Su-34 
frontline bombers

The second stage of state trials

front-line bomber Su-34 is over

Multifunctional front-line bomber successfully completed the second and final phase of flight tests of the state. 
"In the near future will be signed by an act of the second phase of flight tests of the state, which resulted in a new front-line bomber Su-34 is expected to be officially adopted for the Russian Air Force" - said to "Interfax-AVN," a source in the military-industrial complex. 
He said that the act contains a recommendation to "take the aircraft into service the Air Force.""However, the procedure of adopting such a complex aircraft like the Su-34 is quite complex and lengthy in time. Shut it must issue a special resolution of the Russian government to adopt the Su-34 armament," - said the agency. 
In his words, "to second stage tests were conducted Su-34 with a wide range of aircraft weapons. "

sukhoi.org

Novosibirsk plant "Sukhoi" gave the Russian Air Force

front-line bomber Su-34.

Moscow, 21 December 2009. Novosibirsk Aircraft Production Association. VPTckalov (NAPO), the Russian Air Force has transferred under the state defense order in 2009 two serial bombers Su-34. Planes have already arrived in Lipetsk center operational use and re-training Air Force pilots. Under the agreement last year with the Ministry of Defence five-year state contract to 2013 union will produce 32 bomber Su-34. 
In December, NAPO has completed a three-year state contract, the BBC Russian final batch of upgraded bombers Su-24m2. 
front-line bomber Su-34, regardless of time of day and weather conditions can effectively engage in any geographic area of land, sea and air targets with the whole range of aviation ordnance, including precision. Combat capabilities, he belongs to a generation of aircraft 4 +. The presence of a plane active safety systems, along with the latest computers has created additional opportunities for Pilots and Navigators to precision bombing, maneuver under fire. Excellent aerodynamics, large capacity internal fuel tanks, high-efficiency dual-circuit motors with digital control systems, air refueling, and the suspension of additional fuel tanks provide a flight of Su-34 long-distance, approaching the middle range strategic bombers.
 

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By mid 2006, built 9 - 10 machines: 2 experienced (T10V-1, converted from a Su-27UB, and T10V-2), 2 for static and fatigue tests (T10V-T10V-0 and 3) and 5 pre-T10V-4 - 8, with different configurations of electronic equipment (the latter option should be on T10V-6 - 8).

Under the plan a series of Su-34 can reach 300 - 400 pieces, of which the Russian Air Force will go 200. 
 

serial number 10B-0 10B-3 stat.ispytaniya, 
serial number 10B-1 (Su-27IB) w / n 42, April 13, 1990, 
serial number 10B-2, w / n 43, December 18, 1993, serial No. 10B-4 (01-01) the first series, b / n 44, the first car with a full complement of equipment December 26, 1996, serial number 10B-5 (01-02) b / n 45, the first flight of December 28, 1994, serial number 10B-6 (01-03) b / n 46, the first flight of December 27, 1997, serial number 10B-7 (01-04) b / n 47, the first flight of December 22, 2000, serial number 10B-8 ( 01-05) b / n 48, the first flight of December 20, 2003, serial number 2.1 w / o 01, first flight October 12, 2006, serial number 2.2 w / o 02, first flight August 3, 2007.

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Su-34 bombers be equipped with an auxiliary power unit

Multifunctional combat aircraft Su-34 to be equipped with an auxiliary power unit (APU) to enhance the autonomy of its application, "Interfax-AVN," the Russian military-industrial complex. 
"Now the pass flight tests of Su-34 bombers in combat use. They involve five prototypes. One of them is refinement - it is planned to install a new APU, "- a spokesman said. 
He said that earlier application APU on the aircraft technical requirements had been made. "After testing the APU in one of five prototypes, it will become the standard for all Su-34, future releases," - said the official. 
He noted that the installation of the APU to Sukhoi Su-34 will give a completely new quality car as an opportunity work on "foreign" ground without the support of ground equipment for aircraft power supply during startup. 
As noted earlier, during the creation of the Su-34 part of his equipment has changed several times. Today on the plane found the most perfect domestic airborne equipment. In particular, the Su-34 surveillance-aiming equipment includes multi-mode airborne radar (radar) with a phased array antenna design B004 holding "Leninist", radar rearview Optoelectronic sighting system with built-in laser targeting system and television system targeting helmet . Part of the impact of additional equipment (TV-team, or thermal imaging) are placed in hanging containers. 
It is known that the export version of the radar SH141-E can detect aerial targets with a probability of 0.5 on the minimum distance of 120 km. It can simultaneously track up to 10 targets simultaneously fired 4 of them. The complex allows simultaneous tracking of terrestrial and marine four goals. 
Serial production of multi-purpose attack aircraft Su-34 deployed at the Novosibirsk Aviation Production Association named after Chkalov, which is part of holding "Dry". Today the Air Force put three cars. Until the end of the year will be transferred to several other aircraft. 
As combat capabilities of the Su-34 aircraft belongs to a generation "4 +". Regardless of time of day and weather conditions the Su-34 is able to effectively engage ground, sea and air targets in any geographic area with the whole range of aviation ordnance, including precision. The presence of a plane active safety systems, along with the latest computers has created additional opportunities for Pilots and Navigators to precision bombing, maneuver under fire. 
Excellent aerodynamics, large capacity internal fuel tanks, high-efficiency dual-circuit motors with digital control systems, air refueling, and suspension of additional fuel tanks provide a flight of Su-34 long-distance, approaching the range strategic bombers. 
Interfax-AVN
 

"Impact" (creating Su-27IB/Su-34)

chapter from the book "Fighter Su-27 The Birth of Legends"

In this chapter we will briefly describe the history of design work to create a percussion version of the Su-27. Beginning of the story was laid in April 1977, when the bureau of the Ministry of Defence received an excerpt from "The applications for prospective R & D for the period until 1990." Among the other aircraft, which the customer should have a vision to develop a Su-27, there appeared an all-weather supersonic bomber, the timing of development from 1976 to 1982.Thus, in correspondence with outside organizations OKB designation was first topic of the future - Su-27SH (T-10SH). However, at that time no specific demands from the military on this subject was not followed. In 1979, the initiative to create a Su-27 strike aircraft to assume leadership of the IAP. The obvious reason for the activation of work in this direction has been the emergence of new modifications to the U.S. F-15, which represents a significant expansion of shock features. 
By this time the department was 100 in sufficient detail worked out scheme of the plane of the central outboard tank, which was located between the pods at analogy with the tanks of «FAST PACK» on F-15C / D, this tank became known as the conformal fuel tank (KTB). By the beginning of 1980, the aerodynamics of the first stage of purging in WT TsAGI model 13T10-13 and 6T10-5 with an imitation of the suspension of the tank, the results were very good - the boost resistance to subsonic was "almost imperceptible", and at supersonic speed was conver + ~ 0.007. The design idea, "went on," was born a new proposal - to use the proposed scheme for conformal suspension arms through the establishment along with the KTB conformal container arms (RAC). 
The latter is a similar to the KTB in size and method of suspension on the aircraft container for the suspension arms, intended for use against ground targets. Functionally, it provides greater flexibility for combat use, since the cleaning of weapons sites outside of the suspension inside the container reduces the resistance and the possibility of replacing the container on the fuel tank increased flight range. 
In fact, starting work on this subject can be considered as January 15, 1980, when a meeting dedicated to order of introduction of KTB, the Su-27. Here in front of General Designer was first announced proposals for the application along with the KTB conformal container arms. The relative simplicity of this idea very much liked EA Ivanov, as a result, the priorities for further work, he has placed in the following order:

1. "The product is 10-C, is presented to state tests, KTB is not presented, the board improvements are not made. ... 
2. consider the establishment on the basis of KTB conformal container spetssistem: weapons, reconnaissance, jamming. 
3. develop ed. 10C in the form of attack aircraft, including the placement of additional equipment to the container-based conformal spetssistem

Thus, the proposed basic version of the fighter, "left alone", and all further work on the KTB and the RAC to develop in the direction of creating specialized versions of the Su-27. 
As a result, since January, the study of various schemes of conformal containers "10SH products", in 100-3 brigade were doing DN Gorbachev and Vladimir Belyaev.

May 21, 1980, after the analysis performed exploratory design, the future direction of work re-examined in the office of Chief Designer. LI Bondarenko presented five options for the container of weapons: 3 - under the bombs, one at a time - for the suspension of Nursi and KMGU. The meeting approved the chosen line of work and issued specific recommendations for further in-depth study. However, all these works were only a stepping stone needed to create the future shape of the shock version of the Su-27. Work on 10SH not limited enumeration of possible schemes suspension, especially at this stage was to form the concept of a future strike aircraft.Leadership of the projects clearly aware of this report, it was decided to draw strength industrial science. May 23 to consult the Design Bureau was invited experts NIIAS: Chief of the 1st branch AS Isayev and his co-VI Shutov and BC Jaeger. Later, during the period from May to July 1980 took a series of such meetings. Purpose - to clarify the approaches to the formation of the concept of modern attack aircraft, the required composition of the target equipment and armament of the Su-27SH. Fruitful exchange of views, experts bureau has learned a lot of useful information, the result was a concerted plan for further 
work on the Su-27SH, which included proposals for the phasing of the work. 
especially a lot of controversy was over the composition of the avionics. At the initial stage of considering the possibility of using existing facilities sighting equipment of the Su-17M4 (sighting and navigation system PrNK-54 and a laser rangefinder, "Maple-54"), MiG-27K (LTPS, ie, laser-sighting television station, "Kaira ") and the Su-24M (radar" Orion »Z range), as well as modernized versions of equipment based on the newly created weapons systems for the Su-25T (sighting system clock" Squall ") and Su-27. For the latter option - the possibility of further upgrade the standard equipment BBG C-27 with radar and forward-looking N001 BBG C-27M radar with "Union", a new LTPS "Rowan", etc. Refined the concept of parallel planes, the possibility of equipment layout, including a hanging container, the circuit suspension arms, etc. 
As a result of elaboration in the fall of 1980 was formulated proposals on the formation of EDO image stormtrooper. For the suspension of the Su-27SH include options for conformal fuel tanks and containers of weapons. For the basic version of the KTB capacity was about 8,500 liters (7,000 kg at p = 0.785 g / cm), and from this tank could provide up to 3 Semi-recessed pendant SD K-27E. Thus, the estimated total amount of fuel in the ferry option was 17000 kg, the estimated range - 5400 km. For the option of weapons, including 4 tons of bombs on the external load, range from the KTB was: in the land - 1,500 km at an altitude - 3500 km. 
In conformal container arms provides accommodation of up to 8 tons of bombs caliber up to 500 kg bomb load was estimated four tons, ie 8hFAB-500 and the maximum, taking into account the possibility of using external sites limited quantity of 10 tons. 
For the rest, finishing the plane tried to minimize. Su-27SH planned to establish on the basis of Su-27UB two-seater, with the division of the crew on the pilot and the navigator-operator, along with it, and considered single machine version. Preliminary calculations show that the application for suspension of the land necessary to raise the maximum takeoff weight of up to 35 600 kg, and the estimated landing - up to 18 340 kg. This required to strengthen the basic design elements of the aircraft in the first place - the chassis, similar to how it was done on the F-15 during the transition from modification F-15A/BKF-15C/D. 
Based on the destination, much attention was paid to improve combat survivability . It was planned to further increase the protection of the power plant and control system (introduction of the second consumable compartment banding system piping supply engines, retreading supply tank, the use-by-wire engine management system with a 3-fold redundancy, etc.). 
Special equipment had to include: 
- With the upgraded SCM-27M with new radar and enhanced features for the use of weapons against ground targets; 
- laser-guided television station, "Rowan", 
- the apparatus targeting and missile guidance with passive RGSN "Progress-H"; 
- thermal imaging system "Night" TV and command system "Tecon-1" (in container design). 
The rest of the avionics of the Su-27SH did not differ from the basic Su-27. Armament considerably expanded: in addition to the standard nomenclature of the Su-27, here were almost all available at the time in service and promising class of SD "air-surface" tactical X-25ML, S-25L, X-29LD, Kh-31A / P, X-58U X-59. 
September 18, 1980 the Minister of Aviation Industry, VA Cossacks sent to the EA Ivanov note:
"Please expedite the elaboration tehpredlozheniya on the Su-27SH, capable of striking ground targets. In tehpredlozhenii should be reflected ... elimination of the emerging gap Su-27 aircraft from the F-15 "Strike Eagle" ... Please submit a work plan, which provides grant tehpredlozheniya to 
December 30, 1980, flight tests beginning in January 1983 with orientation on the end state tests in 1985. " 
After this letter, work on the T-10SH 100 department was given the highest priority, From October through December, the development of materials in the brigade 100-3 tehpredlozheniya done consistently from 6 to 9. To connect the work of all the other divisions KB, primarily specialists in aerodynamics and divisions of combat effectiveness. In accordance with the instructions of the minister, a separate section devoted to preparing the document compared with the Su-27SH F-15C / D. According to the reducible data in comparable ways pendant arms, Su-27SH: 
-slightly higher than the F-15 C / D on take-off weight; 
- was almost comparable to the specific thrust and wing loading; 
- compares favorably to the value of the midsection (as in the original version, and pendants with RAC / KTB), but had a little more washed by surface; 
- superior to the F-15 suspension points by the number of SD-class "air-to-air" and the biggest load of conventional bombs, but conceded on the gun mount fire unit 
- superior to SD range of class "air-surface", but, unlike the F-15 did not provide for the use of adjustable air bombs; 
- somewhat inferior in speed, acceleration capabilities, and the magnitude of the ceiling; 
- superior to a range of flight options with no suspension and the PTB was compare with variations in KTB. 
tehpredlozheniya Proceedings of Su-27SH drawn up and signed within the time period in late December 1980. 
Prepared a book sent to the MAP, however, "race" with the time issue was unjustified in the Ministry of the further course of these materials, for some reason is not given, despite the fact that the work was carried out on direct orders from the minister. This result is all the more incomprehensible that the post of Deputy Minister for experimental aircraft at that time served comes from a bureau, a former chief designer of the aircraft - M. Simonov. This document could not pass him, but the fact remains - in the bureau no longer received any requests and orders for the Su-27SH. Unable to interest in this work and the customer - without the approval of the MAP transfer tehpredlozhenie to review the Air Force was not. Work on 10SH lasted until September EDO 1981, later no mention of the correspondence 10SH EDB is not met. Thus ended the first attempt to implement shock machines based on the Su-27. 
The work on shock variant were resuscitated at the beginning of 1983. The immediate cause was a letter that January 11, 1983 Air Force Commander PS Kutahya, sent a MAP, MRP and MOS. Referring to the instructions of Defense DF Ustinov, he wrote:

"In line with the 5-year plan calls for conducting work on the modification of the Su-27 to create on its base two-seater fighter-bomber Su-27IB and reconnaissance aircraft of the Su-27R. ...Currently, work on the creation of these aircraft and their onboard systems, ... industry maintained a narrow front is discontinuous, with no inter-agency coherence and proper coordination. Meanwhile, the U.S. carried out intensive work on the modernization of the troops arriving in large numbers in the F-15. ... 
... I ask you to provide guidance ... maximize work ... two-seat fighter-bomber Su-27IB, and present it in I quarter. 1983 to the Air Force technical proposals to him. Please also give instructions for the preparation and presentation in the II quarter. 1983 Air Force technical proposals for the spy plane Su-27R ... " 
January 15 of the IAP in the bureau has come a corresponding order on the matter. So in 1983, in the statement of work, a new bureau called the point of the Su-27IB, which "changed the" theme of the Su-27SH. In line with the MAP, by March 1983rd prepared by the Design Bureau "Tehpredlozhenie Su-27IB." The new aircraft was asked to create a two-seat trainer based on Su-27UB with minimal modifications of the latter. When installing optional equipment and the implementation of the specified range of weapons, empty weight of the Su-27IB estimated at ~ 20 tons. Planned to increase the maximum combat load the aircraft with 4 to 8 tons, respectively, grew all the takeoff and landing weight. In this regard, the aircraft was asked to strengthen the airframe and reinforced landing gear set. 
obschesamoletnogo composition of the equipment, basically corresponded to the Su-27 (UB), however, due to increased energy consumption, for a system of alternating current instead of SE-21 was proposed to use more powerful generators of SE-23, and the system of direct current to pass from rectifying devices VU-6B to the generators of type GSBK-18. 
The composition of the impact of equipment was determined based on the destination machine, and is a further development of the BBG C-27M, in particular, as the proposed radar similar to the Su-27M radar front and back view. Along with this, in the SUV included a number of additional subsystems, grouped according to functional characteristics of the so-called electro-optical sighting system (OEPrK) 
- Laser-TV guidance system (LTSN), "Rowan", 
thermal imaging system, front view (TpSPO) 
- TV-command guidance system "Tecon-1" 
- helmet-mounted targeting system (NSC) ; 
- Doppler speed and drift angle (Diss) 
- from the onboard computer OEPrK. 
Note that the first three systems from the list provided for use on the Su-27IB only in container form. The nomenclature of weapons was to include all full-time suspension, "prescribed" by TTZ on the Su-27, in addition, the Su-27IB envisaged promising new TSA, including the SD-class "air-surface", such as X-25M and X-29 X-31 X-58 X-59, C-25L, as well as guided aerial bombs KAB-500 and KAB-1500. The total number of points of suspension was adjusted to 18 (!) By placing the additional nodes on the wing, with the installation of KTB or RAC to the Su-27IB has not been considered. To increase the range permitted under the flight of an airplane to three PTB-3000. 
Tehpredlozheniya Su-27IB and Su-27M was prepared at the same time. In March, the documents were sent to obtain appropriate conclusions on the chain of command: in NIIAS, TsAGI, LII, and other research institutes MAP. Conclusions industrial research on materials for the Su-27M was positive, the military supply bureau also met as a result, no significant "delays" in relation to the Su-27M in the future was not observed. But the project Su-27IB having some "difficulties". The fact is that by 1983, it seems, even among the most customers are not yet fully matured understanding of what should be an attack aircraft based on the Su-27. As a result, the stage of mutual coordination of the requirements for the aircraft lasted right up to 1986 ... 
It should be noted that the guidance on carrying out work on a new generation of fighter-bombers, and proceeded directly from the Minister of Aviation Industry JS Silaeva. 
As a result, 1983-84 GG Sukhoi Design Bureau, an active design work for percussion version of the Su-27. Apart from the above Tehpredlozheniya Su-27IB has been consistently documented and sent to the Ministry and the customer has two full attack aircraft project: 
- In January 1984, Tehpredlozhenie on Su-27UB with advanced features of ground targets, 
- in June November 1984 - Tehpredlozhenie Su-27IB-based Su-27K 2nd stage (Su-27km from the engine, "Vol. 20"), 
in parallel with this, work out more "futuristic" designs of deep modernization of the Su-27 bomber 10E (Su-34), made ​​by linking "SKEMP" (such as wing F-16XL ), and a little later - the project scout 10P, but these proposals nor the customer, or not interested in the MAP ... 
Apparently, I. S. The force with his usual energy, yet has managed to convince the Air Force in the park need to change the IBA. November 15, 1984 published the first joint solution of MAP-MRP-Air Force, entitled "On the order of the work on Su-27IB, Su-27UB and Su-27", which stated: 
"In connection with the cessation of production of fighter-bombers Su-17M4 and MiG-27M, in order to ensure timely replacement of the existing fleet of aircraft IBA Air Force more efficient, it is decided: ... by Su-27IB:

MAP ... tehpredlozheniya present to the Commission Air Force ... Air Force to ensure consideration tehpredlozheniya MSRP-27IB ... MZ them. Dry with subcontractors on a review of tehpredlozheniya submitted for approval by the MAP, MRP, MOS, BBC interagency schedule creation of the Su-27IB, bearing in mind: 
- the drafting of the Resolution of the CC CPSU and USSR Council of Ministers on the establishment of the Su-27IB in March 1985 city 
​​- the development and presentation of the preliminary design of the aircraft and avionics - in 1985
- presentation of the Su-27IB for GIS 1987godu. " ... 
Timing, as always, were shown "willful" manner, but the overall direction of motion, finally, to determine. In this regard, since the beginning of 1985, the bureau began a new stage of "iteration" on the subject of an attack aircraft. In 1985 - the first half of 1986 work on the subject of EDO were performed under the code "10B". Provided for a machine based on the two-seat trainer, with maximum continuity of airframe and aircraft systems, but with the replacement of the standard weapons control system for a new one, created on the basis of SUV "Sunrise" installed on the Su-25TM. The basis of this system is known, was the sighting system "Squall" with an optical television channel, and included anti-tank weapons of the "Whirlwind". Work in this area have gone far enough, in June 1985, the OKB was prepared by the "Supplement to tehpredlozheniyam by fighter-bomber Su-27 B on the basis of the Su-27UB," and the beginning of 1986 preparations began for the launch vehicle in the detailed design. 
However, in the opinion NIIAS, use as a primary target channel optical-television system reduced the capabilities of the aircraft around the clock, so asked to go back to installing on-board radar. 
In the spring of 1986 again changed the direction of the work on the initiative of General Designer, to work out the principle of a new variant layout. The main reason was the return to the circuit with accommodation on board radar, thus, to reduce costs it was decided to unify the composition of the target hardware of the future fighter-bomber avionics "larger" aircraft being developed at this point in EDO ("Bomber-90, ed .54 C "). So on board the Su-27IB has a new powerful radar development NGOs "Leninist" (now NIIREK), equipped with phased array and optimized to solve problems at ground targets. As a backup data path was considered a new LTPS development of the Urals Optical and Mechanical Plant (UOMZ). It was clear that such a change in the composition of the avionics will inevitably lead to an increase in weight and dimensions of the aircraft, however, the chief designer seems to have received the appropriate blank check for a revision of the management of MAP, and soon it was confirmed in practice. 
one takes a decision inevitably led to a others. Large transverse dimensions of the radar station, placed in NCHF predetermined decision to place a number of crew members, just as it was at one time sold Nasu-24. Here, however, MP Simonov went much further than his predecessors.He proposed to improve the habitability and improve comfort significantly increase the size of the cabin. For this crew smashed chairs in hand so that the pilot was able to pass between them and stand in the space zakreselnom full-length (width of the passageway - 300 mm, height at the back of the cab 2000 mm). A lantern was carried out at the same time not opening during operation, with discharge valves in an emergency, and the entrance to the cockpit was through a hatch operating in the lower part. 
GCHF Furthermore, in other respects, the new aircraft scheduled to unify on the glider with the machine YM. In April of 1986 MW. Elistratov did the team draw on 100-3 first new assembly scheme, by June 20 was released a drawing of the general form and layout scheme. The new aircraft factory designation was 10V, which officially entered "into circulation" 16 July 1986. As directed by the Chief Designer in July 1986, the department released a draft directive complete documentation on the geometry, this work in a team engaged 100-3 Ilyin. Thus, in the summer of 1986 in DB departments to work out the technical solutions for the new version of the aircraft. 
At this point in the CB in parallel work has been done on designing the ship doubles, it is not surprising that the managers had the idea to unify the basic structural and layout solutions for both machines. As a result, the materials of preliminary design of the Su-27KU (10KU), released in November 1986, GCHF virtually repeated in layout GCHF 10B. In the future, the question of unification GCHF 10B and Yuku periodically "pop up" throughout the stages of design work on both machines. 
June 19, 1986 the Resolution of the Government, and October 15, 1986 - corresponding to the order of MAP. According to these documents, Sukhoi officially received the task to develop the Su-27IB, and the rationale for this was the closing theme of the Su-24BM (T-6BM). As stated in the book on the history of representation of the customer in the Sukhoi Design Bureau "... in 1983 ... was tasked with ... a Su-24BM - a promising front-line bomber. However, work on the Su-24BM ended only preliminary study. Government decree in June 1986 issue was closed and were given the task to develop ... a new multipurpose combat complex. The plane was supposed to combine the quality of front-line bomber and a fighter. " 
Thus, it became clear on what the designer of the conviction was based in the possibility of such a radical modernization of the Su-27, now that the Su-27IB, formally remaining on purpose fighter-bomber, in fact, passed in the discharge of a shock machine that was supposed to replace the Su-24! 
In late 1986 the head of threads 10B appointed RG Martirosova, but officially, at the level of MAP was confirmed by a half years later, in May 1988, when he was appointed deputy. Chief Designer. 
Step preliminary layout 10B completed by the end of 1987, the decisions were "registered" in the "Person of the Su-27IB (10B)", prepared by the department project in December 1986.December 12 "The Face" as a theme manager signed RG Martirosov, December 15 - AI Knyshev, but approval of the document was delayed by the designer because the military has not yet received TTT for the plane. TTT military draft was sent in January 1987, IR3, in accordance with this document, for the Su-27IB were separately itemized requirements for both types of application - air and ground targets. After review and approval TTT, February 24, 1987 MPSimonov, finally approved the "face 10B." 
By March 1987, the Design Bureau as a preliminary report document prepared and released "Engineering Note" on the Su-27IB, which was sent to the chain of command. At this stage of the work, while maintaining the overall layout of the baseline aircraft, which was considered as the Su-27M, was proposed to implement the following new structural and layout solutions: 
- change GCHF contours due to the introduction of a new two-seat cockpit Superior and the further growth of the avionics, hosted zakabinnom in a compartment 
- to change the contours of the front compartment and the center-rush in the tank number 1 due to changes in the theory GCHF + rejection of brake pads, 
- change the molded fairings in the center section, 
- to change the geometry HCHF - increasing the diameter of the central cross-section of tail boom in connection with the placement of this radar rearview (RZO) and an increase in the fuel tanks 
- the creation of additional equipment compartment (so-called "cladding") among the pods, designed to accommodate the avionics, 
- application of new unregulated vserezhimnyh air intakes 
- to set the plane strengthened landing gear. 
radar antenna housed in NCHF, radio waves under the cowl, which had a cross section of elliptical shape, but here, in NCHF, posted on a retractable boom in-flight refueling, and podkabinnom compartment - LTPS. 
In terms of layout, the main problems were associated with a further increase in the amount of equipment to be placed on the plane. According to preliminary estimates, the mass of the avionics in the installation should be about 4100 kg compared to 2,500 kg, the Su-27. To accommodate such a "board" is not redundant were additional volumes in zakabinnom compartment formed by increasing the dimensions of the cabin. 
that was not enough, however, has had to create an additional avionics bay beneath the fuselage, between the pods in the spn. 22-34. This compartment is intended to be non-violent, technologically removable from mounting on the additional nodes are not the center section.Another problem is uperednenie alignment with these tried to "fight" through the installation of RZO HCHF and increase the amount of fuel, "poured" into the tail group of tanks. 
Due to the increasing mass of the computed values ​​and more stringent conditions-based, had significantly strengthen the landing gear. Installed on the front wheels Sparks 680x260 mm, and the main pillars - the trolley with the longitudinal arrangement of two wheels size 950x400 mm.The scheme of folding and kinematics of the main pillars was directly borrowed from the project aircraft jammer Su-27P, and she, in turn - from the Su-24BM project (T6-BM). Because of the design changes the main landing gear had to significantly increase the size of edema niches in which the main landing wheels were placed in the retracted position, in connection with the significant alteration of the tank design has undergone a number, in addition, had to refine contours of the air channel. Overall, however, due to increasing the size of the tank number 1 and number 4 in the tank HCHF managed to increase fuel on board at this stage it was estimated at 13.5 tons. To increase the payload and reducing the resistance provided to realize the possibility of placing unguided weapons (bombs, KMGU) on the fuselage hardpoints in two parallel "lines" on three points each, as a result, the total number of suspension points on the plane rose to 18!Especially for this to 10B were "spryamleny" axis of air intakes. Themselves intakes based on the conditions of work (less the estimated value of the maximum number of M), and to reduce the weight, it was decided to make unregulated. 
An important feature of the new aircraft was to be a higher degree of survivability for this, taking into account the experience gained under the theme of the Su- 25, provided for reservation of all vital systems and assemblies aircraft 
in the first place, the cabin crew. 
The composition of the avionics to unify with the same type of systems, medium bomber, "ed. 54 ", the development is carried out in the bureau since 1983. Ingredients obschesamoletnyh systems, such as electricity, air conditioning and ventilation, was to review because of increasing energy consumption and the rising costs of air needed for the cooling equipment. As part of the control system has changed only a part connected with the organization of the mechanical control system in the cab and the hydraulic significant changes, compared to 10M, even in sight. 
In the nomenclature of weapons compared to the 10M add new types of guided weapons: bombs, SD Class " air-surface "with laser and TV guidance system, the maximum bomb load according to the TTT increased from 6 to 8 tons. According to the results of detail Empty weight rose to values ​​comparable with analog - Su-24M, respectively, significantly increased all the calculated weight at takeoff, in flight and on landing. 
Emphasis on the part of the layout design was given to the cabin. Proclaimed that the selected layout of the crew cabin will reduce the amount of personal contact and provide the crew members during flight. In addition, reduced the total number of devices on board instruments and the opportunity to organize a sliding middle panel, reducing the number of duplicate systems. 
peculiarity was to organize the layout of the space zakreselnom special recreation areas, in which crew members are able in turn to stand up. This is the place test panels of various systems, bortpaek, first aid kit, food and sewage disposals heater unit. 
The entrance to the cabin was supposed to carry out through a hatch located in the lower part of the recreation area, which excluded from entering the cockpit of precipitation contributed to a more reliable operation of equipment. The pilot was located on the left, and the operator - on the right. In order to improve the pilot survey, it was placed above the operator, in addition, the right front part of the dashboard has been lowered, which provided him an overview of all the right areas of glazing. Each workstation was equipped with a central control station with RUS and pedals, a pilot in the left panel placed the throttle, and the operator on the middle panel - push switches back motor control. 
On the instrument panel located four MFIs and KAI, and duplicating equipment, boards and panels systems. Screen indicators expected to perform interchangeable for other purposes. The air conditioning system should provide the crew an opportunity to be in the cab during rest at an altitude of 13 km without an oxygen mask. 
In the spring of 1987, the "team" of projects, which include the head of the brigade 100-1 VFMarov, went to work in OKB Mikoyan. In this situation the solution of the design work for the designer 10B were 
transferred from the "Fighter" crews 100-3, the "bomber" brigade 100-1, along with the theme, the brigade passed 100-1 SV Elistratov, who became head of this unit. 
Lead Designer on 10B was appointed LN Smirnov. On the "new place" to the works brought "new energy". To improve aerodynamics began to search for "internal resources" layout, since it was obvious that the car is clearly pererazmerena GCHF and too large midsection, was engaged in this work, SA Sergeyev. As a result of research by July 1987 the first was essentially "compress" the schedule 10V areas, reducing the total area of the surface washed, and ensuring the value of the midship section ~ 4.6 m2. This was achieved by reducing the cross-sectional areas in GCHF and rejection of additional equipment compartment between the pods. At the same time, managed to "humanise" the appearance of the aircraft, significantly smoothing disfiguring car "hump" in the zone zakabinnogo compartment. Reducing the volume of the fuselage has reduced internal fuel capacity of 12.5 tons. By late summer 1987 the team released a full set of 100-1 of the new geometry to 10V and have begun to clarify the layout of all major components of aircraft (SP Skachkov, VE Nikitin). Changed, in particular, the layout of the cabin, two crew members positioned on one level, and operating the hatch was moved to the back of the cab. Mindful of the "epic" associated with working off "Guillemots" (On the prototype of the Su-24M LTPS "Kyra" was in NCHF, however, because of its high vibrations had to be moved to the bottom surface FES.) LTPS piece moved from compartment podkabinnogo on the lower surface of the fuselage in the area of trowels. 18-21, where he had to make the enclosure at the bottom of the tank number 1. Originally envisaged for use in the KREP blocks release of HC-3 was replaced with a conventional APP-50, found a place for them in the center section of the fairings. The lower surface of the middle compartment ending in HCHF on the basis of technological considerations, became flattened appearance. 
Propositions departments, systems and aircraft avionics planned to introduce a number of new technical solutions, such as the chassis - the brake system with brake wire control, protection of power plant of foreign objects - the installation of air intake ducts of the rotary engine protection, prototypes of which had already been tested, and in the sighting and navigation system using a multiplex channel of information exchange (MKIO). 
With all these improvements, towards the end of the year EDO to Issue completed preliminary design of the Su-27IB. Materials of the project amounted to 7 volumes, 4 more books were released in the third-party organizations - NIIAS and leading developer of systems and equipment in the NIIP CBSI. In December 1987, the preliminary design were sent to the headquarters of industry to obtain custody. 
Protection of the project was held in May 1988, chairman of the committee was appointed Air Force Colonel-General BF Beads. How does it not seem strange, but the main observations that have made ​​war on the aircraft, referred to the proposed scheme with the placement of the cabin crew members on the scheme together, and the main opponents of such an arrangement proved to guide GNII-8, which was dominated by representatives of the "fighter mafia."

As you know, by the end of the 80 in the life of the country began "era of change." It so happens that most modifications of Su-27 stage of construction of experimental machines, introduction to the series and test coincided with a period of radical reforms in public life. On each of those this time made ​​its own contribution to the fate of the machine: some "survived" and even received a new impetus in its development, others in the course of "heavy losses", or even been completely abandoned, as happened with 10M. 
Works Related 10B were the latest in this series, and in this sense had, perhaps, the smallest percentage of "strength" if taken for any number of cars on the tests and the degree of implementation in production. After all this time design bureau had only one prototype of the car, and at the Novosibirsk plant had to virtually "from scratch" to develop the production of a fundamentally new aircraft. Mindful of the difficulties in this process was much more 'quiet' 80 years in Komsomolsk-on-Amur and Irkutsk, it was possible to make an informed prediction about what fate befall the new aircraft in the future. About how it has developed the fate of 10V, give yourself the reader to judge. 
By tradition, to speed up the first two prototypes to be built 10B based on serial specimens machines, in this situation - based on the 10U doubles. As a result, in parallel with the design documentation for a batch plant, the Design Bureau was carried out production of documentation for its own pilot production, which was supposed to be building prototypes 1 and 10B-10B-2.Later, to reduce costs, it was decided to restrict the construction of only one thing - 10B-1."Face ..." and "Initial data for the design of the Su-27IB-1 (10B-1)" was released in April / June and approved by the designer in the May / August 1988, respectively. According to these documents, 10B-1 to be built using construction GCHF, lapping wing (boules), air intakes and canards of 10V, and the rest of the fuselage, including the tank number 1, center section, and HCHF with the pods, as well as wing and tail - from the 10U. Chassis mixed: front support - from the 10V main - from 10U. At the same tank with a number of wing area naplyvnoy been crafted so as to realize a smooth interface between the molded GCHF 10B and 10U FES. Since 1988, pilot plant began manufacturing parts for the prototype. 
The plan for 10B-1 suggested that the tests on the aerodynamics, strength, assess the performance of the power plant with new unregulated air intakes, assessment of flight crews of the new layout of the cabin, working off of the refueling system, and so d. Based on the destination, the aircraft was not scheduled to install sighting equipment, but only the usual set of flight and navigation instruments and the ACA, and NCHF mounted centering the load. For testing the power plant provided that one of the engines on the aircraft will be dissected. 
Serial copy of the Su-27UB two-seat trainer № 07-10, intended for improvements in the 10B-1 was obtained from the bureau at the beginning of the Irkutsk aircraft factory of 1989. 
The building of the car completed by the beginning of 1990, after the craft castings and frequency of testing, in March 1990, the aircraft was moved to LIiDB. Lead engineer on the aircraft was assigned to AA Hevesy, his assistant, - V. Belenky, a leading test pilot A. Ivanov. After the surface part of the work and rulezhek, held metodsovet LII, and April 13, 1990 AA Ivanov for the first time lifted the car into the air. 
In the first phase, in 1990-91, the factory tests 10B-1 was carried out actively. During the first two years on the aircraft performed a total of 108 flights on the LCI program to perfect aerodynamics, stability, manageability, power plant and system in-flight refueling. During production tests, and in 1990 had one additional 
program for the naval theme. To do this, August 8, 1990 10B-1 was distilled at Saki airfield, and then do some work on it with the imitation of the approach to the deck TAvKr "Tbilisi" to assess the view from the cockpit during a flight on the "ship" glide path, and on 13 August was driven off the plane back to Moscow. During the flight deck of the aircraft photographed photographer TASS, who was by then on the ship, as a result of car pictures soon appeared in the national press. Thus occurred the first sanctioned "leaks" about the existence of the Su-27IB. 
Flights on factory programs conducted test pilots EDO AA Ivanov, VG Pugachev, IV Votintsev, EG Howler, in addition, in October 1991, two familiarization flights on 10B-1 test performed GNII VM-8 Hagan. 
In the course of work fairly quickly revealed the first problem. For example, it was found that in transonic flight regimes are too large total pressure loss in the inlet, respectively, are large and the loss of traction. The reason recognized whirlwind, coming from the front edge of the influx, and falling straight into the input device. Since the geometry of the influx of over 10m is not changed, the reason for the phenomenon lies "on the surface" - to change the geometry of the intake associated with a "straightening" of its axis. So in 1991, commended the rush associated with the launch of the aircraft in detailed design, when the 42 crew were unable to estimate the time in the pipe test implications of the decision of Chief Designer, and the results have been obtained only on a "living" machine. Means to "cure" developed as quickly as they once made ​​the decision to air intakes: as directed by the chief designer at the end of 1991 the department released in four documents for revision with the introduction of an influx of "insertion" and straightening the generator to the front edge. 
After 1991 pace of work dropped significantly. During 1992, at 10B-1 was carried out only 29 full-scale works, including a total of 12 test flights, some of which was used as a study for the pilots EDO (SN Melnikov), customer (VD Shushunov) and factory test pilot NAPO (EN Rudakas). 
All the rest fall within the definition of "excessive entertainment": Participation in Machulishchy (the first public premiere of the Su-27IB) and demonstration flights under the "Mosaeroshou-92." And in 1993, flights to the 10B-1 does not satisfy: From December 1992 to August 1993rd plane was to refine the installation of prototype equipment REP, and therefore, on the outer surface of the aircraft were assembled in the extra fairing sag and vHChF. In addition, the aircraft had completed revision FARS and 
the above-mentioned revision to the introduction of an influx of direct image on the front edge. 
Since 1993 the developer ECM equipment was not received in February 1994, at 10B-1 began flying on the assessment program and an influx of the stability of the power plant. However, difficulties with funding have led to the fact that for the whole year on a plane failed only 3 (!) Flight. Nevertheless, the results of these tests was stated improving the flow characteristics at the inlet to the engine and a corresponding improvement in overclocking performance of the machine on Transzvuk, resulting in rework considered successful. 
In August of 1994, the plane finally found an experienced set of equipment REP, then conducted its test phase of the plant. First flight to include the station on 18 January 1995, and the last - July 6, after which the equipment was removed and sent back to KNIRTI and in August, 10B-1 participated in the flight of the show on aviavystavke MAX-95. As a result, the standings for the year a further 21 flights, and only 11 of them - the test program. 
In the first half of 1996, 10B-1 re-completions on idle, the aircraft set the prepared motor, and since May has been set out to continue the program for the removal restrictions, but this has not been done at this time. In June, the entrance to the election program, Boris Yeltsin visited Novosibirsk, Russia, and was recognized as vital to demonstrate the president's plane. 
As a result, from June to July, 10B-1 was in Novosibirsk, where it carried out demonstration flights and "knocked out" resource engine in a vain attempt to convince the political leadership of the country to increase allocations to the defense industry. On his return to Moscow, August 18, 1996, among other aircraft, 10B-1 participated in the program of air the parade, organized to mark the Day of Air Fleet in Tushino. By this time the Air Force leadership and EDB was finally achieved unity of opinion on the timing of the start of state testing, as a result, towards the end of the year in December, 10B-1 were finally made ​​the first flight of four GIS program 10B - on so-called. "Export" program. In total, during the year a further 25 flights, and only 11 of them were among the test. 
As a result, from the beginning of the production test and transfer to GIS for the past 7 years!During this time, at 10B-1 was performed in a total of 186 flights. As they say, 'sparse' ... 
But the history of this machine is not completed in the period from 1997 to 2005 on the 10B-1 went on trial in the interests of threads 10B, within the framework of state tests on the aircraft was carried out testing of the standard of REP. 
Now more series of sample plane. The Design Bureau in the late '80s - early '90s, in the process of implementing a series of 10V, the layout and design of the machine has implemented a number of improvements. The shift circuit suspension, under the fuselage left are starting points, and the idea of organizing two parallel "lines" bombs implemented by means of two-operator of beams and beam mnogozamkovyh holders (M. Goebel). 
It was decided to abandon the fuel tanks in the keels and move from the vertical stabilizer 10M keels to type 10C. Aerodynamics, which by this time are able to evaluate directional stability characteristics of aircraft in the test tube, gave "good" to replace the keel, as a result, the NAPO has been sent an updated set of documentation on the vertical stabilizer. 
In connection with the specification requirements for a range of CG, it was decided decision to change the order of fuel consumption, with a preliminary "part-time job" tank number 4. 
In the forward fuselage moved from the original version, involves the installation of radar in the form of candy bar, "rolling out" of NCHF for service in operation for the placement of equipment "in bulk", block by block with the implementation of access through hatches on the side of the fuselage. In addition, in connection with the relinking of the equipment, the bow had to be lengthened by 300 mm, respectively, "shortening" on the same 300 mm radome radar. 
Suffice it quickly became clear that the apparatus RZO provided for installation in the ending of the central beam is unlikely to be ever developed, so the decision was made ​​to reflow equipment in the area. Instead, it was decided to RZO here to place blocks and blocks release of equipment, which previously housed in the center wing fairings, which, in turn, have an additional tank number 2C, intended to partially offset the loss of fuel, the liquidation of the tank in the keels.
According to the results of flight tests of NE -1, it was noted that the canopy cover affects the view from the cockpit, resulting in 12 department released the documentation for the replacement of the central broad beam lamp on a narrow, etc. ... 
were built benches, designed to test aircraft systems, so in particular on the basis of pilot production of the Novosibirsk branch of the bureau in 1990, was built for testing stand gun mount L81-10B and technological layout GCHF - TM-10B. Layout consisted of a set of frames, made ​​drawings from the theoretical plane of the dural sheet, and a set of stringers. To provide an approach to the internal volume of the stand had no skin. Compartment cabin made ​​of wood with preservation of the theory of aircraft. Layout flown to Moscow, and in February 1991 he was officially presented to the Air Force. 
Breadboard Commission (Chair - Colonel-General PS Deinekin) between 19 to March 29, 1991 met in the bureau. To correct the deficiencies noted in the results of prototyping commission, bureau quickly worked out appropriate measures that were implemented in the design documentation. 
Since 1991, the stand-L91 SE-1 design bureau started working out on the reliability of the avionics. In the same year 1991 at the site of the first test stand Faustovo L07-10B, designed for testing FARS. 
According to the results of these studies, in 1992, the design of the system had to make improvements. In order to ensure the vanishing light valves are installed on more powder charges, "ed. 600 ", and for the future, 12 the department began to develop a new system of bail, with discharge lamp folds upward and backward. 
In Novosibirsk, the continued "epic", associated with the launch of the aircraft in production.According to initial plans, NAPO charged with manufacture of nine aircraft, designed for testing: three experienced (pre) machines: 10B-2 (0001), 10B-3 (0002) and 10B-4 (0003) and six first aircraft installation of the Party (in -5 ... B-10). To speed up the construction of pre-production vehicles scheduled to perform on cooperation between NAPO, KnAAPO and EDB. At the same time would make Novosibirsk FES, HCHF, wing, nacelle and air intake, Komsomolsk - deliver both CHR and the keel, and the Sukhoi Design Bureau - GCHF, nose fairing and radiotransparent honeycomb panel chassis compartment in the center section, and perform all of the work on the placement of equipment in GCHF and installation of aircraft. However, in practice it has turned out a little differently ... 
In Novosibirsk, the new aircraft was factory designation "product 66". In the period 1989-90, the city is carried out intensive work to launch the documentation in the production, manufacturing stocks, assembly tooling and parts. At the factory began to actively introduce new production processes. For the production of aircraft required to learn: 
- electron beam welded titanium plates on the "ELU-21" to make the bottom of the center section and cockpit, annealed titanium alloy ABVT-20 in vacuum furnaces 
- fuel tank welding technology, 6 
-rings of alloy production-CDF 16 powder metallurgy 
- solder stainless steel pipe for hydraulic aircraft 
- casting thin-walled parts by investment casting with crystallization under pressure 
- making parts of ugleorganoplastika and cellular metal structures, 
- heat treatment of steels with the use of videoconferencing protective enamels 
- titanium plating alloys without thermal diffusion annealing and anodizing titanium alloys 
- production of nozzles for indicators of the level of jet pumps and fuel system by electroforming, including with the use of master models, etc. 
By 1992, work on "Vol. 66 "came out on stage building berth assembly units, however, against the background of" landslide "to reduce the state defense order, the program had to cut into the production details were running only on the first four instances of machines: three experimental and the first production aircraft. 
Under the plan, the first pre-series (second prototype ) A copy of the aircraft was designed to test the aerodynamics, strength, and testing aircraft systems. In line with this, according to the "Person of the Su-27IB-2 (10B-2)", approved by the MP Simonov in May 1989, the car had an incomplete set of installed avionics, in particular, did not provide radar, LTPS and MSA, but sets the nominal navigation equipment with MKIO and display system (SDI) for monochrome IFIs.To record the parameters of the systems established contingency ACA. The plane was going to co-operation: GCHF (original design) supplied the bureau, horizontal tail - Irkutsk, keels - Komsomolsk-on-Amur. The rest, as planned, did place in Novosibirsk. 
In 1993, a four-year saga related to the launching of a series of 10 V was close to completion.August 16 10B-2 passed the assembly line to the LIS, thus beginning the process of preparing to test the aircraft entered the "home stretch". In September, the bureau in Novosibirsk, Russia for the lifting of the aircraft came to a team led by chief engineer VI Ryabko (Assistant - M. Lakhtin).
After the equipment castings, December 7, signed a "Certificate of material and technical acceptance": "The object 10B-2, produced in accordance with specifications and design of the TSA adopted by TCI and the customer is transferred ... "Sukhoi". From Sukhoi 10B-2 took VIRyabko, affixed their signatures to the act of the director of the Novosibirsk aviation plant AP Bobryshev, Chief Designer of OKB Sukhoi - head of the Novosibirsk branch of the OP Sobolev and a customer representative. The lead test pilot on the designated 10B-1, IV Votintseva, co-pilot - EG Revunova. December 17 crew performed on the machine taxiing to assess the stability and control when driving on the runway and evaluation of aircraft systems and powerplant. On the same day in LII held advisory board of the Department of the aviation industry, which considered the issue of flight tests 10B-2.

June 1, 1995 the crew of pilots in the DB IV Votintsev - IE Soloviev surpassed 10B-5 in Moscow. After a couple of training flights performed on the basis of LIiDB, June 7, 10B-5, together with a 10M-3, piloted by EI Frolov, went to the driving of course to the west. By management, in Paris, 10B-5 did not fly, and was presented only in the static part of the exhibition. All the wisdom of such a solution was evident June 20, 1995-first, when both cars went to the back stage in Moscow. Because of the refusal of the 1st hydraulic system, the crew had to 10B-5 right in the flight path to make an emergency landing at the airfield civil Prague. The chassis were produced in this emergency, the wheels were inhibited, and when you touch the runway pneumatic quickly burst as a result, the aircraft, "thundered" until the end of the runway on the drums of the wheels. Anyone who has seen it all from above, EI Frolov, addressing to IVVotintseva, a melancholy comment on the situation: "You smoke," and when the landing gear of a flying sparks, added: "You have a flame." One can imagine that it is experienced in this situation, IV Votintsev and IE Solovyov, who were in the cockpit 10B-5. But otherwise it was all over quite well: 10B-5 stopped within runway, quickly came to the Czech aircraft fire, poured the wheel "clean" foam, and the pilots of breath, out of the cab and began to inspect the scene. 
By the way, E. I. Frolov did not "tempt fate", and asking for land, and sat down at the airport in Prague after the 10B-5. 
The cause was found quickly, it was poorly spent in refusing to operate the hydraulic pump OP-128. For the repair of 10B-5 had to be used as a "donor" 10B-2, which stands for revision.Upon arrival the team of experts bureau and NAPO, the site removed the effects of the "accident", after which the July 3 10B-5 has been flight tested, and by July 4 was transferred back to the base LIiDB in Zhukovsky. Thus ended the first "premier" showing the Su-27IB abroad. 
Upon the forced landing of an aircraft was assigned to the commission that investigated the circumstances of the accident. Taking into account the recommendations of the Commission, 24 July 1995 EDO have been issued "Measures ....», aimed at identifying and addressing the causes of the PLP: 
- Definition of temperature pump and reducing its heat-loaded, 
- improved erections hydraulic system 
- revision of circuit wiring and brake issue signals in the system indicating the chassis 
- works to reduce the likelihood of failure of the hydraulic system to operate. 
In August, during the MAKS-95, 10B-5 was demonstrated in the static part of the exposure, and upon its completion, on September 12 plane ferried back to the factory in Novosibirsk for hydraulic improvements: increasing the pressure poddavlivaniya, providing installation of pumps without removing the engine, improving the removal of air and other Refinements completed by the spring of 1996, 26 April 1996 the aircraft ferried to Moscow, and the next day, April 27 - the airfield in Pushkino. Here, in the vicinity of St. Petersburg, on the basis of the flight was to work out NIIREK and "bring to mind" the main gauge of aircraft - its radar, but at that moment no one has ever guessed that this trip will be delayed intermittently for almost 2.5 years (!) until October of 1998 ... And later, after the 1998, the aircraft avionics continue to debug, especially radar. In the course of this work, the 10B-5 was performed the first successful combat use of the work on October 31, 2000, almost the first approach, on the sea test range in the Black Sea was completed successfully launched UR X-31A on surface targets. 
Between modifications of equipment and rare test flight, the plane periodically attracted to participate in various art exhibitions and shows. During the whole flying career 10B-5 typed a lot of such "secular" activities in June of 1996 - a show organized for Boris Yeltsin in Novosibirsk in July 1997 - Minister of Defence show IS Rodionov in Akhtubinsk and later MAX-99, Farnborough-2000, MAKS-2001 ... 
10B-5 participated in the tests up until 5 March 2002, when the next flight out, when the ground above the barrels of large angular velocity , there was an unauthorized "landing", "large" suspension - KAB-1500. As a result of this incident, the car was damaged sample sites on the wing, and after that no longer fly. 
Airplane 10B-4 (0003) with 10B-5 was originally included in the plan date in 1994, but over time, due to underfunding and the failure of delivery components, "flowed smoothly" in the plan in 1995. In the new year the situation did not improve, to purchase the equipment at the plant still had no money. Nevertheless, the assembly continued, and by August of 1995 on the aircraft was completed installation of all major aircraft systems, were out in the main, large Giza. However, factory workers, bearing in mind the events of a year ago, did not lose hope yet "bump" 10B-4 until the end of the year and deliver the car to the customer. Hopes were realized, the surrender of the aircraft moved forward by a year, still credited to plant the 1995 plan is actually the work performed. 
However, for most of next 1996 because of lack of funding work on 10B-4 virtually no conducted, only towards the end of the term started again "rush." 
​​Under the plan, the aircraft had to stand a full set of avionics, including radar and LTPS (a non-retractable version), but without equipment REP. Radar came from the factory in December, and LTPS plant did not wait. In December, Fox began working out and testing of systems and complexes. For the acceptance of an airplane, on December 18 of the EDO team arrived, led by chief engineer VN Cornel. 23 was signed by "Act of the technical condition" under which the same day on an airplane taxiing fulfilled, and December 25, 1996 a crew consisting of IE Soloviev - EN Rudakas for the first time raised the 10B-4 in the air. 
In the first half of 1997 at the plant continue to develop the aircraft for delivery to the customer. 
After work, to June 3, 1997 the car was distilled from Novosibirsk to Moscow. Once again, as two years ago, the aircraft was declared in advance to attend the show in Le Bourget, but this time go on stage in Paris, the crew had to 10B-4 "in splendid isolation": because of bureaucratic documents for display 10M -11 were prepared with a delay. 
This time everything went without incident, and after the "Parisian tour" to the June 24, 1997, IV and VI Votintsev E. Solovyov distilled 10B-4 back to the airfield in Zhukovsky. In August 1997 the first aircraft, among other vehicles involved in the design bureau of the show flight at the MAKS-97. Toward the end of the year, in November 1997 the aircraft ferried in Akhtubinsk, where he was officially handed over to the program of GIS. As the plane was missing the target equipment, anticipated to perform work on refinement of the items in the program, which did not require its use. The first plan was refueling in the air. After the flyby, the first full-scale work on the program for GIS 10B-4 carried the crew of the test pilots in the glycyl 929 VS Petrusha - Igor Malikov, it took place on 28 January 1998. Since then, 10B-4 for almost five years, until November of 2002, virtually without any serious interruption is sufficiently "tight" participated in state testing program, performing work for refueling, flight characteristics, stability, controllability, flying safety office TSA, DGG on motors for missile launches, etc. 
In these works, at the initiative of MP Simon on the 10B-4 were carried out full-scale operation with a view to setting new world records. July 28, 1999 a mixed crew of IV Votintsev (EDB) - AI Gajvoronsky (NAPO) has established three world aviation records in the class - 14 727 m altitude with loads of 1,000, 2,000 and 5,000 kg, and August 3rd test pilots glycyl VS Petrusha and AA Oshchepkov established two national aviation records - 15 063 m altitude with a cargo of 5,000 kg and a maximum weight 2330 kg, raised to a height of 15 000 m. In the same month, after ferrying in Moscow, right during the MAKS-99 crew in the EDB, IE Soloviev - A . V. Shendrik found three more national aviation records: 16 206 m altitude with a cargo of 1,000 and 2,000 kg maximum load 2330 kg, raised to a height of 15 000 m. Since the summer of 1999, the machine 10B-4 made ​​its "contribution" in piggy bank Records set in the Sukhoi Design Bureau. 
active work in the GIS continued to 10B-4 up to 2001 ... 
In December 1996, in connection with the emerging backlog of construction and transfer of aircraft in flight test, made ​​a joint decision that determines the amount of mounting a series of Object 10B in the amount of 6 aircraft manufacturing in 1996 -1997 GG the following samples: 
10B-4 - IV quarter. 1996, 10B-6 - II quarter. 1997, 
10B-7 - III quarter. 1997, 10B-8 - IV quarter. 1997. 
Term of the remaining two machines 10B and 10B-9-10 was planned to clarify the results of operations in 1997. Thus, the following year the building was planned and transfer to the test immediately 10V 3 aircraft. It is hard to say what in this case guided by the developers of the solution, today we can only conclude that neither in 1997 nor in the next few years the situation with the production of the Su-27IB has not improved, the pace of aircraft production still remained at the same "unit shipments," the level of . The actual dynamics of the release of Su-27IB at the Novosibirsk plant in 90 years, characterized by the following table: plane 10B-2 10B-5 10B-4 10B-6-7 10B 10B-8 serial number 00-01 01/01 00-03 01 - 02 01-04 01-05assembly time, months 11 12 30 32 35 49 date of the first flight of 18.12. 28.12. 25.12. 27.12.21.12. 12.20                                                1993 1994 1996 1997 2000 2003

Recall, we are talking about the development of aircraft 10B, which was named a "priority of the federal program." In this situation, it is not surprising that the timing of the work all the time steadily, "slipping" farther and farther away. 
Briefly mention about other advanced machines, bureau sent for testing. 
The situation with the construction of 10 V-6 almost completely repeated the story that took place earlier in period of delivery 10B-4, but in a more degraded version. On the constructive side, at 10B-6 have been introduced for further development to improve the cooling pumps, with the introduction of more powerful heat exchangers, in addition, the front landing gear was installed built-in ladder, which provides the possibility of landing the crew into the cockpit without the use of ground facilities. According to plans, the car was supposed to be full of avionics, including radar, LTPS and KREP. However, the "hard reality" again brought about changes in management plans. 
NAPO financial situation in 1997 did not improve, the delay in salary for mid-year, up more than 9 months, the plant did not have sufficient funds to purchase equipment to be installed on the aircraft. Only August 8, 1997 was finally signed the state contract with the Department of Defense to manufacture and supply of 10 V-6, and the plant was able to deploy the real work on the completion of the machine. However, it was clear that in the remainder of the year while all the provisions of work will not succeed. In this situation, in agreement with the BBC in November - December 1997 and executed a "decision", according to which, subject to exceptional conditions, was determined a special order and delivery of the aircraft to connect to the test.10B-6 it was decided to "levitate" in the absence of half the staff of avionics, including radar and PrNK KREP. It came to that to raise the machine into the air under a personal guarantee on a neighboring plant manager at ARZ Tolmachevo were "on loan" obtained ejection seats K-36DM!
In a few days before the end of the plant carried out an enormous amount of work to complete the assembly, processing and inspection all systems. For acceptance 10B-6 from Moscow team arrived, led by chief engineer VI Selyaevym. The first flight took place on 10 V-6 December 27, 1997, piloted aircraft factory test pilot EN Rudakas and test pilot EDB IE Soloviev. 
But after the turn of the 1998 work by car almost got up again, well past the one after the other newly appointed deadlines machines - March, then June 1998-the first, and then the country has come the famous August "default", followed by followed by sharp sequestering the defense budget. As a result, in August 1998 plane 10B-6 on FOX sheathed and taken to the "one side".Work resumed only next year, the plane circled over the place on 13 August 1999, and by 18 October the aircraft finally ferried to Moscow. This was followed by a new long-term, nearly two-year phase of the factory castings, improvements and dovodok all onboard equipment and then in October of 2001 the aircraft was finally officially handed over to the military for the state tests. 
10B-7 was to be the first car of the Whole, which was published of the walls of the plant.According to the results of tests on it implemented a lot of improvements to increase its hard currency performance, to this end, two additional turboholodilnika and introduced additional air intakes. First established with LTPS available in Monobloc and flight equipment KREP. Due to delays in equipment, construction and mining guild aircraft delayed until April 2000 when the car finally passed the assembly line at ISL. 
Ground-based processing and testing of the airplane on FOX for the first time are not in an emergency, and according to plan. The acceptance of the machine is driven by a team led by OKB lead engineer VE Shlykov. The first flight on a plane December 21, 2000 carried a crew consisting of factory: EN Rudakas - BC potash. 
Based on the experience gained during the work with machines 10B-4 ... 6, a bureau, it was decided to minimize the time aircraft castings before presenting it to the state tests, putting their main amount for professionals NAPO. In this regard, CEO of EDB, MA Pogosyan put before the leadership of NAPO task - to pass 10B-7 DB in a state that is fully prepared for presentation to USCIS. However, to perform a "set" M. Pogosyan at this time was not possible, delivery was delayed until May 17, 2001, but the machine again came from the factory without much of the avionics. As a result, mining equipment based LIiDB continued for almost a year, until April of 2002, when the plane was finally handed over to the military for GIS. 
Constructive difference plane 10B-8 on older machines - the application of the new scheme of opening the emergency exits at ejection with the so-called "Oblique axis." The new scheme has been developed in the department of 12, and in the period 1999-2001 was worked out at the booth L07-10B at the landfill in Faustovo. In aircraft assembly plant did in late October 1999, but the lack of spare parts, as always, greatly delayed the assembly. 
castings aircraft completed by December of 2003, acceptance of the machine is driven by a delegation headed by chief engineer Vladimir Makrynskim. 
The first flight took December 20, 2003, piloted the aircraft factory crew of EN Rudakas - AI Gajvoronsky. 
In the first half of 2004, at 10B-8 began a new phase of improvements - according to the decision, on an airplane kit installed upgraded equipment, as result, putting the machine to the customer as much delayed until the autumn of 2004. However, this time managed to fully implement the guidance set by EDB task, and September 28, 2004, the aircraft was distilled from the plant directly into Axhtubinsk to connect to the GIS program. 
At the initial stage of work, working off the radar for speed considering the possibility to use special LL "L 16-10B, "which planned to build on the basis of IL-76. However, no actual work in this direction until 1991 no attempt has been made, and later was no longer up to it. By 1995, however, it became clear that the testing of radar greatly delayed, and once again raised the need for advanced mining station. This time it was decided to make LL on the basis of the Tu-134SH, work has been factory code "L17-10B," In the period 1995-98 by the Novosibirsk branch of the Sukhoi Design Bureau has developed and produced the relevant documentation NCHF 10B, and in 2000 at the Minsk ARP refinement was carried out aircraft. From June 2001 on the basis NIIREK in Pushkin began flight tests of AA. In August 2001, the aircraft was demonstrated at the MAKS-2001. 
Bottom line: despite the difficult situation, is formed at the initial stage of work, the Sukhoi Design Bureau together with the Novosibirsk plant in conditions of chronic underfunding of the program were able to build prototypes, which in autumn 1996 - first started the program of state tests. 
From the bureau in the works on 10V involved virtually the entire air crew company Sukhoi, from 929 glycyl note Merit Test Pilot Shushunova VD, VM Kaganova, I. Malikov, AA Oshchepkova, VS Petrusha, AP Kruzhalina. The situation began to change dramatically for the better after 2000 and, when the state has found the real means dlyarasshireniya front of tests and the work on mass production of the plane at the Novosibirsk aviation plant. By April 2003 the program was successfully carried out pre-trial detention, and in October 2006 in Akhtubinsk signed the act of completing the first stage of the state tests. 
The result was the decision of the possibility of beginning of operation of the Su-27IB (Su-34) in the ranks. The first two production aircraft were solemnly handed over to the Air Force December 15, 2006 directly to the LIS Novosibirsk factory acceptance certificate signed personally Air Force Commander Mikhailov BC. 
In fact the first of the aircraft, tail number 02 
was moved to 4th in Lipetsk TsBPiPLS only for next year In August of 2007, the first flying change in the center on September 12, 2007, and first flew on the plane carried a crew consisting of AN Harchesky (Head 4th CEC) - VS Petrushka (test pilot glycyl 929). By the end of 2008 from Novosibirsk in Lipetsk passed, a third production aircraft, with tail number 03. It is hoped that with time the Su-34 pilots and receive regular combat units.
 

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The first production fighter-bomber Su-34 will soon be available for service of the Air Forces, "Interfax-AVN," Air Force Commander Gen. Vladimir Mikhailov. 
"Aircraft arrive in Lipetsk aviation center, where experts will develop a method of Su-34 flight composition of the combat units, "- said Vladimir Mikhailov. 
According to him, "Su-34 - the future of the Air Force of Russia." "The cost of this aircraft will be about 860 million rubles," - said Vladimir Mikhailov.

(Previously 570 million figure sounded rubles - paralay)
Commander said that in the next 2-3 months in the Air Force will go second Su-34.
 

Moscow. July 11. Interfax-AVN
 

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By the early 80s based fighter-bomber and tactical bomber domestic Air Force combat jets were third-generation Su-17, MiG-27 and Su-24s of various modifications. Equipped with enough sophisticated for its time, by means of target detection and targeting, effective models of managed and corrected weapons air-to-surface, these machines fully meet the requirements of the 70s for air combat systems in this class.

A few years later, however, the situation demanded a more sophisticated and competitive structure. To address this problem in the early 80's design office staff began Machine-Building Plant. Pavel Sukhoi (now - JSC "Sukhoi"), shortly before passed to the mass production of a supersonic single-seat fighter-interceptor Su-27.

Work on creating two-seater fighter-bomber originally received the designation Su-27IB (factory code of aircraft - the T-10B), headed by General Designer Mikhail Simonov, chief designer of the car was appointed RG Martirosov. In the early development of the fighter-bomber was considered as a modification of the serial Su-27 (or more precisely its two-seat combat trainer version of the Su-27UB), which was supposed to save little or no change in structural and aerodynamic layout and diagrams, most of the technical solutions and combat capabilities of the prototype mode "air-air."

To increase the effectiveness of combat employment and safety it was decided to place the fighter-bomber crew - a pilot and a navigator-operator - close (as in a front-line bomber Su-24), instead of the previous scheme "tandem". This will get rid of some duplication of instruments and controls, to facilitate the interaction of crew members and provide them with appropriate ergonomic and health standards, the opportunity for rest and food during the hours of flight.

To provide a given range of flight system has been designed air refueling. (A similar system produced with a barbell-toplivopriemnikom applies to other versions of the Su-27 - Su-27K, Su-27M and Su-30). All these activities resulted in a rebuild of the aircraft, and particularly the head of the fuselage.

Design was largely completed by 1990. At the same time was a revision of the production of combat-capable Su-27UB prototype of the fighter-bomber T-10B-1. This car has received board number 42, is a serial "SPARK" in which the nominal head of the fuselage is replaced by a new one with a double cabin with an arrangement of seats next to the crew and the input of a niche nose landing gear, the influx of new wing with canards and other changes in accordance with fighter-bomber project. The rest of the T-10B-1 almost completely repeated training and combat fighter.

The first flight of the prototype T-10B-1 took place April 13, 1990 at LII airfield. Gromov. The plane was piloted by test pilot honored by AA Ivanov. In subsequent operations were carried out extensive tests to identify the characteristics of the aircraft with the new head of the fuselage, testing of air refueling and other studies.

Preparing for mass production of the new fighter-bomber, was deployed to NAPO im. Chkalov.This company had long had close links with the Sukhoi Design Bureau: formerly known as plant number 153 and the Novosibirsk Aircraft Plant (NAE), it is the end of the 50s carried out the serial production of aircraft of this design team - a fighter-interceptor Su-9, Su-11 and Su-15, and from 1972 until recently - front line bomber Su-24 and its modifications. Work to develop the mass production of the Su-34 was carried out under the direct supervision of the chief designer of the Novosibirsk branch of JSC "Sukhoi" OP Sobolev, and director of Naz AP Bobrysheva.

Construction of the first aircraft production plants (in fact, he was the second prototype of the fighter-bomber Su-27IB and was therefore the code T-10B-2 and the side number 43) was completed in late fall of 1993, and December 18 test pilots I. W. and E. Votintsev Howler raised its first flight. A new machine accompanied by a first radius of Su-24 bomber, managed by a crew of test pilots EN Rudakasa and AI Gaivoronsky. The event was covered on television, and on 6 January 1994 in the newspaper "Izvestia" appeared the first article tells about the new plane represented as a "front-line bomber Su-34".

In spring 1995, it was decided to show the Su-34 on the traditional international air show in Le Bourget (France). To demonstrate the production aircraft was selected, received after painting in April 1995, hull number 45. In early May, the plane flew over the airfield in Zhukovsky Flight Research Institute, where training was conducted for foreign presentation. In Paris, the Su-34 exhibited under the name Su-32FN, ie Fighter Navy - Marine fighter. This was the third "name" is actually the same plane, not counting the in-plant symbols and serial factory EDO (military customer still prefers the original name of the Su-27IB, the firm represents the developer of the aircraft in the media as the Su-34, for abroad - as the Su-32, and she uses it to code T-10B, or simply "10B"), which led to considerable confusion among professionals and aviation enthusiasts.

Su-34 in general has kept features aerodynamic design and arrangement of major components design, typical of the family of Su-27. Have not changed much in terms of shape and contours of the wing and tail, in other respects, however, its design is completely different. Su-34 has a new head of the fuselage, strengthened wing, vertical tail, as the Su-27, but without podbalochnyh ridges, the front horizontal tail (similar to those used on the Su-27K and Su-35), a new chassis.

In contrast to the production of the Su-27 Su-34 is equipped with non-adjustable air intakes, limiting its multiple performance characteristics (mainly, the maximum flight Mach number), but it will simplify and facilitate the design and provide a clean two-wheeled main landing gear bogies.The main landing gear removed down the coast in a niche with the center-steer trucks, front retracts back into the bay under the cockpit.

At the head of the fuselage, starting radio waves radar radome, having an elliptical shape and sharp lateral edges, is equipped with cabin crew and niche cleaning the nose landing gear. In the bow of a radar dome rod main PA with the antennas of radio navigation equipment (for advanced copies in its installed additional sensors the angle of attack and destruction). Secure double crew cabin provides accommodation pilot and navigator of the operator side.

The entrance is not done traditionally through the upper wheel (it opens in use only for maintenance and dismantling of ejection seats), and in niche nose landing gear with built-in ladder.Sufficiently spacious cabin allows the pilot or navigator to stand up, do exercises to restore functionality. Cabin is equipped with a thermos, the device heating food, first aid kit, sanitation device.

For reliable protection of the crew from getting bullets and shells made in the cabin as a single bronekapsuly (the first such design was used to attack aircraft Su-25). Head of the fuselage ends zakabinny compartment in which the racks and shelves placed the bulk of electronic equipment (it is being accessed via a niche nose landing gear) as well as ammunition box with gun ammunition.Under the fuselage along the axis of symmetry between the pods under the scheme has two tandem node suspension arms. Aft fuselage consists of two engine compartment engines, tail-beams and the central beam.

The central beam, culminating in acting back radio waves of large-diameter fairing, includes rear fuel tank compartment of a container of brake parachutes and avionics bay.

On each wing there are four components through pylons (including one at the end of the wing) for the suspension arms. Instead of the extreme ends of the pylons on the wing can be mounted containers with equipment REP. In the center section there are niches for cleaning the main landing gear units and their mountings.

In the flood of electronic equipment placed in the wing and in the right setting is an influx of 30-mm single-barrel automatic gun rapid-. It made special slots and louvers for cooling the gun, but to protect the skin from the hot gases during firing in the vicinity of the cut trunk of a screen of heat-resistant steel.

Aircraft fuel system consists of four tanks of the increased volume (three - in the fuselage and center section and one - in the wing), pumps, pumping and pumping and fuel-flow toplivomerno equipment. Upgradeable discharged external fuel tanks.

The aircraft is a system in-flight refueling boom with the output-toplivopriemnikom at the head of the fuselage and the cockpit lights two night refueling. Refueling can be done by tankers Il-78 and Su-24 equipped with ORM.

Means of emergency escape equipment and aircraft crew. The aircraft is aligned ejection seats K-36DM providing emergency escape vehicle in distress at all altitudes and flight speeds, including the regimes of the aircraft on the airfield. Bailout carried up through the openings of the two wings discharged lamp.

At the disposal of each crew member has NAE with automatic radio beacon, life raft inflatable, product supply, camping equipment, signaling devices and pharmaceuticals. Equipment crew consists of the altitude-compensating suits or high-altitude sea rescue kits, helmets and a set of oxygen equipment.

The main purpose of the Su-34 - powerful and accurate missile and bomb strikes on ground targets in the enemy's operational and tactical depth. At the same time a perfect electronic equipment and guided missiles air-to-air combined with the legacy of its predecessor - a fighter-interceptor Su-27 - high flying and maneuvering characteristics allow very efficient use of the Su-34 and in a dogfight. Therefore, it can be rightly attributed to the multi-purpose aircraft. From this perspective, perhaps the only foreign analogue of the Su-34 is the U.S. tactical fighter F-15E, ringing in 1988 at the Air Force United States.

According to the newspaper "Today" from January 12, 1995, just prior to 1998 was intended to build on 12-13 of these machines, which must be made a full range of aircraft design and state tests, after which the aircraft will be launched into mass production and will be supplied to the troops .

The author believes that by 2005, will replace the Su-34 bomber regiment in front the Russian Air Force planes 3rd-generation Su-24, and like its predecessor, the Su-34 aircraft will be the base for further development of a number of special options - front-line aircraft systems aerial reconnaissance and electronic warfare - and reach, along with the aircraft of the 4th generation MiG-29, Su-27 and their modifications, the basis of national air forces in the next millennium.