su 22 fitter

The Sukhoi Design Bureau long ago forged a reputation for big and powerful � ghter-bombers. Today, it is primarily di� erent variants of the extended ‘Flanker’ family that catch the eye. Almost un-noticed, a dwindling number of much older Sukhoi Su-22s remain in service with a handful of air forces around the world.

report: Tom Cooper with Thomas Newdick

OFTEN OVERLOOKED, THE Sukhoi Su-20/22 family was not only widely exported by the former Soviet Union, but also saw

considerable action in around two dozen di� erent con� icts. In Syrian hands, the ‘Fitter’ remains very active in combat today, and has become a � xture in that country’s ongoing civil war.

The story of the ‘Fitter’ includes more than a few controversies: Russian sources even contradict each other when it

comes to the total number of Su-20/22s manufactured and exported. The situation is little better when we come to consider reports of how many aircraft were acquired by each foreign customer. For example, while most published Russian sources give a production run of only 771 Su-20s and Su-22s for export, o� cial Sukhoi Design Bureau records cite 1,165 Su-20 and Su-22 airframes manufactured at the Komsomolsk-on-Amur (KnAAPO) works for export to 15 countries. A simple comparison of how many Su-20s and Su-22s have been operated by

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FACTFILE | Su-22 ‘FITTER’

www.combataircraft.net May 2016

This image: A pair of Polish Air Force Su-22M4K ‘Fitters’ illustrates the type’s variable-geometry wing con� guration. Jamie Hunter

various air arms over the years indicates that the former � gure is a signi� cant understatement, while the latter is probably short by several dozen.

All of the previous-generation Su-20s have now been phased out of service. Nevertheless, even 25 years after the last Su-22 rolled o� the production line, around 78 of these jets are still in service with six air forces. Their story is even more surprising considering that, in all the years since, only a relatively small number have received any kind of signi� cant avionics upgrade. Instead, most remaining Su-22s have merely undergone their usual periodic overhauls and have been operated in their original con� guration.

PolandAfter the type’s systematic disposal by Bulgaria, the Czech Republic, East Germany, Hungary and Slovakia, Poland

is the last bastion of the ‘Fitter’ in Europe. Poland originally acquired 90 single-seat Su-22M4K and 20 two-seat Su-22UM3K aircraft, and introduced the type to service in August 1984. The type served with the 6. Pułk Lotnictwa Myśliwsko-Bombowego (6. plmb, 6th Fighter-Bomber Regiment) at Piła, the 40. plmb at Świdwin, the 8. plmb at Mirosławiec, and the 7. Pułk Lotnictwa Bombowo-Rozpoznawczego (7. plbr, 7th Bomber-Reconnaissance Regiment) at Powidz.

During 2000, the Polish Su-22 force structure was reorganized, and the remaining units became the 6. Eskadra Lotnictwa Taktycznego (6. elt, 6th Tactical Aviation Squadron) and 7. elt at Powidz, the 39. and the 40. elt at Świdwin, and the 8. elt at Mirosławiec.

Since then, base closures and the arrival of the Lockheed Martin F-16 have seen the transfer of all the remaining Su-22s to the

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Su-22 ‘FITTER’ | FACTFILE

www.combataircraft.netMay 2016

Above: Angolan Su-22M4K serial C516 is one of the few survivors from a batch of 14 examples purchased directly from the USSR in 1988-89. The aircraft was overhauled by the 275th ARZ in Krasnodar, Russia, in the late 2000s. PAST Collection

Left: This Su-22UM3 (former 3-6954) was one of the � rst two Iranian ‘Fitters‘ reworked by the Pars Aviation Facility. Fitted with a with ‘glass’ cockpit and new self-defense systems, it is seen here during a test � ight at Mehrabad in June 2015. Keyvan Tavakkoli

Below left: This Su-22M4 (serial 3-6910) was painted in special colors when it was used as a test aircraft for the Su-24’s AL-21F-3 engines. Babak Taghvaee

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Bottom: Discovered inside one of the hardened aircraft shelters at Woutia air base in western Libya, this Su-22UM3K was overhauled by technicians of the Libyan National Air Force (the former Free Libyan Air Force) and is currently the only example of this type in service in that country. Arnaud Delalande collection

and involves the inspection and repair of critical components. At the same time, the cockpit instruments are rescaled for the imperial system and an 8.33kHz communications suite is added, for compliance with ICAO and Eurocontrol standards.

Despite this, during 2012 it was decided that the entire � eet would be withdrawn from service in December 2015. These plans were reversed in 2014, when it was decided to retain the Su-22. At the same time, the � eet was slimmed-down from the previous 32 aircraft to the current 18 examples.

It now seems likely that Poland’s Su-22s will remain operational at least until a replacement aircraft can be � elded, and it is possible that they will now stay on the front line for another 10 years. Their ultimate successor may well be a light attack derivative of the Alenia Aermacchi

M-346 Master, of which Poland has ordered an initial batch of eight for lead-in � ghter trainer (LIFT) duties. An armed unmanned aerial vehicle (UAV) is an alternative that has been mooted in the past by the Defense Ministry.

African rarities Three African air forces acquired variants of the Sukhoi Su-20/22: Angola, Libya, and Egypt. Algeria is often cited as the fourth party to do so, but this misunderstanding was caused by Algiers purchasing a batch of Su-20s on behalf of Egypt. Cairo originally acquired 16 early-production Su-17s in May 1972, but this variant proved to be a maintenance nightmare and was replaced by 14 Su-20s only a few months later. Egyptian Su-20s su� ered heavy losses during the October 1973 war with Israel, but survivors were reinforced by a similar-sized batch purchased by

Peru was the only Latin American customer for the Su-20/22 family. In 1974 Lima and Moscow signed an agreement for the delivery of 32 Su-22s and four Su-22UMs. The � rst of these began arriving in June 1977 and entered service with Escuadrón Aéreo 111. Three years later, 16 additional Su-22M3Ks and three Su-22UM3Ks were purchased for Escuadrón Aéreo 411. At least two aircraft were modi� ed with in-� ight refueling probes of French origin. Although this installation proved highly successful, a lack of funding prevented a � eet-wide introduction.

The surviving Su-22s were upgraded with Western navigation aids such as VOR and ILS, and adapted for the employment of various Western-made weapons, but budget cuts resulted in the disbandment of Escuadrón Aéreo 411 in 1993. Two

years later, tensions with Ecuador escalated into a brief but � erce con� ict, during which Peruvian Su-22s and Su-22Ms � ew a total of 40 attack sorties. Ecuadorian interceptors shot down two Su-22s in return (Peruvian sources insist that both were downed by Igla shoulder-launched surface-to-air missiles).

The � eet was reduced in size when 12 aircraft were phased out in September 1996, but 18 survivors were overhauled and upgraded through the addition of Israeli-made cha� /� are dispensers and SPO-20 radar warning receivers. A year later, the ‘Fitters’ were re-located to Talara (near El Pato), where Escuadrón Aéreo 111 celebrated 38,000 � ying hours on the type since its service entry. The Peruvian ‘Fitters’ were retired from service in 2006, but 11 aircraft were stored in ‘reserve status’ for a number of years longer.

REMEMBERING PERU’S ‘FITTERS’21. Baza Lotnictwa Taktycznego (21. BLT, 21st Tactical Air Base) in Świdwin.

The current Polish Air Force � eet comprises 12 single-seaters and six two-seaters. The surviving aircraft have undergone a limited local upgrade that has added anti-collision lights, a GPS receiver, Bendix/King tactical navigation system, instrumented landing system, and a digital radio. In late 2010 it was decided that the WZL-2 facility at Bydgoszcz would extend the service life of two aircraft during routine overhauls, with a view to performing similar work on the remaining aircraft in order to keep them in service until around 2024 or 2026. One of the ‘Fitters’, serial 8205, received a new gray camou� age scheme in the process. The latest phase of work takes around nine months for each aircraft

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Su-17 Early production aircraft delivered only to Egypt ‘Fitter-C’

Su-20 First ‘true’ export version of Su-17 ‘Fitter-C’

Su-22 Laser rangefinder added under intake ‘Fitter-F’

Su-22M Revised airframe based on two-seater, but downgraded compared to Soviet Su-17M3 ‘Fitter-J’

Su-22M2K Locally (Iraq and Syria)-upgraded Su-22M, compatible with guided munitions

Su-22M3K As Su-22M but with improved avionics of Su-17M3 ‘Fitter-J’

Su-22M4K Definitive export version, equivalent to Su-17M4 ‘Fitter-K’

Su-22UM Conversion trainer ‘Fitter-E’

Su-22UM2K Improved conversion trainer, cited in Iraqi and Syrian documents

Su-22UM3K Conversion trainer, equivalent to Su-22M3K ‘Fitter-G’

Su-22UM4K Conversion trainer, existence disputed but clearly cited in Iraqi and Syrian documents

Su-20/22 NON-WARSAW PACT EXPORT VERSIONS

Algiers in early 1974. Egypt withdrew its final Su-20s in the early 1980s, replacing them with General Dynamics F-16s.

Libya was the second African nation to acquire the type. About 50 Su-22s and improved Su-22M/M3K/UM3Ks entered service with two units during the late 1970s — just in time for two Su-22s from 1022 Squadron to be shot down by a pair of US Navy Grumman F-14A Tomcats during the famous Gulf of Sirte incident, on August 19, 1981. Libyan Sukhois subsequently saw intensive action during the war in Chad, where half a dozen were written off in combat and other incidents. All Libyan Su-22s had been withdrawn from service and stored by the early 1990s. About a dozen Su-22M/M3Ks and Su-22UM3Ks were overhauled locally in the late 2000s, but all were destroyed by US-led air strikes during the civil war in 2011.

Today, just one Su-22UM3K remains in service. The example in question was found inside one of the hardened aircraft shelters at Woutia air base in western Libya and was overhauled by personnel of the Free Libyan Air Force, which is fighting on the side of the internationally recognized Libyan government against the Libyan Dawn alliance, and various Islamist groups controlling the center of the country.

Angola procured a batch of 10 Su-22s and two Su-22UM two-seat conversion trainers in the early 1980s. Operated by a squadron of the 26th Fighter-Bomber Regiment from Namibe air base — staffed by Angolans but supported by numerous Soviet advisers — they suffered significant attrition and were replaced by 14 of the definitive Su-22M4K model, acquired in 1988-89. During 1996, Angola purchased

Above: This Su‑22UM (formerly serialled 3‑6953) was planned as the first Iranian Su‑22 to fly following restoration, but it was not to be. Amin K.

Right: About 42 new Su‑22M4Ks were delivered to Syria in 1984 and 1985. Fewer than 20 remain operational today, but the fleet was reinforced through the addition of 10 ex‑Iraqi Su‑22s donated by Iran in early 2015.

Right: One of the few Su‑22UMs acquired by Yemen during the 1980s, and overhauled in Ukraine in the 1990s.

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10 Su-22M4Ks and two Su-22UM3Ks from Slovakia, followed by several additional examples acquired from Belarus in the late 1990s. Finally, Slovakia sold its remaining four Su-22M4Ks and one Su-22UM3K to Luanda in 2001.

The Angolan � eet saw extensive combat service against the regular South African Defence Force in the 1980s, but above all against the insurgents of the National Union for the Total Independence of Angola (UNITA) during the 1990s and into the early 2000s. About a dozen selected survivors were overhauled by the 558th Aviation Repair Plant (ARZ) at Baranovichi, Belarus, in 2007, and then received an avionics upgrade by the WZL-2 works in Poland. Further Angolan ‘Fitters’ were subsequently overhauled at the 275th ARZ in Krasnodar, Russia. Combat and peacetime attrition whittled the � eet down to 10 Su-22M4Ks (serials C503, C507, C509, C516, C517, C518, C522, C521, C550 and C551) and four Su-22UM3Ks (I-34, I-35, I-36, and I-38). These remain in service with the Fighter-Bomber Squadron of the sole Fighter-Bomber Regiment of the National Angolan Air Force (FAN — Força Aérea Nacional de Angola), stationed at Air Base No 5, Catumbela.

Middle EastBy far the largest number of export Su-20/22s was delivered to various air forces in the Middle East. As well as Iraq

— the largest foreign user of the Su-20/22 family — Syria and Yemen acquired the type.

The Soviets literally dumped 10 Su-20s upon Iraq mid-way through the October 1973 Arab-Israeli War. Although Iraqi Air Force (IrAF) crews test-� ew the type in early 1973, and the IrAF planned to acquire some, Baghdad had not yet placed an order when Soviet transport aircraft began delivering them. The remaining eight aircraft from this batch followed in 1974. Upon entering service with 1 Squadron, IrAF, they saw their baptism of � re during the Kurdish uprising of 1974-75.

According to Iraqi documentation, 36 Su-22s, 36 Su-22Ms (24 of which were upgraded to Su-22M2K standard, making them compatible with guided weapons), 18 Su-22M3Ks, 36 Su-22M4Ks and an unknown number of two-seat conversion trainers of the Su-22UM3K/4K sub-variants were acquired in the period from 1976 to 1986. The type was the backbone of the Iraqi Air Force for most of the 1980s, bearing the brunt of the war with Iran. ‘Fitters’ � ew the highest number of attack sorties of all types in service, and dozens

of their Iraqi pilots were highly decorated. However, the Iraqi Sukhois also su� ered the heaviest losses: no fewer than 64 Su-20s and Su-22s of di� erent variants (including all but two of the original 36 Su-22s) were shot down by Iranian air defenses between 1980 and 1988.

Ironically, while no Su-20s or Su-22s survive in Iraqi service, former IrAF examples remain operational elsewhere. Four Su-20s and 40 Su-22s of di� erent sub-variants (including three Su-22M4Ks modi� ed by Iraq to carry in-� ight refueling probes) were evacuated to Iran during the Gulf War of 1991. After nearly 25 years in open storage, the Pars Aviation Facility began overhauling ex-Iraqi Su-22M4Ks and Su-22UM3Ks at Mehrabad air base in 2013, with the intention of o� ering the Islamic Republic of Iran Air Force (IRIAF) the option to establish a unit equipped with them. The IRIAF showed little interest and 10 were then taken over by the Islamic Revolutionary Guards Corps (IRGC) — which in turn donated them to the Assad regime in Syria, in

Above: Syria acquired 40 newly-built Su-22Ms (together with 10 Su-22UMs) during 1979-82. In the second half of the 1980s survivors were overhauled at Nayrab IAP and brought up to a standard locally designated as Su-22M2K. Ever since, they have worn this camou� age consisting of orange/sand and green/blue on the upper surfaces. Tom Cooper

This image: From 1983, Syria procured 20 Su-22M3Ks. After being overhauled in the late 2000s, around a dozen remain in service.

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early 2015. Three other examples were overhauled and are still used for some test work in Iran, but the IRIAF is likely to lose any interest should its plan to order Su-30s from Russia become reality.

The early story of the Su-20 and Su-22 in Syria was similar to that of the Iraqi ‘Fitters’. Fifteen Su-20s from the first series were delivered to Nayrab air base (Aleppo International) in September 1973, entering service with 685 Squadron. Operating from Tiyas air base (also known as T4), they flew 98 sorties during the October 1973 conflict, and eight were lost in combat.

For most of the 1970s Moscow strongly resisted further Syrian demands for such aircraft and thus it was only in 1979-82 that 40 new Su-22Ms were supplied. They flew around 40 sorties during the Lebanon War of 1982: while Israel claimed no fewer than eight shot down, Syria confirmed the loss of only one example.

Additional batches including 20 Su-22M3Ks were delivered in 1983, followed by no fewer than 42 Su-22M4Ks between 1984 and 1985, while all surviving Su-22Ms were locally upgraded to Su-22M2K standard. By 1988, four squadrons were equipped with different Su-20/22 variants. The remaining Su-20s

were withdrawn during the 1990s and 2000s, years in which the Syrian armed forces were almost completely neglected. Therefore, just seven Su-22M2Ks, 12 Su-22M3Ks, 24 Su-22M4Ks, five Su-22UM2Ks and four or five Su-22UM4Ks survived intact by 2010, when some of the M3Ks and M4Ks were given a local overhaul.

The fleet saw intensive action in the Syrian Civil War during the second half of 2012 and throughout 2013, and even proved quite effective — especially after Syria adopted the Iranian suggestion of arming them with B-8M pods for 80mm unguided rockets. However, the fleet was depleted through four confirmed losses and heavy utilization. A few additional aircraft were overhauled during 2014, leaving about a dozen Su-22M4Ks as the backbone of whatever is left of the air force of the Syrian regime. It was therefore unsurprising that Iran — which is supporting the regime in Damascus not only financially and with deliveries of fuel, but also with around 40,000 of its own and Iraqi Shi’a troops — donated 10 ex-Iraqi Su-22M4Ks to Syria, early in 2015. The

remaining Syrian Su-22s are now located at Tiyas air base, in central Syria, but small detachments regularly operate from other airfields, foremost Hama.

According to Yemeni sources, the former Yemen Arab Republic Air Force (YARAF, North Yemen) received 12 Su-22Ms, only weeks after a short war with the former People’s Democratic Republic of Yemen (PDRY, South Yemen), in summer 1979. These entered service with 18 Squadron of the 2nd Fighter-Bomber Regiment, YARAF.

The former South Yemen is said to have acquired no fewer than 60 Su-22s, Su-22M3Ks, Su-22M4Ks and Su-22UM3Ks during the second half of the 1980s. These entered service with two squadrons (including 6 Squadron) of the 15th Attack Regiment. The majority of Sukhois from both air forces survived the war that resulted in unification of the country in 1994. Subsequently, all Su-22s

Above: A Vietnamese Su-22M3K of the 921st Regiment, 371st Division, returning to Noi Bay. This regiment converted from MiG-21s to a mix of Su-22M3Ks, Su-22M4Ks and Su-22UM3Ks beginning in 2012.

Below: The 929th Regiment of the 372nd Division (based at Da Nang) and one squadron of the 937th Regiment of the 370th Division (Phan Rang) remain major users of the Su-22M4K and Su-22UM3K in Vietnamese service.

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and Su‑22Ms were withdrawn. About 20 Su‑22M3Ks and Su‑22UM3Ks were overhauled locally, along with a number of the 28 Su‑22M4Ks that were still intact. About a dozen of the latter were sent to Ukraine for similar overhauls in the 2000s. The fleet was very active during the Yemen Civil War of 2009‑10, and two Sukhois were lost either to ground fire or to technical mishaps. However, as of early 2015 the Yemeni ‘Fitters’ were largely grounded due to a lack of funding and spares. Only 15 were considered ‘fully mission‑capable’ at the onset of the Saudi‑led military intervention in Yemen, launched on March 25, 2015, and nearly all were destroyed on the ground.

Asian ‘Fitters’Only two Soviet allies in Asia ever placed orders for Su‑22s: Afghanistan and Vietnam.

Afghanistan received around 30 Su‑22s and Su‑22M3Ks during the early 1980s. They saw relatively intensive combat against the Pakistan‑supported Mujahideen while in service with the Bagram‑based 355th Aviation Regiment. Around 45 Su‑22M4Ks entered service starting in 1984‑87. Attrition was heavy: not only were some aircraft sabotaged on the ground, but others crashed due to pilot errors, around a dozen were shot down by insurgents, and three were claimed as shot down by Pakistani F‑16s. Meanwhile, one pilot defected with his brand‑new Su‑22M4K to Pakistan.

Nevertheless, around three‑dozen Su‑22s remained operational after the

Soviet withdrawal from Afghanistan in 1989. Following large‑scale defections from the air force, most were in the hands of opposition forces by 1995, when the Taliban rapidly brought most of Afghanistan under its control. More defections followed, enabling the Taliban to establish its own air force that included some six Su‑22s and Su‑22M4Ks, flown by Afghan pilots. They continued operations until the US‑led intervention in October 2001, when most of the aircraft were destroyed on the ground.

Vietnam acquired 40 Su‑22M3Ks and three Su‑22UM3Ks. Delivered from 1980‑84, they were assigned to the 923rd Regiment. The type saw some action against Cambodia, and against local insurgents during the war in Laos later in the same decade. In 1989 Vietnam received the latest Su‑22M4K version, 16 of which were delivered. Forty additional Su‑17M4s and Su‑22M4Ks were also acquired second‑hand from the Czech

Republic, Poland, Ukraine, and Russia. In 1998, a Sukhoi/KnAAPO team in Russia upgraded 54 aircraft, including the full fleet of Su‑22UM3Ks.

Today, around 40 Vietnamese ‘Fitters’ remain in service with three regiments. The 921st Regiment at Noi Bay has operated the Su‑22M3K, Su‑22M4K and Su‑22UM3K since 2012; the 929th Regiment at Da Nang has a single squadron of Su‑22M4K and Su‑22UM3K aircraft; and the 937th Regiment at Than Son (Phan Rang) also flies the Su‑22M4K and Su‑22UM3K.

During 2015 the 937th Regiment lost two Su‑22s (serials 5857 and 5863) after they collided and crashed into the sea. Both pilots were killed.

Overall, the story of the Su‑20/22 in worldwide service is obviously approaching its end. Nevertheless, the remaining examples are still well appreciated by their crews, and are likely to soldier on for a few more years yet.

Above: One of the Vietnamese Su-22UM3Ks that was overhauled in Russia in 1998 takes off from the military side of Hanoi International Airport.

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BY DAVID AXE

‘SWARMING’ DRONES SPREAD THEIR WINGS

IN THE MIDDLE of June 2015, a US Air Force F-16 Fighting Falcon took off from an air base in Alaska and flew over a military training range at 370kt. On command, something burst from the fighter’s flare

dispenser — a drone roughly the size of a soda can and weighing just one pound.

The tiny, orange and black-painted robot fluttered toward the ground trailing a parachute. After a few seconds, the ’chute separated from the drone, and the robot’s wings — which had folded into the body for compactness — extended outward. An inch-wide propeller began spinning, driving the diminutive machine forward.

The drone is called Perdix. It’s the latest product of the Strategic Capabilities Office, a secretive Pentagon organization formed in 2012, whose job is to find new ways to deploy existing weapons.

One of the office’s ideas is to transform F-16s and other fast jets into high-speed launchers for swarms of small drones that could confuse enemy defenses or perform surveillance.

‘Just imagine an airplane going in against an [integrated air defense] system and dropping 30 of these out that form into a network and do crazy things’, Bob Work, the deputy defense secretary, told trade publication Breaking Defense. ‘We’ve tested this. We’ve tested it and it works.’

The Perdix drones are 3D-printed out of Kevlar and carbon fiber. Powered by lithium-ion batteries — the same kind you would find in a cellphone — the Perdixes launch from a standard flare dispenser, as found on the F-16, F/A-18 and other warplanes.

Toughness was a key design requirement. A Perdix must survive forceful ejection from a high-speed launcher and right itself in turbulent winds.

The drones were originally developed by students at the Massachusetts Institute of Technology in 2011. They tested the Perdixes from balloons and envisioned the small unmanned aerial vehicles supporting environmental monitoring.

But it was the military that was most interested in the tiny machines. The Virginia-based Strategic Capabilities Office — a 26-person team led by William Roper, a physicist who previously worked for the military on missile defense — began experimenting with Perdix in 2014.

The Alaska sortie was the first in a rapid-fire series of flight tests. As part of the ‘Northern Edge’ exercise last June, fighters launched Perdix drones 72 times. After deploying, a swarm of potentially dozens of them connect via radio datalink and pursue their objective.

‘The specifics of what the mini-drones can do are classified, but they could be used to confuse enemy forces and carry out surveillance missions using equipment that costs much less than full-sized unmanned aircraft’, the Washington Post reported.

Fighter-launched robotic decoys are not new, per se. The F-16 was one of the first US military aircraft to carry the Miniature Air-Launched Decoy (MALD), a roughly 10ft-long decoy drone, starting in the late 1990s.

The difference is the swarm. While an F-16 might launch only a couple of MALDs, the same aircraft could deploy up 30 Perdixes — 30 is the flare capacity of the standard AN/ALE-47 countermeasures dispenser — making the smaller drones much harder to destroy and potentially much more effective.

Not to mention cheaper. A single ADM-160B MALD costs more than $300,000. Two years of testing involving potentially hundreds of Perdixes has cost the government just $20 million, thanks in part to the initiative’s heavy reliance on existing technology.

‘We don’t have to develop fundamentally new weapons’, Roper told the Washington Post. ‘But we have to work the integration and the concept of operation. And then you have a completely new capability, but you don’t have to wait long at all.’

‘As part of the ‘Northern Edge’ war game last June, fighters launched Perdix drones 72 times. After deploying, a swarm of potentially dozens of the Perdix robots connect via radio datalink — and pursue their objective’

The Perdix drone is far smaller and cheaper than the MALD, pictured here loaded aboard an F-16. Raytheon

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