Once NATO got wind of the type, it was assigned the flattering codename of "Fencer", though it was initially thought to be the "Sukhoi Su-19" - a designation which persisted through at least 1980. The first flight of the T-6-2I was held January 17, 1970. Tests of this aircraft continued 6 years, but the decision to launch a new bomber in a series under the symbol Su-24 was made in the first year of trial when it became obvious it had advantages over the T-6-1. In December 1971 Novosibirsk aviation plant flew the first production Su-24 (seventh prototype). The next year, the plant launched large-scale production of a new bomber. Since 1973 combat units started operating the Su-24, and in 1975 the aircraft was adopted by the Soviet Air Force.
In early 1974 U.S. Chairman of the Joint Chiefs of Staff Admiral Thomas Moorer made a sensational statement a new generation aircraft had appeared in the USSR in the F-111 class that NATO experts had identified as the Su-19. An article in Air University Review, May-June 1980 mentiolned "the introduction of new Soviet tactical aircraft (e.g., MiG-23/27 Flogger, Su-17/20 Fitter, and Su-19 Fencer)." Another article in Air University Review, January-February 1981, mentioned "... advances in technology are incorporated in the Su-19 Fencer, MiG-23/27 Flogger, and the Su-17 Fitter." An article in Air University Review, May-June 1981, noted that "The Soviets, in the Su-19 Fencer, have deployed an F-111/Tornado equivalent. It is a two-seat, multirole, terrain-following radar (TFR)-equipped, third-generation aircraft..."
The monograph "Defending the West: The United States Air Force and European Security 1946-1998", an official US Air Force history written in 2003, states that "The Soviets and their allies vigorously improved their capacity for close-air support by equipping air regiments with new Su-19 and MiG-27 fighter-bombers... The Soviet Sukhoi Su-19, subsequently designated the Su-24, was roughly equivalent to the F-111."
Airplanes under the symbol Su-19 were really developed in the Sukhoi Design Bureau, but work was stopped at the stage of the project. The Su-19 (T-58PS) was a proposed a deep modernization in the late 1960s/early 1970s to modernise the Su-15TM. The Su-19 would receive a new wing of ogival shape and two R-25-300 turbojet engines, as on the Su-15bis. The new wing and fuel system, would increase aircraft range and endurance. The Su-19M was to be a Su-19 with more advanced Tumanskiy R-67-300 turbofans, each producing 78.44 kN (17,637 lb) thrust, which would improve acceleration.
The development of the Su-19 fighter-interceptor began in the USSR in the late 1960s. It was created as part of the modernization of the "Su-15", but had dramatic changes, in connection with which it received a new name. The presence of "Su-19" was necessary while the fourth generation fighter "Su-27" was being created. The plane "on paper" had a length of about 20 m and a wingspan of over 10 m. With a dead weight of 16 tons, it could carry 4.5 tons of combat load. "Su-19" was supposed to be equipped with two turbojet installations "R-67-300" with a total thrust of almost 15 tons. When equipped, it was capable of flying at a speed of 2,400 km / h over distances of up to 1,500 kilometers; flight altitude reached 20 kilometers.
In general, the fighter could spend up to two hours in the air without landing. The crew of the car was supposed to consist of one person. It was planned to place a 30-mm GSh-30 cannon onboard as a weapon. In addition, the aircraft had six missile suspension points under the wing and two under the fuselage. If necessary, an additional fuel tank could be attached to them.
The Su-19 was to be equipped with R-27ER, R-27ET and R-60 medium and short-range missiles. In the wind tunnels of TsAGI, blowing was carried out for models with various ogival-type wings, which showed excellent prospects. Flight tests of the modernized Su-15 were planned to begin at the end of 1973. The plane was supposed to have a "modern" radar "Purga", which could detect the enemy flying from below, against the background of the earth. However, in the end, the radio industry refused this work, in connection with which the Su-19 remained on paper. Thus, the most advanced modification of the Su-15 was the Su-15TM.
Another [unrelated] "Su-19" was the design Sparky (working title Su-19U, 52U-S code). Design work on the creation of training and combat aircraft based on the Su-17 were carried out in the bureau since 1971. Work intensified in 1973, when it became clear that the line of development of the Su-17 has led to the creation of aircraft that are significantly different from the original Su-7B. Sparky was carried out in parallel with the bureau work on the new version of combat aircraft (Su-19, code S-52), implying that the basic design solutions for both aircraft will be maximally unified. In terms of a constructive major innovation was to change the layout head of the fuselage (FNS) with the cockpit due to the downward deviation of the FNS axis. This innovation provided a significant improvement in the pilot survey in the direction of forward and down as links to poor visibility from the cockpit was one of the major limitations of the Su-17. In 1974 Sparky Su-17 was officially named Su-17U(UM).
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