The Superrnarme Attacker prototype had been built to a 1944 specification. The single-seat jet fighter flew for the first time on July 27, 1946. The machine was flown by Supermarine’s test pilot, Mr Jeffrey Quill, from the A&AEE at Boscombe Down, where, as there is not at the firm’s aerodrome at High Post, there is a runway.
The prototype, T5409, was seen at the SBAC show at Radlett the following month.
Named Attacker, the aircraft uses a Rolls-Royce RB.41 (later Nene) centrifugal flow turbojet, a new fuselage and tail mounted on the laminar flow wings of the Spiteful with radiators removed.
The undercarriage was also taken from the Spiteful. The wing retained the Spiteful’s four cannon armament but the radiators for its Griffon piston engine were removed and replaced by fuel tanks.
The result was the Attacker F.Mk.1, a mediocre fighter whose main advantages were cheapness and easy handling at low level. This was put to use by adding bombs in the Attacker FB.Mk.1 version, and the Attacker FB.Mk.2 had powered ailerons and a stronger met¬al-framed canopy. The last of 145 of the three marks was delivered in 1953, also exported to Pakistan, and served until 1957.
Three prototypes were ordered in August 1944 but development was slower than anticipated due to delays in laminar flow wing research, with low speed handling problems proving difficult to solve. As the RAF had begun to lose interest in the aircraft, it was decided that the last two prototypes would be navalised.
The first prototype flew on 27 July 1946 and the second on 17 June 1947 (the name “Attacker” applied on the same day), this differing in having longer stroke undercarriage, smaller fin, enlarged tailplane, increased fuel capacity, arrester hook and an ejection seat. Folding wings would not appear until the production versions were built. By then, the RAF was no longer a prospective customer and the aircraft was ordered only tor the Royal Navy Fleet Air Arm.
The first production Attacker F.1 flew on 5 May 1950 and operational service began in August 1951 with No 800 Squadron FAA. Subsequent versions were the FB.1 fighter-bomber with provision for underwing ordnance and the FB.2 which differed mainly in its Nene Mk.102 engine with a throttle acceleration control unit to prevent flameout if the throttle was opened quickly, such as when performing a go-around. The Attacker served with only two FAA front line squadrons and had been relegated to Volunteer Reserve units by 1954 and retired two years later.
The only export was to the Pakistan Air Force, which received 36 ‘denavalised’ aircraft between 1951 and 1953 for operation from land. These lacked the folding wings and arrester gear of the Royal Navy’s aircraft but were otherwise similar to the Attacker F.1.
Attacker F.Mk.1 Engine: 1 x Rolls-Royce “Nene 3”, 22.24kN Max take-off weight: 5339 kg / 11771 lb Empty weight: 3826 kg / 8435 lb Wingspan: 11.25 m / 37 ft 11 in Length: 11.43 m / 38 ft 6 in Height: 3.02 m / 10 ft 11 in Max. speed: 950 km/h / 590 mph Ceiling: 13700 m / 44950 ft Range: 950 km / 590 miles Armament: 4 x 20mm cannon Crew: 1
Attacker FB.Mk 2 Engine: one 2313-kg (5, 100-lb) thrust Rolls-Royce Nene Mk 102 turbojet Maximum speed 950 km/h (590 mph) at sea level Initial climb (light weight 5216 kg/1,500 lb) 1935 m (6,350 ft) per minute Service ceiling (maximum weight) 11890 m (39,000 ft) Range (with 1 137-litre/250-Imp gal belly tank) 1700 km (1,060 miles) Empty weight 4495 kg (9,910 lb) Maximum take-off 7938 kg (17,500 lb) Span 11.26 m (36 ft 11 in) Length 11.43 m (37 ft 6 in) Height 3.03 m (9 ft 11 in) Wing area 21 sq.m (226 sq ft) Armament: four 20-mm Hispano Mk 5 cannon Bombload: two 454-kg (1,000-lb) bombs or eight rockets
Known originally as the Supermarine N.113, the Scimitar F.1 was a large single-seat, twin-engined naval carrier-borne interceptor fighter and strike aircraft for the Royal Navy. The Royal Navy’s first single seat fighter capable of supersonic flight.
The Scimitar has mid-set sweptback wings, with slight anhedral, and dog-tooth leading edges. Blown trailing edge flaps are fitted. There are swept back tail surfaces with 10 degrees of anhedral on the tailplane. Conventional ailerons, rudder and one-piece all-moving tailplane are fitted. Engine air intakes are on each side of the fuselage by the cockpit. A tricycle undercarriage has single wheels on each unit, the mains retracting into the fuselage and the nosewheel retracts rearward. Internal tanks can be supplemented by four underwing tanks of up to 800 Imp.Gal total capacity. A flight refuelling probe can be fitted on the starboard side of the nose. The original armament was four 30mm Aden guns.
1957
The prototype flew for the first time on 19 January 1956 and deck-landing trials were successfully completed on HMS Ark Royal in July 1957.
Scimitar F.1
The first of 76 production aircraft flew on 11 January 1957 and the first operational squadron (No 803) was formed in June 1958 and embarked on HMS Victorious in the following September.
Scimitar F.Mk 1 Engine: 2 x Rolls-Royce Avon 202 turbojet, 50.04kN / 11,250 lb Max take-off weight: 15513 kg / 34200 lb Empty weight: 10869 kg / 23962 lb Wingspan: 11.33 m / 37 ft 2 in Length: 16.87 m / 55 ft 4 in Height: 5.28 m / 17 ft 4 in Wheel track: 14 ft 1 in Wing area: 45.06 sq.m / 485.02 sq ft Max. speed: 1143 km/h / 710 mph Cruise speed: 14020 km/h / 8712 mph Ceiling: 14020 m / 46000 ft Range: 2288 km / 1422 miles Armament: 4 x 30mm cannons, 4 x 454kg bombs or missiles Crew: 1
When the Type 224 performance proved disappointing, R. J. Mitchell was given a free hand to design a new single-seat fighter unfettered by official specifications. By 1934 Supermarine was actively engaged in the design of an “experimental high-speed single-seat fighter”. Mitchell outlined the Type 300 tailored around the new Rolls-Royce P.V.12 (Merlin) engine and based on experience of high speed flight through the Scneider Trophy winning seaplanes rather than contemporary fighters. With drag-reducing retractable landing gear, the wings were of distinctive elliptical shape, but they housed eight machine-guns, all of them firing outside the propeller disc. Air Ministry Specification F.36/34 was drawn up around the Type 300 and a single prototype was ordered in December 1934. It was powered by a 738kW Rolls-Royce Merlin C and flew for the first time on 5 March 1936 at Eastleigh near Southampton.
Spitfire prototype K5054 in March 1936
The Spitfire prototype went to the A&AEE in July 1936, at which time it had a Merlin C driving a de Havilland fixed pitch two-bladed wooden propeller. The performance edge over the Hurricane was evident. Service pilots at the A&AEE reported that the prototype “simple and east to fly and [had] no vices”. It had well harminised controls and the report concluded that the Spitfire could be “flown without risk by the average fully trained service fighter pilot”. One of the qualities was the extremely docile behaviour at the stall, particularly under high G. The longitudinal stability was a matter of concern from the start, and called for constant development as later marks were introduced. Of concern were the high lateral stick forces at the upper end of the speed range, not overcome until modified ailerons were introduced in 1941.
In accordance with the provision of Expansion Plan F, the Air Ministry ordered 310 Spitfire Is on 3 June 1936 defining a standard of aircraft that was generally similar to the prototype.
The crowds at the 1936 RAF Display at Hendon had a first glimpse of the prototype Spitfire in the New Types Park.
Spitfire Prototype K5054
Structurally the Spitfire was a straightforward design with a light alloy monocoque fuselage and a single spar wing with stressed-skin covering and fabric-covered control surfaces. To preserve the clean nose-cowling lines originally conceived by Mitchell, the radiator was located beneath the starboard wing with the smaller oil cooler causing some asymmetry beneath the port wing, and the carburetor air intake under the center fuselage.
Powered by a 1030 hp Merlin II, the first production aircraft flew on 14 May 1938, at Eastleigh, where the final assembly line was fed by manufacturing centres at Woolston and Itchen, near Southampton.
Spitfire I
A DeHavilland two-blade wooden fixed-pitch propeller was employed by the prototype and the first Spitfire I’s had the Airscrew Company’s wooden fixed-pitch two-blade. Later a DeHavilland three-blade, two position propeller was adopted after trials on the first prototype. The new propeller gave a 5 mph increase in speed. In 1940 DeHavilland three-blade constant-speed propeller were substituted. Production Spitfires had a fixed tail wheel and triple ejector exhaust manifolds. The X80 HP Rolls-Royce Merlin II and later the Merlin III engine was installed.
Supermarine failed by some six months to meet the Plan F target completion by March 1939. The problem was that the Spitfire was not a simple aircraft to build, the wing leading-edge being especially difficult. As time went by, and in particular after the Supermarine works in Southamption had been heavily bombed in Septembe 1940, Spitfire production would be dispersed widely over southern England and would bring 65 different manufacturing units into play.
Deliveries of production Spitfire I’s began in June 1938, two years after the first production contract had been placed. In those two years Supermarine laid out their Woolston factory for large-scale production and organized one of the largest subcontract schemes ever envisaged in Britain. Until that time, as it was becoming increasingly obvious that there was no limit to the likely demand for the Spitfire. It was also obvious that one factory alone was not going to be able to meet the demand even with sub-contracting. Large scale plans were laid during 1937 for the construction by the Nuffield Group of a large new shadow factory at Castle Bromwich near Birmingham for Spitfire production. On April 12,1938 a contract was placed for 1,000 Spitfires to be built at this new factory, of which the actual construction had not then even begun. In the following year, on April 29 further contracts were placed with Supermarine for 200 Spitfires and on August 9 for 450.
It was not until July 1938 that the first Spitfire Mk I reached No. 19 Squadron at Duxford. Only five had been delivered by the time of the Munich crisis in September of that year.
The first Spitfires off the assembly line had the Merlin II engine driving a two-blade fixed pitch wooden airscrew. With the 78th production aircraft, the wooden two-blade prop was replaced by a de Havilland Hamilton to-pitch three-blade metal prop, which, although incurring a weight penalty and having only marginal effect on level speed, gave a significant increase in the climb. No bullet-proof windscreen or armour was initially fitted, and although standard armament was envisaged as eight wing-mounted 0.303in Browning guns each with 300 rounds of ammunition, a shortage of these weapons led to the installation of only four guns each in early machines. Later, the introduction of a bullet-proof external windscreen was to be followed by provision of a 6mm armour plate behind the pilot’s head. After pilots on the first squadron had complained that they banged their heads on the flat roof of the cockpit canopy, a “humped” canopy was introduced.
In August 1938 No.19 Sqn RAF Duxford received two early production Spitfires and began a 400-hour intensive flying trial. Two more squadrons received Spitfires in 193 and, by September 1939, another four regular units were flying the Spitfire, and four AAF squadrons were equipped or equipping.
Spitfire I K9787 May 1938 flown by Jeffrey Quill
The Spitfire I benefited from the installation of a variable pitch constant speed propeller and to allow, a switch was made to the Merlin III from the 175th aircraft. An effort was made between June and August 1940 to ensure that all the Spitfiree Is then in service were fitted with the DH constant speed unit and this became standard on the later production Spitfire Is.
Evaluation of a Bf 109E-3 captured in France revealed that the 109 was superior in a number of respects to the Spitfire I when originally fitted with the two-position propeller. The 109 was marginally faster at most altitudes, and it could out-climb the Spitfire up to 20,000 ft / 6070 m, above which the Spitfire had the edge. Both suffered some aileron heaviness at high speed. The Spitfire possessed superior manoeuvrability at all altitudes due to the lower wing loading, its turning circle appreciably smaller, yet the injected 109 engine gave an advantage over the carburetted Merlin.
Following its capture by German forces, one early Spitfire was experimentally fitted with a Daimler-Benz DB 601 engine at Rechlin for comparison testing.
DB 601 powered Spitfire.
A PR XI, possibly MB945, captured on 1 March 1944 was operated by Zirkus Rosarius as T9+BB
During 1939, single examples of the Spitfire I and the Hurricane I had each been fitted with a pair of 20mm cannon, with 60 rounds per gun. The Hurricane, with Oerlikon guns, was credited with destruction of a Dornier 17 on 13 August 1940, while undergoing evaluation with No.151 Squadron, but the large-scale application of cannon armament to the Hurricane had to await the production of the Mk.iiC, with four of the 20mm cannon apiece. The Hispano guns fitted in the Spitfire proved prone to stoppages but, after trials with the prototype installation, a batch of 30 Mk.Is were similarly fitted and, with four 0.303in Brownings later added to the wing armament, were delivered from June 1940 for use by No.19 Squadron. They were the only cannon-armed fighters operated by the RAF during the Battle of Britain. These Spitfires were designated Mk.IBs, and those with the original eight-gun armament then became, retrospectively, Mk.1A.
When Britain went to war on September 3,1939 a total of 2,160 Spitfires were already on order.
The Spitfire I weighed 5,280 lb. had a wing loading of 24 lb/s. ft. and a fuel capacity of 85 Imperial gallons. Its maximum speed was 362 mph its maximum diving speed was 450 mph its initial climb rate was 2,500 ft./min. and it took 9.4 minutes to climb to 20,000 feet. Its combat range was 395 miles and its roll rate was 140 deg./sec. Standard armament in what was subsequently to become known as the A wing was eight 0.303-in. Browning machine-guns with 300 rounds of ammunition. The speed of the Spitfire I was marginally higher than that of its principal opponent the Luftwaffes Messerschmitt Bf 109E and it was infinitely more maneuverable than the German fighter although the Bf 109E could out climb and out dive the British fighter and its shell-firing cannon had a longer range than the Spitfire’s machine-guns.
By the outbreak of war on 3 September 1939, the RAF had received 306 aircraft, 187 were distributed to operational squadrons, 36 had been written off and the balance went to the training units. The RAF had nine operational Spitfire squadrons, 1/3rd of Fighter Command Squadrons, and on 16 October 1939 a Spitfire of No. 603 Squadron claimed the first German aircraft to be destroyed over the UK in World War II, a Heinkel He 111. By August 1940, shortly before the Battle of Britain reached its climax, RAF Fighter Command could call upon 19 Spitfire Mk I squadrons.
The 1,175 hp Merlin XII was adopted as the standard power plant in the Type 329 Spitfire II with a Rotol three-blade propeller and 73 lb of amour protection, but this variant was otherwise similar to the Spitfire I, retaining the eight-gun armament. Deliveries commenced in 1940, the Spitfire II having followed the Mark I on the production lines and becoming the first major production variant to be delivered from Castle Bromwich. Whereas the Spitfire IA had its armour added in service, the IIA left the factory with armour installed.
Spitfire II
The production difficulties with early Spitfires were shown by comparative figures for mid-1940, when the rate was still averaging only 80 a month compared with 236 a month for the Hurricane. It would be early 1942 before the monthly output of Spitfires exceeded that of Hurricanes, and the slow build-up of production in 1938/39 combined with losses suffered by Fighter Command during the fighting over France meant there were few in August 1940.
The first two squadrons converted to fly Spitfire IIs in September 1940.
Castle Bromwich Mk.IIA
Although outnumbered by Hurricanes by three to two throughout the summer of 1940, the Spitfires of Fighter Comand inflicted more than half the total losses suffered by the Luftwaffe. The Spitfire squadrons alone lost 118 fighters in combat during August, a further 55 being damaged. Adding to those lost or damaged in accidents or by enemy bombing, 237 Spitfires were deleted from the inventory during that month alone, and the total output of the factories engaged in Spitfire production amounted to only 163 machines. Attrition in September was more serious, 156 being manufactured and 281 being lost to strength, of which 130 were destroyrd and 80 damaged in combat. In the week ending September 13, the reserves were only 47 Spitfires ready for delivery in storage units.
By December 1940 Spitfire Mk IIs were carrying out ‘Rhubarb’ sweeps over occupied Europe.
During 1940 the Spitfire MkI and MkII barely maintained superiority over the Messerschmitt Bf109E so the Air Staff turned their attention to the question of a replacement. Their preferred successor was the MkIII, fitted with a Merlin XX engine and incorporating a new wing design.
Realising it would take time to tool up for a new production aircraft and because of problems with the Merlin XX, the Air Ministry asked Rolls-Royce, as an interim measure, to install the Merlin 45 engine in the Spitfire Mk I airframe. Between 1941 and 1943 over 6500 of this Type 349 MkV version were produced. The Spitfire Mk III never did go into production but some of the new design features intended for it were incorporated into the MkV.
During late 1941 or the first half of 1942 experiments with Supermarine Spitfire aircraft using catapults from CAM-ships were under taken at Farnborough. Intended to replace the Hurricane
The experiments went successfully it turned out that the Spitfire was simply not required.
The Spitfire MkV was one of the most successful ‘stop-gaps’ ever introduced into Royal Air Force Service. Over one hundred and forty RAF squadrons operated the type. It served on all battlefronts and was supplied to nine other countries including the Soviet Union and the United States.
In Iran, June 1943, painting a Spitfire for Russia
Supermarine Spitfire Mk.Vb
By 1944 only five squadrons remained in service. Even so, two Spitfire MkV squadrons provided gunfire direction on 6 June 1944 for naval units off the D-Day beached of Normandy.
The first squadron to fly the Spitfire V was the No. 92 and in March 1942, fifteen Spitfire VBs which had been shipped to Malta on H.M.S. Eagle, became the first Spitfires to serve outside Europe. Spitfires of this Mark were later to serve in the Western Desert and the Pacific by early 1943 and Burma areas. More than 2000 Mk.V Spitfires wee tropicalised by the addition of a Volkes sand filter.
In the normal course of development, means were sought to increase the altitude performance of the Spitfire which was inferior to that of the Messerschmitt Bf 109E . This called for two principal modifications, the introduction of a pressurized cabin and the use of an engine suitably rated for higher altitude. The first version of the Spitfire so equipped was the Mark VI derived directly from the Mark VB as a result of work on pressure cabins at the Royal Aircraft Establishment and Supermarine during 1940-41. At the R.A.E., R7120 was fitted with a Merlin 47 (the high rated version of the Merlin 45) with a four-blade Rotol propeller with Jablo blades and a pressure cabin. The same engine was employed by the 100 Spitfire VI (Type 350) fighters built by Supermarine the first two of these AB176 and X4942 serving as prototypes. The production Spitfire VI also had an increase in wing area to improve controllability at high altitudes the wing being of pointed planform with a span of 40 ft. 2 in. The pressure cabin was contained between the bulkheads fore and aft of the cockpit and a special non-sliding hood was fitted to simplify the sealing problem. A Marshall blower provided a cabin differential of 2 lb./s. in. reducing apparent altitude from 40,000 feet to 28,000 feet. In other respects including armament the Spitfire VI was similar to the Mark VB.
The Spitfire VII high-altitude fighter evolved from Supermarine Spitfire VC with pressurized cockpit, sliding hood, increased fuel capacity, retractable tail wheel, two-stage, two-speed 1,565 hp Merlin 61 or 1,710 hp Merlin 64 (in Supermarine Spitfire F Mk VII) or 1,475 hp high-altitude Merlin 71 (Supermarine Spitfire HF Mk VII). Extended wing-tips usually fitted and, later aircraft, broad-chord rudder with extended tip. Prototype conversions of Mk VCs flown second half of 1942; 140 produced by Supermarine, first deliveries September 1942 and operations began same month. One Mk VII to USAAF at Wright Field in April 1943.
The Spitfire VII (Type 351) was a more extensive re-design for high-altitude work and was the first of the Spitfire series intended to make use of the two speed Merlin 60 series of engines. These two-stage engines were coupled with a re-designed cooling system which showed itself in the enlarged air intake under the port wing matching that to starboard. The wing outline remained similar to that of the Spitfire VI but the ailerons were reduced in span. The chord and area of the rudder were increased and the elevator horn balance was extended. Structural changes were made to the fuselage to take the increased engine loads and a double-glaze sliding hood was fitted to the cockpit. The retractable tail wheel first developed for the Spitfire III was applied in production for the first time on the Mark VII and the universal C -type wing was employed. Maximum speed jumped by 44 m.p.h. to 408 m.p.h. and normal loaded weight climbed to 7,875 lb.
1652 Spitfire Mk VIII variants were built.
Spitfire VIII
The Mk.IX had been a quick lash up of the MK.V to get the 60s series of Merlins into action in 1942. There were a number of minor strengthening modifications enroute, but it was still basically the same Spitfire as the Mk.I. The Mk.IX entered production in 1942. Despite a weight of 3.5 tonnes, the speed had jumped to 650km/h (405mph). About 5600 were built with British built Merlins and a further 1053 were fitted with American Packard V 1650 (Merlin 266) engines when these became available in 1943. Those Spitfires were known as LF Mk.XVI, largely for allocation to squadrons of the 2nd Tactical Air Force in 1944, with a 12 volt systems.
Spifire F.IX
A total of 5665 Mk.IX were built in three main variants; Pr.IX photoreconnaissance conversion, Pr.X (77 built, unarmed but pressurised versions with the Merlin 77), and Pr.XI conversions. Sub-variants were he LF.IX and HF.IX with clipped and extended wings for the low- and high-altitude roles respectively, and E-suffixed versions with two 0.5in / 12.7mm machine guns in place of the four of smaller calibre.
Spitfire IXe
The Mk.XVI (basically a Mk.9 with a Packard Merlin) was the final Merlin powered Spitfire, all later models were powered by the RR Griffon. The Packard Merlin 266 supercharger gear was electro hydraulically operated rather then electro pneumatically as with the RR Merlin 66 fitted to the Mk.IX.
Spitfire 16
Mk.XI and Mk.XVI were built side-by-side at Castle Bromwich so an airframe could be built as either.
The prefix LF signified 32 ft 7 in (9.88m) clipped wings (shorter than the usual F by 1.35m). The LF clipped wing variant was faster and more agile at low level for the ground attack role.
A degree of multi-role capability was to result from the development of low-altitude clipped wings (prefix LF), and high-altitude increased-span wings (HF), the standard wing being identified as F, and with variations of armament within these wings comprising eight machine-guns (suffix A), two cannon and four machine-guns (B), four cannon (C) and two cannon, two 12.7mm machine-guns and up to 454kg of bombs (E).
Spitfire LF Mk XVIE; The “E” status indicated the armament, two 20mm Hispano cannon and two 0.5 Browning machine guns.
In November 1939 Supermarine allocated Type 337 for a feasibility study of a Griffon engined Spitfire.
The FR.XIV was a redesigned and strengthened airframe for the 2050 Griffon 65 or 66 with a five blade prop, broad tail and tear drop canopy.
The Spitfire XIX reconnaissance version became the fastest of all the wartime Spitfires with a speed of nearly 748 km/h (460 mph).
The Mk.21 featured a stronger wing to carry two cannon in each wing, and a new, strengthened, fuselage and tail unit. The Mk.21 first flew in 1943 and entered production in 1944.
The last major production Spitfire was the F22. The F24 differed only in the smallest of details and some F24s were converted from F22 airframes. The Spitfire F24 was the ultimate development of the type, but the advent of the jet fighter meant that only small numbers were built and even fewer went into Royal Air Force service. Only seventy F24s were completed and most went into store although No.80 Squadron was fully equipped with the type.
These examples of the Spitfire incorporated all the modifications and improvements developed on earlier marks. The F24s had a tear-drop canopy for greater visibility and enlarged tail surfaces for better control. Like many of the later marks the F24 was fitted with the more powerful Griffon engine which provided a 160kph (100mph) greater top speed than the early Spitfires and almost twice the rate of climb. The weight of firepower from its cannon had tripled over the types’ original fit of eight machineguns.
Pilots who converted from the Merlin to the Griffon-engined Spitfires soon discovered that, because the Griffon engine’s propeller rotated in the opposite direction to that of the Merlin, the fighter swung to the right on take-off rather than to the left. This tendency was even more marked with the more powerful 60 and 80 series Griffon engines, with their five-bladed propellers. As a result, pilots had to learn to apply left (port) trim on take-off, instead of the right (starboard) trim they were used to applying. On take-off, the throttle had to be opened slowly, as the pronounced swing to the right could lead to “crabbing” and severe tyre wear.
Some test Spitfire XIVs, 21s, and 24s were fitted with contra-rotating propellers, which eliminated the torque effect. Early problems with the complex gearbox that was required for contra-rotating propellers prevented them from ever becoming operational in Spitfires, but they were used on later aircraft including the Seafire FR. Mk 46 and F and FR.47, which were fitted with Griffon 87s driving contra-rotating propellers as standard equipment. The Griffon 57 and 57A series, driving contra-rotating propellers, was used in the Avro Shackleton maritime patrol aircraft.
With the war nearly over only 350 Mk.21s, 22s and 24s were built of the 3000 or so ordered. The last Spitfire was built in 1947.
The Seafire (abbreviated from the original name ‘Sea Spitfire’) gave the Royal Navy (RN) a carrier-based air superiority fighter aircraft in WW2. As a direct development of the Spitfire, it suffered from a short range, but its fast climb and agility made it an effective fleet defence fighter and Seafire squadrons served in the Mediterranean, on D-Day and against the Japanese in the Pacific.
Interest in the idea of a carrier-borne Spitfire first surfaced in the late 1930s and Supermarine’s Chief Designer, Joseph Smith, had an ‘A-frame’ arrestor hook fitted on a Spitfire. This flew on 16 October 1939 as the type Type 338. Supermarine proposed a Spitfire design to the Fleet Air Arm (FAA) with the arrestor hook and with wings that swivelled and folded back, and in February 1940 the Admiralty requested the production of fifty of these but the First Lord of the Admiralty, Winston Churchill, intervened and the order was and cancelled.
Churchill regarded the production of Fulmars vital and the greater need for land Spitfires, the diversion of resources to a new navalised variant would reduce Spitfire’s production numbers.
The first Sea Spitfires were simply existing examples (Mk.Vb) with some naval equipment added (hook and catapult spools, as well as Naval instruments and radios) but without major modifications such as folding wings. However when the Seafire began operations, it was quickly found that the fuselage of these modified Spitfires was too weak for carrier operations. Reinforcing strips were riveted around hatch openings and along the main fuselage longerons to alleviate these issues. This was the Seafire Mk Ib, becoming the first of several Seafire variants to reach the FAA. Catapult and deck trails began early in 1942, and in the spring, contracts were placed to convert 116 Spitfire Mk.Vb into Seafire Mk.Ib examples. The Seafire IIc followed this. Although of similar configuration, it was purposely re-designed for naval use. To follow was the Mk.III, which was also the first to use (manually) folding wings, and this became the final version to see WW2 service. The Seafire L.III was based on the Spitfire Mk.VC.
Because of the small size of the carriers, and the harder landing-on techniques, it was found that approaches were difficult, visibility was limited, landing gear collapses were commonplace, and the arrester hooks had a tendency to miss and bounce back into the fuselage with the inevitable resultant collision with the deck park or barrier. As a low-level fleet defence interceptor, the Seafire was supreme, but its fragility was its Achilles heal. More were lost to landing gear failures in hard landings than to enemy action.
First entering service with No 807 Squadron in mid-1942 and going to sea on board HMS Furious.
After initial placement on the Russian convoy routes, the FAA’s Seafires saw the majority of their action in the Pacific campaigns. Due to their good high altitude performance (and lack of ordnance-carrying capability) the Seafires were allocated the Combat Air Patrol (CAP) defensive duties. Flying over the fleet, they were heavily involved in countering the Kamikaze attacks during the Iwo Jima landings and beyond.
Seafire XV
Work on a more powerful Seafire with a Rolls Royce Griffon began during WW2, but the Mk.XV didn’t arrive in time to take part, but it was followed by a series of Griffon powered versions and these filled the gap before the arrival of Hawker’s Sea Fury. With a bubble canopy and upgraded undercarriage, the Seafire XVII was an improved version of the XV.
Then the Seafire Mk.45 was the first version to be powered by a Griffon 60 series engine, but was a retrograde step in having fixed wings and it suffered from directional instability caused by engine torque.
Built by Vickers Armstrong at Castle Bromwich under contract B981687/39, the F Mk.46 Seafire started life as a part of the seventh order for 300 Spitfire Mk.Vc’s in March 1942. However, this contract was cancelled in 1943 but then later re-established as an order for 120 Spitfire Mk.21’s. This order was then further extended to inculde 94 Seafire F Mk.45’s and Mk.46’s.
To solve the torque problems, contra-rotating propellers were introduced on the Mk.46, but curiously, folding wings were not incorporated, and so it never saw front-line service. Seen as a “semi-navalised” variant of the Spitfire Mk.22, the Mk.46 Seafire was fitted with the bubble style canopy and the cut-down rear fuselage, which was seen earlier on the Mk.XVIII Seafire, but this new aircraft lacked the curved windscreen of the earlier aircraft. The previous Mk.45 Seafire was euipped to carry 120 gallons (454 litres) of fuel; added to this the Mk.46 was fitted with a 33 gallons (125 litres) fuel tank in the rear fuselage, also it could also will fitted with two 22½ gallon (84 litre) drop tanks under each wing. The power for the Mk.46 came from a Griffon 87 engine which was connected to a six-bladed Rotol contra-rotating propeller. The double propeller system successfully counted the engine torque seen in the earlier Griffon engines. Also the Mk.46 was to be fitted with the enlarged tail section from the Spiteful airframe.
Seafire Mk.46
So with the combination of the contra-rotating propeller system and the new tail, this gave the aircraft greater stability, making it much easier to fly. The Mk.46 was fitted with a 24 volt electrical system, unlike the Mk.45 which was just 12 volts. The both the Fighter and the Fighter-Reconnaissance variants of the Mk.46 were fully tropicalised and provision was made for deck landings with a “string” type arrester hook. However, it was planned that this variant would be only used from shore bases.
The prototype, TM383, was in fact a Mk.21 Spitfire airframe modified by Cunliffe-Owen and first flew on the 8th September 1944. This aircraft was scheduled as the third prototype for the Mk.45, but was withdrawn from that contract for use on the Mk.46 trials. By January 1945 was well into its prototype trials. It was stated that during one of the trails “Dived in formation with LA436 (a Mk.45) at 495 knots LA436 was going steeper and accelerating but vibration on TM383 became such that it was eased out of the dive”.
The FR Mk.46 only differed by having the provisions for a pair of F.24 aerial cameras to be fitted in the rear fuselage, one in the vertical and the other in oblique positions. To stop mud and dirt covering the vertical camera port during take-off, a “mud-flap” was fitted over the port and was jettisoned by the pilot once airborne. Both aircraft variants were also fitted with a cine-camera mounted in the leading edge of the starboard wing.
The Mk.46 was armed with 4 x 20mm Mk.II cannons and with its strengthened wings it could carry either 8 x 25lb or 60lb head rocket projectiles and mounted uder the fuselage it could carry 1 x 250lb or 500lb bomb.
Only 24 Seafire Mk.46’s were to be finally produced and they carried the serial numbers LA541 to LA564. Entering into service in 1948, the Mk.46 was seen as an interim aircraft and as such it was not to see front fline service and was only used in the training role by Nos. 736, 738, 767, 771, 777, 778, 781 and 787 Naval Air Squadrons. Later a number of these aircraft were also to see service with various trials organisations. One airframe LA544 was used on anti-spin trials in 1946 and as such was fitted with an anti-spin parachute and fin guard.
Before the Mk.46 was retired from service in 1951, the last of the F Mk.46’s were operated by No. 1832 RNVR Squadron.
The final version, the Mk.47, with the addition of folding wings, was actually suitable for carrier operations and saw combat in Malaya and in the early campaigns of the Korean War. Eventually over 2,000 Seafires were produced, 1,200 RR Merlin powered and 800 RR Griffon powered.
Seafire F Mk. 47
The last Seafire were finally withdrawn from first-line duties in 1952.
A total of 20,334 Spitfires and 2,556 related new-build Seafire naval fighters were built. It also had the distinction of remaining in production throughout the entire war and was operational post-war, the last mission flown by a photo-reconnaissance Spitfire PR.Mk 19 of No. 81 Squadron in Malaya on 1 April 1954.
Seafire Mk.Ib 166 Spitfire Mk.Vb basic conversions with hooks; 118 Cunliffe-Owen aircraft had catapult spools. None had folding wings. Rolls-Royce Merlin 45 or 46; two Hispano cannon and two .303in Browning machine guns.
Seafire F.Mk IIc First purpose-built version of the Seafire, produced alongside the Ib still had fixed wings, but catapult spools and slinging lugs.
Seafire L.(F).Mk IIc Low altitude fighter version with ‘cropped’ supercharger Merlin 32, four blade airscrew. Spitfire Mk Vc conversion.
Seafire F.R. Mk IIc Could be ftted with two F.24 cameras.
Seafire F.Mk III
Seafire L(F).Mk III
Seafire F.R. Mk III All folding wing equipped equivalents to Mk IIc variants.
Seafire Mk III (Hybrid) Westland-built model with normal non-folding wings; Merlin 55; redesignated as L(F).Mk IIc.
Seafire Mk XV Fuselage of the Spitfire V (Seafire III), wing-root fuel tanks from the Spitfire IX, enlarged fin, rudder & retractable tail wheel from Spitfire VIII and the Griffon engine installation of the Spitfire XII, plus Seafire III folding wings.
Seafire Mk.XVII / FR.XVII Improved Seafire XV, with bubble canopy and cut-down rear fuselage adopted for last 30 Seafire XVs combined with a better undercarriage and stronger wings. The new rear-fuselage was also able to carry an extra fuel tank, which could be replaced with two cameras to produce the FR.XVII.
Seafire Mk.45 Interim model, lacking folding wings and with an older fuselage design than the Seafire XVII powered by Griffon 60 series and five-blade propeller. Based on Spitfire 21, with high back, new planform (non-folding) wings, armed with four 20mm cannon. The wings also carried four leading edge fuel tanks. Found to be unsuitable for carrier use.
Seafire Mk.46 Based on the Spitfire 22, and so had the bubble canopy and cut-down rear fuselage also seen on the Seafire XVII. It was powered by a Griffon 87 engine that drove two three-bladed contra-rotating propellers.
Seafire F.Mk.47 The final version of the Spitfire line. Navalised Spitfire Mk 24 with wing-folding (manual, later hydraulic) dual three-bladed contra-rotating airscrew and increased fuel capacity. Provision for Rocket Assisted Take Off Gear (RATOG). It could carry 287 gals of fuel, a range of about 1,000 miles. Another type ‘best’ achieved by this variant was top speeds of 452 mph. Ninety built, most converted to Fighter Reconnaissance (FR).
Type 300 Prototype: Engine: 1030 hp Merlin II / 738kW Rolls-Royce Merlin C Propeller: de Havilland fixed pitch two-bladed wooden Weight: 5322 lb / 2418 kg Speed at 16,800ft/5120m: 349 mph / 561 kg Speed at 30,000ft/9145m: 324 mph / 521 kph Time to 30,000ft/9145m: 17 min Time to 18,000ft/5485m: 5 min 42 sec Service ceiling: 35.000 ft / 10,670 m
Spitfire I 1566 built
Spitfire IA Engine: Rolls-Royce Merlin Mk II, 1016 hp Prop: Airscrew Company wooden fixed-pitch two-blade. Length: 29.921 ft / 9.12 m Height: 11.417 ft / 3.48 m Wingspan: 36.811 ft / 11.22 m Wing area 242 sq. ft Weight empty: 4,810 lb. (2,180 kg) Max take off weight: 5325.1 lb / 2415.0 kg Wing loading: 24 lb/sq.ft Fuel capacity: 85 Imperial gallons Maximum speed: 355 mph (570 kph) at 19,000 ft Maximum diving speed: 450 mph Initial climb rate: 2,500 ft./min Max ROC: 2420 fpm / 737 m/m Time to 20,000 ft: 9.4 min Range: 575 miles (920 km) Combat range: 395 miles Service ceiling: 33990 ft / 10360 m Roll rate: 140 deg./sec Standard armament: eight 0.303-in. Browning machine-guns / 300 rounds Crew: 1
Spitfire IB Engine: RR Merlin II, 1030 hp Prop: 3 blade DH 2 position Empty weight: 4517 lb / 2049 kg Normal loaded weight: 5844 lb / 2651 kg Max speed; 346 mph / 557 kph Cruise: 304 mph / 489 kph at 15,000 ft / 4570 m ROC: 2530 fpm / 770 m/min Time to 15,000 ft / 4570 m: 6.85 min Service ceiling; 30,500 ft / 9300 m T/O to 59 ft / 15 m: 1605 ft / 489 m Normal range + res: 415 mi / 668 km Econ cruise: 600 mi / 965 km at 175 mph / 282 kph Armament: 2 x 20mm Hispano cannon, 4 x .303 Browning mg
Type 329 Spitfire IIA Engine: RR Merlin XII, 1175 hp Prop: Rotol three-blade Max speed: 357 mph / 574 kph at 17,000 ft / 5190 m Time to 20.000 ft / 6070m: 7 min Max ROC: 2620 fpm / 798 m/min Armament: 8 x .303 Browning mg 750 built
Type 329 Spitfire IIB Engine: RR Merlin XII, 1175 hp Prop: Rotol Armament: 2 x 20mm Hispano cannon, 4 x .303 Browning mg 170 built
Spitfire III Single experimental, strengthened Mk.I with other changes
IV Engine: RR Griffon One built
PR IV Engine: RR Merlin 45, 1440 hp 229 built
Type 349 Spitfire V Engine: RR Merlin 45, 1440 hp Loaded weight: 6,417 lb Maximum speed: 369 mph 6464 built
Spitfire VA Engine: 1 x Rolls-Royce Merlin 45, 1102kW / 1478 hp Wingspan: 11.23 m / 37 ft 10 in Length: 9.12 m / 30 ft 11 in Height: 3.02 m / 10 ft 11 in Wing area: 22.48 sq.m / 241.97 sq ft Max take-off weight: 2911 kg / 6418 lb Empty weight: 2267 kg / 4998 lb Max. speed: 594 km/h / 369 mph at 5945 m Ceiling: 11125 m / 36500 ft Range w/max.fuel: 1827 km / 1135 miles Armament: 8 x 7.7mm machine-guns 94 built
Spitfire VB Engine: RR Merlin 45, 1440 hp Speed: 369 mph at 19,750 ft Max range: 1135 miles Armament: 2 x 20mm .303in Cannon, 4 x mg Seats: 1 3923 built
Spitfire LF.VB Powerplant: 1 x Rolls-Royce Merlin 40M, 50M or 55M,1096kW (1,470 hp) Span: 9.80m (32ft 2in) Length: 9.11 m (29ft 11 in) Normal T/O weight: 3016 kg (6650 lb) Max speed: 357 mph @ 6000 ft Operational range: 470 miles Armament: 2 x 20-mm cannon and 4 x 7.7-mm (0.303-in) mg Wingspan: 32 ft 7 in (9.88m)
Spitfire VC Engine: RR Merlin 45, 1440 hp Bombload: 500 lb / 227 kg 2447 built
Type 350 Spitfire VI Engines: 1 x Rolls-Royce Merlin 47, 1415 hp Wing span: 40 ft 2 in (12.224 m) Length: 29 ft 11 in (9.12m) Max TO wt: 6797 lb (3083 kg) Max level speed: 364 mph (586 kph). Cabin differential: 2 lb/sq.in Armament: 2 x 20mm / 4 x .303 100 built
Type 351 Spitfire VII Engine: 1,565 hp Merlin 61 Wingspan 17.3 m (40 ft. 2 in.) Length 9 m (29 ft. 11 in.) Height 3.58 m (11 ft. 5 in.) Gross weight 3,575 kg (7,875 lb.) Maximum speed: 408 m.p.h Pressurised cockpit 140 built
Spitfire HF VII Engine: 1,475 hp Merlin 71
Spitfire F VII Engine: 1,710 hp Merlin 64 Wingspan: 8.53m
Spitfire Mk VIII Engine: Rolls-Royce Merlin 70, 1710 horsepower (1275.66 kW) Propeller: Rotol Constant Speed 10’9″ diameter (3.22m) Engine driven propeller governor hydraulically controls four wooden blades. Fuel: Aviation Gasoline 100 Octane Fuselage Tank Capacity: 90 Imperial Gallons / 409 Litres / 108 U.S. Gallons Wing Tank Capacity (2): 30 Imperial Gallons / 136 Litres / 36 U.S.Gallons Wingspan: 36′ 10″ / 11.23 m Length: 31′ 3.5″ / 9.54 m Wing Area: 242 sq. ft / 22.50 sq. m Height: 12′ 7.75” / 3.85 m Empty weight: 5,805 lb / 2,633 kg Maximum Takeoff weight: 8,021 lb / 3,638 kg Maximum Speed: 361 knots / 416 mph / 669 km/h Cruise Speed: 220 knots / 253 mph / 407 km/h Armament: Two 20mm Hispano Cannons, Four .303 in. Browning Machine Guns. Bombload: one 500 lb (227 kg) or two 250 lb (114 kg) 1658 built
LF.VIII Clipped wing low altitude Un-pressurised
F.VIII Un-pressurised
HF.VIII High altitude, extended wing Un-pressurised
Spitfire IX Engine: Rolls Royce Merlin 70 Wing span: 11.3 m Length: 9.5 m Empty weight: 5610 lb / 2645 kg Max loaded weight: 9500 lb / 4310 kg Armament: 2 x 20 mm cannon, 4 x .303 mg Max speed: 650 kph / 405mph ROC: 4100 fpm / 1250 m/min Range: 434 mi / 700 km 5665 built
Spitfire F.IX Engine: Rolls-Royce Merlin 63. 1650 hp / 1230 kW Wingspan: 36 ft 10 in / 11.22 m Wing area: 242.0 sq.ft / 22.48 sq.m Length: 31 ft 0 in / 9.46 m Height: 12 ft 7.75 in / 3.85 m Empty weight: 5610 lb / 3545 kg MTOW: 9500 lb / 4309 kg Max speed: 408 mph / 655 kph at 25,000 ft / 7620 m Initial ROC: 3950 fpm / 1204 m/min Service ceiling: 43,000 ft / 12,105 ft Range: 980 miles / 1576 km Armament: 2 x 20mm cannon / 4 x 0.303 in mg Bombload: 1000 lb / 454 kg Seats: 1
Spitfire IXe Armament: two 20mm Hispano cannon, two 0.5 Browning machine-guns Bombload: 454kg
Spitfire Tr.IX Seats: 2
Spitfire X Pressurised photo-reconnaissance Leading edge fuel tank Engine: Rolls Royce Merlin 77 16 built
Spitfire XI Un-pressurised photo-reconnaissance Leading edge fuel tank Engine: Rolls Royce Merlin 63A, 1760 hp or Merlin 70, 1655 hp 471 built
Spitfire XII Strengthened VC or VIII airframe Engine: Rolls Royce Griffon III or IV, 1735 hp 100 built
Spitfire XIII Low-level reconnaissance Engine: RR Merlin 32, 1620 gp Armament: 4 x .303 16 built
Spitfire XIV Engine: RR Griffon 65, 2022 hp Length: 29.068 ft / 8.86 m Wingspan: 36.844 ft / 11.23 m Wing area: 244.02 sq.ft / 22.67 sq.m Max take off weight: 10281.9 lb / 4663.0 kg Weight empty: 6701.0 lb / 3039.0 kg Max speed: 448 mph (721 km/h) at 26,000 ft (7,925 m) Max. speed: 389 kt / 721 km/h Cruising speed: 315 kt / 583 km/h Service ceiling: 42995 ft / 13105 m Wing loading: 42.23 lb/sq.ft / 206.0 kg/sq.m Crew: 1 Armament: 2x 20mm MG, 2x cal.50 MG (12,7mm), 227kg Bomb. 957 built
Spitfire FR.XIVe Engine: Griffon 65 or 66, 2050 hp Prop: 5 blade Armament: two 20mm Hispano cannon, two 0.5 Browning machine-guns Bombload: 454kg
Spitfire F.XV
Spitfire XVI Engine: Packard V 1650 (Merlin 266), two speed, two-stage supercharger, 1700 hp (1245kW) Propeller: Rotol Constant Speed 10’9″ diameter (3.22m) four wooden blades Fuel: Aviation Gasoline 100 Octane Wingspan: 36′ 10″ / 9.93 m Length: 31′ 4″ / 9.55 m Wing Area: 242 sq. ft / 22.50 sq. m Height: 12′ 7 1/2″ / 3.85 m Fuselage Tank Capacity: 48 Imperial Gallons / 218 Litres / 57 U.S. Gallons Wing Tank Capacity (2): 37 Imperial Gallons / 168 Litres / 44 U.S.Gallons Empty weight: 5,985 lb / 2,715 kg Maximum Takeoff weight: 8,700 lb / 3,946 kg Maximum Speed: 361 knots / 416 mph / 669 km/h Cruise Speed: 220 knots / 253 mph / 407 km/h Armament: Two 20mm Hispano Cannon Bombload: one 500 lb (227 kg) or two 250 lb (114 kg) 1054 built
Spitfire LF XVI Engine: Packard V 1650 (Merlin 266) 12 volt systems
Spitfire LF XVIe Armament: two 20mm Hispano cannon, two 0.5 Browning machine-guns Bombload: 454kg
Spitfire XVI 300 built
Spitfire PR.XIX Photo-reconnaissance – unpressurised Engine: RR Griffon 65, 2050 hp Speed: 748 km/h (460 mph) Optional slipper tank range: 1800 mi / 2900 km 225 Mk.XIX built
Spitfire PR.XIX Photo-reconnaissance – pressurised Engine: RR Griffon 66, 2050 hp Speed: 748 km/h (460 mph) Optional slipper tank range: 1800 mi / 2900 km 225 Mk.XIX built
Spitfire 21 Post-war redesigned structure and shape. Engine: RR Griffon 66 or 65 Armament: 4 x 20mm Bombload: 1000 lb / 454 kg 122 built
Spitfire 22 Bubble hood, 24v Engine: Rolls Royce Griffon 65, 2,375 hp Prop: contra-rotating (some) 278 built
Spitfire F22
Spitfire F.24 Redesigned tail, short-barrel cannon, rocket launchers Engine: 2350 hp Rolls-Royce Griffon Maximum speed: 450 mph 54 built
Seafire IIC Strengthened undercarriage, Universal wing Engine: RR Merlin 32, 1645 hp Prop: 4 blade 282 built by Supermarine, 110 built by Westland
Seafire III Manual double folding wing Engine: RR Merlin 55M, 1585 hp Westland built 870 Cunliffe-Owen built 350
Seafire L.III Engine: Rolls Royce Merlin 55, 1450 hp Length: 29.987 ft / 9.14 m Height: 11.155 ft / 3.4 m Wingspan: 36.68 ft / 11.18 m Wing area: 241.975 sq.ft / 22.48 sq.m Max take off weight: 7102.3 lb / 3221.0 kg Weight empty: 5400.0 lb / 2449.0 kg Max. speed: 306 kt / 566 km/h Cruising speed: 190 kt / 351 km/h Service ceiling: 33793 ft / 10300 m Cruising altitude: 20013 ft / 6100 m Wing loading: 29.32 lb/sq.ft / 143.0 kg/sq.m Maximum range: 630 nm / 1167 km Range: 404 nm / 748 km Crew: 1 Armament: 2x 20mm MG, 4x cal.303 MG (7,7mm) Bombload: 227kg
Seafire XV / F.15 Asymmetric radiators Engine: RR Griffon VI, 1850 hp Prop: 4 blade 390 built
Seafire XVII / F.17 Increased fuel, bubble hood 232 built
Seafire 45 New aircraft entirely – fixed wing Engine: RR Griffon 61 – 5-blade prop Engine: RR Griffon 85 – contra-prop Armament: 4 x 20mm 50 built
Seafire F Mk.46 and FR Mk.46 Supermarine Type 388 Engine: Two-stage two-speed Supercharged Griffon 87, 1,540 hp Wing Span: 36 ft 11 in Length: 33 ft 3 in (tail up), 34 ft 6 in (to tip of arrestor hook) Height: 11 ft 6 in (Tail up), 12 ft 6 in (tail down) Max Speed: 435 mph at 24,000 ft Max altitude: 40,700 ft Armament: Four Hispano 20mm Mk.II Cannons Bomb Load: One 250lb/500lb bomb under fuselage, eight (four each wing) rocket projectiles. Crew: 1 50 built
Seafire 47 Navalised Spitfire 24 Hydraulic folding wing, increased fuel Empty weight: 7625 lb / 3458 kg Max loaded weight: 12,750 lb / 5784 kg Max speed: 451 mph / 724 kph ROC: 4800 fpm / 1463 m/min Range: 405 mi / 652 km 140 built
The Supermarine Walrus amphibian designed by Reginald Mitchell was a private venture development of the 1922 Seagull I, and first flew as the Seagull V on 21 June 1933.
An order for twenty-four followed from the Royal Australian Air Force, as the Seagull V, who required a reconnaissance amphibian that could be catapulted, with full operational load, from warships.
The Australian government prompted evaluation by the Royal Navy’s No. 702 Catapult Flight, which in turn led to an initial contract for 12 Walrus Mk I aircraft being placed by the Air Ministry in 1935.
Following further trials, during which a Walrus was catapulted fully loaded from HMS Nelson, production orders for 204 aircraft with the 474kW Pegasus II M2 radial were placed, and the flying-boat entered Fleet Air Arm service in 1936.
Walrus 1
All the metal hulled Walrus Mk I aircraft were manufactured by the parent company Supermarine. However, with Spitfire fighter production building up, responsibility for construction was transferred to Saunders Roe Ltd.(Saro). Most ASR Walruses were the wooden hulled MkII built by Saro which provided a marked improvement in take off and landing on water. When production ended in January 1944 Saro had built 461 of the total of 746.
It was the first British squadron service aircraft to have a fully retractable main undercarriage and a completely glazed cockpit.
Early in World War II Walrus amphibians were serving aboard battleships and cruisers of the Royal Navy all over the world as components of No. 700 Squadron, as well as with Nos 701, 711, 712 and 714 Squadrons, their principal duties being over-the-horizon search for enemy shipping; they were also employed for gunnery spotting, antisubmarine and convoy protection duties. A Walrus was even catapulted from the cruiser HMS Dorsetshire to bomb a target in Italian Somaliland on 18 November 1940.
The work for which the Walrus (affectionately known as the Shagbat) will be best remembered was air/sea rescue, serving in this role with Nos 269, 275, 276, 277, 278, 281 and 282 Squadrons at stations in the United Kingdom, and with Nos 283, 284, 292 and 294 Squadrons in the Middle East. Called out in any weather, day or night, Walrus air/sea rescue aircraft frequently alighted in enemy coastal waters to pick up ditched Allied airmen from their dinghies, sometimes putting down in minefields where rescue launches could not venture. The Walrus rescued more than 7500 Allied airmen.
The Walrus was slowly replaced in service from 1944 onwards by the tractor Mercury-powered Sea Otter, although No. 624 Squadron was re-formed at Grottaglie in Italy in December that year with Walrus aircraft for minespotting duties. A total of 740 Walrus aircraft was built, production of the Walrus Mk I with metal-clad hull being terminated at Supermarine after 287 had been completed; thereafter production was switched to Saunders-Roe who built 453 Walrus Mk II aircraft with wooden hulls before finally ending in January 1944.
The Walrus was used mainly by Britain, Australia and New Zealand.
Walrus Mk I Engine: 1 x Bristol Pegasus VI, 559kW, 775 hp Max take-off weight: 3266 kg / 7200 lb Empty weight: 2223 kg / 4901 lb Wingspan: 13.97 m / 46 ft 10 in Length: 11.35 m / 37 ft 3 in Height: 4.65 m / 15 ft 3 in Wing area: 56.67 sq.m / 609.99 sq ft Max. speed: 217 km/h / 135 mph Ceiling: 5210 m / 17100 ft Range: 966 km / 600 miles Armament: 2-3 Vickers K 7.7mm machine-guns Bombload: 272kg Crew: 3-4
Walrus Mk I Engine: Bristol Pegasus II M2, 764 hp Length: 37.5 ft / 11.43 m Height: 15.256 ft / 4.65 m Wingspan: 45.833 ft / 13.97 m Wing area: 609.996 sq.ft / 56.67 sq.m Max take off weight: 7166.3 lb / 3250.0 kg Weight empty: 4873.1 lb / 2210.0 kg Max. speed: 117 kts / 217 km/h Cruising speed: 82 kts / 152 km/h Service ceiling: 18537 ft / 5650 m Wing loading: 11.69 lb/sq.ft / 57.0 kg/sq.m Range: 521 nm / 965 km Crew: 4 Armament: 2 MG Vickers
Designed to the same specification, R. 24/31, as the Saro London, the Supermarine Stranraer twin-engine biplane flying-boat prototype, originally known as the Singapore V, was powered by Bristol Pegasus HIM radials driving two-blade wooden propellers and first flew in mid-1935, but was immediately renamed Stranraer.
A production contract was placed in August 1935 for seventeen aircraft. It also underwent comparative trials with the London on No. 210 Squadron in October and November 1935, during which it was found to be somewhat underpowered.
Production deliveries of aircraft powered by a pair of Pegasus X radials driving a three-blade Fairey Reed metal propeller started December 1936, and the type was declared operational in April 1937 with No. 228 Squadron at Pembroke Dock, remaining with this squadron until April 1939.
In December 1938 Stranraers joined No. 209 Squadron at Felixstowe, and later moving to Invergordon and Oban for patrols over the North Sea until supplanted by the Lerwick the following year.
No, 240 Squadron was the only other RAF Coastal Command squadron to fly the Stranraer, converting to the aircraft in June 1940 at Pembroke Dock for short-range patrol work over the Western Approaches. The Stranraers were eventually replaced by Catalina ‘boats in March 1941, continuing to serve in a training capacity until October 1942.
Although RAF Stranraers did not serve at overseas stations, a total of 40 aircraft was licence-built by Canadian-Vickers between 1939 and 1941, and served in the coastal reconnaissance/anti-submarine role with the RCAF until finally replaced by the Consolidated Canso (Catalina) from 1943.
Eight were in service with the Canadians at the outbreak of war. Hese aircraft were used for patrol duties both on the Atlantic and Pacific coasts. They were finally retired from service in February 1945.
After retirement from service use, several Stranraers were registered for civil use. Queen Charlotte Airlines continued to use Stranraers into the 1950s, operating from Vancouver and providing a service along the pacific coast of British Columbia.
Engine: 2 x Bristol Pegasus X, 652kW Max take-off weight: 8600 kg / 18960 lb Empty weight: 5100 kg / 11244 lb Wingspan: 25.91 m / 85 ft 0 in Length: 16.71 m / 55 ft 10 in Height: 6.63 m / 22 ft 9 in Wing area: 135.36 sq.m / 1457.00 sq ft Max. speed: 266 km/h / 165 mph Cruise speed: 169 km/h / 105 mph Ceiling: 5640 m / 18500 ft Range: 1600 km / 994 miles Armament: 3 x 7.7mm machine-guns Bombload: 450kg
All-metal reconnaissance flying-boat developed from the Southampton in 1932 and powered by two 391kW Rolls-Royce Kestrel IIIS radial engines mounted in nacelles applied directly to the undersurface of the upper wing centre-section. Fourteen were built for the RAF, entering service in 1935.
By the mid-twenties the RAF was desperate to replace their First World War vintage Felixstowe flying boats and had almost given up the search when R J Mitchell’s development of his civilian Swan design was offered. It proved an immediate success and established not only the name of the designer but that of the company in military circles.
The first eighteen Southamptons delivered were Mk Is with wooden hulls. However a lengthy marine research programme had convinced the Royal Air Force of the superior qualities of metal over wood and so the final forty-eight were delivered as Southampton MkIIs with metal hulls and powered by two 335kW Napier Lion V engines. In a programme begun in 1929 all surviving wooden-hulled Southamptons were re-built with metal hulls.
Southamptons first entered service in August 1925 and quickly became famous for long-distance formation flights, ‘showing the flag’ in many parts of the world. The most notable was a 43500km (27000 mile) cruise of the Far East Flight’s four Southamptons from Felixstowe to Singapore via the Mediterranean and India in 1927 and 1928.
The Southampton flying-boat was one of the most successful ever used by the Royal Air Force. With a reputation for reliability, its service life of eleven years was surpassed only by that of the Sunderland.
Southampton Mk II Engines: 2 x Napier Lion VA W-12, 373kW Max take-off weight: 6895 kg / 15201 lb Empty weight: 4082 kg / 8999 lb Wingspan: 22.86 m / 75 ft 0 in Length: 15.58 m / 51 ft 1 in Height: 6.82 m / 22 ft 5 in Wing area: 134.61 sq.m / 1448.93 sq ft Max. speed: 174 km/h / 108 mph Ceiling: 4265 m / 14000 ft Range: 1500 km / 932 miles Armament: 3 x 7.7mm machine-guns Bombload: 500kg
The Su-27 was designed by Sukhoi OKB as a heavy fighter for the Soviet Air Force (Voenno-Vozdushmiy Sily – VVS) and National (Homeland) Air Defense Forces (Protivo-Vozdushnoi Oborony – PVO) to regain air superiority over the F-15 Eagle operated by the US Air Force. In fact, the requirements were based on the performance of the F-15 adding ten percent. The Sukhoi design fulfilled the requirements and beyond.
The main feature for the success of the Su-27 design is its aerodynamic configuration, known as ‘integrated aerodynamic concept’ by its designers. This configuration is one with extremely blended wing and fuselage. The low-aspect ratio trapezoidal midwing is fitted with large leading-edge root extensions (LERX) and blending into the fuselage creating a single lifting body.
The aircraft has a near-zero static stability and thus require a fly-by-wire system. The SDU-10 pitch-only fly-by-wire system controls the pitch of the aircraft to ensure stability and controllability for the pilot, increase aerodynamic performance, limit overload and angle of attack when needed and decrease the airframe aerodynamic load.
Two AL-31F afterburning turbofans are placed in seperate, widely spaced engine nacelles that are mounted under the lifting body. The air intakes are fitted with variable ramps.
The Su-27 has twin vertical fins fitted on the outer sides of the fuselage and twin central fins underneath. The airbrake is placed in the center of the mid-section of the aircraft behind the cockpit. The tricycle landing gear of Su-27 and Su-27UB has a single wheel on each strut. The nose wheel is fitted with a mudguard to protect against foreign object damage (FOD).
Su-27
The basic Su-27 is fitted with the SUV-27 fire control system, which incorporates the RLPK-27 radar sighting system, OEPS-27 electro-optical sighting system, SEI-31 integrated indication system, IFF interrogator and built-in test system. The fire control system in integrated with the PNK-10 flight navigation system, radio command link, IFF system, data transmission equipment and EW self-defence system.
The RLPK-27 system and is controlled by the Ts-100 digital computer and includes the N001 pulse-Doppler lookdown-capable radar with a range of 80-100 km in the front hemisphere and 30-40 km in the rear hemispehere for a fighter-sized target. It can simultaneously track up to ten aerial targets in track-while-scan mode and provide interception of the top priority target.
The OEPS-27 electro-optical sighting system consist of the OLS-27 infrared/laser search-and-track system (IRST) and the Shchel-3UM helmet-mounted target designator and is controlled by the Ts-100 digital computer. The OLS-27 sensor is placed forward of the cockpit canopy in the centre. The system acquires and tracks aerial targets by their thermal signatures. The helmet-mounted sight and the laser range finder of the IRST can also be used to visually acquire and determine coordinates of air and surface targets.
The SEI-31 integrated indication system provides flight, navigation and sighting data on the ILS-31 head-up display (HUD) and CRT. The EW self-defence systems provides warning to the crew when illuminated by enemy radar and employs both passive and active countermeasures. The aircraft is equipped with the SPO-15 Beryoza RWR and APP-50 IR decoy dispenser. Chaff dispensers are placed in the tail section between the engine nozels. In addition, the aircraft can carry the Sorbtsiya active ECM pods on its wingtips.
The cockpit is fitted with the K-36DM Series 2 ejection seat. The seat-back is being inclined at an angle of 17 degrees. In the two-seat Su-27UB version, the seats are placed in tandem with the rear-seat being elevated to ensure good forward vision. The basic Su-27 cockpit layout consist of analogue instruments, HUD and CRT display to display data from radar and electro-optical sight (IRST). On both sides of the HUD control panel, there are sensors for the helmet-mounted target designator system. On the right side below the CRT display the RWR indicator is placed.
The Su-27 is fitted with one GSh-301 automatic single-barrel 30mm cannon fitted inside the starboard wing LERX. It can be armed with up to 150 high explosive incendiary or armour piercing tracer rounds. The basic Su-27’s primary armament consists up to six R-27R/ER semi-active radar homer or R-27T/ET heatseeking homer medium range air-to-air missiles, as well as four R-73 IR agile all-aspect short range air-to-air missile. The basic Su-27 has only a limited air-to-surface capability consisting of only unguided bombs and rockets.
As the T-10 the aircraft made its maiden flight on 20 May 1977 and was allocated the provisional reporting name ‘Ram-K’ and then the full NATO reporting name ‘Flanker-A’.
The aircraft suffered many problems, including excessive drag, inadequate structural strength, flutter and excess weight. It had to be totally redesigned (as the T-10S) before it could be put into production. The redesigned aircraft received the reporting name ‘Flanker-B’. The aircraft’s large size gives it a massive internal fuel capacity, and a correspondingly long range. It can also carry up to 10 air-to-air missiles (six long-range AA-10 ‘Alamo’ and four short-range AA-11 ‘Archer’), in addition to its built-in 30mm cannon.
Deployment of the Su-27 Flanker air superiority fighter began in early 1986, but only 15 were operational by 1987, according to US estimates. Delays have been caused by devel¬opment difficulties, the USA states, and one unofficial source suggests that the problem concerns the Flanker’s pulse-Doppler radar.
For training Su-27 pilots, a tandem two seat training version was developed under the designation Su-27UB. The single-seat Su-27 (Flanker B) and two-seat Su-27UB (Flanker C) are standard production aircraft and both carry an on-board armament of a single 30-min cannon and external locations for air-to-air missiles. In 1990 they were operational only with the Soviet AF.
China is so far the only export customer for the Su-27, although the break-up of the USSR has meant that it serves with several former Soviet States, including Russia and the Ukraine. There have been a host of experimental versions of the basic Su-27, including the P-42, which smashed many of the time-to-climb records set by the F-15.
Танец Су-27 Dance Su-27
The Russian Air Force received its first batch of upgraded Su-27s in 2006. The air force seems to have settled for the mid-life upgrade offered by KnAAPO based on the Su-30MK2, which brings the aircraft up to Su-27SM standard. The Su-27SM is equipped with an upgraded fire control system including the improved N001V radar with phased array antenna, which offers improved performance and air-to-surface mode. The new system enables the use of the RVV-AE (R-77) medium range air-to-air missile and a wide selection of guided air-to-surface bombs and missiles. Another heavily updated feature is the cockpit, which is upgraded with three MFD, new HUD, satellite receiver and new communications set. The aircraft’s self-defense suite has also been upgraded.
The Russian Air Force plans to upgrade its entire fleet to Su-27SM standard, but the exact number of aircraft involved remains unclear.
The Su-27SM is based on earlier proposed upgrades for the Su-27SK export version. The Su-27SMK as it is designated has seen two attempts, with at the basis a different radar system (N001M and N001VEP respectively). China was seen as the premier customer for an upgrade package. However China opted to expand its Flanker fleet with multi-role Su-30MKK and Su-30MKK2 instead of upgrading its Su-27SK and J-11 single-seaters. Instead China planned an indigenous upgrade for its J-11s. Other clients also preferred two-seat Su-30MK/MK2. From 2002 onwards, Sukhoi and KnAAPO developed a new deeply modernized single-seat Su-27 derivative known as Su-27BM. Designated Su-35, it will be offered for new export orders, replacing the previously offered Su-35, which was based on the Su-27M and offered in the 1990s.
Sukhoi were awarded a contract to develop a long-range interceptor based on the Su-27 for service on board the USSR’s new generation of aircraft-carriers, while Mikoyan were given responsibility for developing a smaller multi-role strike-fighter based on their MiG-29. The resulting Su-27K was in many respects a minimum-change version of the basic series production Su-27, with the same avionics and intercept-optimised weapons system. It was fitted with canard foreplanes, was structurally strengthened, and had folding wings and tailplanes, an arrester hook and corrosion protection. The end of the Cold War and the break-up of the Soviet Union left Russia with only one of the planned four carriers, and it was decided to equip this ship with a single aircraft type. Inexplicably, the Su-27K was selected as that type, despite its large size (limiting the number that can be carried), high cost and lack of versatility. It has since been re-designated Su-33. To fulfill the very long-range, long-endurance intercept role, Sukhoi developed the Su-27PU, a two-seater based on the Su-27UB with provision for inflight refuelling, systems proved for extended operation, and with provision to carry an intercept controller in the rear cockpit to enable the aircraft to act as a mini-AWACS. The aircraft has since been re-designated Su-30. The derived Su-30M (Su-30MK for export) adds ground attack capability, and compatability with a wide range of guided air-to-surface weapons.
In 1985 the first conceptual design for a navalized version of the Su-27 fighter was approved to provide the navy’s new carriers with an air superiority fighter for air defense. The carrier-borne aircraft was designated Su-27K (K = Korabelny, Ship-Borne) , factory designation T-10K and was later given the Su-33 designation by Sukhoi. Unlike the Russian Air Force which was reluctant to adopt the OKB’s designations for advanced Flanker derivatives, the Russian Navy officially adopted the Su-33 designation for its ship-borne Su-27Ks. NATO/ASCC reporting name for the navalized Su-27 was ‘Flanker-D’.
Changes from the shore-based Su-27 were the addition of canards, re-profiled leading-edge root extensions, redesigned folding outer wing panels, seperately controlled aileron and flaps. These changes were supported by an upgraded fly-by-wire control system and hydraulic system.
The Su-27K airframe and landing gear was strengthened to cope with the additional stress from carrier landings. The nose gear was changed to a twin-wheeled one with a telescopic strut and features an additional landing light and three-colour indicator lights for the carrier’s flight controller’s reference regarding glide-patch and landing speed.
The aircraft was equipped with a retractable hook system. The AL-31F engines were uprated to enable the pilot to recover from a failed hook up.The drag chute was removed from the tail boom. The boom itself was shortened and flattened. The wings, the horizontal stabilisers as well as the nosecone were made to fold up to reduce the aircraft’s dimensions. Other visible changes included the addition of two hardpoints and a retractable in-flight refuelling probe on the port side forward of the cockpit. The IRST sensor was shifted to the starboard side.
The fighter’s navigation, landing and fire control systems were all upgraded for the new environment. The SUV-27K fire control system enables the fighter to intercept aerial targets with the support of the aircraft carrier’s command and control.
The 24 series produced Su-27Ks were deployed with the Northern Fleet and were assigned to the Admiral Kuznetsov aircraft carrier, which deployed on her first long-term ocean cruise in 1995 with 13 Su-27K naval fighters onboard.
To train Su-27K pilots the Su-27KUB (Su-33UB) was developed. The Su-27KUB is a combat capable trainer which features a side-by-side cockpit similar to the Su-27IB (Su-32/34) bomber. This layout was needed because the Su-27UB tandem cockpit gave not sufficient visibility for the instructor to make a safe carrier landing.
The Su-27KUB has a larger wing area, canards, ventral fins, rudders and horizontal stabilisers. These changes enable lower approach speeds and a smoother and thus safer landing. The nose section has considerably been modified to fit the side-by-side cockpit, but retains the circular nose. The pilots enter the cockpit via the nosewheel bay. The IRST is, unlike on the Su-27K, centered in front of the cockpit and the IFR probe is placed on the port side just below the canopy. The gear, air intakes, fins, hook, etcetera remained the same as on the Su-27K. The maiden flight, first carrier landing and take off all took place in 1999. In the following years, the Su-33UB has successfully completed testing and certification, which enables the type to enter series production.
The Su-27KM (Su-33M) is a proposed upgrade of the Su-27K. In the past the proposed upgrade was based on the Su-27M, but is now thought to evolve into a more advanced upgrade based on the air force’s Su-27SM2 and the latest Su-35 (Su-27BM) export derivative. With upgraded fire control system the fighter is able to deploy the latest RVV-AE (R-77) air-to-air missile and guided air-to-surface weapons, including laser and TV guided missiles and the Moskit heavy anti-ship missile. Other features include updated navigation, communication, ECM and cockpit with LCD screens and modern HUD. There were also plans for a modernised export version of the Su-33 designated Su-33MK, which could be revived now China has shown interest.
Su-33
Su-33KUB: The Su-33KUB (Korabel’nyi uchebno-boyevoi) is the latest twin-seat (side-by-side) shipboard development of the Su-27 family. Fitted with dual controls, the aircraft is suitable for training or all-weather combat tasks. First flight took place on 29 April 1999. The aircraft incorporates interesting improvements over previous Su-27 derivatives. The so-called ‘smart’ (intellektual’noye) adaptive wing is redesigned and is of larger area. New control systems result in almost completely automatic navigation, flight, powerplant (two navalised AL-31F with thrust vectoring) and combat regimes. Crew workload is much reduced, and the glass ‘dark’ cockpit is equipped with colour flat-screen displays. The Su-33KUB is the first Russian aircraft to have an onboard oxygen and nitrogen generator, designed (as with other improvements) to reduce dependence on ground or deck facilities. Future use of Su-33KUB is not restricted to shipboard operations. Its high power-to-weight ratio gives short take-off and landing (STOL) performance on minimal landing strips and the folding wings permit storage in standard aircraft shelters.
Su-33
The Su-33 future seemed to be limited to the Russian Navy’s fleet of 24 Su-33s operating from its sole aircraft carrier Kuznetsov.
Su-30MKK
The Su-27PU (later known as Su-30) was developed in the late 1980s as a long range interceptor and airborne command post for the Soviet Air Defense Forces. The two-seat Su-27UB combat trainer was selected as a basis for this variant because it had the performance of a single-seat Su-27 and the benefits of having a two-men crew.
To adapt the Su-27UB to its new role the aircraft was fitted with an in-flight refuelling system to increase range and the aircraft’s avionics were changed, fitting special communications and guidance equipment to command formation flights of single-seat Su-27 interceptors. The rear cockpit received a large CRT display which provides the formation leader with tactical information regarding targets and interceptors. The navigation and fly-by-wire systems were also upgraded.
Su-33
The Su-30 is a two-seat (tandem) long-range combat aircraft and trainer. Financial stringency has restricted the total to date in Russian service to 5. The Su-30 was designed for mission of 10 hours or more with two in-flight refuellings, including group missions with Su-27s where only the Su-30 would operate its radar, assigning targets to Su-27s by radio datalink. It is fitted out to carry bombs and rockets, but not guided air-to-surface weapons. Canards and thrust vectoring are optional. The export designation is Su-30K. The K stands for kommercheskii (export) in Russian.
In addition to the small quantity of Su-30 in Russian service, the Irkutsk Aircraft Production Association reports that the Su-30 (as well as Su-27UB) is the model delivered to China, and will be delivered to Vietnam, though these aircraft are likely to be standard Su-27UBs. China has a further requirement for Su-30s, but Russia is reportedly unwilling to supply the requested new-generation very long-range AAMs. China would almost certainly require the multirole Su-30M, not basic Su-30s.
The Su-30 has the Su-27UB’s tandem seating and new avionics. Its configuration is similar to the Su-27UB, with unstable aerodynamic characteristics, as are its structure and equipment, bar its flight refuelling probe and buddy refuelling capability. The two crew sit in tandem in identical cockpits, on K-36 zero/zero ejection seats, with the rear seat raised. Systems are as per the Su-27UB, except gaseous oxygen for 10 hours’ flight. It is offered with a NIIP N001 Myech (‘Slot Back’) coherent pulse Doppler look-down/shoot-down radar. The ability to track 10 targets and engage two simultaneously is offered, but this is probably not on current aircraft. Su-30 has a new navigation system based on GPS, Loran and Omega. The integrated fire-control system enables radar, infrared search and track (IRST) and laser rangefinder to be slaved to pilot’s helmet-mounted target designator and displayed on wide-angle head-up display (HUD). There is provision for fitting foreign-made airborne and weapon systems at customer’s request.
The Su-30 self-defence fit consists of a SPO-15LM Beryoza 360º radar warning system and chaff/flare dispensers.
Su-30M: A two-seat multirole fighter with canards and AL-37PP engines with thrust vectoring. Improvements include compatibility with stand-off air-to-surface weapons, a more accurate navigation system, and ability to carry pods for laser designation or anti-radiation missile (ARM) guidance. Western avionics, guidance pods and weapons can be fitted optionally. In production for India; China showed interest during 1998 in acquiring 50. The standard export variant is known as the Su-30MK.
Since series production of the Su-30 started in 1991, the first aircraft being test flown on 14 April 1992, only a handful have entered service with the Russian Air Force.
In 1993 Sukhoi converted the first series produced Su-30 into a demonstrator to market the multi-role version designated Su-30MK. MK standing for Modernizirovannyi Kommercheskiy (‘modified commercial’) indicating that this new version was developed especially for the export market. Centerpoint of the new version would be an upgraded multirole fire control system, depending on the customer’s requirements. The air-to-ground capability of the aircraft is effectively greatly enhanced and a large variety of new guided missiles and bombs were added to the armament options. For the air-to-air role, the new RVV-AE (R-77) medium-range active radar homing missile was added to the options.
The first customer for the multi-role Su-30MK was India. To meet the customer’s demands the Su-30MKI variant was developed. The Su-30MKI differs substantially from the original Su-30MK demonstrator. The new variant is fitted with canards and new thrust vector controlled (TVC) engines to boast the aircraft’s manoeuvrability. The nozzles of the AL-31FP engines are able to vector up to 15 degrees in both vertical and lateral direction.
The Su-30MKI is fitted with the NIIP N011M multimode phased array radar, which is also the radar of the Su-35/37 advanced single-seaters. The IRST system was replaced with an updated version – OLS-30. The head-up display and navigation systems were replaced with systems from the French manufacturer Sextant Avionique. The first prototype Su-30MKI (Su-30I-1) was first flown on 1 July 1997, the second prototype on 23 April 1998. Both of these were converted from series produced Su-30s. The first batch of Su-30s for the Indian Air Force was however delivered in the spring of 1997. These were of the Su-30K type (‘commercial’ version of the basic Su-30), sometimes also designated Su-30MK since some limited upgrade work had been done. The Su-30K/MK fleet will be replaced by new Su-30MKI aircraft, with Russia buying back the Su-30Ks.
An IAF SU-30 aircraft takes off during the Aero India Show 2009 at Yelahanka
India’s orders for the Su-30MKI count 32 aircraft produced by Irkut, 140 license-built by HAL, 18 Irkut produced Su-30MKIs as Su-30K replacements, and an additional batch of 40 license-built aircraft is being considered. As of mid-2007, at least 50 Su-30MKIs including the first 32 produced by Irkut, are believed to have entered service.
Su-30MKI: Version for India in four configurations, sometimes referred to as Su-30MKI, MKII, MKIII and MKIV. The first eight were delivered in March 1997 to basic Su-30PU standard (or even as Su-27UBs), with AL-31F engines. Eight delivery in 1998 were expected to have French Sextant avionics, Israeli electronic warfare (EW) equipment and a rearward-facing radar in the tailcone, but these were delayed by an Israeli embargo in wake of India’s nuclear tests. The 12 deliveries planned for 1999 are meant to have added canards, as on the Su-37. The final 12 in 2000 will have AL-37FP engines, with single-axis thrust-vectoring nozzles inclined out 32° from the centreline. The AL-37PP is claimed to offer 3-D thrust vectoring. A further 10 aircraft ordered in late 1998 will be delivered to full MKI standards, with the first 28 aircraft being upgraded to a similar standard by Sukhoi under a rolling programme. HAL have an option to produce up to 120 aircraft under license within five years.
The Su-30MKK multi-role twin-seat fighter was developed for China. Like the Su-30MKI it gas a twin-seat cockpit with modern multifuction displays and is equipped with an in-flight refuelling system. In addition to these updates, the aircraft is also fitted with the larger fins of the Su-35 design to accomodate more fuel. However it does not have the canards and TVC engines for super manoeuvrability. The aircraft carries the N001VE radar which is compatible with the RVV-AE missile. Like other Su-30MK derivatives it carries a wide arrange of air-to-air and air-to-surface weapons on 12 hardpoints. The take-off weight however has been increased to 38,000 kg by airframe and landing gear strengthening. This makes the Su-30MKK the only Su-27 derivative which is capable of both maximum payload and maximum fuel carriage.
In 1999 Sukhoi converted the T10PU-5 (first Su-30 prototype) into the first Su-30MKK, first flying on 9 May 1999. It was quickly followed on 19 May 1999 by the first production Su-30MKK ‘501’ built by KnAAPO made its maiden flight. In the summer of 1999 another production Su-30MKK was rolled out, this aircraft carrying serial ‘502’ was painted in similar colors as the Chinese Su-27SK/UBK fleet. Series production has begun of about 50 aircraft destined for the PLAAF. Follow up orders consist of the updated Su-30MK2 and Su-30MK3 specification (alternative designations are Su-30MKK2 and Su-30MKK3 respectively).
The multi-role two-seat Su-30MK variant are attractive candidates for many countries that are in the market for a fourth generation fighter. Indonesia followed India and China by obtaining two Su-30MKK variants. No official designation has been appointed to this variant. They are believed to be equivalent to the PLAAF Su-30MKK and/or Su-30MK2 variants. Earlier, Indonesia cancelled a contract for single-seat Su-30s (see below) because of monetary issues. The selection of the Su-30MK seems more to be an issue of having a modern combat-capable trainer, since Indonesia also obtained two single-seat Su-27SK in the same deal, than to have a multi-role two-seater. Indonesia plans to place a follow-up order of 6-8 aircraft to establish a full Flanker squadron, but the order is yet to be placed. It remains to be seen which variant will be chosen.
Vietnam also placed on order for a slightly modified version of the Su-30MK2, reportedly designated Su-30MK2V and featuring upgraded communications suite and improved ejection seats. The four two-seat aircraft were delivered in November 2004.
Malaysia signed a contract for 18 Su-30MKM fighters in 2003. The Su-30MKM is another multi-role Flanker variant based on the Su-30MKI, tailored to the customer’s requirements with regards to its avionics suite. For example, Israeli-produced ECM systems as seen fitted on the Su-30MKI are replaced by Russian and South African systems. Two of Sukhoi’s Su-30MKI pre-production aircraft (bort numbers 04 and 05) served as Su-30MKM prototypes. The Su-30MKMs are being manufactured at the Irkutsk Plant and the first two aircraft were formally handed over to the RMAF in April 2007 at Irkutsk, before arriving in Malaysia on June 18, 2007. Two more examples quickly followed, with all aircraft to have been delivered in 2008.
Su-30MKI
The Su-30MKM proposal was pitted against the Boeing F/A-18 Super Hornet. Malaysia opted to order the Su-30MKM first, but is still considering to buy Super Hornets and have a mixed fleet. Alternatively, additional Su-30MKMs may be ordered. Malaysia currently operates a mixed fighter fleet, with both the Russian MiG-29N Fulcrum and F/A-18D Hornet. RMAF officials were quick to counter early reports that the new Su-30MKM aircraft would replace the Fulcrums, saying that the MiG-29s will remain in service as a pure air defense fighter.
In 2005, Thailand formally requested information for the possible acquisition of the Su-30 (probably for the two-seat multi-role Su-30MK). The Russian offer is believed to include a minimum of ten aircraft. Thailand is also reviewing advanced block F-16s and the Gripen.
In 2006, Venezuela ordered 24 Su-30MK2 AMV (also known as Su-30MKV) multi-role Flankers with the first deliveries taking place in late 2006. The Su-30MKV is based on the Su-30MK2, produced by KnAAPO.
In January 2006, Algeria signed a contract for 28 Su-30MKA. The Su-30MKA is a variant based on India’s Su-30MKI and Malaysia’s Su-30MKM developed by Sukhoi OKB and Irkut and produced by the Irkut Aircraft Production Association plant in Irkutsk. The Su-30MKA will feature French avionics, probably including the Thales Damocles laser designation and targetting pod, but is said to be closer to the Su-30MKI than the Su-30MKM. Production is underway and the first two aircraft have been handed over to Sukhoi design bureau for flight-testing in July 2007. Irkut plans to deliver the first six aircraft before the end of 2007.
KnAAPO started development of an upgrade programme for the single-seat Su-27SK in 1995, then designated Su-27SMK. The upgrade would improve range and combat effectiveness by making it multi-role. The first phase of this upgrade resulted in the Su-30KI single-seat tactical fighter in 1998. Based on the Su-27SK, it was fitted with IFR probe, satnav receiver, ILS/VOR navigation and landing systems, RVV-AE missile capability. The next phase implements new advanced avionics, computers, phased array and weapons.
The Su-30KI (No 40-02) prototype being converted from the Su-27SMK demonstrator, first flew on 28 June 1998. The aircraft is painted in a grey-black-blue paintjob and first was revealed at the MAKS ’99 international aerospace show.
Earler in 1997 Indonesia placed an order for 24 Su-30KI fighters, believed to be the same standard as the ‘Su-30KI upgrade’ although some sources say it was specifically developed for Indonesia. The order was cancelled.
The Irkutsk Aircraft Industrial Association (IAIA), jointly with Sukhoi Design Bureau, “Russkaya Avionika” Design Bureau and Russia’s Air Force developed an upgrade for operational two-seat fighters, the Su-27UB, Su-30 and Su-30K. The Su-30K prototype was upgraded to Su-30KN standard. The first phase of the upgrade enables the aircraft to operate guided ASM and bombs by adding a new mission computer, upgrading the N001 radar and weapons control system. The cockpit has been equipped with colour MFDs. It also adds to the RVV-AE (R-77) missile to its inventory. This first phase can be followed up by a second stage upgrade which enhances the air-to-air capabilities by replacing the slotted antenna with a phased-array antenna. Other suggested improvements include modern avionics and bigger MFDs.
In 1983 the first conceptual design for a new tactical bomber was made. The new aircraft was planned to replace the third generation fighter-bombers and tactical bombers; the Su-17, MiG-27, Su-24 and their derivatives, in the 1990s. The Su-27 would serve as the basis for the new aircraft, designated Su-27IB (factory designation T-10V). IB standing for Istrebitel-Bombardirovshchik or fighter-bomber. The Su-27IB incorporates the heavy payload and combat radius of the tactical bomber and the high manoeuvrability and speed of the fighter, so it could be deployed against ground, naval and also airborne targets.
The design was considerably changed from the basic Su-27/Su-27UB. To improve interoperability between the pilot and navigator, the cockpit arrangement was completely changed by side-by-side placed K-36DM ejection seats. In addition the cockpit has been pressurized. The crew is able to lie down or prepare some food in the area behind the cockpit. To improve sanitary conditions the aircraft has also been fitted with a toilet. The cockpit is accessed via a hatch and ladder in the front nosegear well, which was placed more forward and is retracted backwards into the well.
To accomodate the new cockpit configuration, additional equipment and increased fuel internal fuel load, the fuselage has changed drastically. The nose section is shaped elliptical, which gave the aircraft the nickname ‘Platypus’. The fuselage midsection has been changed to accomodate the increased size No 1 fuel tank. The engine intakes were changed from variable to fixed geometry air intakes. Also the rear of the aircraft underwent changes in the shape, the most recognisable is the new enlarged central tailboom. The wing panels and canards of the Su-27M were adapted for improved flight characteristics and larger fuel cells. All these changes meant an 1.5 increase of the take-off weight. The maximum take-off weight increased from 28 tonnes of the basic Su-27 to 45 tonnes. To cope with the increased weight the mid section was strengthened and a new undercarriage was fitted, the main landing gear single-wheels have been replaced by two wheels placed in tandem.
The aircraft carries a multifunction phased array radar and built-in IRST/sighting system with incorporated TV and laser detection and guidance capability. A thermal imaging system for night operation would however be carried externally. Also the aircraft has been fitted with powerful ECM equipment and a rearward-looking radar, like the Su-35. The new systems ensured day and night, all-weather capability against both surface and airborne targets.
As common with Su-27 derivatives, also the Su-27IB has been given an alternative designation by Sukhoi and aviation press. The Su-27IB has also been known as the Su-34 since its maiden flight.
The first prototype built from an Su-30 tandem two-seat trainer reconfigured with a side-by-side seated cockpit made its maiden flight on April 13, 1990. The second prototype, completely built from the ground up, took to the air on December 18, 1993.
When however the Su-34 was sent to its first international airshow, Le Bourget in 1995, the aircraft was given the designation Su-32FN. This commercial designation was adopted by Sukhoi, to stress the aircraft’s potential as a shore-based maritime patrol and strike aircraft for potential export customers in search of a fast aircraft to be deployed against ships and submarines. The design called for special equipment and weapons to detect and destroy waterborne targets. No customer have been found yet, and the specific variant has remained on the drawing board.
In 1999, the Su-34 was now presented as Su-32MF on the MAKS 1999 Moscow International Air Salloon. This time to stress its multi-role capability. MF standing for the Russian equivalent of Multi Function. Though, no export customers have been found yet.
In 2003 it was reported by Western aviation press, that the Russian military adapted the Su-32 designation for the Su-27IB variant. However this was soon contradicted by other sources, and Russian Air Force officials have been using the Su-34 designation ever since.
Reportedly the NATO/ASCC reporting name for the Su-34 is Fullback.
Su-32FN
Although after the break-up of the Soviet Union funding has been limited for a new tactical bomber, the development has continued at a slow pace. After the two prototypes (T-10V-1 converted from a Su-27UB, bort number ’42’, and T-10V-2 bort number ’43’), two more prototype Su-34s have been series-produced in 1994/1995 (Su-34 ‘343’ carrying bort number ’44’ and Su-32FN ‘349’ bort number ’45’). Later at least one more flying prototype was produced by NAPO, carrying number ’47’. These were based at the Sukhoi OKB testing base for flight trials until state trials began. The Su-34 was successfully tested in the Chechênia according to Russian authorities, and it also participated in combat exercises at Ashuluk in 1999.
In December 2003, the Russian Air Force revised the specification requirements for production aircraft. Low-rate initial production of two production Su-34 by NAPO for the Russian Air Force was started in 2005. The first production aircraft was rolled by NAPO on July 6, 2006, making its maiden flight on October 12, 2006. This aircraft believed to have been the eighth Su-34 produced (bort number 48) and the second production aircraft (bort number 49) were handed over to the Russian Air Force on December 15, 2006, after having been painted and recoded ‘Red 01’ and ‘Red 02’. The two aircraft were slated for delivery to he 4th TsBP I PLS (4th Combat and Aircrew Conversion Training Centre) in Lipetsk for state acceptance trials.
On August 3, 2007, the first production standard aircraft was delivered to to Lipetsk officially starting operational evaluation followed by conversion training.
Between 2007-2015 the Russian Air Force will procure a large number of upgraded Su-34 bombers, to replace the Su-24 ‘Fencer’ fleet in primarily the strike attack role. The first aircraft are expected to enter operational service before the end of 2009. Initially it was planned to acquire six aircraft in 2007 followed by ten aircraft in 2008. In 2010, 24 Su-34 would have been delivered for the first air regiment to be based at Voronezh and a total of 58 Su-34s would be in service by 2015, equipping two or three bomber regiments, said Deputy Prime Minister and defence minister, Sergey Ivanov on March 23, 2006, on a visit to the NAPO plant.
However when full-rate production of the type was started in January 2008, a slightly different schedule was announced. It was announced that at least five aircraft would be produced in 2008, building up to a maximum of 20 aircraft per year with around 70 Su-34 to be acquired by 2015.
Considering these new plans, it now seems unlikely that the first regiment will have its full complement as early as 2010.
The aircraft has set a number of world records for flight altitude and payload capabilities.
The Su-27M (redesignated Su-35 during 1992) was developed as a successor to the Su-27 in PVO and Frontal Aviation service. Sharing the same basic airframe as the standard ‘Flanker’, with minor refinements including taller, square-tipped tailfins, the. Su-27M introduced many changes under the skin. A new radar and fire control system have been adopted, along with a modern glass cockpit with three multi-function CRT displays. The fly-by-wire control system has also been redesigned. Critical economic problems led to the abandonment of the Su-27M’s intended shorter-range, lower-cost, and more versatile counterpart, the MiG-29M, leaving it as the sole Russian tactical fighter programme for the 1990s.
Based on the Su-35 (Su-27BM), the Su-27SM2 upgrade is on offer to the Russian Air Force for the second phase of its Su-27 mid-life upgrade program. The Su-27SM2 upgrade will give Russia’s existing Su-27s a similar avionics and weapons suite as offered on the Su-35 (Su-27BM). The Russian Air Force has expressed interest in the Su-35, but it remains to be seen whether this will include new airframes or be limited to the Su-27SM2 upgrade.
Upgraded Su-27 Flankers for the Russian Air Force are also planned to be fitted with upgraded engines. Both MMPP Salyut and NPO Saturn have developed modernized and more powerful AL-31F variants. In December 2006, the MMPP Salyut’s AL-31F-M1 turbofan passed state acceptance tests for use on the Su-27SM. The AL-31F-M1 produces 132.4 kN (29,765 lb) of thrust in an additional mode, 9.8 kN (2,203 lb) more than the standard AL-31F turbofan. It will be followed by the AL-31F-M2 and the even more powerful AL-31F-M3 with 147.1 kN (33,069 lb) of thrust is also under development to compete for the first stage of the PAK-FA program, Russia’s future fifth generation fighter. Rival NPO Saturn meanwhile developed the izdelye 117S, another AL-31F derivative based on the AL-41F which produces 142.2 kN maximum thrust. Co-funded by Sukhoi and UMPO, the 117S will enter series production both at Saturn and UMPO to power the Su-35 export fighters. On Febuary 19, 2008, the first Su-35 prototype made its maiden flight powered by two 117S. NPO Saturn is also competing to power the PAK-FA with a further modified 117S. Pending a decision on the powerplant selection for the ‘first stage’ of the PAK-FA program, it remains to be seen which of the options will power the Su-27SM/SM2 upgrades.
The two-seat aircraft will most likely be upgraded to Su-27UBM. Although IAPO offered such an upgrade demonstrated on the Su-30KN, it remains unclear whether the Russian Air Force has opted for this upgrade or plans to have KnAAPO update the two-seaters under a similar program as the Su-27SM/SM2.
The Su-27M (factory designation T-10M) was conceived as a new upgraded variant of the Su-27 ‘Flanker’ incorporating a true air-to-surface capability. Although the capability to carry air-to-surface weapons had been added to the baseline Su-27S, it was limited to ‘dumb’ bombs and unguided rockets. The Su-27’s fire control system lacked a dedicated ground target acquisition and identification capability. The air-to-air capability would also be improved to restore the balance with the contemporary F-15C and F-16C. Although Su-27M remained the Russian military designation, the Su-27M later received the Su-35 designation to enter the global fighter market. Having failed to attract any orders for the Su-35 between 1992 and 2002, Sukhoi started a new development program for the modernization of the single-seat Su-27 in 2002 under the bureau/factory designation of T-10BM (Bolshaya Modernizatsiya – Big Modernization). This Flanker derivative also aimed at the export market retained the Su-35 designation of its predecessor, despite significant differences between the two Flanker derivatives.
The Su-27M was equipped with the upgraded RLSU-27 radar system. The system was composed of the new forward-looking N011 radar with slotted-array and the smaller N012 rear-looking radar, the latter is located in the central tailboom. Compared to the RLPK-27 system with the N001 radar of the basic Su-27 variants, the RLSU-27 system offered extended target acquisition range, air-to-surface stand-off attack capability, simultaneous tracking of more targets, surveillance and tracking of targets in the rear hemisphere and improved counter ECM. The new radar system also provided terrain-mapping, enabling nap-of-the-eartch (NOE) flying and obstacle avoidance.
Later it was concluded that the slotted-array would be outdated soon, and a phased array variant of the N011 radar, designated N011M, was fitted to the Su-27M. The phased array enabled a greater radar range, wider zones of tracking and engagement, increase in number of simultaneously tracked and engaged targets, and the employment of more advanced weapons.
In addition to the radar, the Su-27M featured other advancements in its avionics suite compared to the Su-27. New components were the electro-optical sighting/navigation system, communications suite, instrument guidance equipment, new FBW system, IFF and digital computer. The aircraft was equipped with an advanced self-defence suite consisting of new RWR systems, Sorbtsiya ECM pods, and APP-50 chaff/flare dispenser.
The instrument panel layout was changed to accomodate three high-res multifuction monochrome CRT displays and an improved HUD, reducing the number of electro-mechanical instruments. The Su-35 was also offered with multifunction colour LCD displays. The IRST sensor was moved to the right off the line of symmetry to improve visibility from the cockpit. The ejection seat was elevated and declined at 30 degrees to enable the pilot to better withstand high G manoeuvering. The pilot would wear a helmet with the Shchel-3UM helmet-mounted target designator.
The Su-27M airframe incorporated a new nose section, new central tailboom, canards, and uprated AL-31FM engines. The wings panels were fitted with larger fuel cells and the enlarged fins have internal fuel cells as well increasing the aircraft’s combat radius. Furthermore the Su-27M was fitted with a retractable in-flight refueling probe and the provision to carry two 2,000-litre underwing drop tanks to further extend its range.
The aircraft’s structure and undercarriage was strengthened to cope with the increased weight of the aircraft caused by the new equipment. The single nose wheel was replaced by two smaller wheels.
Su-34
The new systems enabled the Su-27M to be capable of using modern air launched weapons. The most important addition for the air-to-air role was the medium-range active radar homing R-77 (export designation is RVV-AE) air-to-air missile, the Russian equivalent of the AIM-120 AMRAAM. Up to twelve of these missiles could be carried or ten when equipped with wingtip ECM pods. The Su-27M retained the capability to be armed with the older R-27 semi-active radar, R-27E IR homing medium-range missiles as well as the short-range R-60 and R-73 IR homing missiles. All of which have since been developed into more effective versions.
The Su-27M armament suite also included guided air-to-surface missiles and bombs. Aside from the unguided rockets already on the basic Su-27’s weapons list, the Su-27M was now also capable of the Kh-29 TV-guided, Kh-31P anti-radiation, and Kh-31A anti-ship missiles. In addition to the increased number of “dumb” free-fall, retarded, incendiary, and cluster bombs, the TV-guided and laser-guided KAB-500 bombs were planned to be integrated.
These new systems and weapons capabilities made the Flanker a true multi-role fighter. Following the collapse of the Soviet Union, the Su-27M development slowed down and prospects of any significant production for the Russian air force soon vanished. Owing to its true multi-role capability, large action radius and reasonable price tag, the Su-27M was considered a good candidate for export. The Su-27M designated Su-35 was first shown at Farnborough international air show in 1993. Early attempts included the Su-35 based Su-37MR, which was marketed to the United Arab Emirates (UAE), After the initial series production of three Su-27Ms had been completed for state trials, the Komsomolsk-on-Amur aircraft manufacturing association (KnAAPO) suspended production and refocused on meeting the requirements of possible export customers. Among the customization options was the possibility to equip the Su-35 with AL-31FP TVC engines, which were developed following the successful Su-37 trials with the first generation of AL-31FU TVC engines. Other improvements for the export Su-35 also included an open architecture avionics suite incorporating the latest digital computers and display systems.
Su-35
Another step towards meeting future customer requirements was to develop a twin-seat combat trainer variant of the Su-35. Sukhoi and KnAAPO developed the Su-35UB. The first Su-35UB prototype (bort number 801) built by KnAAPO made its first flight on August 7, 2000. It was first shown at the MAKS 2003 air show and subsequently served as a technology demonstrator and test aircraft for various avionics, including the Zhuk-MSE radar.
Despite efforts by Sukhoi and KnAAPO to market the Su-35, it did not receive any orders. The Su-35 had been considered by a number of nations for their next generation fighter program. These include South Korea, Singapore, Australia and Brazil. Apart from Brazil, the Su-35 failed to get shortlisted by these countries.
Brazil however was forced to postpone the decision, but had shortlisted the Su-35 together with the Mirage 2000BR and the Saab Gripen initially. Sukhoi/KnAAPO introduced the designation Su-35BR for the customized Su-35s that could be developed for Brazil. Before completition of the second round the Brazilian F-X program was cancelled.
Another South American candidate for the Su-35 emerged in the form of Venezuela soon after. The country was effectively forced to consider Russian fighters to replace its F-16 fleet, following the US arms embargo that was imposed on it in May 2006. The Su-35 was one of the options considered, however the multi-role Su-30MK variant had matured over the years incorporating some of the improvements of the Su-27M. More importantly, the Su-30MKK and Su-30MKK2 had entered full production at KnAAPO for China. The FAV quickly opted for the Su-30MK2.
In total 17 Su-27M aircraft were built by Sukhoi and KnAAPO; five prototypes converted from Su-27s, two static test airframes, six pre-production test aircraft, three production aircraft, and one Su-35UB prototype. Although the Su-35 (Su-27M) had no success on the global fighter market, the Su-27M line greatly contributed to the development of the Flanker family, both in terms of aerodynamics and avionics. The Su-27M saw the introduction of canards and 3D fly-by-wire control for enhanced manoeuvrability. The final two preproduction aircraft T10M-11 and T10M-12 (bort numbers 711 and 712) tested the N011M phased-array radar. Aircraft ‘711’ went on to become the Su-37 and was soon after converted to thrust vector control (TVC) demonstrator, fitted with AL-31FU and modified FBW system.
All of the innovations were subsequently further developed to be fitted to Irkut’s Su-30MKI for India, and subsequently the Malaysian Su-30MKM and Algerian Su-30MKA. KnAAPO’s Su-30MKK and Su-30MK2 versions inherited the enlarged tailfins providing additional fuel capacity of the Su-27M.
Although the Russian Air Force never ordered more Su-27Ms to enter production for operational service, the handful of early Su-27M types continue to serve the air force. Five of the preproduction and production aircraft have been assigned to the Russian Knights display team, since the state trials of the type were suspended in the mid 1990s.
Su-27M ‘710’ (T10M-10) continued to serve the company as a flying testbed in 2004-2006, flight testing the advanced AL-31F derivative by NPO Saturn, dubbed 117S (AL-41F), the new turbofan will power the next Su-27 derivative, which will also carry the Su-35 designation.
Sukhoi realized by 2002 that the original Su-35 (Su-27M) would no longer be able to compete with comtemporary and future foreign fighters. Furthermore, the Sukhoi-owned KnAAPO plant had been struggling to compete with its Su-30MK2 against the more advanced Su-30MKI derivatives of the Irkut Corporation, its rival Flanker producer only partially owned by Sukhoi. Sukhoi started development of a new ‘intermediate fighter’ to fill the gap between its “fourth generation” Su-30MK and the upcoming “fifth generation” fighter in development under the PAK-FA (Perspektivnyi Aviatsionnyi Kompleks Frontovoi Aviatsii – Future Air System for Tactical Aviation) program, while offering a KnAAPO alternative to Irkut’s Su-30MKI line. Contrary to earlier reports, the resulting “4++ generation fighter” has materialized as a new Su-27 derivative as opposed to upgrade of the Su-27M. Re-using the Su-35 sans suffix designation, the Su-27 Bolshaya Modernizatsiya (‘big modernization’, factory designation T-10BM) differs significantly from the Su-27M, having been redesigned from the basic Su-27 configuration incorporating the improvements developed for the Su-27SM2 upgrade program.
Su-34
Russia’s Su-34 Fullback fighter-bombers are experiencing unsustainable losses in the Ukraine war, with at least 35 of the original 140 aircraft confirmed destroyed. Ukrainian multi-layered air defenses, including F-16 fighter jets, are proving highly effective against these advanced aircraft when operating at low to medium altitudes. Initially developed for the Soviet Air Forces in the 1980s, the fall of the Soviet Union and subsequent financial issues with the Russian government stalled the development of the Su-34. The program was later revived, and the Su-34 formally entered service in 2014.
Russian Military Su-34
The Fullback is powered by a pair of Saturn AL-31FM1 turbofan engines, giving the aircraft a maximum speed of Mach 1.8+ (1,381 mph) when fully loaded. The aircraft has a combat range of about 680 miles, and the airframe can withstand turns of 9+ gs.
It carries a 30 mm Gryazev-Shipunov GSh-30-1 autocannon with 180 rounds and has a dozen hardpoints for loading 26,000-31,000 pounds of an assortment of bombs and missiles.
At the start of the Russian invasion, the Russian VKS had about 140 Su-34 Fullbacks in their air fleet. They’ve lost at least 35 Su-34s in combat and Ukrainian drone attacks on Russian airbases, as well as saboteur attacks, may have accounted for even more lost airframes.
In March 2024, Russia lost eight Su-34s in 12 days, three of them in one day. In October, the Russians lost a Su-34 to an American-made F-16, as the Ukrainians reported and pro-Kremlin military bloggers in Russia repeated.
T-10 bureau designation for first two Su-27 prototypes. NATO ASCC codename FLANKER-A
T-10S bureau designation for revised design with redesigned wings, fuselage nose section, gear placement and tail section. NATO ASCC codename FLANKER-B
Basic Su-27 series:
Su-27S standard version based on T-10S design, with original air-to-ground capability. Often designated Su-27 without -S. Powerplant: 2x AL-31F Thrust – afterburner: 122.58 kN / 12,500 kgf Thrust – max dry: 7,770 kgf Overall length: 21.935 m Wing span: 14.7 m Wing area: 62.04 sq.m Height: 5.932 m Empty weight: 16,300 kg Normal take-off weight: 23,000 kg Internal fuel: 9,400 kg / 11,975 lt Max warload: 4,000 kg Max speed high altitude: 2,500 km/h Max speed sea level: 1,400 km/h Max Mach number: 2.35 Service ceiling: 18,500 m Max G load: 9 Range high altitude: 3,900 km Range sea level: 1,400 km Take-off run: 650 m Landing roll: 620 m Crew: 1
Su-27P standard version but without air-to-ground weapons control system and wiring. Often designated Su-27 without -P. Powerplant: 2x AL-31F Thrust – afterburner: 122.58 kN / 12,500 kgf Thrust – max dry: 7,770 kgf Overall length: 21.935 m Wing span: 14.7 m Wing area: 62.04 sq.m Height: 5.932 m Empty weight: 16,300 kg Normal take-off weight: 23,000 kg Internal fuel: 9,400 kg / 11,975 lt Max warload: 4,000 kg Max speed high altitude: 2,500 km/h Max speed sea level: 1,400 km/h Max Mach number: 2.35 Service ceiling: 18,500 m Max G load: 9 Range high altitude: 3,900 km Range sea level: 1,400 km Take-off run: 650 m Landing roll: 620 m Crew: 1
Su-27PD Sole Su-27P prototype fitted with inflight refuelling probe. Later it was used by the ‘Test Pilot’ aerobatic display team, its radar and combat capabilities having been removed.
Su-27UB basic training two seater version Powerplant: 2x AL-31F Thrust – afterburner: 122.58 kN / 12,500 kgf Thrust – max dry: 7,770 kgf Overall length: 21.935 m Wing span: 14.7 m Wing area: 62.04 sq.m Height: 6.357 m Empty weight: 17,500 kg Normal take-off weight: 24,000 kg Internal fuel: 9,400 kg / 11,975 lt Max warload: 4,000 kg Max speed high altitude: 2,125 km/h Max speed sea level: 1,400 km/h Max Mach number: 2.0 Service ceiling: 17,500 m Max G load: 9 Range high altitude: 3,000 km Range sea level: 1,300 km Take-off run: 750 m Landing roll: 650 m Crew: 2
Su-27SK export version of Su-27S, N001E radar, modified IFF system, payload upgraded to 8,000 kg, strengthened front wheel and different tyres for the main gear. Gardenia ECM system optional instead of the Sorbitsya. Also with various localization options. Powerplant: 2x AL-31F Thrust – afterburner: 122.58 kN / 12,500 kgf Thrust – max dry: 7,770 kgf Overall length: 21.935 m Wing span: 14.7 m Wing area: 62.04 sq.m Height: 5.932 m Empty weight: 16,870 kg Normal take-off weight: 23,430 kg Internal fuel: 9,400 kg / 11,975 lt Max warload: 8,000 kg Max speed high altitude: 2,500 km/h Max speed sea level: 1,400 km/h Max Mach number: 2.35 Max rate of climb: 330 m/s Service ceiling: 18,500 m Max G load: 9 Range high altitude: 3,680 km Range sea level: 1,370 km Take-off run: 450 m Landing roll: 620 m Crew: 1
J-11/J-11A Chinese designation for license-built Su-27SK.
Su-27UBK export version Su-27UB, with payload and wheel strengthening improvements identical to the Su-27SK
Su-27SMK Proposed modernized export version based on the Su-27SK variant incorporating some of the improvements of the Su-27K and Su-27M. Phase I: increase internal fuel capacity to 9965 kg by fitting larger fuel cells, enable two 2,000 litre drop tanks, retractable refueling probe, increase number of hardpoints from 10 to 12, and modified N001M radar with R-77 capability. Phase II: integration of guided air-to-surface weapons and externally mounted weapons control system pod. Additional options included the Zhuk-27 radar, uprated engines, upgraded FBW control system and canards. One prototype converted by KnAAPO in 1995 from Su-27SK fitting the IFR probe.
Su-27SMK Second try for a multi-role Su-27SK, largely similar to the earlier Su-27SMK. Instead of Zhuk-27 radar, it is fitted with the N001VEP radar and firecontrol system, which has identical capabilities as the Zhuk-27 system. The cockpit is similar to the Su-30MKK with a third MFD. Powerplant: 2x AL-31F Thrust – afterburner: 122.58 kN / 12,500 kgf Thrust – max dry: 7,770 kgf Overall length: 21.935 m / 72 ft 0 in Wing span: 14.7 m / 48 ft 3 in Wing area: 62.04 sq.m / 667.79 sq ft Height: 5.932 m / 21 ft 10 in Normal take-off weight: 24,000 kg Max take-off weight: 34000 kg / 74958 lb Internal fuel: 9,400 kg / 11,975 lt Max warload: 8,000 kg Max speed sea level: 1,400 km/h Max. speed high alt: 2125 km/h / 1320 mph Max Mach number: 2.15 Service ceiling: 17,750 m / 57400 ft Max G load: 9 Range high altitude: 3,530 km Take-off run: 450 m Landing roll: 700 m Armament: 1 x 30mm cannon Crew: 1
Su-27SM Russian domestic version of the Su-30MK2-based SMK mid-life upgrade, with N001V radar which has an additional search/detection mode with greater range. Entering service.
Su-27SM2 Stage two of the Su-27SM upgrade program. The Su-27SM2 upgrade package on offer to the Russian air force includes the NIIP Irbis radar, weapons system and engines of the Su-27BM (Su-35).
Su-27UBM upgraded version for PVO/VVS of Su-27UB, based on Su-30KN but without the IFR probe, 10 aicraft have to be rebuild until the end of 2001
Su-27UBM1 Upgraded version for Belarus of Su-27UB developed by 588th Aircraft Repair Plant and Russian Avionics design bureau. Similar to the Su-30KN upgrade: improved interface, digital control systems, air-to-ground precision guided weapons, RVV-AE air-to-air missiles, 5x 5in MFD instead of the monochrome TV display, upgraded N001 with new modes and improved detection ranges. So far two aircraft have been upgraded.
Su-27RV six replacement ‘Test Pilot’ display aircraft with westernised communications and inflight refuelling probes.
Su-27KRT (‘Razvedchik Tseleukazatel’ or recon/target acquisition), proposed version
Su-30 series:
Su-27PU/Su-30 retractable air refueling probe, modified radar radar N001 (can attack 2 targets with R-27 simultaneously), upgraded navigation system, datalink APD-518, tactical displey SEI-31 in rear cockpit, rear seat position as mission commander for formations of single seat Su-27P/S, actually are upgraded on standard Su-30KN Powerplant: 2x Saturn Lyul’ka AL-31F afterburning turbofans Thrust – afterburner: 122.58 kN / 12,500 kgf Thrust – max dry: 7,770 kgf Overall length: 21.935 m / 72 ft 9 in Wing span: 14.7 m / 48 ft Wing area: 62.04 sq.m Height: 6.357 m / 21 ft 5 in Max Take-Off Weight 33000 kg / 72,752 lb Empty weight: 17,700 kg / 39,021 lb Internal fuel: 9,400 kg / 11,975 lt Max warload: 8,000 kg / 17,637 lb Hardpoints: 8 Armament: one GSh-301 30mm cannon 150 rounds Max speed high altitude: 2,125 km/h / 1,320 mph Max speed sea level: 1,400 km/h / 870 mph Max Mach number: 2.0 Service ceiling: 17,500 m / 57,410 ft Max G load: 9 Range high altitude: 3,000 km Range sea level: 1,300 km Range with one IFR: 5,200 km Take-off run: 750 m Landing roll: 650 m Crew: 2
Su-30I (‘Istrebeitel’ or fighter) test aircraft with canards added.
Su-30K export version of Su-30, 8 sold to India in 1997, but only in standard Su-27UB with retractable air refueling probe, next 10 with some French and Israeli systems in 1999, aicrafts from both batches will be rebuild to Su-30MKI standard
Su-30K2 planned training version, side by side seats like Su-27KUB, assembling works on first prototype started in 1998, but was abandoned
Su-30KI KnAAPO/Sukhoi proposed single seat export version for Indonesia, incorporating the Su-27SMK phase I changes. Prototype rebuilt by KnAAPO from its Su-27SMK demonstrator, first flown on June 28, 1998. Further plans included improved avionics, cockpit, phased array, 12 hardpoints and extending the weapons suite. The Su-30KI prototype was also used by the RuAF for testing the R-77 in particular and served as yardstick for its Su-27 fleet mid-life upgrade.
Su-30KN testbed for Irkut developed upgrade of Su-27UBs on UBM/BM and Su-30/Su-30K Powerplant: 2x AL-31F Thrust – afterburner: 122.58 kN / 12,500 kgf Thrust – max dry: 7,770 kgf Overall length: 21.935 m Wing span: 14.7 m Wing area: 62.04 sq.m Height: 6.357 m Normal take-off weight: 24,780 kg Internal fuel: 9,400 kg / 11,975 lt Max Mach number: 2.0 Max G load: 8 Range high altitude: 3,000 km Range with one IFR: 5,200 km Crew: 2
phase radar with A-G and mapping modes, added guided A-G weapons, GPS, single colour MFD`s MFI-55
phase avionics from MiG-29SMT, Mil Std. 1553B, 2-3 bigger MFDs MFI-68 in each position, stronger engines
Multi-Role Su-30 family:
Su-30M upgraded avionics, added full A-G capability, 12 hardpoints, first real multi-role aircraft in Su-27 family
Su-30MK initial export designation for the multi-role Su-30M marketed by Sukhoi
Su-30MKK KnAAPO produced Su-30MK for China with Su-27M vertical tails. Improved N001VE radar and IRST for the upgraded fire control system with air-to-surface modes. Armaments include R-77, Kh-29T, Kh-59MK, Kh-31A, TV guided KAB series, R-27 and R-73 series. Reportedly designated J-13 in China. Powerplant: 2x Saturn Lyul’ka AL-31F afterburning turbofans Thrust – afterburner: 122.58 kN / 12,500 kgf / 27,550 lb st Thrust – max dry: 7,770 kgf Overall length: 21.935 m / 72 ft 9 in Wing span: 14.7 m / 48 ft Wing area: 62.04 sq.m Height: 6.43 m / 21 ft 5 in Empty weight:18400 kg / 40,564 lb Max Take-Off Weight: 38000 kg / 83,775 lb Normal take-off weight: 24,900 kg Internal fuel: 9,640 kg / 12,280 lt Max warload: 8,000 kg / 17,637 lb Max speed high altitude: 2,120 km/h / 1,320 mph Max speed sea level: 1,350 km/h Max Mach number: 2 Service ceiling: 17,300 m / 57,410 ft Max G load: 9 Range high altitude: 3,000 km Range sea level: 1,300 km Range with one IFR: 5,200 km Take-off run: 550 m Landing roll: 750 m Armament: one GSh-301 30mm cannon 150 rounds Hardpoints: 12 Crew: 2
Su-30MKI unofficial designation for the two MKKs types sold to Indonesia, not to be confused with Irkut’s Su-30MKI for India.
Su-30M2 upgraded Su-30MK with ESA radar N011M and avionics from Su-37, with canards and optionable with thrust vectoring engines
Su-30MK2 Su-30MKK with upgraded electronics that enabled support for antiship missiles. Upgraded radar called N001VEP. Also intended to work with SAPSAN-E and Kupol M400 reconnaissance pods. Delivered MKKs is expected to be upgraded to this standard. Powerplant: 2x AL-31F Thrust – afterburner: 122.58 kN / 12,500 kgf Thrust – max dry: 7,770 kgf Overall length: 21.935 m Wing span: 14.7 m Wing area: 62.04 sq.m Height: 6.43 m Internal fuel: 9,720 kg / 12,380 lt Max warload: 8,000 kg Max speed high altitude: 2,100 km/h Max speed sea level: 1,400 km/h Max Mach number: 2 Service ceiling: 17,300 m Max G load: 9 Range high altitude: 3,000 km Range sea level: 1,300 km Range with one IFR: 5,600 km Take-off run: 550 m Landing roll: 750 m Crew: 2
Su-30MK2V Su-30MK2 variant for Vietnam with minor modifications. Modifications include an upgraded communications suite and improved ejection seats.
Su-30MK2 AMV Su-30MKV Aviacion Militar Venezolana (AMV – Venezuelan Military Aviation) version of the KnAAPO-produced Su-30MK2 for Venezuela. First delivered in December 2006. Also known as Su-30MKV.
Su-30MK no official designation: Proposed Su-30MKK upgrade with NIIP Panda radar (N001VEP + Pero phase array).
Su-30MK3 Su-30MKK with Zhuk-MSE radar. Support for Kh-59MK antiship missile. Developed for or in cooperation with China, reportedly cancelled due to dispute or concerns regarding technology/knowledge transfer.
Su-30MKI Irkut produced export version for India with indigenous computers, French HUD Sextant VEH3000, nav. sys Totem INS/GPS, MFDs and some Israeli systems (RWR and ECM), 32 will be build in Russia, 140 in HAL company in India, first serial aicraft was flown on 26 November 2000, and then shown on Aero India. Powerplant: 2x Saturn Lyul’ka AL-31FP TVC afterburning turbofans Thrust – afterburner: 130 kN / 29,400 lb st Overall length: 21.935 m / 72 ft 9 in Wing span: 14.7 m / 48 ft Wing area: 62.04 sq.m Height: 6.357 m / 21 ft 5 in Empty weight: 18,400 kg / 40,564 lb Normal take-off weight: 25,700 kg Internal fuel: 10,000 kg / 12,780 lt Max warload: 8,000 kg / 17,637 lb Max Take-Off Weight: 34000 kg / 74,956 lb Max speed high altitude: 2,125 km/h / 1,320 mph Max speed sea level: 1,400 km/h / 870 mph Max Mach number: 2.0 Service ceiling: 17,300 m / 57,410 ft Max G load: 9 Range high altitude: 3,000 km Range sea level: 1,300 km Range with one IFR: 5,200 km Take-off run: 550 m Landing roll: 650 m Armament: one GSh-301 30mm cannon 150 rounds Hardpoints: 12 Crew: 2
Su-30MKM Irkut produced version for Malaysia based on the Su-30MKI with significant avionics changes. Israeli-produced systems are replaced by Russian- and South African-manufactured systems, with in particular ECM systems, such as the MAW-300 missile approach warning system, LWS-310 laser illumination warning system, SAAB Avitronics EWC electronic warfare controller. Also the Indian display processing unit of the Su-30MKI has been replaced by a Russian unit. Furthermore the Thales Damocles LD/TGP has been integrated.
Su-30MKA Irkut produced version of its Su-30MK for Algeria. The Su-30MKA is similar to India’s Su-30MKI and Malaysia’s Su-30MKM, but fitted with some alternative avionics. Like the Su-30MKM the French Thales Damocles LD/TGP is being integrated. First two examples commenced flight-testing in August 2007. Delivery of the first two aircraft started in December 2007 with official hand-over in January 2008. Sometimes the aircraft are referred to as Su-30MKI(A)
Navalized Su-27K series:
Su-27K/ Su-33 navalized fighter version, airframe with canards, folding wing and horizontal stabilizers, arrested hook, “navalized” avionics, auto-landing systems, retractable air refueling probe, can carry buddy container UPAZ-A Sachalin, 12 hardpoints. Powerplant: 2x Saturn Lyul’ka AL-31F3 afterburning turbofans Thrust – afterburner: 125.5 kN / 13,300 kgf / 28,220 lb st Overall length: 21.185 m / 69 ft 6 in Wing span: 14.7 m / 48 ft 2.5 in Wing span- folded: 7.4 m Wing area: 67.8 sq.m Height: 5.72 m / 18 ft 9.25 in Empty weight: 18400 kg / 40,564 lb Normal take-off weight: 25,000 kg Max Take-Off Weight: 33,000 kg / 72,752 lb Internal fuel: 9,500 kg / 12,100 lt Max warload: 6,500 kg Max speed 11,000m / 36,000 ft: 2,300 km/h / 1,430 mph / Mach 2.165 Max speed sea level: 1,300 km/h / 807 mph / Mach 1.06 Max Mach number: 2.165 Service ceiling: 17,000 m / 55,780 ft Max G load: 8 Range high altitude: 3,000 km Range sea level: 1,000 km Take-off run: 105 m carrier ramp Landing roll: 90 m arrestd Landing approach speed: 240 km/h Armament: one GSh-301 30mm cannon 150 rounds Crew: 1
Su-27KM/ Su-33M planned navalized multi-role version of Su-27M
Su-27KU proposed training version (seats side by side)
Su-27KUB/ Su-33UB navalized multi-purpose combat training version, new bigger wing with area 70 sq.m (older 62 sq.m), wing span 16m (14,7m) with better aerodynamics (15-20% longer range with the same amount of fuel), bigger canards and horizontal stabilizers, radar N010-27.
Su-27KRC proposed recon version of Su-27KUB
Su-27KPP proposed ECM version of Su-27KUB
Su-33MK proposed multi-role version of Su-27K for export, might be revived for China
Su-27K Designation unknown, proposed upgrade of the Su-33 based on the Su-27SM2. Possibly the same as Su-33M. Because the Su-27SM2 is a gradual upgrade, might result in Su-33M2.
Multi role Su-27M series:
Su-27M/ Su-35 upgraded airframe with canards, digital FBW, bigger radome and sting, ` higher vertical fins, 14 hardpoints, retractable air refueling probe, internal fuel 10250 kg, can carry 2 drop tanks each 2000 l, upgraded avionics, radar N011, rear looking radar N012 in sting, full A-G capability, glass cocpit (3 –4 monochrome MFDs) Powerplant: 2x AL-31FM Thrust – afterburner: 142 kN Overall length: 22.18 m Wing span: 14.7 m Wing area: 62.04 sq.m Height: 6.43 m Empty weight: 18,400 kg Normal take-off weight: 25,700 kg Internal fuel: 10,250 kg / 13,055 lt Max warload: 8,000 kg Max speed high altitude: 2,500 km/h Max speed sea level: 1,400 km/h Max Mach number: 2.35 Service ceiling: 18,000 m Max G load: 9 Range high altitude: 3,200 km Range sea level: 1,450 km Range with one IFR: 6,500 km Take-off run: 750 m Landing roll: 600 m Crew: 2
Su-37MR Proposed export version of the Su-27M with French avionics for UAE. Su-27M preproduction aircraft T10M-11 served as Su-37MR demonstrator.
Su-27MP/ Su-37 ESA radar N011M, thrust vector control system, 4 colour MFDs
Su-27UM/ Su-35UB Two-seat combat capable training version of the Su-27M aimed at export market. One prototype built, first flown on August 7, 2000. Received bort number ‘801’. Later fitted with Zhuk-MSE radar for testing.
Bomber Su-27IB series:
Su-27IB/ Su-32/ Su-34 / T-10B completely changed airframe, seats side by side, canards, bigger sting, flat radome, main undercarriage with two tandem wheels, 12 hardpoints, ESA radar B004, rear looking radar N012 in sting, new navigation sys., internal fuel 12 100 kg, max G limit 7G, can carry 3 drop fuel tanks each with 3000 l/ 2400 kg fuel, titan armour used on cockpit, some fuel tanks and partialy engines of weight 1480 kg, fixed geometry air intakes, without air brake, without ventral fins, retractable air refueling probe, added some stealth features and RAM, digital FBW, together 6 prototypes were built (2 used only for ground tests) Powerplant: 2x Lyulka AL-31F afterburning turbofans Thrust – afterburner: 122.58 kN / 12,500 kgf / 27,577 lb st Thrust – max dry: 7,770 kgf Overall length: 23.34 m / 76 ft 6.5 in Wing span: 14.7 m / 48 ft 3 in Wing area: 62.04 sq.m Height: 6.36 / 6.09 m Empty weight: 22,500 kg Normal take-off weight: 38,240 kg Max take-off weight: 45000 kg / 99209 lb Internal fuel: 12,100 kg / 15,400 lt Max warload: 8,000 kg / 17,637 lb Hardpoints: 12 Max speed high altitude: 1,900 km/h / 1181 mph / Mach 1.8 Max speed sea level: 1,400 km/h / 870 mph Max Mach number: 1.8 Service ceiling: 15,000 m / 49200 ft Max G load: 7 / 9 Range high altitude: 4,000 km / 2486 miles Range with one IFR: 7,000 km Take-off run: 1,260 m Landing roll: 950 m Armament: one GSh-301 30mm cannon with 180 rounds Crew: 2
Su-27R planned recon version of Su-27IB, probably the same equipment like Su-27KRC
Su-27IBP planned ECM version of Su-27IB, probably the same equipment like Su-27KPP
Su-32FN naval attack aircraft with SeaDragon FC system, MAD in place of N012, acoustic search system , sono buoys in pods, missiles Kh-31, Kh-35 Uran, Kh-41 Moskit, Yachont/Oniks, torpedoes, depth charges, rocket torpedos, prototype was T10V-5 introduced in FN standard in Le Bourget 1995, but was probably equipped with basic avionics
Su-32MF proposed export version of Su-27IB
Chinese developed J-11 derivatives:
J-11B Chinese developed Flanker derivative based on the Su-27SK (J-11) with 70% Chinese produced parts. Status unknown. Plans call for integration of the Chinese WS-10A turbofan. Possibly incorporating avionics from the Su-30MKK.
J-11BS Planned two-seater version of the J-11B, probably to be developed from a Russian-supplied Su-27UBK or Su-30MKK/MK2.
Su-34MF
4++ Generation Su-35 series:
Su-35 / Su-27BM New Su-27 derivative (factory designation T-10BM) with NPO Saturn AL-41F1 (izdeliye 117S) engines and improved avionics, including the new NIIP Irbis-E radar, to be built around a rotatable passive phased array. Unveiled at MAKS 2007. First prototype designated Su-35-1 with bort number 901 first flew on February 19, 2008. Replaces the previous Su-35 (Su-27M) on the export market, retaining the Su-35 designation. Powerplant: 2x AL-41F Thrust – afterburner: 142.2 kN / 14,500 kgf Thrust – max dry: 8,800 kgf Overall length: 21.9 m Wing span: 15.3 m Height: 5.9 m Normal take-off weight: 25,300 kg Internal fuel: 11,500 kg / 14,650 lt Max warload: 8,000 kg Max speed high altitude: 2,400 km/h Max speed sea level: 1,400 km/h Max Mach number: 2.25 Max rate of climb: >280 m/s Service ceiling: 18,000 m Max G load: 9 Range high altitude: 3,600 km Range sea level: 1,580 km Ferry range: 4,500 km Take-off run: 400-450 m Landing roll: 650 m Crew: 1
Su-34P / Su-27IBP
Su-35S Russian Air Force version of the Su-35 (T-10BM). Differs from the export Su-35 standard by having local IFF, EW, communication systems and Irbis radar with more advanced operating modes. 48 on order as interim fighter until PAK-FA, to be delivered by 2015. Series production starting in 2010.
NATO (ASIC/ASCC) reporting name:
FLANKER-B Su-27/Su-27SK (J-11)
FLANKER-C Su-27UB/UBK
FLANKER-D Su-27K (Su-33)
FLANKER-E Su-27M (Su-35, Su-37)
FLANKER-F Su-27PU (Su-30), Su-30K, Su-30M
FLANKER-G Su-30MKK, Su-30MK2
FLANKER-H Su-30MKI, Su-30MKM, Su-30MKA
FULLBACK Su-27IB (Su-32, Su-34)
Su-27 Flanker Family Events 1969 – Start research for new generation fighter by Sukhoi, Mikoyan and Yakovlev 1969 – Sukhoi made first outlines for the fighter’s configuration 1970 – Initial variant of the fighter’s layout worked out by Sukhoi 1971 – USSR government authorization of the Prospective Tactical Fighter (PFI) programme 1971 -Pavel Sukhoi orders official start of concept development designated T-10 1971 – Air Force issues specifications for the PFI based on F-15 data 1972 – Conceptual design finished for both ‘integrated’ and ‘classic’ aerodynamic configurations 1972 – Evaluations of PFI proposals Su-27, MiG-29, Yak-45, Yak-47 1972 – In-depth development of the conceptual design and T-10 prototype 1973 – Naum Chernyakov appointed chief designer 1975 – Basic design completed, start of prototype production by the Kulon Machine-building Plant 15 Sept 1975 – Pavel Sukhoi passed away 1976 – CPSU Central Committee and USSR government authorise Su-27 production 1976 – Mikhail Simonov appointed chief designer 1977 – Completion of T10-1 initial Su-27 prototype construction 20 May 1977 – First flight T10-1 prototype flown by Vladimir Ilyushin Aug 1977 – Swiss magazine ‘International Defense Review’ reported MiG-29 prototype, but it was T10-1 Late 1977 – US satellites pictures Su-27 (coded RAM-K) and MiG-29 (coded RAM-L) at Ramenskoye (in fact GLII) 1978 – Second prototype T10-2 built 1978 – Conceptual design stage for ship-borne variant Su-27K (T-12) 7 July 1978 – T10-2 crashed, killing test pilot Yevgeny Solovyov 1978 – T10-3 and T10-4 production completed at Komsomolsk-on-Amur plant 1978 – Production of experimental batch of five Su-27 started at Komsomolsk-on-Amur plant Mar 1979 – Final assembly T10-3 completed at Zhukovsky Mar 1979 – Pentagon releases first information concerning the new Sukhoi 23 Aug 1979 – First flight T10-3 31 Oct 1979 – First flight T10-4 Late 1979 – T-10S improved redesign Dec 1979 – Artyom Kolchin appointed chief designer 1980 – Production of initial T-10S prototypes T10-7, T10-12 and static T10-8 1980 – Sukhoi OKB makes T-10U twin-seat draft design June 1980 – Komsomolsk-on-Amur completes T10-5 (No 02-02) and static test airframe No 02-01 Late 1980 – Komsomolsk-on-Amur completes T10-6 (No 02-03) and T10-9 (No 02-04) Late 1980 – Sukhoi plant completes new design prototype T10-7 or T-10S-1 (No 04-03) 1981 – Komsomolsk-on-Amur completes T10-10 (No 03-01) and T10-11 (No 03-02) 20 April 1981 – First flight T10-7, flown by Vladimir Ilyushin 3 Sept 1981 – T10-7 crashed, Vladimir Ilyushin ejected safely 23 Dec 1981 – T10-12 crashed, killing Aleksandr Komarov 1981 – Aleksei Knyshev appointed chief designer 1982 – Komsomolsk-on-Amur delivers initial series-built T10-15, T10-16, T10-17 and static T10-14 1982 – Su-27 designation first used in Western press, NATO ASCC callsign Flanker given 2 June 1982 – First flight T10-15, series-built Su-27, by Aleksandr Isakov 24 July 1982 – T10-3 starting trials taking off from the T-1 ramp at the Nitka complex 1983 – Komsomolsk-on-Amur delivers nine more aircraft for tests and trials 1983 – Sukhoi develops improvements and upgrades for Su-27M version 21 Jan 1983 – Minister of Aircraft Industry orders conceptual design of new fighter-bomber 1983 – Conceptual design for new fighter-bomber based on Su-27UB, designated Su-27IB (factory T-10V) 29 Dec 1983 – Government authorises Su-27M development 1984 – Sukhoi and Komsomolsk-on-Amur complete Su-27UB static test model (01-01) 25 Sept 1984 – T10-25 starts trials taking off from T-2 ramp at the Nitka complex 11 Nov 1984 – T10-25 crashed, pilot Nikolai Sadovnikov ejected 1985 – Joint Offical Tests concluded 1985 – Full scale series production started 1985 – T10-1 prototype moved to Monino Air Force Museum, Moscow 1985 – Su-27M conceptual design completed Feb 1985 – Su-27K (T-10K) ship-borne fighter conceptual design approved 7 Mar 1985 – First flight T10U-1 two-seater, flown by Nikolai Sadovnikov 22 June 1985 – First unit to receive Su-27 is PVO fighter regiment at Dzemgi AB, 20 aircraft delivered 1985 – Initial Su-27 batch enteres service with VVS 1986 – T10-24 fitted with canards starts Nitka trials 1986 – Komsomolsk-on-Amur completes T10U-2 (No 02-01) and T10U-3 (No 02-03) two-seaters 1986 – Su-27UB series production moved to Irkutsk aircraft plant 1986 – T10-15 stripped and converted to P-42 record-breaker 19 June 1986 – CPSU Central Committee and USSR Council of Ministers authorise Su-27IB production 10 Sept 1986 – First flight T10U-4, first series-produced Su-27UB, flown by G.Ye. Bulanov and N.N. Ivanov Late 1986 – Delivery series-produced Su-27UB trainers start 27 Oct 1986 – 2x Time to climb to 3,000m set by P-42 piloted by Victor Pugachov 15 Nov 1986 – 2x Time to climb to 6,000m set by P-42 piloted by Victor Pugachov 1987 – First Su-27M prototype T10M-1 assembled on the basis of series-produced Su-27 No 16-40 1987 – Conceptual design for Su-27IB with new modifications finished 20 Jan 1987 – T10-24 crashed, pilot A. Puchkov ejected. Mar 1987 – T10U-2 (Su-27UB prototype) fitted with IFR and arrestor hook starts Nitka trials 10 Mar 1987 – 4x Time to climb records set by P-42 piloted by Nikolay Sadovnikov 11 Mar 1987 – 3x Time to climb records set by P-42 piloted by Nikolay Sadovnikov 31 Mar 1987 – 2x Time to climb records set by P-42 piloted by Evgeny Frolov April 1987 – First photo of series-produced Su-27 (no. 21) published in Western press 10 June 1987 – Altitude in level flight record set by P-42 piloted by Nikolay Sadovnikov 17 Aug 1987 – First flight Su-27K prototype T10K-1 (no.37), flown by Victor Pugachov 13 Sept 1987 – Su-27 (numer 36) collided with a Norwegian P-3B over the Barents Sea, both landed safely 22 Dec 1987 – First flight Su-27K second prototype T10K-2 (no.39), flown by Nikolai Sadovnikov 1988 – “Glasnost” declared in the Soviet Union 19 April 1988 – 2x Time to climb records set by P-42 piloted by Oleg Tsoi 17 May 1988 – 6x Time to climb records set by P-42 piloted by Oleg Tsoi 28 June 1988 – First flight Su-27M prototype T10M-1 (no. 701), piloted by Oleg Tsoy Aug 1988 – Su-27 unveiled to public for the first time, taking part in air parade over Moskva river near GLII 25 Aug 1988 – First flight Su-27K prototype T10K-1 (no. 37) with folding wings 28 Sept 1988 – T10K-1 ’37’ crashed, Nikolai Sadovnikov ejected but deceased from trauma later Early 1989 – Su-27 officially declassified 18 Jan 1989 – Second Su-27M prototype T10M-2 (no. 702) enters flight testing June 1989 – Su-27 (foreign) airshow debut at Le Bourget, Paris, Su-27 ‘388’ (T10-41) and Su-27UB ‘389’ 19 Aug 1989 – Su-27 taking part in Zhukovsky air parade 20 Aug 1989 – Su-27 national airshow debut at the Tushino air festival Aug 1989 – Su-27 ’22’ and Su-27UB ‘389’ exhibited at Moscow Central Airfield (Khodynka) Aug 1989 – Su-27 ’31’ placed on display at National Aviation Museum 1 Nov 1989 – First deck landing of the Su-27K on the Tbilisi (Adm. Kuznetsov) aircraft carrier, pilot Victor Pugachov 2 Nov 1989 – First Su-27K take off from the Tbilisi (Adm. Kuznetsov) aircraft carrier, pilot Victor Pugachov 1989 – Sukhoi OKB begins naval combat trainer design, designated Su-27KU (T-10KU) 1989 – ‘Yuri Gagarin plant’ at Komsomolsk-on-Amur renamed Komsomolsk-on-Amur Aircraft Production Association (KnAAPO) 1990 – Sukhoi OKB finishes Su-27IB design and starts converting a Su-27UB 17 Feb 1990 – First flight T10K-3, first series-built Su-27K, piloted by Igor Votintsev 13 April 1990 – First flight Su-27IB prototype, T10V-1 (no. 42), piloted by Anatoly Ivanov 1990 – KnAAPO produced six more Su-27Ks, T10K-4 thru T10K-9 23 Aug 1990 – Soviet government declares Su-27 standard fighter for VVS and PVO 1990 – Su-27 Asian airshow debut at the Asian Aerospace ’90 in Singapore summer 1990 – Su-27 American airshow debut at Everett air festival near Seattle summer 1990 – Su-27 ’14’ crashed in Italy, killing pilot Rimantes Stankyavicius and a security guard in the fireball 1991 – Series production of export Su-27SK for China began at KnAAPO 1991 – Series production of export Su-27UBK for China began at IAPO 1991 – Series production of twin-seat Su-30 (10-4PU) began at IAPO Mar 1991 – Official tests of the Su-27K begin 5 April 1991 – Russian Knights aerobatic team is created, flying Su-27 and Su-27UB 11 July 1991 – T10K-8 crashed, pilot Timur Apakidze ejected safely 18 Aug 1991 – First public Su-27K demonstration during Air Fleet anniversary parade 20 Nov 1991 – First automatic arrested landing at the Nitka complex by Victor Pugachov flying the T10K-4 1992 – Break-up USSR, former CIS countries inherit combat aircraft, including Su-27 1 April 1992 – First flight T10M-3 ‘703’, first series-produced Su-27M 14 April 1992 – First flight series produced Su-27PU (Su-30), crew G. Bulanov and V. Maksimenkov June 1992 – First Su-27SKs delivered to China Aug 1992 – Mosaeroshow ’92 held at GLII field at Zhukovsky included LII test pilot team flying Su-27P and Su-27PU Aug 1992 – Su-27IB unveiled at the Mosaeroshow ’92 static show 1992 – Su-27M (as Su-35) unveiled at the Farnborough airshow 1993 – First Su-30 (No 01-01) converted to Su-30MK demonstrator numbered 603 April 1993 – First four Su-27K entered the inventory of the naval fighter regiment 20 May 1993 – 2x Time to climb records set by P-42 piloted by Victor Pugachov 20 May 1993 – Altitude with 1,000 kg payload record set by P-42 piloted by Victor Pugachov 20 May 1993 – Greatest mass carried to 15,000m set by P-42 piloted by Victor Pugachov June 1993 – Su-30MK concept first unveiled at Le Bourget by Su-27UB ‘321’ (formerly ‘389’) Autumn 1993 – NAPO completes T10V-2 (number 43) second Su-27IB prototype 18 Dec 1993 – First flight T10V-2 prototype, flown by Igor vitintsev and Yevgeny Revunov Mar 1994 – Actual Su-30MK ‘603’ first unveiled abroad at FIDAE ’94 in Chile Late 1994 – First series-built Su-34 (T10V-5) completed Dec 1994 – Su-27K official testing program ends with recommendations to field it 28 Dec 1994 – First flight T10V-5 series-built Su-34, piloted by Yevgeny Rudakas and Yevgeny Revunov 1995 – KnAAPO starts Su-27SMK programme 1995 – Painted T10V-5 number ’45’ was presented at Le Bourget as Su-32FN with number ‘349’ carried May 1995 – First batch of five Su-27 and one Su-27UBK delivered to Vietnam Dec 1995 – Admiral Kuznetsov carrier first ocean cruise, 13 Su-27K fighter onboard 12 Dec 1995 – Three Russian Knight fighters crashed into mountain due to adverse weather, four killed 1996 – First three production Su-35s (numbers 86, 87, 88) delivered to the Russian Air Force 1996 – Kazakhstan receives first Su-27s in return for Tu-95MS bombers 2 April 1996 – First flight Su-37 ‘711’ with TVC engines, flown by Yevgeny Frolov 31 July 1996 – Su-37 ‘711’ unveiled to the public at GLII Sept 1996 – Su-37 foreign debut at Farnborough airshow 30 Nov 1996 – India and Russia sign contract for 40 Su-30MKI fighters 6 Dec 1996 – China granted approval for license production of 200 Su-27SK Mar/Apr 1997 – First eight Su-30K delivered to India 21 June 1997 – Russian Knight ’15’ belly-landed (gear restracted) at SIAD 97 Air Show, Bratislava, Slovakia. 1 July 1997 – First flight first Su-30MKI ’01’ prototype (Su-30I-1, Su-30MK-1), flown by Vyacheslav Averyanov Aug 1997 – Indonesia signs contract for 12 Su-30KI Late 1997 – Indonesia cancels contract for Su-30KI 6 Dec 1997 – An-124 loaded with two Su-27UBK destined for Vietnam crashed near Irkutsk 23 April 1998 – First flight second Su-30MKI ’06’ prototype (Su-30MK-6, converted from T10PU-6) 28 June 1998 – First flight single-seat Su-30KI prototype (No 40-02) at KnAAPO, pilot Yevgeny Revunov 31 Aug 1998 – Su-27K service entry made official, formally redesignated Su-33. Nov 1998 – Su-30MKI ’01’ first unveiled at AeroIndia ’98 airshow, Bangalore Nov 1998 – First Su-27SK (reworked RuAF Su-27) delivered to Ethiopia. Dec 1998 – First flight two Chinese-built Su-27SK, designated J-11 1999 – Roll-out Su-27KUB naval combat trainer at Sukhoi plant 6 Jan 1999 – First Ethiopian Su-27SK loss while performing demonstration at Debrizey AB 29 April 1999 – First flight Su-27KUB prototype, pilots Victor Pugachov and Sergei Melnikov 9 May 1999 – First flight series-built Su-30MKK ‘501’, piloted by Vyacheslav Averyanov 12 June 1999 – Su-30MKI (Su-30MK-1) ’01’ crashed at Le Bourget, crew ejected safely 28 July 1999 – Three altitude/weight records set by Su-32MF, crew Igor Votintsev and Aleksandr Gaivoronsky 3 Aug 1999 – Two altitude/weight records set by Su-32MF, crew Vyacheslav Petrusha and Aleksandr Oshchepkov 19 Aug 1999 – Three altitude/weight records set by Su-32MF, crew Igor Solovyov and Vladimir Shendrik Aug 1999 – Su-30KI demonstrated at MAKS ’99 Aug 1999 – KnAAPO completes series-built Su-30MKK ‘502’ 3 Sept 1999 – First arrested Su-27KUB landing at the Nitka complex 6 Sept 1999 – First take-off Su-27KUB from Nitka ramp 6 Oct 1999 – First carrier landing and take-off Su-27KUB from Adm. Kuznetsov Nov 1999 – Su-30KI unveiled abroad at LIMA ’99 airshow in Malaysia Dec 1999 – China signs contract for at least 20 Su-27UBKs produced by IAPO 1999 – KnAAPO recovered the name of Yuri Gagarin for its plant 20 Mar 2000 – President Putin flies Su-27UB ’17’ from Krasnodar to Chechnya, piloted by Aleksandr Kharchevsky 29 Mar 2000 – Five of the Su-32MF records registrered as official aviation world records Summer 2000 – False reports of Su-27 deliveries to Syria appear in aviation press 7 Aug 2000 – First flight Su-35UB prototype (no. 801). 28 Dec 2000 – Agreement signed for local production of up to 140 Su-30MKI by HAL 22 June 2002 – First two Su-30MKIs produced by IAPO arrive in India 27 July 2002 – Ukrainian Su-27UB crashed L’vov-Sknilov airshow, two pilots ejected, 83 spectators killed, 115 injured 27 Sept 2002 – First ten Su-30MKIs enter service, with IAF No.20 Sqn 27 Dec 2002 – First flight Su-27SM, mid-life upgrade for Su-27S by KnAAPO Jan 2003 – China signs contract for 24 Su-30MK2 5 Aug 2003 – Malaysia signs $900 million contract for 18 Su-30MKM 27 Aug 2003 – First two Su-27SK delivered to Indonesia, soon to be followed by two Su-30MK 14 Sept 2003 – First post-delivery flights of both Indonesian Su-27SK, flown by Alexander Pulenkov (Sukhoi OKB) 16 Sept 2003 – Post-delivery flight testing of Indonesian Su-30MKs completed 14 Oct 2003 – Four Lipetsk Su-27s visit Bodo (Norway), Norwegian pilots get familiarisation flights on Su-27UB 26 Dec 2003 – First five KnAAPO-upgraded Su-27SM delivered to RuAF at Lipetsk to undergo trials Feb 2004 – First batch of Su-30MK2 delivered to China 16 Feb 2004 – IAF Su-30K meet USAF F-15C in dissimilar air combat training during Exercise Cope India 04 16 Mar 2004 – First Chinese Su-30MK2 crash, pilot ejected safely 16 Aug 2004 – Su-33s return to Admiral Kuznetsov carrier after its 4-year overhaul Nov 2004 – KnAAPO delivers four Su-30MK2V to Vietnam ordered in late 2003 28 Nov 2004 – HAL completes first indigenously assembled Su-30MKI for Indian Air Force Dec 2004 – First batch of upgraded Su-27SMs entered service Feb 2006 – India orders 18 Su-30MKI to replace the 18 Su-30K. 2 July 2006 – Two KnAAPO-owned Su-30MK demonstrators (501 and 502) arrive in Venezuela for demonstration. 5 July 2006 – Two Su-30MK demonstrators take part in Independence Day celebrations in Caracas, Venezuela. 6 July 2006 – First production version Su-34 rolled out by NAPO. 25 July 2006 – Venezuela orders 24 Su-30MK2 for the Venezuelan Air Force (Su-30MKV). 12 Oct 2006 – First flight first production Su-34. 30 Nov 2006 – First delivery of two Su-30MKV for the Venezuelan Air Force. 10 Dec 2006 – FAV Su-30MKVs make public debut in Venezuela during the independence day parade. 14 Dec 2006 – First two Su-30MKM completed and flight-tested. 15 Dec 2006 – Official handover first two production Su-34s (‘Red 01’ ‘Red’ 02) for RuAF trials. 20 Dec 2006 – Second pair of Su-30MKVs arrived in Venezuela. 23 Feb 2007 – Mexican Navy announces decision to abandon Su-27 acquisition plans. 24 May 2007 – First two Su-30MKM officially handed over to the Royal Malaysian Air Force in Irkutsk. 18 Jun 2007 – First two Su-30MKM arrive in Malaysia, delivered at Kong Kedak Air Base by an An-124-100. 28 Jun 2007 – Six IAF Su-30MKIs deploy to the UK to train with the RAF in Exercise Indradhanush II. Aug 2007 – KnAAPO completes first new Su-35 prototype, bort number 901. 3 Aug 2007 – First production Su-34 joins the 4th TsBP I PLS at Lipetsk to undergo operational evaluation. 9 Aug 2007 – Announcement that Sukhoi completed design of new PAK-FA fifth-generation Su-27 replacement, KnAAPO will start production of a first prototype, anticipated to fly in 2009. 21 Aug 2007 – Sukhoi/KnAAPO unveil new Su-35 (Su-27BM) at MAKS 2007. 21 Aug 2007 – Indonesia signs MOU for delivery of three Su-27SKM and three Su-30MK2 in 2008-2010. 14 Jan 2008 – Sukhoi announces start of Su-34 full-rate production by NAPO. 19 Feb 2008 – First flight Su-35 ‘901’, flown by Sergey Bogdan at Zhukovsky. 2 Oct 2008 – First flight Su-35 ‘902’, flown by Sergey Bogdan from KnAAPO factory airfield at Komsomol’sk-na-Amur. 12 Nov 2008 – Rosoboronexport announces Indonesia deal for three Su-27SKM and three Su-30MK2 has been finalised. 26 Dec 2008 – First two Su-30MK2 for Indonesia arrive at Saltan Hassanuddin air base, Makassar. 17 Jan 2009 – Third and final Indonesian Su-30MK2 ordered on 21 Aug 2007 arrives. 2 Feb 2009 – Indonesia officially accepts the three Su-30MK2 ordered on 21 Aug 2007.
Originally known to NATO as the Ram-J (tenth new type seen at Ramenskoye), it was identified subsequently as the Sukhoi Su-25. The Su-25 ‘Grach’ (Rook), NATO callsigned ‘Frogfoot’, is a dedicated strike attack aircraft designed for the Close Air Support and Anti-Tank roles from Tbilisi Aerospace Manufacturing (TAM). The Su-25 is designed to withstand heavy enemy fire relying on the heavily armoured airframe and cockpit, seperated engine bays and foamed internal fuel tanks. The design sacrifised speed for low-level maneuvrability, low-speed handling and weapons accuracy. A special design feature are the wingtips which split at the rear to form airbrakes, this to furthur improve low-speed handling. The nose houses a laser rangefinder which also acts as target designator. Above the tailcone at the back of the aircraft is a Sirena-3 radar warning system located.
The aircraft may be operated from high mountain runaways (at 3000 m above sea level). The rear cockpit is equipped with a periscope to improve the vision of the front during takeoff, landing and flight. The rear cockpit of an instructor is additionally equipped with a failure simulator of the aviation instruments and systems in the front cockpit and flight controls with the priority action.
The Su-25 carries stores on ten underwing pylons. The inner pair are plumbed for external tanks, and the outer pair are for Atoll or Aphid air-to-air missiles. Armament includes an internal 30mm cannon, and equipment fitted includes a headup display and a laser range-finder. The Su-25 also features unusual wing-tip split-flap speedbrakes and a split rudder.
By 1982, a trials squadron was operating in Afghanistan against tribesmen opposing the Soviet occupation. This opportunity has been taken to develop operational techniques, including co-ordinated low-level attacks by Mil Mi-24 Hind helicopter gunships and Su-25s in support of ground troops.
Deployment of the single-seat close-support Su-25K began in 1978, and it saw considerable operational service during the former Soviet Union’s involvement in Afghanistan (the first machines to be deployed being pre-production aircraft, designated T-8) and the ruggedness of the design was revealed in dramatic fashion on numerous occasions. One particular aircraft, flown by Colonel Alexander V. Rutskoi, was actually heavily damaged on two occasions, once by anti-aircraft fire, then by Sidewinder air-to-air missiles launched by Pakistani Air Force F-16s. On each occasion the pilot managed to return to his base. The aircraft was repaired, repainted and returned to service. Rutskoi was less lucky – while flying a second Su-25 on a combat mission, his aircraft was hit by anti-aircraft fire and a Blowpipe shoulder-launched missile, which exploded in the starboard engine. The aircraft still flew, but another burst of AA brought it down. Rutskoi ejected and spent some time as a prisoner of the Pakistani authorities before being repatriated. However, operations in Afghanistan also revealed a number of serious shortcomings. For example, the close positioning of the Su-25’s engines meant that if one took a hit and caught fire, the other was likely to catch fire, too. When the ‘Frogfoot’ first encountered the Stinger shoulder-launched missile, four aircraft were shot down in two days, with the loss of two pilots; it was found that missile fragments shredded the rear fuselage fuel tank, which was situated directly above the jet exhaust.
First production variant was the Su-25 (NATO Frogfoot-A), the Su-25K being the first export variant of the type. While Warsaw Pact Su-25Ks resembled early Su-25 models both externally and internally, the Su-25Ks exported to Iraq and North Korea had downgraded avionics and fire control systems. The Su-25BM (Su-25BMK for export) is a modified variant of the Su-25 (Frogfoot-A) capable of towing aerial targets for air-to-air and ground-to-air gunnery training. The internal cannon was deleted.
Su-25K
The Su-25 Frogfoot subsonic ground-attack aircraft entered service with the Czech Air Force in 1984, having become fully operational in the Soviet Union in 1983.
The Su-25UB Frogfoot-B (Su-25UBK for export) is the two-seat trainer variant developed as a combat transition trainer for the Russian Air Force. The Su-25UB/UBK is equipped with the same avionics and systems as the Su-25 Frogfoot-A and is fully combat capable and able to use the same ordnance. Again Su-25UBKs exported to non-Warsaw Pact countries were equipped with downgraded avionics and fire control systems.
SU-25-UB
Development of the Su-25UB as an advanced trainer for the Russian Air Force led to the unarmed Su-25UT two-seat trainer, which is also known as Su-28. The cannon, armor, fire control systems, ECM systems and all other combat equipment was deleted, as well as five of the hardpoints and the chaff/flare dispensers. Although intended to replace the L-29 Delfin and L-39 Albatros trainers it never did. Only one aircraft was flown in August 1985, appearing in the colours of DOSAAF, the Soviet Union’s paramilitary ‘private flying’ organization, which provided students with basic flight training. The aircraft, which actually outperformed the L-39, appeared in many aerobatic displays.
The Su-25UTG is a navilized version of the Su-25UT trainer, with a strengthened undercarriage and arrester gear, which was used to familiarize Navy pilots with carrier procedures. One Su-25UT was converted to Su-25UTG, the major change being the braking parachute being replaced by the arrester hook. No more were built.
As a result of lessons learned during the Afghan conflict an upgraded version known as the Su-25T was produced, with improved defensive systems to counter weapons such as the Stinger. The improvements included the insertion of steel plates several millimetres thick between the engine bays and below the fuel cell. Following this modification no further Su-25s were lost to shoulder-launched missiles. In total, 22 Su-25s and eight pilots were lost in the nine years of the Afghan conflict.
The Su-25TM, also known as Su-39, is improved version of the Frogfoot based on the Su-25UB combat trainer. Avionics and systems were considerably upgraded, making the aircraft capable of conducting missions at night and under all weather conditions. The main role of this variant is the Anti-Tank role. The weapons systems also allow the Su-25TM or Su-39 to be used in the Anti-Ship role and has a limited air-to-air combat capability against helicopters and other low speed aerial targets. Survivability is increased using additional armor, reduced infrared signature, chaff/flare dispensers, IR jammer and more RWR antennas. System upgrades include auto pilot, better nav/attack systems and sensors, Low Light Level Television/Forward Looking Infra Red (LLTV/FLIR) pod, cockpit displays, wide-angle HUD. Production will depend on export orders. The Su-25TK and Su-34 were proposed designations used for the export version of the Su-25TM. The Su-34 designation was later re-used for the Su-27IB Flanker.
The Su-25SM is the designation used for upgraded standard production Su-25 single-seat aircraft, and Su-25UBM the designation for a similar upgrade for the Su-25UB. The upgrade is carried out by the 121 ARZ plant at Kubinka Air Base. In 2001, the first Su-25SM was completed followed by a second aircraft in 2003. The test programme was completed in 2005, and the 121 ARZ started series upgrade of the Russian Air Force Su-25 fleet. The first six aircraft were completed in 2006 and handed over to the Russian Air Force on December 28, 2006. They received new serials; side number 01 thru 06. Six more Su-25SMs are scheduled for delivery in 2007, and eight for 2008. Two attack regiments will convert to the Su-25SM, starting with the 368th Attack Aircraft Regiment at Budyonnovsk.
Main element of the Su-25SM upgrade is the new PrNK-25SM nav/attack system with satnav receiver, colour multi-purpose LCD, and SUO-39 fire control system. The upgrade is claimed to offer two to three times greater accuracy in weapons delivery and up to ten times in navigation accuracy. The upgrade also replaced the obsolete RWR with the L-150 electronic intelligence station and enables the use of R-73 advanced IR guided air-to-air missiles and KAB-500Kr TV-guided bombs.
Su-25SM
Work on the upgrade of the first Su-25UB two-seat combat trainer to Su-25UBM standard in a similar upgrade started in May 2005 according to AFM, but recently it is reported it is planned for 2007. The Su-25KM ‘Skorpion’ is a Su-25K upgrade offered by the collaboration between Elbit Systems and Georgia’s TAM (Tbilisi Aerospace Manufacturing). Improvements include Multi Function Color Displays, new HUD, Elbit Mission Computer, and an optional Helmet Mounted Display. On 27 October 2004, the first Su-25KM Skorpion was delivered to the Turkmenistan Air Force. This makes the Turkmenistan Air Force the first customer for the new variant. Georgia had already overhauled 43 standard Su-25s for Turkmenistan as a part payment for Georgian debts for the supply of gas, which is also believed to be the payment for the Su-25KM delivery.
The Russian Air Force took delivery of its first six upgraded SU-25SM Frogfoots in late December 2006.
Five Iraqi Su-25K and two Su-25UBK Frogfoots fled to Iran during Operation Desert Storm in 1991. Two of these Su-25Ks entered service with the Islamic Revolutionary Guards Corps Air Force (IRGCAF), after having been refurbished with help from Georgian technicians. The IRGCAF also has about 30 Su-25UBK two-seat combat trainers on order from Russia’s Ulan-Ude Aviation Plant.
Images of Ukrainian Su-25 carrying two fuel tanks and four five-tube B-13L rocket pods for firing 13 122mm unguided rockets that appeared on social media on 10 May 2023 confirmed that Ukraine managed to restore at least one of the four Su-25s that North Macedonia donated to Kyiv in 2022 to an airworthy, combat capable condition. The single-seat aircraft (Bort No ‘Blue 51) – complete with full Ukrainian Air Force (UkAF) markings – was spotted wearing the factory construction number ‘09015’, which identifies the airframe as North ex-Maceedonia Air Force Su-25v(formally registered as ‘121’) of 101 Aviation Squadron and previously based at Petrover Air Base (AB), near Skopje. This aircraft, together with three more Frogfoots – single-seat Su-25s ‘122’ and ‘123’, and dual-seat Su-25UB ‘120’ – and related spare parts, tools and weapons were donated to Kyiv, together with a variety of other military equipment of Soviet origin, by Skopje. The freshly restored Su-25 passed a general overhaul and was upgraded to the Su-25M1(K)-standard before it joined the UkrAF’s 299th Tactical Aviation Brigade (BrTA ‘Lt.Gen. Vasyl nikiforov’. That unit was tasked with providing close air support for Ukranian ground forces and the Ukrain Navy.
Su-25K (Frogfoot-A) Engines: 2x Soyuz/Tumanski R-195 turbojet Max Thrust: 9,920 lb. Military Thrust: 9,920 lb. Wing Span: 47.11 ft. / 14.36 M Length: 50.95 ft. / 15.53 M Height: 15.75 ft. / 4.80 M Wing Area: 362.74 Sq ft. / 33.70 Sq M Weight Empty: 20,944 lb. / 9,500 Kg Max. Takeoff Weight: 45,195 lb. / 20,500 Kg Power & Performance Max. Thrust Loading: 0.44 Maximum Wing Loading: 124.59 lb. per Sq. ft.; 608.31 Kg / Sq. M Max Speed at sea level 975 km/h: 526 knots, 604.9 mph, 974.152 km/h Operational Ceiling: 22,950 ft. / 6,995 M Armament: one AO-17A 30 mm twin-barrel gun 250 rounds Bombload 4400 kg (9,700 lb) External hardpoints 10 or 11
Su-25BM/BMK (Frogfoot-A)
Su-25UB/UBK (Frogfoot-B) Engines: 2 x 2 ТРД Р-195, 4500 kg Wingspan: 14,36 m Length: 15,53 m Height: 5,20 m Wing area: 30,10 sq.m Empty weight: 10050 kg Normal TO weight: 15100 kg Maximum TO weight: 18500 kg Normal landing weight: 11825 kg Maximum landing weight: 13200 kg Maximum military load: 4000 kg Internal fuel: 3430 lt External fuel: 4 x ПТБ-800, 820 lt each or 2 x ПТБ-1150, 1160 lt each Practical ceiling: 7000 m Maximum speed SL: 940 km/h Maximum speed at altitude: М=0.82 Range SL: 495 km Range at altitude: 1000 km Range with 4хПТБ-800: 1980 km Takeoff roll normal mass: 500 m Takeoff roll maximum takeoff mass: 1050 m Landing roll normal landing mass: 550 m Landing roll maximum landing mass: 750 Maximum loading: +6,5/-2,0 Armament: ВПУ-17А, double-tube with 30-mm gun ГШ-30, 250 bullets Hardpoints: 10 Crew: 2
Su-25UT (Su-28, Frogfoot-B)
Su-25UTG (Frogfoot-B)
Su-25T/TM (Su-39)
Su-25TK (Su-34)
Su-25SM
Su-25UBM
Su-25 Engines: 2 x R-195, 44.1kN Wingspan: 14.4 m / 47 ft 3 in Length: 15.5 m / 51 ft 10 in Height: 4.8 m / 16 ft 9 in Wing area: 33.7 sq.m / 362.74 sq ft Weight empty: 20947.5 lb / 9500.0 kg Max take-off weight: 17600 kg / 38802 lb Max. payload weight: 19183.5 lb / 8700.0 kg Max. speed: 526 kt / 975 km/h / 606 mph Ceiling: 7000 m / 22950 ft Range w/max.fuel: 1250 km / 777 miles Range w/max.payload: 375 km / 233 miles Landing speed: 116 kt / 215 km/h Initial climb rate: 16732.28 ft/min / 85.0 m/s Armament: 1 x 30mm cannon, 4000kg Hardpoints: 10 Crew: 1
Su-25 ‘Frogfoot’ Engine: 2 x Tumansky R-13 Installed thrust (dry): 83 kN Empty wt: 9500 kg MTOW: 19,200 kg Wingspan: 15.50 m (50 ft 10 in) Length 14.50 m (47 ft 6 in) Wing area: 34 sq.m Fuel internal: 5000 lt. Air refuel: No Armament: one multi-barrel cannon beneath the centre fuselage 10 hardpoints for some 4000 kg (8,818 lb)
In 1965, the Soviet government instructed the Sukhoi design bureau to begin design studies of a new variable-geometry strike aircraft in the same class as the General Dynamics F- 111. One criteria was that the new aircraft must be able to fly at very low level in order to penetrate increasingly effective air defence systems. Conceived as a replacement for the Su-17/20/22 Fitter series fighter-bomber, the Su-24 Fencer was the first Soviet aircraft to incorporate an integrated combat avionics system combining a computer bombsight, weapons control system and anavigation/terrain avoidance system. In order to survive on the modern SAM infested battlefield, bombers would need to be capable of high speed (Mach 1 plus) low level penetrations in all weather conditions, depending on terrain masking, electronic jamming and precision weapons delivery to accomplish their mission. Lastly, in order to meet Soviet multi mission capabilities, the new aircraft would have to be adaptable to tactical reconnaissance and air interceptor missions.
An early test aircraft incorporating a delta wing VTOL (Vertical Take Off and Landing) design with separate lift and cruising engines was abandoned because of poor low level handling characteristics. Successes with the variable geometry wings of the MiG-23 Flogger interceptor and Su-17 Fitter offered another option; variable geometry allowed for acceptable performance at all altitudes and airspeeds. The first successful flight test of the Fencer-A occurred in 1970.
Initial Fencer-A production aircraft were equipped with variable aperture intakes on the engines, which allowed for a high altitude maximum speed above Mach 2, but since the Su-24 wouldn’t be spending much of it’s life at high altitude, and such speeds were not possible at low altitude, the actuators were later dropped to save weight and reduce maintenance requirements. Deliveries of the first production version, the ‘Fencer-A’, began in 1974.
Several variants were produced, culminating in the Su-24M ‘Fencer-D’, which entered service in 1986. This variant has in-flight refuelling equipment, upgraded nav/attack systems, and laser/TV designators. The Su-24MR is a tactical reconnaissance version. The Su-24 is known to NATO by the reporting name ‘Fencer’.
Su-24SR
The Sukhoi Su-24 ‘Fencer’ is a Russian frontline bomber. It is capable of delivering nuclear and conventional weapons in all-weather conditions day and night. The two powerful AL-21F turbojets combined with the variable-geometry wing and a terrain avoidance system or TFR enables the Su-24 to fly low-level at supersonic speeds. The variable-geometry wing has the following settings: 16 degrees (take-off and landing), 35 degrees (cruise), 45 degrees (high speed manouvering), 60 degrees (supersonic flight). Its crew consists of a pilot and a navigator/weapons station officer which are seated side by side in the cockpit cabin (pilot port-side). Apart from the nav/attack system radar and the TFR the nose also contains a second radar scanner for ranging airborne targets.
Early production variants of the Su-24 were limited to a weapon load of 7000 kg with six hardpoints. But design changes during production soon introduced two additional under-wing pylons and another one on the centre-line under the fuselage. Now with a total of nine hardpoints the Su-24 is able to carry up to 8000 kg (17,637 lb). Two R-60 AAMs can be carried for self-defense.
The most important bomber variant of the Su-24 was the Su-24M. Also known as Fencer-D by NATO designation, this upgraded Su-24 is equipped with more advanced systems. It features an advanced nav/attack targeting system which combined with the Kaira-24 laser ranger/designator enables the use of laser-guided and TV-guided weapons. Navigation and radio communication systems were also upgraded. The addition of an in-flight refuelling system greatly improved the aircraft’s range and flexibility.
The Su-24MR is a dedicated tactical reconnaissance version of the Su-24M. All weapon systems were removed to make space for the recce equipment. The Su-24MR is equipped with a complex system of sensors and cameras. It has radar-tracking equipment, infra red and television cameras, panoramic and perspective photo cameras, but also laser and radiation detection systems. The systems can be operated manually or automatically. The Su-24MP is another variant based on the Su-24M upgrade. The Su-24MP is a electronic warfare (EW) platform. The jamming equipment is situated in a container on the centre-line below the fuselage. Just like the Su-24MR it has lost its Air-to-Ground capability, but can be equipped with 2 or 4 R-60 IR-guided missiles for self defense.
Su-24MK is the export variant of the Su-24M which was developed for friendly Arabian nations. There are almost no differences between the Su-24MK and the original Su-24M. Reportedly 20 aircraft were exported to Syria, 15 to Libya, and 24 (some say 25) to Iraq. During 1990 Russia delivered 12 Su-24MK Fencers to the the Islamic Republic of Iran Air Force (IRIAF). The IRIAF has modified these aircraft to use Western weapons, such as the C-802 Noor anti-ship cruise missile. After Operation Desert Storm began, Saddam sent 24 Iraqi Su-24MKs to Iran. These have since been integrated in the IRIAF Su-24 fleet. In 2002 all Iranian Su-24s were modified with inflight refuelling probes to receive fuel from the IRIAF KC-707 tankers.
Su-24M2 is an upgrade of the baseline Su-24M model by Russia’s Gefest company. The Su-24M2 is equipped with a new advanced SVP-24 computer plus the latest software, which improves navigational accuracy and non-guided weapon delivery precision. The 4th Combat and Conversion Training Centre (CCTC) based at Lipetsk has been running the operational evaluation program for the new upgrade since a few years. At least five Russian Air Force aircraft have been upgraded to Su-24M2 standard and reportedly also seven Su-24MK aircraft delivered to Algeria have been upgraded.
The Fencer entered service in 1974. Four versions have been identified, the latest in 1983. Fencer B differs from Fencer A in having a brake parachute bullet fairing at the base of the fin. Fencer C, introduced in 1981, has this feature as well as radar homing and warning receiver antennas on the fin and intakes. Fencer D has detail differences, including an under-fuselage reconnaissance sensor and in-flight refuelling capability.
There are some 835 Su-24 Fencer variable-geometry interdictor/strike aircraft in Soviet service in 1987, and production continued until 1992. The aircraft equipping Soviet strategic, tactical, and naval air forces.
Su-24 (Fencer-A) Engine: 2 x turbojet. Installed thrust (dry / reheat): 150 / 215 kN Span: 17.5 m / 10.5 m Length: 21.3 m Wing area: 42 sq.m Empty wt: 19,000 kg MTOW: 41,000 kg Warload: 11,000 kg Max speed: 1.2 Mach Ceiling: 17,500 m Combat radius: 950 km
Su-24 (Fencer-C) Engine: 2 x turbojet. Installed thrust (dry / reheat): 150 / 215 kN Span: 17.5 m / 10.5 m Length: 21.3 m Wing area: 42 sq.m Empty wt: 19,000 kg MTOW: 41,000 kg Warload: 11,000 kg Max speed: 1.2 Mach Ceiling: 17,500 m Combat radius: 950 km
Su-24M (Fencer-D) Powerplant: two 109.8 kN (24,690 lb st) Saturn/Lyulka AL-21F-3A afterburning turbofans Length 24.59m (80 ft 8.25 in) Height 6.19m (20 ft 3.75 in) Wing span fully swept 10.36m (34 ft 0 in) Wingspan fully spread 17.64m (57 ft 10.5 in) Wing area: 51.0-55.2 sq.m / 548.96594.17 sq ft Take-off (‘clean’) 19.000 kg (41,885 lb) Max Take-Off Weight 39,700 kg (87,520 lb) Max level speed at 11,000m (36,090 ft) Mach 2.2 / 2.320 km/h / 1,441 mph Ceiling 17,500m (57,415 ft) Range w/max.fuel: 2500 km / 1553 miles Range w/max.payload: 560 km / 348 miles Armament: one 23 mm GSh-6-23 six barrel gun or one 30 mm GSh-6N-30 six barrel cannon in later versions Bombload: 8000 kg (17,637 lb) Hardpoints: 8 Crew: 2
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