Hero of the Soviet Union (06/27/37). He was awarded the Orders of Lenin, the Red Banner and the Red Star.

Born in the Moscow region, in the family of an employee. Russian. In 1930 he graduated from the Moscow Sports College, and in 1933 from the Tushino Flying Club. He worked as an instructor at the Tushino flight school of Osoaviahima. From 1934 he worked as a pilot of the Polar Aviation Directorate of the Glavsevmorput.

In March-June 1937, on a twin-engine reconnaissance aircraft R-6 (ANT-7) "USSR N-166", he participated in the landing of the expedition at the North Pole. All the way to the Pole, he served as a scout.

On May 5, 1937, he was the first Soviet pilot to reach the North Pole.

The journalist Brontman recalls: “April 16… I woke up Vodopyanov. "Aha!" - got up. Went out into the wind. Looked: "You can fly." Went to pick up the mechanics. They got up and got dressed.

It’s a pity to wake him up - look how sweetly he sleeps, ”Michael said, and then he shoved his foot in the side and pushed fiercely.

We went into the room of the Golovinsky crew. Woke up.

Pasha! Fly!

Golovin got up:

Hey, gang, get up, - he yelled furiously and began to throw clothes, boots, books at people.

After 15 minutes, everyone was at the planes ... Blizzard threw a lot of snow into the engines. He froze, froze. So much heat was needed to first melt this snow, then heat the motors.

We first cleaned the motors of snow as much as possible, then hung the cradles, and finally put the lamps ...

At the same time, in order to speed up the preparation, Orlov poured antifreeze from the two extreme motors into the rear tank and began to heat it up. lamp. The skis of the planes were covered with deep drifts of snow. At the Vodopyanovskaya car there were snowdrifts the height of a man. The Nenets and winterers dug trenches in front of the skis with shovels ...

Commanders gathered on Schmidt's field, and Golovin also approached.

Cloudy on the highway, - the weatherman reported, - Rudolph is covered with fog, in Quiet - low clouds. I think when the cyclone approaches, the fog on Rudolf will rise. It will be at 3-4 pm. In extreme cases, we will have to turn over the island for an hour, waiting.

Well, fly, Pavel Georgievich! Shevelev said.

Good. I just want to report, Mark Ivanovich, that I have gasoline for 7 hours. I'll fly to Rudolf, but if you can't land there, I won't get back.

Left at 10:45. Without a circle lay down on the course. Radio Mat. Shara immediately contacted him and kept it that way until the landing ...

And Golovin played out a story. At first, he gained 1500 meters and walked over solid clouds through Novaya Zemlya. Having reached the Barents Sea, he decided to break through, poked his head into the clouds and became icy. Then he quickly chose the height, crossed Novaya Zemlya again and stomped along its eastern shore to Cape Zhelaniya. Sat down at 17.08…

Today Golovin is 28 years old. When he entered the dining room during the day, he was greeted with applause. The winterers are preparing a cake for him, they put me in to write a speech ...

This is Paul's fate. In 1935, he met his name day in some ravine, last year - in Golchikha, now - on Rudolf. He got married, lived with his wife for 12 days and flew here.”

Writer Artamonov says:

“Rudolf Island, where the expedition arrived, was shrouded in gray mist. From time to time light windows were shown in the sky, but the hope of take-off dried up when the forecaster warned that a powerful cyclone should pass soon. Therefore, many times it was necessary to postpone the start to the final destination. Every now and then the question haunted: would Golovin fly to reconnaissance, so that later he would open the way to the Pole for others? But the weather did not make concessions at all. But the weather forecaster predicts good weather for the coming days. So, you can fly Golovin. Everyone is noticeably in a better mood. It is possible that soon everyone else will fly. The night is spent at work: inspecting the engines, clearing the wings and fuselage of snow, leveling the runway...

Golovin also had doubts... Just before the flight, he asked Vodopyanov:

Can you land at the North Pole?

The landing of the reconnaissance aircraft was not included in the task. It was only necessary to find out what the ice situation was like in that area, whether it was possible to land heavy four-engine aircraft. Check if the ice holds. Small bombs were to be dropped from the aircraft to test the ice. An equally important issue was the condition of the clouds. If everything is shrouded in mist, then there is nothing to say about flying to North Pole and disembarking people there.

Decide for yourself whether to plant or not, - said Vodopyanov briefly. But in this answer, as well as in the expression of his face, hesitation could be detected.

What would you do, Commander? - as if sensing this, asked Golovin.

I would? Vodopyanov grinned fervently. - If a flat ice floe were found at the pole, I would sit down without hesitation.

Golovin needed to hear this. Of course, he will land a plane there, he will try. And then it will begin to transmit a weather report to Rudolf Island, so that at the first favorable opportunity the expedition can take a decisive step towards the goal. But Vodopyanov delayed him for a moment, made it clear that this was just a comradely recommendation. Who can guarantee success?

Surely Golovin would have landed his plane at the North Pole, had the fog not descended so low. He had enough food supplies for two months, gasoline - for thirteen hours of flight, there were tents, even sleds and an emergency radio station ... He successfully flew the distance up to 88 degrees north latitude. The weather is clear. He radioed about the 83rd degree: “The ice is hummocky, but there are good ones for landing, flat fields».

Everyone at the base was happy. But they immediately received a radiogram about the 86th degree, which was by no means encouraging: “Cirrus, high clouds appeared on the left.” About the 88th degree, Golovin already reported: "In front of us is a wall of clouds." And twenty minutes later: "We are going over a continuous cloud cover two thousand meters high." There could be no talk of any landing now. The words transmitted from his plane: “It will not be possible to break through. Coming back” summed up the entire reconnaissance flight. But Golovin still flew over the very North Pole.

To top it off, the fog was approaching Rudolf Island, which could soon seriously complicate Golovin's return to the base.

Vodopyanov boarded a U-2 plane and set off for reconnaissance - are the clouds still far away? It turned out that they were ten kilometers away. Just in case, I circled around, peered: maybe Golovin's plane would appear? Mazuruk flew to replace Vodopyanov with the same purpose. By the time it was time for Golovin to return - gasoline was running out ... As soon as the estimated time came out, from a completely unexpected side, from the south-west, a clearly distinguishable point appeared in the sky. Having deviated to the side, having spent all the gasoline, Golovin barely flew back.

Major General of Aviation Molokov recalls: “Golovin was our chief intelligence officer from the first to last day flight ... A wonderful tireless scout of the path of P.G. Golovin, whom I knew as a young man, when we both worked on the Yenisei line, took off in his light R-6 aircraft in any weather. He briefly informed us by radio, and then in more detail already at the airfield about the conditions for further flight - the size of the clouds, the direction of the wind, the state of the ice. This exceptionally courageous pilot, who was fluent in piloting technique, was able to quickly determine everything in difficult meteorological flight conditions.

From Rudolf Island Golovin was the first to start flights to the Pole. Once, returning from reconnaissance, he could not see the island covered with fog and flew on. In the fog, he still managed to find a suitable ice field and land. It was a very risky landing at sea. Only two days later, when the fog cleared, Golovin returned to base. And on May 5, he was the first to reach the pole and, without landing, flew back. The plane with stalled engines - the gas tanks were empty - barely made it to the shore of Rudolf Island. Unfortunately, the region of the pole was covered by solid clouds that day, and Golovin failed to reconnoiter the possibility of landing.

The journalist Brontman recalls:

The first one came from Moscow, intelligence ... During all this time, the car proved to be reliable. Motors too. The crew is global.

The flight was planned. The General assumed reconnaissance up to 87 °. At a meeting with Schmidt, I guaranteed this degree. Checked motors. Filled up all the tanks. They took another 200 liters, grub - 6 cans (for a month and a half of starvation rations) ... I put on a fur coat, a fur flight helmet, glasses, a fur shirt, knitted paper underwear, leather trousers, sheepskin stockings. There were Volkov and Kekushev in fur coats, Valentinov in a coat, Stromilov in a fur coat. In flight - pieces of paper tears from the hands. But not cold - the lowest is -15°, at the Pole -12°, Crimean temperature!..

Task: reconnaissance of the weather and the state of ice up to latitude 86°... The cloud cover was different - sometimes low, sometimes medium and high (hazy), ragged, shredded. Immediately after Rudolf, he began to gain altitude. Climb slowly - the car is heavily loaded.

It leveled off at a height of one and a half thousand meters, it was at 83.5 °. Immediately after the launch, I found about 10 ° difference between the readings of the SUK (solar heading indicator) and the magnetic compass. And right before our eyes, the compass began to go to the left. At 83° it showed a deflection of already 40°. MMC also showed everything he wanted ...

Volkov kept submitting notes “we are in the zone.” He led very accurately, according to the Bitch - a bunny the size of a pinhead, and I kept him in the cross all the time. The eyes are very tired. Volkov made measurements of drift, ground speed, introduced small adjustments to the SUK. He did not change course, only once corrected by 1 °.

The pack ice began at 83.5°. Real hard ice. The fields have become much larger, it has become monochromatic with a good layer of snow. Even from a height of 1500 m, the ends of the cracks were visible. This means that it reached a solid thickness. There were no icebergs ... Occasionally he asked Lvovich in a note - how much gasoline, from Stromilov - whether the zone could be heard, from Volkov - how the calculations were. Volkov systematically gave messages signed by me, I looked through them, corrected them and pushed them further. He avoided correcting them - he blows very hard, tears out of his hands. Many of them are scattered in the Arctic Ocean.

He looked at both, but did not see any signs of the earth. Speeds varied to save gasoline. Airspeed fluctuated from 160 to 180 km / h, back from 170 to 200 km / h - the load became less ... Sometimes there were smooth fields several miles long. An entire squadron could be planted here.

The clouds ended a few minutes after launch. Only the top was hazy. True, the sun shone through and only very rarely was his bunny seen on the Bitch. An excellent domestic device - better than the American one. Cirrus clouds began to move in at 85°. She remained on the left for 4000 meters. The haze above me was all the way to the Pole. No one stopped me - I flew. At 89 ° I received a radiogram: "Collect the maximum height, see what is ahead and return Rudolf Shevelev." Volkov said that 90 km remained.

Our height was slightly more than 2 thousand meters. Clouds started from 88°. Low, solid, at the very beginning of the window, then solid. The ice is also packed, hummocky, with cracks ... During the flight, it gradually gained altitude ...

Somewhere near the pole. He began to descend, went to 1800. Volkov says:

To be sure, he walked for another five minutes, turned a little to the left, then to the right, turn and go home. From the pole they gave a radiogram to Shevelev: "Latitude 90° Making a turn Golovin." At the pole is the sun. Clouds with white caps, temperature -13°. Lvovich threw off the oil can, they wrote “N-166” on it, grease the spire of the world ...

The left motor began to take off at 88 °, 700 revolutions vanished. I was already ready to let off the gas and looked for a site, outlined a suitable one. It turned out that the faucet at one tank was blocked. I didn’t even have time to get scared, then I was surprised. I asked the guys how much gasoline was left. Enough! I thought that there was a little more than half left, and the speed, I knew, would be higher. We flew back under the same conditions, the cloudiness stretched up to 88 °, below - continuously ice.

The lighthouse was heard all the way to the pole, the radio worked perfectly. But when I slightly deviated from the lighthouse to the right, I lost the zone, we heard the lighthouse only 15 minutes before landing, the entire archipelago was closed. Walked 1500 meters on average. I saw clouds, dived down 100-150 meters above the sea. Received a radiogram - the dome is closed. Felt that gasoline is the last. Kekushev leaned out into my cab (for 5-10 minutes) and manually pumped gasoline. I went out to Karl Island, saw another island on the left - the next one was either Rudolph, or some one closer to him, turned there, saw - the station!

Reached out.

May 6, midnight. Interview of navigator Volkov (Unshaven, tired, in fur boots, smokes. His map is dotted with confident marks and lines. Dressed: dog stockings, reindeer boots, warm underwear, fur shirt, fur pants, fur coat, helmet, woolen gloves):

The clouds at the pole are initially even white, and above the very pole they are cumulus wavy white. When they flew up to them - healthy black mountains. Height 600-800 meters. The sun was always on the left ahead. The height of the clouds at the pole is about 1500 m ... We went down a little, the temperature increased, there was a haze on the SUK, which means we would have fallen into the right icing. They abandoned this idea. Upon his return, he reported to Spirin and handed over all the materials to him.

On June 27, 1937, Pavel Georgievich Golovin was awarded the title Hero of the Soviet Union for the exemplary fulfillment of the government's task and the heroism shown during the landing and work of the northern expedition. After the establishment of the Gold Star medal, as a special distinction for the Heroes of the Soviet Union, he was awarded medal No. 40.

In 1937-38. he participated in the search for Levanevsky's plane.

Since October 1938 - at test work at the aircraft factory No. 22 (Fili). Tested serial SB bombers. Member of the CPSU(b) since 1939

Participated in the Soviet-Finnish war. Awarded with the Order Red Banner.

Major General of Aviation Rakov recalls: “Pilots from the Polar Aviation and the Civil Air Fleet came to the aviation units and subunits. Hero of the Soviet Union P.G. was seconded to our squadron. Golovin. I already knew him. In 1935, he received in the detachment, which I then commanded, the R-6 aircraft. On this plane, he subsequently flew over the North Pole, reconnoitred the ice situation before the landing of Papanin's group.

Pavel Nikolaevich was a very famous person, and not only in aviation circles, but throughout the country, but this did not give rise to the slightest arrogance in him. He remained simple and humble.

Golovin spoke about his fame not without humor. Once, flying beyond the Arctic Circle, he landed on his seaplane at the mouth of the mighty Siberian river Lena. There it spreads so widely that from one side the other is barely visible. Golovin anchored the plane. We had to cross the river. There was no boat, and the pilots boarded a heavy fishing boat, which was also heavily overloaded and had difficulty overcoming a rather steep wave.

The boat was moving slowly, and a large steamer appeared from behind the bend, quickly descending from above. He gave alarm horns, but no matter how hard the carrier tried, the boat did not go faster. The steamer kept approaching her, and it seemed that she was about to run into her. The pilots saw the high, pointed prow of the ship inexorably advancing on them. They couldn't do anything. Everything depended on the crew of the steamer - if she had time to turn aside or the boat would be crushed and crushed.

At the last moment, the team still managed. The nose began to move to the side. The steamer passed very close to the boat, but did not touch it, only threw it away by a wave. From the side came a shrill voice:

Now the steamer was turned to the boat no longer with its bow, but with its side. The pilots read his name, written in huge letters: "Pavel Golovin."

Golovin knew that a steamship bearing his name was sailing along the Lena, but then he saw it with his own eyes under somewhat unexpected circumstances.

Golovin came to our squadron with the rank of colonel, but he flew with everyone as an ordinary pilot. True, given his vast experience in difficult polar conditions, we tried not to put him in the general system. For the most part, he flew alone, especially in fog and snow, hunting for military transports along the sea lanes.

His technician Chechel was a model of diligence and devotion. Golovin was not limited by the flight time. He could return in an hour if he met military transport immediately in front of Alands or Hanko. Could fly all five hours. Chechel stood idle at the airfield, like a crane in a field, fixing his gaze in the direction from which the plane should appear. He was tall, rather dry, and indeed somewhat reminiscent of a crane. Returning from a successful flight, Golovin approached the airfield, shaking his wings, and this caused inexpressible joy in Chechel. If the flight did not bring much luck, Chechel experienced it, probably more than Golovin himself.

On one of the cloudy days, the three of us took off: Golovin, Karelov and I, went in formation of a link ... The weather that day was somewhat unusual. There was a thin layer of clouds over the airfield, it did not take us much effort to break through it. But to the north, the clouds became more and more powerful, grew in front of us like a huge mountain. I had to jump on it. We go above the most swirling clouds, and the height must be gained and gained. First three thousand meters, then five, finally eight thousand, and we go above the clouds as if in a low-level flight. At an altitude of eight thousand meters, a long white trail of inversion stretched behind the planes.

Raumo and Pori had already passed, the boundless snow-white field still lay ahead, but in front of Christinstadt the clouds seemed to be cut off. Since we were walking low above them, we could not see the land from afar, it appeared immediately, as it opens after the pass through a large mountain range, a view of the valleys and gorges spreading below. The coastline became visible, the smooth snow-covered surface of frozen lakes and the forest, darkening even under the snowy edge. A fairway led to the port from the depths of the Gulf of Bothnia. There were several ships at the moorings.

Shaking the plane from wing to wing, I suggested closing formation. Botan did not need much work or time to take the ships into sight. The bomb hatches were opened, and this served as a signal for the rest to prepare for the bombing. The turn to the combat course was insignificant.

The high altitude of our flight limited the capabilities of anti-aircraft gunners. We could only get the shells of large-caliber guns, but so far they were silent. The fighters on duty on the ground did not have time to intercept us.

A few seconds of a steady course with precise speed control, and a series of bombs from three planes rained down on the ships. There was still no firing, and we went forward to wait for the explosions to photograph the results of the bombing. Only when we began to turn around did belated single shots from anti-aircraft gunners follow.

Our return flight was, as it were, a descent from that mountain, which we climbed for so long. Eight thousand meters, five, three thousand ... According to the calculation of the navigator, there was an airfield under us.

What is the weather like from there? I asked Botan.

Half an hour ago they transmitted - continuous cloud cover a hundred meters high.

“And if it’s fifty meters now or fog, what then? I thought. “Punch through a three-kilometer layer and, not finding land, climb up again?”

No matter how trained the participants in the flight, the prospect is unpleasant. Approximately in such a situation, my friend Belsky died during a combat flight.

Continuing the descent from the cloudy mountain, we flew for almost an hour, finally descended to a thousand meters and found gaps to dive into them under the clouds. I thought that we are located approximately in the northern part of Latvia. In the west, there must be the Gulf of Riga somewhere nearby...

The monotonous landscape had no characteristic details. Among the fields are separate groups of buildings, rather farms than villages.

Twenty minutes have passed, and the picture has not changed ... We fly for another fifteen minutes. We were blown away!.. We flew for quite a long time before our eyes, already weary of the monotony of the landscape lying below, opened the sea distance.

Finally! we breathed a sigh of relief. Karelov and Golovin followed behind. We turned north and walked along the coast. There were still no noticeable landmarks on the ground ... Another fifteen minutes flew by. Finally, a large city appeared ahead.

Riga! - we found out right away, although we were extremely amazed ...

Having restored orientation, we turned along the coast to the north. Now everything was in order, only there was still an hour of flight to the airfield, and we had been in the air for more than four.

“Maybe sit down in Riga?” I thought.

I checked the fuel - it will last for an hour for sure. What about Karelov? Golovin? Karelov, I knew, should have the same number. During joint flights, we always had almost the same amount of gasoline in our gas tanks. But Golovin was not used to walking in formation, he flew alone more. In the same flight, he had to stay in formation, and this almost always leads to excessive fuel consumption. A little behind, a little jumped - the mode is uneven. To catch up, you have to force the engine, and at the same time it eats more gasoline.

Ask how much fuel Golovin has. If it's not enough, let him return to Riga, - I told the gunner-radio operator Sergeyev.

There was no answer from Golovin, but the plane turned him back.

"That means he's landing in Riga," I thought. “But why didn’t he broadcast anything on the radio?”

Is there anything from Golovin? - I asked Sergeyev.

No, came the answer.

Watch out!

There are follow!

Already when the plane disappeared on the horizon, a message came from him: "I'm landing in Riga."

But this is not conveyed by Krotenko's handwriting! - Sergeyev noted with concern ...

Already when Golovin returned to the airfield, we found out what had happened to Krotenko. Concerned not to miss the unexpected attack of fighters, he did not protect himself from the severe frost that high altitude reached 60 degrees, and frostbite all over his face. But trouble does not come alone. The frostbitten gunner-radio operator did not notice how the oxygen supply stopped, and did not connect to another cylinder in time. Losing consciousness, he fell to the bottom of the cockpit and lay there until the plane descended. Then consciousness returned to Krotenko, but he managed to freeze his hands. Listening to our requests, he immediately transmitted them to Golovin via the laryngophone, but could not cope with the key. Just before landing, he tapped out a message with stiff hands - somehow, with long breaks and, of course, not at all with his usual “handwriting”.

Karelov and I came to our airfield and sat down together on the move. At the end of the run, the propellers stopped at the motors.

After the end of the Soviet-Finnish war, Colonel Golovin returned to flight test work.

On April 1, 1940, he performed three familiarization flights on a previously flown SPB bomber, a new aircraft designed by Polikarpov.

On April 26, 1940, he performed the first flight on the first production aircraft SPB No. 2/1, having overtaken the aircraft from the factory airfield to the Central Airfield. The next day was another flight to determine the stability and controllability.

On April 27, 1940, Golovin raised SPB No. 2/1 from the Central Moscow Airfield. Frunze. The flight was observed by Polikarpov and his deputy Zhemchuzhin, as well as the head of the technical bureau of the plant, Usachenko. Half an hour after takeoff, the plane went into a tailspin and fell on the airfield of the Research Institute of the Civil Air Fleet, burying the crew under it.

Obviously, Golovin - an energetic and courageous pilot, but not experienced enough and careful as a tester - when entering the SPB into a turn, he immediately started from large angles and fell into a tailspin. Eyewitnesses saw Golovin's plane fall out of the clouds, spinning in a flat tailspin. At a low altitude, the pilot tried to leave the car on a parachute, but there was no longer any height to save.

The journalist Brontman recalls: “On April 30, 1940, Pashka Golovin was buried yesterday... Golovin flew in a Polikarpov machine with engineer Alexandrov and flight mechanic Dobrov. Suddenly fell into a tailspin, and then went into a flat tailspin.

When it became clear that the car was gone and people could not be saved, Pavel tried to jump out (at a height of 100 m using the stall method). He vomited and got tangled in the stabilizer. So they found it there. The machine made 7 and a half turns, slammed and caught fire. Two were completely charred, Golovin - a little. But, in general, everyone was immediately cremated at night.

Yesterday the urns were exhibited in the club of factory No. 22... They were immured in the wall of the aviators on Devichka.

After examining the remains of the aircraft and the crew, the commission, chaired by the head of the 8th department of TsAGI, Lyapidevsky, came to the conclusion that the ailerons and tail were in good order, the landing gear was in the retracted position. The absence of chips in the oil filters seemed to indicate the normal operation of the motors.

The commission noted that the cause of the disaster is the plane's transition into a flat tailspin. The cause of the stall could be the hit of the aircraft, which had insufficient longitudinal stability, into the clouds. Stall could also occur from a turn due to rough piloting.

All these versions have not been proven by objective facts and are largely subjective.

Some circumstances, however, were overlooked by the commission. After Golovin overtook the SPB No. 2/1 aircraft to the Central Airfield, when asked how the car behaves and what his impressions are, he replied that the car is in order, only the right engine has a water and oil temperature 150 ° higher than the left one.

The conclusion of the commission about the normal operation of the motors was made on the basis of the absence of metal chips in the oil filters. But from the text of the act it follows that only the oil filter of the left engine was examined, since the right one was burned. This means that the conclusion about the correct operation of both motors was not confirmed.

In the emergency act there is a photograph of the remains of the destroyed right engine, on which the whole propeller blade is very clearly visible. This could happen if, even before the plane crashed, the right engine jammed. Why the commission did not pay attention to this circumstance is not clear.

Most likely, the disaster occurred due to engine failure, followed by loss of spatial orientation by the pilot. Of course, Golovin's insufficient experience in flights on St. Petersburg and the small margin of longitudinal stability of the aircraft in critical modes played a certain role ...

A street in Naro-Fominsk is named after the Hero.

Golovin Pavel Georgievich Encyclopedia "Aviation"

Golovin Pavel Georgievich- P. G. Golovin Pavel Georgievich Golovin (19091940) Soviet polar pilot, colonel, Hero of the Soviet Union (1937). He graduated from the Osoaviakhim flight school in Tushino (1930), worked as an instructor there. Since 1934 in polar aviation. ... ... Encyclopedia "Aviation"

GOLOVIN Pavel Georgievich- (1909 40), Russian polar pilot, Hero of the Soviet Union (1937). In the 1930s participated in a number of polar expeditions, the landing of the drifting station "North Pole 1" (1937). Killed while testing an aircraft ... encyclopedic Dictionary

GOLOVIN Pavel Georgievich- (1909 40) Russian polar pilot, Hero of the Soviet Union (1937). In the 1930s participated in a number of polar expeditions, the landing of the drifting station North Pole 1 (1937). Killed while testing an aircraft ... Big Encyclopedic Dictionary

Golovin Pavel Georgievich- (1909 1940) Soviet polar pilot, colonel, Hero of the Soviet Union (1937). He graduated from the Osoaviakhim flight school in Tushino (1930), worked as an instructor there. Since 1934 in polar aviation. Participated in ice reconnaissance and escort of ships in the Arctic, in ... ... Encyclopedia of technology

Golovin, Pavel Georgievich- (04/26/1909 04/27/1940) polar pilot and test pilot, Hero of the Soviet Union (1937), colonel. He worked as an instructor at the Tushino Aviation School of Osoaviahima. Since 1934 in polar aviation. On May 5, 1937, the first of the Soviet pilots flew over ... ... Big biographical encyclopedia

Golovin Pavel Georgievich- ... Wikipedia

Pavel Georgievich Golovin

Pavel Golovin- Pavel Georgievich Golovin Hero of the Soviet Union 04/26/1909 04/27/1940 Pavel Georgievich Golovin pilot of the Polar Aviation Directorate of the Main Northern Sea Route, the first Soviet pilot to fly over the North Pole. Born April 13 (26), 1909 in ... ... Wikipedia

Golovin- Golovin is a common Russian surname. Known carriers: Golovin, Avtonom Mikhailovich or Golovin, Artamon Mikhailovich (1667 1720) colonel, then general of infantry. Golovin, Alexander Vasilyevich (born 1949) ... ... Wikipedia

(1909-04-26 ) Date of death:

Biography

In the future, P. G. Golovin mastered new Arctic routes.

Since October 1938 - at test work at the Moscow Aircraft Plant No. 22. He tested serial bombers.

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An excerpt characterizing Golovin, Pavel Georgievich

The sovereigns sat on horseback and left. The Preobrazhenians, upsetting their ranks, mingled with the French guards and sat down at the tables prepared for them.
Lazarev was sitting in a place of honor; he was embraced, congratulated and shook hands by Russian and French officers. Crowds of officers and people came up just to look at Lazarev. The buzz of Russian French and laughter stood in the square around the tables. Two officers with flushed faces, cheerful and happy, walked past Rostov.
- What, brother, treats? Everything is in silver,” said one. Have you seen Lazarev?
- Saw.
- Tomorrow, they say, the Preobrazhensky people will treat them.
- No, Lazarev is so lucky! 10 francs for life pension.
- That's the hat, guys! shouted the Preobrazhensky, putting on a Frenchman's shaggy hat.
- A miracle, how good, lovely!
Did you hear the feedback? said the Guards officer to another. The third day was Napoleon, France, bravoure; [Napoleon, France, courage;] yesterday Alexandre, Russie, grandeur; [Alexander, Russia, greatness;] one day our sovereign gives a review, and the other day Napoleon. Tomorrow the sovereign will send George to the bravest of the French guards. It's impossible! Should answer the same.
Boris and his comrade Zhilinsky also came to see the Preobrazhensky banquet. Returning back, Boris noticed Rostov, who was standing at the corner of the house.
- Rostov! hello; we didn’t see each other,” he told him, and could not help asking him what had happened to him: Rostov’s face was so strangely gloomy and upset.
“Nothing, nothing,” answered Rostov.
– Will you come?
- Yes, I will.
Rostov stood at the corner for a long time, looking at the feasters from afar. A painful work was going on in his mind, which he could not bring to the end. Terrible doubts arose in my heart. Then he remembered Denisov with his changed expression, with his humility, and the whole hospital with those torn off arms and legs, with this dirt and disease. It seemed to him so vividly that he now felt this hospital smell of a dead body that he looked around to understand where this smell could come from. Then he remembered this self-satisfied Bonaparte with his white pen, who was now the emperor, whom the emperor Alexander loves and respects. What are the severed arms, legs, murdered people for? Then he remembered the awarded Lazarev and Denisov, punished and unforgiven. He found himself thinking such strange thoughts that he was afraid of them.
The smell of Preobrazhensky food and hunger brought him out of this state: he had to eat something before leaving. He went to the hotel he had seen in the morning. In the hotel, he found so many people, officers, who, like him, arrived in civilian clothes, that he hardly managed to get dinner. Two officers from the same division as him joined him. The conversation naturally turned to the world. The officers, comrades of Rostov, like most of the army, were dissatisfied with the peace concluded after Friedland. They said that if they could hold on, Napoleon would have disappeared, that he had no crackers or charges in his troops. Nicholas ate in silence and mostly drank. He drank one or two bottles of wine. The inner work that arose in him, not being resolved, still tormented him. He was afraid to indulge in his thoughts and could not get behind them. Suddenly, at the words of one of the officers that it was insulting to look at the French, Rostov began to shout with fervor, which was not justified in any way, and therefore greatly surprised the officers.

1909-1940

Polar pilot and test pilot, Hero of the Soviet Union (06/27/1937), colonel.
He was born on April 26 (13 - old style) April 1909 in the city of Naro-Fominsk, now the Moscow region, in the family of an employee. Russian. Member of the All-Union Communist Party of Bolsheviks since 1939. In 1930 he graduated from the Moscow Sports College, in 1933 - Tushino flying club. He worked as an instructor at the Tushino Aviation School of Osoaviahima.
From 1934 he worked as a pilot of the Polar Aviation Directorate of the Glavsevmorput. On May 5, 1937, the first of the Soviet pilots on a twin-engine reconnaissance aircraft R-6 (ANT-7) flew over the North Pole. The data delivered by him made it possible for the first time in the world to successfully land a detachment of heavy transport aircraft at the North Pole and create a drifting polar station "North Pole-1" there. Participated in the landing of the expedition of ID Papanin to the North Pole. For the exemplary fulfillment of the task of the government and the heroism shown during the landing and work of the northern expedition, on June 27, 1937 he was awarded the title of Hero of the Soviet Union. In the future, he mastered new Arctic routes, participated in the search for the aircraft of S.A. Levanevsky.
Author of the book "How I Became a Pilot" (1938).
Since October 1938, at test work at the aircraft factory No. 22 (Fili), he tested serial SBs.
Member of the Soviet-Finnish war of 1939-40 (on the Security Council).
He took part in the tests of the SPB design bomber, a small series of which was laid down at aircraft factory No. 22.
He died on April 27, 1940 while testing an SPB aircraft.
On April 1, 1940, Colonel Golovin performed three familiarization flights on one of the previously flown SPBs. On April 26, he performed the first flight on a "freshly baked" machine - the first production aircraft SPB No. 2/1. The next day was another flight to determine the stability and controllability. Takeoff took place from the Central Moscow airfield named after Frunze. The flight was observed by Polikarpov and his deputy Zhemchuzhin, as well as the head of the technical bureau of the plant, Usachenko. Half an hour after takeoff, the plane went into a tailspin and fell on the airfield of the Research Institute of the Civil Air Fleet, burying the crew under it.
Obviously, Golovin - an energetic and courageous pilot, but not experienced enough and careful as a tester - when entering the SPB into a turn, he immediately started from large angles and fell into a tailspin. Eyewitnesses saw the plane break out of the clouds, spinning in a flat tailspin. According to the memoirs of the journalist Brontman: “When it became clear that the car was gone and people could not be saved, Pavel tried to jump out (at a height of 100 m using the stall method). He vomited and got tangled in the stabilizer. So they found it there. The machine made 7 and a half turns, slammed and caught fire. Two were completely charred, Golovin - a little. But, in general, everyone was immediately cremated at night.” Leading engineer K.I. Aleksandrov and flight engineer N.G. Dobrov died together with Golovin.
After examining the remains of the aircraft and crew, the commission, chaired by the head of the 8th department of TsAGI A.V. Lyapidevsky, came to the conclusion that the ailerons and tail were in good condition, the landing gear was in the retracted position. The absence of chips in the oil filters seemed to indicate the normal operation of the motors. The commission noted that the cause of the disaster is the plane's transition into a flat tailspin. The cause of the stall could be the hit of the aircraft, which had insufficient longitudinal stability, into the clouds. Stall could also occur from a turn due to rough piloting. All these versions have not been proven by objective facts and are largely subjective.
Let's pay attention to some circumstances missed by the commission. On April 26, Golovin overtook the SPB No. 2/1 aircraft from the factory to the Central Airfield. When asked how the car behaved and what his impressions were, Golovin replied that the car was in order, only the right engine had a temperature of water and oil 150 ° higher than the left one. And Shishmarev, in his testimony, noted that jamming of the M-105 engines had previously occurred.
The conclusion about the normal operation of the motors was made on the basis of the absence of metal chips in the oil filters. But from the text of the act it follows that only the oil filter of the left engine was examined, since the right one was burned. This means that the conclusion about the correct operation of both motors was not confirmed. And the most interesting thing is that in the accident report there is a photograph of the remains of the destroyed right engine, on which the whole propeller blade is very clearly visible! This could happen if, even before the plane crashed, the right engine jammed. Why the commission did not pay attention to this circumstance is not clear. Most likely, the accident occurred due to engine failure, followed by loss of spatial orientation by the pilot. Of course, Golovin's insufficient experience in flights on St. Petersburg and the small margin of longitudinal stability of the aircraft in critical modes played a certain role ...
Buried at Novodevichy cemetery(Moscow).
He was awarded the Order of Lenin, the Red Banner, the Red Star. A street in Naro-Fominsk is named after him.

Sources of information:

• “The mystery of St. Petersburg, or why the dive bomber did not go into series” / V. Perov, N. Vasiliev, Wings of the Motherland No. 6 / 1997. /
• "SPB" / M. Maslov, Aviation Cosmonautics, Issue 24, February 1997 /
• Heroes of the Soviet Union: Brief biographical dictionary. V.1./ Pre-editor of the board I.N. Shkadov. - M .: Military Publishing, 1988 /
• Who is who / Russian Air Force /.

Helped:

• V.P. Tarasenko
• A.A. Simonov