Sukhoi's T-37 and the MiG E-150 were similar, as they were designed for the same engine. The T-37 complex was intended for detection, interception and destruction of air targets - day and night, in simple and difficult weather conditions, in the range of target heights of 10-25 km and velocities of 1000-2500 km / h (by firing the fighter into the front or rear hemispheres).
The "Uragan-5[B] radar with a long range of target detection could work in the regime of survey and target tracking. The radar was combined with the system of the fire control and receiving tele-command, and also autopilot of control. The interaction of these devices was accomplished under any weather conditions and at any time of day or night. It was directed from the earth automatic flight into the assigned zone with the subsequent target lock-on by signals RLS by the fulfillment of attack with the combination of purpose with the marker of the radar sight of aircraft.
It was decided to build three aircraft in the following terms: design - May 1959, construction - November 1959, tests - April 1961. The thematic plan for 1960 provided factory tests in the second quarter of the 60th, and state - in the first quarter of the 61st. In the spring of 1959, sketch design began. For a supersonic fighter-interceptor with a turbojet engine P-15-300, a proven aerodynamic scheme of the type T-3 ... T-43 was chosen. It was an all-metal monoplane with a mid-mounted triangular wing and swept feathers, with a three-wheel retractable landing gear and an airtight cab. The design of the airframe had to withstand large predetermined speeds, climb rates, altitude and flight range with high operational overloads and high-speed heads. The desire to get the required characteristics led the developers to search and implement many original technical solutions.
The tail part of the fuselage, in which the extension pipe of the engine with the afterburner chamber and the braking parachute was located, was made for the first time in the practice of domestic aircraft construction by all-welded titanium alloys OT4, VT6 and steel. To such an innovation turned due to high temperatures on the surface of the extension pipe and afterburner.
When the T-37 was built, some changes were made to its design. In the fore part, a three-stage cone was installed, the flaps were enlarged. In the lantern, the pilot's cabin used more technologically and convenient for flow around the form. The planned air intakes for cooling the afterburner of the engine were replaced by a nozzle part of the ejector type with the flaps. With such changes, the working drawings were handed over to the OKB branch at the Aviation Plant named after A.Ya. V.P. Chkalov in Novosibirsk.
According to the schedule, by the beginning of February 1960, on the "zero" version of the aircraft, intended for static tests, it remained only to install the chassis. Staple-assembly work was carried out on a flight copy of the T-37, and at the same time production of R-38 missiles was underway.
However, on January 29, 1960, Chairman of the State Committee of the Council of Ministers of the USSR on Aviation Equipment P.V.Dementyev presented the Chairman of the Commission of the Presidium of the USSR Council on Military-Industrial Issues, D.F.Ustinov, "... a list of development of prototypes of aviation equipment that have lost relevance and subject to termination ... ". In this document, among others, the interception complex T-ZA-9 was mentioned.
And on February 5, a resolution of the Council of Ministers of the USSR was issued, according to which further work on the construction of the T-37 and missiles ceased. The plane was taken out of the stocks and cut into scrap. Separate fragments of this car were located on the territory of the Novosibirsk plant until the mid-1960s.
|Wing span, m||8.56|
|Wing area, m2||34|
|engine type||1 TRD P-15-300|
|Thrust, kgf||1 x 7600|
|Maximum speed, km/h at an altitude of 15 km, km / h (M =)||3000 [Mach 3]|
|Practical range, km|
|Practical ceiling, m||25000-27000|
|Armament:||two UR K-9-51 (P-38)|
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