Giới thiệu về Su-27SKM và Su-30MK2

Lịch sử Su-27
Design work on a 4th-generation fighter, later known as the Su-27, began at the Design Bureau of P.O. Sukhoi on the designers'' initiative under the supervision of O.S. Samoilovich at the end of 1969. The new plane was required to provide effective engagement of the F-15 fighter being developed in the USA under the FX programme from 1966, the Soviet fighter being positioned, the same as its foreign rival, as an "air-superiority" aircraft. In contrast to the USSR''s previous efforts to "catch up" with the Americans, Soviet aircraft designers decided this time to produce an aeroplane in no way inferior, and even superior, to "the adversary". To achieve this objective, the Design Bureau put quite a few challenging ideas into the configuration under development right from the start, such as placing the engines widely spaced in two nacelles under the fuselage body, and placing the vertical tail unit in between the wings and horizontal tail unit.
At the initial stage, the Design Bureau produced a great number of alternative configuration concepts, including the one based on a conventional solution, with an integral body, modelled on the F-15; but interestingly enough, however, at the end of the day, it was the new concept of airframe configuration that the subsequent design efforts were based upon. Another important feature of the new fighter was to be implementation of the concept of longitudinal static instability, with balancing achieved through use of an electronic distance control system (EDCS). Introduction of this innovation promised a substantial decrease in losses for balancing and a dramatic improvement in the plane?Ts manoeuvrability in dogfighting.
In the period 1971-72, the aeroplane conceptual design was being developed on a tender basis by the Design Bureaus of A.I. Mikoyan, P.O. Sukhoi, and A.S. Yakovlev. The design of the Su-27 (factory code T-10) had been completed by September 1971 and was submitted for review to Air Forces in February 1972. In 1972, after the aeroplane?Ts PR for the conceptual design had been updated, it was decided to start parallel development of two fighter versions: a "light" one to be produced by Mikoyan Design Bureau and a "heavy" one, assigned *****khoi Design Bureau. Based on input from the military, the Su-27 was redesigned in 1972-73 to meet all the requirements, with the aircraft''s wing area, engine design thrust and integral fuel tankage increased. This resulted in an exceptional range on internal fuel for a Soviet-made fighter. The high performance of the new AL-31F turbofans ("Article 99") developed by the Design Bureau of A.M. Lyulka, produced specially for the Su-27, were expected to provide the plane with a high thrust-to-weight ratio, and therefore superior characteristics of acceleration, rate of climb and manoeuvrability. The problems caused by inadequacies of Soviet-produced avionics components, unavailable unless heavy and bulky, had to be dealt with by the Design Bureau through introduction of improved design and configuration solutions as well as use of new and promising technologies. In 1973-74, the Design Bureau continued its studies to identify and engineer the plane''s optimal airframe and individual assembly configuration, and the composition of systems, equipment and weapons. The configuration options were tried out with large-scale models in wind tunnel installations at CAHI, SibNIA and MAI facilities. N.S. Chernyakov was appointed the Su-27?Ts chief designer in 1973. The detailed design work on the aeroplane began in 1975.
The Su-27?Ts 1975 production configuration featured standard aerodynamic design, with an integrated variable sweep ogive wing configuration, leading-edge root extensions, an all-movable horizontal tail unit mounted on the centre wing section continuation beams, and twin tail fins mounted on engine nacelles at the airframe stern-post. The adjustable engine air intakes with horizontal air brakes placed at the top were put on either side of the plane?Ts roll axis, and suspended from the centre wing section. This inlet configuration ensured highly stable flow at high angles of attack, which is of vital importance for an aircraft designed for air-combat manoeuvring. The engine nacelles at the tail were an extension of the air intakes. The landing gear featured a standard tricycle type configuration. A major problem inherent in the configuration option chosen was finding a place for the main landing gear bays. Finally, a place for them was found in the "dead air" of the centre wing, under the intake ducts, the gear legs retracting with the wheels turned. The flaps were also used as speed brakes. The airframe was significantly lightened through compact configuration and optimization of the design structure, as well as large-scale use of titanium alloys in the design. The development of the Su-27 was approved by a decree of the government of 19th January 1976 as "a single air-superiority fighter for Air Forces and ADF aviation". In February 1976, M.P. Simonov was appointed chief designer of the Su-27. By that time, the Design Bureau had already started building the first three T-10 prototypes (two for flight testing and one for structural testing), with brass-board marginal testing of all major systems of the future craft already in progress. Note that for trying out the Su-27 aerodynamics, powerplant, control system, attack and navigation equipment and weapons, the Design Bureau and FRI set up and tested a dozen various flying laboratories, conducting studies on an unprecedented scale in Sukhoi''s practice of engineering systems for a new plane. The engineering documentation produced was passed on to the Komsomolsk-on-Amur plant, which was appointed main contractor for production of the Su-27. In 1977, the facility started to gear up for full-scale manufacture. In October 1977, the Design Bureau''s conceptual design of the Su-27 aeroplane successfully passed critical design review and was approved by an Air Forces committee chaired by 1st Deputy Commander-in-Chief of Air Forces, Air Marshal A.N. Yefimov. The first two flying prototypes of the Su-27 were fitted with AL-21FZAI engines.
Construction of the first prototype T10-1 was completed in April 1977. On 20th May 1977, the design bureau''s chief pilot V.S. Ilyushin performed the first flight. In May 1978, the testing programme was expanded to cover a second prototype, T10-2, and the year after that, in 1979, it received the prototypes T10-3 and T10-4, fitted with operational engines AL-31F («Article 99», with low gearbox). To speed up the trials, it was decided to make available for testing the entire development batch of Su-27s made by the production plant in 1980-81. Later on, the planes were used by the Design Bureau and FRI for testing individual systems. In December 1979, the Su-27 was officially accepted by the military for governmental testing. But it was a different version of aeroplane that was put into series production.
Comprehensive analysis of the performance of the Su-27 performance compared to similar Western models, semi-realistic simulation of air combat and actual data obtained during the first flights of the prototype failed to confirm the expected air-superiority of the Su-27. Such a result was due to a number of reasons, the major ones being underestimation of the actual performance capabilities of the F-15, and on the serious excess weight of the Su-27 through failure to meet the weight restrictions for the systems and equipment design as well as the underperformance of the AL-31F engines revealed during their bench testing. To meet the PR targets and achieve a guaranteed result in the plane?Ts basic role, on the initiative of Chief Designer M.P. Simonov, and approved by General Designer Ye.A. Ivanov, the Bureau developed a plan of actions to:
- introduce tight control of weight,
- decrease drag,
- increase the lift properties of the wing to adapt it to different flight modes,
- improve the plane?Ts roll control.
To implement the plan, aerodynamicists and planners of the Design Bureau pooled their efforts to develop a number of specific recommendations on how to redesign the original configuration of the Su-27, viz.:
- adopt a tapered wing design with a leading-edge flap and flaperon,
- move the aircraft accessories box onto the back of the engine, which made it possible to "hide" it in the centre-wing airflow-shadow and reduce the plane''s maximum cross-section,
- adopt a new functional solution for main landing gear retraction based on a slanting hinging axis and a lock to fix the gear leg on the engine housing,
- move the fins from the engine nacelles to the fuselage beams to improve their rigi***y and the fin performance.
Taken together, all the modifications were incorporated in the configuration that became known as T-10S ("S" being short for "production" in Russian). General Designer Ye.A. Ivanov made a difficult decision to have the aircraft redesigned. The root of the problem was that the engineering follow-up involved suspending the series production already in progress and initiating a new major process to put the project into production, i.e., failure to meet the production targets.
The Design Bureau''s position was strongly opposed by the management of MAI and the production plant, but it was supported by deputy minister I.S. Silayev. As a result, a decision to this effect was made in January 1978, and the Design Bureau started work on detailed design based on the T-10S configuration. Between 1979 and 1981, the Su-27 project at the Design Bureau was headed by A.A. Kolchin, and since 1981, the aeroplane''s Chief Designer has been A.I. Knyshev.
The first Su-27 prototype in production configuration, T10-7, was accepted for flight testing in the spring of 1981, its first flight performed by V.S. Ilyushin on 20th April 1981. In 1982, the Komsomolsk-on-Amur plant started mass production. The first series Su-27 was flight tested at the plant on 1st June 1982, the plane having been taken off the ground for its first flight by the design bureau''s test pilot A.N. Isakov. Governmental integration tests of the Su-27 were completed in December 1983.
The test results confirmed the extremely high APC of the new aeroplane. When brought together, the modifications produced a synergetic effect on the T-10S: the resulting plane demonstrated superior flight performance, leaving behind all the rivals in its class.
The testing of the Su-27 under a variety of programmes continued for several years longer. The Su-27 was officially put into service by a decree of the government of 23rd August 1990 after all the major faults identified during the tests had been remedied. By that time, Su-27 had been in service for 5 years. The first pilots at combat units to receive the Su-27 in June 1985 were the aviators of the 60th FAR in the Far Eastern MD (Dzemghi). By 1989, Su-27 aeroplanes were in service in 16 combat units of the Air Forces and ADF of the USSR. According to the command personnel and pilots of the transition units, despite the fact that in terms of scope and complexity the systems and weapons the plane was far superior to all aircraft of the previous generation, Su-27 transition training was quite straightforward and problem-free, with the plane proving quite easy to master for average pilots.
The Design Bureau started work to develop a two-seat combat trainer version of the Su-27 in 1976, with conceptual design of the Su-27UB (factory code T-10U) successfully passing critical design review in 1978. The first prototype of the two-seater was made at the Komsomolsk-on-Amur production plant to the design bureau specifications and returned to Moscow for engineering follow-up in the spring of 1984. The first flight of the T10U-1 was performed 7th March by the design bureau''s test pilot N.F. Sadovnikov. Official testing took place between 1985 and 1987. Production of a Su-27UB development batch was set up in Komsomolsk-on-Amur, and in 1985 MAI gave the order for the production of the two-seat trainer to be moved to Irkutsk. The first mass-produced Su-27UB was flight tested at the Irkutsk plant on 10th September 1986 by a crew of test pilots G.Ye. Bulanov and N.N. Ivanov. The combat units received the first production Su-27UB in 1987.
The programme to develop the Su-27 as a new-generation plane was the USSR''s major national defence programme in the ''70s-''80s. Its implementation was financed on a large scale, which had the most favourable effect on the development of many establishments in the national aircraft industry and related areas, making it possible to retrofit many production facilities and introduce a great number of new technologies.
The Su-27 programme set up a large network of subcontractors across the country. Large-scale introduction of leading-edge technologies was the rule for all of the plane''s systems. For example:
- The plane''s powerplant comprises two AL-31F turbofans developed by the Design Bureau of A.M. Lyulka. In terms of specifications and performance, these are new-generation engines with superior weight, thrust and fuel consumption characteristics achieved through a dramatic improvement in compressor gas-dynamic behaviour and operating temperature before the turbine. It was only possible to achieve such characteristics by harnessing promising new materials and technologies: new titanium alloys, heat-resistant steels, single-crystal vanes, special coatings, and other new features;
- For the plane as a whole, it was vitally important to stay within the weight limits so that the Su-27''s various systems had to be extensively reengineered to incorporate new components. For example, it was decided, to meet the specifications for the control system and reduce the size and weight of its assemblies, to incorporate in the plane''s design the USSR''s first mass-produced hydraulic system with operating pressure increased up to 280 kg/cm², and a radically new type of steering linkage, with power and distribution centres separated into individual blocks;
- The Su-27?Ts avionics were developed based on large-scale introduction of digital processing using an onboard computer and the principle of extensive integration of various systems by function; for instance, the fire control system incorporated, in ad***ion to a target search and track radar channel (multi-purpose onboard radar), an independent information channel, i.e., an optical search and tracking station;
- As part of the goal-oriented retrofitting programme, the Su-27 received a specially developed new-generation guided missile of medium (K-27E) and short (K-73) range.
All the above made it possible to create a combat aircraft capability which can be used to effectively engage the very best foreign-made combat planes. All the subsequent history of the Su-27 series validates this conclusion.
Between 1986 and 1990, using a specially configured prototype aeroplane T10-15, which became known as P-42, the design bureau''s test pilots established 41 IAF-registered world records of rate-of-climb and flight altitude, some of the records being absolute.
In June 1989, the Su-27 and Su-27UB were for the first time shown abroad, at the Le Bourget air show. The design bureau''s test pilots V.G. Pugachov and Ye.I. Frolov demonstrated to the international aviation community the superior manoeuvrability of Sukhoi planes. From that day on, Su-27 type planes have been participating in the most prestigious international aviation events, invariably demonstrating the highest level of achievement in the Russian aircraft industry.
Another proof of the plane''s superior combat performance is the Su-27''s commercial success in the global marketplace. Starting in 1991, the production facilities in Komsomolsk-on-Amur and Irkutsk have been producing export variants of the Su-27: the Su-27SK and Su-27UBK. Models of these types have since 1992 been exported to China, Vietnam, Ethiopia and Indonesia, and Su-27SKs have since 1998 been produced as the F/J-11 in China under licence in accordance with intergovernmental agreement. The first licensed-production plane, assembled in the town of Shenyang, was flight tested on 16th December 1998.
As a baseline design, Su-27 had a high reconfiguration potential, which allowed the Design Bureau to start work on enhanced versions.

Su-27

Lịch sử Su-30MK xuất khẩu
Negotiations with India *****pply Su-27 type fighters started in 1994. The Design Bureau commenced work to develop a Su-30-based plane for India''s Air Force in 1995. A.F. Barkovsky was appointed chief designer of the project. On 30th November 1996 an intergovernmental agreement was made for phased development and delivery to India of 8 Su-30K two-seat fighters and 32 Su-30MKI multi-role two-seat fighters. The planes were scheduled for delivery in several consignments, with gradual enhancement of avionics, powerplant and weapons. The general contractors, according to a government resolution, were:
- for aeroplane development: Sukhoi Design Bureau OJSC (now JSC),
- for aeroplane production: Irkutsk Aircraft Production Association (IAPA, now Irkut Corporation).
Two prototypes were built by the Design Bureau in 1995-1998. The first prototype, Su-30I-1, was based on the Su-30 production version, the prototype completed in the spring of 1997. The first flight was performed by test pilot V.Yu. Averyanov on 1st July 1997. In July 1997, the Design Bureau launched a programme to test the plane jointly with SPFC of the Air Forces.
The aircraft has been in production in Irkutsk since 2000. The first pre-production plane was flight tested at the plant by V.Yu. Averyanov on 26th November 2000. The first three pre-production Su-30MKIs were handed over to the Design Bureau and have been used along with prototypes in the joint-testing programme with SPFC of Air Forces.
In accordance with the terms of the contract, the Su-30MKI planes were to be tested and delivered in 3 stages. The first delivery of 10 Su-30MKIs to the Customer took place in 2002; the second batch of 12 aeroplanes, in 2003. By 2004, the Su-30K and Su-30MKI planes had been put into service with two squadrons of India''s Air Force.
The Su-30MKI?Ts distinctive features:
- for the first time in the world, a production aircraft has an engine with thrust vector control (AL-31FP, developed by the RDC named after A. Lyulka), and a remote control system integrated into a single control loop. Taken together, this renders the Su-30MKI extremely manoeuvrable;
- for the first time in the Design Bureau''s history, a plane features a large-scale integration of avionics systems of foreign and domestic origin. The Su-30MKI has an "international" avionics portfolio, including as it does systems and units made by 14 foreign firms from 6 countries of the world.
- For the first time in the world, a production plane has a radar with PAA ("Bars" developed by the Scientific Research Institute of Instrumentation Technology). Moreover, the plane has a new ejection seat, the K-36D-3.5, and a number of other innovative systems of domestic origin.
- The ADO line-up has been significantly upgraded with the ad***ion of the RVV-AYe air-to-air guided missile, Kh-29L/T/TYe, Kh-31A/P, Kh-59M air-to-ground missiles, and KAB-500 and KAB-1500 guided bombs.
The Su-30MKI programme has for the first time in Russian history showcased a new model for military-technical cooperation incorporating all types of long-term cooperation currently practised in the world such as:
- delivery of the first consignment of products in the baseline version (Su-30K),
- joint R&D to produce an upgraded version (Su-30MKI),
- granting the customer a licence to manufacture with subsequent replacement of Russian-made components with those of foreign origin (in December 2000, a contract was signed to sell to India a licence to manufacture 140 Su-30MKI planes of the final delivery group),
- upgrading of the planes from the first deliveries to the technical status of the final delivery group,
- setting up of a joint technical service centre for aftersales maintenance of the equipment supplied,
- using the «export beachhead» to expand into the regional market (in 2003, a contract was made *****pply Su-30MKM planes to Malaysia).
Su-30MKK

The Design Bureau started work to produce a Su-30-based two-seat attack aircraft designated Su-30MKK for China''s Air Forces in 1997, A.I. Knyshev having been appointed chief designer of the project. Under the contract, the Komsomolsk-on-Amur production plant (KnAAPO) was named as the general contractor. The Design Bureau produced a detailed design in 1997-98; the prototype planes were made in Komsomolsk-on-Amur in 1998-99. The new version of the two-seater was based to a great extent on the design solutions adopted for the Su-27SK and the single-seat fighter Su-27M. As a result, the Su-30MKK incorporated, for all intents and purposes without any redesign, the Su-27M''s centre wing section, wing panels, air intakes, tail beams, fins and landing gear and the Su-27SK''s tail-end fuselage assemblies. This way, the design scope was reduced dramatically, without any new components required for building the aircraft except for the nose. Besides, the production plant had already gained experience in setting up production of a two-seat trainer at the beginning of the ''80s.
The first prototype was built in the spring of 1999, the Su-30MKK-1 having been taken off the ground for its maiden flight on 20th May 1999 by test pilots I.Ye. Solovyov (Design Bureau) and A.V. Pulenko (KnAAPO). The first four pre-production planes were handed over to the Design Bureau for testing. The testing was conducted jointly with SPFC of the Air Forces in 1999-2001, with the first 10 production Su-30MKK planes delivered to the customer in December 2000.
Su-30MKK design highlights:
- The plane features upgraded equipment of Russian manufacture, which includes a new version of radar with target designation and mapping capabilities; OSTS with target illumination using a laser beam; a GPS system, and a coloured multi-function LCDs in the ****pit, etc.;
- The ADO line-up has been upgraded with the ad***ion of RVV-AYe air-to-air guided missile; Kh-29L/T/TYe, Kh-31P, Kh-59M air-to-ground missiles; and KAB-500 and KAB-1500 guided bombs. The Su-30MKK has been used as a platform to produce an upgraded version, the Su-30MK2, which differs from the parent version in its weapons and equipment systems configuration; planes of this type were been supplied to China in 2003. In ad***ion, Su-30MK type aeroplanes were supplied to Indonesia in 2003.

Su-30

Thêm thhông tin về Su-30
Aircraft performance :

Takeoff weight:
- normal (including rockets 2xR-27R1 + 2xR-73E, 5270 kg fuel), kg 24,900*
- maximum, kg 34,500
- max, kg 38,800
Maximum landing weight, kg 23,600
Max landing weight, kg 30,000
Maximum internal fuel, kg 9,640
Normal internal fuel, kg 5,270
Maximum ordnance, kg 8,000
Service ceiling (without external ordnance and stores), km 17.3
Maximum flight speed at sea level (without external ordnance and stores), km/h 1,350
Max Mach (without external ordnance and stores) 2.00 (1.9**)
G-limit (operational) 9
Maximum flight range (with rockets 2xR-27R1, 2xR-73E launched at half distance):
- at sea level, km 1,270
- at height, km 3,000
- with one refuelling (at 1.500 kg fuel remaining), km 5,200
- with two refuellings in flight, km 8,000
Maximum airborne time (pilot-dependent), hours 10
Takeoff run at normal takeoff weight, m 550
Landing run at normal landing weight (with braking parachute), m 750
Aeroplane dimensions:
- length, m 21.9
- wingspan, m 14.7
- height, m 6.4
Crew 2
In-flight refuelling system
Maximum flow rate (at entry pressure of 3.5 kg/cm 2), l/min 1,100
Powerplant
Number and type of engines 2 x AL-31F (2 x AL-31FP***)
Thrust in afterburner, kgf 12,500 -2 %
Avionics
1. Fire control system
1.1. Air-to-air fire control system
1.1.1. Search and track radar
1.1.2. IRST and laser rangefinder
1.1.2.1. Optical search and track station
1.1.2.2. Helmet-mounted target designator
1.1.3. Wide-angle HUD
1.1.4. IFF system interrogator
1.2. Air-to-surface fire control system
1.2.1. Coloured multi-purpose LCD indicators
1.2.2. Onboard digital computer
1.2.3. GPS satellite-based navigation system
1.2.4. Weapons control system
2. Aeroplane remote control system
3. IFF system transponder
4. Antenna feed system
5. Flight navigation system
5.1. Digital computer
5.2. Attitude and heading reference system
5.3. Short-range radiotechnical navigation system
5.4. GPS system
5.5. Autopilot system
5.6. Altitude and speed data processing and display system
5.7. Air data system
6. Electronic countermeasure equipment
6.1. Radar warning receiver with an expansion block
6.2. Chaff and heat flare dispenser
6.3. Radio jamming transmitter (in pod)
7. Communications system
7.1. VHF and UHF band communications transceiver
7.2. VHF and UHF band communications transceiver
7.3. SW band radio communications transceiver
8. Onboard automatic control system
8.1. Integrated onboard control and crew warning system
8.2. Flight information recording equipment
8.3. Onboard emergency situation warning equipment
9. Video recording system
9.1. Onboard video recorder
9.2. Forward vision video camera
9.3. Video controller
10. Aircraft responder
11. Telecommand homing system
12. Pod-type IRST and laser rangefinder
Limits
Aircraft limit:
- SLL, hours 3,000
- to first overhaul, hours 1,500
- service life, years 25
Engine and outboard accessory-gearbox life:
- to first overhaul, hours 500
- service life limit, hours 1,500
*May vary depending on the equipment configuration installed upon customer''s request
**With canard surfaces installed
***With thrust vector control engine installed
Armaments :
1. Guns Onboard 30mm gun with 150 rds
2. Guided air-to-air missiles R-27R1(ER1) R-27T1(ET1) R-27P(EP) R-73E RVV-AYe
3. Guided air-to-surface missiles Kh-59ME Kh-31A, Kh-31P Kh-29T(TYe), Kh-29L
4. Guided bomb units KAB-500KR, KAB-500OD KAB-1500KR, KAB-1500L
5. Air bombs FAB-500T BETAB-500ShP ODAB-500PM OFAB-250-270 OFAB-100-120 P-50T Incendiary bombs
6. Cluster bombs RBK-500 SPBE-D
7. Unguided missiles S-8KOM, S-8OM, S-8BM S-13T, S-13OF S-25OFM-PU
8. External fuel tanks N/a
9. Suspension points 12

Ngồi buồn buồn tôi vào website của công ty Sukhoi để xem và thấy một số những con số về Su-30MK như sau : Tốc độ tối đa khi bay ở trần bay cao và không mang vũ khí hoặc thùng nhiên liệu bên ngoài là 2M , nếu máy bay có gắn thêm đôi cánh nhỏ trước đầu máy bay thì tốc độ chỉ đến 1,9M . trọng lượng tối đa khi cất cánh là hơn 38 tấn và động cơ là 2 máy AL-31F máy có lực đẩy tối đa là 12,5 tấn cho mổi máy . Như vậy động cơ của Su-30 là yếu so với trọng lượng tối đa của máy bay . Bây giờ tôi mới hiểu vì sao Hàn Quốc loại Su-35 ra khỏi vòng thi ngay từ đầu .
Aircraft performance
Takeoff weight:
- normal (including rockets 2xR-27R1 + 2xR-73E, 5270 kg fuel), kg 24,900*
- maximum, kg 34,500
- max, kg 38,800
Maximum landing weight, kg 23,600
Max landing weight, kg 30,000
Maximum internal fuel, kg 9,640
Normal internal fuel, kg 5,270
Maximum ordnance, kg 8,000
Service ceiling (without external ordnance and stores), km 17.3
Maximum flight speed at sea level (without external ordnance and stores), km/h 1,350
Max Mach (without external ordnance and stores) 2.00 (1.9**)
G-limit (operational) 9
Maximum flight range (with rockets 2xR-27R1, 2xR-73E launched at half distance):
- at sea level, km 1,270
- at height, km 3,000
- with one refuelling (at 1.500 kg fuel remaining), km 5,200
- with two refuellings in flight, km 8,000
Maximum airborne time (pilot-dependent), hours 10
Takeoff run at normal takeoff weight, m 550
Landing run at normal landing weight (with braking parachute), m 750
Powerplant
Number and type of engines 2 x AL-31F (2 x AL-31FP***)
Thrust in afterburner, kgf 12,500 -2 %
http://www.sukhoi.org/eng/planes/military/su30mk/lth/

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Mig-29 là máy bay loại nhẹ chứ. Hơn nữa lkhi so sánh là với loại Su-27 cũ khi mà Mig-29SMT đã trang bị ra đa mới mà bây giờ mới trang bị cho Su-27
MiG-29SMT Light Multirole Fighter
The MiG-29 evolution program initiated in the late 80-s led to the creation of the aircraft distinguished from the basic version not only by noticeable improvement of the fighter main parameters as a weapons platform-carrier (longer operational range), but also by principally new features.
The most vital feature of this fighter is the capability to effectively operate against air and ground or sea surface targets with the use of high-precision air-to-surface missiles, thus making it a multirole combat aircraft incorporating in one air vehicle the qualities of air superiority fighter and tactical strike aircraft.
The weapon control system of the MiG-29SMT aircraft is built around the ZHUK-ME advanced multimode radar developed by the PHASOTRON-NIIR Moscow-based company.
The integrated system incorporates a digital top-level computer system based on the principles of open architecture with use of multiplex data buses, meeting the MIL-STD-1553B requirements, and new information-control system employing full-color large-format liquid-crystal displays, measuring 152 x 203 mm (6 x 8 inch). The displays are developed by the Ramenskoye instruments design bureau (city of Ramenskoye, Moscow region).
The HOTAS concept is fully realized in the MiG-29SMT ****pit; the pilot controls the aircraft, performs targeting and launches weapons without removal of hands from the control stick and throttle control lever.
The MiG-29SMT aircraft six underwing and one ventral store stations can carry up to 5000 kg of external load, including the R-73E agile air-to-air missiles with a combined gas-aerodynamic control system and IR seeker with a wide off-boresight angles range, the RVV-AE medium-range air-to-air missiles with an active radar seeker and the R-27R1/ER1 medium-range air-to-air missiles with a semi-active radar seeker.
In operation against ground and sea surface targets, the MiG-29SMT is able to effectively use contemporary high-precision weapons: the Kh-29T(TE) air-to-surface missiles with a TV seeker, the Kh-31A antiship missiles, the Kh-31P antiradar missiles, the KAB-500KR guided bombs with a TV seeker and powerful warhead.
The MiG-29SMT aircraft features:
· Longer range and flight endurance;
· High combat effectiveness;
· Superb agility;
· High reliability and flight safety;
· Easy operation and reduced DOC, up-to-date logistic support;
· Advanced architecture of ****pit avionics and information control system, HOTAS;
· Integrated fire-control system consisting of upgraded radar fire-control system built around the ZHUK-ME advanced radar boasting longer operating ranges, multichannel firing and up-to-date air-to-surface modes, and of IR search and track system and helmet-mounted sight;
· Up-to-date navigation, radio communication, electronic countermeasures, monitoring and recording systems as well as optronic and reconnaissance pods;
· Modified weapon system including the RVV-AE, R-27ER1, R-27ET1, R-27R1, R-27T1, R-73E air-to-air missiles, the Kh-31A, Kh-31P, Kh-29T (TE), Kh-29L air-to-surface missiles, the KAB-500KR (OD), KAB-500L guided bombs, rockets, free-fall bombs and the GSh-301 built-in gun.
Options
- the MiG-29 aircraft basic version can be upgraded to the MiG-29SMT level;
- the upgraded aircraft can be equipped with avionics and armed with weapons of non-Russian origin.
Performance data:
Takeoff weight, kg
- normal 17 000
- maximum 22 000
Engine type/thrust with A/B ON RD-33 ser.3/2.8300
Maximum operational g-load 9
Maximum airspeed, km/h
- at altitude 2 400
- at S/L 1 500
Service ceiling, m 17 500
Operational range, km
- on internal fuel/with 3 fuel drop tanks 2 100/>3 000
- with 3 fuel drop tanks and in-flight refueling >6 000
Maximum weapon load, kg 4 500
Được gulfoil sửa chữa / chuyển vào 12:27 ngày 31/07/2005

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Các bạn nói nhiều về Mig-31, bạn huyphuc có nhiều ý tưởng đúng có lẽ còn nhiều bí mật của Mig-31 cải tiến mà Nga vẫn dùng mặc dù lý ra phải dùng Mig-39 rồi
http://www.answers.com/main/ntquery;jsessionid=a4drr1flr1l6a?method=4&dsid=2222&dekey=Mikoyan-Gurevich+MiG-31&gwp=8&curtab=2222_1&sbid=lc04b&linktext=Mikoyan%20MiG-31
The MiG-31 was the world''''s first operational fighter with a phased array radar, the extremely powerful Zaslon S-800. Its maximum range against fighter-sized targets is approximately 200 km (125 mi), and it can track up to 10 targets and simultaneously attack four of them with its R-33 (AA-9 ''''Amos'''') missiles. It is claimed to have a limited astern coverage (perhaps the reason for the radome-like protuberance above and between the engines) The radar is matched with an infrared search and tracking system (IRST) in a retractable undernose fairing. Up to four MiG-31s can coordinate via datalink, spaced up to 200 km (125 mi) apart to cover a wide swath of territory. The radar is controlled by the backseater, whose ****pit has only two small vision ports in the sides of the canopy, limiting visibility.
The MiG-31M/MiG-31D/MiG-31BS-standard aircraft have an upgraded Zaslon-M with greater detection range (said to be 400 km (250 mi) against AWACS-size targets) and the ability to attack six targets simultaneously. The back-seater''''s controls are replaced with modern multi-function displays (MFDs). ECM capability is also upgraded, with new ECM pods on the wingtips.
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Several other variants have been developed, including a dedicated anti-satellite missile carrier (the MiG-31D), a similar satellite-launching aircraft (MiG-31A), a proposed multi-role version (MiG-31F), and a downgraded export version (MiG-31E), but most have not been built in any quantity, if at all.
Được gulfoil sửa chữa / chuyển vào 15:18 ngày 31/07/2005

Lại bàn về Optronic như rađa thụ động đánh tàng hình
Được gulfoil sửa chữa / chuyển vào 17:45 ngày 31/07/2005

Mig-31 xuất khẩu - Chúc vui
MiG-31FE FoxHound
multipurpose frontline fighter
In 1995, at the 41st International Air Show in Le Bourget, the MiG Aircraft Scientific and Production Complex (MiG ANPK) presented yet another MiG-31 derivative design - the MiG-31FE multipurpose frontline fighter featuring an improved weapons suite and new avionics. Such an aircraft is supposed to operate the majority of the air-to-surface missiles currently in service with the Russian Air Force (RusAF). The Kh-31P and Kh-25MP missiles are to become the main ground radar killers while the Kh-31A anti-ship active radar homing missiles will engage naval surface targets. Tactical air-to-surface guided weapons are going to include two Kh-59M missiles or three Kh-59 TV command guidance missiles or three lighter Kh-29L/T missiles. Instead of the missiles the aircraft can carry smart bombs - three KAB-1500L/TKs or 8 KAB-500Kr bombs - should the need arise. The laser and TV equipment of the air-to-surface weapons control system will be accommodated in an external pod. The maximal warload weight is to reach 9,000 kg (6 FAB-1500 bombs).
To kill aerial targets, the MiG-31FE will further operate the Zaslon radar, long-range missiles R-33, the RVV-AE medium-range missiles and R-73 short-range missiles. With a mixed variant of armament, the aircraft will carry both types of the weapons (for example, four Kh-31s and four RVV-AEs), with belly-mounted air-to-surface missiles and the air-to-air missiles mounted under the wings. As to the configuration, design and power plant, the MiG-31FE differs but slightly from the series MiG-31 aircraft. The MiG-31FE maximal take-off weight grew up to 50 tonnes, the range in a subsonic mode is 2,500 km (with external fuel tanks - 3,000 km), in a supersonic mode - 1,200 km. At the customer''s request, there can be western weapons and avionics installed and integrated with the Russian systems.
The machine created with a sight on export, has drawn attention of the Russian air forces and the majority the MiG-31 will be modernized in the MiG-31BM.
Description
Design MiG ANPK
Type MiG-31FE
NATO code name Foxhound-B
Function multipurpose frontline fighter
First flight 1998 (?)
Crew 2
Dimensions & Weight
Length, m 22,69
Overall height, m 6,15
Wing Span, m 13,46
Wing Area, m2 61,6
Max. take-off weight, kg 50000
Max. warload, kg 9000
Power-plant
Engines 2 Turbofan D-30F6
Thrust, kgf (kN) max -
in afterburner 15500
Performance
Speed, km/h (M=)
max at altitude 17500 m 3000 (2,83)
max at ground level 1500
Max g-load 5
Range, km subsonic 2500
subsonic with drop tank 3000
supersonic (o=2,35) 1200
Armament
Missiles AA
R-33E 6 (160km)
RVV-AE 4
R-40TD 2 (80km)
Missiles AS
Kh-31P, 31A 6
Kh-25MP, -25MPU 6
Kh-59, Kh-29L/T 3
Kh-59M 2
Bomb KAB-1500 3
KAB-500 8
FAB-1500S 6
R-33E
R-40