How to buy a plane ticket without leaving home?
Indicate the route, travel date and number of passengers in the required fields. The system will select options from offers from hundreds of airlines.
From the list of flights, select one that is convenient for you.
Enter your personal information - it is required to issue tickets. Tutu.ru transmits them only via a secure channel.
Pay for tickets with a bank card.
What does an e-ticket look like and where can I get it?
After paying on the website, a new entry will appear in the airline’s database - this is your electronic ticket.
Now all information about the flight will be stored by the carrier airline.
Modern air tickets are not issued in paper form.
You can see, print and take with you to the airport not the ticket itself, but the itinerary receipt. It has a number electronic ticket and all information about your flight.
Tutu.ru sends an itinerary receipt by email. We recommend that you print it out and take it with you to the airport.
It can be useful at passport control abroad, although you will only need your passport to board the plane.
How to return an e-ticket?
Ticket refund rules are determined by the airline. Typically, the cheaper the ticket, the less money you can return it.
To return your ticket, contact the operator as soon as possible.
To do this, you need to respond to the letter that you will receive after ordering tickets on the Tutu.ru website.
Please indicate “Ticket Return” in the subject line and briefly describe your situation. Our specialists will contact you.
The letter you receive after ordering will contain contacts of the partner agency through which the ticket was issued. You can contact him directly.
In the mid-40s, work continued in the Soviet Union to further increase the maximum flight speed of aircraft with piston engines. For these purposes, liquid-propellant jet engines (LPRE), ramjet engines (ramjet engines), compressor air-breathing engines (ACRE) and other engines used as boosters were additionally installed on aircraft. They made it possible to temporarily increase flight speed.
The team of designers, headed by Pavel Osipovich Sukhoi, designed two experimental aircraft with accelerators of this type. The first is the Su-7 with the ASh-82FN engine and the RD-1 liquid jet engine; the second is an experimental fighter aircraft Su-5 (I-107) with a liquid-cooled engine VK-Yu7A with a power of 1650 hp. With. and VRDK compressor engine. 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 a 1-2 mm thick duralumin skin.
The single-spar wing at the root has a TsAGI 1B10 profile with a relative thickness of 16.5%, at the end of the wing there is a NACA 230 profile with a relative thickness of 11%. The wing is double-cantilever. The consoles are connected to the fuselage along the side ribs. The joint is removed under the fairing.
The fighter uses Frize-type ailerons with weight and aerodynamic compensation. On the left aileron there is a controlled trimmer. The flaps and ailerons are all-metal.
The aircraft was equipped with a 23 mm N-23 cannon with 100 rounds of ammunition. The cannon was located in the camber 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 fired through the plane of the propeller and was therefore synchronized with its rotation.
The four-blade variable pitch propeller is all metal. The cabin protection consists of a 10 mm thick armored back, a visor and a headrest made of armored glass.
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 (powered by the engine), a water radiator and a nozzle chamber are successively located. The tail part of the channel, made of heat-resistant steel, is a combustion chamber with an adjustable outlet opening. The nozzle part of the channel and the combustion chamber have a double wall, into the cavity of which air passes for cooling.
The oil cooler is located in the tunnel of the left wing console with an outlet on the lower surface of the wing. The main engine and thruster are supplied with 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 mounted above the fuselage. The embedding areas are closed with fairings. The handlebars have weight and aerodynamic compensation, and are also equipped with metal controlled trim tabs.
The landing gear is retracted along the span into the wing tip using hydraulic control. Wheel size - 650X200 mm. The landing gear and wheels are closed with flaps in the retracted position. The in-flight retractable crutch wheel 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, turning on the VRDK increased the speed of the aircraft at the ground by 90 km/h, and at altitude - by about 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. No further work was carried out on the aircraft, 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 was painted green on top and light blue on the bottom (matte surface).
BRIEF TECHNICAL SPECIFICATIONS
Overall dimensions, m:
wingspan 10.56
length 8.51
chassis track 3.29
stabilizer span 4.0
screw diameter 2.9
Wing area with air-fuselage 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
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 creating 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-fin tail. Consisting of three parts (a center section and two consoles), the wing had a constant transverse V angle and a basically trapezoidal shape when viewed from above; the stabilizer had a zero lateral angle V.
The power plant of the aircraft consisted of two 12-cylinder V-shaped liquid-cooled M-107 engines designed by Vladimir Yakovlevich Klimov, with a take-off power of 1400 hp each. (1030 kW) each, rotating one common propeller. 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 right side of the fuselage, and the rear engine was shifted to the left. Thus, the overall power was the same as that of a twin-engine aircraft, but the drag was that of a single-engine aircraft, which should have given a significant increase in speed. Inside the OKB, 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 (on the right for the front engine and on the left for the rear). The engines were supposed to rotate a three-blade 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 arrangement of the engines made it possible to move the cockpit forward; it was, in addition, shifted to the left side, which gave the aircraft a very unusual appearance, but provided the pilot with excellent visibility during takeoff and landing, despite the large landing angle required for sufficient propeller clearance. The cabin was protected by a 60 mm thick bulletproof windshield, a 10 mm front armor plate and a 12 mm rear armor plate; total weight 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 wheel of the tail gear, which was retracted into the fuselage, had dimensions of 400×150 mm. The aircraft's armament 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 mock-up 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 deliver powerful strikes against enemy rear targets not only at night, but also during the day. The main tasks of the future fighter were to be:
- bomber escort;
- breakthrough of enemy air defense;
- conducting patrol service in areas remote from their bases;
- conducting reconnaissance in combat deep behind enemy.
An additional purpose of the new aircraft was to serve as a loitering interceptor fighter.
The Sukhoi Design Bureau received the go-ahead to continue work on the I-2M-107 project, the immediate leader of which was Vladimir Antonovich Chizhevsky. Officially, the project was given the designation Su-5. The engines were replaced with more powerful VK-107A, developing 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, the three prototypes quickly went through a program of development work and subsequent factory and official tests. The plane turned out to be easy to fly, but experienced problems with overheating of both engines and the gearbox. If the engine cooling problem was resolved (for this, the aircraft received a ventral radiator of increased area, and the oil coolers were redesigned and placed under the wing at its root parts), then the transmission became the Achilles heel of the Su-5.
However, by the end of 1944 this problem was resolved, and the Su-5, having successfully passed tests, was recommended for serial production as a long-range fighter and loitering interceptor fighter.
A number of improvements were made to the design of the production aircraft compared to the prototype. The wingspan was increased by 1.6 meters, a four-blade propeller of increased diameter (4.3 meters!) was installed, which had best characteristics at higher altitudes. The pilot's cabin remained unsealed, but received new glazing that provided all-round visibility.
The armament also underwent changes: the fuselage cannon 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 of the same designers.
The operating experience of the first production Su-5s showed that if the problem with engine overheating could be successfully eliminated, then the difficult-to-manufacture gearbox could fail during an air battle with high overloads. Due to a drop in quality during the transition from prototypes to mass production, overloads in the gearbox could damage the bearings and housing, as well as bend the extended shafts. It is believed that damage to the gearboxes is responsible for some of the losses of the Su-5 of the first series.
The large torques of the huge propeller 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 for not only a single-engine enemy fighter (Me 109 or FW 190), but also larger aircraft, such as, for example, a night fighter, to fall apart in the air. Ju 88G interceptor.
Besides combat use Su-5 long-range fighters were also used to conduct experiments, including experimental work with engines and weapons. One Su-5 was armed with a 45-mm Nudelman-Suranov NS-45 automatic cannon firing through the propeller hub. It was also planned to install a 57-mm cannon on it. The Su-5 tested experimental VK-108 and VK-109 engines. In order to increase the flight range, one aircraft was converted to install two Charomsky ACh-30B diesel engines.
To minimize the influence of torque on the aircraft's airframe, a variant with coaxial counter-rotating propellers with a diameter of 3.6 meters each was in development.
Before the end of hostilities, a total of 120 Su-5 long-range heavy fighters were produced. Despite the above disadvantages, 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 only field youngsters and a small number of unkilled experts, made it possible to minimize the losses of their charges. After the war, the Su-5s were gradually decommissioned, and the combat units flying them were re-equipped with the La-11 long-range escort fighters. Then came the era of jet aviation...
diagrams of the I-2M-107 long-range escort fighter
layout diagram of the I-2M-107 long-range escort fighter
the first prototype of the long-range escort fighter Su-5 (I-2M-107)
long-range escort fighter Su-5, 1st IAP ADD, March 1945, Germany
FLIGHT PERFORMANCE
Type: Sukhoi Su-5
Purpose: long-range escort fighter
Crew: 1 person
Power point: two 12-cylinder V-shaped liquid-cooled engines VK-107A, developing 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
Weight:
empty 5250 kg
maximum takeoff 8100 kg
Flight characteristics:
maximum speed at altitude 720 km/h
rate of climb 21 m/s
service ceiling 11,700 m
flight range 1750 km
Weapons: one 37-mm NS-37 cannon with 50 rounds of ammunition, two 23-mm NS-23 cannons with 120 rounds of ammunition per barrel
OKB P.O. Sukhoi - 1945By the end of the Second World War, the speeds of the best production fighters Yak-9, Yak-3, La-7 were approaching 700 km/h. The appearance of German jet fighters on the western front in 1944, reaching speeds of up to 800 km/h, prompted our designers to take retaliatory measures. A further increase in the maximum flight speed of aircraft with piston engines was possible only with the additional installation of special boosters operating on the principle of jet thrust, or special jet engines. There were no completed turbojet engines in the Soviet Union yet. Therefore, experiments were carried out using liquid-propellant jet engines (LPRE), ramjet engines (ramjet engines), air-breathing compressor engines (ARJC) on aircraft I-153, La-5, La-7, Yak-7, Yak-9, Yak-3, Pe-2, etc.
In 1944, the design bureau headed by Pavel Osipovich Sukhoi developed two experimental fighter-interceptors with a combined power plant: Su-7 (with ASh-82FN and liquid-propellant engines) and Su-5 (with VK-107A and VRDK). Unlike other fighters that have been converted to accommodate boosters, the Su-5 was initially designed to accommodate a second engine.
Air entered the VRDK through a channel along the entire length of the fuselage, starting from the air intake, under the VK-107 engine, the pilot’s cabin and the fuel tank located behind the cabin. After compression in a centrifugal compressor, which had a special drive from the main engine, the air was cooled by a water radiator and ended up in a combustion chamber that had seven fuel injection nozzles. Behind the combustion chamber there was an outlet nozzle with adjustable flaps. The nozzle part of the channel and the combustion chamber were made of heat-resistant steel and had a double wall, in the cavity of which air passed for cooling.
The launch of the VDRK was supposed to provide a significant increase in speed at the right moment in the air battle. The booster could be used in flight for 10 minutes. At the same time (according to calculations) the speed at the ground should have increased by 90 km/h, at altitude - by 110 km/h.
The Su-5 aircraft was an all-metal monoplane with a duralumin skin 1-2 mm thick.
It was a full-fledged fighter, armed with a 23-mm NS-23 motor cannon (with 100 rounds of ammunition), installed in the camber of the V-engine and firing through the propeller hub, and two synchronized 12.7-mm UBS machine guns (200 rounds each) , which were located in the bow above the engine.
The first stage of factory flight tests of the Su-5 fighter took place in April-June 1945. Designers continued to search for ways to improve the aerodynamic characteristics of the aircraft. For this purpose it was designed new option wing With the help of the OKB team, the wing was manufactured and installed on the aircraft. In the future, this allowed us to obtain good results.
The tests were interrupted due to the failure of the VK-107A engine and the failure of the compressor. No further work was carried out on the aircraft, since by this time combined installations with power take-off from the engine to the compressor were considered unpromising.
Technical data of the Su-5
Crew
- 1 person
Maximum take-off weight
- 3,804 kg
Dimensions:
length x wingspan
- 8.51 x 10.56 m.
Power point:
number of engines x power
- 1(VK-107A) x 1650 hp. + 1(VRDK) x 950 hp.
Maximum flight speed:
at an altitude of 4,350 m (7,800 m)
- 793 km/h (815 km/h)
Rate of climb
- 14.6 m/s
Practical ceiling (calculated)
- 12,000 m
Flight range (estimated)
- 600 km
Weapons:
1 x 23 mm NS-23 cannon,
2 x 12.7 mm UBS machine guns
In January 1944, the design bureau of plant No. 289 proactively began the preliminary 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. According to the design, the aircraft was a cantilever monoplane of all-metal construction with a single-fin tail and retractable landing gear in flight.
The first version of a fighter with a VRDK. Drawing.
Combined power point 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 an M-107A engine using two shafts and an intermediate gearbox. Air intake for the VRDK was carried out by two air intakes located in the wing center section toes. The air channels ran inside the center section, then entered the fuselage and were combined into one common channel, which supplied air to an axial single-stage compressor, then the compressed air was supplied to the front of the combustion chamber with nozzles installed in it. The rear part of the combustion chamber passed into an unregulated jet nozzle.
At the beginning of March 1944, the preliminary design of the 2nd version of a single-seat fighter with the M-107A and Fadeev-Kholshchevnikov VRDK was completed. This project had a number of significant differences from the previous version. Considering that wing air intakes have significant total pressure losses associated with a large number bends of the air channels, as well as increased flow velocities due to the small sizes of the flow sections, in the second option they decided to place the air intake under the spinner of the propeller of the M-107A engine, and therefore the layout of the aircraft changed. In addition, changes affected the placement of the oil cooler and 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 USSR and there it was included in the draft plan for the pilot construction of Air Force spacecraft aircraft for 1944.
The second version of the fighter with the airborne rocket launcher. Drawing.
Earlier, in February 1944, State Committee Defense (GKO) decided to organize NII-1, which would concentrate all research and practical work on jet technology. In addition, this decree obliged the USSR NKAP to submit proposals for the creation of specific models of aircraft and jet engines within a month.
In March, they prepared a draft government decree, which, along with aircraft from other design bureaus, included the above-mentioned P.O. Sukhoi fighter. On May 22, 1944, the State Defense Committee adopted a resolution that marked the beginning of a new stage in the development of jet technology in the Soviet Union. This resolution and order of the NKAP USSR No. 371 dated May 30, 1944 obligated the Chief Designers A.S. Yakovlev, S.A. Lavochkin, N.N. Polikarpov, A.I. Mikoyan, M.I. Gurevich and P.O. Sukhoi to begin work on creating 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 TsIAM, with the following flight technical data:
Maximum speed with VRDK switched on design height 7000-8000 m for 10 minutes: 800 km/h
Maximum speed without turning on the VRDK: 700 km/h
Rate of climb to 5000 m without turning on the VRDK: 5.5 min
Rate of climb to 5000 m with the inclusion of the VRDK: 4.3 min.
The flight duration, provided the afterburner is used, is no more than 10 minutes.
(turning on VRDK): 1 hour. 30 min
Service ceiling: 11800 m
Run: 330 m
On the aircraft, provide for the installation of one 20 mm or 23 mm caliber cannon and 2 12.7 mm machine guns.
Build the aircraft in 2 copies and present it for flight testing:
1st copy - February 15, 1945
2nd copy - March 15, 1945."
At the beginning of June, the design bureau began designing the aircraft, initially designated I-107, or “D”, and already in the process of factory flight tests - Su-5. The basis was taken as the 2nd version of the preliminary design of a single-seat fighter with the M-107A and the CIAM airborne rocket launcher, which, after modification, was presented to the leadership of the USSR NKAP and the Air Force for consideration.
In parallel with the preliminary design, work was carried out on the technical design and construction of the model. To meet the government deadline in July, before complete production drawings, began building 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 cabin equipment, on the VMG and VRDK, on weapons 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 USSR - on September 19, by 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.
Model of the Su-5 fighter.
On November 23, construction was completed and a copy of the aircraft was transferred to TsAGI for static testing. The construction of the flight prototype was delayed due to 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 performed the first taxiing, and On April 6, after receiving permission, the first flight of the experimental Su-5 fighter took place. Factory flight tests have begun.
Tests of the aircraft were carried out at the Tushinsky airfield, but on June 15 they stopped due to the failure of the VK-107A engine. By this time, 23 flights had been completed with a total flight time of 8 hours and 50 minutes. Based on their results, a report was drawn up, which stated:
“... 1. The propeller engine installation works quite satisfactorily in all modes in terms of power, lubrication and cooling.
2. Controllability and stability of the aircraft at various speeds and evolutions - normal.
3. During the flight at supermaximum speed, no stalling elements or vibrations were observed.
4. The resulting maximum speed at an altitude of H=4350 m is 793 km/h. During further flights, it was not possible to confirm the speed obtained 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 preparations for the air parade, by order of the NKAP USSR, 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 August 7 and continued until October 18. Flights were stopped due to the engine exhausting its service life. By this time, 42 flights had been completed under the factory test program, 11 of which included the VRDK. The total flight time was 17 hours. 49 min.
On November 1, 1945, production of the second flight prototype of the aircraft was completed, which was transferred to TsAGI for aerodynamic research. At the beginning of 1946, leading engineer S.Ya. Gorbunov addressed the Central Committee of the All-Union Communist Party of Bolsheviks with a letter in which he reported delays in testing the Su-5 aircraft. The letter was forwarded to the People's Commissariat of the Aviation Industry. In his response to G.M. Malenkov, Deputy People's Commissar A.S. Yakovlev wrote:
“...During factory tests on Comrade Mikoyan’s plane(meaning the I-250 fighter - editor's note) a maximum speed of 823 km/h was achieved at an altitude of 7000 m, corresponding to the specified speed, but on Comrade Sukhoi’s plane the speed was obtained significantly less than the specified one, and during the tests it was not possible to identify the reasons for the lack of speed.
Due to the fact that the aircraft designed by Comrade Mikoyan turned out to be more mature, the construction of a pilot series of 10 aircraft began at plant No. 381. The limited number of propulsion systems did not make it possible to provide both Comrade Mikoyan’s aircraft and Comrade Sukhoi’s aircraft with them. , therefore, the People's Commissariat of Aviation Industry instructed CIAM to transfer the next tested engine to plant No. 381 for installation on the lead aircraft of the pilot series designed by Comrade Mikoyan, as it was more advanced.
To identify the reasons for the significant shortfall in the speed of Comrade Sukhoi’s aircraft, a second copy of this aircraft was prepared for research by purging in the G-104 TsAGI wind tunnel...”
In fact, the fate of the Su-5 was already predetermined. Until the end of 1946, the new power plant had not arrived, and on November 30, 1946, a decree of the USSR Council of Ministers was issued “On the cessation of work on aircraft that have lost their relevance in the experimental aircraft construction plan of the MAP.” It included, among others, the Su-5 aircraft with the following conclusion: “The specified flight data were not obtained during the tests and were significantly overlapped on a similar aircraft by Comrade Mikoyan, which completed factory tests.”
Technical description.
The Su-5 aircraft is a single-seat monoplane of all-metal construction with a 1-2 mm thick duralumin skin. The single-spar wing at the root has a TsAGI 1B10 profile with a relative thickness of 16.5%, at the end of the wing there is a NACA 230 profile with a relative thickness of 11%. The wing is two-cantilever. The consoles are connected to the fuselage along the side ribs. The joint is removed under the fairing.
The fighter uses Frize-type ailerons with weight and aerodynamic compensation. On the left aileron there is a controlled trimmer. The flaps and ailerons are all-metal.
The aircraft was equipped with an NS-23 cannon of 23 mm caliber with 100 rounds of ammunition. The cannon was located in the camber 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 fired through the plane of the propeller and was therefore synchronized with its rotation.
The armor included a 10 mm thick armored back, a visor and a headrest made of 65 mm thick transparent armor. It was possible to install additional armor.
The propeller engine group (VMG) consisted of a liquid-cooled piston engine VK-107A 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 nozzles. The air for the airborne rocket engine came from the nose air intake located under the propeller spinner. The air channel ran under the VK-107A and through a cutout in the wing spar it approached the axial compressor, and then followed to the front part of the combustion chamber with prechambers and injectors installed in it. The rear part of the combustion chamber was equipped with flaps to regulate the flow area of the jet nozzle. The combustion chamber was cooled by air taken from behind the compressor and entering 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.
VDRK motor-compressor unit.
VRDK combustion chamber.
The four-blade variable-pitch propeller is all-metal. The cabin protection consists of a 10 mm thick armored back, a visor and a headrest made of armored glass.
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 (engine driven), a water radiator and a nozzle chamber are successively located. The tail part of the channel, made of heat-resistant steel, is a combustion chamber with an adjustable outlet opening. The nozzle part of the channel and the combustion chamber have a double wall, into the cavity of which air passes for cooling.
The oil cooler is located in the tunnel of the left wing console with an outlet on the lower surface of the wing. The main engine and thruster are supplied with 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 mounted above the fuselage. The embedding areas are closed with fairings. The handlebars have weight and aerodynamic compensation, and are also equipped with metal controlled trim tabs.
The landing gear is retracted along the span into the wing tip using hydraulic control. Wheel size - 650 x 200 mm. The landing gear and wheels are closed with flaps in the retracted position. The in-flight retractable crutch wheel and its retracting mechanism are located under the combustion chamber. Crutch wheel without tread, 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 take-off: 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
Rate of climb, 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).
Loading...
