Sukhoi T-43 prototype
On April 16, 1958, a new decree of the Council of Ministers of the USSR was published, which finally determined the fate of the aircraft. Now it was planned to create, on the basis of the T-3, not just an air defense fighter, but an interception complex, including the ground-based Air-1 guidance and control system and the interceptor itself, equipped with a radar and missile weapons. The decree set the creation of two versions of the interception complex: T-3-51, which included a T-3 carrier aircraft with radar TsD-30 and four U-type K-5M; T-3-8M with a T-3 aircraft equipped with an Orel radar and two K-8M missiles. OKB-51 was determined as the lead developer of both complexes, at the same time he was tasked with creating a combat training version of the T-3 aircraft. Work on the subject of K-6 and K-6V missiles was closed. This decision allowed for the implementation of a consistent, as each of the complexes, introducing them into the series. First, the simpler - with the TsTS-30 radar, and then the more advanced - with the Orel radar. However, in practice, testing and development of both systems in 1958-1960. walked in parallel, and for the convenience of presentation, we consider them separately.
Work on the T-3-51 complex went to the Design Bureau under the previously adopted T-43 index. The decree established a rather tight deadline for transferring the aircraft for state testing — the third quarter of 1958. Moreover, in connection with the particular importance of the issue, for the first time in the USSR 6 flight copies of the aircraft were presented at the GI, and not 2, as was previously accepted. In addition to the already existing experimental T-43, it was planned to finalize another 5 vehicles from the number of the first production T-3s (PT-8), and for acceleration it was decided to convert 2 aircraft into an experimental design bureau, and 3 directly in Novosibirsk. They decided to equip them with new KS-2 ejection seats, the factory tests of which were successfully completed in March 1958. The seats had more reliable hand spread limiters, which made it possible to increase the maximum instrumental ejection speed from 850 to 1000 km / h.
In addition to the radar, in the nose of the interceptor installed the onboard part of the Lazur (ARL-S) guidance equipment from the Air-1 system kit. For installation on an interceptor, K-5MS missiles were adopted, which together with the TsD-ZOT radar constituted the K-51 (S-2US) weapon system. These URs were the development of the K-5 (RS-1U) and K-5M (RS-2U) missiles. They had a simple radio beam guidance system. After detecting a target on the radar screen, the pilot needed, while controlling the aircraft, to bring its mark to the center of the indicator, i.e. combine the longitudinal axis of the aircraft with the direction to the target. Then it was necessary to put the station into capture mode and after reaching the distance to launch a target hit, the pilot needed to keep it in the irradiation zone, keeping the direction of the longitudinal axis of the aircraft at it. The missile was held on the trajectory by guidance commands, tracking the axis of the radar pattern.
The capabilities of the radar and missiles provided an attack on the target only in the rear hemisphere. K-5MS itself was made according to the aerodynamic design of the weft, the engine nozzles went to the sides, because in the tail of the rocket mounted guidance system equipment. The missile had a high-explosive fragmentation warhead weighing 13 kg and a non-contact radio fuse. For the suspension and launch of missiles on the wing of the interceptor were mounted 4 fixed pylons with launching devices. The missile had a high-explosive fragmentation warhead weighing 13 kg and a non-contact radio fuse. For the suspension and launch of missiles on the wing of the interceptor were mounted 4 fixed pylons with launching devices. The missile had a high-explosive fragmentation warhead weighing 13 kg and a non-contact radio fuse. For the suspension and launch of missiles on the wing of the interceptor mounted 4 fixed pylons with launching devices.
The aircraft developed by OKB received the designations T43-2 and T43-6, and in Novosibirsk - T43-3, T43-4 and T43-5. The T43-2 aircraft was converted from the serial PT-8 01-03-03, which arrived from the 153 plant in early February 1958. Until the end of May, test pilot V.N. Ilyin performed the first 3 flights under the factory test program. Almost at the same time, the first car was prepared in Novosibirsk (serial -01-05). Test pilot LII V.M. Pronyakin arrived from Moscow for her flight. During the acceptance tests, the pilot pilot T.T. Lysenko performed the familiarization flight on the plane for the first time. In June, V.M. Pronyakin overtook the car in Moscow, where it was connected to factory tests. The industry leadership, concerned about meeting deadlines, only four times during the period from May to August 1958.
In the summer of 1958, another important problem was solved: to combat surging, at the suggestion of aerodynamics OKB-51 on the experimental T43-1 in the air channel, the so-called sash bypass. The decision turned out to be so successful that the leadership of the aviation industry instantly ordered to introduce it on the Su-7 and MiG-21F. In July, T43-6 was prepared for testing, and in August, T43-4 and T43-5. Thus, by the deadline for the completion of the factory stage of testing and transferring the aircraft to the GI, all 6 experimental T-43s were in operation, and on August 30 the chairman of the State Aviation Technical Commission (State Committee on Aviation Engineering. That was the name of the Ministry of Aviation Industry from 1957 to 1965) P.V.Dementyev in a letter addressed to the Commander-in-Chief of the Air Force Marshal of Aviation K.A. Vershinin officially presented the T-3-51 complex for state tests.
However, it was not possible to start the tests immediately, because Design Bureau and engine operators had to eliminate the shortcomings identified during the acceptance of the machines for almost 3 months. During this period, the first crash on T-3 aircraft occurred. On October 20, in Novosibirsk, when a factory pilot VV Proveshaev performed a control flight on a serial interceptor in the T-47 layout, the engine stalled due to the destruction of the radar fairing. After unsuccessful launch attempts, the pilot tried to land the plane in the field, but died on landing. The state tests began on December 3, 1958, and were carried out in 2 stages: the 1st (stage of the General Designer) lasted until May 1959, the 2nd (stage of joint tests) - from June 1959 to April 1960. Flights were performed by pilots OKB-testers: V.S. Ilyushin, A.A. Koznov, L.G. Kobishchan, E.S. Soloviev, N.M. Krylov and GK NII VVS: G.T. Beregovoi, N.I. Korovushkin, L.N. Fadeev, B.M. Adrianov, V.G. Plyushkin and S.A. Mikoyan. Tests of the aircraft were quite difficult. Affected by the novelty of technology, the undeveloped design of individual systems and assemblies, including the power plant and the air intake control system. There were frequent cases of surging during throttling of the engine at numbers M> 1.8 and when climbing over 15000 m and numbers M> 1.5.
To combat these phenomena since January 1959 on all tested aircraft, the cone stroke was increased from 215 to 230 mm and an electromechanical control system for the ESUV-1 air intake was installed after successfully testing it on the T43-1. This system provided continuous cone position control over the entire range of flight modes. At subsonic speeds, he was in the fully retracted position, and at supersonic he advanced gradually, providing an optimal arrangement of shock waves. There were no longer any cases of surging in the air intake during GI.
In the fall of 1960, military tests of the aircraft were successfully conducted at the Air Defense Aviation Center in Krasnovodsk, after which, by a decree of the USSR Council of Ministers on 10/15/1960, a new interception system was adopted. Moreover, all its components received new, but still closed designations: aircraft - Su-9, radar - RP-9U, rocket - RS-2US, and the entire complex as a whole - Su-9-51. On July 9, 1961, the Su-9 was shown at an air parade in Tushino. A group of these machines was piloted by the pilots of the 148th TsBPiPLS Aviation of the Air Defense Forces from Savostleyka.
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