Photographs of Sukhoi P-1 interceptor prototype from the mid 1950s.
Three-view drawings of Sukhoi P-1 interceptor prototype.
Sources:
Yakubovich, Nikolay " Hoping for the "Hurricane" Wings of the Motherland
History of aircraft construction in the USSR in 1951-1965gg.
Tehnoseriya. Soviet fighter-interceptor Su-15
Monografie Lotnicze. P.Butowski, W.Pankow, W.Ponamariew. Su-15 Flagon
Sukhoi interceptor prototypes (P-1 and T-3)" Air International. http://www.airwar.ru/enc/xplane/p1sukhoy.html
Hi, all!
In the Russian magazine "Aircraft and Astronautics" ("Авиация и Космонавтика")
#6 2017 Article is published:
V. Proklov "Cancelled interceptors of experimental design bureau of P. O. Sukhoi"
about the plane of Sukhoi P-1:
А из печати на днях вышел очередной номер журнала Авиация и космонавтика, вчера, сегодня и завтра... Д. Пичугин, А. Зинчук Липецк. Подготовка к параду Статья-фоторепортаж. Хотя парад и не состоялся, но тем не менее была сделана большая работа, представленная во время генеральной…
Three views of P-1. Purpose: To create a more capable interceptor for the IA-PVO (manned air - defence aviation). Design Bureau: OKB-51 of P O Sukhoi, Moscow
ourairports.biz
"The wing was scaled up from the earlier PT-8, which had introduced the feature of a dogtooth discontinuity in the leading edge to create a powerful vortex at large angles of attack to keep flow attached over the upper surface. Unlike the PT-8 the leading-edge sweep was reduced at a point ahead of aileron mid-span from 60° to 55°. Otherwise the wing followed Sukhoi practice with rectangular slotted flaps, sharply tapered ailerons terminating inboard of the tips, landing gears retracting between Spars 1 and 2 and integral tanks ahead of Spar 1 and between Spars 2 and 3."
The speed of sound is dependent on temperature and the nature of the medium sound is passing through. The bare statement that 2050 km/h equals M 1.6602 is only true in air at particular combinations of temperature and relative humidity - say 15 oC and 10% relative humidity.
Old school: the metric system predates the Mach number by about one century.
The speed of sound is dependent on temperature and the nature of the medium sound is passing through. The bare statement that 2050 km/h equals M 1.6602 is only true in air at particular combinations of temperature and relative humidity - say 15 oC and 10% relative humidity.
Old school: the metric system predates the Mach number by about one century.
At 15oC and 10% relative humidity, yes. At a different temperature and a different relative humidity you get a different speed of sound.
At 36,000 ft you will usually experience a considerably lower temperature than 15oC. With the lower temperature comes a lower speed of sound. Taking Paul's number of M 1.93 at 36,000 ft, the temperature at that height should be about -70oC.
<edit>
image: By Cmglee - Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=17311330
Data compiled in 1962.
Note the relation between height and temperature is not as straightforward as simply "the higher you go, the colder it gets".
Graph of International Standard Atmosphere, based on more recent data, found here:
https://en.wikipedia.org/wiki/International_Standard_Atmosphere
Translation from source for P-1 scheme:
"Placement of weapons on the P-1: 1 - guided missile K-7; 2 - rear attachment point ARO-70; 3 - emergency gas vent ARO-70; 4 - front mount unit ARO-70; 5 - single-barrel eight-shot automatic ARO-70; 6-7 - AKS-3 movie camera with BM-2; 8 - jet gun under the TRS-85."
(1) The designer chose not to apply area-rule the center fuselage in order to maximise the internal fuel capacity.
(2) P-1 had variable lateral air intakes of semi-circular cross-section with a movable half-cone centerbody to
accomodate a large diameter radar antenna at the nose.
(3) Powered by AL-7F engine.(6850kgp maximum dry thrust, 8950kgp afterburning)
(4) Armament : two K-7 missiles, 50 rockets.
(5) Radar : Pentera radar.
(6) Design performance : Maximum speed 2050km/h/15000m, Ceiling 19500m, Range 1800km(with drop tank)
(7) The first flight : July 12 1954.
(8) P-1 showed disappointing performance. P-1 did not proceed beyond the initial flight stage. Intended AL-9
engine(10000kg in full afterburnig) never arrived. https://www.zona-militar.com/2019/0...ieticos-sukhoi-p-1-el-thunderchief-sovietico/
It looks a bit like a F-105, minus the inverted intakes...
As for the damn speed of sound, yeah, took me a while to figure the silly thing changed with altitude, temperatures, and plenty other parameters... 1061 vs 1225 kph...
Source: Авиация и Космонавтика 2017 06, article by Vladimir Proklov (director of the Sukhoi Design Bureau museum),
On May 14, 1953, by order of the Minister of Defense Industry P.O. Sukhoi was appointed chief designer of OKB-1, replacing V.V. Kondratyev.
On May 29, 1953, the Presidium of the Council of Ministers of the USSR adopted a Decision (Protocol No. 28) to carry out parallel work on the design and construction of a front-line fighter and a fighter-interceptor at OKB-1, chief designer P.O. Sukhoi.
August 5, 1953 Council of Ministers of the USSR Decree "On the creation of high-speed front-line fighters of the design of Comrade Sukhoi":
“... I ordered the Ministry of Defense Industry (Comrades Ustinov, Dementyev and Chief Designer Comrade Sukhoi) to design and build a single-seat high-speed front-line fighter with a swept wing with a turbojet engine designed by Comrade Lyulka with a thrust of 10,000 kg (with afterburning) .. The aircraft is to be built in triplicate, of which two are front-line fighters and one is an interceptor .... A fighter in the interceptor version with an Emerald-type radar installed instead of an automatic optical sight, with two 30 mm cannons, must be submitted to the state tests in May 1955 ...
... with the aim of further improving flight and tactical data and mastering a new fighter scheme, design and build a delta-wing fighter with a turbojet engine of the design of Lyulka with a thrust of 10,000 kg (with afterburning) ... Build an airplane in two copies, one of them a copy of a front-line fighter and one - in the interceptor version .... The fighter in the interceptor version with an Emerald-type radar installed instead of an automatic optical sight, with two 30-mm cannons, should be submitted for state tests in December 1955 .... "
Considering that the creation of fighters with supersonic flight speeds will require the solution of a number of new design and aerodynamic issues, in September 1953, A.I. Mikoyan.
Work on the creation of swept-wing aircraft in OKB-1 (since January 1954 - OKB-51) received the factory code: front-line fighter - C-1, and the interceptor - C-3. Work on delta-wing aircraft: front-line fighter - T-1, and interceptor - T-3.
In 1955, by government decrees, the existing thematic work plan of OKB-51 was supplemented with two points:
“... 1. Design and build a two-seat interceptor fighter equipped with equipment for automatic target acquisition, target attack and aircraft withdrawal after the attack - the Uragan-1 system ...
Build the plane in duplicate:
- the first instance with one AL-9 turbojet engine (with a static thrust of 10,000 kg [with afterburning] - Note, ed.), with a maximum speed of 1850-1950 km / h, a practical ceiling of 19000-20,000 m, armed with guided or homing missiles systems of the K-7 type and additionally unguided rockets. Submit for state tests in the third quarter of 1957;
- the second instance with two VK-11 turbojet engines (with a static thrust of 5370 kg each - Approx. Auth.), with a maximum speed of 2,100-2,200 km / h, a practical ceiling of 20,000-21,000 m, armed with two rapid-fire cannons of 30 mm caliber at a rate firing 1300-1500 rounds per minute, with 100 rounds of ammunition per gun and additionally guided or homing projectiles of the K-7 type. Submit for state tests in the fourth quarter of 1957.
2. To complete work on the creation of a single-seat fighter-interceptor with a delta wing, with a turbojet engine A / 1-7F (T-3 - Approx. Ed.) ... Build an airplane in two copies:
- the first copy with two 30 mm cannons, with 65 rounds of ammunition per gun;
- the second copy with rocket armament, consisting of guided missiles of the K-7 type or homing missiles ... Transfer both aircraft copies for state tests in the fourth quarter of 1956 .... "
The two-engine interceptor with one engine received the factory code P-1, and the twin-engine one - P-2.
In the first half of 1956, the detailed design phase began. The March government decree, with some clarifications, confirmed the assignment for the design and construction of the P-1 and P-2 two-seat interceptor fighters. In August, the detailed design of the P-1 aircraft was completed. Due to the fact that Plant No. 165 did not provide the supply of the AL-9 engine, the Minister decided to install the AL-7F-1 engine (static thrust - 9600 kg) on the aircraft. Replacing the engine necessitated additional design and development work related to changing the air channel and air intakes with the introduction of their adjustment, attachment points, the engine power supply circuit and a number of other changes.
The P-1 aircraft with a frontal air intake similar to the T-3 aircraft.
From May to December, the production of plant No. 51 produced a number of parts and assemblies of a static copy of the P-1 aircraft, the readiness of which on January 1, 1957 was 92.5%. And at the same time, it became clear to the management of the enterprise that the plant No. 51 is not able to independently cope with the full volume of work on the construction of the aircraft, if there are other tasks due to the lack of production space.
On June 4, by order of the Minister, the production of wing kits, empennage and landing gear was entrusted to serial plants Nos. 153, 126 and 119, but until the end of 1956 these plants practically did not go overboard. As a result, plant No. 51 in November was forced to independently start manufacturing wing and tail flight kits. The assembly of the P-1 fuselage began in October, and the wings at the end of November 1956. As a result, the technical readiness of the flight prototype of the P-1 aircraft as of January 1, 1957 was 73.6%, and the readiness of the technical design of the P-2 aircraft was 55%. ...
On August 25, 1956, by their decree, the Central Committee of the CPSU and the Council of Ministers of the USSR ordered the Chief Designers “... to revise upwards the flight technical data of the second copies of interceptor fighters and to ensure the installation of homing missiles on these aircraft. ... "By the same decree, OKB-51 was instructed to develop a guided missile of the K-9 system and equip the P-1 fighter-interceptor with control equipment and missiles of the K-9 system. In the framework of this order, plant No. 153 (Novosibirsk) was to manufacture three P-1 aircraft in the fourth quarter of 1957 and equip them with K-9 missiles.
At the end of September P.O. Sukhoi reported to the Head of the 7GU MAP I.G. I will say that:
"...one. The second copy of the two-seat fighter-interceptor "P-1" with the AL-9 engine, armed with two homing projectiles, is executed with a maximum speed of 2200-2300 km / h and a practical ceiling of 23000 m. These data were obtained in accordance with the characteristics of the AL-9 engine - thrust at H = 11 km, at M = 2.2 is equal to 14900 kg, taking into account losses, sent by the Chief Designer comrade. LYULKA A.M ....
2. The second copy of the two-seat fighter-interceptor "P-2" with two VK-11 engines, armed with two homing projectiles, is executed with a maximum speed of 2400-2500 km / h and a practical ceiling of 23000 m. The indicated data were obtained in accordance with the characteristics of the VK- 11 - the thrust of one engine at H = 11 km, at M = 2.5 is equal to 20,000 kg without taking into account losses - sent by the Chief Designer comrade METSKHVARISHVILI ...
...four. On the basis of the P-1 two-seat fighter-interceptor with the AL-9 engine, the plant has developed a medium-altitude fighter-interceptor with the following data:
- Maximum speed at H = 5000 m with afterburner - 1650 km / h;
- Maximum speed at H = 5000 m without afterburner - 1100 km / h;
- Maximum speed at H = 10000 m with afterburner - 2200 km / h;
- Maximum speed at Н = 10000 m without afterburner - 1000 km / h;
- Technical flight range at H = 5000 m at a speed of 900-950 km / h with 7% fuel remaining during landing - 1400 km;
- Technical flight range at H = 10,000 m at a speed of 900-950 km / h with 7% fuel remaining during landing - 2000 km;
- Practical ceiling with afterburning - 19000 m;
- Practical ceiling without afterburning -12000 m;
- Time to climb H = 10000 m - 3.0 min;
- Armament: homing projectiles of the K-8 type and 50 pieces of ARS-57 or 30 pieces of TRS-85 in overload.
The term of transfer for joint tests is 1 quarter of 1959 .... "
In the first half of 1957, plant No. 51 continued construction of the P-1 aircraft with the AL-7F-1 engine. In March, a copy was ready for static tests, and in May, the construction of a flight copy was completed. On June 10, the aircraft was transported to the LIS for ground tests with the development of all systems and assemblies.
In order to unify the armament of fighter-interceptors with homing missiles of the "air-to-air" type, by order of July 4, 1957, the Minister of Aviation Industry ordered the General Designers of Plants Nos. 155 and 51 A.I. Mikoyan and P. 0. Sukhoi "... to develop launching devices on the E-150 and P" aircraft under construction, providing the suspension of K-9 projectiles developed by plant No. 155 MAP - KB-1 MOP and plant No. 51.
3. To the director of plant No. 455 T. Arzhakov, under an agreement with factories No. 155 and 51, an experimental batch of homing shells of the K-9 system according to the worked out technical documentation of the said factories and according to the schedule approved by 6GU MAP. "
On July 9, 1957, the test pilot of the Air Force Research Institute, Lieutenant Colonel N.I. Korovushkin made the first flight on a P-1 aircraft. Due to the failure of the AL-7F-1 engine, the aircraft was relocated to plant # 51. After replacing the engine and carrying out a number of fine-tuning work, the aircraft was transferred to LIS on October 1 to undergo factory flight tests. Until the end of the year, under the factory test program, the aircraft performed four more flights.
For reference:
In 1955, the S-5 topic was closed, and for the construction of the T-3, at the direction of the MAP, the T-1 was taken as the basis, having remade the nose of the fuselage for the Almaz radar station.
On May 26, 1956, Lieutenant Colonel V.N. Makhalin performed the first flight on a T-3 aircraft (first copy).
Design work on the P-1 and P-2 two-seat interceptors began in April 1955. Initially, a version with a frontal air intake (of the T-3 type) was worked out, and then with side air intakes, based on the possible placement in the bow of the radar station with a large antenna diameter.
In October 1955, work was completed on the draft designs of the P-1 and P-2 interceptor fighters. At the end of 1955, commissions of representatives of the Air Force reviewed and approved draft designs and mock-ups of aircraft.
According to the draft design, the P-1 fighter-interceptor was intended “... to intercept and destroy enemy aircraft day and night in any meteorological conditions. According to its flight characteristics, the aircraft is capable of fighting enemy bombers and reconnaissance aircraft flying both singly and in groups at speeds from 800 to 1800 km / h at altitudes from 10,000 m to its practical ceiling, as well as fighting enemy fighter-bombers.
The aircraft is an all-metal monoplane with a delta wing and swept tail, with a retractable tricycle landing gear and a pressurized cockpit.
The fighter-interceptor is equipped with the "Horizon" equipment for guiding the aircraft to the target from the ground, as well as with the "Uragan" -type radar equipment, which, in conjunction with the "K-7" system, provides:
1 - target detection after aircraft guidance from the ground or during independent flight;
2 - automatic control of the aircraft from the moment the target is detected by the interceptor along the approach and attack trajectory, aiming and unguided rockets;
3 - automatic withdrawal of the aircraft from the attack.
... The P-2 aircraft, in addition to being in common with the tactical P-1 aircraft, has much in common in a constructive sense ... "
Interceptor basic data (based on draft designs)
Options
P-1
P-2
Maximum speed at 15000 m
2050
2100
on the "Fast and the Furious" mode, km / h
19500
20450
Practical ceiling, m
2.7
2.5
Time to climb 15000 m, min
Practical range, km
1250
1400
- without hanging tanks
-
2000
- with hanging tanks
10600
12400
Normal takeoff weight, kg
7710
8780
Empty aircraft weight, kg
2360
3200
Fuel weight, kg
9816
10250
Wingspan, mm
21270
22750
Aircraft length, mm
5585
5590
From the draft designs it follows that the armament of the P-1 aircraft consisted of two K-7 rockets, and in overload - two K-7 rockets and thirty-two ARS-70 rockets or thirty TRS-85 turbojet shells.
K-7 rockets were suspended under the wing consoles on pylons.
Single-barreled eight-shot automatic rocket guns (ARO-70) for firing ARS-70 projectiles were installed in the wing with two submachine guns in the console. With the variant of armament with TRS-85 projectiles, instead of ARO-70, four TRS-85 guns were mounted in each wing console.
K-7 rockets were fired at a distance of 5000-6000 m using special computing units of the Almaz-7 onboard radar system. The same sighting system provided firing with unguided rockets.
The armament of the P-2 aircraft consisted of two 30 mm rapid-fire cannons with a rate of fire of 1300-1500 rounds per minute and 100 rounds of ammunition per gun, and two K-7 projectiles for overload.
The guns were installed at the root of each console, the ammunition was located in stationary boxes attached to the fuselage.
Shooting from cannons and K-7 projectiles was carried out at a distance of 3000 m for cannons and 5000-6000 m for K-7 using special computing units of the Almaz-7 station.
General view of P-1 (draft design)
General view of P-2 (draft design)
By September 1957, a plan for experimental aircraft construction for 1957-1959 was prepared, in which OKB-51, one of the points, was to:
“... b) In a partial amendment to the Resolution of the Central Committee of the CPSU and the Council of Ministers of 03.23.56 ..., to increase the tactical characteristics of the P-1 set for development, install the AL-11 or R15M-300 and provide the following flight performance data:
Maximum flight speed at an altitude of 16 km - 2800-3000 km / h
Practical flight range. (V = 950-1000 km / h; H = 10-12 km):
- normal - 1250 km
- maximum - 2000 km
- with suspended tanks - 2500 km Practical ceiling - 24-25 km The length of the run and run - 850-950 m Armament:
2 x K-7 or K-8 and overload rockets:
- 50 HARS-57M
Blocks are suspended in place of the missiles:
- 2 x ARS-212M or
- 48 x TRS-57M
Equipment:
- autopilot
- system of semi-automatic guidance from the ground and automatic attack at all angles
- radar "Panther"
- "CONS"
The aircraft should be presented for state tests in the III quarter. 1959 g.
Before receiving the AL-11 or R15M-300, install the AL-7F-1 engine on this aircraft for carrying out factory flight tests and testing aerodynamics, aircraft systems, automatic attack equipment and weapons.
According to the results of factory tests of the MAP and the Air Force in the II quarter. 1958 to submit to the Council of Ministers of the USSR proposals for further work on the P-1 with the AL-7F-1.
On one P-1 aircraft with AL-7F-1, install the ARS-57M in the amount of 98 pieces, the Panther radar with directorial indication and an autopilot, providing for the installation of an automatic attack system in the future.
The aircraft should be presented for state tests in the IV quarter. 1958 g.
In amending the Resolution of the Council of Ministers of 17.08.56 ... to oblige the Novosibirsk Economic Council (comrade Zaboluev) and the director of plant No. 153 (comrade Salashchenko) to build, according to the drawings of the General Designer comrade Sukhoi, instead of three, five P-1 interceptor fighters from them:
- three aircraft with AL-11 or R15M-300 for the "K-9" system and one aircraft for K-8M in the III quarter of 1958, instead of the IV quarter. 1957 g.
- one aircraft with AL-7F-1 under unguided PCs - el sq. 1958 .... "
In January-February 1958, the P-1 aircraft performed five flights related to the fine-tuning of the AL-7F-1 engine. In the spring of 1958, the engine was removed from the P-1 aircraft for modifications, and the aircraft carried out finishing work on the means of emergency escape and on the installation of the Panther airborne radar.
February 10, 1958 General Designer of OKB-51 P.O. Sukhoi and chief designer of NII-17 A.B. Slepushkin sent to the Chairman of the SCAT P.V. Dementyev Memorandum:
“In accordance with your assignment, we have worked out the issue of intercepting a low-flying target.
The most suitable aircraft for this purpose, from the facilities of plant No. 51, is the P-1 aircraft, since the operating conditions of a low-flying aircraft in adverse weather conditions and at night require two crew members. In addition, the range of the P-1 aircraft at the ground is greater than the range of the Su-7 and T-3 aircraft. The range of a P-1 aircraft with a VK-13 engine at a cruising speed of 800 km / h is 1100 km. The maximum speed of the aircraft, determined by the high-speed head, is 1250 km / h. The specified aircraft will operate in the "Air-1" guidance system, since this system, using the P-30 and "Tropa" stations, allows detecting targets flying at altitudes of about 500 meters and above. In order to ensure communication with the P-1 aircraft operating at low altitudes and long distances, a helicopter must be assigned to the command post of the Air-1 system, equipped with a relay station built on the basis of the RSIU-4B serial station. The specified helicopter must rise simultaneously with the departure of the interceptors.
Factory tests of the P-1 aircraft, equipped with a Panther-type radar and armed with two K-9-type projectiles, may begin in the first quarter of 1960.
Technological division P-1 (draft design)
Technological division P-2 (draft design)
Layout P-1 (draft design)
1 - radio-transparent fairing; 2 - survey antenna of the Almaz station; 3 - blocks of the Uragan system; 4 - sighting antenna of the Almaz station; 5 - Chrom-Nickel identification station; 6 - blocks of the "Svod" and ARK-54 system; 7 - MRP antenna; 8 - the decisive device for landing "TsNA"; 9 - rectifier RSIU-4; 10 - radio altimeter RV-5; 11 - RSIU-4 transceiver; 12 - converters PO-1500 and PO-750; 13 - battery 12CAM28; 14 - pilot's dashboard; 15 - amplifier of the "Svod" system; 16 - indicator of the station "Almaz"; 17 - turbo refrigeration unit; 18 - oxygen cylinders; 19 - fuel tank No. 1; 20 - fuel tank No. 2; 21 - air channel; 22 - cylinder of the fire extinguishing system; 23 - starting fuel tank; 24 - oil cooler; 25 - generators; 26 - engine mount assembly; 27 - AL-9 engine; 28 - stabilizer booster; 29 - power steering.
Performers of this topic:
- For the P-1 aircraft and the K-9 projectile - plant No. 51;
- On the Panther-type radar, on the CW illumination transmitter and on the semi-active CW homing head - NII-17;
On a relay installation for transmitting commands (based on RSIU-4V) - OKB-695 GKRE ... "
The resolution noted that the task was included in the draft Decree on interceptor fighters on March 18, 1958.
March 5, 1958 Air Force Civil Aviation Marshal K.A. Vershinin in his report to the Chairman of the SCAT P.V. Dementyev on the reasons for the poor state of new developments in the field of aviation technology in 1957, noted:
"...8. Double fighter-interceptor equipped with the Uragan-1 system (code P-1).
An aircraft with an AL-9 engine and guided or homing projectiles is set by the Resolution of the Council of Ministers
USSR ... from 19.01.55, with the deadline for presenting for state tests - I quarter. 1957 The deadline was postponed to the III quarter. 1957 The aircraft was built in June 1957 with AL-7F-1 and armament consisting of 98 NURS ARS-57. Factory flight tests are underway.
The main reasons for the delay in the development of the aircraft are:
1. Insufficient production capacity of plant No. 51, as a result of which the construction of the aircraft was not completed on schedule.
2. Failure to supply a set of wings to plant no. 51 (plant no. 155) plant no. 51 was forced to manufacture it on its own (under conditions of industrial overload).
3. Insufficient development of various elements of the aircraft. Therefore, during the tests, many defects were revealed, the elimination of which took about 3 months.
4. A large number of defects in the AL-7F-1 engine, it took more than 3 months to eliminate them during the factory flight tests. "
On April 3, the Chairman of the SCAT, in his report to the USSR Council of Ministers, suggested:
“In order to reduce the subject of experimental aircraft construction for fighter aircraft and concentrate design forces in the main areas ... to carry out the following measures:
... Fighter-interceptor P-1 with R-15-300 or AL-11 engine, with a maximum flight speed of 3000 km / h and a practical ceiling of 25 km, a flight range of up to 2500 km and with outboard tanks up to 2900 km; the aircraft will be transferred for flight tests in the II quarter of 1959, the aircraft will be equipped with K-9 missiles, guidance from the ground by the Air-1 system;
- on the basis of the P-1 aircraft, an interceptor fighter with a VK-13 engine (Klimov) will be built for operations at low altitudes, with a maximum speed at an altitude of 1000 m - 1250 km / h; for this aircraft, it is necessary to create a special guidance system for low-flying targets.
When creating the P-1 fighter-interceptor, it will be possible to release it as a reconnaissance aircraft with a flight range of 3000 km, an application height of 25 km and a flight duration of 14-16 minutes. at an altitude of 24 km and at a speed of 2800-3000 km / h .... "
April 21 P.O. Sukhoi approved the thematic plan of plant No. 51 for 1958-1961. The plan contained 12 points, of which three points were associated with the P-1 aircraft:
“... Item 9. Two-seat fighter-interceptor with an R-15-300M or AL-11 engine with basic flight and technical data:
Maximum speed at Н = 15 km - 3000 km / h
Practical ceiling:
- without 2 х К-9 - 25000 m
-s2xK-9-23500m
Flight range at Н = 10-12 km and flight speed 950-1000 km / h with the AL-11 engine:
- without outboard tanks, without two K-9 missiles - 2200 km
- without outboard tanks, with two K-9 missiles - 2000 km
- with outboard tanks, without two K-9 missiles - 2600 km
- with outboard tanks, with two K-9 missiles - 2400 km
with R-15-300M engine:
- without outboard tanks, without two K-9 missiles - 2000 km
- without outboard tanks, with two K-9 missiles -1800 km
- with outboard tanks, without two K-9 missiles - 2400 km
- with outboard tanks, with two K-9 missiles - 2200 km
Takeoff run - 700 m
Run length - 900 m
Armament: two K-9 missiles, overload 50 ARS-57M
Equipment:
- semi-automatic guidance system from the ground;
- "Vault" drive and landing system;
- automatic attack system at all angles;
- radio station RSIU-5;
- radio altimeter RVU;
- radar detection and automatic tracking "CPU".
Armament placement on P-1
1 - guided missile K-7; 2 - rear attachment point ARO-70; 3 - emergency gas outlet ARO-70; 4 - front attachment point ARO-70; 5 - single-barreled eight-shot automatic machine ARO-70; 6-7 - movie camera AKS-3 with BM-2; 8 - rocket gun for TRS-85.
Placing weapons on the P-2
P-1 GCHF layout to the cockpit (flight copy)
Note: 3 aircraft are being built at the plant # 153 of the Novosibirsk National Economy Council. The term of construction of three aircraft is 1 quarter of 1958. As of 25.03.58, not a single aircraft was manufactured by the plant. Possible term for the construction of aircraft by Plant No. 153 with the AL-7F-1 engine: the first and second copies in the III quarter of 1958, the third in the IV quarter of 1958.
Warhead: directional fragmentation with a mass of 27 kg with a non-contact radio fuse, ensuring target destruction within a radius of 25 m.
Note: At the design and construction stage.
... Item 12. Single-seat reconnaissance aircraft P-1 with the P-15-300M or AL-11 engine with the main flight data:
Maximum speed at Н = 15 km - 5000 km / h
Service ceiling - 25000 m Flight range at H = 10-12 km and flight speed 950-1000 km / h: with the AL-11 engine:
- without hanging tanks - 2500 km
- with outboard tanks - 2900 km with the R-15-500M engine:
- without hanging tanks - 2500 km
- with outboard tanks - 2600 km Take-off run and mileage - 850-950 m Flight duration at a speed of 2800-5000 km / h:
- at H = 25 km - 6 min
- at H = 24 km - 14 min
- at H = 23 km - 20 min
Equipment:
- "Vault" drive and landing system ("Barometer" is provided);
- radar type "Initiative-2";
- radio station RSIU-5;
- protection station "Lilac-2";
- radio altimeter RVU;
- Chrom-Nickel and SOD-57M identification and response system;
- equipment for planned and prospective photography.
The term of aircraft manufacturing by plant No. 153 of the Novosibirsk National Economy Council:
- static copy - IV quarter 1958
- flight copy - I quarter of 1959 ".
On April 16, 1958, by the decree of the Central Committee of the CPSU and the Council of Ministers of the USSR, the production time at plant No. 153 of three copies of the P-1 aircraft for the "K-9" system was moved to the IV quarter of 1958.
P-1 in the slipway
P-1 from different angles
P-1 from different angles
On May 29, Dementyev sent a memorandum to the Central Committee of the CPSU at the suggestion of P.O. Sukhoi about a low-altitude fighter, in which he noted that:
“... OKB t. Sukhoi currently has a task to create a fighter-interceptor T-3 with systems K-5 and K-8 for flights at an altitude of 20-22 km and a promising fighter-interceptor OKB t. Sukhoi should create fighter-interceptor to an altitude of 25-27 km with the K-9 system.
Thus, the main task of OKB-51 is to resolve the issue of creating high-altitude interceptors.
Comrade Sukhoi proposes to give him the task of creating a low-altitude interceptor based on the P-1 aircraft, giving the task to the plant # 153 in Novosibirsk to manufacture these aircraft.
Plant # 153 in Novosibirsk is currently being rebuilt for the production of T-3 interceptors, so it cannot be loaded with an additional task for the production of P-1, since this will detach the plant from the main task for the production of T-3 interceptors.
Aircraft P-1 will be manufactured in the amount of 3 pieces at the plant # 153 in accordance with the previously issued decisions and it is not advisable to give an additional task to the plant # 153.
With regard to low-altitude interceptor aircraft, the most difficult task is to resolve the issue of the control and guidance system of these aircraft. These tasks will be solved during 1959-60.
With a positive solution to the issue of the control and guidance system, this issue will be much easier to solve for Sukhoi aircraft.
Therefore, the Committee on Aviation Technology considers that at present it is inappropriate to give Comrade Sukhoi an assignment for low-altitude fighters and, for its part, considers it possible to return to the consideration of this issue in the 1-11 quarters of 1959. "
On June 4, 1958, by a government decree, work on the P-2 aircraft was stopped.
By a decree of September 13, 1958, the Council of Ministers of the USSR, "... attaching great importance to the fastest creation of reliable means of rescuing the crews of Air Force aircraft ..." instructed the OKB-51 team to complete the factory testing of emergency escape equipment for Su-7, T-3 aircraft and plant # 153 to manufacture two flying laboratories (L / 1) based on the P-1 aircraft with the AL-7F-1 engine for testing crew rescue equipment.
On October 6, 1958, a flight copy of the P-1 aircraft, among other OKB-51 aircraft, was shown to the Secretary of the CPSU Central Committee A.I. Kirichenko.
February 3, 1959 Chairman of the SCAT P.V. Dementyev reported the deputy. Chairman of the Council of Ministers of the USSR D.F. Ustinov that:
“The leading OKB GKAT is currently heavily overloaded with tasks for the development of new facilities or for the modification of equipment in service. The overload of the design bureau and institutes begins to affect the timing and quality of working out the main tasks.
So OKB-156 t. Tupolev has 29 tasks, OKB-155 t. Mikoyan - 11 tasks, OKB-51 t. Sukhoi - 12 tasks, OKB-115 t. Yakovlev - 10 tasks, etc.
As a result of such a large number of design developments in one design bureau, design forces are scattered, limited laboratory and experimental equipment does not ensure the development of prototypes, and material resources are spent in large quantities and in some cases irrationally.
The state of design development became especially aggravated by the beginning of 1959 due to the great complexity and laboriousness of experimental assignments and a sharp shortage of budgetary allocations.
In this regard, the GKAT revised the entire list of tasks for experimental developments in order to concentrate the OKB forces on the implementation of the main leading tasks and free the OKB and research institutes from secondary developments that are not relevant for the country's defense capability.
As a result of considering all the tasks of the main OKB GKAT, the following proposals are made:
According to OKB-51 and OKB-155, engaged in the development of interception systems and front-line fighters, consider the main ones for OKB-51 (General Designer Comrade Sukhoi):
- Carrying out flight tests, fine-tuning and providing those. assistance to factories in the development and serial production of the T-5-51 intercept complex as part of the T-5 aircraft with the AL-7F-1 engine and the K-51 guided jet weapon system and in the serial production of Su-7B SAL-7F-1 fighter-bombers ...
- development and creation of the T-5-8M intercept complex as part of the T-5 aircraft with the AL-7F-1 and the K-8M jet armament system and the T-5A-9 intercept complex as part of the T-5A aircraft with the P15-500 engine or AL-11 and K-9 guided missile systems.
Release OKB-51 from all other tasks, including the construction of the P-1 fighter-interceptor and the T-5 fighter aircraft in the cannon version. "
In June 1959, the Council of Ministers received a letter from the director of the Novosibirsk Aviation Plant No. 153 I.A. Salashchenko, which noted that:
Lantern (open and closed position)
Ejection seat P-1
Front and main gear P-1
“The Council of Ministers of the USSR, by the Decree of September 15, 1958 ... ordered the plant No. 155 to manufacture and supply the Air Force UZ and PSAT two flying laboratories based on the P-1 two-seat fighters.
The P-1 fighter has not yet been created, therefore, there is no base on which to create flying laboratories. Engines and components have not yet been created for such an aircraft. In addition, from a technical point of view, the two-seat fighter P-1 is not of particular interest and is not promising, in this connection, the GKAT entered the petition to the Council of Ministers of the USSR to withdraw the P-1 type aircraft from production altogether, as an experimental topic.
Thus, plant No. 155, for reasons beyond its control, cannot fulfill the Government's decree ... dated September 15, 58, on the construction of two laboratories on the basis of the non-existent P-1 aircraft.
For the reasons I have set forth, I kindly ask you to enter with a petition to the Council of Ministers of the USSR to cancel the resolution ... of 09/15/58 in the part concerning the manufacture and delivery of two flying laboratories for the Air Force on the basis of P-1 and to release the plant from work, to fulfill which is not possible. "
At the direction of D.F. Ustinova, the Chairman of the GKAT and the Commander-in-Chief of the Air Force have prepared a joint decision to create a flying laboratory on the basis of the T-3 combat training aircraft.
In July 1959, the item "Experimental work on the P-1 on the study of side air intakes" was included in the draft of the thematic plan of plant No. 51.
In the second half of 1959, due to the large workload of OKB-51, the P-1 theme, as a secondary one, was removed from the plan.
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