Su 17, legendary aircraft: fighter-bomber, performance characteristics

The Su-17 is a Soviet jet fighter-bomber created in the mid-60s and was in service with the USSR Air Force for several decades. The Su-17 is the first aircraft with variable wing geometry developed in the USSR.

The Su-17 was used in many local conflicts of the 70-80s, participated in the Afghan war, and this aircraft was exported in large quantities. The most popular export modifications of this aircraft are the Su-20 and Su-22 aircraft.

Production of the fighter-bomber continued until 1990. In total, more than 2,800 units of this combat vehicle were manufactured. The Su-17 is still in service with the air forces of Poland, Vietnam, Angola, Syria, Uzbekistan and Libya.

Story

The Su-17 was designed and built according to the experimental aircraft construction program of 1948-1949, which was approved by the USSR Council of Ministers on June 12, 1948. It was planned to release two versions of the fighter: experimental and combat. For the combat version, it was planned to install two N-37 guns.

In December 1948, the state mock-up commission approved the mock-up and preliminary design of the fighter, and the design materials for production were almost completely agreed upon. The comments that were made were taken into account in further stages of the design and construction of the aircraft, which were carried out based on accurate calculations and experimental data.

After the accident of the Su-15 aircraft, a ban was imposed on flight tests of the Su-17. In November 1949, the OKB was disbanded. P. Sukhoi. The prototype, which was never flown into the sky, was transported to the M. Gromov Flight Research Institute for ground tests, in particular checking the nose of the fuselage. Next, the apparatus was tested for stability by exposing it to fire from air cannons.

Testing the Su-15

The first working machine was ready in January 1949. During the first flight this month, designers were able to see a number of problems with the control of the machine. They concerned hydraulics, poor aileron performance at low speeds, and there was also a high dive moment when releasing the parachute brake. And at high speeds, which almost reached the speed of sound, the car shook and large vibrations were noted. For a long time, designers could not figure out the reasons for the shaking. To identify the problem, special recording equipment was installed on the plane, which recorded and analyzed the flight. It was found that the car shook only at certain speeds - from 570 km/h to 825 km/h, and at lower or higher speeds no significant shaking was detected.

At the end of the spring of 1949, all the characteristics of the Su-15 aircraft were determined. But the tests were quite delayed, and another pilot was involved to speed up the process. Factory tests of the Su-15 were never completed, since this vehicle was lost on June 3, 1949 as a result of a disaster, the causes of which are precisely unknown to this day. At the time of the crash, the aircraft had already completed 38 flights out of 42 planned for testing.

B-17 Flying Fortress Dimensions. Engine. Weight. Story. Range of flight

A legendary aircraft that contributed greatly to the victory over Germany, the Boeing B-17 Flying Fortress will forever remain one of the best bombers of World War II. When the US Air Force released the specifications for a multi-engine bomber to manufacturers in 1934, it decided to build a four-engine Model 299 aircraft. The prototype, which took to the skies on July 28, 1935, performed well, and Boeing registered the name “Flying Fortress” for the new bomber. Despite the accident, which occurred due to human error (which was documented) while Army officials were on board the aircraft, the Air Force placed an order for production of test prototypes of the Y1B-17.

Variants of the Su-15 aircraft

The first option was a “double” of the crashed Su-15, which was manufactured as an interceptor with a long flight range. It had a reduced cross-section of the air intake channels, which led to significant fuel savings. It was equipped with additional hanging tanks, which had a volume of almost 2 thousand liters. The installed weapons consisted of three large-caliber guns. The landing flap was also changed. This aircraft design was never completed; it was 42% complete.

The second option was a project called Su-15UT, which was carried out only on the designers' drawings. It was intended for training and pilot training. The difference from the basic unit was the lengthening of the cockpit; this was achieved by installing a smaller fuel tank. By lengthening the cabin, the designers were able to place another seat for the instructor. As for weapons, the plane was supposed to have one cannon and a machine gun.

Combat use of the Su-17

The first Su-17s began to arrive in units of the USSR Air Force in 1972. During the same period, export deliveries of the aircraft began. In 1970-1971 Designers of the Sukhoi Design Bureau developed an export version of the machine - the Su-20, which began to be delivered to Egypt in 1972. The design of the Su-20 was almost similar to the Su-17M, there were minor differences in the on-board equipment and weapon system of the aircraft.

In 1973, development began on another export modification of the vehicle - the Su-22. The Su-22 received a new R-29BS-300 engine and R-3S and Kh-23 missiles.

The Peruvian Air Force received the first Su-22 aircraft.

From 1973 to 1990, about seven hundred Su-20 and Su-22 modification aircraft were manufactured. They were in service with the allied countries of the Soviet Union under the Warsaw Pact, as well as with states to which the USSR provided military assistance over the years.

The Su-17 and its export modifications Su-20 and Su-22 theoretically had the ability to conduct air combat against Western third-generation fighters, but these machines were almost never used in this capacity. The Su-20 was first used during the 1973 Arab-Israeli conflict. This aircraft was in service with the Syrian and Egyptian air forces. Su-20s attacked Israeli military and industrial targets. During the fighting, 12 Su-20s were lost.

Su-17 bomber and fighter

Projects and the first prototypes of experimental jet aircraft with variable wing geometry appeared during the Second World War: in our country, the design of such an aircraft was developed by V.V. Shevchenko, and in Germany they even built an experimental aircraft R.1101, which was given to the Americans as a trophy. Based on it, she created two experimental X-5 aircraft, taking into account the requirements of the American Air Force for an attack aircraft. The first X-5 built took off for the first time on July 20, 1951. Two years later, on May 19, 1953, another prototype aircraft with a variable geometry wing took off in the United States - the Jaguar XF10F-1, offered to the American fleet. Tests confirmed a significant improvement in the aircraft's performance characteristics due to the use of a variable geometry wing, but the final results of flight tests were negative. And only eleven years later, on December 21, 1964, the XF-111A variable-geometry wing aircraft, developed and adopted in 1967 by the US Air Force, made its first flight.

experimental aircraft R.1101 "Jaguar" XF10F-1

British aircraft designers did not ignore the advantages of a movable wing: in 1950-1958. developed the design of the original supersonic bomber "Swolow". The results of these works were analyzed by Soviet specialists. In 1961, Chairman of the State Committee on Aviation Technology P.V. Dementyev reported to Deputy Chairman of the Council of Ministers D.F. Ustinov: “On your instructions, I am reporting the conclusion of TsAGI (Central Aerohydrodynamic Institute named after N.E. Zhukovsky) on work on supersonic aircraft with variable speed control. in flight by wing geometry (Swolow project)…

Su-17

An assessment carried out at TsAGI showed that such an arrangement poses great structural difficulties at modern flight speeds... In addition to the technical difficulties of creating a wing with variable sweep, it has a number of other disadvantages - a significant deterioration in the stability and controllability of the aircraft, which will change not only due to with a shift in the average aerodynamic chord of the wing due to its rotation. Calculations carried out at TsAGI showed that this deterioration will be 2-3 times greater than on a conventional aircraft, which will, accordingly, lead to large losses in lift and quality...” TsAGI not only analyzed foreign developments, but were searching for the optimal aerodynamic configuration of a variable-geometry wing, which would minimize its inherent disadvantages. The institute's scientists discovered an effect that allows the wing's focal position to remain virtually unchanged when its sweep changes: it was observed in a wing with a developed overflow in the root part and the location of the console's rotation axis in a certain place. TsAGI actively promoted the results of its research by the aircraft design bureau. Professor P.P. Krasilshchikov’s proposal was supported by P.O. Sukhoi: in May 1965, the OKB together with TsAGI began developing an experimental aircraft S-22I or Su-7IG (variable geometry). The experimental vehicle did not rotate the entire console, but only its outer part, located behind the main landing gear. This wing arrangement ensured improved takeoff and landing characteristics and increased aerodynamic quality in subsonic flight conditions. The choice of the Su-7B as a prototype for the experimental vehicle was justified: this only serial supersonic front-line fighter with a swept wing was produced in large series and, if successful, the vehicle got a second wind: a relatively inexpensive wing upgrade turned it into a multi-mode aircraft.

The development of the experimental aircraft S-22I was carried out under the leadership of chief designer Nikolai Grigorievich Zyrin. The first studies of the layout of the new vehicle were carried out by the deputy head of the general brigade A.M. Polyakov. After selecting the main parameters of the new wing, specialists from the wing brigade V. Krylov, B. Vakhrushev, B. Rabinovich and R. Emelin began a detailed study of its design. The modified wing console was structurally divided into two parts: fixed to the fuselage (NChK) and movable (PChK). Moreover, both parts had a single aerodynamic profile, ensuring continuous flow around the root part, which had a beneficial effect on the operation of the tail. The span of the modernized wing at maximum sweep increased by 0.7 m, and the area by 0.45 m2. In the landing configuration, with a minimum sweep angle, the wing area increased by 4.5 m2, or 13.2%, and the relative thickness of the airfoil profile increased from 7 to 12%. In combination with the three-section slats and rotary flaps installed on the PCHK, as well as sliding flaps on the NCHK, this contributed to a significant improvement in takeoff and landing characteristics. To improve the load-bearing properties of the modernized wing, we had to pay by reducing the capacity of the wing fuel tanks-caissons by 440 liters, increasing the mass of the wing by 400 kg due to the rotation mechanism (hinges, hydromechanical drive, synchronizing shaft and hydraulic system elements), complicating the wing design (introducing more developed mechanization and the location of the power elements on the outer surface of the hollow compartments of the NChK). Such a slight increase in the mass of the structure was achieved by combining the functions of the structural elements: the outer end edge of the NChK was edged with a power aerodynamic partition, which prevented the flow of flow along the wing span and acted as a power rib. As a result of modernization, the weight of the empty experimental vehicle was 9480 kg.

One of six Su-7BM fighter-bombers of the Polish Air Force

The S-22I was actually assembled from two vehicles, so the statement that it was modified from the Su-7BM is only partly true. The nose of the fuselage and landing gear from the Su-7BM were used for the new vehicle, the tail from the Su-7BKL, and the wing was made anew.

Su-7BKL

After assembly, the S-22I was transported to the airfield at the Flight Research Institute (LII), where it began to be prepared for flight tests. The methodological council of the LII, chaired by the famous test pilot Hero of the Soviet Union M.L. Gallai, having reviewed the materials presented by the OKB, gave permission for the first flight. On August 1, 1966, during high-speed taxiing with the wing set to the minimum sweep angle, OKB chief pilot V.S. Ilyushin performed the first approach on an experimental aircraft. The next day, the weather did not match the high spirits of the Sukhovites gathered at the airfield: low clouds hung over the runway and it began to drizzle. The desire to see the S-22I in action outweighed the weather forecast, and Vladimir Sergeevich completed the first 20-minute flight on the new machine. During the successful implementation of the test program at the airfield in Vladimirovka, the new machine was flown by “branded” testers E.S. Solovyov, E.K. Kukushev and military pilots from the Air Force Research Institute S.A. Mikoyan, A.S. Devochkin, E.I. .Knyazev, V.G.Ivanov, A.A.Manucharov, N.I.Korovushkin and G.Baevsky. Several flights on the new aircraft were performed by Soviet cosmonaut No. 2 G.S. Titov. Leading engineer of the Sukhoi Design Bureau for flight testing of the S-22I (or Su-7BI - the experimental aircraft was called that way) L.M. Moiseychikov worked closely with the head of the test team of the Air Force Research Institute S. Bytko. The use of minimal wing sweep made it possible to reduce the take-off run of the new aircraft by half compared to the SU-7BM and reduce the landing speed by 100 km/h.

Su-7IK

In the spring of 1967, the plane was returned to FLI and preparations began for the air parade in honor of the 50th anniversary of Soviet power at Domodedovo airport. At the parade on July 9, 1967, the new machine was impressively demonstrated in flight by E.K. Kukushev.

The result of the successful completion of the S-22I test program was the release on November 18, 1967 of a government decree on the development of the Su-17 fighter-bomber with variable wing geometry and its launch into mass production at the Far Eastern Machine-Building Plant in Komsomolsk-on-Amur. A year and a half later, the first prototype of the S-32-1 aircraft rolled out of the gates of its assembly shop. On July 1, 1969, OKB test pilot E.K. Kukushev first took it into the air from the factory airfield. By the end of the year, the plant produced four more S-32s.

The prototype aircraft differed in appearance from the experimental machine: on the fuselage, which was extended by 0.8 m, a garrot of constant cross-section appeared from the cockpit to the keel; the movable part of the canopy was opened by turning it back upward relative to the horizontal hinge. The aircraft was equipped with new systems: a navigation system, which provided the pilot with current information - azimuth and range to the radio beacon, and a landing system with a zero indicator; both of them could work in conjunction with the SAU-22 automatic control system, which replaced the AP-28I-2 autopilot.

The S-32 cabin was equipped with a more advanced ejection seat KS-4-S32 with two stabilizing parachutes with an area of 0.1 and 1 m2, located in the headrest of the seat, and a rescue one with an area of 50 m2. The rescue system ensured safe escape from the aircraft from takeoff to landing: from 140 to 1200 km/h and throughout the entire altitude range.

Due to the increase in the take-off weight of the empty aircraft to 9800 kg, a larger KT106A wheel was installed on the front landing gear—because of this, stamping appeared on the niche flaps, like the Su-7BKP. The antenna comb of the SRO-2M aircraft radio transponder (3rd band) was moved from the niche of the front landing gear closer to the air intake entrance. We dismantled the “Blow Off” system for jet protection of the engine air intake from dust, which was not justified in operation. As a souvenir from the Su-7BKL and Su-7BM, the S-32 still has two characteristic long gargrots on the upper surface of the fuselage for laying communications and a brake parachute container. Two additional weapons hardpoints were placed on the fixed part of the wing, bringing their number to six.

The S-32 wing, compared to the Su-7BKP, has become significantly more complex not only in design, but also in manufacturing technology. Monolithic spars, a hinge unit, a support rail with a wing rotation mechanism, and a hollow NChK compartment formed by two three-layer glued duralumin panels with a honeycomb core appeared. Factory specialists in a short time mastered a new technology for the production of honeycomb panels and the modern equipment necessary for this.

For the S-32, the P.O. Sukhoi Design Bureau developed an original device that allows the aircraft to be operated in the event that the main runways are disabled by the enemy. Take-off from a dirt uncompacted runway or compacted snow was carried out on a ski chassis: skis were installed on the main struts instead of wheels. Unlike the skis on the Su-7BKL, which worked together with the main wheels, reducing the specific pressure on the ground, the new skis were more complex in design: to reduce frictional resistance when sliding, liquid lubricant was supplied under the replaceable titanium sole of the ski; stability of movement during the take-off run was ensured by special keels on the lower surface; holding the aircraft at the start before takeoff, taxiing to the parking lot and emergency braking were carried out by special bucket-type rotary brakes with a pneumatic drive. In this case, movement from stationary shelters to the start to the alternate runway was carried out in tow behind a tractor or on its own engine on quick-detachable taxi-towing trolleys, which were attached to the wing consoles and ski chassis forks. The creation of a ski chassis for a supersonic fighter is the result of many years of work carried out at the Sukhoi Design Bureau since the late fifties. Then the OKB, together with the USSR Academy of Sciences, created a mobile laboratory L-28 on the basis of the Il-28 bomber, which examined various shapes of skis and the materials of their soles for wear resistance, determined resistance coefficients for various soils, and assessed the effect of liquid injection into the working area to reduce friction. In 1959, tests continued on the S-23, a Su-7 fighter with a ski landing gear. After numerous taxis, test pilot V.S. Ilyushin performed several takeoffs and landings on the ski landing gear on the S-23. Subsequently, the development of the chassis continued at the S-23 laboratory. One of the results of this work was the adoption of the Su-7BKL fighter with a wheeled ski chassis into service in 1965.

By the spring of 1970, Far Eastern aircraft manufacturers had produced an initial batch of 12 aircraft: the first two, S-32-1 and S-32-2, were transferred for state testing, and the rest were sent to the Center for Combat Training and Retraining of Flight Personnel in Lipetsk to prepare them for work. on the theme “Crystal” - a demonstration of new aviation equipment to state leaders at the airfield of the Air Force Research Institute in Akhtubinsk. N.K. was appointed head of the S-32 state testing team at the Air Force Research Institute. Yaroshenko. But the show, scheduled for September 1970, was postponed to another time due to the cholera epidemic that broke out in the south.

A spectacular demonstration of the capabilities of the S-32 to the country's leadership took place only in May 1971, and in October of the same year, the 523rd Red Banner IAP of the Far Eastern Military District was the first to begin developing the Su-17 - this is the official name given to the serial S-32.

By this time, the plant in Komsomolsk-on-Amur had completely switched production of the Su-7BKL to the Su-17, producing 95 Su-17s, including 30 in 1970 and 60 in 1971.

The main task of a fighter-bomber is the rapid destruction of visually detected targets on the battlefield, which requires good visibility from the cockpit. In 1971, the Air Force Research Institute tested the Su-17 with an unbound cockpit canopy. Test pilots A.D. Ivanov and N.I. Mikhailov who carried out the work noted in conclusion that visibility improved slightly, but when flying at low altitudes, a feeling of psychological discomfort appeared from the possible consequences of a collision with large birds.

The expansion of the range of combat weapons on the Su-17 occurred not only due to the adoption of new types of traditional ammunition. The achievements of the scientific and technological revolution in the mid-1960s and changes in the views of military theorists on the role of aviation in supporting the combat operations of ground forces contributed to the emergence of fundamentally new types of weapons. On the eve of the May Day holidays in 1965, a government decree was issued on the development of the X-23 guided tactical aircraft missile. And four years later, the next resolution of the Council of Ministers of the USSR provided for arming this missile along with other aircraft and the Su-17. In the spring of 1970, the design bureau of the Kaliningrad Machine-Building Plant (KMZ) presented the X-23 missile (product 68) for state flight tests. Two years later, Su-17 aircraft took part in these tests. In total, 20 launches were carried out on the MiG-23 and Su-17 under the rearmament program, the results of which for the rocket scientists, due to the revealed design defects of the X-23, were not brilliant. The missile had a radio command guidance system, which required the constant participation of the pilot in this process - right up to the missile meeting the target.

MiG-23

After eliminating the defects in the missile control system, test pilot of the Air Force Research Institute E.M. Kolkov performed three more X-23 launches with pinpoint accuracy, which were remembered by the test participants. In the first pass, the explosion of the missile warhead pushed two trucks placed side by side apart, and in the next two he destroyed them with a direct hit from the missiles. The Kh-23 missile was adopted by front-line aviation in the fall of 1974, and combat pilots began mastering a new type of weapon on Su-17 aircraft, and later on Su-17M and Su-17M2. In the summer of 1976, aviation exercises of the twice Red Banner Baltic Fleet were held. To demonstrate the capabilities of guided missile weapons against sea targets, four Su-17 aircraft and eight missiles were allocated. The missiles were prepared at the technical position of the Center for Combat Use and Retraining of Naval Aviation in the city of Ostrov, Pskov Region. There, naval pilots practiced missile guidance skills using the KT-23 complex simulator. During the exercise, the Su-17s were relocated: the attack was carried out from the Chkalovskoye airfield in the Kaliningrad region. In two training launches, hits were recorded on the target. For demonstration to the Commander-in-Chief of the Navy S.G. Gorshkov, three aircraft with missiles were prepared: two main ones and a third reserve. During the demonstration launch, the leading pilot's rocket entered the water with an undershoot of 30 m and exploded, raising a large column of water; the wingman, Senior Lieutenant Tsymbal, had a direct hit.

Su-17M

The Su-17 was improved during mass production. From the end of 1972 to the fall of 1973, the Su-17 was supplemented with R-60 air-to-air guided missiles. The aircraft of the first three series each had one aerodynamic ridge at the end of the low-pressure valve, and one main PVD rod and an emergency pressure receiver on the right side of the fuselage. This arrangement of the rod, as it turned out during tests, worsened the spin characteristics of the aircraft. In addition, the Su-17 went into a tailspin without the slight shaking characteristic of the Su-7 when the overload increased to 5 units. Therefore, later two PVD rods appeared, installed symmetrically relative to the fuselage axis. To improve longitudinal stability at high angles of attack, additional aerodynamic ridges were installed on the fixed part of the wing: on the bottom - at the trailing edge, and on the upper surface - at the leading edge - opposite each other.

Su-17M2

On the first series of the Su-17 aircraft, the ASP-PF-B-7 sight was used to fire cannons and launch NARs at ground and air targets, as well as during dive bombing, working in conjunction with the SRD-5M radio range finder, located under the radio-transparent air intake cone and which served to automatically determine the range to an air target, regardless of visibility. Subsequently, the ASP-PF-B-7 was replaced by the similar in size, but more advanced sight ASP-PF-7.

After the aircraft was re-equipped with X-23 missiles, the SRD-5M rangefinder, starting with the 23rd aircraft of the 89th series, was dismantled, installing instead the Delta-N guidance equipment, which was eventually replaced by the modernized semiconductor Delta-NM. Two Kh-23 missiles were suspended on APU-68U launchers on the external pylons of the NChK, the same APUs were later used for S-24 missiles. The X-23 missile control button—the joystick—was placed on the aircraft control stick instead of the autopilot activation button.

Constant improvements to the Su-17 led to an increase in the structural weight of production aircraft from 9,950 kg to 10,090 kg, which negatively affected the aircraft’s performance characteristics. Therefore, in 1970, a joint decision was made by the MAP and the Air Force to modify the S-32 (Su-17) aircraft, equipping it with a more powerful, modern and economical single-circuit turbojet engine developed at the A.M. Lyulka Design Bureau for the Su-24. In the factory documentation, the modernized aircraft received the designation S-32M.

Until 1973, 225 Su-17 aircraft were produced in Komsomolsk-on-Amur. For the last two years, it was manufactured in parallel with the Su-17M - this is the name the S-32M received after being put into service.

In 1972, the Arab Republic of Egypt purchased 16 Su-17 aircraft from the USSR, which were used in the Arab-Israeli war in October 1973. Retraining of Egyptian pilots was carried out by Soviet instructors at the training center at the Belbase airbase, where the 202nd and 204th were based. I am a fighter-bomber aviation brigade of the Egyptian Air Force, armed with Su-7BMK and Su-7UMK fighters.

After the entry of Soviet troops into Afghanistan, Su-17s from two squadrons of the 217th fighter-bomber air regiment from Kzyl-Arvat landed at the Shindand airbase in January 1980. Already in the spring, they took part in hostilities, during which a number of shortcomings characteristic of the Su-17 emerged: low thrust-to-weight ratio when taking off in hot weather from a high-altitude airfield, limited fuel supply and a narrow range of weapons. Therefore, the command soon replaced these vehicles with Su-17MZ, which differed favorably in terms of characteristics, level of equipment and weapons. In addition, before being sent to Afghanistan, the pilots underwent additional training that took into account the specifics of flights in this country. The operation of the Su-17 by combat regiments of the USSR Air Force continued until the mid-1980s.

Jet types of fighter-bombers

The first supersonic aircraft capable of effectively attacking ground targets and conducting air combat were considered 3rd generation fighters: Su-17M, MiG-27, MiG-23B, MiG-23 BN, Mirage F-1, American F-4. But the tasks of using fighter-bombers in combat operations are determined by the established doctrine in specific air forces. During the Vietnam War, American F-105s were used only as attack aircraft on ground targets. At the same time, in air battles, as a rule, they won. Therefore, in comparison with piston types, jets are more maneuverable and are often used as conventional fighters. A fighter-bomber itself can perfectly perform the task of intercepting and destroying an air target (helicopter, airplane) and ground one. In addition, this type of aircraft can carry out targeted strikes on ground targets or pursue mobile ground forces.

Su-17 fighter-bomber. On the drawing:

1—gargrot; 2— radio compass antenna ARK-10; 3 — compartment of SAU-22 blocks; 4—radio equipment compartment; 5—periscope TS-27AMSH; 6—emergency PVD-7; 7—antennas of the “Pion” system; 8—antennas of the SRO-2M system; 9—sensor; 10—movable radio-transparent cone; 11—landing light; 12 — doors of the niche of the front landing gear; 13—window for ejecting spent cartridges; 14 — niche doors of the main landing gear; 15—console rotation unit; 16—PCHK; 17 — engine compartment cooling air intake; 18 — all-rotating stabilizer; 19 — anti-flutter weight; 20—static electricity discharger; 21 - 850-liter PTB; 22—NAR S-24; 23 - PU-12-40U; 24 - 1150-liter PTB; 25—anti-surge doors; 26—lantern visor; 27—loop antenna of the radio compass ARK-10; 28—moving part of the lantern; 29—weapon suspension pylon; 30—beam holder BDZ-57M; 31—aerodynamic ridge; 32—air bypass window TRDAL-7F-1-250; 33—hatch covers for hydraulic system connectors; 34—brake flap; 35 — airborne navigation light; 36—SARPP manhole covers; 37—antennas of the Sirena-ZM radiation warning station; 38—radiotransparent radome of the radio station antenna; 39 — antenna of the MRP-56M system; 40—antennas of the “Pion” system; 41 — tail aeronautical light; 42—flap of the brake parachute container; 43 — lid of the container flap lock; 44—fitting manhole cover; 45—wheel KT69/4U (880×230 mm); 46—protective cover made of stainless steel; 47—suspension strut; 48 — wheel K2-106A (600×200 mm); 49—left instrument panel; 50 — aircraft wing turn indicator panel and slats control panel; 51 — sight remote control for bombing with pitching up PBK-2; 52—sight ASP-G1F-7; 53 — upper panel of the instrument panel with an emergency display; 54—right instrument panel with information display; 55—central panel of the dashboard; 56 — thermostat for air temperature regulator in the cabin; 57—turbostarter exhaust gas thermometer indicator; 58 - white stripe; 59 — NR-30 gun compartment blowing blinds; 60—gun hatch cover; 61—compartment cover of the AKS-5-57 photo-machine gun; 62—antennas of the state identification system; 63 — deflectable slat; 64—aileron; 65 — rotary flaps; 66 — flap in retracted position; 67 — flap in extended position; 68—cannon barrel NR-30; 69—hatch cover of the front radio equipment compartment; 70.71—hydraulic cylinders for retracting the landing gear; 72—suspension strut; 73—incendiary tank ZB-ZbO; 74 — beam holder BDZ-57M

Su-17 - Soviet fighter-bomber

Su-17

— a single-seat all-metal cantilever mid-wing with a variable geometry wing, one engine and a three-post retractable landing gear. Fighter-bomber.

Created in the Design Bureau, headed by General Designer P.O. Dry. Leading designer N. Zyrin. The prototype was created on the basis of the serial Su-7BM and was named Su-7IK (S-22I). It was raised on August 2, 1966 by test pilot V.S. Ilyushin. In 1967, a prototype of the new aircraft, designated Su-7IG, was shown to the public at the Domodedovo air parade.

In 1970, a new vehicle, called the Su-17, was put into service.

The main difference from its predecessor was the variable geometry wing. To simplify the design and quickly launch into mass production, only the end parts of the wings were turned (the moving part of the wing was installed on approximately half of each console). As a result, the modifications carried out (in comparison with the Su-7) did not lead to a significant change in production technology.

In its first modifications, the Su-17 was intended to engage ground, surface and air targets, as well as conduct tactical air reconnaissance (reconnaissance equipment was placed in containers under the wing).

Starting with the modification of the Su-17M4, the reduction in requirements for the speed characteristics of fighter-bombers, designed primarily for operations at low altitudes at transonic speed, made it possible to abandon the adjustable air intake. As a result of the modernization, the maximum speed decreased from 2300 km/h for the Su-17M3 to 1850 km/h for the Su-17M4. The positive side of the modernization was the significant lightening and simplification of the airframe design.

The airframe of the aircraft is made of aluminum alloys. The movable wing consoles change the sweep angle from 30 0 to 63 0. The fixed SCHK has a fixed sweep angle along the leading edge of 63 0. The pilot is placed in a heated and ventilated pressurized cabin, closed by a canopy, the lid of which is tilted up and back using a servo drive. On the canopy there is a periscope for viewing the rear hemisphere. On modifications up to and including the Su-17M2, ejection seats KS-4S-32 are used, on subsequent K-36DM class 0-0.

The aircraft is equipped with a three-post landing gear with single cylinders on wheels. The use of low-pressure pneumatics made it possible to operate the aircraft from airfields with grass. To reduce the flight length, the aircraft is equipped with a braking parachute.

The KN-23 sighting and navigation system installed on the Su-17M3, which includes a Klen-PS laser rangefinder, an ASP-17BTs-8 rifle and bomber sight and an RV-5 radio altimeter, allows flight at supersonic speeds at low altitudes in automatic mode.

The first production Su-17s were equipped with turbofan engines that developed afterburner thrust of 9600 kg. The AL-21F3 has a similar characteristic of 11200 kg, and the R-29BS-300 has a similar value.

The built-in armament on all modifications consists of two 30-mm NR-30 cannons installed in the center section, with 80 rounds of ammunition per barrel.

The combat load with a total mass of up to 4000 kg is suspended on 6 pylons: 2 fuselage and 4 underwing. On the Su-17M3, the number of ventral pylons has been increased by 2. The Su-17M4 already has 10 pylons: 4 ventral and 6 underwing. Combat load increased to 4250 kg. At the same time, 2 central underwing pylons are intended exclusively for suspension of the R-60 air-to-air missile.

The first production Su-17s did not carry air-to-surface guided weapons. In subsequent modifications, this drawback was eliminated, and 2 internal underwing pylons are used to suspend missile launchers or CABs of various types. The Su-17M initially took the Kh-23M and anti-radar Kh-28. Later, the range was expanded with the possibility of suspension for the X-25 and X-29L. The Su-17M2 also carried all of the above systems. This modification was the first in the Su-17 family to receive the R-60 missile launcher. Su-17M4 are capable of carrying the most diverse range of guided weapons: KAB-500l bombs; adjustable missiles S-25L; UR types X-25ML/MR, X-27, X-29L/T; anti-radar missiles X-25MP, X-27, X-58.

All modifications are taken in NURS blocks of types S-5, S-8 or S-13, as well as single NURS S-24 and S-25. Other types of suspended weapons include free-fall bombs of calibers from 100 to 500 kg; RBK-250 and RBK-500 bomb cassettes, KMGU cannon containers; incendiary tanks. The SCHK is also equipped with 2 1156-l or 830-l PTBs.

The Su-17 and Su-17M were equipped with a PBK-2 bomb sight and an ASP-5ND-7 rifle sight. Instead of the latter, the Su-17M2 was equipped with the more advanced ASP-17.

To guide the X-23M missile launcher, Delta control equipment was used, located in a hanging container. For guidance of the Kh-25Ml and Kh-29L, the “Prozhektor” laser station, also located in a hanging container, was used. In addition to this station, the Su-17M2 is equipped with a Fon-1400 laser rangefinder/target designator.

Instead, the Su-17M3 is equipped with a more advanced Klen-54, an ASP-17 sight, a line-of-sight indicator, a Sirena-3 radar warning station, and other avionics. KDS-23 and ACo-2V trap and dipole shooters are also installed. Some aircraft have an AFA-39 camera to monitor the results of bombing.

Aircraft began to arrive to the USSR Air Force units in 1972, and later to the Navy aviation. They were used until the collapse of the Soviet Union, after which they ended up in the armed forces of Belarus, Russia, Uzbekistan, and Ukraine. According to some reports, several cars were purchased by Armenia. Currently, in the CIS countries, the Su-17 has either been withdrawn from service or is in the process of being withdrawn.

Su-17s were delivered to Algeria, Angola, Afghanistan, Bulgaria, Syria, Czechoslovakia (after the collapse they ended up in the Air Forces of both the Czech Republic and Slovakia). In a number of these countries, the aircraft have already been withdrawn from service; in many they are still in use.

Performance characteristics

Year of adoption - 1970 Wing span, m - at min. sweep - 13.68 - at max. sweep - 10.025 Aircraft length - 19.02 m Aircraft height - 5.129 m Wing area, sq.m - at min. sweep - 38.49 - at max. sweep - 34.85 Weight, kg - empty - 10500 - maximum take-off - 19500 Engines - 1 AL-21F-3 turbojet engine Thrust - 11500 kgf Maximum speed, km/h - at the ground - 1185 - at altitude - 1850 Flight range - 2200 km Combat radius - 590 km Altitude ceiling - 16500 m Crew - 1 person

Armament

2 30-mm HP-30 cannons, ammunition (for each gun) 300 shells. Combat load - 3800 kg on 8 hardpoints: 8 air-to-air missiles R-60, K-13; Air-to-ground missiles Kh-25MR, Kh-25MP, Kh-29L, Kh-29T; NUR S-5, S-8, S-13, S-24; Adjustable aerial bombs KAB-1500, KAB-500; Free fall bombs with a caliber of up to 500 kg; Cluster bombs; Tanks with incendiary mixture; Suspended cannon installations.

Modifications

Su-17 - the first production version; Until 1972, several dozen were produced.

Su-17M - modification with AL-21F3 turbofan engine, increased fuel capacity, more advanced avionics, expanded range of weapons and some other changes; produced since 1972;

Su-17M2 - a variant with a fuselage nose section extended by 200 mm, new avionics and an expanded range of guided weapons; made its first flight in early 1974, serial production was carried out in 1975-79;

Su-17M3 - further development of M2; new sighting equipment was installed, the fuel supply was increased; produced since 1976;

Su-17M4 - variant with new avionics, unregulated air intake and some design changes in the fuselage; the prototype appeared in 1980, mass production was carried out in 1981-90;

Su-17UM is a two-seat combat training aircraft equipped with avionics used on the Su-17M2; the prototype appeared in 1975, serial production was carried out in 1976-78; the design of the aircraft served as the basis for the creation of the Su-17M3;

Su-17UM3 is a two-seat combat training aircraft equipped with avionics used on the Su-17M3; produced since 1978;

Su-20 - export version of the Su-17M with simplified avionics and a reduced range of weapons; released in 1972, small series built;

Su-22 is an export version of the Su-17M2, equipped with a R-29BS-300 turbofan engine, which was later installed on aircraft of other export modifications; produced since 1976;

Su-22M - export version of the Su-17M3; released 1977;

Su-22M3 - export version of the Su-17M3 with more advanced avionics compared to the Su-22; produced since 1982;

Su-22M4 - export version of the Su-17M4; AL-21F3 engine; produced since 1984;

Su-22UM - export version of the Su-17UM; produced since 1976;

Su-22UM3 - export version of the Su-17UM3; production has been carried out since 1982;

Su-22UM3K - a combat training version of the Su-22M4, also intended for export; produced since 1983

Modifications of the Su-17 fighter

The first modification of the Su-17 aircraft was the Su-17M aircraft. Its main difference was the installation of a new, more powerful engine and some changes to the car body. The fuel system and equipment in the cockpit were also improved. This aircraft was manufactured over a period of 5 years, from ’71 to ’76.

The next modification was the Su-17M2 type, which had a longer nose, which made it possible to increase the cockpit space. But the most important innovation in this vehicle was the installation of a progressive laser sight and equipment that could effectively find targets and aim weapons at them. The fuel supply was also increased.

One of the many models was a reconnaissance aircraft called Su-17M2R, on which a container with special equipment was installed. The container was attached to the external suspension of the vehicle.

A more specialized machine like the Su-17 can be considered a laboratory aircraft, which was manufactured to test a new type of missile. This aircraft could also be armed with anti-location equipment of the Vyuga-17 type.

Newer cars of this class were equipped with digital navigation equipment. The changes also affected the air intakes, which also served as a cooling system for the BREO.

The latest modifications of the Su-17 were truly magnificent machines that could repel almost any enemy airborne equipment. Due to this, these machines were widely used in export to other countries of the world.

Sukhoi "Su-17 / Su-20 / Su-22", Fighter-bomber

In 1965 at the OKB im. P. O. Sukhoi began to create a new fighter-bomber with variable wing geometry based on the well-proven SU-7. In 1967, a prototype of the new aircraft, designated SU-7IG, was shown to the public at the Domodedovo air parade. In 1970, a new vehicle, called the SU-17, was put into service. The main difference from its predecessor was the variable geometry wing.

To simplify the design and quickly launch into mass production, only the end parts of the wings were turned (the moving part of the wing was installed on approximately half of each console). As a result, the modifications carried out (in comparison with the SU-7) did not lead to a significant change in production technology. In its first modifications, the SU-17 was intended to engage ground, surface and air targets, as well as conduct tactical air reconnaissance (reconnaissance equipment was placed in containers under the wing).

Starting with the modification of the SU-17M4, the reduction in requirements for the speed characteristics of fighter-bombers, intended primarily for operations at low altitudes at transonic speed, made it possible to abandon the adjustable air intake. As a result of the modernization, the maximum speed decreased from 2300 km/h for the SU-17M3 to 1850 km/h for the SU-17M4. The positive side of the modernization was the significant lightening and simplification of the airframe design. The aircraft is equipped with a three-post landing gear with single cylinders on wheels. The use of low-pressure pneumatics made it possible to operate the aircraft from airfields with grass. The cockpit is equipped with a K-36 class 0-0 ejection seat. Canopy The cockpit canopy has a periscope for viewing the rear hemisphere. To reduce the flight length, the aircraft is equipped with a braking parachute.

The KN-23 sighting and navigation system installed on the SU-17M3, which includes a KLEN-PS laser rangefinder, an ASP-17BTs-8 rifle-bomber sight and an RV-5 radio altimeter, allows flight at supersonic speeds at low altitudes in automatic mode. Serial production of the SU-17 was carried out from 1970 to 1990.

The SU-17 was actively used in combat operations in Afghanistan and in a number of Arab-Israeli conflicts. In addition to the CIS countries, the SU-17 was in service with Germany, Czechoslovakia, Hungary, Poland, Cuba, India, Iraq and a number of other countries.

Su-17 - the first production version; Until 1972, several dozen were produced. Su-17M - modification with AL-21F3 turbofan engine, increased fuel capacity, more advanced avionics, expanded range of weapons and some other changes; produced since 1972; Su-17M2 - a variant with a fuselage nose section extended by 200 mm, new avionics and an expanded range of guided weapons; made its first flight in early 1974, serial production was carried out in 1975-79; Su-17M3 – further development of M2; new sighting equipment was installed, the fuel supply was increased; produced since 1976; Su-17M4 – variant with new avionics, non-adjustable air intake and some design changes in the fuselage; the prototype appeared in 1980, mass production was carried out in 1981-90; Su-17UM is a two-seat combat training aircraft equipped with avionics used on the Su-17M2; the prototype appeared in 1975, serial production was carried out in 1976-78; the design of the aircraft served as the basis for the creation of the Su-17M3; Su-17UM3 is a two-seat combat training aircraft equipped with avionics used on the Su-17M3; produced since 1978; Su-20 – export version of the Su-17M with simplified avionics and a reduced range of weapons; released in 1972, small series built; Su-22 is an export version of the Su-17M2, equipped with a R-29BS-300 turbofan engine, which was later installed on aircraft of other export modifications; produced since 1976; Su-22M – export version of the Su-17M3; released 1977; Su-22M3 - export version of the Su-17M3 with more advanced avionics compared to the Su-22; produced since 1982; Su-22M4 – export version of the Su-17M4; AL-21F3 engine; produced since 1984; Su-22UM – export version of the Su-17UM; produced since 1976; Su-22UM3 – export version of the Su-17UM3; production has been carried out since 1982; Su-22UM3K - a combat training version of the Su-22M4, also intended for export; produced since 1983

Modification	Su-17M4
Wingspan, m
at min. sweep	13.68
at max. sweep	10.02
Aircraft length, m	19.02
Aircraft height, m	4.97
Wing area, m2
at min. sweep	38.49
at max. sweep	34.45
Weight, kg
empty	12161
normal takeoff	16400
maximum takeoff	19630
fuel (internal)	3770
fuel (PTB)	2875
Engines	1 TRDF AL-21F-3
Thrust, kgf
maximum	1 x 7800
in afterburner	1 x 11200
Maximum speed, km/h
near the ground	1400
on high	1860 (M=1.75)
Practical range, km
without PTB	1520
with PTB	2550
Practical ceiling, m	14000
Crew, people	1
Weapons:	two 30-mm NR-30 cannons (ammunition - 80 rounds per gun); combat load - 4070 kg on 12 hardpoints; SD air-to-air R-60; SD air-to-ground X-28, X-27PS, X-25ML, X-58U, X-29T; free-falling bombs up to 500 kg, UAB KAB-500Kr and KAB-500T; PU NAR UB-32-57, UB-16-57UM, B-8M-1, APU-68U, S-25; gun container UPK-23-250; containers KMGU-1 and KMGU-2, incendiary tanks ZB-500 and ZB-500Sh.

Design features of the Su-17

In 1969, the first 12 Su-17 vehicles were manufactured, which had improved systems. The fuel system was changed and modified, a gas grotto was installed on the fuselage, and the number of points to which the external suspension was attached was increased.

The aircraft body is made using aerodynamic characteristics. As for the wings, they could change the angle of their geometry. The main wing consoles could be rotated due to built-in hydraulic motors, which operated from autonomous hydraulic systems. To improve the synchronization of turns, these motors were connected by a shaft.

The Su-17 aircraft is equipped with a three-leg landing gear system that retracts into the body of the vehicle. Some modifications could be equipped with a ski chassis system.

The power plant of the device is represented by a new TRDF AL-21F-3 engine, which was distinguished by its reliability and gave the vehicle greater thrust. Replacing the engine could be done quite quickly and easily, since the tail section of the aircraft body was removable, and the tail of the body was also removed.

The main goal of the designers was to reduce the takeoff run when taking off from the runway. This problem was solved by using additional SPRD boosters, which operated on a powder charge and provided high acceleration during takeoff. The aircraft's fuel was placed in five tanks, which were located in the fuselage of the aircraft and the xenon wings. The external suspension of the Su-17 allows you to mount additional fuel tanks or bombs weighing from 100 to 500 kilograms.

During its entire production, the aircraft underwent many upgrades and improvements in almost all systems, and also received many modifications that could perform more specialized tasks.

Main design features of the new Soviet aircraft

Fundamentally, the aircraft did not become something new in the history of domestic aircraft construction. The usual aerodynamic design remained intact - a cantilever mid-wing with a variable geometry wing. In other words, the Su-17 aircraft was a flying jet engine equipped with wings and a horizontal tail. The main airframe was made of duralumin and had a durable and stable structure.

The wing of the vehicle consisted of a fixed part, a sweep angle of 630, and end consoles that could change the sweep angle in the range of 30-630. The console rotation mechanism includes hydraulic motors driven by a hydraulic system. The aircraft was equipped with a turbojet engine, a forced turbojet engine. The first production vehicles were equipped with Al-7F1 engines with a thrust of 9600 kgf. Subsequent modifications, including the Su-17 M series, have already received new, more powerful AL-21F3 engines with a thrust of 11,200 kgf.

The aircraft retains the traditional landing gear with three struts. The presence of a pneumatic pressure regulation system allows the use of such a landing gear when landing an aircraft on unpaved airfields. As an auxiliary braking device, the Su-17 was equipped with a braking parachute.

Compared to the previous Su-7B aircraft, the cockpit of the “seventeenth” was much better equipped. It was a sealed, internally heated capsule, equipped with a hinged lantern cover. Subsequent vehicles began to be equipped with ejection seats.

The aircraft is equipped with a three-post retractable landing gear with single cylinders on wheels. The use of low-pressure pneumatics made it possible to operate the aircraft from airfields with grass. To reduce the flight length, the aircraft was equipped with a braking parachute.

As for the on-board equipment, the new vehicle is equipped with a new generation of sighting and navigation equipment PRNA-54, which is equipped with its own digital computer. The design of Su-17 type aircraft made it possible to place a whole range of other technical equipment on board the aircraft. These were mainly complex photo and radio reconnaissance systems and radar equipment. As “know-how,” Soviet aircraft designers protected the most important components and assemblies of the combat vehicle with armor. The new aircraft received additional survivability equipment.

In this form, the aircraft from OKB P.O. Sukhoi received the following performance characteristics:

the total take-off weight of the vehicle was 16280 kg;
wingspan 13.7 m;
the maximum speed at an altitude of 7000 m was 2230 km/h;
maximum ground speed – 1350 km/h;
service ceiling 16500 m;
maximum range with additional fuel tanks 2300 km;
The crew of the car is one person.

The set of weapons with which the new combat aircraft was equipped was a universal set of basic weapons. The aircraft had a combat load on an external sling of up to 4000 kg. The main weapon of the first modifications was a pair of 30-mm NR-30 aircraft cannons. Air bombs and unguided rockets were used to carry out ground strikes. The export version of the Su-20 aircraft was equipped with simplified avionics and had limited capabilities for the use of on-board weapons.

In service

File:World operators of the Su-17.png Countries that operate the Su-17 (in blue) and have already removed the Su-17 from service (in red)

File:Libyan Air Force Sukhoi Su-22M3 Lofting.jpg Libyan Air Force Su-22M, 2009.

File:Polish Air Force Sukhoi Su-22M4 Lofting.jpg Su-22M4 Polish Air Force, 2009.

Until 1991, 1,165 Su-17s and its modifications were exported to 15 countries.

In service

Flag of Angola Angola - 11 Su-22, as of 2012
Flag of Vietnam Vietnam - 28 Su-22M3/M4/UM, as of 2012
Flag of Yemen Yemen - some, as of 2016
Flag of the DPRK DPRK - 17 Su-20, as of 2012
Flag of Libya Libya - 40 Su-20, as of 2012
Flag of Poland Poland - 12 Su-22M-4 and 6 Su-22UM3K, as of 2016
Flag of Syria Syria - 35 Su-22, as of 2016
Flag of Uzbekistan Uzbekistan - 26 Su-17M/Su-17UM-3, as of 2016

Was in service

Flag of the USSR USSR - used until the collapse of the country in the following air regiments:

USSR Air Force:

20th Guards Apib, German Democratic Republic, Gross-Deln
730 apib, GDR, Neuruppin
136 apib, UzSSR, Chirchik
156 apib, TurSSR, Mary
217 apib, TurSSR, Kzyl-Arvat
274 apib, RSFSR, Migalovo
760 apib, RSFSR, Lipetsk-2
963 apib, RSFSR, Taganrog
189 Guards Apib, RSFSR, Borzya
266 apib, RSFSR, Steppe
26th Guards Apib, RSFSR, Komsomolsk-on-Amur
299 apib, RSFSR, Birofeld
293 apib, RSFSR, Vozzhaevka
302 apib, RSFSR, Pereyaslavka
523 apib, RSFSR, Vozdvizhenka
234 Guards smap, RSFSR, Kubinka
1046 cpls, RSFSR, Shatalovo
802 UAP, RSFSR, Krasnodar-Central
294 rap, GDR, Alstedt
328 Guards Rifle, Hungarian People's Republic, Kunmadarash
886 rap, Lat SSR, Jekabpils
827 rap, Ukrainian SSR, Limanskoe
87 rap, UzSSR, Karshi
98th Guards Rifle Regiment, RSFSR, Monchegorsk
101 rap, RSFSR, Borzya
168th Guards Apib, Georgia, Didi Shiraki
166 Guards Apib, Georgia, Marniuli
1st Guards apib, Hungary, Kunmadarash
381 orap, KazSSR, Shymkent

Aviation of the USSR Navy:

66 mshap, RSFSR, Veshchevo
43 mshap, Ukrainian SSR, Gvardeiskoe
173 mshap, RSFSR, Romanovka
846 MShAP, RSFSR, Chkalovsk, Kaliningrad region

After the collapse they found themselves in the armed forces of the newly formed republics. They were withdrawn from service in the 1990s.

Flag of Russia Russia - withdrawn from service in 1998
Flag of Ukraine Ukraine - 30 Su-17, as of 1992. Removed from service in the 1990s. As of 2013, one Su-17UM3 (s/n 77, s/n 62918) continues to be used to maintain the flight skills of pilots of the Zaporozhye ARZ.
Flag of Belarus Belarus
Flag of Azerbaijan Azerbaijan
Flag of Armenia Armenia
Flag of Turkmenistan Turkmenistan
GDR22x20px GDR: Su-22M4
Czechoslovakia Czechoslovakia: Su-22M4. After the collapse of Czechoslovakia, it was divided between the Czech and Slovak air forces. In the Czech Republic they were withdrawn from service in 2002.
Flag of Algeria Algeria: Su-20, Su-22U
Afghanistan flag Afghanistan: Su-20, Su-22M, Su-22U, Su-22M4
Flag of Bulgaria Bulgaria: Su-22M4, Su-22U
Flag of Hungary Hungary: Su-22M3. Removed from service in 1997.
Flag of Egypt Egypt: Su-17K, Su-20. Two aircraft were transferred to Germany in 1985.
Flag of Iraq Iraq: Su-20, Su-22, Su-22U, Su-22M, Su-22M4
Flag of Peru Peru: Su-22, Su-22U, Su-22M, Su-22UM

Su-17M3 fighter-bomber against NATO air defense systems

Deployment of the US Army MIM-23 Hawk air defense system at Hill 327 on Okinawa to mark the beginning of the active air war in Vietnam - 1965. Photo: s-media-cache-ak0.pinimg.com

Equipping the launcher of the MIM-23 Hawk anti-aircraft missile system using a transport-loading machine in one of the German Air Force units - April 20, 1981. Photo: commons.wikimedia.org

Sergeant Richard Kehew, Battery A, 3rd US Army Light SAM Battalion, performs maintenance on the MIM-23 Hawk SAM Ranging Radar (ROR) Photo: commons.wikimedia.org

Pulse target designation radar AN/MPQ-50 of the American MIM-23 Hawk air defense system Photo: topwar.ru

Launch of an Improved Hawk missile at a low-altitude target Photo: topwar.ru

The USSR Ministry of Defense and the command of our Armed Forces appreciated the importance of this moment when Soviet air defense systems of the S-75 “Dvina” type began to be used in Vietnam in July 1965 and in the very first battle on the 24th of this month three of the newest American fighter-bombers were shot down at once F-4 "Phantom". And American losses from anti-aircraft missiles quickly began to grow. The enemy was looking for tactical techniques that would allow him to evade the missile, but none of them provided a guarantee of salvation if the air defense missile system crew was sufficiently well trained.

Shot down by an S-75 anti-aircraft missile on the approach to Hanoi, a tactical reconnaissance aircraft of the US Air Force RF-4C “Phantom” falls - August 12, 1967. Its crew was captured, Edwin Atterbury died in captivity, and Thomas Parrott returned to the USA after the end of the war Photo: www.nationalmuseum.af.mil

The successes of the Vietnamese comrades and the losses of the potential enemy, of course, were pleasing, but they also indicated that our aircraft would also be exposed to such danger in the event of a full-scale war with NATO. Indeed, in the event of war, they will also face opposition from powerful and modern air defense, the basis of which will also be air defense systems.

The experience of using anti-aircraft missiles in Indochina, and then in the Arab-Israeli wars, was carefully studied - both from “our” point of view and from the point of view of the enemy who was trying to fight the air defense system. They turned out to be quite a difficult target: attempts to bomb anti-aircraft missile positions were not always successful, although both the Americans and the Israelis planned and carried out very sophisticated operations directed against them, diverting significant forces to participate in them that could have been used for other tasks.

In particular, to protect the positions of air defense systems from air strikes in Vietnam, they were effectively covered by small-caliber anti-aircraft artillery, as was done in our armed forces. As a result, aircraft that broke through the long-range air defense line at an extremely low altitude, launching an attack on the main target using bombs, unguided missiles and airborne guns, came under heavy fire from the MZA and suffered huge losses. And since the air defense systems were mobile, the “main target” could well have turned out to be a false one - a bait for the enemy.

The first tool to combat air defense systems was radar jamming systems. At first it was passive interference, which was created by massively dropping dipole reflectors - strips of foil or rods (“needles”) with a metallized coating, which gave a lot of reflected signals that illuminated the entire radar station indicator. But for such interference to be truly effective and long-lasting, a lot of such strips were needed - to drop them, a large and heavy aircraft was needed, which in the zone of enemy fire would itself be extremely vulnerable due to its low flight characteristics. But even if such a cloud of dipoles was dropped, radar operators learned to tune out their impact by simply switching to another frequency, since the brightness of the “glow” of the dipole depends on the multiple of its length and the wavelength of the radar signal.

The creation of active radar jamming stations turned out to be much more promising. They became the main aviation means of electronic warfare or suppression - electronic warfare or electronic warfare. At first, this was also quite bulky equipment; it was placed on large aircraft, for example, on long-range Tu-16 bombers, but in the 60s the first miniature samples appeared that could be “packed” into a small container and hung under the wing of a fighter aircraft. bomber.

USSR Air Force Su-7BMK fighter-bomber with REP SPS-141 “Gvozdika” container. Su-7B aircraft formed the basis of the striking power of Soviet front-line aviation in the 60s Photo: author’s archive (provided by A. Krotchenko)

Active electronic warfare systems were rapidly improving. Their power and range increased, and new “cunning” operating modes were introduced. However, the developers of air defense systems did not sit idle, developing methods of protection against them. In addition, fighter-bomber pilots, using electronic warfare equipment, are never sure that they were able to “blind” enemy radars. Sometimes it happened that the radar operator “lost” the target, but the station itself was working and it was “heard” by the SPO - a warning system about enemy radar exposure. Her buzzer beeps and causes the pilot to abandon the attack. It is much more reliable to “blind” an air defense system by destroying its radar equipment. And you need to do this from such a distance so as not to come under pre-emptive missile fire yourself. This means you need to have the appropriate rocket yourself.

The Americans were the first to create such anti-radar weapons - back in 1963 they adopted the Shrike missile.

Launch of an AGM-45A Shrike anti-radar missile from a Douglas A-4F Skyhawk light attack aircraft from the US Navy aviation squadron VA-55 Photo: www.attacksquadron.pl

The AGM-45A Shrike missile, in its first version, could be launched from any aircraft equipped with a special software. It was easy to use and did not require complex equipment on board the carrier, however, its two main disadvantages stemmed from this: its launch range was less than the range of the air defense system, and besides, it “lost” the target if the radar operator turned off his station because I couldn’t remember its coordinates.

To eliminate these shortcomings, it was necessary not only to install on the rocket a more accurate inertial navigation system instead of an autopilot and a device that remembers the last angular coordinates of the radar before it was turned off, but also to more accurately determine the initial coordinates of the target. In addition, it is necessary to transfer them to the missile faster - after all, a combat aircraft is not just a moving “launch platform” - it is a platform moving very quickly.

The software built into any combat aircraft does not have sufficient accuracy in direction finding of the enemy radar. In addition, the signal it produces is not exactly what is needed to program the control system of an anti-radar missile to fly over a long range (over 30 km) with the ability to continue the flight to the target after it stops emitting. The Americans were the first to begin creating special modifications of fighter-bombers designed to suppress the radar of anti-aircraft missile systems.

Such modifications, which received the code “Wild Weasel” (Wild Weasel - wild weasel or marten, but the word Weasel in American slang also means a sly, cunning, slippery fellow), were made on the basis of various aircraft, but the most successful during the Vietnam War were the most powerful - based on the F-105 and F-4 fighter-bombers.

An aircraft to counter the radar of F-105G Wilde Weasel anti-aircraft missile systems in flight. There are two light AGM-45A Shrike anti-radar missiles on the outer nodes, one heavy AGM-78 Standard ARM on the left inner node, an external fuel tank on the right, and an electronic warfare container under the fuselage. On the right and left sides of the fuselage, built-in combined stations are visible for detecting operating radars, programming anti-radar missile guidance systems or using active radar jamming Photo: USAF National Museum // www.nationalmuseum.af.mil

The choice of large aircraft as a means of combating air defense, which themselves were relatively simple targets for air defense systems due to their limited maneuverability and large effective dispersion area (RCS), which allowed the radar to detect them from a greater distance, was predetermined by their size, weight and energy consumption of American target designation equipment. In addition, it required an operator. So the basic versions of the F-105 were single-seat, and when converting them into the anti-radar F-105G, it was necessary to make a second cabin, significantly reducing the volume of the tanks. The special equipment was located in place of the closed bomb bay, which on conventional F-105s could hold a tactical atomic bomb. All F-4s already had an operator's cabin, but they had to make room for additional equipment by removing the systems necessary for interception using air-to-air missiles, the launch modes of which were therefore limited.

Although at that time they joked that the Soviet microcircuit had eight “legs” and two handles for carrying, our similar equipment turned out to be smaller and lighter than the American one with a larger range of action. What, however, could not be said about the first generation anti-radar weapons made in the USSR.

The first Soviet front-line anti-radar missile Kh-28 was created using the experience of developing heavy Kh-22 and KSR-5 missiles intended for Long-Range Aviation of the USSR using their layout and basic engineering solutions, such as a liquid rocket engine using toxic samin fuel (TG -02) and the chemically aggressive oxidizing agent nitric acid. This significantly complicated the operational operation of the X-28 missile, but provided the X-28 with high combat qualities, including a launch range exceeding the destruction radius of all NATO air defense systems that our front-line aviation could then encounter on land theaters in Europe and Asia.

The Kh-28 missile was designed for a special Yak-28N air defense suppression aircraft, but it never entered service. However, it entered the arsenal of Sukhoi’s front-line vehicles – the Su-24 and Su-17M and was widely supplied both to the Soviet Air Force and for export to Afghanistan, Bulgaria, Hungary, Vietnam, Iraq, Libya and Syria.

Preparations for mounting an X-28 anti-radar missile on a Su-22M fighter-bomber in one of the Air Force regiments of the Socialist Republic of Vietnam Photo: militaryrussia.ru

The most important advantage of the X-28 missile was that the container with the equipment for preparing its launch, “Metel,” was relatively small in size and did not require an operator to use it. The appearance of such a missile in the arsenal of Soviet fighter-bomber aircraft significantly expanded its combat capabilities, but by 1974, when it entered service, the structure of NATO air defense had changed greatly.

On the one hand, new European short-range air defense systems appeared in large numbers, "Rapier" and "Crotal" (both in service since 1972), as well as "Roland" (1977) using radio-technical missile guidance systems, on the other hand - on To replace the outdated medium- and long-range Nike Ajax and Nike Hercules systems in the United States, the short-range Hawk complex was modified and a fundamentally new medium-range air defense system MIM-104 Patriot was created.

To combat them, new anti-radar missiles (ARMs) were needed, and they were created. The Moscow design bureau "Zvezda" developed a lightweight Kh-27PS missile launcher based on the Kh-25L missile, designed to destroy optically visible targets, and another design bureau, "Raduga" from the city of Dubna, created a heavier and more powerful Kh-58 missile. Both of them were solid fuel and turned out to be simpler and more convenient to use, including on board relatively small fighter-bombers such as the Su-17M.

Light anti-radar missile Kh-27PS (product “721” - operational training version) developed by the Zvezda design bureau under the wing of the Su-17M3 fighter-bomber (in fact, this is the 2nd prototype of the S-52) on display at the Russian Air Force Museum in the city. Monino. The missile “hangs” not entirely correctly: usually two X-27PS were suspended on the front pair of ventral beam holders, for which APU-68 aircraft launchers were used. In addition, to use Kh-27 missiles from the Su-17, it was necessary to install a “Vyuga” container under the fuselage, for which the rear pair of holders was removed Photo by the author

Anti-radar missile Kh-58E developed by the Raduga design bureau at the MAKS-95 exhibition Photo by the author

In 1976, at the Far Eastern Machine-Building Plant named after Gagarin in Komsomolsk-on-Amur, a modification of this aircraft, the S-52, designated in the military as the Su-17M3, was put into serial production. She received numerous useful improvements to the airframe design, power plant, systems and equipment, which significantly increased her tactical and technical characteristics. And on the basis of this aircraft, it was decided to create a special aircraft S-52P. A special system “Vyuga-17” was designed for it, providing detection of enemy radars, including those operating in pulse and stealth modes, target designation and guidance channels for missile weapons of various types, navigation and communication systems with the issuance of their coordinates to missile control systems and entering their memory into the missiles themselves so that they themselves do not later lose the target after turning off the radio-emitting target, changing its operating mode or wavelength, its modulation, etc.

The Vyuga-17 station was assembled in a small streamlined container, which was attached under the fuselage of the Su-17M3 in place of the rear pair of ventral bomb racks, and additional antennas were mounted on its bow, which made it possible to more accurately determine the direction of the radio emission source, including one that was not a locator and could not be detected by the onboard SPO. The S-52P aircraft could carry four light Kh-27PS missiles or two heavy Kh-58 missiles under the wing. To test the missiles and the Vyuga system, another similar fighter-bomber, named Su-17M3-58-27, was converted. He also received special monitoring and recording equipment, necessary to record a large number of parameters of their work, but unnecessary for a combat aircraft - it was a flying laboratory.

The tests were successful, a special anti-radar modification of the Su-17M3P entered service with the USSR Air Force along with another special aircraft armed with Kh-58 missiles (it did not carry the Kh-27PS) - the MiG-25BM. Anti-radar "MiGs" and "Sushki" received regiments located in the main strategic directions - primarily in the possible European theater of operations.

In particular, Su-17M3P aircraft entered the 306th Fighter-Bomber Aviation Regiment (APIB), which was part of the 289th Fighter-Bomber Air Division of the 14th Air Army. It was supposed to support the troops of the Transcarpathian Military District in offensive and defensive operations - the regiment was stationed at the Lutsk airfield in the western part of the Ukrainian SSR, with Su-24 front-line bombers and Su-25 attack aircraft based nearby.

Air defense breakthrough aircraft Su-17M3P board “32” from the 306th APIB – Lutsk airfield, Ukrainian SSR, second half of the 80s. The “Vyuga” station was removable and at the moment, instead of it, four ventral beam holders for bomb armament are installed on the vehicle - on the “P” version it remained the same as on the conventional Su-17M3 Photo to the author’s archive was provided by Sergey Shiyan

Technician Lieutenant Sergei Shiyan in the cockpit of the Su-17M3P aircraft, board “32”, is preparing to tow the vehicle from the capon airfield – Lutsk airfield, Ukrainian SSR, second half of the 80s. Drop tanks are installed under the outer wing mounts, and launchers for R-60 air-to-air defensive missiles are installed on the middle ones. Under the plane lie high-explosive bombs FAB-500M62 in their containers (their warheads are covered with a tarpaulin) Photo to the author’s archive was provided by Sergey Shiyan

Technician Lieutenant Sergei Shiyan on a stepladder near his Su-17M3P aircraft, board “32”. On the left inner underwing pylon there is a container with an SPS-141MVG “Gvozdika” active radar jamming station. Photo to the author’s archive was provided by Sergey Shiyan

Su-17M3P aircraft board 32 in the parking lot of its squadron of the 306th APIB at the Lutsk airfield Photo to the author’s archive was provided by Sergey Shiyan

Service routine - replacing the pneumatics of the main landing gear wheel on the Su-17M3P aircraft board 31 Photo to the author's archive was provided by Sergey Shiyan

Another Su-17M3P from the 306th APIB - board 26. The plane is partially uncovered, a carrier is attached to the front landing gear for towing it. Photo to the author’s archive was provided by Sergey Shiyan

The 306th Regiment conducts scheduled flights. Lutsk airfield, late 80s... Photo to the author’s archive was provided by Sergey Shiyan

Photo as a souvenir from your Su-17M3P board No. 32 Photo to the author’s archive was provided by Sergey Shiyan

Su-17M3P aircraft, in addition to the Kh-28 anti-radar missiles with the Metel, Kh-58 and Kh-27PS containers, and later similar modular Kh-25MP missiles, carried all the other suspended missile, bomb and artillery weapons as conventional “ drying – uh-threes.” Operation showed that there was no need for additional antennas for accurate direction finding of radio sources, and this modification remained a rarity - later the ability to install the Vyuga-17 container became possible on all production Su-17M3 and M4 aircraft. And although the specialization of the crews (in particular, on “our” aircraft No. 32, the photo of which we gave above, the first ammunition was X-58 missiles) remained, if necessary, each aircraft of this type could already be used to suppress enemy air defense - if there was an appropriate outboard equipment and weapons.

And in conclusion, I would like to express my gratitude to Sergei Shiyan for providing photographs of this rare car. Even if their quality is not the same as that of modern digital cameras, the device captured on them was not often captured by professional photographers, and thanks to these photographs we can now see it.

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Aviation monuments and museum exhibits

The current table of monuments to Su-17 fighter-bombers of all modifications is on the website of the Yeisk Higher Military Aviation School of Pilots (EVVAUL): [https://evvaul.com/index.php?option=com_content&view=article&id=189&Itemid=44 IBA monuments: Su -17

]

p/p	Type	Board number	A country	Location	On the map	Image
1	Su-17	24	Russia	Monino, Central Museum of the Russian Air Force	[https://www.google.com/maps/place/55%C2%B049'55.1%22N+38%C2%B011'05.4%22E/@55.8319794,38.1848385,75m/data=!3m1!1e3!4m2 !3m1!1s0x0:0x0?hl=ru-RU map]	200px
2	Su-17M	101	Belarus	Vitebsk region, Glubokoe, at the entrance from the south. Aircraft designer Pavel Osipovich Sukhoi was born in this city.	[https://www.google.ru/maps/place/55%C2%B007'10.0%22N+27%C2%B040'19.3%22E/@55.119438,27.672031,75m/data=!3m1!1e3!4m2 !3m1!1s0x0:0x0 map]	200px
3	Su-20	6255	Poland	Dęblin, Air Force Museum (Muzeum Sił Powietrznych).	[https://www.google.ru/maps/place/51%C2%B033'37.0%22N+21%C2%B051'49.7%22E/@51.5602712,21.8637839,75m/data=!3m1!1e3!4m2 !3m1!1s0x0:0x0 map]	200px
4	Su-17M2	67	Russia	Nizhny Tagil, Institute of Metal Testing (NTIIM). Memorial text: Supersonic fighter-bomber Su-17M2 - the main carrier aircraft of the NTIIM flight test base in 1979-1992.	[https://www.google.ru/maps/place/57%C2%B051'15.6%22N+60%C2%B003'38.4%22E/@57.854329,60.060676,75m/data=!3m1!1e3!4m2 !3m1!1s0x0:0x0 map]	[https://russianplanes.net/id83789 photo]
5	Su-17UM	80	Ukraine	Kiev, State Aviation Museum of Ukraine (Zhulyany Airport)	[https://www.google.ru/maps/place/50%C2%B024'24.0%22N+30%C2%B027'31.5%22E/@50.406669,30.458757,75m/data=!3m1!1e3!4m2 !3m1!1s0x0:0x0 map]	200px
6	Su-22	–	Peru	Callao, international airport. Jorge Chavez (pilot Jorge Chávez), st. them. Elmer Faucett	[https://www.google.ru/maps/place/12%C2%B000'49.0%22S+77%C2%B006'37.9%22W/@-12.013604,-77.110515,75m/data=!3m1!1e3 !4m2!3m1!1s0x0:0x0 map]	200px
7	Su-22UM	027	Peru	Lima, square named after. Jorge Chávez (pilot Jorge Chávez), monument to the Su-22 aircraft /in front of the Air Force General Headquarters/ · · · Memorial text: Supersonic fighter-bomber Su-22. The aircraft took part in a number of operations to defend our Motherland. Was in service for 30 years (from 1977 to 2006). July 23, 2013	[https://www.google.ru/maps/place/12%C2%B003'53.4%22S+77%C2%B002'23.2%22W/@-12.064827,-77.039784,75m/data=!3m1!1e3 !4m2!3m1!1s0x0:0x0 map]	[https://ivan-perevodchik.ru/vp/vp06.htm photo]
8	Su-17M3	93	Russia	Monino, Central Museum of the Russian Air Force	[https://www.google.ru/maps/place/55%C2%B049'55.4%22N+38%C2%B011'05.2%22E/@55.832042,38.184773,75m/data=!3m1!1e3!4m2 !3m1!1s0x0:0x0 map]	200px
9	Su-22M	5815	Vietnam	Thọ Xuân airfield	[https://www.google.ru/maps/place/19%C2%B053'49.1%22N+105%C2%B027'11.0%22E/@19.8969719,105.4530556,75m/data=!3m1!1e3!4m2 !3m1!1s0x0:0x0 map]	[https://www.panoramio.com/photo/85096212 photo]
10	Su-22M3	01	Hungary	Kecskemét airfield	[https://www.google.ru/maps/place/46%C2%B054'39.1%22N+19%C2%B045'01.9%22E/@46.910857,19.750524,75m/data=!3m1!1e3!4m2 !3m1!1s0x0:0x0 map]	200px
11	Su-17UM3	56	Russia	Monino, Central Museum of the Russian Air Force	[https://www.google.ru/maps/place/55%C2%B049'55.2%22N+38%C2%B011'04.4%22E/@55.832006,38.184566,75m/data=!3m1!1e3!4m2 !3m1!1s0x0:0x0 map]	[https://russianplanes.net/id110189 photo]
12	Su-22UM3K	81	Russia	Moscow, Central Museum of the Great Patriotic War	[https://www.google.ru/maps/place/55%C2%B043'29.6%22N+37%C2%B030'07.3%22E/@55.7248445,37.5018284,75m/data=!3m1!1e3!4m2 !3m1!1s0x0:0x0 map]	200px
13	Su-17M4	71	Ukraine	Zaporozhye region, Energodar, Victory Park.	[https://www.google.ru/maps/place/47%C2%B030'27.6%22N+34%C2%B040'34.9%22E/@47.507652,34.676352,75m/data=!3m1!1e3!4m2 !3m1!1s0x0:0x0 map]	200px
14	Su-22M4	9410	Poland	Dęblin, Air Force Museum (Muzeum Sił Powietrznych).	[https://www.google.ru/maps/place/51%C2%B033'35.6%22N+21%C2%B051'50.9%22E/@51.559889,21.8641374,75m/data=!3m1!1e3!4m2 !3m1!1s0x0:0x0 map]	200px
15	SU-17	Russia	Orenburg, memorial complex “Salute, Victory!”
16	SU-17M4	36	Russia	urban village Panino, Voronezh region	[https://russianplanes.net/id81499]

b 1970s ONЪBKHKHYAE KYUGEPMSHI DUKEMNLEP “TNM-1400” X MYUBKHTSYUZHKHNMMSHY YNLOKEYA ym-23, OPHLEMEMMSHE MU i-32l2

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pYUG B DBYU LEYAZHYU B yuURSAKHMYAY OPKHKERYUK tsKYUBYNL bbya X OPNBNDHK YANBLEYARMNE I OPEDYARYUBHREKLKH OPNLSHKEMMNYARKH YANBEYYUMKHE N BSHONKMEMHH OPNTsPYULLSH HYAOSHRYUMHI YAS- 17l2 X lHts-23. ME NYARYUBYUKYA AEG BMHLYUMKH BNOPNYA ONDTSNRNBYKH Y ONKERYUL. lHMKHYARP YUBKHYUZHNMMNI OPNLSHKEMMNYARKH TsPNGKHK OPHYASRYARBNBUYUBKHL MU YANBEYYUMHH TSKYUBMSHL YNMYARPSYRNPYUL YAYULNKERNB m.ts.gShPHMS X y.y.byYAKHKEVEMYN SBNKEMEMKHEL H K KHEMKHEL OPELKHI, MN RNKEIN SCPNGYULKH NTsPYUMHVKHBUKYA. YaS-17l2 YNLOKEYRNBUKYA YARPEKYNBSHL yuyao-17 DK YARPEKEASH HG OSYKH X OSYAYU mspya X ANLANOPKHZHEKNL oai-3. pYUGLEPSH ZHEMRPUKEMNI LYUPYKH S yuyao-17 ASHKH LEMEYE, VEL S yuyao-ot-7 KH MU DUKEMNYARU YABSHYE 4 YL ME GYUPSHBUKH ZHEKE, VRN NAKETSVYUKN OPHLEMEMKHE RUYRHVEYAINTSN SOPYUBK ELNTSN NPSFKH B OPEDEKYU BHGSYUKEMNTSN NAMYUPSFEMKH. oay-3, OH YAPYUBMEMHCH I oai-2yk, NAEYAOEVHBYUK ANKEYE PEFHLNB, BYKCHVYU ANLANLERYUMHE YAN YAKNFMSHU BHDNB LYUMEBPU, VRN GYURPSDMЪKN PUANRS OHKNRYU. ONSHRNLS OPH ONDTSNRNBYE KHRNTSNBNTSN YURYU ON HYAOSHRYUMKHIL YAOEZHHYUKHYARSH mxx bbya NAPIURKHKH MU SHRN BMHLUMHE OPNLSHKEMNYARH.

NAYU OPHZHEKYU LNTSKKH ONYAKE DNPYUANRYKH HYAONKEGNBUREYA DK YARPEKEASH KH DK ANLANLERYUMKH. MN ONYAKE FYUPYKHU YONPNNB DK DNPUANRYKH BSHAPYUKH yuyao-17, YNRNPSHL OND NANGMYUVEMHEL yuyao-17a NYAMYARHKH NOSHRMSHI i-52. TsNYAHYAOSHRYUMH I-32l2 SYAOEMN GYUBEPHKHKYAE B NYRYAPE 1974-CN. b YAKEDSCHYEL TsNDS ETSN GYUOSYARKHKH B YAEPKHCH OND NANGMYUVEMHEL YAS-17l2

X OPNKHGBNDYARBN OPNDNKFYUKNYAE DN 1979-CN. MNBSHI YNLOKEYA BNNPSFEMH KH MNLEMYKURSPYU OPHLEMYELSHU YAPEDYARB ONPUFEMKH ONBSHYAKH ANEBSC SHTTEYRKHBMNYARE YAS-17l2. nM ASHK BNNPSFEM OEPBNI NREVEYARBEMMNI RUYRKHVEYAYNI SOPYUBKELNI OPNRKHBNPUDHNKNYUZHNMMNI PUYERNI u-28 I fpd. PUYERYU GYUOSYAYUKYUYAE I ONDTCHGEKFMNTSN OSYAYINBNTSN SYARPNIYARBU os-28ya. dK NOPEDEKEMH YNNNPDHMYUR pkya-ZHEKH HYAONKEGNBUKYUYAE YNMREIMEPMYU YARYUMZHH PUDHNREUMKHVEYAYNI PUGBEDYKH “LEREKE-yu”. X-28 - YAYULYU YPSOMYU PUYERYU (YARYUPRNBYU LYUYAYU 720 YTS X DKKHMYU NYNKN 6 L), OPHLEMBYUYYY YAS-17L2.

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yaBNANDMNOYUDYUCHYHE ANLASH YUKHAPU DN 500 YTS ONDBEKHBYUKHYAE MU AYUKNVMSHE DEPFYUREKH adg-57l HKH MU LMNTsNGYULINBSHE ladg-6-68s (YUKHAP DN 250 YTS). hLEKYUYAE BNGLNFMNYARE HYAONKEGNBUMHЪ DEPFYUREK adg-56tml, OPEDMYUGMYUVEMMNTSN DKYAOEZHHYUKEMNI RUYRHVEYAYNI ANLASH YUKHAPYU 250 HKH 500 YTS. lNDHTHYUZHHH :

yaS-17l2 ( ya-32l2 , ya-42 )	LNDEPMHGHPNBYUMMSHI. nRKHVYUKYA SDKHM╦MMNI MU 200 LL MNYANBNI VYUYARECH X SBEKKHVEMMNI YUAKHMNI OHKNRYU. MU YAYULNK╦RE ASHK SYARYUMNBKEMSH KYUGEPMSHI DUKEMNLEP-ZHEKESYUGYUREKE “TNM-1400”, NORHVEYAYKHI OPKHZHEK yuyao-17ya X YNLAKHMHPNBYUMMSHI OPKHZHEK oay-3-17ya. gYUOYUYA RNKOKHBYU SBEKHVEM MU 200 K. oEPBSHI ONK╦R B DEYUAPE 1973 TsNDYU. BSHOSYAYUKYA B 1975-1979 TsNDYUU. oPKHMIR MU BNNPSFEMKHE 3 TEBPYUK 1976 TsNDYU.
yaS-17l2-d	DNPYUANRYUMMSHI. nRKHVYUKYA SYARYUMNBYNI DNOKEPNBAYNTSN KHGLEPHREK OSREBNI YAYNPNYARKH STSKYU YAMNYAYU dhyaya-7, YNMREIMEPMSHL BYUPKHYUMRNL PYUGLEYEMH YOOOOYUPYURSPSH SOPYUBKEMKH PUYERNI u-23 .
YaS-17l2p	PUGBEDVHY. nRKHVYUKYA ONDBEYAMSHL YNMREIMEPNL DK YNLOKEYAMNI PUGBEDYKH yip-1/54 X YARYUMZHKHEI ONYARYUMNBYKH YURKHBMSHU ONLEU.

cru:

lNDHTHYUZHH	YaS-17l2
pYUGLUU YPSHKYU, L
OPH LHM. YARPEKNBHDMNYARH	13.68
OPH LUYA. YARPEKNBHDMNYARH	10.04
dKKHMYU YAYULNKERYU, L	19.02
bSHYANRYU YAYULNKERYU, L	4.85
OKNYYUDE YPSHKYU, L2
OPH LHM. YARPEKNBHDMNYARH	38.49
OPH LUYA. YARPEKNBHDMNYARH	34.45
I love it, JC
OSYARNCN	10600
MNPLYUKEMYU BGKERMYU
LYUYAHLYUKEMYU BGKERMYU	18220
RNOKHBN (BMSRPEMMEE)	3145
RNOKHBN (ora)	2875
dBHTSUREKH	1 rpdt yuk-21t-3
rtsyu, ytsya
LYUYAHLYUKEMYU	1 U 7800
MU TNPYUFE	1 U 11200
LYUYAKHLYUKEMYU YAYNPNYARE, YL/V
WITH GELKH	1200
MU BSHIANRE	2230 (l=2.1)
oPUYRHVEYAYU DUKEMNYARE, YL
AEG ora	1350
I'm an ora	2500
oPUYIRKHVEYAYKHI ONRNNKNY, L	16800
ShYKHOYUF, VEK	1
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Characteristics

Flight technical data of the main modifications of the Su-17 aircraft

Performance characteristics of various modifications of Su-17 aircraft
Su-17	Su-17M	Su-17M2	Su-17M3	Su-17M4
Wingspan, m
With a sweep of 30°	13,68	13,68	13,68	13,68	13,68
With a sweep of 63°	10,025	10,025	10,025	10,025	10,025
Wing area, m²
With a sweep of 30°	38,49	38,49	38,49	38,49	38,49
With a sweep of 63°	34,45	34,45	34,45	34,45	34,45
Aircraft length with LDPE, m	18,097	18,726	18,868	19,026	19,026
Fuselage length, m	15,315	15,347	15,547	15,572	15,572
Aircraft height, m	4,962	4,857	4,857	5,129	5,129
Empty aircraft weight, t	9,950	9,880	10,445	11,550	12,161
Maximum take-off weight, t	16,27	18,12	18,82	19,63	19,70
Maximum load weight, t	2,50	4,00	4,00	4,00	4,07
Maximum fuel weight without fuel tank, t	2,79	3,63	3,77	4,00	3,77
Maximum speed near the ground, km/h	1350	1350	1350	1350	1350
Maximum speed at altitude, Mach number	2,1	2,1	2,1	2,1	1,7
Take-off speed at maximum take-off weight, km/h	350	390	390	380	360
Landing speed at maximum landing weight, km/h	275	290	290	280	285
Maximum rate of climb near the ground, m/s	210	220	220	220	230
Practical ceiling, km	16,35	15,20	15,40	14,00	15,20
Ferry flight range with PTB, km	1930	2500	2500	2500	2550
Take-off run at maximum take-off weight, km	1,25	1,50	1,50	1,60	1,50
Mileage using a braking parachute, km	0,70	0,85	0,85	0,90	1,10

Characteristics of the Su-22M4 variant

Crew
: 1 person
Length
: 19.02 m
Wingspan
: 10.02/13.68 m
Height
: 5.12 m
Wing area
: 34.5/38.5 m²

Empty weight
: 12,160 kg
Normal take-off weight
: 16,400 kg
Maximum take-off weight
: 19,430 kg
Fuel weight
: 3770 kg

Engine: Lyulka AL-21F-3 (1×7800/11200 kgf)

Maximum ground speed
: 1400 km/h
Maximum Mach number without suspensions
: 1,7
Rate of climb
: 230 m/s
Service ceiling
: 14,200 m
Maximum flight range near the ground
: 1380 km
Maximum flight range at altitude
: 2300 km

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Armament
: 2 HP-30 air cannons (80 rounds per barrel)
2 air-to-air missiles K-13, R-60, R-73
hanging cannon containers
free-fall bombs, cluster bombs
NAR from 57 to 330 mm
guided air-to-ground missiles Kh-23, Kh-25, Kh-29, Kh-58

Technical characteristics of the SU-17 produced in 1970

Years of production: 1969-1990
Total manufactured: 2867 pcs.
Combat use: military conflicts of the second half of the twentieth century.
Crew – 1 person.
Take-off weight – 16.2 tons.
Dimensions: length - 18 m, height - 4.9 m, wingspan with a sweep of 30 degrees - 13.6 m, with a sweep of 63 degrees - 10 m.
Armament: 2x30-mm cannons, ammunition - 160 shells, six hardpoints on which guided air-to-air missiles, unguided rockets, aerial bombs are attached.
The engine is turbojet.
Maximum speed – 1350 km/h.
The practical ceiling is 16.3 km.
Flight range – 1930 km.

Su-17 modifications

Su-17	first production version; Until 1972, several dozen were produced.
Su-17M	modification with AL-21F3 TRDF, increased fuel capacity, more advanced avionics, expanded range of weapons and some other changes; produced since 1972;
Su-17M2	variant with a fuselage nose section extended by 200 mm, new avionics and an expanded range of guided weapons; made its first flight in early 1974, serial production was carried out in 1975-79;
Su-17M3	further development of M2; new sighting equipment was installed, the fuel supply was increased; produced since 1976;
Su-17M4	option with new avionics, non-adjustable air intake and some design changes in the fuselage; the prototype appeared in 1980, mass production was carried out in 1981-90;
Su-17UM	a two-seat combat training aircraft equipped with avionics, used on the Su-17M2; the prototype appeared in 1975, serial production was carried out in 1976-78; the design of the aircraft served as the basis for the creation of the Su-17M3;
Su-17UM3	a two-seat combat training aircraft equipped with avionics, used on the Su-17M3; produced since 1978;

Su-17 (1949)

The Su-17 is an experimental Soviet fighter that was created at the Sukhoi Design Bureau in 1949. The purpose of its design was to achieve a speed equal to the Mach number M = 1 and test the performance of aircraft at transonic speeds. Plus, the Su-17 could become a prototype of a front-line strike serial fighter with good speed performance.

A special feature of the aircraft's design was the detachable nose of the fuselage, which was detached along with the pressurized cabin. The Sukhoi team used this approach to execution for the first time in the world, and then American aircraft such as the F-111 were built according to their principle.

Su-17 with a “beard” (Su-17M2 and Su-22)

In the early seventies, a number of promising specialized equipment was created for the attack modification of the MiG-23 aircraft, including the KN 23 navigation complex and the Fon laser range finder (in Russian terminology, an optical quantum generator). Guided weapons also developed rapidly. In 1972, the elements of electronic electronics, tested on the MiG, were installed on a new modification of the Su-17, and a year later it entered testing

The fuselage was rebuilt again. The nose section was lengthened by 200 mm and the air intake channel was slightly narrowed. This made it possible to increase the supply of kerosene by 200 liters and expand the cramped cockpit. The survivability of the fuel system was improved by pressurizing the fuselage tanks with nitrogen.

The KN-23 navigation system was installed on the aircraft, which consisted of an inertial heading IKV Doppler speed and drift meter DISS-7 “Poisk” (in the fairing under the nose), an air signal system, a data input panel and a B-144 analog computer. Together with the new RSBN-6S “Rhomb-K” and SAU-22M, the KN-23 system provided automatic flight along a route with rattling turns and reaching targets.”

Su-17 (S-32 85 series)

Su-17 (S-32 92 series)

Su-17M2R with a ferry version of the suspension - four PTB 1150.

Su-17M2 modified for the “Password” state identification system.

A Su-17M2 group at Belaya airfield during a flight to the Far East after repairs.

Su-17M2 with four UB-32-57 blocks under the wing.

In addition, the coordinates of four landing airfields were also entered into the B-144’s memory. The self-propelled guns automatically brought the plane to the runway area and performed a descent to an altitude of 50-60 meters; the pilot performed the landing itself manually.

The previously used radar transponder SOD-57M gave way to the new SO-69. Already during combat operation, the “friend or foe” transponder SRO-2M was replaced by modern equipment of the combined arms “Password” system.

A Fon-1400 rangefinder was placed in the container of the new movable air intake cone, which determined the distance to the target with an accuracy of several meters in the range from 400 to 5000 m. The Delta NG equipment was placed in a hanging container under the wing. An ASP 17C sight appeared in the reconfigured cockpit (product S-17, developed in Leningrad specifically for the Su-17M2) and the PBK-3-17S bomber sight.

In addition to the previous weapons, it was possible to use the latest air-to-surface missile X-25, created at the Zvezda Design Bureau with the active participation of Sukhoi. By the fall of 1973, this product was tested on the modified Su-7BM and Su-17M as the Su-17MKG aviation missile system and was mass-produced.

The X 25 had a semi-active laser homing head (LGSN) type 24141 and a SUR 71 control system. The aircraft could carry two such products on APU-68U or UM launchers under the wing. Illumination of the target with a laser beam was carried out by the pendant station “Prozhektor-1”, developed (like the “fon” rangefinder) at the Geophysics Central Design Bureau. The “searchlight” gave a fixed beam, and the X 25 could only be used from a dive at an angle of 15 -25° from a height of 500-4000 meters at a speed of 730-1000 km/h. At the same time, the actual launch range was 5-7 kilometers, and the hit accuracy was 5-6 m.

The large amount of new equipment and weapons installed on the experimental S-32M2 required painstaking development. Three aircraft of this type were tested in 1974-75, and only on February 3, 1976, the modification was put into service under the designation Su-17M2. The Komsomolsk-on-Amur plant built it from 1975 to 1979. The numbering of the “em-two” series was started from one.

Various improvements were made during construction. For example, since 1976, it has been possible to attach APU-62-1 launchers for all-aspect thermal missiles R 60, designed for self-defense and capable of hitting maneuvering enemy fighters from a distance of three hundred meters to eight kilometers, onto the internal underwing pylons.

Since 1979, the arsenal of the Su-17M2 and subsequent modifications included the modular guided missile S-25L (since 1985, improved S-25LD), which was an S-25-OFM NAR with a control unit docked to it - LGSN 24N1, autopilot, power system and aerodynamic rudders.

Already during serial production, starting with copy No. 03909 (the ninth aircraft of the third series), centralized fuel refueling was introduced and aircraft began to be equipped with 800-liter fuel tanks (the number of refueling options increased from six to twelve). An ESP-45 transfer pump was introduced into the fuel system, which accelerated the flow of fuel from the fuselage to the wing tanks during refueling.

In 1973, the design of an export modification of the Su-17M2 began. At the insistence of MAP, it had to be equipped with the R-29BS-300 turbofan engine (product 55BS) in order to unify its power plant with the MiG-23, which was already in service with the aviation of many of our traditional partners

It took a year to develop the project, and in 1974 one of the serial “ohm-second” ones was redesigned. Tumansky’s engine was more powerful (11,500 kgf at full afterburner), but its weight and dimensions turned out to be greater than that of the AL-21F-3, and consumption also increased fuel - from 0 86 to 0.95 kg/kgf h.

In January 1975, the experimental S-32M2D (“D” - from the word “engine”) made its first flight. Its tail section was reconfigured and expanded - the R-29B pre-chamber had a larger diameter. The cooling air intakes were moved in accordance with the engine design to improve stability. increased the area of the fork, giving it a characteristic rectilinear outline. Tests revealed a decrease in flight range and acceleration characteristics due to worse aerodynamics and increased fuel consumption. However, their results satisfied the customer and the decision to mass produce the new dryer was made.

The construction of aircraft that received the Su-22 designation (on the S-32M2K) was carried out from 1976 to 1980. They lacked a laser range finder, the radio station and the “friend or foe” system were replaced, and the X 25, X 28 and R-60 missiles were excluded from armament leaving only the old Kh-23M, R-Zs and R-13M.

Su-17M2 with a pair of B-8M blocks.

Su-17M2 carry OFAB-100-120 aerial bombs with braking devices for low-altitude assault strikes.

Takeoff by a pair of Su-17M2.

With 32M2K tested at the Air Force Research Institute.

History of the creation of the Su-17

In 1960, the Su-7 fighter-bomber was adopted by the Soviet army, which had very high characteristics for its time. However, the military was not satisfied with its landing speed, and there were other comments regarding the design of the aircraft, its electronics and weapons.

TsAGI specialists, together with designers from the Sukhoi Design Bureau, proposed an original wing design for the new aircraft: only its cantilever part (approximately half the span) changed the angle. Thanks to this design, there was practically no need to change the fuselage of the original vehicle (Su-7). The size of the center section was determined by the location of the aircraft's main landing gear. In addition, such a technical solution practically did not lead to a change in the alignment of the machine when changing the wing; the aircraft showed good stability at all sweep angles in a wide range of speeds.

The new fighter-bomber received the designation MS-19; work on its creation began in 1965. The prototype for the new aircraft was the Su-7BM fighter-bomber. Zyrin was appointed chief designer of the new project. Engineers needed to develop a rotating console and hinge, as well as strengthen the structure of the aircraft's center section and create a synchronization mechanism for the two parts of the wing.

Additional design elements made the aircraft 400 kg heavier.

During the design work, it was decided to use mechanization of the leading edge of the wing (except for flaps) on the new machine.

At the end of 1965, the fighter-bomber drawings were transferred to production. On August 2, 1966, the new aircraft took off. During the flight, the pilot shifted the wing several times. The successful testing made it possible to show the new aircraft at the air parade in Tushino in July 1967. In November of the same year, a decree of the USSR Council of Ministers appeared on the start of mass production of the new machine in 1969. It was named Su-17.

Serial production of the Su-17 began at the aircraft plant in Komsomolsk-on-Amur; before that, the Su-7 was produced there. The first unit to receive Su-17s was the 523rd Aviation Regiment of the Far Eastern Military District.

The Su-17 showed better flight performance compared to its prototype Su-7BM. The new fighter-bomber had a greater flight range and duration; despite the reduced volume of fuel tanks and increased weight of the vehicle, its takeoff and landing characteristics also improved. The aircraft's on-board electronic equipment has also undergone significant changes.

If we talk about the Su-17 project as a whole, it is necessary to note a simple and inexpensive technical solution that significantly improved the flight characteristics of an existing vehicle. It also made it possible to easily, quickly and cheaply set up mass production of a new aircraft at the plant that previously produced the Su-7.

The modernization expanded the aircraft's tactical capabilities and also increased its range of use. However, the increase in the weight of the Su-17 practically negated all the improvements achieved on the prototypes.

Su-17

Created in the late 50s, the Su-7B fighter-bomber had low takeoff and landing characteristics (TOL), determined by the chosen aerodynamic configuration with a highly swept wing. Improving the aircraft's performance characteristics has become one of the design bureau's main tasks. Reducing the take-off and landing length only through the use of launch boosters and a braking parachute did not solve the main problem - reducing takeoff and landing speeds and was only a half-measure.

By this time, two main areas of work to improve the flight characteristics were being studied abroad - the use of lifting and lifting-propulsion engines on short or vertical take-off and landing (VTOL/VTOL) aircraft and the use of variable-sweep wings. In OKB P.O. Sukhoi, it was decided to test both of these options on airplanes - flying laboratories. The SKVP variant was created on the basis of the Su-15 and received the designation T-58VD at the OKB. It was decided to develop an aircraft with a variable sweep wing on the basis of the Su-7B, and N.G. was appointed head of the topic. Zyrin.

Work on the design of an experimental aircraft, which received the factory designation S-22I, has been carried out at the Design Bureau since 1963. To reduce the amount of modifications, it was decided to minimize changes to the basic design. The hinge axis on the wing console was located behind the suspension unit of the main landing gear, which made it possible to maintain the chassis design unchanged. In this case, only part of the console became rotatable, accounting for approximately half of its span in the retracted position. At the same time, this ensured minimal changes in centering and focus shift when turning the wing. The sweep of the rotating part of the console could vary from 63˚ to 30˚. In addition, to improve the performance characteristics, it was decided to improve the wing mechanization. After blowing through the aerodynamic models and consultations with TsAGI, a retractable three-section slat was installed on the rotating part of the console (RPC), and the trailing edge was equipped with a rotating flap on the PPC and a retractable flap on the fixed part of the console (FCC).

At the beginning of 1965, the preliminary design of the aircraft was successfully defended. A wing kit was manufactured for strength testing, and serial Su-7BM No. 48-06 was allocated for modification into an experimental aircraft. Construction was completed in the summer of 1966, on August 2, 1966, chief pilot of the OKB V.S. Ilyushin made the first flight on the S-22I, thus the S-22I became the first domestic aircraft equipped with a variable sweep wing. During factory tests, the wing repositioning system was tested, the performance characteristics and stability and controllability characteristics were taken in all main flight modes, at various wing sweep positions. The main goal of the work was achieved: it turned out that, compared with the prototype, all other things being equal, takeoff and landing speeds decreased by 50-60 km/h. After modifications carried out at the end of 1966, in the spring of 1967 the aircraft was presented to the Air Force Research Institute-8 (GNIKI) for joint testing. In addition to factory test pilots V.S. Ilyushin and E.S. Solovyov, the car was tested: S.A. Mikoyan, A.S. Devochkin, E.I. Knyazev, V.G. Ivanov, A.A. Manucharov, N.I. Korovushkin and G.A. Baevsky. On July 9, 1967, the S-22I, among other new products of domestic aircraft, was shown at the air parade in Domodedovo, piloted by OKB test pilot E.K. Kukushev.

In April 1967, based on the results of joint tests, a report was drawn up, which stated that “the use of a variable geometry wing on the Su-7BM significantly improves its performance characteristics at subsonic levels, ... its performance characteristics are significantly improved, ... kilometer fuel consumption is reduced, ... Vmin is reduced. flight, which... increases flight safety and... makes it possible to reduce the minimum weather when flying to SMU.”

Successful test results gave the leadership of the Air Force and MAP the basis for proposals for serial production of the aircraft.
As a result, already in November 1967, a government decree was issued on the creation of a modified Su-17 fighter-bomber with a variable sweep wing based on the Su-7B. Su-17
Detailed design of the Su-17 (factory code S-32) was carried out at the Design Bureau in 1967-68. In addition to the introduction of a variable-sweep wing on the aircraft, it was planned to partially replace the avionics, install an automatic control system, as well as expand the range of weapons due to the X-23 missile launcher and external cannon mounts. To accommodate all this on board, all this required additional volumes, so a garrot was added to the plane and the design of the cockpit canopy was changed. Experimental aircraft were built at a serial plant in Komsomolsk-on-Amur (at that time it was officially called DMZ, i.e. Far Eastern Machine-Building Plant, director - V.E. Kopylov) starting in 1968. The first experimental S32-1 (aka pre-production Su-17 No. 85-01) was completed at the beginning of 1969, and in April 1969 it was delivered to Moscow, to the OKB. First flight by OKB test pilot E.K. Kukushev performed on it on July 1, 1969. Almost immediately, the State Test program began on it. State tests (GST) were carried out on the first three pre-production aircraft from July 1969 to May 1971. Based on the results of the GSI, the Su-17 basically confirmed the specified level of performance and was recommended for adoption.

The aircraft was produced serially from 1969 to 1973.
The first production aircraft appeared in the 4th Air Force TsBP (Lipetsk) in the spring of 1970, and from the combat units the first Su-17s were received in October 1970 by the pilots of 523 APIB 1 ODVA (Far Eastern Military District), in which, according to tradition, all new ones were “tested” Sukhoi Design Bureau aircraft produced in Komsomolsk-on-Amur. In 1972-73 Military tests of the aircraft were carried out here. A small number of Su-17s, modified into the export version of the Su-17K (S-32K), were exported to Egypt in 1973. Su-17M
Work on modifying the Su-17 began at the Design Bureau in 1969; by April 1970, a technical proposal was prepared for the creation of a modification of the aircraft with the working designation Su-21. Instead of the AL-7F-1, it was planned to install a new, more powerful and economical AL-21F-3 engine designed by OKB A.M. Cradle. Due to better mass-dimensional characteristics of the power plant and rearrangement of the fuselage, it was proposed to increase the internal fuel supply and significantly increase the flight range. In addition, it was planned to significantly update the avionics on the aircraft, due to which the Sukhoi Design Bureau wanted to “equalize” the characteristics of the Su-17 with its “competitor” - a fighter-bomber version based on the MiG-23 (MiG-23B), proposed by the A.I Design Bureau . Mikoyan. But in reality, the avionics developers did not keep up with the delivery of new equipment, so it was decided that the composition of the equipment on the Su-17M would remain the same, with the Su-17, and the modernization of the equipment was postponed to a later date. As a result, the proposals of the Sukhoi Design Bureau were “legalized” by a joint decision of the MAP-VVS in June 1970, after which the design bureau began developing an aircraft that received the official designation Su-17M (factory code S-32M). It is interesting to note that in the future, almost all modifications of the Su-17 were developed without an official government assignment, and even without the Air Force technical specifications for the aircraft, only on the basis of decisions of the military-industrial complex or joint decisions of the MAP-Air Force. Such was the price of the behind-the-scenes struggle for orders in those years within the framework of the protectionist policy that existed in the MAP.

The construction of prototype aircraft was carried out at the plant in Komsomolsk-on-Amur; the first pre-production aircraft was completed in September 1971. In November 1971, it was disassembled and transported by air to Moscow, to the OKB, where, after assembly and modifications, on December 28, 1971, OKB test pilot E.S. Soloviev performed the first flight on it. State tests of the aircraft were carried out in the period 1972-73, and a preliminary conclusion on the possibility of operating the aircraft in service was issued at the end of 1972. Based on the test results, a significant improvement in the aircraft’s performance characteristics was confirmed in almost all indicators: the maximum speed, rate of climb, ceiling and flight range increased. The aircraft was recommended for adoption.

The main problems during the GSI were related only to the acute shortage of engines for experimental aircraft. The fact is that the AL-21F-3 at that time was just undergoing testing and being put into production, while engines of this type were planned for installation on three new types of aircraft undergoing testing at once: Su-24, Su-17M and MiG- 23B. As a result, there were always not enough AL-21s to support testing.

After graduating from the GSI, in 1973-74. At the request of the military, new types of guided missile weapons were tested on the Su-17M: - Kh-25 and Kh-29L missiles with a laser guidance system (Su-17MKG complex); - Kh-28 anti-radar missile (Su-17M-28 complex); — short-range air-to-air missiles K-60 (R-60).

Tests of all these weapons systems on the Su-17M were successful, which was greatly facilitated by the preliminary testing stage carried out at the Design Bureau on Su-7B type aircraft (Su-7-28 and Su-7KG complexes) in the period 1972-73 . All these weapons were subsequently successfully introduced into the Air Force, primarily as part of the weapon systems of Su-17 fighter-bombers.

In 1972, an export modification of the aircraft was developed - the Su-20 (factory code S-32MK). The first prototype of the Su-20 was built in Komsomolsk-on-Amur by the fall of 1972 and delivered to the OKB base at LII. The first flight on the aircraft was performed on December 15, 1972 by OKB test pilot A.N. Isakov. In the fall of 1972, the aircraft was demonstrated to potential buyers - delegations from the Air Forces of Egypt, Syria and Iraq, and soon agreements were concluded to supply the aircraft abroad. Tests of the Su-20 were carried out simultaneously with the Su-17M, and already in March 1973 a preliminary conclusion was received, as a result of which the delivery of aircraft for export became possible.

Serial production of the Su-17M and Su-20 was carried out at the plant in Komsomolsk-on-Amur from 1972 to 1975.
By government decree of November 11, 1974, the Su-17M fighter-bomber was put into service. Delivery of the Su-17M to the Air Force began in 1973. The first, as expected, were the pilots of the 4th Air Force Pulp and Paper Bureau, and from the combat units - the pilots of the 523rd APIB, to which the first production Su-17Ms were transferred in the fall of 1973. Export deliveries of the Su-20 began somewhat earlier. The Syrian Air Force was the first to receive the new aircraft in the spring of 1973, and after them the Su-20 arrived in Egypt. The international debut of the aircraft took place in October 1973, when, along with the Su-7BMK, the Su-20 took an active part in hostilities during the so-called. "Six Day" Arab-Israeli War of 1973. This fact has been noted by many aviation observers in the West. Among the ATS countries, the Su-20 was in service with the Polish Air Force, as part of the 7th reconnaissance and bomber air regiment, based in Powidze. Su-17M2
Work on the creation of the Su-17M2 became the second stage of modernization of the Su-17M. The basis for the work was the Decision of the Military-Industrial Complex of February 1972, which ordered the installation of a new set of sighting and flight equipment on the aircraft, including ASP-17 and PBK-3-17s sights, a Fon laser range finder, an inertial heading IKV and a radio engineering system for short-range navigation and landing RSBN-6S. Tests of an experimental set of new equipment were carried out at the Design Bureau on one of the production Su-17s (S-32F) from the beginning of 1972.

The documentation for the production model of the Su-17M2 aircraft (factory code S-32M2) was transferred to Komsomolsk-on-Amur in 1972, and by the summer of 1973, construction of the first prototype aircraft was completed. Structurally, the Su-17M2 differed from the Su-17M only in the forward part of the fuselage. After delivery to Moscow, at the end of the year, factory tests of the prototype aircraft began; the first flight on it was performed on December 20, 1973 by test pilot V.S. Ilyushin. State tests were carried out in a short time and completed by November 1974. A significant improvement in the accuracy characteristics of navigation and sighting equipment was noted, and it was decided to eliminate all identified deficiencies within the agreed time frame. The aircraft was recommended for operational use and for adoption.

Serial production of the Su-17M2 was carried out in Komsomolsk-on-Amur from 1974 to 1977. Everything that by this time had been tested and tested on the Su-17M in terms of weapons (UR Kh-25, Kh-28, Kh-29L and R-60) was introduced into the series on the Su-17M2. The delivery of aircraft to combat units began in the winter of 1975, the first to be re-equipped with the Su-17M2 was 806 APIB 14 VA (Prikarpatsky Military District). On February 3, 1976, the Su-17M2 fighter-bomber was adopted by the USSR Air Force.

In 1974, according to the instructions of the Minister of Aviation Industry, the OKB developed a version of the Su-17M2D (S-32M2D) aircraft, equipped with an R29-300 type engine installed on the MiG-23. The plane differed from the basic version of the machine in the increased dimensions of the rear fuselage, because the new engine had slightly larger transverse dimensions than the AL-21F-3. The prototype Su-17M2D was built in an extremely short time - by the end of 1974. The first flight on this aircraft on January 31, 1975 was performed by OKB test pilot A.N. Isakov. Tests carried out in 1975 did not reveal any advantages of the Su-17M2D over the prototype; moreover, due to the increased dimensions of the aircraft and the worse consumption characteristics of the R-29 compared to the AL-21, the flight range decreased. The Air Force refused this modification, so it was decided to use the aircraft for export deliveries. At the same time, the common sense idea was pursued about unifying and reducing the type of products for types of aircraft supplied abroad. The fact is that the R29BS-300 installed on the S-17M2D was unified in its main components with the R-29-300 and R29B-300 engines installed on the MiG-23MS and MiG-23BN aircraft, approved for export.

The export modification of the Su-17M2 received the official designation Su-22 (S-32M2K).
The first pre-production aircraft was built at the production plant by the fall of 1975, tests of the Su-22 were carried out from February 1976 to May 1977; Serial production of the aircraft was organized in the period 1977-78. The aircraft were delivered to Iraq, Peru, Libya, Yemen and Angola. Export modifications of the aircraft provided for the possibility of using air-to-air missiles of the R-13 type. Su-17UM (UM3)
Design work to create a combat training aircraft based on the Su-17 has been carried out at the Design Bureau since 1971, but until a certain point in time, the Air Force leadership did not show much interest in this research, because The needs of re-equipped aircraft units for twin aircraft are fully satisfied by the presence of the Su-7U. Work intensified in 1973, when it became clear that the development line of the Su-17 led to the creation of aircraft significantly different from the original Su-7B. In December 1973, a joint MAP-Air Force decision was made on this matter.

The design of the twin aircraft (working name Su-19U, code S-52U) was carried out at the Design Bureau in parallel with work on a new version of the combat aircraft (Su-19, code S-52), and it was understood that in terms of the main design solutions both aircraft would be as efficient as possible. unified. In constructive terms, the main innovation was a change in the layout of the head fuselage (HFF) with the cockpit due to the downward deflection of the HFF axis. This innovation provided the pilot with a significant improvement in visibility in the forward and downward direction, because references to poor visibility from the cockpit were one of the significant disadvantages of aircraft such as the Su-17. In addition, in accordance with the requirements of the Air Force, it was decided to install a new unified ejection seat of the K-36 type on the twin; the rest of the equipment remained identical to the Su-17M2. In 1974, the Su-17 twin received the official name Su-17U (UM). Experimental (pre-production) copies of the aircraft were built at the plant in Komsomolsk-on-Amur in 1974-75. The first copy of the aircraft was delivered to Moscow; On August 15, 1975, test pilot of the OKB V.A. Krechetov made the first flight on it. Factory tests were combined with GSI. By March 1976, a preliminary conclusion was received, and the entire GSI program was completed by May 1977. According to the results of state tests, a deterioration in the aircraft's directional stability at high angles of attack was noted. To eliminate this phenomenon, the height of the fin tip, etc., was increased on the aircraft. the defect has been eliminated.

For export deliveries, a modification of the twin was developed, designated Su-22U (factory code S-52UK). Like the Su-22, the twin was equipped with the R-29BS-300 engine instead of the AL-21F-3. The prototype aircraft was delivered to Moscow in October 1976; the aircraft was flown on December 22, 1976 by test pilot E.S. Soloviev. It is interesting to note that the flight test of the first production Su-22U at the plant in Komsomolsk-on-Amur in this case was carried out even earlier than the prototype aircraft - in November 1976.

Serial production of twin aircraft was carried out from 1976 to 1982; the first Su-17UMs were put into service in the summer of 1976. Export Su-22Us were delivered to all countries (with the exception of Egypt), where by this time the Su-20 and Su-22 were in service.

In 1977, to unify the twin avionics with the equipment of the Su-17M3, the OKB developed a modernized combat training aircraft - the Su-17UM3 (S-52UM3), on which a new set of sighting and flight equipment was installed.
The prototype aircraft was built by the spring of 1978; the aircraft was flown on September 21, 1978 by OKB test pilot Yu.A. Egorov. State tests of the aircraft were carried out in 1978-1981, and since 1978 the Su-17UM3 replaced the Su-17UM on the stocks of the serial plant. The export version of the Su-17UM3 under the designation Su-22UM3 (S-52UM3K) was developed and built by 1982, tests were carried out in 1982-83. Serial production of the new modification began in 1983, but soon a decision was made to unify the power plant on all modifications of the Su-17. As a result, since 1984, the export modification of the twin, designated Su-22UM3K, was practically no different from the Su-17UM3, intended for the USSR Air Force. Production of the aircraft continued until 1990. Su-17M3
Officially, work on the creation of the Su-17M3 (factory code S-52) was set by government decree of November 11, 1974. The aircraft was to provide improved visibility from the cockpit, install modernized sighting and flight equipment (including the Klen-P combined laser ranging and illumination station) and new weapons. In terms of external contours, the combat aircraft fully corresponded to the Su-17UM twin, but instead of an instructor’s cabin, the aircraft had an equipment compartment and fuel tanks, and 2 additional suspension points for air-to-air missiles of the R-60 type appeared on the wing.

The prototype aircraft, as before, was built at a serial plant. The first prototype Su-17M3 was flown in Komsomolsk-on-Amur on June 30, 1976 by factory test pilot S.V. Pyrkov, after which the car was sent to the Design Bureau in Moscow. The first flight of the Su-17M3 under the factory testing program was carried out on August 17, 1976 by OKB test pilot V.A. Krechetov, state tests of the aircraft began in September 1976. In June 1977, a preliminary conclusion was received on the possibility of operating the Su-17M3 in service, and the GSI program was completed in full in December 1978. The main problems during the work were related to the fine-tuning of the ASP-17B sight; otherwise, the aircraft fully confirmed the specified level of performance characteristics. By government decree of July 31, 1981, the Su-17M3 was put into service.

The export version of the Su-22M (S-52K) aircraft was equipped with the R-29BS-300 engine and a simplified set of equipment corresponding to the Su-17M2. The prototype aircraft was completed and flown at the serial plant in Komsomolsk-on-Amur in February 1977, after which it was sent to Moscow. The first flight of the Su-22M under the factory testing program was performed on May 24, 1977 by OKB test pilot E.S. Soloviev, state tests of the aircraft were carried out from September 1977 to February 1979, a preliminary conclusion on the possibility of operation was issued in April 1978. In 1982, an improved version of the Su-22M was built and tested, equipped with equipment from the Su-17M3, the vehicle was designated Su-22M3 (S-52MK).

Serial production of the Su-17M3 was carried out at the plant in Komsomolsk-on-Amur from 1976 to 1981, and the Su-22M was produced from 1978 to 1984.
The Su-22M3 was produced in small series in 1982-83. Aircraft of the Su-17M3 type were the most numerous of the entire Su-17 family; almost 1000 Su-17M3/22M/22M3 were produced. The first production Su-17M3s were transferred to the 4th Air Force TsBP (Lipetsk) in September 1977, and of the combat units, the first to be re-equipped with the Su-17M3 at the end of 1977 was the 274th Air Force APIB of the Moscow Military District. Su-22M and Su-22M3 were exported to 9 countries: Libya, Syria, Iraq, Peru, Yemen (north and south), Vietnam, Afghanistan and Hungary. Su-17M4
Work on the new version of the Su-17M has been carried out at the Design Bureau under the working designation Su-21 since 1975. At the preliminary development stage, a fairly large volume of innovations was planned for the new modification. So, in particular, it was planned to install on the aircraft: an AL-31F engine to replace the AL-21F-3, new built-in guns, a fundamentally new sighting and navigation system (PrNK), similar to that tested on the MiG-23BK (MiG-27K), and expand nomenclature of weapons. The PrNK was to include the Orlan laser-television sighting station (which is a further development of the Kaira LTPS) and the Orbita digital computer, while the range of weapons was expanded due to the possibility of using guided missiles and adjustable aerial bombs with laser and television guidance; It was planned to replace obsolete NR-30 type guns with new 30 mm TKB-687. Unfortunately, during further development, for a number of reasons, the volume of innovations on the aircraft was constantly reduced.

Officially, the creation of the aircraft was set by a decision of the military-industrial complex in February 1977. In the final version, the aircraft, which received the official designation Su-17M4 (factory code S-54), differed from the Su-17M3 by the installation of an uncontrolled air intake, smaller fuel tanks and a new SCV design, with an air intake installed at the base of the fin. The main differences were in the composition of the avionics. A new laser station “Klen-54” was installed on the aircraft, and all the sighting equipment on board was combined into a PrNK including an on-board computer of the “Orbita-20-22” type. The range of suspensions has expanded to include the X-29T TV-guided missile system.

Three prototype aircraft were assembled at a plant in Komsomolsk-on-Amur, the first of which arrived in Moscow in October 1979; installation of all systems and testing of the aircraft were completed by the summer of 1980. The first flight on the experimental Su-17M4 on June 19, 1980 was performed by OKB test pilot Yu.A. Egorov. State tests of the aircraft were carried out from October 1980 to November 1982; a preliminary conclusion on the possibility of operating the aircraft in service was issued in June 1981. Serial production of the Su-17M4 was launched at the plant in Komsomolsk-on-Amur from 1981 and continued intermittently until 1988. From 1983 to 1990, in parallel with the Su-17M4, its export modification was produced - the Su-22M4 (S-54K), which was widely supplied abroad. The first in the Air Force to master the Su-17M4 were the pilots of the 4th TsBP, and the pilots of the 274th APIB MVO were the first to receive the Su-17M4 from the combat units. On September 30, 1984, the Su-17M4 was adopted by the USSR Air Force. Su-22M4 were exported and were in service in 11 countries, including the air forces of Bulgaria, Czechoslovakia, Poland, Germany (GDR), Iraq, Yemen (north and south), Syria, Vietnam, Afghanistan and Angola.

Aircraft of the Su-17 type (Su-17, Su-17M3 and Su-17M4) in the armed forces of the USSR took part in combat operations as part of the Air Force of the 40th Army in Afghanistan, in the period 1979-89, where they showed high level of combat effectiveness and survivability. Throughout the entire period of hostilities, the Su-17M3/4, along with the Su-25, were the main tactical aircraft of the Air Force, providing the full range of tasks in direct support of troops on the battlefield. Based on the results of the use of the Su-17 in combat, to increase the combat survivability of the aircraft, the design bureau made modifications: on the latest series of Su-17M4 and Su-17UM3, consumable fuel tanks were armored and additional heat trap ejection units of the ASO-2V type were installed. The last Su-17M4s were withdrawn from service in the Russian Air Force in 1998.

The Su-17M4 became the last production modification of the Su-17 family. In terms of avionics systems on the Su-17M4, the latest achievements of the Design Bureau and, in general, the entire domestic aviation industry were implemented to the greatest extent. This provided the aircraft with a significant increase in combat capabilities, placing it on a par with the best foreign attack aircraft of the same type. Proof of this is the fact that the Su-22M4 is still in service with a number of countries that were previously part of the Warsaw Warfare Organization and are now members of the NATO organization, in particular in Poland and the Czech Republic.

The creation of the Su-17 family was a great success for the Sukhoi Design Bureau. Since 1967, the aircraft has come a long way in modification development. In terms of the range of combat characteristics for its time, the Su-17 was one of the most effective combat aircraft of the USSR Air Force, which shows how successfully the design and basic design solutions that formed its basis were initially selected and developed during the development of the prototype Su-7 aircraft at the beginning 50s under the leadership of P.O. Sukhoi and creatively developed in the design of the Su-17 under the leadership of chief designer N.G. Zyrina. Since November 1984, work on the Su-17 at the OKB was headed by A.A. Slezev.

The production of all modifications of the Su-17 was carried out at the plant in Komsomolsk-on-Amur (directors in the period 1965-89: V.E. Kopylov and V.N. Avramenko). A total of 2,867 aircraft were built between 1969 and 1990, 1,165 of which were exported to 15 countries.

B-17 Flying Fortress – video

https://youtube.com/watch?v=yYe1LpzCpic

However, the role of the main defender of the fatherland was disputed by the US Navy, and therefore only 39 units of serial B-17Bs were produced, despite the fact that this machine was the fastest and highest altitude bomber of its time. In 1939, the Air Force ordered B-17Cs equipped with self-sealing fuel tanks, better armor protection and more powerful defensive weapons, as well as various new gadgets. Although the C weighed more than the B-17B, its new 895 kW (1,200 hp) engines allowed it to reach speeds of up to 515 km/h. Twenty B-17Cs entered service with the RAF as the Fortress Mk 1, but due to the pilots' lack of experience flying at high altitudes, several accidents occurred, after which the aircraft was transferred to Coastal Command. The B-17Ds in U.S. service at the time of Pearl Harbor—some of which were on their way when the base was attacked by the Japanese—failed to achieve fame in the Pacific theater.

The differences between the B-17C and B-17D were mainly internal. However, the B-17E, which entered service in December 1941, was significantly different from its predecessors. It had a large fork and a wider tail, which provided the vehicle with better stability in flight; the armament consisted of ten 12.7 mm machine guns and two 7.62 mm machine guns located in the tail. The aircraft entered mass production for the first time; 45 vehicles under the designation “Fortress” Mk NA received the KVVS. The B-17E, as well as its predecessor, the B-17F (in the RCAF "Fortress" Mk I), was destined to become the backbone of American bomber aviation in the period from late 1942 to mid-1944. As before, the difference between the modifications it was not visible in appearance, except for the frameless plexiglass nose cone (at F).

In the last widely produced version, the B-17G (in the KVVS Fortress Mk III), the designers took into account three years of experience of the US Air Force in the skies over Germany. The most important innovation was the lower nose turret with twin 12.7 mm machine guns, designed to repel frontal attacks on the B-17, favored by Luftwaffe interceptors. Despite the engines equipped with improved turbochargers, the B-17G, due to its increased weight, developed a cruising speed of only 293 km/h. The latest modifications of the “Fortresses”, which were at the disposal of the RAF, were used primarily by the Coastal Command. They used the B-17 and the Luftwaffe, which used captured “Fortresses” bearing the KG 200 index for various kinds of secret missions.

FIGHT AVIATION

A further development of the Su-27 aircraft was the multi-role front-line fighter Su-35 (original name - Su-27M, "brand" designation T-10M), work on which officially began in 1982. Although the Design Bureau itself has been conducting preliminary research on this topic since 1977, when the experimental T-10 machine just took off.

Su-27M (Su-35)

Work on the T-10M was headed by chief designer N.F. Nikitin. The vehicle received a front all-moving horizontal tail (PGO), an improved EMSU, an in-flight refueling system and upgraded engines. Due to the increased weight, the landing gear had to be strengthened. Additional measures were taken to reduce radar signature and expand the range of weapons used. The fuel supply on board the aircraft has been increased, and it has also become possible to suspend two tanks with a capacity of 2000 liters under the wing.

In May 1985, the prototype of the new aircraft (T10-24) took to the skies for the first time, and on June 28, 1988, the first prototype T10M-1 did the same. Production of the pilot batch of vehicles was planned to begin in 1992 (although according to the original plan this should have happened back in 1986-87), but this was prevented by the collapse of the USSR.

In February 1992, the Su-27M was first shown to journalists, the first pre-production model of the new machine took off on April 1, and in September of the same year it received its own designation Su-35.

Total 1988-91 4 aircraft of this type were built, another 10 after 1992 (1 experimental, 6 pre-production, 3 production), but only 3 of them fell into the capable hands of 929 GLITs pilots. However, they were never involved in testing... It is worth noting that out of 14 Su-35s, five were converted from the fuselages of serial Su-27s.

In August 1997, the Su-35 program was closed in favor of the super-maneuverable Su-37 (Su-27M2), which suffered the same fate in the early 2000s.

On October 10, 1988, the two-seat version of the Su-27 fighter-interceptor, the Su-27PU, took to the skies for the first time (later the vehicle received the designation Su-30), capable of solving, in addition to its main tasks, target designation and control of the actions of a group of fighters. It is worth noting that the car was created quite quickly: work on it began just a few years before - in 1986.

Su-27PU (Su-30)

The main reasons for the creation of such a machine were the large length of the air borders of the USSR, the lack of a sufficient number of suitable airfields for the Su-27 in the north and northeast of the country, as well as the shortage of airborne launchers and AWACS aircraft. All this in total significantly reduced the combat capabilities of Soviet fighter aircraft. And it was difficult for one pilot to carry out tasks on the Su-27, which has a significant flight duration.

The main differences between the Su-30 and the Su-27 are: the presence of a second crew member - a pilot operator, the installation of an in-flight refueling system, and the use of special communication and guidance equipment.

For testing, two fuselages of the Su-27UB aircraft were converted. The first aircraft from the pilot batch, laid down in 1991, made its first flight on April 14, 1992. Total in 1992-96. 9 aircraft of this version were built, of which only 5 were delivered to 148 pulp and paper production plants, and the rest continued to fly for various types of tests.

Probably, the story of the Su-30 would have ended there if foreign countries had not become interested in the aircraft. More than 350 Su-30MKs have already been built for them; several dozen vehicles of this type are in service with the Russian Air Force and Naval Aviation. But these are vehicles of a completely different – attack – purpose, compared to what the Su-27PU was originally intended for...

An attack version of the multirole fighter, the Su-30M, was also developed, capable, among other tasks, of destroying enemy radars using air-to-radar missiles (to replace the MiG-25BM).

The design of a multi-purpose modification of the MiG-29 aircraft began in 1982. Vehicles of this version were supposed, among other things, to carry out tasks for the destruction of ground objects, for which changes were made to the design of the airframe and the composition of the avionics. Testing of the prototype under the “9-14” project continued until the mid-80s, but vehicles of this version were never built in series.

The further development of the MiG-29 aircraft was to become the MiG-29M (“9-15”), work on which began in 1982. The first aircraft of this version took off on April 26, 1986 (a complete coincidence of the date with the Chernobyl disaster!). Quite significant changes were made to the design of the machine, including the use of a new aluminum-lithium alloy and the replacement of riveted joints with welded ones. The aircraft received a new radar, an improved optical-location station, a new weapons control system, modified avionics, as well as more powerful engines and a fuel supply increased by 1500 liters. Additional measures were also taken to reduce radar signature and expand the range of weapons used. The aircraft control system was also changed, which made it possible to implement the concept of longitudinal static instability of the machine. This made it possible to improve the maneuverability of the MiG-29M and increase its flight range. The wing and horizontal tail swells have undergone changes.

MiG-29M

In 1988-91 6 pre-production MiG-29M aircraft were produced, which carried out 1,171 test flights until 1993. Despite the fact that the efficiency of the aircraft compared to its predecessor increased by 1.5 times in the version for air combat, and by 3.4 times in the version of striking ground targets, and despite the preliminary recommendation for adoption, the collapse of the USSR did not allow the aircraft to become on the wing in full.

It is worth noting that the vehicles of this version offered for export received their own designation MiG-33.

Since 1984, the Mikoyan Design Bureau has proactively carried out work to improve the MiG-31 fighter-interceptor. The first aircraft of the new version, the MiG-31M (product “05”), took off on December 21, 1985; it differed from its standard “brother” in having a fuel supply increased by 1,500 liters. But this led to a deterioration in the alignment, stability and controllability of the aircraft.

MiG-31M

Subsequent copies were equipped with modernized engines, improved avionics (including the new Zaslon-M radar), as well as a modified in-flight refueling system. Changes were also made to the design of the aircraft, which made it possible to reduce its weight and improve manufacturability. In addition, the design of the wing and tail of the aircraft was changed, and the gargrot was increased. The radar radome is tilted downwards by 7° to improve the pilot's visibility. For the same purpose, the glass area of its cabin has been increased. The aircraft now has the ability to carry not 4, but 6 long-range air-to-air missiles. But the aircraft cannon on the plane was removed.

Interestingly, the MiG-31M does not have dual controls: there are no controls in the navigator's cockpit.

A total of 7 aircraft of this version were built (including 2 of the installation series), two of them were lost during testing. Another 4 copies of the MiG-31M have not been completed and are at the plant in Nizhny Novgorod.

According to some reports, in 1990, a further modification of the MiG-31M was developed - MiG-31MD (D - modified).

Since 1990, another “small modernization” of the aircraft has been produced - the MiG-31B (product “01B”), which “owes” its appearance to the spy scandal in the USSR. It turned out that the leading specialist of the Phazotron Research Institute, one of the main developers of avionics for combat aircraft and missiles, A.G. Tolkachev, transmitted very important data to foreign intelligence services for 7 years. This number also included the MiG-31 complex, the design of which now had to be quickly changed...

MiG-31B

The new aircraft had improved weapons control and navigation systems, and also installed an upgraded in-flight refueling system. The range of missile weapons used was expanded, which, in combination with the updated avionics and radar (Zaslon-A), increased the combat potential of the MiG-31B by 1.3-2.5 times (depending on the tasks being solved) compared to the MiG-31.

Production vehicles converted to this version were designated MiG-31BS. However, they did not have an in-flight refueling system.

In addition, on the basis of the Tu-160, according to one of the projects, it was planned to create a long-range escort fighter Tu-160P. It was supposed to be equipped with medium- and long-range air-to-air missiles. A little earlier, work was underway to create a vehicle for a similar purpose based on the Tu-22M, which received the designation Tu-22DP (DP - long-range interceptor), according to other sources - Tu-23.

The main reason for starting work on the so-called. fighter-raiders was that Soviet long-range and naval missile-carrying aviation, at a considerable distance from its territory, was practically defenseless from the actions of enemy fighters. Fighter aircraft with such a range did not exist then and still do not exist. Therefore, this problem was solved in the style of “saving drowning people is the work of the drowning people themselves.” Those. in this case, long-range and naval missile-carrying aircraft. In addition, these “missile-carrying fighters” had to fight against AWACS aircraft and groups of transport aircraft. They also retained strike capabilities.