"The way to the pier" (Su-27K/Su-33)

Article from the book "The Su-27 The Birth of Legends"

 

Design of ship modifications of Su-27 (code T-10K) was launched in 1971 with the bureau, that is, almost simultaneously with the beginning of the underlying work, the basic version of the aircraft. Thus, carrier-based aircraft, "grew and developed," keeping track of all the vicissitudes associated with changes in their "land" equivalent. On the other hand, its development inevitably had a significant effect on the progress of work designing an aircraft carrier for which it was intended. The first phase of these studies has been associated with development in the bowels of the Ministry of Shipbuilding Industry (SME) project the ship under the symbol 1160 (code "Eagle"). Neva was the head developer of the PCB, which offered the construction of the multipurpose aircraft carrier with a displacement of about 80,000 tons, with a nuclear power plant, with three steam catapults and aircraft group of the order of 60-70 aircraft for various purposes. Along with the aircraft (AA), at the request of sailors on a ship called for the installation of impact of missile weapons in the form of a complex anti-ship missiles (ASM) "Granite", apparently, that's why it was called officially not an aircraft carrier, and the "aircraft carriers". By 1971, this work reached the stage of pilot project, and the military was necessary to refine the data on arms ship aviation component.

In this regard, the decision № 138 from MIC June 5, 1971 more specialized bureau of MAP (Beriev, Kamov NI, Mikoyan, Sukhoi,) was ordered to develop and present in 1972 year pilot project of specialized airplanes and helicopters, designed for deployment on the ship's draft 1160.As a result, in July 1971, the Design Bureau PO Dry from the Air Force received the first document: TTZ pilot project to develop a naval fighter, and after him, until February 1972, three more TTZ - the development of specialized naval aircraft: attack aircraft, reconnaissance, target designator, and a heavy fighter.

At the initial stage of the projects in the department considered various Sukhoi aircraft layout circuits, including, and very original, distant enough from the original layout of the integrated Su-27s. But later, it was decided "not to be sprayed," and together work on the topic in one by creating a "family" of aircraft ship its appointment. As a result, by the end of 1972, the bureau released preliminary design combined under a common cipher "Buran", which included projects:

- Shipborne Su-27K ("Lightning-1")

- Shipborne attack aircraft Su-28K/Su-27Sh ("Storm")

- The ship's scout Su-27KRTs/Su-28KRTs designator ("Pennant")

- Heavy naval Su-29K ("Lightning-2").

All these aircraft were based on the layout of the T10 / 3, which at that time was the base for the development of a "land" Su-27. In this case, to reduce costs, assumed maximum unification with the base plane, the differences were only address functionality and features based on the deck.Aircraft take-off was effected by means of a catapult, this was supposed to strengthen the nose landing gear and equip it with the leash. For landing without leveling with the link for the cable arresting gear was required to further strengthen the landing gear and aircraft equipped with a brake hook. And to reduce the overall dimensions of the aircraft - to realize the folding wing.

By the end of 1972, the bureau have issued material on the "Buran" in the book, and sent her to the ministry and in industrial research institutes - for advice. In this book include MAP in general, "documents" intended for the presentation of the military as a pilot project aircraft carriers, etc. 1160.

Review of materials pilot project took place in mid 1973, but the end result was somewhat unexpected. The fact that the matter was taken to the level of the Politburo. Supervising the military-industrial complex Secretary of the CPSU DF Ustinov opposed the construction of such a large vessel, recommending that the military "moderate appetites." As a result, developers had to ship in NPKB start a new "iteration step", with a decrease in the dimension of the carrier. The new project vehicle, developed under the codes 1153, intended to reduce tonnage to 70,000 tons, ~. When you save a nuclear power plant, the dimension reduced primarily by reducing the air group and the number of exam-

console.

As a result, April 11, 1974 at the regular meeting of the Presidium of the USSR Commission for Military-industrial issues was adopted Decision number 93, and two weeks later came the order to the appropriate branch of MAP № 177. The document said:

"Having, in accordance with the instructions of the Central Committee the development of ships, aircraft armed with a horizontal takeoff, as well as the modernization of the ships being built with air armament, the Commission ... accepted the offer ... to develop a technical proposal on the ship with the aircraft with catapult take-off (Cruiser ... etc. 1153), armed with 30 deck fighter or attack aircraft with catapult take-off, 16-20 CD set of "Granit", 2, SAM M-22 96 missiles ... "

According to the Decision MIC provided:

"MAP - ensure development in Q1 1975 by TK MOs ship project in 1153 tehpredlozheny by:

- Deck aircraft with catapult takeoff on the basis of the MiG-23 and Su-27;

- Deck aircraft with attack aircraft catapult take-off based on the Su-27;

- Deck the helicopter radar patrol on the basis of the Ka-252 ".

Thus, there was a decrease not only the size, facial features and the fleet: now instead of four Sukhoi aircraft wondered development of only two new machines: the fighter and attack aircraft.

Following this decision, in July 1974, the Air Force issued the PO DB Two new dry TTZ. In accordance with these documents by February 1975, the OKB was prepared and executed, "Technical Proposal" Buran-75 "to create two types of naval aircraft - the Su-27KI (" Lightning ") and Su-27KSH (" Thunderstorm " .) In March tehpredlozhenie sent the chain of command to get the advice and for presentation to the customer. What were the ship's version of the Su-27 at this stage?

As before, both aircraft were developed based on the "current" working arrangement of the Su-27, which at that time was the T10 / 8. Differences from the base of a "land" the aircraft by the specific deployment. For use with decks on both aircraft anticipated installation of the brake and hook reinforced chassis. The need to strengthen the chassis was determined by two main factors: the growth of the calculated values ​​of the mass of the aircraft and a much more stringent compared to ground counterpart, the conditions of application of load during landing.

As for the masses: it is clear that "omoryachivanie" Su-27 could not pass the "gift", the aircraft was bound to potyazhelet, but at this stage, possible weight gain was assessed very optimistically.For example, for the ship's fighter planned to "keep" just in AG = 365 kg.

As a result, for the Su-27KI Empty weight was estimated at 13 715 kg, and Su-27KSH - to 14 570 kg. However, even with such optimistic assessments on the weight of the empty aircraft, significantly grew the calculated values ​​normalnogo1 and maximum takeoff weight. Thus, the Su-27KSH normal take-off weight increased compared to the Su-27 for 5 tons and 25.5 tons. And since the chassis on both

variants of the aircraft was unified, it will inevitably require strengthening.

Compared to the "land" Su-27, at Su-27KI/KSh an opportunity to reduce the diameter of pneumatics: the front wheels of the support used spark 600x155 mm, and the main pillars - the wheel of 930x305 mm. To reduce the transverse

the size of an airplane hangar at basing on the deck, wing folded, the axis of folding took place at a distance Z = ± 4.85 m, ie flap along the edges, providing a transverse size of 9.3 meters.Otherwise, the airframe design, composition, equipment and weapons, the Su-27KI practically no different from the "land" Su-27, except for use in a system

Management autothrottle and applications in the PNA, "ship" RSBN "Resistor-B."

But for the Su-27KSH, based on its destination, the amount of change was much greater. First of all, it was a two-seater in which the two crew members were located in the cockpit on a "next".As part of the avionics full-time surveillance and attack system C-27, which includes radar and infrared detection system, were replaced by a system such as "Puma" 2, optimized to work on the ground (surface) targets. Its membership should include a multifunctional radar, passive radar and optical quantum station "Kyra 12." SD of class "air-to-air" in the nomenclature of weapons left only missile K-27E and K-73, but have substantially broadened the composition of guided weapons of class "air-surface". As the main weapon for action on surface targets considered anti-ship missiles X-12, except that provided for the use of SD-type X-25 X-29 X-58 X-59, etc. The maximum bomb load was 6 tons.

Among other documents submitted by the rest of the work, "Tehpredpozhenie" on Su-27KI/KSh were submitted for consideration by the military for the protection of the technical proposals on the ship project in 1153.

Again, as for the first time, further work on the Su-27K were held hostage to the struggle that has unfolded over the "fate" ship. The main actors of this "fight" again, as for the first time, were the DF Ustinov, who for

this time was appointed Minister of Defense and Commander of the Navy SG Pots. That's what they write and V. Balakin, S. Zablocki about the history of the first Soviet aircraft carrier: "The design process ... complicated by a number of unforeseen developments and requirements to the ship itself Navy Commander and the constant pressure from the defense minister. The lack of guidance instances consensus on the future shape of the vessel, the incompetence of a number of influential officials, as well as their constant interference in the development process, not the best way compromise the quality and timing of work. " We will not recount here all the vicissitudes of this process, anyone can go to the fountainhead. We mention only that relates directly to the history of the Su-27K.

April 30, 1976 the Resolution of the Government "On the creation of large cruisers with air armament," according to which works on designing aircraft carrier project in 1153 to be completed by 1977. In accordance with this decision, according to the order № 292 from MAP July 7, 1976, EDO instructed to develop in 1976, a Su-27 draft design of the ship's aircraft catapult take-off of the Su-27K fighter aircraft and options in attack aircraft. At the same time asked for shipboard work and version of the Su-25K. Dates of work: conceptual design of the Su-25K - 1976, Su-27K - 1977 year, the construction of experimental aircraft - in 1978, the construction of the initial batch of aircraft - in 1980.

In accordance with the established order of priority in 1976, the Design Bureau started designing naval Su-25K "Hornet", but due to "leapfrog" associated with the ever-changing requirements of the ship (mostly in terms of its dimensions and composition of the air group) , work was delayed.Protection of preliminary design was held in August 1977, after which the

general topic was closed "due to irrelevance." Obviously, under this understanding should cease work on the ship project in 1153. For the same reason, ie, due to the uncertainty of the situation around the aircraft carrier, the work on Su-27K in 1976-78 years in the bureau were almost frozen. There has been a revival towards the end of 1978 , when the MoD leadership finally agreed to ship the next version, of course, to decrease its dimensions.

October 13, 1978 was published a new government decree, under which the Nevsky PKB was instructed in the 1979-80 years to develop a conceptual and technical designs, etc. TAvKr 1143.5, and Air Force and Navy to prepare for the establishment of the TTT aircraft for its air group. In accordance with this document, in December 1978, the Air Force was sent to the EDB project "77T to shipboard fighter Su-27KI," and a month later - the project "TTT for military training aircraft of the Su-27KU ...".

In the conceptual design of the Nevsky PKB, 1979, Project 1143.5 ship seen in several versions with different displacement, number of catapults (1-2) and the composition of the air group. The possibility of basing from 44 to 52 aircraft, including from 12 to 32 Yak-41, and 16 Su-27K, 4 to 8 aircraft anti-submarine warfare and radar watch, and Ka-252 different versions - from the 12 to 24 units. It is interesting to note that the MiG-29K in these documents never mentioned.

In 1979, the Design Bureau began a new phase of work on a ship theme. During the year the bureau produced and released a preliminary design for the single-seat Su-27KI double and combat training of the Su-27UBK. Naturally, as is the case with the sketch project of the Su-27UB, there were taken into account the latest changes in the layout of the base plane. From this point of view, single-and double version of the ship's fighter is almost entirely consistent with his "land" counterparts. However, there were also some differences. For example, according to TTT, the ship's fighter envisaged flight refueling system, in the SUV was supposed to enter the optical sighting system and TV (OTPS), and along with regular ASP used on the Su-27, proposed to study the possibility of inclusion into the arms of guided weapons: UR class "air-surface" type of X-25 X-29 and anti-SD-type X-31 P.

In the bureau tried to the fullest to meet customer requirements. In the right compartment of the aircraft podkabinnom zakomponovali Installing the boom refueling. With optical-television station went "overlay": place on board a full-sized version of a fighter station, such as the current LTPS type "Kaira" and promising the station, "Rowan" is not possible due to large volumes and masses of equipment, so the OTPS in OKB "replaced" the usual OEPS (OLS). In this case, to improve visibility offered to remove the piece from the OLS usual place in front of the cockpit canopy and execute it in the version with two separate optical sensors that are placed in the air intake on their outer side. On the other hand, some of the items TTT were even "surpassed." For example, to increase the payload on the aircraft increased the total number of external stations to 11 and the maximum combat load was adjusted to 6.5 tons (at a given by TTT at 4 tons). Declared to the possibility of suspension for

plane from 5 to 6 SD-type H-25/H-29L/S-25L laser-guided or 7 SD-type X-31 P. However, for the use of missiles needed to hang on board specialized containers:

- For SD and laser seeker - container "Spotlight";

- X-31 to P - container "Progress-N"

Otherwise, the differences were related to the specifics of "ship" home. To ensure the planting of high vertical velocity on a plane provided strengthened landing gear. Front support - a fundamentally new design, with telescopic stand and spark wheel 600x155 mm. The main pillars - the wheels of normal size 1030x350 mm, but with the increased speed of depreciation. Bus - with a high working pressure (to allow operation on aircraft carrier deck). On the front of the support to set up special units - starting a leash and a device for mounting zaderzhnika providing automatic docking with the catapult and the implementation of catapult takeoff. The aft fuselage is located arrestor hook, designed to hook the cable arresting gear. To reduce the landing speed was supposed to "strengthen" the mechanization of the wing through the use of "addition" to the flaperon hangs aileron. To reduce the size by basing on the hangar deck of the Su-27KI "on-cut" in height keels, and the needs of the area of feathers "made it" through the installation of nacelles on ventral fins. To reduce the transverse dimensions of the wings folded. The axis of folding rotary part was at a distance of Z = ± 4.85

m in scale, that at a minimum of modifications of the original design provided a transverse size aircraft with folded wings 10 m. In this case, on the hangar deck could be placed in one row of three aircraft, this meant the possibility of accommodation on board the ship to the 16 pieces Su-27KI/UBK .

Separate section in the materials of preliminary design was a comparison of the characteristics of the main deck Su-27KI/UBK with the U.S. Navy fighters - F -14 and F -18. Of the submissions indicated that in their performance characteristics, the domestic fighter successfully opposedTomcat and has the advantage over the Hornet. Draft project in December 1979, sent to negotiate the chain of command. In March 1980, the material has been officially presented to the Air Force, and the protection of the project was held in June 1980.

The final summary of the commission, headed by Colonel-General A. Tomaszewski, was positive: "The draft of ... approve materials ... project as a basis for further development and implementation of ... Aircraft ...». However, it was noted that the Su-27KI still far inferior to the missile combat fighter F -14, equipped with modernized SUV AN / AWG -9 D , has a range of 180-200 km. In this regard, it was recommended: "... it is advisable to ask the established pattern of work to create BBG II phase of the C-27UM "... Anticipating these comments back in April of the same in 1980, the Design Bureau was prepared Tehpredlozhenie Su-27K with a modernized C-27M SUV, which was formalized as an addition to conceptual design.

Meanwhile, the leadership of Defense continued to remain "invisible battle" for the fate of an aircraft carrier. In 1980 he began a new phase of her, the defense minister once again tried to "crimp" on a ship displacement - this time by eliminating the installation on board of the catapult.In support of this thesis used the proposal on the implementation of short takeoff aircraft with ski jump, located in the bow of the ship. In the year 1980 on orders from Defence R & D organizations the Air Force, Navy, MAP and ICP was performed a number of design study, which confirmed the technical feasibility and practicality of such a decision. It was argued in particular that the application may limit the displacement jump ship a total of 45 tons.

As a result, the spring of 1981 it was decided to pilot test the possibility of a springboard to take off in the Crimea under construction ground test a training complex ("NIUTK", commonly just "NITKA"). Pursuant to this decision on the airfield Novofedorovka (Saki), in addition to already being built here the ground stand, including a catapult and arrestor block, began building an experimental jump of T-1, imposed deadlines - June 1982. EDO PO Sukhoi Design Bureau and AI Mikoyan was ordered to build prototypes based on the Su-27 and MiG-29 flying laboratory (LL), intended for practicing short takeoff.

In the Sukhoi Design Bureau to be used as it was decided to isolate LL third prototype of the Su-27 - T10-3 machine. In July 1981, approved the "Plan of joint work ... to simulate a springboard takeoff experimental aircraft "JUT-10T", created on the base plane "10/03." It was envisaged to finalize T10-3 in April 1982, to fulfill circled in May 1982 and June 1982 to begin the first phase of work on the springboard.

By 1982, managed to finally agree in all instances of the basic elements of a future aircraft carrier.

Government Decision of 7 May 1982 were officially given the construction of TAvKr etc. in version 1143.5 with springboard takeoff. One of the paragraphs of the document called for holding in the 1982-83 years of R & D to test the short takeoff aircraft MiG-29K, Su-27K, Yak-41 with jumping and landing with the use of arresting gear. MAP Order dated May 24, "broadcast" the main provisions of the document in relation to the aviation industry organizations.

Because of delays related to the state tests of the Su-27, actually practicing T10-3 as the AA was started in July 1982. Revised aircraft was minimal: the fuselage established a special unit to secure freelance retarding ustroystva6, paved the way for cleaning brake flaps for landing gear, moved the power button start braking on RUS and replaced the knobs on the bailout K-36D to "break" (without locking levers). Lead engineer on the car was VE Shlykov, an assistant to him - SAFrolov, a leading test pilot assigned NF Sadovnikov, and "backup" VG Pugachev. Before the start of flight testing pilots envisaged in case you can not work out the structure refinement of techniques have been zaderzhnikov short takeoff from the springboard for flight stands in EDO and TsAGI. In the first stage was to work out the takeoff from the springboard, and before that - just work out in full afterburner takeoff (PF). SA recalls Frolov: "Before that, in afterburner at 10 the framework of no one taking off. We did not even display afterburner. There was just firing up the afterburner light, and this is what Fast and the Furious - is unclear: the minimum and maximum? Shlykov demanded another indicator - Provisions sash nozzle. Finalized and the car was distilled in Zhukovsky, began working off-off in afterburner.

Kerosene was poured into the car for a minimum of 3 tons, the take-off weight of about 18 tons.Performed first job - was very "spectacular" - dynamics of growth velocity at takeoff is quite different, and very large angles of pitch on takeoff. When we started to develop a program started in LII "nix" - no one else had ever seen. Performed 2.3 flight. The noise has gone to Moscow. I am all summer, "was wound" between the bureau and Zhukovsky - preparing for this work. "Drag" of EDB in LII secret posters for metodsoveta, went "beyond the gates" of the plant and the An-14 flew in the FRI, there and back. One day with me in the same manner flew Zaks, Samoilovich, Kolchin, yet someone from CB - look at the flights. Taking off from runway-2, because the runway-1 repaired. We stood in the "bottle" and from there looked at the plane.Picture - the plane is at the end of the runway are visible only keels, then the pilot makes all the gas and breaks into a "mirage", and then there comes a plane - and once as a planned projection - almost straight up - pitch degrees under 70! Kolchin with said phrase: "I realized that I lived a life not in vain ..."

They returned after a Ahtubmnsk as Saki airfield was not yet ready to work on the trampoline.Again began to perform takeoffs in afterburner. Gardeners - he has a very interesting technique of flying. He did everything extremely "soft." Short run-up - 300 - 350 m, then the gap and climb at high angles of pitch, and then poluperevorot, flip, and landing approach. But Pugachev, he piloted the other - immediately after takeoff, he pulled the half-loop, and immediately after landing.Sazonov chastises him for it, "Who taught you so?" And it is justified - "I rate increases, I'm her" pressure "pitch, pressure, and look, already polpetli ... Already, press any longer. " We stand as something to Sazonov, look at this take-off, and near the leading Mikoyan says defiantly: "Yes, they say, they poured a little fuel" maketh ". A Sazonov, take it and say: "This fuel would be enough for us to fly from here to Moscow." ... Soon after, we flew to Saki. " 
specify the dates: July 20, 1982, NF Gardeners began practicing at the T10-3 at the FS-off in the FRI, July 28, he moved the car to Akhtubinsk, and August 16 - from Akhtubinsk in Saki. It had to perform the bulk of the program - to confirm the possibility of short takeoff. August 20 was made ​​its first flight on the program - take-off on the PF, and on 24 August - the first taxiing to test the retarding device called a "Zaderzhnikov." Zaderzhnikov design was proposed in the Sukhoi Design Bureau, but to experience their full no time. At the first testing it was found that when the output engine afterburner mode, T10-3 "rode" on the band, along with base plate, which were installed zaderzhniki. SA recalls Frolov: "We need to somehow keep the plate - have asked the military to the local military unit, an engineering tank. Ropes fastened to the tank this slab at a distance - 50 m. It sits a driver. Shlykov said to him: "get out", and he does not want. Something like "dragged" him. When T10-3 was released on afterburner - a tank, "smoked", but the effect is achieved - plate no longer rides. To touch the tank was not - is hot. We must do something, otherwise "spoil" the car. Agreed with 'shipwrights' - they hastily made ​​from pieces of skin, which was used in the construction aerofinishernogo economy bump. We returned after lunch - everything is ready. " 
August 27 conducted the first successful taxiing with zaderzhnikov, the same day - to take off from zaderzhnikov PF, and the next day, August 28 - the first takeoff from the springboard.Aircraft weight was 18.2 tons, the length of the takeoff run - 230 meters, the rate of descent of -222 km / h. In further tests take-off weight was adjusted to 21 tons, the takeoff distance - up to 142 m, and the rate of convergence up to 180 km / hour. Results from 21 August to 14 September 1982, at T10-3 was performed 17 short takeoff from the springboard, but NF Sadovnikov, the flight involved VG Pugachev, A. Isakovi VG Gordienko. Along with the T10-3 similar works executed by the Su-25 (T8-4), and in parallel with the Sukhoi Design Bureau test on takeoff from the springboard OKB Mikoyan exercised. The prototype MiG-29 copy number 918 was made ​​15 full-scale works with T-1 (the first take-off August 21, 1982), including 2-off with full tanks, flying performed AG Fastovets, AV Fedotov BA Orlov. Thus, for aircraft such as Su-25 Su-27 and MiG-29 was confirmed by the possibility of short takeoff with a running start jump with a distance of no more than 180 meters, as a result, the project was given the "green light". In the second half of 1982 on the ship subject to the bureau received an additional impulse: June 30, came from the Air Force project TTT on the Su-27K. The military approached the issue purely practical. The main task of the fighter was declared the implementation of defense orders, a key requirement - to provide at a given distance from the ship set time loitering with the acceptance suspension option "-air". However, despite this, along with SD-class "air-to-air" on a plane, it was proposed to ensure that the enormous range strike weapons, including SD-class "air-surface" - from the X-25 X-15, inclusive, and the maximum mass combat load 8 t! The Design Bureau started the process of matching documents, was being developed in parallel to complement conceptual design and project the government decree on the establishment of the Su-27K. By March 1983rd prepared by the Design Bureau "Supplement to the conceptual design of the Su-27K", which is sent out in advance the chain of command to obtain the necessary conclusions. Note that in this case, unlike the Su-27KI, Su-27K was called not just "ship." And "multi-role fighter ship." DB tried to maximize the customer's requirements into account, the new conceptual design was presented with the upgraded aircraft SUV and PNA, and extensive range of weapons, placed on the 14 (!) Hardpoints (four additional points were implemented for the suspension of options ur class "BB" by replacing two full-time lodfyuzsglyazhnyh points on two parallel lines-of-two missiles each). By year-end was developed more "advanced" version - released on multiple Tehpredlozhenie Su-27K in options with the engines, "ed. 20 "and" Vol. 79 "(work designation Su-27km). It is clear that the engine change is inevitable, "pulled" would entail substantial improvements to the airframe, it is not surprising that in practice, this project is generally not considered serious, it should be regarded only as an application in the future, the design of possible future options for upgrading the aircraft. 
"grim" really puts more mundane tasks. By 1983, still "open" question has remained with the experimental testing based on the deck. To test aerofinishernoy planting to be used is the same T10-3. By the early summer of 1983-th to finalize it and installed a freelance HCHF brake hook.Since that time the machine is already almost fully developed service life, the next test it was decided to restrict only the ground work, ie taxiing to the "hooks" for the arresting gear cable.Thus, T10-3 from M into being the ground stand. June 16 AA Ivanov flew after the car made ​​improvements, and June 23, 1983, he moved the T10-3 in Moscow in Saki, this work is the latest in the "flying career," the aircraft. 
The beginning of works was delayed due to revisions arrestor block. "The act of launching complex of readiness" for object "NITKA" Navy Commander SG Gorshkov, signed on July 22.August 11, 1983, NF Gardeners performed at T10-3 the first two taxiing with a hook for cable arresting gear, all between August and October on the plane was made ​​32 runs. In addition, the already "behind the curtain" test, it was decided to hold the machine testing of the barrier "Svetlana-3 '. October 28 test pilot, GN Shapoval, after the crackdown carried out on T10-3 entry into the grid emergency retraction of the barrier. The tests were unsuccessful, the aircraft was severely damaged joints of fuselage with air, planes, wings and vertical tail. Work had to be suspended, put on the car improved. 
To perform tests on the springboard in 1983 brought two more aircraft - T10-15 T10-20.August 6-8, both these machines was distilled at Saks, where they were met by several ups jumping the T-1, including one "pair", simulating a real job on TAvKr, ie carried out by mutually intersecting trajectories, obliquely toward the axis of the ski jump, and with minimal time between the two planes. So trying to assess the safety of takeoff if necessary, recovery of aircraft from the ship into the air for a short time. In the course of these studies 10-15 and 10-20 was carried out one more, "ostentatious" event - flights aerobatics to familiarize themselves with the new technique the high command of the Air Force and Navy aviation. In flights of naval subjects participated in Saki NF Gardeners, VG Pugachev, IV Votintsev. In parallel with the Sukhoi design bureau similar studies conducted in 1983 and OKB Mikoyan on two experimental aircraft: MiG-29 and M № 918 MiG-27, number 603. According to the results of these studies was confirmed efficiency unit BS-2, travel distances of aircraft arresting gear with no more than 90 m. 
During the entire 1983 to continue the "utryasanie" TTT and as a consequence of the "side" of the Su-27K. Initial optimism about the multi-purpose shipborne aircraft is gradually replaced by a more sober approach, based on the consideration of real opportunities and deadlines of work on the experience of previous trials of Su-27, it was decided that getting in on time working model airplane is preferable to the prospect of Tightening deadlines associated with working off fundamentally new equipment and weapons. On this basis, towards the end of 1983 decided to abandon the already prepared variants of deep modernization of the Su-27K and choose to further design a simplified version that most closely matches the composition of systems, avionics and weapons to the original "land" the aircraft. This position was supported by the MAP as a result, it is in this vein has been formulated and the final draft government regulations aimed at the adoption of the MIC. 
Now a few words about who exactly carried out in the guidance bureau works on naval matters.At the initial stage of design work carried out in a team 100-1 (V. Nikolaenko, Head), and since 1973 have been transferred to the brigade 100-3, which was led by LI Bondarenko. Leading from the department projects a ship theme was appointed Sat Smirnov. Since 1975, he was promoted to the rank of chief engineer and designer on "K" in the entire KB, with the subordination of the deputy. Chief Designer of DC Samoilovich. In fact, during this period SatSmirnov, served as head of the subject. 
In the "fighter" team 100-3, where the design work carried out on 10K, in 1978 became the new chief of VI Antonov, and since 1981 - BC Prisyajnyuk. 
In 1983, after a change in leadership bureau, the new head of the theme was appointed KHMarbashev that was formalized by order of MAP of 19 December 1983, under which he was promoted to deputy chief designer. 
The department projects the lead on 10K in 1983 became MA Poghosyan. In 1984 he was succeeded by BC Prysyazhnyuk as chief of the brigade 100-3, namely the period of his leadership team in 1984-87 GG dropped most of the work associated with the implementation of the working draft of a ship theme. A new lead designer of 100 on 10K in 1984 became the CIO.Yaremenko. 
By order of the constructor, in January-February 1984, ie on the eve of the official start of work on 10K, 100 department were issued initial guidance documents for the detailed design aircraft - the "face", "Initial data for the design" and "The weight limit for the design of the Su-27K."According to the established limit, the mass of empty 10K at this stage was estimated at 18 400 kg, thus, increase associated with the "omoryachivaniem" and implement all the requirements of the TTZ was estimated - by 2 tons. 
April 18, 1984 was published decision of the CC CPSU and the USSR , entitled "On creation of the ship's fighter Su-27K." According to this document, EDB PO Sukhoi was ordered to provide a presentation of the prototype of the Su-27K NASH in 1986. Pursuant to the decision provided by the Sukhoi Design Bureau (in cooperation with production plants) make in 1985-86 GG three experimental Su-27K (two flying and one for static tests) and a technological model, designed for practicing placing the aircraft on deck. In addition, the DMZ was set in 1986-87 make the initial batch of 20 Su-27K units. Individual paragraphs of the document provided to work for a integrated simulator, as well as to develop educational and military aircraft to the Su-27K. Thus, since 1984, working on naval topics, finally went into action, the bureau began preparations for the detailed design. 
Another factor that greatly influenced the technical configuration of the Su-27K, and all of his fate, was the fact that the creation of the ship's fighter from the very beginning has been put on a competitive basis. For two and a half months before a decision on the establishment of the Su-27K, January 30, 1984 published a similar decree of the Government in respect of Mikoyan design bureau, which was set to create the ship's fighter based on the MiG-29. Since two similar aircraft "place on the deck" of the domestic carrier in both literal and figurative sense, it was not enough, in fact, such policies have led to fierce competition between the two design bureaus. In the period 1984-90, GG, when was a question about what kind of car would take "a place under the sun", between "mikoyanovtsev" and "suhovtsev" turned serious struggle, both politically and in purely technical terms ... 
Because the conduct testing of all elements of the carrier-based on the T10-3 in full is not possible, in 1983, the Sukhoi Design Bureau, it was decided to finalize the topics to ship another prototype. By the end of the year in the bureau was prepared by "Face the aircraft T10-25".Testing machines scheduled to perform in two phases, respectively, and revised it was decided to implement in stages. In the first phase, the aircraft was increased NCHF and nose landing gear and brake set in HCHF hook. Provided for the revision and flaperons, with an increase in their size and deflection angles. 
Refinements completed by the summer of 1984, in July, T10-25 was handed over to FOX. Lead engineer on a plane designated GG Smotritsky. August 3, NF Gardeners for the first time lifted the car into the air and on August 17, immediately after the IFP, he moved the plane to Saki. In the period August 21 through October 18 aircraft was tested on a set of Threads, in was attended by NF Gardeners and Tues Pugachev. During this time, T10-25 completed: 
- 160 approaches without leveling with the departure of the second circle {first job on August 21,
NF Gardeners), including 105, touches the block BC-2, including 44 approach to tapping in the automatic mode 
- 13 rulezhek with a hook for cable arresting gear (the first work on August 23, NF Gardeners), 
- 9 landings with a hook for cable arresting gear (the first work on August 30, VG Pugachev) 
- 19 take-offs from the springboard of T-2 and T-1 (first job with T-2 - September 3, NF Gardeners). 
In August, in conjunction with T10-25, a ground stand to work out snags the cable arresting gear used plane T10-3, which has been carried out with ~ 20 rulezhek hook. Mikoyan Design Bureau in 1984 for tests on naval topics started a little later, the first rise of the MiG-29 № 918 from the springboard of T-2 VE Mening-cue completed October 1, 1984. 
Upon completion of testing on a set of Threads, T10-25 in distilled Axhtubinsk. Unfortunately, in the course of further work, the aircraft was lost in the accident. According to the story, NFSadovnikov, the aircraft was in an inverted spin, and its strongly negative overload "pulled" from the chair. To "derzhek" catapult he reached with great difficulty, they just caught in the outermost phalanges. In this situation, he was able to eject only because a plane standing 'ships' K-36DM seat with handles bailouts without locking levers. 
In the period from October 29 to November 5, 1984, EDO defended a material addition to conceptual design for Su-27K. The event is a bore to some degree "ritual" in nature, as of the date of the relevant documents to the bureau's been half a year, and during that time managed to significantly change even the "concept" aircraft. Confirmation of this was the final approval of the military TTT on the Su-27K on October 23-25, 1984, just before the start of the commission!Moreover, unlike the earlier version of TTT, the latter was designed not as a separate document, but only as a supplement to the TTT in the Su-27KI of 1979. Nevertheless, all the formalities have been met: the results of the commission writing the appropriate protocol, which scrupulously observed all the comments the military, and the OKB developed measures to address them. In February 1985 the protocol was approved by the Commission layout Commander Air Force and Navy. 
Getting a working draft of 10K was appointed in January 1985, at the end of 1984 in DB ended last preparatory work: clarification went layouts, production design-power circuits, and etc. The fact that the results of tests 10-25 several comments were made ​​that it was necessary to work out as quickly as possible in the layout and design of 10K. For example, confirmed fears about a bad review from the cockpit of the Su-27 in the direction of the runway while landing "on shipboard", ie to "cool" glide path. And this, given that 10-25 did not have the cowl hood canopy in front of OLS. As a result, in the fall of 1984, 100 department to work out the various alternatives. The situation appeared so serious that even considered an embodiment of the deflected by planting GChf. But, ultimately, cost the minimal modifications: to improve visibility from the cockpit in the forward-and-down seat pilot "lifted" in the cabin, together with the floor and shifted along the back of the cab forward. and add.

















The decision to install on the aircraft canards could lead to the disruption of deadlines, as entailed the need for significant improvement in the area of the fuselage frame tank number 1 change naplyvnoy area of the wing, which was mounted canards, as well as major changes to the system of management. However, the "most interesting" was yet to come. At the turn of 1986/87 GG M. Simonov, takes a new, more serious decision - to reduce the space plane to a hangar deck, the axis of folding of the wing from a distance of Z = ± 5,3 m to move closer to the side of the fuselage, at a distance of Z = ± 3,52 m, and do not just wing-folding, but also the stabilizer! 
It is difficult to say how much from a technical point of view, it is justified that decision. The reasons lie in a purely "political" of the plane, let us recall that at this point was in the midst of "confrontation" between the Sukhoi OKB Mikoyan and in the struggle for "a place on the deck" under construction, etc. TAvKr 1143.5. According to the memoirs, MP Simon, the immediate cause that pushed him to such action, the Board was holding the MAP, which discussed the continuation of works on naval matters and on the specific composition of the aviation group. 
In the ensuing debate, each of the rivals fought hard to the concept of its own aircraft. The advantage of the ship's version of the Su-27 were greater than the MiG-29K combat load, the best field surgery and better performance for range and time patrolling on a given turn. OKB Mikoyan put forth as reasons best features of the avionics and armament of the MiG-29K, unified with the MiG-29M, and the smaller dimensions of the aircraft, which provided basing on board the ship used on lshego number of aircraft. In this regard, seriously discussed the issue of termination of work on the Su-27K, it was after that, on the initiative of MP Simon's Sukhoi Design Bureau started to rework the wing and tail. 
In this situation, MP Simonov, general designer like, did his best side. He firmly and consistently to achieve victory "on points", proving the benefits of his plane, and pushing, in response to comments by opponents, their own evidence. The promise of the designer to reduce the transverse dimensions of the Su-27K with a folded wing to the level of the MiG-29K fighters for the military was still more than one argument in favor of "Sukhovskaya" machine. 
However, the practical implementation of such improvements was quite a challenge. In terms of design, moving the axis of folding outboard, a zone of large values ​​of bending moment, clearly led to an increase in mass, but it was necessary to revise the design of the flap, because the axis of folding now passed right through him. The situation was complicated by the fact that by that time the bureau has already begun detailed design on YM and "spare capacity" needed for such work was not simple. Thus, maintaining deadlines seemed quite problematic. In this situation, MPSimonov took a number of ingenious solutions: 
- Further development of 10 K-1 to carry out in stages. In the first stage - to a limited extent, with the installation of canards, wings of doubles and the ordinary, neskladyvayuschegosya stabilizer, while the second - the staff of the wing and stabilizer. .., 
- accelerate access to the testing of the second flight copy machine to do it, "castling", and to build a 10K-2 based on the airframe static machines 10K-0. Completion 10K-2 to perform step by step, just as suggested by 10K-1, but with the installation on the aircraft avionics staff, including the armament control system. 
- RKD 10K on the new version, equipped with canards, with a finalized wing and tail surfaces, perform, mainly by the branch bureau in Komsomolsk-on-Amur, with the end of the work in the first half of 1987, and implemented a series of static test of strength in the first instance of serial aircraft. 
The main purpose of all these activities is the maximum acceleration phase of LCI 10K. in order to further strengthen the position of the Sukhoi Design Bureau in the "dispute" with OKB Mikoyan. In the meantime, "suhovtsam" had to put down yet another "tick" in the list of mandatory measures prescribed by the procedure of creating a new aircraft - it was necessary to commission a layout of the Su-27K. In May 1987, the bureau through the MAP formally submitted to the Air Force model aircraft. As a layout using the modified prototype T10-20, which had already completed the bulk of the test program. On the machine dismantled wing and stabilizer, establishing their place layout, made ​​of wood. Implement all the other distinctive features of the ship's aircraft, such as CHR, hook, new landing gear, refueling boom, etc., on the model did not, finding it unnecessary. The fact is that by this time in LIC bureau in the town of Zhukovsky was already in "Alive" Su-27K - first prototype machine, "and literally next to the layout of the assembly shop was the second plane T10K-2, which were the assembly- assembly work. Those who wish to evaluate the features of the machine could do it right on full-scale copy of the aircraft ... 
development at the 10K-1 was completed in April 1987, the aircraft was moved in May to the airfield FRI. Lead engineer for testing aircraft was appointed GG Smotritskii. May 22, 1987, NFGardeners performed at 10 K-1 taxiing first, but later, during ground castings, there was a regrettable delay associated with the destruction of the glass OCHF. Analysis of the causes of this incident and fix breakdowns took quite a long time, delaying the test by more than two months.The first flight of 10 K-1 Tues Pugachev executed August 17, 1987. VIP aircraft had NFGardeners, they end machine was moved to Saks, where from September 8, 1987 at 10 K-1 program began flight tests. Emphasis was placed on the refinement of technique work on a set of threads - take-off from the springboard, landing without alignment with the hook the cable arresting gear. At the same time to evaluate the performance of the aircraft, determined by the load on the main elements of the frame and landing gear. The complex, to fly to the definition of the aerodynamic characteristics, refueling in the air, was used as a tanker 10U-2. Intensive testing of 10K-1 complex NITKA lasted until December 1987, pilots took part in flying, NF Gardeners, VG Pugachev, EV Lipilin, EI Frolov, AV Cool. December 12 car ferried back to Moscow for copyright examination. 
In addition, throughout 1987 continued flight testing of naval aircraft subject to 10U-2. This machine was carried out testing of an automatic landing, practice special-zapravki10 and in-flight refueling, taking off "pair" in the shortest time, etc. For example, in the spring of 1987, the T10U-2 to fulfill the program of flight research the possibility of the approach and landing without alignment using a laser system "glidepath-H," designed for landing on the deck of the ship at night.Test pilots NF Gardeners, Tues Pugachev, IV Votintsev, EV Lipilin and AA Ivanov performed 12 flights, each of them - 4-6 visits and 4-5 landings without alignment. 
In general, the tests were carried out by naval themes very hard until the end of the year on two planes involved in the program was carried out in a total of 403 flight Tue. hours, only to T10K-1 in the LCI Su-27K-241 flight, with the implementation of 387 landings, 199 of them - with the entanglement of the cable arresting gear. 
In September 1987 in Nikolaev was towed by road dimensions and mass model of the Su- 27K, modified from the write-off of flight operation of the prototype 10-27. In the future, this machine is used on board being built for testing systems TAvKr mechanization on the hangar deck of a ship, aircraft testing accommodation possibilities in technical positions, mooring, connecting various systems and communications, etc. It was found in particular that passage in the opening hangar, the magnitude of the gap height is insufficient, and the Su-27K had to reduce the height of the radio-zakontsovok vertical tail. 
Toward the end of 1987 in DB finished completion on the second prototype, November 29, the plane was moved to LII airfield, where they began ground testing and refinement. Lead engineer on the aircraft designated GG Smotritsky, and 10 K-1 was replaced by AF Sorokin. 17dekabrya
NF Gardeners performed at 10 K-2 taxiing, and December 22 - the first flight, just before the end of 1987 -3 flight PSI. The following year, 1988, after the end of the IFP, 10K-2 has joined a program to LCI. The main focus of the trials, as before, was placed on the testing of carrier-based questions. However, since the second experimental car, as opposed to 10 K-1, was a complete staff of avionics, it is now possible target mining equipment, including the SUV. In April 1988 the first 10K-2 was distilled at Saks, where she continued testing on a string. 10 K-1 by this time it became possible to replace the wing on the "home", with folding. Revised aircraft was completed in August, the 25th day of the VG Pugachev flew over the car, then from September 1988 to 10 K-1 re-connected to the test in the Crimea. Unfortunately, no further flight "fate" of this machine was short on September 27, when the next flight test program 10 K-1 crashed. NFGardeners managed to eject from the car incident, receiving a serious injury to the spine, resulting in a decommissioned with flight operations. Price crash - a broken life of a talented test pilot and first loss of the prototype aircraft ... 
In this situation, the whole burden fell on the future work a second prototype. Intensive testing of the machine continued throughout 1988 and 1989. In these works, in the first half of 1989 on an airplane, finally, put the "native" folding wings, and in June 1989 and 10K-2, among other exhibits shown at the airfield Kubinka CPSU General Secretary Gorbachev Gorbachev. In the period from August to September 1989, as part of the LCI and prepare them for Phase "A" GIS Su-27K, 10K for the tests-2 were connected to military test pilots from the 3rd control GNII MO-8 were based in Kirov (Crimea) - YA Semkin, VA Rossoshanskij, AI Fokin. They performed at 10 K-2 series of flight tests on a set of Threads, which resulted in an opinion was made. By the end of October 1989, ie by the time the "ground" part of the LCI in complex Threads, 10 K-2 was performed in a total of 479 flights. According to the results of work carried out at 10 K-2 
- were confirmed given the characteristics of strength, stability and control. 
- LTH confirmed, including in part the characteristics of maneuverability and acceleration capabilities of aircraft. 
- used landing operations in the whole range Operating weight, including take-off from the springboard with a maximum takeoff weight and landing on the arrester system with maximum landing weight. 
- worked out the possibility of in-flight refueling, vt.ch. at night. 
- Check the security department of missiles and missile motors for stability. 
- done testing of BBG during operations against aerial targets against the background of the sea surface and the transition "land-sea." 
- a check NCP systems in conjunction with ship systems, navigation and guidance systems. 
In 10K-2, works on naval subjects participated, and other aircraft. Continued testing at the 10U-2 to test the automatic landing system and air refueling. Given the loss of 10K-1, to reduce time and increase the "front-Test" occasionally used by experienced aircraft 10-22, -26, -38, -40, -41, -42. They were tested for the detection of SCM objectives against the background of the sea surface, the test for interaction tracking system "Spectrum" from the ship's systems of similar purpose, was worked out a system of automatic landing ship conducted overflights TAvKr "Baku" to determine if the approach and landing on aircraft carrier a real ship , etc. Along with the pilots bureau since 1988, these works are gradually brought military test pilots for their preparation used prototype 10U-2 and conventional production Su-27 from the three control GNII-8. Given the additional constraints associated with the strength of the chassis, these machines were carried out training flights for takeoff from the springboard and implementation approaches without alignment of the optical system of "Moon", but less steep glide path - 2,5-3 ° instead of 4 ° . 
In the two years since the start of LCI Su-27K could do a lot. During the period from 1987 to November 1989, the total number of flights performed in Sukhoi ship theme, made ​​up of field work in 1340, 790 of them - for advanced Su-27K. During this time, almost in its entirety was made ​​"land" part of the testing program, with confirmed match TTT for all major (fighting, technical, operational) characteristics. The plane was fully prepared for the next stage of work - on the ship. 
Against the background of the activity shown by the Sukhoi Design Bureau, the success of rivals from the Mikoyan Design Bureau seemed quite modest. The first prototype of the MiG-29K (9-31/1 aircraft, side number 311), took off June 23, 1988, that Almost a year later after 10 K-1, piloted by a car TS Aubakirov. This aircraft, as well as the 10K-1, was not on board the target hardware, and was intended, at least initially, only to remove the flight characteristics and testing of carrier-based questions on the complex Threads. However, testing of the MiG-29K nobody forced, for the whole year, the aircraft was carried out mainly aerodynamic program, during which time it was made ​​only 33 of the flight. Only at the August 7, 1989 car first appeared at the airport Saki. 
In light of the foregoing, we can say that during the 1987-89 period "suhovtsam" failed in practice to implement the plan of "acceleration" and win the "naval race" of the bureau Mikoyan. It is obvious that the volume of work performed Sukhoi significantly outpaced its rivals, and on the eve of a decision on the choice of specific aircraft group, the positions of the Su-27K seemed clearly preferable to the MiG-29K. 
"Revitalization" Mikoyan Design Bureau in the work plan for the MiG- 29K in the summer of 1989 due to the fact that, according to the decision, in autumn 1989 planned the so-called"Factory stage LCI" naval aircraft. This refers to the test aircraft in real terms, with the implementation of landing and takeoff on a ship. The importance of this problem is to understand everything, especially for this, unfinished TAvKr in October 1989, breaking the holding mooring tests, relocated from factory walls Black Sea shipyard at Nikolayev eight naval facility at Cape Margopulo area. On October 27 began overflights of the ship on the performance of 10 K-2, the MiG-29K and 8UTG № 311-1. On the ship, a team led by the Sukhoi Design Bureau General Designer MP personally Simonov, thanks to his perseverance, leadership of the State Commission, after a series of "sighting" flights performed during the period 27-31 October, it was decided that the possibility of landing on the deck. As a result, November 1, 1989, VG Pugachev performed at 10 K-2's first-ever national fleet landing "for the ship's" deck TAvKr "Tbilisi".Behind him, the same day, a similar land in the MiG-29K № 311 completed test pilot OKB Mikoyan TS Aubakirov, a bit later - the pilots IV Votintsev and AV Circles a training 8UTG-1.During the period of the "production test" 1 to November 21, 1989 at 10 K-2 completed 30 full-scale works, including 20 takeoffs and 20 landings on the deck of the ship. Along with the VGPugachev, the papers involved a military test pilot YA Sam Keen (6 takeoffs / landings, the first landing on the deck of November 17) and pilot EDO EI Frolov (1 takeoff and landing, first landing on the deck, 22 November), in the course of these studies were carried out: 
- landing and taking off with the suspension acceptance option arms (November 17, VG Pugachev) 
- landing and taking off with maximum landing / take-off weight (November 20, VG Pugachev) 
- landing and taking off the deck at night (November 21, VG Pugachev). 
During the same period in the pilot of the MiG-29K was performed in a total of 13 takeoffs / landings, along with the TS Aubakirov flights performed AN Kvochur and military test pilot V.Kondaurov. Two more takeoffs and landings performed by car-1 crew 8UTG IV Votintsev - AV Cool. 
During the test work was carried out during the day and night, and adverse weather conditions at sea state up to 5 points. According to the results of these studies confirmed the possibility of a springboard takeoff Cv-27K fighter variant with a maximum takeoff weight with full-time ship's distance and landing aerofinishernoy with maximum design weight. 
The result of all these events was to approve the December 27, 1989 in Command of the Air Force the "Act on flight tests of the Su -27K-2 at the center "A string".

In 1990, a final decision on the choice for the air group, etc. TAvKr 1143.5 particular aircraft.That's what they write about VV Orlov and EA Fedosov: 
"By this time, for all has become obvious unreasonableness of the creation of two planes, so ...again flared up the debate on the topic: which of these aircraft continue to develop ...

The Su-27K had more ... range and a half times larger mass of payload. However, his SUV was not providing the use of R-77 and did not have the modes of surface and ground targets .... 
BBG C-29M ... on the MiG-29K, ensure that the entire set of missiles, "air-to-air" ... as well as the Kh-31A anti-ship missiles ... However, the range of ... MiG-29K was clearly insufficient for effective reflection of plaque attack aircraft armed anti-ship missiles such as "Tomahawk" (for service and did not - paralay) . In addition, the mass of the combat load the aircraft is largely inferior to the Su-27K ..... .. 
Because the task of attacking surface and especially on coastal targets for the air group, etc. 1143.5 ANC were not the most important, it was decided to continue the development of a shipborne fighter - the Su-27K. " 
The fundamental decision to issue the initial batch of Su-27K in Komsomolsk-on-Amur was taken in advance. Pre-production was carried out in 1986, but the beginning of the work was delayed due to the alteration of the aircraft structure, undertaken in 1987. By 1989, the backlog at the factory was already about ten initial batch of machines. The first serial copy (№ 01-01) designed for static strength tests. In March 1989, this aircraft is disassembled, transported from a factory in Komsomolsk-on-Amur in Moscow. After the relocation of the Design Bureau from May 1989 to Department 25 began his trial. In total, the program continued for almost a year and a half, no major comments on the results of these tests were made. To re-static test designed another aircraft serial-№ 03-05. In the spring of 1991 brought this car Komsomolsk-on-Amur, Novosibirsk. From April 1991 to SibNIA on it started the program of endurance test. 
Since 1990, the bureau planned to sharply accelerate the pace of work on naval topics, the plan for the plant had to pass five serial DB machines from the initial batch, all of them were intended for connection to the program paints the Su-27K. 
The first production aircraft, № 02-01, the assembly was completed by the beginning of 1990. The lead engineer was appointed AN Sobov, a group for receiving machine came from the bureau in the Far East in January 1990. The first flight of the first serial shipborne fighters at a plant in Komsomolsk-on-Amur completed test pilot EDO IV Votintsev, this occurred on 17 February 1990. After graduating from the program PSI ( flights performed factory pilots IH Kiramov and NP Nesnov) to March 20, 1990 IV Votintsev overtook the plane in Moscow. This car was factory designation 10K-3 after the improvements and equipment ACA, June 15 C. Melnikov made ​​circled the plane, and immediately afterward - a span of Saki. The fact is that by this time TAvKr "Tbilisi" went to sea again, this time on routine factory test runs (ZHI), and in a hurry to EDO maximum use of the opportunity to work on "live" board. July 5, 1990 VG Pugachev performed at 10 K-3 first landing on the deck TAvKr "Tbilisi". According to the approved program, 10K-3 was designed to test the aerodynamics (the definition of LTH, field surgery, stability and controllability) as well as strength testing, mining and power plant of the aircraft. In addition, during 1990, the plane flies to "export" program for pilot training bureau, customer pilots and naval aviation. In parallel with the 10K 3, participated in the program LCI aircraft 10K-2, two of these machines during 1990 was carried out most of the planned works, which enabled by December 1990 to complete the well testing program. 
By the end of 1990 OKB received from the factory, two serial car - September 10 K-4 (№ 02-02), and in October of 10 K-5 (02-03). The lead engineer on a 0 K-4 was assigned VM Yastryebtsev, he worked concurrently receiving and surpass 10K- 5, and to test a car from him received the J. M. Marani. In order to have time to perform at least part of the planned program of work on board the ship, which by that time passed state tests in the Black Sea, a 0 to 4 and 10 K -5 was moved from the factory directly to Saki. EG Howler, who distilled a 0 to 4, resulted in the car at the airport Novofedorovka to September 22 as a result, the plane had to "mark" on the deck - September 24, VG- Pugachev done it first landed on TAvKr. After him a number of similar works executed by the plane a military test pilot A. Semkin. 
10K-5 with distilled plant VY Averyanov, he brought the car in the Crimea on October 12, when the ship is returned to the factory. In the end, after the "Crimean vacations," both machines outstripped the "place of destination": a 0 to 4 - at LII, to carry out improvements and commencement of the NCP and refueling, 10K-5 - in Axhtubinsk , to practice gun mount. Here, on the range, this machine has been successfully performed the first Su-27K fire at air targets, shot down two targets of La 17. Results for 1990 by four experienced aircraft 10K-2, K-3 K-4 and K-5 was carried out 358 missions, 43 additional full-scale operation carried out by the flight training program of the Air Force and Navy aircraft on a set of threads on a prototype airplane 10U-2. In flights during LCI participated OKB test pilots VG . Pugachev, S. Melnikov, IV Votinov-ant, E. Frolov, V. Yu Averyanov. 
In 1991 it was designated the beginning of the state tests of the Su-27K, but before this event should hold responsible "inventory "materiel. 10K-2 at the end of 1990, was transferred from the Crimea to Moscow and taken off the flight manual. The car was taken to the bureau, where it, in accordance with the instructions of the designer, began improvements to be converted into a modernized version of the ship's fighter. So , the remaining three in the ranks of "active bayonet": 10K-3, R 4 and R-5. In the first half of the year from the factory in EDO has received all of the remaining four aircraft from the initial batch in January - 10 K-6 (03 - 01), in February - 10 K-7 (3.2), and after them, with a break of two months in April - 10 K-8 (3.3), and in June - 10 K-9 (4.3) . leading to these vehicles were assigned to O. Yurlov (10K-6), AV Skvortsov (10K-7), VM Yastryebtsev (1 0 K-8) and A. Sobov (10K-9) . By this time there was a "leading change" on the other machines: the 10 K-4 was assigned VE Shlykov, 10 K-5 - V. Derjaguin. 
In March 1991, the bureau officially filed a Su-27K on state tests , the first car passed on the GIS has 10K-4, circled the plane made ​​a test pilot GNII-8 VA Rossoshanskij, and then in May of 1991 the car was distilled in the Crimea. Gradually, the works on GIS and hooked up all the other machines. According to plans, state testing deadline was set for next September, 1992, but these plans have not been realized. 
The collapse of the Soviet Union was a painful blow on the program of naval aviation. GIS software Su-27K was interrupted in the middle, the Sukhoi Design Bureau with great difficulty, and not without loss, failed in late 1991 - early 1992 to relocate experimental aircraft in Russia. The Crimea was the aircraft 10K-7, which has been declared the property of their armed forces "independence" of Ukraine, Moreover, the leadership of third control GNII-8 sworn allegiance to Ukraine, refused to transfer the materials to test Axhtubinsk. As a result, the rest of the state testing bureau had to be already in completely different conditions: partly - in Akhtubinsk, partly - in LII, and the main base of operations was Severomorsk, where the " haste "was moved TAvKr. In GIS involved 4 planes: 10K-4, K-5, K-6 and K-9, and the process of testing was delayed until 1994. act on the results of state tests recommending adoption of the aircraft into service was signed on 30 December 1994. Already at the end of GIS in the period 1995-97 he was the number of additional programs implemented SLI - refueling in the air to simulate the use of an airplane at night, etc. Only after these works, by presidential decree on August 31, 1998 the aircraft was accepted for service under the designation Su-33. It was set point to multi-year saga involving the creation of the first Soviet fighter ship. 
Series production aircraft was carried out at a factory in Komsomolsk-on-Amur. After the release of the initial batch since 1991, began a planned release of the aircraft. By the end of the year at the factory flight-testing station was located about 8 mass-produced cars transferred to the acceptance test, the first of these aircraft from the factory № 04-01 test pilot NP Nesnov raised in the air another 23 July 1991. However, the collapse of the Soviet Union led to the fact that defense contracts in 1992 was sharply reduced as a result, the Ministry of Defence was unable to pay the already ordered aircraft, and production of the Su-27K was essentially is minimized. During 1992-94 for completion of aircraft using the manufacturing backlog, which stood at about 20 machines that are in varying degrees of readiness. The first batch of four Su-27K was officially transferred to the customer in the face of naval aviation until March 1993. For ferrying aircraft to the site based in Komsomolsk-on-Amur A team of pilots GLITS13 929 - And, N. Rajewski, NF Diorditsa, AB Ivanov, BC Petrusha. After the flyby, and acceptance of machines, April 1, the group went on stage in Severomorsk, the flight was carried out within four days, with five intermediate landings at aerodromes Domna, Irkutsk, Kamensk-Uralsk, Lahti. The place-based airfield Severomorsk-3, 279 KIAL location, four Su-27K (Su-33) arrived April 5. During the year after, in April of 1994 in the regiment was transferred from the factory, for a total of 24 production aircraft. So in 1993 the fate of the Su-27K, finally, a period of military service, which lasts to this day . 
Now, a little more about the fate of the pilot machines are tested in the bureau. 
10K-2: in 1991, began renovations on the machine version 10MK (code 10MK-1), but in 1992 work was suspended. In December 1994 the aircraft, which for this time was a "naked" glider with the removed equipment was moved on and did LIiDB. 
10K-3 (a leading engineer AN Sobov) after relocation to Moscow in early 1992, the aircraft set to finalize a PSHP. According to their end in 1993-94 on the machine performed the test program to stall and spin, the last flight - in August 1994. After this aircraft was delivered "in joke" and was subsequently used, in fact, only as a "donor" - a source of spare parts (and even entire units) for the remaining experimental machines, continued testing. To date, "remnants" of the airframe are LIiDB bureau. 
10K-4 (senior engineer VE Shlykov) in February 1992, the plane managed to relocate from the Crimea in Moscow in 1992-93 GG he participated in the program of GIS. In the course of the car twice, in 1992 and in 1993 relocated to Severomorsk. In the period from October 1993 1 0K-4, "idle" until September 1, 1995, when it surpassed its own power in Komsomolsk-on-Amur to perform modifications on the program 10KUB. 
10K-5 (senior engineer V. Derjaguin, later SS Grachkov, VE Shlykov) in November 1991, the aircraft was distilled from the Crimea to Akhtubinsk, where the car went on GIS software (works on SAP and L005S 0LS-27K). In August 1992 the aircraft was demonstrated in the static part of the exposure to aviavystavke "Mosaeroshou-92" with abnormal suspension UR "Mosquito", after which he was again relocated back to Axhtubinsk. From December 1992 to October of 1994 aircraft took part in the program, GIS, mainly based on glycerol MO 929, the machine tests were conducted to test the combat use. C February 1995 to July 1996, the aircraft "idle" in LIiDB, then was again relocated in Akhtubinsk, where for years the program was carried out on the plane SLI refueling in the air (used as a tanker.) Upon completion of works 10 K-5 plane was moved back to Moscow, and since 1997 he resides in LIiDB Sukhoi Design Bureau. Since that time, the aircraft has participated as a static exhibit at trade shows "MAX" in 1999, 2003, 2005 and 2007. 
10K-6 (senior engineer AV Bulzhanov): In December 1991 the aircraft was moved from the Crimea to Moscow. In February 1992, he participated in an exhibition organized at the airport Machulishchy to CIS Heads of State. From March to August 1992 - in a program of GIS based on the FRI, and from August to September 1992 - in the "export" program for naval aviation pilots based on the airfield Severomorsk-3, and then returned back to Moscow. From January to June 1993 10K-6 participated in the program for GIS Akhtubinsk base, then was again relocated to Severomorsk, where he remained until the end GIS software in October 1994. After the "idle", work was resumed in 1996. In the period from July 1996 to August 1997 the first aircraft in together with a 10K-5 participated in a program for SSI-air refueling. In August 1997 the first 10K-6 participated in the flight of the show on aviavystavke "MAX-97", and then was transferred to Saki, where, with the "parade" machines used in the training program for pilots KIAP 279. In December 1998, was shown at the e aviavystavke Bangalore (India). yanvare1999 year in 10K-6 was moved to the bureau. After the presentation, hosted by the Design Bureau for the representatives of the Indian side, the aircraft remained at the plant. During 1999 the year the car was made ​​improvements in the modernization program, including the installation of a new radar "Pearl" and a new set of ECM, but the new equipment from manufacturers and has been received as a result, in December 1999, the aircraft was moved back to LIiDB. The most recent work 10 K-6 - participation in the September 2000 flight to aviavystavke "Gelendzhik-2000", since the aircraft idling on the basis of Sukhoi LIiDB. 
10K-7 (chief engineer, AV Skvortsov, from the military - VP Baboshin): By November 1990 the aircraft carried a total of 90 flights, including 68 - GIS Program Su-27K. After the collapse of the Soviet Union left the car at the airport at the disposal of the Kirov management GNII 3-8 MO. On further her fate accurate information is not available, based on indirect evidence, it is known that in 2003 of Ukraine sold the plane to China. 
10K-8 (lead engineer VM Yastryebtsev) input of the GIS, July 11, 1991 aircraft suffered accident, the pilot TA Apakidze safely ejected. The cause of the accident - failure of the CDS. 
10K-9 (chief engineer VM Yastryebtsev, later AV Bulzhanov) in November 1991, the aircraft was distilled from the Crimea to Moscow. In the period from August to November 1992 was in the car Severomorsk, where it was carried out "learning" program. Since 1993 - participation in GIS-based FRI, and then, in two parts - in Severomorsk, until the end of the test program. In August 1995 aircraft was demonstrated in the static part of the exhibition "Max-99", then in December of 1995, was again relocated to Severomorsk to participate in long march TAvKr. along with 12 aircraft parade during the period from December 1995 to March 1996 second, UK-9 on board TAvKr "Admiral Kuznetsov" participated in the campaign in the Atlantic and the Mediterranean Sea. In September 1996 the aircraft was demonstrated in the flight of the show on aviavystavke "Gidroaviaslon-96", held in Gelendzhik, and in August - at "Max-97", but only in the static part of the exhibition. Since 1996, the UK-9 is no longer flying, to date, the aircraft is in LIiDB Sukhoi Design Bureau. 
10U-2 (a leading engineer, Kuznetsov, later-R. Tvorogov, AV Skvortsov): the plane was lost in the accident, February 22, 1991, test pilot DB ST. Komarnicki safely ejected from an aircraft incident. The cause of the accident was pilot error in the operation of equipment.

 

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"Dry" to supply fighter jets to Chinese carriers?

magazine "Flight"

 

 Recently on Chinese Internet sites have appeared that the negotiations on the possible supply of Russian naval fighter "Sukhoi" for a complete air groups for future Chinese aircraft carriers coming to the final stage, and have the closest possible summer signing the first contract. According to experts, China's only Navy in the next 5-10 years you may need to ship hundreds of multi-role fighters, including up to six dozen single Su-ZZK and up to four dozen Su-27KUB double.Deliveries of the first aircraft could begin before 2010 and will continue over the next five years or more.

It was at this time planned entry into the China Navy aircraft carrier with the first full springboard takeoff and landing aerofinishernoy supersonic fighters, which, according to observers, being completed at present the Chinese shipyard in Dalian, on the basis of the acquired in 1999 in Ukraine TAVKR "Varyag" (See "The Rise» № 12/2006, sec. 24-31). In March 2002, after a long saga of the transition from the Black Sea to the shores of China, "Varangian" arrived in tow to the pier of the naval base Dalian in north-eastern China, in July last year he was transferred to the territory of the nearby ship-building and ship repair yard. What exactly happens on board and do not become the second Russian aircraft carrier "Varangian", while for certain it is not known, but many experts still tend to think that the Chinese (and not without the help of Russian specialists) to make it more or less full-fledged warship, capable of make supersonic airplanes.And after "Varyag" commissioned naval China can join the new aircraft carriers already own Chinese built: According to foreign press, their design and construction has been going on for several years.

Single-purpose fighter Su-ship ZZK (name alleged), is likely to be created as a modification of the serial Su-33. 26 such machines were produced in 1992-1995. KnMPO on, most of them currently are in service with the 279th separate naval fighter regiment of the Northern Fleet of Russia and used on board TAVKR "Admiral Kuznetsov". However, unlike the Russian prototype, the "Chinese" version of the Su-33 is likely to be equipped with onboard equipment and weapons used on building for the Air Force and Navy of China Su-30MKK and Su-30MK2, which will ensure its versatility ...

 AF

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For a long time in service with Soviet aircraft carriers were only aircraft VTOL Yak-38 and its modifications. This good for its class of aircraft could not compete with "normal" aircraft launched from aircraft carriers, with a steam catapult. For example, U.S. fighter-bomber F-14 Tomcat. To overcome the lag in this area, the Sukhoi Design Bureau since the mid-70s were working on ship-based aircraft Su-27, still bore the factory designation T-10. Planned to create an aircraft equipped with a basic set of avionics and refined for catapult takeoff and landing arresting gear (AP). Implemented in parallel work on shipboard version of the Su-25. In 1978 he was made technical design of the Su-27KI, but work stopped because of the postponement of aircraft-carrying ships of the project in 1153. The theme returned again only in the early '80s, when the country's leadership decided to build on the Black Sea Shipyard (CSY) in Nikolaev aircraft carrier project 1143.5.

   Since the development of apparatus for starting the project in 1153 TAvKr designers faced a number of technical difficulties that slowed down the implementation of this undoubtedly complex device, as an alternative take-off from the deck was considered a springboard. In 1980-1982.Central Research Institute of Ministry of Defense in conjunction with the Sukhoi Design Bureau and FRI conducted comprehensive research on take-off from a maneuverable aircraft with high thrust.

   On the technical task of TsAGI and Sukhoi Nevsky Design Bureau Ministry of Shipbuilding has designed a T-jump a height of 5 m, 60 m long and 30 m wide and the angle descent was 8,5 °.As the generator profile springboard chosen arc of a circle.

   Construction of T-1 at the airport Novofedorovka (near Saki) carried out in the Crimea CSY.Complex ground tests for takeoff and landing on the deck of the ship was named Threads. In addition to jumping on a string were set simulators zaderzhnikov - devices that prevent the aircraft to launch stragivaniyu engines at takeoff thrust, as well as cable-AF "Svetlana-2", created by specialists Proletarian plant in Leningrad.

   To improve the reliability and safety of landing day and night and adverse weather conditions have developed special systems, the last full cycle of tests on a string, were mounted three analogue ship landing systems. Radio Technical Complex "Resistor" provided the approach in automatic, semi-automatic modes-director, and day and night in any weather, and the optical system, "Luna-3" and "glide slope-N" - only a visual landing day and night.

   Years of research preceded the testing of techniques takeoff from the springboard on the stands, simulators and training Sukhoi field experiments. Work on a thread started in the summer of 1982. They took part in teams of Yakovlev Design Bureau. Sukhoi Design Bureau. Mikoyan, LII. Gromov, etc. In the first phase to develop methods takeoff. By the Sukhoi Design Bureau in the trials involved test pilots N. Gardeners V. Pugachev and T-10-3 - the third prototype of the Su-27. This machine is similar to the aerodynamics of T-10-1, but instead of engines AL-21F-3AI to her already established the first copies of the new AL-31F turbofan engines, had even lower location box units.

   July 24, 1982 N. Gardeners performed on the T-10-3 with a run first zaderzhnikov, and the first takeoff from the springboard of T-1 carried out August 21, 1982 the MiG-29 test pilot Yakovlev Design Bureau. A. Mikoyan Fastovets. His plane had a takeoff weight of 12,000 kg, the distance was 250 m runway, gathering speed - 240 km / h. Gardeners August 27th performed on a T-10-3, the first takeoff from zaderzhnikov, and on August 28 lifted him from jumping. In this flight, the run did not exceed 230 m, descent speed - 232 km / h, starting weight aircraft was 18200 kg. September 9 takeoff from the springboard committed V. Pugachev.

   In the first phase of tests on the T-10-3 achieved the following performance during takeoff from the springboard (in brackets are the same settings for the MiG-29): the run - 142 m (150) and speed of descent - 178 km / h (180) for aircraft launch mass 18000 kg (14500), the maximum takeoff weight - 22,000 lbs. During the period from August 20 to September 17, 1982 on the aircraft T-10-3 was carried out 27 take-offs, including 4 -, and 17 with zaderzhnikov - jumping, which in addition to H. Sadovnikov and V. Pugachev test pilots participated Isakov (from the Sukhoi Design Bureau) and Gordienko (from LII).

   In the summer of 1983 on a thread started testing on aircraft landing using AF "Svetlana-2".Flight test program T-10-3 has been completed, and it converted to work out raids on the ropes and learning the AF loads acting on the aircraft during braking. The first taxiing August 11, 1983 N. Gardeners completed. The trial was attended by V. Pugachev and I. Votintsev. Results from July 12 to October 27, 1983 at the complex holds 174 inhibition (81 symmetrical toe) on the aircraft T-10-3 MiG-29 and MiG-27 with AF "Svetlana-2". To work out options toe jogging also performed with a displacement relative to the longitudinal axis of the strip up to 5 m and at angles of up to 5 °. In the act of test results indicated that AF provides braking aircraft weighing between 11,000 to 26000 kg at a rate of 180 to 240 km / h and the longitudinal overload up to 4.5 units.

   In 1982 he also carried off from the springboard of T-1 Su-25. The trials used a prototype T8-4, which is from July to September was carried out 36 missions. According to test results was given positive feedback. In the future, the Su-25 was quickly established and perfected a training option - Su-25UTG.

   Thus, research has shown that take-off ramp allows for combat aircraft from the ship without the use of catapults. The data obtained were used in the design of the Nevsky PKB naval variant of the ramp. The new ski jump - T-2 - built on the site of the dismantled CSY T-1, had the following parameters: length - 53,5 m, height - 5.6 m, width of descent - 17.5 m, the angle of descent - 14 °.

   Its surface was formed cubic curve. In addition, factory assembled on a complex and block seating AF (BS-2), similar to the established TAvKr "Tbilisi" (now "Admiral Kuznetsov").

   Resolution of the CPSU Central Committee and USSR Council of Ministers on April 18, 1984 Sukhoi was asked to develop a Su-27K shipborne with a normal takeoff and landing, and in February 1985, Air Force and Navy Military Governors approved its technical design. Work was conducted under the leadership of K. Marbasheva. Overall management of the program carried out by General Designer Mikhail Simonov. For testing structural components and equipment of the new aircraft in 1984, Saki, a new phase of flight research and testing. For this purpose, at the experimental production of EDB has been updated serial Su-27. Modified test on ship-based aircraft, he got the T-10-25. It was strengthened landing gear, arrestor hook and set flaperon increased area, and also changed the slope of the back seat driver. In addition, provided for the installation of air refueling. To set the hook, had to finish HCHF, strengthening it and making the bottom of the middle compartment between the pods flat. The aircraft is strengthened chassis, because the vertical overload when landing on the deck is much higher than those at normal landing. In addition, a changed angle of the seat back and the pilot area increased flaperons, installed a set of onboard equipment and receiving antenna radio system, "resistor", providing the landing on the block arrestor on radio beam during the day and night in all weather conditions.

   In August, the main works were on the block landing arrestor BS-2 were performed with taxiing and landing without toe alignment with the departure of the second round, including an automatic mode. The first landing on the BS-2 with the link cable AF F-2 on the optical system of planting, "Luna-3" August 30, 1984 executed V. Pugachev, and after him the same day, NA Gardeners. The first takeoff from the springboard of a new September 25, 1984 N. Gardeners completed. In total, between August and October 1984 they were carried out 160 visits to the landing without leveling with the touch of BS-2 and missed, 44 of them - in automatic mode, 9 landings on BS-2 with engagement of P-2 and 16 take-offs T-2. In the same year the aircraft T-10-25 was lost in the accident (November 11, during a test flight in Akhtubinsk, was the destruction of pipeline hydraulic rudder control and was forced to eject Gardeners from an inverted position at an altitude of 1,000 m). In 1986, for tests on a string were connected two machines: T-10-24 and T-10U-2 (second prototype Su-27UB). T-10-24, whose trial began in May 1985, was first established by PGE, which was finalized naplyvnaya part of center. Factory test phase of the new aircraft completed in the spring and summer, and in September began testing on the effect of PGO on the dynamics of the take-off with T-2. Under this program, had run a total of six flights (January 20, 1987 this aircraft was also lost in the crash, test-pilot Air Force GNIKI A. Tufts ejected). Test results showed that the plant can increase PGE-bearing characteristics of aircraft and a pattern of "integral triplane unstable." Subsequently, the CHR has been applied in many subsequent versions of the Su-27.

   Two-seater T-10U-2 has also been finalized: it established the system of refueling in the air (the plane was an additional opportunity to refuel other aircraft using ORM) and arrestor hook. In March and April 1987 on the T-10U-2 flight tests were conducted on the study of the possibility of the approach and landing using the CAP "glidepath-N" in the night. Total time for this test pilots N. Gardeners, V. Pugachev, GI Votintsev, E. Ivanov and Lipilin completed 12 flights.

   A prototype of a new naval aircraft - the T-10 K-1 - rose into the air August 17, 1987. Piloted his V. Pugachev. The car was built at the experimental production DB using a number of units collected at the production plant. By construction, the plane is almost completely consistent appearance Su-27K, with the exception of an influx of contours. On the plane were set PGO, new enhanced chassis with a telescopic front support, arrestor hook and refueling system in the air with a sliding bar. In addition, the complex was improved avionics, installed a new ESDU, which provided automatic control of all three channels, as opposed to one on the Su-27. The appearance of the refueling system with retractable bar on the left side required to displace the optical block OLLS from the symmetry axis to the right.

   December 22, 1987 N. Gardeners took off second prototype of the Su-27K - 10K T-2 (as well as T-10 K-1, it was built in Moscow with the use of individual units mass-produced cars.)Next summer, the T-10 K-1 set up the first set of wings designed for naval aircraft. In addition to the deflected toe mechanization has undergone all the trailing edge: flaperon shifted to the ending, but most of the swing took flaps. One of the reasons for the delay in making the new wing, was a change in its structure associated with the transfer of the folding seats closer to the fuselage. This was due to the fact that in the competition "for a place on the deck" took place on board the Su-27K in an amount not less than the MiG-29K. To do so, had to cut an additional flap of the wing and nose and enter the folding of the stabilizer. Testing began August 25, 1988, and September 28 during a flight with simulated failure of one of the hydraulic system, the accident occurred first T-10 K-1. Sadovnikov had to eject and the aircraft was lost. After that, all the main burden of the first stage of production tests fell on the one remaining prototype Su-27K - 10K T-2, within a year after it was completed more than 300 works. By that time, the Komsomolsk-on-Amur is already in full swing preparing for mass production of naval version of the Su-27.

   Training program to board the ship in 1988 lechiki test-Sukhoi and the Air Force Institute of frontline Su-27 to fly with a simulated sunset on the deck of aircraft carrier "Baku" (now TAvKr "Admiral Gorshkov"). At the same time verify the approach to CAP, is located on a ship, aircraft avionics and work in the electromagnetic fields of ship radio aids.

   Fall of 1989, preparations began for the landing on the deck, and November 1, V. Pugachev made by the plane T-10 K-2's first-ever national fleet and aircraft landing on the ship "on an aircraft." After this event, the order of the aircraft was given the designation Su-33 and AK Marbashev, which from the beginning of the 80s led theme T-10K, was appointed chief designer of naval aviation in the Sukhoi Design Bureau.

   The first production aircraft was completed at the beginning of production of 1990 and flight tested I. Votintseva at the production plant on 17 February, after which it was distilled for improvements in the bureau. This machine was given the designation T-10 K-3. During the year, was released the initial batch (seven vehicles, plant identification - from T-10 K-3 to T-10 K-9), some of them along with the prototype T-10 K-2 managed to take part in the final stage of production test aircraft.

   Since March 1991, officially started the state tests. By the time all work was transferred to the Crimean branch of the Institute of Air Force airfields in the Kirov and Saki, and by the summer of 1991, there were concentrated all the available aircraft.

   Pace of work was very high. In parallel, nearly all the items were worked out test program. At the same time fulfill curriculum commissioning pilots. If one of these flights, 11 July 1991, an accident occurred on the plane T-10 K-8, manned T. Apakidze: due to the failure ESDU he was forced to leave the car. Nevertheless, the test program performed quite well, and by November was made about 80 flights on state testing program and produced two front-line pilot - T. Apakidze (made the first landing on an independent TAvKr September 26) and Yakovlev (27 September) and 20 September 1991 T-10 K-4 V. Pugachev performed the first automatic landing on the block BC-2 complex. In late 1991, due to the uncertainty of the political situation has slowed. Soon TAvKr "Admiral Kuznetsov" was moved to Severomorsk, the aircraft is, except for T-10 K-7, ferried to Moscow. In connection with the loss of reclaimed test base in the Crimea, state tests completed only at the end of 1994.

   The first display of the Su-33 to the public on 18 August 1991 during the celebration of aviation in Zhukovsky. Serial Marine aircraft apparently differ little from those experienced. We can distinguish the modified arrangement of blocks release devices and passive jamming radio-ending vertical tail of lower height. This is explained by the fact that it was necessary to provide clearance between the aircraft and the opening "gates" the hangar deck of the ship. Since 1992, carried out mass production of Su-33 at KnAAPO. The first four production aircraft at the end of March 1993 made a flight to Severomorsk, and in April was put into operation. By the time the state tests of Su-33 were in service for 24 combat vehicles and fighter aviation regiment ships SF was almost fully staffed. August 31, 1998 presidential decree Navy Fighter Yakovlev Design Bureau.Pavel Sukhoi Su-33 was adopted for naval aviation.

   Su-33 is able to provide other kinds of fighting aircraft of the Navy: Naval, maritime missile-carrying, antisubmarine, radar picket and so on. It can also destroy anti-aircraft enemy in the areas of deployment of combat submarines, spy planes and airborne early warning aircraft, cruise missiles, unmanned aerial vehicles and land-based deck, conduct aerial reconnaissance and carry out technical formulation of sea mines.

   Su-33 is equipped with advanced weapons control with pulse-Doppler radar, which provides search and tracking of air targets on a background of land or water. Provides support for passage of up to 10 targets simultaneously, and launching missiles at several targets. Like the Su-27 carrier-based fighter has optoelectronic locator (teplopelengator and laser rangefinder), skompleksirovanny with helmet-mounted target designation system (optical head locator to improve visibility pilot shifted to the right).

   On board there is a defensive system signals intelligence "Birch", which informs the pilot of an aircraft radar bombardment of the enemy. To place a jamming electronic warfare equipment can be used in containers located at the wingtips.

   Special navigation system provides the flight over sea and land in any geographic terms, the precise way the aircraft to their ship and an automated landing on the deck of an aircraft carrier.

   In the cockpit instead of the indicator sight mounted multifunction display on the CRT, which can be deduced navigation, tactical and sighting information and the results of control systems on board the aircraft.

   Su-33 - the most powerful and long-range fighter in the world of ship-based. His tactical radius - more than 1000 km; bomb load - 6.5 tons. At a distance of 250 kilometers from his carrier, he is able to patrol a given area, carrying out air and missile defense task over two and a half hours.

NATO code word - Flanker-D.

  

 

The performance characteristics of the Su-33:

 

Year of adopting - 1993 
Wing Span - 14.7 m 
Aircraft length - 21.185 m 
Aircraft height - 5,63 m 
Wing area - 62 sq ft 
Weight, kg 
- empty aircraft - 19 600 
- normal take-off - 26000 
- maximum take-off - 32 200 
Fuel weight - 9,500 kg 
Engine type - 2 turbofan engines AL-31F 
Maximum thrust: 
- besforsazhny - 2 x 7770 kg 
- afterburning - 2 x 12 500 kgs 
Maximum speed, km / h 
- in the land - 1400 
- at high altitude - 2300 
Case Ceiling - 17000 m 
Flight range - 3000 km 
length of the runway - 650-700 m 
path length - 620-700 m 
Max. Operating

Overload                                       - 9 
Crew - 1 person
 

Weapon: Gun NH-301 (30mm, 250 rounds) and 12 SD air-to-air, including longer-range missiles R-27ER and R-27ET, SD medium range RVV-AE, R-27R and P -27T, as well as a small R-73.

 

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As far as we know - with a maximum load (~ 31T.) Su-33 flew only from the third starting position (the farthest), at a minimum speed of the ship's 12 knots. On the first and second positions - only with a normal take-off weight (the weight of the fuel load and 50 - 50%) with a minimum speed of 6 knots (in both cases - chosen course against the wind - from 10-15 m / s minimum).

No suspension plus 20% of fuel taking off with the "stop" in November 1994, right at the pier in Vidyayevo, piloted by V. Pugachev, takes the car to the shore after the repair.

Spoke about the case during the Northern Expedition, "Kuznetsova." Su-33 was launched not in afterburner and at a maximum. Velocity at the edge of the springboard was 108 km / h. The plane took off safely.

 

... A normal takeoff weight of aircraft 21 500 kg (already does not fall under your criteria), the estimated maximum 33 000 kg (with Threads taking off from the mass of 31900 kg, with a deck of 27 200 kg). To "idle" Su-33 takes off too, like F-18E (by the way what I hear, the same F-14 could not), but this is only a few pilots (surnames will not be called), that is not talking about the possibilities of aircraft and not even the level of training flight crews, and on existing regulations and restrictions (as with Cobra, many pilots in the same regiment 279, it can carry out and perform, but not everyone is allowed to do this)
 

... It turns out that something like this fly 
somewhere 6800 kg of fuel + 2 of the R-27ER + 2 of the R-27ET + 4 P-73 (or 2 P-73 + EW) = BB 8 rockets, or 6 Rakta BB + Container EW 
Yes, still, know exactly what to take off from the deck and sat down with containers of ORM and ACA. ... Komsomolsk-na-Amur in 2010, has been busy upgrading six Su-33 (probably the type Su-27SM) and capital repairs more 6 Su-33. More specifically, please visit procurement, tender documentation has been placed in the second half of 2009. Without thinking I will only say the price for the modernization of the Su-33 - by 214 million rubles for the aircraft. In scope to say outright I can not, should seek gos.kontrakt. Thus the cost of upgrading the Su-27SM is about 200 million rubles. Price repairing Su-33 was about 20 million.

 

... Since 2000, small repairs are carried out rapidly and retrofitting, which include: "fresh" painting,installation of plant L-150, the installation of satellite navigation systems, replacement engines AL-31F-M1. 

 

".. . On the I stage of modernization (the engine AL-31F-M1) : 
# set the CPV with the increased flow of air 
temperature # T3 turbine inlet gas increases by 25 grams, which confirmed the validity of the necessary thermal design of turbine 
# analog controller of the engine is replaced by digital pa 
# used turbine starter with a 15-20% increased capacity and up to 3500 m altitude launch. 
Engine thrust 13 500 kgf, 2,000 hours life

 

1. Aircraft engines AL-31F series 23 with PCA, GTDE-117-1 and MRC-99B - 6 pcs ....578400000.00 RUB 
2. Aircraft engines AL-31F series 42 with PCA, GTDE-117-1 and MRC-99TS - 4 pieces ... 385600000.00 RUB

 

Upgrading to the level of the Su-33M:
The amount of the contract: 1 534 789 000 000 rubles 
Contract term: 2009-2010, six aircraft modernization "of the Su-33" 
The increase in resources: up to 700 hours or 1,500 landings 
period before the first major overhaul: 16 years Term operation: 26 years 
 

 

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Calculation of the Su-33 taking off with a takeoff weight of 32000 kg with the first / second starting position aircraft carrier "Kuznetsov".

 

Taking off from a springboard is divided into four sections:

1. horizontal section - 60 m (position 1 and 2), 150 m (position 3),
2. trampoline - 45 m (radius springboard ~ 160 meters)
3. ballistic region 95 - 100 meters
4. sloping planning 350 - 610 meters.
    

Acceleration - 105 meters, acceleration - 4 m / s.kv, Fast and the Furious, 2 x 12 500 kgs = 25,000 kgs., The resistance of the average ~ 6250 kg.

Takeoff time:  t = Square root (2 s / a ) = Square root (2 * 105 / 4) = 7.25 sec.

Velocity at separation: Vt = Vo + at = 0 + 4 * 7.25 = 29 m / s (104 km / h)

Pulse 32 m * 29 m / s = 928 m * m / s

After separation from jumping on a plane, the following forces are positive (upward) thrust engines PQ * sin 14 ° = 6 m

lift of the wing of Su = 1.1 (10% more Su-27), Y = 3.58 m. (speed 29 m / s)

 

Negative forces: the weight of the aircraft 32 t,

The bad news: 32 - (6 + 3.58) = 22.42 m / sec.

 

928 m * m / s: 22.42 m / s = 41.39 meters - the distance to the top of the hill.

The height of the top of the "hill": 22.2 m + ( sin 14 deg. * 41.39 m) = 32.2 meters above sea level.

The time of arrival at the upper point of "slides" (distance 105 + 41.4 = 146.4 m) - 8.55 sec., Speed ​​- 34.22 m / s (123 km / h).

 

Take-off is considered complete when Y = m vzl. that is, lift the wing will be equal to 32000 kg, this happens at a speed of 86.6 m / s (312 km / h).

Accordingly, the "gentle Planning" will be: 21.65 seconds (all off) - 8.55 seconds (slide) = 13.1 sec. Gross take-off distance - 937 meters, the planning - 791 meters.

 

The calculation of the section "Planning".

Mid-size: 60 (deck) + 45 (springboard) + 41.39 (slide) + 396 m = 540 m.

 

On the hill, we have the following "positive" forces:

The vertical thrust of engines:  P p * sin 14 ° = 6 m 

Lift of the wing (velocity 43.3 m / s, Cv = 1.1) - 8 tons.

'Negative' strength - the weight of the aircraft - 32 tons

32 - 6 - 8 = 18 m / sec. Accelerating decline 32 t / 14 m = 2.29 m / sec.

 

In the middle of the site plan:

The vertical thrust motors - 6 tons

Lift of the wing (distance 540 m, while 16.4 sec. Speed ​​69.5 m / s) - 20,589 tons.

'Negative' strength - the weight of the aircraft - 32 tons, the resistance of Cx = 0.26, X = 4866 kg.

a = (9.81 (P * cos a - X - F)) / G = (9.81 (25 000 * cos 14 ° - 4866 kg )) / 32000 = 5.94 m /in sqm .

Time of flight from the hill to the middle of the site planning 5.11 seconds, speed - 69 m / sec. The time of flight planning area - 13.5 sec. Accelerating decline 32 t / (20,589 + 6) = -1.2 m / sec.

 

Su-33 being at the height of "slides" (32.2 m) begins to lose altitude at an average rate 1.2 m / sec.

During the flight, "site planning" it will lose 13.5 * 1.2 = 2.16 meters. That is, take-off will be completed at a height of 32.2 - 16.2 = 16 meters above sea level.

Based on what I dare to suggest that the Su-33 with a maximum takeoff weight of 32 tons can confidently take off with the first and second launch pad at wind speed of at least 5 - 10 m / sec.