aircraft/loadouts Sukhoi Su-9 (I) (K) (1946) - The Father Of Sukhoi Jets

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Russia's rank VI aviation branch is going to flourish. We don't know how that tier will look like, but we can assume Russia will have the Su-7 and MiG-17F to start with. Because we don't have a Sukhoi line in the first place, I find it necessary that Gaijin introduces the Sukhoi line, so that the Su-7 has planes to precede it in the tech tree; adding it in the tech tree sitting in the middle of nowhere doesn't sound like a good idea. Starting with the Sukhois, the Su-9 1946 at rank V would be a nice choice! 

 

The Su-9 (I) (K) 1946 would be an alternative choice to the MiG-9 and the Yak-15 as a jet for newcomers, rightfully deserving battle rating 7.0 for its humble early jet performance.

 

Quick overview:

 

 

Spoiler

 

The Sukhoi Su-9 1946 was an early jet fighter built in the Soviet Union shortly after World War II. The design was heavily influenced by the Me 262 aircraft that the USSR had captured during the war, with a bit more power behind it. It's also the first USSR aircraft with an ejection seat.

 

 

 

 

 

History, design and development:

 

 

 

Spoiler

 

The experience of using on war planes of WFD and LRE accelerators in combination with piston engines has revealed the unreliability in the operation and the complexity of operation of such plants, as well as their complete futility for mass use in aviation.

The gas turbine engine (GTE) became the most real one, which met the requirements of further growth of altitudes and flight speeds. Formation of the form of the GTE took place against the backdrop of the development of two directions. The first of these is the creation of a turboprop engine (TMD), in which a gas turbine propelled an air propeller. Another direction of GTE development was the turbojet engine (TRD), the thrust of which was created due to the direct reaction of the gas jet.

AM Lulka, one of the first in the Soviet Union to create a turbojet engine, was an employee of the engine department of the Kharkiv Aviation Institute. Together with his associates, he developed in 1937 a project of the "RTD-1" turbo engine with a thrust of 500kgs. The Academic Council of KhAI did not appreciate the design of the unusual engine, but nevertheless recommended sending the author with the materials of the project to Moscow.

The work of AMLyulka found the support of the GUAP of the USSR NPCOP, but the necessary conditions for its implementation were not created, and only at the end of 1939, in connection with the SKB-1 organization at the Kirov plant in Leningrad, the matter shifted from a "dead center".

"Leningrad" period of activity of AMLyulka was very fruitful, but short, prevented the war that had begun. At the direction of VP Kuznetsov, Deputy People's Commissar of the Aircraft Industry, the work on the jet engine was mothballed, and the design office was evacuated to the Urals.

In the spring of 1942, the leadership of the Air Force of the Air Force put before the People's Commissariat of the aviation industry the question of the resumption of work on the TRD. In his address to AI Shakhurin, the Colonel-General of Aviation PF Zhigarev wrote:

"... Until July 15, 1941 the special design bureau (SLE-1) of the Kirov plant in Leningrad designed and built a gas turbine jet engine engineer Lyulka.

The state of work on the creation of the VRD engineer Lyulka by 15.07.41g. was as follows.

1. The bench sample of a gas turbine jet engine (RD-1) with a capacity of 1000 liters. is made on 70%.

2. The working design of the modernized RD-1 (1,000-l) engine, designed for flight testing, was completely completed and was put into production, 20% of the total work for this project was completed.

3. The analysis of the circuit is completely completed and a preliminary design of a gas turbine jet engine RD-2 with a power of 2500 hp is given.

After the termination of works on the creation of the RD, the whole engineering and technical staff of SKB-1 was transferred to SKB-2 of the Kirov plant, which is currently located in Chelyabinsk at ChTZ.

The manufactured parts of RD-1 and MPD-1 jet engines, unit units, laboratory equipment and working drawings remained in Leningrad at the Kirov plant.

Considering the importance of the work on the completion of the construction and development of the jet engine of engineer Lyulka, as well as the need for the fastest introduction of such jet engines in aviation, I ask you to include this work in the theme of the works of the plant 293, and to transfer the group of engineer Lyulka to the plant and use it to complete this work. "

At the beginning of July, 1942, the group of AMLyulka was transferred to the plant No. 293 in the OKB VF Bolkhovitinov. But the production base of the plant, oriented to the creation of experimental aircraft, could not provide the production of a number of specific units and aggregates of turbojet engines, as a result of which the work to create the engine of AM Ljulka practically stopped. The transfer of the group to CIAM that followed in 1943 did not accelerate the pace of work on the TRD.

By decision of the State Defense Committee of the USSR on February 18, 1944, a specialized research institute-1 was created in the system of the USSR NCAP, uniting all design teams working on jet engines.

On May 22, 1944, a government decree "On the Creation of Aircraft Jet Engines" was held, one of the points of which ordered the head of the SRI-1 PI Fedorov and the designer AMLyulka to build an experimental gas turbine VHF with a static thrust of 1250kgs and show it to factory tests by March 1, 1945. Since there was no production base in the NII-1 for the creation of a turbojet engine, the government decided to build a jet engine design base at a small Moscow mechanical factory of dies and fixtures ╧ 165. In the beginning of 1945 the first copy of the experimental TR-C-18 engine designed by the group AMLyulka was manufactured at this enterprise.

Preliminary research on a fighter with two S-18 turbojet engines, launched in the design bureau of PO Sukhoi by initiative, can be attributed to the second half of 1944. At the end of 1944, this topic was included in the project of the thematic plan of the plant ╧ 289 NCAP for 1945, with the date of the car in December 1945.

At the beginning of 1945, the 7th NSAP of the USSR approved the plan for the first quarter with the completion of the work on the jet fighter by March 1, 1946, but in the II and III quarters the topic was excluded from the plan, and work on it again became a proactive one. In addition, the lack of a flying model of the C-18 engine forced the designers to use the Jumo-004 captured engine.

In October 1945, the preliminary design of the aircraft with two turbojet engines Jumo-004, which received the code "L" in the design bureau, was approved by the 7th NSAP of the USSR, and in mid-December by the chief engineer of the Air Force.

According to the draft design, the aircraft was intended to conduct active air combat with enemy fighters and bombers in the front-line zone and was an all-metal mid-plane with a three-wheeled retractable landing gear. The two-spar wing had a trapezoidal shape in plan. The fuselage of the semi-monocoque design, an oval section with a widened lower part, was made without technological connectors. In its bow were the weapons compartments and the front chassis support. In front and behind the cockpit there were containers for soft fuel tanks with a total capacity of 2300 liters. Between the tanks, under the cockpit of the pilot's cabin, there was a cleaning compartment for the main landing gears, the wheels of which in the retracted position were located one after the other along the symmetry axis of the fuselage.

The tail plumage is all-metal. Control of rudders and ailerons - rigid, trimmers - cable, flaps - hydraulic. To protect the pilot provided for booking, in front - armored plate thickness of 12mm, located in front of a tank and armored glass thickness of 64mm, at the rear - armored piercing thickness of 10mm and armor with a thickness of 50mm. Armament consisted of a 37mm cannon with 45 ammunition ammunition and two 20mm caliber guns with a total ammunition load of 300 cartridges.

The conclusions of the conclusion on the draft design indicated that the project "... is of interest to the Air Force of the spacecraft both in terms of flight data and in terms of design.

... Flight-tactical data ... will be slightly better than the flight-tactical data of the same type German jet aircraft Me-262 ... ".

At the same time, before the presentation of the model, the chief designer was suggested to make changes in the reservation scheme, in the armament installation, in the fuel system and in special equipment, according to remarks noted in the conclusion, and in addition to work out the installation of take-off accelerators on the aircraft and develop a hermetic the cabin.

When approving the opinion, the Chief Engineer of the Air Force of the Air Force Colonel-General IK Repin noted that "The characteristics of the aircraft designed in the draft design are low for serial aircraft built in 1947. It is necessary to increase the Vmax to 900 km / h and implement the remaining comments on the project, except for the design, hermetic cabin.The design of the fighter must allow the installation of engines JUMO with thrust up to 1200 kg. "

By January 1, 1946, all the drawings for the model had been transferred to the workshops, and the willingness of the working project was 25%.

At the time of presentation of the layout of the state commission, the designers made changes in the design of the wing and fuselage, strengthened the booking of the cabin, and provided for the installation of bomber weapons.

On February 7, 1946, the state breadboard commission examined the presented mock-up, which, with some comments on February 16, was approved by the Air Force Marshal AA Novikov, commander of the Air Force.

On February 26, 1946, the Council of People's Commissars of the USSR approved its plan for the experimental aircraft construction for 1946-47 by its resolution. This decree and the order of the NCAP of March 27, 1946 obliged the Chief Designer and Director of the Plant ╧ 134 PO Sukhoi, along with other aircraft, "... to design and build a single-seat fighter with two JUMO-004, with the following data:

• The maximum speed at the ground is 850 km / h

• the maximum speed at an altitude of 3000 m is 880 km / h

• flight range: at maximum speed - 880 km

• while the flight duration is 60 minutes

• at 0.8 maximum speed - 1000 km

• with a flight time of 85.5 minutes.

• lifting time 5000 m - 5.7 min

• practical ceiling - 12,500 m

• Armament: 1 cannon caliber 37 mm, 2 cannon caliber 23 mm.

Plane build in 2 copies and produce the first copy for flight tests on November 1, 1946 ... ".

During the design and construction of the prototype aircraft, which received the factory code "K" and designation Su-9 , a number of changes were made to its design, mainly touched the airframe of the aircraft, chassis and equipment, and instead of the captured German engines Jumo-004 installed their domestic analogues - RD-10.

Some difficulties arose in connection with the absence in TsAGI of experimental materials on new high-speed profiles, as a result of which recommendations were given as the calculations and experiments ended, questioning the data that formed the basis for earlier recommendations. As a result, during the design process, wing designs were changed three times. In addition, the work carried out on the aircraft "K", coincided with the receipt of an additional task for the design and construction of a training bomber UTB-2.

Despite all the difficulties, the assembly of the aircraft was completed on September 18, and on October 5 it was transported to the airfield of the LII MAP for conducting factory tests. In the mixed team of testers were from the LII: test pilot GM Shiyanov, leading flight test engineer S.S.Faller and flight engineer BSBabinov, and from the plant ╧ 134: the leading flight test engineer M.I. Zuev, flight mechanic PF Samsonov, mechanics M. N. Eremin and I. I. Ievlev.

In late October, GM Shiyanov performed taxiing and approach. Due to unfavorable weather, the first flight of the Su-9 was postponed for a long time and took place only on November 13, 1946.

The flight tests that were started were slowed down by frequent engine failures, chassis development, hydraulic systems and bad weather. In addition, the first flights revealed problems in the aileron control system - the so-called "mashing", appearing at speeds of more than 480 km / h. Initially, the testers linked this phenomenon with great friction in the control system, and a dynamometer control knob was installed on the plane, but only after a decrease in effort from friction from 2 kg to 0.3 kg was there a local aileron overcompensation. Numerous alterations of ailerons (changing the shape of socks, reducing aerodynamic compensation, etc.) did not give a positive result, since either they moved the phenomenon of overcompensation to high speeds, or excessively increased the load on the handle. The problem was solved by installing 4mm corners along the top and bottom surfaces of the ailerons. At the same time, the results of work on the study of the physical picture of the flow past the trailing edge of the profile with the small superstructures located on it, conducted in TsAGI under the direction of GPSvishchev, were used.

The execution of the test program was delayed. Taking into account the existing circumstances, PO Sukhoi in early February 1947 appealed to the leadership of the Air Force with the request to assist in the manufacture of a small series (3-5) of the aircraft "K", which could speed up the factory tests, and in addition, to participate in the air the parade on May 1, 1947. Unlike the Commander of the Air Force Marshal of Aviation KA Vershinin, who supported this proposal, the Minister of Aviation Industry MV Khrunichev considered it premature. Meanwhile, the Su-9 trials continued.

At the beginning of May, when the instrument speed reached 830 km / h (M = 0.72) at an altitude of 5000 m, new "troubles" emerged - the transverse wobble of the aircraft and insufficient ground stability. To eliminate lateral swaying, the chief designer decided to change the shape of the gaps between the wing and the rear of the nacellus, and to increase the stability of the aircraft - to increase the area of vertical tail. These works were completed by early June, and subsequent flights confirmed the correctness of the decision.

As is known, with increasing speeds and altitudes of the flight, problems arise related to saving the crew in emergency situations, which can only be solved by taking special measures. That is why on January 25, 1946, the order of the NKAP "On Measures to Ensure the Conservation of the Life of Aircraft Crews in the Event of High-Speed Aircraft Accidents" was issued, obliging all the main designers "... to install on new experimental aircraft with a maximum speed of over 700 km / h, by the type of seats of aircraft He-162 and He-219 ... ". Implementing this instruction, the specialists of the Design Bureau of P.O.Sukhoi, taking for a basis the catapulted armchair of the He-162 aircraft, finalized its design by installing it on a telescopic cart that increased the directed course of the chair within the cabin and thereby reduced the overload, acting on the pilot with a bailout. According to preliminary calculations, the revised armchair, in comparison with the original sample, increased the speed of safe bailout by 30%. All work on the modernization of the chair was carried out under the leadership of AM Rodnyansky and were completed by the end of 1946.

Tests of the chair were carried out jointly with the LII MAP on the fuselage of the Su-9 aircraft, intended for statistic tests. With the help of a winch, the safety of the exit of the chair with the pilot dressed in winter uniforms was checked, ground bailouts of the dummy were made with the shooting of the process on movie cameras. Conclusion LII MAP confirmed the reliability and safety of the chair and allowed it to be installed on an experienced aircraft. Installation of the chair was carried out in late March 1947, and in mid-April, to ensure flight safety, the cab was expanded and replaced with the flap part of the lantern.

Due to the dodges and improvements, the factory flight tests were delayed until July 25, and instead of the planned for 14 flights, 60 flights had to be performed. At the final stage of the tests, a test pilot of the LII MAP SN was connected to them. Anokhin (9 flights), and for training to the parade - the test pilot of the Air Force Research Institute AG Kochetkov (7 flights).

In general, the factory tests confirmed the flight characteristics set by the government decree.

On August 18, 1947, the Su-9 was transferred to the State Research Institute of the Air Force for conducting state tests. The leading test pilot was A.G. Kochetkov, and the leading engineer was IG Rabkin.

During the state tests on the aircraft, questions that were not checked during the factory tests were worked out: determining the characteristics of the dive; take-off with the overloading flight mass; achievement of the maximum permissible number M (M = 0.8); checking the strength of the aircraft at overloads to n = 7.9; shooting at ground targets; bombing; checking of special equipment in flight. A modernized gun H-37 ╧ 20 OKB-16MV was tested under a separate program.

For a more objective assessment of the aircraft, the test pilots of the Air Force Scientific Research Institute, Pyotr Stefanovsky, AG Proshakov, VM Khomyakov, and GA flew round it. Sedov.

In order to radically improve the take-off and landing characteristics of the aircraft, at the request of the Air Force, at the plant ╧ 134 designed and manufactured the necessary components and mounting details, and in early November, the aircraft obtained from NII-1MAP prototype models of U-5 launch units (chief designer KB -3 G.Ya.Dillon). At the same time, a braking parachute device was mounted on the Su-9 airplane, using as a sample the device transferred to the plant ╧ 134 from the captured aircraft Ar.234. Tests carried out according to a separate program showed that the use of accelerators allowed to reduce the take-off run by almost 2 times, and the length of the run with the use of a brake parachute and brake flaps - from 1080 m to 660 m. With the approach of the end of the tests, the fate of the aircraft remained unclear. In the middle of November 1947, OKB-134 employees: V.A. Alibin, IEBaslavsky, S.Ya.Gorbunov, NAFomin, several times ahead of the events and relying on the results of the state trials that were not yet completed, appealed to the Minister of the Armed Forces of the USSR, Army General N.A. Bulganin with the proposal to introduce a Su-9 aircraft into batch production. A similar letter was sent to Stalin in early December. But this initiative had no practical result.

One of the points of the long-range plan for the development of aircraft construction in 1946-50. It was planned to expand the scope of aviation by increasing the volume of special equipment of the aircraft, including radar. By decree of the Government of July 17, 1947, the development of the first domestic on-board radar interception station "Thorium" was entrusted to NII-17 MAP (chief designer A.Slepushkin).

On the instructions of the Air Force in the spring of 1947 in OKB PO Sukhoy began to work out an option for the possible use of the Su-9 as an interceptor. By the middle of December, this work was nearing completion. Relying on it and on the results of the state tests of the Su-9 fighter, PO Sukhoi suggested to the Air Force commander his concept of the phased development of the interceptor fighter:

"... The design of the aircraft remains unchanged, with the exception of the nose part, in which the" thorium "interceptor and two 37 mm cannons are installed. At the same time, installation of instruments for blind landing is envisaged, while the aircraft performance of the Su-9 aircraft obtained at state tests, practically do not change.

Flight data of the aircraft will be dramatically improved in the second half of 1948 thanks to the production of RD-14 engines, equal in weight and size to RD-10 and installed on the plane by simple replacement without any alterations. The maximum speed of the aircraft with RD-14 engines at the ground and at altitude is 950 and 925 km / h, respectively, and the rise time by 5 and 10 km, respectively, decreases to 2.8 and 7.1 minutes. Given that the serial production of the aircraft could begin in the summer of 1948, almost all serial production planes will be produced with RD-14 engines.

At the same time, in order to develop the Su-9, I designed a fighter-interceptor in two RD-500 engines, with an airtight cabin, with the following flight-technical data:

• The maximum speed at the ground is 975 km / h At Н = 5000 - 960 km / h

• The dialing time is H = 5000 - 2.5 min.

• The flight range at H = 10000 in the normal version is 1550 km

• Run without accelerators - 500 m

Finally, the further development of the interceptor will be an airplane with 2 RD-45, which I now build according to the decision of the Council of Ministers at speeds of 1000-1050 km / h and a rise time of H = 10000, equal to 5 minutes ...

... In connection with the foregoing, I ask for your measures for launching the Su-9 airplane into serial production, because THIS aircraft and its further development solve the problem of intercepting enemy aircraft for the next 3-5 years. "On December 18, 1947, state tests were completed, during which 53 flights were completed, and from the beginning of operation 123 flights with a strike of 53 hours 15 minutes. According to the results of the state tests, it was noted that: "... The aircraft has the following advantages compared to the same type of domestic aircraft in mass production:

•  easier flight operation and easier ground handling;

• the use of take-off accelerators and a brake parachute allow it to be operated on airfields together with aircraft having piston engines;

• powerful weapons, fully used in the entire range of heights and speeds;

• sufficient volume of special equipment, communications and air navigation;

• allows simple modification of the installation of the search radar "Thorium", which ensures its conversion into an interceptor;

• technical data of this aircraft are at the level of serial aircraft ... ".

At the same time, a number of shortcomings were identified that are subject to mandatory elimination and, first of all, an increase in the maximum permissible number M and a decrease in the load on the control knob.

During January 1948, the leadership of the Air Force, along with an act following the results of the state tests of the Su-9 aircraft, prepared a draft letter for IV. Stalin and the draft government decree approving the act of the state tests of the Su-9 fighter. The draft resolution provided for the launching of the Su-9 aircraft into serial production at the plant No. 153 (Novosibirsk) in the variant of an interceptor with a hermachine, with the possibility of installing a radar "Tory", and in addition, in August 1948, he demanded that a fighter- interceptor with two RD-500 engines and "Thorium" radar.

In early February, these documents were sent for agreement to the Minister of Aviation Industry.

Two months passed, the minister was silent. In late March KA Vershinin again appealed to MV Khrunichev with a request to speed up the consideration of materials on the Su-9 airplane. In the first days of April the Air Force Commander received a new proposal of PO Sukhoi and the answer of the Minister of Aircraft Industry. Pavel Osipovich believed that:

"In connection with the forthcoming decision on the introduction of the aircraft into mass production ... it is most expedient - in terms of speeding up the development of a new type of fighter-interceptor - to launch the aircraft in production, changing the nose of the fuselage to locate the interception interceptor and providing an airtight cabin.

These changes are not fundamental and have been worked out already on the model of the nose of the fuselage, so that when launching the interception radar it will be possible to immediately check the operation of the locator in flight on the serial aircraft and to fulfill the operating moments of the hermetic cabin, such as the temperature regime, misting of the glasses, etc. .

The launch of the aircraft with a change in the interception locator for the fuselage nose part is also of interest from the point of view of the serial plant, since a significant number of units remain unchanged to further modify the interceptor with 2 RD-500. Only horizontal plumage and a wing with installation under RD-500 engines change, as the increased thrust of engines forces to pass to more thin wing.

Thus, summarizing the foregoing, I consider it advisable:

1. Launch of the Su-9 in serial production according to the drawings, in which the hermetic cabin and the changes in the forward part of the fuselage are already provided for the installation of the interception interceptor.

2. Designing and construction in 1948 of an experimental aircraft for engines RD-500 on the basis of the Su-9 aircraft with a new wing and horizontal tail.

These two parallel measures will shorten the period for the development of a new type of interceptor aircraft for 1-1.5 years. "

In turn, MV Khrunichev, responding to a request of KA Vershinin, wrote that:

"... With act ╧ 180 on the results of state tests of an experienced single fighter t.Sukhoi (Su-9) agrees.

Since the flight-technical data of the Su-9 aircraft comply with the requirements established for it by government decree, the Ministry of Aviation Industry can accept the Su-9 for serial production, but on condition that it is stored in batch production for 2 years. A shorter period of mass production will not justify the significant costs of setting up the production of an airplane.

Your proposal for the production of Su-9 aircraft with the new RD-500 engines, with the installation of radar equipment to search for targets in the clouds and with 37mm guns, is a serious modification and essentially requires the creation of a new aircraft.

Such an aircraft can be designed and built according to an experimental plan with the conduct of state tests, according to which the issue of launching it into batch production can be resolved.

I ask the decision of this issue to be submitted to the Minister of the Armed Forces, Mr. Bulganin. "A memorandum was prepared urgently in the name of NA Bulganin and a new draft government decree was drawn up, in which the serial plant No. 153 was replaced by the plant ╧ 381 (Moscow ), and added an item on the adoption of Su-9 aircraft in the version of the fighter-interceptor.

In the memorandum the Air Force Commander, trying to defend his point of view, noted that:

"... Comrade Khrunichev does not agree to launch the Su-9 in serial production in the proposed Air Force variant of an interceptor fighter, but considers it possible to build it in the version of a front-line fighter.

I can not agree with Comrade Khrunichev's proposal and insist on the launch of the Su-9 in the version of the interceptor fighter, that is, the interceptor. in the form indicated in the letter of Comrade. Stalin and in the draft resolution of the Council of Ministers of the USSR.

Chief Designer Comrade. Dry agrees with the proposal of the Air Force. "On April 3, the documents were sent to the Minister of the Armed Forces of the USSR, and a few days later they returned with the following resolution:" ... I agree with Comrade Khrunichev's proposal. I consider the air force proposal to be unacceptable. "Apparently, in the current situation, KA Vershinin had no choice but to agree with the proposal of the Minister of Aviation Industry, but time was lost, interest in the Su-9 fighter aircraft disappeared, moreover, in March In 1948, the government decided to launch a MiG-15 fighter into the series, which was more in line with modern requirements.

While the issue with the series was being solved, in order to eliminate the shortcomings revealed in state tests, the booster mechanisms in the aileron and elevator control system were installed on the Su-9 aircraft.

In September 1946, a research laboratory was set up in OKB-134 in order to fine-tune the experimental units of hydraulic and pneumatic drives used on aircraft, and also to ensure the design of new, promising structures.

A number of works were carried out in the laboratory during the year, one of which was the creation of a hydraulic booster drive designed to reduce the efforts attributable to the pilot and included in the reversible control system.

In the autumn of 1947, the booster mechanism successfully passed flight tests at the UTB-2 flying laboratory, confirming its efficiency and reliability.

Additional factory tests of the Su-9 fighter with booster mechanisms were carried out in April-June 1948 by a team of testers consisting of: test pilot GM Shiyanov, lead engineer MI Zuev, engineer for the AM Rodniansky aggregate, flight mechanic PF Samsonov and motorists ISIevlev and VSZenin.

In early June 1948, at the request of the chief designer of the plant ╧ 240 S. Ilyushin, a set of drawings of the booster mechanism of the Su-9 was sent to him.

On July 30, 1948, due to the termination of financing, the Su-9 was decommissioned.

The first jet fighter OKB PO Sukhoy remained unclaimed, despite the fact that for the first time in it was embodied a number of new areas of development of domestic aviation equipment:

• catapulted chair with increased stroke;

• aerodynamic brake shields;

• starting accelerators;

• brake landing parachute;

• hydraulic boosters in the aircraft control system;

• the possibility of installing an airborne radar;

• bomb weaponry of a fighter.

In February 1948, the Ministry of Aviation Industry sent a list of candidates to the Stalin Prize Committee for the 1947 Stalin Prize. Among the candidates was PO Sukhoi, who was nominated for a first-class award for the creation of a new jet single-seat fighter with two RD-10 engines. In early April, Deputy Chairman of the Committee S. Kaftanov addressed a letter to the Commander of the Air Force of the USSR Supreme Soviet, in which he asked for his opinion on each applicant. Marshal of Aviation KA Vershinin approved the candidacy of Pavel Osipovich, noting that: "The Su-9 airplane suits the conditions established by the decision of the Council of Ministers of the USSR of April 9, 1946 ... according to this decree, Comrade Sukhoi must be awarded Stalin Prize ".

 

Single fighter Su-9 was an all-metal mid-plane with a normal horizontal and single-keystone vertical tail, with a three-wheel retractable landing gear.

The fuselage for design is a semi-monocoque oval section, made without technological connectors. The power frame of the fuselage consisted of 33 frames, four spars, several stringers and skin. In the forward part of the fuselage there were cannon armament installations, a photo-cannon bullet, a compartment for the front chassis support and a front fuel tank. In the middle of the fuselage was the cockpit of the pilot, closed with a transparent lantern, and compartments of the main landing gear supports. The lantern of the cabin consisted of a visor, a folding part thrown to the right side and a rear fairing. The visor was equipped with an anti-icing system. The catapulted chair had a height adjustment in the range of 45 mm. In the rear of the fuselage, there was a rear fuel tank, radio equipment, a parachute-braking device.

Wing free-bearing, all-metal, trapezoidal in shape, consisted of two consoles, each of which was attached to the fuselage at four points. The wing's power skeleton included a main spar, two additional walls, three stringers, a set of ribs and a duralumin sheathing. For suspension of engines on the bottom surface of each console there were three units. The profile of the root part of the wing of TsAGI 12145, and the terminal one - TsAGI 1С10-12. The angle of installation of the wing is + 1╟, and the angle of the transverse V wing is + 4╟. Aileron wing type. At the root of the left aileron was a trimmer. For weight balancing in the toe of each aileron was fastened a steel pipe, filled with lead. Aerodynamic axial compensation was 25.3%. Angles of aileron deflection + 17╟ 30 '. The flaps consisted of two separate sections, one on each console and placed between the fuselage and the engine nacelle. The maximum flap deflection angle is 50 °. Brake shields were placed on each console between the nacelle and the aileron and consisted of two halves of the top and bottom. During work, both halves were deflected in opposite directions, turning around an axis located at the leading edge of the flap and directed along the span of the wing. The maximum opening angle was 115 °. In addition, the lower halves were deflected when releasing the flaps. turning around an axis located at the leading edge of the flap and directed along the span of the wing. The maximum opening angle was 115 °. In addition, the lower halves were deflected when releasing the flaps. turning around an axis located at the leading edge of the flap and directed along the span of the wing. The maximum opening angle was 115 °. In addition, the lower halves were deflected when releasing the flaps.

The tail tail included a keel with a steering wheel and a adjustable stabilizer with elevator.

Removable all-metal keel consisted of two spars, front wall, stringers, a set of ribs and plating. The steering wheel of the single-spruce structure with the working sheathing had axial aerodynamic compensation and full weight balancing. Steering angle deviation + 30╟.

The free-carrying all-metal stabilizer consisted of three spars, stringers, a set of ribs and plating. The stabilizer was controlled by a lift in a range of angles (+ 3╟ ...- 6╟30). The design of the elevator halves is similar to the rudder design. Angles of deflection of the elevator (+30 ╟ ...- 25 ╟). The steering wheel and the elevator had trim tabs.

Chassis - three-wheeled with a nose wheel. The main supports were retracted into the wing in the direction of the fuselage, while the wheels rotated relative to the supports by 90 ° and were placed vertically in the fuselage. The front support was retracted into the fuselage along the stream. In the retracted position, the chassis was completely closed with flaps and flaps, and fixed with mechanical locks, and in the released-hydraulic and ball locks. On the main bearings were installed brake wheels 750x260, and on the front - brake 500x150. Cleaning and normal release of the chassis were carried out using a hydraulic system, emergency chassis release and braking of the wheels - using a pneumatic system.

Two U-5 accelerators were suspended on the airplane, one on each side of the fuselage behind the trailing edge of the wing. Accelerators were attached using special locks and bugles and were dropped at the end of the work.

Accelerator U-5 consisted of:

• housing;

• powder guns НМ-4Ш;

• an igniter with three electric plugs.

Accelerator master data:

• length of the accelerator with a nozzle, mm 1285

• outer diameter, mm 318

• Starting weight, kg 1 30 + 5

• traction, kg 900-1500 *

• operating time, from 9-14.5 *

* The parameters depended on the outdoor temperature.

The parachute-braking device installed on the plane included:

• landing parachute (S domes - 9.5 m2);

• cable (length 4.5 m);

• a container with pyro-pistols from the closure of the leaflets;

• the lock of a brake parachute.

Aircraft control system - mixed. Steering elevator and ailerons - hard, steering wheel and trimmer rudders height and turn - cable. The control of the aileron trimmer and the rearrangement of the stabilizer is electromechanical. Control of flaps and brake flaps using a hydraulic system. The wiring of the aileron and elevator controls includes (on a reversible scheme) booster mechanisms powered by a separate hydraulic system.

The power plant consisted of two RD-10 turbojets with a resource of 25 hours. Each engine was controlled by a lever (ARM) connected by a system of rigid rods and rockers with a speed regulator and a regulator of the cone of a jet nozzle. The RD-10 was launched on the ground with the help of a motorcycle starter, and then from the auxiliary petrol system it was switched to the low-gas mode and switched to power from the main fuel system. The working fuel was a tractor kerosene.

The fuel system included a front fuel tank (1300 liters), a rear fuel tank (1066 liters), four pumping fuel pumps, a fuel distribution valve and pipelines. The fuel distribution valve was designed to ensure the uniform production of fuel from the tanks and was controlled by two handles located next to the throttle.

Armament consisted of rifle-cannon and bomber.

Rifle-cannon - a battery of one gun N-37 with an ammunition of 30 shells and two guns NS-23 with a total ammunition of 200 rounds. The design and placement of the guns provided for the possibility of replacing the three-gun battery with a four-gun battery (4xS-23). If necessary, the H-37 cannon could be replaced with H-45.

The control of shooting is electric: two buttons were installed on the handle of the aircraft control, the electric detours on the guns. Recharge - electro-pneumatic with the signaling of readiness of the weapon for shooting. Each gun unit had its own counter of the remaining projectiles. The sleeves were assembled in special compartments in the lower part of the fuselage. The design and placement of the guns in the battery provided for the possibility of replacing one 37 mm gun with two 23 mm calibers.

Bombardment weapons were placed under the fuselage in front of the wing and consisted of an easily removable streamlined holder and two bombs FAB-250 or one FAB-500. In the suspension of bombs, a 37-mm cannon was shot. When the bomb was suspended, the H-37 cannon was shot. The bomb drop control is electrical. The lifting of the bombs on the holder was carried out by a winch, which was mounted on the suspension strut of the front chassis support.

To conduct aimed fire and bombing from a dive on an airplane, there was a sight of the PBP-1B, the construction of which allowed it to be installed in combat and marching positions. In the forward part of the fuselage a photo-punk-gun PADU-22 was installed.

The aircraft was equipped with a set of equipment corresponding to the TTT Air Force to fighters in 1946 and included: radio equipment, instrumentation and oxygen equipment, as well as photographic equipment.

Radio equipment included:

• - radio receiver RSI-6M,
• - radio transmitter RSI-6,
• - radio-compass RPKO-10 with a frame of RMD,
• - radio altimeter PB-2,
• - MA device,
• - device Tone-2.

The plane was equipped with a single-beam L-shaped antenna. To carry out a routine survey, an AFA-NM aerial camera was used. For the apparatus in the lower part of the fuselage was made a photo with doors opening inwards.

In the variant of the fighter-interceptor, the installation of the radar station "Thorium" was planned, with the following basic data:

• the detection range is 10-12 km;

• aiming from a distance of 100-1500 m;

• weight - 260 kg.

Booking. The pilot was protected from the front with an armored vertical plate, 15 mm thick and a visor made of transparent armor, 90 mm thick. Behind - armored and armored head, 12 mm thick. To protect the pilot's head from above, an armored plate (head restraint), 6 mm thick, was installed on the hinged part of the lantern. The ammunition on the part of the fuses was protected by an armor plate, 15 mm thick. The total weight of the armor is 119 kg.

 

 

 

 

 

Su-9 1946 RATO:
 

Spoiler

 

 

 

 

Cockpit:
 

Spoiler

 

 

 

 

 

 

Internal Components:
 

Spoiler

 

 

 

 

 

 

Su-9 (I) (K) 1946 vs Me 262 - Comparison (Visuals):

 

 

Sukhoi Su-9 (I) (K) 1946 - Comparison With Other Planes (Visuals):
 

Spoiler

 

 

 

 

More pictures:

 

Spoiler

 

(Brake parachute)

 

 

 

 

 

Camouflage:

 

 

 

 

 

Specifications

 

 

Spoiler

 

Sukhoi Su-9 (K) (I) (1946)

 

 

General Characteristics

 

Number built: 1

First flight: 13th of November, 1946

Role: Fighter

Status: Prototype, canceled

Crew: 1

Length: 10.57 m (35.8 ft)

Wingspan: 11.21 m (37.9 ft)

Wing area: 20.24 m² (217.86 ft²)

Height: 3.72 m (12.2 ft)

Empty weight: 4,060 kg (8,951 lbs)

Loaded weight: 5,890 kg (12,985 lbs)

Max. takeoff weight: 6,380 kg (14,065.5 lbs)

Powerplant: 2 x RD-10 turbojet engines developing 900 kgf of thrust (8.8 kN, 1,980 lbf) (1,800 kgf, 3,960 lbf, 17.6 kN in total)

 

Performance

 

Maximum speed: 

• At sea level: 847 km/h (526 mph, 457 knots)
• At 3,000 m (9,842 ft): 900 km/h (559 mph, 486 knots)
• At 8,000 m (26,246 ft): 885 km/h (550 mph, 478 knots)

Cruise speed: 657 km/h (402 mph, 354.7 knots) at 5,000 m (16,404 ft)

Rate of climb: 19.8 m/s (65.09 ft/s)

Time to 5,000 m (16,404 ft): 4.2 min

Service ceiling: 12,750 m (41,831 ft)

Range: 900 km (559 mi, 486 nmi)

Max. range: 1,200 km (745.6 mi, 648 nmi)

Wing loading:

• Empty weight: 200.592885 kg/m² (41.08 lb. ft²)
• Loaded weight: 291.007905 kg/m² (59.6 lb. ft²)
• Max. takeoff weight: 315.217391 kg/m² (64.56 lb. ft²)

Thrust/weight:

• Empty weight: 0.44
• Loaded weight: 0.30
• Max. takeoff weight: 0.26

 

Armament

 

Guns: 

 

• 1 x 37mm Nudelman N-37D cannon (40 rounds in total)
• 2 x 23mm Nudelman-Suranov NS-23 cannons (100 rpg, 200 rounds in total)

OR

• 1 x 45mm Nudelman-Suranov NS-45 cannon (28 rounds in total)
• 2 x 23mm Nudelman-Suranov NS-23 cannons (100 rpg, 200 rounds in total)

 

Bombs:

• 2 x FAB-250 

OR

• 1 x FAB-500 (N-37 removed when suspension pods were installed)

 

 

 

There's yet another suggestion on a Sukhoi jet yet to come  

 

Sources/References:

 

Spoiler

 

https://en.wikipedia.org/wiki/Sukhoi_Su-9_(1946)

https://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=928

http://www.aviastar.org/air/russia/su-9.php

http://en.valka.cz/topic/view/731/Suchoj-Su-9-1946

http://hobbyport.ru/avia/su_9.htm

Авиация и Космонавтика. Владимир Проклов. Су-9, Су-11 и советский Ме-262
Полигон. Николай Гордюков. Первые реактивные истребители Сухого
Авиация и Время. Николай Гордюков. Реактивные "сушки" - первая проба
Алексей Шукало. Су-27: в игре и в жизни. Реальные самолеты. Фронтовой истребитель Су-9 ("К") и его модификации
Ростислав Виноградов, Александр Пономарев. Развитие самолетов мира
Шавров В.Б. История конструкций самолетов в СССР 1938-1950 гг. 
Симаков Б.Л. Самолеты страны Советов. 1917-1970

 

 

 

See more:

 

Sukhoi Su-11 (I) (LK) 1947 - A Refined Soviet Schwalbe

 

Sukhoi Su-15 (I) (P) (1949) - The Top Sukhoi Tier 5 Jet Armed With 37mm Guns

 

Sukhoi Su-7A "Fitter-A" - The Beginning of Greatness

 

Edited July 21, 2019 by EpicBlitzkrieg87

[SAUBER_KH7 3,326]

Open for Discussion.

[EpicBlitzkrieg87 8,350]

13 minutes ago, SAUBER_KH7 said:

Open for Discussion.

Thank you  grateful for the quick response

[Borotovas 4,500]

How about adding the Su-11 too?

 

We should get this plane. It will be a nice counter to the 262.

 

And a nice way to test RATO out.

 

Edited March 13, 2018 by Borotovas

[Smutol 2,730]

Is that official designation as Su-9? AFAIK Su-9 was soviet  jet interceptor that had nothing similar to the pictures u provide

[EpicBlitzkrieg87 8,350]

6 minutes ago, Smutol said:

Is that official designation as Su-9? AFAIK Su-9 was soviet  jet interceptor that had nothing similar to the pictures u provide

 

Yes it is. https://en.wikipedia.org/wiki/Sukhoi_Su-9_(1946)

 

9 minutes ago, Borotovas said:

How about adding the Su-11 too?

 

We should get this plane. It will be a nice counter to the 262.

 

And a nice way to test RATO out.

 

It's what I'm planning to do 

59 minutes ago, EpicBlitzkrieg87 said:

There's yet another suggestion on a Sukhoi jet yet to come  

 

Edited March 13, 2018 by EpicBlitzkrieg87

[Milocat 4,857]

I'm pretty sure this was suggested before, but eh.  I support it!  The Soviet Me 262 would be fun.

[SunlitZelkova 99]

I think the Sukhoi jet line should be part of the Lavochkin line.

 

Basically, instead of forcing Lavochkin only players to jump from 6.0 to 8.0/9.0, Sukhoi jets like this one could fill the starter jet role that is missing in that line.

 

Also, there are basically no more Lavochkin jets to add after the La-200 that could go past 8.0. There is the La-250, but that is a prototype and assuming that if Tier 6 planes come, they will continue to the 80s much like tanks did, the La line still does not have enough Lavochkin planes to make a full line. Thus, Sukhoi jets fit nicely there.

[Comrade_Katya 98]

Sounds great! It opens the way to the Alekseyev jets like the I-211 and I-215 also! +1

[Draco_Argentum 1,504]

+1 I like these dodgy early jets. The more '46 and earlier jets the better.

[EpicBlitzkrieg87 8,350]

13 hours ago, FlyForLenin said:

Basically, instead of forcing Lavochkin only players to jump from 6.0 to 8.0/9.0, Sukhoi jets like this one could fill the starter jet role that is missing in that line.

But the Lavochkin line can be filled with the La-150, La-152, La-156, La-160 and La-176, and has a different future than the Sukhois when rank VI comes out.

[EpicBlitzkrieg87 8,350]

I corrected the T/W values; now they should seem more reasonable.  

[Slipslime 660]

This would be a neat jet to have, it could probably go in the Lavochkin line since that OKB doesn't really have jet fighters beyond the La-200 besides maybe the La-250

[SunlitZelkova 99]

9 hours ago, EpicBlitzkrieg87 said:

But the Lavochkin line can be filled with the La-150, La-152, La-156, La-160 and La-176, and has a different future than the Sukhois when rank VI comes out.

 

None of those aircraft could be put above 8.0 though. They could definitely be added, but in order to allow the line to continue into 9.0 and beyond, Sukhoi jets will need to be added.

[EpicBlitzkrieg87 8,350]

13 hours ago, Slipslime said:

This would be a neat jet to have, it could probably go in the Lavochkin line since that OKB doesn't really have jet fighters beyond the La-200 besides maybe the La-250

 

Beyond the La-200, there's the La-176. Before the La-15, the previously mentioned planes

 

12 hours ago, FlyForLenin said:

None of those aircraft could be put above 8.0 though. They could definitely be added, but in order to allow the line to continue into 9.0 and beyond, Sukhoi jets will need to be added.

 

You obviously don't know the La-176 and La-168 well. They are 9.0 material, and the other planes are a mix of early and mid tier ones.

 

 

Edited March 15, 2018 by EpicBlitzkrieg87

[Eboy100 0]

+1

[SunlitZelkova 99]

11 hours ago, EpicBlitzkrieg87 said:

 

Beyond the La-200, there's the La-176. Before the La-15, the previously mentioned planes

 

 

You obviously don't know the La-176 and La-168 well. They are 9.0 material, and the other planes are a mix of early and mid tier ones.

 

 

 

Still, for planes beyond 9.0, the Sukhois would fit nicely into the Lavochkin line. Su-9, Su-11, Su-15, etc.

[EpicBlitzkrieg87 8,350]

8 hours ago, FlyForLenin said:

Still, for planes beyond 9.0, the Sukhois would fit nicely into the Lavochkin line. Su-9, Su-11, Su-15, etc.

Those are for tier 6. Unless you're referring to the su-9 1946, su-11 1947 and su-15 1949

 

Sukhoi and Lavochkin have enough jets at tier 5 to be separate is the main point.

Edited March 16, 2018 by EpicBlitzkrieg87

[QuantumLeclerc 213]

+1

 

Personally I think it'd do best in the Ilyushin/Sukhoi attacker line before the Il-28. While not a strict attacker, it'd make the most sense and it is the only early Russian jet with bombs, and has the NS-45.

[Querulous1 3,276]

I look forward to these planes, dont really mind where they start

[SunlitZelkova 99]

16 hours ago, EpicBlitzkrieg87 said:

Those are for tier 6. Unless you're referring to the su-9 1946, su-11 1947 and su-15 1949

 

Sukhoi and Lavochkin have enough jets at tier 5 to be separate is the main point.

 

But but... continuation and having one line be one line  Although, I like the idea of early Suhkois in the attacker line and then the 1960s Sukhois in the Lavochkin line.

13 hours ago, DominantReverse said:

+1

 

Personally I think it'd do best in the Ilyushin/Sukhoi attacker line before the Il-28. While not a strict attacker, it'd make the most sense and it is the only early Russian jet with bombs, and has the NS-45.

 

You point is valid, but I must say, the NS-45 does not get AP (and probably never will). Thus making it more of a heavy fighter type weapon rather than a ground attack weapon.

[kamikazi21358 998]

Please don’t crustify me but since it is heavily influenced on the Me 262 and only one was made, I think it would make a good premium rank V aircraft if/when rank 6 aircraft are released.

[EpicBlitzkrieg87 8,350]

33 minutes ago, kamikazi21358 said:

Please don’t crustify me but since it is heavily influenced on the Me 262 and only one was made, I think it would make a good premium rank V aircraft if/when rank 6 aircraft are released.

vvvv

On 3/13/2018 at 10:51 PM, EpicBlitzkrieg87 said:

Russia's rank VI aviation branch is going to flourish. We don't know how that tier will look like, but we can assume Russia will have the Su-7 and MiG-17F to start with. Because we don't have a Sukhoi line in the first place, I find it necessary that Gaijin introduces the Sukhoi line, so that the Su-7 has planes to precede it in the tech tree; adding it in the tech tree sitting in the middle of nowhere doesn't sound like a good idea. Starting with the Sukhois, the Su-9 1946 at rank V would be a nice choice! 

 

6 hours ago, FlyForLenin said:

But but... continuation and having one line be one line  Although, I like the idea of early Suhkois in the attacker line and then the 1960s Sukhois in the Lavochkin line.

Still, Sukhoi and Lavochkin have enough jets to be separate ^_^

[SunlitZelkova 99]

23 hours ago, EpicBlitzkrieg87 said:

vvvv

 

Still, Sukhoi and Lavochkin have enough jets to be separate ^_^

 

Only at Tier 5 though 

[EpicBlitzkrieg87 8,350]

6 hours ago, FlyForLenin said:

Only at Tier 5 though 

Yeah, and that's enough for them to be separate :P and look at the bright future of the Sukhois at tier 6.

 

I think having Lavochkins and Sukhois in the tech tree would not be good (visually). Like for example, Su-9 1946 ---> Su-11 1947 ---> suddenly la-15 ----> suddenly su-15 1949 etc. 

 

I prefer seeing them separate, for all reasons provided.