Sukhoi Su-27S "Flanker-B" - An Aerial Masterpiece

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After creating the MiG-29S suggestion I thought it only made sense for the follow-up to be on the Su-27.

 

The Su-27S or codenamed "Flanker-B" is the first production Su-27 for the VVS and the best land-based version of the Soviet era. 

 

Compared to the MiG-29, it was actually much slower especially at sea level, but it could load four more missiles than the Fulcrum (ten in total!) and it was slightly more maneuverable (under regular conditions of course, supermaneuverability is something else;) ) 

 

For arguments that support tier 7 at some point in the future, please check this post.

 

I will try to give as much info on it as possible. In the first tab you see a quick overview on the jet, while the second one is the really long version  

 

Quick overview:

 

(T10-1 prototype)

 

Spoiler

 

Code-named "Flanker-B", the Su-27S is the first production Sukhoi Su-27, a Soviet-era twin-engined supermaneuverable supersonic multirole jet fighter, whose origins trace back to as early as 1969, when the Soviet Air Force outlined its initial set of technical and tactical requirements for developing a new generation air superiority fighter that was viewed as a counter to the USAF F-X program (which eventually resulted in the F-15 Eagle). 

 

The main objective made up clear by the VVS, is to develop a heavyweight fighter that was well-suited to tight maneuvering, as well as huge capacity for internal fuel and a large number of long and short range air-to-air missiles carried at once. 

 

In fact, the Su-27 was never fitted with any sort of external fuel tank, since it could carry up to 9,000 kg of fuel. It was also provided with by fly-by-wire.

 

The first prototype, designated "T10-1", executed its first flight on the 20th of May, 1977, powered by AL-21F-3 turbojets, under the hands of the capable Vladimir Ilyushin, Sukhoi's legendary chief test pilot. 

 

The second prototype, T10-2, flew on the 7th of July, 1978. On that day, it crashed, and test pilot Evgeniy Solovyov lost his life. The result of which was determined to be the disintegration of the aircraft in the air due to pilot-induced oscillation and resultant excessive G-forces.

 

Later, the aircraft's engine was replaced with the AL-31F, which was purposely designed for the T-10 anyhow. That was the third prototype, designated T10-3, which first flew on the 23rd of August, 1979. 

 

Eventually, it became clear that the T10 prototypes were quite flawed when pitted against its US rival and the designer's benchmark. Keeping that in mind, the prototype underweant heavy and new changes, resulting in the all-new T10S production configuration. The first prototype flew on the 20th of April in 1981, again under the hands of Vladimir Ilyushin. The test flight was compressed, stressful and rather troublesome, thought it was still cleared for production at the Komsomolsk-on-Amur's GAZ-126 (named after Yuri Gagarin) in 1982, under the service designation of Su-27S, though the development was not without major setbacks, as the T10S-1 prototype was lost on 3 September 1981, with Sukhoi OKB chief test pilot being able to eject safely, and in the next year on the 23rd of December, the T10S-2 prototype crashed, killing Alexander Komarov. 

 

Anyhow, it entered frontline regimental service with the IA PVO in late 1984, lagging behind its US rivals, the F-15A and F-16A by eight and five years resoectuveky, However, its weapon systems became fully-fledged in August 1990.

 

For aerial combat, it was equipped with the Tikhomirov-NIIP N001 Myech pulse-doppler radar, OEPS-27 IRST, SPO-15LM Beryoza RWR, R-27R, R-27T, R-27ER, R-27ET, R-27ER1, R-27ET1 and R-73 air-to-air missiles.

 

For ground attack, it had a wide range of unguided rockets, air-to-ground missiles and bombs.

 

 

 

 

History, design and development:

 

 

Spoiler

 

In aviation history, during the late 60s, they were marked by the entry into service of the air forces of the major aviation powers of the world of supersonic fighters, which, despite all the differences in layout and flight mass, had a number of unifying features. They had a speed twice as high as sound, and a ceiling of about 18-20 km, equipped with airborne radar stations and guided air-to-air missiles. Such a coincidence was not accidental, since nuclear bombers were considered the main security threat on both sides of the Iron Curtain. Accordingly, requirements were also formed for new fighters, the main task of which was to intercept high-speed high-speed non-maneuverable targets at any time of the day and in any weather conditions.

 

As a result, a number of aircraft were born in the United States, the USSR, and Western Europe, which were subsequently attributed to the second generation of fighters in terms of a combination of layout features and flight performance. The thesis about the conventionality of any classification was confirmed by the fact that in the same company with the "licked" aerodynamics of the MiG-21, Mirage III, Starfighter and Draken, the F-5 light fighter Freighter Fighter was converted from a training aircraft and heavy twin-engine double F-4 "Phantom", nicknamed by the Americans themselves "the victory of brute forces over aerodynamics."

In pursuit of a high maximum speed, the designers followed the path of introducing wings with a high specific load and a thin profile, which, of course, had great advantages at supersonic, but had a serious drawback - low bearing properties at low speeds. As a result, second-generation fighters had unusually large take-off and landing speeds, and maneuverability was also unimportant. But even the most venerable analysts then believed that in the future, a combat aircraft would increasingly resemble a reusable manned missile. "We will never see air battles, like those that happened during the Second World War ..." - wrote the famous theorist Camille Rougeron. 

 

In the meantime, it was necessary to get rid of the main shortcomings of the second generation, namely to increase the range and improve take-off and landing characteristics to ensure basing on poorly prepared airfields. In addition, the steadily increasing price of fighters dictated the need to reduce the absolute number of the fleet while expanding the functions of aircraft. A qualitative leap was not required, although the tactics of the air war were already changing before our eyes - the widespread development of anti-aircraft guided missiles led to the withering away of the doctrine of a massive invasion of bombers at high altitude. The main stake in strike operations was increasingly made on tactical aircraft with nuclear weapons, capable of breaking through the air defense line at low altitude.

 

To counter them, fighters of the third generation were intended - MiG-23, Mirage F.1, J37 Wiggen. Their entry into service, along with the upgraded versions of the MiG-21 and F-4, was planned for the early 70's. Simultaneously, on both sides of the ocean, design studies began on the creation of fourth-generation fighters, promising military vehicles that would form the basis of the air forces in the next decade.

The first to solve this problem began in the United States, where as early as 1965 the question was raised about creating a successor to the F-4C Phantom tactical fighter. In March 1966, the FX (Fighter Experimental) program was deployed there. Over the years, the concept of a promising fighter has undergone a number of significant changes. The greatest influence was exerted on the experience of using American aircraft in Vietnam, where heavily armed Phantoms had advantages in long and medium range battles, but were constantly defeated by the lighter and more maneuverable Vietnamese MiG-21s in close air battles.

 

The design of the aircraft according to the specified requirements began in 1969, in the same year the fighter was assigned the designation F-15. Further than others, work on the FX program was promoted by McDon-Nell-Douglas, North American, Northrop, and Republic. The winner of the competition was the McDonnell-Douglas project, which was close in aerodynamic configuration to the Soviet MiG-25 interceptor, which then had no analogues in the world according to flight data. On December 23, 1969, the company was awarded a contract for the construction of experimental aircraft, and 2.5 years later, on July 27, 1972, test pilot I. Barrows raised the second first flight of the prototype of the future “Needle” - an experienced fighter YF-15. The next year, a double combat training version of the aircraft was circled, and in 1974, the progress of the FX program was closely monitored in the USSR. The information that leaked to the pages of the open foreign press (and it was not so small), as well as the information received through intelligence channels, were carefully analyzed. It was clear that it was the F-15 that would have to be guided in creating the new generation of Soviet fighters, now called the fourth. The first studies in this direction in the three leading domestic "fighter" design bureaus - P.O. Sukhoy (Machine-Building Plant "Coulomb"), A.I. Mikoyan (Moscow Machine-Building Plant "Zenith"), and A.S. Yakovleva (Moscow Machine-Building “Speed” plant) - began in 1969-1970, but at first they were carried out on an initiative basis, without the indication “from above” necessary for their “legalization”.

 

Like overseas, the new generation Soviet fighter - PFI, which was called "anti-F-15" by designers, was decided to create P.O.Sukhogo, A.I. Mikoyan and A.S.Yakovlev . It is worth noting that General Designer Pavel Osipovich Sukhoi did not immediately agree to participate in the program: despite the fact that the specialists of his design bureau were the first to begin preliminary studies of the appearance of a promising fighter, it seemed to him to create an aircraft with the given characteristics with the level of development of electronic equipment in the USSR extremely problematic. In addition, the Design Bureau was overloaded with other equally relevant topics: in the early 70's. MZ "Pendant" launched the first prototypes of the Su-24 front-line bomber (in the terminology of the time), prepared the long-range high-speed missile carrier and T-4 reconnaissance aircraft ("100") to begin flights, and work was in full swing to create new modifications of the Su-24 interceptor -15 and the Su-17 fighter-bomber, the design of the multi-mode strategic strike aircraft complex T-4MS ("200"), the Su-25 military attack plane, and the Korshun unmanned aerial vehicle were underway. Finally, under pressure from the ministry, and at the beginning of 1971, P.O. Sukhoi ordered the development of a preliminary design of a promising front-line fighter, which received the T-10 factory code and then the secret name of the Su-27. the long-range high-speed missile carrier and T-4 reconnaissance plane ("100") was preparing for launch, work was underway to create new modifications of the Su-15 interceptor and Su-17 fighter-bomber, the design of the multi-mode strategic strike aircraft complex T-4MS (" 200 "), the Su-25 military attack aircraft, and the Korshun unmanned aerial vehicle. Finally, under pressure from the ministry, and at the beginning of 1971, P.O. Sukhoi ordered the development of a preliminary design of a promising front-line fighter, which received the T-10 factory code and then the secret name of the Su-27. the long-range high-speed missile carrier and T-4 reconnaissance plane ("100") was preparing for launch, work was underway to create new modifications of the Su-15 interceptor and Su-17 fighter-bomber, the design of the multi-mode strategic strike aircraft complex T-4MS (" 200 "), the Su-25 military attack aircraft, and the Korshun unmanned aerial vehicle. Finally, under pressure from the ministry, and at the beginning of 1971, P.O. Sukhoi ordered the development of a preliminary design of a promising front-line fighter, which received the T-10 factory code and then the secret name of the Su-27. The design of the multi-mode strategic strike aircraft complex T-4MS ("200"), the Su-25 attack aircraft, and the Korshun unmanned aerial vehicle were underway. Finally, under pressure from the ministry, and at the beginning of 1971, P.O. Sukhoi ordered the development of a preliminary design of a promising front-line fighter, which received the T-10 factory code and then the secret name of the Su-27. The design of the multi-mode strategic strike aircraft complex T-4MS ("200"), the Su-25 attack aircraft, and the Korshun unmanned aerial vehicle were underway. Finally, under pressure from the ministry, and at the beginning of 1971, P.O. Sukhoi ordered the development of a preliminary design of a promising front-line fighter, which received the T-10 factory code and then the secret name of the Su-27.

 

It was decided to base the technical proposal on the first version of the aircraft’s appearance, prepared for (February 1970 in the design bureau project department led by Oleg Sergeyevich Samoilovich. The first draft sketches of the new fighter were made in the design bureau of P.O. Sukhoi in the autumn of 1969. At first This was done by only one person - the designer of the project department, Vladimir Antonov. Based on the studies of B.I. Antonov in the project department, the first version of the T-10 layout was prepared.O.S. Samoilovich, V. became its direct authors. IA Antonov and head of the project team brigade VANikolaenko The main feature of the aircraft was to be the interpretation of the so-called integrated aerodynamic layout, in accordance with which the glider was made in the form of a single supporting body from a set of deformed aerodynamic pr (x |) or with smooth conjugation of the wing and fuselage. For the first time, the integrated layout was applied by P.O. Sukhoi Design Bureau in the development of the design of the strategic T-4MS multi-mode aircraft.

In front, the fuselage head was “built up” on the fighter’s main body, including the bow compartment with radar, the cockpit, the niche of the front landing gear, the cockpit and the cockpit compartments of the equipment, and two insulated gondolas with turbojet engines, air channels and adjustable ones were suspended underneath air intakes located under the center section. Consoles of the all-turning horizontal and two-keel vertical plumage, as well as two ventral crests, were attached to the nacelles. The integrated circuit provided a significant increase in the aerodynamic quality of the fighter and made it possible to organize large internal compartments for the placement of fuel and equipment.

 

According to the calculations of the developers, the influx was supposed to provide an increase in the load-bearing properties of the aircraft at large angles of attack (more than 8-10╟) with a simultaneous increase in pitching moment for pitching. In the presence of an influx at large angles of attack above the wing, a stable vortex system was formed of two vortex bundles (one appeared at the root influx and spread over the wing, the second at the leading edge of the base wing). With an increase in the angle of attack, the intensity of the vortex bundles increased, while rarefaction increased on the wing surface under the vortex bundle. consequently, the lift of the wing increased. The largest increase in rarefaction was located in front of the center of gravity of the aircraft on the part of the wing adjacent to the root influx, as a result of which the focus was shifted forward and the converging moment increased.

Another important feature of the T-10 for the first time in domestic fighter aviation was to be the implementation of the concept of longitudinal static instability of an aircraft at subsonic flight speeds, ensuring its longitudinal balancing in flight by means of automation of a fourfold redundant electrical control system (EDSU). The idea of replacing the traditional mechanical control wiring with an EMF was already used by the Design Bureau to create the T-4 aircraft, the tests of which confirmed the correctness of the main technical solutions. The adoption of the concept of longitudinal static instability (otherwise - "electronic stability") promised serious advantages: for balancing the aircraft at large angles of attack, the stabilizer must be tilted upward, while its lifting force was added to the lifting force of the wing, which gave a significant improvement in the load-bearing properties of the fighter with a slight increase in its resistance. Thanks to the use of the integrated statically unstable layout, the Su-27 had to acquire exceptional maneuverable characteristics, allowing it to carry out evolutions in the air that were inaccessible to aircraft of the usual scheme, and have a long flight range without hanging tanks.

 

Problems with the layout of the three-leg chassis on this first version of the T-10 forced the developers to use a bicycle chassis scheme, but with load distribution as in a traditional three-leg scheme, while the main (rear) landing gear was retracted into the center section niche equipped with a cowl between the nacelles engines, and additional support racks were located in the fairings on the wing consoles between the aileron and the flap.

The T-10 model purges performed in the T-106 wind tunnel of the Central Aerohydrodipamic Institute gave encouraging results: with moderate wing lengthening (3-2), an aerodynamic quality of 12.6 was obtained. Despite this, TsAGI experts strongly recommended not to use the integrated layout on promising fighters. It was affected by a certain conservatism of the then leaders of the institute, who also referred to information from abroad (the F-15 was built according to the classical scheme!). In this regard, to some extent, as a safety net, and with an eye on the F-15, in the second half of 1971 in the team of the design department of the design bureau P.O.Sukhogo, headed by A.M. Polyakov, under the leadership of A. I. Andrianova worked out the second version of the layout of the T-10 according to the traditional scheme, with the usual fuselage, a high wing, side air intakes and two engines mounted side by side in the rear. According to the shape of the wing in terms of the plumage and the plumage pattern, this variant generally corresponded to the variant with an integrated layout.

Tests of the T-10 models performed according to the traditional design did not reveal any advantages over the original layout. Over time, TsAGI realized the groundlessness of their fears, and the institute became a staunch supporter of the integrated circuit. Later, in the course of the in-depth development of the T-10, a significant number of other fighter layout options (totaling over 15) were created and tested in TsAGI wind tunnels at the TsAGI wind tunnels, differing mainly in the placement of engines, air intakes and chassis designs. V.I.Antonov, who was at the origins of the creation of the fighter, recalls that the Su-27 was jokingly called the "aircraft of variable layout." It is noteworthy that in the end, preference was given to the very first option - with an integrated layout, isolated engine nacelles, longitudinal static instability and EMF. The changes affected mainly only the landing gear and airframe contours (for technological reasons, it was necessary to abandon the widespread use of double curvature surfaces).

 

The fact that the Su-27 took place precisely in this version of the layout is a great merit of the General Designer P.O. Sukhoi. Despite the serious objections of the supporters of the traditional scheme (and there were quite a few), even at the very early stages of design, Pavel Osipovich had the courage to decide to use the most advanced aerodynamics, flight dynamics and aviation design when creating the Su-27, such as the integral layout, statically unstable circuit, remote control system, etc. In his opinion, given the real state of affairs in the USSR in the field of aviation electronic equipment and. first of all, the weight and size characteristics of existing and promising long-range on-board radar stations, as well as on-board computer systems, only using these unconventional solutions could we create an aircraft that was not inferior in characteristics to the best foreign counterparts. Time showed him right.

 

In 1971, the Air Force's first tactical and technical requirements (TTT) were formulated for a promising front-line fighter PFI. By this time, the requirements for the new American F-15 fighter became known in the USSR. They were taken as the basis for the development of TTT for PFI. it was envisaged that the Soviet fighter should surpass the American analogue in a number of basic parameters by 10%. Below are some characteristics that, according to the tactical and technical requirements of the Air Force, should have possessed PFI:

the maximum number of M flights is 235-2.5;

maximum litter speed at an altitude of more than 11 km - 2500-2700 km / h:

maximum flight speed near the ground - 1400-1500 km / h;

maximum rate of climb near the ground - 300-350 m / s;

practical ceiling -21 -22 km;

range of a napta without PTB at the earth - 1000 km:

flight range without PTB nor high altitude -2500 km;

maximum operational overload -

8-9; - acceleration time from 600 km / h to 1100 km / h - 12-14 s;

acceleration time from 1100 km / h to 1300 km / h - 6-7 s;

starting thrust-to-weight ratio - 1.1-1.2.

The main combat tasks of the PFI were determined:

Destruction of enemy fighters in close air combat using guided missiles (SD) and guns;

interception of long-range air targets when pointing from the ground or autonomously using a radar sighting system and conducting air combat at medium distances using guided missiles;

covering troops and production facilities

infrastructure from air attacks;

opposing enemy air reconnaissance:

escorting long-range and reconnaissance aircraft and protecting them from enemy fighters;

air reconnaissance;

 

Destruction of small-sized ground targets in conditions of visual visibility using bombs, unguided missiles and cannons.

The defeat of air targets was to be carried out at medium and small distances, in free space and against the background of the earth, day and night, in simple and difficult weather conditions, when the enemy used active and passive interference. For this, the PFI was to be equipped with a multi-mode airborne radar station, which was supposed to be created on the basis of the Sapfir-2 ZML radar, the then-modernized MiG-23ML fighter, and an optoelectronic aiming system based on a tracking heat finder and an optical-television sight. It was proposed to include K-2 5 medium-range missiles with semi-active homing radars (PARGS), which were being created at the Vympel missile defense system under the American AIM-7E Sparrow missile system, as part of the armament of a promising fighter

The main rivals of the PFI in aerial combat were considered American promising F-15 fighters of the McDonnell-Douglas company, R.53O and YF-17 (R.600) of the Northrop company (later the General Dynamics was later considered instead of the last two "). Typical air targets for interception were American tactical fighters F-4E and F-111A, West European fighter-bomber MRCA (Tornado) and Jaguar, as well as Chinese J-6 (copies of obsolete Soviet MiG-19 fighters, a large number included in the air force of the PRC).

It was assumed that one of the main distinguishing features of the PFI, in comparison with the previous generation fighters (MiG-23, Su-15), which provides a successful solution to combat missions, will be the high maneuverability of the aircraft. The requirement for high maneuverability in aerial combat was planned to be realized through the use of powerful, light and economical 4th generation engines, which would provide the fighter with a thrust ratio of more than 1, as well as the use of aircraft layout schemes with improved aerodynamic quality.

The preliminary design of the Su-27 aircraft, which generally met the Air Force TTT for PFI, was developed at the Design Bureau of P.O.Sukhogo in the second half of 1971. It considered two options for the layout of the fighter - integrated and classic, developed in two teams of the project department (chiefs brigades VANikolaenko and A.M. Polyakov, supervisors V.I.Antonov and A.I. Andrianov, respectively) and received the conventional names T-101 and TYu-2 (not to be confused with the names of the first experimental Su-27 aircraft that appeared in 1977-1978 .!).

The integrated circuit version of the aircraft presented in the pre-project generally corresponded to the first appearance of the T-10, prepared in the project department at the beginning of 1970. It also provided for smooth pairing of the wing and fuselage, the use of insulated engine nacelles with air intakes under the center section and two-wing plumage . In the head part of the fuselage there was a bow compartment (in which a radar and an optoelectronic aiming system with a fuselage optical unit were installed), a crew cabin, a niche of the front landing gear, an under-cockpit compartment and an outfill compartment. In the middle part of the fuselage, made as a whole with the center wing, there were the main fuel tanks, niches of the main landing gear, and under it - the middle parts of the engine nacelles with air channels.

The wing-shaped wing with a smooth change of the sweep angle along the leading edge from the influx to the tip (sweep angle of the base wing 45╟, extension 3.38, narrowing 6.57) and a significant aerodynamic twist was equipped with single-section flaps and ailerons. Mechanization of the leading edge was not provided. Consoles of a one-turn horizontal tail unit had oblique axis of rotation and were installed on the sides of the engine nacelles below the wing plane. The vertical plumage included two keels with rudders fixed with a significant camber angle on the engine nacelles, and two dorsal fins (on the sides of the engine nacelles). On the upper surface of the rear of the fuselage between the engine nacelles placed a brake flap. Rectangular air intakes located under the center wing with a horizontal braking wedge were adjustable using the front and rear movable panels and supplied with recharge flaps on the side walls. To drain the boundary layer, the upper wall of the air intake was moved away from the lower surface of the center section, where a discharge wedge was organized.

The chassis was carried out according to a three-support scheme (this was one of the main differences between the layout of the T-101 from the first appearance). The forward unloaded nose landing gear, equipped with one wheel, was retracted into the fuselage niche back along the flight. The main landing gear with two-wheeled trolleys, made according to the tandem scheme, were removed in the niches of the middle part of the fuselage between the nacelles. The disadvantage of this scheme was the relatively small track of the chassis (only about 1.8 m). To accommodate weapons, 6 suspension points were provided under the wing and one each under the air channels of the engines. The length of the aircraft was 18.5 m, the wingspan - 12.7 m, the wing area - 48 m2, the height of the aircraft in the parking lot - 5.2 m.

The T-10 variant presented in the pre-project, made according to the traditional scheme, was a high-wing with side air intakes, two engines in the rear of the fuselage and a two-tail plumage. As with the integrated circuit variant, the nose compartment of the radar and the optoelectronic aiming system (with sensors under the nose), the cockpit, the cockpit and cockpit compartments of the equipment, the niche of the front landing gear (in the cockpit compartment) were located in the head of the fuselage. In the middle part of the fuselage, the main fuel tanks were located, and on the sides were air intakes that passed into the air channels of the engines. Under the air channels, niches of the main landing gear were arranged, and under the right channel, in front of the chassis niche was a compartment of the built-in cannon mount. The tail of the fuselage was two motor bays,

The wing with a smooth change of the sweep angle along the leading edge had an elongation of 2.8 and a narrowing of 4.25. The wing mechanization included two flap sections and deflectable socks; ailerons were used to control the roll. According to the tail assembly, the aircraft almost completely corresponded to the integrated circuit variant, only the stabilizer arms, also located below the wing plane, had a significant negative transverse angle V (-6╟). Rectangular lateral air intakes with a horizontal braking wedge were made adjustable with the help of front and rear movable horizontal panels and supplied with recharge flaps on the side walls. To drain the boundary layer, the side wall of the air intake was moved away from the side of the fuselage, where a discharge wedge was organized.

 

The tricycle landing gear included a front two-wheel support, which was tucked into the niche of the cockpit compartment of the head of the fuselage, and the main supports with three small-diameter wheels mounted on the same axis, retracted backward along the flight into the fuselage compartments under the air channels of the engines. The use of such a scheme made it possible to increase, compared with the integral layout option, the chassis track (up to 3 m), however, it was also not possible to completely remove the wheels in the niches, therefore niches protruding into the stream were provided. To place weapons on the plane, there were 6 suspension points under the wing and two points under the middle part of the fuselage. The length of the aircraft was 17.3 m, wingspan - 11.6 m, wing area - 47.4 m2.

The normal take-off weight of both T-10 variants was estimated at 18,000 kg. In accordance with the specified starting thrust-weight ratio of 1.15, the engine thrust was to be 10300-10400 kgf. In the early 70's. double-circuit turbojet engines of this thrust class were developed in three motor design bureaus: MZ Saturn (General Designer A.M. Lyulka), Perm Motor Design Bureau (chief designer P. A. Solovyov) and MMZ Soyuz (General designer S. K. Tumansky) . The characteristics of three such engines, which had the names AL-31F, D-ZOF-9 and R59F-ZOO, respectively, were the basis for calculating the flight performance of the T-10.

The armament of both versions of the Su-2 7 at the stage of the preliminary project included two medium-range missiles K-2 5 with semi-active radar homing heads and 6 K-60 melee missiles with thermal homing heads. Ammunition built-in double-barrel gun AO-17A caliber 30 mm was 250 rounds. The on-board electronic equipment of the Su-27 included an arms control system (SUV), navigation and aerobatic systems, an airborne defense complex, communications equipment and state recognition. The armament control system included the Sapphire-23MR (S-23MR) airborne radar station, which had a range of detection of air targets of 40-70 km in free space and 20-40 km against the background of the earth (in the front and rear hemispheres), optoelectronic sighting system (a combination of a tracking heat direction finder and an optical-television sighting device), a helmet-mounted target designation system, two calculators - an analog AVM-23 and a digital "Orbit-20", a weapon control system, interface equipment, etc. The display of information from the radar and OEPS should have been carried out on the indicator on the cathode ray tube.

The navigation complex included: the IKV-72 inertial vertical-directional instrument, the “Search” Doppler speed and drift angle meter, an air signal system, the Radical radio navigation system, the automatic radio compass, the CO-72 aircraft transponder, the Maneuver navigation computer, and navigation map tablet. The flight complex included an automatic control system, a radio altimeter and flight instruments. The display of aerobatic information was also carried out on the indicator against the background of the windshield. The airborne defense complex consisted of an irradiation warning station (radio intelligence station) Bere-za-P, a radar detector for launching missiles Pion-L, and a laser irradiation detection station, stations of active radar interference "Geranium-F" and a digital computer. The communication and state identification equipment included two connected radio stations - Zhuravl-30 (VHF band) and Zhuravl-K (KB band), secret communications equipment, command radio control line Raduga-Bort for aiming the aircraft at a target from ground command post, interrogator and respondent of the state recognition system, voice informant, etc.

Based on the calculations of the main characteristics of the aircraft, performed at the Design Bureau using the initial data on the AL-31F engine (thrust 10300 kgf), the expected weight characteristics of the components of the avionics and the results of the T-10 models blowing in the TsAGI wind tunnels, the following basic aircraft data (for the variant with integrated layout, with the estimated ammunition of two K-25 missiles, six K-60 missiles and a full ammunition of the gun):

 

normal take-off weight (without PTB) -18000 kg; - maximum take-off weight (with PTB) - 21000 kg;

maximum flight speed at an altitude of 11 km - 2500 km / h;

maximum flight speed near the ground - 1400 km / h;

practical ceiling with 5096 remaining fuel-22500m;

maximum rate of climb near the ground with 50% fuel remaining - 345 m / s;

maximum operational overload with 50% remaining fuel - 9;

acceleration time at an altitude of 1000 m with 50% fuel remaining: - from 600 to 1100 km / h -125 s; -from 1100 to 1300km / h -6s;

practical range of flight near the ground with an average speed of 800 km / h: - without PTB - 800 km; - with PTB -1400 km;

practical range at high altitude with cruising speed: - without PTB - 2400 km; - with PTB - 3000 km;

takeoff run on unpaved runway: - without PTB - 300 m; - with PTB-500 m;

mileage using a parachute - 600 m.

 

Due to the fact that the calculated characteristics of the Su-27 range were somewhat inferior to the requirements of the Air Force, in the preliminary project proposals were formulated to bring them into TTT compliance. Such measures included: increasing the internal fuel supply and take-off weight (up to 18800 kg), reducing the specific gravity of the engine being developed (from 0.12 to 0.1) while maintaining its thrust, reducing the estimated ammunition load of K-60 missiles from 6 to 4, and using onboard products equipment with less weight. In addition, in order to increase the combat effectiveness of the fighter, it was proposed in the future to equip it with new generation medium-range missiles (K-27 type) and modernized K-60M melee missiles.

In 1972, a meeting was held of the joint Scientific and Technical Council (NTS) of the Ministry of Aviation Industry (MAP) and the Air Force, which examined the status of work on promising fighters as part of the PFI program. Presentations were made by representatives of all three design bureaus. On behalf of the MMZ "Zenith" them. A.I. Mikoyan was reported by G. Elozino-Lozinsky, who presented the commission with the design of the MiG-29 fighter (still in the classic version, with a high trapezoidal wing, side air intakes and a single tail tail). The MZ “Coulomb” presented the Su-27 out-project at the NTS, with the speaker Ossamoilovich focusing on the option with integrated layout (the second, “spare” version of the Su-27, the classic design, was also shown on the posters). From MMZ "

Two months later, the second meeting of the NTS was held. The composition of the participants has not changed, but OKB them. A.I. Mikoyan presented a fundamentally new project of the MiG-29 fighter, now completed according to the integrated circuit and having a smaller dimension (normal take-off weight of 12800 kg). According to the results of two meetings of the NTS, the Design Bureau A.S.Yakovleva dropped out of the competition due to the need to refine the aerodynamic scheme to ensure the safety of the fighter’s continued flight in the event of failure of one of the engines installed on the wing, the other two participants had a "third round".

And here is the leadership of MMZ Zenit named after A.I. Mikoyan proposed another solution to the problem - to divide the PFI program into two separate programs, under which it would be possible to continue the creation of both the Su-27 aircraft (as a heavy promising multi-purpose front-line fighter) and the MiG-29 (as light promising front-line fighter), ensuring the unification of both aircraft in a number of equipment systems and weapons. As an argument, the first results of the research institutes launched in 1971 by industry and customer institutes on the formation of the concept of building a fighter aircraft fleet (IA) of the country's air forces of the 80s were cited. based on two types of fighters - heavy and light, similar to how the US Air Force planned to do it.

Let's make a small digression. In the early 70s, when the construction of the first prototypes YF-15 was still underway, the US Air Force command came to the conclusion that for more efficient use of tactical aircraft it is advisable to have 19-20 t heavy and expensive fighters in its composition with powerful weapons and perfect on-board equipment such as F-15, a hook and significantly lighter and cheaper aircraft weighing 9-10 tons with less sophisticated equipment, limited ammunition (only short-range missiles and a gun), but with higher maneuverability Yu. As a result, in January 1972, the LWF (Light Weight Fighter) program was announced, under which it was planned to create a fighter that would be in the same class with the MiG-21.

Already a month later, five firms submitted their proposals, of which the General Dainemiko and Northrop projects were selected for further development. In April 1972, a contract was signed with both firms for the development and manufacture of prototype fighter aircraft, designated YF-16 and YF-17, in order to conduct their comparative tests and select one of them for serial production.According to the results of flight tests of the YF-16 and YF-17, launched in 1974, the General Dynamics company aircraft was accepted for production (experience, obtained when creating YF-17, p zdnee was used in the development of multi-carrier-based fighter F / A-18). Single light tactical fighter F-16A entered into mass production in 1978.

 

Studies conducted at the 11th Institute of Automotive Systems of Minaviaprom (NIIAS MAP, now the State Scientific Research Institute of Aviation Systems, GosNIIAS) and the Central Scientific Research Institute of Aviation and Space Technology ╧ 30 of the Ministry of Defense (30 Central Research Institute of Civil Aviation of the Ministry of Defense) showed that the range of tasks assigned to fighters, and ways to solve them are traditionally very wide. Ideally, to solve each specific combat mission, a specialized type of fighter with a specific weapon system is needed. So, for the interception of attack aircraft, a fighter is required to have a tight connection with ground-based guidance systems when operating over its territory and maximum autonomy when operating beyond the military contact line (LAN); the aircraft must have a high rate of climb and good acceleration characteristics, powerful missile weapons and airborne equipment, allowing for the detection of targets both in free space and against the background of the earth. To solve the tracking tasks, a fighter must have a long range. To conduct close air combat, he needs high maneuverability and thrust-weight ratio, a wide range of speeds, specific types of weapons (multi-angle short-range missiles, close-range maneuver missiles, etc.).

It was hardly possible to satisfy such conflicting requirements in the design of one aircraft. On the other hand, the limited funds did not allow having several types of specialized fighters in the Air Force at the same time. A compromise solution would be to build a fleet of IA of the country's armed forces on the basis of two types of aircraft: a complex universal heavy promising front-line fighter (TPFI) that can operate autonomously and as part of a group at a sufficient operational and tactical depth (250-300 km) over foreign territory - analogue of F-15, and light promising front-line fighter (LPPI), designed to operate on its territory and within the tactical depth (100-150 km per LAN) - analogue of F-16.

TPFI was supposed to have a large supply of fuel and ammunition, including at least four medium-range air-to-air missiles and melee weapons (rockets and guns), advanced navigation, defense and communications systems; with special equipment and weapons, it could also be used in the country's air defense forces. LPFI, on the contrary, was supposed to be easy to manufacture and operate, not to impose high requirements on the training of flight and maintenance personnel, airfields; its ammunition could be limited to two medium-range missiles and melee weapons (short-range missiles and a cannon). While ensuring the ratio of the cost LPPI and TPFI in serial production 1:

The proposal of MMZ Zenit was accepted, and both OKBs were thereby spared the need to participate in a grueling race to obtain a profitable order. Thus, the competition has exhausted itself, and in the summer of 1972 the orders of the Minister of Aviation Industry came out, “legitimizing” the continuation of the development of both fighters - the Su-27 and MiG-29.

 

In accordance with the order of the MAP, the Design Bureau of P.O.Sukhogo in the second half of 1972 proceeded to an in-depth study of the preliminary design, and then to the creation of a preliminary design of the T-10 aircraft. Due to the need to expand the scope of work, the design of the Su-27 in February 1973 was transferred to the design team led by Leonid Ivanovich Bondarenko. At the end of the year, the chief designer appeared on the topic. It was Naum Semenovich Chernyakov, who had previously led the creation of the T-4 ("100") aircraft, the design of the T-4MS ("200") and the Korshun UAV.

As already noted, in addition to the main and “safety net” (non-integral) layout options in the Design Bureau of P.O. Sukhoi in 1970-1975. A significant number of alternative aircraft designs were worked out. The main attention was paid to the search for optimal chassis designs and air intakes. It was clear that the bicycle chassis scheme proposed in the initial version of the layout has no future on a promising fighter, and the three-support scheme presented in the preliminary design does not provide a track that is sufficient for safe operation. As a result of consideration of a number of options, it was decided to "hide" the main supports in special fairings at the junction of the center section and engine air channels.

 

Fairings of the main landing gear for the first time appeared on the layout of the T-10 with the so-called batch placement of air intakes and as close as possible to each other engine nacelles (like the T-4 aircraft). Such a scheme was not developed due to significantly reduced internal volumes of the airframe for fuel placement. The variant with round air intakes with a central body - a semi-cone was also worked out. And although good characteristics of such air intakes were obtained during testing, an option was adopted that was close to the original one - with rectangular air intakes and a horizontal arrangement of the braking wedge and adjustable panels.

One of the most difficult tasks in the development of the Su-27 was to maintain weight limits. Reducing the weight of the aircraft structure was given priority. Even in the early stages of the development of the T-10, the head of the project department, O.S. Samoilovich, received disappointing data on the increase in the take-off weight of the fighter using new equipment systems: the calculations showed that an increase in the mass of on-board electronic equipment by 1 kg entailed an increase in the take-off weight of all the plane as much as 9 kg! For the engine and aircraft systems, these figures were 4 and 3 kg, respectively. It was clear that without the all-round lightening of the structure, the take-off mass of a fighter could go beyond all conceivable limits, and the necessary flight characteristics would not be achieved. Evgeny Alekseevich Ivanov, First Deputy General Designer, dealt with issues of maintaining a high weight culture. He personally carefully monitored the development of almost every unit of the structure, where there were reserves to reduce weight. It was E.A. Ivanov who instructed the Deputy Chief Designer for Strength N.S.Dubinin to perform the strength calculation of the Su-27 from the conditions of action of loads of 85% of the calculated loads on it, with the possible subsequent strengthening of the structure according to the results of static tests.

 

In addition, it was possible to convince the customer to clarify the TTT in terms of maximum operational overload with a full refueling of fuel tanks. The fact is that the first version of the requirements for the Su-27 provided for approximately 10 percent superiority of the new fighter over the American counterpart. Thus, if the F-15 flight range without outboard fuel tanks was 2300 km, then for the Su-27 it was required to obtain 2500 km, for which, with the given flow characteristics of the power plant, about 5.5 tons of fuel were needed. An in-depth study of the design of the Su-27 showed that the integrated layout of the airframe of the selected dimension allows you to place almost 9 tons of kerosene in it. According to the standards of strength existing in the USSR, the estimated mass of the aircraft was taken to be the mass with 80% of the remainder of the full refueling. Naturally, to achieve the same overload with a flight weight greater by 3-5 tons, significant reinforcement was required, and consequently, a heavier structure. The aircraft had to reach the required range even with incomplete refueling of tanks. At the same time, it seemed inexpedient for the Sukhovites to abandon the “extra” almost 1,500 km range, which was ensured by the full fuel supply that fit into the internal volumes of the developed integrated layout.

As a result, with the support of the leadership of the Air Force’s armament service — Deputy Air Force Commander-in-Chief Colonel General M.N. Mishuk, head of the Air Force’s scientific and technical committee, Lieutenant General G.S. Kirillin, and head of the order department of Lieutenant General V.R. .Efremova - a compromise solution was found. TTT for the Su-27 was divided into two parts:

with the main (incomplete) refueling option (about 5.5 t), which provided the required flight range (2500 km) and all other flight characteristics, including maximum operational overload (8);

with a full supply of fuel (about 9 tons), at which a maximum flight range (4000 km) was provided, and the maximum operational overload was limited based on the preservation of the constant product of flight mass and overload.

 

Thus, the full refueling option began to be considered as an option with a kind of “internal hanging tank”. Of course, no one required a fighter with a PTB to have the same maneuverable characteristics as an airplane without hanging tanks. Thus, on the one hand, it was possible to avoid overloading the structure from the conditions of ensuring strength, and on the other hand, to obtain a flight range without real hanging tanks even greater than that of other fighters with PTB taken into the stream.

Great prospects for reducing the weight of the structure were the use of composite materials based on carbon fiber. A workshop for the production of parts from composites was specially built at MZ Kulon, but even before the assembly of the first prototypes of the aircraft, the widespread use of composite materials in the construction of the Su-27 was abandoned due to the instability of their characteristics. By the way, the creators of the MiG-29 also had to deal with this insidious property of composites, only this happened much later. Already in the process of operation at the “instants”, cases of destruction of composite structures began to be observed. It was urgent to replace composites in a number of MiG-29 units (for example, engine air ducts and deflected wing socks) with traditional aluminum alloys.

The widespread introduction of titanium alloys and the development of advanced technologies, primarily welding of titanium parts in argon, as well as chemical milling, shaping with the effect of superplasticity of metal, etc., helped to reduce the weight of the aircraft. In the process of detailed design, unique welded titanium structures were developed and then manufactured during the construction of the T-10 prototypes - center section panels, fuselage tail sections, power frames, etc. Only the use of center section titanium panels reduced the weight of the airframe structure by more than 100 kg. A significant contribution to the development of new technological processes in the pilot production of P.O. Sukhoy Design Bureau, which were then transferred to the serial plant, was made by the director of the Kulon plant, A.S. Zazhigip, the chief engineer G.T. Lebedev, the chief welder V.V. Redchits ,

 

By 1975, work on the preliminary design of the Su-27 was completed, the aerodynamic and structural power schemes of the aircraft were formed, the main structural solutions were found, and it was possible to proceed to the production of working drawings and the construction of prototypes. A year later, in 1976, the resolution was finally issued by the Central Committee of the CPSU and the Council of Ministers of the USSR on the creation of the Su-27 aircraft - the main document in the Soviet Union in the "biography" of any aircraft. So, what was the perspective T-10 front-line fighter?

The aerodynamic layout of the fighter was made according to the normal scheme, according to which a horizontal tail of 12.63 m2 was placed behind the wing on the outer sides of the engine nacelles; two-keel vertical plumage with an area of 14.0 m2 was installed on engine nacelles without collapse. The wing consoles are of an animated shape, with a smooth change of the sweep angle along the leading edge (the sweep angle of the base wing is 41 degrees), smoothly mated with the fuselage through the influx zone, forming a single bearing body. The wing had a pronounced aerodynamic twist and a fixed toe bent downward. The control of the aircraft was to be carried out using an all-turning stabilizer, the console of which could deviate differentially, ailerons and rudders. The wing mechanization included rotary flaps with an area of 2.28 m2. The wing and horizontal tail consoles, as well as the keels, were supplied with anti-flatter loads.

In the head part of the fuselage, a compartment for the airborne radar station, covered with a radio-transparent fairing, a cockpit with a flashlight providing the pilot with a good view in all directions, and a cockpit compartment of the equipment were equipped. Under the cab was a niche for cleaning the front landing gear. The lantern of the cabin consisted of a fixed, non-binding visor and a backward movable part. The pilot was stationed in the cockpit on the unified ejection seat K-ZbDM designed at the Zvezda health complex (Tomilino settlement, Moscow Region, chief designer G.I.Severin) and providing reliable rescue of the pilot in a wide range of flight speeds and altitudes, including airplane flight modes on the airfield at a speed of 70 km / h. In front of the cabin along the axis of the aircraft was the optical unit of the optical-location station.

Two turbojet engines were installed in insulated nacelles suspended under the bearing body and spaced apart from the axis of the aircraft, while installation of launching devices for air-to-air missiles was provided between the nacelles on the lower surface of the bearing body. To obtain optimal characteristics of the power plant in the entire range of heights and speeds of the field, the engine air intakes located under the center section and having a horizontal braking wedge were made adjustable with the help of movable panels and provided with special openings for air bypass. The upper wall of the air intake was moved away from the lower surface of the center section, due to which a gap was formed to drain the boundary layer.

 

The chassis was designed according to the classical three-support scheme, while the front support was moved far ahead to ensure relatively low loads; the base of the chassis was 903 m. The front support consisted of a lever-type strut and one wheel equipped with a mud guard to prevent foreign objects from entering the engine air intakes. The front support was retracted into the niche under the cockpit back along the flight, while the niche was closed by two wings - the front, installed in front of the rack, and the side. The main landing gear, which was a one-wheeled telescopic strut with a strut, performed a retractable with a turn of the wheels in the niches of the fairings of the landing gear in the center section forward in flight. Each niche was closed by two wings - front and side, at the same time, the front flaps simultaneously served as air brake flaps with an area of 2.05 m2. The track of the chassis was 5.01 m, the dimensions of the wheels of the main supports of the chassis -1030x350 mm.

For the suspension of air-to-air guided missiles, eight nodes were provided on the aircraft: two under the center section between the engine nacelles (according to the tandem scheme), two under each wing console and one under each engine air channel. Missile suspension was to be carried out on aircraft launch or ejection devices, and at b suspension points, with the exception of extreme underwing, the use of medium-range missiles weighing 250-350 kg was provided, the external underwing units were designed to suspend short-range missiles weighing up to 100 kg.

In general, while maintaining the general layout and layout of the aircraft almost unchanged, compared with the stage of the preliminary project (1972), the T-10 was significantly heavier and increased in size. At the same time, the main specific parameters remained unchanged: the wing load at normal take-off weight (375 kg / m2) and the starting thrust-weight ratio (1.15). The empty mass has reached 14,300 kg, the normal take-off weight with the estimated weapon version and the main fueling (5300 kg) is 22,100 kg, the maximum take-off weight with full fueling (8900 kg) is 25,700 kg. The length of the aircraft was 19.65 m, the wingspan - 14.7 m, the wing area - 59.4 m-, the height of the aircraft in the parking lot - 5.87 m.

The power plant of the Su-27 was supposed to include two powerful and economical dual-circuit turbojet engines with afterburners of a new generation. Based on the conclusion of TsIAM but on three alternative variants of promising engines (AL-31F, D-ZOF-9 and R59F-ZOO), the development of the power plant for the Su-27 was assigned to the Moscow Saturn Machine-Building Plant, headed by General Designer Arkhip Mikhailovich Lyulka. This enterprise had long-standing creative relations with the OKB P.O.Sukhogo: back in 1947, the experimental Su-11 front-line fighter (the first with the same name) took off on its first flight, on which two TR-1 turbojet engines of chief designer A were installed. M. Lulki.

 

Since the mid 50's. most of the planes of P.O. Sukhoi were designed for A.M. Lyulka engines. Su-7B fighter-bombers and Su-9B and Su-11 fighter-interceptors were equipped with turbojet engines with AL-7F afterburners of various modifications, Su-9 and Su-11 fighter-interceptors; . The Su-27 was no exception. The new engine of the Design Bureau A.M. Lyulki - AL-31F (factory code - ed. 99) - was to become the first double-turbojet turbojet engine for this team. It is worth noting that it is A.Mulka who is the author of this engine scheme: in the prewar years, he received the copyright certificate for turbofan engines with an axial compressor.

Engineers of the Saturn MH were faced with a very difficult task: they needed to create a power plant that, on the one hand, would provide the fighter with a thrust-weight ratio on takeoff and in an air battle of more than 1 (take-off bench thrust on the afterburner of at least 12,500 kgf, i.e. 12% more than that of the AL-21F-3), and on the other hand, it had unprecedented economy in cruising afterburning mode to obtain maximum flight range. The minimum specific fuel consumption set by A.M. Lyulks was 0.61 + 002 kg / (kgf-h), which was as much as 25% less than that of the serial AL-21F-3 turbofan (0.76 kg / (kgf-h)). In fairness, it is worth noting that it was not possible to achieve such a high indicator then, they were able to get only a 13 percent gain in comparison with the AL-21F-3, but this value (0. 67 kg / (kgsch)) can be considered a considerable achievement. From the standpoint of today, it can be safely stated that the specified characteristics of efficiency were too optimistic and could not be achieved with the current level of technology.

To ensure the specified characteristics, it was decided to build the engine according to a two-loop scheme with a three-stage low-pressure compressor (fan), a 9-stage high-pressure compressor and single-stage high and low pressure turbines, while it was planned to obtain a significant increase in gas temperature in front of the turbine (at least 350-400 ╟ compared to AL-21F-3). why her blades had to be made single-crystal, not requiring cooling. The development of manufacturing technology for such blades was carried out at the All-Union Institute of Aviation Materials (VIAM). However, in the early 70's. the USSR received fairly detailed information about the F100-PW-100 engine of the American company Pratt-Whitney, which was created for the F-15 and F-16 aircraft, and had the characteristics close to the set for AL-31F. Based on this information, significant changes were made to the AL-31F project - its turbocompressor began to include a 4-stage fan, a 12-stage high-pressure compressor and two-stage high and low pressure turbines.

It was in this form that the first AL-31F was assembled in August 1974. His bench tests showed that it is not possible to obtain the specified characteristics with such a scheme. Therefore, A. Mlyulka decided to return to the original layout (3 + 9 + 1 + 1), but use the created 4-stage fan. Thus, according to the scheme of the AL-31F turbocompressor, it began to correspond to another Soviet 4th generation turbofan - RD-33, developed at the LNPO named after V.Ya. Klimov under the leadership of chief designer S.P. Izotov for the light front-line fighter MiG-29. In the mid 70's. RD-33 has already passed the necessary bench tests and part of flight tests at flying laboratories, therefore, to save time and money, it was decided to perform the new AL-31F compressor by simulating the RD-33 compressor.

The VIAM specialists presented another trouble to the Lulk workers, who were unable to master the technology of manufacturing single-crystal turbine blades, as a result of which high-pressure and low-pressure turbines had to use steel blades with a special heat-resistant coating and organize their cooling with air taken from the compressor. As a result, the traction and consumption characteristics of the engine deteriorated, which caused serious concern in the Design Bureau of P.O. Sukhoi.

 

All these ups and downs in the fate of the AL-31F significantly delayed the timing of the engine, and by the time the first T-10s were built there was not a single AL-31F suitable for installation on an airplane. Therefore, the first prototypes of the T-10, as well as aircraft of the installation lot, were equipped with engines of the previous generation AL-21F-3. Nevertheless, the long-term hard work of the Saturn MZ specialists was ultimately successful: after a long fine-tuning at the stands and flying laboratories, and then flight tests on the T-103 and T-104 aircraft, the AL-31F engines took their rightful place on aboard the serial fighter Su-27. And today they are rightfully considered to be one of the best 4th generation turbofan engines in the world, surpassing in a number of characteristics the American F100 and F110 engines used on F-15 and F-16 aircraft.

The main advantages of the AL-31F engine include:

high level of traction in forced and maximum modes in combination with minimal traction on low gas: the ratio of maximum and minimum traction on the ground is about 50; in terms of traction in full afterburner AL-31F 12% exceeds the previous generation turbofan AL-21F-3;

high efficiency, especially in cruising modes (13-15% better than similar indicators AL-21F-3);

low specific gravity equal to 0.122 (25% lower than the specific gravity of AL-21F-3);

a large resource, including when working with cyclic loads.

All these advantages were obtained due to a significant increase in the gas-dynamic characteristics of the turbocharger: in comparison with AL-21F-3, an increase in compressor productivity of 60% was achieved (the total degree of air compression in the compressor increased from 14.5 to 23) and the gas temperature in front of the turbine was almost 300 почти ( from 1370 to 1665 K). At the same time, the dry engine weight decreased by almost 200 kg (by 11%). The AL-31F engine uses advanced structural materials, primarily titanium alloys (their share in the total mass of the structure reaches 35%) and heat-resistant steels; a number of unique technologies have been developed for its manufacture and assembly. An important advantage of the AL-31F is its modular design, which allows servicing to replace the nozzle, afterburner, mixer, low pressure turbine, fan and gearbox in the field. In addition, it is possible to repair and replace the blades of the 1st stage of the fan and all stages of the high-pressure compressor.

The engine refinement cycle from the first test to the receipt of the act of passing state tests on August 6, 1985 took a long 11 years. In parallel with the fine-tuning, the engine in 1981 was mastered in serial production at two aircraft engine plants - MMPP Salyut (Moscow) and UMPO (Ufa). AL-31F was the last and most advanced development of the General Designer A.M. Lyulka. After his death in 1984, NPO Saturn was headed by General Designer Viktor Mikhailovich Chepkin, under whose leadership the state tests of the AL-31F were completed and the development of new modifications began, which will be discussed in the following chapters. The direct management of the work on the creation of the AL-31F engine for more than 10 years was carried out by Vasily Kondratievich Kobchenko (since 1976 - deputy chief designer, in 1982-1987 - Chief Designer of NPO Saturn for the AL-31F engine). Since 1987, the chief designer of the engines of the AL-31F family has been Anatoly Vasilyevich Andreev.

We will return, however, in the mid-70s. In 1973, research at the NIIAS MAP and 30 Central Research Institute of the Ministry of Defense completed substantiation of the composition of a promising fighter aircraft fleet of the country's armed forces for the period of the 80s, now applied to specific Su-27 and MiG-29 aircraft. Based on these studies, the Air Force TTT was updated to promising fighters. The most serious changes have occurred in the requirements for their on-board equipment and weapons. The main fundamental differences between the SUV of these aircraft from existing systems were to be:

multi-mode airborne radar stations by type of radiation, providing all-angle detection and tracking of air targets in the front and rear hemispheres in free space and on the background of the earth, as well as increased noise immunity;

multichannel detection and tracking of targets;

digital information processing;

a new elemental base, providing a reduction in weight and size and an increase in the operational characteristics of equipment;

the presence of an optoelectronic aiming system (OEPS), which is a combination of a survey-tracking heat direction finder and a laser range finder, as a second independent SUV channel for detecting and tracking targets at short range and aiming when conducting close maneuver combat using short-range missiles and an airborne gun ;

the presence of a two-screen display system, which includes a sighting and flight indicator (PPI) on the windshield (ILS) and a tactical situation indicator (ITO) on the cathode ray tube.

According to the nomenclature of armament, which included the AO-17A (GSh-30) quick-firing double-barreled gun of 30 mm caliber, promising medium-range air-to-air guided missiles K-27 and maneuverable short-range missiles K-73 or K-14 (as well as lighter K-60M), the Su-27 was supposed to be standardized with a light front-line fighter MiG-29-The difference was in the number of suspended weapons: if the MiG-29 could take on board only six missiles (including two K-27), then Su -27 - eight missiles (including four or six K-27), at the same time it was possible to use it long-range missiles K-27E with radar and thermal homing heads. In addition, the Su-27 provided for the use of guided missiles "air-to-air"

 

Developed initially as a “clean” fighter-interceptor, the Su-27 in the second half of the 70s. it was decided to equip with air means of destruction of ground targets - standard bombs for the air force of 100,250 and 500 kg caliber, incendiary tanks and unguided missiles of caliber 57.80 and 240 mm. In this case, the maximum bomb load of the Su-27 could reach up to 8 tons, while the MiG-29 - only up to 2-3 tons. True, uncontrolled air-to-surface weapons on the first modifications of the Su-27 did not take root , and at the end of the 80s, in accordance with the obligations of the USSR under the Treaty on the Limitation of Armed Forces in Europe, production aircraft, which in principle had the technical ability to use such weapons,

It is worth noting that the creation of a new generation SUV has become one of the most difficult tasks in the development of 4th generation fighters. The available information about the F-15 and F-16 aircraft confirmed that domestic fighters lagged behind their foreign counterparts primarily in the technical level of equipment - especially in radar, electronic and on-board computing equipment. Therefore, there was an objective need for urgent implementation of a number of research and development activities, primarily in the field of constructing airborne radars, digital computer systems, information exchange complexes, information and control field of the cockpit and integration of avionics.

 

Particularly acute was the problem of creating on-board digital computing equipment suitable for use on promising fighters, developing methods and tools for preparing software, and forming channels for information exchange. The first studies in the field of "digitalization" of avionics avionics were deployed in the USSR in the late 60s. They were attended by several enterprises of the aviation, radio engineering, defense and electronic industries: NIIAS, LII, LNPO Elektroavtomatika, NPO Fazotron, NPO Leninets, NIITSEVT, MNIIIP (NPO Vega). In the early 70's. the first on-board digital computer, Orbita-10, was launched into serial production, which was designed at the LNPO Elektroavtomatika and was used in the Peleng navigation system of the MiG-25R high-altitude reconnaissance aircraft, the PrHK-23 sighting and navigation system of the MiG-23BM fighter-bomber (MiG-27), the Puma sighting and navigation system of the Su-24 front-line bomber and the NK- navigation system 45 Tu-22M missile carrier bomber. It is easy to notice that there are not a single fighter among the listed aircraft: due to the peculiarities of the designation and use of fighter aircraft aviation systems, first of all, the versatility and high dynamics of the processes of combat use, the introduction of digital technology in burning avionics had a number of serious problems and it only started from machines of the 4th generation - Su-27 and MiG-29.

An integrated weapon control system for both fighters was built on similar principles and for the first time in the world included two mutually complementary sighting channels (radar sighting system and optoelectronic sighting system) with autonomous digital computers, as well as a single indication system (CEI), a system weapon control (SLA), interface and switching units. At the same time, the sighting equipment developed for the Su-27 was distinguished by higher characteristics. The development of the RLPK-27 radar sighting system for the Su-27 aircraft and the S-27 weapon control system as a whole was assigned to the Scientific Research Institute of Instrument Engineering (NIIP, Zhukovsky), and the RLPK-29 for the MiG-29 aircraft to the Scientific Research Institute of Radio Engineering (NIIR, Moscow). Both institutes at that time were part of the Fazotron Research and Design Association (NPO) (General Designer Yu.N. Figurovsky, First Deputy General Designer V.K. Grishin). The creation of optoelectronic sighting systems OEPS-27 and OEPS-29 for both aircraft was entrusted to the Moscow Central Design Bureau "Geophysics" (chief designer D.M. Khorol).

 

A government decree of 1976 provided for equipping the Su-27 aircraft with an airborne radar station that exceeded the characteristics of the AN / APG-63 radar of the F-15A aircraft. The American radar became the first pulsed-Doppler type radar in the world with fully digital information processing. It was equipped with a slit antenna with a hydraulic actuator, which provides an overview of the space in the range of ╠60╟ in azimuth and elevation. The use of several radiation modes allowed the radar to detect air targets with an effective reflecting surface (EOP) of 3 mpa against the background of the ground at oncoming courses at a distance of 80-100 km (in the regime of quasi-continuous radiation with a high pulse repetition rate) and at catch-up courses at a range of 40- 50 km (in the regime of quasicontinuous radiation with an average pulse repetition rate and pulse compression based on phase-code modulation), as well as to track the passage of up to 10 targets with capture and subsequent tracking of one the second of them with the organization of its continuous illumination for guiding a missile with a semi-active radar homing head. It is obvious that the domestic radar for the Su-27 aircraft, called the Sword, should have had all these capabilities.

To ensure the superiority of the Mech radar over the APG-63, it was decided to equip it with an original phased-slot antenna that implements mechanical scanning in the horizontal plane and electronic beam control in the vertical plane. Thus, in the azimuthal plane, it worked as a gap, and in the elevation plane, as a PAR. Electronic movement of the beam in a vertical plane made it possible to direct it almost instantly to previously detected targets in the viewing mode during horizontal mechanical scanning of the beam. This provided a multi-line survey with a regular, 2-3 times more frequent than with a mechanical scan, the antenna turns to rapeseed targets. Thus, the question of increasing the accuracy of predicting the position of the target in the tracking mode on the aisle was radically solved, which,

Despite the fact that the radar for the MiG-29 aircraft, called the Rubin, was supposed to be equipped with a traditional Cassegrain two-mirror antenna with mechanical scanning in both planes, as a result of preliminary study of both radars, it was found that unification of their main units is possible. This could give a serious gain in the cost and terms of development, as well as the complexity of subsequent serial production. In 1978, it was decided to create a unified system, the chief designer of which was appointed Victor Konstantinovich Grishin (at the same time he became General Director and General Designer of NPO Fazotron). T.O. Bekirbaeva (NIIP) was appointed the chief designer of S-27, and Yu.P. Kirpicheva (NIIR) as the chief designer of S-29. The development of the unified system day blocks was divided between the two institutes. The NIIP team was entrusted with the development of a transmitter master, input-output devices, rocket interface, a digital computer, digital shaft-code sensors and the onboard part of the objective control system, and the NIIR team was tasked with high-frequency and low-frequency receivers, the transmitter output stage, and the ground part of the system objective control and integrated control systems. Thus, the degree of unification of S-27 and S-29 reached 70%. The remaining blocks, as well as software, each company developed independently.

 

All the work was allotted for 2.5 years, and the task as a whole was completed. Looking ahead, it should be said that the degree of unification of both systems turned out to be even higher than planned: in 1982, for several reasons, the Mech radar had to be abandoned, and the Su-27 aircraft went into the series with Cassegrain antennas similar to those used in the radar of the MiG-29 fighter, but with different characteristics. But about this dramatic moment in the fate of the Su-27 - a little later.

 

The optoelectronic sighting systems OEPS-27 and OEPS-29 for the Su-27 and MiG-29 aircraft, developed at Geophysics Design Bureau under the direction of chief designer David Moiseevich Khorol, were similar in purpose and design, the difference was only in the higher characteristics of OEPS- 27 according to the range and application of a more broadband sensing element in it. OEPS-27 was intended for the search, detection and tracking of air targets by their infrared radiation, determining the coordinates of the line of sight when the pilot works for visually visible targets, measuring ranges and solving aiming tasks for air and ground targets. Initially, it was planned to include the OLS-27 optical-locating station in the OEPS-27 (it consisted of a survey-tracking heat direction finder and a laser range finder) and a specialized digital computer. Subsequently, the helmet-mounted target designation system (NSC) was additionally introduced into OEPS-27.

 

The OLS-27 heat locator was designed to conduct an autonomous search for air targets in a field of view measuring 60╟ in azimuth and 12╟ in elevation, detecting, in simple weather conditions, at medium altitudes, targets of the “fighter” type when its engines were operating in the “maximum” mode at ranges up to 50 km, automatic capture for tracking the detected target in the 3x3╟ zone at a distance of at least 70% of the detection range, automatic tracking of the air target at an angular speed of the line of sight up to 25╟ / s. The laser range finder included in the OLS-27 set was intended for precision measurement of the distance to the target, accompanied by a heat direction finder. A review of the OLS-27 space was to be carried out by swinging in two mutually perpendicular planes of a mirror mounted on a cardan suspension.

The introduction of equipment operating in the optical and infrared wavelength range into the S-27 SUV was to ensure stealth detection of the target, increase the accuracy of measuring coordinates by angle and distance and would duplicate the operation of radar in the main modes. After receiving information about the targets in the field of view, the attacked target had to be selected, captured and tracked, with coordinates being given to the homing missiles. In the process of organizing the battle, OEPS-27 was to provide the necessary information for controlling the aircraft and launching missiles.

The main requirements for promising guided missiles for 4th generation fighters were formulated by 1973, and their full-scale design was set by a resolution of the Central Committee of the CPSU and the Council of Ministers of the USSR, issued in 1974. In shaping the concept of new air-to-air missiles and beyond Accompanied by the work on their creation, the NIIAS MAP experts took an active part, primarily, R.D. Kuzminsky, V.F. Levitin and A.N. Davydov. The design of the medium-range missile, dubbed the K-27, was carried out on a competitive basis by the MZ Vympel and the MZ Lightning (PKKP). A feature of the UR was to be the modular principle of its construction, thanks to which, on the basis of a single design, a family of missiles with various guidance systems (with PARGS, TGS, active and passive homing radar) and two versions of propulsion systems (DU): basic, providing a launch range of up to 70-80 km, and a remote control with increased energy, providing a launch range of up to 120-130 km. Missiles with a basic remote control (the original name is K-27A) with a launch weight of up to 250 kg were intended, first of all, for a light MiG-29 fighter, and "energy" missiles (K-27B) with a mass of about 350 kg - for multipurpose Su-27, It was also assumed that new missiles could be used on serial MiG-23ML and Su-15TM fighters. According to the characteristics of the K-27 was supposed to surpass the new American AIM-7F Sparrow rocket that appeared in 1975.

In the preliminary design, the K-27 was presented in two versions: a normal aerodynamic scheme and a “duck” scheme with rudders developed in area, having a reverse sweep along the leading edge. On the recommendation of TsAGI, the second option was chosen. The missile was offered immediately in 4 versions: the "base" K-27R and K-27T with PARGS and TGS, respectively, and the "energy" K-27ER and K-27ET. The fundamental difference between the SD guidance system from all the others that existed at that time both in the USSR and abroad was the implementation of an inertial control mode with radio correction based on the radar signals of the carrier aircraft at the first stage of the missile’s flight, preceding the homing section, which significantly increased effective starting range. With the creation of the K-27 and K-27E missiles, it was possible to achieve a significant superiority of domestic fighters over probable enemy aircraft armed with the AIM-7F Sparrow missiles (F-15 and F / A-18): the presence of modular guidance systems with PARGS and TGS provided tactical flexibility in the use of weapons depending on combat conditions made it difficult for the enemy to choose countermeasures; an increase in the launch range due to the use of the adjustable inertial guidance mode made it possible to get ahead of the moment of the launch of the missiles and the start of the tactical lap maneuver, the modularity of the remote control allowed for the easy modification of the K-27, equal in ballistic capabilities to the AIM-7F missile, and the power-armed modification of the K-27E , significantly superior to AIM-7F in average speed and range. In 1984-1987 the family of UR, called R-27R, R-27T, R-27ER and R-27ET, was adopted. A significant role in their creation was played by GASokolovsky, who headed the Vympel ICB in 1981.

 

The creation of new RMD and RBBBs with a launch range of 12–20 km has been carried out since 1973 by the teams of the Vympel and the Molniya MZs. The first designed the K-14 short-range missile, which is a deep modification of the K-13M and K-13M1 missiles in the direction of equipping the all-weather TPS "Rainbow" and increasing available overloads, the second - a small-sized, highly maneuverable wingless short-range K-73 air-launched missile with gas-dynamic control and TGS limited foreshortening, developing the concept of light (weight 45 kg) RBWB K-bO. By the mid 70's. Studies of tactics of close maneuverable combat of fighters and analysis of foreign experience in creating new RMD and RBVB showed that a promising missile of close maneuverable air combat must necessarily be equipped with an all-angular TGS. In this regard, the Ministry of Health "Lightning" It was proposed to finalize the K-73 project under the homing head of this type - the wide-angle TGS “Mayak”, created by the Kiev Arsenal plant (chief designer A.V. Molodykh). The large dimensions and mass of the all-perspective TGS led to an increase in the dimension of the rocket, while maintaining a wingless scheme with purely gas-dynamic control. However, in 1976, the K-73 project had to be radically redesigned once again: it was found that the missile of the adopted scheme had a number of serious drawbacks, primarily, insufficient maneuverability and a short time of controlled flight. In this regard, it was decided to return to the traditional scheme with a wing, and to make the control combined aerodynamic (the analysis of materials on the analogous American wingless rocket Agile was also taken into account

So, in three stages, the appearance of K-73 was formed, which became the first in a new class of short-range highly maneuverable air combat missiles, which replaced the R-60 RBBB and the R-1ZM type missile defense. Adopted in 1985, the R-73 to this day has no analogues among foreign RMD in terms of maneuverability and combat effectiveness. The design of the rocket at MZ Molniya was carried out under the leadership of the chief designer MR Bisnovat, after his death in 1977, the subject of SD was the Molniya NPO formed in 1976 (the chief designer and General Director G. E. Lozino-Lozinsky ) was headed by G.I.Khokhlov, and in 1982 it was completely transferred to the Vympel plant, where they transferred a group of specialists - “rocket launchers” from the Molniya NGO. The development of the K-73 missile and the creation of its subsequent modifications were carried out at the State Committee.

As for the K-14 RMD, which was being developed simultaneously with the K-73, by 1976, when preliminary designs for both missiles were released, it became clear that in terms of purpose and tactical and technical characteristics, it actually duplicates the product of NPO Molniya; weight and size parameters were close. The main advantages of the K-14 were in a simpler design (the control was aerodynamic, and an original device called a feathering wheel was used to expand the range of available overloads) and a high degree of its continuity with respect to the serial RMD R-ZS, R-13M and R-13M1 that could allow with minimal modifications of carriers to use it on MiG-21, MiG-23, MiG-27, Yak-28P, Su-22 and others. In connection with this, a long time work on the K-14 and K-73 parallel, the final choice in favor of the latter was made only at the end of the 70s, when it was recognized that the so-called “unmanned” control system used on the K-14 (it implemented feedback on the articulated moment and not on overload), inherited still from the R-3S model of 1960, it has no future on promising missiles of short-range highly maneuverable air combat. However, VIImpel did not dare to completely remake the missile control system, as the NIIAS experts suggested to the developer (at that time the enterprise was loaded with work on other air-to-air missile systems - K-24, K-27, K-33, etc. d.). the control system (it implemented feedback at the hinge moment. rather than overload), inherited from the 1960s R-ZS, has no future on promising missiles of close maneuverable air combat. However, VIImpel did not dare to completely remake the missile control system, as the NIIAS experts suggested to the developer (at that time the enterprise was loaded with work on other air-to-air missile systems - K-24, K-27, K-33, etc. d.). the control system (it implemented feedback at the hinge moment. rather than overload), inherited from the 1960s R-ZS, has no future on promising missiles of close maneuverable air combat. However, VIImpel did not dare to completely remake the missile control system, as the NIIAS experts suggested to the developer (at that time the enterprise was loaded with work on other air-to-air missile systems - K-24, K-27, K-33, etc. d.).

The AO-17A (9A623) double-barreled automatic gun, designed in the Tula Instrument Design Bureau (chief designer A.G. Shipunov) according to the GSh-23 gun scheme for the 30 mm caliber AO-18 cartridge, had a firing rate of 3000 rounds per minute, the initial projectile speed 850 m / s and a mass of about 100 kg. By 1976, the AO-17A successfully passed ground state tests, but later abandoned its use on Su-27 and MiG-29 fighters. In 1976, the KBP came up with a proposal to create a TKB-687 (9A4071) single-barrel cannon twice as light (weighing 50 kg) under the same 30-mm AO-18 cartridge with a rate of 1500-1800 rounds per minute and an initial projectile speed of 850- 900 m / s. The following year, its prototype was built, and in 1983.

 

The bulk of the design work on the Su-27 aircraft was generally completed by the mid-70s. In 1975, the production of working drawings began, and soon that MZ "Coulomb" began to manufacture the first prototypes of the aircraft. Unfortunately, Pavel Osipovich Sukhoi did not wait for the birth of a new fighter: he died on September 15, 1975, and the design bureau that received his name was headed by Evgeny Alekseevich Ivanov, First Deputy Sukhoi (for two years he was acting General Designer and only in the end of 1977 was officially approved for this position). Soon the leader of the Su-27 theme also changed: in connection with the illness of N.S. Chernyakov, Mikhail Petrovich Simonov was appointed the chief designer of the aircraft in February 1976. Under his direct supervision until the end of 1979,

The assembly of the first prototype Su-27 - the T-101 aircraft - was completed in early 1977, and it was relocated to the OKB flight station at the LII aerodrome in Zhukovsky. As mentioned above, the new generation AL-31F dual-circuit turbojet engines provided for in the project were not ready by this time, and the first T-10s were decided to be equipped with AL-21F-ZAI engines, which are a modification of the serial AL-21F-3 turbofan engines, which were widely used on other aircraft of the company (Su-17M, Su-17M2, Su-17MZ, Su-17UM, Su-20, Su-24). The AL-21F-3 installation - albeit less powerful, less economical and heavier than the standard AL-31F, but already mastered in production and operation - allowed the Su-27 to begin testing already in 1977, while the first operable AL-31F could appear only in 1978-1979. In aircraft with AL-21F-3, it was possible to work out the aerodynamics of the new layout scheme in real flight tests, determine the basic stability and controllability characteristics, some flight data, and refine the new complex of on-board equipment and weapons. Thus, without waiting for the first flight copies of the full-time engine, it was planned to carry out a significant amount of testing under the program, and therefore, to accelerate the timing of the adoption of the aircraft into service.

The leading pilot test T-101 was appointed chief pilot of the MH them. PO Sukhoi Hero of the Soviet Union Honored Test Pilot of the USSR Major General Aviation Vladimir Sergeyevich Ilyushin. The preparation of the aircraft for testing was carried out under the leadership of Leading Engineer Rafail G. Yarmarkov, the test team also included engineers H.P. Ivan and N.F. Nikitin (later - the Chief Designer of the Su-27M, and now - the General Designer and General Director of the military-industrial complex " MAPO). After conducting the necessary ground checks and performing high-speed taxiing, permission was received from the LII methodical council for the first flight, and on May 20, 1977, V. S. Ilyushin took the T-101 into the air. The first flight of the T-101. about went successfully. In the future, this instance was used to determine the characteristics of stability and controllability, as well as fine-tuning the control system of the new fighter. An arms control system has not been established. During the first 8 months of testing on the T-101, 38 flights were completed. After the transfer of R.G. Yarmarkov to another aircraft, N.F. Nikitin. In 1985, when all the tasks assigned to 110-1 were completed, the aircraft was transferred to the Air Force Museum in Monino, Moscow Region. Yarmarkov to another aircraft N.F. Nikitin. In 1985, when all the tasks assigned to 110-1 were completed, the aircraft was transferred to the Air Force Museum in Monino, Moscow Region. Yarmarkov to another aircraft N.F. Nikitin. In 1985, when all the tasks assigned to 110-1 were completed, the aircraft was transferred to the Air Force Museum in Monino, Moscow Region.

In 1978, in the pilot production of the Ministry of Health. P.O.Sukhogo was built the second experimental aircraft (T-102). His flight tests were conducted by test pilot OKB Evgeny Stepanovich Soloviev. the lead engineer was Mark Belenky, Unfortunately, this instance didn’t fly long: on July 7, 1978, he suffered a catastrophe in which E.S. Soloviev died.

The cause of the accident was the destruction of the aircraft in the air due to unintentional deduction of it for overload exceeding the maximum allowable. In accordance with the task, the pilot conducted tests to select the optimal gear ratios of the fighter’s remote control system. Similar studies were previously carried out by V.S. Ilyoshinn T-101, while both pilots had already evaluated the functioning of the system at high and medium altitudes. Soloviev, however, had to go further and get control characteristics at an altitude of 1000 m and a speed of 1000 km / h.

The implementation of two "sites" at altitudes of 11 and 5 km with an assessment of the work of the CDS did not cause problems. Solovyov dropped to 1000 m. And here the reaction of the aircraft to taking the pen "on itself" was unforeseen. Overload significantly exceeded expected. With the reflex movement of the handle "away", the pilot tried to level the plane, but at the same time a negative overload of 8 units was created. Another take of the handle - and the overload exceeded the destructive one. The films of the objective control system decrypted after the disaster indicated that the T-102 fell into the previously unexplored region of resonance regimes with the aircraft “swinging” in the longitudinal channel with increasing amplitudes. The development of the emergency was so fleeting that an experienced pilot, The Honored Test Pilot of the USSR Hero of the Soviet Union E.S. Soloviev, who gave a ticket to the sky to more than one Su aircraft, did not even have time to resort to using rescue equipment. An analysis of the circumstances of the disaster made it possible to establish the true cause of the tragedy and make the necessary changes to the configuration of the remote control system.

In the same 1978, at the Far Eastern Machine-Building Plant named after Yu.A. Gagarin in Komsomolsk-on-Amur began preparations for the release of the installation batch of Su-27 with engines AL-21F-ZAI. At the same time, the construction of two experimental specimens of HN) was sung here, on which it was planned for the first time to install AL-31F engines. These bottom of the car were called T-103 and T-104. The final assembly and retrofitting of the aircraft was supposed to be carried out in the pilot production of the MH. Sukhoi in Moscow. The construction of the T-103 (serial ╧ 01-01) at the Komsomol plant was completed in August 1978 and at the end of the same month, after undocking the wing and plumage consoles from it, on a special transport device in the cockpit of the An-22 Antey cargo plane was delivered to the LII aerodrome in Zhukovsky, and then transported to the MH to them. P.O. Sukhoi. The delivery of the first flight copies of AL-31F engines had to wait a few more months. Finally, in March 1979, the assembly of the T-103 was completed, and the aircraft was relocated to the OKB flight station in Zhukovsky.

 

Under the leadership of the leading flight test engineer V.P. Ivanov, the necessary ground checks were carried out, and V.S. Ilyushin performed the first taxiing on the T-103. However, the methodical advice of LII. headed by the head of the institute, V.V. Utkin, was in no hurry to issue an opinion on the first flight: too many flight restrictions had the first copies of the new engine. As a result, it was decided to remove the engines from the aircraft and send them for revision to the Saturn MOH. (Specialists of the design bureau AMJIulka managed to complete the necessary work in a short time, and most of the restrictions from the first AL-31F were lifted. Finally. On August 23, 1979, V.S. Ilyushin lifted the T-103 on its first flight. PO-4 (serial ╧ 01-02), on which the Sword on-board radar station was then first installed (in its first version with a slot antenna). The first flight on the T-104 was carried out on October 31, I979. At first, both aircraft were used for flight testing of new engines. Then, the T-103 was finalized for research at the Nitka training complex in the interests of creating a ship modification of the Su-27, and t-104 radar homing were conducted on the T-104. The main flight performance characteristics, such as maximum speed or flight range, were not determined on these machines, as on the first two experimental T-10s. in the interests of creating a ship modification of the Su-27, and on the T-104 conducted i-i radar homing. The main flight performance characteristics, such as maximum speed or flight range, were not determined on these machines, as on the first two experimental T-10s. in the interests of creating a ship modification of the Su-27, and on the T-104 conducted i-i radar homing. The main flight performance characteristics, such as maximum speed or flight range, were not determined on these machines, as on the first two experimental T-10s.

It is worth noting here that the AL-31F engines used on the T-103 and T-104 aircraft differed from all the subsequent ones, which began to be equipped with the Su-27 serial fighters, by the lower location of the remote boxes of aircraft units (RCA). Such a scheme had a number of operational advantages: the generators and hydraulic pumps located under the engine were easier and more convenient to service from the ground, in addition, there was a higher fire safety - oil accidentally leaking from the units could not get onto the hot parts of the engine. There was one drawback: the lower location of the RCA required increasing the cross section of the engine nacelles, which led to an increase in drag. Later, for reasons of aerodynamics, the layout of the unit box on the engine was redone to the top.

 

By the end of 1979, three experimental aircraft (G10-1, T-103 and T-104) were already taking part in the Su-27 test program, and soon the first aircraft of the installation series were to join them. It seemed that everything was going according to the plans and in a couple of years a new fighter could enter service. However, against the launch of a series of aircraft in the existing layout categorically objected ... chief designer MP Simonov.

In 1976, when the T-101 was still under construction, a number of circumstances were identified that threatened the fulfillment of certain points of the technical assignment (TOR) regarding the requirements for the flight characteristics of the future Su-27. As noted above, problems with the creation of uncooled engine turbine blades and the need to introduce cooling with air intake from the compressor led to a 5% increase in specific fuel consumption in cruising mode (the minimum specific fuel consumption of 0.64 kg / (kgf-h) instead of the specified 0.61 kg / (kgf-h), but in practice it increased by almost 5%) and to a decrease in the traction characteristics of the engine when flying at high speed at altitude and near the ground (bench thrust remained at the level of the set 12500 kgf). Secondly,

The total excess of the mass of equipment was several hundred kilograms, which, of course, entailed the general overweight of the aircraft, and most importantly, the shift of its centering forward, as a result of which the T-10 became statically stable in the longitudinal channel. As a result, the main advantage of the developed statically unstable layout was lost - the absence of balancing losses. Now, to balance the plane, it was necessary to deflect the stabilizer with the toe down, and its lifting force was no longer added, but subtracted from the wing lifting force. Naturally, the load-bearing properties of the aircraft were reduced. Weight limits were also exceeded by the creators of missile weapons.

An accurate calculation of the flight performance of the Su-27 aircraft, taking into account all these circumstances, clearly testified: the maximum range of a fighter with full fueling was only slightly more than 3000 km, the maximum flight speed was 2230 km / h, and ground speed was 1350 km / h , i.e. in these three main indicators, the Su-27 was 10-20% inferior to TTT. The calculations were confirmed by studies by specialists of the Siberian 'Scientific Research Institute of Aviation (SibNIA), which since 1972 conducted the bulk of aerodynamic research on the Su-27. The updated data of the Su-27 and F-15 were used in the mathematical and semi-natural modeling of air battles involving these aircraft, which was carried out at the NIIAS MAP in the department headed by A.S. Isaev, Doctor of Technical Sciences.

The need was for a radical revision of the Su-27 project. Back in 1975-1976. The design bureau and SibNIA formulated the main directions for improving the design of the T-10, thanks to which, under the circumstances, it was possible to provide the desired characteristics. To increase the range and flight speed, it was necessary to significantly reduce the aerodynamic drag of the aircraft by reducing the curvature of the wing profile, as well as the washed surface and the midship of the fuselage and center section. An increase in the internal fuel supply could also increase the range, it was only necessary to find a place where kerosene could still be "poured." To improve the characteristics of the aircraft at large angles of attack and glide, it was proposed to introduce mechanization of the leading edge of the wing and change the location of the vertical tail. Thus,

The convincing supporter of this approach was the chief designer MP Simonov, however, the leadership of the Ministry of Aviation Industry had a different opinion. Minister V.A.Kazakov counted on the possibility of gradual refinement of the fighter of the adopted layout due to minor modifications of the design, increase in fuel supply, etc. He was supported by many representatives of the customer. In principle, General Designer E.A. Ivanov was not against. Too much costs have already been made, and the cessation of serial production in Komsomolsk-on-Amur with the transfer of the plant to a new model meant not only new costs, but also further delaying the adoption of the aircraft.

 

However, M.N.Simonov persistently insisted on the need for a radical revision of the project, all the more so as he led a group of like-minded people with the participation of SibNIA scientists back in 1976-1977. on a proactive basis was created, and in the next two years tested in a wind tunnel a new layout of the fighter, devoid of the shortcomings of the existing one. The chief designer (and from the end of 1977 - the first deputy general designer) showed exceptional energy and was able to convince the management to take the risk and take measures to radically change the design of the aircraft that had already been tested. A positive solution to this issue was influenced by the support of Simonov, Deputy Minister of Aviation Industry I.S.Silaev (in 1981-1985 - Minister of Aviation Industry of the USSR).

Here is how MP Simonov himself recalls this: “We set ourselves the task of creating an aircraft that surpasses in combat effectiveness any other fighter that was in service with the Air Force at that time - an airplane gaining dominance in the air. To meet this purpose, it was necessary to redesign the aircraft "We had to get permission for this MAP. We turned to Ivan Stepanovich Silaev, who was then deputy minister. We told him: * Everything is based on the data of calculations and mathematical half-baked modeling." Silaev courageously supported us. He only asked me: “Are you sure that there is no other way?” “Of course, I’m sure, although there is another way: to mass-produce hundreds and thousands of mediocre fighters, and if there is no war, no one will know about their mediocrity. But we are working on a rainy day, when our weapons should be at the highest level. and therefore there is no other way! "

Shortly afterwards, M.P.Simonov went to work in the Ministry, to the post of Deputy Minister of Aviation Industry for new technology. In December 1979, Artem Aleksandrovich Kolchin was appointed chief designer of the Su27, under whose leadership work was carried out to create a fundamentally new version of the aircraft. As time has shown, the difficult decision made was the only right one, and as a result, a fighter was created, which even now, after almost two decades, is considered one of the best in the world with the Su-27 in the final layout of the MZ them. P.O.Sukhogo confirmed his reputation as a world leader in the aircraft building industry, having remained faithful to the traditions of OKB for many years not to put into service mediocre aircraft.

 

The fighter variant with the new layout received the T-10S code in the Design Bureau. Full-scale work on its design began in 1979. Preliminary studies to find ways to overcome the shortcomings of the T-10 “first edition” and to ensure the characteristics specified in the technical specifications were performed at OKB and SibNIA (here, the Institute’s chief aerodynamic was headed by Stanislav Timorkaevich Kashafutdipov, Ph.D. ), allowed to formulate the main directions of modification of the original layout. As they were developed, the T-10S in the structural and layout plan was moving more and more away from the T-10. As a result, it became clear that the designers would have to design a virtually new aircraft. According to the figurative expression of M.P.Simonov, from T-10 to T-10C, only the tire wheels of the main landing gear Yes pilot ejection seat. It was not only the general principles that were laid down in the Su-27 project that were still questioned by P.O.Sukhim - the integral layout of the supporting body, the statically unstable circuit, the electrical control system, the placement of engines in isolated gondolas with air intakes under the supporting body, etc.

T-10S received a new wing with a straight leading edge and reduced profile curvature (deformation of the middle surface and aerodynamic twist were preserved, only in a smaller volume). The lively wingtips, which did not justify themselves, gave way to the traditional ones, with a constant sweep angle along the leading edge, while air-to-air missile launchers were installed at their ends, which allowed, firstly, to abandon the special anti-flutter loads used on the T- 10, and secondly, increase the number of missiles suspended on the fighter from 8 to 10. Instead of rocket launchers at the ends of the wing, containers with electronic countermeasures equipment could be attached. The wing area increased from 59-4 to 62 m2, its mechanization has changed significantly.

To reduce aerodynamic drag, the head of the fuselage was modified: its contours were changed, a new cockpit light was used.

The cross section of the head of the fuselage in the area of the first fuel tank increased, and in the midship zone of the fuselage, on the contrary, decreased. The layout of the central tail boom was changed, which was provided with a cylindrical tip, which is a continuation of the rear fuel tank compartment. At the same time, it was possible to increase the total fuel supply in the internal tanks of the fighter to 9.4 tons. Significantly “ennoble” the contours of the engine nacelles and reduce their weight allowed the decision to use the T-10S modification TRDDF AL-31F with the upper arrangement of the box of aircraft units and engine units. While maintaining the overall layout of the air intakes on the new fighter, a system was introduced to protect the engines from getting foreign objects on taxiing, take-off and mileage using safety nets released into the air channels,

To ensure the necessary efficiency of the bodies of track and lateral stability, longitudinal, transverse and track control at large angles of attack, the tail assembly was significantly modified. To provide convenient access to the remote boxes of the units located above the engines, the two-keel vertical tail was widely spread to the sides and placed on the power beams on both sides of the nacelles, while for the keels, the optimal place was found in the vortex system generated by the influxes and wing consoles. As a result, the flight stability and controllability of the aircraft significantly improved when flying with large angles of attack and slip. At the same time, the T-10S was equipped with additional balkan ridges (false), which improve anti-tearing characteristics.

The installation of vertical tail on the tail beams, in addition, made it possible to place the fairings of the hydraulic steering drives of the stabilizer consoles in the aerodynamic shadow behind the keels. The shape in terms of horizontal plumage changed somewhat, and the shift of the axis of rotation of the stabilizer arms improved their flapper characteristics and made it possible to abandon the anti-flatter weights used on the T-10. The brake flaps - the flaps of the main landing gear mounted on the fighters of the original layout and not tested due to the jolting of the horizontal tail when they are released, gave way to the large braking shield, which is located on the upper surface of the fuselage behind the cockpit.

The chassis has changed: the main supports were equipped with a spatial "oblique" axis of rotation, so that the herd could simplify the cleaning of the racks in the center section and abandon the additional support element - a breaking strut. The engine nacelle began to perform the brace function, on the outer surface of which a lock of the released rack position was placed. At the same time, it was possible to reduce the cross-sectional area of the supporting body in the area of the landing gear niches. To prevent splashes from the front landing gear wheel getting into the air intakes during take-off and landing during or after rain, the front strut was moved more than 3 m back. At the same time, the front support began to perceive significantly greater loads, and it had to be significantly strengthened.

In general, the implementation of measures to modify the layout of the fighter allowed to reduce the midship of the aircraft by 15, due to which the aerodynamic drag during flight with transonic and supersonic speeds decreased by 18-20%. Reducing the curvature of the wing profile and the washed surface of the supporting body made it possible to significantly reduce the subsonic resistance. In combination with increasing the load-bearing properties of the airframe and providing good lateral and track stability and controllability characteristics in all three channels, this made it possible to realize excellent fighter maneuverability indicators, especially at large angles of attack, as well as to obtain specified flight range characteristics.

TESTING

In 1980, when at the MH them. P.O.Sukhogo was already in full swing work on the manufacture of prototypes of the new fighter, at the plant in Komsomolsk-on-Amur the assembly of the first aircraft of the installation batch was completed. In terms of design, they almost completely corresponded to the experimental T-101 and T-102, only the keels were installed with some collapse, like the T-103. Their power plant still included AL-21F-ZAI engines. Despite the fact that they had very little in common with the future production Su-27, they decided not to refuse to complete the installation of the aircraft of the installation batch and use them to refine and fine-tune the weapons control system and other equipment of the fighter, while they will be made and go through the initial stage first flight tests of the T-10S.

The lead copy of the installation lot, which received the T-105 code and serial number ╧ 02-02 (╧ 02-01 had a copy for static testing), was ready in June 1980. In the same year, the T-106 followed (╧ 02-03 ) and T-109 (╧ 02-04) (ciphers T-107 and T-108 were reserved for the first T-10S). In 1981, the Komsomol plant built two more vehicles, the T-1010 (╧ 03-01) and the TYu-11 (╧ 03-02), bringing the number of issued flight copies of the installation batch to five (to distinguish them from future production cars, they were called "Su -27 type T-105 "). In total, taking into account the prototypes collected at the MH them. P.O.Sukhogo, by 1982, 9 flight specimens of the aircraft of the original layout and one specimen for static tests were manufactured.

The aircraft of the installation batch were used for flight tests and refinement of on-board electronic equipment. In early 1981, the T-105 aircraft was first installed with the initial version of the OEPS-27 optical-electronic aiming system with an Argon-15 digital computer. This specimen was specially allocated for autonomous testing of OEPS. Somewhat later, the T-1011 was equipped for the same purpose. Tests of OEPS-27 of the "first edition" were carried out until mid-1982, when it was decided to replace the Argon-15 digital computer with a more advanced Ts100, which required the processing of all the mathematical support of OEPS-27. At the end of 1982, a revised optoelectronic sighting system was installed on the T-1011 for testing it with the S-27 weapon control system.

A significant role in the design and development of the avionics complex of the Su-27 fighter was played by the State Research Institute of Aviation Systems (at that time - NIIAS MAP), headed by academician E.A. Fedosov. At GosNIIAS, all software for the 4th generation fighter computer was created and debugged. To develop radar and optoelectronic aiming systems and improve the algorithmic support of S-27 SUV, the institute built a full-scale modeling complex KPM-2700. It was on the stands of this complex that all elements of the S-27 SUV were tested and tested at first, and only after that they were installed on experimental aircraft.

The construction of the first prototype fighter in the layout of the T-10S named T-107 (otherwise - T-10S-1, serial ╧ 04-03), completed at the MH them. P.O. Sukhoi at the end of 1980. In March 1981, he was relocated to the OKB flight station in Zhukovsky. Preparations for the first flight began. Like 4 years ago, when the first T-10 was launched for testing, R.G. Yarmarkov was appointed as the lead engineer for the aircraft, and V.S.Ilyushshpp as the test pilot. April 20, 1981 Ilyushin first took the T-107 into the air. The flight was a success. In the same year, static (T-108, or T-10C-0, serial ╧ 04-04) and the second flight (T-1012, or T-10C-2, ╧ 04-05) were assembled fighter T-10S . Aircraft T-107 and T-1012 were used to determine the main flight performance, stability and controllability characteristics of the new layout aircraft,

Unfortunately, both cars were not destined to have a long life. On September 3, 1981, the T-107 was lost: when performing a task to determine the maximum duration of a flight at a training ground near LII, the aircraft unexpectedly was left without fuel for the pilot, and V.S. A car with practically empty tanks fell to the ground and collapsed, and for the first time in my life, the ejected Ilyushin safely parachuted. “Organizational conclusions” were not long in coming: the chief designer A. A. Kolchin was dismissed, the lead engineer R. G. Yarmarkov was dismissed, and V. S. Ilyushin was permanently removed from flight. On December 23 of the same year, the T-1012 also crashed: when flying at maximum speed (number M = 2.35, pressure head about 9450 kg / m2), the head of the fuselage was destroyed,

The causes of the catastrophe A.S. Komarov could not be found out. According to one version, the culprits of the tragedy were the blocks of control and recording equipment installed during the tests in the wing influx compartment, which fell off their seats during the maneuver of the aircraft at the maximum permissible speed and damaged one of the structural elements of the head of the fuselage, resulting in its destruction in the air. However, the official conclusion of the emergency commission indicated that the cause of this disaster that occurred at the Bely Omut training ground 70 km east of the LII aerodrome could not be established. And although no claims were made to the material part, the Komarov disaster affected the fate of General Designer E.A. Ivanov. It was Ivanov, who was preparing for the elections to the Academy of Sciences at that time, was the direct initiator of this first flight in the limiting mode. Some time later, at the end of 1982, he was transferred to another job at the NIIAS MAP and, deprived of the opportunity to do what he loved, he soon died (this happened on July 10, 1983).

After A.A. Kolchin's dismissal, Aleksey Ivanovich Knyshev was appointed Chief Designer of the Su-27 in 1981, before that he headed the P.O.Sukhogo Design Bureau branch at the aircraft factory in Komsomolsk-on-Amur and put a lot of work into the development of serial production first T-10, and then T-10C. A.I. Knyshev still manages all the work on the Su-27. In 1983, the General Designer of the Ministry of Health. P.O.Sukhogo was appointed M.P.Simonov, under the general leadership of which continued work on the development of the Su-27 and the creation on its basis of new modifications.

And fate, meanwhile, was preparing the next blow to the program. The results of the first version of the Mech radar station that began in accordance with the scheduled flight tests indicated that the radar for a number of positions does not meet the requirements of the technical specifications. A whole list of shortcomings was revealed, which, according to experts, did not allow us to provide the specified characteristics even in conditions of quite a long refinement of the equipment. The main claims were presented to the digital computer and slot antenna with electronic scanning of the beam in a vertical plane, there was a significant lag with the development of software RLPK.

As a result, in May 1982, it was decided to stop testing and further refinement of the Mech radar in its first version and to develop a new antenna for it with mechanical scanning based on the Rubin antenna of the MiG-29 aircraft, but with one and a half times increased diameter (the use of radar with a slot antenna was delayed until the creation of a modified version of the fighter - Su-27M). The creation of such an antenna was entrusted to the specialists of PIIR. Instead of the NIIP development computer, it was proposed to use a new generation of digital computers, the Ts100, created at the Research Institute of Digital Electronic Computing Techniques (NIITSEVT, Moscow). The development of new software was entrusted to the NII-AS MAP. V.K.Grishin was relieved of the post of General Designer of NPO Fazotron

Through the efforts of specialists from four institutes - NIIP, NIIR, NIITSEVT and NIIAS - the task was completed in a very short time. Already in March 1983, a report was prepared on the readiness of the updated radar (it received the code H001) for flight tests as part of the S-27 SUV on Su-27 aircraft. They were carried out in the Civil Aviation Research Institute of the Air Force in Akhtubinsk (now the Glitz named after V.P. Chkalov) and were completed in early 1984. The radar was presented for joint tests, which successfully completed in just two months. After minor modifications to the software in 1985, the CUB S-27 was recommended for adoption.

And although not all of the designers ’ideas were eventually realized, the N001 radar fully met modern requirements. For the first time in the domestic aviation radar, when creating this RLC, the tasks of ensuring the average repetition rate of IM pulses for detecting and tracking the target from the rear hemisphere at low altitudes, the radio correction mode for controlling the first stage of guidance of R-27 missiles, and the use of a single transmitter were solved for radar operation and target illumination for guided missiles, operating sequentially in pulsed and continuous radiation mode. The use of new technical solutions and modern elemental base allowed to reduce the overall dimensions of the equipment by about half. in comparison with the technology of the previous generation. The following basic radar characteristics were obtained: fighter target detection range - 100 km from the front hemisphere and 40 km from the rear hemisphere, the number of simultaneously tracked targets in the passage - 10, the number of simultaneously attacked targets - 1. number of simultaneously guided missiles - 2. the range of heights of detected targets in a solid angle of 120╟ from 50-100 m to 25 km. At the same time, protection was provided from almost all types of interference existing at that time. the range of heights of detected targets in a solid angle of 120╟ is from 50-100 m to 25 km. At the same time, protection was provided from almost all types of interference existing at that time. the range of heights of detected targets in a solid angle of 120╟ is from 50-100 m to 25 km. At the same time, protection was provided from almost all types of interference existing at that time.

In 1982, the first aircraft of the new layout, joined at the serial plant in Komsomolsk-on-Amur, T-1015 (serial ╧ 05-01) joined the test program of the new fighter. T-1017 (╧ 05-02) and, a little later, T-1016 (╧ 05-04). Around the lead serial Su-27 was performed on June 2, 1982, test pilot of the Design Bureau Alexander Nikolaevich Isakov. The following year, the Komsomol plant delivered another 9 aircraft of the 5th, 6th and 7th series (OKB codes T-1018, T-1020, T-1021, T-1022, T-1023, T-1024, T1O-25, T- 1026 and T-1027), most of which took part in the State Joint Tests (GSI) of the Su-27 fighter, conducted in parallel with the deployment of mass production and the beginning of the development of a new machine in the troops. On aircraft T-1018 and T-1022, in particular,

Not everything was smooth at this stage of testing. In one of the flights in 1983 near the T-1017 aircraft, which was piloted by test pilot Nikolai Fedorovich Sadovnikov, part of the wing console collapsed when the “platform” was carried out at low altitude and high speed, while fragments of the structure damaged the vertical tail. Only thanks to the great skill of the tester, subsequently the Hero of the Soviet Union and the world champion, the flight ended successfully. NF Sadovnikov landed a damaged plane on the airfield - without most of the wing console, with a keel chopped off, and thereby provided invaluable material to the developers of the machine. It was found that the cause of the destruction was the incorrectly calculated articulated moment arising from the deflection of the rotary wing nose in some flight modes. Sadovpikov’s flight placed all the points over “i” in the investigation of another incident with one of the first serial Su-27 T-1021 (serial ╧ 05-03), which at about the same time fell into a similar situation when tested in the LII. However, unlike the T-1017, this machine was lost, and the pilot managed to eject. Urgent measures were taken to finalize the aircraft: the design of the wing and the airframe as a whole were strengthened.

According to the test results, the aircraft’s design was subjected to further refinements several times: the head of the fuselage and wing were strengthened (previously fighter jets were supplied with additional external strength plates, and the newly built ones had reinforced power set and skin panels); the shape of the endings of the vertical plumage has changed; the weight balancers previously installed on the keels were abolished; To accommodate passive jamming units, the length and construction height of the stern “fins” - the compartment of the rear fuselage between the central beam and engine nacelles, etc. increased.

During the tests, the helmet-mounted target designation system (SCC) "Slot-ZUM" was introduced into OEPS-27. This equipment, developed at the Arsenal plant in Kiev (chief designer A.K. Mikhailik), included a helmet-mounted sighting device and an optical location unit with a scanner for determining the angle of rotation of the pilot's head. The NSC made it possible to measure the coordinates of the line of sight during visual tracking of the target by the pilot in the +60 "zone in azimuth and from -15╟ to + 60╟ in elevation at a speed of the line of sight up to 20╟ / s, as well as to guide the target to the automatic capture zone OLS with simultaneous transmission of the coordinates of the line of sight of the target in the radar and the homing missiles. The joint use of the NSC and OLS allowed in close maneuverable combat to reduce the aiming time,

In the mid-80s. state tests were completed and the adoption of a new generation of air-to-air guided missiles took place: medium-range missiles R-27R and R-27T with semi-active radar and heat homing heads (in 1984), short-range maneuverable air combat missiles R-73 with a thermal homing head (in 1985) and UR of increased range R-27ER and R-27ET (in 1987). Thus, by this time, the composition of the weapon system and on-board equipment of the Su-27 aircraft had developed completely.

The basis of avionics was the S-27 weapon control system, including: the radar sighting system RLPK-27 with radar N001, state recognition interrogator and digital computer Ts100; optical-electronic sighting system OEPS-27 with optical-location station OLS-27, helmet-mounted target designation system "Slot-ZUM" and digital computer Ts100; SEI-31 Narcissus single display system with sight and flight indicator on the background of the windshield and direct vision indicator; weapon control system. SUV interacted with the flight control and navigation system PNK-10, the airborne part of the Spectrum command radio control line, the state identification system, telecode communication equipment (TKS) and the airborne defense complex equipment (Bereza radiation warning station, active interference station "Sorption" and passive interference emission devices APP-50). SUV S-27 ensured the use of the Su-27 aircraft in ground guidance systems with command control and semi-autonomous actions with targeting both a single aircraft and a group. In addition, autonomous group actions of fighters were provided (up to 12 aircraft in the group).

The first Su-27s entered the armed forces in 1984, by the end of the next year, a significant number of such fighters had already been launched, and mass re-equipment of fighter aviation units of the air defense and air forces began on a new type of aircraft. State joint tests of the Su-27 were completed in 1985. The results obtained testified to that. that a truly outstanding aircraft was created that has no equal in fighter aircraft in terms of maneuverability, flight range and combat effectiveness. However, some systems of on-board electronic equipment (primarily REP equipment and a group actions management system) required additional tests, which were carried out according to special programs already at the end of the GSI.

The completion of the Su-27 aircraft was marked by a number of state awards and prizes, which were presented to the developers, testers and manufacturers of the fighter. In the mid 90's. the creators of the car half an extra, not quite an ordinary award. In 1996, the Union of Designers of the Russian Federation certified the Su-27 aircraft and its modifications, the Su-32FP, the high design level of which was confirmed by certificates ╧ 001 and 002 of June 10, 1996. At the meeting in December 1996 - January 1997 the Design-96 exhibition and competition, the Su-27 aircraft won the first place (silver "Victoria") in the nominations "Industrial Design" and "Grand Prix" (golden "Victoria") of the exhibition. It was noted that the main features of the industrial design of the Su-27 had and will have a great influence on the formation of the appearance of domestic and foreign aircraft of the next generation. In 1997, OKV Cvxoro OJSC together with the Union of Designers of the Russian Federation submitted for competition the State Prize of the Russian Federation in the field of literature and art in the Industrial Design section of the Su-27 fighter and a family of aircraft built at one hundred bases. For the award of the State Prize the team of authors was nominated consisting of:

Sukhoi Pavel Osipovich (General Designer of OKB until 1975), posthumously;

Simonov Mikhail Petrovich (General Designer of Sukhoi Design Bureau since 1983, in 1976-1979 - Chief Designer of the Su-27);

Avramenko Vladimir Nikolaevich (during the development of serial production of the Su-27 - director of the Komsomolsky-on-Amur APO, then director of the Ministry of Health named after P.O. Sukhoi);

Antonov Vladimir Ivanovich (Deputy Head of the Project Department, Sukhoi Design Bureau, one of the authors of the Su-27 layout):

Ilyushin Vladimir Sergeevich (leading test pilot of the Sukhoi Design Bureau, who took up the first flight and tested the experimental T-10 and T-10S aircraft, currently is the deputy chief designer of the Sukhoi Design Bureau);

Kashafutdinov Stanislav Timorkaevich (Chief Aerodynamicist of SibNIA, one of the authors of the aerodynamic layout of the Su-27);

Kpyshev Alexey Ivanovich (chief designer of the Su-27 airplane since 1981);

Mikhail Aslanovich Pogosyan (during the development of modifications of the Su-27K, Su-27M, Su-27IB - the head of the fighter team of the project department, then the head of the project department, chief designer, 1st Deputy General Designer, currently - General Director of Sukhoi Design Bureau ").

 

Serial production of Su-27 fighters unfolded in 1982 at an aircraft factory in Komsomolsk-on-Amur. This enterprise, which had by that time almost half a century history, was already building more than 20 Su-brand supersonic planes. Laid down in the summer of 1934, two years later, plant No. 126 began producing reconnaissance R-6 (ANT-7) designs by A.N. Tupolsv. Since 1938, distant DB-3 bombers of the OKB S.V. Ilyushin Design Bureau and their modifications, primarily DB-ZF (Il-4), were built here. During the war years in Komsomolsk-on-Amurs collected more than 2700 IL-4, which made a significant contribution to the victory over the enemy. After the war, the plant produced Li-2 transport aircraft, and since 1950 switched to the production of jet aircraft. First, production of the MiG-15bis fighter was mastered here, and then the MiG-17 and MiG-17F. Production "

In the mid-50s. at plant No. 126, preparations began for the production of the first supersonic combat aircraft for the enterprise. They became front-line fighter Su-7 OKB P.O.Sukhogo. The first production Su-7 was launched in March 1958, and two years later a new modification aircraft appeared in the assembly shop - Su-7B fighter-bombers. Their production in various versions (Su-7BM, Su-7BKL, Su-7BMK, Su-7U, Su-7UMK) lasted until 1971, after which the plant, which received the new name "Far Eastern Machine-Building Plant named after Yu.A. Gagarin "(DMZ), completely switched to the production of modernized aircraft with a wing of variable geometry Su-17. The first such machines left the assembly shop in 1970,

Since 1974, Su-17M2 aircraft with modernized equipment and air-to-surface weapons were built in Komsomolsk-on-Amur; since 1976, Su-17MZ aircraft with increased fuel reserves and increased combat effectiveness and combat training Su -17UM, since 1980 - Su-17M4 aircraft with a digital sighting and navigation system. Su-17 aircraft were widely used in parts of fighter-bomber aircraft of the Russian Air Force. Many aircraft today continue to serve in the armed forces of foreign countries. Since 1972, at the DMZ them. Yu.A. Gagarin built a Su-20 fighter-bomber (version of the Su-17M), delivered to the countries of Eastern Europe; since 1976, Su-22 aircraft were produced (Su-17M2 variant with the R29BS-300 engine), ace 1978. - Su-22M and Su-22UM (modifications of the Su-17MZ and Su-17UM). These machines were delivered to the Warsaw Treaty countries, a number of Arab states and Peru. Export versions of the Su-17 family aircraft have been repeatedly upgraded (from 1982 to 1990, single-seat and two-seat fighter-bombers Su-22MZ, Su-22M4, Su-22UMZ, Su-22UMZK were produced). In total, over the years of production of the Su-17, Su-20 and Su-22 aircraft, a dozen and a half dozen different serial modifications of the fighter-bomber were produced, released in total more than 1000 copies. Mastering the serial production of 4th generation Su-27 fighters, the preparation of which began in 1976, required Export versions of the Su-17 family aircraft have been repeatedly upgraded (from 1982 to 1990, single-seat and two-seat fighter-bombers Su-22MZ, Su-22M4, Su-22UMZ, Su-22UMZK were produced). In total, over the years of production of the Su-17, Su-20 and Su-22 aircraft, a dozen and a half dozen different serial modifications of the fighter-bomber were produced, released in total more than 1000 copies. Mastering the serial production of 4th generation Su-27 fighters, the preparation of which began in 1976, required Export versions of the Su-17 family aircraft have been repeatedly upgraded (from 1982 to 1990, single-seat and two-seat fighter-bombers Su-22MZ, Su-22M4, Su-22UMZ, Su-22UMZK were produced). In total, over the years of production of the Su-17, Su-20 and Su-22 aircraft, a dozen and a half dozen different serial modifications of the fighter-bomber were produced, released in total more than 1000 copies. Mastering the serial production of 4th generation Su-27 fighters, the preparation of which began in 1976, required issued by a total of more than 1000 copies. Mastering the serial production of 4th generation Su-27 fighters, the preparation of which began in 1976, required issued by a total of more than 1000 copies. Mastering the serial production of 4th generation Su-27 fighters, the preparation of which began in 1976, required

factory specialists full effort. The new fighter was too different in terms of design and technology from the Su-17 aircraft being built at the enterprise at that time, and the time allotted by the government for readjusting production was too strict. The main features of the Su-27, which the Komsomol residents had to get used to, included widespread use of titanium alloys, large monolithic panels, welding, as one of the main assembly processes in the aircraft structure, and the use of a complex complex of avionics on the fighter.

The structural and technological features of the aircraft posed many challenges for the manufacturers. The number of new technological processes to be mastered was many tens. The complexity of manufacturing individual units and assemblies was prohibitive, which limited the ability to quickly deploy mass production.

A wide range of scientific and technical problems was associated with the use of high-strength titanium alloys in the design of the aircraft. The machining of titanium power units was to be carried out on metal-cutting machines with cutters and cutters of increased rigidity, capable of developing large torques at low cutting speeds. Technological sections equipped with such CNC machines were created in machine shops. It also required the creation of specialized sites to carry out fire hazardous processes for stripping titanium assemblies after machining.

In procurement and stamping, it was necessary to master the processes of forming parts from labor-deformable sheet and profile blanks. For this, a number of scientific organizations recommended the production of expensive ceramic (glass-based) stamps in which isothermal shaping of sheet parts was carried out. The stamp together with the billet had to be heated in a special furnace, and after shaping the whole system (furnace-stamp-part) would cool to a certain temperature, below which the part retained its shape. Only after that the part could be removed, and the process could be repeated. A simple calculation made by the leaders of KnAAPO showed that such a technology is unacceptable for mass production due to the low throughput, the high cost of equipment and equipment. Therefore, factory specialists began to search for other ways to solve the problem. The solution found involved heating the workpiece with electric current during shaping on existing equipment using simple equipment. It was necessary to select suitable current sources, to develop technological modes and equipment. As a result, a new technological process was mastered and introduced into mass production.

Many problems caused the need to weld titanium units of large and small thicknesses. Specialized welding installations were acquired, welding modes and methods for controlling the quality of welds were worked out. Among the mastered unique equipment is the installation of electron beam welding to vacuum ELU-21. In preparation for the production of Su-27, a specialized locksmith-welding workshop was created and equipped at the plant.

Titanium knots after shaping and welding require thermofixing - the heating process and subsequent slow cooling in vacuum and clamped state, after which the specified shape of the obtained parts remains unchanged. To implement this technological process, specialized vacuum heating units have been purchased, installed and mastered, concentrated on one production site.

Waffle panels, many of which had single or double curvature, were widely used in the design of the Su-27 aircraft. For milling such panels, create a specialized workshop. equipped with large-sized CNC machines, and the processes of shaping and surface hardening of such panels mastered the blanking and stamping workshop.

Among other new technological processes mastered in the preparation of the Su-27 production, the shaping of parts from hard-to-deformable alloy 01420. the manufacture of metallophore-plastic bushings, hardening of holes by rolling and lorning, threading in difficult materials with specialized taps with a corrected tooth profile, a large number of holes in the napeli of the protective device of the air intakes by perforation on EDM machines and many others.

In the assembly and installation and testing industries, it was necessary to solve many issues related to the provision of interchangeability, reducing the amount of manual and fitting work, and shortening the assembly process cycle. The manufacture and installation of electrical harnesses from new stiffer wires were mastered. For processing and tuning on-board equipment, we designed and built special rooms, which are not impervious to radiation, equipped with automated test benches. The deployment of the serial production of the Su-27 required the reconstruction and technical re-equipment of almost all the shops of the main and auxiliary production. The plant was replenished with hundreds of units of modern technological equipment.

Despite the high complexity of the task-by-article tasks, the hard work of the plant staff in Komsomolsk-on-Amur ensured that the deadlines for launching the aircraft in serial production were met. As a result, already in 1979 at the DMZ them. Yu.A. Gagarin, the first Su-27s were built in the original version of the layout, and in 1981 - the first aircraft of the serial layout. A large contribution to the organization of serial production of the Su-27 aircraft was made by the director of the plant V.N. Avramenko, chief engineer V.G. Kucepko, chief metallurgist T.B. Betlievsky. deputy chief engineer O.V. Glushko and B.V. Tselybeev. Significant assistance in the development of Su-27 production in Komsomolsk-on-Amur was provided by specialists of P.O. Sukhoy, the OKV branch established at the plant, headed by A.N. Knyshev at that time. After the appointment of L.I.

In 1985, the company launched an installation batch of two-seat combat training aircraft Su-27UB, in 1989 production of ship fighters Su-27K (Su-33) began, in 1992 - modernized multi-purpose fighters Su-27M (Su-35 n Su-37). Since the mid-80s. the plant in Komsomolsk-on-Amur is the main and only enterprise of the domestic aircraft industry for the manufacture of all single-seat modifications of the Su-27 fighter family. Since the late 90s. here, the development of production and new two-seater options began - the ship combat training Su-27KUB and the multipurpose Su-30MKK.

It should be noted that in addition to the production of serial aircraft, the Komsomol plant, in cooperation with OKI P.O. Sukhoi, has been involved in the manufacture of almost all prototypes of Su-27 family fighters for 20 years. Over the years of a series of other production, the designers and technologists of the plant have introduced a number of original proposals to improve the design, increase reliability, manufacturability and improve the operational characteristics of Su-27 aircraft.

The success of the aircraft factory in Komsomolsk-on-Amur in the production of aircraft was marked by a number of government awards. On July 18, 1942, the enterprise was awarded the Order of Lenin, and on January 18, 1971 - the Order of the October Revolution. In 1989, DMZ them. SAGagarin was transformed into the Komsomolsk-on-Amur Aviation Production Association (KnAAPO). Under the leadership of the General Director V.I. Merkulov, the Deputy General Director of Yu.L. Ivanov and the Technical Director - Chief Engineer V.I.Sport, the company is currently continuing to produce various modifications of the Su-27 family combat aircraft. At the same time, the production of civil aviation equipment, the S-80 multipurpose transport aircraft and the Be-103 light amphibious aircraft, was launched.

Serial production of AL-31F engines for Su-27 fighters in the early 80s. It was mastered at two aircraft engine plants - the Moscow Machine-Building Production Enterprise (MMPP) Salyut and the Ufa Engine-Building Production Association (UMPO). At first, only the “cold” part of the engine (fan and compressor) was manufactured at UMPO, which was transferred for final assembly of the engine to the Salyut MMPP, which produced the “hot” part (combustion chamber, turbine and nozzle). Subsequently, the full cycle of production of AL-31F engines and their modifications was mastered at the Salyut MMPP and in Ufa.

Both enterprises had a long history and rich experience in the manufacture of turbojet engines, while Salyut, originating from the first Gnom aircraft engine plant in Russia, commissioned in 1912, traditionally worked closely with the design bureaus of A.M. Lyulki and P.O. Sukhoi. In the first post-war years, the production of the first domestic turbojet engines, the TR-1, was mastered at this enterprise, which had the name "Plant ╧ 45". applied in particular. on an experimental fighter Su-11. Since 1957, Salyut produced AL-7F-1 engines for Su-7B fighter bombers and Su-9 interceptors, and since 1972, AL-21F-3 engines for Su-17 fighter bombers and Su-type front-line bombers -24. Without any exaggeration, we can say that "Salute" It is a full-fledged participant in the creation of the AL-31F, because the technical innovations laid down in the design of the new engine required a serious analysis of the production capabilities of the enterprise, a significant update of the machine park, the development of the most advanced technologies and the principles of processing advanced structural materials. At Salyut, a unique technology of casting single-crystal turbine blades and applying protective coatings to them was mastered. In these processes, the enterprise is still the leader among Russian aircraft engine plants. mastering the most advanced technologies and principles of processing promising structural materials. At Salyut, a unique technology of casting single-crystal turbine blades and applying protective coatings to them was mastered. In these processes, the enterprise is still the leader among Russian aircraft engine plants. mastering the most advanced technologies and principles of processing promising structural materials. At Salyut, a unique technology of casting single-crystal turbine blades and applying protective coatings to them was mastered. In these processes, the enterprise is still the leader among Russian aircraft engine plants.

The AL-31F production preparation process required the installation of several hundred units of new equipment, redevelopment of workshops, and the organization of new sites. The testing base of the plant in the suburbs was also modernized. As a result of the active work of Salyut with its partners, already in 1984 the first serial AL-31Fs started to leave the assembly shop of the plant.

It should be noted that after state tests, the AL-31F engine had a small resource, so the main efforts of the plant's specialists were aimed at increasing it. These efforts were successful, and today the AL-31F has the resource and reliability indicators, even exceeding the established standards. This ensured its active promotion not only in the domestic market, but also abroad. For 16 years, Salyut has produced engines of the 1st, 2nd and 3rd series. Work on improving the engine continues, and at present the specialists of the Salyut MMPP are ready to further increase the assigned resource and switch to engine operation according to the actual state of its units and systems. Products of the latest series are distinguished by new anti-corrosion coatings and single-crystal turbine blades,

In the process of mastering the production of AL-31F at MMPP Salyut, unique technologies for the manufacture and processing of turbojet parts were developed and implemented, including:

soldering by arc discharge of a hollow cathode in a vacuum, used to harden the contact surfaces of turbine blades and to increase their wear resistance by 3 times while maintaining the physicochemical and strength properties of the base material;

gas-flame deposition of heat-shielding and sealing coatings on the compressor parts and the turbine hot path, increasing their service life by 2-4 times and ensuring minimal gaps between rotating parts;

vacuum-plasma deposition of heat-resistant coatings on the feather of the turbine blades, increasing their service life by 2-4 times;

detonation coating of wear-resistant coatings on the details of the jet nozzle, which increases the service life of the parts by 1.5-10 times and eliminates their warping;

surface hardening of engine parts by ion nitriding, which provides a high-strength diffusion layer on the surface of parts with minimal deformations while observing environmental cleanliness and optimal labor intensity of the process;

gas circulation application of a diffusion-aluminide coating on the turbine blades (alimentation by the circulation method);

isothermal stamping (deformation at a constant temperature), which allows to obtain parts of complex configuration from titanium alloys with minimal allowances, while saving metal 30-60% and reducing the complexity of machining;

a new technological process for manufacturing high-quality gears of the 4th - 5th degree of accuracy, including gear grinding, ion nitriding, gear honing and control using a Heifler instrument. providing a decrease in labor input by 22-35% and a reduction in the manufacturing cycle by 2 times;

vibration processing of deep holes in hard-to-handle materials, increasing productivity by 3-5 times;

manufacture of compressor monowheels and impellers on five-coordinate numerically controlled machines.

The Ufa Engine-Building Production Association has been counting its history since 1925, the year the aircraft engine factory No. 26 was founded in Rybinsk. In November 1941, this company, which produced M-17 piston engines designed by A.M. Mikulip, M-100, M-103 and M-105 designed by V.Ya. Klimov, was evacuated to Ufa, where during the war it made 97 thousand Piston aircraft engines VK-105 and VK-107, widely used on Yak fighters. After the war, the enterprise began production of the first Soviet jet engines - RD-10, RD-45F, VK-1A for the Mig and Yak fighters. Since the mid 50's. in Ufa, turbojet engines built by A.M. Mikulin and S.K. Tumansky were built: RD-9B for MiG-19, R11F-300 fighters for MiG-21 fighters, and then its modifications R11F2-300, R11F2S-300, R13- 300

A number of unique technologies for the manufacture, repair, and control of modern gas turbine engines have been developed and introduced at UMPO aviation production. Among them:

isothermal stamping of GTE blades and other complex-shaped parts made of titanium alloys, providing minimal allowance, reduction in metal consumption, increase in fatigue strength of parts;

rolling ring billets from titanium and heat-resistant nickel alloys for the manufacture of thin-walled and difficult-to-seamless seamless rings with minimal machining allowances, ensuring stable high mechanical properties and uniform fine-grained structure of parts;

precision casting from titanium alloys with gas-conditioning, providing the manufacture of complex parts without machining allowance;

cold milling of GTE compressor blades made of steel and titanium alloys without subsequent machining, providing a profile of the blade feather with stable fatigue strength;

argon-arc welding of large-sized structures made of titanium alloys in an inhabited chamber, providing high-quality welds;

AL-31F engine test automation computer system, which serves to improve the quality and accelerate acceptance and long-term bench tests of all engine modifications, performs automatic measurement of engine parameters, mathematical calculation, display of parameters on one or several video monitors in digital and graphic form, display of engine mnemonic diagrams , prevention of emergency situations, outputting protocols to the printer, maintaining test archives with recording parameters during the whole process and tests carried.

To date, MMPP Salyut (General Director Yu.S. Eliseev) and UMPO JSC (General Director V.Plesupov) have mastered not only the full production cycle of AL-31F engines and their modifications, but also repair any previously manufactured products difficulties. Both enterprises passed certification of production according to the international standard of quality system ISO 9000 series and received prestigious certificates of the German company TUV CERT.

The manufacture of components for Su-27 fighters was established at various enterprises in the aviation, radio engineering, electronic, defense and other industries. For example, gas turbine starter-power units GTDE-117 are produced by the St. Petersburg Red October Machine-Building Enterprise, RLPK-27 airborne radar sighting systems - by the State Ryazan Instrument Plant and the Oktyabr software (Kamenetz-Uralsk), optoelectronic aiming systems OEPS-27 - Ural Optical and Mechanical Plant (Ekaterinburg).

 

The first references to the development of a new generation of fighters in the USSR appeared in the Western aviation press in the second half of the 70s. In August 1977, a report appeared in the Swiss magazine Defense Defense Review that a new Soviet fighter called the MiG-29 was being tested in the Moscow Research Institute of Flight Research (then called the Ramenskoye test center in the West). It is worth noting that at this time the MiG-29 was not flying yet, and the author of the article most likely had in mind the Su-27 - flights of its first prototype T-101 began in May 1977. The following circumstances served as the reason for publication. In 1977, an American reconnaissance satellite, which monitored the “events” in the territory of the LII, took pictures of two new fighters, which the US Department of Defense assigned temporary codes for Ram-K and Ram-L (the Pentagon gave such names to all new unidentified Soviet combat aircraft found at the airport near Ramensky). The first of them, as it turned out later, was the Su-27, the second - the MiG-29.

 

The United States, however, was in no hurry with official statements about the materials received and the publication of photographs. The Pentagon distributed the first information about the existence of a new fighter by the Sukhoi Design Bureau in March 1979, and the "spy" satellite images were published only in November 1983, when the new "twigs" and "dry" were already put into serial production and the American intelligence began to have more complete information about these aircraft. The name Su-27 first appeared on the pages of the foreign press in 1982, while the time code Ram-K was replaced by the standard "NATO" name Flanker. The quality of the first "satellite" photographs left much to be desired: by and large, only the general aerodynamic design of the fighter could be seen on them. However, these pictures made a great impression on foreign experts. In the West, for example, back in 1982 they were sure that the Su-27 was equipped with a variable geometry wing (!), And it was in this version that the aircraft was preparing for mass production with a possible start of deliveries to combat units in 1983, right up to the middle of 80 years high-quality photographs of the aircraft still did not exist, and the drawings published in foreign open publications were very, very approximate.

 

The official Soviet press was completely silent about the existence of new fighters in the country. The first meager information on this subject appeared only in the summer of 1985, when a documentary was shown on Central Television dedicated to the life and work of General Designer P.O. Sukhoy in connection with his 90th birthday. In the film, among other things, a ten-second story about the Su-27 flashed: several frames were shown that captured the take-off and flight of the experimental T-101. In the same year, the first copy of the aircraft was transferred to the exposition of the Air Force Museum in Monino near Moscow. Western aviation journalists rushed to comment and analyze the information received from the television screen, reproduced in the form of photographs in a foreign press in December 1985. (access to Monino for foreigners was still very limited then). It is noteworthy that, being mistaken in details and gaining an idea of the appearance of only the first prototype of a fighter, as we know, was significantly different from subsequent production aircraft, in general they came to the correct conclusions about the purpose and general characteristics of the Su-27. The aircraft’s assessment was enthusiastic: “The Sukhoi Design Bureau’s new development is a wonderful aircraft, the appearance of which is almost as striking as the American F-14 and F-15 fighters.” But even then in the West they knew that in the serial version the aircraft would be quite different from the T-101 (according to NATO classification - Flanker-A), shown on television, in particular, in the design of the wing and plumage. A modified version of the aircraft received "

Since, by the end of 1986, Su-27 fighters were already widely used in the air defense of the Soviet Union and began to be involved in patrol flights over neutral waters, it was inevitable that Western pilots would meet them in the air, often having cameras for shooting potential aircraft the enemy. 15 as a result of one of these “encounters” in the air, the crew of the Norwegian Orion aircraft took the first photos of the serial Su-27 with an on-board ╧ 21, published in Oslo on April 26, 1987, and then circulated by the foreign aviation press. After that, photos of serial Su-27s began to appear in the Soviet aviation and military press (at that time, even without indicating the name of the aircraft). The first of them were published in June 1987 in the journal "

In the fall of 1987, the pages of Western magazines went around a detailed photo report depicting at close range the Su-27 with aircraft с 36 and suspended missile weapons. It was removed under rather piquant circumstances. On September 13, 1987, a Norwegian Air Force 333rd squadron patrol aircraft Lockheed R-3B Orion monitored a group of Soviet warships in the neutral waters of the Barents Sea, 260 km southeast of Vardo in northern Norway and 90 km from the nearest Soviet territory. According to some reports, the pilot of a nearby Su-27 fighter V. Tsimbalu was instructed to carry out a training interception of a NATO intelligence officer. At 10 39 a.m. local time, the Su-27 approached the Orion, passing at a distance of only 2 m from it.

 

A quarter of an hour later, the Soviet fighter reappeared behind and below the scout. As a result of dangerous maneuvering, the vehicles came into contact: the fighter touched the blades of the rotary propeller of the extreme right Orion engine with the radiotransparent tip of the left keel, which resulted in their destruction, and the wreckage of the screw pierced the reconnaissance fuselage. Fortunately, there were no casualties: the Orion crew turned off the right engine, plumbing the propeller, and turned the plane toward the coast. At 11 57 hours, the Orion landed safely at the Banak airfield; made a landing at its airfield and Su-27. On the same day, Norway made a formal protest to the Soviet embassy. As Flight reported a week after the incident, "Norwegians believe What is the cause of this incident :! it was the pilot’s lack of discipline, and not an attempt to prevent the R-3 aircraft from observing Soviet naval maneuvers. Airplanes R-3 of the Air Force, Norway patrol the area of the Barents Sea almost daily and are intercepted by Soviet fighters in the usual manner. However, until now, the Soviet interceptors have not passed in such proximity. "

A curious version of this incident, set out in the English aviation journal Air International in August 1988: the Orion plane patrolled the Barents Sea when it was intercepted by the Flanker plane, whose pilot, without a doubt, intended to get some good shots of this Norwegian airplane: apparently, built-in cameras aimed to the sides were located in the fairings on the bottom of the nacelles behind the landing gear compartments, unfortunately, the Soviet pilot is probably for a moment ny enthusiasm to get a real close-up shot for the decoration of the wall in the room for the crews, forgetting about the size of his plane made contact left the keel of his plane with the outer right-hand propeller aircraft"

 

Based on these first photos of the Su-27 in the West, very professional general layouts and layouts of the aircraft were prepared and published in print. Very close to the truth were estimates of the main characteristics of the fighter. While still not having the opportunity to really "feel" a new Soviet fighter, foreign experts "hit the mark" with the determination of certain geometric parameters (for example, the wing span was called accurate to the centimeter), flight speed, range of the onboard radar, etc. The manufacturer of serial fighters was correctly indicated, as well as the fact that "in the decked version this aircraft can be used on a large Soviet aircraft carrier currently under construction in Nikolaev" [90]. However, there were a number of serious errors. So, aircraft engines were attributed to the design bureau of S.K. Tumapsky (the designation R-32 was misleading, provided by the Soviet side to the FAI when registering aviation records of the P-42 aircraft in 1986, which will be discussed below, but as the same source wrote, “there is reason to believe that the fighter designated by the Soviet Union P-42 is a specially prepared version of the Su-27 aircraft”). It is worth recalling that the Su-27 was finally declassified only at the beginning of 1989, and before that it was only possible to dream about publishing any details about the aircraft in the Soviet press. wrote the same source, “there is reason to believe that the fighter designated by the Soviet Union P-42 is a specially prepared version of the Su-27 aircraft”). It is worth recalling that the Su-27 was finally declassified only at the beginning of 1989, and before that it was only possible to dream about publishing any details about the aircraft in the Soviet press. wrote the same source, “there is reason to believe that the fighter designated by the Soviet Union P-42 is a specially prepared version of the Su-27 aircraft”). It is worth recalling that the Su-27 was finally declassified only at the beginning of 1989, and before that it was only possible to dream about publishing any details about the aircraft in the Soviet press.

 

In the fall of 1988, the glasnost proclaimed in the USSR finally touched military aircraft. At the traditional international aviation exhibition in Farnborough (Great Britain), the Soviet side presented two military aircraft: the MiG-29 fighter and the combat-training MiG-29UB. The unprecedented demonstration of the latest Soviet fighter made a great impression on the world community and business circles. There are real prospects for signing contracts on the export of modern military equipment abroad. Satisfied with success, the Soviet leadership in February 1989 decided to show for the first time at the next air show in Le Bourget several Sukhoi Design Bureau combat aircraft. Among them were two Su-27 fighters - single (serial ╧ 24-04, OKB code - T-1041, which had an aircraft ╧ 41. then replaced by “exhibition” ╧ 388), piloted by test pilot OKB P.O.Sukhogo V.G. Pugachev, and combat training (“exhibition” ╧ 389), piloted by E.I. Frolov. In early June 1989, the aircraft arrived in Paris. The flight from Moscow to Le Bourget with a length of 2384 km was completed without intermediate landings in 3 hours, a sweat of time.

Reputable Western experts called the Su-27 supersonic fighter a "cabin star". A huge impression was made on those present at the aerodrome-aerobatic complex, performed on this machine by test pilot Hero of the Soviet Union V.G. Pugachev. The “highlight” of the performance, which was an alternation of difficult and aerobatic maneuvers, was the execution of a unique maneuver - the so-called dynamic braking, or the dynamic approach to the super-large offshore attack, which received the name “Cobra Pugacheva” in honor of its first performer. Its essence is as follows: a plane performing a horizontal flight suddenly suddenly raises my mine. but does not go up, but continues to fly forward. At the same time, the angle of attack increases, passes the 90-degree mark and reaches 120╟. The plane actually flies tail-forward. In a few moments, the speed is extinguished to 150 km / h, then the aircraft lowers its nose and returns to normal horizontal flight. This technique is not available to any other combat aircraft in the world. Experts pointed out that dynamic braking can be used in aerial combat when attacking a target from an unfavorable position, for example, to launch missiles into the rear hemisphere.

 

In March 1989, V.G. Pugachev began working out the regime of dynamic access to ultra-large angles of attack with an experimental T-10U-1 “twin” equipped with anti-bolt parachute and anti-bolt missiles for security purposes, in preparation for the first demonstration of the Su-27 on foreign air show. On April 28, 1989, test pilot Pugachev first demonstrated the famous "cobra" to specialists at the LII. At an altitude of 500-1000 m, the pilot completed about 10 such maneuvers in three passes. In total, during the tests, dynamic braking was carried out several hundred times, which made it possible to fully work out this maneuver and make it a figure of aerobatics. However, even before Pugachev completed his first "cobra", test pilot LII I.P. The wolf on the Su-27 ╧ 09-06 (factory code - T-1030) conducted a large amount of testing to evaluate aircraft behavior at near-critical angles of attack and in a corkscrew mode. It was shown that the aircraft can fly and be reliably controlled at very large angles of attack exceeding even 90 °, and that getting out of various types of corkscrew on the Su-27 does not constitute any significant problem. It was within the framework of these studies that the famous "cobra" was born. More details about these tests of the Su-27 are described in the next section. and that getting out of various types of corkscrew on the Su-27 does not constitute any significant problem. It was within the framework of these studies that the famous "cobra" was born. More details about these tests of the Su-27 are described in the next section. and that getting out of various types of corkscrew on the Su-27 does not constitute any significant problem. It was within the framework of these studies that the famous "cobra" was born. More details about these tests of the Su-27 are described in the next section.

In the sky of France, the share of Soviet aircraft was a huge success. Here is what Reuters reported on June 15, 1989: “The Soviet Union apparently won the battle for the superiority of its fighters over US fighters in the sky of Le Bourget. The Russians managed to achieve this with the help of their serpentine-like aircraft, whose promising design and ease of control astonished specialists.Airplane attracted universal attention.Soviet designers created an amazing mashshgu, aviation experts say.The US Air Force was represented by elegant F-16 and F-18 aircraft, but they are pushed into the background owl skim the Su-27, which prodemo11striro-shaft striking aerodynamic qualities and the ability to almost sit on your tail. " Correspondent of the Paris newspaper "Liberation" reported on June 9, 1989: “The new Soviet Su-27 aircraft made a great impression on the audience. Previously, he never left the territory of the Soviet Union, and his arrival at the exhibition and then a flight demonstration amazed specialists. This aircraft is one of the most impressive fighter-interceptors in the world. Designers created an airplane that is in no way inferior to the best models available in the West. And for those who have not yet been convinced of this, it was enough to see the open mouths of the pilots watching the flight carried out by Victor p Pugachev ". This aircraft is one of the most impressive fighter interceptors in the world. The designers created an aircraft that is in no way inferior to the best models available in the West. And for those who have not yet been convinced of this. it was enough to see the open mouths of the pilots watching the flight performed by Viktor Pugachev. " This aircraft is one of the most impressive fighter interceptors in the world. The designers created an aircraft that is in no way inferior to the best models available in the West. And for those who have not yet been convinced of this. it was enough to see the open mouths of the pilots watching the flight performed by Viktor Pugachev. "

An interesting article published in the English weekly Economist on June 30, 1989 after the end of the exhibition in Le Bourget. Here are some quotes from it: “The Russian aerospace industry, which the West spoke of as obsolete, has produced a generation of aircraft that are among the best in the world. The star of the air show in Le Bourget was a Su-27 fighter. This is primarily the result of a more perfect aerodynamics of the aircraft. Compared to Western-made aircraft, it maintains stability at much higher angles of attack (110╟ for the Su-27, 35 F for the F-16, 45╟ for the “Rafal”). The flight control performed by the Soviet pilot is especially impressive ;! ∙ cobra "when he lifts his nose to such an extent that, in fact, flies his tail forward. In the event of a fight in the air, the F-15 will not be easy. The possibility of sharp braking and nose lifting in a few seconds provides the Su-27 with an undeniable tactical superiority over modern Western aircraft F-15, F-16, F-18, Mirage-2000 and Rafal, which cannot perform such maneuver. In addition, the execution of the Cobra figure suggests that the Su-27 has a very high maneuverability and controllability not only in the extreme modes demonstrated by Viktor Pugachev. In practical terms, the Su-27 has already gone beyond the limits of such limiting flight regimes on which it is planned to use the western experimental aircraft X-29 and the promising X-31; but the Su-27 is a combat aircraft in service! In the end, it may turn out that the next-generation maneuverable fighter.

 

The survivability of the Su-27 aircraft was proved in Paris by an emergency incident that happened on the first day of the cabin. June 8, 1989, with a two-seat Su-27UB, piloted by K.I. Frolov. The weather over Paris was then unimportant, it was raining, and a thunderous front passed nearby. As a result, lightning struck the Su-27UB, performing a loop from take-off. Here is how E.I. Frolov recalled this incident: “I immediately got a bunch of failures. You could say that the whole“ electrician ”turned off and there was only“ control. ”I had to stop the program and urgently go in to land.” Having lost contact with idle devices, Frolov expertly landed the Su-27UB in the Le Bourget strip. And after inspecting the aircraft and the necessary equipment repair, he soon soon flew again to aerobatics in the Paris sky.

In August 1989, the Su-27 aerobatics complex was the first to be dug by Muscovites and guests of the capital on an air festival in Tushino dedicated to the USSR Air Fleet Day. It was then that the tradition of holding large-scale air parades with the participation of military equipment in our country was revived (such events were not held in the Soviet Union for more than 20 lay-downs - the last large-scale aviation festival took place in July 1967 in Domodedovo). On Sunday, August 20, 1989, the Muscovites were finally able to see that and the sky above the Tushino airfield of the capital. as previously reported only a short television report from Le Bourget. The highlight of the show, no doubt, were Su-27 fighters. LII pilots A.V. Krutov and E.M. Kozlov demonstrated the unique capabilities of the new fighter, in particular - flying at minimum speed, when the Su-27 pair passed confidently in one formation With the Mi-24 helicopter (crew commander - Vlebenkov). Not without the sensational "cobra" - it was brilliantly performed by the test pilot of the Sukhoi Design Bureau V.G. Pugachev, who repeated his Paris program in the sky over Tushino.

 

At the same time, from August 19 to 27, 1089, an exhibition of aviation equipment was launched at the Central Aerodrome of Moscow (Khodynka), the exhibits of which were two Su-27 fighters - single with aircraft N 22 (T1O-22) and two with ╧ 389. shown before in LS Bourges. All comers for the first time got the opportunity to get to know new combat aircraft. Shortly after the exhibition closed at the Khodynka, the National Aviation Museum was organized, the exhibit of which for some time was one of the first production Su-27s with an on-board ╧31 (T-1031). Later, another plane of this type, the experimental T-1020, was transferred to the museum.

On August 15, 1989, the gates of the Kubinka garrison near Moscow opened its gates for the first time, where military pilots performed demonstration flights on fighters. On August 19, 1989, an air parade was also held in Zhukovsky, where testers of the Flight Research Institute and several design bureaus demonstrated in flight the capabilities of a number of aircraft, including, of course, the Su-27. The parade in Zhukovsky became a kind of rehearsal before the capital's premiere of new combat aircraft. It is worth noting that this was not the first air festival organized by the leadership of LII, just before such events were of a "local" nature and were not advertised in the press. It was at one of these parades, held over the Moscow River near the walls of the LIP in August 1988 (i.e. even before the demonstration of new Soviet fighters in Farnborough and Le Bourget), and the Su-27 fighter was first shown. True, only residents of the “aviation capital of Russia” could see it then, and a small number of meticulous aviation enthusiasts who accidentally found out about the upcoming event and specially came to Zhuzhsky.

At that holiday, it was planned to demonstrate the group flight of a pair of Su-27s, accompanying the heavy transport aircraft Il-76. Fighter pilots were supposed to pilot the LII A.V. Shchukin and S.N. Lresvyatsky. But the work of a test pilot is rightfully considered one of the most difficult and dangerous. Literally on the eve of the parade in Zhukovsky, A.V.1 Tsukin, one of the leading LII pilots, a member of the test cosmonaut group preparing for flight on the reusable Buran spacecraft, did not return from a test flight in a Su-26M light sports aircraft.

The holiday in Zhukovsky still took place. In memory of the deceased comrade, the passage of the Il-76 and Su-27 system was not canceled. Only in the ranks of this was only one fighter, and the place of the Shchukin Su-27 behind the left wing of the "silt" remained empty ... After a solemn and mournful flight of the Il-7b pair (crew commander V. Aleksandrov) and Su-27, S.N . Tresvyatsky demonstrated aerobatics on this fighter with ╧ 14, devoting a flight to the memory of A.V. Shchukin. The test pilot of the Sukhoi Design Bureau V.G. Putachev, who performed on a record version of the Su-27 - P-42 aircraft, also showed his skills.

 

The huge success that the parades of 1989 in Zhukovsky and Tushino had, prompted the country's leadership to organize a regular aerospace exhibition. The first of them, called the Moseroshow-92, took place on the territory of the Flight Research Institute in Zhukovsky and August 1992. Test pilots of the LII A.N. Kvochur, S.N. Tresvyatsky and A took part in the extensive flight program of the exhibition. .GBeschastnov, who were flying Su-27P and Su-27PU, and Sukhoi Design Bureau pilots I.Votintsev and E.G. Revunov, who demonstrated piloting on Su-27UB and Su-27IB. In the static exposition "Mosaero-1mo-92", the Su-27K ship fighter and the LMK-2405 flying laboratory based on the Su-27 base were first shown. Starting next year, the exhibition gained international status and became known as the "International Aerospace Salon" (MAKS). Aircraft of the Su-27 family are traditional participants in MAKS air salops, which have been held since 1993 every two years.

With the Paris premiere of the Su-27 and Su-27UB in June 1989, the triumphal procession of Su-fighters in foreign aviation showrooms and air shows began. In 1990, two Su-27 aircraft were first shown in Southeast Asia, for a drink in Singapore. On the way back, the "dry" landed in New Delhi and were presented to the command of the armed forces of India. In the summer of the same year, Su-27 aircraft first visited the North American continent. LII test pilots S.N. Tresvyatsky and R.A.- A.Stankevichyus on two Su-27s were invited to participate in the annual aviation festival in Zverett (near Seattle). Shortly after returning from the United States, Stankevicius went to Italy, where an air show was to be held at the J. Carrer airfield near Salgareda.

 

Unfortunately, the demonstration flight on the Su-27 with aircraft ╧ 14 in Italy on September 9, 1990 was the last in the biography of the remarkable test pilot, deputy head of the complex of cosmonaut-testers of the reusable space system Buran Rimantas Antapas-Antano Stankya-vichyusa. When performing a vertical aerobatics, the loop was entered at a height slightly lower than the calculated one. Coming out of the loop, Stankevicius almost leveled the plane, however, he could no longer cope with the resulting drawdown of the machine in height. Almost flat the plane touched the ground. There was an explosion that claimed the life of the pilot and was at the crash site of a member of the security service of the organizing committee of the air show Silvio Moretto.

The crash of the Su-27 in Italy did not affect the continued participation of this type of aircraft in various air shows and air shows, especially since the commission investigating the causes of the accident did not make any claims to the materiel.

Over the past 10 years, Su-27 fighters have traveled to many countries in Europe, Asia, North and Latin America, Africa and Australia. On their account air shows and air shows in the USA, Canada, France. UK. Germany. Belgium, Switzerland, the Netherlands, Norway, Austria, Luxembourg, 11olips, Czech Republic, Slovakia, China. India Singapore, Malaysia, Thailand, Indonesia, Australia, United Arab Emirates, Chile, etc.

 

The Su-27 aircraft is built according to the normal aerodynamic scheme and has the so-called integrated layout. The mid-line trapezoidal wing of small elongation, equipped with developed influxes, smoothly mates with the fuselage, forming a single supporting body. Two double-circuit turbojet engines with afterburners of the AL-31F type are located in separate engine nacelles installed under the aircraft’s main body at a distance from each other, eliminating their aerodynamic interference and allowing two guided missiles to be suspended between them.

The fairings of the chassis smoothly pass into the tail beams, which serve as platforms for the installation of integral-rotary stabilizer consoles with a direct axis of rotation, a two-gauge span of tail feathering and balkon ridges spaced along the outer sides of the tail beams. The aircraft is designed according to the concept of "electronic stability" and does not have a traditional mechanical control wiring in the longitudinal channel - instead, an electric remote control system (SDU) is used. The aircraft landing gear is tricycle, retractable, with one wheel on each support.

The aircraft FUSELAGE integrally mates with the wing and is technologically divided into the following main parts:

the head part of the fuselage (PPF) with a radio-transparent fairing, a sash of the front landing gear niche and a pilot's lamp (up to frame 18);

the middle part of the fuselage (SCF) with the brake flap and the leaves of the main landing gear (frames 18-34);

rear fuselage (CFC) (behind the frame ╧ 34);

air intakes.

 

In the head part of the fuselage of the all-metal semi-monocoque design, starting with a radio-transparent axisymmetric radome fairing of the airborne radar station, there is a nose compartment of the equipment, which contains blocks of the radar sighting complex (RLPK) and optoelectronic aiming system (OEPS), the cockpit and the cockpit equipment , a niche for cleaning the front landing gear with a single leaf. In the bow of the radar fairing, deflected downward from the horizontal of the fuselage by an angle of 7.5 °, a rod of the main air pressure receiver (LDPE) is installed. To access the antenna and the radar monoblock in the process of servicing the butt power frame 1 between the bow compartment and the radio-transparent fairing made oblique, and a radiotransparent fairing with a metal skirt - tilted up. The monoblock frame of the radar station, together with the antenna, can be pulled out with the radio-transparent fairing raised to provide access to the radar and OEPS units.

On the Su-35, Su-37 and Su-30MK aircraft, the radar nose fairing is removable, and there are additional hatches for access to the radar and OLS units in the nose compartment of the equipment. The rod of the main air pressure receiver is moved from the radar fairing to the side surface of the fuselage head. On the ship fighter Su-27K, in order to reduce its dimensions when placed in TAVKR hangars, folding of the LDPE rod is provided. The radar fairing of the Su-34 aircraft has an elliptical shape and is removable.

The pilot’s cockpit, limited by a frame ╧ 4 (front) and the rear wall of the cockpit, is sealed and has a two-section lamp consisting of a fixed visor and a drop-down part (sash) opening up and back with a large glazing area and three rear-view mirrors, which provides a good view during all sides. The viewing angle from the cab forward-down -14╟. Suspension units of the opening part of the lantern are located on the ╧ 13-frame; the pilot’s workplace is equipped with a K-ZbDM 2-series ejection seat mounted with a 17╟ back angle on the rear wall of the cockpit. In front of the cockpit lantern, an optical locating station sight is installed along the axis of the aircraft in the area of frame 4, and emergency (duplicate) LDPEs are installed along the sides of the fuselage in the rear of the cockpit

The crew cabin of two-seat aircraft Su-27UB, Su-27UBK and Su-30 of all variants is made according to the tandem scheme and has a two-section lamp, consisting of a fixed visor and a drop-out part common for both pilots. The rear pilot's seat is raised relative to the front, which provides good visibility in all directions. The workplaces of both pilots are equipped with the same K-ZbDM 2-series ejection seats mounted on the inclined walls of the cockpit 1 and 2.

The armored two-seater cockpit of the Su-34 and Su-32FN aircraft crews is sealed and provides accommodation for the pilot and navigator-operator according to the “nearby” scheme. Entrance to it is through a niche of the front landing gear using an integrated ladder. The crew is located on the ejection seats K-ZbDM. A sufficiently spacious cabin allows the pilot or navigator to stand up to his full height, to perform physical exercises to restore working capacity. The cabin is equipped with a thermos, a device for heating food, a first-aid kit, and a sewage device. For reliable protection of the crew from bullets and shells, the cabin is made in the form of a single armored capsule. The lantern of the cabin consists of a fixed visor with a central binding and two rear sections (left and right). The latter can be removed during operation for maintenance and dismantling of the ejection seats and emergency reset during the ejection of the crew. The cockpit of the Su-27KUB aircraft has a similar design.

Blocks of radio electronic equipment are located in the under-compartment compartments (central and two side). The head part of the fuselage is completed by the cockpit compartment (between the rear wall of the cockpit and the frame ╧ 18), in which the main volume of electronic equipment, as well as the cartridge box with the ammunition of the gun, are located on standard shock-absorbing racks and whatnots. In the cockpit compartment of the head of the fuselage between the frames ╧ 9 and 1b there is a niche of the front landing gear, which is retracted forward; depreciation rack with a wheel and other structural elements of the front support is laid in the stowed position between the racks of electronic equipment. To protect the electronic equipment of the cabin compartment from the oncoming air flow with the front landing gear of the landing gear released, takeoffs and landing are equipped with protective covers; in the process of servicing electronic equipment, these covers are removed, and the volume occupied by the niche of the front landing gear is converted into an operational compartment, allowing inspection, verification and replacement of shelving-shelves and individual equipment units.

To the walls of the cockpit compartment adjoin the right and left wing fins (boules). In the right influx in the zone of frames No. 14-18 there is a built-in quick-firing gun GS-301 of 30 mm caliber with a supply system for ammunition, ejection of cartridges and collection of links; a cartridge box with ammunition is installed across the hull compartment and occupies part of the influx and the hull compartment of the frame ╧ 18 closing the head of the fuselage behind the front landing gear support. Special gaps and shutters are made in the right influx to cool the gun, and to protect the skin from hot gases when firing in the area a cut of the barrel and in front of it in the area of frames ╧ 9-14 a screen of heat-resistant steel is installed. In the left wing influx are units of aircraft systems and blocks of electronic equipment.

On the aircraft Su-27K, Su-35, Su-37, Su-ZOMK, Su-34 and Su-27KUB on the influx of a wing of a modified configuration mounted console front horizontal tail.

The head part of the fuselage by design is an all-metal half-monocoque with an integral shape surface, with a technological joint along the closing frame ╧ 18. The power circuit of the head part of the fuselage is formed by a transverse set (frames) and a working skin, supported by a longitudinal set - stringers and spars.

The middle part of the fuselage is divided into the following technological units-compartments:

front fuel tank compartment ╧ 1, located on the axis of symmetry of the aircraft between the head of the fuselage and the center section (frames ╧ 18-28); the fuel tank design consists of upper and lower panels, end and side walls and frames; on the bottom surface of the tank compartment there are docking nodes with air intakes and pylon mounts for hanging weapons, on the top surface there are knots for installing the brake flap (on frame ╧ 18) and a hydraulic cylinder for controlling its release and cleaning (on frame ╧ 28);

center section (the main carrier of the aircraft), made in the form of a fuel tank compartment ╧ 2 (frames ╧ 28-34) with transverse walls and a number of ribs; there are combs on the end ribs for the junction with the wing consoles; on the lower surface of the center section are the attachment points of the main landing gear (the axis of rotation of the struts of the main landing gear - chassis beams - are in the area of frames ╧ 32-33), engine nacelles, arms suspension pylons; the upper and lower surfaces of the center section are made in the form of panels (the upper panel is riveted, from aluminum alloys, the lower one is welded, from sheets and a set of profiles from titanium alloy);

garrot, which is a power unit designed to accommodate communications and equipment installation; the garrot is located above the front tank compartment and the center section and in section is divided into three parts - the central and two side; a part of the gargrot above the front fuel tank-compartment between the frames ╧ 18 and 28 is occupied by the brake flap and the hydraulic cylinder for its harvesting-release; for protection against the incoming air flow of communications passing in the garrot under the brake flap, when it is released, protective covers are installed under the brake flap;

the front center wing compartment (right and left) located on the outer sides of the front fuel tank compartment ╧ 1 and consisting of the center section socks and the wheel niches of the main landing gear (frames ╧ 25-28).

On the upper surface of the Black Sea Fleet, a torque-free brake flap deviated by means of a hydraulic drive is installed with an area of 2.6 m2. The angle of deflection of the flap up 54╟. The release of the brake flap is used to reduce speed during the approach and during combat maneuvering at instrument speeds of up to 1000 km / h. On airplanes Su-27UB, Su-27UBK, Su-35, Su-37 and Su-30 of all variants, the area of the brake flap is increased to 3.0 m2.

 

The tail of the fuselage is divided into the following technological units-compartments:

two power engine nacelles, each of which is divided into two parts (middle parts of engine nacelles and engine compartments);

tail beams adjacent to the outer sides of the engine nacelles and which are a continuation of the fairings of the main landing gear, serving as a platform for installing the feathering of the aircraft;

the central beam of the fuselage, which includes the central compartment of the equipment, the rear fuel tank compartment ╧ 3, the tip of the central beam with a container of brake parachutes and side fins.

In the middle parts of the engine nacelles located under the center section (frames ╧ 28-34), there are engine air channels; on the power frame of each middle part there is a lock of the released position of the main landing gear supports, on the lower surface there are attachment points for the weapon suspension pylon; in the upper outer corners are the aggregates and communications of aircraft systems. In the motor bays (frames ╧ 34-45), AL-31F engines with an upper arrangement of propulsion units are installed; between the last frame of the center section (╧ 34) and the engine units in the "shadow" of the center section there are remote boxes of aircraft units - one in each engine compartment; on each remote box of aircraft units connected by a cardan shaft to the gearbox of the engine box of the units, a turbo starter was installed - an autonomous power unit of the GTDE-117-1 type, an alternator, a hydraulic pump and a fuel pump. To the power frame ╧ 45, closing the motor compartment, a removable cook dock is docked

The engine installed in the motorcycle compartment is removed from the aircraft with the help of a special trolley with a back-down movement; to ensure engine replacement, the tail coke is removable, and the last two power frames of the motor compartment (╧ 42 and 45) are open. When dismantling the engines, the remote units of the units remain on the plane, which reduces the time for replacing the engines. Service hatches to provide access to the remote boxes of aircraft units and the main engine units are located in the upper part of the engine compartments. The nacelles have a semi-monocoque circuit with a working casing supported by a transverse set (frames) and a longitudinal set (stringers).

 

The rear part of the tail beams (left and right) is made of power, on its upper surface are equipped the attachment points of the vertical tail (frames ╧ 38 and 42), the suspension of horizontal tail (frame ╧ 45) and stabilizer boosters (frame шп 42) are installed in the left and right beams in front of their power section housed compartments of aircraft equipment.

Aggregates of aircraft equipment and power plant systems are located in the central compartment of the central tail boom. The central beam has two end and three intermediate power walls connecting the power frames of the spaced engine nacelles, the attachment points of the suspension arms of the arms are mounted on the lower surface of the central beam. parachute-brake installation To ensure the release of brake parachutes, the tip cover is tilted up In the process of production In addition, a number of changes were made to the design of the aircraft, in particular, the aft flipper was extended and extended, in which passive interference emission devices were placed.

On Su-27K aircraft, on the lower surface of the central beam, attachment points of the brake hook produced during landing on the aerofinisher are installed. To reduce the dimensions of the aircraft when it is placed in the deck hangars of the aircraft carrier, the tip of the central beam is folded up. Parachute braking system on the Su-27K is not used On aircraft Su-35, Su-37 and Su-34 in the tail compartment of the central tail boom of increased dimensions is located rear-view radar equipment In this regard, the container The parachute was moved forward to the rear wall of the fuel tank ╧ 2, and was made lifting.

Adjustable air intakes of rectangular engines are placed under the wing influx in the area of frames ╧ 18-28 and are equipped with an exhaust mesh that prevents foreign objects from entering the engines during take-off and landing modes. The air intake braking surface is horizontal, the braking wedge is moved away from the surface of the supporting body, and between the wing and a wedge formed a gap for draining the boundary layer Mechanization of air intakes - movable panels of an adjustable wedge and recharge louvers on the bottom three-step adjustment wedge surface of the air intake consists of interconnected front and rear movable panels The front panel is a second and third stage of the braking wedge inlet,

The protective mesh in the retracted position is located on the lower surface of the air intake channel. The mesh is discharged upstream, the axis of rotation is located behind the throat in the diffuser part of the channel. The shutters (louvers) are located on the lower surface of the air intake in the area of the protective grid placement. The shutters are made “floating”, i.e. opening and they can be closed under the influence of differential pressure. They can open as if the mesh was removedand when released. To bypass the boundary layer of air on the external and internal side walls of each air intake, special grilles (panels with profiled slots) are provided. Optimum braking of the supersonic flow in the air inlet diffuser is ensured by installing its adjustable elements in the calculated position by an automatic air intake control system of the type ARV-40A On the lateral surface of the air intakes are the antennas of the radiation warning station (STR)

On the Su-34 aircraft, the air intakes are made variable, unregulated. Their mechanization includes flaps for recharge and air bypass.

The wing of the aircraft is free-carrying. The detachable parts (cantilevers) of the wing have a sweep angle along the leading edge of 42 ° and are composed of profiles with a relative thickness of 3-5%. The lengthening of the wing is 3.5; the narrowing is 3.4. Mechanization is represented by deflectable flaperons with an area of 4.9 m2, performing the functions of flaps and ailerons, and a two-section rotary toe with an area of 4.6 m2. Angles of deflection of flaperons +35 -.- 200, angle of release of socks -30╟. The flaperons are released (in flap mode) and the socks are deflected at takeoff and landing modes, as well as during maneuvering with instrument speeds of up to 860 km / h.

Structurally, each wing console consists of a power caisson, bow and tail, mechanization and wingtip. The power box consists of three walls (╧ 1, 2 and 3), upper and lower panels and 19 ribs. The part of the caisson between the ribs 1 and 9 is sealed and forms a fuel tank compartment. The upper and lower panels of the caisson are prefabricated. The nose of the console is located between the front wall and the wall ╧ 1 of the caisson and is designed to accommodate communications and control units swivel toe. The tail section between the caisson wall ╧ 3 and the rear wall serves to accommodate communications and flaperon control units. On the walls of the caisson of each console at the junction with ribs ╧ 9, Yu and 14, 16 there are units for installing two pylons for suspension of weapons. A comb is installed at the ends of the wingtip for attaching another launching device for short-range air-to-air guided missiles. Instead of the latter, containers with REP equipment can be installed on the wing ends.

A two-section swivel sock is hung on the console on the loop supports using ramrods. Structurally, the sock consists of a casing and a power set (spar and diaphragms). The sock is deflected by means of hydraulic cylinder blocks. A single-section rotary flaperon is mounted on the console on the brackets of the tail section of the wing and is controlled by hydraulic cylinders.

On the Su-27K ship fighter, to reduce the dimensions of the aircraft when it is placed in the under-deck hangars of an aircraft-carrying cruiser, the wing consoles are folding, when folding the wing, the width of the aircraft is reduced from 14.7 to 7.4 m.The wing mechanization has also been changed. It includes three-section deflectable socks, two-section double-slotted flaps and freezing ailerons.

On aircraft Su-27K, Su-35, Su-37, Su-34 and Su-ZOMK, under each wing console, one additional weapon suspension unit is equipped. At the same time, the capacity of the wing tank compartment was increased on these aircraft (with the exception of the Su-27K): part of the caisson between ribs ╧ 1 and 13 was sealed.

HORIZONTAL OPERATION of the aircraft is a differentially deflected stabilizer controlled by an electric remote control system (CDS), and consists of two all-rotating consoles made according to the "spar and strut beam" scheme with a direct axis of rotation and the arrangement of bearings in the horizontal plumage consoles. Stabilizer beams (half shafts) of the stabilizer are fixedly mounted in the tail beams of the fuselage. The power set of each stabilizer console also includes a rear wall, 11 ribs and a working skin reinforced by stringers.

The horizontal plumage consoles have a trapezoidal shape (sweep angle along the leading edge 45╟) - Stabilizer span 9.8 m, area -12.2 m2 Stabilizer deviation angles +15 ... -20╟, for roll control it is possible to deviate halves of GO with "scissors" 10╟. The stabilizer deviation is provided by a hydraulic actuator. The drive lever has a box section and is structurally combined with the middle part of the side stabilizer rib. The axle shaft made of high-strength steel consists of three parts connected by welding. The spar is made by hot stamping; in the middle part of the console, it has an I-section, and in the root and end parts, a channel.

On the Su-27K ship fighter, to reduce the dimensions of the aircraft when it is placed in the TAVKR under-deck hangars, the stabilizer arms are folding.

The FRONT HORIZONTAL OPERATION (PGO) used on the Su-27K, Su-35, Su-37, Su-34 and Su-30MK aircraft is installed at the end of the influx of the wing and consists of two all-turning consoles with a span of 6.43 m and an area of 2,999 m2. The sweep angle along the leading edge of the consoles is 53-5╟, the deviation angles are +3 5 ...- 51.5 ". The hydraulic actuators of the PGO are located in the influxes of the wing.

VERTICAL OPERATION - two-keel, sweep (sweep angle along the leading edge 40╟), an area of 15.4 m2. Each keel is equipped with a rudder (the area of two rudders is 3.5 m2, the deviation angles are + 25╟ in each direction). Keels have a trapezoidal shape and are made according to the two-spar scheme. They are attached to the power frames of the tail beams, which coincide with the power frames ╧ 38 and 42 of the engine nacelles. A force rib is installed in the root part of the keel; a transverse set of the main part of the keel is formed by 10 ribs. Antennas of various radio engineering devices are placed in the upper part of the fins equipped with fiberglass tips and along their leading edge under the radiotransparent fairings.

The rudders are controlled using hydraulic cylinder blocks installed inside the keels. Each steering wheel is controlled by one cylinder block. Under the rudder in the fairing, in the shadow of the root of the keel, a stabilizer booster is installed. To improve anti-tearing characteristics and increase track stability, two balkon ridges with an area of 2.5 m2 and a sweep angle along the leading edge of 38 ° are installed under the tail beams of the CFC.

On the Su-27UB, Su-27UBK and Su-30 airplanes of all variants, the vertical tail area was increased by 3.1 m2 due to the use of 420 mm spacers in the root part of the keels, while the aircraft parking height increased from 5.932 to 6.357 m. On the Su- 35 and Su-37, new keels of increased area and relative thickness are used, inside of which integrated fuel tank compartments are organized. On the Su-34 aircraft, balkon ridges are not used.

CHASSIS aircraft retractable, tricycle, with front support. On the main supports with telescopic racks, one KT-15bD brake wheel with dimensions of 1030x350 mm was installed. Racks have spatial oblique suspension axes in the area of frames ╧ 32-33. In the released position, the racks are fixed with mechanical locks mounted on the power frame of the engine nacelles. The angle of inclination of the struts relative to the vertical is 2╟43'- On the front support with a rack of a half-lever type there is one non-brake wheel KN-27 with dimensions of 680x260 mm.

The front strut, having an angle of inclination relative to the vertical of 7 °, is controllable, which allows the aircraft to make maneuvers during taxiing with a very small turning radius. The rack suspension unit is located on the frame ╧ 16, the mounting unit of the rack exhaust-hydraulic cylinder is mounted on the frame ╧ 18. The wheel of the front support is equipped with a mud guard that prevents foreign objects from entering the air intakes from the airfield surface. All landing gears are retracted forward in flight: the main ones are in the center wing niches, the front one is in the under-compartment compartment of the fuselage. The landing gear niches are closed by hydraulically-actuated flaps: the front support niche (frames ╧ 9-16) - with one flap suspended from the fuselage to the right of the aircraft axis; wheel niches (frames ╧ 25-28) and struts (frames ╧ 28-33) of each main support - two separate wings suspended from the center section. Chassis depreciation - pneumohydraulic. The base of the landing gear is 5.8 m, the track is 4.34 m, and the parking angle of the aircraft is 0╟1b '.

On the Su-35, Su-37 and Su-30MK aircraft, two non-brake wheels with dimensions of 620x180 mm are installed on the front pillar. On aircraft Su-27K and Su-27KUB, the front strut is telescopic and equipped with a pair of wheels with dimensions of 620x180 mm. On a Su-34 aircraft, two-wheeled trolleys with 950x400 mm KT-206 wheels are installed on the main telescopic racks, according to the tandem scheme. On the controlled front support of the half-lever type, two KN-27 wheels with dimensions of 680x260 mm are installed. The wheels of the front support are equipped with a mud guard that prevents foreign objects from entering the air intakes from the surface of the airfield. The main landing gears are retracted forward in flight into the center section niches with the trolleys turning, the front one - back into the cockpit compartment of the equipment. Niches of the chassis are closed by sashes, having a hydraulic drive, while the niche of the front support is equipped with two pairs of wings on each side. The base of the chassis is 6.63 m, the track is 4.4 m.

 

The power plant of the aircraft consists of two double-circuit turbojet engines with afterburners AL-31F, air intakes with adjustable panels, refill flaps, air channels and the control system ARV-40A (discussed in the "Fuselage" section), engine cooling systems, drainage systems and engine venting , remote boxes of units with gas-turbine starters - GTDE-117-1 power units, fuel system, engine protection system against foreign objects (discussed with the "Fuselage" section), fire alarm systems Aromatics and engine control systems. The structure of general aircraft equipment includes:

hydraulic system;

pneumatic system;

power supply system;

aircraft control system, including a remote control system in the longitudinal channel (CDS);

automatic control system (ACS);

lighting equipment;

power system of aneroid-membrane devices;

oxygen equipment;

air conditioning, cooling and boost systems;

emergency escape means;

cockpit instrumentation equipment.

AL-31F ENGINE has a modular design and consists of a 4-stage low-pressure compressor with an adjustable inlet guide device, an intermediate casing with a central drive box, a 9-stage high-pressure compressor with a variable angle of installation of the vanes of the guide vanes of the first three stages, the outer loop, the ring combustion chambers, air-air heat exchanger in the turbine cooling system, high-pressure single-stage cooled turbine, neither single-stage cooled turbine one pressure augmentor, the supersonic nozzle, and the gear units on top of the engine. The engine develops bench thrust of 12,500 kgf in the "fast and furious" mode and 7,770 kgf in the "maximum" mode. The specific fuel consumption at the maximum operating mode is 0.75 kg / (kgf "h), the afterburner - 1.92 kg / (kgf" h), the minimum cruising specific fuel consumption is 0.67 kg / (kgf "h). The high-pressure two-stage compressor provides 23-fold compression of the incoming air at a flow rate of PO kg / s and bypass ratio of about 0.59- The temperature of the gases in front of the turbine reaches 1665 K. The dry weight of the engine is 1530 kg, specific gravity 0.122; overall length -4950 mm, maximum diameter -1180 mm, inlet diameter - 905 mm. The engine resource before the first repair is 1000 hours; valuable resource - 1500 hours A high-pressure two-stage compressor provides 23-fold compression of the incoming air at a flow rate of PO kg / s and a bypass ratio of about 0.59. The gas temperature in front of the turbine reaches 1665 K. Dry engine mass of 1530 kg, specific gravity 0.122; overall length -4950 mm, maximum diameter -1180 mm, inlet diameter - 905 mm. The engine resource before the first repair is 1000 hours, the assigned resource is 1500 hours. A high-pressure two-stage compressor provides 23-fold compression of the incoming air at a flow rate of PO kg / s and a bypass ratio of about 0.59. The gas temperature in front of the turbine reaches 1665 K. Dry engine mass of 1530 kg, specific gravity 0.122; overall length -4950 mm, maximum diameter -1180 mm, inlet diameter - 905 mm. The engine resource before the first repair is 1000 hours, the assigned resource is 1500 hours.

The jet nozzle of the engine is tapering-expanding. It includes a crown of profiled flaps suspended on hinges to the rear end of the afterburner and controlled by hydraulic cylinders. To the rear of these flaps, supersonic flaps are articulated to form the expanding portion of the nozzle. The outer contour of the nozzle is formed by external flaps, the front ends of which are flexible elements that enter the nacelle and are always pressed against the inner surface of its sheathing by elastic forces. Using flexible elements in all engine operating modes, the external contour of the external shutters is smoothly mated with the nacelle circuit. The rear ends of the profiled and external shutters are interconnected by movable hinges; there is an annular gap between these shutters near their rear ends, through which air is blown through the engine compartment. To ensure the passage of the engine thrust vector near the center of gravity of the aircraft, the axis of the jet nozzle in the vertical plane is inclined by 5 ° relative to the axis of the engine.

The engine control system is hydroelectronic with an analog electronic regulator-limiter KRD-99, a hydromechanical pump regulator NR-31 and a nozzle and afterburner regulator RSF-31. The operation mode of the power plant is set by the engine control levers (ORE) located on the left panel of the cockpit and connected to the levers of the pump regulators of the engines by a system of rods and rockers. Starting two engines can be carried out both sequentially and simultaneously. The spinning of the engine rotors when they are launched on the ground is provided by gas turbine starter-power units GTDE-117-1, the start of which, in turn, is carried out by an electric starter, the voltage to which is supplied either from the airfield power sources, or from avyunomnye onboard current sources - storage batteries.

An experimental modification of the AL-31F engines with thrust vector control, which is carried out by deflecting the engine nozzles within ╠15╟ in the vertical plane (both synchronously and differential), is installed on the Su-37 aircraft. The working fluid of the nozzle rotation control system is the hydraulic oil from the aircraft hydraulic system. The thrust vector control loop is included in the aircraft remote control system. The Su-ZOMK aircraft uses AL-31FP engines, the thrust vector of which is controlled by deflecting nozzles within + 15╟ in planes located at an angle of 32╟ to the longitudinal plane of symmetry of the engine. Changing the position of the axis of rotation of the nozzles allows you to get both vertical and lateral component of the thrust vector. The working fluid of the AL-31FP engine nozzle rotation control system is aviation kerosene, and it is closed to the engine fuel automation system. The thrust vector control loop of the AL-31FP engines is also included in the aircraft remote control system.

REMOTE UNIT BOXES are used to place the main energy sources of the aircraft - electric generators and hydraulic pumps - and transmit to them, through a system of shafts and gear wheels with friction and freewheels, rotational motion from the shafts of turbochargers of AL-31F engines or the output shafts of gas turbine starters - GTE power units 117-1, as well as the transmission of rotational motion from the shafts of the turbostarter to the shafts of the rotors of the main engines when they are launched on the ground. Direct current generators, drives of alternating current generators, centrifugal fuel pumps and plunger pumps of the aircraft hydraulic system, as well as GTDE-117-1 turbostarts are mounted on the gearboxes.

The turbine compressor starter-energy unit GTDE-117-1 is a light gas turbine engine used on an airplane to round the rotors of the main engines when they are launched on the ground and to activate on-board electric generators and hydraulic pumps when the turbofan engine is off. The latter allows checking fighter equipment without connecting external power sources (for example, in the field) and without consuming a resource of engines. The starter-energy unit, having a mass of 40 kg, develops a starting power of 90 hp.

The FUEL SYSTEM is designed to store fuel on board the aircraft and ensure uninterrupted power supply to the engines at all operating modes in the air and on the ground. It consists of four tanks (three in the fuselage and center wing and one in the wing consoles), fuel pumping and pumping pumps, and fuel-flow metering equipment. Installation of outboard fuel tanks on an airplane is not provided. The capacity of the front fuselage fuel tank compartment (tank ╧ 1) is 4020 l, the center-wing tank compartment (tank ╧ 2) is 5330 l, the rear fuselage tank compartment (tank ╧ 3) is 1350 l, the wing tank compartments ( tank ╧ 4) - 1270 l. The total fuel supply in the internal tanks is 11,975 liters (9,400 kg with a fuel density of 0.785). In addition to the full, the main (incomplete) version of the aircraft refueling is provided, in which the tank ╧ 1 and the wing tank compartments do not refuel. The fuel supply on the plane in this case is 6680 liters (5240 kg).

On aircraft Su-27UB, Su-27UBK and Su-30, while maintaining the same as on single Su-27, the full supply of fuel, options for primary and intermediate refueling are provided. In the main refueling variant, tank ╧ 1 is not refueling, and tank ╧ 2 is partially filled, while the fuel supply is 7800 l (6120 kg). In the intermediate refueling variant, tanks ╧ 2, 3 and 4 are completely filled, and tank ╧ 1 partially, the fuel supply is -10765 l (8450 kg).

On the Su-35 and Su-37 aircraft, the fuel supply in the internal tanks was increased due to the larger capacity of the wing compartment compartments and the use of two additional tanks in keels. The capacity of the wing tank compartments (tank ╧ 4) -1990 l, keel tanks - 360 l. The total supply of fuel in the internal tanks is about 13,000 liters (10,250 kg at a fuel density of 0.785). On an airplane, two drop-out suspension fuel tanks with a capacity of 2000 liters can be used, mounted on the underwing suspension points. On the Su-34 aircraft, the capacity of the fuselage fuel tanks is significantly increased, the total fuel supply on the aircraft is about 15,000 liters (about 12,000 kg). On an airplane, one, two, or three discharged large-capacity outboard fuel tanks can be used. On the aircraft Su-27K, Su-35, Su-37, Su-30 and Su-34 have an in-flight refueling system. Refueling can be carried out from IL-78 tankers or aircraft of the same type, equipped with a UPAZ unified refueling suspension unit. The rate of fuel transfer during refueling is from 90 to 2300 l / min. Refueling can be carried out at altitudes of 2000-6000 m at a flight speed of 450-550 km / h. A retractable fuel rod is located in the compartment in front of the crew cabin on the left and is equipped with backlight for refueling at night.

The main fuel for the engines of Su-27 fighter jets are aviation kerosene grades RT, T-1 and TS-1, or mixtures thereof. Refueling of all internal tanks is carried out either centrally, through a unified on-board fueling nozzle located in the recess of the front landing gear, or through the filler neck of the tanks. The pilot is informed of the fuel supply and production by a fuel gauge system with a display panel on the pilot's dashboard. The system calculates and displays the remaining fuel, signals the end of the production of individual tanks and provides automatic fuel cut-off during centralized refueling, in accordance with the selected refueling option. The pilot receives information about the current fuel balance on the tape type indicators, about the development of tanks and the reserve fuel balance - on the light indicators and light-signal boards. The message about the remaining fuel reserve is duplicated by the Almaz voice informant and, along with information about the current fuel supply, is recorded by the Tester on-board flight data recorder, messages about abnormal functioning of the fuel gauge system and its failures are displayed on the display of the crew’s built-in monitoring and warning system " Screen".

FIRE-FIGHTING SYSTEM is designed to extinguish a fire in engine compartments. It consists of a fire alarm system and a fire extinguishing system. The alarm system gives the pilot a warning about a fire on the light panel of the instrument panel of the cockpit and voice message of the Almaz system. The fire extinguishing system consists of fire extinguishers, pipelines and spray collectors. Fire extinguishing is ensured by filling the free space of the compartments with the extinguishing agent. The fire extinguishing system controls are located on the left panel of the cockpit.

Aircraft HYDROSYSTEM consists of two independent hydraulic systems of a closed type (first and second) with a working pressure of 280 kgf / cm2 and each driven by its own engine. Energy sources in each hydraulic system are NP-112 variable displacement plunger pumps mounted on remote units of units. The working fluid of the hydraulic system is AMG-10 hydraulic fluid. The first and second hydraulic systems simultaneously ensure the operation of the stabilizer steering drives, rudders, flaperons (on the Su-27K - ailerons and flaps), deflectable socks and front horizontal tail (on the Su-27K, Su-35, Su-37, Su-ZOMK aircraft , Su-34).

In addition, the first hydraulic system provides: release and cleaning of the chassis, opening and closing the flaps of the chassis niches; wedge control of the left air intake; cleaning and release of protective nets of air intakes; management of a rack of a forward support of the chassis; braking of the wheels of the main landing gear (start and emergency); power supply of RLPK hydraulic units; the operation of the stroke limiters of the handle on the roll and the pedal stroke; release and cleaning of the fueling rod (on the Su-27K, Su-35, Su-37, Su-30, Su-34 aircraft), brake hook (on the Su-27K aircraft), the operation of the wing folding mechanisms and the stabilizer (on the Su-27K ) The second hydraulic system provides: the main braking of the wheels of the chassis; cleaning and release of the brake flap; wedge control of the right air intake.

The aircraft air system is used for emergency landing gear in the event of a hydraulic failure. The working fluid of the pneumatic system is high pressure nitrogen. On aircraft Su-27K, Su-35, Su-37, Su-30, Su-34, the pneumatic system can be used for emergency release of the rod of the fuel refueling system in flight.

The electrical power supply system of the aircraft consists of a primary three-phase alternating current system with a voltage of 115/200 V and a frequency of 400 Hz and a secondary DC system with a voltage of 27 V. The main sources of electricity are two GP-21 alternating current drives-generators mounted on remote units of units and driven by driven by rotors of working engines. Drives-generators supply separate busbars automatically connected to the power sources and are able to operate in overload mode (up to 150%) for 2 hours, which, if one of them fails, provides the task with virtually no load limit on the electrical system. Converters are the backup sources of AC power. The DC power supply system is made up of three parallel-acting rectifier devices that supply main and emergency buses in normal operation, and two 20NKBN-25 rechargeable batteries that supply two emergency buses, separated from the main by two pairs of power diodes. Such a construction of the power supply system provides a two-channel DC power supply system for five failures of individual subsystems and units.

AIRCRAFT CONTROL SYSTEM includes longitudinal, lateral and directional control systems, as well as a wing sock control system.

Since the Su-27 aircraft has a margin of static stability close to zero (depending on the change in alignment, it can be either positive or negative), the development of the control system took into account the requirement to ensure normal control with static instability of the aircraft up to 5%. This determined the need to use a remote control system (SDU-10) in the longitudinal channel. In the transverse and track channels, a traditional mechanical system is implemented that connects the control handle (pedals) to the hydraulic boosters that move the control surfaces. The aircraft is controlled in manual and automatic modes. In automatic mode, control is performed according to the signals of the automatic control system SAU-10.

The remote control system (SDU-10) solves the following main tasks:

control of a statically unstable aircraft in the longitudinal channel;

ensuring the required characteristics of stability and controllability of the aircraft in the longitudinal, transverse and track channels;

increasing the aerodynamic characteristics of the aircraft during maneuvering;

restriction of admissible values of an overload and angle of attack;

reduction of aerodynamic loads on the structure of the airframe.

The system’s operation is based on the continuous measurement of flight parameters and command signals from control levers, the conversion of these signals in computers to steering control signals, which, deflecting the steering surfaces, ensure stability and a given aircraft maneuver.

The remote control system has three operating modes: takeoff and landing, flight and hard link. The take-off and landing and flight modes switch automatically depending on the position of the chassis. The “hard link” mode is emergency and is activated by the pilot.

The main operational mode of operation of the SDU-10 is the "flight" mode. In this case, the electric signal from the position sensor of the control handle is fed to the input of the multiplying device, which changes the gain of the signal of the handle depending on the height and speed pressure (if the calculator of the gain of the handle malfunctions, it is possible to set its value manually using the valve on the control panel in the cab pilot). The handle signal after the multiplying device is fed to the input of a nonlinear prefilter, which forms a delayed link,

compensating for the delay of feedback signals in terms of angular velocity and normal overload, and limits the slew rate of the signal to prevent the instability of the aircraft when servo drives reach maximum speed.

After the non-linear prefilter, the handle signal is fed to the inputs of the servos, which also receives signals of angular velocity and overload. The angular velocity signal generated on the gyroscopic angular velocity sensor, after the filter of elastic vibrations, is fed to the gear ratio corrector, where the gear ratio is changed in angular velocity depending on the pressure head. The normal overload signal, passed through the delayed link and the gear ratio corrector, also arrives at the inputs of the servos.

Servo drives, moving the stabilizer console in accordance with the listed signals, provide the required characteristics of stability and controllability of the aircraft. In the takeoff and landing mode, when due to low flight speeds the influence of the normal overload signal is insignificant, it is replaced by the angular velocity signal passed through the delayed link, and the nonlinear prefilter is turned off. In the "hard link" mode, the handle signal is sent directly to the inputs of the servos, and the signals of angular speed and normal overload are disabled. The gain value is then changed manually.

The limit mode limiter (OPR) is designed to prevent the aircraft from exceeding the acceptable values of the angle of attack and normal overload due to the direct impact on the control handle. Permissible values of overload and angle of attack, depending on the flight mode, the mass of the aircraft and the type of suspensions, are formed in a special computer and fed to the input of the ODS servo drive. It also receives the signal from the oscillation generator, which causes the handle to shake when it rests on the ODA servo drive. If necessary, in critical situations, the pilot can "overpower" the limiter limit modes, compressing the spring ODA.

Cross and track control system. The transverse deflection of the control knob is transmitted through a mechanical wiring to the lever mixer and causes a differential deflection of the flaperons. At the second input of the mixer, either the movement of the MPF electromechanism, releasing flaperons as flaps, or the movement of the electro-hydraulic steering machine RM-130, which corresponds to the synchronous deviation of the flaperons for changing the wing profile depending on the angle of attack of the aircraft, is received.

The electrical signals of the control stick sensor are fed to the CDS calculator, adjusted depending on the angle of attack, altitude and high-speed pressure and fed to the inputs of the drives, providing their differential deviation. The same signal is fed to the steering unit PM-15, which is connected through a differential rocker to a mechanical wiring connecting the pedals to the hydromechanical rudder drives.

In addition, angular speed signals are received at the inputs of the stabilizer servos, and angular speed and lateral overload signals are sent to the steering unit PM-15. Thus, when the handle is deflected along the roll, differential deviation of the flaperons and stabilizers occurs. In addition, the rudder is deflected, which ensures a cross connection of the roll and yaw channels. Damping of oscillations along the roll provides differential deviation of the stabilizers according to the signals of the angular velocity of the roll; yaw vibration damping and static lateral stability provide angular velocity and overload signals in the track channel.

Wing sock control system. Wing socks are deflected automatically, depending on the angle of attack of the aircraft in order to adaptively change the profile of the wing. The law of sock deflection is formed in the CDS calculator, and the generated signal is fed to the electro-hydraulic servo drive. The output of the servo through mechanical wiring is connected to spool devices that regulate the flow of fluid into the sock hydraulic cylinders along the wing span.

Executive mechanisms of the control system. Stabilizers are deflected using RPD-100 electrohydraulic drives. Each drive consists of an electro-hydraulic distributor and a two-chamber power cylinder. The electro-hydraulic distributor consists of four steering machines and a dual spool device. The output of each of the four steering machines is connected to the input of the spool device through a hydraulic spring. In the event of a malfunction of any steering machine, the hydraulic spring is compressed and the faulty part of the drive is turned off. Stabilizer drives have very high dynamic characteristics even with very small amplitudes of the input signals. This feature avoids the occurrence of self-oscillations in flight on a statically unstable aircraft.

In the flaperon channel. wing socks and control rudders; power drives are hydraulic cylinders controlled by hydromechanical spool devices. Steering unit

shifting the rudder according to automation signals, is a three-channel steering machine connected to the mechanical system via a differential rocking chair. The steering units of the CDS in the channels of the ODA, socks of the wing and flaperons are single-channel electro-hydraulic machines. There is an auxiliary backup chamber in the wing sock steering machine, which sets the socks to the extreme released position in the event of system failures that occurred when the aircraft was at high angles of attack.

The power supply of the CDS is produced by a direct current of 27 V. In this case, all types of voltages necessary for the CDS, including AC voltage for supplying gyroscopic and induction sensors, are generated in the power supply units of the CDS. Each subchannel has its own power supply. Each unit is powered from two emergency spikes through a diode isolation. Such a scheme guarantees the absence of any power interruptions during short-term voltage interruptions on one of the buses.

Management system redundancy. When designing the Su-27 aircraft control system, the following two basic requirements were adopted to ensure reliability and fail-safety: the probability of failure resulting in loss of aircraft control should be no more than 10 ", and the system should provide control of the aircraft in case of any two successive failures in it electrical part. Based on this, a system redundancy scheme was implemented.

The longitudinal channel has fourfold redundancy. The failure of a faulty subchannel is detected by comparing the signal values of each subchannel with the average logical value of the signals of all subchannels. The average logical value is selected on special devices - quorum elements. The longitudinal channel is divided into seven sections, at the ends of which quorum elements are installed. In case of malfunctions, only the part of the system subchannel located between adjacent quorum elements is disabled. Due to such a division of the circuit into controlled areas, only three failures in one area are critical, which significantly reduces the likelihood of a complete system failure.

Due to the presence of mechanical wiring from the handle and pedals to the flaperons and rudders, the side channels of the CDS have only threefold redundancy. Failure detection and shutdown of faulty sections of the system is performed 'in the same way as in the longitudinal channel.

AUTOMATIC CONTROL SYSTEM (SAU-10), which interacts with the flight-navigation system, weapons control system and command-guidance equipment, provides:

stabilization of the angular positions of the aircraft and its altitude;

bringing the plane to horizontal flight from any spatial position;

software climb and descent: -control by commands of ground and air guidance points, as well as by signals of the on-board weapon control system;

flight along the route, return to the airfield and approach by landing according to the signals of a radio beacon.

LIGHTING EQUIPMENT provides intra-cabin lighting, runway lighting and outdoor signal lighting. Illumination of instrument scales in the cabin is carried out by lamps mounted above the devices; the inscriptions on the consoles and shields are illuminated by incandescent lamps through the light guides. To illuminate the runway during landing and taxiing of the aircraft, two landing lights and one taxiway headlights are installed on the front landing gear rack. The dimensions of the fighter and the direction of its flight are indicated with the help of air navigation lights installed on the wingtips and left keel tips (the left side air navigation light has a red filter, the right one has green, and the tail has white).

AEROID-MEMBRANE DEVICES POWER SYSTEM is intended for perception and distribution between the sensors of static and total pressure devices during flight. The system includes air pressure receivers: the main one (type PVD-18) mounted on the nose cone along the axis of symmetry of the aircraft, and two standby ones (type PVD-7) installed on both sides of the GChF. The main consumers of the system are indicators of speed, altitude, number M, self-propelled guns, SOS, ARV, SUV and other equipment.

OXYGEN EQUIPMENT AND PILOT EQUIPMENT ensure the creation of the necessary living conditions for the pilot, preservation of its performance when performing high-altitude flights, flights with large overloads and bailouts. The pilot's oxygen supply system provides the supply of an oxygen-air mixture into the mask at flight altitudes of up to 8000 m and pure oxygen at high altitudes. The emergency oxygen supply system is located in the ejection seat. It is automatically activated by ejection or manually and can supply the pilot with oxygen for 4 minutes.

A set of oxygen equipment and equipment of the pilot KKO-15LP can be used on the plane, which ensures the creation of the necessary living conditions for the pilot when flying at altitudes of up to 20 km, as well as after an emergency departure from an altitude of up to 20 km and subsequent landing or landing (in particular, the possibility of pilot breathing underwater for 3-5 minutes). The KKO-15LP kit includes protective equipment and on-board oxygen equipment. Protective equipment includes a high-altitude compensating suit VKK-15K and a protective helmet ZSh-7A with an oxygen mask KM-35. The high-altitude compensating suit has a built-in ventilation system, powered by the on-board system. When flying at altitudes less than 12 km, instead of VKK-15K, it is possible to use the PPK-3 anti-overload suit, which leads to some decrease in the portability of aerobatic overloads. When flying over the sea, the use of the high-altitude marine rescue kit VMSK-4-15 is provided.

AIR CONDITIONING, COOLING and SUPPLY SYSTEMS are designed to manually maintain the set temperature and air pressure in the cockpit, ventilate the pilot's suit and operate the anti-overload device, blow the pilot, blow the cockpit glazing, cool the equipment, pressurize airtight units. Air for the air conditioning system is taken from the seventh stage of the compressor of each engine, then it is sequentially cooled in an air-air radiator, a fuel-air radiator and a turbo-refrigeration unit. The system of pressurization of equipment blocks is designed to create the air pressure necessary for normal operation in the blocks of the radar station and the aircraft interrogator, high-frequency paths and in the expansion tank of the radar liquid cooling system. The liquid cooling system of the radar station ensures reliable operation of the airborne radar in any mode of its operation. In a closed loop cooling system, refrigerant circulates.

The EMERGENCY DEPARTURE SYSTEM of the aircraft includes the K-36DM series 2 ejection seat, as well as the pyromechanical control system for dumping the lamp and pilot bailout. The seat provides the pilot with salvage over the entire operational range of altitudes and flight speeds, including airplane movement modes along the airfield. Safe bailout is guaranteed in horizontal flight with instrument speeds from 0 to 1400 km / h (M numbers from 0 to 2.5) at altitudes from 0 to 25 km, when maneuvering with overload from -2 to +4, at angles of attack up to ╠30╠ , sliding angles of up to ╠20╟ and roll angles of up to ╠180 при, when the aircraft rotates relative to its longitudinal axis with an angular speed of up to 3 s1, as well as in take-off and run modes at a speed of at least 75 km / h. The minimum ejection height when diving an airplane with an angle of 30 ° is 85 m, from an inverted flight position is -55 m (for an airplane speed of 400 km / h in both cases). The maximum overload during an emergency exit of the aircraft is 18 units.

Ejection is carried out by pulling up the double handle of the ejection system control, after which the emergency release systems of the hinged part of the lantern, the firing mechanism of the ejection seat and the mechanism for putting the rescue parachute into action automatically operate in the required sequence. The pilot is protected from overloads and the impact of high-speed air pressure provided by high-altitude equipment of the pilot, forced fixation of the pilot in the seat, stable stabilization of the seat during ejection, and when ejecting at high speeds, with the deflector of the additional air flow protection system.

The K-ZbDM chair is equipped with a KSMU-36 two-stage combined firing mechanism, a parachute launch mechanism, a PSU-36 suspended rescue system with a 28-line parachute with a 60 m2 dome area, a stabilization system with two stabilizing parachutes, parachute automatic machines and KPA-4M semi-automatic machines, PPK-1M-T and PPK-U-T. The propulsion impulse of the powder propellant rocket engine is 630 kgf "s. To maintain the pilot’s life and ensure his search after bailout, an oxygen system, a portable emergency reserve NAZ-7M and an automatic beacon Komar-2M (R-855UM) are installed on the seat. -7M includes: PSN-1 life-saving inflatable raft, food supply, camp equipment, alarm equipment and medicines.

INSTRUMENT EQUIPMENT is used to ensure safe flight and effective combat use of the aircraft in simple and difficult weather conditions, day and night, at any altitude up to the practical ceiling. To simplify the piloting of the aircraft, to facilitate the working conditions of the pilot, as well as with the aim of more rational placement of equipment, the cockpit panels have a panoramic arrangement of instruments on the dashboard, left and right panels.

The main control levers are the aircraft pitch and roll control knob mounted in the center of the cockpit between the pilot’s legs, track control pedals and engine control levers (ORE) located on the left side of the cockpit. On the front of the aircraft control stick are buttons for controlling autopilot, bringing to the horizon (right) and disabling self-propelled guns (left); joystick for trimming longitudinal and lateral control (in the middle), joystick for controlling the target marker on the ILS (bottom left), on the back side is a combat button for firing from a gun and launching missiles, as well as a switch for choosing the type of weapon "gun-missile"; under the handle - the brake lever of the chassis wheels. On the ORE there are buttons for controlling the brake flap, radio station and brake parachute,

On the subflight frame in front of the dashboard on the left side there is a lever for opening and closing the lamp, and on the right side there is a lever for the emergency reset of the lamp. Above the dashboard, in the center, there is an indicator against the windshield with a control panel and an additional button of push-button switches, which is closed by a lid, and to the right is a direct vision indicator (tactical situation indicator), which displays information on the cathode ray tube from RLPK and OEPS. To the right of the ILS, under the binding of the lamp, a magnetic compass is fixed. On the sides of the ILS control panel there are sensors of the helmet-mounted target designation system, and underneath it there is a display panel for weapons suspensions.

On the left side of the dashboard there are: a chassis crane and a flight and landing indicator with a light signaling the release of the chassis, flaperons and brake flap; indicator of angle of attack and overload, indicator of radio altimeter, clock; landing gear emergency release lever; instrument speed and barometric altitude indicators. In the middle part of the dashboard there are: flight control device (roll and pitch indicator), navigation and planning device (course indicator); a combined indicator of vertical speed, rotation and sliding, a pointer to the position of the wedge of the air intakes, a combined four-scale indicator of the height and differential pressure in the cabin, oxygen supply and supply, and a combined four-scale indicator of pressure in the first and second hydraulic and brake systems; two-pointer engine speed indicator (tachometer), two gas temperature indicators for left and right engines. On the right side of the dashboard there are: the indicator panel of the fuel gauge system with a tape indicator of the remaining fuel and light indicators for generating tanks; display of the built-in control and warning system for the crew "Screen"; irradiation warning station indicator. On the side panels of the cockpit there are control panels for aircraft systems, engines, SUV, navigation system, radio stations, jamming system, etc. fuel gauge system indicator panel with a tape indicator of the remaining fuel and tank warning lights; display of the built-in control and warning system for the crew "Screen"; irradiation warning station indicator. On the side panels of the cockpit there are control panels for aircraft systems, engines, SUV, navigation system, radio stations, jamming system, etc. fuel gauge system indicator panel with a tape indicator of the remaining fuel and tank warning lights; display of the built-in control and warning system for the crew "Screen"; irradiation warning station indicator. On the side panels of the cockpit there are control panels for aircraft systems, engines, SUV, navigation system, radio stations, jamming system, etc.

On the Su-35 and Su-37 aircraft, a new information-control field of the cockpit is used: it is based on two color multi-function indicators on liquid crystals, a modified indicator on the background of the windshield and a multi-function control panel with a liquid crystal display. The number of traditional electromechanical devices is significantly reduced, and they are assigned only duplicate functions.

ON-BOARD RADIO ELECTRONIC EQUIPMENT.

The aircraft avionics include:

weapons control system (SUV);

flight and navigation complex (PNK);

complex communications;

equipment of the airborne defense complex;

airborne means of control, signaling and registration of flight data.

S-27 WEAPONS MANAGEMENT SYSTEM provides the use of guided air-to-air missiles in long-range missile and close air combat, target capture and tracking from radar and OLS surveillance modes in long-range missile combat, capture and tracking of a visually visible target in close combat, determination of state affiliation detected target. The arms control system includes the RLPK-27 radar sighting system, the OEPS-27 optical-electronic sighting system, the SEI-31 unified display system, the weapon control system (SMS), the state recognition system interrogator and the objective control system.

The weapons control system interfaced with other aircraft electronic equipment:

aerobatic navigation complex;

the onboard part of the equipment of the ground-based automated control system

radio control lines);

equipment of the state recognition system with the inclusion of the state identification requestor unit in the S-27 system;

equipment for inter-aircraft telecode communication and data transmission to the ground;

the equipment of the airborne defense complex.

The weapon control system of the Su-35 and Su-37 aircraft includes a radar control system (RLSU) and an optical-electronic aiming and navigation complex. The weapon control system of the Su-34 aircraft includes a radar sighting system and a sighting optical-electronic system (OPOES).

Radar sighting system RLPK-27. The composition of the RLPK-27 includes a pulse-Doppler radar station N001, which provides detection and tracking of targets in free space and against the background of the earth in the front and rear hemispheres. The detection range of a fighter target in the front hemisphere is 80-100 km, in the rear hemisphere 30-40 km. The radar can simultaneously track up to 10 air targets on the aisle and intercept one that poses the greatest threat. The range of heights of detected targets in a solid angle of 120╟ is from 50-100 m to 27 km. The radar has an antenna with a diameter of 975 mm with mechanical scanning in azimuth and elevation. The operation of RLPK-27 is controlled by the on-board digital computer Ts100.

Optoelectronic sighting system OEPS-27 is designed to search, detect and track aerial targets by their infrared radiation, determine the coordinates of the line of sight when the pilot is visually visible

targets, measuring ranges and solving the tasks of aiming at air and ground targets. OEPS-27 includes the optical-location station OLS-27, which is a combination of a heat direction finder and a laser range finder (a heat direction finder provides target detection by thermal radiation and its angular tracking, a laser range finder provides distance measurement to a target), a helmet-mounted target designation system (NSC) " Slot-ZUM "and Ts100 digital computer. OEPS-27 performs the same functions as the RLPK-27, but only in simple weather conditions, and is more accurate and better noise immunity.

The OLS-27 sensor is located in a spherical fairing along the axis of the aircraft in front of the cockpit. The detection range of a fighter-type aerial target by the OLS heat finder reaches 50 km from the rear hemisphere, and 15 km from the front hemisphere. The OLS search field is 120x75╟, the field of view is 60x10╟, 20x5╟ or 3x3╟. The range of measured ranges by the laser range finder, which is part of the OLS, is 0.3-3.0 km when working on air targets and 0.3-5.0 km when working on ground targets. The accuracy of the measured coordinates reaches: in the corners - 5 ', in the range of -10 m. The angular velocity of auto tracking of the target by the tracking heat finder can exceed 25╟ / s.

The NSC allows targeting of missile homing heads and the OLS-27 scanning device by turning the pilot’s head towards that part of the space where the target is expected to be located. The helmet-mounted target designation system includes a sighting device mounted on the pilot's helmet, an optical location unit with a scanner for determining the rotation of the pilot's head, and an electronics unit for ensuring the operation of the scanner device and determining the coordinates of the target line of sight. Using the NSC equipment, the optoelectronic aiming system provides the pilot with the ability to visually search for targets in the ╠60╟ zone in azimuth and -15╟ ... + b0╟ in elevation, as well as measure the coordinates of the line of sight when tracking the target at the speed of the line of sight up to 20╟ / s.

The SEI-31 unified display system provides the display of the necessary flight-navigation and sighting information on the sighting-and-flight indicator against the background of the ILS-31 windshield, as well as the output of information from radars and OLSs to the forward vision indicator (IPV). The CEI also includes an electronic unit and a power supply unit.

ILS-31 is an electron-optical indicator with the formation of information in alphanumeric and graphic form on the screen of a cathode ray tube and the subsequent transfer of this image to a translucent reflector by means of a collimator system. This indicator is made on a projection tube with high brightness and works in two modes:

output of sighting and flight information in alphanumeric and graphic form with 120 characters;

output of sighting information with the number of characters 60 together with overview information on a 60-line raster.

IPV is an electronic indicator of the tactical situation with the display of information from RLPK and OEPS in alphanumeric and graphic form with the required number of characters.

Indicators HLS and IPV can mutually duplicate each other. The display system ensures the normal perception by the pilot of the image on the screens without the use of a tube in direct sunlight.

Weapon control system. For the preparation of weapons for combat operation, the SUV includes a communication and control unit that provides the issuance of all necessary signals and commands in accordance with the time schedule for preparing weapons for use. The communications of this unit with missile homing heads are organized on the basis of signal unification for all missiles. Missile target designation is provided by a single on-board target designation system using all on-board information sources. The preparation of missiles for launch and their launch is carried out by a weapon control system.

In order to reduce pilot load during combat use of weapons, the OMS provides:

the transition from the use of one type of weapon to another without removing the pilot’s hands from the aircraft controls;

semi-automatic and manual mode of preparation and use of weapons;

software missile ammunition consumption;

the issuance of signals to the display system about the weapon selected for use, its condition, consumption and the remainder of the ammunition.

To use the weapon without removing the hands from the aircraft controls, the following are installed: on the aircraft control handle - the "gun-missiles" switch and combat button, on the engine control handle - button-switch for selecting the group of suspensions of the used weapon.

For heterogeneous loading by the pilot, one of three symmetrically loaded pairs of suspensions can be selected: wing, fuselage and nacelle. After choosing a pair of pendants with the necessary weapons, they are unloaded programmatically.

The JMA is interfaced with on-board equipment via digital communication lines. The logical tasks of the LMS for the preparation and use of weapons are solved in its specialized digital logic device. Such a construction of the LMS makes it possible to change the set of weapons, their control logic and the time intervals for preparing it for launch.

On-board equipment of the ground-based automated control system "Spectrum" is intended FOR:

receiving and decoding request signals of ground stations of an active request-response system;

receiving information about targets, guidance commands and control of the interceptor transmitted by ground-based automated control systems (NASU);

decoding and converting received information for transmission to on-board processing and display systems.

On-board communication equipment with NASU contains the channels "Lazur", "Turquoise" and "Rainbow", providing the transmission of sets of commands specific to the data of NASU. In total, 21 sets of different commands can be transmitted. The information received from the NASU is sent for processing to the automatic control system of the aircraft, to the weapons control system and is displayed on the sighting and flight indicator of the unified display system.

External sources of information for the Spectrum on-board equipment are automated systems of the Luch-2 and Air-1M type, equipped with the Lazur-M, Biryuza and Rainbow-SP K radio links. Information on radio links enters the NASU's on-board equipment in the form of sets of commands containing guidance, target designation, one-time commands, coordinate support for targets for semi-autonomous actions

PNK-10 PILOT AND NAVIGATION COMPLEX is designed to solve the problems of navigating and piloting aircraft at all stages of flight in simple and difficult weather conditions, at any time of the year or day, over land and over the sea in any geographical conditions. It consists of two subsystems, the aerobatic complex PK-10 and the navigation complex NK-10. The pilot complex, in turn, includes an information complex of altitude and speed parameters IK-VSP-2-10, an airborne signal system SVS-2TS-2, a radio altimeter RV-21 (A-035), an automatic control system for aircraft SAU-10 and a system restrictive signals SOS-2.

The navigation complex includes the vertical and heading information complex IK-VK-80-6, ARK-22 (A-318) automatic radio compass, A-317 short-range radio navigation system (RSBN) with A-313 digital computer, and A- radio marker 611.

The vertical and heading information complex is an inertial heading system that issues roll, pitch, course and range parameters in PNK-10. It is able to work both offline and in radio correction mode.

The automatic radio compass is designed for aircraft navigation through special drive radio stations (beacons) by measuring the directional angle of the radio station (the angle in the horizontal plane between the longitudinal axis of the aircraft and the direction to the direction-finding radio station).

RSBN provides flight on a given route and return to the programmed airfield, equipped with radio engineering landing equipment, in manual, automatic and director modes of piloting, pre-landing maneuver with access to the coverage area of radio beacons, approach to a height of 50 m in automatic mode and re-approach. RSBN on-board equipment receives signals from ground-based radio navigation aids. Reception of signals is carried out using the on-board antenna-feeder system "Stream", the antennas of which are located in the bow and tail of the aircraft.

The marker radio receiver is designed to signal the pilot the moment of flight over the marker radio beacons - long and short drives of the landing airfield.

The fighter equipment also includes an aircraft transponder СО-69 or СО-72 (А-511) and a transponder of the state recognition system. The aircraft transponder is designed to work together with ground-based air traffic control and guidance radars. It emits signals of individual identification of the aircraft, and also transmits some parameters of its flight (for example, altitude), providing good “visibility” of the fighter with ground-based navigation aids and thereby increasing the range and reliability of its tracking during combat operations and in the presence of interference. The defendant of the state identification system is designed to issue a response about the state’s own state of the aircraft to requests sent by aircraft, ground and ship state identification systems.

The aircraft Su-35, Su-37 and Su-34 use modernized flight-navigation equipment. On export aircraft modifications, at the request of the customer, foreign-made equipment can be used.

COMMUNICATION FACILITIES COMPLEX is designed to maintain an intuitive two-way radio-telephone communication between the crew and the command and control center and between airplanes. The aircraft is equipped with the R-800L VHF radio station, the R-864L HF radio station, the P-515 intercom equipment and the P-5OZB negotiation recording equipment. The antennas of the radio stations are located inside the translucent fiberglass fin ends.

For the exchange of tactical information between aircraft during group operations, the equipment of the Su-27 fighter included telecode communication equipment. It provides a two-level exchange of tactical information in an integrated group of fighters. At the upper level, an information exchange is conducted between the commander of the combined group and the commanders of the groups. In total, the combined group can have up to 4 groups, each of which can consist of 4 Su-27 aircraft.

APPARATUS OF THE ON-BOARD DEFENSE COMPLEX is intended for registration of aircraft exposure to enemy radar stations and for warning the crew about this, for setting passive and active interference in the radar and infrared ranges. Aircraft warning station SPO-15 "Birch" and a device for emitting passive interference - false thermal targets and dipole reflectors - APP-50 with 96 rounds of caliber 50 mm were installed on the aircraft. The antennas of the radiation warning station are located on the lateral surface of the air intakes and in the tail of the aircraft. Blocks of passive jamming devices are located in the rear part of the aircraft in the area of engine nozzles: in the stern “flipper” (14 three-cartridge blocks in its left and right halves) and the central tail beam (4 three-cartridge blocks).

The aircraft Su-35, Su-37 and Su-34 are equipped with modernized airborne defense systems, including a radio intelligence station, a heat direction finder, a passive jamming device and an active radar jamming station. Manages the airborne defense complex airborne digital computer.

ON-BOARD CONTROLS, ALARMS AND REGISTRATION OF FLIGHT DATA include the general built-in control and warning system for the crew “Ekran-02”, the on-board light alarm system, voice warning equipment “Almaz-UP” and the on-board flight data recorder “Tester-UZL”

The Ekran-02 system is intended for organizing verification of aircraft equipment by built-in monitoring equipment in ground and flight conditions. In flight, the system performs logical processing, documentation and display on the dashboard display of the cockpit of information about failures from the built-in control systems of systems and assemblies. The system also remembers the failures that occurred during the flight, in order of priority, with their subsequent registration on a metallized film with the time stamp of the failure in the documentation mode.

The in-cab light alarm system is designed to provide the pilot with information about operating modes and emergency situations in the operation of aircraft systems and assemblies on light-signaling devices (displays) installed on the cockpit dashboard. Notification boards are green and light constantly. Warning (yellow) and emergency (red) displays, as well as warning buttons, lamps work in a blinking mode. When you press a triggered button-lamp, the corresponding warning and emergency displays are switched to continuous burning mode, and the button-lamp itself goes out.

Voice alarm equipment (voice informant) "Almaz-UP" (P-591B) is designed to play voice messages about emergency situations in flight, recorded previously on the ground. Through the playback unit, commands are sent to the airborne intercom of the pilot, and the most important additionally, through the radio station, to the operator of the ground command post.

The on-board flight data recording device "Tester-UZL" is designed to record in-flight pulse-code information about the parameters and individual operating modes of aircraft systems and equipment on magnetic tape and store it in normal and emergency flight conditions. The rewriting and decryption of information is carried out in terrestrial conditions on special devices.

 

The armament of the aircraft is divided into small arms and missile. Rifle-cannon armament is represented by a built-in automatic quick-firing single-barrel 30 mm caliber gun GSh-301, mounted in the influx of the right half of the wing, with 150 rounds of ammunition (used on all versions of the Su-2 7 fighter). Missile weapons are placed on aircraft launchers (APUs) and aircraft ejection devices (AKUs) suspended at 10 points: ╧ 1 and 2 - along the axis of the aircraft between the engine nacelles in tandem, схеме 3 and 4 (internal), 5 and 6 (external) - under the wing consoles, ╧ 7 and 8 - under the wingtips, ╧ 9 and 10 - under the air channels of the engines. Up to six medium-range air-to-air guided missiles of the R-27 type with semi-active radar (R-27R) or thermal (R-27T) homing heads, as well as their modifications of the R-27ER and R-27ET with increased range, can be suspended from an airplane flight (at suspension points ╧ 1, 2, 3,4,9 and 10). On four external underwing nodes (suspension points ╧ 5, 6, 7 and 8), guided missiles of close maneuverable combat with thermal homing heads of the R-73 type can be suspended.

On aircraft Su-27K, Su-35, Su-37, Su-30MK and Su-34 introduced two additional weapon suspension points under the wing (╧ 11 and 12). On the Su-27SK and Su-27UBK aircraft, the use of unguided air-to-surface weapons with a total weight of up to 8000 kg is ensured. It may include 16 FAB-500M54 bombs, or 10 FAB-500M62 bombs, or 10 ZB-500 incendiary tanks, or 16 FAB-250M54 bombs (on single-lock and multi-castle beam holders), 38 OFAB-100-120 bombs (on multi-castle beam holders), 5 KMGU containers, 120 S-8 unguided missiles (in 6 B-8M1 blocks), 30 S-13 missiles (in 6 B-13L blocks), 6 S-25 missiles (in O-25 launchers )

On Su-35 and Su-37 aircraft, the use of 8 medium-range air-to-air missiles R-27RE (TE, R, T) with semi-active radar or heat homing heads, 10 medium-range missiles RVV-AE with active homing radars is provided and 6 R-73 maneuverable close-range missiles with thermal homing heads.

The structure of air-to-surface guided weapons of the Su-35 and Su-37 aircraft includes 6 X-29T missiles with television homing heads, 6 X-29L or S-25LD missiles with semi-active laser homing heads, 6 KAB-500Kr adjustable bombs with television correlation homing heads, 2 medium-range X-59M missiles with a television command guidance system, 6 X-31A anti-ship missiles with active homing radars and 6 X-ZSh anti-radar missiles with passive radar heads homing woks; for the use of X-29L, S-25LD and X-59M missiles, the aircraft must be equipped with a weapon control system container.

The maximum mass of unguided air-to-surface weapons used by the Su-35 and Su-37 aircraft is 8,000 kg. It may include 16 FAB-500M54 bombs, or 14 FAB-500M62 bombs, or 14 ZB-500 incendiary tanks, or 34 FAB-250M54 bombs (on single-lock and multi-castle beam holders), 48 OFAB-100-120 bombs (on multi-castle beam holders), 8 KMGU containers, 120 S-8 unguided missiles (in B-8M1 units), 30 S-13 missiles (in 6 B-13L blocks), 6 S-25 missiles (in O-25 launchers).

 

The Su-34 aircraft provides the use of 6 medium-range air-to-air missiles R-27RE (TE, R, T) with semi-active radar or thermal homing heads, 8 medium-range missiles RVV-AE with active homing radars and 8 short-range missiles maneuverable combat R-73 with thermal homing heads.

The Su-34 air-to-surface guided armament includes 6 X-29T missiles with television homing heads, 6 X-29L, X-25ML or S-25LD missiles with semi-active laser homing heads, 6 KAB-500Kr bombs with television correlation homing heads, 6 adjustable bombs KAB-500L with semi-active laser homing heads,

3 X-59M medium-range missiles or 3 KAB-1500TK adjustable bombs with a television command guidance system, 6 X-31A or X-35 anti-ship missiles with active homing radars, 6 X-31P anti-radar missiles with passive homing radars and others On the modification of the Su-32FN, it is additionally supposed to provide the use of heavy anti-ship missiles ASM-MSS and ASM-MS.

The maximum mass of unguided weapons of the air-to-surface class of the Su-34 is 8000 kg. It may include 3 FAB-1500 bombs, 16 FAB-500 bombs, 36 FAB-250 bombs, 48 OFAB-100-120 bombs, 8 KMGU containers, 120 unguided S-8 missiles (in 6 B-8M1 units), 30 S-13 missiles (in 6 B-13L blocks), 6 S-25 missiles (in O-25 launchers).

Rifle-cannon armament The GSh-301 gun is designed for a 30 mm caliber cartridge of the AO-18 type. The maximum rate of fire of the gun is 1500-1800 rounds per minute, the initial velocity of the projectile is 860 m / s, the recoil force is 6000-7500 kgf. Gun power - tape, two-way, link. AO-18 cartridges can be equipped with high-explosive incendiary (OFZ), and armor-piercing tracer (BT) shells designed to destroy lightly vulnerable and lightly armored ground, surface and air targets. The mass of the cartridge with OFZ and BT shells is 836 and 860 g, respectively, the mass of the OFZ shell is 384 g, the BT shell is 394 g. The thickness of the armor pierced by the BT shell is 40 mm.

Fire control - electric, remote. Shooting can be carried out continuously, until the entire ammunition is consumed (firing time 6 s) and bursts. The queue length is determined by the time the button is pressed. The effective range of firing a cannon at aerial targets is 800-200 m, at ground targets -1800-1200 m. Automation of the gun operates on the principle of using recoil energy when the barrel rolls back. The internal water cooling system of the gun and external blowing ensure its high resource. The survivability of guns 2000 rounds. The mass of the gun is 46 kg, length 1978 mm, width 156 mm, height 185 mm.

CONTROLLED MISSILE WEAPONS OF CLASS "AIR-AIR"

R-27R (ER) and R-27T (ET) missiles are designed to intercept and destroy all types of planes and helicopters, unmanned aerial vehicles and cruise missiles in air combat at medium distances, day and night, in simple and difficult weather conditions, from any directions, against the backdrop of land and sea, with active information, fire and maneuvering opposition of the enemy. The missiles are made according to the "duck" scheme with rudders of a large area and destabilizers. The missile control system includes an inertial navigation system with radio correction and a homing head (GOS): semi-active radar (PARGS) for R-27R (ER) missiles and thermal (TGS) for R-27T (ET) missiles. Missiles can attack the target, flying in a range of altitudes from 20 m to 27 km at a speed of up to 3500 km / h at any of its initial position in the field of target designation angles ╠50╟ (for missiles with PARGS) and ╠55╟ (for missiles with TGS). Media overload at the time of launch can reach 5 units. The maximum excess (downgrade) of the target relative to the carrier can reach 10 km.

The R-27ER and R-27ET missiles are modifications of the R-27R and R-27T missiles, characterized by the use of a propulsion system of increased power ratio, providing a long launch range. The combined use in the ammunition of a fighter of R-27 missiles with various homing heads increases the noise immunity and efficiency of the aircraft’s weapon system. R-27R (ER) and R-27T (ET) missiles are suspended on APU-470 aviation launchers (on the internal underwing suspension points) and AKU-470 aviation ejection devices (on suspension points under the air intakes and center section).

The R-73 missile with a thermal homing head is designed to intercept and destroy high-maneuverable manned and unmanned aerial attacks and enemy reconnaissance aircraft in close air battles day and night, from any direction, into the front and rear hemispheres of the target, against the background of the earth and with active electronic countermeasures the enemy. The missile is made according to the "duck" scheme with destabilizers in the head of the hull and aerodynamic control. A distinctive design feature is the presence of a gas-dynamic device that allows you to control the thrust vector of the propulsion system. It gives the rocket high maneuverability, ensuring the defeat of targets maneuvering with an overload of up to 12 units.

Due to the presence of a highly sensitive cooled thermal homing head, the R-73 is one of the world's first short-range all-angle missiles capable of hitting targets not only on overtaking, but also on intersecting courses. The missile attacks a target flying in a range of altitudes from 20 m to 20 km at a speed of up to 2500 km / h, at any of its initial positions, in the range of targeting angles of ╠45╟ at angular velocities of the line of sight of up to 60 deg./s. Target designation of the homing missile R-73 can be issued by a pilot-friendly target designation system. R-73 missiles are suspended on APU-73 aerial launchers mounted on external underwing suspension points.

The RVV-AE missile is designed to destroy enemy fighters, attack aircraft, bombers, planes and helicopters in air battles at medium distances, day and night, in simple and difficult weather conditions, from any direction, against the backdrop of land and sea, with active information and maneuverable opposition of the enemy.

The missile is made according to the normal aerodynamic scheme with trellised rudders. The missile control system includes an i-radio navigation system with radio correction and an active homing radar that provides multi-channel guidance and allows trajectory capture of targets and redirection of the missile in flight from one target to another. The use of an active homing radar missile increases the autonomy of the carrier and makes it possible to effectively implement the “let it go” principle. The RVV-AE missile intercepts targets flying at speeds of up to 3600 km / h in the altitude range from 20 m to 25 km with exceeding (lowering) the targets relative to the carrier up to 10 km, and does not impose restrictions on carrier overload at the time of launch.

 

The Kh-25ML missile is designed / for hitting small-sized mobile and motionless ground (surface) targets: radar and launchers of anti-aircraft missile systems, aircraft in open parking lots and in light shelters, light bridges and crossings, small-tonnage ships, railway trains, etc. .

The missile is made according to the aerodynamic scheme "duck" and has a semi-active laser homing system. Aiming at the target is carried out by the method of proportional approach. The control parameter is the angular velocity of the line of sight of the target. Its signal is generated at the output of the tracking laser target coordinator having a field of view angle of 2 °, the maximum angle of the target bearing is 30 °. The suspension of a rocket on an airplane is carried out using an APU-68 type aircraft launcher.

The Kh-29T missile is designed to destroy durable visually sparing ground and surface targets - reinforced concrete shelters, stationary railway and highway bridges, industrial structures, warehouses, concrete runways. ships and landing craft. The missile is made according to the aerodynamic scheme "duck" and is unified in design with the X-29L missile.

The rocket has a passive television homing system. The measurement of the target bearing angles and the angular velocity of the line of sight is carried out using a passive homing television head, the field of view of which in search mode is 12x16╟, in auto tracking mode is -2.1x2.8╟. The maximum angular velocity of the line of sight is 10╟ / s. The vertical control system operates in two modes: autonomous and homing. Autonomous control is carried out at the initial stage of missile flight, homing at the last. After separation of the rocket from the carrier aircraft, after 0.8 s, autonomous control ensures the flight of the rocket with a constant pitch angle. Upon reaching the equality of the current and predetermined angles of the bearing, the control system conducts a software turn of the rocket to the target. After that, the rocket control switches to passive television homing using the proportional approach method. The suspension of a rocket on an airplane is carried out using an aircraft ejection device such as AKU-58.

 

The Kh-29L missile is designed to destroy, in simple weather conditions, solid ground targets — aircraft shelters, concrete runways, stationary railway and highway bridges, industrial structures and warehouses.

The missile is made according to the aerodynamic scheme "duck" and is unified in design with the X-29T missile. Has a semi-active laser homing system. Aiming at the target is carried out by the method of proportional approach. The control parameter is the angular velocity of the line of sight of the target, which is measured by the homing head. The missile control system in a vertical plane provides its guidance on the target in three stages: at the 1st stage, movement along a logarithmic trajectory (autonomous guidance) is carried out, at the 2nd stage, the missile is rotated towards the target, at the 3rd stage, the missile goes homing . This allows you to increase the angle of approach of the rocket to the target when starting from low altitudes. The control system also stabilizes the rocket in course, roll and pitch.

The S-25LD missile is designed to destroy mainly solid ground as well as surface targets in simple weather conditions. Performed by the aerodynamic scheme "duck".

The missile has a modular design and consists of an unguided missile S-25-OFM and a control unit. The control unit includes: a semi-active laser homing head, an electronics unit, a roll angle sensor and an electric air supply system. Guidance missiles is carried out by the method of proportional approach. The control parameter is the angular velocity of the line of sight of the target, which is measured by the homing head. The control unit stabilizes the rocket in pitch and course. The missile is suspended on an airplane in an O-25 disposable launcher.

The Kh-31A missile is designed to destroy surface combat ships - high-speed missile boats, patrol ships, destroyers, etc., as well as transport ships.

 

It is made according to the normal aerodynamic scheme with an X-shaped arrangement of the wing and rudders and is unified in design with the X-31P anti-radar missile. On the body, in the plane of the bearing surfaces, there are four lateral round supersonic air intakes of the rocket-ramjet engine. The missile guidance system is combined, includes an inertial control system and an active homing radar head.

After launch, the rocket, in accordance with the selected control laws, performs an autonomous flight to the target search area of the radar GPS. The estimated point of exit to the target capture zone of the GPS is at a distance of 7.5 km from the target at an altitude of 100 m. After the target is captured for auto-tracking, the missile makes a “jump”, eliminating the possibility of its landing when approaching the target with extremely small angles. The defeat of the target occurs due to the undermining of the warhead of the rocket after it penetrates into the ship with a direct hit or due to high-explosive fragmentation when the rocket passes over the target. The suspension of a rocket on an airplane is carried out using an aircraft ejection device such as AKU-58.

 

The Kh-31P missile is designed to hit the radar of detecting and guiding anti-aircraft missile systems (Hawk, Patriot, etc.), as well as other radio-emitting objects in accordance with the frequency letter of the homing missile.

It is made according to the normal aerodynamic scheme with an X-shaped arrangement of the wing and rudders and is unified in design with the X-31A anti-ship missile. The missile guidance system is combined, includes an inertial control system and a passive radar homing head. The suspension of a rocket on an airplane is carried out using an aircraft ejection device such as AKU-58.

The Kh-59M missile is designed for operations on important ground and surface objects, the coordinates of which are determined before the launch of the rocket.

Performed by a tailless aerodynamic design with an X-shaped wing and a variable geometry destabilizer. The rocket propulsion system is a combined, consists of a starting powder rocket engine and a marching turbojet engine. The missile guidance system is a television command. The suspension of a rocket on an airplane is carried out using an aircraft ejection device such as AKU-58.

 

A 500 kg calibrated KAB-500Kr aerial bomb is designed to hit a wide range of ground and surface stationary targets, including strong and low-contrast (camouflaged, whose position is known relative to the surrounding landmarks on the ground), with the implementation of the "dropped-forgot" principle. The bomb guidance system is a television correlation system. KAB-500Kr can be used alone and in one gulp from horizontal flight, dive or cabry in daylight conditions (for illuminated targets - and at night), including for several spaced targets in one attack.

The bomb consists of a body, a television homing head, an electric cocking device for a fuse, a control system unit, a warhead, a turbogenerator power supply, an fuse, a steering gear, an onboard automation unit. A gyro-stabilized homing head with a correlation algorithm for processing information about the target includes an optoelectronic part mounted on a three-stage gyrostabilized platform and an electronic information processing unit located in a single housing.The front part of the head is closed by a spherical transparent fairing. The head provides guidance of the bomb on the target with illumination on the terrain of 50-100000 lux and a contrast of landmarks 0.2. Range of capture of the target like "plane on a parking" with meteorological visibility 10 km is 15-17 km. The suspension of a bomb on an airplane is carried out using the universal beam holder of the BDZ-U series.

500 kg calibrated KAB-500L aerial bomb is designed to destroy ground and surface stationary and mobile targets - military-industrial facilities, aircraft in parking lots, reinforced concrete shelters for aircraft, bridges, ships. Runway. warehouses, bases, etc. The bomb guidance system is a semi-active laser. KAB-500L can be used alone and in one gulp from horizontal flight, dive or cabrio, day and night when illuminating a target from a carrier aircraft, another aircraft or ground-based illuminator.

KAB-500L consists of a body, a laser vane homing head, an electric cocking device for a fuse, a control system unit, a warhead, a turbogenerator power supply, a fuse, a steering gear, and a steering automatics unit. The semi-active laser vane homing head includes a target coordinator mounted on a gimbal on the head housing, and an electronic computing device located in the conical part of the housing. The target capture range is 5-7 km with a meteorological visibility range of 10 km. The control system unit includes an autopilot and four steering gears operating on hot gas generated by a turbogenerator power source. It stabilizes the bomb in roll, pitch and course and controls the signals of the homing head.

The KAB-1500 corrected aviation gods of the 1500 kg caliber are designed to hit ground and surface stationary targets, including especially strong and buried objects - fortifications, command posts, entrances to tunnels, runways, bridges, dams, etc. Depending on the modification, the bombs are equipped with one of two guidance systems - a semi-active laser (KAB-1500L) or a television command (KLB-1500TK). The warhead of a bomb is explosive or penetrating. The bomb suspension on the plane is carried out using the universal beam holder series BD4.

 

High-explosive bombs FAB-1500M54 (caliber 1500 kg), FAB-500M54, FAB-500M62, FAB-500ShN (caliber 500 kg), FAB-250M54, FAB-250M62 (caliber 250 kg) are designed to hit ground targets with explosion products, a shock wave as well as its own kinetic energy.

Aerial bombs are suspended on an airplane on universal beam holders of the BDZ-U series (one bomb of a caliber of up to 500 kg per holder), series BD4 (one bomb of a caliber of 1,500 kg) or multi-castle beam holders of the MBDZ-U series (two bombs of 500 kg caliber and up to 4 bombs of caliber 250 and 100 kg).

High-explosive fragmentation bombs OFAB-250-270 (caliber 250 kg) and OFAB100-120 (caliber 100 kg) are designed to destroy military equipment, manpower, equipment of industrial enterprises and other objects with shell fragments and high-explosive action.

Aerial bombs are suspended on an airplane on universal beam holders of the BDZ-U series (one bomb of 100 or 250 kg caliber on each holder) or multi-castle beam holders of the MBDZ-U series (2-4 bombs of caliber 250 or 100 kg).

Incendiary tanks ZB-500ShM, ZB-500ASM and IZB-500GD 500 kg caliber are intended for the destruction of industrial enterprises, warehouses, railway stations with rolling stock, urban and rural buildings, as well as life: fire special flammable sosgava. Incendiary tanks are suspended one by one on the universal beam holders of the BDZ-U series.

Small-sized cargo container KMGU (KMGU-2) is intended for combat use of small-caliber air bombs without hanging ears, and min. Bombs and mines are placed in a container in special blocks - BKF (container blocks for front-line aviation). KMGU consists of a cylindrical body with front and rear fairings and contains 8 BKF units with air bombs or mines installed in compartments. The compartments are closed by valves controlled by the pneumatic system. The KMGU electrical system provides tactical ammunition discharge block by block, in series, with intervals between blocks of 0.05, 0.2, 1.0 and 1.5 s. On aircraft of the Su-27 family, BKF units are usually equipped with 12 AO-2.5RT fragmentation bombs of 2.5 kg caliber or 12 PTM-1 anti-tank mines weighing 1.6 kg or 156 PFM-1S high-explosive mines weighing 80 g.

 

Unguided aircraft missiles are designed to destroy single small-sized ground targets (strong, armored or easily vulnerable) and enemy manpower, as well as air targets. The purpose of the NAR is determined by the type of destructive action of their warheads (warheads).

80 mm caliber S-8 unguided missiles are equipped with warheads of cumulative-fragmentation (S-8A, S-8M, S-8KO, S-8KOM, S-8T), high-explosive penetrating (S-8B, S-8BM), high-explosive fragmentation (S-8-ОФ) or volume-detonating (С-8Д, С-8ДМ) actions, as well as arrow-shaped striking elements (С-8АС, С-8АСМ), S-13 rockets of 122 mm caliber - warheads high-explosive penetrating (S-13, S-13T), high-explosive (S-13D) or high-explosive fragmentation (S-13-OF) action.

Heavy unguided S-25 rockets of 266 mm caliber have over-caliber fragmentation warheads (S-25-O) or high-explosive fragmentation (S-25-OF, S-25-OFM) with a diameter of 420 and 340 mm, respectively.

S-8 unguided missiles are used from 20-barrel B-8M1 blocks, S-13 missiles from 5-barrel B-13L blocks, and S-25 missiles from PU-O-25 disposable launchers. NAR blocks and starting devices are suspended on standard beam holders mounted on the wing points of the aircraft suspension.

 

 

 

 

Cockpit:

 

Spoiler

 

 

Internal Components:

 

Spoiler

 

 

Camouflages:

 

Spoiler

 

T10-1 prototype

T10-17

Serial Su-27

Su-27 Tbillsi

Aerobatic team "Russian Knights"

 

 

 

Specifications

 

 

Spoiler

 

Sukhoi Su-27S "Flanker-B"

 

 

General Characteristics

 

First flight: 

• T10-1: 20th of May, 1977
• T10-2: 7th of July, 1978
• T10-3: August, 1979
• T10S: 20th of April, 1981 (first production Su-27 cleared)
• T10S-1: 3rd of September, 1981
• T10S-2: 23rd of December, 1982

Number built: ~500 (serial production: 1985 - 1992)

Role: Multipurpose jet fighter

Status: Production, canceled

Crew: 1

Length: 21.935 m (71.965 ft)

Wingspan: 

• clean: 14.70 m (48.23 ft)
• 2 x R-73 (wingtips): 14.95 m (49 ft)

Wing area: 62.037 m² (667.76 ft²)

Height: 5.93 m (19.45 ft)

Empty weight: 16,380 kg (36,112 lbs)

Loaded weight: 23,140 kg (51,015 lbs)

Max. takeoff weight: 28,300 kg (62,391 lbs)

Powerplant: 2 x Saturn AL-31F afterburning turbojets:

• without afterburner: 7,600 kgf (74.53 kN, 16,755 lbf) (each), 15,200 kgf (149.06 kN, 33,510 lbf) (total)
• with afterburner: 12,500 kgf (122.58 kN, 27,557 lbf) (each), 25,000 kgf (245.16 kN, 55,114 lbf) (total)

 

Performance

 

Maximum speed: 

• at sea level: 1,160 km/h (720.8 mph, 626.35 kts) (normal thrust), 1,400 - 1450 km/h (danger) (870 mph, 756 kts - 901 mph, 783 kts (danger)) (full power) (aircraft continues accelerating)
• at high altitude (11,000 m 36,090 ft): 2,300 km/h (1,429 mph, 1,242 kts)

Never-exceed speed (=M): 2.17M

Never-exceed speed (=IAS): 1,450 km/h (901 mph, 783 kts)

Rate of climb: 330 m/s (1,082.68 ft/s) (full power)

Service ceiling: 18,500 m (60,695.5 ft)

Takeoff roll: 650 - 700 m (2,132.55 - 2,296.59 ft)

Takeoff speed: 250 km/h (155 mph, 135 kts)

Landing roll: 620 - 700 m (2,034 ft - 2,296.59 ft)

Landing speed: 225 km/h (140 mph, 121.5 kts)

 

G tolerance: 

• Positive: +9G
• Negative: -3G

Range: 

• low altitude (clean): 1,370 km (851 mi, 739.4 nmi)
• high altitude (clean): 3,720 km (2,311 mi, 2,008.6 nmi)
• with 10 x AAMs: 2,800 km (1,740 mi, 1,512 nmi)

Operational Radius:

• low altitude: 420 km (483 mi, 365 nmi)
• high altitude: 1,090 km (1,254 mi, 677 nmi)

Wing loading: 

• Empty weight: 264.035979 kg/m² (54.08 lb/ft²)
• Loaded weight: 373.003208 kg/m² (76.4 lb/ft²)
• Max. takeoff weight: 456.179377 kg/m² (93.43 lb/ft²)

Thrust/weight (without afterburner):

• Empty weight: 0.92
• Loaded weight: 0.71
• Max. takeoff weight: 0.54

Thrust/weight (with afterburner):

 

• Empty weight: 1.526
• Loaded weight: 1.17
• Max. takeoff weight: 0.88

 

Armament

 

 

NOTE: for this aircraft, there are many and endless weaponry combinations. I'll roughly summarize them a bit in my words then insert the full list of possible offensive armament selections. For example, it could combine R-73s and R-27R1s, 6 x R-27ER + 4 x R-73, 10 x R-27R etc.

 

Guns: 1 x 30mm Gryazev-Shipunov GSh-301 autocannon (150 rds)

Missiles: 

• 2 - 6 x R-27E heat-seeking / infrared-homing air-to-air missiles

or

• 2 - 6 x R-27ET heat-seeking / infrared-homing air-to-air missiles

or

• 2 - 6 x R-27ET1 heat-seeking / infrared-homing air-to-air missiles

or

• 2 - 6 x R-27R semi-active radar-homing air-to-air missiles

or

• 2 - 6 x R-27ER semi-active radar-homing air-to-air missiles

or

• 2 - 6 x R-27ER1 semi-active radar-homing air-to-air missiles

or

• 2 - 6 x R-73 heat-seeking / infrared-homing air-to-air missiles

Bombs:

• 16 x FAB -500M-54

or

• 10 x FAB-500M-62

or

• 18 x FAB-250M-62

or

• 36 x OFAB-100-120

or

• 5 x KMGU

Rockets: 

• 6 x B-8M1 rocketpods (18 x 57mm S-5K rockets each)

or

• 6 x B-13L rocketpods (5 x 122mm S-13 / S-13B / S-13T / S-13OF / S-13D / S-13DF rockets each)

or

• 6 x O-25 (1 x 240mm S-25-O / S-25-OF / S-25-OFM / S-25-Lrockets each (S-25L is laser guided))

Electronics:

• Tikhomirov-NIIP N001 Myech pulse-doppler radar; 110 - 120 km detection range of large and small targets in headon and from the rear at high altitude engagements, 80-90 km for tracking
• IRST (Infrared Search & Track): OEPS-27 IRST; detection range up to 50 km against a receding target (tail-on), 90-100 km @ high altitude against a target with afterburner(s) activated
• Radar Warning Receiver (RWR): SPO-15LM Beryoza / L005 Sorbitsiya radar-warning-receiver (RWR), 360° horizontal coverage and 30° up and down in elevation.
• Shchel-3UM helmet-mounted sight, third targeting system, slaved to the radar/IRST and R-73 missile seeker heads for accelerated cueing and to achieve a faster firing solution (angular coverage 60° left + right, 60° up, 14° down)
• Countermeasures: APP-50 flares and chaffs dispenser (96 of each, 192 flares OR chaffs total capacity), + two-pod electronic countermeasures systems (ECM)

 

 

 

I wish to see the MiG-29 and Su-27 at one point in the future. They're amazing aircraft in my opinion: highly maneuverable, beautiful and sexy looking, deadly in combat and just iconic  

 

This is fan art from me:

 

 

Sources/References:

 

 

Spoiler

Soviet Cold War Fighters - ©Alexander Mladenov 2016

Sukhoi Su-27 - Yefim Gordon, Midland Publishing 2007

Wings of Russia: Su-27

 

 

 

Functional test of the thread.  Can it be edited.  KnightoftheAbyss - 27 Apr 2020

test2

[TerikG2014 1,389]

Open for discussion 

[EpicBlitzkrieg87 8,350]

21 minutes ago, TerikG2014 said:

Open for discussion 

 

Thanks  

I'm trying to edit the post and it's not working. I forgot to replace "MiG-29S" with "Su-27S" but I'm only getting this page.. rip I guess

 

Edited April 20, 2020 by EpicBlitzkrieg87

[Z3r0_ 4,128]

Not yet.  Rank 6 still needs to be fleshed out, plus I'd like to at least see the rest of the naval trees added before we look into rank 7 aviation (and this is coming from somebody who plays air battles >90% of the time).

Edited April 21, 2020 by Z3r0_

[MonkeyBussiness 1,228]

3 hours ago, Z3r0_ said:

Not yet.  Rank 6 still needs to be fleshed out, plus I'd like to at least see the rest of the naval trees added before we look into rank 7 aviation (and this is coming from somebody who plays air battles >90% of the time).

"at some point in the futur" , ofc this suggestion won't come this year or the next one , it doesn't mean we can't talk about it , +1 from me

[EpicBlitzkrieg87 8,350]

4 hours ago, Z3r0_ said:

Not yet.  Rank 6 still needs to be fleshed out, plus I'd like to at least see the rest of the naval trees added before we look into rank 7 aviation (and this is coming from somebody who plays air battles >90% of the time).

 

That's why I said "at some point in the future" 

 

To me (for now), these modern suggestions mostly serve as sources of information, more than wishing for them to come soon

 

Smin in this thread on the first page also declared that tier 6 will be fleshed out first 

 

 

Edited April 21, 2020 by EpicBlitzkrieg87

[Milocat 4,857]

Eventually +1, sure.

[Bringer_Of_War 901]

+1 and hopefully with J-11A 

[EpicBlitzkrieg87 8,350]

As long as the J-11A is different enough I wouldn't mind it

Edited May 1, 2020 by EpicBlitzkrieg87

[IGLA_HUN 104]

I support it, but only after the rank VI is fully fleshed out for every nation.

Don't get me wrong, I love the "Zhuravlik", it is one of my all-time favourites, but right now, the developers should turn their attention towards the Italian techtree, since that is the only one which lacks a Mach 1 capable aircraft currently.

[EpicBlitzkrieg87 8,350]

1 hour ago, IGLA_HUN said:

I support it, but only after the rank VI is fully fleshed out for every nation.

Don't get me wrong, I love the "Zhuravlik", it is one of my all-time favourites, but right now, the developers should turn their attention towards the Italian techtree, since that is the only one which lacks a Mach 1 capable aircraft currently.

 

That's a no-brainer. In the tier 7 jets discussion post Smin pointed out that tier 6 will be fleshed out first.

 

Italy did not have a mach 1 jet. 

[MonkeyBussiness 1,228]

7 hours ago, IGLA_HUN said:

I support it, but only after the rank VI is fully fleshed out for every nation.

Don't get me wrong, I love the "Zhuravlik", it is one of my all-time favourites, but right now, the developers should turn their attention towards the Italian techtree, since that is the only one which lacks a Mach 1 capable aircraft currently.

they jump directly to mach2 with the F-104G/S and still subsonic with the harrier

Edited May 1, 2020 by MonkeyBussiness

[Bringer_Of_War 901]

On 01/05/2020 at 12:44, EpicBlitzkrieg87 said:

As long as the J-11A is different enough I wouldn't mind it

https://forums.eagle.ru/showthread.php?t=207147 

 

They have the same models in DCS and they explain here the differences 

The main one being the ability to carry R-77 

[EpicBlitzkrieg87 8,350]

9 hours ago, _ArchangelAzrael said:

https://forums.eagle.ru/showthread.php?t=207147 

 

They have the same models in DCS and they explain here the differences 

The main one being the ability to carry R-77 

 

Well that's discouraging, having a better Su-27 in another tree

[LeMemeAesthetic 266]

On 03/05/2020 at 14:48, EpicBlitzkrieg87 said:

 

Well that's discouraging, having a better Su-27 in another tree

 

 

While that's true, there are plenty of other Su-27 derivatives that can be given to Russia in game.

 

Sorry for the necro post, I just think it's a shame a suggestion for such an iconic aircraft is buried.

[EpicBlitzkrieg87 8,350]

On 13/01/2021 at 06:27, LeMemeAesthetic said:

While that's true, there are plenty of other Su-27 derivatives that can be given to Russia in game.

 

Like the Su-27SM I suppose.

 

On 13/01/2021 at 06:27, LeMemeAesthetic said:

Sorry for the necro post, I just think it's a shame a suggestion for such an iconic aircraft is buried.

 

No problem at all and it's not necro anyway

[LeMemeAesthetic 266]

7 hours ago, EpicBlitzkrieg87 said:

Like the Su-27SM I suppose.

Yeah, though I was thinking of the entire Flanker family (Su-30/33/34/35). I'd still rather see earlier prototypes like the Su-27M than modern upgrades, as I like my Cold War what-ifs, but at this point I just really want a Soviet plane in game with S-13's.

 

7 hours ago, EpicBlitzkrieg87 said:

 

No problem at all and it's not necro anyway

Thanks.

[LanceLynxx 504]

On 03/05/2020 at 18:48, EpicBlitzkrieg87 said:

 

Well that's discouraging, having a better Su-27 in another tree

I don't see a problem, after all, Russia gets the Su-27SM1/SM2 later. And later still, Su-30/SM, Su-35/S

Just like USA doesn't get the best F-104, which goes to Italy, because USA didn't use the F-104S or ASA
 

Edited February 24, 2021 by LanceLynxx

[Z3r0_ 4,128]

On 12/01/2021 at 20:27, LeMemeAesthetic said:

 

 

While that's true, there are plenty of other Su-27 derivatives that can be given to Russia in game.

 

Sorry for the necro post, I just think it's a shame a suggestion for such an iconic aircraft is buried.

 

On the suggestion forum you can't really make new threads (though sometimes the mods will make exceptions if the old thread is sufficiently old and has been inactive for a while and thenew thread has a lot of good sources, in which case they'll merge the threads into one), so necros are acceptable.

Edited February 24, 2021 by Z3r0_

[WreckingAres283 4,262]

+1 billion times 

 

I didnt knew that that u made a Su-27 thread <3

 

ok, no crying, back on topic:

 

BR: is complex since they change them about 5 times a year lol, but should be same as F-14A / B

 

TT (at current situation): Su-17M2 -> Su-17M4 (Kh-29T in files, M4 would fit) -> Su-25(XY) -> (maybe another Su-25 but I dont think so) -> Su-27S -> Su-33 (aka Su-27K).......

 

Counterparts (compared to Su-27S only): F-14B / D, F-16A Block 15, Mirage 2000C, J-11 (Su-27SK), Tornado (ik its not really compareable but there are not many options for UK and Germany, Italy and japan wil get F-16A so (F-2A)), (there isnt much we can add to germany lol, except MiG-29A)

 

just my thoughts

 

 

Edited November 8, 2021 by WreckingAres283

[MonkeyBussiness 1,228]

20 minutes ago, WreckingAres283 said:

japan wil get F-16A or B so...

japan use F-15EJ and F-2 ( an indigenous plane inspired by the F-16C ) , they never use any "real" F-16A/B

[WreckingAres283 4,262]

35 minutes ago, MonkeyBussiness said:

japan use F-15EJ and F-2 ( an indigenous plane inspired by the F-16C ) , they never use any "real" F-16A/B

corrected, ye but F-15 is way to much

[MonkeyBussiness 1,228]

3 minutes ago, WreckingAres283 said:

corrected, ye but F-15 is way to much

not really , it can be limited to AIM-9L and AIM-7F

ps: the Su-27 is the counter part to the F-15 btw , they were both "heavy fighter" where the F-16 was a light fighter comparable to the Mig-29

Edited March 6, 2021 by MonkeyBussiness

[WreckingAres283 4,262]

1 minute ago, MonkeyBussiness said:

AIM-7F

ye, toooo much...in game it would work like fire and forget, no one want and needs that, it destroys the game...

[MonkeyBussiness 1,228]

2 minutes ago, WreckingAres283 said:

ye, toooo much...in game it would work like fire and forget, no one want and needs that, it destroys the game...

it's the same as the AIM-7E (already in game ) but with more range and agility (straight upgrade of the AIM-7E2 with the dogfight mod)