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S-1 front-line fighter prototype

May 14, 1953 P.O. Sukhoi was appointed Chief Designer of OKB-1. The main task of OKB-1 at that time was to copy the American Saber fighter, but on August 5, 1953 a new government decree was signed, according to which Sukhoi was charged with creating two completely new types of fighter. Thus, 1953 was the year of the revival of Design Bureau P.O. Dry. Immediately after the publication of this “fateful” decision in OKB-1 from other related MAP organizations, a whole series of his colleagues in OKB-134 stretched to their former leader. The middle ones were: A.S. Voskresensky, N.S. Dubinin, E.A. Ivanov, N.P. Polenov, I.I. Tsebrikov, E.S. Felsner, V.A. Alybin, K.A. Kuryansky and others.

In November 1953, OKB-1 was transferred as the production base to the territory of the former plant No. 51 on the Khodynsky field. In December 1953, the relocation was completely completed, and from January 1954 the Design Bureau received its new official name - “State Union Plant No. 51” (PO Box 2325), thus becoming “de jure” an involuntary successor to the glory of the “King of Fighters” N.N. Polikarpova.

The development of a new generation of fighters and interceptors was set by several resolutions of the USSR Council of Ministers back in 1953. The tasks were set by two design bureaus: A.I.I. Mikoyan and restored shortly after the death of I.V. Stalin OKB-51 P.O.Sukhoi. Returning to active work in the rank of chief designer, P.O. Sukhoi also did not begin to exchange for trifles and laid down four parallel projects, or rather, two vehicles - a fighter and an interceptor, each in two versions - with an arrow-shaped (series "S") and a triangular (series "T") wing (interestingly, that later, in OKB-51, apparently, they preferred to forget about the "deep" sense of these lettering, so later the T-8 (Su-25) and T-10 (Su-27) did not appear with triangular wings). Structurally, all four machines were united by a single power plant, based on the use of the powerful AL-7F gas turbine engine, the development of which was carried out in OKB-165 A.M.Lulka.

Since 1954, the Design Bureau has fully launched planned work on two new topics, which over the next ten years became the main ones for the entire design bureau staff. During this time, two main types of aircraft were designed, tested, put into production and adopted for service, which became the first-born of the design bureau after its revival. The S-1 front-line fighter, prototype of the serial Su-7, on the basis of which, in turn, a whole family of Su-7B-type fighter-bombers was created. Serial production of these aircraft lasted more than 15 years, more than 1800 aircraft were produced, including exported to 9 countries. And the T-3 fighter, prototype of Su-9 and Su-11 interceptors, which were also produced in a series that exceeded the mark of 1,100 units. In the 60s, this type of aircraft was the fastest and highest altitude combat aircraft in the USSR and remained in service with air defense forces until 1980.

In all there were five S-1 prototypes to permit investigation of various airframe configurations and armament fits. Prototype front-line fighter, factory designation S-1 first flight took place on September 7, 1955, test pilot A.G. Kochetkov. The aircraft passed factory tests in 1955-56, and state tests - in 1956-57. And in 1957, it was launched into series production under the designation Su-7.

The Presidium of the Council of Ministers of the USSR of May 29, a draft government decree "On the creation of new high-speed front-line fighters with swept and triangular wings" was prepared, the second paragraph of which was to "allow the Ministry of Defense Industry (D. F. Ustinov ) and to the chief designer P.O. Sukhoi to design and build a single-seat experimental fighter with a triangular cr with a turbojet engine A.M. Cradles with a thrust of 10,000 kgf (with afterburning). ”

The aircraft was supposed to have the following data: maximum speed - 1850-1900 km / h, climb time of 15,000 meters - 2 minutes, range without hanging tanks with a navigation reserve of fuel at an altitude of 13-15 km - 1400 km, and take-off / run length - 350 -400/850 meters respectively. At the end of flight tests, it was prescribed to submit a proposal to the Council of Ministers of the USSR on the construction of a military front-line fighter with a triangular wing. But the adoption of this document was delayed. On June 15, another event occurred that was inextricably linked with future Su-7 and Su-9 fighters. on that day, a government decree 1511-599 was signed on the design and construction of the as-yet AL-7 afterburner with a maximum thrust of 7,700 kgf (nominal thrust - 6,500 kgf, cruising - 4,000 kgf). The engine was ordered to be presented at a 100-hour bench test in March 1954. In the fall of 1953, they again organized their ministry for the aviation industry, and in October the former plant 51 was handed over to the design bureau, before which it was a branch of the pilot plant 155 Design Bureau A.I. Mikoyan.

Then at the Sukhoi Design Bureau and began work on the design of supersonic fighters, as they say today, the second generation. The most sore spot of promising fighters of those years was the wing. Within the walls of the “trendsetter” of Soviet aviation, TsAGI still argued which wing is better for flying at high supersonic speeds: swept or rhomboid, which quickly transformed into a triangular one. It came to the point that the researchers themselves did not believe the results of experimental studies in wind tunnels. Only practice could resolve the dispute. In fairness, it should be noted that at the same time in OKB-155 under the direction of A.I. Mikoyan began to create fighter aircraft of the "E" family, and also with a triangular wing. The only difference is that a government decree regarding Sukhoi Design Bureau was signed on August 5,

As follows from the government document, the requirement for the machine specified. So, its speed was supposed to be in the range of 1900-1950 km / h, the range was reduced to 1600 km, the ceiling - 19-20 km. The take-off run was prescribed to be reduced to 350 meters when working in afterburner mode and 500 meters at maximum. The aircraft was to be operated from unpaved airfields. The composition of the weapons remained the same. In addition, it was noted that the aircraft had to allow a steady sheer dive when applying brake flaps from all flight altitudes and allow a turn in this mode. No competition was announced as such, but the spirit of competition was felt. True, the aircraft were developed in different weight categories, and this subsequently played a positive role.

Since TsAGI was not yet ready to offer the designers an aerodynamic layout of the bearing surface of such a promising shape, in both design bureaus, in order not to waste time, they began to develop airplanes with swept wings, the aerodynamics of which had been sufficiently studied by that time. By the way, by MAP order of January 25, 1954, OKB-1 and the experimental plant were renamed the State Union Experimental Plant ^ 51, subordinating it to the 7th head of the ministry. The first instance of the aircraft was ordered to be built with three, and the second with two 30 mm cannons. The front-line fighter, designated C-1, should have been handed over to the customer for state tests in May 1955. The design work of the S-1 machine in OKB-51 was led by E.S. Felsner, and his first sketches were made in a general brigade led by E. Adler. But in 1955, Adler returned to A.S. Yakovlev, and the further design of the S-1 took place under the guidance of A.M. Polyakova.

The conceptual design of the S-1 front-line fighter was defended already in November 1953, and in February of the following year, its layout was presented to the customer. Six months later, his version of the interceptor, which took place under the designation S-3, which remained on paper, was also considered. For 1953, when the MiG-17 was considered the fastest domestic aircraft, the S-1, as well as the E-2 of Artem Mikoyan, was a bunch of new aircraft industry. These included a wing with a sweep of 60 along the line of foci (63 degrees along the leading edge), a fully rotatable horizontal tail, an adjustable air intake device with a central body (cone). For its first time, milled main power frames and wing beams from large forgings were used in its design, followed by transition to stamping with minimal tolerances.

But the AL-7F turbojet engine with an estimated thrust of 10,000 kgs afterburner developed in OKB-165 under the direction of A.M. Cradles. To match it were a hydraulic system with an unprecedented pressure of 210 kg / cm, and an irreversible booster control system for the aircraft, and an ejection seat, also developed in the Design Bureau P.O. Dry. By the way, subsequent tests of the ejection seat of the Sukhoi KS-1 showed that it provided a safe emergency exit of the aircraft at a speed of 2000 km / h in the altitude range from 150 to 15,000 meters. In the rear of the fuselage to reduce mileage placed a brake parachute.

There were so many innovations that the aircraft was highly likely to be in the category of experimental ones. But the party and the government of the Soviet Union said "necessary", and the aircraft was created in an unprecedentedly short time. True, the euphoria after the first flight quickly passed, since it took more time to finalize the engines and all C-1 systems, which continued during its mass production, than to design it. Experimental S-1, with an AL-7 engine without an afterburner, was built in June 1955, and the following month was transported to the LII aerodrome. Engineer V.P. Balueva, and test pilot A.G. Kochetkova from the Air Force Research Institute, as there were no pilots at OKB yet. The tests began on July 27, when the first taxiing was completed on the plane, and on September 7, the aircraft for the first time overcame gravity.

And the following happened. “For a very long time,” said Andrei Grigoryevich, “the leadership of the ministry did not dare to give the go-ahead for the first flight. This can be understood: the plane seemed very unusual. And with us everything was already prepared for the first flight, all that was left was to run the flight with the approach to the minimum height, tear the plane off the ground by half a meter, hold it at that height for one or two seconds, and then release the brake parachute and, turning on the wheel brakes, stop the plane . They decided to carry out an approach on the evening of September 7, after the end of other flights, when the airfield was empty. Flights stopped, I taxied to the start. He gave full speed to the engine, accelerated the aircraft to the speed of separation, tore it from the strip. And then ... instead of a small gap from the strip, the plane itself rose to a height of at least 15 meters. I immediately removed the engine speed, but immediately realized that the runway is no longer enough, and the plane will be broken. Instantly a decision matured: you have to save the aircraft by going into the air, taking full responsibility for the unauthorized take-off. He increased the engine speed to maximum and began to climb, made a flight in a circle and entered the landing ... ".

But for the unauthorized take-off, Kochetkov was not punished, but declared thanks and was awarded a monthly salary. It should be said that the pace of the creation of a second-generation fighter in OKB A.I. Mikoyan was higher, and the E-2 took off two years earlier - February 14, 1954. True, there was an abnormal engine on it, and there were problems with the aerodynamics of the wing. The first thing on the plane was finalized the bearing surface by installing aerodynamic partitions (ridges). In this form, the aircraft, designated E-2A, took off in February 1956. Since the aerodynamic layout of the wing depended largely on the TsAGI specialists, it is very likely that the experience of the Mikoyanovites was quickly transferred to the S-1 wing, and this accelerated its testing.

For eight months, Kochetkov had a little more than ten flights on the S-1. In the spring of 1956 he was recalled to the OKB S.A. Lavochkin for testing no less unprecedented aircraft "250", nicknamed "Anaconda." Then, on the recommendation of Kochetkov, the pilot of the Air Force Research Institute V.N. Makhalin, seconded to OKB-51 and set off on the first flight in a new aircraft in March 1956. He also completed factory flight tests, for which he was awarded the title of Hero of the Soviet Union in September 1957. The first stage of the S-1 factory tests was completed in January 1956 and, after replacing the engine with the AL-7F, in March 1956, flights continued.

Following the first flight instance, the second machine under the designation C-2 entered the tests. Makhalin flew around the car, and then another pilot of the Air Force Research Institute NI connected to the flights on it. Korovushkin. In flight on June 9, 1956, a speed of 2070 km / h was reached on S-1, which was 270 km / h higher than that specified by a government decree. In August of the same 1956, the government demanded that industry increase the height of combat employment of fighters. Among them was the Su-7, and it was prescribed to do this by improving the aerodynamic characteristics. During the factory tests of S-1, which ended in September 1957, 98 flights were completed, and on October 29, the aircraft flew to Chkalovskaya for state tests of the weapon system.

State tests of the S-1 with the AL-7F engine began on November 5, 1957. The leading pilot at this stage was I.N. Sokolov. In the fourth flight on November 23 at 10 hours 43 minutes, when returning to his airfield to Chkalovskaya, the plane crashed, which claimed the life of Igor Nikolaevich. The cause of the tragedy was surging engine. Apparently, the pilot fought for the aircraft to the last, but the engine could not be started, and the plane crashed two kilometers from the runway.

Later, Stepan Anastasovich Mikoyan, that day he flew on the MiG-19P as a target for checking the S-1 radio range finder, saying: “Igor made several attacks on me, then said he was landing. I asked him to come forward to try out my radar on it. “I have no time,” Igor answered in a somewhat tense voice and switched to the radio boarding channel. A little later, I also switched to this channel and immediately heard Igor say: “The engine has failed, I'm going to land.” He was close to the airfield, so he turned away from him and immediately released the chassis. When he turned back to the airfield, it turned out that heights were not enough - not enough. While in the air, I saw his plane planning over Schelkovo. Igor could catapult, but then the plane would fall on the city. To fly home and rail Igor began to enter the second runway from the Klyazma River, on the high bank of which the village of Amerevo was located. At the same time, he reduced the planning angle, but because of the increased aerodynamic drag, speed also decreased. When he reached the field, the speed was already so low that the plane did not land, but “flopped” at a high vertical speed. Seeing the landing, I still hoped that Igor was alive, but, alas ... Igor was buried in Moscow at the Novodevichy Cemetery. ”

After this tragedy, the tests were suspended until the defects of the power plant were eliminated. As it soon became clear, the culprit of the disaster was Sokolov himself, who mistakenly disabled the air bypass control system. State tests continued at P-2. Leading pilot appointed L. Fadeev. Participated in the tests and N. Korovushkin. In one of the flights, test pilot N. Korovushkin, with the permission of A. Lyulka, increased the duration of the engine and climbed to a height of 19,100 meters, which was 100 meters higher than the ceiling set by a government decree in 1953. Since October 23, 1957, the machine has been at the Air Force Research Institute to take flight characteristics, determine the controllability of the machine and test special equipment.

In 1956, in accordance with the June government decree, the aircraft under the designation Su-7 was launched into serial production at plant 126 in Komsomolsk-on-Amur. Technological preparation for the manufacture of a fundamentally new aircraft for the enterprise began next year. The work was to be carried out as soon as possible, because the government decree in 1957 ordered the construction and delivery of the first ten serial Su-7s to the customer. The new machine posed a number of complex scientific and technical tasks for the team. It was required to master dozens of new technological processes, to reconstruct the majority of production shops and sections. On the Su-7, parts made of high-strength materials were widely used, in particular, nickel-chromium steels, aluminum alloys V-95, AK4-1.

The lead copy of the Su-7 No. 0101, piloted by test pilot V.M. Pronyakin took off on March 23, 1958. However, the rush with the launch of a series of still “raw” aircraft, subsequently led to numerous improvements. As a result, the Su-7B release plans were thwarted. In 1957, only four cars were assembled, and the next year - only 19 out of 100. Only in 1959, 96 of 97 of the planned cars were handed over to the customer. Another 13 were built the following year, 1960. The first 30 fighters were handed over to the customer with AL-7F engines.