Russian Air Force (VVS)

[Soldier35]

Shock Russian. UAV S-70 Hunter. The S-70 UAV was first shown on August 5, 2021, after which there was little news about it. The S-70 Okhotnik low-observable strike UAV is designed to work in conjunction with Su-57 fighters. The UAV was developed as a reconnaissance and target designation support UAV for the Su-57 fighter, similar to the Pentagon's Kratos XQ-58 Valkyrie UAV, designed to escort F-22 or F-35 combat aircraft. The S-70 Okhotnik UAV can carry four KAB-500 aerial bombs or 8 KAB-250 bombs, as well as X-74M2 air-to-air missiles and X-38 short-range air-to-surface missiles. To combat enemy radar, the UAV can use X-58 anti-radar missiles. The main function of the S-70 UAV is not its strike capabilities, but the ability to covertly enter the air defense coverage area and target designation for the Su-57 fighter. The characteristics of the UAV are still classified; it is known that the UAV is equipped with an AL-31 engine and is capable of reaching speeds of up to 1000 km/h, operating at an altitude of up to 18 thousand meters. The drone's flight range will be about 6,000 kilometers. The dimensions of the drone are impressive, you can appreciate this from the photo next to Russian fighters, with a mass of 20 tons, the wingspan of the drone is up to 19 meters. According to preliminary data, the cost of the S-70 Okhotnik UAV reaches 27 million dollars or two billion three hundred million rubles.



The Russian heavy attack UAV S-70 "Okhotnik" was spotted in the skies of Russia. Of particular interest is the fact that the plane is not flying in tandem with the Su-57 fighter, but with the Su-30 fighter. That is, the S-70 Okhotnik UAV is being prepared to work together with the Su-30.

 

[Soldier35]

Radar surveillance drones Helios-RLD of Russia. The Kronstadt company presented the Helios-RLD radar patrol UAV; production of this type of UAV will be established at the plant in Dubna. The Helios-RLD drone is a further development of the Orion UAV platform. The UAV will interact with the A-50 and A-100 long-range radar detection aircraft. In addition, the drone is adapted to provide radio communications, perform patrol tasks and monitor ice conditions.
The main purpose of Helios is to conduct radar surveillance. This is necessary to create a continuous radar field in the direction of the most likely flight of enemy air forces. According to experts, Helios-RLD can become part of the Russian air defense system and be actively used in the Arctic. To conduct radar surveillance of the Helios-RLD UAV, it will be possible to use the Premier radar; this radar is used on A-100 aircraft. The maximum take-off weight of the Helios-RLD is 4 tons, the maximum payload weight is 800 kg, the wingspan is 30 meters, the length is 12.6 meters, and the cruising speed is up to 450 km/h. The drone is capable of rising to a height of up to 11 thousand meters and staying in the air for up to 30 hours. The combat radius of the drone is 3000 kilometers.

 

[Soldier35]

A Mi-35 helicopter attacks a Ukrainian MAGURA naval drone with a GSh-23L cannon. Footage of the attack of the Russian Mi-35M helicopter on the Ukrainian maritime drone MAGURA V5, technical information about the drone is on the channel. The Mi-35M helicopter fires at the drone from an NPPU-23 installation with a GSh-23L double-barreled aircraft cannon with a 23 mm caliber. The GSh-23L aviation cannon is liquid-cooled, which allows firing in long bursts without high-speed air flow blowing onto the gun; the GSh-23L's rate of fire is 3,400 rounds per minute. Reportedly, a total of 15 maritime drones were destroyed in the Black Sea, but only one was shown on video.

 

[Soldier35]

The Russian Tula Research and Production Association "Strela" has developed the kamikaze drone "Strela", it is already in the Russian troops. Thanks to its foldable design, the drone can be transported already charged and ready for use. The drone can overcome electronic warfare systems. The maximum flight range of a drone with a combat load of 3 kg is about 35 km; tests have already confirmed the drone’s operating distance of up to 24 km. The drone is equipped with a remote charge activation system. The drone can also be launched by hand if the charge weight does not exceed 1.5 kg. When using a drone as a reconnaissance aircraft, the flight time is about 1.5 hours. The weight of the Strela UAV in ready-to-use form is up to 7 kg, the price is not reported.

 

[GoMig-21]

I suppose it has an autopilot to prevent the helicopter accidentally hitting the ground in low altitude high speed flights.

Ground Collision Avoidance? I don't know this for sure, but something tells me even if it had that, it wouldn't allow it to get to 2-3 meters off the ground like it's doing there.

But then again, that system must only activate when it senses a crash is about to happen since it has to allow the plane to approach the ground to land anyway. Maybe it doesn't go into effect once flaps or landing gears are deployed or something indicates to it that the aircraft is landing and not crashing.

 

[Fatman17]

RUSSIAN KNIGHTS MAKE SU-30SM DEBUT​

1. Aviation Features
2. Russian Knights make Su-30SM debut

20th April 2017
FEATURE

The Russian Knights flew four Su-30SMs at LIMA, marking their international debut with the type.
Alan Warnes
THE RUSSIAN Knights aerobatic team made its international debut at LIMA 17, in Langkawi, Malaysia, with its new Su-30SM Flankers. According to the team leader, Col Andrey Alexeev, the four pilots started training “a month ago”, and between them they have accumulated just 200 hours on the Su-30SM.
Eight aircraft have been delivered to the team, but as they are still in a work-up process only four of the six aircraft that deployed to Malaysia participated in the daily 30-minute flying display.
Russian Air Force chief, Lt Gen Andrey Yudin told AFM: “The main reason we are here is to show the capabilities of the aircraft and how super manoeuvrable it is. We are training to fly the six aircraft in the formation and will appear together at MAKS [International Aviation and Space Salon] in Moscow during August.”
After departing their home base at Kubinka, they made fuel stops at Novosibirsk and Irkutsk, before stopping in China, Vietnam and eventually arriving at Langkawi. Alan Warnes

Originally published in AirForces Monthly Magazine​

 

[Fatman17]

FIGHTING WORKHORSE​

1. Aviation Features
2. Fighting Workhorse

27th April 2017
FEATURE

Alexander Mladenov looks at the Su-25 Frogfoot in Russian service and the progress of its upgrade programmes
MILITARY

Plans for upgrading the Su-25UB Frogfoot (seen here) to the enhanced Su-25UBM2 standard have been delayed and the first production-standard machines upgraded to this standard are expected no earlier than 2019.
Andrey Zinchuk
Ugly, sturdy and able to deliver heavy bomb loads, the Sukhoi Su-25 Frogfoot made its maiden flight in February 1975 and was fielded in frontline service in the then Soviet Union in 1980. At the time, it had the distinction of being the first Soviet (and later Russian) mass-produced combat jet purposely designed for the close air support (CAS) role at low level.
It represented a simple, effective and survivable attack workhorse, purposely designed to fly multiple short-range battlefield CAS missions. In the 1980s and 1990s, the Su-25 proved itself as a powerful and cost-effective weapon doing its rather dangerous job in many local conflicts, and it continued to soldier on with most operators well into the new century.
The Frogfoot’s large-scale production run between 1978 and the early 1990s accounted for 582 Su-25s, 50 slightly improved Su- 25BMs and downgraded 182 Su-25Ks for export customers built at the TAM plant in Tbilisi (now in the independent state of Georgia). In addition, no fewer than 140 two-seat Su-25UBs and Su-25UBKs were built at the Ulan-Ude Aviation Plant (U-UAP) in Russia. These were augmented in the 2000s and the early 2010s by eight two-seat Su-25Us (using incomplete Su-25T airframes) and 37 Su-25Ks and Su-25KMs built at TAM.
The combat-proven Frogfoot is set to remain the backbone of the Russian Air and Space Force’s (RuASF’s) attack aviation sub-branch until at least the early 2030s. The robust and dependable type has been a subject of several life-extension and upgrade efforts in Russian service to deal with a multitude of obsolescence issues. The latest Frogfoot upgrade standard for the RuASF, dubbed Su-25SM3, has significantly increased combat potential thanks to the integration of an all-new day/night targeting sensor system and a modern self-protection suite.
The type’s service life has been extended to 4,000 hours and 40 years, and there are plans for this to be further extended to 5,000 flight hours and 50 years. Time between overhauls is 10 to 15 years and 800 to 1,000 flight hours.
Affordable to buy and operate, the Frogfoot still enjoys a worldwide proliferation and is currently in the inventory of 17 export operators. A proportion of them have implemented, or are at least are planning to launch, upgrade programmes of various depths centred mainly on enhancing the aircraft’s navigation and weapons delivery performance.
Su-25SM Upgrade
The Su-25SM (Stroyevoy, Modernizirovannyi – Line Upgrade) is the first upgrade standard adopted by the RuASF. It was conceived in its original guise in the late 1990s and early 2000s as a relatively low-cost venture to bring the rapidly ageing and analogue Frogfoot into the modern digital age by using mostly off-the-shelf components while making the cockpit more ergonomic and simplified.
The SM features the all-new PRnK-25SM Bars navigation/attack suite built around the BTsVM-90 digital computer, borrowed from the Su-25TM specialised anti-tank aircraft, which was built in prototype form only and tested in the late 1990s and early 2000s, but never launched in mass production. In the SM upgrade, most of the analogue components of the Su-25’s original KN- 23-1 navigation/attack suite were replaced by new digital equipment, but the Klen-PS laser rangefinder/target designator remained unchanged.
Navigation precision provided by the new PrNK-25SM suite was said to be within 15m (46ft) using satellite correction and 200m (660ft) without it, an improvement made possible thanks to the integration of the A-737-01 GPS/GLONASS satellite navigation receiver. The high precision in turn allows the Su-25SM to undertake non-visual bombing runs in poor weather and at night at low and medium level against fixed targets with known positions using unguided bombs from level flight.
A new head-up display (HUD), the KAI-1- 01, was also added, providing a field of view double that of the old ASP-17BTs-8 electrooptical sight. Other components added during the upgrade included a multifunction cockpit display (used to display a digital map and flight, navigation and tactical information) while the type’s R-95Sh engines received an anti-surge system to improve resistance to ingestion of powder gases while firing the gun and rockets in salvoes.
The combination of the new HUD, weapons computer and navigation/attack system’s digital components promised significantly increased accuracy when employing unguided ordnance with visual aiming; the overall improvement is advertised as being between two and three times. The Su-25SM’s air-to-air capability was expanded as well, thanks to the integration of the R-73 highly agile short-range air-to-air missile, albeit without helmetmounted cueing.
The newly added ground attack weapons included the 130mm S-13T rockets (fired from five-round B-13 packs) with blastfragmentation and armour-piercing warheads. In addition, the Su-25SM was made capable of launching the Kh-25ML and Kh-29L laser-guided missiles while in horizontal flight (the non-upgraded versions can do this in shallow dive only) and fire two missiles at two different targets in a single firing pass.
The 30mm GSh-30-2 cannon in the VPU- 17A gun mount with 250 rounds with a 3,000 rounds per minute (rpm) rate-of-fire received three new reduced rate-of-fire modes to increase the number of firing passes, with 750rpm, 375rpm and 188rpm, to allow for 20, 40 and 80 seconds of total firing time respectively.

1 The Su-25’s cockpit (seen here in an export-standard K form), although considered old-fashioned, is described as roomy and ergonomically well-designed, while the upgraded Su-25SM has a much more simplified and ergonomic cockpit. The pilot sits in a full armour bath made from welded titanium plates.
Alexander Mladenov

2 Currently the RuAF has between 160 and 170 Su-25s in active service or undergoing deep maintenance and upgrade.
Andrey Zinchuk

3 After the Su-25’s withdrawal from use with the 209th UAB at Borisoglebsk in 2014 the squadron’s aircraft were re-distributed to the front-line attack squadrons flying the type.
Andery Zinchuk
However, the upgrade programme suffered from considerable delays from the very beginning. Eventually, the first Su-25SM prototype undertook its maiden flight on March 5, 2002 and its test and evaluation programme was completed in 2006. The first batch of six upgraded production-standard Su-25SMs were officially handed over to the Russian military on December 28, 2006.
The RuASF received 84 Su-25SMs between 2006 and 2014 (this figure including four prototypes and pattern aircraft, two of which were re-upgraded later to the SM3 standard), which equipped one conversion training/research and seven front-line squadrons. By early 2017, six upgraded Frogfoots were lost. One was shot down and two were written off after heavy damage in the August 2008 war in Southern Ossetia, and three more have been lost in peacetime accidents.
The aircraft wearing the newly assigned airframe identification numbers SM-5 to SM-43 were production upgrades as per the initial standard, known as the SM1, delivered between 2006 and 2010. The slightly improved SM2 standard followed, involving aircraft SM-44 to SM-79, which were taken on strength by the RuASF between 2011 and 2013. In late 2014, the RuAF took delivery of the last five aircraft upgraded to this standard, serials SM-80 to SM-84. Unit price for this batch was RUB 143.5 million.
Despite all the upgrades to the navigation performance and the weapons delivery capabilities, the Su-25SM and its successor Su-25SM3 remain 1970s-vintage airframes, powered by fuel-thirsty 1950s-vintage turbojets and are fully manual aircraft, lacking autopilot and pressurised cockpits.
Su-25SM3: Definitive Upgrade Standard
The Su-35SM3 is the most sophisticated upgrade standard for the Russian Frogfoot fleet, and is slated to be fielded in frontline service in the first half of 2017. It was designed following the bitter lessons learned during the war in Southern Ossetia in August 2008, in which both the Su-25SM and non-upgraded Su-25s proved too vulnerable to infrared-guided man-portable air defence systems when performing lowlevel attack runs with rockets and freefall bombs. The SM3 standard aimed mainly to strengthen the Frogfoot’s self-protection and night-operating capabilities. It comes together with new hardware and software capability to facilitate the use of new highly lethal guided weapons types. It boasts an encrypted datalink (enabled by the new KSS-25 communication suite) for use in CAS scenarios for exchanging targeting information with forward air controllers and other aircraft in the air. The datalink also allows integration of the Su-25SM3 into the RuASF’s overall command-and-control system.

4 Frontline attack squadrons equipped with the Su-25 have an active fleet of 12 single-seat plus two to three two-seat aircraft; the attack regiments consist of two squadrons. This example is from the 368th ShAP.
Andrey Zinchuk

5 This pair of Su-25s – one upgraded and one nonupgraded machine - belong to the 960th ShAP based at Primirsko-Akhtarsk in the Southern Military District.
Andrey Zinchuk

 

[Fatman17]

The Su-25SM3 is equipped with the PrNK-25SM-1 navigation/attack suite and the SUO-39M fire control system. In addition to the Kh-25ML, Kh-29L and S-25L/LD laser-guided missiles, the latest Frogfoot derivative can deploy the Kh-29T, Kh-29TD and Kh-29TE TV-guided missile and KAB- 500Kr TV-guided bomb, as well as KAB- 500S GPS-guided bombs. The Kh-58USh anti-radar missile was also integrated, using targeting information derived from the Pastel RHWAS incorporated in the Vitebsk-25 self-protection suite. It retains nuclear bomb delivery capability, represented by two SpAB freefall nuclear bombs.
The cockpit is equipped with the new BI HUD, a MFTsI-0332M multifunction colour display augmented by another smaller display beneath the HUD, a BSKI digital map module and the PPA-S/V-06 satellite navigation system with GPS and GLONASS receiving capability and also featuring differential updating.
SU-25SM3 CHARACTERISTICS
Wingspan: 14.36m (47ft 1in)
Length overall: 15.53m (50ft 4in)
Height overall: 4.80m (15ft 9in)
Wing area: 34.7m2 (362.75ft2)
Max take-off weight: 17,530kg (38,636lb)
Normal take-off weight: 14,530kg (32,034lb)
Internal fuel: 3,000kg (6,614lb)
External fuel: 2,464kg (5,618lb)
Max speed at sea level: 512kts (950km/h)
Max speed clean: 540kts (1,000km/h)
Max attack speed: 372kts (690km/h)
Landing speed: 110kts (205km/h)
Take-off speed: 119kts (220km/h)
Service ceiling: 23,000ft (7,000m)
Rate of climb: 60m/s (197ft/s)
Range (with a 2,000kg bomb load and max internal fuel): 510km (275nm)
Ferry range with four external tanks: 1,900km (1,025nm)
Take-off run: 500m (1,640ft)
Landing roll with brake chute: 700m (2,296ft)
G limit (with 1,000kg bomb load): +6.2g

1 The RuASF intends to keep its existing fleet of Su-25SMs in active service until the early 2030s as the Frogfoots have a lot of unused life in them and the type is subject to a rolling life extension effort.
Andrey Zinchuk
The SOLT-25 IR/TV/laser targeting and designation system, developed by the Krasnogorsk Mechanical Plant, is one of the main new systems integrated on the Su-25SM and is the backbone of its targeting suite. Installed in the nose, it features the same shape and weight as the old Klen-PS laser rangefinder/target designator. The new system’s TV channel with a 16x zoom, is advertised as capable of operating in target detection and tracking modes at up to 8km (4.6nm), with subsequent tracking of the target selected by the pilot for engagement with laser-guided missiles or TV-guided missiles or bombs.
Enhanced Self-Protection
The Vitebsk-25 integrated self-protection suite, developed by Samara-based NII Ekran, incorporates the L-150-16M Pastel radar warning and homing system, ultraviolet (UV) missile approach warning sensors, UV-26M countermeasure dispensers (which use a mix of 26mm and 50mm chaff and flares) and the L-370-3S dual-pod radar jammer system accommodated on the outermost wing hardpoints, covering the frequency band from 7 to 10GHz.
UPGRADED SU-25UBM
The upgraded Su-25 two-seater, using exactly the same avionics as that integrated on the Su-25SM and designated as the Su-25UBM, has suffered from a notably protracted development and is not yet fielded in service. The first flight of the two-seat prototype was reported in December 2010 and the sole Su-25UBM, wearing the serial 21, is reported to have completed the test and evaluation effort in December 2011. In the spring of 2014, however, it was seen at the 121st ARP in Kubinka in disassembled form, undergoing some unspecified modifications. Later, it was revealed that it was reupgraded to the enhanced Su-25UBM2 standard, featuring mission equipment borrowed from the SM3 single-seat upgrade, including the Vitebsk-25 self-protection suite and the SOLT-25 targeting system.
In this new guise, it was slated to commence a flight-test programme by October 2015, with completion expected by 2017, comprising as many as 150 flights. However, the flight testing and evaluation at the RuASF’s 929th State Flight Test Centre was delayed by seven months and didn’t begin until mid-2016; it is expected to be completed by late 2018 at the earliest. As of March 2017, no information had been released about the progress.
There are no plans to produce new two-seat Su-25s at the U-UAP, contrary to the information released in 2011 and 2012. The Su-25UBM2 upgrade, combined with a structural overhaul and life extension works, will involve an undisclosed number of the existing RuASF Su-25UBs produced in the late 1980s and early 1990s. The first orders for the Su-25UBM2 upgrade are expected to be placed by the Russian MoD in late 2017 at the earliest, with delivery expected at the end of 2018.

2 A Su-25SM belonging to the 368th ShAP at Budyonnovsk seen during its landing roll with twin-dome parachute deployed.
Andrey Zinchuk

3 The newly-installed avionics of the Su- 25SM has increased automation and self-test capability, making possible a reduction in the aircraft’s pre- and post-flight servicing of some 25 to 30%.
Alexander Mladenov
Missile approach warning is provided by the Zakhvat electro-optical system. Its UV sensors cover the lower hemisphere, with a front sensor under the nose responsible for head-on-coverage and two rearward/ sideward-looking sensors installed in a V-shaped assembly under the tail. Due to the lack of space, it proved impossible for the Vitebsk-25 to also incorporate directional infrared jammers such as those used by the Ka-52 attack helicopter.
The Vitebsk-25 features two underbelly UV-26M countermeasure dispensers for releasing 28 chaff or flare 50mm cartridges (firing downwards) in addition to 26mm upward-firing dispensers installed on the engine nacelles and next for the tail with a total capacity of 256 rounds. According to the Su-25’s designer general Vladimir Babak, the increased number of flares of two different sizes enables the Vitebsk-25 to counter up to six infrared-guided missiles approaching the aircraft simultaneously. The system offers a variety of flare pumping sequences, selected automatically depending on the arrival direction of the missiles.
The KSS-25 is the new communication system featuring a secure datalink capability, enabling exchange of tactical information with ground command and control facilities and other aircraft.
The first Su-25SM prototype, Su- 25SM3-01, reworked from Su-25SM-04 prototype (c/n 10095) is reported to have begun flight testing in 2011, and later on it was joined by a second example. However, the testing and evaluation effort proved to be a protracted undertaking due to the immature status of the new equipment. This was especially true regarding the SOLT-25. Su-25SM3-01 is being used as the pattern aircraft for the production upgrade.
The Russian Ministry of Defence (MoD) awarded its first order for five Su-25SMs to the 121 ARZ in December 2015, even before the completion of the test effort, following an electronic tender. One of these aircraft (the fourth aircraft in the batch, wearing the new identification number Su-25SM3-06 and serialled Red 50) was observed in post-upgrade test flights at Kubinka airfield in October 2016; the entire batch was to be ready for delivery in December 2016. Unit price was set at RUB 350.2 million, excluding the price of the radar countermeasures pods of the L-370-3S system. It is believed the first Su-25SM3 batch utilised existing Su-25SM airframes from the initial production run in the mid-2000s, which were also required to undergo another overhaul and life extension, making it good for at least ten years of service.

4 This Su-25BM, serialled 73, is the first Frogfoot upgraded with the Gefest i T SVP-24-25 digital navigation/attack system operated by the Lipetsk-based combat training and aircrew conversion centre.
Andrey Zinchuk

FROGFOOTS IN THE SYRIAN WAR
The Russian air component covertly deployed to Hmeimim/Latakya Air Base in Syria in September 2015 comprised an attack force of ten Su-25SMs and two Su-25UBs belonging to the 960th ShAP based at Primorsko-Akhtarsk in the Southern Military District. These aircraft flew combat missions between October 2015 and mid-March 2016. A total of 3,500 combat sorties were flown in Syria, with each of the Su-25SMs racking up to 300 sorties and 300 flight hours. The two-seat aircraft were much less used, with 60 to 80 hours, mainly spent for refresher training, area familiarisation sorties and weather checks.
The principal use of Su-25SMs in Syria comprised bombing in level flight from 11,500 to 13,500ft (3,500 to 4,100m) altitude. The Frogfoots used 100kg, 250kg and 500kg freefall bombs and the RBK-series of cluster bombs. In most of the sorties munitions were dropped without visual contact with the targets, as the upgraded Frogfoots used the bombing method from level flight where the targeting solution is calculated by the aircraft’s own navigation system when delivering a strike against targets with known positions. The pilot is tasked to fly the aircraft and follow cues to bring it to the calculated bomb drop point. At a later stage, the Su-25SMs began flying bombing missions against targets of opportunity, with an accurate position provided by forward air controllers in the field, who were included in the reconnaissance teams assigned to Russian special operations forces operating in enemy-held territory. These teams often used unmanned air vehicles to pinpoint targets and then perform after-strike battle damage assessment.
Bombing sorties were flown with formations of two, four and even six aircraft. During the days of the most intense combat operations each aircraft flew up to ten sorties, with a turn time before the next sortie of only 15 minutes, including ammunition loading, refuelling and visual inspection for damage and leaks. In general, the upgraded Frogfoot proved very reliable and dependable, with no significant failures reported during the Syrian deployment.
According to an article published in the Russian magazine M-Hobbi in March 2017, the Su-25SMs also flew so-called free-hunting combat sorties in predesignated kill boxes to attack targets of opportunity such as moving armed vehicles or fuel tankers in territories held by anti- Assad or Islamic State militants. In these missions, the upgraded Frogfoots were armed with two 20-round B8-M1 rocket packs for firing 80mm S-8 rockets and four external fuel tanks enabling a mission endurance of up to two hours.
It is difficult to get reliable information beyond the usual propaganda on the real accuracy and therefore effectiveness of the Su-25SM’s strikes using dumb bombs dropped from medium altitude that, by definition, could not be accurate, due to the multitude of factors affecting the bomb’s flightpath during its freefall. The Su-25SM has an advertised 33 to 50ft (10 to 15m) circular error probable, but this claim cannot be confirmed by independent sources. In most of the sorties, according to M-Hobby, the Su-25SMs dropped one bomb against each target. The most commonly used munition in Syria was the OFAB-250-270 250kg (550lb) high-drag free-fall fragmentation/high-explosive bomb.
The navigation bombing capability made the Su-25SM useful day and night, in both clear and bad weather. Its combat effectiveness depended mainly on the quality of the targeting information received prior to take-off or handed over by forward air controllers when loitering in a target area. In January 2017, four Frogfootd, comprising three Su-25SMs and one Su-25UB, were again deployed to Hmeimim/Latakya Air Base, but no information has been released on the nature of the operations.

A Su-25SM of the 960th ShAP taking off from Hmeimim Air Base in Syria with a weapon payload of four OFAB-250-270 freefall bombs.
Russian MoD

 

[Fatman17]

As of March 2017, there was no news on the formal delivery of the first Su-25SM3s to a RuASF frontline unit for so-called experimental operation, apparently due to the delayed completion of the joint state testing effort undertaken by the RuASF’s 929nd Flight Test Institute at Akhtubinsk.
The second order, involving nine more Su- 25SM3s, priced at RUB 3.341billion, translating to unit price of RUB 371 million, was placed by the Russian MoD, again via an electronic tender awarded to the 121 ARZ, in mid-2016, with a delivery deadline set out for November 2017.
The Russian MoD announced that it intends to procure up to 45 Su-25SM3s until 2020. A proportion of these will be re-upgraded Su- 25SMs and the rest will be standard Su-25s and Su-25BMs.

1 A Su-25SM from the 368th ShAP demonstrates the Frogfoot’s remarkable combat survivability. This aircraft was hit by a man-portable air defence system during the August 2008 South Ossetia war between Russia and Georgia. The aircraft remained flyable and managed to return to base, but was judged as beyond economical repair.
via Alexander Mladenov

2 A look at the final assembly hall of the TAM plant in Tbilisi, Georgia. This image dating from the late 2000s shows newly-built single- and two-seat airframes, most likely intended for delivery to Azerbaijan.
TAM via Alexander Mladenov

3 The first-generation Frogfoot is likely to serve with most of its current operators well beyond 2020, while in Russia it could remain in use until the early 2030s.
Andrey Zinchuk

4 This is the pattern aircraft for the Su- 25SM3 upgrade, (c/n 10095, re-worked from the Su-25SM-4 prototoype), pictured in the late 2000s with the new radar jamming system of the Vitebsk-25 self-protection in two pods on the outermost wing hardpoints, 250kg freefall bombs and B13 pods for firing 122mm rockets. The missile approach warning sensors were not installed at that time.
Via Alexander Mladenov
SVP-24-25 Upgrade
Meanwhile, at least two other Russian aviation repair plants – 322 ARZ at Vozdvizhenka and YARZ at Yevpatoria – continue to be busy with the overhaul and life extension of non-upgraded Su-25s for the RuASF. As a result, it is expected that by 2020 the attack sub-branch of RuASF Frontal Aviation will operate a fleet of some 100 to 110 Su-25SMs and Su-25SM3s in addition to a few upgraded two-seat Su-25UBM2s and 50 Su-25s and Su-25UBs.
Most, if not all, of these aircraft are slated for upgrade to a different and much cheaper standard for improved navigation and weapons delivery performance. The fleet of life-extended upgraded and non-upgraded Su-25s could be good for at least 10 to 15 years of use and the non-upgraded ones are going to receive the new SVP-24-25 navigation/attack subsystem, developed by the Zhukovsky-based company Gefest i T. This is a derivative of the combatproven system installed on the upgraded Su-24M, Su-33 and Tu-22M3.
The SVP-24-25 package is built around a new SV-24 digital mission computer integrated with a combined GPS/GLONASS satellite navigation receiver, new HUD, new hardware interface units and proprietary software for processing navigation data received from different sources, combined with a highly accurate digital map and terrain elevation model. This system provides precise positional information, reportedly within 100 to 160ft (30 to 50m), regardless of the mission duration. As a result, the SVP-24-25 could drastically improve the accuracy of delivering unguided ordnance. The system is advertised as being able to achieve a hit with a circular error probability of 33 to 50ft (5 to 10m) when delivering unguided bombs in level flight or during three-dimensional manoeuvring, which is useful for avoiding anti-aircraft fire when operating at low level. When attacking a target with a known position that is invisible to the pilot, the run-in can be performed using highly accurate positional data derived from the electronic map alone.
The SVP-24-25 software also facilitates rapid re-targeting in flight with data for newly assigned targets received by a secure datalink from a ground-based commandand- control centre and presented as a set of symbols overlaid on the electronic map shown on a display in the cockpit.
A prototype Su-25BM, upgraded with the SVP-24-25 navigation/attack suite and serialled Red 73, was noticed in flight test at the Lipetsk combat training centre in July 2015. At this time, Gefest i T director general Alexander Panin claimed that the RuASF decision for a fleet-wide introduction of the SVP-24-25 is planned to take place upon completion of the system’s test effort in late 2015. However, it turned out the completion of the testing was delayed until early 2016. The RuASF’s 929nd State Flight Test Centre took over for the so-called special flight testing and evaluation of the upgrade, further delaying its completion. As of March 2017, no announcement has been made for the completion of the flight testing of the SVP- 24-25 upgrade or any other progress of the Gefest i T project.

Originally published in AIR International Magazine​

 

[Fatman17]

RUSSIAN SUKHOI FIGHTER PROFILES​

1. Aviation Features
2. Russian Sukhoi fighter profiles

By Alex Mladenov 6th May 2022
FEATURE

Sukhoi create aircraft suitable for a myriad of roles such as, close air support with the Su-25 all the way to supression of enemy air defences with the Su-34. Alex Mladenov brings insight into the roles and capabilities of the diverse range of aircraft provided by the manufacturer.

The thrust-vectoring Su-30SM is a true multirole heavyweight fighter, which has been used to replace the MiG-29 in three RuASF frontline fighter regiments, stationed at Domna (120th IAP), Millerovo (31th Guards IAP) and Kursk (14th Guards IAP). The type is also operated by the Lipetsk combat training center, assigned to the 968th IISAP
Andrey Zinchuk via Alex Mladenov
Jsc Sukhoi is a major Russian aircraft manufacturer that has in recent years diversified into the civilian sector too. It has a rich tradition in fighters, having spawned 16 different ones since 1955 with the types synonymous with the Cold War – the Su-7 Fitter-A, Su-15Flagon and Su-17/Su-20 and Su-22 Fitter-D all gone. Sukhoi has built and delivered around 4,500 fighters since then and details of those different types feature in our coverage here.
Meanwhile, Sukhoi is working on the multirole fifth-generation twin-engine Su-57 Felon and single-seat Su-75 Checkmate. China has also built derivatives of the Su-27 (J-11), Su-30 (J-16), Su-33 (J-15) and Su-35 (J-11D), while Hindustan Aeronautics Ltd (HAL) assembled more than 200 Su-30MKIs under license at Nasik.
Fighting Ukraine
Sukhoi fighters have been at the forefront of Russia’s airborne attacks; they are all very capable bomb trucks or air defenders.
What they don’t seem to be good at is the electronic warfare game, and using self-defense systems to protect themselves against Ukraine’s man portable air defense systems (MANPADS) or the bigger integrated air defense systems. Perhaps they don’t do as much training in this sphere as they should. Or maybe they were not expecting the Ukraine air defenses to be so good.

The still burning wreckage of Russian Air Force Su-25SM3 RF-93026 after it was shot down by Ukrainian forces on March 4 near Volnovakha in the Donetsk region of Ukraine
Ukraine MoD
Around 800 Sukhois are either on alert or deployed to western Russia or Belarus, with – not surprisingly – the ground attack Su-25/SM/SM3 and UB Frogfoots, Su-24M/MR Fencers and Su-34 Fullbacks being the most numerous. Other types being used in large numbers are Su-27s, Su-30M2s, Su-30SMs, Su-35S and Navy Su-33s.

Losses​

Su-24 ​

NATO designation: Fencer-D
First flight: June 23, 1977

Above: Russian Air Force Su-24M (RF-90772) assigned to Marinovka Air Base, part of the 4th Air and Air Defence Forces Army in the Southern Military District. The base is home of the 11th Composite Aviation Regiment (11th SAP) which has two squadrons of Sukhoi Su-24M/MR. The aircraft is seen taking off from Dyagilevo air base – Russia during Internatioal Aviadarts 2018, loaded with two OFAB-250 ShL 250 kg High-Explosive/Fragmentation bomb. The type of bombs that are likely to be used on Ukraine targets Giovanni Colla
The Su-24 was initially developed as something like a ‘carbon copy’ of the General Dynamics F-111, following a very similar design concept and tasked with the same mission set. The crude and notoriously unreliable initial version, designated Su-24 (NATO reporting name FencerA/B/C), underwent a protracted and fairly comprehensive development program over a decade, which eventually resulted in the vastly improved Su-24M in the second half of the 1970s. This was, in fact, the ultimate strike Fencer that entered squadron service in the early 1980s and was kept in production until the early 1990s.
The swing-wing bomber combines in a single airframe a short field performance, long range, a heavy warload and a highly sophisticated nav/attack suite enabling all weather operation and ordinance delivery in all conditions, day and night, at terrain following low-level supersonic flight.
The Su-24M also introduced a retractable refueling probe and additional avionics boxes, while the rounded rear fuselage featured a smaller cross section in order to reduce drag. The expanded guided weapons options offered by the new nav/attack suite, the PNS-24M, became possible thanks to the integration of the sophisticated Kaira-24 TV/laser targeting system. The Fencer-D also got the sophisticated BKO-2 Karpaty self protection system incorporating an SPO-15S Beryoza-S radar homing and warning receiver, a Geran-1FU or -2FU active radar jammer, an L-082 Mak-UL1 ultraviolet missile approach warning sensor and two 12-round APP-50A chaff/flare dispensers.
For self-defense, the new Fencer version was made capable of deploying two R-60 short-range air-to-air missiles. The total Su-24 production numbered 721 examples, in addition to about 500 Su 24M/MK/MR/MPs.

Derivatives​

Su-24M Gefest &T upgrade
The SVP-24 modular digital upgrade package for the Su-24M was originally developed by the privately-owned, hi-tech company Gefest &T in the late 1990s for a significant yet low-cost improvement of Fencer-D’s navigation and weapons delivery. The upgrade also boosted the Su-24M’s overall combat survivability, maintainability and mission planning effectiveness.
The SVP-24 package is built around the SV-24 mission computer integrated with a combined GPS/GLONASS satellite navigation receiver, new hardware interface units and dedicated mission software for processing navigation data received by a number of different sources.
It allows for drastically improved accuracy of delivering unguided weapons. As of 2018, the RuASF and RNA fielded 50 Fencer-Ds upgraded to this standard.

Below: This is one of the 28 Su-24MK Fencer-Ds still in service with the Iranian Air Force. Since 2009, the 72nd Tactical Fighter Squadron has always kept a fleet of 12 of these bombers operational Babak Taghvaee

Su-24M2 upgrade​

The Su-24M2 upgrade program, undertaken by Sukhoi in the early 2000s under the code-name Gusar, had limited success due to its high price combined with unimpressive increase in the aircraft’s overall combat effectiveness at the time. The Su-24M2 standard added a new digital mission computer, an ILS-31 HUD, color displays in front of the navigator/ weapons system operator and a series of navigation improvements, new radios and a flight data recorder.

Right: This 7 BrTA Su-24MR 93 yellow lands at Starokostyantyniv showing an early deployment of its brake chute Chris Lofting
A total of 28 Fencer-Ds were upgraded at Sukhoi’s Novosibirsk-based aviation plant between 2006 and 2009.

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Su-24MR​

The Su-24MR Fencer-E was designed for performing all-weather, day/night reconnaissance over land and sea, at up to 210nm behind the front line. This version, based on the Su-24M’s airframe, had no air-to-surface attack capability and retained only the Relef terrain avoidance radar for ultra-low altitude flying in automatic mode.

Below right: The Libyan Air Force operated six Su-24MK Fencer-Ds from February 1989, until NATO airstrikes destroyed five in February 2011 and the survivor was shot down on March 5, 2011. Haftar’s Libyan National Army acquired two Su-24Ms in May 2020, but their status is unknown. Alan Warnes
The 1980s-vintage BKR-1 multi-spectral reconnaissance suite comprised the Shtyk side-looking radar, an A-100 wet-film camera under the port engine intake used for oblique photography and the AP-402P low-altitude panoramic camera in the nose. The wet-film cameras were augmented by the Aist-M TV-camera and the Zima IR scanner installed under the fuselage. The BKR-1 suite also incorporated two types of pod suspended below the fuselage. One housed the Shpil-2M laser scanner, useful for low-altitude reconnaissance, while the second one was represented by the SRS-13 Tangazh ELINT system. In addition, an Efir-1M radiation detection pod could be installed under the movable panel of the starboard wing. The Su-24MR could be armed with a pair of two R-60M (AA-8 Aphid) short-range air-to-air missiles for self-defense.

In service​

The first production-standard Su-24s for the Soviet Air Force were taken on strength in 1973. The Su-24M was fielded in experimental service in 1981. The Fencer-D’s operational use in the Russian invasion of Ukraine includes flying battlefield air interdiction missions, while the Su-24MR is tasked with air reconnaissance, flying low and medium altitude missions. As of April 5, 2022, there were no confirmed combat losses.

Su-25​

NATO designation: Frogfoot
First flight: February 22, 1975
The Su-25 is the first Soviet mass-produced combat jet, purposely designed for the close air support (CAS) role; as such it represented a simple, effective and survivable attack workhorse. In its original guise, the Frogfoot was designed to fly short-range/low-level battlefield CAS missions and, since the early 1980s, the type proved itself as a powerful and cost/effective machine for this rather dangerous job.
The rugged, agile and simple Su-25 is a short-legged, armor-protected attack aircraft, capable of reaching targets at up to 160nm from its take-off airfield when operating with up to three tons or ordnance and two external fuel tanks.
The production run between 1978 and the early 1990s accounted for no fewer than 582 Su-25s, 50 slightly improved Su-25BMs, and 182 Su-25Ks for export customers built at the TAM plant in Tbilisi, now in the independent state of Georgia. In addition, some 140 to 150 more Su-25UB/UBK two-seaters, retaining full combat capability, were rolled out at the Ulan-Ude Aviation Plant (U-UAP) in Russia.

Below: Su-25 ‘41 blue’ of the 299 brTA on the flightline at Ivano Frankivsk in September 2013 for an exercise near Lviv. Chris Lofting

Derivatives​

Su-25SM upgrade
The SM upgrade standard, developed in the early 2000s, brought the Frogfoot’s analogue mission suite into the modern digital age. It incorporates the PrNK-25SM Bars nav/attack suite using a BTsU-25 mission computer to facilitate integration of digital systems and weapons. The avionics package also featured a new KAI-1-01 HUD and a multifunctional color display to improve situational awareness – showing a digital map, flight/navigation, and tactical information, in addition to a much more accurate navigation system, based on an all-new Ts-061K inertial gyro-reference system, which receives corrections from the A-737-01 GPS/GLONASS satellite navigation receiver. The self-protection capability against radar threats has been boosted up thanks to the integration of the new L-150-16 Pastel radar homing and warning system (RHWS) and the guided weapons suite was expanded with the R-73 (AA-11 Archer) highly agile air-to-air missile. As many as 84 aircraft were upgraded, including 40 to the slightly improved Su-25SM2.

Su-25SM3 upgrade​

This is the most sophisticated upgrade standard for the RuASF Frogfoot fleet, developed in the mid-2010s. Aimed mainly to strengthen the Frogfoot’s self-protection and night-operating capabilities, it integrates new hardware and software enabling it to employ new guided weapons day and night. The SM3 also boasts an encrypted datalink for use in CAS scenarios for exchanging targeting information with forward air controllers (FACs) and other aircraft in the air.

After the Russian Air Force 100th anniversary airshow flypast in 2012, Su-25UB ‘93 red’ RF-93033 from the 6972AvB, 6AvGr, based at Budennovsk performed a pairs landing to Chkalovsky. Chris Lofting

Su-25SMs assigned to Budennovsk air base, home to the 368th Assault Aviation Regiment, which has two squadrons of Su-25SM/SM3s. Here a pair take off from Dyagilevo during International Aviadarts 2021, equipped with rocket pods Giovanni Colla

 

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The upgraded Frogfoot also comes equipped with the enhanced PrNK-25SM-1 nav/attack suite and the SUO-39M fire control system.
Among the main components in the latest upgrade package is the new SOLT-25 IR/TV/laser targeting and designation system installed in the nose to provide day and night capability.
The Su-25SM3’s expanded guided munitions arsenal added the Kh-29T/TD/TE TV-guided missile and KAB-500Kr TV-guided bomb as well as the KAB-500S satellite-guided bombs.
Also, the enhanced Frogfoot features the newly added Vitebsk-25 integrated self-protection suite incorporating the L-150-16M Pastel RHWS, ultraviolet (UV) missile approach warning sensors, UV-26M countermeasures dispensers using a mixture of 26mm and 50mm chaff and flares in addition to the L-370-3S dual-pod radar jammer system, covering the frequency band from seven to 10GHz.
The missile approach warners are incorporated in the Zakhvat electrooptical sub-system using a pair of ultraviolet sensors looking rearwards and sidewards, installed in a V-shaped assembly under the tail.

In service​

First production-standard aircraft for the then Soviet Air Force were taken on strength in 1981. The Su-25SM was introduced into regular service in 2006, and the Su-25SM3 followed in 2017.
The type’s operational use in the Russian invasion in Ukraine includes flying CAS missions as well as battlefield air interdiction and escort of ground columns. As of April 5, 2022 the confirmed combat losses in the campaign amounted to nine aircraft, including at least one Su-25SM3.

Left: Su-25SM3 (RF-95130) assigned to Primirsko-Akhtarsk air base, taxies out at Dyagilevo during International Aviadarts 2019, loaded with the OFAB 250-270 high explosive fragmentation bombs Giovanni Colla

RuASF inventory​

By February 24, 2022, the Russian air arm had a Frogfoot fleet consisting of no fewer than 130 single-seaters of all versions in addition to about 30 two seaters in active service.
The Su-25SM fleet numbered between 50 and 60 aircraft in addition to 20+ more Su-25SM3s.

Su-27​

NATO designation: Flanker-B
First flight: April 20, 1981

A total of 55 first-generation single-seat Flanker-Bs were originally upgraded to the enhanced Su-27SM standard at KnAAZ in Komsomolsk-on-Amur between 2003 and 2009, followed by 12 more to the further enhanced Su-27SM3 between 2014 and 2018 Andrey Zinchuk
The Su-27 traces its origins back to 1969, when the Soviet Air Force (RuASF) outlined its initial set of technical and tactical requirements for developing a new generation air superiority fighter, viewed as a counter to the US Air Force F-X program that eventually resulted in the development of the McDonnell Douglas (now Boeing) F-15 Eagle. The main objective of the Soviets was to develop a capable heavyweight fighter, well-suited to tight maneuvering, with huge internal volume and a large number of long-and short-range air-to-air missiles. The first prototype, designated the T10-1, made its maiden flight on 20 May 1977 and was followed by three more examples.
However, the aircraft had a notably inferior aerodynamic performance when pitted against its US rival and designer’s benchmark, the F-15. As a consequence, the leadership of the Sukhoi Design Bureau undertook the bold step of radically redesigning the underperforming T10 in an effort to cure its most serious aerodynamic shortcomings. The end result of this enormous effort was the virtually all-new T10S production configuration.

Taxiing out at Mirgorod for some late evening display practice is locally upgraded Su-27P1M ‘59 Blue’ of the 831 BrTA. In the background, a column of Sukhoi types can be seen on the flightline Chris Lofting
Amid a compressed and rather troublesome flight test and evaluation program, the T10S entered series production at the Komsomolsk-on-Amur KnAAPO plant during 1982, under the in service designation Su-27. The production run for the Soviet Air Force accounted for about 400 examples, including 100 two seaters. The export production included 133 single-seaters and 40 two-seaters for China, in addition to 76 Su-30MKKs and 24 Su-24MK2s. The Su-30SK/SKM production run also included 12 newly-built examples, as well as five Su-27UBKs, 18 Su-30MKs and 83 Su-30MK/MK2s delivered to a total of four foreign operators, with the last examples taken on strength in 2016.

Derivatives​

Su-27SM upgrade
The SM is a mid-life upgrade package for the existing Flanker fleet, including the SUV-27E enhanced weapons control system. It features the significantly improved N001V Mech-M multi-mode radar, which comes endowed with vastly increased computing power compared with the original version. Its newly introduced air-to-air mode supports a simultaneous engagement of two targets, while the maximum detection range against a large-size fighter target was increased to 81nm and small-size fighters can be seen at up to 59nm. The aircraft was made able to deploy the new R-77-1 (RVV-AE, AA-12 Adder) active-radar BVR air-to-air missile.

Ukrainian Air Force Su-27UBM1 ‘71 Blue’ operated by 831 BrTA Tactical Aviation Brigade at Myrhorod is a locally upgraded variant of the Su-27UB Giovanni Colla
In addition, the N001V has new air-to surface modes, thanks to an add-on signal processing channel, that includes surface search, real-beam ground mapping, Doppler sharpening and a moving target indicator. The new mode also enables the use of the Kh-31A (AS-17 Krypton) and Kh-35U (AS-20 Kayak) anti-ship missiles.
The upgraded radar can provide initial cueing of TV-guided weapons, to be unleashed by the pilot after visual target acquisition and identification using the weapon’s own TV seeker, such as the Kh-29T missile (AS-14 Kedge) and the KAB-500Kr and KAB-1500Kr guided bombs. Furthermore, the N001V enables bombing runs against radio-contrast surface targets at night and in poor weather without visual aiming thanks to the newly introduced range-finding mode.
The newly-integrated L150-27.2 Pastel radar homing and warning system allows the upgraded heavyweight fighter to be used in suppression of enemy air defense (SEAD), providing targeting for the Kh-31P high-speed anti-radiation missile and its improved derivative, the Kh-31PD.
Installed offset to starboard, the aircraft’s 52Sh infrared search and track sensor is capable of detecting ground targets at up to 5.4nm range. It is also useful for targeting laser-guided weapons while boasting extended range in the air-to-air mode. The increased-thrust AL-31F-M1 engines were used for power a batch of upgraded Su-27SMs, delivered in 2008.

Su-27SM3 upgrade​

This is a further enhanced avionics standard, tested from 2008-2010 and the first time to adopted for the first time in the last batch of 12 newly-built Flankers handed over to the RuASF in 2010 and 2011.
The SM3 features a further improved cockpit with four LCD displays and no back-up analogue instruments. The SM3’s further upgraded N001VM radar features extended detection and tracking ranges, while also adding a datalink to support mid-course guidance of R-77-1 extended range, active-radar air-to-air missiles.
Advertised as being capable of guiding two active-radar BVR missiles against different targets, the SM3 incorporates an improved electronic countermeasures system, the two-pod L265M10 Khibini-M and an all-new communication suite that allows for secure and jam-resistant modes of operation.
The Su-27SM3’s take-off weight increased by some 6,612lb and comes equipped with 12 hardpoints for carrying ordnance and ECM pods. This version also has the capability to use the new KAB-500S 1,102lb satellite/INS-guided bomb.

In service​

The Flanker-B entered front-line regimental service with the Russian air arm in late 1984, but its formal acceptance by the Soviet Air Forces (VVS) and Soviet Air Defense Forces (PVO) as a fully combatcapable weapons system did not take place until August 1990, following completion of the type’s exhaustive testing and evaluation program.
The upgraded Su-27SM was introduced in 2006, and the newly-built Su-27SM3 followed in 2010, while Su-27s upgraded to the SM3 standard were taken between 2014 and 2018.
The Flanker’s operational use in the Russian invasion of Ukraine comprises flying combat air patrols in southern parts of Russia, near the border with Ukraine and in the airspace over the Crimean peninsula.

Su-30SM​

NATO designation: Flanker-H
First flight: July 1, 1997

An Su-30SM from Kaliningrad is escorted by a Hungarian Air Force JAS 39C Gripen D on Baltic Air Policing duties in 2019. The advanced Flanker was flying between St Petersburg and Kaliningrad Hungarian Air Force

 

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A vastly improved two-seat derivative of the baseline Su-27UB Flanker-C, endowed with true multirole capabilities, fully digital avionics and greatly enhanced low-speed agility, the Su-30MKI was developed for India. It emerged from an extremely ambitious specification calling for a multi-mode phased-array radar and advanced avionics incorporating locally manufactured, Israeli and Western components. An export success, the fighter was launched in production at the Irkutsk Aviation plant in 2000.Subsequently, it was developed in subversions for delivery to Malaysia and Algeria, while in 2012 a budget design, dubbed Su-30SM was ordered by the Russian MoD for the Russian Aerospace Forces (RuASF) and the Russian Naval Aviation (RNA).

Taxiing out with four B-13L rocket pods, Su-30SM (RF-93681) of Domna AFB in Chita, 11th Air and Air Defense Forces Army of Russia’s Eastern Military District, 120th Fighter Aviation Regiment Giovanni Colla

Derivatives​

The Su-30SM
A budget derivative of the Su-30MKI/MKM export thrust-vectoring version, the Su-30SM was developed at Irkut Corporation under a fast-track program funded by the Russian MoD. An initial flight-test program was completed in December 2013 while its official commissioning into service as a fully combat-capable air system was declared by the Russian MoD not before 2018.
Compared with its predecessors, the heavyweight thrust-vectoring two-seater, built for the Russian military, features an increased proportion of Russian made avionics replacing Indian and Israeli-supplied systems, including the radar processors, communications suite, identification friend-or-foe (IFF) and ejection seats while also retaining some French-made systems, inherited from the Su-30MKM version, such as the Thales CTH3022 Head-Up Display (HUD) and the Sagem Sigma 95NAA hybrid inertial/GPS navigation system as well as the Thales SMD55 and SMD66 multi-functional cockpit displays.

In service​

First production-standard aircraft for the RuASF, were delivered in December 2012, and the Lipetsk-based 968 IISAP, an instructor-research aviation regiment, took on strength its initial aircraft in August 2013, while the first frontline unit, the 120th IAP, received the Su-30SM in November the same year. The type’s operational use in the invasion in Ukraine includes flying close air support and deep strike missions in addition to regular combat air patrols.
As of April 5, 2022 there were at least four confirmed losses reported, one of which was on the ground on Russian territory and two more while flying strike missions against targets in Ukraine.

HAL Nasik has assembled more than 200 Su-30MKIs in India. This example is preparing to taxi out for a test flight Alan Warnes
The export versions of the Su-30 series of multirole fighters, fitted with thrust vectoring engines, were sold to Algeria, Armenia, Belarus, Kazakhstan, India, Malaysia, Uzbekistan, and Myanmar.
1. India: The first production-standard Su-30MKI for the Indian Air Force (IAF), took to the air for the first time in December 2001 and an initial batch of ten aircraft was delivered to the IAF in July and August 2002. In total, the IAF took delivery of 272 aircraft, including 222 assembled locally by HAL Nasik since 2004. The last Su-30MKIs were delivered to the IAF in March 2021 and the Indian MoD is set to place an order for another 12 examples to be supplied from Russia.

The Royal Malaysian Air Force took delivery of 18 Su-30MKMs between May 2007 and August 2009, that equip 12 Squadron at Gong Kedak Air Base. Their serviceability levels are very low, and only a few are now believed to be operational Alan Warnes

2. Algeria: In 2006, Algeria ordered 28 Su-30MKAs in a contract worth US$1.5bn, and deliveries were reported between December 2007 and 2009. A $0.9bn follow-on order in 2010 included 16 more Su-30MKAs, with deliveries made in 2011 and 2012. A third order was placed in April 2015, covering another 16 aircraft in the same configuration. Valued at around $1bn, deliveries were due in 2016 and 2017. The fourth order, covering 14 Su-30MKAs, was placed in 2019, with deliveries completion expected to take place this year. The Su-30MKA (A for Algeria), designated Su-30MKI(A) in Russia, is based on the Su-30MKI, replacing some Israeli avionics with those largely sourced from Russia and France, exceptions including the Elbit SU967 HUD.

Russian AF Su-30SM (RF-81768) assigned to Kursk Air Base (Khalino), home to the 14th Guards Fighter Aviation Regiment, which flies the Sukhoi Su-30SM. Here, the aircraft is landing at Dyagilevo air base, Russia, during International Aviadarts 2019. Giovanni Colla
3. Malaysia: The Royal Malaysian Air Force (RMAF) ordered the Su-30MKM (M for Malaysia).
Valued at $900m, the 18-aircraft contract was signed in August 2003. The initial Su-30MKM prototype completed its maiden flight in May 2006, while the first production example flew for the first time at Irkutsk in spring 2007.
The aircraft were delivered between June 2007 and August 2009, equipping No. 11 Squadron at Gong Kedak.
French avionics replaced the majority of Israeli and Indian items in the Su-30MKI, including the Thales CTH3022 wide-angle holographic Head-Up Display, Thales IFF and compatibility with the Thales Damocles targeting pod and NAVFLIR night time, low-level navigation pod.
The mission computers and electronic warfare system are Russian.
4. Kazakhstan: In May 2015, the Kazakhstan Air & Air Defense Force became the first international Su-30SM operator, taking an initial batch of four of the aircraft.
In the long run, the Asian country intends to purchase as many 36 thrustvectoring, two-seat Flankers and by mid-2021 its fleet numbered 21 aircraft, while one example was lost in a crash in April 2021.
The Kazakhstani thrust-vectoring Flankers are built up to the VKS standard and have been equipped with a full set of French-supplied avionics systems, including the Thales CTH 3022 Head-Up Display and multi-functional displays in both cockpits.
5. Belarus: This is the second ex-Soviet state electing to purchase the thrustvectoring, heavyweight multirole Flanker derivative. In November 2019, the Belarusian Air Force took on strength four Su-30SMs in addition to four Yak-130 jet trainers and light attack aircraft.
The Belarusian contract, originally inked in 2017, covers the procurement of a total of 12 Flankers to replace, at least partially, the existing MiG-29 Fulcrum fleet dating back from the Soviet era, with the new fighters slated for delivery in batches of four examples in three years. The Su-30SMs are operated by the 61st IAB at Baranovichi, and used mainly in the air defense role.

Equipped with four rocket pods, a People’s Liberation Army Air Force (PLAAF) J-16 from 3rd Air Brigade, Qiqihar Air Base, taking off from Dyagilevo for a mission at Dubrovichi range in the Ryazan region during International Aviadarts 2021. The WS-10B engines are clearly visible in this shot Giovanni Colla
6. Armenia: Known as the third Su-30SM customer, Armenia took four aircraft in 2020, sold by Moscow at same price as that paid by the Russian MoD, which is said to be significantly lower than the export price for the type.
Just like Kazakhstan and Belorussia, the Su-30SMs for Armenia are in the same configuration as those built for the Russian military, with differences to be found only in the identification and communications systems.
7. Myanmar: Recognized as the launch customer for the Su-30SME, Myanmar placed an order for six examples, priced at $400m in January 2018.
The Su-30SME is a newly-designed export derivative, offered with all-Russian flight/navigation and mission avionics. First deliveries, including two aircraft, are believed to be made in December 2022.
8. Uzbekistan: The latest known customer for the Su-30SM, an order for an undisclosed number of aircraft was placed in 2020 and deliveries were originally slated to begin in 2021.
However, no deliveries were made last year and it is now expected that the first Su-30SMs for the Uzbekistan Air Force will be taken on strength this year.

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Su-33 ​

NATO designation- Flanker-D
First flight: August 17, 1987

Russian Navy Su-33 Flanker D 80 red of the 279th OKIAP rolls out after landing at Saki, Ukraine, in August 2010. The Russian Navy made regular detachments to use the (then unique) dummy deck and ski jump facilities of the NIKTA facility Chris Lofting
The Su-33 was developed on the base of the Su-27 single seater as a carrier-borne air superiority and air defense fighter featuring many design alterations, such as an arrester hook under the tail boom (no brake parachute); all-moving canards; a folding tail ‘sting’, shorter than that of the Su-27; folding wings and tailplane; twin nosewheels; modified flight control system (with fly-by-wire introduced for the flaperons); double slotted trailing-edge flaps and drooping ailerons; increased-area fin with reduced angle on the tips; retractable refueling probe on the port side of the nose; re-located chaff/flare dispensers and extensive corrosion protection. The Flanker-D also comes equipped with a purpose-developed carrier deck landing system and was made capable of carrying the UPAZ-A buddy refueling pod under the fuselage.
In service
Initially known as the Su-27K, the carrier-borne Flanker derivative was redesignated as the Su-33 upon entry into service – used for equipping the air wing of the sole Russian Navy aircraft carrier Admiral Kuznetsov.
The flight test and evaluation program involved two prototypes and seven pre-series aircraft, and the type’s state acceptance trials were completed in October 1994. However, formal commissioning of the Flanker-D into Russian Naval Aviation (RNA) service did not take place until 1998.
RNA inventory
Twenty-four examples were delivered and about 15 remain in active service with the 279th OKIAP, a carrier-borne independent fighter regiment stationed at Severomorsk-3 near Murmansk.

Right: The shipborne Su-33 serves with two squadrons of the 297th OKIAP at Severomorsk-3, with about a dozen aircraft believed to be maintained in airworthy condition at any given time Andrey Zinchuk via Alex Mladenov

Su-34 ​

NATO designation: Fullback
First flight: April 13,1990

Su-34 assigned to the 968th IISAP at Lipetsk returns after a firing mission at the range during International Aviadarts 2021, equipped with rocket pod two 5-round pods (B-13L) of 122-mm folding fin unguided rockets (S-13) Giovanni Colla
The SU-34 was developed by using the baseline fuselage of the Su-27UB Flanker-C two seater, mated to an all-new flat nose section with side-by-side cockpit, while the remainder of the fuselage and all general aircraft systems remained unchanged. The jet was originally designed in the 1980s for undertaking battlefield interdiction in highly contested airspace, a challenging mission calling for increased lethality and survivability, the latter achieved by a combination of high-speed flight at low-and ultra-low level in addition to partially armor-protected design, a sophisticated self-protection suite and the capability to employ short-and medium-range air-to-air missiles for self defense against fighter threats.
The new forward fuselage structure is used for accommodating bulky, heavy targeting equipment. The aircraft featured canard foreplanes akin to those on the carrier-borne Su-27K; the bomber also borrowed the Su-27K’s sharp leading edge root extensions forward of the foreplanes, to generate stable vortices that interact with the fins to improve yaw stability in high angle-of-attack flight. The canards also assisted in restoring the aerodynamic balance disturbed by the much-heavier nose and forward fuselage thus improving the overall maneuverability and relieving airframe stress caused by turbulence in ultra-low level-flight as the canards automatically move in response.
A feature unique to the Su-34 is the tail ‘sting’ with much more diameter and length compared to the Su-27UB. and is used to house extra equipment and systems. A twin brake chute bay is within the spine, between the engine nacelles.

Into service​

The Su-34 completed the first stage of its joint state flight testing and evaluation effort in 2006, carried out by the 929th GLITs, the RuASF’s flight test center at Akhtubinsk, southern Russia. This was the green light for the start of the low-rate production, with the first five production-standard ‘Fullbacks’ rolling out at NAZ plant in Novosibirsk from 2006-2009. The type’s operational use in the invasion in Ukraine includes flying close air support, deep strike and suppression of enemy air defence missions. As of April 5, 2022, the fleet has suffered four confirmed losses.

Su-35 ​

NATO designation: Flanker-E
First flight: February 19, 2008

The Su-35S is the first RuASF fighter type which saw the fielding of new R-77-1 (RVV-SD) active-radar beyond visual range (BVR) air-to-air missile. Andrey Zinchuk
THE LAST-OF-THE-LINE SINGLE-SEAT, multi-role Flanker derivatives – equipped with thrust-vectoring engines and further refined aerodynamics, combined with an all-new Russian-only cockpit – was initially designed exclusively for export under the Su-35BM designation. In 2009, it was ordered by the Russian Aerospace Forces (RuASF) and was then regarded as an interim fighter to fill the gap until the mass introduction of the Sukhoi Su-57 fifth-generation stealth fighter. However, by 2015, the Su-35 gained the status of a main combat type in the Russian fighter fleet as the force wide introduction of the Su-57 was postponed until the early/mid-2020s. The first Russian MoD order, placed in 2009, included 48 aircraft and a second order for 50 more followed in 2015, with deliveries completed in 2020. A third order for 30 Su-35s was placed in 2019, with the first deliveries reported in 2022 and its completion slated for 2024.
Introduction into service
The first production-standard aircraft for the Russian Air and Space Forces (RuASF), dubbed Su-35S, were taken on strength in February 2013 by the 23rd IAP, a fighter regiment stationed at Dzemgi in the far east of Russia.
The type’s operational use in the Russian invasion in Ukraine includes flying offensive and defensive counter-air missions, in addition to the suppression of air defence role. As of April 5, 2022, there had been one confirmed combat loss.

Topics​

Read more about

• Russia
• Ukraine Russia Conflict
• Sukhoi

Originally published in Combat Aircraft Journal​

 

[Fatman17]

ONE OF A KIND​

1. Aviation Features
2. One of a Kind

19th April 2018
FEATURE

Piotr Butowski examines the current status of the MiG-31 Foxhound, an interceptor designed during the Cold War that recently returned to the news as the launch platform for one of Russia’s new ‘super-weapons’ – the Kinzhal hypersonic missile.
Foxhound on duty

MiG-31DZ ‘Blue 09’ (RF-95204) lights the afterburners on its twin Aviadvigatel/Perm D-30F-6 (izdelye 48) turbofans as it departs Bolshoye Savino (Perm). Aircraft of the resident 764th Fighter Aviation Regiment wear blue ‘Bort’ numbers

The Cold War-era front cockpit of an unmodernised MiG-31. The two crew are seated on Zvezda K-36DM ‘zero-zero’ ejection seats and controls are fitted in both cockpits alongside the conventional instrumentation

A pair of ‘Foxhounds’ approaches an Il-78 tanker to take on fuel during a long-range interception training mission last October. The nearest aircraft, ‘26 Blue’ (RF-92466), is a standard MiG-31DZ, while ‘37 Red’ (RF-90901), named ‘Stepan Karnach’, has been upgraded to MiG-31BM standard. All photos Kirill Mushak unless stated
The MiG-31 Foxhound-A heavy interceptor is an aircraft of superlatives, with its maximum speed of Mach 2.8 (or a cruise speed of Mach 2.35), and 702nm supersonic or 1,620nm subsonic range. It’s unique by virtue of its battery of 108nm-range heavy air-to-air missiles (AAMs) and its ability to operate autonomously with or without the support of a ground-controlled intercept (GCI) system.
At the time of its design in the late 1960s, the MiG-31 was required to perform only one task: protection of the Soviet Union against attack by cruise missiles launched from heavy bombers or submarines and approaching over the vast uninhabited territories in Russia’s North and Far East.
Centrepiece of the MiG-31 is the RP-31 Zaslon (S-800) fire control system that combines the 8BV (N007; Flash Dance) radar – the world’s first electronically scanned fighter radar – together with the 8TK infrared search and track (IRST) in a retractable undernose housing, as well as the APD-518 data link to exchange data between aircraft and the 5U15K (Raduga-Bort-MB) data link to receive commands from ground posts. The main function of the Zaslon is to track ten targets simultaneously and engage four of them, regardless of their location. One can be flying in the stratosphere and the other just above the ground and missiles will be guided to both of them. The MiG-31’s crew includes a weapon systems officer (WSO) in the rear cockpit, operating the radar and armament and provided with an image of the tactical situation on his display. The Vympel R-33 (izdeliye 410; AA-9 Amos) semi-active radarhoming AAM has a range of 65nm and its R-33S (izdeliye 520) version is fitted with a nuclear warhead. The R-33 is dedicated for the MiG-31 — no other fighter carries it. The missile is initially jettisoned downwards by a catapult pylon before the rocket ignites.
Foxhound variants
MiG-31 (izdeliye 01) is the initial version with Zaslon fire control system and R-33 missiles
MiG-31DZ (izdeliye 01DZ, for dozapravka, refuelling) has provision for in-flight refuelling
MiG-31B (izdeliye 01B) has improved Zaslon-A radar and nuclear-armed R-33S missiles
MiG-31BS (izdeliye 01BS) is similar to the MiG-31B, but mid-life-upgraded from MiG-31 or MiG-31DZ
MiG-31BM (izdeliye 01BM) is a mid-life upgrade for MiG-31B interceptors with Zaslon-AM radar and
R-37M missiles
MiG-31BSM is similar to the MiG-31BM but upgraded from the MiG-31BS
MiG-31M (izdeliye 05; Foxhound-B) of 1985 had improved Zaslon-M radar and six K-37 AAMs; seven test aircraft were completed.
MiG-31D (izdeliye 07) of 1987 was a satellite interceptor; two test aircraft were completed izdeliye 06 and izdeliye 08 are modifications now under development. One could be the Kinzhal strike system and another could be a satellite interceptor.
MiG-31BM upgrade
In the initial half of the 2000s, Russia’s air force charged RAC MiG with research and development work on the modernised MiG-31BM, with improved radar and new missiles. The first upgraded MiG-31BM, ‘58’, made its maiden flight in September 2005 and was sent for trials at the Akhtubinsk test centre that December. It was soon followed by the second aircraft, ‘59’, and then the third, ‘60’, which provided the pattern for series upgrades.
The MiG-31BM successfully completed the first stage of state acceptance trials in November 2007 and clearance was received for production updates. The newest MiG-31B fighters were modernised first, followed by older MiG-31BS aircraft, which were designated MiG-31BSM after upgrade. The MiG-31BS was a mid-life upgrade of the initial MiG-31 or MiG-31DZ, which brought it in line with the later MiG-31B model.
The Russian Ministry of Defence placed a first contract for the upgrade of an initial batch of (probably eight) aircraft to MiG-31BM standard on April 1, 2007. On March 20 the following year the Sokol plant in Nizhny Novgorod delivered the first two MiG-31BMs to the pilot conversion and evaluation centre at Savasleyka. A major contract for the upgrade of 60 MiG-31Bs to BM standard was signed between the MoD and the Sokol plant on August 1, 2011.
The United Aircraft Corporation secured a deal for the upgrade of another 53 MiG-31s on November 21, 2014. It was to be fulfilled jointly by the Sokol factory, where the aircraft were made, and the ARZ-514 repair plant at Rzhev, between 2015 and 2018. The Rzhev repair plant is responsible for a smaller part of the contract; for example, five aircraft were converted there in 2014 and two the following year. To date, almost all operational MiG-31s have been upgraded; the remaining jets will follow by the end of this year.

One of the 764th Fighter Aviation Regiment’s modernised MiG-31BMs is ‘Blue 04’ (RF-92356).