuate disaster victims by landing or from a hover mode, they will drop stowages with rescue equipment and special cargo to ensure their life.

96. Guidance of ships and vessels to the disaster area is carried out by the crew of the search and rescue aircraft by radio, and in the absence of radio communication, by means of established visual signals.

97. If an aircraft in distress sank, the helicopter commander must, with the greatest possible accuracy, mark the location of the distress using the means available on board, or link this place to characteristic landmarks.

The helicopter commander is obliged to report to the head of the RPS about the location of the aircraft's flooding and the release of markings and remain above the object until instructions on subsequent actions are received.

98. Methods of radio technical and visual search, crew actions and SPD, depending on the type of aircraft, time of year and day, weather conditions and other factors, are set out in the instructions to the crew of the duty search and rescue aircraft, approved by the commander of the aviation unit.

99. After completing the RRP, the commander of the search and rescue aircraft reports the results to the commander of the aviation unit.

Actions of personnel of ground search and rescue teams and parachute rescue groups

Actions of ground search and rescue teams

100. Before going on duty, the head of the NPSK checks: the team’s knowledge of their duties and safety measures when conducting RPS;

equipment and the availability of the necessary documentation: NPS instructions, layout diagrams of emergency hatches and openings, maps with a visual search palette;

readiness of vehicles, their refueling with fuel and lubricants and the availability of road maps in the search area;

availability and condition of emergency rescue property and equipment;

serviceability of notification channels for transmitting commands to go on search.

The team’s chief reports the team’s readiness to conduct RPS to the flight director (the commander of the aviation unit, the deputy commander of the aviation unit for IAS).

101. The task of the NPSK to conduct RPS is set by the commander of the aviation unit or his deputy, the flight director.

When setting a task, the following is indicated:

time and place of the incident;

type of aircraft in distress and pilot's call sign;

nature of the incident;

number of crew members and passengers;

Availability of rescue equipment for disaster victims;

route, nature of the terrain and presence of settlements;

the order of inspection of areas or squares;

procedure for communication with the head of the RPS (PU) and search forces and means;

security measures.

102. When conducting RPS, the NPSK maintains continuous radio communication with the RPS control center and acts according to its instructions. In the absence of communication with the RPS control point, the head of the NPSK makes decisions independently, in accordance with the situation, but he is obliged to inform the RPS control point about the decision made by all available means.

103. The NPSC, having arrived in the search area, sets up a camp, if necessary, and establishes communication with the RPS control point (via a repeater), with search and rescue aircraft and with other search groups.

104. To detect victims of distress when the radio beacon is working, radio direction finders are used. Otherwise, the area is inspected visually using the methods of parallel viewing, contour search, and selective trajectory. Particular attention is paid to the presence of smoke, craters, damaged trees, traces of fuel and lubricants, and metal objects. The daily assignment for search groups is determined taking into account their return to camp during daylight hours.

105. For a more detailed survey of rough or wooded-swampy terrain, 10 by 10 km squares are divided into smaller squares. The NPSC conducts ground search by combing the area in a chain at intervals that provide reliable viewing and stable visual communication. The extreme members of the combing chain must be provided with means of communication with the ground search control center and report to the control center about all detected objects.

106. Upon detection of victims of disaster, the head of the NPSK:

takes all measures to preserve the lives of victims;

assesses the situation at the disaster site, takes photographs or videos of it;

reports to the RPS control center on the measures taken and the assistance required;

if necessary, prepares a site for landing (hovering) a helicopter.

107. Pre-medical and medical assistance is provided directly at the disaster site by medical personnel from the NPSC.

The doctor (paramedic) determines the nature of the injuries and the condition of the victims. First of all, it provides medical assistance to victims who are in critical condition and stabilizes their condition. Prepares victims for evacuation to inpatient medical institutions, providing them with on-site medical (pre-medical) care for life-saving reasons.

The scope of medical care is determined by the instructions for emergency care for acute diseases, injuries and poisonings.

The order of evacuation of victims is determined by a doctor (paramedic) at the disaster site, and the possibility of radio consultation with specialists is used.

108. The head of the NPSK reports to the RPS control center about the decision made to evacuate the victims on his own, the choice of route and its end point (medical institution, settlement, airfield, etc.).

Actions of parachute rescue groups

109. Before going on duty, the senior SPDG must check:

knowledge by the group of their responsibilities and safety measures when conducting RPS;

equipment and availability of necessary documentation;

availability and serviceability of communications;

availability and condition of emergency rescue property and equipment.

The SPDG must receive a task for the flight shift (duty period), become familiar with the features of upcoming flights and the weather forecast.

Its leader reports to the flight director (the commander of the search and rescue aircraft) about the group’s readiness to conduct RPS.

110. The task of the SPD to conduct RPS is assigned by the commander of the aviation unit, the flight director or the crew commander of the search and rescue aircraft. If necessary, the task is clarified in the air.

111. When carrying out RPS, SPDG must:

clarify the disaster area, the nature of the terrain and weather conditions;

adjust equipment;

conduct a visual search (the order of visual search is determined by the aircraft commander. As a rule, members of the SPD scan the entire terrain accessible to observation through the left and right blisters of the aircraft fuselage. During the search process, the direction of view moves periodically from the longitudinal axis of the aircraft to the side and back, to the distance , equal to the expected detection range of objects);

at the command of the aircraft commander, land with a parachute, using a descent device or using the helicopter's onboard winch.

112. After landing (splashdown):

report to the aircraft commander by radio about the results of the landing and the situation in the disaster area;

in the event of a fire on an aircraft in distress, immediately begin evacuating people, primarily the wounded, and take measures to extinguish the fire, using all available and available means;

provide assistance to victims of disaster. Pre-medical and medical assistance is provided directly at the disaster site by medical personnel who are part of the SPD.

113. The doctor (paramedic) determines the nature of the injuries and the condition of the victims. First of all, it provides medical assistance to victims who are in critical condition and stabilizes their condition. Prepares victims for evacuation to inpatient medical institutions, providing them with on-site medical (pre-medical) care for life-saving reasons.

114. SPDG personnel:

provides assistance to victims of disaster during evacuation, especially during evacuation by helicopter from hover mode. The order of evacuation of victims is determined by a doctor (paramedic) at the disaster site, and the possibility of radio consultation with specialists is used;

organizes the extinguishing of fires, cordoning off the disaster site, its protection, and takes measures to preserve the means of objective control;

if necessary, prepares a site for landing (hovering) a helicopter;

subsequently acts at the command of the search and rescue aircraft crew commander.

Management of search and rescue forces and equipment during search and rescue operations

Reporting aircraft in distress or distress

115. A message about aircraft in distress or in distress refers to messages that have absolute priority categories. The procedure for reporting and alerting an aircraft in distress is defined in Articles 92 and 93 of the Air Code of the Russian Federation* and the Federal Aviation Rules for Search and Rescue in State Aviation**.

Tasks of search and rescue coordination centers and aviation flight control centers

116. The tasks of the SCCPS in organizing and conducting RPS are determined by paragraph 56 of the Federal Aviation Rules for Search and Rescue in State Aviation**.

117. The following tasks are assigned to the CCPS of aviation search and rescue zones:

coordination of the actions of bodies and control points of aviation and ground search and rescue forces and means located in the territory of the aviation search and rescue zone during aviation search and rescue, as well as organizing interaction between them;

monitoring the readiness of on-duty search and rescue forces and means of the aviation search and rescue zone to conduct RPS;

bringing information about search and rescue forces and equipment on duty to aviation flight control centers of federal executive authorities;

a report to the head of the RPS in the aviation search and rescue zone, to the State Control Center, interacting State Control Center and air traffic services authorities on the fact of a disaster, the measures taken and their proposals to provide assistance to victims of disaster;

raising on-duty search and rescue forces and equipment to conduct RPS and to check their readiness;

management of the RPS;

monitoring the flights of search and rescue aircraft, the actions of the NPS, as well as ensuring security measures during the RPS;

constant information from the SCCPS about the search results and measures taken in the process of implementing the RPS;

maintaining the RPS plan on the map;

analysis of the progress of the RPS implementation;

organizing and conducting practical training and exercises with search and rescue forces and means of all federal executive authorities in their zone;

In each aviation search and rescue zone, the CCPS is equipped with means of communication with:

b) the relevant EU ATM center;

c) relevant EU ATM support centres;

d) relevant direction-finding and radar stations in the aviation search and rescue zone;

e) CCPS of neighboring aviation search and rescue zones;

f) coastal radio stations capable of providing emergency warning to submarines in the disaster area and maintaining communication with them;

g) RKTSPS of its aviation search and rescue zone.

118. The RKTSPS is assigned the following tasks:

coordination of the actions of bodies and control points of aviation and ground search and rescue forces and means located on the territory of the interregional territorial administration (ITU) of civil aviation during aviation search and rescue, as well as the organization of interaction between them;

monitoring the readiness of on-duty search and rescue forces and equipment to conduct RPS;

bringing information about the search and rescue forces and equipment on duty to the CCPS;

transmission of aircraft distress signals to aviation flight control centers;

a report to the head of the RPS (the head of the aviation unit, the owner of the aircraft), the CCPS and the air traffic services authorities about the fact of the disaster, the measures taken and their proposals to provide assistance to the victims of the disaster;

development of proposals on the issues of conducting RPS;

raising on-duty search and rescue forces and equipment to conduct RPS and to check their readiness;

control over the departure and exit of duty aviation and ground search and rescue forces and equipment;

management of the organization of RPS;

organizing the build-up of search and rescue forces and equipment depending on the situation;

monitoring the flights of search and rescue aircraft, the actions of the NPSC, as well as ensuring flight safety during the RPS;

constant information from the CCPS about the search results and measures taken in the process of implementing the RPS;

maintaining the RPS plan on the map;

analysis of the progress of the RPS implementation;

organizing and conducting practical training and exercises with search and rescue forces and equipment on the territory of the MTU;

maintaining accounting and reporting documentation.

119. The main tasks solved by the crews of aviation flight control bodies (points) on aviation search and rescue issues are:

collection, processing and analysis of information about an aircraft in distress or in distress, and a report to the Aviation Search and Rescue Zone Control Center and the State Control Center;

bringing subordinate and interacting search and rescue forces and assets to the highest degree of readiness for use according to their intended purpose, assigning tasks to them and directly managing them during the RPS;

development of proposals to the head of the RPS for him to make a decision on its organization and implementation;

flight control of search and rescue aircraft;

development and registration of an RPS plan on the map;

deployment of auxiliary control centers for search and rescue forces and equipment;

ensuring continuous interaction between search and rescue forces and assets participating in the RPS;

ensuring priority in the use of airspace by search and rescue aircraft and the safety of their flights during RPS;

constant informing of the KTSPS of the aviation search and rescue zone and interacting control points, as well as the GKTSPS about the progress and results of the ongoing RPS;

daily recording of the readiness of on-duty search and rescue forces and equipment to conduct RPS in their zone (area) of aviation search and rescue.

Management of search and rescue forces and equipment and organization of interaction during search and rescue operations

120. Management of aviation search and rescue forces and assets consists of carrying out constant and purposeful activities of managers and management bodies to maintain them in constant readiness to perform tasks as intended and to guide them during the RPS.

121. Search and rescue forces and assets involved in conducting RPS (operations) for the period of this work (operation) become operationally subordinate to the head of the FPSU.

122. Search and rescue forces and facilities are managed by:

GKTSPS - as part of the FPSU;

KTSPS - at the command posts of Air Force associations that have aviation search and rescue zones;

RKTSPS - on the territory of the MTU of civil aviation;

aviation flight control centers;

auxiliary control point (AC) for search and rescue forces and equipment.

123. The CCPS of the aviation search and rescue zone reports on the progress of the RPS to the SCCPS every 30 minutes, and also resolves with him all issues regarding the organization, interaction and conduct of the RPS.

124. Management of aviation search and rescue forces and assets during RPS (operations) is carried out through general or specially designated communication channels. To ensure continuous control of search and rescue forces and assets in the aviation search and rescue zone, a relay aircraft may be allocated.

125. When conducting search and rescue operations in two or more aviation search and rescue zones, with the involvement of search and rescue forces and funds of the federal executive authorities, the State Center for Rescue Service organizes interaction between them. In this case, the following issues are agreed upon:

composition, quantity and order of allocation of forces and means;

routes, places of concentration of allocated search and rescue forces and equipment;

call signs of search and rescue aircraft, relay aircraft, other involved equipment, and rescue teams;

the availability of search and rescue forces involved, as well as the availability and readiness of medical institutions, is clarified.

Chapter II.

Search and rescue support for flights of space objects

General provisions

126. PSO for flights of space objects - a type of support for flights of space objects, aimed at ensuring the safety of astronauts, timely detection and maintenance of the descent vehicle (DS), evacuation of astronauts, special materials, equipment and spacecraft.

The organization and coordination of the actions of all search and rescue forces and equipment during the search and evacuation of cosmonauts, special materials, equipment and satellites from the landing site is assigned to the FPSU.

127. PSO flights of space objects are organized in accordance with the requirements of documents of the Minister of Defense of the Russian Federation, agreed with the interacting federal executive authorities, which define the tasks of the branches of the Armed Forces of the Russian Federation *, the main departments of the Ministry of Defense of the Russian Federation, the commanders of Air Force formations and the FPSU.

128. PSO flights of space objects for various purposes are organized by the FPSU with the forces and means of the branches of the Armed Forces and other federal executive authorities.

PSO for flights of the International Space Station with Soyuz-type spacecraft is organized in accordance with the instructions for organizing search and rescue support for flights of the International Space Station with Soyuz-type spacecraft.

129. PSO for flights of space objects in the airspace of the Russian Federation is organized according to zones (regions) of aviation search and rescue: over land territory - by forces and means of the Air Force, over sea waters - by forces and means of the Navy together with forces and means of the Air Force.

130. The head of the FPSU is responsible for organizing the PSO flights of space objects.

He must:

plan PSO for flights of space objects;

organize instructional and methodological classes on the implementation of RPS with the leadership of formations and units of the Air Force search and rescue complex;

conduct training of search and rescue forces involved in the RPS at reserve training sites at least once every three years;

carry out general management and control the conduct of RPS on spacecraft in aviation search and rescue areas;

organize interaction with the main headquarters of the branches of the Armed Forces, federal executive authorities, whose forces and means are involved in the AKP;

maintain constant contact with the ICVTs in order to obtain after landing the coordinates of the aircraft equipped with emergency radio beacons;

report to the Chairman of the State Commission for Flight Testing of Space Objects on the readiness of the search and rescue complex and to the Chief of the General Staff of the Armed Forces on the results of the implementation of the RPS.

131. The command of the branches and branches of the Armed Forces, at the request of the FPSU, provides temporary basing at its airfields, emergency maintenance and refueling of aircraft and ground search and evacuation vehicles with fuel and lubricants, accommodation and food for personnel participating in the RPS. Provides office space for the deployment of control posts and, if necessary, allocates aircraft, ground and floating assets.

132. Landing of the aircraft is carried out at the main and reserve training grounds. In case of emergency situations, the landing of the aircraft can be carried out both on the main (alternate) landing sites and beyond them, including on the territory of foreign states, and it is necessary to notify the International Water Transport Center about the need to provide the coordinates of emergency radio beacons operating in the landing area.

In the event of an aircraft landing on the territory of a foreign state, search and evacuation are carried out in accordance with existing international treaties and agreements. At the same time, the use of aviation assets of the Russian Federation is carried out under the leadership of the FPSU.

133. The search for astronauts, assistance to them and their evacuation, as well as the search and evacuation of spacecraft and special materials at the main training ground are carried out by the forces and means of the Air Force search and rescue complex.

The search and rescue complex includes Air Force units with:

aircraft and ground search and rescue equipment;

search CP;

emergency medical teams.

134. The required composition of search and rescue forces and equipment for conducting RPS during a normal landing is determined by the FPSU at the proposal of the commanders of the Air Force formations. The composition of search and rescue forces and assets in the Navy is determined by the Directorate of Search and Rescue Operations of the Navy.

135. When landing a spacecraft outside the main range, as a rule, additional forces and search equipment are involved.

The forces and means additionally involved in the work include:

command and auxiliary control posts;

aircraft, SPDG and NPSC from the branches and branches of the Armed Forces, including those on duty in the aviation search and rescue system;

emergency medical teams formed by medical institutions of military districts;

emergency medical care teams formed for PSO of aviation flights of other federal executive authorities.

136. The necessary additional search and rescue forces and equipment, transport, floating equipment and personnel are allocated by the commanders-in-chief of the Armed Forces, the commanders of the military districts, the commanders of the Air Force formations and for the period of the RPS are transferred to the operational subordination of the head of the FPSU.

137. Spacecraft descents are divided into:

regular - the descent of a spacecraft from orbit to the main landing site planned by the flight program;

supernumerary:

early - premature descent of a spacecraft from orbit to the main landing site, when the decision to land is made during the flight and all necessary work to ensure the landing is carried out according to the standard established scheme;

urgent - premature descent of a spacecraft from orbit at any flight orbit, when the decision to terminate the flight is made by a state commission. If it is impossible to land at the main range, landing is carried out at a pre-selected reserve range;

emergency - premature descent of a spacecraft from orbit at any flight orbit, when the decision to land is made by the astronauts. In this case, the descent can be carried out both to the main or reserve training grounds, and to any point on the earth’s surface.

138. During a normal descent, when landing is carried out at the main range, two options for conducting RPS are provided depending on the mode of descent of the spacecraft:

during a controlled descent, search and rescue forces and equipment are located near the estimated landing area;

in the event of a disruption to the ballistic descent, forces and means from the main area and additional forces and means to cover the landing area during the ballistic descent are deployed to the estimated landing area.

Standard descents are calculated in such a way that at least 1.5 hours of daylight are allocated for the evacuation of astronauts from the landing site.

139. The timing of the implementation of the RPS is determined in accordance with the instructions for the organization of the RSO and the combat use (technical operation) of spacecraft for various purposes.

When landing a spacecraft at night, the time required to search for the spacecraft and provide medical assistance to astronauts increases by 1.5 times.

140. PSO of an autonomous or joint flight of a manned spacecraft with an orbital complex, as well as the performance of dynamic operations in orbit, is carried out by the duty forces of the PSK from readiness No. 3.

141. Data on an abnormal descent are transmitted immediately after a decision is made to land the spacecraft or after receiving information from the Mission Control Center (MCC), followed by its confirmation by telegram.

RPS during an emergency descent is carried out by the duty forces of the PSK from places of permanent deployment with their further build-up.

142. To organize and ensure the search and evacuation of cosmonauts and spacecraft from the landing site, to organize interaction at all levels in the launch and landing area, the head of the FPSU forms an operational group.

143. To provide assistance to cosmonauts at the landing site, as well as security and maintenance of the spacecraft, transmitting information on the progress of the RPS, the head of the FPSU, on the recommendation of the heads of interacting organizations, forms an operational and technical group (OTG).

The number and composition of the OTG are determined by the head of the FPSU and approved by the chairman of the State Commission for Flight Design Tests. The admission of other specialists, representatives of enterprises and organizations that are not part of the UTG, to the landing site of the SA is carried out by the decision of the head of the FPSU according to the name lists.

When conducting RPS on automatic spacecraft, the composition of the OTG is determined and approved by the head of the FPSU.

144. When organizing and conducting RPS in order to preserve state and military secrets, the following is provided:

limiting the circle of persons involved in the development of RPS plans and their implementation, checking their knowledge of the rules for conducting negotiations and transmitting information via communications;

maximum use of personal communication between commanders and superiors with subordinates when assigning tasks to them;

strict compliance with communications security requirements and rules of covert command and control at all stages of preparation and conduct of RPS.

Organization of search and rescue support for flights of space objects

145. PSO for flights of space objects is organized for the entire period of flight of the space object and includes:

planning of PSO flights of space objects;

maintaining constant readiness of search forces and means to carry out assigned tasks;

duty of search and rescue forces and assets of the Air Force at home airfields, as well as search and rescue forces and assets of the Navy at bases and airfields;

preparation of forces and means for the implementation of RPS for spacecraft;

performing search and rescue operations on spacecraft;

management of search and rescue forces and facilities;

interaction between the branches and branches of the Armed Forces, federal, regional and local executive authorities, whose forces and means are or may be involved in the implementation of the RPS;

activities by types of RPS support;

measures to ensure flight safety during RPS;

analysis of completed RPS and development of measures to improve them.

Search and Rescue Planning

146. Planning of the PSO is carried out by the head of the FPSU on the basis of:

a plan for spacecraft launches within the framework of the federal space program, the program of international cooperation in the field of astronautics, and commercial space flight programs for the year;

plan for the use of space forces and assets of the Armed Forces;

initial data on the parameters of a specific flight or stage of a spacecraft flight.

147. When planning a PSO, the following are taken into account:

composition and deployment of search forces and means;

timing of the RPS;

passing the trajectories of the calculated routes of daily landing orbits;

airfield network in the landing area of ​​the aircraft, equipment of airfields with communications equipment and radio technical support (RTO);

climatic and geographical characteristics of the landing area, long-term weather forecast at permanently based airfields and operational airfields, as well as in the estimated landing areas of the aircraft;

availability of communications and radio technical equipment in the landing area and the possibility of deploying auxiliary control points;

forces and means allocated by interacting organizations;

the time of darkness and dawn.

148. During USAR planning, it is necessary to:

clarify the coordinates of landing areas;

determine the required outfit of forces and means;

determine the distribution of forces and assets along landing routes and operational airfields;

develop a search option and organize the management of search forces and means;

organize interaction between Air Force formations, branches and branches of the Armed Forces, federal executive authorities, and the International Exhibition Center;

resolve issues of navigational, aviation engineering, material, airfield technical, medical, meteorological support, communications and radio technical support;

determine the boundaries of areas for introducing a temporary regime for aircraft flights;

establish deadlines for the concentration of forces and assets at operational airfields, as well as deadlines for assigning tasks to personnel involved in the RPS;

determine measures to ensure flight safety during RPS.

149. USAR planning begins after receiving initial data, which includes:

spacecraft launch data;

calculated routes of landing orbits, coordinates of the landing point of the aircraft, data on dispersion by range and direction.

Initial data is issued no later than 30 days before the planned launch of manned spacecraft and 3 days before the landing of automatic spacecraft.

The data on the coordinates of the landing area is updated:

4 days before landing - to fly over the landing area;

3 days before landing - taking into account the results of the flight over the area and other factors;

8 hours before landing.

150. After processing the initial data, the head of the FPSU sends orders for communications, medical support and RPS to the Air Force formations.

The order for conducting RPS specifies:

date and estimated time of launch and landing of the spacecraft;

type and number of spacecraft;

timing of concentration of forces and assets at operational airfields;

deadlines for submitting decisions of commanders of air force formations and other data depending on the situation.

151. The commander of the Air Force formation, on the basis of orders from the head of the FPSU, makes the “Decision to conduct search and rescue work.” The solution is worked out on a map with an explanatory note. Based on the decision, a planned RPS table is developed. A sample of filling out the planning table is given in Appendix No. 6 to this Manual.

152. The following are plotted on the decision map:

boundaries of the aviation search and rescue zone and areas;

control centers for search forces and means;

home airfields and operational airfields indicating the types and number of aircraft;

landing pads for helicopters;

helicopter air duty zones;

restricted areas in the search area;

routes of calculated daily landing orbits and landing points of the aircraft;

estimated landing areas of the SA;

routes and flight levels of search aircraft in search areas;

air routes of the Russian Federation and local air lines;

means for detecting SA during the parachute descent and after landing;

communications and flight technical equipment;

summary table of the involved forces and means.

The decision, after agreement with the head of the FPSU, is reported to the Commander-in-Chief of the Air Force.

153. The explanatory note to the decision indicates:

supervisors of work in the aviation search and rescue zone and search areas;

the composition of the search forces and means involved and the time of their concentration in the initial areas;

organization of management of search forces and means;

time and place of task setting;

the procedure for conducting radio technical and visual search of aircraft by aviation and ground means;

the procedure for notifying zonal (district) EU ATM centers about search aircraft flights;

the procedure for interaction with neighboring Air Force formations and local federal executive authorities participating in the work;

the procedure for conducting RPS on reservoirs, in restricted areas and hard-to-reach areas;

organization of communications and radio technical support, navigational, aviation engineering, material and airfield technical, meteorological and medical support;

measures to ensure secrecy;

the procedure for helicopter flights to landing sites in the search area and their return to airfields;

methods for aircraft to arrive at the landing point of the aircraft and the procedure for landing the SPD;

methods of delivery of the OTG to the landing site of the vehicle and the procedure for organizing communication with it;

procedure for evacuation of astronauts and special materials;

measures to ensure flight safety.

Preparing forces and equipment for search and rescue operations

154. The preparation of forces and equipment for conducting RPS is organized by the commander of the Air Force formation. Preparation of forces and means for the RPS includes:

advance preparation of attracted forces and assets in their permanent bases;

concentration of attracted forces and assets and direct training at operational airfields;

readiness activity.

155. Advance preparation of search forces and assets is carried out in units and subunits, in their places of permanent deployment and includes:

training of crews of search aircraft and ground search and evacuation means;

preparation of CP calculations;

training of SPD personnel, emergency medical care teams (teams), NPSC and technical maintenance teams;

training of aviation and ground equipment;

checking the availability and condition of life-saving equipment and equipment, equipment and property for carrying out technical maintenance of the aircraft.

156. In the course of advance preparation, helicopter crews involved in the RPS are trained on landing life-saving equipment, landing on an unmarked site day and night, lowering and ascent of people while hovering over land and water, as well as evacuating aircraft in various conditions.

157. Direct training of search and rescue forces and equipment is carried out at operational airfields and includes:

setting tasks for the crews of search aircraft, SPDG, crews of ground search and evacuation equipment and the NPSC for conducting RPS;

flyover of the proposed landing area of ​​the aircraft;

deployment of TPU, communications and flight control equipment.

158. When setting a task, the following is indicated:

date and estimated time of takeoff (landing) of the aircraft;

composition and locations of concentration of attracted forces and means;

the degree of readiness of search forces and means and the timing of their transfer from one degree of readiness to another;

location of control points, composition of operational crews, areas of responsibility and boundaries of transfer of control;

procedure for using communications and radio communication equipment;

tasks for the crews of search aircraft and ground search teams;

the order of departure of search aircraft, routes, altitudes and speeds of their flight, time of departure to the starting points of the routes;

main characteristics of the SA;

data on the operation of on-board radio and lighting equipment to support the search for aircraft during the descent stage and after landing;

time of commissioning of the main parachute system;

estimated landing area;

meteorological, ornithological and hydrological conditions in the search area;

air and ground conditions;

communications data, call signs of astronauts, the procedure for conducting radio communications with astronauts and the sequence of radio communications;

location of medical institutions, blood types of astronauts, sizes of flight uniforms of astronauts;

methods of conducting radio engineering and visual search;

actions of crews upon detection of signals from satellite radio beacons and after entering the landing area;

the procedure for landing helicopters at the SA and the order of their takeoff from the site;

SPD landing procedure;

safety measures when flying in various weather conditions and when working with aircraft.

159. Concentration of search and rescue forces and equipment in the search area is carried out: at airfields of permanent deployment - 4 days, at operational airfields - 3 days. 4 hours before the landing of the aircraft, ground search and rescue equipment takes up positions near the estimated landing point. Search and rescue forces and equipment are not concentrated in advance at alternate landing sites.

Control of the concentration of forces and assets is carried out by the State Control Center through the Control Center of Aviation Search and Rescue zones.

160. 3 days before the normal landing, a detailed survey (flight) of the area and an analysis of the hydrological situation in the estimated landing areas are carried out. The results of the survey are reported to the head of the RPS and the head of the FPSU.

Conducting search and rescue operations on spacecraft

161. RPS for spacecraft is a set of measures for search, their maintenance, assistance and evacuation of astronauts, spacecraft and special materials from the landing site to their destination.

RPS for spacecraft includes:

SA search;

SA maintenance;

evacuation of astronauts and spacecraft from the landing site;

analysis of the completed RPS.

162. Search for CA includes the following steps:

long-range radio detection by ground means of the aircraft during the landing orbit and after the deployment of the parachute;

radio detection and determination of SA coordinates by aircraft, ships and ground search and rescue equipment;

visual detection of the SA and clarification of its coordinates.

The search ends with the arrival of search forces and means to the landing site of the aircraft and the organization of its security.

163. After detecting the aircraft on the landing orbit by ground-based radio equipment, the GKTSPS calculation clarifies the estimated landing area of ​​the aircraft and transmits the data to the head of the RPS in the aviation search and rescue zone.

164. The search for aircraft is, as a rule, carried out by aviation means. If a search using aircraft is not possible due to difficult meteorological conditions or does not produce positive results, a ground search is organized.

165. The main type is radio search based on signals from the SA radio beacon, carried out using search equipment installed on aircraft.

166. For radio detection of aircraft during the parachute descent stage, search aircraft fly along established routes. In order to avoid collisions of aircraft with the aircraft and parts separating from it, search zones are assigned outside the boundaries of the estimated landing area of ​​the aircraft. A typical layout of search forces and means is given in Appendices No. 7 and No. 8 to this Manual.

167. The time of departure of aircraft to the initial points of search routes is determined in accordance with the estimated time of switching on the radio beacon on the aircraft.

When a SA radio beacon signal is detected, the aircraft crew reports to the control center the time of detection of the radio beacon signal, its location, the magnetic flight path and the radio beacon heading angle (KUR), as well as the time of establishing radio communication with the astronauts.

168. The flight of an aircraft towards an aircraft with RAC = 0, as well as its descent for visual detection of an aircraft, is carried out only with the permission of the flight director in the search area.

169. At the landing site of the aircraft, the first to land, as a rule, is a helicopter, on board of which are the OTG and the flight director in the landing area of ​​the aircraft. The flight director in the landing area receives the remaining helicopters.

In case of untimely arrival of the flight director, his functions are performed by the commander of the helicopter crew who was the first to land at the aircraft.

170. If, as a result of a radio search, the aircraft is not detected, then a visual search from the air is organized. In this case, the area of ​​probable landing of the SA is determined on the basis of calculated data from the MCC and radio technical troops, as well as the coordinates of the operation of emergency radio beacons received from the Intercontinental Control Center.

171. When assessing the situation and making a decision to conduct a visual search, the following are taken into account:

nature of the area;

time of day (daylight reserve);

actual weather conditions and forecasts;

removal of the search area from airfields (landing sites);

basing search forces and means;

level of training of search aircraft crews.

172. To organize a visual search, the SA search area is divided into search squares.

Flight routes are selected to ensure a continuous view of the area and are separated by altitude to ensure safety.

Before starting a visual search, the order of aircraft following to the search area and returning to the landing airfield is determined.

Aircraft crews, carrying out a visual search, simultaneously identify areas of the terrain where additional search should be carried out by ground forces.

173. After radio technical or visual detection of the SA from the air, if necessary, by decision of the head of the RPS, the landing of SPDG, rescue equipment and special cargo is carried out in the zone.

174. Search helicopters equipped with special lighting equipment are involved in the visual search of aircraft at night.

175. Ground search for aircraft is carried out using special search and recovery vehicles (SEVs), equipped with communications equipment, radio direction finding, navigation and equipped with life-saving property and equipment, as well as all-terrain vehicles with NPSK.

176. The scope and sequence of work on the technical maintenance (MOT) of the aircraft is determined by special instructions for carrying out work after landing.

177. Maintenance of the vehicle is carried out by the technical maintenance team (MTO), which is part of the OTG. Specialists allocated to the CTO must undergo special technical training in military units and their organizations and have practical skills in working with SA.

178. CTO personnel, on the instructions of the head of the OTG, may be involved in providing assistance and evacuation of cosmonauts and spacecraft in special cases (landing on water, in a forest, swamp, mountains, in case of a fire, etc.).

179. Before carrying out work on the SA, the work area must be equipped with primary fire extinguishing equipment, first aid equipment and means for evacuating victims in the event of accidents. All equipment must be ready for use.

Compliance with safety measures is mandatory for all members of the CTO, regardless of the working conditions and the urgency of its implementation.

180. The security of the aircraft at the landing site is carried out by the personnel of the SPD, NPSC, and crews of search vehicles. In their absence, the head of the RPS in the zone organizes the protection of the SA with the help of guards allocated from military units or territorial bodies of the Federal Security Service of the Russian Federation and the Ministry of Internal Affairs of the Russian Federation.

181. Representatives of the departments in whose interests the spacecraft was launched are responsible for the safety of the spacecraft and special materials during their transportation.

The main stages of evacuation are:

arrival and disembarkation of OTG at the landing site;

determining the position of the SA;

determining the buoyancy and stability of the vehicle and, if necessary, increasing them;

determination of the position of astronauts in the spacecraft;

providing assistance to astronauts;

tilting and towing of the aircraft on the external sling of the helicopter (towing of the aircraft afloat by a search and recovery vehicle);

SA maintenance;

183. The management of the evacuation of cosmonauts from the spacecraft is carried out by a doctor - deputy head of the OTG for the evacuation of cosmonauts. He is responsible for:

determining the health status of astronauts;

determining the method of evacuation of astronauts;

providing necessary medical care to astronauts.

184. If the state of health of the cosmonauts requires their immediate evacuation from the spacecraft, then it is carried out under the guidance of a doctor from any group (team, team) participating in the RPS and the first to arrive at the spacecraft.

185. When landing on a body of water at a regular training ground, the evacuation of astronauts from the afloat spacecraft is carried out by SPD specialists. To evacuate astronauts, they must have special watercraft. When carrying out evacuation using amphibious search and recovery vehicles, the vehicles must approach on the left side from the side of the vehicle's inclination.

The towing of the spacecraft to the shore is carried out, as a rule, after the evacuation of the cosmonauts from the spacecraft afloat.

Delivery of cosmonauts and spacecraft to their destination is carried out by helicopters, land or water transport, depending on the geographical, climatic and meteorological conditions in the landing area.

186. The main stages of evacuation in maritime areas are:

approach of a ship (seaplane, rescue ship, helicopter) to the aircraft and disembarkation of the evacuation group;

increasing the buoyancy and stability of the craft;

providing assistance to astronauts;

lifting cosmonauts aboard a ship (seaplane, rescue ship, helicopter);

lifting the vehicle aboard the rescue vessel;

transportation of the aircraft on the external sling of the helicopter (towing of the aircraft);

SA maintenance;

delivery of astronauts and spacecraft to their destination.

187. Astronauts are lifted aboard the spacecraft, as a rule, in the spacecraft. Rescue ships that do not have lifting devices for lifting the spacecraft, as well as seaplanes and helicopters, lift astronauts after their evacuation from the spacecraft.

The method of lifting the cosmonauts and the spacecraft is determined by the commander of the ship (seaplane, rescue ship, helicopter), based on the specific situation: hydrometeorological conditions, the condition of the cosmonauts and the spacecraft, the tactical and technical capabilities of the ship (seaplane, rescue ship, helicopter).

188. When landing in sea waters and searching for aircraft by ships allocated from the duty forces of the fleet, as well as aircraft, specially trained groups are involved to evacuate astronauts and aircraft: search and evacuation groups (SEG) - when using ships and rescue vessels; evacuation groups (EG) - when using aircraft. The direct evacuation of astronauts from the spacecraft afloat is entrusted to the doctor and porter nurses from among the divers.

189. The analysis of the completed RPS is carried out by the head of the RPS in the aviation search and rescue zone.

The analysis includes:

hearing reports from RPS managers in search areas, flight directors and persons responsible for ensuring RPS;

summarizing the completion of assigned tasks;

analysis of shortcomings and errors made by personnel during RPS and instructions for eliminating them;

generalization of positive experience in organizing and conducting RPS.

190. The head of the RPS in the aviation search and rescue zone, within five days after their completion, submits a report to the Main Headquarters of the Air Force and FPSU, in which he indicates:

the number of personnel (by departmental affiliation) who took part in the work;

the number of aircraft and ground equipment that took part in the RPS, the flight hours of aircraft and the mileage of ground equipment;

time and place of detection of the SA using radio technical means and visually, type of aircraft and ground search and rescue equipment, names of the crew commanders who detected the SA;

time and range of detection of SA according to radio technical troops;

time of landing and arrival of the SPDG to the SA;

time of arrival of helicopters at the landing site;

time of exit of cosmonauts from the spacecraft;

time of evacuation of cosmonauts from the landing site to the intermediate airfield;

actual weather in the landing area;

the number of telephone communication channels, the number and types of radio communications and radio communication equipment used in the RPS, and the duration of their use;

financial costs for carrying out RPS;

use of cipher designations from signal tables during operation;

the time spent on delivering special materials and SA to their destination from the moment of its landing;

assessment of all types of RPS support;

identified shortcomings, positive experiences and proposals for improving the organization and conduct of RPS.

Organization of search and rescue operations management

191. The RPS management is organized for the purpose of effective use of the attracted forces and means and their interaction in carrying out assigned tasks.

192. The organization of RPS management includes:

maintaining the constant readiness of the system of control points (GKTSPS, KTSPS, search command posts (SCP), VPU, etc. with communications equipment) to perform assigned tasks;

setting and clarifying tasks for search forces to prepare and conduct RPS;

continuous monitoring of the location of aircraft and other search equipment during the RPS process;

control over the entry of aircraft and ground search and evacuation equipment into the landing area;

collection of information on the progress of work, its processing at control points and transmission to its destination;

ensuring the interaction of forces and means in the process of conducting RPS.

193. Search forces and means are managed by:

the head of the FPSU - with the State Central Committee for PSSU;

the head of the RPS in the search zone - with the CCPS zone;

the head of the RPS in the search area - with the PKP (VPU) of the region;

the head of the RPS at the landing site - from the landing site.

Auxiliary control posts can be deployed at command posts of military units and formations, command and control rooms or other aviation flight control posts.

194. The commander of the Air Force formation is responsible for organizing the PSO flights of space objects and the head of the RPS for spacecraft in the aviation search and rescue zone, and the fleet commander in the operational zone of the fleet. It determines the responsibilities for PSO flights of space objects to management officials and commanders of units of the association.

Direct control of the conduct of RPS on spacecraft in the zone is assigned to the chief of aviation of the Air Force association.

195. The head of the ASR in the search area is appointed as the commander of the Air Force (fleet) formation.

He must:

control the readiness of forces and means to carry out upcoming work in the search area;

direct the actions of search forces and means within the aviation search area;

interact with the forces and means of neighboring districts (zones), local executive authorities;

clarify the flight routes of aircraft, as well as the routes of movement of ground forces and assets;

determine ground search areas;

set a task for the flight personnel and commanders of units taking part in the RPS;

monitor the progress of search work;

transfer, if necessary, control of aircraft performing searches to control points in neighboring areas;

report to the GKTSPS (KTSPS) on the readiness of the allocated forces and means, radio technical and visual detection of the spacecraft, the coordinates of its landing site, the well-being of the cosmonauts and the condition of the spacecraft, on the progress of work to prepare the spacecraft for evacuation;

control the evacuation of astronauts, special materials and spacecraft from the landing site.

196. Direct control of search forces and assets in the SA search areas is carried out from the VPU. The VPU crew includes: crew chief, flight director, navigator, meteorologist. The composition of the VPU crew may vary depending on the situation.

197. The head of the RPS at the landing site of the SA is the head of the OTG (FPSU officer). He has deputies for work organization, medical support and ground search.

198. The head of the OTG is the senior commander at the SA landing site.

He must:

study the order of the head of the FPSU and the decision of the commander of the Air Force association to conduct RPS;

check the readiness and provide instructions to all OTG personnel on organizing work at the landing site. Explain the specifics of search and evacuation, as well as safety measures when performing work;

together with representatives of the Air Force association, check the availability of the necessary uniforms, property and equipment on aircraft and ground search and evacuation vehicles involved in the search and evacuation;

organize security for the aircraft at the landing site;

organize assistance to astronauts after landing;

manage the technical maintenance of the aircraft and prepare it for evacuation;

timely transfer of information from the landing site to the State Central Station;

report to the head of the FPSU on the progress of work at the landing site.

Chapter III. Responsibilities of officials for organizing search and rescue support for aviation flights and space objects

199. The head of the search and rescue and parachute landing service of the aviation of the federal executive body is responsible for the organization and condition of the PSO flights of the aviation of the federal executive body.

He reports to the head of aviation of the federal executive body, and on special issues - to the head of the FPSU.

He is obliged:

organize the training of flight personnel in search and rescue and monitor the implementation of these activities in aviation units;

control the readiness of on-duty search and rescue forces and aviation assets of the federal executive body to conduct RPS;

organize interaction with other federal executive authorities and local governments in order to attract the forces and means at their disposal to carry out RPS;

organize studies and practical training for aviation management flight personnel of the federal executive body on aviation search and rescue issues;

organize training of PS and PDS chiefs, flight crews, NPSK, aviation rescuers to conduct RPS;

analyze the quality of organization of PSO flights and RPS, summarize and disseminate positive experience, send the results of the analysis to aviation units twice a year;

draw up requests for search and rescue and parachute equipment, emergency rescue equipment and equipment, keep records of its availability in units and warehouses of the federal executive body;

improve personal parachute training, perform parachute jumps in accordance with the Parachute Training Course (PTC);

submit, in the prescribed manner, to the FPSU reports on the state of the PSO flights in aviation of the federal executive body, carried out by the RPS and work using aviation forces and means in emergency situations of a natural and man-made nature.

200. The head of the PS and DDS of aviation of a branch (service) of the Armed Forces is subordinate to the chief (commander) of aviation of the branch (branch of troops) of the Armed Forces, and on special issues - to the head of the FPSU.

He is obliged;

organize the training of flight personnel in search and rescue and monitor the implementation of these activities in formations and units of central subordination;

control the readiness of search and rescue forces and aviation assets of the branch (branch) of the Armed Forces to conduct RPS;

organize interaction with aviation of other branches and branches of the Armed Forces, executive authorities, military commissariats in order to attract the forces and means at their disposal to carry out RPS;

develop documents on PSO flights for combat training events;

organize studies and practical training of the leading flight personnel of the aviation branch (branch) of the Armed Forces on issues of aviation search and rescue;

organize training of heads of PS and PDS of associations and units of central subordination, flight personnel of regular search and rescue units and subunits, aviation rescuers for conducting RPS;

analyze the quality of the organization of PSO flights and RPS, summarize and disseminate positive experience, send the results of the analysis to associations and units of central subordination twice a year;

prohibit flights of aircraft that are not provided with search and rescue capabilities;

prohibit parachute jumps if violations are detected in their organization and conduct;

draw up requests for search and rescue and parachute landing equipment, emergency rescue equipment and equipment, keep records of its availability in units and warehouses of aviation of the branch (arms) of the Armed Forces;

prepare proposals and participate in promising developments of new types of search and rescue and parachute equipment;

improve personal parachute training, perform parachute jumps in accordance with the checkpoint;

submit, in the prescribed manner, to the FPSU reports on the status of PSO flights in aviation of the branch (army branch) of the Armed Forces, carried out by the RPS and work using aviation forces and means in emergency situations of a natural and man-made nature.

201. The commander of an air force formation, which has an aviation search and rescue zone, is responsible for the state of the PSO of aviation and space flights in the formation and the organization of aviation search and rescue in the zone.

He is obliged:

determine the procedure for aviation search and rescue in the zone, submit, after agreement with the FPSU, for approval by the Air Force Commander-in-Chief, the Instructions for aviation search and rescue in the EU ATM zone(s);

ensure the constant readiness of on-duty search and rescue forces and equipment to conduct RPS;

manage the conduct of RPS in the aviation search and rescue zone;

organize the interaction of forces and means of the branches of the Armed Forces, executive authorities in the zone involved in participation in the RPS;

organize monitoring of the status of PSO flights of aviation and space objects in formations and military units of the association.

202. The chief of staff of the Air Force formation, which has an aviation search and rescue zone, is responsible for organizing the management of search and rescue forces and assets, for the state of communications and distress notification. He organizes comprehensive training in the aviation search and rescue zone on the actions of the CCPS crews and command posts (control points) (CP (PU)) for managing search and rescue forces and equipment during RPS.

203. The head of the PS and PDS of the Air Force association (Strategic Missile Forces association) is subordinate to the commander of the association, and on special issues - to the head of the PS and PDS of the aviation branch (arms) of the Armed Forces.

He is obliged:

develop proposals for organizing aviation search and rescue in the EU ATM zone(s) and the procedure for conducting RPS on aircraft in distress, develop measures to improve them;

provide search and rescue flights of aircraft performing RPS on spacecraft;

organize interaction with aviation units of branches and branches of the Armed Forces, executive authorities, military commissariats in order to attract the forces and means at their disposal to carry out RPS;

daily monitor the allocation of forces and means for aviation search and rescue and the compliance of their level of training with the tasks facing them;

control the readiness of the forces and means on duty to conduct RPS;

organize training for the flight personnel of the association on actions in emergency situations and survival in conditions of autonomous existence, personally conduct training for commanders of aviation formations (aviation units of central subordination) and the management flight personnel of the association on these issues;

prohibit flights of aircraft that are not provided with search and rescue capabilities;

control the provision of flight personnel with rescue and life support equipment, their preparation for actions in emergency situations;

train the calculations of the control center and control center in the procedure for organizing aviation search and rescue and the management of search and rescue forces and means;

organize the training of the association’s management flight personnel, heads of PS and PDS of aviation formations and units, flight personnel of search and rescue aircraft, personnel of the NPSK and SPDG for conducting RPS;

directly participate in the organization and conduct of RPS;

analyze the quality of organization of PSO flights in the association, summarize and disseminate the accumulated experience, prepare material for summing up the results;

prohibit parachute jumps if violations are detected in their organization and conduct;

participate in the investigation of aviation and parachute accidents and incidents, keep records, analysis and preventive work to prevent them;

participate in the preparation of requests for search and rescue and parachute equipment, rescue equipment and equipment, keep records of its availability in units and warehouses;

submit to the FSSU and to the authorities reports on the state of aviation search and rescue in the EU ATM zone(s), carried out by the RRP on aircraft in distress, and work using aviation forces and means in emergency situations of a natural and man-made nature;

204. The senior officer of the PS and PDS of the Air Force association (for RAP and survival) reports to the head of the PS and PDS of the association.

He is obliged:

plan parachute training, preparation for survival in conditions of autonomous existence of flight personnel, PS and PDS specialists and SPDG personnel in the association, participate in their organization and conduct;

conduct training for the commanding flight personnel of the formation and commanders of formations (central subordinate units) in actions in emergency situations and survival in conditions of autonomous existence;

participate in the development of organizational and methodological documents on parachute training and combat survival;

conduct parachute jumps and training ejections with the commanding flight personnel of the formation and commanders of formations and units;

keep records, analyze and develop measures to prevent parachute accidents and incidents, as well as erroneous actions of flight crews, PS and PDS and SPD personnel during the operation of parachute rescue and landing equipment, rescue equipment and equipment;

conduct planning and accounting for the deployment of flight personnel of the association to special centers (survival of flight personnel);

participate in the investigation of aviation and parachute accidents and incidents;

monitor the condition and rules of operation in formations and units of parachute rescue and landing equipment, rescue property and equipment, rules for their accounting, storage, reclaiming and write-off;

improve personal parachute training, perform parachute jumps in accordance with the checkpoint.

205. The officer of the PS and PDS of the Air Force association (for search support) reports to the head of the PS and PDS of the association.

He is obliged:

know the features of the aviation search and rescue zone of the aviation association, the deployment of search forces and means and the procedure for organizing and conducting RPS;

monitor the readiness of forces and means to conduct RPS;

take part in inspections of the status of PSO of aviation flights in formations and units;

daily control the allocation of forces and means for PSO aviation flights;

participate in the organization and conduct of practical training on PSO for aviation flights in the association;

take part in the organization and conduct of RPS;

monitor the condition and operating rules of search and rescue and evacuation equipment;

keep records of the level of preparation and training of the crews of search and rescue aircraft, SPDG, NPSC for conducting RPS and their staffing levels;

participate in the development of regulatory documents and methodological manuals for PSO of aviation flights;

improve personal parachute training, perform parachute jumps in accordance with the checkpoint.

206. The commander of an aviation formation (unit) is responsible for the organization and condition of search and rescue support in the aviation formation (unit).

He is obliged:

organize aviation search and rescue in the formation in accordance with the requirements of governing documents and this Manual;

monthly monitor the readiness of the forces and means on duty to conduct RPS;

control the organization of search and rescue cover for each flight shift;

organize and manage the implementation of RPS in the formation (unit);

when summing up the work of the formation, analyze the state of flight PSO and take measures to improve it.

207. The head of the PS and PDS of an aviation formation is subordinate to the commander of the formation, and on special issues to the superior head of the PS and PDS.

He is obliged:

organize training for the flight personnel of the formation on actions in emergency situations and survival in conditions of autonomous existence, personally conduct training for commanders of aviation units and the commanding flight personnel of the formation on these issues, and also control their referral to special centers (survival of flight personnel);

control the training of the flight personnel of units to act in emergency situations, use rescue and life support equipment, provide self- and mutual assistance;

participate in the RPS;

monitor the state of the educational, methodological and material base for PSO flights in units and take measures to improve it;

remove from flights crews whose flight safety is not ensured in terms of search and rescue;

prohibit the performance of parachute jumps if violations are detected in their organization and conduct;

analyze the state of PSO flights in the aviation unit, develop and carry out measures to improve it, prepare materials for the unit commander for a report at the debriefing;

participate in the investigation of flight and parachute accidents and incidents;

improve and update the educational and material base for aviation search and rescue in aviation units;

promptly submit reports on the status of the PSO to higher headquarters

flights in formation carried out by the RPS and work using aviation forces and means in emergency situations of a natural and man-made nature;

improve personal parachute training, perform parachute jumps in accordance with the checkpoint.

208. The head of the PS and PDS of the aviation unit is subordinate to the unit commander, and on special issues to the superior head of the PS and PDS.

He is obliged:

conduct training for part of the flight crew to act in emergency situations and survive in conditions of autonomous existence, as well as control their referral to special centers (flight crew survival);

control the duty of search and rescue forces and equipment in the aviation search and rescue system;

conduct training with crews of command post (PU) and persons of the flight control group (FCT), crews of aircraft involved in the RPS, personnel of the SPD and NPSC on the organization and conduct of aviation search and rescue;

organize training of command post (PU) personnel and PIU personnel for conducting RPS;

organize the training of SPDG and NPSC personnel for conducting RPS;

organize and control duty in the aviation search and rescue system by search and rescue forces and means;

participate in the RPS;

organize the operation and storage of emergency rescue equipment and equipment, parachute rescue and landing equipment;

control the equipment of flight personnel and their use of rescue and life support equipment during flight days;

report to the unit commander about the unsatisfactory preparation of crews for search and rescue flights;

improve the educational and material base of PS and PDS, equip and maintain in working order a parachute class and a parachute training camp;

analyze the state of PSO for aviation flights in part, develop and carry out measures to improve it, prepare materials for a report to sum up the results;

timely submit reports to the higher headquarters on the status of the PSO of aviation flights, carried out by the RPS and work using aviation forces and means in emergency situations of a natural and man-made nature;

improve personal parachute training, perform parachute jumps in accordance with the checkpoint.

209. The head of the medical service of the Air Force association is obliged to:

develop a plan for medical support for RPS in the aviation search and rescue zone, indicating the location of medical institutions, the possibility of using various types of transport and communication channels to organize evacuation work;

plan and supervise the special training of medical personnel and crews involved in aviation search and rescue, to provide medical assistance to disaster victims and to evacuate them to inpatient medical institutions;

organize control over the training of flight personnel to provide self- and mutual assistance in case of disaster, their knowledge of the rules of survival in various climatic and geographical zones;

organize control over the condition of medicines and food in NAZs and on-board emergency supplies (BAZs) and medical stowage of search and rescue aircraft and NPSC;

organize interaction with medical services of other associations, regional and local executive authorities to provide medical assistance to disaster victims;

develop proposals for medical support for the RPS for the formation commander to make a decision on their implementation;

allocate medical personnel with the necessary medical equipment to participate in the RPS;

control the organization of medical assistance to disaster victims;

participate in the development of draft orders, directives and instructions on medical support for aviation search and rescue.

210. The head of the medical service of an aviation unit (aviation unit) is obliged to:

train subordinate personnel to provide pre-medical and medical assistance to disaster victims;

train flight personnel in methods of providing self- and mutual assistance, rules of survival in various climatic and geographical conditions and the use of NAZs and BAZs;

organize refreshment and replacement of medications in NAZs and bases;

monitor the status of the product group of NAZ and BAZ vehicles;

organize interaction between medical institutions and military medical institutions in the aviation search and rescue area to provide medical assistance to disaster victims;

control the training of medical personnel involved in aviation search and rescue duty, and the composition of the medical equipment of the doctor (paramedic) of the NPSC and SPD;

check the quality of medicines and food in NAZs, bases and on-board stowage of search and rescue aircraft, NPSK and SPDG;

appoint medical personnel to the NPSC, SPDG and provide them with the necessary medical equipment;

manage the evacuation of disaster victims to medical institutions to provide qualified and specialized medical care.

211. The senior officer of the aviation search and rescue area is responsible for the readiness of the search forces and equipment on duty to conduct RPS.

He is obliged:

monitor the readiness and conduct training of on-duty search and rescue forces and equipment in the aviation search and rescue area and report the results to the senior officer of the aviation search and rescue area;

provide assistance in organizing and conducting RPS.

212. The head of the CCPS is obliged to:

know the features of the aviation search and rescue zone, the deployment of search and rescue forces and equipment, the procedure for conducting RPS;

take part in inspections of the state of duty forces and assets in the aviation search and rescue system;

organize and control the performance of duty by senior navigators of the CCPS;

participate in drawing up a duty plan for search and rescue forces and equipment for the coming day and monitor their readiness to conduct RPS;

participate in the organization of RPS and coordinate the actions of search and rescue forces and equipment during RPS;

when conducting RPS, organize interaction with the command posts of formations and aviation units of branches (arms) of the Armed Forces, aviation enterprises, organizations and institutions of federal executive authorities in the aviation search and rescue zone;

train the personnel of the control center and crews of the command post of the Air Force association on the organization of aviation search and rescue;

analyze the quality of carried out RPS;

develop proposals for improving aviation search and rescue.

213. The senior navigator of the CCPS is obliged to:

know the requirements of documents regulating the organization of aviation search and rescue, the composition and level of training of search and rescue forces and equipment on duty in the aviation search and rescue zone for the coming day, the location of medical institutions in their own and adjacent zones that can be involved in providing assistance to victims of disaster, meteorological, hydrological and ice conditions, the condition of roads and the possibility of advancing search facilities, the condition of airfields and landing sites for maneuvering search and rescue aircraft;

upon receiving a distress signal from an aircraft (when providing air assistance in natural and man-made emergencies), prepare proposals to the commander of the Air Force formation on the use of forces and means to conduct RPS;

maintain a map of the RPS;

participate in the RPS, developing proposals for managing search and rescue forces and equipment, organizing interaction, attracting additional forces and equipment, and using medical institutions to provide assistance to victims;

report to the State Central Committee on the progress of the RPS and prepare proposals for the use of search and rescue forces and equipment;

present preliminary results of the conducted RPS to the head of the PS and PDS of the Air Force association.

* Federal Law of March 19, 1997 N 60-FZ (Collection of Legislation of the Russian Federation, 1997, N 12, Art. 1383; 1999, N 28, Art. 3483).

*** Here and further in the text of this Manual, state aviation refers to the aviation of federal executive authorities, aviation organizations and aviation enterprises, performing the tasks defined in Article 22 of the Air Code of the Russian Federation.

** Here and further in the text of this Manual, the provision of assistance to people in emergency situations of a natural and man-made nature also refers to the provision of assistance to people in any other extreme situations in which there is a threat to their life, health and safety.

*** Approved by Decree of the Government of the Russian Federation of February 6, 2003 N 65 (Collection of Legislation of the Russian Federation, 2003, N 6, Art. 527).

_____________________

* Here and further in the text of this Manual, the Air Force unification refers to the Special Forces Command, the Army of the Air Force and Air Defense, the Air Army, the Air Force and Air Defense of the Navy, 929 State Flight Test Center of the Ministry of Defense of the Russian Federation .

_____________________

* In ROSTO aviation organizations, the formation of NPSK and SPDG is carried out in agreement with the FPSU.

_____________________

* Approved by Decree of the Government of the Russian Federation of February 6, 2003 N 65 (Collection of Legislation of the Russian Federation, 2003, N 6, Art. 527).

_____________________* Federal Law of March 19, 1997 N 60-FZ (Collection of Legislation of the Russian Federation, 1997, N 12, Art. 1383; 1999, N 28, Art. 3483).

** Approved by Decree of the Government of the Russian Federation of February 6, 2003 N 65 (Collection of Legislation of the Russian Federation, 2003, N 6, Art. 527).

Appendix No. 1 to the Manual (clause 11)

List of emergency rescue equipment and equipment for equipping search and rescue aircraft on duty,

ground search and rescue teams and parachute rescue teams;

The premises for accommodating the crew of the duty search and rescue aircraft and the SPD must be located in close proximity to the command post (control point) of the aviation unit based at the duty airfield and the parking area of ​​the duty search and rescue aircraft.

To accommodate personnel on round-the-clock duty in the aviation search and rescue system, the following premises are allocated:

class for the crew of search and rescue duty aircraft and SPDG (pre-flight instructions class);

sleeping quarters;

restroom;

storage room for storing rescue and parachute equipment and equipment.

In the class for the crew of a duty search and rescue aircraft and SPD there must be:

telephone and loudspeaker communication with the airfield control post;

light and sound alarms to alert the crew of No. 1 and lift it into the air;

tablet of the deployment of search and rescue forces and equipment in the aviation search and rescue zone;

table of actual meteorological conditions;

communication diagram of control and interaction during RPS in the aviation search and rescue zone;

tables of international signs used during search and rescue;

tables of optimal flight altitudes for radio engineering and visual search, as well as visual detection ranges of people and aircraft on the ground;

posters indicating the entry points of rescuers during emergency rescue operations on aircraft flying at a given airfield;

tablet of safety measures when performing RPS;

list of documents;

inventory of equipment, inventory and property;

fire safety instructions.

The following documentation must be stored in a specially designated place:

Federal rules for the use of airspace of the Russian Federation*;

Federal aviation rules for flights in the airspace of the Russian Federation**;

Federal Aviation Rules for Search and Rescue in State Aviation***;

this Manual;

aircraft flight manual;

instructions to the crew of a search and rescue aircraft on duty;

maps of scales 1: 200,000 - aviation search and rescue areas, 1: 500,000 - aviation search and rescue areas and visual search palettes for them;

flight documentation;

book of reception and delivery of duty, documentation and property;

other necessary documents as decided by the commander of the aviation unit.

Sleeping quarters are equipped depending on the specific conditions of deployment and must ensure the established degree of readiness and normal rest for personnel.

Meals for personnel involved in duty in the aviation search and rescue system in readiness No. 2 must be organized at the airfield in the duty crew quarters or another place determined by the commander of the aviation unit and ensuring that the command for departure and takeoff is received on time.

The recreation room is equipped with upholstered furniture, a TV, a radio, board games and is provided with periodicals.

* Approved by Decree of the Government of the Russian Federation of September 22, 1999 N 1084 (Collection of Legislation of the Russian Federation, 1999, N 40, Art. 4861).

Appendix No. 4 to the Manual (clause 21). List of basic documents on aviation search and rescue at search and rescue coordination centers and aviation flight control points

In reserve

Born March 15, 1959.
Senior officer of the PS and PDS Air Force of the KRPC, PriVO.
Lieutenant colonel.
1978-1982 cadet of the Balashovsky VVAUL, 3rd company, 46th class department.
He flew on Yak-18T, L-29, An-24, An-26, L-410, An-2, Mi-2 aircraft.
Military pilot first class.
Total flight time is about 4,000 hours.
Served in units of the USSR Air Force University and transport aviation of the USSR and Russian Air Forces.
He worked his way up from an instructor pilot to a senior officer of the PS and PDS Air Force of the KRPK PriVO.
1982-1993, L-29, L-410 in 666 UAP Balashovsky VVAUL, Rtishchevo, flight commander, major.
Sergei is not only an excellent pilot, but also an excellent athlete. Master of Sports in Parachuting.
Since 1993, Sergei has devoted himself entirely to parachuting - he becomes the head of the PDS and PSS in the 666th UAP Balashovsky VVAUL in Rtishchevo.
1993-1994 Head of PDS and PSS CHVVAKUSH, Chelyabinsk, 1994-2002. senior officer of the PS and PDS Air Force of the KRPK, PriVO Samara, lieutenant colonel.
In 2002 he was transferred to the reserve.
He worked at OJSC SKBM, Samara, as a pilot on the Yak-18T, An-2 aircraft, and Mi-2 helicopter in a private aviation sports club.
Currently, he is a service representative of Grundfos LLC in the Volga Federal District.
Place of residence: Samara.

marafonec 25-09-2014 09:45

Tasks: search and rescue of crews.
Support - two, maximum three turntables per regiment. One is rescue, the rest are transport and combat.
The personnel are a platoon behind the scenes.



The attitude is different only in helicopter units - they have equipment there. Often turntables work in the interests of specialists or airborne forces, that is, there are also trained fighters.
An ordinary battlefield regiment: Mig-29, Su-24M, Su-25, there is nothing and no one to count on.

BAU 25-09-2014 10:46

The tasks of these units are to act in the interests of the Air Force, directly subordinate to the command of the regiment. Or locally - obeying the direction from the Air Force.
Tasks: search and rescue of crews.

There is no training for survival in emergency conditions. At least, before 2009, while I was serving, I had never heard of such events.
Something similar was carried out in the Krasnodar region, but the pilots of my regiment were mowed down by such missions. Just like from skydiving and shooting.

So probably the answer is that we don’t need special forces. VKO has boards that search for descent vehicles and quite...

george_gl 25-09-2014 12:00

among the US people these are like red berets (Air Force special forces)

4pack 25-09-2014 12:31

My opinion is that such a structure is needed.
But not as part of the regiment. If only because the flight range of a rescue helicopter is much shorter than that of the Su-24. There is nothing to say about all sorts of newfangled Su-34s.
Well, there are other problems.

4pack 25-09-2014 12:33

RGV

There were some very interesting things there.

marafonec 25-09-2014 16:08

quote: Originally posted by BAU:

A cool conclusion, of course: “there’s no need for special forces, because we were exhausted from survival training”...
I wonder where and with whom you served, if you haven’t heard about Agoi, Dzhugbu and Khabarovsk (3 active Air Force survival centers).
There are statistics on those rescued for both Afghanistan and Chechnya. It is very much not zero.

Our regiments flew to Dzhubga, but not all of them and not always. This is precisely why I wrote about the Krasnodar region.
It was not “we” who mowed down, but the pilots. I am Art. SPS specialist, then group technician.
Statistics on those rescued are also available for Tajikistan. My chief of personnel worked there as part of the SPD at one time. And he even pulled out the pilots.
But. who exactly got the pilots into the DRA and RHF?
DRA - forces of helicopter units or special forces, airborne forces stationed at airfields. I haven’t heard about special units dedicated only to these tasks.
1 and 2 RCHV - the same eggs, side view, only more Vovans were added. Because there simply were no other parts capable of performing this task, there are not, and there never will be.

But not as part of the regiment. If only because the flight range of a rescue helicopter is much shorter than that of the Su-24.

Su-24Ms are working over the battlefield and their airfield close to the front line. And any helicopter can fly a hundred kilos.

4pack 25-09-2014 17:30

quote: Originally posted by marafonec:

Su-24Ms are working over the battlefield and their airfield close to the front line.

In RHF - yes. In Afghanistan - not always.
And in 888, a Su-24 from Aktubinsk was shot down by an EMNIP over Gori. Tu-22 from Shayovka was shot down there.

But the problem with the range of helicopters is not the only one, although it is the most important.
Maintaining these 3-5 helicopters will be difficult - different equipment, not the same as that of the entire regiment, a lot of trouble for the deputy for IAS. The training of pilots of these machines is a lot of trouble for the deputy flight director. The training of the rescue paratroopers themselves is a different story altogether.
Informing about the need to put rescuers into action. When flying in the zone, with constant radio communication with the control post - one thing. And when it’s 800 kilometers away?
Plus the Air Force PDS actually exists.
Is it not working properly? May be.
We have to force it to work correctly.
Taking into account the fact that all commanders-in-chief are pilots, and the current chief of aviation
In general, I felt for myself the effectiveness of the work of the PDS, and they held the cards in their hands.

4pack 25-09-2014 17:37

quote: Originally posted by marafonec:

the pilots of my regiment were mowed down from such missions. Just like from skydiving and shooting

ground.
The state did not spend XXXXX money on training the pilot so that he would freeze somewhere after the ejection. If you don’t like it, let him fly to the Civil Air Fleet. After the money for training is returned.

Voron65 25-09-2014 19:10

quote: Does the Russian Air Force need its own special forces?

Based on PDS and PSS?
Probably yes, but not as part of a regiment, but at least as part of an association. In a smaller composition, the structure is functionally redundant.

Samson67 25-09-2014 19:42

Apparently I’m behind the times... There is a helicopter in every air regiment, and more than one. As well as the security company. What special forces of the Air Force??? Are the Luftwaffe divisions restless? So they performed other functions. And there is SPS at any airfield.

marafonec 25-09-2014 19:42

quote: Originally posted by 4pack:

and the current chief of aviation https://ru.wikipedia.org/wiki/Kobylash,_Sergey_Ivanovich

I don’t agree with Raven and other citizens. They can obey anyone, but they must sit on that air. where the regiment sits in whose interests they will work.
And they will have plenty of tasks, including playing along with the planes in the exercise: “Combat against a low-speed target” and “Combat against a helicopter.”

quote: Originally posted by 4pack:

ground.

marafonec 25-09-2014 19:45

Apparently I’m behind the times... There is a helicopter in every air regiment, and more than one.

During the war, my regiment was supposed to be assigned a motorized rifle company from Tver, but even the NS didn’t know which one and where it came from. Otherwise I would have been aware

Samson67 25-09-2014 20:22

quote: Originally posted by marafonec:

Only in divisions and higher - placed as a command link.
The security company is engaged ONLY in guarding the airfield, does not move behind the regiment and remains at the airfield if the regiment is relocated.
During the war, my regiment was supposed to be assigned a motorized rifle company from Tver, but even the NS didn’t know which one and where it came from. Otherwise I would have been aware

And there was no PSS in the regiment?)))

4pack 25-09-2014 20:25

quote: Originally posted by marafonec:

what the fuck? Commander-in-Chief - I know. This is the first time I've heard about the boss...

The structure of the Air Force Commander-in-Chief is not known to me. As I understand it, this is the Deputy Commander-in-Chief for Aviation. There are information systems, weapons, etc.

quote: Originally posted by marafonec:

And according to the papers, everyone jumped from the Mi-8. but in real life “I’m not a fool to hang it on a rag, do you want to jump for me?”

And then... they sit and whine over a glass that

quote: Originally posted by marafonec:

that in combat they are suicide bombers, since no one will pull them out...

quote: Originally posted by marafonec:

They can obey anyone, but they must sit on that air. where the regiment sits in whose interests they will work.

But this is quite possible. Those. subordination to your structure, training, service - from it, but work in the interests of a specific unit.

Foma Kuzmich 25-09-2014 21:13

quote: Originally posted by marafonec:

Having served in different parts of the Air Force (Army Air Force Directorate, Air Force Division Directorate, Fighter Regiment), when talking with pilots, I always heard that in combat they were suicide bombers, since no one would pull them out...
Yes, there are PSS and SPDG - but no one counts on them. Both the Russian Civil War and the Civil War in Ukraine showed that this opinion is justified.
The downed pilot is left to his own devices.

BU SpN, 2011, special events section:
"search and rescue of aircraft crews forced into enemy territory"
The only problem is that you need to deliver those same characters to the required range.

quote: Originally posted by 4pack:

Although there is a PSS in the Air Force...

Exists. In the form of a trailer at the end of the runway, and a lonely flying eight in the flight zone during the latter. Oh, well, there’s also the PDSka, it’s a holy place to get drunk there!

4pack 25-09-2014 21:26

If you introduce two or three instead of a lone eight, and bring the number of PDS soldiers up to a platoon, will the situation change?

you need to deliver those same characters to the required range.

First, someone must inform them about the incident, determine (even roughly) the landing site, and only then...

Foma Kuzmich 25-09-2014 22:06

quote: First, someone must inform them about the incident, determine (even roughly) the landing site, and only then...

These events are much easier to carry out than delivery, and both ways. Therefore, we will omit them.

quote: If you introduce two or three instead of a lone eight, and bring the number of PDS soldiers up to a platoon, will the situation change?

Of course not! That's what we're talking about.

I don’t know how the Air Force is now with supplies...
I saw one product. Dimensions - like two 400g TNT checkers. Orange body, sealed. Power supply warranty - 15 years. GLONASS transmitter.
In case of emergency, open it, press the button, wait for rescue. Issued as a means of emergency rescue (evacuation) in certain circumstances. It’s better not to think of anything for a pilot who has left the aircraft in emergency. Landed, broke away from the chase (if there is one), hid, pressed the button and wait. Much better than any radio beacons, “Komarov”, etc. .d.

Voron65 25-09-2014 23:53

quote: Only the seat is not at the home airfield, but in the area of ​​the flight operations area.

This is what it means

quote: at least as part of an association. In a smaller composition, the structure is functionally redundant.

4V4N 25-09-2014 23:55

I have no idea what the PSS of Russia represent now. God grant it looks like this.

According to the Swiss magazine Interavia, in the Vietnam War in 1965, 126 downed pilots were rescued, in 1966 - 403, in 1967 - 407 and in 1968 - 572. To rescue pilots who ejected from aircraft, there was a relatively large search and rescue service. salvation. The US Air Force command in Vietnam had approximately 100 helicopters and more than 1,000 personnel in this service. Helicopter crews searched, took on board the pilots in distress and took them to their territory. Although the presence of such a service was associated with the diversion of significant manpower and resources, the US Air Force commanders believed that it paid off in the return of qualified flight personnel to duty and in raising the morale of the pilots, as they hoped for rescue after a successful ejection.

4V4N 25-09-2014 23:57

Samson67 26-09-2014 01:45

In fact, there are a sufficient number of RDs for organizing and conducting rescue operations, including in enemy-occupied territory.

marafonec 26-09-2014 08:07

quote: Originally posted by 4pack:

Only the seat is not at the home airfield, but in the area of ​​the flight operations area.

Neighing.

quote: Originally posted by Foma Kuzmich:

Exists. In the form of a trailer at the end of the runway, and a lonely flying eight in the flight zone

In 10 years of service I have never seen one. On our air, turntables appeared only: flying, with a commission, on jumps.

Foma Kuzmich 26-09-2014 11:09

quote: In 10 years of service I have never seen one.

I doubt that anyone else was involved in this, the Ministry of Emergency Situations there, or anyone else.

For example, the PSS (civilian) at the Rostov-on-Don airport does not have a helicopter. But they, by parachute, from an airplane, deliver themselves and the necessary cargo to the scene of the tragedy faster than ground services get there. The last time they worked like this was in 2004, when a TU-154 exploded in the air.

4pack 26-09-2014 12:27

quote: Originally posted by marafonec:

On our air, turntables appeared only: flying, with a commission, on jumps.

Maybe they were at the next one? This is exactly what happened to us.
FAP PP GA (a modern analogue of NPP) directly prohibits flights without rescue support.
Or did they make do with the ground-based NPSK?

ARCTERYX 26-09-2014 18:22

There have been enough projects and implementations of pilot evacuation systems even without helicopters. Of course not massive.
#22 We were even without landing, the plane was on the move. Sky Hook for example.

marafonec 26-09-2014 18:54

quote: Originally posted by Samson67:

And there was no PSS in the regiment?)))

Absent as a class. There was an UNSTANDARD SPD, which periodically went to training camps, sometimes jumped and went out for a survival drink with the pilots.

quote: Originally posted by Foma Kuzmich:

What would be used to deliver the aircraft to the crash site (God forbid!) in this case? Evacuation of victims to medical facilities? Would you wait from the nearest airfield where it is?

on foot or by wheel, often by PERSONAL transport.
I personally ran into one pit - a MiG-29 of our regiment fell on the edge of the airfield. To the plane above simultaneously with the PDSnik and the beginning of the AB service. Then NachKhim stepped up.
There were no other disasters in my regiment.

quote: Originally posted by 4pack:

Maybe they were at the next one?

Maybe they were. We had Rzhev and Khotilovo as reserves on EMNIP flights, five years have passed - I don’t remember everything.
I wasn’t at the hearings on the flights, so maybe the vertuns were sitting somewhere. But I repeat - ensuring survival and finding a pilot is not just a joint drinking session, it’s regular exercises, including jumps, descents, shooting, cross-country... this definitely didn’t happen

Dog1970 26-09-2014 19:02

quote: Originally posted by Voron65:

Otherwise, anyone can. Give AP and a tank battalion for reinforcement, in case the adversary breaks through to the airport.

marafonec 26-09-2014 19:12

quote: Originally posted by Sobaka1970:

quote:
Originally posted by Voron65:

Otherwise, anyone can. Give AP and a tank battalion for reinforcement, in case the adversary breaks through to the airport.
One of the Air Force commanders suggested something like this, and that’s why they removed him.

To our regiment, I repeat. During the war, a motorized rifle company was assigned. But no one knew what it was, where it came from, etc., not even me. But this information would not have passed by me, a mobist.

Dog1970 26-09-2014 19:37

quote: Originally posted by marafonec:

To our regiment, I repeat. During the war, a motorized rifle company was assigned. But no one knew what it was, where it came from, etc., not even me. But this information would not have passed by me, a mobist.

Well, you understand that a company for the security and defense of an airfield is nothing.

marafonec 26-09-2014 20:07

Enough. The regiment is one hundred kilometers from the front line, Tasks are to support the operations of attack and bomber aircraft + gain air superiority...
troops around - countless, to ensure counteraction to sabotage groups, companies - behind the scenes.

4V4N 26-09-2014 20:41

A solid PSS for the regiment - it's maddening from fat. Probably something appears from the division. But a division is not a bunch of nearby airfields, so the structure should be territorial, not departmental, or with a database in the directions of the most possible receipt of lyules. I think so...

marafonec 26-09-2014 21:37

I won’t say anything about the division. I know for sure that in Voronezh the division commander had an Mi-8 as a command link.
Subordinates - Voronezh - BAP
Buratinovka - ShAP,
Shatalovo - RAP.
In terms of numbers, IMHO - a separate squadron per division, a separate squadron - subordinate to the army or district headquarters - to support regiments of direct subordination

4V4N 26-09-2014 22:11

quote: separate squadron per division,

What's in it? The damned had both shock and transport.

Voron65 26-09-2014 22:16

quote: during the war a motorized rifle company was assigned

if there was no ORO in the garrison, then it may well be.
To combat DRGs, motorized rifle regiments seem to be redundant.

Voron65 26-09-2014 22:17

quote: so the structure should be territorial, not departmental, or with a database in the areas of the most possible receipt of people. I think so..

Well, there are already two of us, look, we’ll sell it

4pack 27-09-2014 07:11

quote: Originally posted by marafonec:

This is not only a joint drinking session, these are regular exercises, including jumping, descent, shooting, cross-country... this definitely did not happen

That's what I'm talking about. There is a system, it just works through...
And if you send an additional 2-3 helicopters and 20-30 people directly to the regiment commander, I don’t think anything will change.

Another example. All my friends who had the opportunity to serve in Afghanistan and Chechnya complained about the disgustingly organized food.
This does not mean that there is no rear support service. It just works... the way it works.

marafonec 27-09-2014 09:36

quote: Originally posted by 4pack:

All my friends who had the opportunity to serve in Afghanistan and Chechnya complained about the disgustingly organized food.

I myself served urgently and I confirm that the food organized is disgusting because the units don’t know how to cook and don’t want to. Moreover, they expect restaurant delights from the dry ration.
About Afghanistan - “we are sitting unfed” you begin to delve deeper - dry buckwheat will not fit into the throat without moonshine, sprat and tushnyak have been replaced with chars...
The only thing that everyone recognized was that in the DRA and in the Caucasus there were problems with bread and flour.
But that's not what this is about.
The European theater of operations is not mountains or jungles. We assume - a continuous front line, the pilot falls in the tactical rear of the enemy, who besides the GRU special forces can pull him out? IMHO - no one. But the GRU group will not be subordinated to the regiment commander...
In SOUTHGO, the British pilots were most often sent for by the SAS; even the Delta and Green Berets were sent for the Yankees.

4pack 27-09-2014 11:35

quote: Originally posted by marafonec:

But the GRU group will not be subordinated to the regiment commander...

Does he have any other worries?

The evacuation system must be centralized. But act in the interests of a specific unit or formation.

Foma Kuzmich 27-09-2014 11:38

quote: We assume - a continuous front line, the pilot falls in the tactical rear of the enemy, who besides the GRU special forces can pull him out? IMHO - no one. But the GRU group will not be subordinated to the regiment commander...

If we assume a front line, it will be like this...
1. The GRU Special Forces does not operate in the tactical rear. This is the bread and butter of military intelligence.
2.If the pilot is further away.
In the theater of operations, close interaction will be organized between the Air Force Command on the theater of operations (front) and the Theater of Operations Command (front). Because, according to the Manual, the main method of withdrawing THERE is by air.
So, if something happens, a group already operating in the area of ​​the fall/landing (or nearby) can be redirected to carry out PS measures in the interests of the Air Force. This is not difficult, the information will reach the KG very quickly. And then its work. Another factor is the Air Force's persistence in carrying out these activities. But through the NSh of the front everything can be solved.

The only BUT! Returning to my first post in this topic. How to return Mr. Pilot?

marafonec 27-09-2014 11:40

quote: Originally posted by 4pack:

The evacuation system must be centralized.

- who sets the task for the group?
- where does the group sit?
- who provides the group?

quote: Originally posted by 4pack:

Does he have any other worries?

Voron65 27-09-2014 12:43

quote: So, therefore, subordinate to the special officer

marafonec 27-09-2014 14:00

and will the mobists fight the enemy forces in the area of ​​the airfield?

Why? Nachfiz.

quote: Originally posted by Foma Kuzmich:

How to return Mr. Pilot?

At night, in a specially equipped helicopter, or let the same person who found it and take it out. anyway, the task has already been missed

marafonec 27-09-2014 14:30

quote: Originally posted by Foma Kuzmich:

Nothing like this!

Come on? Searching for a pilot who WILL be searched by enemies on enemy territory... How can this be combined with completing the main task?

Voron65 27-09-2014 15:19

quote: Why? Nachfiz.

then blow away until the heap, everyone is lazy.

marafonec 27-09-2014 15:39

quote: Originally posted by Voron65:

then blow it to hell

Voron65 27-09-2014 16:07

quote: Did they surround you with alcohol? The weather gods worked well for us.

I had 250 kg of alcohol every month, so this wouldn’t offend anyone
I’m just talking about the mansion, it’s its work in countering the drg, and the gcc^ should take out downed pilots by itself, not in its current form and structure, and subordination to the regiment will be harmful, since more than one AP will work in the area, bias will not benefit the cause will do.

marafonec 27-09-2014 16:17

quote: Originally posted by Voron65:

I had 250 kg of alcohol monthly

It’s bad enough to hide such bins from the public.

Foma Kuzmich 27-09-2014 16:58

quote: which enemies WILL look for in enemy territory...

In the operational depths of the theater of operations, there are unique enemies, territorial defense, gendarmerie. They may search, or they may not search.

quote: How can this be combined with completing the main task?

How can I explain it to you... So that without unnecessary chatter...
They will send a group that has already completed the main task. In a nutshell if.

marafonec 27-09-2014 17:19

That is, people are tired, maybe wounded, etc...
I suggest doing things differently.
Before a combat mission, at the hearing we give the word “keep silent” and he brings the area where the downed people are collected. Since the departure area is known. So let them pull...
And there, let the more competent specialists fill the paths of exfiltration - they get money for it.

Voron65 27-09-2014 17:30

quote: Comrades, I propose to step aside and collectively condemn Comrade Raven.
It’s bad enough to hide such bins from the public.

So the key word there is “was”, now it’s just meager remnants, I use them exclusively for their intended purpose, for degreasing.

Foma Kuzmich 27-09-2014 19:37

quote: That is, people are tired, maybe wounded, etc...

With the wounded in "Aquarium" it is written what is happening.
Tired - yes, on pasture...

marafonec 27-09-2014 19:40

So the pilot, like Powers, gets a pill and a pistol with one cartridge...

Foma Kuzmich 27-09-2014 19:50

quote: So the pilot, like Powers, gets a pill and a pistol with one cartridge...

That's what we're talking about!

marafonec 27-09-2014 20:05

quote: Originally posted by Foma Kuzmich:

Just remove the parachutes from the seats...

What if he manages to sit down, the scoundrel? What kind of resonance will this cause in the world media?
How do you like the headlines: “Russia is using trained pilots against NATO pilots - bringing peace and democracy to the enlightened peoples of some country”

Voron65 27-09-2014 20:12

quote: What if he manages to sit down, the scoundrel?

to F-1 there is a cable from PPK-U, that’s business.

4V4N 27-09-2014 20:13

I hope that our Air Force will participate exclusively in wars of liberation and salvation, where the aborigines will hide and cherish accidentally shot down aces. Ours.

marafonec 27-09-2014 20:24

quote: Originally posted by 4V4N:

I hope that our Air Force will participate exclusively

That's it. I’m just rocking a thread to attack YOUR pilots too.
Even a reason has already been found - bacteriological weapons, preserved from imperial times in the form of expired sprats.
I'm waiting with excuses in the corresponding topic >8-[

4V4N 27-09-2014 20:38

I ask you to stick to the open topic here, which seems to be about salvation, since there is no one and nothing with which to shoot down what is flying over our small and proud one. He encountered a Kamikaze in equipment, he said that everyone fled, but why are there no NPSC with PSS at the airfields anymore? It was quite a unit that can be called the now fashionable word “special forces”.
Search and transportation along the crossroads of Ivan Ivanovich and orientation and survival and all sorts of water procedures and shooting and external suspensions, materiel and other delights of the everyday life of a ground search and rescue team.
Why have they been laid off?

marafonec 30-09-2014 13:07

quote: Originally posted by vladdrakon:

why NPSC

Wow, I remembered we had such a word, and they even had a trailer made of a meteorological “butterfly” - an APA carried it.
Do you know who commanded him in our regiment?
Air Force and Air Force Officer. The rest are a prefabricated regiment. I haven’t heard about training

marafonec 30-09-2014 18:52

Voron65 30-09-2014 19:48

quote: Isn’t this a miracle that is being dragged to the place of burning 134 in Crimea, checkered everything?

in that miracle there are (should be) inflatable crap in order to pull it out, lift it, etc. There's even some chemical damage.
And on this board our people were returning from Sak, and they reached an agreement along the line. Everyone was saved simply by a real miracle. It’s an even bigger miracle that no one in particular was removed

4V4N 30-09-2014 20:18

quote: didn't remove it

There was a lucky force majeure there.

Voron65 30-09-2014 21:06

and he too.
After the evacuation, the Commander-in-Chief demanded that we carry shovels and dig up the field so that the crests would not make claims for arson.

SeRgek 01-10-2014 08:44

By the way
in the comments they write that it was necessary to take off, IMHO the PIC did everything right, but he couldn’t hold it.

------------------
In order to do nothing, you must be able to do everything.

Voron65 01-10-2014 11:52

On surge during takeoff?
The commander did the right thing by placing the columns on the plane and not by the fuselage, otherwise there would have been a vinaigrette.

If 3 paratroopers out of several dozen who jumped out of the IL-76 fell into a 50m wide river and drowned, then the famous Airborne Forces are the same sloppy troops as the rest of the Russian army. Similar to the Ministry of Emergency Situations with its boasting on a national scale. The production of idiots smashing bricks on their heads and bathing in fountains. And they consider themselves head and shoulders above everyone else who did not serve in the Airborne Forces. The elite of the army, damn it.
They drop people off a whole minute before their scheduled place! The paratroopers themselves have it in their heads that if they hit the water they must slip out of the suspension system at a height of 3 meters! kovs214 served in the Airborne Forces, and he seriously says so! They also argue here that before splashdown you need to get rid of your weapons so as not to drown. For what? The paratrooper's weapons and all equipment are attached to the suspension system, and will not be lost anywhere during a proper splashdown.
Parachutists-firefighters performed a jump with a simulated splashdown every year during winter training. And until 1976, with the suspension system completely unfastened at an altitude of 200-300 meters. I won’t say that it’s very pleasant to sit in the air, not secured by anything. When swinging a parachute, emotions are remembered for a long time. But no one fell. And the gloves on the hands did not interfere with unfastening the carabiners, and winter overalls (who had them) did not prevent anyone from sitting securely on the main circular strap. You need to be able to do all this, that’s what training and training are for.
Above water, a person cannot determine height. The first victim slipped out of the suspension system at a height of 100 meters, believing that water was nearby. What exactly he thought there, of course, is unknown, but subsequent falls into the water from an unacceptable height revealed the reason. Do not slip out of the harness before your feet enter the water! If every single airborne paratrooper does not know this, then deaths are inevitable.
In my presence, one parachutist fell into a river with a strong current without preparing for splashdown. He pulled to the shore and found himself in the water two meters from the shore. He climbed ashore on all fours, but the parachute fell into the water, the stabilizing one filled with water and pulled the parachutist back. I had to tighten the lines and drag the parachute along the bottom in a pile of ropes (the depth was waist-deep), then jump out onto the shore and run, overtaking the parachute. Jump into the water and grab the stabilizing device, and then go ashore. The water, by the way, was icy, it was in April. No one taught such actions in advance, but the paratrooper managed to do the only right thing in such a situation.
What do they teach in the Airborne Forces other than hitting bricks on your head? Where is the vaunted mutual assistance if more than a dozen fighters jumped?

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