Su-33 Dimensions. Engine. Weight. Story. Range of flight. Service ceiling

Russia's carrier-based aviation is small. However, it has already managed to prove its combat effectiveness and ability to effectively solve combat missions. Its basis is the Su-33 multirole fighter, developed in the 80s on the basis of the famous Su-27 aircraft.

The designers, who had no experience in creating carrier-based aircraft, managed to create an excellent fighter that did not lose its combat qualities even after 30 years. It survived the difficult post-Soviet years, allowed us to preserve the experience of operating such aircraft, demonstrated strike capabilities, and continues to modernize. The Su-33, of course, was an outstanding achievement in the aircraft industry.

The history of the creation of the Su-33 naval fighter

The new fighter was designed on the basis of the old model of the Su-27 fighter. According to the designers' plan, the Su-33 fighter should have all the advantages of the previous version of the fighter. The customer for this vehicle was the command of the Russian Navy, headed by General Kuznetsov. He put forward demands for a new fighter. He believed that the main task was for the vehicle to be able to effectively destroy surface targets.

After taking into account all the requirements and modifications, the design of the new Su-33 was ready in the winter of 1985. At the beginning of 1986, assembly of the prototype began at the Sukhoi design bureau. It was first made with a regular wing, not a folding one. The new model was assembled in 1987, the working name of the new aircraft was T-10K-1. In the same summer, the new fighter made its first flight.

The aircraft was assembled from parts and assemblies that were developed in the bureau's experimental workshop, and some parts were taken from the production model of the Su-27. Six months after the first takeoff, another model of the new aircraft was made. The second prototype already had a folding wing, as planned from the beginning. It also had a difference in plumage, since it was horizontal. The second model made its first lift off the ground in the winter of 1987, but in September 1988 this model crashed due to a hydraulic system malfunction.

In October 1989, the Kuznetsov aircraft carrier was manufactured, which could receive fighters on its deck, but it was not yet fully equipped. It had a full range of devices for taking off and landing aircraft, but did not yet have a radar system. Fighter planes could only practice flying above the deck, but at a very low altitude, sometimes their wheels touched the deck. At the end of October 1989, it was decided to make the first landing of a Su-33 aircraft on the deck of the Kuznetsov aircraft carrier. The first landing was successful, and on the same day the plane took off from the deck. Tester V. Pugachev was at the helm of the new fighter. All flight tests of the Su-33 fighter were completed in November 1989.

Su-33, MiG-29K and Yak-141. Battle for the Deck

As you know, on the first in the USSR springboard heavy aircraft-carrying cruiser “Tbilisi” (later renamed “Admiral of the Fleet of the Soviet Union Kuznetsov”), three carrier-based aircraft were tested at once - Su-27K, MiG-29K and Yak-141. In this series of articles we We will try to figure out why three types of aircraft were created for carrier-based aviation, for what reasons the Su-27K was ultimately chosen and how optimal this decision was, what aircraft, besides the above mentioned, were supposed to take place on the flight deck of our first ski-jump TAKR and why the “second coming” of the MiG-29K took place already in our century.

We have already described the history of the design of domestic aircraft carriers and its strange dualism - while the fleet has been developing nuclear ejection aircraft carriers since 1968, it was forced to build VTOL steam turbine carriers. Initially, the air groups of ejection ships were supposed to be provided with a deck modification of the MiG-23 fighter (the preliminary designs of the deck-based MiG-23A and MiG-23K were developed in 1972 and 1977, respectively), but subsequently, as new 4th generation fighters are ready, it should was replaced by a carrier-based fighter created on the basis of the Su-27. The first studies of the carrier-based Su-27 were carried out by the Sukhoi Design Bureau back in 1973. Due to the constant postponement of the construction of ejection aircraft carriers, and around 1977-1978. The MiG-23 was completely abandoned, but in 1978 the MMZ named after. A.I. Mikoyan took the initiative to include a carrier-based version of the 4th generation MiG-29 fighter in the air groups of future TAKRs. It was assumed that the relatively light carrier-based MiGs would complement the heavy Su-27s in the same way as the Air Force was supposed to do, and the proposal was accepted.

At the same time, and in parallel to all of the above, the Yakovlev Design Bureau was developing vertical take-off and landing aircraft. The start of this process was given on December 27, 1967, when Resolution of the Central Committee of the CPSU and the Council of Ministers of the USSR No. 1166-413 was issued, which ordered the launch of the Yak-36M light attack aircraft, and then, in the future, a front-line VTOL fighter. As you know, Yakovlev’s designers were able to create a light attack aircraft - in 1977 the Yak-36M, under the designation Yak-38, was put into service. But things categorically did not go well with the fighter - the Yak-39 fighter-attack aircraft with new lifting engines, an expanded range of equipment and weapons had a meager flight range. Even with a short takeoff and a combat load of 1 ton, its combat radius did not exceed 200 km, and this, of course, was completely insufficient. Nevertheless, the Yakovlev Design Bureau continued work on the VTOL fighter.

The Yakovlev designers tried to set their sights on a supersonic fighter - the first developments of such a machine were made in 1974 (Yak-41, “product 48”). Then, in 1977, the Government decided to create a supersonic VTOL fighter and submit it for state tests by 1982. At the same time, according to the new Resolution, the Yakovlev Design Bureau was required to submit a technical proposal for the creation of a supersonic attack aircraft based on the Yak-41.

In other words, by the end of the 70s, some leaders (and especially D.F. Ustinov, who advocated the development of VTOL aircraft) might have formed the opinion that the creation of supersonic vertical take-off and landing aircraft with a sufficient range was just around the corner. Probably, this is precisely the reason for his instructions to stop designing ejection aircraft-carrying ships and in the future to build VTOL aircraft carriers with a displacement of no more than 45,000 tons, equipped with a ski-jump.

In other words, the following happened. The difference between the MiG-29 (not to mention the Su-27) and the Yak-38 in air defense capabilities was not just colossal, they were literally incomparable machines: the Yak-38 was miserably inferior to the latest 4th generation aircraft in terms of all parameters. But the Yak-41 is a different matter, although it was not equal to the MiG-29, but nevertheless, in certain parameters it was already comparable to it (for example, the Yak-41 was supposed to install the MiG-29 radar). In addition, it was assumed that the Yak-41 would not have to take off exclusively vertically - it was initially supposed to take off with a short run-up run, which the Yakovlev Design Bureau diplomatically called “super-short vertical-oblique take-off.” This increased the capabilities of the VTOL aircraft.

The springboard increased the take-off weight of the Yak-41, and therefore its combat load or flight range even greater. This brought the capabilities of the Yak-41 even closer to the MiG-29; the springboard made it possible to count on the fact that the Yak-41 would be able to perform not only the air defense functions of the formation, but also carry out missile and bomb attacks on surface and coastal targets. All this allowed D.F. Ustinov again consider VTOL aircraft as an alternative to carrier-based horizontal take-off and landing aircraft.

It must be said that this point in the debate “which is better - a springboard or a catapult” is usually completely ignored. The fact is that supporters of the catapult and its opponents usually consider the ski-jump as an alternative to the catapult as a means of taking off horizontal take-off and landing aircraft. But this is not what the catapult was originally proposed for. In essence, D.F. Ustinov proposed abandoning horizontal take-off and landing aircraft in favor of VTOL aircraft, and considered the ski-jump only as a means of increasing the capabilities of VTOL aircraft. In other words, at that moment no one asked the question: “Which is better - a catapult or a springboard for horizontal take-off aircraft?” Order of D.F. Ustinov boiled down to: “Let’s remove horizontal take-off and landing aircraft from the ship altogether, leave only VTOL aircraft, and in order for them to fly better, we’ll make a springboard for them.”

In response to this, the leaders of the MMZ named after. A.I. Mikoyan and MZ named after. BY. Sukhoi, with the support of the Air Force command, made a proposal to continue work on the Su-27K and MiG-29K - due to their high thrust-to-weight ratio, these aircraft could be adapted for takeoff from a ski-jump. D.F. Ustinov (perhaps taking into account the rather modest practical results of the VTOL program, or perhaps due to some other reasons) still did not put his eggs in one basket. Yes, he believed that the air group of the future TAKR would consist of VTOL aircraft, but at the same time he did not prohibit the development of carrier-based versions of the MiG-29 and Su-27. As a matter of fact, his position regarding these aircraft boiled down to the following: “Do you want horizontal take-off aircraft to end up on the decks of ships? Well, then you will have to teach them how to take off from a springboard!

This is how, in fact, in 1980, the “race of three fighters” began for the right to take a place on the flight deck and in the hangars of Soviet aircraft carriers. But each design bureau, of course, moved towards its goal in its own way. In 1982-1983 advance designs of the MiG-29K and Su-27K were presented and defended, while the MiG was intended for air defense in the near zone and had secondary tasks: the destruction of enemy ships with a displacement of up to 5,000 tons and support for landing forces. The Su-27K was supposed to be a long-range fighter providing air defense units in the far zone. The Yak-141 was supposed to be the world's first supersonic multi-purpose VTOL aircraft.

Su-33

The Sukhov Design Bureau decided to create the Su-27K as a deck modification of the combat Su-27, that is, if possible, retain the equipment of the “original” aircraft on it. This, of course, did not mean that the Su-27K would not undergo any changes at all compared to its prototype, but the point was that the vast majority of changes concerned the adaptation of the aircraft to the specifics of naval carrier-based aviation, but its combat capabilities were to remain at level of the Su-27. The preliminary design of the Su-27K was presented in September 1984, but this position did not meet with understanding by the customer’s commission.

The fact is that in 1982, the development of an improved model of the Su-27, the Su-27M fighter, began. In the context of this, the commission members did not understand why continue to develop a promising carrier-based aircraft based on the original Su-27, because this would lead to the appearance of an aircraft with performance characteristics lower than possible. Accordingly, based on the results of reviewing the preliminary design of the Su-27K, representatives of the customer commission demanded an increase in the combat potential of the aircraft. But the management of the Sukhoi Design Bureau was able to explain and defend its position.

The fact is that the Sukhovites proposed to split the work on the carrier-based fighter into two stages. At the first stage, it was necessary to “accustom” the aircraft to the deck, maintaining its capabilities at the level of the Su-27: such a solution would, according to the designers, ensure delivery of the first production Su-27K by the end of the 80s. At the same time, the development of a carrier-based aircraft based on the Su-27M is a long process, the timing of which could easily be “shifted to the right” by the difficulties of fine-tuning the latest equipment, and in this case, serial deliveries of the Su-27K could be significantly delayed. But after all the new weapons are “tested” on the Su-27M, nothing will prevent them from being introduced on modifications of the deck-based Su-27K - this can be done quite quickly. The commission agreed with this argumentation and a compromise solution was reached - the Su-27K is created on the basis of the Su-27, but at the same time they gain the ability to use unguided weapons - free-fall bombs and NURS.

Accordingly, the main changes to the Su-27K in comparison with the prototype were the implementation of “aircraft carrier” specifics:

1. AL-31F3 engines were developed and installed on the aircraft - they differed from the serial Su-27 engines with an increased thrust of 12,800 kgf (for the AL-31F - 12,500 kgf), which the new engines developed in a short-term, special mode, during takeoff of the aircraft or during an emergency go-around;

2. The load-bearing properties of the wing have been improved by increasing its area (by about 10%) and its mechanization - the new remote control system has been fully electrified. In the Su-27 it was partially based on rigid wiring and hydraulic boosters;

3. The landing gear for landings on the deck has been improved and strengthened; a landing hook is provided, with the help of which it is hooked onto the aerofinisher;

4. To reduce the dimensions of the aircraft when stored in a hangar or on the flight deck, a folding wing was developed, as well as a folding tail, because otherwise it would protrude beyond the dimensions of the folded wings;

5. A special anti-corrosion coating has been introduced for aircraft operation in salty sea climates;

6. Special flight equipment was installed to drive and land the aircraft on the deck, and the surveillance and sighting system was modernized for interaction with the ship’s radio-electronic systems;

Of course, the list of innovations did not end there, and the aircraft received, perhaps not mandatory for a naval aviation aircraft, but very useful innovations, such as an in-flight refueling system and a forward horizontal tail unit. It must be said that they planned to use PGO on the Su-27, but it didn’t work out, but on the Su-27K everything worked out. As a result of the use of PGO (and the new remote control system), the Su-27K greatly benefited in aerodynamic quality, i.e. - in maneuverability, and in addition (and this turned out to be a pleasant surprise) there was an increase in the maximum lift of the aircraft.

At the same time, the weapons include on-board radar equipment, sighting system, optical-location station, etc. remained the same as on the Su-27, only they underwent a slight adaptation for work over the sea. Perhaps the only significant innovation was the increase in hardpoints from 10 to 12, which made it possible to increase the ammunition load, but that, in general, was all.

The Su-27K made its first flight on August 17, 1987.

MiG-29

Initially MMZ named after. A.I. Mikoyan followed a path similar to the Sukhoi Design Bureau and intended to create a carrier-based aircraft based on the serial MiG-29. But, just like the Sukhoi Design Bureau, in 1982 the Mikoyan team began work on designing an improved version of the MiG-29 - the MiG-29M. It must be said that the differences between the MiG-29M and the original MiG-29 were so great that it was time to talk about creating a new aircraft. The MiG-29M was supposed to receive:

1. Modified airframe. At the same time, it was planned to use a new aluminum-lithium alloy and composite materials in the MiG-29M airframe, as well as abandon riveted joints in favor of welded ones. All this not only reduced the weight of the structure, but also made it possible to use the internal volume completely to accommodate fuel (previously this could not be done due to the impossibility of sealing all riveted seams). The fuel capacity of the new aircraft was supposed to increase by 1500 liters;

2. Analog-digital fly-by-wire control system, which makes it possible to implement the concept of longitudinal static instability of the aircraft - contrary to popular belief, the initial production MiG-29 (and Su-27) did not have this quality;

3. New RD-33K engine, equipped with a digital electronic-hydromechanical automatic control system. The RD-33 installed on the MiG-29 used a hydroelectronic control system with an analogue regulator-limiter;

4. A new weapons control system S-29M (SUV-29M), the basis of which was to be formed by a new pulse-Doppler radar N010 and a new optical location station OLS-M;

5. A significantly increased range of ammunition used, while the maximum combat load weight increased from 2,000 kg for the MiG-29 (9-12) to 4,500 kg, the number of suspension points increased from 6 to 9.

And these are only the main differences between the MiG-29M and the main version. To list everything else, including a new radiation warning station, a more modern HUD, CRT monitors in the cockpit, etc., etc. There is simply not enough space in this article.

Without a doubt, the MiG-29M was a machine whose combat potential was almost multiple times greater than that of the MiG-29 of the first series. If the Su-27, Su-27K, MiG-29 were 4th generation aircraft, then the MiG-29M actually became the “4+” generation. But the development of such a machine posed a much more difficult task for the Mikoyan designers than the one solved by their colleagues and rivals from the Sukhoi Design Bureau. While the latter simply adapted the Su-27, which was in a very high degree of readiness (began operation in 1985), to the deck, the MMZ named after. A.I. Mikoyan had, in fact, to create a new aircraft, slightly reminiscent of the old one in silhouette, and at the same time make a naval version of such an aircraft based on it.

The first flight of the MiG-29K (tail number 311) took place on June 23, 1988.

Yak-141

The creation of the Yak-141, alas, turned into one of the saddest stories of domestic military aviation. As we said above, VTOL aircraft were taken seriously in our country in 1967, and since then D.F. Ustinov did not give up hope for the emergence of a competitive vertical take-off and landing fighter. But the years passed, and the efforts of the Yakovlev Design Bureau did not lead to success: at the same time, views on the use of VTOL aircraft changed, so the TTT (tactical and technical requirements) for the aircraft were periodically adjusted. A number of supporters of the Yakovlev OKB call such changes the reason for the delays in the creation of the Yak-141, but here, obviously, the cart is put before the horse: in no case at the time of the TTT change could the Yakovlev OKB demonstrate a prototype that was at least somewhat consistent with the previous TTT. This was the case in the period we are describing - in 1977. The Government once again instructs the Yakovlevites to create a supersonic VTOL fighter, but until 1980 it was barely possible to decide on the type of its power plant. The choice was between a single engine, with one lift-propulsion engine, similar to the Harrier, or a combined engine, like the Yak-38. In 1979, they developed a preliminary design with a single power plant, presented it to the commission and... based on the results of the consideration, they decided to create a preliminary design with a combined power plant. Therefore, yes, in 1980 the TTT was once again adjusted, but you need to understand that work on the aircraft at that time was at a stage that completely excluded the aircraft from being submitted to state tests according to the original TTT in 1982. In accordance with the new TTT ( adjustments were made to it in subsequent years) the aircraft was supposed to become multi-purpose, that is, a “vertical take-off” similar to the MiG-29, while it was necessary to ensure a short take-off with a run of 120-130 m, take-off from a springboard and landing with a short run, as well as the use hanging fuel tanks. In 1984, two more important events took place for the Yak-41. D.F. died Ustinov, the Minister of Defense, a powerful supporter of VTOL aircraft, and the retired A.S. Yakovlev - G.A. was appointed lead designer for the Yak-141. Matveev.

In 1985, the first prototype of the aircraft appeared, and the following year, 1986, its bench tests began. At the same time, another government decree was issued with instructions to develop a supersonic VTOL fighter; now it should be submitted for state tests by 1988. But these deadlines (traditionally) were missed. 21 years have already passed since the VTOL fighter was mentioned in a government decree for the first time, but it was not presented at the State Survey. It was at this time that the Yak-141 received its designation (before that it was called the Yak-41).

The work, however, still moved forward - on March 9, 1987, the Yak-141 made its first flight (with horizontal take-off and landing), in 1990 it made its first vertical take-off and landing.

Tests on TAKR

By the time the technical condition of the ship made it possible to begin flights from its deck, strictly speaking, not a single aircraft had officially begun flight tests. However, on the initiative of M.P. Simonov, in 1988 it was decided to test the Su-27K on the deck of a ship. OKB im. A.M. Mikoyan, and similar permission was received for the MiG-29K. There is no doubt that if the Yakovlev Design Bureau could do the same, they would have done so, but the problem was that as of 1988-1989. The Yakovlevites simply did not have an aircraft that could be landed on the deck - the Yak-141 was simply not ready for this. However, it must be said that, at least in 1988, the choice in favor of the Su, MiG or Yak had not yet been made, while the “favorite” at that time, perhaps, should have been considered the MiG-29K - the MAP board was inclined towards it, due to its smaller size and, accordingly, the ability to equip the TAKR air group with a large number of aircraft.

The Tbilisi TAKR first left the factory berth on October 21, 1989, and did so without mandatory preliminary demagnetization and drydocking, as well as without a number of systems in which otherwise no one would have allowed the ship to move away from the wall. But the aircraft tests were extremely important and high authorities gave their go-ahead.

And so, at 13.46 on November 1, 1989, for the first time in the history of the Russian Navy, a horizontal take-off and landing aircraft, the Su-27K (board number 39), piloted by test pilot V.G., landed on the deck of the ship. Pugachev.

The same landing

Behind him, at 15.11, the MiG-29 (board number 311) successfully landed under the control of T.O. Aubakirova. And a little later, at 16.48, T.O. Aubakirov carried out the first ski-jump takeoff in history from the deck of a TAKR - the MiG-29K did not disappoint, everything worked as expected.

The cycle of flight design tests of the MiG-29K and Su-27K was carried out over 20 days - during this time the aircraft made 227 flights and made 35 landings (of course, some of the flights were carried out from land airfields). At the same time, the Su-27K landed on the deck of the aircraft carrier 20 times, the MiG-29K - 13, and the Su-25UTG - 2 times. And then the TAKR returned to the plant.

Flights from the deck resumed with the start of state tests of the ship, which the Tbilisi aircraft carrier entered on August 1, 1990 and which continued until October 4, when the huge ship returned to the plant to eliminate comments and revise the mechanisms. At the same time, the TAKR received the next, fourth name “Admiral of the Fleet of the Soviet Union Kuznetsov” (before that the ship was successively named “Riga”, “Leonid Brezhnev” and “Tbilisi”). During state tests, 454 flights of various aircraft were carried out, including the Su-27K, MiG-29K, Su-25UTG, Ka-27, Ka-29 and Ka-31 helicopters. During this period, the first night takeoff and landing on a TAKR (MiG-29 under the control of A.N. Kvochur) was performed.

In 1991, flights resumed: at this time the TAKR still remained in the Black Sea, it went north only on December 1, 1991. And finally, on September 26, 1991, the Yak-141 landed on the ship.

This is how three fighters of different classes ended up on the deck of the Admiral of the Fleet of the Soviet Union Kuznetsov - a heavy fighter, a multi-role light fighter and a VTOL fighter. Surprisingly, but true: at that time, each of them could claim to be the best in the world - in its class, of course, but not only among sea, but also among “land” Air Force aircraft. Moreover, each of them was created in a special way - the Sukhoi Design Bureau adapted the serial Su-27 to the deck with minimal additions to the design, creating an excellent 4th generation aircraft, the Mikoyan Design Bureau took a “step into the future” based on the existing model, building not even the 4th, but generation “4+”, and the Yakovlev Design Bureau generally created a “wonderful miracle, a wondrous marvel”, nothing like which existed in the world.

It must be said that creating a carrier-based aircraft is a very complex matter, and it is not surprising that serious accidents befell aircraft from all three design bureaus. So, on July 11, 1991, the remote control system on the serial Su-27K (T-10K-8) failed, as a result of which the plane crashed; fortunately, T. Apakidze, who was piloting it, managed to eject and there were no casualties. In September (inaccurate), an oversight by the MiG-29K pilot led to a serious breakdown of the aircraft - after landing the plane on the deck, the pilot tried to retract the landing gear with the engines running. And although he immediately corrected his mistake, the hydraulic cylinders and landing gear tubes turned out to be out of order - the plane had to be “repaired.” And on October 5 of the same year, 1991, the Yak-141 crashed - due to an error in piloting, the plane landed “roughly”, with a high vertical speed. This caused the landing gear to pierce the fuel tank and start a fire, which, however, was extinguished quickly and without consequences for the ship.

As you know, in the end it was decided to adopt the Su-27K, which by that time had been renamed the Su-33. In various publications, the reasons for this decision are covered differently - some claim that the Su-33 won “in a fair fight” due to the best performance characteristics, others, on the contrary, believe that the excellent MiG-29K and/or Yak-141 found themselves victims of the behind-the-scenes intrigues of the leadership of the Sukhoi Design Bureau. We often read that the Yak-141 accident became a pretext for curtailing the VTOL program as a whole; sometimes the same is said about the MiG-29K.

However, most likely, the reasons of those who made the final decision were much more prosaic. In 1991, the greatest tragedy of our time took place - the collapse of the Union of Soviet Socialist Republics. Despite the fact that the Russian Federation remained the largest and strongest among the “wrecks” of the USSR, its economy was in a completely deplorable state. In other words, at that time what was required was not the most effective from a military point of view, but the cheapest solutions, and here the Su-33 was out of competition.

Most likely, the Su-33, being a heavy fighter, was more expensive than the MiG-29K, but the fact is that the ultra-modern MiG-29M at that time, on the basis of which the MiG-29K was made, consisted almost entirely of new equipment, which still had to be brought to condition, and then organize its serial production. At the same time, the equipment of the Su-33 was almost a copy of serial units mastered by industry and their production could not cause any difficulties. As of 1991, the plant in Komsomolsk-on-Amur had already begun serial construction of the Su-33, while at the same time the MiG-29K existed in only two copies, and the third was only 60% ready. At the same time, the overwhelming majority of tests were carried out by the first-born of this type, the MiG-29K with tail number 311, on which a significant part of the standard equipment and weapons of the aircraft was not installed. Only the second copy of the MiG-29K, tail number 312, received full equipment, but it has only just begun to be tested. If board No. 311 made 313 flights before the accident (and seven after), then board No. 312 made only 35.

The abandonment of the MiG-29M/MiG-29K program, without a doubt, caused enormous damage to the domestic air force - the Air Force and Navy lost an excellent “light” fighter. But, in fairness, it should be said that in the conditions of severe financial restrictions of the Russian Federation, it was more correct to rely on heavy fighters, and they were dealt with by the Sukhoi Design Bureau. As a matter of fact, our country did not have the funds for them either - although in parallel with the Su-33, the Su-30 entered service with the Air Force, but in extremely limited quantities. That is, in fact, the country did not even have the money to ensure the normal functioning of one design bureau and the purchase of its products - there was no point in “spreading” these completely insufficient funds on the MiG-29M/MiG-29K.

Against this background, any discussion about the Yak-141 simply loses its meaning. This aircraft was at an even earlier stage of development than the MiG-29M/MiG-29K. And although in its class it was definitely ahead of the rest (mostly due to the fact that almost no one on the planet except us was involved in VTOL aircraft), but, of course, it could not become a full-fledged replacement for the country’s heavy and light fighter aircraft. At the same time, it was possible to develop it further only by “launching around the world” both the Sukhov Design Bureau and the Mikoyan Design Bureau.

It is impossible to say that the accidents caused the cessation of work on the MiG-29K and Yak-141 - if Sukhoi’s management tried to do this, they would immediately be pointed to the just lost Su-33, here all three design bureaus were in approximately equal positions. As for the behind-the-scenes struggle, it was undoubtedly present, but how could it be otherwise? After all, the three listed design bureaus competed with each other. And there is no doubt that the Yakovlev Design Bureau and MiG were to a certain extent weakened by 1991 - Yakovlev himself had retired by that time, and his followers simply did not have projects on which they could make a name for themselves. At the same time, at the very beginning of deck tests, the chief designer of the MiG-29K M.R. Waldenberg came down with a heart attack, and the health of General Designer R.A. Belyakov also did not allow him to arrive in Crimea, but high representatives of the Sukhov Design Bureau were there, and this, of course, could not but play a role. However, according to the author of this article, the fate of the Su-33, MiG-29K and Yak-141 was determined not by a thorough analysis of their performance characteristics or the intrigue of the designers, but by forced savings on the country’s armed forces.

But what would happen if the Russian Federation were not so limited in financial resources? Which fighter best met the tasks assigned to air groups of Soviet TAKR aircraft?

To be continued…

Description of the Su-33 carrier-based fighter

This model is made as a longitudinal triplane, just like the Su-27. For landing on the deck of a ship, this machine has a brake hook, which is attached to the bottom of the central beam. The wing has a swept-back shape, it consists of three sections and two slotted flaps. To reduce the size of the aircraft on the deck of aircraft carriers, it is equipped with folding wings that rotate to an angle of 135 degrees; all wing rotations are carried out by a hydraulic system.

This type of wing design significantly reduces the aircraft's footprint, both in the hangar and on the deck. Due to the use of the aircraft in fairly harsh climatic conditions, the corrosion resistance of the structure was increased. The designers also thought about protecting all on-board systems from temperature extremes and humidity.

The new Su-33 took into account all the shortcomings that were in the previous model of the carrier-based fighter. Firstly, the vertical height of the tail was significantly reduced, and a reinforced landing gear was used, which allows for more efficient landing on the deck. As for the chassis, changes have also been made here. The wheels on this car are smaller than those of its predecessor. The front landing gear has a double wheel that can rotate 60 degrees. This rotation of the wheels increased the maneuverability of the aircraft on the deck of an aircraft carrier. The pressure in the fighter's tires was also increased. In emergency situations, an ejection seat is provided; it has also been improved compared to the Su-27. It helps the pilot to withstand high overloads during maneuvers.

Design

The Su-33 is a twin-engine aircraft of normal aerodynamic design, with a twin-fin tail. One of the main engineering features of the Su-33, which distinguishes it from the Su-27, was the front horizontal tail. It appeared so that the aircraft, which was heavier than the original model, could maintain longitudinal stability, especially at low speeds.

An unexpected side effect of installing the PGO was an increase in lift.

After this, the front empennage also appeared on the modernized Su-27 vehicles. Other differences were a reinforced landing gear and an increase in weight, both of the aircraft itself and its combat load. In addition to such an obvious difference as the presence of folding wings, their mechanization has also changed.

Behind the nose cone of the fighter is the RLPK-27K radar complex, equipped with a Doppler radar. There is also an optical-electronic sighting system OEPS-27K, which includes a heat direction finder, a laser range finder and a ballistic computer. The sealed cabin of the Su-33 is located in the head of the fuselage, behind the compartment with the radar antenna and sighting system units. The pilot's seat is ejection, model K-Z6DM. It is equipped with a radio beacon and an emergency reserve.

Electronic equipment was placed under the cockpit and in the compartment behind the cockpit. In the space behind the cabin there is also ammunition for the gun. The gun itself is located in the right wing flap. The left influx is reserved for other units.

Two AL-31F3 turbojet engines differ from standard units by having a special thrust mode. It is necessary so that the fighter can take off from a ski-jump even with a full combat load. Engine nacelles are located under the aircraft body and belong to the rear fuselage.

The engine is started by gas turbine starters.

The air intakes are adjustable using movable panels. During takeoff and landing, each air intake is automatically covered with a titanium protective panel.

The front fuel tank is located in the middle part of the fuselage above the engine air intakes, the rear fuel tank is located in the central beam of the fuselage behind the equipment compartment. The total capacity of the tanks is 12,100 liters of kerosene. For in-flight refueling, the aircraft is equipped with a retractable fuel receiver. And when installing the UPAZ-1K suspended unit, the Su-33 itself can perform the function of a tanker. As a camouflage on the Su-33, a three-color coloring of gray-blue shades is usually used.

Su-33 power plant

The carrier-based fighter of this model is equipped with two AL-31K turbofan engines with a power of 13,300 kgf each. These models are two-circuit turbojet units with afterburners. The Su-33 can be equipped with an additional external fuel tank. This aircraft has the ability to refuel directly in the air, and the role of a tanker can be performed by another Su-33. In air refueling mode, the fighter can receive up to 6 tons of fuel.

The new fighter was equipped with better and more modern avionics. The entire mechanical control system was eliminated, and was replaced by an automatic navigation complex that provides control of all major systems. It provides automatic adjustment of engine thrust, adjusts the flight to a given point, and automatic landing is also possible through the use of the Resistor-K-42 system, which is installed on aircraft carriers.

Performance characteristics in comparison with analogues

Let's compare the performance characteristics of the Su-33 with some similar aircraft. For clarity, let’s take the already retired F-14 air defense fighter (with an eye on which the Su-33 was created), the current main US carrier-based aircraft F/A-18 and the promising F-35C.

So, the domestic aircraft was practically not inferior to the F-14, but the F/A-18, while inferior to the Russian aircraft in flight performance, surpassed it in weapon power. It must be borne in mind that the “Super Hornet” was originally conceived as a multi-role aircraft with the ability to be used as a strike aircraft. And in size and weight it is smaller than the Su-33, and smaller than the F-14, which it replaced.

But the F-35 received not only a larger combat radius, but also even more powerful missile and bomb weapons. At the same time, the new fighter-bomber does not have a built-in cannon; it is installed in a hanging container. To date, only one squadron undergoing training is armed with F-35 aircraft. It is interesting that the Su-33, unlike the F-14, was created on the basis of an existing “land” fighter project.

In the 2010s, the “monopoly” of the Su-33 was somewhat shaken.

The MiG-29K, whose development was abandoned in the 90s, has returned to carrier-based aviation. But India became interested in the MiG, and thanks to Indian orders, the designers managed not only to complete the creation of the aircraft, but also to modernize it. Now the Russian fleet has paid attention to it.

The smaller size and weight of the MiG make it possible to increase the size of the air group. But this does not mean that the Su-33 will disappear from the scene. With a larger combat radius and more powerful weapons, it will remain as a strike aircraft.

Features of operation of the Su-33 fighter

This aircraft has the ability to take off from decks of different takeoff lengths. Standard aircraft carriers have three runways, the length of which varies: two of them are 105 meters, and the other is 195 meters. The landing approach of the aircraft is led by a team of specialists on the ship's bridge; it controls the trajectory and movement of the aircraft. After the plane touches the deck, it uses its hook to cling to the cable on the deck, which should stop the plane. During such a landing, the pilot experiences a large overload. After the plane touches the deck, the pilot must turn on the engines at maximum power. This is done so that if the arrester cable breaks or the hook is not engaged, the pilot has the opportunity to take off from the deck of the aircraft carrier and make a second landing attempt.

Literature and sources of information

Literature

Ilyin V. E. Russian combat aircraft of the 21st century. — “Modern aviation.” - M.: AST, 2004. - 128 p. — ISBN 5-17-005689-3

Moroz S., Prikhodchenko I., Kolobanov V. Su-27 fighter. — “Exprint: Aviation Fund.” - M.: Eksprint, 2004. - 48 p. — ISBN 5-94038-061-1

Links

Flight of the Su-27KUB under the control of V. G. Pugachev from the Severomorsk-3 base to the Admiral Kuznetsov aircraft carrier, 1999 (photo, video)

Article on the Corner of the Sky website about the Su-27 prototype aircraft

The history of the creation of the multi-purpose carrier-based aircraft Su-27KUB on the website paralay.com

A selection of materials about projects of domestic aircraft carriers and carrier-based aircraft on the website paralay.com

Features of the Su-33 carrier-based fighter

Despite the fact that the new Su-33 model is based on the Su-27, it still has many advantages.

• Firstly, the performance of the wings during takeoff and landing was improved; this was achieved by increasing the wing area.
• For a safer and shorter take-off of the aircraft, the thrust-to-weight ratio of the aircraft was increased. Reinforced struts help the aircraft and pilot endure overloads more comfortably.
• New navigation equipment ensures safe and accurate landings, and has the ability to cooperate with aircraft carrier equipment for more precise landings.
• Folding wings allow more fighters to be accommodated on board an aircraft carrier. And the protected parts of the aircraft will allow this aircraft to last much longer.
• The take-off weight of the aircraft was increased to 33 tons, due to this it was possible to increase the weight of the combat load to 6.5 tons. The increased combat load made it possible to carry 12 air-to-air missiles and up to six R-73 model missiles on one Su-33 fighter aircraft.
• The refueling system allows you to increase the flight range, and the refueling boom is located in front of the pilot to the left of the cockpit. This allows you to more effectively control the refueling process.

Domestic competitors

The closest competitor among domestic aircraft is the MiG-29K, which is also a multi-role carrier-based fighter of the “4+” generation. The Su-33 was developed simultaneously with the MiG-29K; it was assumed that the aircraft would coexist on the deck of an aircraft-carrying cruiser. The MiG-29K is designed as a lighter and more maneuverable fighter whose goal is to quickly gain superiority in the sky in any weather.

The Su-33, in comparison with the MiG-29K, has a greater range of 3,000 km versus 2,000 km for the second, as well as the ability to carry more bombs. In addition, the Su-33 can act as a tanker aircraft, sharing fuel with other Su-33s or MiGs using the so-called UPAZ (overhead refueling unit). But the MiG is able to neutralize the advantage of the Sukhoi due to its external fuel tanks, which do not greatly affect its aerodynamics. Su-33 cannot carry external fuel tanks

A disadvantage in comparison with the MiG-29 is that the Su-33 is 2 times more expensive to produce, so 10 SU-33 (10x6500 kg) will carry less weapons than 20 MiG-29K (20x4500 kg). Do not forget that the MiG is smaller in size, so more of them will fit on the deck and in the internal hangars of the same Admiral Kuznetsov.

The fact is that although both aircraft are classified as fighters, the Su-33 was assigned the functions of a bomber and carrier of various modern reconnaissance and target designation systems. This can be judged by the fact that the MiG-29K is armed with more modern air-to-air missiles like the RVV-AE, while the Su-33M is not, although these missiles can be carried by its continental predecessor, the Su-27. Due to the fact that the MiG is assigned the role of a fighter, it is armed with a more modern radar and new electronic warfare systems. The Su-33 is reserved for missions where greater payload and range are needed.

Modernization of the Su-33

According to statistical data as of October 2010, the Sukhoi Design Bureau began flight tests of a new modernized model of the Su-33 fighter. Unfortunately, there is no data yet on exactly what innovations this car model has. Carrier-based fighters are regularly repaired and modernized. Over the past two years, four Su-33 aircraft have undergone modernization, after which they were sent to Severomorsk. Aircraft repairs and improvements are carried out in Komsomolsk; since 2002, 19 carrier-based fighters of this model have been modernized here. Today, the Russian Army has 22 carrier-based fighters of this type in combat service.

The Su-33 fighter was put into service in the summer of 1998. In total, 26 aircraft of this type were manufactured for the Russian Navy, but over the years of operation, 4 aircraft were lost. Soon these fighters will be replaced by more advanced and reliable MiG-29 aircraft. The Russian military command plans to decommission the Su-33 in 2015.

At the beginning of 1940, the question of replenishing the Navy with such units as aircraft carriers arose. But it was possible to begin to implement this idea only after the end of the Second World War. They decided to build an aircraft carrier fleet on the basis of an existing Project 1143 ship. In April 1978, design documentation for the creation of an aircraft carrier was already ready. It was assumed that the Yak-41, Su-27K, Su-25K aircraft and the Ka-27 helicopter would land on the aircraft carrier.

In April 1984, MMZ Kulon began developing, building and testing the Su-27K naval fighter. It provided fleet support in all weather conditions. It could rise to 27 km, which made it possible to fight anti-submarine defense helicopters, transport aircraft, and radio reconnaissance aircraft; the aircraft was used to escort shore-based aircraft. In the summer of 1987, the first prototype was ready for flight.

After the first flights, it became clear that the flight characteristics had deteriorated, but some modifications to the wing and PGO made it possible to reduce the approach speed. In 1989, the first stage of testing was carried out. The plane was tested on a regular runway. In November 1989, the plane landed on the deck for the first time.

How did you behave in Syria?

The Su-33 received combat use during the war in Syria. With the help of these aircraft, bombing attacks were carried out against IS* (an organization banned in the Russian Federation) in the provinces of Homs and Idlib. The targets were clusters and terrorist training centers, factories for the production of various types of weapons of mass destruction and ammunition depots. Specifically in Idlib, ISIS suffered a painful blow on November 15, 2016, during which many field commanders who were preparing an offensive in Aleppo and Hama were killed.

There were no combat losses among the Su-33 during the operation in Syria, but one vehicle was lost due to technical reasons. During landing, the brake cable broke because The correct landing angle of the plane was not observed, as a result the Su-33 fell overboard and drowned; fortunately, the pilot managed to eject.

Even such losses are painful for domestic military aviation, because... The Su-33 has been discontinued, but only 22 units remain in service.

For a number of reasons, the Su-33 is not exportable. This is due to the fact that the Su-33 is a 4th generation aircraft and has plenty of more advanced competitors. The same domestic MiG-29K, which will replace it in the future. The cost of production of the Su-33 is also affected, which is 2 times higher compared to the MiG-29K, which, due to its relative cheapness, was ordered by India for its fleet.

The Su-33, being a 4th generation aircraft, nevertheless has great potential for modernization, and since there remains a need in the army and navy to have “long arms” to hit sea and ground targets, the Su-33 will continue to be used until 2025.

*Terrorist organization banned in Russia

Su-33 aircraft photo

By December 1990, all flight tests of the aircraft were completed, during which the main technical, flight-tactical and combat characteristics were determined. In March 1991, state tests began, which lasted until 1994. At this time, 24 serial Su-27Ks had already been built. The next step in the development of the famous Su was the construction of a newer modification of the Su-33 aircraft.

This aircraft was already built using an integrated aerodynamic design and was supplemented with a front horizontal tail. It was foldable, which saved space. The front empennage made it possible to increase the load-bearing properties of the airframe and improve performance at high angles of attack. The wings are trapezoidal in shape, with an extension near the fuselage, smoothly transitioning into the body. To save space, the wings are made folding.

Su-33 aircraft inside

Two AL-31F dual-circuit afterburning engines are installed. The aircraft can also refuel in the air. If you install the UPAZ-1 system, then it itself is capable of refueling other aircraft in the air. The PNK-10 navigation system provides calculation of coordinates in space and allows automatic correction of coordinates based on satellite data. The onboard radar allows you to warn about scanning by an enemy aircraft. The aircraft uses the SPO-15LM radiation warning system. Active jamming stations are used on the wings.

The Su-33 became the first domestic production aircraft capable of landing on the deck of an aircraft carrier. The aircraft is the most powerful and long-range ship-based fighter in the world.

Su-33 aircraft characteristics

Su-33UB

The SU-33UB type aircraft is a combat training vehicle equipped with jet engines. The aircraft was created specifically for deck-based deployment on aircraft carriers. This machine belongs to the fourth generation of fighters.

Avionics

Radar: RLPK-27K

Antenna: - Type: N001K - Diameter: 1075 mm

Viewing area: — in height: ±50° — in azimuth: ±60°

Detection range of an air target with EPR = 3 m²: - towards: 100 km - after: 40 km

Number of simultaneously tracked targets: 10

OES: OEPS-27K

Type: OLS-27K (“46Sh”)

Viewing area: — in height: -15°/+60° — in azimuth: ±60°

Field of View: 120×75°

Viewing Angle: 60×10°, 20×5°, 3×3°

Tracking range of a heat-contrasting air target: - towards: 40 km - after: 100 km

Range of measured distances: 6 km

Helmet-mounted target designation system: "Schel-3UM-1"

Features of the SU-33UB aircraft

The most important feature of this device can be considered the location of the pilots. Not a single training vehicle has pilots positioned on a shoulder-to-shoulder basis. But it is precisely because of this placement of pilots that control is carried out more efficiently and synchronously, and this is very important when landing on the deck of a ship. Another innovation is that pilots reach the cockpit through a niche in the front landing gear along a special ladder.

If we compare the design of this aircraft with the Su-33 model, then there are also many differences. Firstly, the fins of the SU-33UB were increased, as was the area of ​​the wings and tail of the vehicle. The wings were folded in such a way that they had the same width as the tail of the vehicle. This led to the fact that this vehicle began to require more space in the ship’s hangar.

A special feature is the cross-section of the front part of the hull, since it is made entirely round, this can be explained by the shape of the Zhuk-type radar station. The location of the Visor system was also changed, which was fixed along the axes of symmetry.

Description and application of the Su-28

The aircraft represents a simplified modification of the Su-25Ub, in which the composition of weapons and equipment has been reduced.

The plane's crew is designed for two people. The purpose was to train novice pilots in aerobatic techniques, aircraft navigation, and practice aerobatic maneuvers.

Training on the Su-28 could turn a cadet who had previously mastered piston aircraft into a qualified pilot.

During training on this aircraft the following types of flight training were performed:

• initial type of training;
• practicing aerobatics and aircraft navigation techniques at different times of the day, in simple and severe weather conditions;
• training in driving techniques in “blind flight” mode;
• training in emergency operation mode: failure of engines, flight and navigation equipment, and other aircraft systems.

The capabilities of the Su-28 training aircraft include:

• maximum continuity with the combat and combat training versions of the Su-25 regarding cockpit equipment, piloting techniques and flight performance characteristics;
• high maneuverability;
• the ability to take off, land and fly on one running engine;
• the ability to operate the machine on diesel fuel;
• location of the aircraft on unpaved airfields;
• chassis layout allowing for rough landings;
• high levels of reliability and fail-safety, minimal maintenance costs.

The design provides for the installation of four drop tanks on the aircraft, each with a capacity of 800 liters, and dropping them during an emergency landing.

The aircraft was distinguished from its predecessor Su-25UB by the absence of the following elements and systems:

• armored engine screens;
• beam pylons and holders;
• sighting equipment;
• electrical equipment of removed systems;
• systems responsible for weapon control;
• additional wiring in the elevator control;
• polyurethane foam in fuel tanks.

The aircraft's fuel system has also been somewhat simplified, and some of its components have been dismantled.

The place of the removed equipment was filled with a centering weight.

In the cockpit, plugs were installed in place of the removed equipment. They were also placed in the holes of the removed systems and in the niche of the gun mount.

History of the creation and testing of the Su-33UB fighter

The Su-33UB type aircraft is a deep modification of the Su-33 aircraft, which was used for aircraft carriers. The year 1989 can be considered the beginning of the creation of a new machine. It was then that the Sukhoi design bureau began the project of a training machine, which was planned to be used for training combatant naval pilots. During the design process, it was almost immediately decided to make a tandem machine. This decision was made due to the fact that a machine with such an arrangement of pilots can perform tasks more efficiently and quickly.

The new model was built at the aircraft plant in Komsomolsk, but the final layout of the systems was completed in Moscow.

For the first time, a Su-33UB aircraft took off from the runway in the spring of 1999 at the Zhukovsky airfield. The characteristics of this device are significantly superior to foreign analogues, for example, such aircraft as the F-14D and Boeing F/A-18E/F.

The basis for the success of the Su-33UB aircraft can be considered a new onboard complex, which allows for a variety of military operations. In addition, all equipment is designed specifically for operation in marine conditions. As for this fighter model, it has excellent characteristics when landing and taking off from land airfields with fairly short runways.

Updated version

The Su-33 is capable of countering not only enemy aircraft, but also delivering bomb attacks on ground and surface targets. For this purpose, the fighter’s arsenal includes unguided bombs (including cluster bombs) of 500, 250 and 100 kg, 8, 28 and 32 each. In addition to unguided bombs, it is possible to mount air-to-surface guided missiles of the Mosquito type and P-800 Oniks, which are difficult to shoot down by enemy air defense systems.

During the modernization work, the SVP-24 high-precision bombing system was installed on the fighter, which allowed the already updated Su-33M to throw uncorrected bombs as high-precision bombs, which was demonstrated in Syria. This upgrade allowed the Su-33M to destroy terrorist targets with uncorrectable bombs created in the USSR from a height of six kilometers with an accuracy of up to 4 meters.

SVP-24 issues a signal to drop a bomb at the optimal point based on an analysis of data on the position of the target and the aircraft, wind speed and direction, atmospheric pressure, ballistics of the bomb itself and a dozen other parameters, which allows you to accurately hit the target even with unguided bombs.

The diverse arsenal and its ability to effectively use it makes the Su-33 a multi-role aircraft capable of performing a wide variety of combat missions.

History of the Su-28

It was decided to modernize the combat training version of the T8-UB to the training version of the T8-UT on the basis of the Design Bureau named after. Sukhoi. This idea belonged to Marshal A.N. Efimov, who tried with such a move to oust the Czechoslovakian L-39s from pilot training centers.

Based on the task, the first flight model T8-UB1 was sent for modification. It was planned to improve the aircraft's performance characteristics by lightening its take-off weight. To do this, it was necessary to remove all installations and weapon systems and sighting equipment. The gun compartment and instead of the Klen station were covered with lining, and the forward fuselage compartment was occupied by a centering weight. On the wing, instead of installing a “washed down” panel, a skin also appeared.

In July 1987, modifications to the Su-25 UT were successfully completed, and in August of this year the aircraft was flown for the first time. It was planned to be presented to the general public at the Tushino airfield in honor of Air Fleet Day.

For the first time, it was possible to land the plane on a grass surface, which indicated good calculations in the design of the device (M.P. Simonov, who held the position of Chief Designer, personally supervised the plane during landing).

However, it was not possible to take part in the Su-28 celebration. He participated in air competitions that took place in Volgograd. The crew showed good results and received bronze medals.

The improvement of this model lasted 2 years. At the beginning of the summer of 1989, a modernized version of the Su-28M was released, which, together with the Su-25, was presented to the public at the air show in Le Bourget (France). It was also shown at air exhibitions in Dubai, Abu Dhabi, and the Philippines.

The Su-28 aircraft did not enter serial production due to the surge of crisis associated with the collapse of the USSR. On its basis, in the future, the Su-25UTG carrier-based training attack aircraft was built.

Projects and modifications

5.1 Projects from the 70s

• Su-27K is a carrier-based fighter based on the Su-27, for Project 1160 aircraft carriers. A brake hook, reinforced landing gear and folding wing consoles have been added.
• The Su-28K is a two-seat deck attack aircraft for Project 1160 aircraft carriers. A modified Su-27K, equipped with a weapons control system that makes it possible to use such classes of weapons as air-to-ground, air-to-ship and air-to-radar. It is the base for the RLDN aircraft and other modifications.
• Su-28KRTS is a carrier-based target designation and reconnaissance aircraft for Project 1160 aircraft carriers. A modified Su-28K.
• Su-29K is a carrier-based fighter-interceptor for Project 1160 aircraft carriers. An improved weapons control system that makes it possible to use K-33 longer-range air-to-air missiles. Modified Su-27K.
• The Su-27KI is a carrier-based fighter based on the Su-27 for the Project 1153 aircraft carriers, and later for the preliminary version of the Project 1143.5 aircraft carriers.
• The Su-27KSh is a carrier-based attack aircraft based on the Su-27 for Project 1153 aircraft carriers, and then for the preliminary version of Project 1143.5 aircraft carriers.

5.2 Later projects

• Su-27K is a carrier-based fighter based on the Su-27 for Project 1143.5 aircraft carriers.
• Su-27KU is a carrier-based two-seater training aircraft.
• Su-27KRTS is a carrier-based two-seat target designation and reconnaissance aircraft.
• Su-27KPP is a carrier-based two-seat jammer aircraft.
• Su-27KTZ / Su-27KT is a carrier-based two-seat tanker aircraft.
• Su-33UB / Su-27KUB is a carrier-based two-seat combat training aircraft based on developments on the Su-27KT and Su-27KU. A flight prototype was produced in the amount of one unit. The project is currently closed.
• Su-33 is the designation of the Su-27K fighters from the time they were put into service. The aircraft are part of the aviation group of the heavy aircraft-carrying cruiser Admiral Kuznetsov.