Sukhoi Su-17

The Sukhoi Su-17 (NATO reporting name: Fitter) is a Soviet attack aircraft developed from the Sukhoi Su-7 fighter-bomber. It enjoyed a long career in Soviet, later Russian, service and was widely exported to communist and Middle Eastern air forces as the Su-20 and Su-22.

Development


Seeking to improve low-speed and take-off/landing performance of the Su-7B fighter-bomber, in 1963 the Sukhoi OKB with input from TsAGI created a variable-sweep wing technology demonstrator. The Su-7IG (internal designation S-22I, NATO designation "Fitter-B"), converted from a production Su-7BM, had fixed inner portions of the wing with movable outer segments which could be swept to 28°, 45°, or 62°. A fixed inner wing simplified construction, allowing the manufacturer to retain the Su-7 landing gear and avoiding the need for complex pivoting underwing hardpoints, and it minimized the shift in the center of pressure relative to the center of mass with change in wing sweep. The new wing also had extensive leading-edge slats and trailing-edge flaps. Su-7IG first flew on 2 August 1966 with V. S. Ilyushin at the controls, becoming the first Soviet variable geometry aircraft. Testing revealed that take-off and landing speeds had decreased by 50–60 km/h (31-37 mph) compared to the conventional Su-7.

The production aircraft was named Su-17 (NATO designation "Fitter-C", factory designation S-32) and was unofficially dubbed Strizh (Стриж, martlet) in service. Aside from the new wing, it differed from its predecessor Su-7 in having a new canopy and a dorsal fuselage spine for additional fuel and avionics. The Su-17 first flew on 1 July 1969 with E. K. Kukushev at the controls.

A total of 2,867 Su-17 and its variants were built, of which 1,165 were exported to 15 nations.

Soviet Union/Russia
The Su-17 entered service with the Soviet Air Force in 1970. The aircraft was used by both the Soviets and the Afghanistan government forces during the Soviet invasion of Afghanistan. High-altitude airfields and hot dusty climate created special operational challenges. In the summer, the takeoff roll of the Su-17 increased 1.5-fold and landings frequently ended with burst tires and brake fires. Avionics failures were common due to heat and sand contamination.

However, the AL-21F engine proved tolerant of routine ingestion of sand and sand-contaminated fuel and by 1985 the combat readiness of the Su-17 fleet exceeded that of the Sukhoi Su-25 and the helicopters. The first-series Su-17s were quickly replaced with more capable Su-17M3 and Su-17M4. Despite its durability and payload, the aircraft proved ill-adapted for combat in the mountainous terrain due to high attack speeds, low maneuverability, and the need to stay out of range of anti-aircraft artillery due to lack of significant armor protection, Although external armor was added around the engine, hydraulics, and fuel systems based on damage analysis, this was still insufficient compared to dedicated close air support Su-25s.

The appearance of MANPADS such as the Soviet-made Strela 2 (smuggled from Egypt), and the American FIM-43 Redeye and later FIM-92 Stinger, presented a new threat and forced Su-17s to even higher operational altitudes. Revised tactics and retrofit of up to 12 flare dispensers which fired automatically during the attack run proved effective, and in 1985 only one Soviet Su-17 was lost to ground fire.

Forced to operate 3500–4000 m (11,500-13,000 ft) above ground, Su-17s shifted from using unguided rockets to bombs, including thermobaric weapons, while Su-25s were tasked with precision strikes. Toward the end of the war, the Su-17 force was partially replaced by the Mikoyan-Gurevich MiG-27s in order to perform operational testing of the new fighter-bomber.

The Su-17M3/4 were used during the First Chechen War alongside Sukhoi Su-24s and Sukhoi Su-25s in ground attack and reconnaissance missions.

In a move to eliminate single engine strike aircraft from its inventory, the Russian Air Force retired its last Su-17M4 along with its fleet of MiG-23/27s in 1998. Around 550 remain in service with other nations.

Angola
The Soviets supplied the communist government of Angola with 12 Su-20Ms in 1982 or 1983, which formed the basis of the 15th FS. The squadron suffered a swift loss of at least six aircraft – most in mishaps - by 1985, and three more by 1988, and had only two aircraft left when it was reinforced with another Soviet batch of 14 Su-22M-4Ks and two Su-22UM-3Ks in 1989–1990 (incorporated into the 26th Air Regiment, based in Mocamedes). A second shipment from Belarus in 1999 consisted of 2 Su-22UBs and 4 Su-22Ms, and a third one from Slovakia in 1999-2001 consisted of 10 Su-22M-4s and one Su-22UM-3K.

These aircraft saw heavy use in the war against UNITA. From the aforementioned losses, which can't be classified as mishaps or combat attrition, only an Su-20M, serialled C510 was reportedly downed in 1987 and a more well-documented case occurred on 6 November 1994 when an Su-22 based at Catumbela was shot down by a SAM fired by UNITA during a raid against Huambo. The pilot managed to eject and flee naked after stripping off his flight suit.

Libya
Two Libyan Su-22s were shot down in the Gulf of Sidra incident by U.S. Navy Grumman F-14 Tomcats on 19 August 1981. One Su-22 fired an AA-2 Atoll missile head-on at one of the F-14s from an estimated 300 meters closing distance. Both were then downed by AIM-9 Sidewinder missiles.

On 8 October 1987, in the aftermath of the Chadian-Libyan conflict, an Su-22MK was shot down by a FIM-92A fired by Chadian forces. The pilot, Capt. Diya al-Din, ejected and was captured. He was later granted political asylum by the French government. During the recovery operation, a Libyan MiG-23MS was shot down by a FIM-92A.

A Libyan Su-22 crashed near the city of Benghazi, Libya on 23 February 2011. The crew members, Captain Attia Abdel Salem al Abdali and his number two, Ali Omar Gaddafi, were ordered to bomb the city in response to the Libyan civil war. They refused, bailing out of the aircraft and parachuting to the ground. Su-22s were heavily used by the Libyan loyalist forces against the insurgent forces from mid February up to mid March 2011, when the international mission started and the no fly zone was imposed. Among other missions, Su-22s also attacked Anti-Gaddafi positions on Bin Jawad in early March 2011 as government forces retook the town. Some Libyan Air Force Su-22s were claimed shot down by the rebels. One was destroyed on the ground by a Belgian Air Force F-16AM on 27 March. Other Libyan Air Force Su-22s were probably destroyed in the opening nights of the UN air raids in their shelters.

Iraq
From 22 September 1980 to 20 August 1988, during the Iran–Iraq War, Iraq used Su-17 export versions (Su-20 and Su-22) alongside older Su-7s. They were most used in ground attack and close air support role. In 1991, during the Gulf War, they saw limited active service because the Iraqi regime distrusted the Air Force.

Two Su-20/22 and one Su-7 were shot down by a USAF F-15C in the closing days of the campaign, when the IQAF was moving its aircraft to Iran. Many more were destroyed on the ground by coalition air forces or evacuated to Iran and they were never returned.

On 20 and 22 March, two other Su-20/22s were downed by a USAF F-15C during Operation Provide Comfort that started soon after the war.

During Iran-Iraq war 23 Su-20/-22 were shot down by Iranian F-14s, confirmed by Iranian, western and Iraqi sources and 18 Su-20/-22 by Iranian McDonnell Douglas F-4 Phantom IIs.

Peru
Peru was the only export customer of the type in the Americas. On 24 April 1992, Peruvian "Fitters" attacked a U.S. Air Force Lockheed C-130H Hercules of the 310th Airlift Squadron which was intercepted in the sea, west of Lima, injuring six of the 14 crew members. Crew member Joseph C. Beard, Jr., was killed, when he was sucked from the cabin at 18,500 feet, and crew member Ronald Hetzel sustained severe injuries, with his chest blown open and his jugular vein severed.

During the 1995 border war between Peru and Ecuador two Peruvian Sukhoi Su-22 were lost.

The Ecuadorians claim that two Sukhoi Su-22M were shot down on 10 February 1995 by two Ecuadorian Air Force Mirage F.1. This version could not be proven through documentary evidence. However, according to the Peruvian Air Force report about the action, based on radio communications, radar information, testimony of the pilots and an analysis of the remains of the Su-22s found in the Peruvian jungle (the other exploded before landfall). The analysis of the remains says that the one Su-22 was impacted by anti-aircraft fire, leading to an uncontrollable jet-engine fire before two Ecuadorian Air Force Mirage F.1 reached the combat zone. Both pilots, Comandante FAP Maldonado and Mayor FAP Caballero, ejected but neither survived. Attack missions continued until the end of hostilities on 14 February 1995.

The Su-22s flew 45 sorties into the combat zone. A 20-strong force of "Fitters" was also set up at El Pato as a retaliatory force should Ecuador decide to attack the coastal port.

Syria
The Syrian Air Force used Su-20/22s to attack Israeli forces in the Yom Kippur War and 1982 Lebanon War. Several Su-20/22s were shot down by Israeli Air Force.

During the Syrian civil war, since the second half of 2012, Syrian Air Force Su-22’s have been involved in combat operations against the Syrian insurgents. Like other SyAAF fixed wing aircraft, videos showed Su-22’s using unguided munitions, mostly general purpose bombs, cluster bombs and incendiary bombs. Strike techniques were low to medium altitude flat bombing runs with pull up after ordnance delivery and use decoy flares for self-defense. An Su-22 was reportedly shot down by rebel forces using a MANPADS launcher on February 14, 2013.

Yemen
On 11 August 2009, Yemeni armed forces started Operation Scorched Earth in northern Yemen to fight the Sa'dah insurgency. Yemeni Air Force backed the army in the offensive performing air raids over rebel held positions. On 5 October 2009, a Yemeni Su-22 crashed when it was flying in formation with another aircraft, on the way back from a mission. The rebels claimed they shot it down, while Yemeni armed forces said it crashed due to technical problems. Earlier on 2 October, the insurgents said they shot down a "MiG-21" while again the military insisted technical problems caused the crash. On 8 November, a third Yemeni fighter aircraft reported to be a "Sukhoi" was destroyed. Again the military claimed it crashed due to technical problems, while the rebels claimed they shot it down. The pilot ejected and was recovered by friendly forces.

The Yemeni Air force once again used Sukhoi aircraft during the Arab Spring uprising. On 28 September 2011, a Yemeni Air Force Su-22 was shot down by tribesmen opposed to the rule of President Saleh. The government confirmed that rebel tribesmen were responsible for the shoot-down, and that the jet's pilot had been captured. On February 19th, 2013 a Yemen Su-22 on a training mission crashed for unknown reasons into Sanaa, killing 12. On May 13th, 2013 a Yemen Su-22 on a training mission crashed in Sanaa, killing the pilot.

Poland
On 19 August 2003, a Polish Air Force Su-22M4K was accidentally shot down by friendly fire during an exercise by a Polish 2K12 Kub battery. The aircraft was flying 21 km from the coast over the Baltic Sea near Ustka. The pilot ejected and was rescued after two hours in the water. He later died in a C-295M crash on 23 January 2008. As of 2012, Poland is planning to replace its Su-22s with three squadrons of UAVs.

Variants


Sources
 * Su-7IG (S-22I, "Fitter-B")
 * Su-7BM variable geometry wing demonstrator.


 * Su-17 (S-32, "Fitter-B")
 * Limited production run based on the longer fuselage of the two-seat Su-7U trainer, with bulged dorsal spine for extra fuel (4,550 L/1,200 U.S. gal total). Retained Su-7s Lyulka AL-7F-1 engine. Manufactured 1969-1973.


 * Su-17K - export version of the Su-17 for Egyptian Air Force
 * Su-17M (S-32M, "Fitter-C")
 * First major production version, introduced Lyulka AL-21F-3 engine, twin pitot tubes, new navigation and attack computer (retaining Su-7BMK's SRD-5M ranging radar), angle of attack vane, single brake parachute. Variable-position intake centerbody providing maximum speed of Mach 2.1. First flight: 28 December 1971 with V. S. Soloviev at the controls. The export version was designated Su-20, first flying 15 December 1972 with A. N. Isakov at the controls. Manufactured 1972-1975, entered service in 1973. Exported to Egypt, Poland, and Syria.


 * Su-17M-28
 * Testbed for Kh-28 (AS-9 Kyle) anti-radiation missile


 * Su-17MKG
 * Testbed for Kh-25 (AS-10 'Karen') and Kh-29 (AS-14 "Kedge") missiles


 * Su-17R
 * Small number of Su-17M aircraft equipped to carry reconnaissance pods. Equivalent export version designated Su-20R.


 * Su-17M2 (S-32M2, "Fitter-D")
 * Nose extended 38 cm (15 in), deleting ranging radar and 'drooping' to improve pilot visibility. Fon-1400 laser rangefinder/marked-target seeker (LRMTS). ASP-17 and PBK-3-17s aiming avionics. RSBN-6S short-range navigation and instrument landing system. Undernose fairing for DISS-7 Doppler navigation radar. First flight: 20 December 1973 with V. S. Ilyushin at the controls. Manufactured 1974–1977, entered service in 1975.


 * Su-17M2D
 * Test-fit of the Tumansky/Khatchaturov R-29BS-300 engine (shared with some MiG-23s), with 112.7 kN (25,335 lbf) afterburning thrust, in a bulged rear fuselage. Due to lack of performance advantage and decreased range due to higher fuel consumption, it was decided to offer this engine as an export version only. First flight: 31 January 1975 with A. N. Isakov at the controls. The export variant was designated Su-22 (factory code S-32M2K, NATO "Fitter-F"), manufactured 1977-1978.


 * Su-17UM (S-52U, "Fitter-E")
 * First two-seat trainer version, based on the Su-17M2, but with a different, deeper fuselage with windscreen moved forward; same length as the original Su-17M. Internal fuel capacity reduced and port cannon deleted, but retained full avionics and armament. First flight: 15 August 1975 with V. A. Krechetov at the controls. Test flights revealed longitudinal instability at high angles of attack which was remedied by enlarging the tail fin. Export version with the R-29 engine was designated Su-22U. Manufactured 1976-1978, entered service in 1976.


 * Su-17M3 (S-52, "Fitter-H")
 * Based on the revised airframe of the Su-17UM, but with an avionics bay and an additional fuel tank in place of the rear cockpit, increasing the internal fuel capacity to 4850 l (1,280 U.S. gal). Doppler radar moved internally, removing the fairing. "Klen-P" laser rangefinder/target designator. A launch rail for K-13 (AA-2 "Atoll") or R-60 (AA-8 "Aphid") was added between the two existing pylons on each wing. First flight: 30 June 1976 with V. A. Krechetov at the controls. Export version with the R-29 engine and downgraded avionics (equivalent to Su-17M2) was designated Su-22M (factory designation S-52K, NATO "Fitter-J") and first flew on 24 May 1977 with E. S. Soloviev at the controls. An export version with Su-17M3 avionics was designated Su-22M3 (factory S-52MK). Su-17 manufactured 1976-1981, Su-22Ms were manufactured 1978–1984. Su-17M/Su-22M/Su-22M3 was the most numerous variant with almost 1,000 built.


 * Su-17UM (S-52UM)
 * The initial trainer version with the same avionics suite as the Su-17M.The export version was designated Su-22UM3 with R-29 engine, and Su-22UM3K with the AL-21 engine. Manufactured 1978-1982.


 * Su-17UM3 (S-52UM3, "Fitter-G")
 * Revised trainer with the same avionics suite as the Su-17M3. First flight: 21 September 1978 with Yu. A. Yegorov at the controls. The export version was designated Su-22UM3 with R-29 engine, and Su-22UM3K with the AL-21 engine. Manufactured 1978-1982.


 * Su-17M4 (S-54, "Fitter-K")
 * Final production version with considerably upgraded avionics, including RSDN navigation (similar to LORAN), beacon navigation, inertial navigation, a more powerful (Klyon) "Kлён-54" laser rangefinder, radio compass, and SPO-15LE ("Sirena") radar-warning system. Additional fuselage inlets (including ram-air inlet at the base of the fin) to improve engine cooling airflow, fixed air intake shock cone. Many aircraft were equipped for the use of TV-guided missiles and BA-58 Vjuga pod for anti-radiation missiles. AL-21F-3 engine. Export version was designated Su-22M4 (factory S-54K). First flight: 19 June 1980 with Yu. A. Yegorov at the controls. Su-17M4 was manufactured 1981–1988, Su-22M4 was manufactured 1983-1990.


 * Su-20
 * The initial export version of the Su-17M, (S-32MK).


 * Su-22M5
 * A Russian-French upgrade package offered for existing aircraft with modernized cockpit, HOTAS, improved avionic systems. Deletes the laser rangefinder in favor of Phazotron/Thomson-CSF 'Phathom' radar.


 * Su-22U
 * The S-52U two-seat combat-trainer, export version of the Su-17UM, with a completely re-designed nose housing the tandem cockpits for student and instructor.


 * Gun pods such as the GSh-23 based UPK-23 and SPPU-22 were utilized by the Su-17, Su-20, and Su-22. The SPPU-22 ground attack variant featured 30 degrees of traverse.


 * An experimental version of the Su-20 was built with fixed wings attached to an Su-17M fuselage, in an effort to increase Payload/range performance by eliminating the weight of the wing sweep system. Good results were obtained in flight tests in 1973 but further development was cancelled.


 * Tactical Reconnaissance versions of all variants could be made by fitting the KKR (Kombinirovanny Konteiner Razvedy – combined reconnaissance pod) on the centre-line pylon.

In-house OKB designations

 * S-22I
 * The first prototype "Variable-Geometry" Su-7, converted form a production Su-7BM, first flown on 2 August 1966.


 * S-32
 * The initial production version, dubbed Su-17 by the VVS (Voyenno-Vozdooshnyye Seely - Soviet air force).


 * S-32M
 * The Su-17 with the Lyul'ka AL-21F engine and re-structured fuselage plus several smaller modifications, resulting in a greater fuel capacity and more weapons stations.


 * S-32MK
 * The Su-20 export version with revised armament options, and less sophisticated avionics. First flight: 15 December 1972.


 * S-32M2
 * The Su-17M with improved flying controls and weapon-aiming equipment. Production carried out from 1975 to 1977


 * S-32M2K
 * The Su-22 export version of the Su-17M2 with a Tumansky R-29BS-300 engine.


 * S-32M2D
 * An Su-17 tested with ski landing gear, similar to that used on the S-26 (Su-7),used for [very] rough field landing and takeoff tests.


 * Su-52U
 * The Su-17UM/Su-22U two-seat combat-trainer version with a completely re-designed nose housing the tandem cockpits for student and instructor.


 * S-52
 * In a reverse development the trainer modifications were adapted for a new Attack variant, the Su-17M3.


 * S-52K
 * An export variant of the S-52, given the designation Su-22M.


 * S-52M3K
 * Series production Su-22M3 aircraft with laser range-finder and avionics mods.


 * S-52UK
 * The trainer variant with all the S-32M2k structural modifications and a reduced weapons portfolio.


 * S-52UM3
 * The Su-17UM3 for the VVS with avionics and aero-dynamic changes.


 * S-52UM3K
 * The export version of the Su-17UM3.


 * S-52R
 * Tactical Reconnaissance Su-17M3R with a KKR (Kombinirovanny Konteiner Razvedy – combined reconnaissance pod) on the centre-line pylon; S-54 Production Su-17M4 fighter-bombers.


 * S-54K
 * Export Su-17M4s, designated Su-22M4.


 * S-54R
 * Tactical reconnaissance Su-17M4R with a KKR (Kombinirovanny Konteiner Razvedy – combined reconnaissance pod) on the centre-line pylon.

Operators

 * : The People's Air and Air Defence Force of Angola operates eight Su-22 variants.
 * 🇵🇱: The Polish Air Force operate 26 Su-22M4 and 6 Su-22UM3K aircraft of 110 delivered.
 * 🇸🇾: 60 Su-22 aircraft served with the Syrian Air Force prior to the Syrian civil war
 * : Around 145 Su-22M4 examples serve with the Vietnam People's Air Force.
 * 🇾🇪: 50 Su-22 have served with the Yemen Air Force, with a number remaining active.

Former operators

 * Democratic Republic of Afghanistan: Afghan Air Force. More than 70 were sent to the Afghan Air Force from 1982, including 45 Su-22M4 delivered from 1984.
 * 🇦🇿: The Azerbaijan Air Force
 * 🇧🇾: Belarus Air Force. The Belarusian Air Force inherited Su-17s from the Soviet Air Force, but none remain in service.
 * 🇧🇬: Bulgarian Air Force. The Bulgarian Air Force operated 18 Su-22M4 and five Su-22UM aircraft. All are retired.
 * : Czechoslovakian Air Force. The Czechoslovakian Air Force's Su-22 (49 Su-22M4 and 8 Su-22UM3K in 1992) inventory was split between the Czech Republic and Slovakia in 1993. They were passed on to the Czech Air Force.
 * 🇨🇿: Czech Air Force. The Czech Air Force inherited 31 Su-22M4 and five Su-22UM3K. All were retired in 2002.
 * : Air Forces of the National People's Army. The East German operated the Su-22 until unification, when they were passed on to the Luftwaffe.
 * Volksmarine. The East German Navy operated eight Su-22M-4Ks and two Su-22UM-3K aircraft.
 * 🇪🇬: Egyptian Air Force. The Egyptian Air Force operated 48 of Su-20/22 aircraft, although all have been withdrawn, being replaced by the F-4 Phantom II and General Dynamics F-16 Fighting Falcons in their role.
 * 🇩🇪: Luftwaffe. A number of Su-22 aircraft were inherited from East Germany, although these did not serve in the Luftwaffe, but some of them were painted with a Luftwaffe color scheme for test and evaluation. All of them have been decommissioned.
 * German Navy. Ex-Volksmarine aircraft.
 * 🇭🇺: Hungarian Air Force. The Hungarian Air Force maintained 12 Su-22M3 and three Su-22UM3 aircraft from 1983. Two single seat and one training aircraft crashed. Withdrawn from service in 1997.
 * Iraq: Iraqi Air Force. The Iraqi Air Force received a number of Su-22 models, of which some were taken by Iran in 1991. None survived the 2003 invasion of Iraq by the United States. All Russian-made and Chinese-made fighters acquired during Saddam Hussein's regime will be replaced by U.S.-made F-16s.
 * 🇮🇷: Islamic Republic of Iran Air Force. The Iranian Air Force operated a number of various Su-20 and Su-22 aircraft through the 1980s and 1990s, including examples flown to Iran from Iraq in 1991. While apparently non-operational, many remain in reserve or stored status unless Russia would continue maintaining Iranian Su-22 fleet.
 * 🇰🇿: Su-17 aircraft were inherited by the Armed Forces of the Republic of Kazakhstan, but never put into service.
 * Libyan Arab Jamahiriya: The Libyan Air Force operated as many as 90 Su-22 aircraft, with around 40 Su-22M3 and Su-22UM3K aircraft in service at the beginning of 2011 when the Libyan uprising started. During the Libyan civil war, the Gaddafi regime used Su-22s in combat operations.
 * 🇵🇪: Peruvian Air Force. The Peruvian Air Force acquired 32 Su-22M2K, 16 Su-22M3, 4 Su-22UM2K and 3 Su-22UM3 aircraft between 1977 and 1981. Retired in 2007, 11 remain in reserve status.
 * 🇵🇱: The Polish Air Force operated 26 Su-22M4 and 6 Su-22UM3K aircraft of 110 delivered. Retired 2003.
 * 🇷🇺: Russian Air Force. The Russian Air Force inherited Soviet Su-17 aircraft, but has withdrawn the type from service. At least one example remains flying as a chase aircraft operated by Sukhoi at their KnAAPO facility.
 * Russian Naval Aviation
 * 🇸🇰: Slovak Air Force. The Slovakian Air and Air Defense Forces inherited 18 Su-22M4 and three Su-22UM3K aircraft from Czechoslovakia in 1993. In 1999, six Su-22M4 and in 2001, four Su-22M4 and one Su-22UB aircraft were sold to Angola while rest of the fleet was grounded and is being used as museum exhibits and as teaching aid in flight schools.
 * : Soviet Union Su-17s were split between post-USSR countries.
 * Soviet Air Force
 * Soviet Naval Aviation
 * 🇹🇲: A number of Su-17 aircraft were inherited by the Military of Turkmenistan, but they were never put into service.
 * 🇺🇦: Ukrainian Air Force. A total of 40 Su-17 aircraft were inherited from the Soviet Union and most of them now retired from service, but a few are stored.
 * 🇺🇿: A number of Su-17 aircraft were inherited by the Military of Uzbekistan, now all are retired and stored at Chirchiq.