Sukhoi Su-25 Frogfoot (three)
Wednesday, March 28, 2012 |
| Sukhoi Su-25 Frogfoot Wallpaper 3 | AirSkyBuster |
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Sukhoi Su-25 Frogfoot (three) Sukhoi Su-25, Frogfoot, Fighter, Jet, Sukhoi Design Bureau, Tbilisi Aircraft Manufacturing, Russian, USSR, Soviet, aircraft, airplane, military, defense, attack, widescreen, wallpaper, photo, picture, image
Sukhoi Su-25 Frogfoot (Wallpaper 3). Although the Sukhoi OKB expected to get full development of their T8 rolling quickly, an obstacle quickly popped up. VVS generals weren't happy with the design as submitted, insisting that the warload be increased to 4,000 kilograms (8,800 pounds) and that the aircraft be capable of Mach 1 at low altitude. VVS flyboys were simply uncomfortable with the idea of a subsonic jet combat aircraft. Sukhoi engineers could accommodate the request for more warload by scaling up the design, but supersonic performance was out of the question, though they were able increase its top speed. The redesign effort pushed the beginning of prototype construction to August 1971, with work conducted at State Factory 153 in Novosibirsk, well to the east of the Urals. This facility had long worked with the Sukhoi OKB on other aircraft. Mikhail Simonov was assigned as project manager. Oleg Samolovich was the chief designer from August 1972 to October 1974, when he was moved to work on the "T10" interceptor, which would emerge as the "Su-27 Flanker". Y.V. Ivashetchkin took Samolovich's place. While design work on the T8 continued, the design team obtained initial information about the Fairchild A-10. The A-10's engines were mounted in pods above the rear of the fuselage, protecting them to an extent from ground-launched heat-seeking missiles and from anti-aircraft fire. Sukhoi Su-25 Frogfoot (Wallpaper 3). The advantages of this configuration were substantial and some members of the Sukhoi design team lobbied to adopt the same configuration for the T8, but such pod-mounted engines created drag and reduced speed, and it was too late to make such a change without derailing the project anyway. Pavel Sukhoi died in 1973, having lived long enough to see a mockup of the T8. However, although two prototypes were under construction at the time, a formal order for them wasn't issued by the Ministry of the Aircraft Industry until 6 May 1974, with one to be used for static test. The prototypes were built on a shoestring, leveraging off available gear wherever possible. The static-test article, numbered "T8-0", was delivered on 12 September 1974. The initial flight-test prototype, "T8-1", was delivered to the Zhukovskiy flight test center in December 1974, though due to an engine failure the first flight was delayed to 22 February 1975. The flight was performed by Sukhoi OKB's chief test pilot, General Vladimir Ilyushin, one of the USSR's most prominent test pilots and by an irony son of Sergei Ilyushin, founder of the rival Ilyushin OKB. The T8-1 was fitted with a navigation-attack suite from the Su-17M2 and a GSh-23 twin-barreled "teeter-totter" 23 millimeter cannon. The cannon could be depressed for strafing. By this time, continued changes in service requirements for the T8 had resulted in further increases in weight. The twin RD-9 turbojets were replaced by twin Tumanski R-95Sh non-afterburning turbojets with 44.13 kN (4,500 kgp / 9,921 lbf) max takeoff thrust each. The R-95Sh was a non-afterburning version of the Tumanski R-13F-300 used on the MiG-21. It was far from a state-of-the-art solution and a more modern turbofan engine would have been preferable in terms of fuel economy, but in compensation that R-95Sh had plenty of power, and was very rugged and reliable as well. It was also not fussy about the grade of fuel it used, and could even burn diesel fuel in a pinch. Sukhoi Su-25 Frogfoot (Wallpaper 3)
Sukhoi Su-25 Frogfoot (Wallpaper 3). Although the Sukhoi OKB expected to get full development of their T8 rolling quickly, an obstacle quickly popped up. VVS generals weren't happy with the design as submitted, insisting that the warload be increased to 4,000 kilograms (8,800 pounds) and that the aircraft be capable of Mach 1 at low altitude. VVS flyboys were simply uncomfortable with the idea of a subsonic jet combat aircraft. Sukhoi engineers could accommodate the request for more warload by scaling up the design, but supersonic performance was out of the question, though they were able increase its top speed. The redesign effort pushed the beginning of prototype construction to August 1971, with work conducted at State Factory 153 in Novosibirsk, well to the east of the Urals. This facility had long worked with the Sukhoi OKB on other aircraft. Mikhail Simonov was assigned as project manager. Oleg Samolovich was the chief designer from August 1972 to October 1974, when he was moved to work on the "T10" interceptor, which would emerge as the "Su-27 Flanker". Y.V. Ivashetchkin took Samolovich's place. While design work on the T8 continued, the design team obtained initial information about the Fairchild A-10. The A-10's engines were mounted in pods above the rear of the fuselage, protecting them to an extent from ground-launched heat-seeking missiles and from anti-aircraft fire. Sukhoi Su-25 Frogfoot (Wallpaper 3). The advantages of this configuration were substantial and some members of the Sukhoi design team lobbied to adopt the same configuration for the T8, but such pod-mounted engines created drag and reduced speed, and it was too late to make such a change without derailing the project anyway. Pavel Sukhoi died in 1973, having lived long enough to see a mockup of the T8. However, although two prototypes were under construction at the time, a formal order for them wasn't issued by the Ministry of the Aircraft Industry until 6 May 1974, with one to be used for static test. The prototypes were built on a shoestring, leveraging off available gear wherever possible. The static-test article, numbered "T8-0", was delivered on 12 September 1974. The initial flight-test prototype, "T8-1", was delivered to the Zhukovskiy flight test center in December 1974, though due to an engine failure the first flight was delayed to 22 February 1975. The flight was performed by Sukhoi OKB's chief test pilot, General Vladimir Ilyushin, one of the USSR's most prominent test pilots and by an irony son of Sergei Ilyushin, founder of the rival Ilyushin OKB. The T8-1 was fitted with a navigation-attack suite from the Su-17M2 and a GSh-23 twin-barreled "teeter-totter" 23 millimeter cannon. The cannon could be depressed for strafing. By this time, continued changes in service requirements for the T8 had resulted in further increases in weight. The twin RD-9 turbojets were replaced by twin Tumanski R-95Sh non-afterburning turbojets with 44.13 kN (4,500 kgp / 9,921 lbf) max takeoff thrust each. The R-95Sh was a non-afterburning version of the Tumanski R-13F-300 used on the MiG-21. It was far from a state-of-the-art solution and a more modern turbofan engine would have been preferable in terms of fuel economy, but in compensation that R-95Sh had plenty of power, and was very rugged and reliable as well. It was also not fussy about the grade of fuel it used, and could even burn diesel fuel in a pinch. Sukhoi Su-25 Frogfoot (Wallpaper 3)
- Sukhoi Su-25 Frogfoot (Wallpaper 1)
- Sukhoi Su-25 Frogfoot (Wallpaper 2)
- Sukhoi Su-25 Frogfoot (Wallpaper 4)
Labels: Sukhoi Su-25 Frogfoot
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