Sukhoi Su-22 M4K nb 7410. 2022

Rzeszów 2023-11-19

Suchoj Su-22 M4K nb 7410.

269 Section 1984-05-05. Supersonic fighter-bomber with variable wing geometry.

Sukhoi Su-22 M4K nb 7410. 2023. Photo by Karol Placha Hetman
Sukhoi Su-22 M4K nb 7410. 2023. Photo by Karol Placha Hetman

Sukhoi Su-22 M4K nb 7410. 2023. Photo by Karol Placha Hetman
Sukhoi Su-22 M4K nb 7410. 2023. Photo by Karol Placha Hetman

OKB Sukhoi Su-22 M 4 K.

In CCCP, the Su-17 aircraft, despite continuous modifications and the creation of its second generation, still did not meet the assumptions. It was not about flight characteristics and performance, but about the ability to effectively attack ground targets in "all weather conditions". The variable wing geometry was not a sufficient argument here. The key to success was new equipment based on modern electronics, which CCCP lacked. And the idea of building highly specialized aircraft did not help here. In the Su-17 M 2 fighter-bomber aircraft, great emphasis was placed on installing target electronics and weapons. The pilot's working conditions were also improved by slightly widening the cabin. However, the front of the fuselage limited visibility. Additionally, there was no training and combat aircraft on which new pilots could be safely trained. The Su-7 U no longer fulfilled its role. Therefore, in October 1974, the Soviet authorities (Central Committee of the CPSU and RM CCCP) ordered OKB Sukhoi to build two new variants of the Su-17; S-52 - with improved visibility and aiming conditions and electronics unified with the MiG-27 M aircraft. And S-52 U - training and combat aircraft with priority execution.

Su-17 wersja S-52. 1976 year.

The first flight of the S-52 prototype took place in the first half of 1976. Probably April 4, 1976. The second prototype intended for state trials joined in January 1977. It already had a Klen-PS laser station built in the front of the hull, which took over the functions previously performed by the Fon-1400 laser rangefinder and the Prożektor-1 target illumination station. The Klen-PS station enabled distance measurement up to 10,000 m and illumination at a distance of 7,000 m. Significant changes have occurred in the equipment. The modified SAU-22 M 1 system allows, for the first time, automatic flight at supersonic speed at an altitude of 200 m. Built-up; RW-15 radio altimeter, SRO-1 P and SO-69 devices. The armor of the aircraft has been improved and its weight has increased from 165 kg to 195 kg. Armament load capacity increased to 4,250 kg. The aircraft's takeoff weight increased by 400 kg.

Work continued on improving the aircraft for several more years. Only in July 1981, Su-17 M 3 aircraft were officially adopted.

In 1983, a decision was made to export the latest versions of the Su-17 M 4 and Su-17 UM 3. They were designated Su-22 M 4 (S-54 K) and Su-22 UM 3 K (S-52), respectively. M 3 K). They were equipped with AL-21 F-3 engines, minor changes in electronics, and the armament, apart from TV-controlled missiles, included the entire remaining range. The first foreign users since 1984 were; Poland, Czechoslovakia and East Germany. Later, Afghanistan also received the planes, from where one was sent to Pakistan under unknown circumstances.

History of the purchase of Su-22 M 4 K and Su-22 UM 3 K aircraft for the Polish Army.

The outbreak of the Second Cold War at the beginning of the 1980s forced the rearming of the Warsaw Pact countries. In Poland, a limited number of MiG-23 MF aircraft and, for financial reasons, MiG-21 bis were introduced into fighter aviation.

However, the real rearmament took place in fighter-bomber (assault) aviation. Both qualitatively and quantitatively. We purchased Su-22 aircraft in two versions; single-seat Su-22 M 4 K and two-seat Su-22 M 3 K. In 1985, we received the first 20 and 6 units, respectively. In total, we bought 90 single-seat planes and 20 two-seat planes, which gave a total of 110 units, i.e. equipment for three air regiments and one squadron.

The Su-22 M 3 aircraft competed with the MiG-23 BN aircraft for deliveries to Poland. In 1982, for economic reasons, the Sukhoi aircraft was chosen. However, the decision to purchase has not been made. In 1983, the Soviets proposed purchasing a newer version of the aircraft, specifically the Su-22 M 4, and an order was placed for 80 Su-22 M 4 and 20 Su-22 UM 3 K for two fighter-bomber regiments and two squadrons of the 7th BLR- B (Bomber and Reconnaissance Aviation Brigade). In 1986, 20 more Su-22 M 4 aircraft were ordered to equip the third regiment (8th PLM-B from Mirosławiec) with this type of machine, replacing two squadrons of the 7th BLBR (the Su-20 aircraft remained).

In August-October 1984, the first 13 planes arrived in Powidz on board Il-76 and An-12/22 planes. These were 7 Su-22 M 4 machines (nb 3005, 3212, 3213, 3908-3911) and 6 Su-22 UM 3 K training and combat machines (104, 305-308, 509). All of them were part of the 6th PLM-B (fighter-bomber aviation regiment) in Piła, in August 1985, the 40th PLM-B from Świdwin received its first Su-22, and in May 1986, the third squadron of the 7th PLB-R (bomber and reconnaissance aviation regiment) from Powidz (initially, this squadron was to be part of the 8th PLM-B in Mirosławiec).

In May 1985, the first group of Polish pilots went to Krasnodar for training on new equipment. The pilots returned in July 1985.

Su-22 deliveries were carried out differently than 10 years earlier, Su-20s, which simply arrived. The Su-22 was delivered to Powidz in crates. Here, the Soviets assembled and tested the equipment themselves. Only then did they hand it over to the Polish side. The first Polish Su-22 M 4 was probably flown by the Soviets in Powidz on May 5, 1984. The technical service life of Polish Su-22s in peacetime is 20-25 years.

The first unit equipped with new aircraft was the 7th PLMB from Powidz. The next ones are the 6th PLMB in Piłan and the 8th PLMB in Mirosławiec. Each unit received 36 machines for 3 squadrons (according to the current positions).

Su-22 nb 7410.

The Su-22 M 4 K 7410 / 27410 combat aircraft was the 55th single-seat aircraft imported to Poland in 1986. The aircraft was used in the 7th PLB-R, and from 2000, in the 7th ELT in Powidz. The renovation was carried out on September 21, 2001. In 2009, the aircraft was operational with the 40th ELT. In 2014, the aircraft was out of service and kept on the slopes, with renovation planned. However, the renovation was not carried out and the plane was sent to Rzeszów as an exhibit in a private museum, where it is still located today (2023).

Written by Karol Placha Hetman