超级军网有谁知道苏-9/11"捕鱼笼" 详细点的介绍么?
来源：百度文库 编辑：超级军网 时间：2024/05/03 03:40:32
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看了介个没?--------http://bbs.cjdby.net/viewthread. ... mp;extra=page%3D1:D
:D :D :D :D
Development
The Su-9 emerged from aerodynamic studies by TsAGI, the Soviet aerodynamic center, during the Korean War, which devised several optimum aerodynamic configurations for jet fighters. The design first flew in 1956 as the T-405 prototype. The Su-9 was developed at the same time as the Su-7 'Fitter', and both were first seen by the West at the Tushino Aviation Day on 24 June 1956, where the Su-9 was dubbed Fitter-B. It entered service in 1959.
Total production of the Su-9 was about 1,100 aircraft. It is believed that at least some Su-9s were upgraded to Su-11 'Fishpot-C' form. None were exported to any of the USSR's client states nor to the Warsaw Pact nations. Remaining Su-9s and later Su-11s were retired during the 1970s. Some were retained as test vehicles or converted to remote-piloted vehicles for use as drones. It was replaced by the upgraded Su-11 and the much-superior Su-15 'Flagon' and MiG-25 'Foxbat'.
The combat record of the 'Fishpot,' if any, is unknown. It is possible that it was involved in the interception (or even shoot-down) of reconnaissance missions whose details remain classified, but nothing is publicly admitted.
On September 4 1962 a modified Su-9 (designated T-431 by the bureau) piloted by Vladimir Sergeievitch Ilyushin set a new world record for absolute height, at 28,852 m (94,658 ft). In November of the same year Ilyushin set several new sustained speed/altitude records in the same aircraft.
[edit] Technical design
The Su-9's fuselage and tail surfaces resembled those of the Su-7, but unlike the swept wing of that aircraft, the 'Fishpot' used a 53° delta wing with conventional slab tailplanes. It shared Sukhoi features like the rear-fuselage air brakes as well as the Su-7's Lyulka AL-7 turbojet engine and nose intake. The translating shock cone contains the radar set.
The Su-9 was developed from earlier work on a developmental aircraft designated T-3, to which the Su-9 was very nearly identical. Internally at Sukhoi, the Su-9 was known as the T-43.
The delta wing of the Su-9 was adopted because of its lower drag in the supersonic flight regimen. Its greater volume also allowed a very modest increase in fuel capacity compared to the Su-7. The Su-9 was capable of Mach 1.8 at altitude, or about Mach 1.14 with missiles. Its fuel fraction remained minimal, however, and operational radius was limited. Furthermore, rotation speeds were even higher than the Su-7, which was already high at 360 km/h (225 mph). Unlike the Su-7, which had very heavy controls but docile handling characteristics, the 'Fishpot' had light and responsive controls, but was very unforgiving of pilot error.
The Su-9 had primitive R1L (NATO reporting name 'High Fix') radar in the shock cone and was armed with four K-5 (AA-1 'Alkali') beam-riding air-to-air missiles. Like all beam-riders, the K-5 was so limited as to be nearly useless for air-to-air combat. Unlike the Su-7 and later Su-15, no Su-9 carried cannon armament, although two fuselage pylons were reserved for the carriage of drop tanks.
A two-seat trainer version, designated Su-9U, was also produced in limited numbers (about 50 aircraft). It received the NATO reporting name 'Maiden.' It had a full armament and radar system with displays in both cockpits, allowing trainees to practice all aspects of the interception mission, but because the second seat further reduced the already meager fuel fraction, it was not truly combat-capable.
[edit] Variants
T-405
Prototype of the Su-9.
Su-9
Main production version, about 1100 built.
Su-9U
Training version, armed and equipped with all operational systems but not fully combat ready, about 50 built.
T-431
Su-9 modified for setting of the world record for absolute height in 1962.
Sukhoi Su-11
Development of the Su-9.
[edit] Operators
Flag of the Soviet Union Soviet Union
* Soviet Anti-Air Defense
[edit] Specifications (Su-9)
General characteristics
* Crew: One
* Length: 17.37 m (57 ft 0 in)
* Wingspan: 8.43 m (27 ft 8 in)
* Height: 4.88 m (16 ft 0 in)
* Wing area: 34 m² (366 ft²)
* Empty weight: 8,620 kg (19,000 lb)
* Loaded weight: 12,250 kg (27,000 lb)
* Max takeoff weight: 13,500 kg (29,700 lb)
* Powerplant: 1× Lyulka AL-7 turbojet, 90 kN (19,840 lbf)
Performance
* Maximum speed: Mach 2.0, 2,135 km/h (1,325 mph) at high altitude
* Range: 1,125 km (340 mi)
* Service ceiling 16,760 m (55,000 ft)
* Rate of climb: 136.7 m/s (27,000 ft/min)
* Wing loading: 383 kg/m² (74 lb/ft²)
* Thrust/weight: 0.73
Armament
* 4x K-5 (AA-1 'Alkali') air-to-air missiles
视频:
http://www.leechvideo.com/video/view414983.html
照片嘛,自己去airliners.net上找，有的是。
The Su-9 emerged from aerodynamic studies by TsAGI, the Soviet aerodynamic center, during the Korean War, which devised several optimum aerodynamic configurations for jet fighters. The design first flew in 1956 as the T-405 prototype. The Su-9 was developed at the same time as the Su-7 'Fitter', and both were first seen by the West at the Tushino Aviation Day on 24 June 1956, where the Su-9 was dubbed Fitter-B. It entered service in 1959.
Total production of the Su-9 was about 1,100 aircraft. It is believed that at least some Su-9s were upgraded to Su-11 'Fishpot-C' form. None were exported to any of the USSR's client states nor to the Warsaw Pact nations. Remaining Su-9s and later Su-11s were retired during the 1970s. Some were retained as test vehicles or converted to remote-piloted vehicles for use as drones. It was replaced by the upgraded Su-11 and the much-superior Su-15 'Flagon' and MiG-25 'Foxbat'.
The combat record of the 'Fishpot,' if any, is unknown. It is possible that it was involved in the interception (or even shoot-down) of reconnaissance missions whose details remain classified, but nothing is publicly admitted.
On September 4 1962 a modified Su-9 (designated T-431 by the bureau) piloted by Vladimir Sergeievitch Ilyushin set a new world record for absolute height, at 28,852 m (94,658 ft). In November of the same year Ilyushin set several new sustained speed/altitude records in the same aircraft.
[edit] Technical design
The Su-9's fuselage and tail surfaces resembled those of the Su-7, but unlike the swept wing of that aircraft, the 'Fishpot' used a 53° delta wing with conventional slab tailplanes. It shared Sukhoi features like the rear-fuselage air brakes as well as the Su-7's Lyulka AL-7 turbojet engine and nose intake. The translating shock cone contains the radar set.
The Su-9 was developed from earlier work on a developmental aircraft designated T-3, to which the Su-9 was very nearly identical. Internally at Sukhoi, the Su-9 was known as the T-43.
The delta wing of the Su-9 was adopted because of its lower drag in the supersonic flight regimen. Its greater volume also allowed a very modest increase in fuel capacity compared to the Su-7. The Su-9 was capable of Mach 1.8 at altitude, or about Mach 1.14 with missiles. Its fuel fraction remained minimal, however, and operational radius was limited. Furthermore, rotation speeds were even higher than the Su-7, which was already high at 360 km/h (225 mph). Unlike the Su-7, which had very heavy controls but docile handling characteristics, the 'Fishpot' had light and responsive controls, but was very unforgiving of pilot error.
The Su-9 had primitive R1L (NATO reporting name 'High Fix') radar in the shock cone and was armed with four K-5 (AA-1 'Alkali') beam-riding air-to-air missiles. Like all beam-riders, the K-5 was so limited as to be nearly useless for air-to-air combat. Unlike the Su-7 and later Su-15, no Su-9 carried cannon armament, although two fuselage pylons were reserved for the carriage of drop tanks.
A two-seat trainer version, designated Su-9U, was also produced in limited numbers (about 50 aircraft). It received the NATO reporting name 'Maiden.' It had a full armament and radar system with displays in both cockpits, allowing trainees to practice all aspects of the interception mission, but because the second seat further reduced the already meager fuel fraction, it was not truly combat-capable.
[edit] Variants
T-405
Prototype of the Su-9.
Su-9
Main production version, about 1100 built.
Su-9U
Training version, armed and equipped with all operational systems but not fully combat ready, about 50 built.
T-431
Su-9 modified for setting of the world record for absolute height in 1962.
Sukhoi Su-11
Development of the Su-9.
[edit] Operators
Flag of the Soviet Union Soviet Union
* Soviet Anti-Air Defense
[edit] Specifications (Su-9)
General characteristics
* Crew: One
* Length: 17.37 m (57 ft 0 in)
* Wingspan: 8.43 m (27 ft 8 in)
* Height: 4.88 m (16 ft 0 in)
* Wing area: 34 m² (366 ft²)
* Empty weight: 8,620 kg (19,000 lb)
* Loaded weight: 12,250 kg (27,000 lb)
* Max takeoff weight: 13,500 kg (29,700 lb)
* Powerplant: 1× Lyulka AL-7 turbojet, 90 kN (19,840 lbf)
Performance
* Maximum speed: Mach 2.0, 2,135 km/h (1,325 mph) at high altitude
* Range: 1,125 km (340 mi)
* Service ceiling 16,760 m (55,000 ft)
* Rate of climb: 136.7 m/s (27,000 ft/min)
* Wing loading: 383 kg/m² (74 lb/ft²)
* Thrust/weight: 0.73
Armament
* 4x K-5 (AA-1 'Alkali') air-to-air missiles
视频:
http://www.leechvideo.com/video/view414983.html
照片嘛,自己去airliners.net上找，有的是。
The 2nd flying prototype of the Su-9 front-line fighter (so-called "double") was labelled "LK" (Su-11); its construction was started in September 1946. In terms of the design of its basic assemblies, equipment and armaments, the Su-11 did not differ much from the Su-9, with the exception of brake flaps (they were absent).
The wind tunnel studies of the models carried out using CAHI's facilities validated the assumption that the aircraft's flight performance could be improved subject to the engine nacelle profile being altered from the original configuration, with the engines suspended under the wing, in a symmetrical arrangement, "flush" with the wing. The double was initially specified for up-rated RD-10 engines, but in mid-December it was decided to substitute for them USSR-made TR-1 turbojets designed by A.M. Lyulka.
Official authorisation for developing a version with TR-1 engines was given in the USSR CM resolution of 11th March 1947, which enacted the 1947 aircraft prototype development plan. In April 1947 assembly was completed, and on 11th May the plane was brought to the MAI FRI airfield; a team of test personnel, with pilot G.M. Shiyanov and senior engineer V.P. Baluyev among them, initiated flight testing. On 28th May 1947 the Su-11 aeroplane was taken off the ground for its maiden flight. The manufacturer's tests, which were combined with TR-1 engine tests, were completed on 15th April 1948.
The manufacturer's flight test report said that:
"… 1. The basic FP of the Su-11 with two TR-1s obtained in the course of the manufacturer's testing, are within the design parameters.
2. There being no TR-1A engines available and the CAHI recommendations to improve the aeroplane's behaviour at high Mach-number speeds having failed to produce a significant effect, we find it impractical to continue R&D work on the aircraft…"
As a result, as early as 29th April 1948, the Su-11 was officially decommissioned.
Subsequent work on the next versions of the Su-9 and Su-11 produced in 1947 a design of aircraft entitled "TK," or Su-13. The aircraft's basic design configuration was left unchanged; the wing area was expanded from 20.2m2 to 24.8m2; moreover, in order to increase the machine's critical Mach number, the airfoil thickness ratio was decreased from 12% to 9%, with a swept horizontal tail unit introduced. The aeroplane was designed in two variants, which differed in the array of equipment and weapons. The frontline fighter featured three 37mm cannons, and the fighter/interceptor variant featured two 37mm cannons and a Tory radar scanner. The aeroplane was expected to feature a pressurised cockpit. To increase the flight range up to 2,300 km, the aircraft was also intended to carry additional fuel tanks in the engine nacelles and external fuel tanks.
Two prototypes of the aircraft were planned to be built at plant No 381, but even with the shop drawings completed in their entirety, the failure of the USSR MAI to make a decision made it impossible to start work, there having been just some assembly tooling and a few wing parts produced.
In the summer of 1946, acting on their own initiative, the Design Bureau developed a conceptual design of a two-seat training aircraft with two RD-10 engines meant for training pilots to fly turbojet aeroplanes. The aeroplane's design was similar to that of the Su-9, with an unarmoured two-seat cockpit and two 20mm cannons being the only differences.
The opinion on the conceptual design said that "… In the light of the extreme need of the USSR Air Forces for the aircraft under design, it is imperative that the building of a prototype of aircraft be accelerated to make sure it will be available for governmental testing in January-February 1947…" Nevertheless, that project, too, failed to be carried through.
苏-13我倒是第一次听说
The wind tunnel studies of the models carried out using CAHI's facilities validated the assumption that the aircraft's flight performance could be improved subject to the engine nacelle profile being altered from the original configuration, with the engines suspended under the wing, in a symmetrical arrangement, "flush" with the wing. The double was initially specified for up-rated RD-10 engines, but in mid-December it was decided to substitute for them USSR-made TR-1 turbojets designed by A.M. Lyulka.
Official authorisation for developing a version with TR-1 engines was given in the USSR CM resolution of 11th March 1947, which enacted the 1947 aircraft prototype development plan. In April 1947 assembly was completed, and on 11th May the plane was brought to the MAI FRI airfield; a team of test personnel, with pilot G.M. Shiyanov and senior engineer V.P. Baluyev among them, initiated flight testing. On 28th May 1947 the Su-11 aeroplane was taken off the ground for its maiden flight. The manufacturer's tests, which were combined with TR-1 engine tests, were completed on 15th April 1948.
The manufacturer's flight test report said that:
"… 1. The basic FP of the Su-11 with two TR-1s obtained in the course of the manufacturer's testing, are within the design parameters.
2. There being no TR-1A engines available and the CAHI recommendations to improve the aeroplane's behaviour at high Mach-number speeds having failed to produce a significant effect, we find it impractical to continue R&D work on the aircraft…"
As a result, as early as 29th April 1948, the Su-11 was officially decommissioned.
Subsequent work on the next versions of the Su-9 and Su-11 produced in 1947 a design of aircraft entitled "TK," or Su-13. The aircraft's basic design configuration was left unchanged; the wing area was expanded from 20.2m2 to 24.8m2; moreover, in order to increase the machine's critical Mach number, the airfoil thickness ratio was decreased from 12% to 9%, with a swept horizontal tail unit introduced. The aeroplane was designed in two variants, which differed in the array of equipment and weapons. The frontline fighter featured three 37mm cannons, and the fighter/interceptor variant featured two 37mm cannons and a Tory radar scanner. The aeroplane was expected to feature a pressurised cockpit. To increase the flight range up to 2,300 km, the aircraft was also intended to carry additional fuel tanks in the engine nacelles and external fuel tanks.
Two prototypes of the aircraft were planned to be built at plant No 381, but even with the shop drawings completed in their entirety, the failure of the USSR MAI to make a decision made it impossible to start work, there having been just some assembly tooling and a few wing parts produced.
In the summer of 1946, acting on their own initiative, the Design Bureau developed a conceptual design of a two-seat training aircraft with two RD-10 engines meant for training pilots to fly turbojet aeroplanes. The aeroplane's design was similar to that of the Su-9, with an unarmoured two-seat cockpit and two 20mm cannons being the only differences.
The opinion on the conceptual design said that "… In the light of the extreme need of the USSR Air Forces for the aircraft under design, it is imperative that the building of a prototype of aircraft be accelerated to make sure it will be available for governmental testing in January-February 1947…" Nevertheless, that project, too, failed to be carried through.
苏-13我倒是第一次听说
超级感谢LS朋友提供的资料和地址,还有视频,太难得了,再拜.....m(_ _)m