Double interceptor Yak-28P developed in OKB-115 Yakovlev in 1960 on the basis bambardirovschika Yak-28. It was intended to counter air targets at low and medium altitudes in a large range of speeds day and night in any weather. The design used the experience of developing interceptor Yak-25M. The prototype was first shown at the aircraft parade in Tushino in 1961. Factory tests began in July 1962 and continued until September. November 23 began the state tests. Due to various improvements, they delayed and continued until September 1964. At this time, the Novosibirsk Aircraft Plant № 153 led the preparation for mass production interceptor, which began in 1962. In late 1963 the first production aircraft arrived to combat tests in the pulp and paper industry in the defense Savastleyke. In the process of finishing an experienced fighter engines R-11AF-300 was replaced by P-11AF2-300, setting them in elongated pods with round inlet.

Construction and equipment of the interceptor, basically, were similar to the base plane. Fuel tanks in vnutrifyuzelyazhnyh, compared with the bomber, increased to 2000 liters. In this case the PTB on interceptor not installed. Yak-28P was the same line up as the Yak-27K, but the pylons for rockets are not located on the inner side engine nacelle, and the external. Cockpit and the pilot-operator had a common lamp control the aircraft could be at both jobs. The aircraft armament system was installed K-8M-1, consisting of two rockets from the heat (P-30t) and semi-active radar (P-30R) heads the guidance, launchers and radar devices, “Eagle-D”. Later she was replaced by a system of K-98 (R-98) and added (in 1966) close combat missile P-3C. To reduce the length of the takeoff run (up to 400 m) provide for the possibility of starting powder accelerators. To reduce the mileage used brake parachute.

This is the most widespread modification of Yak-28. A total of 1962-1967 years produced 443 aircraft. Officially on arms was not adopted, although parts of the defense was exploited more than 20 years. Longest Yak-28P remained in the 641 IAP in the New Earth – until 1988. Over the border is not available.

Modification of aircraft:

    * Yak-28P (item 40) – loitering interceptor. Mass production in 1962-1967, respectively.
    * Yak-28PD – revised. Notable for the composition of the equipment.
    * Yak-28PM – modernized. Notable for R-11AF3-300. Developed in 1962. Not serially produced.
    * Yak-28URP – interceptor with solid boosters to increase the speed of flight. Converted 1 Yak-28P.
    * Yak-28-64 (Yak-28N) – prototype interceptor. Notable for placing 2 R-11F2-300 in the fuselage and the composition of the equipment. Equipped with the weapon system of K-28P (2 missiles X-28). In August 1964 refurbished 1 Yak-28P.
    * Yak-28-80 – interceptor with radar “Eagle” (draft). Notable for R-21-300. Armament consisted of 2 missile K-80.

Fighter-interceptor Su-15 developed in the Sukhoi Design Bureau and is a further development of supersonic interceptor Su-9 and Su-11. Back in the late 50-ies in the EDB were developed prototype T-49 with the side air intakes and a powerful radar and T-5 twin-engine P-11. Based on the backlog in volunteering was designed interceptor T-58 Turbojet AL-7F2 and radar Eagle-D “(” Eagle-2 “) in the pointed nose of the fuselage. Lead designer of the aircraft was appointed N. Zyrin.

It soon became apparent that the engine is not enough. It was decided to replace it with more powerful AL-9, but he never left the stage of development. So they decided to install 2 Turbojet R-11F-300. Twin-engine aircraft received the designation T-58D. In February 1962, came an official decision USSR instructing EDO creation of a new interceptor. 30 May 1962 a prototype of T-58D1 first took to the sky (the test pilot VS Ilyushin). Tests continued until June 1964. During the tests several flights performed even the commander of the Air Defense Air Marshal E. J. Savitsky. In March 1965 the aircraft under the designation Su-15 was adopted for air-defense forces. The first production aircraft was manufactured in Novosibirsk in March 1966 (the delay associated with downloading the factory production of Yak-28P), and large-scale production was mastered in 1967. The first time shown to the public in the summer of 1967 at the air show at Domodedovo.

Su-15 is built on the aerodynamic configuration cantilever monoplane with low-delta wing (55 ° to the front edge) and swept tail surfaces. At the later series aircraft wing has variable sweep (at the ends reduced to 45 °) and equipped with a system of blowing boundary layer. The glider is made primarily of aluminum alloys. Cockpit geremetizirovannaya with air conditioning system. Ejection seat COP-4 (development of the Sukhoi Design Bureau) provides escape aircraft at all altitudes with a minimum speed of 120 km / h. Chassis trehoporonoe with a nose strut. The power plant consists of 2 Turbojet R-11F2S-300 (in later versions R-11F2SU-300, then R-13-300, F-13F-300). Air intakes are located on the sides of the fuselage. In the forward fuselage is located onboard radar. Armament consists of 2 medium-range missiles R-98 (R-98T with infrared homing and F-98R with a radar homing), suspended on pylons under the wing. For melee at the Su-15TM may apply 2.4 missile R-60 or UPK-23-250. Non suspension 2 bombs FAB-250. To increase the flight range is provided for the suspension of the two PTB 600 liters each.

Complex interception Su-15-98, which included Su-15, was able to intercept the target, flying at speeds of up to 2000 km / h in the forward hemisphere and 1600 km / h in the posterior hemisphere at altitudes of 1000-23000 m. The complex Su-15-98m, as part of which included the Su-15TM, and the ground complex of an “air-1M, differed doubling intercept range and was able to intercept the target, flying at speeds of 500-2500 km / h in the altitude range 2000-21000 m . RADAR Typhoon-M can detect targets flying at 9000 m above the aircraft, and missile R-98m – hitting targets, flying at 4000 meters above the front hemisphere and the 6000 meters at the rear.

In the 60-80-ies Su-15 fighter aircraft were based defense (they were armed with 25 regiments). It is the Su-15 were shot down by both the South Korean “Boinnga” (March 20, 1978 and on the night of September 1, 1983). Plane has been widely used as a flying laboratory.

In the years 1966-1980 produced about 1400 Su-15 of all modifications. In the Air Force and for export is not available. In the early 70-ies some planes with Soviet crews were used in Egypt. In 1990, the Su-15TM fell under the Treaty on the Limitation of AC in Europe and in large numbers began decommissioning and destroyed. Decommissioned in 1991.

Modification of aircraft:

    * Su-15 ( “product 37″) – serial sniffer. Equipped with radar Eagle-D “(” Eagle-DM “,” Eagle-DPA, RP-15). Produced in 1966-1969, respectively.
    * Su-15bis – modernized. Notable for R-25-300. Developed in 1972.
    * Su-15T (T-58T, “product 37M) – modernized. Notable for airborne radar “Typhoon”. Developed in 1969. In 1970-1971 produced 12 aircraft.
    * Su-15TM – modernized. Notable for engine R-13F-300, radar Typhoon-M (RP-26), closed fairing ogival shape, and lengthened to 300 mm in the nose landing gear. Developed in 1970. Produced in 1971-1975, respectively.
    * Su-15UB (Y-58b) – combat training. Distinguished by the radar. In 1970 he made 1 aircraft.
    * Su-15UM (Y-58m, “product 43″) – a combat trainer based on Su-15TM. Notable for the lack of radar. Armament consisted of a missile R-98T with thermal GSN. Produced in the period 1976-1980.
    * Su-15UTI (U-58T, “product 42″) – school-based Su-15. Notable for a double cabin, lack of radar and weapons (under the wings were attached layouts missiles R-98). Produced since 1970.
    * T-58VD – aircraft short takeoff and landing. Distinguished by the presence of 3 additional lift engine RD-36-35. In 1966 pereobrudovan from T-58D1.
    * T-58D1 – the first prototype. First flight May 30, 1962.
    * T-58D2 – the second prototype. Feature extended keel. The first flight in May 1963.
    * T-58D3 – a prototype for the series. Notable for construction of the fuselage.
    * T-58L – prototype with ski landing gear. Remodeled in 1965 from T-58D2.

Basic research to develop a supersonic aircraft capable preodalet milestone in 3M, were in the OKB-155 Mikoyan in 1958-1959. In 1960 it was agreed in principle. Directly projecting an E-155 began on 10 March 1961. The department projects was established group of 12 people, comprising engineers most progressive views and thinking outside the box. Initially the work was led by MI Gurevich, then he was replaced by NZ Matyuk. Further modernization was carried out under the leadership of LG Shangelaya. The aircraft was designed in two versions: E-155P interceptor and reconnaissance E-155R. 5 February 1962 issued a decree of the CPSU Central Committee and USSR Council of Ministers № 131-62, instructing EDO build prototypes plane, determined from LTH, the timing of construction and reach test, and determines the order of co-operation with other enterprises.

The plane made the whole country. Among the subcontractors OKB-155 were: Ramenskoye Design Bureau, NPO “Avionics”, LII them. Gromov, GosNIIAS, Novosibirsk NIIAO, MNIIP, IBC “Sunrise”, Kursk KB industrial automation, MKB Soyuz, VNIIRA, NGO “Palma”, VNITI, GNIIRS, MNIIRS, Kazan and Krasnogorskij optical-mechanical plant, Kuibyshev plant “Ekran”, Kamensk-Ural KB “Detail” IBC “Mars”, TsAGI, JARI, VIAM, CIAM, etc. Especially for the aircraft developed new alloys, heat-resistant rubber, plexiglass, hydraulic fluid.

For the E-155 was selected engine EDB AA Mikulin 15K, for gas dynamics close to a parallel flow (created for unmanned high speed and altitude DR-2 “Hawk”). Finalized for fighter engine received the designation R-15B-300. The airframe was decided to make steel, as duralumin not withstand huge thermal loads (temperature inhibition at the maximum speed – 303 ° C). To compensate for the weight gain, the fuselage is made for carrying tank-circuit design divided into compartments, reinforced inside stringers welded hermetically sealed and completely filled with fuel (fuel is 70% of the fuselage). In order to reduce heating fuel engines were shut silvered screen. Fuel use is also special – vysokoteperaturny kerosene T-6.

MiG-25 is a vysokoplan with trapezoidal wing and managed stabilizer. Aerodynamic configuration chooses Mikoyan. To ensure directional stability was chosen dvuhkilevoe plumage. In the design process were optimized technology works with heat-resistant steels VNS-2, 4 and 5, covering the aircraft structure sheets of titanium alloys, developed new air conditioning system, arming station RP-SA-A Whirlwind “(development of SRI-131) and missiles R-40 (OKB-4), navigation, onboard TSEVM, cameras (to scout).

In 1962 he built a model airplane. The first prototype of the E-155R-1 was produced in 1963. March 6, 1964 test pilot AV Fedotov stared raised E-155R into the air. September 9, 1964 P. Ostapenko overflew E-155P. By improving the equipment involved aircraft E-150, E-152, E-152M, MiG-21, 3 Tu-104, Tu-110. In 1969, at the Gorky aircraft plant number 21 (Aviation Production Association named. Sergo Ordzhinikidze) started serial production of MiG-25R, and in 1971 – Mikoyan MiG-25P. April 13, 1972 the Soviet Army adopted kopmpleks intercept MiG-25-40 (aircraft-interceptor MiG-25P, firing an air-to-air R-40, radio command guidance system with the earth “Lazur”, etc.) in December the same year – MiG-25R reconnaissance. For creation of an aircraft design team was awarded the Lenin Prize.

Initially, the MiG-25 was intended only for use on the territory of the USSR. After the hijacking in Japan on Sept. 6, 1976 all previously built aircraft have been upgraded. Breaking down the MiG-25 allowed to remove export restrictions and to allocate aircraft in a country friendly to the Soviet Union: Algeria, Bulgaria, India, Iraq, Libya and Syria (sale for export started in 1979). India was in service until May 1, 2006.

MiG-25 is one of the few in the world really supersonic aircraft (flying at supersonic speed is his normal mode). In total, it is set 38 world records, 7 of which are absolute. Some of them are not covered until now. Production of the MiG-25 continued until 1984, when he was replaced by more advanced MiG-31. Total made 1190 aircraft MiG-25 of various modifications.

Modification of aircraft:

    * E-133 – a record. In 1977, remodeled 1 MiG-25PU. He wore aviator SE Savitskaya set 4 world records.
    * E-155B – high-altitude bomber (project). The crew consisted of 2 persons.
    * E-155K – airplane breaking enemy air defense (draft). Protivolokatsionnymi equipped with missiles.
    * E-155MF – front-line bomber (project).
    * E-155N – medium ballistic missile (draft). Developed in 1961.
    * E-155P – a prototype interceptor. Made in 1964.
    * E-155R – prototype reconnaissance. Made in 1963.
    * E-155RD – an unmanned reconnaissance vehicle dorazvedchika (draft). Developed in 1961.
    * E-155MP (MiG-25MP, “product 83″) – experienced double hook. Made in 1975. Create the basis for the MiG-31.
    * E-155PA (MiG-25PA) – draft fighter-interceptor Smerch-100 “(” Barrier “), armed with missiles R-100. Being developed in the second half of the 60-ies.
    * E-155SH – attack (draft).
    * E-155SHR – scout-attack aircraft (project).
    * E-266 – a record. Under such a designation in the FAI registration number of world records set at an E-155R-1, E-155P-1 and E-155R-3.
    * E-266M (E-155M, the MiG-25M) – prototype with R-15BF2-300. In 1973 he converted 2 aircraft. The aircraft set a number of world records.
    * MiG-25BM (item 02M) – strike aircraft to destroy the enemy’s radar. Designed in 1976 based on the scout-bomber. Equipped with electronic warfare equipment, and 4 guided missile Kh-58U. Produced in 1982-1985, respectively. Adopted in the 1988.
    * MiG-25P ( “product 84″) – the interceptor. First 7 pre-production aircraft manufactured in 1966. Mass production in 1971-1979, respectively.
    * MiG-25P (item 99) – prototype with engines D-30F-6 design Solov’yov. In 1975 pereobrudovano 2 aircraft.
    * MiG-25P-10 – flying laboratory for testing catapult launching missiles R-33.
    * MiG-25PD (product 84D “) – interceptor finalized. Developed in 1976-1978 years after the theft of the MiG-25P to Japan. Has changed the composition of the equipment, installed R-15BD-300. Produced since 1979. Reformulated equipment was exported to Algeria, Iraq (20 aircraft) and Syria (30).
    * MiG-25PD (item 84-20) – a flying laboratory. In 1991, remodeled 1 aircraft.
    * MiG-25PDZ – interceptor system refueling in the air. Converted 1 aircraft.
    * MiG-25PDS – interceptor, revised in line. In 1979-1982 years MiG-25P re-equipped to repair refineries by type of MiG-25PD.
    * MiG-25PDSL – flying laboratory. Station was equipped with radio interference and ustraystvom infrared emission traps. Converted 1 MiG-25PDS. Made in LII.
    * MiG-25PU ( “product 22″) – Training interceptor. Distinguished by the second cabin. Produced since 1969.
    * MiG-25PU-hundred – a flying laboratory (plane-optical television monitor). In 1985, remodeled 1 aircraft for the research program “Buran”.
    * MiG-25R (item 02) – scout. Produced in 1969-1970, respectively.
    * MiG-25RB (item 02B) – reconnaissance bomber. From the MiG-25R different equipment for the suspension of bombs. Could carry nuclear weapons. Produced in 1970-1972. Bundled in Algeria (30 aircraft), Iraq (8), Libya (5), Syria (8), India (6) and Bulgaria (3).
    * MiG-25RBV ( “product 02V) – version of the MiG-25RB station ATP-9 Virage. Serial re-equipped aircraft, starting in 1978.
    * MiG-25RBVDZ – version of the MiG-25RBV system with refueling in the air.
    * MiG-25RBK ( “product 02K) – electronic reconnaissance aircraft. Equipped with apparatus Cube-3 (Kub-3M). Launched in 1972-1980, respectively. In 1981 it was modernized.
    * MiG-25RBN ( “product 02N) – night reconnaissance bomber. Distinguished by the presence of night AFA TO-75 and the station Virage. Pereobrudovalis MiG-25RB and MiG-25RBV.
    * MiG-25RBS ( “product 02s”) – a scout with the side-looking radar “Saber”. Produced in 1972-1977, respectively.
    * MiG-25RBT (item 02T) – reconnaissance bomber with electronic intelligence station Pitch. Produced since 1978.
    * MiG-25RBF (item 02F) – modernized. In 1981, on the MiG-25RBK replaced by on-board radio-electronic equipment.
    * MiG-25RBSH ( “product 02SH) – reconnaissance bomber with a radar BW” Ball-25 “. In 1981 he converted part of the MiG-25RBS.
    * MiG-25RBSHDZ – version of the MiG-25RBSH system with refueling in the air.
    * MiG-25RR – radiation reconnaissance aircraft.
    * MiG-25RU ( “product 39″) – a training agent. Distinguished by the second cabin. Produced since 1972.
    * MiG-25RU Buran – a flying laboratory. Converted 1 aircraft for testing ejection seats spaceship “Buran”.

In 1948, the OKB-155 Mikoyan was developed by a successful fighter, the MiG-15, which is produced in large quantities (only in the USSR at 9 plants). At the invitation of Stalin in this period of work on the creation of new types of fighters were suspended and all efforts are focused on further improvement of the MiG-15.

In order to improve the performance of the in DB-155, work began on equipping the new wing of the aircraft with increased sweep. While in the Soviet Union a few scientific studies of the properties were orgnizatsy wing with a sweep angle of 45 ° to the line-fourths of the chords, the use of which promised a substantial increase in their speed. The wing was tested in a wind tunnel of TsAGI for flying model airplanes and experienced Lavochkin and MR Bisnovatyi.

When you create a fighter, the designation I-330, it was decided to keep the fuselage of MiG-15bis and docked him a new wing. To maintain alignment wing was performed with a double sweep: from the root to the mid-span of 45 °, and then – 42 ° (through the quarters of the chords). To increase the aerodynamic qualities endings are made rounded. On the upper surface of the consoles added one aerodynamic ridge. The relative thickness of the wing is reduced and improved its interface with the fuselage. At the same time the aircraft was being developed in two versions: front-line fighter and interceptor, but the priority was given to the first.

Production of the first prototype of SI was completed in July 1949. After several revisions, which lasted several months, the plane byd transferred to the factory test. January 14, 1950 test pilot OKB-155 Hero of the Soviet Union, Ivan V. Ivashchenko first picked it up at the sky from the airfield in Zhukovsky Flight Research Institute. 1 fevralz on SI at an altitude of 10,200 meters was reached speed of sound. After the death of a prototype Ivashchenko and SI in the crash on March 17 test was continued GA Serov on the prototype SI-2. During the tests at high speed revealed flutter tail and aileron reverse. The tests were interrupted for design improvements.

In 1951, the Gorky plant number, 21 were made 2 more prototypes, which were continued factory testing. In April 1951 the prototype of the SI-02 was transferred to the GK NII VVS for the state tests. According to the results of tests it was noted that the aircraft with a new wing has greater speed and skoropodemnosyu, better maneuverability at high altitude. However, several deteriorated maneuverability at low altitude and takeoff and landing characteristics. After making some improvements in the design of the aircraft was recommended in production. Order number 851 of the MAP 1 September 1951 the aircraft under the designation MiG-17 was launched into production at the plants number 21 (Gorky), № 1 (Kuibyshev), № 31 (Tbilisi), № 153 (Novosibirsk) and the number 126 (Komsomolsk – on-Amur). First public demonstration of June 20, 1953 on air parade in Tushino.

MiG-17 built on the aerodynamic configuration sredneplana. All-metal construction (mainly from duralumin D16-T, the individual units of steel 30KhGSA). Cigar-shaped fuselage of circular cross-section semi-monocoque. Swept wing (45 ° to the line-fourths of the chords in the root part and 42 ° in the terminal). -Lift consisted of a pull-out flaps and ailerons. On the left aileron is set trimmer. To improve directional stability on the upper surface of the wing installed aerodynamic ridges (to 3 on each console). In the tail section installs airbrake. Stabilizer had a sweep of 45 °, the keel – 55 ° 41 ‘. Under the rear fuselage for better directional stability A small false keel. Chassis tricycle with a nose strut. The power plant consisted of a turbojet VC-1 (VC-1A, VK-1F). Intake front with 2 channels, the envelopes of the cab. For access to the engine for servicing the land rear fuselage undock. Encapsulated cockpit was equipped with a heating system and ejection seat. To increase the range of flight under the wing were suspended 2 PTB to 400 or 600 liters. At the interceptors in the forward fuselage installed radar. Composition weapons changed depending on the modification and included Guns N-37 (H-37D), HP-30 HP-23, missiles RS-1U (K-5), P-3C (R-13), C-21, svobodnopadayuschie bombs caliber up to 250 kg.

MiG-17 was fed to an armed air force regiments, air defense and the Navy, operated in Aeroclub DOSAAF. Retraining pilots who previously flew the MiG-15, passed without problems. Like its predecessor, the MiG-17 is simple to control and was available to pilots of average qualification. In the operation of the aircraft has proved very reliable and easy to maintenance, and reliability of its engine just become legendary (VC-1 withstood hit birds and foreign objects). In the 50 years of MiG-17 was the basis of Soviet fighter aircraft. He participated in many large-scale military exercises (including the use of nuclear weapons on the range Totskoye September 14, 1954), in Hungarian and Czechoslovak events. Interceptors MiG-17P/PF repeatedly intercepted intruders and razvedivatelnye balloons. The first aerial victory on the MiG-17 was won by 29 July 1953, when a couple of aircraft from 88 Air Force GvIAP KTOF over Ussuri Bay intercepted and shot down an American reconnaissance RB-50. Since 1960, the regiments of MiG-17 were transferred to the newly organized fighter-bombers. Longest of all the Soviet MiG-17 operated in Armavir VVAUL defense – until 1977. In some parts of the front-line aircraft served even before the 80-ies. Many of the aircraft at end of life have been converted into radio-controlled target.

Series production continued until 1958. A total of five plants produced 7999 aircraft MiG-17 of all modifications. Manufactured under license in China (1828 aircraft), Poland (540), and Czechoslovakia. Exported to Albania, Algeria, Angola, Afghanistan, Bangladesh, Bulgaria, Hungary, Vietnam, Guinea, Guinea-Bissau, East Germany, Egypt, Zambia, Zimbabwe, India, Indonesia, Iraq, Yemen, Cambodia, China, North Korea, Congo, Cuba, Madagascar, Malagasy Republic, Mali, Morocco, Mozambique, Mongolia, Southern Yemen, Nigeria, Pakistan, Poland, Romania, Syria, Somalia, Sudan, USA, Tanzania, Uganda, Finland, Czechoslovakia, Sri Lanka, Yugoslavia. In the production process is constantly upgraded: being finalized fuel system, change the shape and size of brake flaps, since the end of 1953 was set ejection seat with a curtain and a modified sliding part of the lamp, change the composition of equipment and weapons.

MiG-17 and J-5 (F-5) participated in numerous local conflicts: the Arab-Israeli wars, Vietnam, Afghanistan, Western Sahara, Burkina Faso, the Iran-Iraq, Ugandan, Tanzanian, Ethiopian-Somali war, civil wars in South Yemen, Angola, Nigeria, Mozambique, etc. In some mills the third world MiG-17 remains in service today.

Currently, the MiG-17 is an exhibit of the museum in Monino Air Force. Several planes are used as teaching aids in the military and civil aviation universities.

Modification of aircraft:

    * SI – the first prototype. Remodeled in 1949 at the factory serial number 155 of the MiG-15bis. First flight on Jan. 14, 1950.
    * SI-2 – the second prototype. Made in a factory number 155 in early 1950.
    * SI-01 ( “product 45″) – the fourth prototype, a standard for the series. Made in May 1951 at the factory number 21 in Gorky.
    * SI-02 – the third prototype. Made in February 1951 at the factory number 21 in Gorky.
    * MiG-17 (I-330) – serial frontline fighter. Notable for the fuel system, a form of brake flaps, the possibility of suspension 2 bombs (50 or 100 kg) drop tanks under the wing instead. Produced since 1951.
    * MiG-17A – with the engine BK-1A. Produced since 1951.
    * MiG-17AS – with a system of unguided missile AU-21. Previously issued re-equipped MiG-17A and MiG-17F.
    * MiG-17P – serial sniffer. Notable for radar “Emerald” with 2 antennae, 3 guns, HP-23. Produced since 1953 at plants number 21 (in Gorky) and number 31 (in Tbilisi). First in the USSR lightweight interceptor with radar, put into service.
    * MiG-17PF – modernized interceptor. Notable for the VK-1F engine, warning stations on the irradiation “Sirena-2″, navigability navigational indicator of NO-50B. Armament consisted either of 1 Guns N-37D and 2 HP-23, or 3 HP-23, or 2 HP-23.
    * MiG-17PFG – with command guidance system “Horizon-1. In the mid 50-ies of the converted MiG-17PF.
    * MiG-17PFU (SP-15) – missile RS-1-U. Radar notable for RP-1-U “Emerald”, absence of cannon armament. Since 1956, the factory number 21 previously released re-equipped MiG-17PF.
    * MiG-17F (SF) – with the VK-1F engine. Notable for the possibility of suspension under the wing of 2 bombs of 250 kg. Produced from the end of 1952.
    * M-17F – radio-controlled target.
    * LL-Mig-17 – flying laboratory. Used in 1956-1959 years in LII experiments on “Turbolet.
    * SG-5 – prototype for testing the sight of TSA-4H “Snow” and DME TSS-3 “Grad”. The first flight in June 1954.
    * KFOR-5 (KFOR) – manned version of the cruise missile “Comet”. Manufactured several aircraft.
    * SI-5 – an experienced front-line fighter aircraft with missile weapons. Notable for NAR C-21, aiming TSA-5H, DME TSS-1M Radal-M.
    * SI-10 – seasoned with a wing without a break on the leading edge and aerodynamic ridges. Made in late 1954.
    * SI-16 – experienced with NAR ARS-57. Was notable sights AP-57. Made in 1953.
    * SI-19 – experienced with NAR TRS-190. Was notable sights AP-2F. Made in August 1952 (converted from serial MiG-17F).
    * SI-21 – experienced with NAR ARS-212. Was notable sights AP-57. Made in 1953.
    * SI-21M – with triggering devices AAP-5 under the ARS-212M.
    * CH – experienced with the mobile gun devices NE-25-MiG-17 with 3 guns AM-23. Notable for the forward fuselage, side air intakes, wheels KT-23 on the main landing gear, radar sight “Stork”. Made in 1953.
    * SM-1 (I-340) – experienced with 2 engines AM-5 (later AM-5A). Featuring increased fuel capacity. Made in March 1952 (converted from SI-02).
    * SP-2 – a prototype interceptor. Notable for radar “Kite”, elektrogeneratom GDS-6000, 600-liter drop tanks. Armament consisted of 2 guns, HP-23. The first flight in March 1951. Later used as a flying laboratory.
    * SP-6 – a prototype of the missile weapons. Developed in Gorky branch OKB-155. In the summer of 1952 at the plant number 21 produced 3 aircraft.
    * SP-7 – a prototype interceptor with radar “Emerald”. Differ 3 guns, HP-23. Made in July 1952. The first flight on Aug. 8, 1952.
    * SP-7F – a prototype of the MiG-17PF. Notable for the VK-1F engine. Made in January 1954.
    * SP-9 – experienced with NAR ARS-57. Notable for 4 automatic W-6-W “Whirlwind” in the bow instead of guns. In 1954 pereobrudovan of serial MiG-17PF.
    * SP-11 – experienced with radar Meeting-1 and infrared sight CIV-52. Made in the autumn of 1954. The first flight in December 1954.
    * SP-16 – with radar CMM-60. Manufactured 2 aircraft.
    * SR-2 – prototype reconnaissance. Notable for the engine VK-5F, cameras AFA-BA-40R and AFA-BA-21s, a recording apparatus MAG-9. Armament consisted of 2 pushen HP-23. Made in May 1952 at the factory number 155. The first flight in June 1952.
    * CP-2c – a scout with the VK-1F engine. Released a small series.
    * SF – experienced for testing engine VK-1F. Made in September 1951. First flight Sept. 29, 1951.
    * SB-2 – experienced with 2 cannons, HP-30. Notable for the construction canopy, sight TSA-5H-B3, DME “Radal-M.
    * CM-I – Polish with solid propellant boosters (draft).
    * CM-II – a prototype of Lim-5M. First flight July 2, 1959.
    * CMR – experienced fotorazvedchik based on Lim-6bis. Made in the summer of 1964.
    * F-5 – an export version of J-5.
    * F-5A – export version of J-5A.
    * FT-5 – export version of the JJ-5. Bundled in Albania (35 aircraft), Pakistan (20), Sri Lanka (2), Zimbabwe (2).
    * J-5 – Chinese variant of the MiG-17F. Notable for the engine WP-5 (license VC-1F). In the years 1955-1959 at a factory in Shenyang produced 767 aircraft.
    * J-5A – Chinese version of the MiG-17PF. Produced since 1965.
    * JJ-5 – Training. Notable for two-seat cockpit with dual controls, besforsazhnym engine WP-5D. First flight of May 8, 1966. In the years 1966-1986 at a factory in Chengdu made 1061 aircraft.
    * Lim-5 ( “1C”) – a Polish version of the MiG-17F. Notable for the engine Lis-5 (license VC-1F), a reduced supply of fuel. From November 1956 to June 1960 at the PZL factory in Mielec produced 477 aircraft.
    * Lim-5M ( “1F”) – the aircraft in direct support of troops. Notable for Main landing gear with twin wheels, extra wing fuel tanks. The structure of weapons included blocks NAR-5. In 1960-1961 produced 60 planes.
    * Lim-5M-II – with a system of blowing boundary layer. Notable for the engine Lis-5M, slotted flaps.
    * Lim-5MR – fotorazvedchik based on the Lim-5M (draft). Notable for the increased wing span, containers with cameras AFA-39, AFA-BA-40R, AFA-BFA-21С, AFPN-21.
    * Lim-5P ( “1D”) – a Polish version of the MiG-17PF. From January 1959 to December 1960 produced 129 aircraft.
    * Lim-5R – fotorazvedchik based on the Lim-5. Notable for the camera AFA-39.
    * Lim-6 ( “1J”) – fighter-bomber based on the Lim-5M-II. Notable for engine Lis-6, extended vzduhozabornikom, a form of aerodynamic ridges on the wing. In 1961, produced 40 aircraft.
    * Lim-6bis – modernized. In 1963-1964, converted more than 70 previously released lim-5M and Lim-6. Bundled in the GDR, Egypt, Indonesia.
    * Lim-6M – modernized. On a design similar to the Lim-6bis. The brake parachute was absent. In 1971 gode pereoborudovans previously vypuschennyt lim-5P.
    * Lim-6MR – fotorazvedchik. Converted a few Lim-5P.
    * S-104 – Czechoslovakian version of the MiG-17PF.

USSR Council of Ministers Decree № 493-192 on March 11, 1947 approved a plan to build an experienced aircraft for the year 1947, according to which the order of the MAP number 210 from April 15, 1947 OKB-155 Mikoyan were instructed to develop a front-line fighter jet-propelled and sealed cabin and build it in two copies. As the power plant it was decided to use the English engine “Ning-II”. April 30th Air Force Commander Air Marshal KA Vershinin approved tactical and technical requirements for the aircraft.

Lead the establishment of I-310 ( “C”) was entrusted to the Deputy Chief Designer AG Brunova and engineer A. Andreyev. In preliminary studies on the choice of aerodynamic layout actively participated specialists TsAGI. For the first time in domestic production aircraft it was decided to use the swept wing. August 8 Mikoyan approved the general form of the aircraft. December 18 ended production of the first prototype of the P-1 with the engine “Ning-I” (supply “Ning-II” from England were delayed). December 30, 1947 test pilot VN Yuganov first raised it in the sky.

By April 5, 1948 completed the manufacture of the second prototype P-2 engine “Ning-II”. Factory tests continued until May 25, 1948. Decree of USSR № 790-255 on March 15, 1948 under the designation MiG-15 was launched into serial production at the plant number 1 named. Stalin engine RD-45F (license “Ning-II”). State testing in NII VVS held from May 27 to August 28, 1948. August 23 issued a decree USSR № 3210-1303 adopting the MiG-15 on the arming and deployment of its mass production. This vydklyalis aircraft factories number 1 named. Stalin in Kuibyshev (lead), № 153 of them. Chkalov in Novosibirsk and number 381 in Moscow. In May and September 1949 in 29 GvIAP in Kubinka army passed the test.

In early 1949 passed state testing engine VC-1, is the development of the RD-45F. At the same dimensions and weight, he developed 20% more thrust, which made it possible to significantly improve flight performance of aircraft, previously fitted with RD-45F. According to the USSR Council of Ministers Decree number 1889-699 dated 14 May 1949 and the MAP order number 386 of 20 May of that year, OKB-155 were ordered to upgrade the MiG-15 with the new engine. At the same time decided to move factories producing fighter La-15 and Yak-23, Issue MiGs. July 5 Mikoyan approved the general form of the MiG-15 engine with VC-1. September 13 converted serial MiG-15 was submitted to the state tests. According to the results of tests in the design were a number of improvements. Back in July, without waiting for the test, the preparation for mass production. June 10, 1950 issued a decree № 2475-975 USSR to launch the plane in a series under the designation MiG-15bis (originally planned designation MiG-17).

MiG-15 built on the aerodynamic configuration sredneplana. All-metal construction (mainly from duralumin D16-T, the individual units of steel 30KhGSA). Cigar-shaped fuselage of circular cross-section semi-monocoque. Swept wing (35 ° to the line-fourths of the chords). Airfoil symmetrical (TsAGI P-10s) with a relative thickness of 10% in the root part. At the end part of a more bearing Profile TsAGI SR-3. Mechanization of the wing consisted of a slotted ailerons and flaps, the flaps. To improve directional stability on the upper surface of the wing installed aerodynamic ridges. In the tail section installs air brakes. Stabilizer had a sweep of 40 °, the keel – 54 ° 50 ‘. Chassis tricycle with a nose strut. The power plant consisted of a turbojet engine RD-45F (the MiG-15bis – VC-1). Intake front with 2 channels, the envelopes of the cab. For access to the engine for servicing the land rear fuselage undock. Encapsulated cockpit was equipped with a heating system and ejection seat. To increase the range under the wing were suspended for 2 PTB 260, 300, 400 or 600 liters. Armament consisted of one 37-mm guns N-37 and two 23-mm cannon NS-23KM (for the MiG-15bis – HP-23), located in the forward fuselage for drop-down carriage. Option fighter-bombers were suspended under the wing blocks Nursi and bombs.

MiG-15 is simple and rugged design, high flight and operational data, powerful weapons. That brought the MiG-15 Mikoyan EDB world fame (the Americans called the plane “Korean surprise”). The development of its mass production was accompanied by a reconstruction of many factories, and eventually raised the aviation industry to a new level. Since the beginning of development of the aircraft in the armed forces began a massive construction of concrete runways. In the years 1947-1950 for the creation and development of production aircraft, the development of its systems and components group of workers EDO was awarded the Stalin Prize I, II and III level.

Production of the MiG-15 and its modifications carried out on 9 plants: № 1, № 21, № 31, № 99, № 126, № 135, № 153, № 292 and № 381. Total produced 13,131 aircraft of all modifications. Longest total production continued at the factory number 99 in Ulan-Ude – up to 1959 (UTI MiG-15). Exported to Albania, Algeria, Angola, Afghanistan, Bulgaria, Hungary, Vietnam, Guinea, East Germany, Egypt, China, North Korea, Cuba, Indonesia, Iraq, Mali, Morocco, Mongolia, Nigeria, Pakistan, Poland, Romania, North Yemen , Syria, Somalia, Sudan, Tanzania, Uganda, Finland, Czechoslovakia, Sri Lanka, South Yemen. In addition, he produced under license in Poland and Czechoslovakia. The aircraft were delivered in Czechoslovakia in the Warsaw Pact countries, China and the DPRK. In the process of production aircraft constantly upgraded. MiG-15 was often used for various tests (various radar, suspension arms, the system towing “Boatmen”, a system in-flight refueling, ejection seats). Further development of the MiG-15 design was the I-330 (MiG-17, the second with that name).

Planes family MiG-15 regiments equipped with Soviet air force, air defense and naval aviation. In combat conditions, first applied in the spring of 1950 in China in the defense of the city of Shanghai by the Kuomintang air raids. The first won the Major’s aide, from 29 GvIAP, shooting down on April 28 P-38. Widely used during the Korean War of 1950-1953, where he won the right to be called one of the best fighters early 50-ies. In 1956, Egyptian MiG-15bis and S-103 participated in the war against Israel, France and Britain. They used a MiG-15 and other small conflicts in various regions of the world. In April 1955 over Kamchatka in the MiG-15bis were shot down an American reconnaissance RB-47. March 27, 1968 at UTI MiG-15 was killed Yuri Gagarin.

Modification of aircraft:

    * I-310 (P-1, C-01) – the first prototype. Notable for the engine “Ning-I”. The first flight on Dec. 30, 1947.
    * I-312 (ST) – a prototype trainers. Notable for two-seat cockpit with dual controls, a system of autonomous engine start. Made in a factory number 1. First flight May 23, 1949.
    * P-2 (C-02) – the second prototype. Notable for the engine “Ning-II”, wing design, camera AFA-MI.
    * P-3 – a revised prototype standard for the series. Notable for the airbrake, firefighting equipment, construction of the keel and the ailerons. First flight June 17, 1948.
    * MiG-15 (C, “product 50″) – serial fighter. Notable for the RD-45F engine. Issued in 1948-1950 years in the factories № 1, № 153 and № 381.
    * MiG-15 (NE) – experienced. Made in the OKB-155 for the improvements.
    * MiG-15 (CO) – prototype for testing the sight of TSA-3H. Converted 1 Serial MiG-15 in June 1949.
    * MiG-15U (SU) – prototype to test the bow-limited mobile installation B-1-25-W-3. Converted 1 seniyny MiG-15 in 1950.
    * MiG-15bis (SD, MiG-17, type 53) – with the engine VC-1. Notable for construction of the rear fuselage, cannon, HP-23, booster in the aileron, airbrake enlarged, hardware approach to instrument CAP-48. Developed in 1949. Mass production in the years 1950-1953 in factories № 1, № 21 them. Ordzhonikidze, № 31 them. Dimitrova, № 126, № 153, № 292.
    * MiG-15bis – experienced test system towing “Boatmen”. Notable for a harpoon in the bow, extra batteries and air tank. In January 1952 the factory number 153 converted 5 aircraft.
    * MiG-15bis – experienced test system refueling “Cone”. In May 1952, the factory number 153 converted 2 aircraft.
    * MiG-15bis – experienced for testing the system production min Grad. 2 notable for hanging containers under the wing (on-site PTB) with 56 mines in each. In 1952 he converted 2 aircraft.
    * MiG-15bis – experienced engine BK-5. Made in 1951.
    * MiG-15bis (LUN) – fighter-attack aircraft. Notable for 2 underwing beams with 6 nodes Suspension TRS, Nursi blocks and bombs. Developed in 1958-1964 years in the SRI operation and repair of aircraft. Converted 4 planes. One of them is exhibited in the Air Force Museum in Monino.
    * MiG-15bis (CD-R) – with brake parachute. In 1951, the factory number 279 converted 2 aircraft. In 1952, the plant number 1 has a small series.
    * MiG-15bis (CE, MiG-15LL) – seasoned with a new wing profile. Feature extended keel. In March 1951, the plant number 1 manufactured 3 aircraft.
    * MiG-15Pbis – interceptor. Notable for radar Thorium-A. In early 1951 the plant number 1 manufactured 5 aircraft.
    * MiG-15Rbis (CF, Type 55) – intelligence on the basis of MiG-15bis. Notable for the camera AFA-BA/40, the respondent system gosopoznavaniya “Barium-M. Armament consisted of 1 Nushki N-37 and 1 gun HP-23. In 1951-1952 years in the factory number 21 in Gorky produced 364 aircraft.
    * MiG-15Sbis (SD-UPB) – fighter escort. Notable for the possibility of suspension 2 PTB to 600 liters. In 1951, the factory number 292 in Saratov made 49 sorties.
    * MiG-15M – radio-controlled target. Removed from service re-equipped MiG-15 and MiG-15bis.
    * CA-1 – prototype to test the system of blind landing CAP-48. Notable for the engine VC-1, the composition of the equipment. Made in early 1950 at the factory number 381.
    * SA-2 – an experienced test CAP-48. Notable for the RD-45F engine. Composition of equipment is similar to the CA-1.
    * SD-5 – seasoned with 2 blocks of 8 Nursi ARS-57. Converted from the MiG-15bis in the summer of 1952 at Zabdi number 21.
    * SD-10 – experienced for testing an anti-bomb PROSAB-250.
    * SD-21 – experienced with launchers PU-21 for firing projectiles C-21. Was notable sights AP-21. In March-April remodeled 1 MiG-15bis.
    * SD-57 – experienced with 2 blocks in 12 Nursi ARS-57. In 1952, remodeled 1 MiG-15bis plant number 21.
    * KFOR – experimental systems for testing cruise missiles by the COP. Refurbished in 1951-1952, respectively.
    * SI (I-330, MiG-15bis 45 °) – a prototype of the MiG-17. Notable for draining increased to 45 ° sweep. Made in July 1949.
    * SP-1 – prototype for testing radar Thorium-A. Featuring a stretched fuselage to 120 mm with a modified nose. Armament consisted of 1 Guns N-37. Made in April 1949, the plant number 1.
    * SP-2 – an experienced test radar “Kite”. Made in late 1949 – early 1950. In 1951 pereobrudovan in the MiG-17P.
    * SP-5 – prototype for testing radar “Emerald”. Made in the autumn of 1950.
    * SF – experienced with uprated engines VK-1F. Notable for the wing with a sweep of 45 °.
    * UTI MiG-15 (ST, “product 10″) – training. Notable for two-seat cockpit with dual controls. Armament consisted of NR-23 cannon and machine-gun UBC-E. Issued in 1950-1959 years in factories № 1, № 99, № 135, № 153.
    * UTI MiG-15 – aircraft control test targets Yak-25MSH. Notable for the composition of the equipment. In 1959-1960 years in the factory number 918 and LII converted to 1 plane.
    * ST-2 – an experienced test equipment for blind landing. Notable for the absence of guns. First flight on Aug. 4, 1950.
    * ST-7 – experienced with radar “Emerald”. The summer of 1953 at the factory number 155 produced 2 aircraft.
    * ST-8 – experienced with radar Emerald-3 and conjugated sight TSA-3 nm. Made in 1955.
    * ST-10 – an experienced test systems ejection.
    * Aero S-102 – chehosllvatsky version of the MiG-15. First flight April 13, 1953. Manufactured 853 aircraft.
    * Aero S-103 – Czechoslovakian version of the MiG-15bis. Manufactured 620 aircraft.
    * Aero CS-102 – Czechoslovakian version of the MiG-15 UTI. Manufactured 2012 aircraft.
    * Lim-1 – Polish version of the MiG-15. From January 1953 to September 1954 produced 227 aircraft.
    * Lim-2 – Polish version of the MiG-15bis.

In the second half of the 70-ies in the USSR began preliminary studies for the fifth-generation fighter program “I-90. The program looked at various aerodynamic scheme and layout. Among them was a scheme with forward-swept wing. The main advantages of such an arrangement: a major increase aerodynamic efficiency in maneuvering (especially at low speeds), a large lift force compared to the wing straight sweep of the same area, increasing the flight range subsonic due to the lower trim drag, better handling at low speeds, the best conditions wing mechanization, better antispin characteristics, increased domestic volumes in the glider field joint of the wing and fuselage.

In 1980, the OKB im. Sukhoy began to build a fighter with forward-swept wing, originally the designation C-22. The work was headed by chief designer VS Konoha (later he was replaced by Mikhail Pogosyan, since 1998 – S. Korotkov). Exercised overall supervision Design Bureau General Designer MP Simonov. In work on the project designers are faced with problems associated with the elastic divergence (twisting with subsequent destruction of the wing). Increased rigidity of the wing with a traditional metal construction, has led to an unacceptable Increasing mass. Solve the problem has allowed the emergence of carbon fiber. The choice of reinforcing fibers allowed to change the location of the axes of rigidity of the wing and through the direction of deformation torsion angles of attack to compensate for the growth of the bend.

In the process of designing a fighter C-22 revealed that the construction of several overweighed, which affects the flying characteristics. At the same time change the requirements of the customer. Therefore, in the 80-ies OKB began to develop a new project, the designation P-32. It was planned to use engines with a thrust vector control system of R-79M-300 (upgraded from the Yak-141). Later they planned to replace the engines of the fifth generation AL-41F. In the late 80-ies Irkutsk avizavodu was instructed to make several prototypes for flight and static tests. But which began after 1991 economic crisis led to the cessation of funding the program. Further work was carried out at the expense of EDO, so it was decided to limit the construction of a prototype, the designation P-37. In the absence of AL-41F it were installed D-30F6 engines (from the MiG-31).

Prototype C-37 was originally used for static tests (up to loads not exceeding the performance). September 25, 1997 test pilot IV Votintsev first raised it in the air from the airfield in Zhukovsky Flight Research Institute. Oct. 18 new aircraft was shown to representatives of the government. The first phase of testing prdolzhalsya until the spring of 1998. As a result of test design was finalized. In August 1999, P-37 was exhibited at the Moscow Air Show. Then tests were continued. In 2001, the aircraft received the designation Su-47 (previously, in 1997, he received the name “Golden Eagle”).

The Su-47 built under the scheme “tandem triplane” high-wing swept (-20 ° to the leading edge). It found tselnopovorotnoe PGO with sweep angle on the leading edge of 50 °. Tselnopovorotny stabilizer has a sweep angle on the leading edge of 75 °. Console wing folding. Semi-monocoque fuselage of oval cross section, made of alyumininevyh and titanium alloys. The front part of the nose fairing is made flattened, with orebraniem. Landing gear is tricycle, with a nose strut, retracts into the fuselage. The power plant consists of two turbofan D-30F6. Number of elements onto the design (light, ejection seat K-36DM, chassis, some systems) is borrowed from the Su-27 fighter. The equipment includes an aircraft integrated flight control system for remote (similar to the Su-37). Armament consists of a 30-mm cannon GSH-301, medium-range missiles R-27 close combat missile R-73.

When you create a plane implements a radically new technology that enables fabrication of parts plating in flat form, then formoobrazovyvat the surface of double curvature, with a complex configuration and docked them together with high accuracy. The use of large panels (up to 8 m in length) to minimize hardware and achieve high surface smoothness. To give the aircraft low radar visibility used a special coating and special designs (curved air intake duct, conformal suspension arms, the wing swept). The design of widely used composite materials (such as a wing – up to 90% by mass).

In 1999, C-37 was included in the state defense zakkaz. Currently the aircraft is considered primarily as a pilot, intended for flight testing of new technology solutions, technology demonstrations and refine elements of maneuverability. In the future it should become a prototype multipurpose fighter maneuverability.

In 1969, the Institute of Air Force, together with OKB Mikoyan, Sukhoi and Yakovlev analyzed the experience of war in Vietnam and the Middle East and proposed a development of two simultaneous fronts fighters: light PRL and gain air superiority IZGV (PFI). In 1971 he formulated tatktiko technical requirements for new fighters. June 26, 1974 USSR issued a decree instructing the development of PRL OKB im. Mikoyan and PFI’s Sukhoi Design Bureau.

By 1974, together with specialists from TsAGI were formed and wind-power circuit design aircraft, the designation T-10. For the first time in the domestic aircraft industry was realized the concept of “electronic stability”, where aerodynamics completely defines an opportunity management system. Instead of the classical mechanical wiring used wire control system. Development of the power plant was assigned to Saturn. In 1975, the schematic design was completed and started production of working drawings. In 1976 he began manufacturing the first prototype of the T-10-1. Because of the unwillingness of AL-31F engines was installed at the AL-21F-3.

May 20, 1977 chief pilot EDO honored test pilot hero of the USSR VS Ilyushin first raised it in the air. In 1978 he joined the second for testing a prototype T-10-2. In 1979, the air rose the third prototype of the T-10-3, equipped with a regular engine. Tests revealed a backlog of flight characteristics of the customer requirements. Together with TsAGI and SibNIA fighter layout has been reworked, many systems are designed from scratch. April 20, 1981 VS Ilyushin took off a prototype T-10-7 (T-10C-1), which became the standard for the series.

Mass production was maximized at the aircraft plant them. Gagarin in Komsomolsk-na-Amur in 1982. In 1984, a fighter under the designation Su-27 adopted by the Soviet Army. The first public demonstration in June 1989 at the air show in Le Bourget. Later he participated in exhibitions in Oklahoma (USA), Singapore, Dubai (UAE).

The aerodynamic layout of the Su-27 performed on the integrated circuit in which the fuselage smoothly into the wing and makes him one bearing housing, resulting in high values are achieved lift-drag ratio and lift coefficient. The glider is made of aluminum alloy with wide application of titanium. Wing trehlonzheronnoe, caisson construction, has a sweep of the front knit 42 °. -Lift consists of a two-piece is automatically rejected socks and flaperonov, acting as flaps and ailerons. Vertical tail dvuhkilevoe. Under the tail boom to improve directional stability established ventral fins. Horizontal tail tselnopovorotnoe. The chassis is retractable, tricycle, with the nose strut. The power plant consists of 2 bypass engines AL-31F. Air intakes of engines controlled with movable horizontal ramp doors and feeding on the bottom surface. To protect the engine from falling into foreign objects have sinkable lattice. Fuel is placed in 3 fuselage and 2 wing fuel tanks with total capacity of 11975 liters. Cockpit is equipped with ejection seats K-36DM. The upper fuselage overhnosti is deviated by means of hydraulic brake shield area of 2.6 m2.

It includes: 30-mm gun GSH-301 (installed in the right wing leading edge), guided missiles R-27, F-73, containers KMGU-2, blocks NAR, svobodnopadayuschie bomb.

By 2000 the two plants produced more than 760 aircraft Su-27. Under the license issued in China (at the factory in Shenyang). At present, Russia has 380 air force Su-27 and 30 Su-27UB. 60 aircraft belongs to Ukraine 25 – Belarus 30 – Uzbekistan, 4 – Kazakhstan. In August 1992, began to supply for export.

In combat conditions, the Su-27 was used during the war in Afghanistan to support long-range bombers and scouts. He carried on combat duty, and during the second Chechen war, but the case to show their fighting capabilities has not been. During the conflict between Ethiopia and Eritrea in 2000 on the Su-27 won a number of air victories. At the exhibition “Design-96 aircraft was awarded the Grand Prix. The first prototype of the T-10-1 is currently stored in the Air Force Museum in Monino. Sukhoi Su-27 aircraft on display in the museum at Khodynskoe field in Moscow.

Modification of aircraft:

    * T-10-1 – the first prototype. Equipped with the engine AL-21F-3AI. He had developed an influx and wing ogival shape. Lantern shifted back. First flight May 20, 1977.
    * T-10-2 – the second prototype. Made in 1978.
    * T-10-3 – a prototype with AL-31F engines with lower gearbox drives. First flight on Aug. 23, 1979.
    * T-10-4 – a prototype with AL-31F engines with lower gearbox drives. First flight on Oct. 31, 1979.
    * T-10-5 – a prototype for testing weapons systems.
    * T-10-7 (T-10C-1) – the standard for the series. Notable for a wing with straight leading edge and thrust the toe, a form zakantsovok stabilizer, longer fairing radar, the presence of drag chute, AL-31F engines with the top box of drives. First flight April 20, 1981.
    * T-10-20 – a record. Finalized for installation of speed record on the closed route.
    * T-10-24 – experimental aircraft with canards. The first flight in May 1985.
    * T-10-25 – a prototype of the deck of the aircraft. Made in 1985. It was equipped with a landing hook and bar refueling.
    * T-10-26 – prototype to test the engine with variable thrust vectoring.
    * P-42 – a record. In the absence of armed aircraft, radar braking parachute. Established to force F-32 engines with a thrust in afterburner 13600 kgs. In 1986-1988 at the P-42 set 41 world records.
    * Su-27 – seryny frontline fighter.
    * Su-27B (T-10B) – bomber (project). Developed in the early 80’s.
    * Su-27IB (T-10B, Su-32FN, Su-34) – fighter-bomber.
    * Su-27MSK – export modernized. Distinguished by the possibility of engaging surface targets.
    * Su-27P – interceptor aircraft for defense. From Su-27 differed little and the designation Su-27P in the future is not applied.
    * Su-27PP – jammer on the basis of the Su-27IB (draft). Developed in the late 80-ies.
    * Su-27R – intelligence on the basis of the Su-27IB (draft). Developed in the late 80-ies.
    * Su-27SK (T-10SK) – export (commercial). Bundled in China (38 planes), Vietnam (7) and Ethiopia (4). Distinguished by the composition of avionics and weapons.
    * Su-27SM – modernized. Differs wing design, a system of refueling in the air, 2 additional units of suspension arms.
    * Su-27SMK – Export version of Su-27SM.
    * Su-27UB (T-10U) – combat training. Differs double cab, ridges increased area. First flight May 7, 1985. Issued in 1986 in Irkutsk.
    * Su-27UBK – export combat training. Bundled in China (10 planes) and Vietnam (5).
    * Su-27SH (T-10SH) – attack (draft). Developed in the early 80’s.
    * Su-30 (T-10PU, Su-27PU) – Double hook for air defense. In 1988 at the Irkutsk aircraft factory refurbished 2 serial Su-27UB. Serially produced since 1992 in Irkutsk.
    * Su-30KI – variant of the Su-27SK for Indonesia. Distinguished by the presence of bars for refueling.
    * Su-33 (T-10K, Su-27K) – deck. Differs folding wings and the availability of planting hook in the tail section.
    * Su-35 (T-10M, Su-27M) – modernized. The first prototype of the T-10M-1 was built in 1988. First shown in 1992 in Farnborough. Issued in Komsomolsk-na-Amur.
    * Su-37 – fighter, equipped with engines with variable thrust vectoring in flight. Developed on the basis of the Su-35 in 1994-1996. First flight April 2, 1996.
    * J-11 – Chinese version of Su-27SK. Issued under license since 1998. Some parts supplies KnAAPO. The first flight took place in December 1998.

The emergence of a potential opponent in the second half of the 50-ies of nuclear delivery vehicles, capable of hitting any part of the Soviet Union demanded response. In 1957 at the initiative of the Commander of Air Defense Air Marshal E. J. Savitsky OKB-156 AN Tupolev began development of an interceptor based on front-line bomber “98″. Management was asked to head of the technical projects of SM Huntsman. On the basis of the aircraft “98″ was developed by a number of projects strike aircraft with different engines and armament: “98А”, “98B”, “122″. The latter was a transition to a draft loitering supersonic fighter-interceptor “128″.

Originally designed Tu-28 fighter aircraft armed with missiles K-24. This project was similar in configuration to the “98″ and “122″. However, later swept wing was extended, the rear edge of its root part was the line, K-24 missiles have been replaced by K-80. In June 1958 work on the aircraft “128″ led by DS Markov, the summer of 1959 he was succeeded by JF Nezval.

July 4, 1958 issued a decree USSR № 608-293, designating the OKB-156 parent organization for the creation of complex intercepting Tu-28-80 (before this work vypolnyalyat initiate). Design of the complex was prepared June 1959. In January 1960 the Commission approved the mock-mock interceptor. The first prototype was built by mid-summer of that year. March 18, 1961 a crew consisting of a test pilot M. Kozlov and navigator KI Malkhasyan first raised the plane in the sky. April 24 experienced “128″ exceeded the speed of sound.

Mass production (in parallel with the construction of experimental aircraft) began in late 1959 at the Voronezh aircraft plant number 64. Construction of the first production car was completed in early 1961. May 13 test pilot Voblikov made her first flight. July 9 Tu-28 was first shown on the air parade in Tushino. December 12, 1963 order was issued the Minister of Defense number 00134, changed the name of the complex on the Tu-128s-4 aircraft – a Tu-128 missiles – the P-4F and F-4T (depending on the type of homing). April 30, 1965 set was adopted for Air Defense (MoD order number 0040). The first production aircraft entered the pulp and paper industry and the PLS Air Defense.

Tu-128 is built on the aerodynamic configuration of low-with a thin swept wing (56 ° to the front edge). Semi-monocoque fuselage is made by the rule space. Chassis tricycle from the front desk. The power plant consisted of two engines AL-7F-2 design AM Lyulka. For effective operation of engines in all modes of operation were moving central body-cone air intakes. Complex navigation and communication equipment was similar to the long-range bombers, which provided loitering in the Far North and Far East. Armament consisted of 4 aircraft missiles air-to-air K-80 (P-4) with thermal (domestic underwing pylons) and semi-active radar (for external) homing (development EDO MR Bisnovatyi). Targeting missiles at the target was carried out using the onboard radar RP-C “Whirlwind”. In addition, the complex could be applied in the semi-autonomous mode in the radar field of ground radar early warning “Lena”, or AWACS aircraft Tu-126 with a set of Liana.

In 1962-1971 years the Voronezh aircraft factory produced 198 Tu-128 all modifications. In the course of production and exploitation were repeated attempts to modernize. Choose among multiple engines of the equipment and weapons. June 28, 1979 was adopted for complex air defense intercept Tu-128s-4M in the Tu-128M and R-4TM missiles and R-4RM. Alteration were all previously released aircraft. Just air defense forces expected to form 25 regiments equipped aircraft Tu-128/128M. Actually it was rearmed 6 regiments (the first one in 1967 was 518 IAP in Talagi) – at 3 in Arhangelkoy and Novosibirsk air defense armies. They suffered alert along the northern borders of the USSR. In the late 80-ies the Tu-128 were replaced by MiG-31 interceptors. Currently, 50 aircraft are based on the conservation storage in the city of Rzhev. The prototype is stored in the Air Force Museum in Monino.

Modification of aircraft:

    * “128″ – a prototype. Made in 1960, 1 copy. The production aircraft differed ventral fairing ACA and two aerodynamic ridges. Now on display in the Air Force Museum in Monino.
    * “138″ – a deep modernization of the Tu-128 (draft). He was a member vsostav complexes Tu-138-60 and Tu-138-100.
    * “148″ – a deep modernization of the Tu-128 (draft). He was a member complexes Tu-148-100 and Tu-148-33.
    * Tu-128 ( “product and” Tu-28) – serial sniffer. Produce 187 aircraft.
    * Tu-128a – modernized (draft). Otlichplsya engines WD-19, radar RP-SA “Tornado-A” or “storm-100″. Could carry missile K-80M or R-100.
    Tu-128B – front-line bomber (project). Could carry bombs and missiles, air-to-surface missiles. Developed in 1969.
    * Tu-128LL – flying laboratory. With the engine of WD-19 and the weight layout Smerch-A. In 1964, remodeled 1 aircraft.
    Tu-128M (IM product “) – modernized. Developed in 1969-1974, respectively. Adopted in the 1979. Alteration of the aircraft at the repair facility in the first half of the 80-ies.
    * Tu-128UT ( “product I-VT) – training. A Voronezh branch of OKB-156 under the leadership of AI Putilova in the 1966-1970 period. Distinguished by the cockpit instructor on the ground radar. Manufactured 10 aircraft. Another 5 converted from Tu-128.

Development of Highly Su-37 began in the Yakovlev Design Bureau. PO Sukhoi in 1994 based multipurpose fighter Su-35. Chief designer of the Su-37 was appointed VS Konoha. General management done by the General Designer Mikhail Simonov. By 1986, complete manufacturing prototype (converted from of pre-T-10M-11). April 2, 1996 test pilot EI Frolov first raised it in the air.

Construction Su-37 is similar to the Su-35. The main difference is the propulsion system using the AL-31FP engines with thrust vectoring control the development of AO A.Lyulka-Saturn. For the first time used a remote control electric motors. Axisymmetric rotating nozzle (at an angle ± 15 °), creating a thrust vector control, provide aircraft maneuverability at low speeds. The working body control system by turning the nozzles used hydraulic oil from the hydraulic system of the aircraft. The aircraft incorporates a new flight control system (development of JSC IRTC “Avionics”), based on digital technology with elements of artificial intelligence. The system assumes an essential part of the pilot (to automate all phases of flight, including flight at low altitude combat use of air and ground targets, resistance to radio-and optical-electronic means REB), leaving the man only for policy decisions. The presence of such a system can be attributed to the Su-37 fifth generation fighter. Instead, the central applied lateral malohodovaya control stick, set a fixed strain gauge ORE. Information control field cockpit performed using 4 color LCD displays (6×6 inches) of French production. Composition weapons similar to the Su-35.

Maneuvering characteristics of the Su-37 were significantly superior to the characteristics of other fighters. He could make a turn almost on the spot. With the advent of the Su-37 made possible the implementation of several new aerobatics, such as “somersault” – spread through the tail at 360 °. The aircraft with great success was demonstrated at various airshows in the world.

In mass production of Su-37 was not passed. The only copy (b / n 711) was lost in a plane crash on Dec. 19, 2002.

In the late 70-ies in the United States began to develop a modernized multi-functional fighter F-15E. Before designers OKB im. PO Sukhoi was tasked to create a new modification of Su-27, prevosdyaschuyuyu on their combat characteristics American counterpart.

Preliminary isssledovaniya possible directions of further improvement of the Su-27 began in 1977, when only just begun its flight tests. It was decided to expand its military capabilities by giving the possibility of strike weapons (bombs, NAR, missiles, air-to-surface missiles), which in turn will require improved avionics to make it possible detection and identification of ground targets. Development of a new radar instrument was entrusted to SRI. In addition, the aircraft be equipped with a defensive set of advanced avionics and navigation equipment, and information-control field cab with multifunction monochrome display on the CRT.

December 29, 1983 Decision of the Central Committee came out and the USSR on the development of the Su-27M (internal designation EDO – T-10M). The work was headed by chief designer of NF Nikitin. General management done by the General Designer Mikhail Simonov. Parallel with the improvement of avionics designers decided to implement a number of promising asset in the Design Bureau jointly made by industrial research institutes. Among them: PGO (tests were conducted on the prototype T-10-24), improved EDSU, refueling system in the air, modernization of the engines, suspension components-wing drop tanks. Because of the increased weight applied reinforced landing gear. Draft design was ready by 1985. In 1987 at the experimental production began manufacturing the first prototype of the T-10M-1 (converted from Sukhoi Su-27). June 28, 1988, he first took to the sky (the test pilot OG Tsoi). January 18, 1989 to join the second flight test a prototype of the T-10M-2. In the same year began preparation for mass production of an aircraft factory in Komsomolsk-on-Amur. It was assumed in the early 90-ies to begin delivery of new fighters in the parade of the Air Force, but because of the economic crisis and the collapse of the country, this has been much delayed.

By the mid 90-ies abroad, a number 4 + generation fighter, a number of parameters exceeding the Su-27M. There was a need for further modernization. It was decided to equip the Su-27M more powerful radar, which allows to increase the number of simultaneously tracked and fired targets and having a greater range of action. In the cab monochrome displays on CRT replace the color LCD, used onboard complex control system without removing hands from the handles control plane “Leader”. The new equipment was worked out by planes of T-10M-11 and T-10M-12. In February 1992, the Su-27M was first demonstrated Glavan CIS journalists Machulishchy (Belarus). In September 1992 the aircraft received the designation Su-35. In the autumn of the same year it was exhibited at the air show in Farnborough.

Construction Su-35 is similar to the Su-27. The differences consist in the installation tselnopovorotnogo PGO, new consoles wing, detachable (the Su-27 – convertible) Radar nose fairing larger diameter tail boom increased length, retractable toplivopriemnika refueling system. Vizir fiber-locating the station shifted to the right (like the Su-33). The design of the fuselage used liteevye new aluminum alloys and increased the proportion of composite materials. To support the avionics on the fuselage appeared dopolnitilnye hatches. Chassis strengthened, bow stand – two-wheeled. In the keels increased area (at 3.1 m2) placed additional fuel tanks of 300 liters each. Provides for suspension under the wing of 2 PTB to 2000 liters. Area airbrake increased by 3 m2. Cockpit is equipped with 3 color multi-function LCD displays and wide-angle indicator on the windshield. Ejection seat K-36DM is back, inclined at 30 ° to facilitate the portability of large accelerations. The structure of the onboard equipment includes radar, phased array, radar rearview (installed in the tail boom), optical-location station OLS-27K, helmet-mounted target designation system “gap-3UM, electronic intelligence station, teplopelengator, automatic production of active interference” Sorption . Envisaged the use of suspended container with electronic warfare system of mutually-group protection. Under the wing of installed 2 additional node suspension arms. The structure of weapons including missiles R-77, Kh-29T, Kh-31A, Kh-31P, adjustable bombs KAB-500Kr, svobodnopadayuschie bombs caliber up to 500 kg, blocks NAR.

To date, a total of 16 aircraft made Su-35 (9 are in the ranks). T-10M-1 is now a museum exhibit of the Air Force in Monino.

Modification of aircraft:

    * T-10M-1 – the first prototype. Notable for the nose landing gear of the Su-27. First flight June 28, 1988.
    * T-10M-2 – the second prototype. First flight on Jan. 18, 1989.
    * T-10M-3 – the first pre-production. Made in Komsomolsk-on-Amur. First flight April 1, 1992.
    * T-10M-6 – a prototype for testing EDSU.
    * T-10M-8 – the standard for the series.
    * Su-35 (T-10M, Su-27M) – serial. Issued in Komsomolsk-na-Amur.
    * Su-35UB (T-10UBM) – combat training. Differs double cabin with dual controls. Made in August 2000 (converted from Su-30MKK).
    * Su-37 – experienced with engines with variable thrust vectoring. In 1996, converted from the T-10M-11. First flight April 2, 1996.