Survival Kit or NAZ in ALTOIDS Jelly Bean Boxes for your EDC
NAZ is a portable emergency supply, something that is carried with you constantly or most of the time. NAZ is often called a “Survival Kit”; I wrote about one such, very unsuccessful one, it should be noted, in an article here. In this article I want to talk about a ready-made survival kit and its additions, since in the basic configuration it assumes that the survivalist will have a lot in addition to the kit. buy a survival kit using the link at the end of the article. But first, I'll give a short review of the set itself.
NAZ – FireMaple FME-2011
Survival kit dimensions: 7.8 cm x 2.4 cm x 1.7 cm Weight: 88 grams
The FireMaple FME-2011 survival kit is designed to help a survivalist settle in or improve living conditions in the wild.
Look at the photo of the contents of the survival kit.
Of course, this set is not intended for 100% of all situations, but it is put together quite intelligently.
For starters, a fishing set. 6 fishing hooks, 6 floats (2 types), 5 lead weights, a pair of snap hooks for leaders and a reel with thin wire for leaders.
The downside of this set is that the hooks are all the same size, it’s worth adding 2-3 more types for small and large fish. You also need to add a thin fishing line to the NAZ, in addition to this I would add another 5 meters of braid. Of course, a thicker fishing line can always be woven from a thin one, but it’s easier to use a ready-made braid, it can withstand a decent weight, and the dowel takes up space.
Next, let's look at the blades - they are small, they cannot replace the knife, the knife should be on the belt. I use the Victorinox Hunter XS, which is a good hunting knife. In addition to this, I carry a SwissTool Plus multitool with me - a universal set with pliers and a set of screwdriver bits, just the thing for the city, I also take it when traveling, and a couple of times the screwdrivers have come in handy for repairs on the go.
The blades included with the survivalist kit are good for small jobs and operations. Of course, I’m not a doctor, but cutting the skin in order to remove a hook or knot is quite possible. In addition to purely knife blades, this survival kit also contains a steel blade for flint and steel. However, it is better to use the back of the blade of a belt knife.
The whistle is off topic. Is it just to indicate your location? A whistle carries much better than a scream, but I'm used to relying only on myself and my friends. So it’s worth putting it out of the set. If desired, you can hang it on a backpack or attach it to jeans or a sheath.
I talked about flint here. Flint is a useful thing, but a regular gas lighter should also be added to a survivalist’s kit. For a couple of months of autonomous use, a lighter for starting a fire is quite enough, and starting a fire with it is much more convenient than shooting sparks with a flint.
Pins are a useful thing for a survivalist. They can be used to attach anything to clothing and will be useful for organizing traps, and the steel on the pins is quite decent, and may well be useful for some small crafts that make survival easier.
A pair of nails is an absolutely unnecessary thing. For something serious, it’s too small, and there’s no point in carrying a couple.
Polyexter thread is a necessary thing. Can be used to make traps and traps. Can also be used for hemming clothes.
I would replace the nails with curved needles from medical equipment for suturing wounds and, accordingly, special threads. In terms of weight and volume, it will be equivalent, but in case of injury, the needle will be more useful.
A compass in NAZ is a useful thing, but only if you have the ability to use it. It, of course, helps maintain the direction of movement, but nothing more. In addition to a compass, you need a map and the ability to navigate the terrain using a map.
10 water disinfection tablets in a cylindrical case. Yes, they are quite suitable for disinfecting water, just don’t forget to filter the water before doing so. I talked about how to filter water in the article to which I provided the link above.
It is advisable to add potassium permanganate crystals to the set. They just don’t sell them in pharmacies now. If you have old supplies, be sure to put them in! Permanganate allows you not only to disinfect water, but also to make disinfecting dressings - we moisten a cloth with a weak solution and apply it to the wound.
The pencil in the survival kit is useless in my opinion. Unless you keep the memoirs of the last person. Realistically, how will a pencil help you survive? If you want to write notes and leave marks, it is better to use a graphite rod from an AA battery, smaller in size, but drawing with the entire plane. When we were kids, we drew graffiti like this on concrete fences.
Needles - hem if clothes are torn. Here you have to decide for yourself. Within a couple of days you can walk around with a hole. As a last resort, pin it with a pin. But they don’t take up much space either.
Matches and chirkash for lighting them. Just 10 matches, enough for 10 fires. Then you will have to use a flint. Enough for a week. If you wish, you can do it yourself - take ordinary matches and clean the sulfur from them. Grind it (in a mortar or between 2 spoons) into fine dust, add a little Moment glue and spread it on the whole match.
It is worth putting a couple of pieces of plexiglass - it is easy to set on fire and burns well, this will allow you to build a fire even in bad weather.
What remains is the body of the survivalist kit itself. Quite a box, with claims of water resistance. But, it’s better to pack everything in a plastic bag and, tucking the edge, seal it with tape. Polyethylene may well help to organize an airtight bandage for a penetrating lung injury, it can be used when lighting a fire, and it can carry water. And just tightness is useful. Who knows when this Wearable Emergency Supply will come in handy?
Buy a survival kit
you can here.
The cost of the set (with delivery to your post office) is only $21. Whether it's expensive is up to you to decide!
If you have any questions or your opinion about this survivalist kit, write in the comments, I will definitely answer!
I take back the words, and the flint, and the whistle
01/21/2015 Vlad comments:
I disagree about the nails! From 5 nails and a stick you can make a club, which will help with everything (see Weapons)
08/13/2016 Maxim comments:
It’s a little expensive for such a kit; there’s a lot of extra stuff in it and a lot of things are missing; in general, it’s better to complete such NAZs yourself, based on the specific area you plan to go to. Specifically from this set, I would remove the Compass, nails, blades (it is better to replace them with a straight razor blade), the flint is also too bulky and takes up a lot of usable space. What is missing from this set, in my opinion, is a couple of tablets for diarrhea, a couple of tablets of activated carbon and the same amount of painkillers. I won’t recommend specific names of medications here, again you need to choose for yourself (you never know who has any allergies to certain medications) it would also not be amiss a piece of cotton wool sealed in a plastic bag and a couple of alcohol wipes.
13.04.2018
At the end of 1927, in the United States (then the USA), the Henry Ford company released a new passenger model, the Ford A, to replace the long-lived Lizzie, the T model, which had been in production since 1908. Like the Ford-T, which had a cargo counterpart "TT", Ford-A also received a commercial continuation in the form of a cargo flatbed version "AA" with a worm main gear, a closed wooden-metal cabin, a separate cargo platform with wooden lattice sides, and with such also with cast-iron wheels. Over the next 5 years of production, this model was modified and modernized in detail more than once. In addition to the main 3-speed gearbox, an additional 2-speed planetary gearbox was installed upon request, doubling the number of gears. Since 1929, the Ford AA was produced with a standard 4-speed gearbox and a final drive consisting of a pair of bevel gears. And even earlier, steel-plated wheels began to give way to disc wheels. Three main variants of the Ford AA were produced in the states: “AA-112” with a load capacity of 1 ton, “AA-131” with a load capacity of 1.5 tons, and “AA-157” with a load capacity of 2 tons, with wheelbases of 2845, 3350 and 3990 mm, respectively. Depending on the version, they were equipped with single or dual slope rear wheels. In general, the situation at Ford factories at that time was very sad: if in 1926 1 million 700 thousand cars were produced, then in 1927 only 400 thousand. It was no longer a question of profit, but a “loss” of 1 million 300 thousand cars threatened the company with outright bankruptcy. And throughout the American auto industry, the influence of the Great Depression was felt at that time and acute problems arose with the sale of finished products. In such circumstances, Henry Ford was happy to sell his cars to anyone, including the Soviets, a country of potential enemies with which there were not even diplomatic relations. Therefore, the first American Ford-AA trucks of the 1927 model began to arrive in the USSR already in the first half of 1928. They differed from all subsequent ones in the spoked wheels of the “A” model and tires with “diamond” tread - . In 1928-1929, samples of these and several modernized Fords with disc wheels underwent comprehensive tests organized by US. It must be said that at that time NAMI was testing various foreign cars purchased for use in the USSR. Their goal was to select the optimal design for production in our country. The tests included laboratory tests and runs, organized, among other things, by the Moscow Automobile Club. So, in 1928 there was a run along the route Moscow - Leningrad - Moscow, and in 1929 two runs: Moscow - Nizhny Novgorod - Moscow and Moscow - Arkhangelsk - Moscow, in which 4 Ford-AA trucks took part, two of them with with a final drive ratio of 5.17 and two with a gear ratio of 7.25. Based on the results of the runs, it was concluded that “the Ford-AA truck is a vehicle that requires careful timely maintenance and does not have a large margin of safety, but it is very technologically advanced and cheap to produce,” as A. Krzhivitsky wrote about the results of these tests in the magazine “ Automotive business." This low cost of production played an important role in the choice of Ford as the basis for the most popular Soviet pre-war truck. The larger the production, the lower the cost - in 1927, the average cost of a Ford passenger model was $738 (about 1,500 then rubles), and the minimum was $380 (about 760 rubles). At the same time, the cost of passenger cars in Germany was 3500-6500 rubles. In general, the construction of an automobile plant with an annual production of 100,000 cars per year was preceded by a very long debate about the very possibility of creating such a gigantic enterprise, but in November 1928 the decision to build a giant automobile plant was already made by the government of the USSR. On December 19, Chairman of the Supreme Economic Council of the RSFSR Lobov, at a plenum of Moscow engineering and technical employees, announced negotiations with Henry Ford on the construction of a large automobile plant in the USSR, designed for mass production of cars. Similar negotiations were conducted with General Motors. Ford proposed creating a Soviet-American society by investing its capital in the construction of a modern plant for 100 thousand cars per year. General Motors promised technical assistance, the purchase of a license for one of the Chevrolet models and a loan, but with a production scale of only 12,500 cars per year. Soviet economists naturally refused to attract foreign capital. On March 4, 1929, the Supreme Economic Council of the USSR issued Order No. 498, which stated the government’s decision to build a modern automobile plant with an annual capacity of 100,000 cars per year (in two shifts) on its own. Soon after the order of the Supreme Economic Council, an operational body for the construction of Avtostroy was created, headed by S.S. Dybets (1887-1937). Meanwhile, negotiations with Ford, for whom a large contract with the USSR was extremely important, continued. Ford agreed to all the conditions of the Soviet side, and on May 31, 1929, an agreement was signed in Dearborn (USA), according to which Autostore received technical assistance from the Ford Motor Company: plans, patents, drawings necessary for the construction and launch of a new plant, the right for the production of Ford models and annual training in the USA for 50 engineers, technicians and craftsmen. In turn, the Soviet side undertook to inform Ford of all improvements in the model introduced by our engineers. Technical cooperation was determined for a period of 9 years. On the USSR side, the agreement was signed by the Deputy Chairman of the Supreme Economic Council of the USSR V. Mezhlauk and the Chairman of Amtorg S.G. Bron, and on the American side by Ford himself. As payment, the Soviet side had to purchase 72 thousand sets of parts over four years, from which, before the start of the new plant in the USSR, it was planned to assemble Ford-A cars and Ford-AA trucks for a total amount of 72 million rubles. ($30 million). Thus, the agreement with Ford made it possible to immediately begin assembling cars. For this purpose, in the suburbs of Nizhny Novgorod - Kanavino - it was re-equipped (Nizhny Novgorod Automobile Assembly Plant No. 1). More precisely, at this enterprise a car assembly shop with conveyor assembly was organized. Vehicle kits have already begun to arrive from the USA by sea via Murmansk (automotive components and parts included for each car, packed in boxes, well known later from Lend-Lease deliveries). At the same time, he prepared 50 platforms for assembling Fords for the Gudka Oktyabrya auto shop, and also organized training for young workers in assembly line production. A.F. Lebedev became the head of the automobile assembly shop, which was to assemble 6,000 trucks annually from Ford parts. The first cars left the gates of the plant in Kanavin in February 1930. This is how the press of that time described this event: “Across the conveyor belt in front of the headlights of the first assembled cars stretched a scarlet ribbon with the slogan: “On socialist wheels, forward on the path to socialism!” To the sounds of the factory whistle, the thunder of the orchestra and joyful cries of “Hurray!” The driver of the first car smoothly lowers it from the assembly line and takes it to the factory yard. Nine more cars follow her. Shining with fresh paint and varnish, they stood in a row. The workers crowded around them, stroked the cabins, and looked at the cars as if they were a curiosity. There was no end to the cheers. The best production workers on new trucks went to, "Red Etna", to the "Red October" factory, to the Sormovsky plant and to other enterprises. The first Nizhny Novgorod cars were looked at everywhere with great interest.” These first Soviet-assembled Fords were the Ford-AA cars of the 1928 model, which had a wood-metal cabin. The wheels on them were already disc, but not at all the ones that we are usually used to seeing on semi-trucks. They had not five, but six triangular windows, and were, as it were, “turned inside out”: with the convex part of the disk inward - . Henry Ford, even in small things, remained true to himself and sought to reduce the cost of the car by any means. With such wheels, the track of the car was increased due to the disks themselves, which means it was possible to make shorter bridges, saving metal. However, it was impossible to install them on the rear axle in the dual-slope version. Therefore, Fords soon appeared with the now familiar 5-window discs, mounted traditionally, with the convex part outward - . And the lattice sides of the bodies were replaced with more practical solid ones. The gearbox was three-speed. On some cars, in addition to the main gearbox, an additional two-stage planetary (reduction mechanism) was installed, doubling the total number of gears. Since 1930, more than 11 thousand Ford-AA cars have been manufactured (of which in 1930 - 3432 copies, and in 1931 - 3124 copies). Fords rolled off the assembly line of the Nizhny Novgorod car assembly plant in flatbed form, or as a chassis for installing buses or other special bodies. Already in 1930, on these chassis, Soyuztrans auto repair shops in Rostov-on-Don produced 17 buses with open bodies of the Torpedo type with 15 seats for the southern regions of our country -. The bodies, which had wooden frames made of hard wood (ash, oak, beech, etc.) covered with sheet iron, were equipped with half-doors on the sides of each row of seats. From the windshield to the stern, the body was covered on top with a removable canvas roof. Subsequently, due to the lack of free chassis for them in Soyuztrans, the Rostov workshops accepted orders for the same buses from the Nizhny Novgorod Avtostory and the Sverdlovsk Uralmashstroy. Lots of these buses were used to transport workers and employees to construction sites. In 1931, 35 more examples of these open bus bodies based on the Ford-AA were built. At the end of 1931, the assembly of three-axle Ford-Timken trucks on the Ford-AA chassis began. Generally speaking, several “three-legged” aircraft on the Ford-AA chassis were developed even in the USA. In addition to Timken's, similar machines are also known. In the USSR, they were supplemented by the Ford-NATI-30 with a worm final drive, the Ford-NATI-30K with a gear GP (bevel with spiral teeth) and the not very successful Ford-AA-OTB-OGPU. After modifications in 1934, Ford-NATI-30 went into production under the GAZ-AAA brand, but even before that, almost the same “three-wheelers” were already well recognized in the country thanks to several thousand Ford-AA-Timken, assembled in Nizhny, also from imported ones. components. In addition, Gudok Oktyabrya trained workers for the main NAZ assembly line and carried out some of its own design developments. After the commissioning of the auto giant NAZ, already in March 1932 it lost its independence and was included in the Nizhny Novgorod Automobile Plant as a workshop, but still continued to assemble Timkens and other special vehicles on the Ford chassis, gradually switching to NAZ and GAZ, and in 1939 it became the Gorky Specialized Vehicle Plant (GZSA). However, the need for trucks in our country at that time was so great that the assembly of Ford-AA vehicles from American units was also established at another enterprise - the Moscow Automobile Assembly Plant No. 2 VATO named after the Communist International of Youth - KIM (later MZMA and AZLK, which produced everyone knows "Muscovites"). Construction of the KIM Plant began near the Boynya station on Ostapovskoye Shosse in November 1929, and in May of the following year the enterprise was basically built. On the 13th anniversary of the October Revolution, on November 6, 1930, the KIM plant gave the country the first 20 cars. Its capacity was much higher than the Nizhny Novgorod “Gudok...” and amounted to 24 thousand vehicles per year (12,000 trucks and 12,000 cars). In fact, the production of Fords by year was as follows: 1930 - 319 copies, 1931 - 10,274 copies, 1932 - 1,412 copies, 1933 - 2,534 copies, 1934 - 17,054 copies. etc. Although after 1933 they tried not to call them “Fords”, since they gradually switched from American components and assemblies to domestic ones. The first Fords assembled in the capital were also of the 1928-29 model (early wooden-metal cabins, a more archaic rounded hood and fenders, more “pushed” onto the wheels), but were equipped with new 5-window rims. They could have either single- or dual-slope rear wheels, depending on the expected load. In one of these cars, received in 1931, driver Slesareva from the 3rd garage of Mosavtogruz drove 50,000 km without a single accident, breakdown or repair. Various special equipment almost immediately began to appear on the chassis of Moscow Fords: vans, tanks, buses, ambulances (, , , , , , ) etc. By the way, contrary to popular belief, the first dump truck on a “one and a half” chassis was not at all GAZ-410, and dump trucks on the Ford-AA chassis of the 1928-29 model, which appeared already in the early 1930s, with both wooden and metal bodies - a dump truck with a wooden body, converted from a regular Ford-AA of 1928-29, is presented. auto repair shops MSPO. In addition, in 1932, on the basis of such a Ford, the MSPO motor depot built one of the country's first electric vehicles. Instead of an engine, batteries and two electric motors were installed on it, and the brakes were also slightly modified. Maintenance of the machine, which did not have complex mechanisms, was extremely simplified. Control was carried out according to the tram principle, with a maximum speed of 25 km/h. Soon, the 1928-29 Fords were replaced by the newer and well-known classic version of the AA-131, model 1930, with a wheelbase of 3340 mm, an all-metal cab and a one-piece stamped bumper. KIM has assembled many more such machines. Modifications and special equipment also appeared on their chassis (in particular, the first gas-cylinder trucks in the USSR), and good buses were built, which later traveled to many cities of the USSR (Moscow, Nalchik, Novosibirsk, etc.). In the summer of 1932, six Ford-AA assemblies of KIM served the Soviet Pamir expedition, and thereby completed a run from Moscow to the Pamirs and back. They became the first vehicles to travel in Tajikistan along routes that were inaccessible at that time, such as Murgab-Osh and Osh-Khorog. It would be more correct to call both domestic “Ford” car assembly plants and CMMs) workshops equipped with the latest technology of the time. The launch of these car assembly plants before the commissioning of the main NAZ plant pursued a twofold goal: firstly, to supply the Soviet vehicle fleet with imported cars at a lower price than the import of finished cars; and secondly, the development of modern production, the study of new models, the training of qualified personnel accustomed to the assembly line mode. By the way, our country was the first, but far from the only one, to launch “Ford production”. In 1931, assembly of Ford-AA began in Germany and Great Britain. Of course, like any other cars, Ford-AA trucks had weaknesses that immediately “manifested” on domestic roads. First of all, this concerned the front axle: a lot of trouble was caused by the quickly worn out axles, the bearings of their pins, the spring shackles and the axles themselves. The problem was frequent breakdowns of the springs of the front engine support and, as a consequence of this, the intermediate shaft of the transmission (since at the front it had only a toothed coupling instead of a cardan). This defect was eliminated in both Nizhny and Moscow in different ways. In the capital, the spring support was moved away from the center of gravity, thereby reducing the load, and at NAZ the springs were replaced with rubber cushions. Both rationalizations subsequently showed their viability. On January 1, 1932, at the time appointed by the government, the automobile plant in Nizhny Novgorod was ready for launch. On this occasion, a report was drawn up by the builders to the leadership of the Soviet state, in which they announced the decision to name the plant after the Chairman of the Council of People's Commissars of the USSR V. M. Molotov. The car plant in Nizhny Novgorod was built in a record time - 18 months (but the final commissioning of the entire enterprise took 3 and a half years). The first truck with the Nizhny NAZ Novgorod emblem rolled off the assembly line on January 29, 1932 at 19:15 (pictured above). The factory workers symbolically presented this car to V.M. Molotov himself, as evidenced by the inscription on its hood. By 24 hours on January 31, the 25th, the last planned car of the month, rolled off the assembly line. NAZ-AA cars were also Ford-AA variants of the “AA-131” model of 1930 with a 4-speed gearbox. The cabs of the first trucks were wood-metal, angular in shape (later, from 1934 until the Great Patriotic War, the cabs were all-metal). That year, things were not going well with the production of NAZs. The program for the first half of the year was not even half completed. The conveyor often stopped due to a disruption in the supply of components by related factories or because of their poor quality (defects often reached 85%). Some of the cars left the factory without brakes and without cabs at all. With the production of the first thousand NAZ-AA, it was decided to check the quality of the produced vehicles. To this end, they organized a car mileage with a length of 3018 km along the route Nizhny Novgorod - Moscow - Leningrad - Pskov - Vitebsk - Smolensk - Moscow - Nizhny Novgorod. 11 cars participated in it: 6 competitive (factory No. 1000-1004 and 1006) and 5 auxiliary machines. The mileage, held in the heat and land, started on July 4 and ended on the 22nd. The cars showed themselves well, only three breakdowns of springs occurred, several clicks of the gas pipeline and the punctures of the tires. At the end of 1932, Nizhny Novgorod was renamed Gorky, and since the beginning of next year, the brand of the produced cars was changed to gas at the factory. Then the emblem appeared, then fixed on the radiators of almost all pre -war (and some post -war) Gorky cars: a metal oval with a large inscription "GAZ", under it small printed - "them. Molotov ”, with a sickle and a hammer on the sides. In total, in 1932, 7357 Naz AA trucks were built, but this amounted to only 66.6% of the plan. Only next year (already “gas”) managed to enter the rhythm and fulfill the annual plan until 1939. In 1933, really one hundred percent GAZ-AA began to leave the assembly line, however, some of the cars were still equipped with wooden cabins. Only at the beginning of 1934 (and until the fall of 1941) all the cabs, as in Kim, became all-metal, and the “one and a half” gained their classic appearance.
This page was prepared based on the materials of the article “Lorry to GAZ-AA” by Mikhail Sokolov (Barnaul), published in the magazine “Comtrans” No. 2/2007.
