Golovin Pavel Georgievich
Outstanding polar pilot,
the Soviet Union.
Born in the city of Naro-Fominsk in the family of an employee.
Back in school, Golovin began to show a love for flying art.
Like many other pilots, it all started with gliding.
At the age of 15, he enrolled in a glider circle, built one
glider after another with his friends, and participated in glider
Love for the gliders did not pass with him even when he became a
Golovin owned the world records for the duration of the flight
alone (12 hours) and with a passenger (11 hours).
Golovin went through a short and difficult life journey.
In 15 years, after graduating from school, began working in the
artel of carpenters.
The first attempts to get into a military school failed, and he
entered the Moscow Construction College.
But the development of the construction specialty was not, and
could not be, the work of his life.
All thoughts, all plans for the future were connected with the
Without interrupting classes at the technical school, Golovin, in
circles and flying clubs, continued to master the flying skills.
His abilities and sense of purpose did not go unnoticed.
He received a referral to the central airfield in Moscow, entered
the Tushino Flight School, successfully completed it and, having
received the title of pilot at 21, remained to work as an instructor
at the school.
In 1934, after meeting with the famous polar pilot
who was fascinated by his stories about flights in the Arctic,
Golovin went to work at Glavsevmorput and the navigation of the same
year, together with the pilot MP
Kozlov was engaged in ice reconnaissance in the Kara Sea.
From this point on, its activities are permanently associated
with the development of the Northern Sea Route, with the Arctic.
It was in this field that he accomplished his main life affairs
and entered the history of the exploration of the Arctic.
Golovin worked on the Yenisei air line, made ice reconnaissance
in the Laptev Sea, transported winterers, food, medicine, equipment.
In 1936, for a month, he carried out the task of finding the
victim of an accident in the tundra to the east of Fr.
Dixon aircraft M. Lindel.
This responsible and hard work, which ended with the discovery of
the accident site and the rescue of the crew, affected Golovin’s
From fatigue, nervous overloads, poor nutrition, he became sick
with scurvy, but already in the navigation of the same year he took
part in the ice-cutting campaign “F.
At that time, preparations began for a flight to the North Pole
for disembarking the first drifting station there.
Golovin, included in the upcoming expedition, is already aboard
Litke ”strenuously replenished his knowledge in astronomy and
An air expedition consisting of five aircraft launched from
Moscow on March 22, 1937, with the Golovin first flying the H-166
His main role was in reconnaissance flight to the pole and
finding out the possibility of landing on the ice, which was, as he
later wrote, “the only sore point whose solutions no one knew.”
Before the main flight, Golovin made several sorties from the
northernmost island of the Franz Josef Land archipelago,
Rudolph Island, to
With the establishment of summer weather on May 5, 1937, Golovin
went to the pole and reached it in good weather and fair wind in 5
hours and 13 minutes.
Having established that landing on ice is possible, he turned
The headwind sharply reduced the speed of the aircraft, fuel
At the end of the sixth hour flight from about.
Rudolph was informed that the dome of the glacier, where the
runway was equipped, is closed by fog.
Soon the plane entered into heavy clouds.
Golovin was forced to fall so sharply that the antenna almost
touched ice and water.
Karl-Alexander Island glacier appeared, from which it was less
than five minutes to summer from Rudolph, only 10 liters of fuel
As the pilots say, on the “red light bulb”, without circles, the
plane went down to the landing with the wind.
The happily completed flight lasted over 11 hours.
Golovin was honored to be the first Soviet pilot to fly over the
His flight eliminated the last doubts in the successful
achievement of the goal of the expedition - landing on the ice
After that, Golovin made several more flights north of the ZPI
and then returned to Moscow with the whole squadron.
Upon returning to Moscow, members of the expedition were taken in
the Kremlin I.V.
All were awarded orders, eight people, including Golovin, were
awarded the title Hero of the Soviet Union (Hero Star number 40).
In the summer of the same 1937, he took part in the search for an
plane, then made the flight Moscow -
In the spring of 1938, Golovin participated in the shooting of
sailors with the ships “G.
Sedov, Sadko and Malygin.
On April 3, aircraft of the link of Hero of the Soviet Union A.D.
took off from Tiksi.
Alekseeva - “H-170”, “H-171”, “H-172” (Orlov G.K., Golovin).
Not having spent two hours after landing on the ice, they went
back, evacuating 22 people.
They were separated from Tiksi by 1,100 km, so an intermediate
base was created for the second flight on the frozen lagoon
of the Kotelny
On April 18, the H-170 and H-172 Alekseev and Golovin took out 83
April 26, the last flight - 79 people.
After that, 11 people remained on the drifting vessels (33 in the
In the summer of 1938, on a twin-engine amphibious "N-207"
Golovin made a flight along the route Moscow-Whalen - Moscow with a
total length of 29 thousand kilometers.
Departing from Moscow on August 8, the plane reached the Tiksi
Bay on August 15 (modern aircraft travel this route in a few hours).
After several flights in the area of the New Siberian Islands,
Golovin flew over to Indigirka, Kolyma, and then, passing along the
Chukotka coast, in early September splashed down in Uelen.
On September 6, he flew back and, through Tiksi, Igarka and
Krasnoyarsk, arrived in Moscow on September 18.
In all his numerous, most difficult and most dangerous flights,
Golovin proved himself to be a fearless ace pilot, who did not lose
his composure in the most difficult situations.
He can rightly be considered one of the pleiad of the glorious
Soviet pilots who grew up during the years of birth and the
formation of domestic aviation, in the glorious years of the
development of the Soviet Arctic.
In his last years, Golovin was finally able to become a military
He participated in the Finnish war, defending Leningrad and the
north-western borders of the USSR.
In October 1938, Golovin switched to test work at the aircraft
factory number 22 (Fili).
Test one of the bomber design N.N.
Polikarpov ended for him tragically.
On April 1, 1940, Golovin, who already had the rank of colonel,
performed three familiarization flights on one of Polikarpov's
previously flown planes.
On April 26, on the day of his birth, he performed the first
flight on a newly released car - the first production aircraft of
the St. Petersburg №2 / 1.
The next day, the next flight to determine stability and
controllability took place from the Central Moscow Frunze airfield,
followed by the chief designer.
After half an hour of flight, the plane unexpectedly fell into a
corkscrew and fell on the airfield.
Eyewitnesses saw how the plane Golovin fell out of the clouds,
spinning in a flat spin.
Already at a low altitude the pilot tried to leave the car by
parachute, but there was no longer any height for rescue.
The journalist Lazar Brontant recalled: “April 30, 1940.
Yesterday Golovin buried Pashka ... Golovin flew in a Polikarpov
machine with engineer Aleksandrov and flight mechanic Dobrov.
Suddenly fell into a corkscrew, and then turned into a flat
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
He vomited and entangled in the stabilizer.
So there they found.
The car made 7 and a half turns, slammed and caught fire.
Two completely charred, Golovin - a little.
But, in general, everyone was cremated immediately at night.
Yesterday, the ballot boxes were exhibited in the club of factory
number 22 ... We bricked the aviators on the girl in the wall. ”
Commission chaired by A.V.
Lyapidevsky came to the conclusion that the car was in good
condition, and the accident occurred because of the plane's
transition into a flat spin.
The cause of the break in the corkscrew could be either the hit
of an aircraft with insufficient longitudinal stability in the
clouds, or rough piloting.
According to the commission, Golovin is an energetic and
courageous pilot, but not sufficiently experienced and cautious as a
tester, when entering the plane at the turn he immediately began
from large angles.
However, this version cannot be considered proven by objective
The Commission, for example, did not pay attention to the fact
that the day before, when the plane was being hauled from the
factory airfield to Central Golovin, there was a sharp increase in
warming up of the right engine as compared with the left one.
From a survey of technicians it turned out that M-105 engines had
seized up earlier.
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
only the left-hand engine of the engine was examined, as the right
one was burned.
Hence, the conclusion about the correct operation of both motors
was not confirmed.
And most importantly: in the photograph of the remains of the
destroyed right motor, the whole blade of the screw is very clearly
This could happen if even before the crash of the aircraft the
right engine was jammed.
Most likely, the disaster occurred due to the failure of the
engine, followed by loss of spatial orientation of the pilot.
Of course, a certain role was played by the insufficient
experience of Golovin in flights to St. Petersburg and the small
reserve of the longitudinal stability of the aircraft on critical
He was buried in Moscow in the
the Novodevichy cemetery.
For outstanding services to the Motherland, Golovin, in addition
to the Hero Star, was awarded the Orders of
Red Banner, the
Red Star and a medal.
Cape in the west of the island of
Kun archipelago Franz-Josef Land.
Called cartographers in 1953.