Sukhoi Su-33
From Wikipedia, the free encyclopedia
Type: Multirole fighter
Manufacturer: Sukhoi
Maiden flight: May 1985
Introduced: 1994
Primary user: Russian Navy
The Sukhoi Su-33 (NATO reporting name 'Flanker-D') is a naval military aircraft produced by Russian firm Sukhoi in 1982 for aircraft carriers. It is a derivative of the Sukhoi Su-27, also known as the Su-27K. The main difference from the Su-27 is that Su-33s can operate from aircraft carriers. Moreover, unlike the Su-27, the Su-33 can be refueled during flight.
Development
The Su-33 first flew in May 1985, and entered service in the Russian Navy in 1994. An air regiment comprising 24 fighters of the type was formed up on Russia's only operating aircraft carrier, the Admiral Kuznetsov.
Each pilot, prior to making an actual landing on a carrier deck made 400 landings on a concrete runway matching the size, and shape of the carrier deck, in order to practice no-flare landing technique. Despite this, at one point a minor accident occurred during a touch-and-go. During a landing, the wind blew at 45 degrees to the port beam causing the prototype (then called T-10K), piloted by Victor Pugachev, to drift 3 meters off course, nearly causing an accident. As the aircraft cleared the deck, a landing gear oleo struck several struts on the lower hull sponson. The struts buckled but the aircraft was undamaged. The pilots of both the MiG-29K, and Su-27K, had all already seen the struts but did not complain about the placement, because they were below flight deck level, their only objection was the turbulence generated by the sponson, which was later fixed.
The first actual carrier landing did not pass without incident, as would be hoped. It was discovered that despite the shortening of the fighter, it was still too tall to fit through the hangar door, and special clamps had to be fitted to the landing gear to squeeze it through the hangar.
The next day, it was found prior to takeoff, that when the water cooled jet blast deflectors were set at their normal setting of 60 degrees, they were too close to the engine nozzles. They were ordered to be set at 45 degrees, but the actuator could not hold them in that position. The crew then improvised makeshift braces out of steel pipe to hold the deflector in position. Unfortunately, the welders neglected to clear the metal fragments that resulted from their work, and these fragments pelted observers. Then to make matters worse, the pop-up detents would not retract when ordered, and the prototype sat in front of the shield for 8 seconds longer then the maximum safe time of 6 seconds. This then caused the shield's water pipes to explode, blowing apart the shield. Some observers believed the fighters fuel lines had ruptured and ran, fearing an explosion. Pugachev, who was piloting, was then ordered to throttle back his engines which resulted in the detents retracting, causing the fighter to jerk forward. Pugachev reacted quickly and stood on the brakes and shut off the engines. The fighter was towed to another position and Pugachev took off without using jet blast deflectors, or detents, climbed steeply, performed the Pugachev's Cobra and flew away. From then on, a Kamov Ka-27PS Search-and-rescue helicopter was flown close to the carrier in the event of an accident.
Description
Su-33, Ka-27 in background, on the RFS KuznetsovUnlike comparable American carrier-borne fighters like the F-14 Tomcat, the Su-33 it is designed to use a ski-jump instead of catapult for carrier takeoff. The ski jump provides many advantages over a catapult launch. The most evident is that a ski jump does not put stress on the airframe and pilot, allowing lower weight because less structural reinforcement is required and prevents G-LOC (G-force induced impairment.) Also, with a ski jump launch, the aircraft can engage full afterburner earlier than a catapult launch, because the aircraft is restrained by pop-up detents rather than a catapult shoe. Once in the air the aircraft has a positive AOA as well as pitch angular speed which increases during acceleration, and assists the climb. This method does require an aircraft that is more stable and maneuverable at low speeds. On the down side, an aircraft launched off a ski jump cannot launch at maximum takeoff weight (unless MTOW is very light to begin with, as in the BAe Harrier and its family), so either combat load or range will suffer vis a vis a catapulted aircraft. Large aircraft cannot launch off a ski jump at all, restricting a ski jump-equipped carrier to tactical aviation only with very limited AWACS capability, usually provided by helicopters.
The Su-33 sports extra canards that shorten the take-off distance and improve maneuverability, but required reshaping of the LERXes (leading edge root extensions). The canards counter pitch-down force generated by leading and trailing edge flaps reducing approach speed by 1.5 times; they also act as destabilizers in supersonic flight, by reducing pitch trim drag. The wing area was also increased, though the span remained unchanged. The wings were fitted with power-assisted folding, and the vertical tails were shortened to allow the fighter to fit in the typically crowded hangars of an aircraft carrier. The rear radome was shortened and reshaped to allow for the tail hook, as well as to save space inside the hangars. The IRST was moved to provide better downward visibility and an L-shaped retractable refuelling probe was fitted to increase range.
The Su-33 carries guided missiles such as the H-25MP, H-31 and H-41. The plane can be used in both night and day operations at sea. It can operate under assistance of the command center ship, or in conjunction with the Ka-31 early-warning helicopter. The R-27EM missiles provide it the capability to intercept antiship missiles.
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View Su-33 Aero Performance
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From Wikipedia, the free encyclopedia
Type: Multirole fighter
Manufacturer: Sukhoi
Maiden flight: May 1985
Introduced: 1994
Primary user: Russian Navy
The Sukhoi Su-33 (NATO reporting name 'Flanker-D') is a naval military aircraft produced by Russian firm Sukhoi in 1982 for aircraft carriers. It is a derivative of the Sukhoi Su-27, also known as the Su-27K. The main difference from the Su-27 is that Su-33s can operate from aircraft carriers. Moreover, unlike the Su-27, the Su-33 can be refueled during flight.
Development
The Su-33 first flew in May 1985, and entered service in the Russian Navy in 1994. An air regiment comprising 24 fighters of the type was formed up on Russia's only operating aircraft carrier, the Admiral Kuznetsov.
Each pilot, prior to making an actual landing on a carrier deck made 400 landings on a concrete runway matching the size, and shape of the carrier deck, in order to practice no-flare landing technique. Despite this, at one point a minor accident occurred during a touch-and-go. During a landing, the wind blew at 45 degrees to the port beam causing the prototype (then called T-10K), piloted by Victor Pugachev, to drift 3 meters off course, nearly causing an accident. As the aircraft cleared the deck, a landing gear oleo struck several struts on the lower hull sponson. The struts buckled but the aircraft was undamaged. The pilots of both the MiG-29K, and Su-27K, had all already seen the struts but did not complain about the placement, because they were below flight deck level, their only objection was the turbulence generated by the sponson, which was later fixed.
The first actual carrier landing did not pass without incident, as would be hoped. It was discovered that despite the shortening of the fighter, it was still too tall to fit through the hangar door, and special clamps had to be fitted to the landing gear to squeeze it through the hangar.
The next day, it was found prior to takeoff, that when the water cooled jet blast deflectors were set at their normal setting of 60 degrees, they were too close to the engine nozzles. They were ordered to be set at 45 degrees, but the actuator could not hold them in that position. The crew then improvised makeshift braces out of steel pipe to hold the deflector in position. Unfortunately, the welders neglected to clear the metal fragments that resulted from their work, and these fragments pelted observers. Then to make matters worse, the pop-up detents would not retract when ordered, and the prototype sat in front of the shield for 8 seconds longer then the maximum safe time of 6 seconds. This then caused the shield's water pipes to explode, blowing apart the shield. Some observers believed the fighters fuel lines had ruptured and ran, fearing an explosion. Pugachev, who was piloting, was then ordered to throttle back his engines which resulted in the detents retracting, causing the fighter to jerk forward. Pugachev reacted quickly and stood on the brakes and shut off the engines. The fighter was towed to another position and Pugachev took off without using jet blast deflectors, or detents, climbed steeply, performed the Pugachev's Cobra and flew away. From then on, a Kamov Ka-27PS Search-and-rescue helicopter was flown close to the carrier in the event of an accident.
Description
Su-33, Ka-27 in background, on the RFS KuznetsovUnlike comparable American carrier-borne fighters like the F-14 Tomcat, the Su-33 it is designed to use a ski-jump instead of catapult for carrier takeoff. The ski jump provides many advantages over a catapult launch. The most evident is that a ski jump does not put stress on the airframe and pilot, allowing lower weight because less structural reinforcement is required and prevents G-LOC (G-force induced impairment.) Also, with a ski jump launch, the aircraft can engage full afterburner earlier than a catapult launch, because the aircraft is restrained by pop-up detents rather than a catapult shoe. Once in the air the aircraft has a positive AOA as well as pitch angular speed which increases during acceleration, and assists the climb. This method does require an aircraft that is more stable and maneuverable at low speeds. On the down side, an aircraft launched off a ski jump cannot launch at maximum takeoff weight (unless MTOW is very light to begin with, as in the BAe Harrier and its family), so either combat load or range will suffer vis a vis a catapulted aircraft. Large aircraft cannot launch off a ski jump at all, restricting a ski jump-equipped carrier to tactical aviation only with very limited AWACS capability, usually provided by helicopters.
The Su-33 sports extra canards that shorten the take-off distance and improve maneuverability, but required reshaping of the LERXes (leading edge root extensions). The canards counter pitch-down force generated by leading and trailing edge flaps reducing approach speed by 1.5 times; they also act as destabilizers in supersonic flight, by reducing pitch trim drag. The wing area was also increased, though the span remained unchanged. The wings were fitted with power-assisted folding, and the vertical tails were shortened to allow the fighter to fit in the typically crowded hangars of an aircraft carrier. The rear radome was shortened and reshaped to allow for the tail hook, as well as to save space inside the hangars. The IRST was moved to provide better downward visibility and an L-shaped retractable refuelling probe was fitted to increase range.
The Su-33 carries guided missiles such as the H-25MP, H-31 and H-41. The plane can be used in both night and day operations at sea. It can operate under assistance of the command center ship, or in conjunction with the Ka-31 early-warning helicopter. The R-27EM missiles provide it the capability to intercept antiship missiles.
< href="http://imageshack.us">View Su-33 Aero Performance
subjected to bandwidth availability
*All images/videos are copyrights of their respective authors and, this site and its author is of no liable responsiblility for the use of these images.
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