Military Review

Fighter-interceptor F-106 and Su-15 "Keepers of the sky"

30
Fighter-interceptor F-106 and Su-15 "Keepers of the sky"


There is much in common between these two aircraft, both of them appeared at the height of the Cold War, becoming for many years part of the national air defense. At the same time, they failed, for a number of reasons, to oust other aircraft used as fighter-interceptors in this field. Aircraft were created on the basis of earlier designs. The “ancestor” of the F-106 was the Convair F-102 Delta Dagger interceptor.


F-102 Delta Dagger


Su-15 conducts its ancestry from earlier interceptors: Su-9 and Su-11.

Su-9 Interceptor Fighter


The career of these cars ended almost simultaneously, at the turn of the 80-90-x, when they were ousted by the 4-generation aircraft, F-15 and Su-27П.

The F-106 Delta Dart is a single-engine, single-engine, supersonic interceptor fighter with a deltoid wing. Created as a modification of the F-102A Delta Dagger, the aircraft originally received the designation - F-102B. The creation of the F-102B interceptor was submitted as an upgrade, but the number of changes made to the design was rapidly increasing. In fact, the fuselage, keel, and chassis were redesigned. The air intakes were made adjustable, and the air ducts were shortened to reduce pressure losses. Significant changes undergone cockpit. The F-102B inherited the wing from the “two”, but also modified it during mass production.



In the course of work, which it became obvious to the military that the presented machine was not just a modification of the “two”, but practically a new aircraft. Therefore, 17 June 1956, the aircraft received a "proper name" - F-106. The customer made it necessary to equip the interceptor with the MA-1 fire control system with the first on-board digital computer in the USA, to make it compatible with the Sage semi-automatic air defense system, to ensure that the 21500 m practical ceiling is reached, the flight speed is at least 2M at 11000 m height, 700 range km

The first F-106 (Serial No. 56-0451) was ready for flight tests at the end of 1956. December 26 at Edwards Air Force Base, Chief Pilot Richard L. Johnson, instead of celebrating Christmas, raised a new car into the air. The Edward-based test program included a total of 12 machines, designated JF-106A. Despite the fact that the aircraft were more powerful engines J75-P-9, the results of the flights did not please either the developers or the military, not much superior to the characteristics of the F-102. The maximum interceptor speed did not exceed 1,9M, and the ceiling - 17300 m.
The unwillingness of the fire control system, on which the main stake was made, the raw engine, the lack of basic characteristics - all this affected the number of machines ordered. As a result, instead of 40 squadrons on the F-106, Delta Dart decided to rearm 14. As a result, only 1000 remained from the originally planned 260 to build new interceptors. During serial production, the order was still slightly increased, and as a result 277 single-seat F-106A was built.


F-106A


The mass-produced F-106 Delta Dart had refined air intakes with a thinner inlet edge, redesigned air ducts, which, together with the more powerful and reliable J75-P-17 engine, made it possible to achieve flight performance that met the customer's requirements. Now the officially declared speed was 2,311M, and it was believed that the flight with the 2,5M was fully accessible to the aircraft. During the establishment of the December 15 world record 1959 of the year (pilot Joseph V. Rogers), the aircraft showed a speed of 2455 km / h. Beating the achievement of G.K. Mosolov on Mikoyan E-66 (2388 km / h.) In May 1959, the F-106 Delta Dart began to enter the Air Force. The first new aircraft received 498-I squadron, based in Jeiger (piece. Washington).

In the first months of operation, a number of serious problems were identified, such as failures of generators, unsatisfactory operation of turbo starters, etc. In December 1959, a spontaneous dump of the cockpit lantern in the air occurred, after which the flights of all the cars were suspended.

The order for the construction of double cars, the firm "Konver" received another 3 August 1956 year. Initially, the aircraft was conceived as a purely training, so he was given the designation TF-102B, later changed to TF-106A. But during the work of the Air Force, it was clarified that this should be a full-fledged combat vehicle, with a full arsenal of weapons, and eventually the Spark became known as the F-106B.


F-106B


The length of the fuselage "Sparky" remained the same as that of the original F-106 Delta Dart, and the second cabin was placed by reassembling some components of the onboard equipment and reducing the volume of the fuselage fuel tank. Spark was equipped with an AN / ASQ-25 armament control system, almost identical to the MA-1.
For the first time, the F-106B flew 9 on April 1958. A total of 63 “sparks” was built, and the total number of issued “Darts” reached 340. F-106B began to ship 1959 to the troops in February.

In September, the 1960 of the year program began to bring all previously built aircraft to the standard of the latest series. For the year of improvements, factory brigades made 67 changes to the design and 63 - to the control system weapons. In addition to improving existing systems, the set of improvements included the installation of an infrared station in the nose of the interceptor, capable of operating at low altitudes and against the background of the earth. In addition, the aircraft received a brake hook to exclude rolling out of the runway in case of an emergency landing. The cockpit was equipped with a light-and-heat shield for the case of the use of NAR "Gini" with nuclear warhead. The arsenal of avionics supplemented the jamming station and the radar receiver, and the MA-1 radar noise immunity system was significantly improved.

In 1965, the F-106 Delta Dart received a new radio navigation system TACAN, the weight and overall dimensions of the blocks of which became smaller on the 2 / 3 in comparison with the old ones. In 1967, the fighters equipped with a system for refueling in the air and new outboard fuel tanks with a capacity of 1360l. In contrast to the previously used new PTB were designed for operation in the entire range of altitudes and flight speeds, therefore, they were extremely rarely dropped. The behavior of the aircraft with new tanks has not changed.

The experience of the Vietnam War showed that reliance only on missile weapons was only a theory. To effectively use the F-106 Delta Dart in close combat, it was necessary to equip it with a cannon, and at the end of 1960-s it was done on the initiative of the developer. Instead of the completely useless NAR "Gini", a six-barrel 106-mm M20 "Volcano" cannon with 61 ammunition was installed on the F-650. Its trunks went beyond the fuselage lines and were closed by a fairing, and the drum with cartridges occupied part of the missile compartment, while still having the opportunity to use four UR Falcon. To use the gun aircraft equipped with an optical sight. In addition, the F-106 Delta Dart received a new flip part of the lantern with improved visibility (without a center bar), and instead of “classic” devices with dial scales, tape-type indicators were installed.

Low unit load on the wing, and high thrust-to-weight ratio allowed the pilots to win victories in training battles over other American vehicles of those years. F-106 proved its exceptional ability to simulate the aircraft "enemy" with triangular wings (obviously, first of all, the MiG-21).
The clashes between the F-106 and the F-4 Phantom demonstrated a clear superiority in maneuverability of the first. True, the pilots noted that the "Phantom" had a more reliable radar and better missile weapons (SD "Sidewinder" and "Sparrow").

There were, of course, this aircraft and disadvantages. Basically, they were expressed in the difficulties during landing - high speed, long path length. Pilots and small wheel sizes for such masses of the car and landing speed were noted. As one pilot confessed: “if you had a tire burst, the chance of a crash was very great.” The landing angle on the 15 was also close to a critical value — on the 17, the plane struck the tail with concrete.

At high supersonic speeds, the plane became unstable in terms of travel, which sometimes led to a tightening in a flat spin. Therefore, in operation, the flight speed was limited by the number of 2M.
During operation, the originally designated airframe resource, comprising 4000 h, was doubled. This confirms the reliability of the design of the aircraft, and indirectly - the high raid of American fighter pilots.
The crash statistics are as follows: over the years of 29 operation, 340 112 machines were lost in accidents and catastrophes, including 17 “parks”. Almost a third of all built F-106! In percentage terms, this figure is worse than the previous F-102. For comparison, the losses of the British “Lightning” were 32%, and those who won the ill-fame of F-104 - 27,5%.



Unlike the F-102, Delta Dart mainly guarded the airspace of the United States and Canada. Outside of North America, they were permanently based only in Iceland and only occasionally pulled out for short visits to US bases in Germany. In addition, in February 1968 of the year, during the incident with the reconnaissance vessel Pueblo off the DPRK coast, the fighters of the 318 squadron deployed briefly at Osan Air Base in South Korea.
During the Vietnam War, the Americans considered the possibility of using Delta Dart in Indochina and even began to develop a camouflage scheme. However, given the low efficiency of the use of "twos" in Vietnam, as well as the significant cost of F-106, there was no place for him in that conflict. But the interceptors were at the forefront of the Cold War, constantly accompanying Soviet bombers.



The aircraft had a short reaction time when on combat duty. It took a total of 2 mines 45 seconds from the “Alarm” signal to take off. The duration of the interception and target tracking was usually 100-120 min.
LTH F-106 Delta Dart:
Wingspan, m 11,67
Length, m 21,56
Height, m ​​6,18
Wing area, m2 64,8
Weight, kg
empty 10730 aircraft
normal takeoff 16100
maximum take-off 17350
Engine 1 turbojet engine Pratt & Whitney J57-P-17
Thrust, kgf 1 x 11130
Maximum flight speed, km / h 2450 (M = 2.31)
Cruising Skrost, km / h 980
Practical ceiling, m 17400
Maximum range, km 4350
Practical range, km 920
Practical ceiling, m 17400
Crew 1
Armament: 1x 20 mm gun M61 Vulcan, 4 air-to-air missiles AIM-4 Falcon, 2 unguided AIR-2A Genie with nuclear warhead (up to 1985)
Beginning with 1981, Delta Dart gradually began to remove the fighter squadrons from service, replacing the more advanced F-15 and F-16 and transferring them to the National Guard.



The last unit, the 119 Fighter Squadron, parted with the F-106 7 on July 1988 of the year, sending the remaining 3 of the aircraft to the storage base at Davis Montand, where they transferred all of the F-106 from the 1982 onwards. After serving F-106, they were re-equipped into QF-106A unmanned targets.


QF-106A based on storage Davis Montand

The first flight of the converted "drone" took place in July 1987. Until the end of 1994, the 181 aircraft was converted into targets. The new targets were replaced by the more “ancient” QF-100 Super Saber.

Several aircraft continued to be used in various NASA projects, including two QF-106. These machines, both in unmanned and manned versions, attracted to the Eclipse project — the development of reusable means of launching a payload into orbit. In the course of the experiments, the unmanned aircraft was towed on a long cable by the towing vehicle NC-141A, then uncoupled and carried out an independent landing. It was assumed that in this way the Astroliner spacecraft would fly up into the air, which, having separated from the Boeing 747, would start the engines and “rush to the stars”. Experiments were conducted from 20 December 1997 of the year to 6 February 1998 of the year, after which QF-106 was returned to Davis Montand.

As you know, in the second half of the 1950s for the Soviet aviation hard times have come in connection with the addiction of the country's leadership to missiles (anti-aircraft, in particular). Both the military and the designers were insistently “recommended” to review the rearmament programs of the Air Force and Air Defense. Despondency reigned in the aviation industry; the prospects for combat manned aviation were seen in black. In 1958, the State Committee for Aviation Engineering (GKAT) withdrew from the development of 24 topics on aircraft and 12 on engines, and the next year - another 21 and 9, respectively.

At the same time, new attack aviation complexes appeared in the West, forcing the Soviet military to develop retaliatory measures. In particular, they required air defense fighters with large intercept lines capable of attacking targets in the forward hemisphere. Given the sympathies of the political leadership of the country, it was almost impossible to raise the question of creating any new aircraft, it could only be a question of modernizing the existing machines. At the same time, with respect to the interceptor, one should have promised solemnly that he would only be the carrier of air-to-air missiles, and his flight would become automated from takeoff to landing.

In this situation, in March 1960, headed by P.O. Sukhy OKB-51, began work on creating an aircraft that received the factory code T-58. A new theme was designed as a further modernization of the T-3-8М complex (Su-11). The plane planned to equip the radar with a large range and angles, as well as rockets with higher performance.

Due to the large size, the new radar could not be squeezed into the nose of the Su-11, equipped with an axisymmetric air intake. Under the station required to allocate the entire nose of the aircraft, therefore, go to the side air intakes. As a result, the new interceptor acquired the classic look of a jet aircraft of the 2 generation.



Externally, the T-58 was significantly different from its predecessors. The Orel-D radar antenna, which had a large diameter, could not be placed in the air intake cone, therefore the nose section was completely occupied by it. Air intakes, shifted back, became side. The power plant of the aircraft included two turbojet engines Р11-Ф2С-300 developed by design bureau C.K.Tumanskogo, with afterburner for 6200 kgf. (the last series used Р13-300 - 6600 kgf.) In addition to the engines, the fuselage contained: a pressurized cabin with a lantern, fuel tanks-compartments and other equipment. In the tail section four brake flaps were installed. The wing of a triangular shape in the plan had an angle of sweep 60 gr. along the leading edge.



After the completion of state tests in April 1965, the aircraft was commissioned as part of the ARKP Su-15-98. The complex was designed to intercept air targets with a speed range of 500-3000 km / h and heights of 500-23000 m. The interceptor was brought to the meeting area with the aim and before detection of its radar was performed using ground-based automated guidance. Interception of targets, aiming and pointing missiles with CGS carried out radar. The TGS missiles had a different principle of targeting — the infrared (thermal) radiation, which they perceived, came directly from the target.

To reduce the inductive resistance and improve the take-off and landing characteristics from the 11-series of the aircraft, the wing design underwent changes: the area was increased to 36,6 m2, and the leading edge of the end part received a break at 45gr. and aerodynamic twist. Tail plumage with sweep angle 55gr. along the 1 / 4 line of the chords, it included a full turning stabilizer and a fin with a rudder.
Control of the aircraft was carried out with the help of boosters, included in an irreversible pattern. Four autonomous hydraulic systems provided cleaning and release of the chassis, flaps, brake flaps, control of air intakes and shutters of engine jet nozzles, power supply of the radar antenna drive. The aircraft was also equipped with three autonomous pneumatic systems. Pneumatic systems were intended for main and emergency braking of wheels, emergency release of chassis and flaps, pressurization of hydraulic reservoir, etc.

The total capacity of the fuel system with PTB - 8060 l. The necessary conditions for the work of the pilot in the cockpit, as well as airflow and pressurization of blocks of radio equipment were provided by air conditioning. To leave the plane in an emergency, the cabin was equipped with a KS-4 ejection seat, which provided crew rescue on the run and run at a speed of at least 140 km / h, and in flight at altitudes up to 20000 m and instrument speeds up to 1200 km / h.

Electronic equipment included equipment: radio communications (radio station R-802), radio navigation (automatic radio compass ARK-10, marker radio receiver MRP-56), identification (ODS-57, SRZO-2M), guidance (APR) and BR, BR; Orel-DM). The armament consisted of: two UR P-8М or P-98 class with CGS and TGS, under the wing on launchers of the 1-8 launcher.


Rocket R-98


Starting from 1973, all airplanes in operation and all newly manufactured were equipped with two PD-62 pylons for two P-60 missiles with TGS. After finalizing the ventral pylons BDZ-59FC, it became possible to suspend two unified cannon containers UPK-23-250 on them.



Each container included a double-barreled fixed cannon GSH-23L caliber 23-mm developed by the Design Bureau VPGryazev and AGShipunova. Rate of fire - 3000-3400 shots per minute, ammunition - 250 shells.

In 1969, the state tests of the upgraded Su-15T interceptor with Р13-300 engines began. It differed from its predecessor by a more advanced radar, more precisely, a radio control system, extended equipment (installed: RSBN-5С short-range navigation system, radar exposure warning station - SPO-10 and automatic control system SAU-58) reduced to three by the number of hydraulic systems .

Su-Xnumhut. At the end of the 15-s based on the Su-60 interceptor, the Su-15UT, a two-seat training aircraft without radar and armament, is created and launched into serial production.



In the process of state tests in the system of ARKP Su-15-98 revealed significant shortcomings. It was finalized and installed on the interceptor, designated Su-15TM. The Su-70TM interceptor launched into mass production at the beginning of the 15-ies for many years remained one of the main fighters of the country's air defense aviation. The Su-15-98М ARKP, which included the aircraft, together with the ground-guidance complex in the manual, semi-automatic (director) and automatic modes, ensured the interception of air targets with the 500-2500 km / h altitude range and the 500-24000 m altitude.

At the end of the 60-beginning of the 70, the Su-15 interceptors, together with the Su-9 and Su-11, formed the basis of the aviation of the Soviet air defense forces, being the most massive modern interception complexes. By the middle of the Su-15 were in service with the 29 fighter regiments, which accounted for more than a third (!) Of the front air units of the air defense forces.
LTH:
Modification of the Su-15TM
Wingspan, m 9.43
Aircraft Length m 22.03
Aircraft height, m ​​4.84
Wing area, m2 36.60
Weight, kg
empty 10760 aircraft
normal takeoff 17200
maximum take-off 17900
Engine type 2 TRDF P-13-300
Maximum thrust, kN 2x 65,70
Maximum speed km / h:
off the ground xnumx
at height 12000 m 2230
Ferry range, km 1700
Practical range, km 1380
Combat range, km 725
Practical ceiling, m: 18100
Maximum operating overload 6.5
Crew 1
Armament:
Combat load - 1500 kg on 6 suspension units:
Two medium-range mid-range air-to-air missiles with semi-active radar and infrared guidance systems P-98 (up to 20 km) and two short-range missile systems P-60 with an infrared guidance system. Instead of PTB, two containers UPK-23-250 with guns GSH-23L (23 mm, 250 shells) can be suspended. Suspension of two bombs FAB-250 or up to 2 of blocks UB-16-57 with NAR type C-5 is allowed
or two large-caliber NARs of type C-24.

In the process of serial production of the Su-15TM, its equipment and weapons were repeatedly subjected to modifications and modernization. On the aircraft of the first series were used missiles P-98, in the future they were replaced by P-98M.
The radome of the radar antenna was replaced with an ovivable radome. This made it possible to eliminate the interference on the radar screen caused by a false reflection of the signal from the inner surface of the conical fairing.



This aviation complex was repeatedly used to curb violations of the USSR state border. So, 20 on April 1978, the plane of the South Korean airline KAL, flying from Paris to Anchorage (Canada), dodging many hundreds of kilometers from the highway, crossed the USSR border in the region of Murmansk. The intruder was intercepted by the Su-15TM fighter, did not respond to the set signals to follow him and continued flying, moreover, he increased his speed and, with a decrease, turned to the border with Finland. Then the weapon was used. A damaged Boeing 707 made an emergency landing on the ice of a frozen lake near the town of Kem. 108 passengers died from 2 passengers.

It would seem that the airline KAL should take measures to exclude such, but after five and a half years everything happened again. On the night of September 1, 1983, en route from Anchorage to Seoul, violated the state border in the Kamchatka Peninsula and followed the USSR territory for about two and a half hours. The crew did not respond to fighter-interceptor signals.



At the command of the control room, the pilot Osipovich, who was piloting the Su-15TM, used a weapon (at this point the deviation of the airliner from the route was about 660 kilometers), after which the plane fell into the sea. 269 people died.

18 July 1981 of the year the plane CL-44 of the Argentine airline “Transportes Aereo Rioplatense” made the flight Tel Aviv-Tehran, carrying weapons for Iran. Apparently, he inadvertently invaded the airspace of the USSR from Armenia. Captain Kulyapin V.A. was raised for interception. on SU-15TM. Accompanying the intruder, he, according to the international code, gave the intruder signs to follow him. But the one without any reaction continued to fly towards the border. There was no time left to attack the P-98 missiles, and Kulyapin rammed the offender with a fuselage in the stabilizer. CL-44 went into a tailspin and fell, the crew member 4 died. Pilot Su-15-th ejected and survived. Subsequently, he was awarded the Order of the Battle of the Red Banner. This was the second and last ram in stories jet aircraft.
After the collapse of the USSR, aircraft of this type were at the disposal of several “sovereign republics”. The Su-15 type aircraft (Su-15TM) were in service with the Air Defense Forces and the USSR Air Force until 1991; in the armed forces of the Russian Federation - up to 1994, and in Ukraine - up to 1996, inclusive. The last combatant unit, which was armed with Su-15 type aircraft, was the air regiment of the Ukrainian Armed Forces, based at the Belbek airfield in the Crimea.

Based on:
http://www.combatavia.info/index1su15.html
http://www.f-106deltadart.com/
Author:
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  1. Apollo
    Apollo 13 December 2013 08: 50
    11
    About the aforementioned fighter interceptors.


    SU-15


    F-106
    1. Vadivak
      Vadivak 13 December 2013 09: 53
      10
      Quote: ....
      Su-15 conducts its ancestry from earlier interceptors: Su-9 and Su-11.


      Refinement is the second Su-15

      The first Su-15 (produced in 1948) was a very unfortunate accident vehicle which served as one of the reasons that entailed the elimination of the OKB P.O. Sukhoi in 1949.

      Modification of the Su-15
      Wingspan, m 12.87
      Length, m 15.44
      Height, m
      Wing area, m2 36.00
      Weight, kg
      empty 7409 aircraft
      normal takeoff 10437
      Engine type 2 RD RD-45F
      Thrust, kgf 2 x 2270
      Maximum speed km / h
      at height 1045
      off the ground xnumx
      Practical range, km 1600
      Combat range, km 1050
      Maximum rate of climb, m / min 2000
      Practical ceiling, m 15000
      Crew 1
      Armament: two 37-mm guns N-37 (with ammunition - 110 shells)
  2. Bongo
    13 December 2013 09: 09
    +4
    You can still see the F-106 on US military airfields and in test centers.
    Google Earth satellite image: F-106 and QF-106 radio-controlled target in Fort Bliss.
  3. Bongo
    13 December 2013 09: 11
    +4
    Satellite image of Google Earth: F-106 and F-15 at Robins Air Base.
  4. Gamdlislyam
    Gamdlislyam 13 December 2013 09: 51
    +7
    On July 18, 1981, the CL-44 aircraft of the Argentine airline Transportes Aereo Rioplatense flew Tel Aviv-Tehran, carrying weapons for Iran. Apparently, he inadvertently invaded the airspace of the USSR from Armenia. Captain V. Kulyapin was raised to intercept on the SU-15TM. Accompanying the intruder, he, according to the international code, gave the intruder signs to follow him. But he, without any reaction, continued to fly towards the border. There was no time left for an attack with R-98 missiles and Kulyapin rammed the intruder with the fuselage in the stabilizer. CL-44 went into a tailspin and fell, 4 crew members were killed. The pilot of the Su-15th catapulted and remained alive.

    Not bad Information about the ram and pilot V. Kulyapin, as well as an interview with him - http://aviatoru.at.ua/forum/121-677-1
  5. svp67
    svp67 13 December 2013 10: 29
    +5
    "Rusk" good
  6. Bongo
    13 December 2013 10: 44
    +7
    In the late 80s and early 90s, he repeatedly observed the flights of these beautiful machines of the Talinsky regiment from the Dzemgi airfield in Komsomolsk-on-Amur. Particularly impressive were the night flights, when the Su-15 took off in afterburner, the full feeling of a rocket taking off. Closer to rearmament on the Su-27 in 91-92, when the resource of the machines was no longer conserved, the flights were sometimes very intensive. The pilots even tried to twist a close maneuverable air battle with the factory Su-17 from KnAAPO. It was evident from the flying technique that the pilots on the Su-15 were very experienced and well trained.
    1. Vadivak
      Vadivak 13 December 2013 11: 47
      +6
      Quote: Bongo
      In the late 80s and early 90s, I repeatedly observed the flights of these beautiful cars

      Changing from the MiG-19 to the Su-15 was equated by the pilots with replacing the Pobeda with the Volga. "Very convenient and comfortable" - the unanimous opinion of the aviators mastering the Su - 15 in the second half of the 1960s
    2. Fitter65
      Fitter65 13 December 2013 12: 39
      +1
      If memory serves, but already in 88 there was no Su-15 on Dzemgah. It was just that at the end of December we "went on a visit" to the Air Defense Forces on Dzemgi, made a link between US Vertun and US Wheat (we stood behind the embankments that go to the oil refinery, there there was also a gate in a thorn to the bus stop number 6) I did not see a single Su-15 (although I do not pretend to be an all-knowing and all-seeing), but the Su-27 flew a lot, by the way, in February 89, the lads flew in for 27 iz159GIAP (a-m Klyuchevo where I served earlier). In Khurba, at the "storage base" there were already "corpses" of fifteen men, one was erected as a monument near the Morozovsky part ...
      1. Bongo
        13 December 2013 13: 29
        +2
        Yes, indeed, some were behind the embankments, but flights on the Su-15 continued until the 91st. The regiment at that time was actively rearming and retraining on the Su-27. The "corpses" of the Su-15 on Khurb were kept for a long time. In general, this airfield is a well-known "cemetery". In 90, I even saw a Yak-28 in a reconnaissance version there. Later, the MiG-23 from Kamran was overtaken and "disposed of" there.
        1. Fitter65
          Fitter65 13 December 2013 14: 47
          -4
          Quote: Bongo
          Yes, indeed, some were behind the embankments, but flights on the Su-15 continued until the 91st. The regiment at that time was actively rearming and retraining on the Su-27. The "corpses" of the Su-15 on Khurb were kept for a long time. In general, this airfield is a well-known "cemetery". In 90, I even saw a Yak-28 in a reconnaissance version there. Later, the MiG-23 from Kamran was overtaken and "disposed of" there.

          Well, to be honest, the regiment on Dzemgakh was one of the first to switch to the Su-27, in Khurb there was military unit 03320 which provided it with ammunition, at 89g they did not have a single R-98, although the R-24 for the MiG-23P (Sovgavan) They periodically sent. Well, at the expense of the MiG-23MLD from Cam Ranh, if these handsome men with dolphins on the rudder sat with us ... Believe me, I would not have missed such an event. They were driven to the Central Corner, where they were quietly rotting. Believe me, there was not a single MiG-23 on Khurb. Yes, there were several dozen Su-15s (maximum of 30) 5-6 Su-17s on the base. A burnt-out Il-18. There are several Il-28 fuselages in the ammunition depot, the only yak 28 (and then the interceptor) stands in the form of a monument on the "hill". In general, somehow Khurba does not pull at the "famous cemetery." So I apologize, but you are confusing something.
          1. Bongo
            13 December 2013 15: 56
            +2
            Confused or not, in the mid-90s I dismantled a fuel pump from one of the MiG-23s. Whether "dolphins" were on them, I don't remember, but the planes were not typically camouflaged and "painted". According to the local technical staff, these 23 were from Cam Ranh.
            1. Fitter65
              Fitter65 14 December 2013 03: 53
              -3
              In the mid-90s, the aircraft storage base no longer existed, they were all cut and taken out. And in the very beginning of the 90s, no one served or guarded these aircraft. And just some of those trains were simply not there. a lot of PTB went to summer cottages, Su-15 cones are still in the kindergarten in Khurba, fire tubes from the engines were instead of wells at the same summer cottages, by the way, I also had them in my country house. collapse, drove the guillotine and chopped all the planes. Shards of glass. pieces of pipelines can still be found near that place. So as you, in Khurba, in the mid-92s, dismantled the fuel pump, especially since the MiG-93 which was not there , I don’t know. Until the mid-90s, the 23rd stood on the outskirts of the airfield at 90-ke, they were ferried there from the rest of the units. The camouflage on all MiG-23s was standard all the time, on the Kamranskys too. And the "painted" MiGars are from Sovgani, they were driven to 10, and there was a tiger on board, an eagle against the background of a tricolor, and with non-standard inscriptions, and Yerth on the core ... Maybe the last boards from the Cam Ranh were overtaken there, but not to Khurba.
              1. zyablik.olga
                zyablik.olga 14 December 2013 13: 13
                +6
                That you are mistaken, the burnt fuselage that lay not far from the road was not the IL-18, but from the dual-piston, piston IL-14, or even Lee-2. Confuse them with IL-18 impossible. There were really MiG-23s in Khurba, but later at the very end of 90's and not only them. Also, among other things, there was some interesting apparatus with engines under the swept wing.
              2. Bongo
                14 December 2013 13: 48
                +2
                This 24V-powered fuel pump is still in operation and is used in the "national economy" to pump diesel fuel.
      2. zyablik.olga
        zyablik.olga 14 December 2013 13: 14
        +5
        Su-15 flew from Dzhemog at least until 91-year.
  7. GHG
    GHG 13 December 2013 11: 51
    +6
    Kem 14-km Sokol
  8. Fitter65
    Fitter65 13 December 2013 12: 21
    +1
    The article is of course class. "Class" for those who want to check in on the VO (like a tuzik at the column) I give advice on how to do it. We take an article from any specialized magazine (such as AVIATION and TIME, AVIATION and COSMONAVTIKA, VZLOT, etc., etc.) .p) and slowly reprint here, changing a few words. Example quote from the article "Serially produced F-106 Delta Dart had modified air intakes with a thinner entrance edge, redesigned air channels, which, coupled with a more powerful and reliable engine J75-P-17 made it possible to achieve flight performance that met the customer's requirements. Now the officially declared speed was 2,311M, and it was believed that the aircraft was quite accessible to fly with 2,5M "..." In the magazine "Aviation and Time" №3 / 2010 Article by Igor Mikhalevich "Interceptor F-106 DELTA Dart" page 26 first paragraph above.
    "The serially produced F-106 had modified air intakes with a thinner entrance edge, redesigned air ducts, which, together with a more powerful and reliable J75-P-17 engine, made it possible to achieve flight performance that met the requirements of the USAAF. Now the officially declared speed was 2,31M. ... "As they say, find the differences. Well, we continue to read, of course, in the magazine in more detail than here.
    Well, about the Su-15, in the article "... As you know, in the second half of the 1950s, difficult times came for Soviet aviation due to the addiction of the country's leadership to missiles (anti-aircraft missiles, in particular). Both military and designers persistently "it was recommended" to revise the rearmament programs of the Air Force and Air Defense. Depression reigned in the aviation industry, the prospects for combat manned aviation were seen in black ... "
    AiV magazine №1 / 2003, article by Viktor Pavlov, title "Classics of the second generation", page 4, Chapter "T-58. The beginning of work" Paragraph one "... as you know, in the second half of the 1950s for Soviet aviation hard times have come due to the addiction of the country's leadership to missiles (anti-aircraft, in particular). both the military and designers were strongly "recommended" to revise the air force and air defense rearmament programs. In the aviation industry, despondency reigned, the prospects for combat manned aviation were seen in black ... . "Well, further in the text. We remove a couple of sentences, cram phrases from the printed below and get another" Aviation expert ".
    And if affftir had stuck a couple of lines from other publications (such as A&K, Aviation History, Aviation World, Squadron / signal publications, or from the impossible type "TsAGI Technical Information" or Militari Technology), it would be a masterpiece at all. But as they say, without fish and you whistle with cancer, though in this case you will use the keyboard ...
    1. zyablik.olga
      zyablik.olga 14 December 2013 13: 37
      +5
      What doesn't suit you? Don't read it interestingly. I liked the article, it was very informative to compare these two aircraft. As for "borrowing", there is a lot of information circulating on the Internet and it is often not clear who took what from whom. Moreover, the author has no benefit from this, especially since the sources are honestly indicated. And your dissatisfaction is more like a senile grumbling.
  9. Argon
    Argon 13 December 2013 15: 17
    +9
    Despite the comparable MGH Su-15 and F-106, I would not dare to compare them. After all, the F-106 was the embodiment of the concept of interception at maximum flight parameters, the MiG-25 can be considered our analog rather, of course it appeared a little later, the tasks set decided at a higher level and nevertheless. I have practically no information about the operational characteristics of the "Dart" and the opinion of the pilots about it, however, the statement about some superiority of the F-106 in the BVB over the F-4 seems extremely doubtful, given the rather low gas-dynamic stability engine of the 106th, because its main mode is afterburner. In general, such a machine (rather mediocre) shows the attitude of amers to air defense issues of their own territory, the main issues of which have always been in the Fleet. The Su-15, for our aviation, was a step-by-step machine, it embodied everything recent advances in aerodynamics, lateral adjustable air intakes (for the first time in the USSR), the development of which was not strongly recommended by the Sukhoi Design Bureau at TsAGI .Applied in the layout of the "area rule" to reduce resistance at speeds of "through modes" to M2 -from here the fuselage "bottle". And in the end, the suffering wing "with a kink", which ensured the longevity of the machine. In general, the Su-15 deserves a separate, more detailed articles.
  10. lazy
    lazy 13 December 2013 15: 44
    +6
    it is a pity that in Komsomolsk at least one was not left as a monument, I saw one as a teaching aid at the Polytechnic Institute
    1. Bongo
      13 December 2013 15: 57
      +3
      There, the MiG-19 was whether I still do not know.
  11. Fitter65
    Fitter65 13 December 2013 15: 58
    +4
    Yes, I also saw him there 10 years ago, and even sat near him. And the institute has long been a university.
  12. kotvov
    kotvov 13 December 2013 19: 28
    +2
    to the ram’s account: if I’m not mistaken, in 1972 an air defense pilot in the Baku district, unfortunately I don’t remember the name, after firing 2 missiles that didn’t hit the target, I received an order to ram the intruder. The reconnaissance plane was destroyed, the su-15 pilot died. to the hero!
    1. Argon
      Argon 13 December 2013 20: 21
      +3
      In the case you described, the ram was completed on the MiG-21
      1. Fitter65
        Fitter65 14 December 2013 03: 53
        +1
        Pilot Eliseev.
  13. vtur
    vtur 14 December 2013 13: 42
    +2
    For those who are interested in real facts about the events of the flight KAL-007, I recommend Michel Brun’s book “Sakhalin incident. The true mission of flight KAL 007. ” An interesting investigation ...
  14. blizart
    blizart 15 December 2013 13: 23
    0
    Vasily Aksenov, in his book "In Search of a Sad Baby", called the pilots of the SS pilots who shot down a Boeing in Kamchatka - night mazuriki. Oh, how, although what does the Mazuriki have to do with the meaning of the word cheat, swindler. Aksenov Vasily, the son of the repressed secretary of the Tatar regional committee and Yevgenia Ginzburg, was stripped of USSR citizenship.
  15. Neighbor
    Neighbor 15 December 2013 19: 34
    +1
    Kulyapin is not only a hero, but a real patriot. He faced the question of not only fulfilling the order, but also of the loss of his plane, not to mention life. Violation of the border is a slap in the face to the state. Prestige prestige and if they are afraid it means respect.
  16. zabr
    zabr 26 December 2014 13: 37
    0
    The first case of application on the Kola Peninsula is not disclosed in the article:
    Intercepted Boig-707 pilot of the 1st squadron (commander Major Boldyrev) 431 IAP (regiment Lieutenant Colonel Shama) captain Bosov. A TGS missile was used to intercept. The lives of the passengers were saved by the Boeing crew, who managed to land the car on the ice of the lake in extreme conditions (with half a wing seized off).