The fifth prototype of the stealthy, ultra-maneuverable multirole fighter of the 5th generation PAK FA - T-50-5R. The vehicle received one of the most beautiful camouflages in the Russian Aerospace Forces “Akula”

More than six and a half years have passed since the first flight of the prototype of the Russian ultra-maneuverable multirole fighter of the 5th generation T-50-1 PAK-FA, on January 29, 2010. During this time, thousands of discussions could be found online among combat aviation enthusiasts and specialists regarding the combat qualities of this magnificent machine in confrontation with the best serial fighter of the 5th generation of the Air Force - the F-22A "Raptor", three modifications of the most famous and popular promising aircraft in the West. tactical fighter F-35A/B/C, as well as various transitional generation fighters produced by Western European aerospace corporations. It was clearly determined that over all vehicles of the “4++” generation (Rafal, EF-2000 “Typhoon”, JAS-39NG, “Super Hornet”, F-15SE, etc.) the T-50 PAK FA will be gain undeniable superiority in ultra-long, long-range and short-range air combat.

A similar situation will develop with American operational and export F-35s, even if they are equipped with AIM-120D long-range air-to-air missiles (URVS). True, thanks to the significantly lower radar signature of the Lightning, this will happen at a much shorter (1.5 - 2 times) distance than with transitional generation vehicles. Lightning with an ESR of 0.15 - 0.2 m2 will be detected by the N036-01-1 airborne radar at a distance of 175 - 200 km, from where an attack can begin using RVV-BD missiles ("product 610M"), as well as those more suitable for this highly maneuverable rockets with a ramjet engine, known as “product 180-PD”. The AN/APG-81 radar installed on the F-35A will be able to detect a PAK FA with an ESR of less than 0.3 m2 at a range of 120 to 140 km, so long-range AMRAAMs will have to be used not according to radar data, but according to information from the warning system exposure, which emphasizes the lag behind the Russian advanced aviation complex.

But heated debate continues over the likely battles of the T-50 with the F-22A. The Raptor has a radar that is many times more powerful than that of the F-35A, and its noise immunity will be higher. As for radar signature (RCS), it does not exceed 0.05 - 0.07. Similar to the T-50, the Raptor is equipped with a twin-engine power plant with OVT and is a super-maneuverable fighter. This is an excellent basis for continuing to simulate the air confrontation between the two best fighters in the world.

THE OPINION OF SOME WESTERN MEDIA IS BECOMING MORE OBJECTIVE

So, on September 16, 2016, another brief comparison of two 5th generation aircraft systems was published by the online edition of the famous magazine “The National Interest”. An absolutely balanced position was conveyed here, where the T-50 was presented as an equal next-generation fighter to the Raptor. In their article, TNI noted the Russian Federation and China as the current world leaders in the development and production of the best fighter aircraft in the world. Despite the brevity of the analytical review, the Nixon Center (as “The National Interest” is often called) very competently approached the comparison of the two best 5th generation fighters, indicating their main advantages and disadvantages expressed by design differences.

Thus, according to the most important criterion for 5th generation fighters - the effective scattering surface (RCS), the author of the review gave greater preference to the American F-22A, pointing out that when creating the Raptor, great attention was paid to the all-aspect reduction of its radar signature, while “ Sukhoi Design Bureau has focused its efforts on reducing the radar signature of the front hemisphere (projection) of our fighter. This conclusion is completely true. For both fighters, all front-projection airframe structural elements are inclined planes without right angles with a radio-absorbing coating applied. The forward part of the fuselage has a multifaceted cross-section with both two sharp side ribs and roundings in its lower part for the maximum possible retraction electromagnetic radiation Enemy radar. The radar canvases with active phased array N036-01-1 (Sh-121) and AN/APG-77 have some tilt towards the upper hemisphere (for AN/APG-77 about 15 degrees) to further reduce the EPR, but with some loss of their own energy and range capabilities when working on targets with depreciation relative to the carrier. True, this tilt can well reduce the EPR only against those ground-based or air-based radar systems that are located relative to the carrier with a decrease of several kilometers, as well as at a short range of three to five tens of kilometers. Against high-potential radars located closer to the radio horizon (at a distance of 250-300 km), 15 degrees of tilt (4-6% reduction in ESR) will not play a big role.

The F-22A's unbound canopy has little best performance less noticeable than the T-50 canopy framed by one “stripe”. However, despite the large plan area of ​​the vehicle, the midsection area of ​​our fighter is only 2.3% larger than that of the Raptor (9.47 versus 9.25 m2), which indicates a fairly compact fuselage of the vehicle with a minimum amount of internal volumes . Naturally, the radar signature of the T-50 PAK FA remains at a decent level, slightly exceeding that of the Raptor. The only parts that can adversely affect the effective reflective surface are: a flashlight with one cover, as well as the turret of the OLS-50M optical-electronic sighting system.

These issues are also quite solvable: during a combat target designation operation in complete radio silence mode, the OLPC turret can be deployed towards the canopy of the pilot, and its rear part will be made of radio-absorbing materials; the binding from the canopy structure can also be safely removed. But if everything is extremely clear with the radar signature of the front projection, then the rear hemisphere of the aircraft raises a lot of questions, all of which are unlikely to be resolved.

As mentioned a little earlier, the aerodynamically ideal T-50 airframe has the smallest possible midsection area, which is explained by the traditional fuselage design for all Sushki, where between two air intakes and engine nacelles there is a space about 1.5 m wide, the internal generatrix of this gap forms the load-bearing a surface area of ​​several square meters, due to which the lifting force of the family machines increases. The capabilities of flight with large angles of attack, as well as the angular speed of turn, are improved. Also, compared to other twin-engine fighters (F/A-18E/F, F-22A “Raptor”), the T-50’s survivability increases in the event of damage to one of the engines. But this design also has a drawback.

It is associated with an almost “open” architecture of the power plant. The F-22A's Pratt & Whitney F119-PW-100 engines are known to be hidden deep within the rear fuselage structure. The T-50's engines are located in separate engine nacelles, each of which stands out against the background of the fighter's tail section like a huge “candle.” Judging by the photographs, the engine nacelles are not covered with layers of radio-absorbing materials, and the internal spaces between the engine nacelles and turbines of the AL-41F engines do not have heat-absorbing materials and air channels of the cooling system to reduce the infrared signature of the fighter. The engine nacelles of the T-50 PAK FA, in terms of the total area of ​​areas unprotected from radars and infrared optical-electronic weapons of the enemy, are approximately 3-5 times larger than the angular contours of the compact Raptor engine nacelles with flat nozzles. We have the result: the open design of the T-50 power plant brings the ESR to 0.5 - 0.8 m2 when irradiating enemy radar from the rear hemisphere. In addition, the quickly heating engine nacelles of the T-50 PAK FA, especially in afterburner operating modes, allow the optical-electronic systems of enemy fighters to detect our vehicle at a distance of approximately 100 km (when viewed in profile or in the rear hemisphere), in the front hemisphere of the IR -sensors will detect our T-50 no further than 40-50 km. For Raptor, these numbers will be several times lower.

And what can I say, the T-50 PAK FA was created to defeat an enemy located in the PPS during long-range air combat, as well as for super-maneuverable close-in air combat, where reduced radar and infrared signatures will not play a big role. The entire emphasis was placed on preserving the unique flight performance characteristics inherent in all Sukhoi Design Bureau products, reducing the forward projection EPR for covert approach to enemy aircraft, as well as equipping the new promising aviation complex with radio equipment that is head and shoulders above the enemy. It is in this matter that the authors of The National Interest showed their incompetence.

THE GREATER TOTAL TECHNOLOGICAL IMPROVEMENT OF THE T-50 OVER THE RAPTOR IS OBVIOUSLY THAT THE WEST IS TRYING TO HIDE IT IN EVERY WAY

In their article, they claim that the avionics of the T-50 and F-22A have similar parameters. Any knowledgeable person can simply “shudder” from such statements. Firstly, the YF-22, developed more than 25 years ago, has undergone a modernization path from the F-22A Block 20 Increment 2 version to the Block 35 Increment 3.2B (Milestone-C) version, although it received latest versions software for controlling various modes of the AN/APG-77 radar, as well as integrating the latest types of high-precision weapons, still continues to be qualitatively inferior in this regard to the T-50 PAK FA.

The fact is that the elemental base and energy capabilities of the Sh-121 airborne radar are much newer than electronic database American AN/APG-77. The detection range of a “cruise missile” type target (RCS 0.1 m2) for our station is 165 - 170 km, for the American one - about 115 km. The LPI mode advertised by the Americans (with “low probability of interception”), in which the AN/APG-77 emits a broadband noise-like scanning signal with pseudo-random tuning of the operating frequency, was impossible to calculate using the outdated SPO-15LM “Beryoz” radiation warning system, where informing the pilot was answered by a simple indicator unit with the ability to track only 1 detected radar complex and classify 6 types of radars. A simple algorithm for the operation of the Birch receiving and computing device could not detect LPI type radiation. A more advanced SPO type L-150-35, installed on the Su-35S, as well as its more advanced analogue, which is part of the T-50 avionics instead of lamp indicator panels, is used to display all the information on the LCD MFI on dashboard pilots, thanks to which the pilot can be aware not only of the class of the irradiating radar, but also have the opportunity to identify it. The number of radar types loaded into the digital storage bank is 1024 units (instead of 6 for Bereza).

Upgraded radiation warning systems of the L-150 type have target designation capabilities for radar detectors and radars of anti-aircraft missile systems for anti-radar missiles, as well as for radio-emitting air targets for RVV-SD/BD missiles. Due to this, L-150 systems are commonly called direct electronic reconnaissance stations (SNRTR). The American AN/ALR-94 software installed on the F-22A has similar characteristics. The US model has more than 30 passive antenna sensors installed in various parts of the Raptor airframe; They operate in L, VHF, UHF, S, G, X, Ka and Ku bands. Agree, the system is advanced and provides all-angle direction finding of radio-emitting targets with the ability to target AIM-120D missiles and high-precision air-to-ground/ship missiles starting from a distance of 200 km. There are not many passive STR sensors on the PAK FA, but there is a trump card concept of the 21st century.

The photo shows the main on-board radar of the promising stealth fighter T-50 PAK FA - N036 “Belka”, also known under the code Ш-121. The transmit-receive modules of the active phased array antenna are made of the highest quality direct-gap semiconductor - gallium nitride (GaN). Compared to gallium arsenide, this substance has higher resistance to elevated temperatures and mechanical loads. "Belka" is controlled by the most powerful on-board computer N036UVS, the hardware and software of which are orders of magnitude more advanced and productive than those installed on most of the F-22A "Raptor" fleet.

It is represented by additional 4 radars of the N036 (Sh-121) complex. The first 2 centimeter radars (N036B and N036B-01) of the X-band are located immediately behind the main antenna array in the forward part of the fuselage. They fully provide tracking of targets located in the lateral hemispheres of the T-50, and allow the pilot to fire RVV-MD missiles at targets using the “over-the-shoulder” principle, even without the OLS-50M and a helmet-mounted target designation system. The range of these radars is typical goals can reach up to 50-70 km. The second 2 radars (N036L and N036L-01) operate in the UHF L-band. They are installed in the wing tips and are designed to detect, track and identify air objects. In addition, L-band radars have excellent terrain mapping capabilities with the detection of even small radio-contrast ground objects. Radar N036L/L-01, theoretically, can be an excellent remedy for flights in terrain following mode with simultaneous tracking of sea/terrestrial surfaces and nearby airspace. The main radar N036-01-1 may not be activated, which will keep enemy air reconnaissance systems in error about the type aircraft until the very last moment. These radars are indispensable for low-altitude flights in difficult weather conditions, when airborne and container-based optical-electronic systems have low efficiency. The F-22A does not have such equipment on board, and the AN/APG-77 radar cannot “look” into the side hemispheres: the azimuth viewing sector is about 120 degrees.

It’s timely to remind you about the rear radio-transparent container of the T-50, in which, in the image and likeness of the Su-34, the 6th onboard can be installed radar station for work in the rear hemisphere. Judging by the size of the radio-transparent “spot” on the tail container, a small-sized decimeter radar with AFAR “Kopyo-DL” is installed here. It is used as a detection station for enemy missiles attacking the tail section. Large missiles can be detected at a distance of 6 km, missiles of the AIM-120C type - from 5 km, anti-aircraft guided missiles of the FIM-92 ("Stinger") type - from 4 km. Fighters are detected from 7-16 km depending on the type and EPR.

"Kopyo-DL" implements in one fighter simply enormous capabilities for conducting close-in air combat and defense against approaching enemy missiles. If equipped with super-maneuverable missiles BVB R-73RMD-2 or RVV-MD, the T-50 can destroy any potential air attack weapon located behind the aircraft: the whole process will be implemented only with the help of the Spear. According to unofficial information, the interceptor gas-dynamic control of R-73RMD-2 and RVV-MD missiles makes it possible to maneuver with overloads of up to 65 units, and therefore even anti-aircraft missiles maneuvering with overloads of up to 20G can be intercepted.

To put it in more precise terms, the radio technical appearance of the Russian T-50 PAK FA is several times superior to the officially known qualities of the radar equipment of the American F-22A, information about which was completely neglected by TNI.

They also forgot to mention the absence of an optical-location sighting system (OLSK) in the American 5th generation fighter, which is necessary for secretive independent conduct of medium and short-range air battles without external target designation, when enemy fighter radars and electronic radar systems are also turned off. “Raptor” in such a situation will find itself in a simply disastrous position, from which pilots of ordinary MiG-29SMT or Su-27, equipped with optical-electronic sighting and navigation systems of the first generations, could easily get out. The promising T-50 aviation complex will have a much more advanced OLS-50M, which will easily detect the F-22A “Raptor” at a distance of 35 km in the front hemisphere, but if the American turns relative to the T-50 with lateral, as well as lower and upper projections, - the direction finding range will increase from 35 to 60 - 80 km: “Raptor” will be “in full view”, also without the possibility of retaliatory detection and tracking of our T-50. This is the main fact that testifies to the qualitative superiority of our advanced fighter over the American one.

The only positive thing for the F-22A pilot is the presence of an AN/AAR-56 missile launch warning station. The station has a distributed optical-electronic aperture of 7 infrared sensors, symmetrically placed on the upper surface of the air intakes (2 units), the lower part of the fuselage nose (4 units), and also in front of the cockpit canopy (1 unit). Miniature thermal imaging cameras are a simplified analogue of the more advanced DAS system installed on the F-35A, and are capable of detecting and tracking launching missiles along the rocket engine plume until the fuel burns out. The AN/AAR-56 is unlikely to be suitable for detecting thermal radiation from jet engines of enemy aircraft in non-afterburning modes (lens aperture and matrix sensitivity are not the same). But this station is quite capable of detecting close-range launches of missiles and air combat missiles. In terms of purpose, there is a decent similarity with the attack missile detection station (SOAR) installed on our MiG-35.

In the middle of their publication, the authors of The National Interest recalled the high capabilities of the Russian military-industrial complex in the field of developing electronic countermeasures systems, pointing out their use on the T-50 PAK FA. And they were absolutely not mistaken. According to these parameters, the American F-22A is many times inferior to the Russian fighter.

The American vehicle uses the Sanders/General Electric AN/ALR-944 electronic warfare station. Transceiver/receiver modules (RPM) of the AN/APG-77 airborne radar are used as its main emitting antenna. Thanks to this, the Raptor can set up targeted interference in frequency and angular coordinates with an accuracy close to the main operating modes of the AN/APG-77 radar. The AN/ALR-944 can operate on target designation of external assets, but the main source of data is the 30 sensors of the AN/ALR-94 radiation warning and electronic reconnaissance system. The Raptor fighter's electronic radar system is not without its drawbacks: high accuracy of targeted jamming is carried out exclusively within the 120-degree field of view of the onboard radar, i.e. only in the anterior hemisphere. In the rear hemisphere, apparently, the production of barrage noise interference is carried out using a weakly directional method using small emitters in the tail elements of the airframe. To set up all-angle targeted jamming, the Raptor will need a suspended electronic warfare container, which will definitely increase the radar signature of the fighter, and therefore this option is excluded. This role will be performed by F/A-18G electronic warfare aircraft.

The Russian T-50 PAK FA is equipped with a much more advanced Himalayan electronic warfare station. It also uses the energy and physical resources of the N036 (Sh-121) airborne radar complex. This suggests that targeted interference can be emitted not only by the main bow radar, but also by the side-view stations N036B/B-01 described above; in this case, high accuracy of interference from enemy radar systems can also be carried out in the lateral hemispheres (up to 120-140 degrees relative to the heading direction), which is more than 2 times larger than the “Raptor” electronic warfare station. Wing-mounted L-band radars can be programmed to pinpoint suppression of enemy ground satellite navigation aids operating in frequency range from 1176.45 to 1575.42 MHz. "Raptor" clearly does not have such abilities.

At the end of the article comparing the T-50 PAK FA and the F-22A, the author recalled the highest maneuverability of the T-50, achieved due to the deflectable thrust vector of the AL-41F1 turbojet engines. This is true. For example, the deflection speed of the thrust vector of this engine is 60 degrees/s, and the deflection angles of the relative longitudinal axis of the engine are 20 degrees. The OVT of our engines is all-aspect, thanks to which both the Su-35S and T-50 PAK FA, when performing super-maneuverable maneuvers, can perform very energetic turns in the yaw plane. In the American F-22A, the flat rotary nozzles of the F119-PW-100 engines also deflect by 20 degrees, but only in the vertical plane, and the deflection speed is only 20 degrees/s, which is why the Raptor’s maneuvers look more “sticky” "and are implemented exclusively in the pitch plane, which you can observe for yourself by watching some of the performances of these machines at Western air shows.

Having listed the many technological advantages of our next generation fighter, we should not forget about the existing drawback, which must be eliminated by the time the first production T-50 is adopted by the Aerospace Forces units. The AL-41F1 bypass turbojet engines installed on the machines of the first experimental stage produce a total thrust of only 30,000 kgf, the normal take-off weight (with full internal fuel tanks and several long-range air combat guided missiles) reaches 30,610 kg, which is why the thrust-to-weight ratio does not reach 1 kgf/kg and remains at 0.98. In a similar situation, the Raptor has a thrust-to-weight ratio of up to 1.08 kgf/kg. This means that the American machine today can sometimes dominate in verticals, and also has a lower deceleration rate when transitioning to vertical flight. According to reports from the head of PJSC United Aircraft Corporation Yuri Slyusar, the situation with this characteristic will soon change dramatically, starting with the second stage aircraft. Fighters will begin to be equipped with a modernized Izdeliye 30 power plant (upgrade of AL-41F1) with increased thrust to 18,000 kgf, as well as improved service life and fuel efficiency. This indicates the preservation of the flight range and a sharp increase in the thrust-to-weight ratio of the T-50. For the first time in combat aviation of the 21st century, a 5th generation fighter will achieve a thrust-to-weight ratio of 0.97 with a maximum take-off weight of 37 tons. With a normal take-off weight of 30610 kg, this parameter will be 1.18 kgf/kg. The F-22A will be left far behind.

After installing Product 30, the T-50 will fully master supersonic cruising speeds of 1.8 - 1.9 Mach. The thrust of this turbofan engine at maximum operating mode will be 11 tons, at afterburner - 18 tons

Tactical aspects when comparing two vehicles are also very important in a possible confrontation on the theater of the 21st century. The T-50 with 12900 kg of fuel in the internal tanks has a combat radius of about 1050 km, subject to the use of supersonic cruising mode on a certain segment of the trajectory. If the supersonic cruising mode was not used, the combat radius can reach 1900-2000 km; one refueling during the flight will increase it to 2700 km. Without refueling, the PAK FA, taking off from one of the air bases in the Moscow region, can arrive in Danish airspace, destroy a couple of F-16As and a couple more F-35As there, and then return to the deployment airfield. What can Raptor do?

The F-22A's fuel tanks hold 8,200 kg of fuel, which is barely enough to carry out a strike operation within a radius of 760 km, taking into account the use of supersonic speed. If we take into account an air battle with the enemy, which requires time, maneuvers and fuel consumption, the radius can be reduced to 600 - 650 km with the inevitable use of supersonic cruising speed with a decrease in the troposphere. If the standard flight mode is used at a speed of about 950 km/h, the range without refueling can reach only 1250 km, which is barely enough to reach the western borders of Russia, as well as the Gulf of Finland. Considering that during a possible conflict with NATO in the Kaliningrad region and Belarus, S-400 Triumph divisions and systems will be deployed, NATO refueling aircraft will not be able to support coalition tactical aviation in Baltic airspace, and combat operations will fall entirely on the shoulders of stealth pilots fighters such as F-22A and F-35A. With their range, Raptor pilots cannot even dream of conducting long-term air battles near our air borders. At the same time, the T-50 PAK FA has many more technological and tactical bells and whistles, thanks to which the vehicle can be considered a true “strategist among tacticians.”

Sources of information:
http://forum.militaryparitet.com/viewtopic.php?pid=163171#p163171
http://www.paralay.com/pakfa/pakfa.html
http://www.paralay.com/f22.html

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The newest best military aircraft of the Russian Air Force and the world photos, pictures, videos about the value of a fighter aircraft as a combat weapon capable of ensuring “superiority in the air” was recognized by the military circles of all states by the spring of 1916. This required the creation of a special combat aircraft superior to all others in speed, maneuverability, altitude and the use of offensive small arms. In November 1915, Nieuport II Webe biplanes arrived at the front. This was the first aircraft built in France that was intended for air combat.

The most modern domestic military aircraft in Russia and the world owe their appearance to the popularization and development of aviation in Russia, which was facilitated by the flights of Russian pilots M. Efimov, N. Popov, G. Alekhnovich, A. Shiukov, B. Rossiysky, S. Utochkin. The first domestic cars of designers J. Gakkel, I. Sikorsky, D. Grigorovich, V. Slesarev, I. Steglau began to appear. In 1913, the Russian Knight heavy aircraft made its first flight. But one cannot help but recall the first creator of the aircraft in the world - Captain 1st Rank Alexander Fedorovich Mozhaisky.

Soviet military aircraft of the USSR Great Patriotic War sought to hit enemy troops, his communications and other targets in the rear with air strikes, which led to the creation of bomber aircraft capable of carrying a large bomb load over considerable distances. The variety of combat missions to bomb enemy forces in the tactical and operational depth of the fronts led to the understanding of the fact that their implementation must be commensurate with the tactical and technical capabilities of a particular aircraft. Therefore, the design teams had to resolve the issue of specialization of bomber aircraft, which led to the emergence of several classes of these machines.

Types and classification, latest models of military aircraft in Russia and the world. It was obvious that it would take time to create a specialized fighter aircraft, so the first step in this direction was an attempt to arm existing aircraft with small offensive weapons. Mobile machine gun mounts, which began to be equipped with aircraft, required excessive efforts from pilots, since controlling the machine in maneuverable combat and simultaneously firing from unstable weapons reduced the effectiveness of shooting. The use of a two-seater aircraft as a fighter, where one of the crew members served as a gunner, also created certain problems, because the increase in weight and drag of the machine led to a decrease in its flight qualities.

What types of planes are there? In our years, aviation has made a big qualitative leap, expressed in a significant increase in flight speed. This was facilitated by progress in the field of aerodynamics, the creation of new, more powerful engines, structural materials, and electronic equipment. computerization of calculation methods, etc. Supersonic speeds have become the main flight modes of fighter aircraft. However, the race for speed also had its own negative aspects- the takeoff and landing characteristics and maneuverability of aircraft have sharply deteriorated. During these years, the level of aircraft construction reached such a level that it became possible to begin creating aircraft with variable sweep wings.

For Russian combat aircraft, in order to further increase the flight speeds of jet fighters exceeding the speed of sound, it was necessary to increase their power supply, increase the specific characteristics of turbojet engines, and also improve the aerodynamic shape of the aircraft. For this purpose, engines with an axial compressor were developed, which had smaller frontal dimensions, higher efficiency and better weight characteristics. To significantly increase thrust, and therefore flight speed, afterburners were introduced into the engine design. Improving the aerodynamic shapes of aircraft consisted of using wings and tail surfaces with large sweep angles (in the transition to thin delta wings), as well as supersonic air intakes.

Photo PAK FA (T-50).

The PAK FA (also called T-50) is a fifth generation fighter aircraft being developed for the Russian Air Force. Should replace the main fighter of the Russian Air Force Su-27.

History of creation

Work on 5th generation fighter projects began back in Soviet times. As part of this direction, prototypes of the MiG 1.44 and Su-47 were created, but due to financial difficulties they did not go into series. However, these developments were used by the Sukhoi Design Bureau when receiving the task of creating a promising aircraft of the PAK FA project in 2002.

Flight tests of the first vehicle took place in 2010. In 2011, tests were carried out during flights at supersonic speeds, and in 2012, a radar with AFAR was tested on a prototype - hallmark 5th generation fighters. As of 2016, 7 copies of the machine were built and tested.

The completion of testing and the start of serial production of these fighters is planned for 2017.

Photo of PAK FA (bottom view).

Photo of PAK FA on the runway.

Photo: PAK FA preparing for takeoff.

Photo PAK FA.

Photo: a pair of PAK FAs on the runway.

Design Features

The PAK FA should become the first full-fledged Russian 5th generation aircraft, including all the features of the latest fighter.

The engine allows you to accelerate to supersonic speed without using afterburner. The control system is completely digital, and the ignition is plasma, which allows the engine to operate without oxygen. The aircraft's cruising speed is supersonic - 2500 km/h.

A unique life support system for Russian aircraft is installed in the cockpit of the fighter, which allows the pilot to perform complex maneuvers at increased overloads.

This is the first Russian aircraft to widely use stealth technology. To achieve ultra-low visibility of the aircraft, its shape, special reflective materials and electronic warfare equipment are used. In addition, some of the weapons are hidden inside the aircraft.

The PAK FA design uses a large number of composite materials, they make up up to a quarter of the aircraft’s mass.

The glider is characterized by an extended fuselage that merges into the plane of the wing. The wing itself has a rotating front part. In general, the aerodynamic design of the PAK FA makes the aircraft highly maneuverable.

The cabin equipment is in many ways reminiscent of the Su-35 aircraft, but there are also new solutions. The pilot receives information from two multifunction indicators equipped with displays. There is also a voice notification, and some of the necessary information is transmitted directly to the pilot’s helmet glass.

Photo PAK FA.

Photo PAK FA.

Photo PAK FA.

Photo PAK FA.

Armament

New air combat weapons are being developed for the aircraft. It is represented by guided missiles of all three ranges, which have increased protection against jamming, and are also capable of finding and locking on a target during flight. It is planned to install ultra-long-range missiles on the aircraft.

The PAK FA can hit ground and sea targets with guided missiles and adjustable aerial bombs.

The aircraft's radar is significantly different from all others Russian analogues. In addition to the main radar equipped with AFAR, there are a number of integrated stations dispersed in various places on the aircraft (“Smart Skin”).

Photo PAK FA.
Photo: PAK FA and MiG-29 fighters.

The Russian Federation will receive the latest 5th generation fighter T-50. The plane is expensive, about one hundred million US dollars in terms of today's exchange rate, and the average taxpayer may well have a question about the advisability of spending such a significant amount of money.

Why do we need PAK FA, and other questions

Does our military need such an expensive “toy”, is there a pressing need for it, and what will be its role in ensuring a peaceful sky over our country? What opponents will the aircraft face in suspected and probable air battles? Will he be able to emerge victorious from them and what is the likelihood of such an outcome? What tasks does this “front-line aviation complex”, and even a promising one, have to solve? What are its capabilities and characteristics? And who was the first to start the next round of the air race? The last question may be the key to answering all the others.

Race in the air

Arms races have always occurred in human history. The advantages of an army possessing the most advanced types of equipment, if not one hundred percent, then at least significantly influenced the outcome of wars. Since the mid-forties, the rapid development of jet aviation began. One after another, generations of fighters were replaced, each of which differed from the previous one in increasingly better technical characteristics: speed, rate of climb, ceiling, maneuverability, caliber and number of barrels of airborne small arms, the presence and number of missiles various types, detection and navigation tools. There have been five generations in total so far. The latter includes the American F-22 and F-35, the Chinese J-20 and the Russian T-50. A fifth-generation fighter can be immediately distinguished by its appearance from aircraft that until recently were considered the latest word in aviation technology.

External differences

So, what are the external signs? The first and main difference is their somewhat angular outlines, unusual after the beautiful smooth silhouettes of MiGs, Sabers, Phantoms and Sukhoi, to which everyone has become accustomed over the past decades. Of course, aesthetics have nothing to do with it. The external contours, consisting of planes intersecting at a certain angle, are due to the ability of the surfaces to reflect radar radiation so that, to the greatest extent possible, they do not return to the receiving antenna of the locator, but go somewhere to the side. The same requirement dictates the absence or minimization of weapons on external slings, which, due to their complex geometric shape, “glow” especially brightly. People who understand a little about aviation will also note a third sign by which a fifth-generation fighter can be distinguished. The PAK FA T-50, like its foreign contemporaries, has a rotary thrust vector. If we translate this technical term into generally understandable language, this means that the nozzles have the ability to rotate relative to the longitudinal center line in two or three planes. In all other respects, they have approximately the same design as previous models.

Materials

The appearance of the equipment does not allow us to judge many other parameters that are inaccessible to the eye. The new fifth-generation fighter T-50 is made not only of titanium and aluminum alloys, but to a large extent (almost half) its design is made using composite plastic materials. Technological advances in chemical products have paved the way for the use of polymers to make parts that were previously made only from metal. This immediately solved many problems: the weight became lighter, the danger of operational corrosion also decreased, but the main effect was low visibility for air defense systems. Polymer chains serve as a kind of damper that dampens high-frequency radiation. Latest achievements in this area they have found application in materials for the manufacture of T-50. A fifth-generation fighter must be super-maneuverable, stealthy and have supersonic speed characteristics. Therefore, it needs to be light, durable and reflect as little high-frequency radiation as possible.

"Raptor" - "first pancake"

The Americans turned out to be pioneers in the implementation of the principles of the fifth generation of fighter aircraft. They also tasted the first bitter fruits of experience.

Low radar signature, which has become an urgent need in conditions modern warfare, created a huge number of problems for aircraft designers. Ideas about aerodynamics had to be revised, which noticeably worsened flight performance. Strength also suffered. The Raptor can withstand less load than the Phantom, which was the workhorse of the US Air Force during the Vietnam War (4.95 g / 0.8 max for the F-22 versus 5.50 g / 0.8 max for the F-4E ). Its speed is also lower than that of aircraft developed in the late 50s and gained combat experience in the 60s.

Modest flight characteristics are also due to the need for intra-fuselage placement of weapons. MiGs, Phantoms and Tomcats carried missiles under their wings, and almost all of their internal space was occupied by the power plant, fuel tanks, cockpit, avionics and other important components. Of course, the additional volume worsens aerodynamics. And this entails very serious consequences. If the Raptor is nevertheless detected and the enemy fires a missile at it, then all that remains for the pilot is to eject in advance. There is little chance of escaping the blow.

Costs approximately 350 million. One hour of his flight, taking into account the pilot’s wages, costs $44,000. It's expensive. The F-22 Raptor has already been discontinued.

Chinese "black eagle"

In China, jet fighters began to be built one generation late. At the dawn of the national aviation industry, there were no designs of our own, they were copied. Therefore, the Chinese modestly classify their Stealth J-20 as the fourth generation, although by world standards it is more likely to correspond to the fifth. Little is known about Chengdu, but judging by its appearance, it largely remains the bearer of the ideas of Soviet designers.

The failed MiG-1.44 project inspired engineers at Chengdu Aircraft Industry Corporation to create a similar compositional scheme. The Black Eagle, as the J-20 is also called, received its engines from Russian aircraft. For the fifth-generation fighter T-50, the designers of the Sukhoi Design Bureau provided dual-circuit power plants with a thrust vector variable in two planes. Details are unknown, but the two engines develop a thrust of up to 18 tons, which, of course, is more than that of the J-20.

Another American

In the late eighties, the United States began an ambitious program to rearm the Marine Corps. To replace the Hornet, the F-18 required a new aircraft that would have some of the hallmarks of the next generation of aircraft. The task was complicated by two requirements presented by the Pentagon: the possibility of sea-based ship deployment and the lowest possible cost. The aircraft developed by Lockheed-Martin, the F-35 Lightning, won the competition. In terms of its flight and operational characteristics, as well as its combat qualities, it is inferior even to Russian Su-35 class interceptors. The T-50, a fifth-generation fighter, is significantly superior in almost all respects.

How to identify a leader?

Currently, three aircraft can theoretically compete for prizes when choosing the best modern interceptor. At the same time, it seems to be a difficult task to compare fifth-generation fighters. T-50, F-22, J-20 and even F-35 are classified models, the details of their designs are state secrets, and they can only be judged by the fragmentary information that was nevertheless leaked to the press during their exhibition displays. And yet certain conclusions can be drawn.

Comparison of Sukhoi with Raptor

Due to the lack of detailed technical information It makes sense to use the simplest estimation method, geometric. The PAK-FA is larger than the Raptor, meaning its weapon bays can accommodate more missiles or guided bombs. That’s right, according to published data, it carries 10 missiles in the fuselage and another 6 under the wings (the F-22 has 12 and 4, respectively). At the same time, Western experts point to a deterioration in stealth when using external slings, but Russian engineers vaguely hint that they have Plasma-stealth technology, which eliminates this drawback. You can also judge whose 5th generation fighter is better by the radius of its combat use. The T-50 can cover 5.5 thousand km, while the F-22 can only cover 3.2 thousand km. The advantages of the Raptor are manifested in a special system for dispersing the thermal trace, as well as in a radar operating with optimal radiation power. Both of these features make it difficult to detect in infrared. It also has a high supersonic cruising speed (Mach 1.8, the same as the T-50), allowing it to arrive at the scene of air combat faster. What's next?

Alleged fight

The maneuverability characteristics of the Russian fifth-generation fighter T-50 are significantly better than those of the American F-22 interceptor. This, with all other comparable parameters, determines success in modern air combat, judging by the military experience of recent decades. Moreover, both aircraft were created to solve a variety of tasks, including attacks on ground targets. Unlike its American counterpart, the Russian T-50, a fifth-generation fighter, can also be a supersonic attack aircraft, while the Raptor needs to slow down before firing.

Without detracting from the merits of the American interceptor, we can assume that in the event of an air battle, other things being equal, success will accompany the Russian aircraft more often than the American one. Experts even give an approximate ratio of possible losses: one to four. In practice, it is better not to check this figure.

IN last issue magazine " Air&Cosmos"article published Piotr Butowski And Anthony Angrand« Du PAK FA au Su-57", which provides interesting information regarding the Russian program to create a fifth-generation fighter on the topic of PAK FA. Our blog provides a translation of this material.

The PAK FA will soon receive a new name; now the fifth generation fighter will be called the Su-57. However, the production of this twin-engine fighter was revised downward. Over the course of two years, the prototypes of the fighter underwent the procedure of strengthening the airframe, as well as a number of modifications.

During the first day of the MAKS-2017 International Aviation and Space Salon, Russian President Vladimir Putin was supposed to visit the hangar in which the [eighth flight] prototype of the fifth generation PAK FA fighter, a copy of the T-50-9, was located. At the same time, it was planned to complete the procedure of signing a document on the completion of the first stage of testing and a recommendation to begin serial production of a batch of aircraft. However, Vladimir Putin decided to change his route and did not enter the hangar. The new designation of the PAK FA has not been announced and the fighter is waiting for another opportunity for its official name to be named.

The eighth flight prototype of the PAK FA fighter - T-50-9 aircraft (tail number "509"), Zhukovsky, July 2017 (c) Artyom Anikeev / Russianplanes.net (link)

Since 1982

The Sukhoi Su-57 will be the future production air superiority fighter with a long range, while being significantly improved compared to existing aircraft. The Su-27 went into production in 1982 and still remains the main fighter of the Russian Aerospace Forces. The Su-37 was an experimental Su-27M numbered "711", produced in 1994, and was equipped with thrust vectoring engines. The Su-47 Berkut was another prototype aircraft created in 1997 and was the first attempt by the Sukhoi Design Bureau to create a fifth-generation fighter with a forward-swept wing. The previous aircraft - Su-7 (1958) and Su-17 (1970) did not belong to this line of development of Sukhoi Design Bureau aircraft.

During MAKS 2017, two T-50 fighters performed synchronized maneuvers, followed by a training dogfight. As in previous years, the public was not able to see them on the ground; they were visible only in the air. The two years that have passed since the end of MAKS 2015 were spent refining the fuselage of the aircraft after the problems encountered during prototype testing. A possible flight control system configuration was also tested. Production of serial aircraft will be carried out in the current configuration, although work on modifying the aircraft, including the installation of new engines, will continue.

Three other PAK FA prototypes began the testing program after MAKS 2015, bringing their total number to eight. The sixth aircraft, T-50-6-2 (tail number "056") made its maiden flight on April 27, 2016, followed by the T-50-8 (tail number "058") on November 17, 2016, and the T-50- 9 took off on April 24, 2017. Two and a half years passed between the sixth T-50-6-2 and the predecessor T-50-5 (first flight on October 27, 2013), and significant improvements were made to the project. The T-50-7 prototype has not flown and is being used for static testing of the modified fuselage.

The three new prototypes differ from the five previous prototypes in the internal reinforcements of the fuselage. The panels that cover the fuselage have been partially replaced with products made from composite materials. The rear part of the fuselage (in which the electronic warfare system is located) was lengthened, the shape of the lower part of the fuselage in the rear section, hatches and technological openings were also changed. The wingspan increased from 14 meters to 14.1 meters, and the fuselage length increased from 19.7 meters to 20.1 meters. These data are just estimates, as "official" numbers were never announced by the developer.

Changes in the aircraft design were caused by technical difficulties, including cracks in the fuselage structure, identified during testing of the first T-50 prototypes. That is why the first flight prototype of the T-50-1 was undergoing revision for a long time, which lasted almost a year from August 2011 to September 2012 after being damaged during the MAKS-2011 air show. This aircraft received additional fuselage reinforcements. Several times he had engine problems and had to land with one engine running. During the same MAKS-2011 show, the second flight prototype of the T-50-2 fell victim to a surge in the engine compressor during takeoff. A stream of flames several meters long stretched behind the plane, and the pilot stopped taking off. The fifth flight prototype of the T-50-5 caught fire on the runway on June 10, 2014 after landing during a demonstration for the Indian delegation. The repairs were carried out in Komsomolsk-on-Amur within 16 months. The aircraft, designated T-50-5R, began flying after repairs on October 16, 2015.

With the exception of flights conducted by the developer in Zhukovsky, since February 2014, prototypes of the T-50 aircraft have been tested at the Russian Ministry of Defense test center in Akhtubinsk under the control of military pilots. In March 2016, former Russian Air Force Commander-in-Chief Vladimir Mikhailov stated on Russian television that the T-50 was the first to use weapons from its internal compartments.

Configuration after installation of electronic equipment

The latest T-50-9 is equipped with a set of avionics that will be installed on the production Su-57. On previous prototypes, the kit was partially installed, so some vehicles only carried dummy electronic equipment.

Arrangement of avionics elements of the Su-57 fighter (c) Piotr Butowski / Air&Cosmos

All systems and devices are interconnected and controlled by a central processor. The Sukhoi Design Bureau is responsible for the integration of systems, which is happening for the first time. In the past, the integration of the fire control system and navigation system was the responsibility of their developers. On Sukhoi fighters, this work was usually carried out by Ramenskoye Instrument-Making Design Bureau JSC. Electronic systems include the Sh121 weapons control system radar complex and the 101KS optical-electronic integrated system. The Sh121 system was developed by JSC NIIP named after V.V. Tikhomirov" from Zhukovsky and includes the N036 radar and the L402 electronic jamming system. The N036 Belka radar includes five antennas with AFAR, three in the X-band and two in the L-band, which control a space of 270 degrees (135 degrees to the left and right of the aircraft axis). The use of L-band radar in air-to-air mode is the T-50's primary means of detecting stealth aircraft. According to NIIP director Yuri Belykh, the latest N036 radar, produced by the institute’s pilot production, is installed on the T-50-9 aircraft. Future aircraft will be equipped with radar manufactured by JSC State Ryazan Instrument Plant.

The L402 Himalaya airborne defense complex, developed by Kaluga Scientific Research Radio Engineering Institute JSC and produced by the Stavropol Signal PJSC, has its own antennas, but since it operates on the same waves as the radar, it uses H036 antennas.

The 101KS Atoll optical-electronic complex, developed by the Ural Optical-Mechanical Plant (UOMZ) Production Association JSC in Yekaterinburg, allows you to control the airspace in the optical range along the entire perimeter of the aircraft, as well as protect the aircraft from attacking missiles. “Atoll” consists of the IRST 101KS-V system located in front of the engine nacelles, four ultraviolet missile detection sensors that have a 360-degree view, as well as two 101KS-O sensors, which, according to data from UOMZ, are jamming systems in the infrared range. Another sensor, 101KS-P, consists of a small infrared vision device that assists the pilot during low-altitude maneuvers or during landing. In addition, the development of a navigation and target designation container for the 101KS-N navigation container is underway.

Small series production plans

According to the official document "Action Program of the Russian Ministry of Defense for the period 2013-2020", published in 2013, the achievement of initial operational readiness and the start of serial production were planned for December 31, 2016. This deadline was not met, although the document did not say who was responsible for this. The head of the UAC, Yuri Slyusar, before the opening of MAKS-2017, said that three more T-50 prototypes will be assembled under the R&D contract, and that in 2019 the plant in Komsomolsk-on-Amur will begin deliveries of the first batch of fighters.

According to a press release from the Sukhoi company in connection with the MAKS-2017 air show, “the first stage of State tests is coming to an end... Stability and controllability indicators at subsonic and supersonic speeds at high and low altitudes, as well as at supercritical angles of attack have been confirmed” . The first stage of State testing is quite advanced in flight testing. But only passing the second stage of testing, during which flight and weapons control systems are tested. Allows the aircraft to be officially adopted by the Russian Aerospace Forces.

Plans for the purchase of Su-57 by the Russian Aerospace Forces were also revised downward. On March 23, 2015, Deputy Minister of Defense of Russia Yuri Borisov visited the plant in Komsomolsk-on-Amur, where he stated that the Russian Aerospace Forces would be able to purchase a smaller number of T-50s, compared to the volume planned in the GPV-2020, and purchase Su-30 fighters and Su-35, not so expensive. Russian media cited a source in the Russian Ministry of Defense, who said that the Aerospace Forces will purchase only one T-50 squadron (12 aircraft) by 2020, instead of the 60 aircraft provided for in the GPV-2020.

One of the reasons for the reduction in the number of purchased Su-57s is internal competition between 4+ generation fighters, primarily the Su-35, whose potential is comparable to the Su-57, with the exception of stealth indicators. In further development of Yuri Borisov’s statement, we can add that “Su-35 generation 4+ fighters, according to military pilots, demonstrated very good performance.” The Russian Ministry of Defense has already ordered a total of 98 Su-35S and 116 Su-30SM.

PAK FA 2.0

The Sukhoi Design Bureau press release already mentioned above notes that the PAK FA will become “number one in the aviation technology market after 2020.” At this point, the second version of the “second stage” aircraft will be ready. Its fundamental difference will be the installation of “product 30” engines, since the AL-41F engines (“product 117”) are actually modernized AL-31 engines installed on the previous generation Su-27 fighters.

An interesting UAC presentation from 2013 outlined production plans. Until 2025, it was planned to produce 150 “product 117” engines and 340 “product 30” engines. This allows us to say that the production of the “first stage” T-50 fighter will not exceed the initially envisaged 60 units (currently reduced to 12 vehicles). The 30 remaining engines will be sufficient for prototype aircraft and other tests. Another number – 340 units of “product 30” – is quite interesting. Minus 20 engines for testing, we can talk about the planned production of 160 T-50 “second stage” in the period 2020-2025. Today, these plans have no doubt been revised downward.

The first demonstrator of the Izdeliye 30 engine was handed over for testing on November 11, 2016. Testing of the engine on a flying laboratory should begin in 2017, or so it is stated.

“Product 30” is created based on the concept of a “clean sheet” and should produce a thrust of 16-17 tons, compared to 14.5 tons currently. This will reduce weight, reduce the number of parts and reduce operating costs. The engine will be distinguished by a certain stealth. The cold part of the engine will consist of a three-stage compressor (compared to four stages on the Product 117) and a single-stage turbine. The hot end will be equipped with a five-stage compressor (instead of nine stages) and a single-stage turbine.

New fighters

During the MAKS 2017 air show, various officials spoke several times about new fighter programs in Russia. Deputy Prime Minister Dmitry Rogozin said that the GPV-2025 included a program for the development of a light fighter. General manager RSK MiG Ilya Tarasenko added that his company is working on such a project, possibly in single- and twin-engine versions. Deputy Minister of Defense Yuri Borisov said during MAKS-2017 that the Russian Aerospace Forces will purchase the MiG-35 fighter of the 4+ generation as part of the GPV-2025. The initial contract will cover the purchase of 24 aircraft.

Yuri Borisov also spoke about a carrier-based fighter for future aircraft-carrying ships. This will be a vertical take-off aircraft developed by the Yakovlev Design Bureau. In the past, this design bureau developed the Yak-38 aircraft and two prototypes of the legendary supersonic Yak-41M. Currently, the design bureau is slowly implementing the initial OCD stage on the development of a vertical take-off and landing aircraft. In 2015, Defense Minister Sergei Shoigu mentioned the PMKI (promising multifunctional naval fighter).

Characteristics of the Su-57

Swing - 14.1 meters
Length - 20.1 meters
Height - 4.6 meters
Empty weight - 18 tons
Normal take-off weight - 25 tons
Maximum take-off weight - 35 tons
Maximum speed - 2M
Cruise speed at supersonic speed - 1.3M
Supersonic flight range - 1500 km
Maximum flight range - 3500 km