In January 1944, in the design bureau of plant No. 289, on an initiative basis, they began to sketch design of a single-seat fighter with a combined power plant designed by A.A. Fadeev and K.V. Kholshchevnikov. By mid-February, the 1st version of the project was ready. The aircraft, according to the scheme, was a cantilever monoplane, all-metal construction with a single-fin tail and retractable landing gear in flight.
The first version of the fighter with VRDK. Drawing.
The combined power plant consisted of the main M-107A piston engine with a propeller and an additional VRDK, which served as an accelerator. The compressor was driven by the M-107A engine using two shafts and an intermediate gearbox. The air intake for the VRDK was carried out by two air intakes located in the toes of the wing center section. The air channels ran inside the center section, then entered the fuselage and combined into one common channel, which supplied air to the axial single-stage compressor, then the compressed air entered the front of the combustion chamber with nozzles installed in it. The rear of the combustion chamber passed into an unregulated jet nozzle.
In early March 1944, the preliminary design 2nd variant of a single-seat fighter with the M-107A and the Fadeev-Kholshchevnikov VRDK. This project had a number of significant differences from the previous version. Given that the wing air intakes have significant total pressure losses associated with a large number of bends in the air channels, as well as with increased flow rates due to the small size of the flow sections, in the second variant it was decided to place the air intake under the propeller spinner of the M-107A engine, in connection with which the layout of the aircraft has changed. In addition, the changes affected the location of the oil cooler and the radiator of the M-107A cooling system, and the transmission of the VRDK compressor drive was simplified. The project had a number of other differences.
Upon completion of the design, the 2nd option was sent for review to the NKAP of the USSR and there it was included in the draft plan for the pilot construction of aircraft of the KA Air Force for 1944.
The second version of the fighter with VRDK. Drawing.
Earlier, in February 1944, the State Defense Committee (GKO) decided to organize NII-1, which would concentrate all research and practical work reactive technology. In addition, this decree obliged the NKAP of the USSR to submit proposals for the creation of specific models of aircraft and jet engines within a month.
In March, a draft government decree was prepared, which, along with the aircraft of other design bureaus, included the aforementioned P.O. Sukhoi fighter. On May 22, 1944, the GKO adopted a resolution that served as the beginning of a new stage in the development jet technology in Soviet Union. This resolution and the order of the NKAP of the USSR No. 371 dated May 30, 1944 obliged the Chief Designers A.S. Yakovlev, S.A. Lavochkin, N.N. Polikarpov, A.I. Mikoyan, M.I. Gurevich and P.O. Dry to begin work on the creation of aircraft with jet engines.
P.O. Sukhoi received the task: “To design and build a single-seat experimental aircraft with a VK-107A engine with the installation of an additional VRDK designed and built by CIAM, with the following flight data:
Maximum speed with the inclusion of the VRDK at an estimated altitude of 7000-8000 m for 10 minutes: 800 km / h
Maximum speed without turning on the VRDK: 700 km / h
Climb at 5000 m without turning on the VRDK: 5.5 min
Climb at 5000 m with the inclusion of VRDK: 4.3 min.
The duration of the flight, subject to the use of afterburner, is no more than 10 minutes.
(activation of VRDK): 1h. 30 minutes
Practical ceiling: 11800 m
Takeoff run: 330 m
On the aircraft, provide for the installation of one cannon of 20 mm or 23 mm caliber and 2 machine guns of 12.7 mm caliber.
Build the aircraft in 2 copies and submit for flight tests:
1st copy - February 15, 1945
2nd copy - March 15, 1945"
In early June, the design bureau began designing the aircraft, which initially received the designation I-107, or "D", and already in the process of factory flight tests - the Su-5. The 2nd version of the draft design of a single-seat fighter with the M-107A and the TsIAM air defense missile system was taken as the basis, which, after revision, was submitted for consideration to the leadership of the USSR NKAP and the Air Force of the spacecraft.
In parallel with the preliminary design, work was carried out on technical project and layout building. In order to meet the deadlines set by the government, in July, even before the full production of the drawings, they began to build a copy of the aircraft for static tests. In mid-September, a meeting of the joint mock-up commission was held, which made a number of comments on the equipment of the cockpit, on the VMG and VRDK, on armament and a number of other systems. Design changes related to the comments were urgently made to the prototype aircraft under construction. The conclusion on the preliminary design was approved by the leadership of the NKAP of the USSR - on September 19, the chief engineer of the Air Force of the spacecraft - on October 6, and the protocol of the mock-up commission - on October 24, 1944.
Su-5 fighter model.
On November 23, the construction was completed and a copy of the aircraft was transferred to TsAGI for static tests. The construction of the flight prototype was delayed due to the untimely supply of the power plant, and only on March 24, 1945, the aircraft was transferred to the flight test station (LIS) of plant No. 134. On the same day, test pilot G.I. Komarov completed the first taxiing, and On April 6, after obtaining permission, the first flight of an experimental Su-5 fighter took place. Factory flight tests have begun.
Aircraft tests were carried out at the Tushino airfield, but on June 15 they stopped due to an accident with the VK-107A engine. By this time, 23 flights had been completed with a total flying time of 8 hours 50 minutes. Based on their results, a report was drawn up, which stated:
“... 1. The propeller unit in terms of power, lubrication and cooling works quite satisfactorily in all modes.
2. The controllability and stability of the aircraft at various speeds and evolutions is normal.
3. During the flight at supermaximum speed, no stall elements and vibrations were observed.
4. The obtained maximum speed at an altitude of H=4350 m is 793 km/h. During further flights, it was not possible to confirm the speed received once ... ", which was explained by the lack of knowledge of the VRDK.
During the period of forced downtime due to the lack of an engine, a new wing with a laminarized TsAGI profile was installed on the aircraft, in addition, in connection with the preparation for the air parade, by order of the USSR NKAP, the LIS of plant No. 134 was relocated to the Central Airfield.
The new VK-107A engine with a 15-hour resource (instead of 25 hours) was received on July 7, and the modified VRDK compressor was received on August 2. Factory testing resumed on 7 August and continued until 18 October. Flights were stopped due to the development of the engine of its resource. By this time, 42 flights had been completed under the factory test program, 11 of them with the inclusion of the VRDK. The total flying time was 17 hours. 49 min.
On November 1, 1945, the production of the second flight copy of the aircraft was completed, which was transferred to TsAGI for aerodynamic research. At the beginning of 1946, the leading engineer S.Ya.Gorbunov addressed the Central Committee of the All-Union Communist Party of Bolsheviks with a letter in which he reported about delays in testing the Su-5 aircraft. The letter was forwarded to the People's Commissariat of the Aviation Industry. In his reply to G.M. Malenkov, Deputy Commissar A.S. Yakovlev wrote:
“... At factory tests on the plane of Comrade Mikoyan(meaning the I-250 fighter - editor's note) a maximum speed of 823 km / h was reached at an altitude of 7000 m, corresponding to the specified speed, but on the plane of Comrade Sukhoi, the speed was much less than the specified one, and the tests failed to identify the reasons for the shortfall in speed.
Due to the fact that the aircraft designed by comrade Mikoyan turned out to be more mature, the construction of an experimental series of 10 aircraft at factory No. 381 began on it. , therefore, the People's Commissariat of Aviation Industry instructed TsIAM to transfer the next tested engine to plant No. 381 for installation on the lead aircraft of an experimental series designed by Comrade Mikoyan, as more advanced.
To identify the reasons for the significant shortfall in the speed of the Sukhoi aircraft, the second copy of this aircraft was prepared for research by blowing in the TsAGI G-104 wind tunnel ... "
In fact, the fate of the Su-5 was already a foregone conclusion. Until the end of 1946, the new power plant did not arrive, and on November 30, 1946, a decree of the Council of Ministers of the USSR “On the termination of work on aircraft of the MAP experimental aircraft construction plan that had lost its relevance” was issued. It, among others, included the Su-5 aircraft with the following conclusion: “The specified flight data during the tests were not obtained and significantly overlapped on a similar aircraft of Comrade Mikoyan, which completed factory tests.”
Technical description.
The Su-5 aircraft is a single-seat monoplane of all-metal construction with duralumin skin 1-2 mm thick. The single-spar wing at the root has a TsAGI 1V10 profile with a relative thickness of 16.5%, at the end of the wing a NASA 230 profile with a relative thickness of 11%. The wing is double-console. The consoles are joined to the fuselage along the side ribs. The joint is removed under the fairing.
The fighter used ailerons of the "Frize" type with weight and aerodynamic compensation. On the left aileron is a controlled trimmer. Shields and ailerons - all-metal.
The aircraft provided for the installation of a NS-23 gun of 23 mm caliber with 100 rounds of ammunition. The gun was located in the collapse of the V-shaped engine and fired through the propeller hub. Two 12.7 mm UBS machine guns with 200 rounds of ammunition were installed above the engine. The machine guns were fired through the plane of the propeller and therefore was synchronized with its rotation.
The armor included an armored back with a thickness of 10 mm, a visor and a headrest made of transparent armor with a thickness of 65 mm. It was possible to install additional armor.
The propeller group (VMG) consisted of a VK-107A liquid-cooled piston engine with a power of 1650 hp. with a compressor drive box and a four-bladed all-metal variable-pitch propeller with a diameter of 2.9 m.
The VRDK consisted of an E-3020 axial compressor, a long compressor drive shaft, a combustion chamber with a system of prechambers and injectors. Air for the VRDK came from a nasal air intake located under the spinner of the propeller. The air channel ran under the VK-107A and through a cutout in the wing spar approached the axial compressor, and then followed to the front part of the combustion chamber with prechambers and nozzles installed in it. The rear of the combustion chamber was equipped with shutters to control the flow area of the jet nozzle. The combustion chamber was cooled by air taken in after the compressor and entered into the gap between the annular screen and the outer wall of the combustion chamber. The VRDK was powered from the fuselage and right wing tanks.
Motor-compressor installation VDRK.
VRDK combustion chamber.
Four-blade variable pitch propeller - all-metal. The cabin protection consists of a 10 mm thick armored back, a visor and a bulletproof glass headrest.
The fuselage structure is of the monocoque type, made of duralumin. An air channel runs along the entire length of the fuselage, in which a compressor (driven by an engine), a water radiator and a nozzle chamber are sequentially placed. The tail part of the channel, made of heat-resistant steel, is a combustion chamber with an adjustable outlet. The nozzle part of the channel and the combustion chamber have a double wall, in the cavity of which air passes for cooling.
Oil cooler - in the tunnel of the left wing console with an exit on the lower surface of the wing. The main engine and VRDK are powered by fuel from two gas tanks located in the fuselage behind the cockpit and in the right wing console.
A cantilever metal non-adjustable stabilizer and a metal fin are fixed above the fuselage. The places of termination are closed with fairings. The rudders have weight and aerodynamic compensation, and are also equipped with metal controlled trim tabs.
The undercarriage retracts along the span into the wing tip using hydraulic control. Wheel size - 650 x 200 mm. The landing gear and wheels in the retracted position are closed by flaps. The crutch wheel retractable in flight and its retracting mechanism are located under the combustion chamber. Crutch wheel without protector, size 300 x 125 mm.
The Su-5 aircraft was painted green on top and light blue on the bottom (matte surface).
Modification: Su-5
Wingspan, m: 10.56
Length, m: 8.51
Height, m: 2.97
Wing area, m2: 17.00
Weight, kg
- empty aircraft: 2954
-maximum takeoff: 3604
Engine type: 1 x PD VK-107A + 1 x VRDK
- power, hp: 1 x 1650
Maximum speed, km/h: 830
Cruising speed, km/h: 640
Practical range, km: 600
Lifting capacity, m/min: 880
Practical ceiling, m: 12000
Crew: 1
Armament: 1 x 23 mm NS-23 cannon (100 rounds) and 2 x 12.7 mm UBS machine guns (400 rounds).
Su-5
piston jet fighter
At the beginning of 1944, the design bureau of Pavel Osipovich Sukhoi, on an initiative basis, developed a draft design of a fighter with a combined power plant, which consisted of one M-105A piston engine with a propeller and an additional compressor air-jet engine (VRDK), which served as an accelerator.
The compressor was driven by the M-105A engine using a shaft and a two-speed transmission.
At the end of July, the finalized draft design, which received the designation "D" or "I-107" in the Design Bureau, was submitted for consideration to the leadership of the NKAP and the Air Force of the spacecraft.
The approval of the conclusion on the preliminary design and the protocol of the mock-up commission coincided with the completion of work on a static copy of the aircraft, which was transferred for testing at TsAGI.
The Su-5 aircraft was a single-seat monoplane of all-metal construction with duralumin skin 1-2 mm thick.
The single-spar wing at the root had a TsAGI 1V10 profile with a relative thickness of 16.5, at the end of the wing a NASA 230 profile with a relative thickness of 11%. The wing was double-console. Console docked with the fuselage on the side ribs. The joint was removed under the fairing.
The fighter used ailerons of the "Frize" type with weight and aerodynamic compensation. On the left aileron there was a controlled trimmer. Shields and ailerons were all-metal.
The aircraft provided for the installation of a 23 mm H-23 gun with 100 rounds of ammunition. The gun was located in the collapse of the V-shaped engine and fired through the propeller hub. Two 12.7 mm UBS machine guns with 200 rounds of ammunition were installed above the engine. The machine guns were fired through the plane of the propeller and therefore was synchronized with its rotation.
The cabin protection consisted of a 10 mm thick armored back, a visor and a bulletproof glass headrest.
The monocoque fuselage was made of duralumin. An air channel ran along its entire length, in which a compressor driven by the main engine, a water radiator and a nozzle chamber were sequentially placed. The tail part of the channel, made of heat-resistant steel, was at the same time a combustion chamber with an adjustable outlet. The nozzle part of the channel and the combustion chamber had a double wall, in the cavity of which air passed for cooling.
The oil cooler was located in the tunnel of the left wing console with an exit on the lower surface of the wing. Fuel was supplied to the main engine and the VRDK from two gas tanks located in the fuselage behind the cockpit and in the right wing console.
A cantilever metal non-adjustable stabilizer and a metal fin were fixed above the fuselage. The places of termination were closed with fairings.
The rudders had weight and aerodynamic compensation, and were also equipped with metal controlled trim tabs.
The landing gear was retracted along the span to the wing tip using hydraulic control. The landing gear and wheels in the retracted position were covered with flaps. The crutch wheel retractable in flight and its retracting mechanism were located directly under the combustion chamber. The fighter used ailerons of the "Frize" type with weight and aerodynamic compensation. On the left aileron there was a controlled trimmer. Shields and ailerons - all-metal.
The four-bladed variable pitch propeller was also all-metal.
The construction of the flight copy was greatly delayed due to the untimely delivery of the power plant.
The first flight on the plane, which received the designation Su-5, the factory test pilot G.N. Komarov completed on April 6, 1945. Factory tests continued intermittently until the end of October. During this period, 42 flights were performed, eleven of them with the inclusion of the VRDK.
The resulting maximum speed was 18-20% lower than the calculated one. Therefore, the second flight copy of the aircraft, upon completion of construction, was transferred to TsAGI for aerodynamic studies in the T-101 tunnel.
Factory flight tests were carried out until June 15, on this day the VK-107A engine broke down in flight.
During the period of forced downtime due to the lack of an engine, a new wing with a TsAGI laminarized profile was installed on the aircraft.
The new VK-107A engine with a limited resource was received in early July, flight tests resumed in early August and continued until October 18. Flights were stopped due to the development of the engine of the established resource. All attempts to get new engine were not successful.
In November 1946, by a decree of the Council of Ministers of the USSR, work was stopped on a number of aircraft that "lost relevance", among which the Su-5 was named. By this time, aircraft with turbojet engines were already on trials.
Due to the underestimation of the development prospects by the military authorities, the attack jet aviation of the USSR by the mid-40s of the twentieth century began to lag behind its main competitors. Work aimed at creating new jet aircraft engines was also carried out in the 30s, but most of them were abandoned halfway through, before reaching the verification stages and installation on aircrafts. After the introduction of jet engines in the power plants of enemy aircraft Soviet Union resumed work on the improvement of their combat aircraft.
History of the Su-5
February 1944. At a scheduled meeting of the State Defense Committee, it was decided to create a center for jet engine building on the basis of the People's Commissariat of Aviation Industry (NKAP). The committee's plans were to receive the first draft samples of jet aircraft engines and aircraft in a month.
The design bureaus of S.A. received assignments for the development of aircraft with jet engines. Lavochkina, A.I. Mikoyan, N.N. Polikarpova and P.O. Sukhoi.
Pavel Osipovich's brigade was given two tasks at once:
- 1) design and build an experimental single-seat version equipped with VK-107A and VRDK engines;
- 2) to develop a project and build a modification of the Su-6, on which the RD-1 engine, developed by designer V.P. Glushko.
It was possible to complete the first task already at the beginning of 1944. Sukhoi presented a sketch of a fighter, which was equipped with an M-105A piston engine and an additional compressor air-jet engine.
The VRDK was driven by the transfer of torque from the M-105A engine shaft in a two-speed transmission.
This draft design received the designation "I-107" and was submitted for consideration by the State Defense Committee in July 1944.
The approval of the prototype project coincided with the completion of static tests. The release of the first flight prototype was delayed due to the violation of the terms of delivery of engines.
The aircraft received the index Su-5. For the first time it was lifted into the air by the test pilot of the Sukhovka plant G.N. Komarov. It happened on April 6, 1945. Factory tests lasted until October. 42 flights were made, 11 of which involved the inclusion of the VRDK.
The fighter did not live up to expectations, the maximum speed was 20% less than predicted. Therefore, it was decided to send the next copy for blowing in the wind tunnel T-101 TsAGI.
November 1946 Issue of a decree of the USSR government, which stops work on "irrelevant" aircraft projects. The Su-5 fell into this category and was never put into mass production.
Su-5 design
The Su-5 fighter had a design like a single-seat metal monoplane, sheathed with sheet duralumin 1-2 mm thick.
The wings of the aircraft are single-spar, double-console. The junction of the console with the fuselage, which is removed under the fairing, runs along the side ribs.
The Su-5 package includes ailerons with aerodynamic and weight compensation. The controllable trim tab is on the left aileron.
It was planned to include the H-23 cannon with 100 rounds of ammunition into the armament of this fighter. The designers also planned to place two 12.7 mm UBS machine guns with 200 rounds of ammunition.
The cockpit was protected by armor 1 cm thick and armored glass.
The fuselage of the Su-5 monocoque type, made of duralumin. An air channel stretches along the fuselage, where a compressor, a water radiator and a spray chamber were placed in series. The tail part of the channel is filled with a combustion chamber, which is made of heat-resistant steel and has a double wall through which air passes for the purpose of cooling.
The oil cooler is located in the tunnel of the left wing console. The gas tanks that feed the main engine and the VRDK with fuel are located in the forward part of the fuselage behind the cockpit.
A metal non-adjustable cantilever stabilizer and fin are located above the fuselage. The steering is equipped with metal controlled trimmers.
Landing gear Su-5 retractable type. When assembled, the landing gear is closed with flaps. The crutch wheel in flight mode is under the combustion chamber.
The upper part of the fighter was painted green, the lower part - light blue.
Su-5 characteristics:
| Modification | |
| Wingspan, m | 10.56 |
| Length, m | 8.51 |
| Height, m | 2.97 |
| Wing area, m2 | 17.00 |
| Weight, kg | |
| empty plane | 2954 |
| maximum takeoff | 3604 |
| engine's type | 1 PD VK-107A + VRDK |
| Power, hp | 1 x 1650 |
| Maximum speed, km/h | 830 |
| Cruise speed, km/h | 640 |
| Practical range, km | 600 |
| Climbing capacity, m/min | 880 |
| Practical ceiling, m | 12000 |
| Crew, people | 1 |
| Armament: | one 23 mm NS-23 gun (100 rounds) and |
| two 12.7 mm UBS machine guns (400 rounds) |
The mighty heavy fighter Su-5 (I-2M-107) began its life in early March 1943, when the design bureau led by Pavel Osipovich Sukhoi completed work on the creation of a project for a high-speed fighter with a unique power plant layout. The aircraft was an all-metal cantilever low-wing aircraft with a single tail. Consisting of three parts (center section and two consoles), the wing had a constant transverse angle V and was basically trapezoidal when viewed from above; the stabilizer had a zero transverse angle V.
The power plant of the aircraft consisted of two 12-cylinder V-shaped liquid-cooled engines M-107 designed by Vladimir Yakovlevich Klimov, with a take-off power of 1400 hp each. (1030 kW) each, rotating one common screw. The engines were installed in the fuselage near the center of mass - one after the other along the longitudinal axis of the aircraft. The front engine was shifted to the starboard side of the fuselage, and the rear engine was moved to the left. Thus, the total power was that of a twin-engine aircraft, and the drag was that of a single-engine aircraft, which should have given a significant increase in speed. Inside the Design Bureau, the project was given the designation I-2M-107, which meant a fighter equipped with two M-107 engines.
Since the engines were located relative to each other with some offset, each engine had one row of exhaust pipes on the upper surface of the fuselage and one row on its side (right for the front engine and left for the rear). The engines were supposed to rotate a three-bladed propeller with a diameter of 4 meters using elongated shafts and a gearbox. The engine water coolers were located side by side in the lower forward fuselage, while the oil coolers were located in the wing roots. The fuel was placed in four tanks located in the center of the fuselage, the total capacity of which was 1113 liters.
The chosen location of the engines made it possible to move the cockpit forward; it was, in addition, shifted to the port side, which gave the aircraft a very unusual look, but provided the pilot with excellent visibility during takeoff and landing, despite the large landing angle necessary for sufficient propeller clearance. The cockpit was protected by a 60 mm thick bulletproof windshield, 10 mm front armor plate and 12 mm rear armor plate; the total weight of the armor was 70 kg.
The wheels of the main landing gear, which retracted into the center section towards the fuselage, had dimensions of 800 × 250 mm, the tail wheel, which retracted into the fuselage, had a size of 400 × 150 mm. The armament of the aircraft was to consist of three 20-mm ShVAK cannons: one was located in the fuselage and fired through the propeller hub, the other two were installed in the wing consoles outside the area swept by the propeller.
A full-scale layout was inspected in December 1943. By this time, during the Great Patriotic War a radical change occurred, and the Headquarters of the Supreme High Command planned, through long-range aviation, to inflict powerful strikes on enemy rear targets not only at night, but also during the day. The main tasks of the future fighter were to be:
- bomber escort;
- breaking through enemy air defenses;
- conducting patrol service in areas far from their bases;
- conducting reconnaissance with combat deep behind enemy lines.
An additional purpose of the new aircraft was to be the performance of the functions of a loitering fighter-interceptor.
The Sukhoi Design Bureau received the green light to continue work on the I-2M-107 project, which was directly supervised by Vladimir Antonovich Chizhevsky. Officially, the project was given the designation Su-5. The engines were replaced with more powerful VK-107A, which developed 1600 hp each. on takeoff and 1500 hp at an altitude of 4500 meters. These motors could produce even more power in combat mode, but its use was allowed only in emergency cases, since it sharply reduced the life of the motor.
During 1944, three prototypes rapidly passed through the program of development work and subsequent factory and official tests. The aircraft was easy to fly, but had problems with overheating of both engines and gearbox. If the problem of engine cooling was resolved (for this, the aircraft received an enlarged ventral radiator, and oil coolers were redesigned and placed under the wing at its root parts), then the transmission became the Achilles heel of the Su-5.
Nevertheless, by the end of 1944 they coped with this problem, and the Su-5, having successfully passed the tests, was recommended for serial production as a long-range fighter and loitering fighter-interceptor.
into construction production aircraft A number of improvements have been made over the prototype. The wing span was increased by 1.6 meters, a four-bladed propeller with an increased diameter (4.3 meters!), Was installed, which had better performance at higher altitudes. The cockpit remained unpressurized, but received new glazing that provided all-round visibility.
The armament also underwent changes: the fuselage gun was replaced with a powerful 37-mm NS-37 gun designed by Alexander Emmanuilovich Nudelman and Alexander Stepanovich Suranov, and the wing guns were replaced with the latest 23-mm NS-23 guns of the same designers.
The experience of operating the first production Su-5s showed that if the problem with overheating of the engines was successfully eliminated, then the gearbox, which was difficult to manufacture during air combat with high overloads, could fail. Due to the drop in quality during the transition from prototypes to mass production, overloads in the gearbox could damage the bearings and the housing, as well as bend the elongated shafts. It is believed that the responsibility for part of the losses of the Su-5 of the first series lies with the damage to the gearboxes.
The large propeller torques also contributed to the aircraft's handling during takeoff and landing, which pilots described as "dangerous", especially with empty fuel tanks and strong crosswinds.
On the other hand, powerful cannon armament left little chance for enemy aircraft: one short burst was enough to break apart in the air not only a single-engine enemy fighter (Me 109 or FW 190), but also larger aircraft, such as, for example, night Ju 88G interceptor.
In addition to combat use, long-range Su-5 fighters were also used for experiments, among which were experimental work with engines and weapons. One Su-5 was armed with a 45-mm Nudelman-Suranov NS-45 automatic gun firing through the propeller hub. It also provided for the installation of a 57-mm gun on it. Experimental VK-108 and VK-109 engines were tested on the Su-5. In order to increase the flight range, one aircraft was converted for the installation of two Charomsky ACH-30B diesel engines.
To minimize the effect of torque on the airframe, a variant with counter-rotating coaxial propellers with a diameter of 3.6 meters each was under development.
Before the end of hostilities, a total of 120 Su-5 long-range heavy fighters were manufactured. Despite the above shortcomings, they performed well as escort fighters. high speed and the rate of climb, powerful weapons and experienced crews of the end of the war, against which the dying Luftwaffe could put up only yellow-mouthed youths and a small number of unkilled experts, made it possible to minimize the loss of wards. After the war, the Su-5s were gradually written off, and the combat units flying on them were re-equipped with long-range La-11 escort fighters. Then came the era of jet aviation ...
schemes of long-range escort fighter I-2M-107
layout diagram of the I-2M-107 long-range escort fighter
the first prototype of the Su-5 long-range escort fighter (I-2M-107)
Su-5 long-range escort fighter, 1st IAP ADD, March 1945, Germany
FLIGHT PERFORMANCE
Type of: Sukhoi Su-5
Purpose: long-range escort fighter
Crew: 1 person
Power point: two 12-cylinder V-shaped liquid-cooled engines VK-107A, which developed 1600 hp at sea level. and at an altitude of 8300 meters 900 hp, rotating a four-blade variable-pitch propeller with a diameter of 4.3 meters
Dimensions:
wingspan 13.85 m
length 10.75 m
height 5.30 m
The weight:
empty 5250 kg
maximum takeoff 8100 kg
Flight characteristics:
maximum speed at an altitude of 720 km / h
rate of climb 21 m/s
service ceiling 11,700 m
flight range 1750 km
Armament: one 37 mm NS-37 cannon with 50 rounds of ammunition, two 23 mm NS-23 cannons with 120 rounds per gun
In the mid-1940s, work continued in the Soviet Union to further increase top speed flight of aircraft with piston engines. For this purpose, liquid-propellant (LRE), ramjet (ramjet), compressor air-jet (VRJE) and other engines used as boosters were additionally installed on aircraft. They allowed to temporarily increase the speed of flight.
The team of designers, headed by Pavel Osipovich Sukhy, designed in 1944 two experimental aircraft with boosters of this type. The first - Su-7 with the ASh-82FN engine and the RD-1 liquid-propellant jet engine; the second is an experimental Su-5 (I-107) fighter aircraft with a VK-Yu7A liquid-cooled engine with a capacity of 1650 hp. With. and compressor engine VRDK. The thrust power of the VRDK was 900 hp. The accelerator could be used in flight for 10 minutes.
The Su-5 aircraft is a single-seat monoplane of all-metal construction with duralumin skin 1-2 mm thick.
The single-spar wing at the root has a TsAGI 1V10 profile with a relative thickness of 16.5%, at the end of the wing a NACA 230 profile with a relative thickness of 11%. The wing is double-console. The consoles are joined to the fuselage along the side ribs. The joint is removed under the fairing.
The fighter used ailerons of the "Frize" type with weight and aerodynamic compensation. On the left aileron is a controlled trim tab. Shields and ailerons - all-metal.
The aircraft provided for the installation of a 23 mm H-23 gun with 100 rounds of ammunition. The gun was located in the collapse of the V-shaped engine and fired through the propeller hub. Two 12.7 mm UBS machine guns with 200 rounds of ammunition were installed above the engine. The machine guns were fired through the plane of the propeller and therefore was synchronized with its rotation.
Four-blade variable pitch propeller - all-metal. The cabin protection consists of a 10 mm thick armored back, a visor and a bulletproof glass headrest.
The fuselage design is of the "monocoque" type, made of duralumin. An air channel runs along the entire length of the fuselage, in which a compressor (with water supply from the engine), a water radiator and a nozzle chamber are sequentially placed. The tail part of the channel, made of heat-resistant steel, is a combustion chamber with an adjustable outlet. The nozzle part of the channel and the combustion chamber have a double wall, in the cavity of which air passes for cooling.
Oil cooler - in the tunnel of the left wing console with an exit on the lower surface of the wing. The main engine and VRDK are powered by fuel from two gas tanks located in the fuselage behind the cockpit and in the right wing console.
A cantilever metal non-adjustable stabilizer and a metal fin are fixed above the fuselage. The places of termination are closed with fairings. The rudders have weight and aerodynamic compensation, and are also equipped with metal controlled trim tabs.
The undercarriage retracts along the span into the wing tip using hydraulic control. Wheel size - 650X200 mm. Landing gear and yules in the retracted position are closed by flaps. The crutch wheel retractable in flight and its retracting mechanism are located under the combustion chamber. Crutch wheel without tread, size 300 X X125 mm.
The first stage of factory flight tests took place in April - June 1945. They were conducted by test pilot G. Komarov. According to calculations, the inclusion of the VRDK increased the speed of the aircraft near the ground by 90 km / h, and at altitude - by 10 km / h. During tests at an altitude of 4350 m, a speed of 793 km/h was achieved against the calculated speed of 768 km/h. The maximum design speed at an altitude of 7800 m with the inclusion of the VRDK is 810 km / h.
The tests were interrupted due to an engine failure. Further work over the aircraft were not carried out, since by this time it became clear that combined installations with power take-off to the compressor from the engine were unpromising.
The Su-5 aircraft had a green color on top, light blue on the bottom (matte surface).
BRIEF TECHNICAL CHARACTERISTICS
Overall dimensions, m:
wingspan 10.56
length 8.51
chassis track 3.29
stabilizer span 4.0
screw diameter 2.9
Wing area with lsdfuselage part), m 2 17.0
Weight, kg:
empty 2 954
takeoff 3 804
Maximum speed, km/h S10 Ceiling, m 12,050
Flight range, km 600
How to disable ads on Android: remove pop-up ads
The Russian received a term and a million fine for "piracy Negative consequences of the law
Identification of key factors
The criteria for classifying organizations and individual entrepreneurs as small and medium-sized businesses have changed
See what "Royalty" is in other dictionaries Pitfalls of legislation