Cheremukhin helicopter designer history. Alexey nikolaevich cheremukhin: designer, builder, tester. talented student N. e. Zhukovsky. honored worker of science and technology, doctor of technical sciences, teacher, professor, veteran of the Tsagi. Awards and titles

Born into a family of teachers, father Mikhail Nikiforovich is a mathematics teacher, inspector of the Imperial School of the Bolshoi and Maly Theaters, his mother Zinaida Alekseevna taught foreign languages.

In 1914 he graduated with a gold medal from the 5th Moscow classical gymnasium for men, entered the St. Petersburg Polytechnic Institute.

When the First began World War Alexei Cheremukhin left his studies at the institute and entered the 13th corps aviation detachment in the army as a volunteer. In June 1915, he was sent to the aviation school of the Imperial Moscow Aeronautics Society, where he took a four-month "Theoretical course" by N. Ye. Zhukovsky, which, possibly, predetermined his future fate as an aircraft designer. The lectures were given by the professor's students, and there Cheremukhin also met A. N. Tupolev. At the end of the course, he passed the exam for a pilot and was sent to the southwestern front in the 4th Siberian Corps Aviation Detachment. In April 1916, Warrant Officer Cheryomukhin made his first combat flight, and on December 12, 1916, he was awarded the title of "military pilot". In total, until the end of the war, he completed 140 sorties related to reconnaissance, fire adjustment and fighter cover.

For courage and courage he was awarded the Order of St. Vladimir, 4th class. with swords and bow, orders of St. Anna, 2nd century. with swords, 3rd Art. with swords and bow, 4th art. with the inscription "For Bravery", the Orders of St. Stanislav, 2nd Art. with swords and bow and 3rd class, as well as the highest military order of France - "Military Cross".

On December 20, 1917, A.M. Cheremukhin was appointed an instructor at the Kachin military aviation school in Sevastopol by the Office of the Air Force, after the disbandment of which in March 1918 he returned to Moscow.

After returning to Moscow, he entered the Moscow Higher Technical School (graduated in 1923), from 1920 he worked as an experimental pilot in the Commission on Heavy Aviation (COMTA). In addition, he began research in the field of methods for calculating the longitudinal stability of an aircraft.

From 1918 he worked at the Central Aerohydrodynamic Institute, where he took part in the design and construction of the first Soviet aircraft (1918-22). Designer and test engineer of the first Soviet helicopters (1927-35). From 1938 in the experimental design bureau of A. N. Tupolev; since 1953 deputy general designer.

Doctor of Technical Sciences (1937), Professor (1934), Honored Worker of Science and Technology of the RSFSR (1947). Laureate of the Lenin Prize (1957), twice laureate of the Stalin Prize (1949, 1952), awarded three Orders of Lenin, two Orders of the Red Banner of Labor, the Order of the Red Star, medals.

Best of the day

On September 3, 1930, flight tests of the first Soviet helicopter TsAGI 1-EA were successfully completed.

Late in the night of August 1930, a supply line slowly stretched along one of the highways near Moscow. The draft horse was pulling an unusual trailer behind it: a long, tarp-wrapped structure on inflated wheels with graceful spokes. Only in the early morning of September 3, the procession reached its goal and the forged rims of the carts crushed the grass of the Ukhtomsky airfield.

Thus, the most unusual of all aircraft built by domestic specialists by that time was brought prosaically to the test site. Hiding under the tarpaulin wrapper the first Soviet helicopter, or, as such machines were called then, helicopter created by the group of the experimental aerodynamic department of TsAGI.

TsAGI 1-EA

“Keep in mind that the problem of creating a helicopter is one of the most difficult in aviation,” said Boris Yuriev, then head of the TsAGI EAO, in the spring of 1925. - An interesting, fascinating field of aviation science and technology will open before you, but this path is long and very difficult. You just need to deeply believe in the possibility of solving this problem, to be able to infect all employees with this faith, to fight the skepticism of many, very many ... "
Young TsAGI employees were fully convinced of how right the "patriarch" of the domestic helicopter industry was: the helicopter pilots had enough difficulties and disappointments, but success came nevertheless earlier than one might have expected.

Boris Nikolaevich Yuriev

In the best traditions of TsAGI, the group did not follow the path of pure invention. The construction of the machine in metal was preceded by many years of experiments aimed at finding out how the main rotor works in close proximity to the ground, in the autorotation mode, which scheme - single or multi-rotor - promises the best results.
From a variety of schemes, the researchers selected three that seemed then the most promising: a two-screw transverse, an eight-screw and a single-screw ("Yuryevskaya") with a tail rotor.

helicopter B.N. St. George's

The helicopters of these three schemes, called "favorites", were subjected to in-depth sketch development, which was brought to such a state that it was possible to estimate the weight of the units with sufficient reliability to compile a total weight report.
And this seemed not enough to the designers, who were following the path that no one had yet explored. They tested each scheme experimentally. The first, with blades equipped to control the stabilizer-flaps, was tested using the so-called screw device. The second, consisting of eight completely identical propeller-driven installations, was tested on two such elements, having built a full-scale stand with screws with a diameter of 2 meters. Finally, the single-rotor rotor was investigated through extensive experiments with a two-bladed main rotor driven by a 120-horsepower aircraft engine.

rotary engine M-2

Only after these and many other works, the group, led by a military pilot of the First World War, a design engineer, and later professor at the Moscow Aviation Institute, Alexei Mikhailovich Cheremukhin, began at the end of 1928 to design a helicopter.

Alexey Mikhailovich Cheremukhin

Alexei Mikhailovich Cheremukhin (May 18 (30), 1895, Moscow - August 19, 1958, Palanga, Lithuanian SSR) - Soviet aircraft designer, creator of the first domestic helicopter.

USSR awards

Awards of the Russian Empire:

Foreign awards (France):

Biography

Born into a family of teachers, father Mikhail Nikiforovich is a mathematics teacher, inspector of the Imperial School of the Bolshoi and Maly Theaters, his mother Zinaida Alekseevna taught foreign languages.

In 1914 he graduated with a gold medal from the 5th Moscow Classical Male Gymnasium, entered the St. Petersburg Polytechnic Institute.

Military pilot

When the First World War began, Alexei Cheryomukhin left his studies at the institute and entered the 13th corps aviation detachment in the active army as a volunteer. In June 1915, he was sent to the aviation school of the Imperial Moscow Aeronautics Society, where he took a four-month "Theoretical course" by N. Ye. Zhukovsky, which, possibly, predetermined his future fate as an aircraft designer. The lectures were given by the professor's students, and there Cheremukhin also met A. N. Tupolev. At the end of the course, he passed the pilot's examination and was sent to the southwestern front in the 4th Siberian Corps Aviation Detachment. On March 24, 1916 he was promoted to the rank of ensign. In April 1916, Warrant Officer Cheryomukhin made his first combat flight, and on December 12, 1916, he was awarded the title of "military pilot". In total, until the end of the war, he completed 140 sorties related to reconnaissance, fire adjustment and fighter cover.

military pilot A.M. Cheremukhin

For courage and courage he was awarded the Order of St. Vladimir, 4th class. with swords and bow, orders of St. Anna, 2nd century. with swords, 3rd Art. with swords and bow, 4th art. with the inscription "For Bravery", the Orders of St. Stanislav, 2nd Art. with swords and a bow and the 3rd century, as well as the highest military order of France - the "Military Cross".

On December 20, 1917, A.M. Cheremukhin was appointed an instructor at the Kachin military aviation school in Sevastopol by the Office of the Air Force, after the disbandment of which in March 1918 he returned to Moscow.

Aviation designer

After returning to Moscow, he entered the Moscow Higher Technical School (graduated in 1923), from 1920 he worked as an experimental pilot in the Commission for Heavy Aviation (COMTA). In addition, he began research in the field of methods for calculating the longitudinal stability of an aircraft.

From 1918 he worked at the Central Aerohydrodynamic Institute, where he took part in the design and construction of the first Soviet aircraft (1918-22). Designer and tester of the first Soviet helicopters (1927-35), head of the "helicopter group" of TsAGI. The result of the work of this group was the first controlled helicopter TsAGI-1EA, which made its first flight in September 1930.

On August 14, 1932, A. M. Cheremukhin set an unofficial world record for flight altitude - 605 m on the first Soviet helicopter TsAGI 1-EA. Since 1938, in the experimental design bureau of A. N. Tupolev; since 1953 deputy general designer.

Awards and titles

He was awarded three Orders of Lenin, two Orders of the Red Banner of Labor, the Order of the Red Star, and medals.

Laureate of the Lenin Prize (1957), twice laureate of the Stalin Prize (1949, 1952).

Honored Worker of Science and Technology of the RSFSR (1947).

Doctor of Technical Sciences (1937), Professor (1934).

Perpetuation of memory

In 1982, the DOSAAF Central Committee established a challenge prize - the Cheryomukhin Cup and a medal named after him for achievements in helicopter sport.

In 1988, in Lyubertsy, in the place where the airfield was located, from which in 1932 A.M. Cheremukhin ascended on the first Soviet helicopter TsAGI-1E to a record height of 605 meters, a memorial stele with a commemorative plaque was installed.

In July 1930, having created unique, purely helicopter units - a four-blade rotor, a central gearbox, freewheel clutches, and other elements of a complex, branched transmission, specialists began full-scale tests of the machine. Its uniqueness was matched by the environment in which the first launches took place; without risking relocating the helicopter directly to the airfield (all of a sudden, serious alterations will be needed), the team that built the helicopter settled on the second floor of the unfinished building of TsAGI. There, in the presence of a firefighter with a full set of fire extinguishing equipment, Cheremukhin, who is also a pilot of the TsAGI 1-EA experimental apparatus, conducted its first, so far only ground tests. After these tests, the night march to the Ukhtomsk airfield, allocated for flight tests, took place. new car by order of the Deputy People's Commissar for Military and Naval Affairs M.N. Tukhachevsky.

Mikhail Nikolaevich Tukhachevsky

In the history of the first Soviet helicopter, which surpassed all foreign designs of those years by its data, there are many both dramatic and heroic pages. But it is no coincidence that I dwelled on the background of the car in such detail. In-depth study gave its shoots, and the device, which became a milestone in the world helicopter industry, very quickly demonstrated unprecedented flying qualities.

Already in September 1930, Cheremukhin freely maneuvers in a helicopter 10-15 meters from the ground, and in late autumn flies 40-50 meters, 2-2.5 times surpassing the official world record set in the same year on the Italian helicopter Ascanio. Two years later, TsAGI 1-EA began to rise to almost a 30-meter height, and on a quiet August night in 1932 reached a fantastic height of 605 meters.

This record was 34 times higher than the Italian one.

TsAGI 1-EA, like other helicopters built by specialists of this world-famous scientific center, was not destined to become prototypes of serial machines, but without them it is impossible to imagine the formation of the Soviet school of helicopter engineering.

In the first works on the first-born, outstanding scientists and designers grew up, such as, for example, A.M. Isakson, K.A. Bunkin, A.F. Maurin, G.I. Solntsev and I.P. Bratukhin, later professor at Moscow Aviation Institute, laureate of the State Prize, chief designer of Omega helicopters, and many others, whose names are forever inscribed in the history of our aircraft industry.

The creation of the TsAGI 1-EA experimental helicopter, also known as the Cheremukhin helicopter, was a real "breakthrough" in the history of helicopter construction and the improvement of the characteristics of these rotary-wing machines.

On August 14, 1932, this unit, under the control of the pilot and aircraft designer Alexei Cheremukhin, took to the air and reached an altitude of 605 meters. All work on the development of this helicopter was kept in absolute secret, therefore, for a long time, they did not know about the record flight of Cheremukhin, not only throughout the world, but also in the USSR. In memory of the record-breaking flight on the territory of the former Ukhtomsk airfield, where the famous Kamov helicopter company is currently located, a special commemorative sign was erected.

Later, many years after this flight, the well-known Soviet aircraft designer A. N. Tupolev said: “At one time we were unable to publish the record flight of Cheremukhin, which, undoubtedly, could have brought world fame to the Russian helicopter.” The first domestic helicopter was built under the leadership of A.M. Cheremukhin. The helicopter, which was piloted by the designer himself, first took to the skies in 1930. Already in September 1930, the pilot could freely perform various maneuvers at an altitude of 10-15 meters from the ground, in the late autumn of the same year he was already flying at an altitude of 40-50 meters. And this is already 2-2.5 times higher than the official world record, which was set on the Italian Ascanio helicopter. On August 14, 1932, having risen to a height of 605 meters, Cheremukhin surpassed the official world record 34 times at once.

The history of the creation of the helicopter

The history of the first Soviet helicopter should begin with its creator. Alexey Mikhailovich Cheremukhin was born in 1895 in Moscow into a family of teachers. In 1914, the future Soviet aircraft designer graduated from the 5th Moscow classical gymnasium with a gold medal. In the same year he entered the St. Petersburg Polytechnic Institute. However, the outbreak of the First World War forced him to leave his studies at the institute. Alexei is sent to the active army in the 13th corps aviation detachment in the role of a volunteer. In June 1915 he was transferred to the aviation school of the Imperial Moscow Aeronautics Society, where he took N. Ye. Zhukovsky's "Theoretical courses" for 4 months. During these courses, Cheremukhin meets Tupolev.

Upon completion of the courses, in early February 1916, after passing the pilot exam, Alexei Cheremukhin was sent to the 4th Siberian Corps Aviation Detachment of the South-Western Front. On March 24 of the same year he was awarded the rank of ensign. In April 1916, Cheremukhin made his first combat flight, and on December 12, 1916, he was awarded the title of "military pilot". In total, during the First World War, he flew 140 sorties, which were associated with adjusting fire, reconnaissance, and fighter cover.

For the courage and courage shown during the service, he was awarded a number of orders: the Order of St. Anna II degree with swords, III degree with swords and a bow, IV degree with the inscription "For Bravery", the Order of St. Vladimir IV degree with swords and bow, the Order of St. Stanislaus II degree with swords and bow and III degree, as well as the highest military award in France - the Order of the "Military Cross", the pilot was also nominated for the St. George weapon. On December 20, 1917, A.M. Cheremukhin was appointed an instructor at the Kachin military aviation school located in Sevastopol, but after its disbandment in March 1918, he returned to Moscow.

After his return to the capital, from the first days of organizing the Central Aerohydrodynamic Institute (TsAGI), he worked in it together with others famous students Professor N. Ye. Zhukovsky, was directly involved in the creation of the first Soviet aviation scientific institution. It was he who in 1927 was commissioned to become the head of TsAGI's work on the design of propeller driven vehicles (gyroplanes and helicopters). The result of the general work of the group was the TsAGI 1-EA helicopter. At the same time, Cheremukhin was not only engaged in the design and construction of the first Soviet helicopter, but also piloted it himself during tests.

Work on the development of helicopter technology at TsAGI began in 1925, led by B.N.Yuriev. A year before that, it was he who headed the experimental-aerodynamic department, which included a special helicopter group headed by Cheremukhin. In addition to him, this group included young enthusiasts of helicopter construction: V. A. Kuznetsov, I. P. Bratukhin, A. M. Izakson. In the future, the group was joined by M. L. Mil, N. K. Skrzhinsky, N. I. Kamov, V. P. Lapisov who worked on the autogyros - the future famous Soviet designers of helicopter technology. Together with Cheremukhin, other Soviet engineers worked, who in the future became leading specialists in their field.

First of all, the developers began to conduct theoretical research various schemes of helicopters and rotor. After that, on the full-scale stand built at TsAGI, experimental studies of the main rotor with a diameter of 6 meters began. Later, in 1928, work began on the creation of an experimental helicopter. The first experimental helicopter created in the Soviet Union received the designation TsAGI 1-EA (stands for the first experimental device). It was decided to create a helicopter according to the scheme, which was proposed and created back in 1909-1912 by B.N.Yuriev.

In July 1930, having developed unique, purely helicopter units, among which were: a central gearbox, a four-bladed main rotor, freewheel clutches, and other elements of a branched, complex transmission, specialists began field tests of the first helicopter. The unusualness of the aircraft was matched by the environment in which the first launches were carried out. Without risking to immediately relocate the helicopter to the airfield (if serious alterations would be necessary), the team of creators who were engaged in the construction of the machine settled directly on the 2nd floor of the unfinished building of TsAGI. Here, in the presence of a firefighter with a full set of fire extinguishing equipment, Alexei Cheremukhin, who was also a test pilot, conducted the first, so far only ground tests of TsAGI 1-EA. After these tests, the helicopter was delivered at night to the Ukhtomsk airfield, which was specially allocated for testing the new aircraft by the deputy people's commissar for military and naval affairs MN Tukhachevsky.

The TsAGI 1-EA helicopter was made according to a single-rotor scheme using a four-blade main rotor and 2 M-2 rotary piston engines, developing 120 hp each. each. Also, 4 tail rotor were used, which were installed in pairs in the tail and nose parts of the truss fuselage of the machine and equalized the reactive torque of the main rotor. The main rotor had a diameter of 11 meters, and its 4 blades were of a mixed design with wooden ribs and stringers, a metal spar and canvas sheathing. The blades were distinguished by a rather complex elliptical shape and an aerodynamic layout that was perfect for that period of time, which made it possible to provide the helicopter with high thrust characteristics. TsAGI 1-EA was equipped with a tricycle landing gear with a tail wheel, like an aircraft.

On the TsAGI 1-EA helicopter, a system for controlling the cyclic and common pitch of the rotor blades was implemented using a special swashplate designed by B.N.Yuriev. Deviations and movements of the swashplate were made by deflecting the common pitch lever and control knob. Also, using the common pitch lever, the main rotor of the helicopter could be shifted to a small pitch, which was necessary for the machine to switch to the autorotting non-motorized descent mode. In order to turn the helicopter, it was enough to simply change the pitch of the tail rotor - this was achieved by deflecting the foot pedals, which were connected to the turning mechanisms of the tail rotor with special cables. In future this system control has become traditional for all single-rotor helicopters equipped with a tail rotor.

Unfortunately, for a number of reasons, TsAGI 1-EA, like many other helicopters built in those years by the engineers of this center, was not destined to become a prototype of any serial machines, but without them it is simply impossible to imagine the formation of a domestic school of helicopter construction. Many of those who worked in the 1920s and 1930s on the creation of the first Soviet helicopters forever inscribed their names in the history of the Soviet aircraft industry, having survived the years of repression and war.

Flight technical characteristics of TsAGI 1-EA:

Dimensions: main rotor diameter - 11.0 m, length - 12.8 m, height - 3.38 m.
The rotor speed is 153 rpm.
Helicopter weight: empty - 982 kg, maximum take-off - 1145 kg.
A type power plant: 2 PD M-2, 2x88 kW (2x120 hp).
The maximum flight speed is 30 km / h.
The maximum flight ceiling is 605 m.
Crew - 1 person.

Alexey CHEREMUKHIN(1895-1958). Scientist, designer in the field of aircraft and helicopter engineering, doctor of technical sciences, professor, laureate of the Lenin Prize, two State Prizes of the USSR, Honored Worker of Science and Technology of the RSFSR.
Was born in Moscow. He graduated from the Moscow Higher Technical School in 1922. He worked at TsAGI from the day of its foundation (December 1918) to 1938. Then he worked at the A.N. Tupolev: designed and built wind tunnels, the first Soviet planes (AK-1, "KOMTA"), helicopters. Since 1923 he taught at the Moscow Higher Technical School, Moscow Aviation Institute, the Air Force Academy. NOT. Zhukovsky. In the 1930s he worked on the first Soviet helicopters, in 1932 he tested the TsAGI 1-EA helicopter, which reached an altitude of 605 m, 33 times higher than the official world record. Since 1936 - Chief Engineer of TsAGI. In 1938, he was unjustifiably repressed and imprisoned in an internal prison - in TsKB-29 of the NKVD, where he worked on the Tupolev Tu-2 bomber.
Later he worked in the OKB A.N. Tupolev was the deputy general designer. Supervised a complex of design, research and experimental work on the strength of aircraft structures. He made a great contribution to the work on the Tu-4, studying the strength characteristics of the structural elements of the original B-29 and working out the strength standards for the aircraft. One of the authors of the new post-war strength standards, which made it possible to create high-speed jet aircraft. A.M. Cheremukhin worked a lot with the design and strength characteristics of swept wings of high aspect ratio. It was these works that made it possible to design and build the wings of the Tu-95 and M-4 aircraft. He did a lot to introduce test methods for repeated cyclic loads, which made it possible to avoid many troubles in the operation of high-speed high-altitude aircraft. On the basis of the modeling methods developed by him, it was possible to study in detail the loads on structural elements of transonic and supersonic aircraft, to find the most rational technological methods for manufacturing these elements. All these developments were used in the design bureau in the design of Tu-16, Tu-95, Tu-98 and Tu-22 aircraft and the design bureau's jet passenger aircraft. It is he who owns the technical substantiation of the idea of ​​a similar-scale transition from the layout and design of the medium-haul Tu-104 to the short-haul Tu-124.
He was awarded three Orders of Lenin, the Order of the Red Star, two Orders of the Red Banner of Labor, and medals.
For military services in the First World War, he was awarded six orders of Russia.

The main dates of the life and work of A.M. Cheremukhin

1895 , May 30 - was born in Moscow. His father Mikhail Nikiforovich, a mathematics teacher, was an inspector of the Imperial School of the Bolshoi and Maly Theaters, his mother Zinaida Alekseevna taught foreign languages.
1914 - graduated with a gold medal from the 5th Moscow classical male gymnasium.
1914 - enters the St. Petersburg Polytechnic Institute.
1914 , July - the beginning of the 1st World War. A.M. Cheremukhin volunteered, entered the 13th corps aviation detachment. After eight months of service in the detachment as a mechanic, he was sent to the pilot school of the Imperial Moscow Aeronautics Society.
1915 - Acquaintance with Professor N. Ye. Zhukovsky and A. N. Tupolev during training at the school of pilots. After graduating from school, Cheremukhin was assigned to the southwestern front in the 4th Siberian Corps Aviation Detachment and during the first month of his service he made a number of daring reconnaissance missions.
1916 December - Cheremukhin was awarded the title of military pilot.
1918 , spring - Cheremukhin entered the Moscow Technical School and again met with N.E. Zhukovsky and A.N. Tupolev. Together with them, he, a college student, was among the first employees - the founders of the Central Aerohydrodynamic Institute (TsAGI).
1920 - included in the composition of the Heavy Aviation Commission (COMTA) as an experimental pilot.
1924 - Cheremukhin was entrusted with the development of the design of the T-1 - T-P TsAGI wind tunnel and its construction.
1926 - the TsAGI board entrusted Cheremukhin with the design, construction and testing of rotorcraft - helicopters, gyroplanes.
1934 - approved in the rank of professor at the Moscow Aviation Institute.
1935 - Cheremukhin was put in charge of the design bureau and, as the chief engineer, supervised the development of a complex of six new wind tunnels, including the unique in size full-scale T-101 wind tunnel.
1937 - approved as a full member of TsAGI in the specialty "aircraft construction". At the same time, he was awarded the degree of Doctor of Technical Sciences.
1937 , December - Cheremukhin was fired from his job.
1938 , January - arrest by the NKVD authorities, A.M. Cheremukhin did not escape the fate of many of his contemporaries.
1938 - work in TsKB-29 of the NKVD, where outstanding specialists, mainly aircraft builders, were gathered, Cheremukhin got here from the Butyrka prison and was appointed head of the strength service in the experimental design bureau of A.N. Tupolev, who was also arrested.
1953 - Deputy General Designer of the Tupolev Design Bureau. Cheremukhin supervised the design of the structural structures of virtually all KB aircraft from Tu-2 to 1958 projects. These were the first coffered wings developed in the country (Tu-2, Tu-4, Tu-85); coffered swept wing (Tu-16, Tu-82, Tu-95), including for supersonic aircraft with a sweep of 55 degrees. (Tu-128, Tu-22); sealed fuselage large diameter(Tu-4, Tu-70, Tu-104, Tu-114), including those with large cutouts in the leaky part (Tu-16, Tu-85, Tu-95) and under the doors, hatches in the sealed part (Tu -70, Tu-104, Tu-114); structures with a long service life (Tu-104, Tu-114, Tu-124); caisson tanks (Tu-104, Tu-114, Tu-124); structures made of new high-strength aluminum alloys (D-16, V-95) and steels, and many other structures.
1958 , August 19 - A.M. Cheremukhin died in Palanga (Lithuania). He was buried in Moscow at the Novodevichy cemetery (plot No. 5).



Alexei Mikhailovich Cheremukhin (1895-1958) - Soviet aircraft designer, creator of the first Soviet helicopter.
Biography
Born on May 18 (May 30), 1895 in Moscow in a family of teachers. Father Mikhail Nikiforovich is a mathematics teacher, inspector of the Imperial School of the Bolshoi and Maly theaters. Mother Zinaida Alekseevna (nee Khudzinskaya) taught foreign languages.
In 1914 he graduated with a gold medal from the 5th Moscow classical gymnasium for men, entered the St. Petersburg Polytechnic Institute, the mechanical faculty.
Military pilot When the First World War began, Alexei Cheryomukhin left his studies at the institute and entered the 13th corps aviation detachment in the army as a volunteer. In June 1915, he was sent to the aviation school of the Imperial Moscow Aeronautics Society, where he took a four-month "Theoretical course" by N. Ye. Zhukovsky. The lectures were given by the professor's students, and there Cheremukhin also met A. N. Tupolev. At the same time, he met his future wife, Nina Fedorovna Rerberg, daughter of F. I. Rerberg. At the end of the course, in early February 1915, he passed the pilot test and was sent to the southwestern front in the 4th Siberian Corps Aviation Detachment. On March 24, 1916, he was promoted to the rank of ensign. In April 1916, Warrant Officer Cheryomukhin made his first combat flight, and on December 12, 1916, he was awarded the title of "military pilot". In total, until the end of the war, he completed 140 sorties related to reconnaissance, fire adjustment and fighter cover.
For courage and courage he was awarded the Order of St. Vladimir IV steppe with swords and a bow, the Order of St. Anna II degree with swords, III degree with swords and a bow, IV degree with the inscription "For Bravery", the Orders of St. Stanislav II degree with swords and bow and III degree, as well as the highest military order of France - "Military Cross".
On December 20, 1917, A.M. Cheremukhin was appointed an instructor at the Kachin military aviation school in Sevastopol by the Office of the Air Force, after the disbandment of which in March 1918 he returned to Moscow.
Aviation designer
After returning to Moscow, from the first days of the organization of the Central Aerohydrodynamic Institute, Cheremukhin, together with other students of Professor N.E. Zhukovsky, participated in the creation of the first aviation scientific institution in the USSR: in the design of a heavy aircraft, a twin-engine triplane KOMTA (1922-1923) and a passenger aircraft AK -1 (1922-1924).
He entered the Moscow Higher Technical School (graduated in 1923). From 1920 he worked as an experimental pilot. In addition, he began research in the field of methods for calculating the longitudinal stability of an aircraft.
Since 1924, he was engaged in the design and construction of the largest in the world, at that time, the T-1 and T-2 wind tunnels.
In 1927 he was entrusted with supervising the work of TsAGI on propeller-driven vehicles (helicopters and autogyros): he became the leader of the "helicopter group". The result of the work of this group was the TsAGI-1EA apparatus, which made its first flight in September 1930. A. M. Cheremukhin not only designed and built the first Soviet helicopter, but also tested it; On August 14, 1932, A.M. Cheremukhin, he set an unofficial world record for flight altitude on it - 605 m.
On the night of January 4, 1938, he was arrested; He "spent" 1938-1941 at TsKB-29.
Since 1938 - in the experimental design bureau of A. N. Tupolev; since 1953 - Deputy General Designer.
A.M. Cheremukhin died on August 19, 1958 in Palanga (now Lithuania). He was buried in Moscow at the Novodevichy cemetery (plot No. 5).
Awards and titles
three Orders of Lenin
two Orders of the Red Banner of Labor
Order of the Red Star (1933)
medals
Lenin Prize (1957) - for the creation of a high-speed jet passenger aircraft Tu-104
Stalin Prize (?) Degree (1949)
Stalin Prize of the first degree 1952) - for work in the field of aircraft construction
Honored Worker of Science and Technology of the RSFSR (8.8.1947).
Doctor of Technical Sciences (1937), Professor (1934).
Perpetuation of memory
In 1982, the DOSAAF Central Committee established a challenge prize - the Cheryomukhin Cup and a medal named after him for achievements in helicopter sport.

In 2004, in Lyubertsy, secondary school No. 25 was named after Alexei Mikhailovich Cheryomukhin, a museum dedicated to him was established there.
In 2009, in Lyubertsy, a newly emerged street was named after him.

Georgy Alekseevich was born in 1921 in the family of an outstanding theoretician and aviation practitioner-engineer Aleksey Mikhailovich Cheremukhin. From an early age, still a teenager, Georgy Alekseevich plunged into the aviation environment. At the Central Aerodrome, in OELID TsAGI, he communicated with outstanding figures of the national aviation of the thirties, before his eyes many milestone planes of that period rose into the sky. Since 1942, he began working as a technologist at an aviation plant in Omsk, which produced the first serial Tu-2, and then A.S. Yakovlev's fighters. Since 1943, Georgy Alekseevich worked at the A.N. Tupolev, participated in the milestone work of the OKB - the creation of the Tu-4, engaged in a detailed study of its analogue V-29.
In the Tupolev Design Bureau, Georgy Alekseevich got into the project team and became one of those who laid the basic layout solutions for such aircraft as Tu-16, Tu-95, the first passenger jet liners, the first supersonic designs of the Design Bureau. From the second half of the 50s, he participated in the work on the creation of unmanned aircraft of different class and destination.
Georgy Alekseevich supervised the development and implementation of the aerodynamic layout of the Tu-144, Tu-22MZ, Tu-160, Tu-154M and Tu-204. Since 1974, Georgy Alekseevich was the deputy chief designer, head of the aerodynamics department of the OKB.
Georgy Alekseevich to last day worked in the expert council of the Tupolev Design Bureau. He was the author of many scientific and historical publications.
Alexey Mikhailovich Cheryomukhin

Photo number 1 - Father of Alexei Mikhailovich - Mikhail Nikiforovich (1852 -1913)
photo number 18 - V. PESTOV 1916
COMMANDER of the 4th SIBERIAN AIRCRAFT.

Military pilot Lieutenant Pestov was promoted to second lieutenant on August 6, 1910 with an appointment to the 1st Siberian. heavy artil. division with seniority dated August 6, 1909. With the rank of lieutenant on August 31, 1913, with seniority on August 6, 1913.
Temporarily commanded the 13th Aviation Detachment from June 1, 1915 to July 11, 1915. Temporarily commanded the 1st Army Aviation Detachment from January 29 to February 7, 1916. The commander of the 4th Sib. corps aviation detachment from February 15, 1916. As part of the 13th corps aviation detachment in campaigns and cases against Austro-Ger. From July 18, 1914 to September 29, 1915 as part of 1 arm. aviation detachment from January 29 to February 7, 1916. In the composition of 4 Sib. cor. squadron from February 15, 1916 to ......
From "Information about the military pilot of the commander of the 4th Siberian corps aviation detachment Lieutenant PESTOV" dated February 7, 1917 RGVIA.f 2008, d.653, l.249
Additional information about Lieutenant Vasily Pestov:
RGVIA. f.2158, d.179, l.231:
July - August - September 1917 - V. Pestov for the commander of the XIII division;
October - November - December 1917 - V. Pestov, commander of the XIII division.
RGVI.f2008, d.665 (2), l.62:
XIII division, commander Pestov was in Lutsk, from there he was evacuated to Nizhyn, and then to Nikolaev (Kherson province).
photo № 19 - burned down Voisin 1916.
photo number 20 - machine gun on Voisin 1916.
photo No. 21 - Voisin's cockpit, 1916.
photo № 22-23 - medal of A.M. Cheryomukhin 1895-1958 For the highest sporting achievements in helicopter sport.

In 1982, the DOSAAF Central Committee established a challenge prize - the Cheryomukhin Cup and a medal named after him for achievements in helicopter sport.
In 1988, in Lyubertsy, in the place where the airfield was located, from which in 1932 A.M. Cheremukhin ascended on the first Soviet helicopter TsAGI-1E to a record height of 605 meters, a memorial stele with a commemorative plaque was installed.

In July 1930, having created unique, purely helicopter units - a four-blade rotor, a central gearbox, freewheel clutches, and other elements of a complex, branched transmission, specialists began full-scale tests of the machine. Its uniqueness was matched by the environment in which the first launches took place; without risking relocating the helicopter directly to the airfield (all of a sudden, serious alterations will be needed), the team that built the helicopter settled on the second floor of the unfinished building of TsAGI. There, in the presence of a firefighter with a full set of fire extinguishing equipment, Cheremukhin, who is also a pilot of the TsAGI 1-EA experimental apparatus, conducted its first, so far only ground tests. After these tests, a night march took place to the Ukhtomsk airfield, allocated for flight tests of the new machine by order of the Deputy People's Commissar for Military and Naval Affairs M.N. Tukhachevsky.