Anti-air defense of Mujahideen.

11234 of the 194th GW. Bryansky red-known VTAP named after N. F. Gastello. Fergana, December 1979

In the rich diverse events of the history of the An-12 Afghan war, it was destined to know a special place. Afghanistan became an extensive chapter in the biography of the Transportian, saturated with combat episodes, difficult work and inevitable losses. Almost every member of the Afghan war, one way or another had to deal with military transport aircraft and the results of the work of the transport workers, arriving at the place of service on their aircraft, receiving food delivered in the air, property, cartridges, and so on the war. They returned home served soldiers and officers for mostly by air transport, only with airplanes were exported by the wounded. Not without the help of the popular Bard A. Rosenbauma came out that the An-12 was known even far from the Afghan war and aviation in particular: even the dead went on the last path to their homeland by air, on board the "black tulip", in the role of which he played same transport list.

Preparation of An-12 from the composition of the Fergana 194th shelf

An-12BK in the parking lot of the Bagram's airfield. Airplanes are improved with the installation of cassettes of thermal traps

In the widest way, BTA aircraft began to be attracted to work on Afghanistan after the 1978 April Revolution occurred in the country. To ensure the urgency of military supplies, the WTO was involved, especially since there was a direct government indication on this score, on the Politburo of the CPSU Central Committee, the words A. N. Kosygin: "Give everything now and immediately." A long-term transport aviation marathon began, without a break, more than ten years later. For the most part, when planned supply of equipment, ammunition and other were supplied from warehouses and storage bases, it was often necessary to take it directly from parts, and with particular need - right from the factories. First of all, these challenges were attracted by the crews of local air transport parts, located in the territory of the Turkestan Military District, the 194th military transport airlock (VTAP) in Fergana and the 111th individual mixed air strike (OSAP) in Tashkent at the headquarters of the district, where -12 was the most powerful technique. The airfields of their basing were closest to the "destination", and the goods delivered to Afghans in a couple of hours had already been from the recipient.

Directly in Afghanistan, the AirGUGRUP of the BTA appeared on the initiative of the main military adviser L. N. Gorelov, at the end of May 1979, who requested An-12 squadron to ensure transportation in the interests of the Afghan army. Airplanes were involved from the 194th Fergana VTAP. At the same time, a landing battalion was sent to guard the squadron in the troubled setting. To conceal the presence in the country of the Soviet military, the flight and the technical composition were gathered to use among people of Eastern type, natives of the Republics of Central Asia, so that they externally resemble the Afghan aviators. Regarding the leadership group, it was possible to observe only, finding the position of commander of the squadron of Lieutenant Colonel Mamatov, which then changed the lieutenant colonel Shamil Khazievich Ishmuratov. His deputy was appointed Major Rafael Girfanov.

A separate military transportation squadron, which received the name of the 200th separate transport squadron (OTAE), arrived in Afghanistan on June 14, 1979. It included Eight An-12 aircraft with GW crews. Majorov R. Girfanova, O. Kozhevnikova, Yu. Zaicina, GW. Captains A. Stolekina, N. Antameonova, N. Bredikhina, V. Goryacheva and N. Kondrushina. Squadron is located on the airbase by Bagram. The entire aircroup submitted to the Chief Military Advisor to the DRA and was aimed at fulfilling the tasks at the request of the Council, in the interests of the Afghan state and military bodies. Airplanes were civilized and symbols "Aeroflot" - according to legend, they belonged to the Vnukovo Detachment of the GMF,

All tasks were made through the main military adviser, the device of which increased everything, and the Soviet officers were already present in almost all parts and connecting the Afghan army. Air transport provided more or less reliable supply of remote areas and garrisons, because by this time, as the Soviet Embassy informed, "under the control of detachments and other formations of the opposition (or outside the control of the government) is about 70% of Afghan territory, that is, almost all the countryside " Another figure was called: as a result of the lack of security on the roads, which "the counter-revolution elected one of its main targets," the average export of goods supplied by the Soviet side from border points by the end of 1979 decreased by 10 times.

Tasks for transport workers was more than enough: for one week of work in the period of exacerbation of the situation from 24 to 30 August 1979, 53 A-12 flights were fulfilled - twice as large as Afghan IL-14. According to the reservoir, An-12 was inferior during these months only by omnipresent An-26, whose universality made it possible to use them in virtually all airfields, while for flights of heavy An-12 were only ten of them.

Sending "Cargo 200" to the homeland "Black Tulip" An-12. Kabul Airport, Winter 1988

In the sooner time, the database of transport workers in the Bagram was involved in the Events of Big Policy. It was it that it was used in the implementation of the plan for the transfer of individual Soviet units and special groups to Afghanistan, provided for in case of the "sharp aggravation of the situation". In subsequent events, the transport aviation played a role no less important than those who received the fame of the arse of paratroopers and special forces. The relocation of the "Muslim battalion" of the GRU special forces was carried out on November 10-12, 1979, having transferred it from the airfields Chirchik and Tashkent airplanes of the WTO. All heavy equipment, BTR and BMP were transported to An-22 from the composition of the 12th Military Transport Aviation Division; Personal composition, as well as property and means of ensuring, including residential tents, dry soldering and even firewood, delivered to An-12. With the help of the same An-12, the following weeks were carried out by all the provision of battalion and communications with the command remaining in the Union, which more than once arrived in the barrams.

Aslant's releases with the support of armored vehicles on the high-mountain airfields of Tibet, Hindukusha on the Indian-Chinese border in the sixties, the delivery of arms to the high-altitude plateau of Afghanistan later, the peaceful flight to Antarctica, the capture of the capitals of some states, passenger flights to Paris - an incomplete list of achievements of the most famous MTS.

The USSR brainchild, the heavenly long-liver fights and peacefully worries on a variety of planets from the equator to the poles, from the 1957th to this day, exactly sixty years! An-12 anniversary is interesting to know the history of creating and applying this most popular aircraft ship.

History of Appearance: Background

After the Second World War, a special military transport vessel was required for landing operations: bombers, scouts, even re-equipped passenger liners (sometimes used during domestic) did not satisfy the seizures of the bridgeheads behind the front line or reference bases in the enemy rear.

Soviet Army, Operation, Airborne and Air Force required a specialized means of rapid delivery of soldiers, heavy weapons, ammunition and armored vehicles.

The changed military doctrine dictated new requirements for almost all the birth of troops. Therefore, by order of the Council of Ministers (December 1953), OKB-153 (Antonov Design Bureau) has begun to create universal transport.

Before scientists there was a challenge to create an experimental sample, characterized by increased lifting capacity, passengerization, operational unpretentiousness, reliability when using soil or snow-covered airfields. So the predecessor of our hero was created -.

The presence of such an aircraft in the USSR Air Force has served not only the allocation of military transport aircraft in a separate genus of the Air Force (WTO), but also fully disclosed the requirements for the new military veneer.

Until 1957, the country had an outdated flight fleet for the transfer of military units: Li-2 on the basis of the pre-war development of the Douglas Aircraft concern, IL-12, Tu-4. Each of these types had certain disadvantages: there was no specialized hatch with an embarrel for heavy equipment. Tu-4 was a robust re-equipped bomber.

An aircraft greater than Western counterparts was required:

• easy RLE; Flight range with full load;
• onboard armament;
• the ability to use unprepared landing strips, overcome complex climatic conditions.

It turned out - hastily created by the "eighth" lag behind the technique of probable opponents.

Forerships of the Russian "Cub'a"

An-8 became the first specialized aircraft, characterized by a comfortable hatch, good range, flight speed. However, An-8 could take on board only 10-11 tons. Good shipping. Mute was the radius of his action. All these shortcomings caused an urgent need for serious improvements. The "eighth" was destined to become a more modern model, "Cub" ("Novice", the name of the future "newborn" An-12 on the NATO classification)!

Birth of a dangerous "novice": "Put four engines!"

The most advanced VTS of that era, which was in service with a potential opponent, "C-130" produced by the Lockhid concern, at the expense of four engines raised 15-16 tons. And moved them by more than five thousand km. Our Air Force urgently needed similar development. Having learned about it, N.S. Krushchev during a visit to the beloved constructor Oleg Konstantinovich Antonova, issued a prophetic CSU prophetic tsu in his unique style: "Immediately increase the number of motors up to four!".

In less than 10 months, the Kiev OKB creates a four-minded high alley with a all-metal wing. The project was developed by the general himself, the leading designer was appointed V. Halperin. Separate brigades of developers engineers of the general view of the future main machine of the BTA, its hydraulics, aerodynamics, radio equipment were created.

For the first time, a hydraulic unit G77N with air compressor, hydraulication of flaps control, steering drive was activated. In the event of a failure of the unit, the transition to the hand pump was envisaged.

The passenger version demanded only the replacement of the "military" tail part of the fuselage on the "civil", convenient arrangement of the interior chair. This problem was engaged in a separate engineering brigade under the leadership of N. Pogorelov.

"Newbie" finds goals

Although the monoplan was created as part of the All-Union Competition for the best cargo-passenger aircraft, competing Tupolev and Ilyushin's competing firms provided the entire documentation for their own latest developments.

The country understood that it was not just about a convenient passenger liner, but also about the necessary army of weapons.

At the end of 1957, the first flight of the experimental sample took place. He was conducted by the pilot test of Yakov Vernikov with her crew. Total flight tests amounted to an exceptionally short term - eight months!

Full-technical characteristics

Highlands of An-12 turned out to be the first all-metal monoplane with a straight wing and with four turboprop motors. The carrying capacity was first of 16-17, and in later modifications - more than 20 tons. The dimensions of the cargo compartment were calculated not only for the technique of those years: engineers took into account the development of armored vehicles of the future, invested in their creation a large bore "strength".

• 38 m - wing scope;
• 33.1 m - length;
• 10, 5 m - height.

The cargo salon is designed for two BMD-1, or ninety soldiers, or sixty paratroopers in full service. At the same time, designers took into account the likelihood of the emergence of arms new products, why it later became possible to place on board BRDM-2, BRMD-3, BTR-D, even self-propelled artillery installations such as Nona-C.

Dimensions of the freight cabin:

• 2.6 m - height;
• 3.5 m - width;
• 13.5 m - depth.

The weight of the equipped (fastened, with the cranes, the winches of the transported, parachute systems) of the highest population - less than 50 tons. The maximum mass that the new VTS raised is 60 tons.

This heavenly transport could use soil or snow-covered airfields with a meek ruling strip (thanks to the unique chassis system).

Design features

The main feature is the fuselage with cross-mounts (the "half-almokock" scheme) with two armored armor (Cabin-1 armor) cabins (cabin for the crew in the bow, for a bertler - on the stern).

The auxiliary landing equipment in the central compartment included the conveyor with a winch and a crane by a lifting capacity of up to three tons.

To other features of the winged machine include:

1. the presence of a VHF radio station for the crew, a shortwall transmitter - for communication with the Earth;
2. completely retractable tropeastses (front plus two main supports) chassis;
3. two-room all-metal wing;
4. relatively small fuel consumption (approximately 2135 - 1983 kg / h);
5. four engine brand AI-20 with a capacity of 4250 thousand hp (3128 kW);
6. maximum speed of 777 km / h;
7. more simplest than Western analogues, RLE (operating manual).

Combat application "Novik"

The sample called the "product T" could be used from the foorery to the equator. "Annushka" -12 was from the most popular transport transport in the world in the 60s. She possessed universality, coming for landing operations, for cargo-passenger traffic on hard-to-reach areas.

Able to transfer a landing, mighty technique, highlight was well protected: on early models, the arrows had two automatic 23-millimeter guns. LTH "Product T" increased the survival rate of the WTO-completed by them during a possible world war, which has proven many local conflicts on almost all over the planet.

For the first time, real combat actions were used to "Cub'a" in the border clashing of India with China in Tibet in 1962 (it was then that this name was famous).

First Combat Experience: Sino-Indian and Kashmir Conflicts

At the An-12, the Indians delivered ammunition, replenishment, technique for their Chinese high-altitude databases. The efficiency of the transport worker has proven which has become the world-famous digit of cargo losses in mountainous areas: only five percent!

The "probable opponents" of the USSR almost shocked the combat characteristics of "Cub", discontinued by the Western world during the Indian-China and Indian-Pakistani Kashmir crises.

Here are these characteristics:

• 560 km / h Cruising speed;
• a distillation range of more than 8 thousand km;
• limit range with a load of 16 t - 2500 km from early models, up to 3,600 km - in the newest modifications;
• 70 stocilogram fragmentation and fugasic or incendiary bombs;
• 2 photobombs or 2 navigation bombs of outer suspension;
• 6 oriented signal bombs;
• two guns Afanasyev-Makarova AM-23;
• armored (anti-astrocarbon armor) Cabin cabin and bordist compartment with bonded armored vehicles (armor thickness up to 16 mm in body area, up to 23 mm - in the head area) armchairs.

Thanks to these data, the Indians were extremely successfully used by An-12 during an incident in Kashmir with Pakistan, and the Egyptians with the Yemen conflict.

At the "six-day" war, Novichkoy used not only the Egyptians, but even the UN troops. "Cubs" played a big role in the war between Iran and Iraq. In Africa, they fiercely fought in Ethiopia, Katanga, Angola, Nigeria.

The most large overseas landing operation with the use of this transport worker remains the environment of Indian paratroopers of Dhakki in Bangladesh.

New transport and "Troops Uncle Vasi"

However, the greatest number of soldiers - five thousand more than a hundred BMD, were transferred to "Annushkah" in 1968 with a Czechoslovak crisis.

Curious fact: A huge connoisseur of the new transport worker was the famous Margelov, who personally, who made several jumps from the side, who later developed a system of major assaults with powerful fire support based on the capabilities of this aircraft.

With reference to the lifting capacity, the size of the "trunk" of "products T" was created later by the famous Soviet BMD.

Later we developed the "Centaur" system allowing the crew to land with a combat machine.

In Afghanistan, it was called "black tulip"

Thanks to the constant improvements, the "twelfth" successfully acted in Afghanistan, where once again became famous for the ability to sit on the mountain plateau and the phenomenal survitory in the air. Mostly "CUB" delivered ammunition, emergency face for remote making across the mountain ranges (especially in Kandahar, Herat, Bagram provinces), was used for landings.

In this war, the airplane received a tragic nickname "Black Tulip": it was his reverse flights "Cargo 200", the coffins with the bodies of our servicemen were delivered.

APPLICATION IN Civil Aviation

Unlike the "eighth" and "tenth", the twelfth "Annushka" was originally created as a military transport worker. But it found peaceful use: to deliver goods to hard-to-reach regions. Well served as a transportist as a "flying laboratory".

The powerful anti-icing system (electric, air-thermal) wing, flaps, tail plumage allowed the use of An-12 at low temperatures of the Far North.

In April 1961, regular flights began to the North Pole, a year later, an airfill to Antarctica took place.

Record is the delivery of a tractor tractor DT to the North Pole.

In addition to the Soviet Union, such foreign companies as "Ghana Erine", Balkan Bulgarian and Air Guinee used for cargo-passenger traffic.

After the collapse of the USSR, the monoplan became widely used by airlines of the whole world. Until now, it is popular in the third world countries for reliable unpretentiousness.

Modifications

"The product-T" turned out to be a heavenly long-liver. Today you can count more than twenty items of modifications developed for various types of work. Most of them are associated with installation on board additional scientific equipment or livelihood equipment.

The most interesting of them

• the very first, "main combat", when the designers refused to achieve full compatibility of nodes with the "tenth" nnoma - An-12a with an experimental engine of AI-12A (1961);
• point of radio electronic struggle - An-12b-and (1989);
• option with a carrying capacity of up to 30 tons - An-12B-30 (1963);
• meteorological version "Cyclone";
• command Point "Zebra" with a fuel accelerator;
• chinese analogue Shaanxi Y-8;
• meteorological laboratory "Product 93T".

It is enough to indicate that in 2012 the WFF of the People's Army of China was replenished with a combat "Yun-9", which is also deeply improved old good An-12.

Without falling

Despite its glorified reliability, twelfth Anons of almost all modifications (except for the most exotic) continue to replenish the list of victims, or simply missing aircraft.

Especially did not take place Indonesia: there the airplanes of this design were most often broken. In the new millennium, a dubious palm of the championship can be given to the Chelyabinsk military airfield: only since 2008 there were crawls of the angios from him three times.

In total, as of 2015, 225 "Annushki" was missing and disappeared (without taking into account the losses during the wars).

In building 60 years

In 2017, the Iron flight hero noted a kind of anniversary: \u200b\u200bexactly sixty years of the An-12 and its modifications successfully work in the peaceful and military skies practically over the entire planet.

At the same time, the Animes are actively used not only in the countries - the former republics of the USSR, but continue to be heroically or unnoticed in China, Nigeria, Indonesia, Yemen, the Republic of San Tome and Principe, Angola, Bulgaria, India, other states.

Video

An-12 in Afghanistan (ending) Author: Victor Markov articles from this series: new owners reigned in Kabul, but the situation was finally loosened. Returns in the face of opposition in a matter of days led to an armed intersubire with the use of aviation, artillery and armored vehicles of yesterday's army parts, stuck to those or other Islamic formations. Otherwise, it could not be in the country, which the whole generation covered by the Civil War, where the whole generation has grown, from the small years, the familiar to the military craft ... Afghan aviation also turned out to be a great deal between "fighters for the right thing" of the most different sense (if only those At the controlled territory there was at least some airfield). The affiliation of airplanes and aviators themselves was determined more and more personal relations with the leaders of a variety of formations of the new authorities, the time immemorials with honors related relations and the habit of the affected place. Transport aircraft was in a special favorite as a thing practical and useful for personal transport and the same supply - in the end, why was it to fight, if you don't get enough of the unavailable goods with a small tolly? The same General Dostum, whose core forces were located in the northern regions, from where to get to the center was a difficult task, its presence in the capital provided almost exclusively by air. Below, new identification signs on airplanes were distinguished, and newly identified signs were limited to the elimination of the revolutionary Red Star, others did not come further and restored the "pre-revolutionary" signs with Arabic letters. Complete and next to the aircraft, new signs adjacent to the previous symbols of "People's Democratic" times, especially on the wings of transport workers, where they were uncomfortable to repaint due to high location. The situation in the country continued to remain extremely unfavorable: the warring groups continued to find out the relationship and drag the power, periodically ending the city and the base of someone else's side. In the usual way, it was delivered to the airfields, where the planes looked a noticeable and easily aural purpose. One of these airfields was Mazar-Sharif, which was under the control of the troops of the so-called. Northern Alliance, headed by General Dostum and Ahmad Shah. Among other things, there were several An-12s here who carried out carriage in the interests of the alliance owners. When flying to Kabul, because of the fact and the case of flashed exacerbations, they tried not to linger, flying away for the night to neighboring India or Uzbekistan. Another fireflipt at the Kabuli airfield under the evening of February 16, 1993 came just when there was one of the Dstumovian en-12 pp under loading. The plane was to complete the flight from Kabul to Mazar-Sharif, delivering a detachment of militia of tribal military formations, members of their families and a couple of cars. Loading interrupted the breakdowns of shells near the parking lot. The crew commander, a 41-year-old graduate of the Frunzen Aviation School, made a decision to immediately take off, without waiting for the end of the download and not spending an extra time for a pre-scheduled inspection of the aircraft systems. In a hurry and bustle, it was not even filled with fuel. On board in a panic, more than a hundred people were hampered, most of which were armed Dstumovsky fighters. Without burning onboard lights, under the incessant fire, An-12 pulled out to the strip and went to take off. After leaving the fire and gaining a height, the plane took the course to Mazar-Sharif. In the air it turned out that from the entire navigation and connected equipment on board, only the RSB-5 team radio station normally works normally. However, the crew familiar to the whole has already adapted to do without frills and such a state of affairs was almost the norm. Going to the north, the plane passed the Hindukus mountain ridge and in 40 minutes was the goal. The airfield met them with full dimming, no drive beacons did not work, nor radio communications, not to mention completely not functioning lighting. Yakub (call sign Mazar-Sharif) did not respond stubbornly, and the plane circled over the city, not risking to decline - the mountains reached the three-kilometer heights nearby. In the tanks remained fuel "on the bottom", and I could not consider the lane. When the emergency residue signaling was highlighted in the cockpit, the crew was only a hastily look for any suitable place for landing. Afghan An-125P at the site of emergency landing at the thermosis. Uzbekistan, February 16, 1993 With an emergency landing on Pahoto, the plane podlomil the left rack of the chassis and twisted the nesting left-handed engine along the land, together with the motor, the commander decided to turn to the nearest aerodrome map, which was a thermosis in Uzbekistan. Having learned about this, passengers with automata, who wanted to get home to the cabin, who wanted to get home and demanded in the sands of Mazar-Sharif. To fight off from them and shifting that the night landing in the rocky desert will inevitably end the catastrophe, the crew pulled the plane to the north. To the termeza lying near the border itself, there were only 60 km and fuel, let it hardly happened. Even without radio communications, pilots managed to enter the city, lit and noticeable, but I could not find the airfield and here. None of the Afghans flew before the Termez, to warn themselves about them there was no possibility, "guests" at the airfield did not wait and the band was not aligned with lights and spotlights. At the third round, the Afghans were lucky: they noticed the gliblonal fire in the sky with the height of the aircraft in the sky (they recently took off the An-26). Reviewing that the airfield is somewhere nearby, they turned towards the lighthouse. Soon ahead on the left, the pilots saw the concrete and in the last liters of Kerosene began to pull up the landing glide. Already released flaps and chassis, when all four engines were swallowed at the same time - fuel ended. Automatically blocked screws and heavy machine cool went down. The height was no longer there, but the commander at the fraction of a second took the only right decision: to turn away from rare lights at the rate, where it was possible to dig into lampposts or buildings and sit down on an unlit area, hoping that the land hidden in the dark would be even. Good luck on this day was on the side of the Afghans: the plane swept over a high rail in bulk, almost a chassis about her, miraculously crashed into the posts of the power line, only taped one of them wing and destroying the console. Winches to the protruding blades of the screws, the cut-off wires and dragging a few rolled pillars, the An-12Bp touched the plowed field. Zaring in Pakhtot, he paved the staometer rut, stuck with the wheels at the most axis and, aftercing the left major rack, touched the wing of the Earth, turned on the spot and measurement. Cracked splintmosts did not stand up, and the broken trolley lay down next to the plane. The end of the left wing was crushed (a blow to a pillar came to her), the swords of the screw bladed turned down the first engine along with the motor. None of the crew members and passengers suffered. Fortunately, due to the rush take-off on board, they did not have time to immerse cars: if at the strike, they were broken and the ram flew forward, in the cargo cabin there would be few who survived. With a night landing, the transporter demolished the line of communication, dragging the wires and several columns. An-12 curiously combines the identification signs of the former "revolutionary" sample on the wing and new "Islamic" with the Arabic rivy on the keel, the wreckage of An-12 on the outskirts of the Kabul airfield suddenly interrupted the hum of the aircraft in the night sky and almost a silent landing did not attract any attention. I did not notice him and at the airport, which remained only half a kilometer. Selecting from the plane, the commander went on the road, stopped passing the "Moskvich" and got to the airfield. Good ownership of the Russian language almost failed the pilot: he didn't want to let him go through the passing guard, taking for one of his pilots and advising "to come in the morning, like everything, by the beginning of the working day." Representatives of local civil authorities arrived in the goal of landing Aviation, Air Force and Competent Authorities. Their eyes appeared on the wing of An-12BP, around which bearded bearded with automata. As it turned out, there were eight crew members and 109 passengers on board. All passengers immediately brought the buses to the border and sent to their territory. The crew was delayed during the investigation of the incident and a few days later was taken out by the owner of the Northern Provinces of Afghanistan by Colonel Dstum, the owner of the northern provinces of Afghanistan. With the counterpart in Afghanistan Taliban, some aviation managed to fly to unoccupied areas. Other pilots remained with the usual work, the benefit of radical Islamists who eradicated the alien to the traditional estate of the surplus of civilization in the form of radio, televisions and other demonic fudges, the aviation was also appreciated and made an exception for such a useful thing. The airline "Ariana" was preserved, in which there was a pair of An-12. However, the life of these machines in the service of the Taliban was short and both of them were destroyed at Kabul airport in October 2001 by American bombers during the operation "Uncomplyful Freedom". Another An-12 was used by the Taliban police and was divided into a catastrophe of the Pakistan airfield of Kvette on January 13, 1998. After expulsion of the Taliban, the Park of the Afghan aircraft was replenished with several AN-12, a variety of ways received from the republics of the former USSR.

The author with appreciation thanks for the help provided in the preparation of publication, information support and provided materials I. Prikhodchenko, Major A. Artyukha, V. Maksimenko, Colkovonoviki S. Reznichenko, A. Medvedeya, as well as the Security Service of WTO and, Especially, Lieutenant Colonel S. Pazynich for his active participation in the work.

In the rich diverse events of the history of the An-12 Afghan war, it was destined to take a special place. Afghanistan became an extensive chapter in the biography of the Transportian, saturated with combat episodes, difficult work and inevitable losses. Almost any participant in the Afghan war, one way or another had to deal with military transport aircraft and the results of the work of the transport workers. As a result, the An-12 and the Afghan campaign turned out to be difficult to represent each other: the participation of the aircraft in the local events began before the input of the Soviet troops and, tightening more than a decade, continued after the departure of the Soviet army.

The most widely BTA aircraft began to be attracted to work on Afghanistan after the April revolution occurred in the country, which took place on April 11, 1978 (or 7th of the month of Sara 1357 on the local lunar calendar - in the country, on the city's local yard, was the 14th century). The Afghan revolution was its special character: in the absence of the revolutionary layers in the seifood country (according to Marxist definition, only the proletariat free from private ownership can belong to the army, and one of the main actors was the former GSC command Abdul Kadyr, suspended From the position of the former power of the Crown Prince Mohammed Dauda. Having a considerable personal courage and stubbornness, the officer, who was not the case, headed the secret society of the United Front of the Communists of Afghanistan, however, being a man to the brain of bones of the military, after the "overthiya overthrow" handed over the entire completeness of the authorities more sophisticated in political affairs to local parties from the People's Democratic Party of Afghanistan '(NDPA), and himself chose to return to the usual work, taking a literally conquered post of the Minister of Defense in the new government. The commander of the Air Force and air defense was the colonel Gulyam Sahu, the former head of the Bagram's airbase and a lot of contributing to the overthrow of the former regime, organizing the blows of its aviator on the "tyranny" in the capital.

NDPA figures that came to power in the country, enthusiastically carried out by ideas of reorganization of society, took up radical transformations with the aim of the early construction of socialism, which was thought to achieve in five years. In fact, it turned out that a military coup was easier to perform than to manage the country with a pile of economic, national and social problems. Faced with the confrontation of committed traditions, estimates and religious polls of the population, the plans of revolutionaries began to acquire violent forms.

From a long time, it is known that the road to hell has been posted in good intentions: the projected reforms stumbled upon the rejection of the people, and the directive cancellation of many commandments and the ruins became for the Afghans already with personal intervention, the impact of centuries here is intolerable. The alienation of the people from power was suppressed by new violent measures: after the past months after the Sauric revolution, the public executions of "reactionaries" and clergy, repression and cleaning were acquired by a massive character, capturing and many yesterday's supporters. When the authorities began to publish lists of executed lists in the newspapers in September 1978, 12 thousand names were already in the first, more and more people in society from among the parties, merchants, intellectuals and military. Already in August 1978, the Minister of Defense Abdul Kadyr was among others, the Minister of Defense Abdul Kadyr was, immediately sentenced to death (he managed to deliver it only after repeated appeals of the Soviet government, concerned about the too launched revolutionary process).

Field discontent quickly turned into armed performances; It was unlikely that the country could happen otherwise, where the honor was considered basic advantage, the devotion to tradition was in the blood and the traditionally the fair part of the population had a weapon, appreciated above. Armed clashes and rebellion in the provinces began in June 1978, they have already acquired the systemic nature, covering the central regions. However, the government, just as habitually relying on force, tried to suppress them with the help of an army, widely using aviation and artillery for imperious settlements. Some retreat from the democratic goals of the revolution was considered all the more insignificant that the resistance of dissatisfied was focal in nature, it was broken and, for the time being, a few, and the rebels themselves saw the derogatory and backwards with their grandfathers and sabers.

The true scale of resistance and the events appeared already a few months later. In March 1979, in Gerat, the third largest city in the country and the center of the same name of the large province, the anti-government rebellion broke out, to which parts of the local military garrison were added to the most actively joined together with commanders. On the side of the authorities there were only a few hundred people from the 17th Infantry Division, including 24 Soviet military advisors. They managed to move to the Herat's airfield and consolidate, holding it in their hands. Since all warehouses and supplies were in the hands of the rebels, it was necessary to supply the remnants of the garrison through the air, delivering food, ammunition and reinforcements from the Kabul airfields on transport airfields.

At the same time, the danger of the development of rebellion and the coverage of the new provinces was expected, even the performance of the rebellious infantry division was expected, which had to 5,000 bayonets, to Kabul. The rules, dumbfounded by what is happening, literally bombarded the Soviet government requests for urgent help both weapons and troops. Not very trusting his own army, it was not so reliable and committed to the verification of the revolution, in Kabul saw the exit only in the urgent involvement of parts of the Soviet Army, which would assist in the suppression of the heratian rebellion and defended the capital. To help came quickly, Soviet soldiers, again, should be delivered by transport aircraft.
For the Soviet government, such a turn of events had a completely defined resonance: on the one hand, the anti-government armed uprising occurred from the most southern borders, less than a hundred kilometers from the border coup, on the other - just acquired an ally, so loudly declared the commitment of socialism, painted in Full of its helplessness, despite the very solid assistance provided to him. In a telephone conversation with the Afghan leader of Taraki, on March 18, Chairman of the Sovmina of the USSR A.N. Kosygin in response to the complaint about the absence of weapons, specialists and officer personnel was pretty: "It can be understood that there are no well-trained military personnel in Afghanistan or very few of them. In the Soviet Union, hundreds of Afghan officers were trained. Where are they all going? "

Entering Soviet troops then identified a completely unacceptable decision, which the leadership of the Armed Forces and the party leadership of the country came out. L.I. Brezhnev at the meeting of the Politburo of the Central Committee of the CPSU intelligencely indicated: "We have not yet attached to this war now." However, the Afghan authorities were assisted by all accessible measures and methods, first of all, the service supplies of weapons and military equipment, as well as the sending advisers to the highest rank engaged not only by the preparation of the military, but also the direct development of operational plans and guidance in The opposition to the opposition (about their level and attention to the problem can be judged by the fact that the Deputy Minister of Defense of the Goland of the Ground Forces General Colonel I.G. Pavlovsky was repeatedly sent to help the Afghan military leadership. In order to ensure the urgency of military supplies, the WTO was involved, especially since there was a direct government indication on this score, on the Politburo of the CPSU Central Committee, I voiced by A.N. Kosygin: "Give everything now and immediately." A long-term transport aviation marathon began, without a break, more than ten years later. For the most part, when planned supply of equipment, ammunition and other were supplied from warehouses and storage bases, it was often necessary to take it directly from parts, and with particular need - right from the factories. It happened that transport aviation played a crucial role not only in supply and supply - its presence was somehow projected by almost all events of the Afghan company, which makes not only the transfer of flights, cargo and destination, but also the story of the accompanying events of political and private character.

The special role of An-12 in flights in the Afghan direction was dictated by their prevalence in the WTO: By the end of 1979, aircraft of this type were two-thirds of the total airpark - An-12 numbered 376 pieces of ten airars, while the newest IL-76 was more than Twice less - 152, and An-22 - only 57 units. First of all, these challenges were attracted by the crews of local air transport parts, located in the territory of the Turkestan Military District, the 194th military transport airlock (VTAP) in Fergana and the 111th individual mixed air strike (OSAP) in Tashkent at the headquarters of the district, where -12 was the most powerful technique. The airfields of their basing were closest to the "destination", and the goods delivered to Afghans in a couple of hours had already been from the recipient. So, on March 18, the flights An-12 from Tashkent at the Kabul airfields, Bagram and Shindand, were held mainly IL-76 and An-22, which transported heavy equipment and armored vehicles, however, on March 21, four en flights from Tashkent -12, and from Karshi - another 19 An-12 with cargo.

The problem with herata with military assistance in the end was resolved by the forces of the Afghan "Commandos" battalion and tankers. The city remained in the hands of the rebels for five days, after the series of aviation strikes, the rebels were dissipated and by noon on March 20 Herat again was in the hands of the authorities. However, it did not solve all the problems - the heratskaya story was only a "anxious call", testifying to the growth of the opposition forces. In the spring and summer of 1979, armed performances covered the entire Afghanistan - did not take place for several days so that there were no reports on the next foci of the rebellion, the selection of villages and cities, uprisings in the garrisons and military units and their transition to the direction of counter-revolution. Having gained strength, opposition detachments cut the communications to the host, blocking the center of the province and the collecting garrison. With a general difficult situation on the roads, an enemy's extremely vulnerable in the sledding, aviation remained the only means of supplying garrisons, which also guaranteed the efficiency of solving supply problems.

However, with the abundance of the tasks, the own forces of Afghan transport aircraft were rather modest: By the summer of 1979, government Air Force had nine aircraft An-26 and five piston IL-14, as well as Eight An-2. Prepared crews for them were even less - six for An-26, four for IL-14 and nine for An-2. All transport vehicles were collected in the Kabulian 373 transport airlock (TAP), where there was also one aerial photographer AN-30; Afghans somehow got it for air photographing of the locality in cartographic purposes, but on the initial purpose it was never used, mostly stood without affairs and climbed into the air exclusively for passenger and transportation.

Civil airlines Arian, who worked on foreign flights, and Bakhtar, who served local routes, were also involved in military transportation, which served local routes, but they did not solve the problems due to the limitations of the airfield and the same not very responsible attitude to the case.

At this expense, arriving in the 373rd tap for the post of advisor to the commander of the regiment, Lieutenant Colonel Valery Petrov left the colorful remarks in his diary: "Fate preparation is weak. Personal composition is preparing for flights unsatisfactory. Love only the front side - I am a pilot! Self-criticism - zero, self-conceit - big. Field and methodological work should be started with zero. Unanimous, they say one thing in their eyes, for the eyes they make another. It is extremely reluctant to work. I evaluate the condition of entrusted technique for two with a plus. "