What made Amet Khan Sultan famous? Amet-Khan Sultan - pilot, national hero of the Crimean Tatar people of Ukraine
There are no bad peoples in the world, and there are heroes and scoundrels among the Russians, and among the British, and among the Ukrainians, and among the Germans, and among the Crimean Tatars...
Speaking about the history of the participation of the Crimean Tatars in the Great Patriotic War, we must admit that this people experienced a real tragedy. While one part of it fought with the Nazis, the other took the path of collaboration and betrayal, aiding the Nazis in committing the most terrible crimes. And after this, in 1944, punishment in the form of deportation fell on the heads of not only those who were truly guilty, but often also on the innocent...
But today we will not talk about scoundrels, but about a hero. About a man who is not only the pride of the Crimean Tatars and Dagestan Laks, but also, in the full sense of the word, .
Amet-Khan Sultan born on October 25, 1920 in Crimea, in the city of Alupka, in the family of a native of the Dagestan village of Tsovkra, a Lak by nationality, and a Crimean Tatar.
His childhood biography did not contain anything heroic - 7 years of school, a railway school, a working profession... But the fascination with the sky, widespread among Soviet youth of the 1930s, also affected him. The young worker studied at the flying club, mastering the profession of a pilot.
And when Amet-Khan ended up in the army in February 1939, his “civilian” passion for the sky decided his future fate. He was sent to the famous Kachin Military Aviation School, from which Amet-Khan graduated in 1940 with the rank of junior lieutenant.
Ram over Yaroslavl
The Amet-Khan fighter regiment, equipped with I-15 and I-153 aircraft, met the war in Moldova. The young pilot entered into battles with the Nazis from the first day of the war. In the fall of 1941, his regiment fought with the Germans near Rostov-on-Don. After heavy losses, the regiment was transferred to reformation and retraining. Now Amet Khan had to fight in a British Hurricane.
In March 1942, the regiment of Amet-Khan Sultan became part of the air defense of Yaroslavl. The Nazi troops did not reach the city, but enemy aircraft bombed it.
On May 31, 1942, the city was attacked by Junkers. Soviet fighters entered the fray. Amet-Khan Sultan, having used up all the ammunition, overtook the enemy and rammed him. The Hurricane got stuck in the Junkers, but the Soviet pilot got out of the cockpit and landed with a parachute. For his feat in the skies of Yaroslavl, Amet-Khan Sultan was awarded the Order of Lenin.
In 1942, the pilot, who switched to Yak fighters, distinguished himself in the battles of Voronezh and Stalingrad, establishing himself as a real ace of air battles.
Stalin's air special forces
At this moment, the Soviet command decided to create a kind of “air special forces” from the best Soviet pilots to fight the Luftwaffe elite. The 9th Guards Fighter Aviation Regiment became such “special forces”. To understand which pilots were collected in this regiment, it is enough to say that 28 Heroes fought in it Soviet Union, 25 of whom received this rank while fighting in the “air special forces”.
Amet-Khan Sultan also became part of this unit. He shot down the Germans, fighting on Yaks, then on the American Airacobra, and ended the war on the La-7 fighter. It seemed that technology beyond the control of this pilot simply did not exist.
In August 1943, Captain Amet-Khan Sultan was awarded the title of Hero of the Soviet Union.
In January 1944, Amet-Khan and his comrade in arms, Hero of the Soviet Union Ivan Borisov, managed to capture an enemy plane, forcing the Nazi pilot to land at a Soviet airfield. It is interesting that Amet-Khan mastered the captured German communications plane almost immediately, making an independent flight on it.
In total, during the war, Amet-Khan Sultan personally shot down 30 enemy aircraft and another 19 as part of a group. On June 29, 1945, Guard Major Amet-Khan Sultan became twice Hero of the Soviet Union.
Model of the Airacobra aircraft of Amet-Khan Sultan. Photo: wikipedia.org / SmiertSpionem
Heroes and traitors
The aviation elite did not scatter after the war, and by personal order Stalin all the best aces were sent to study at military academies. Amet-Khan Sultan also entered there, despite the fact that in his questionnaires he stubbornly stated “nationality - Crimean Tatar.” After the deportation of 1944, such an act required courage, especially since the pilot could easily indicate his father’s nationality.
However, the Soviet government had no complaints against Amet-Khan Sultan himself. Just as the ace himself, who considered himself precisely Soviet man, an internationalist and treated Crimea, Dagestan and Moscow, which became his new home, with equal warmth.
At the same time, the tragedy that happened to the Crimean Tatars during the war directly affected the Amet-Khan family. The pilot's parents remained in the occupation, and in 1943 the command gave the order to the partisans to take them to the mainland. However, the parents refused, and the partisans themselves were surrounded by police. The group had to fight their way through.
Nevertheless, the hero’s parents were not touched after the war, but Amet Khan's brother, Imran, was arrested by the NKVD as a person collaborating with the occupiers. Imran Sultan served in the so-called auxiliary police...
Tester
But let's return to Amet-Khan himself. After several months of studying at the academy, Lieutenant Colonel Amet-Khan Sultan submitted a report of expulsion and dismissal from service.
It was not a matter of politics or the “fifth point” - the combat pilot bitterly admitted that he simply did not have enough education to study at the academy.
After leaving the service, he found himself in limbo for several months. He didn’t see himself as anything other than a pilot, but he didn’t want to become a pilot on civilian highways - the job was too simple.
His military friends helped, putting in a good word for him in high places - the proud Amet-Khan did not know how to ask for himself. And in February 1947, he became a test pilot at the Flight Research Institute in Zhukovsky.
This was a job most suitable for a pilot who, during the war years, had successfully mastered whole line domestic and foreign aircraft.
Over the years of work at the LII, Amet-Khan Sultan became the “godfather” of dozens of models of domestic aircraft, emerging with honor from the most difficult situations.
For each other
In the early 1950s, the USSR was testing a manned analogue of the Comet projectile. The projectile aircraft started the engine, then separated from the carrier aircraft and carried out an autonomous flight. During one of the tests, the projectile was dropped ahead of schedule and the engine was not started. The new car found itself in free fall, and the command ordered Amet-Khan Sultan to jump immediately. However, the pilot fought to the end, started the engine close to the ground and managed to land the car.
In the late 1950s, Amet-Khan Sultan made dozens, if not hundreds, of test flights under the program to develop ejection seats for pilots and cosmonauts. His constant partner was tester Valery Golovin, who performed the ejection.
On November 12, 1958, on the MiG-15UTI aircraft in which Sultan and Golovin were, an unauthorized firing of the catapult’s powder cartridge occurred. As a result, the plane's tank was punctured, and Golovin was pinned in the ejection seat. The depressurized cabin was flooded with aviation kerosene, gushing so that the instrument panel was not visible. A fire could break out at any second, and the flight director gave the command to Amet-Khan to leave the plane.
However, the pilot could not leave his comrade. In completely unthinkable conditions, with the every second threat of fire and explosion, Amet-Khan Sultan landed the plane, managing to save both Valery Golovin and the car.
Prediction
Testers are people with an iron character. After some time, Amet-Khan Sultan and Valery Golovin again took to the sky together, continuing the tests. For whom Golovin experienced a heavy and clumsy spacesuit during ejection, Amet-Khan understood after the flight Yuri Gagarin.
Amet-Khan Sultan also helped the astronauts in mastering weightlessness. He was one of the pilots of the “air laboratory”, in which, when performing the so-called “slide,” a feeling of short-term weightlessness was created. All Russian cosmonauts went through such flights.
In the fall of 1970, the Gromov Flight Research Institute celebrated the 50th anniversary of Amet-Khan Sultan. His comrades in arms, test pilots, designers, and guests from Dagestan and Crimea, where he often visited and where he was very loved, gathered for the celebration. Embarrassed by such honors, the pilot thanked everyone for their kind words. And when one of his friends remarked that it was time to pass on the experience to the young, Amet-Khan responded with a mountain parable: “When an old eagle senses the approach of death, it rushes upward with its last strength, rising as high as possible. And then he folds his wings and flies like a stone to the ground. That’s why mountain eagles die in the sky - they fall to the ground already dead...”
None of the friends paid attention to these words special attention on that joyful evening. And Amet-Khan Sultan himself could hardly have imagined that this parable would turn out to be a prophecy.
On February 1, 1971, during testing of a new engine on the Tu-16 flying laboratory, a disaster occurred. The crew, led by twice Hero of the Soviet Union, Honored Test Pilot of the USSR Amet-Khan Sultan, died.
Memory
Streets in different cities of the USSR are named after him, in his native Alupka, in Zhukovsky near Moscow, where he lived while working at the Gromov Flight Research Institute, the airport in Makhachkala...
A hero lives as long as he is remembered. We very often remember those who do not deserve it, forgetting about those whose memory we should cherish.
In 2010, in the city of Yaroslavl, with the support of local entrepreneurs and businessmen of Dagestan, a monument to Amet-Khan Sultan was erected. The monument was erected not far from the place where in 1942 a courageous pilot rammed a fascist Junkers, saving the city from the enemy.
Amet-Khan Sultan was born in the city of Alupka, now the Yalta City Council of the Republic of Crimea, into a working-class family. His father is a Lak (originally from the village of Tsovkra in Dagestan), his mother is a Crimean Tatar. Member of the CPSU since 1942. In 1937 he graduated from 7 classes and entered the railway school in Simferopol. After graduation, he worked as a mechanic at a railway depot in Simferopol. At the same time he studied at the flying club, which he successfully graduated in 1938.
In the Red Army since February 1939. In 1940, after graduating from the 1st Kachin Red Banner Military Aviation School named after A.F. Myasnikov, with the rank of junior lieutenant, he was sent to the 4th Fighter Aviation Regiment (Odessa Military District), stationed near Chisinau. He flew on I-15 and I-153 aircraft. Met the war in Moldova.
In the Great Patriotic War
Already on June 22, 1941, the junior pilot of the 4th Fighter Aviation Regiment, Amet-Khan Sultan, flew several combat missions in an I-153 fighter to reconnaissance and attack the advancing enemy. In the autumn of 1941 it covers the sky of Rostov-on-Don. In the winter of 1942, the regiment was retrained for Hurricanes.
Since March 1942, the 4th Fighter Aviation Regiment has been part of the air defense of the city of Yaroslavl. Here Amet-Khan Sultan won his first aerial victory. On May 31, 1942, having used up all its ammunition in attacks, it rammed an enemy Junkers 88 bomber, hitting it with its left plane from below. When the Hurricane hit, Amet-Khan got stuck in the burning Junkers. The pilot managed to get out of the cockpit of his plane and use a parachute. For this feat, Amet-Khan was awarded a personalized watch and awarded the title of honorary citizen of the city of Yaroslavl.
In the summer of 1942, Amet-Khan fought near Voronezh on a Yak-1 aircraft, and from August 1942 on a Yak-7B aircraft he participated in Battle of Stalingrad. Here he established himself as a recognized ace and was included in the 9th Guards IAP, a unique team of Soviet pilots created to counter the German aces. This group, in addition to him, included recognized aces: future twice Heroes of the Soviet Union Vladimir Lavrinenkov, Alexey Ryazanov, Ivan Stepanenko and future Heroes of the Soviet Union I. G. Borisov and B. N. Eremin. At Stalingrad, Amet-Khan was shot down and was saved a second time by parachute.
In October 1942, Amet-Khan Sultan became commander of the 3rd air squadron of the 9th GIAP, with which he fought until the end of the war.
After retraining on the Airacobra, he took part in the liberation of Rostov-on-Don, in fierce air battles in the Kuban, and in the liberation of Taganrog, Melitopol, and Crimea. In January 1944, together with his wingman, Hero of the Soviet Union Ivan Borisov, Amet-Khan forced the German communications plane Fieseler Fi-156 “Storch” to land at his airfield. After a brief acquaintance with the cockpit of a machine unfamiliar to him, he made an independent flight in it. After resting in the summer of 1944 and switching to the new La-7 fighter, Amet-Khan fought in East Prussia and participated in the capture of Berlin.
Best of the day
Major Amet-Khan Sultan conducted his last air battle of the guard on April 29, 1945 over the Tempelhof airfield located within Berlin, shooting down a Focke-Wulf 190.
In total, during the war, he made 603 combat missions (70 of them to attack enemy personnel and equipment), conducted 150 air battles, in which he personally shot down 30 and as part of a group 19 enemy aircraft.
The title of Hero of the Soviet Union with the presentation of the Order of Lenin and the Gold Star medal (No. 1136) was awarded to the squadron commander of the 9th Odessa Red Banner Guards Fighter Aviation Regiment, Captain Amet-Khan Sultan, on August 24, 1943. The second Gold Star medal was awarded to the assistant commander for the air rifle service of the same regiment (1st Air Army) of the Guard, Major Amet-Khan Sultan, on July 26, 1945.
Post-war career
After the end of the war, by order of the Supreme Commander-in-Chief, all ace pilots were sent to study at the academy. Since August 1945, Amet-Khan has been a student at the Air Force Academy in Monino. Studying was very difficult, the lack of education made itself felt. And at the beginning of 1946, the pilot submitted a report in which he wrote: “Soberly weighing the level of my knowledge, I do not see the possibility of further study. Therefore, I ask you to expel me, because I am not sure that I can withstand five years of study at the academy.” His report was satisfied, and in April 1946, Lieutenant Colonel Amet-Khan Sultan was transferred to the reserve.
However, the pilot could not live without the sky and therefore strived with all his might to return to the flying profession. For a long time he failed to do this. The blame for everything was his nationality [source not specified 153 days] (in the questionnaires he indicated that he was a Tatar), since at that time Crimean Tatars were accused of collaborating with the Nazis and evicted from their homes. But thanks to the support and help of military friends, in February 1947, Amet-Khan Sultan became a test pilot at the Flight Research Institute in Zhukovsky. In 1956, together with a number of former party and Soviet workers of the Crimean Autonomous Soviet Socialist Republic, Amet-Khan Sultan signed a letter requesting the rehabilitation of the Crimean Tatars, sent to the Central Committee of the Communist Party of Ukraine.
In a short time he became one of the best testers. In 1949, he was awarded the third class test pilot, in January 1950 - the second class, and already in September 1952, Amet-Khan Sultan became a 1st class test pilot. He successfully performs a variety of tests.
In June 1949, together with I. Shelest, on a Tu-2 aircraft, he carried out the country's first fully automatic in-flight refueling.
At the end of 1949, Ya. I. Vernikov and Amet-Khan Sultan performed the first flight on the experimental all-weather two-seat fighter-interceptor of the A. I. Mikoyan Design Bureau I-320 (“R-2”) and in 1949-1950 they carried out its factory tests .
In 1951-1953, Amet-Khan, together with S.N. Anokhin, F.I. Burtsev and V.G. Pavlov, carried out full tests of a manned analogue of the KS projectile aircraft (Kometa-3). The analogue aircraft (it was called K) was intended for testing the air-to-ship CS aircraft in a manned mode. The analogue was suspended under a Tu-4KS aircraft, the carrier aircraft climbed to 3000 meters, after which it uncoupled the analogue aircraft. Already in free fall, the automation turned on the engine, and the projectile flew towards the target. During tests on this topic, Amet-Khan performed the first K flight from the ground (January 4, 1951), the first launch from a carrier aircraft (in May 1951) and a large number of flights with detachment from the carrier aircraft. After one uncoupling, the engine of the projectile aircraft did not immediately start, and only thanks to the endurance of Amet-Khan, who did not leave the car, but continued to try to start the engine (which were successful only near the ground), the experimental aircraft was saved. For carrying out these tests, Amet-Khan Sultan was awarded the Stalin Prize, 2nd degree, in 1953.
Many flights were performed by Amet-Khan to test ejection systems from various aircraft. On November 12, 1958, during tests of the ejection seat for the Su-7 and Su-9 aircraft by test parachutist V.I. Golovin, an explosion occurred in the powder cartridge of the catapult firing mechanism on the MiG-15UTI aircraft. The plane's fuel tank was punctured, both cabins were filled with fuel, and there was a threat of fire. V.I. Golovin could not leave the plane due to deformation of the ejection seat. In this situation, Amet-Khan Sultan decided to land the plane. The landing was carried out flawlessly and the life of the comrade was saved.
On September 23, 1961, Amet-Khan Sultan was awarded the title “Honored Test Pilot of the USSR” (badge number - 38). During his flight work, he mastered about 100 types of aircraft, his flight time was 4237 hours.
There lived a famous pilot in the city of Zhukovsky, Moscow region. On February 1, 1971, Amet-Khan Sultan died while performing a test flight on the Tu-16 flying laboratory, designed to test a new jet engine. He was buried in Moscow at the Novodevichy cemetery.
Awards
2 Gold Star medals
3 Orders of Lenin
4 Orders of the Red Banner
Order of Alexander Nevsky
Order Patriotic War 1st degree
Order of the Red Star
Order of the Badge of Honor
Memory
Streets in Alupka, Volgograd, Zhukovsky, Makhachkala, a square and flying club in Simferopol, and a mountain peak in Dagestan are named after him.
Also in the city of Zhukovsky, on the street named after him, there is a monument - a pilot standing on the wing
A bronze bust of the famous pilot is installed in his hometown Alupka, as well as in Makhachkala.
Makhachkala Airport named after Ahmed Khan Sultan
The Amet-Khan Sultan platform is located on the 34th kilometer of the Ostryakovo-Evpatoria line
Lyceum-school No. 8 in the city of Kaspiysk, Republic of Dagestan, bears his name
Excerpt from Leonid Popov's book "Holy Week".Exactly a year later, to the day, on February 1, 1971, I, still a student in the navigation department of the Test Pilot School, was scheduled to fly on a harness. Already dressed for the flight with a tablet and headset, I was met by the School’s senior test navigator Boris Aleksandrovich Lopukhov.
Popov, are you ready for the examination flight? - Yes, Boris Alexandrovich, I’m ready.
Then get ready. - Yes, I was already prepared to fly on a harness with Amet Khan.
First - the exam. And on that flight you will be replaced, I will call...
The crew of Amet Khan did not return from that flight...
The plane's mark on the radar screen somehow disappeared immediately after takeoff. True, the first working altitude was 500 meters according to the instructions. Since the weather was not good - the cloudiness began at about two hundred and fifty meters - it was natural to assume that the start of the work consisted in releasing the gondola with an experimental engine, launching and testing it, under the lower edge of the clouds. How far can the ground radar see if the plane is at such an altitude? It was nothing at all, so the disappearance of the mark on the control radar screen did not alarm the flight director much. Calls were unsuccessful...
AMET-KHAN Sultan
Twice Hero of the Soviet Union (1943 and 1945), Honored Test Pilot of the USSR (1953).
Born on October 25, 1920 in Alupka. Member of the CPSU since 1942. In 1940 he graduated from the Kachinsky VAUL, from the first days of the war he was in the active army. He shot down 30 enemy aircraft personally and 19 in group battles.
He worked at LII since 1947 as a test pilot. Mastered more than 100 types of aircraft. Laureate of the State Prize, awarded four Orders of Lenin, four Orders of the Red Banner, Orders of Alexander Nevsky, the Order of the Patriotic War, and the Red Star.
Died during a test flight on a Tu-16 LL aircraft on February 1, 1971.
One after another, two rescue helicopters left - there was nothing... An AN-24 aircraft took off, also for search, with Valentin Petrovich Vasin himself, the head of the Institute’s flight complex, as the commander. We flew until deep twilight at low altitude, and nothing...
Maybe still alive, maybe wounded, and then every minute winter night may be the last for someone...
Sticking out like a dead shadow, now next to the commander's room, now near the control room, was assistant chief engineer Slava Mokrousov, who was supposed to fly in the crew, but by chance did not fly...
Late evening.
Search crews have been assigned for the morning. Everyone - take off with the sunrise...
By morning the weather cleared up and it got colder. There was no news of the plane from the ground overnight. And one thing was constantly pressing on everyone: will we make it in time?
Not everyone had yet taken off to search, as they reported that the search and rescue regiment of the Moscow Military District had discovered the plane: square - so-and-so;
So it is - a forest, a wilderness, a semi-swamp. the main road and villages to the south, about ten or twelve kilometers...
The plane plunged steeply into a frozen swamp. There are wings on the outside, and the fuselage is raised to the sky with a log. Right next to the ground is the aft cabin, crushed by the plane's keel. In it is Radiy Georgievich Lensky, leading engineer. Overweight, he had not been strapped into an ejection seat all his life - he believed that he could not withstand the ejection down.
Each of those arriving by helicopter stands next to Lensky, pulls off his hat and rushes fussily in search of the vital components of the aircraft, for which he is responsible for his work.
LENSKY Radiy Georgievich
Leading engineer for flight testing of aircraft engines.
Born on July 3, 1926 in Moscow. In 1943 he graduated from the 1st Moscow Special Air Force School, in 1950 - from the Air Force Engineering Academy named after. N.E. Zhukovsky. Served at the Air Force Research Institute as a senior test engineer, assistant lead engineer, and lead engineer for aircraft engine testing. Since 1958 - leading engineer for flight tests of LII.
Died during a test flight on a Tu-16LL aircraft on February 1, 1971.
Only the paramedic of the rescue helicopter, Vasily Alekseevich Piryazev, throwing away the now unnecessary sanitary bag, puts his hands in white mittens into the wreckage, slowly removes the remains of the leader and puts everything in a bag. Conversations about how to get to the bow cabin with the rest of the crew are not of interest to him yet...
Among the chaos and blood, an incredibly clean and intact oxygen mask on the parachute remained. Assistant chief engineer Slava Mokrousov was supposed to fly there. Someone then told him about a clean oxygen mask, which caused a new wave of remorse and repentance: “here, they say, everyone died, but I didn’t have time... for the flight.”
After all, few people know what the leader and his assistant, if there is one, need to do on the suspension before departure. I avoided Slava in the cold and ran to have a snack. And Amet Khan to Lensky: “Why are we delaying?...The bright time is ending. If you can handle it alone, then let’s go fly.”
Now he’s suffering good man, conscientious, Slava Mokrousov, because... I didn’t have time.
The next morning, a forester from a cordon four kilometers from the fallen plane came on skis to the helicopter and reported that a cabin had fallen in the thicket near his house. There are people in it...
In the burnt figures of the crew, I saw everyone’s utmost concentration on finding a way out of the emergency situation. The commander's hands, one is on the helm, the other is where the engines are controlled. The navigator turned to the right as far as the seat would allow. There are highways, villages, and finally, just fields, where, it seemed to me then, an emergency landing was possible. The flight operator, Alexey Vorobyov, who turned exactly forty that day, raised his hands to the power supply panel or to the control panel of the shortwave station...
MIKHAILOVSKY William Alexandrovich
Test navigator.
Born on May 5, 1930 in Moscow. In 1952 he graduated from the Chelyabinsk Military Aviation School and served in the Air Force as a navigator. Since 1955, he worked at MAP as a test navigator, and since 1961 at LII as an instructor at the Test Pilot School.
The authority of Amet Khan was not only great, it was simply fundamental. Twice Hero of the Soviet Union from the 9th Guards Aviation Regiment of aces, who shot down the last fascist plane for the regiment's combat record over Berlin, an indomitable test pilot, who at one time was among the first to storm the notorious "sound barrier", co-author of developments on long-range air refueling bombers, Honored Test Pilot of the USSR, State Prize laureate. Our entire consciousness was opposed to recognizing as fair the conclusions of the emergency commission about the crew’s error.
From the records of the miraculously preserved part of the oscilloscope tape, it was possible to determine how the pressure in the oil tank of the experimental engine changed at the last minute before the disaster. Other records were not preserved, but this parameter essentially recorded the magnitude of the aircraft’s overloads.
During the second period of oscillation, the overload, which reached six units, broke off the front cockpit with the pilots. Divergent vibrations arose due to the acceleration of the aircraft with the flaps not retracted - a worm-mounted pair of flaps was found in the extended position...
VOROBEV Alexey Vasilievich
Test flight operator.
Born on February 1, 1931 in the Moscow region. Since 1947 he worked at the LII as an aircraft mechanic. In 1951-1955 he served in the Soviet Army, and from 1955 in the LII as a test flight radio operator. Flew on all types of multi-seat aircraft.
Died during a test flight on a Tu-16LL aircraft on February 1, 1971.
Amet Khan's mistake? - Incredible.
The man is a legend and made a mistake?
The process of acceleration of a Tu-16 aircraft with extended flaps simulated on the stand completely coincided with the process of changing the overload recorded on a snippet of the oscillogram. This convinced the commission. Me and, I think, not only me, no. Only the protest was internal. They failed to substantiate the disagreement and offer an exculpatory version. That's how it all remains...
Two flights of Amet Khan.
The first is victorious, unusual in that never before or since has there been a need to drop the suspension with an experimental engine from a laboratory aircraft.
And the last flight, tragic, on the same laboratory plane. ..
For me they are connected by one thread, becoming key, becoming a prologue to entry into new life- life in Big Aviation...
And these were the lessons for us, graduates of the navigator department of the Test Pilot School in 1970-71.
With the joy of taking the wing, we took on every flight. They just didn’t trust us enough back then. And who knew what kind of test navigators would turn out from the leading flight test engineers...
At the very entrance to the cemetery, right on the central alley, there are four granite monuments in a row. They stand as if behind a common fence, dissimilar in shape, but similar, like all monuments. This is the crew.
On granite, - Radiy Lensky - leading engineer, William Mikhailovsky - test navigator, Evgeny Venediktov - test pilot, Alexey Vorobyov - test flight radio operator.
The crew commander, Amet Khan Sultan, was buried at Novodevichy - his relatives demanded. Only good things didn’t come from this. How many of those people know him there? who goes there with passes, how many honor him, as in our city, where people are alive, witnesses of his highest glory as a tester, where there is a street named after him, where in the locker room of the Institute pilots there is his closet, in which his clothes were waiting, one - between flights, the other from flights...
VENEDIKTOV Evgeniy Nikolaevich
Test pilot.
Born on August 11, 1937 in Simferopol. Member of the CPSU since 1965. He graduated from the flying club in 1955 and served in Air Force units. He graduated from the MAP test pilot school in 1967 and flew fighter aircraft. Mastered about 30 types of aircraft.
Died during a test flight on a Tu-16LL aircraft on February 1, 1971.
At a meeting on the occasion of the seventieth birthday of Amet Khan Sultan, Honored Test Navigator of the USSR Pyotr Andreevich Kondratiev recounted Rasul Gamzatov’s memory of the famous pilot.
“I have a friend who is a twice-Hero, and his name is Akhmet Khan. I asked him: “Akhmet, your father is Dagestan, and your mother is a Crimean Tatar. The Dagestan people consider you their Hero, and the Tatar people consider you theirs. What nation are you a Hero of? Whose son are you?”
And he answered me: “I am a Hero of neither the Lak people nor the Tatar. I am a Hero of the Soviet Union. And I am the son of my father and mother. They are inseparable, and therefore I am just a Man."
What an eternity and truly epic height of Man in words equal to his deeds...
From the book "Holy Week" by Leonid Popov.
PS. Maxim, thank you. :)
In the biography of fighter pilot Amet-Khan Sultan, who more than once risked his life to ram, 603 combat missions. It was not for nothing that the enemies, who feared the ace like fire, gave him the nickname “Black Devil”, because in 130 air battles he personally shot down thirty German planes, so it is not surprising that when his squadron took to the skies, the Nazis were horrified.
Childhood and youth
Twice Hero of the Soviet Union was born on October 20, 1920 in the city of Alupka. The pilot's father, Sultan, who is a Dagestani by nationality, was an ordinary average worker, and his mother, a Crimean Tatar Nasibe, was involved in housekeeping and raising children. Their house, located at the foot of the mountains, resembled a nest of swallows.
At that time, the ideology of internationalism called for respect for neighbors, therefore, when after Civil War Peace established itself on the peninsula, its inhabitants (Russians, Jews, Tatars, Germans, Greeks) built a new life hand in hand.
Amet-Khan, like all seaside boys, dreamed of traveling to distant countries. In May 1935, the national holiday Hederlez was held in Alupka, where the future pilot won the kuresh fight. The director of Artek, who was present at the event, awarded the talented guy a trip to the camp where Sultan saw the plane for the first time.
From that moment on, he lived the dream of taking to the skies. This desire led him to the Simferopol Aero Club, and later to the Kachin Aviation School, where cadets underwent an accelerated course of training.
The Kachin school was the main one for training pilots in Russia. Amet-Khan quickly mastered flight theory, tactics and aerial shooting skills. In addition to flight training, there was also combined arms, combat and physical training, as well as regulations and duty.
From March to December 1939, the young man made 270 flights, after which an entry appeared in the pilot’s service description, which stated that the cadet took to the air “with great desire.” Amet-Khan passed his final exams successfully. By order of the People's Commissar of Defense of March 5, 1940, he was awarded the rank of junior lieutenant.
The Sultan went through the entire war, from the first to last day. The planes changed from the outdated Chaika to the famous La-7, the list of enemy aircraft shot down by him grew, and awards were added. The ace flew many thousands of kilometers, but in the endless space of war there was only one place to which the pilot’s soul always strove - his native land.
When the Nazis occupied Crimea, in order to raise the spirit of the inhabitants, leaflets were scattered over the villages describing the exploits of Amet Khan, which eventually ended up in the Gestapo. Then the only thing that saved the Sultan’s parents from execution was that their youngest son served in the German commandant’s office.
At that time, the Crimean Tatars found themselves at a crossroads - to go to the mountains and fight the invaders or to cave in and serve the Germans. Everyone acted according to their conscience, but most were simply trying to survive. It is also worth noting that the German propaganda machine worked in a sophisticated manner, inciting nationalist feelings and playing on old grievances, promising to give Crimea to the Tatars for eternal possession.
In fact, Hitler’s elite planned to turn Crimea into a kind of Gotland and populate it with German colonists, having first gotten rid of the local residents.
On May 10, 1944, Russian troops liberated Sevastopol. For the first time during the war, the pilots of the 9th Guards Regiment were taken to rest. Then Amet-Khan learned that his parents survived the occupation and were fine. The captain was given a short leave to visit his father and mother. The ace arrived in Alupka in two cars, accompanied by friends with whom he took to the skies every day.
On the 17th of the same month, military personnel broke into the Sultan’s house and were instructed to detain the mother of the famous pilot and, in connection with the decree on the expulsion of the Tatars from Crimea, send her to a collection point. Only the help of her son’s fighting friends helped Nasiba stay in post-war Crimea.
After this incident, Amet-Khan's faith in a bright future was shaken. At the same time, the pilot learned that his younger brother had been arrested as an accomplice of the invaders. The Sultan was allowed to see his relative. As wanted to ask Imran a lot, but the questions stuck in his throat when he saw his brother’s haggard face.
Speaking at a meeting of the military tribunal, Amet-Khan reminded those present that then it was Soviet propaganda with leaflets that spoke about his exploits that put the family in a hopeless situation. It was not difficult for the Gestapo to find his parents, and his brother was simply trying to protect his mother and father from execution. Subsequently, the Sultan helped and supported Imran in every possible way.
Military service
Junior Lieutenant Amet-Khan met the beginning of the Great Patriotic War in the 4th Fighter Aviation Regiment near Chisinau. In October 1941, the pilot was appointed commander of the 147th Fighter Aviation Division Southwestern Front. By that time, Sultan had already carried out 130 combat missions to reconnaissance and attack enemy troops, for which he was awarded the Order of the Red Banner.
In the profile of the 21-year-old pilot, compiled in those days, the commanders noted the courage, perseverance and perseverance of the Sultan, calling him a master of air reconnaissance. Amet-Khan handled the plane perfectly, feeling the car like himself.
After Stalingrad, Captain Amet-Khan already participated in the liberation of Rostov-on-Don, Melitopol and Crimea. On April 18, 1944, another Order of Lenin was added to the awards, and after the next air battle, the Order of the Red Banner. In August 1943, Sultan was awarded the title of Hero of the Soviet Union, and in October his military exploits were awarded the second Gold Star.
Throughout the war, the German command was most afraid of the Khan-Sultan air regiment, which the Nazis nicknamed the Black Devil for its demonic dancing in the sky.
Personal life
Unfortunately, there is very little information on the Internet regarding the personal life of the fighter pilot. What is known for certain is that the Sultan was married to Faina Maksimovna, who gave him two sons - Stanislav and Arslan.
Death
On February 1, 1971, on a relatively low-speed serial bomber Tu-16, converted into a flying laboratory for testing new jet engines, Amet-Khan took to the skies. On this day it was planned to test the new engine.
When the crew began to release the engine, the radio operator reported to the “tower” that the flight mission had begun. After this, the plane disappeared from radar screens. The burnt car was discovered from a helicopter only a couple of days later. As it was later established, the flying laboratory was blown into small pieces right in the air.
The body of the radio engineer who was in the rear of the vehicle was found quickly, but the front cabin and bow compartment with the rest of the crew were discovered only on the fourth day. Amet-Hunt sat in the captain's chair. The position of his body indicated that he had not made a single attempt to escape.
By the time of its death, the “Black Devil” had flown 4,237 hours, mastered and tested 100 types of aircraft, and was awarded two Hero of the Soviet Union stars, three Orders of Lenin, four Orders of the Red Banner, Orders of the Patriotic War, 1st degree, and the Red Star.
A native of Alupka was buried in Moscow at the Novodevichy cemetery. Later, a mountain peak in Dagestan and streets in Volgograd, Zhukovsky and Makhachkala were named after him. Also, a monument to the hero was erected in Yaroslavl, and a museum was opened in Alupka.
Awards
- Gold Star Medal (awarded twice)
- Order of Lenin (awarded three times)
- Order of the Red Banner (awarded four times)
- Order of Alexander Nevsky
- Order of the Patriotic War, 1st degree
- Order of the Red Star
- Order of the Badge of Honor
Or ly neither co gd A
Not mind ir ayu tn a h eat le ...
There are outstanding people on earth who live on the largest scale - without regard to belonging to a particular family, land, or people. But the greatness of these people is measured not so much by their large-scale activities, but by the fact that they remember and sacredly honor their life origins, the taste and smell of mother's milk, native faces, blessed native places.
To such outstanding people one can safely include Amet Khan Sultan - twice Hero of the Soviet Union, State Prize laureate, Honored Test Pilot of the USSR. He lived a short (only 51 years) but heroic life, forever glorifying not only himself, his family and native places, but also his, albeit small, but much-experienced people.
And it all started as usual: a generous and beautiful Crimean land, a good and strong family, an ordinary Crimean Tatar school in his hometown of Alupka, and then a factory school in Simferopol.
It cannot be said that Amet Khan dreamed of the sky from early childhood: it’s just that in the years of his youth the most active and creative achievements of science and technology were embodied in aircraft construction, in the development of flying clubs and a craze among young people for military-technical sports. So Amet Khan began to actively participate in the flying club in Simferopol. Only then did he realize how interesting and important it was for him - the hobby of his youth became a lifelong passion.
That's why in 1939-40. Amet Khan went to study at the Kachin school of military pilots, and upon graduation, he attached one cube (military insignia) to the blue buttonholes of the commander’s tunic. In his graduation certificate, the military authorities gave him the following description: “He flies excellently and with great desire, masters flying practice quickly and firmly. In the air he is bold and persistent, proactive and resilient...”
It is these qualities, developed in the flight military school, greatly helped the young fighter pilot throughout the Great Patriotic War - from the first to the last day, securing his fame as an invulnerable reconnaissance pilot. Kineshma and Yaroslavl (here he received the first Order of Lenin for his famous “ram”), Yelets and Voronezh, Stalingrad and Rostov. The fascist pilots immediately recognized Amet Khan Sultan by his combat handwriting and urgently radioed to each other: “Ahtung! Ahtung! Amet Khan is in the sky!” When the ace pilot was appointed squadron commander, he used accessible examples to show and prove to young pilots (yes, young - although he himself ended the war in Berlin at the age of 25!) that you can beat the Nazis at any altitude and at any ratio strength He told them: “A fighter pilot must not only master the aircraft perfectly, but also possess military cunning, the ability to change the most effective tactical technique during a fleeting air battle in order to surely defeat the enemy.”
And he fought and received both the highest military awards and personalized gifts that were less valuable and memorable for him. For example, one day, before the formation, the regiment commander presented Amet Khan with his general’s wristwatch: “As a sign of the most beautiful battle that I have witnessed in my life!” - this is what the recipient was told.
In the fall of 1942, Amet-Khan Sultan took part in the Battle of Stalingrad on a Yak-7 fighter. Here, in the fiery sky of Stalingrad, the pilot is included in a special group created to counter the German aces. In one of the fierce battles, his plane was shot down. Amet-Khan Sultan escapes with a parachute.
By the summer of 1943, the ace had already personally shot down 14 enemy aircraft. On August 24, 1943, by Decree of the President of the Supreme Soviet of the USSR, Amet Khan Sultan was awarded the title of Hero of the Soviet Union with the Order of Lenin and the Gold Star medal.
After Stalingrad there were fierce air battles in the Kuban, the liberation of Taganrog, Melitopol and the native Crimea. At the beginning of May 1944, Crimea was completely liberated from the occupiers, and the participants in the liberation, the pilots of the 8th Air Army, were given rest for the first time during the war. And happy Amet Khan, together with several fellow soldiers, went to his native Alupka to visit his parents. The joy of meeting, the happiness of communicating with parents - everything was destroyed the next morning: the mother’s crying woke up the sleeping guests. Seeing officers in flight uniforms with many orders and stars “Hero of the Soviet Union,” one soldier reported: “We are carrying out the order of the Supreme Commander-in-Chief to evict all residents of Tatar nationality,” the deportation of Crimean Tatars was carried out. Hero of the Soviet Union Captain Amet-Khan Sultan appeals to the NKVD officers with a request not to evict his mother. But it's all in vain. Then the desperate pilot turns to the commander of the 8th Air Army, Timofey Khryukin, and only with the help of the general is it possible to protect the mother of the Hero of the Soviet Union.
Amet Khan returned to the regiment withdrawn and silent, and only very few understood how difficult it was for their friend to survive this tragic morning in Alupka. And the war was already, one might say, at an end - East Prussia, Germany.
Army commander, Hero of the Soviet Union S.I. Rudenko wrote: “We had heard a lot about the native of Crimea, Hero of the Soviet Union Amet Khan Sultan even earlier, as a skilled air fighter. Now he fought in the skies of Berlin and immediately established himself as invulnerable in the air, with lightning-fast reactions and extraordinary endurance in difficult aerobatics.”
The last enemy aircraft was shot down by Guard Major Amet Khan Sultan in the skies of Berlin in April 1945. “For his courage and heroism in the fight against the Nazi invaders, for successfully conducting 603 combat missions, for personally shooting down 30 enemy aircraft different types“For 19 enemy aircraft destroyed in group battles, Comrade Amet Khan Sultan was awarded the title of twice Hero of the Soviet Union.”
By decree of the Presidium of the Supreme Soviet of the USSR dated June 30, 1945, Amet Khan Sultan was awarded the second Gold Star medal and the Order of Lenin.
Peace reigned on earth, and Amet Khan Sultan became a tester of new aviation and space technology. Thanks to the support and help of Timofey Khryukin, in February 1947, Amet-Khan Sultan became a test pilot at the Flight Research Institute in Zhukovsky near Moscow. In a short time he becomes one of the best test pilots in the country, performing the most difficult flights.
In 1949, Amet-Khan Sultan participated in the first experiments on refueling aircraft in flight. This system was then successfully used in Long-Range Aviation for a long time. In the early 50s, Amet-Khan Sultan conducted unusual tests. He will have to test neither more nor less, but an air-to-ship cruise missile. A manned analogue of the rocket is suspended under the Tu-4, the carrier aircraft climbs to an altitude of 3000 meters, after which it detaches the projectile aircraft. Already in free fall, the automation turns on the engine, and the analogue flies towards the target. After testing the automation, the pilot takes control and lands the projectile on the ground.
From the memoirs of P.I. Kazmin: “In one of the flights, Amet-khan, it means, was not yet going to uncouple, did not start the engine and suddenly felt that it had become uncoupled. That is, something shorted somewhere, and he began to fall with the engine not running. ... So this is the situation. ... But Amet Khan, therefore, was not at a loss, that is, he probably felt the seriousness and danger of this phenomenon, he took all measures, grouped himself, collected himself in his mind, which means he thought through everything very clearly and managed to start the engine on the first try, Here. But at that moment, it means that the cruise missile was almost above the level of the bay. I turned straight to the airfield and sat down. When he sat down, I was the first to meet him, when he got out of the cabin and said that “You know, Petya, my legs are shaking, it wasn’t so scary during the war and, as they say, I didn’t feel so much the inevitability of this impending catastrophe, my legs weren’t holding, here."
Tests were continued and soon the cruise missile was put into service. The question arises about awarding test pilots. Amet-Khan Sultan is presented to the third Golden Star. But again his nationality plays a fatal role. Crimean Tatar - three times Hero of the Soviet Union? This is impossible! As a result, Amet-Khan Sultan was awarded the Order of the Red Banner and given the Stalin Prize of the 2nd degree.
In 1961, Amet-Khan Sultan was awarded the title “Honored Test Pilot of the USSR.” This was a sign of the highest recognition of his flying achievements. The authority of Amet-Khan Sultan was indisputable. He was loved and respected by everyone: pilots, designers, and children in the yard. His opinion was listened to.
In the early 60s, Amet-Khan Sultan took part in flights to create weightlessness regimes for training the first cosmonauts, and met many of them. Unique amateur film footage shows him with Yuri Gagarin. The first cosmonaut on the planet came to Zhukovsky to congratulate the test pilots on May Day. He understands perfectly well that without their hard work, his flight into space would not have happened.
In October 1970, Amet Khan Sultan turns 50 years old. The hero of the day accepts congratulations and sums up the results: over 32 years of flight work, about 100 types of aircraft have been mastered, more than 4,000 hours have been spent in the sky. During the feast, former fellow soldier Pavel Golovachev asks the hero of the day: is he going to end his flying career? In response, Amet-Khan Sultan tells a parable that eagles never die on earth. Feeling the approach of death, they fly upward with their last strength, and then fold their wings and fall like a stone to the ground. That's why eagles die in the sky; they fall to the ground already dead.
The words turn out to be prophetic. Amet-Khan died like an eagle - in flight. On February 1, 1971, he and his crew performed a test flight on the Tu-16 flying laboratory. Due to the detachment of the flaps, the plane begins to collapse and explodes in the air.
The famous aviator openly protested against accusing an entire nation of “treason.” He defended his mother, wrote in the questionnaires not “Dagestan”, but “Crimean Tatar”. As part of the delegation of the Crimean Tatars, the legendary ace was at a reception at the Party Central Committee on Old Square - with a petition for their return to their native places. But another three decades passed before this happened.
Now it’s our turn to fulfill our duty of gratitude to this man: saving the whole city, he put his own life on the line.
Streets in Volgograd and Zhukovsky near Moscow, a mountain peak in the Caucasus, a school in Kaspiysk, and the country’s only named airport in Makhachkala are named after Amet Khan Sultan. His bronze busts stand in the capital of the Republic of Dagestan, in the resort Alupka, at the Novodevichy cemetery in Moscow.
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Activists of the Center believe that the problems of the Bashkir Tatars will be resolved by a referendum based on a decree of the Central Election Commission and the Council people's commissars(SNK) RSFSR No. 425 of 1920. On April 12, the XI Kurultai took place in Kazan, where the Bashkir Tatars announced a referendum.
“In recent years, the authorities of Bashkortostan have created insurmountable obstacles to the formation of Tatar autonomy in the republic. Tatar national organizations, opposition forces and their leaders are persistently persecuted. There are cases when even artists, politicians, and public figures from Tatarstan are not allowed into Bashkiria,” TOC Chairman Rafis Kashapov told Russian Planet.
TOC activists are outraged, in particular, by the problems with obtaining education in Bashkiria. Kashapov claims that 1.8 million Tatars live in Bashkiria, but there are practically no Tatar schools either in Ufa or in other regions of the republic. “What can we say about the average professional and higher education. As of 2012, there were 183 Tatar schools left in Bashkortostan. In Ufa, for 300 thousand Tatars, there are only two Tatar gymnasiums. This is a complete disregard for the Tatars’ rights to national education“, he laments.
According to him, Tatar schools are “turning” into Bashkir ones. “We declare a complete disregard for the rights and open linguistic ethnocide of the Tatars in Bashkortostan. No one has the right to tell us that the Tatars are alien people,” added the chairman of the TOC.
Kashapov spoke about the plans of the Bashkir Tatars for the fight against discrimination: convening the Kurtulay of the Tatars of Bashkortostan and Tatarstan in the near future, appealing to the heads of the republics and “rich Tatars to solve financial problems.”
Recently, other Tatars - Crimean ones - demanded the creation of national-territorial autonomy in Crimea. In the resolution they adopted, they demand the restoration of historical names, recognition of the legislative body, as well as “an immediate end to discrimination and repression against the Crimean Tatars on political, national and religious grounds.”
“Kazan and Crimean Tatars are united not only by belonging to Turkic-speaking peoples, but also by a common historical destiny,” continues Kashapov. - We, Kazan Tatars, remember the conquest of Crimea by Russia in 1783 and the liquidation of the statehood of the Crimean Tatars - the Crimean Khanate. Thousands were killed settlements with their inhabitants, the exodus of a significant part of the indigenous population to neighboring states, the seizure of land from peasants, the destruction of traditional ties and the economy of the peninsula. We fully agree with the demand for the creation of national-territorial autonomy in Crimea. Moreover, my twin brother Nafis Kashapov, a political emigrant from Tatarstan, communicated for eight years with the leaders of the Crimean Tatar people and also supports the demand of the Crimean Tatars.”
“You shouldn’t compare the Crimean and Bashkir Tatars - they are completely opposite. At least the Crimean Tatars are not nationalists and defend completely different problems,” says the candidate, in turn. historical sciences, associate professor of Nizhny Novgorod state university them. N.I. Lobachevsky Fedor Dorofeev. The resolution of the Bashkir Tatars, in his opinion, can be called another attempt to return to the political and social field in connection with Ukraine and Crimea. “TOC is a political organization that has been operating for decades. They don’t care who they work with, they try to be located on the periphery in order to attract as many people as possible. It is unknown how many participants there actually are in this movement,” he noted in a conversation with RP.
This is not the first time Tatar nationalists have shown dissatisfaction with the Bashkir authorities. TOC activists and members of the Azatlyk youth union proposed, among other things, to resettle Russian Tatars beyond the Arctic Circle. Tatar nationalists have become especially active in the last two years. “In the resolution published in January 2012, in addition to the issue of discrimination, there was a call to rally against Russian President Putin and take an active part in the democratic movement for civil rights and freedoms in the country’s government,” the expert recalled.
According to him, “there are all the signs of a call for a color revolution: TOC activists gather those dissatisfied with the authorities throughout the district, accumulate their discontent, and the result is a driving force that can then go to the streets.”
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