Sukhoi Su-17
| Company type | Military aircraft |
|---|---|
| Industry | Aerospace |
| Founded | 1967 |
| Founder | Sukhoi Design Bureau |
| Defunct | 1990 |
| Headquarters | Moscow , Soviet Union |
| Products | Fighter-bomber aircraft |
The Sukhoi Su-17 (izdeliye S-32; NATO reporting name: Fitter) represents a Soviet variable-sweep wing fighter-bomber designed for military use. Evolving from the Sukhoi Su-7, it was the first Soviet aircraft to incorporate variable-geometry wings and featured modernized avionics. Export versions include the Su-22 and the less widely adopted Su-20.
Manufacturing spanned from 1967 until 1990. The Su-17/20/22 family enjoyed extensive operational service across numerous air forces, including those of the Russian Federation, former Soviet states, ex-Warsaw Pact members, several Arab nations, as well as Angola and Peru. Russia phased out its inherited Soviet fleet by 1998.
While capable of delivering nuclear ordnance, the Su-17 primarily fulfilled roles such as close air support and ground attack missions.
Development
Soon after the introduction of the Su-7 fighter-bomber, the Sukhoi Design Bureau received directives to initiate an upgrade program focused on enhancing avionics and improving takeoff and landing performance. The adoption of variable-geometry wing technology—then gaining prominence—was central to this effort. Nikolay Zyrin, Sukhoi’s chief designer, was appointed to lead the project.
In 1963, the Sukhoi OKB collaborated with TsAGI to develop a variable-sweep wing demonstrator designated S-22I (also known as Su-7IG, NATO codename "Fitter-B"). This prototype, modified from a production Su-7BM, featured fixed inner wing sections combined with movable outer panels capable of sweeping to angles of 28°, 45°, or 62°. The S-22I completed its maiden flight on 2 August 1966 under pilot Vladimir Ilyushin and was later showcased during the Domodedovo air parade in July 1967.
Flight tests confirmed that this wing configuration enhanced takeoff and landing capabilities while extending range and endurance. Overall handling improved compared to the fixed-wing Su-7; however, it lost the buffeting sensation at high angles of attack that traditionally warned pilots of an impending stall.
Serial production commenced in 1969 following a joint decree by the Central Committee of the Communist Party of the Soviet Union and the Council of Ministers of the Soviet Union. The original S-22I design underwent further refinements leading to sufficient modifications warranting a new internal designation: S-32. The first flight of the S-32 took place on July 1, 1969, piloted by Yevgeny Kukushev.
Production was undertaken at Yuri Gagarin Aviation Factory (currently known as KnAAPO) starting in 1969. The initial recipient unit was the 523rd Aviation Regiment within the Far East Military District. A total of 2,867 units were built through to 1990.
Visually similar to its predecessor, the Su-7, the Su-17 incorporated weight-saving features that somewhat compromised combat survivability—for example, pilot armor protection was removed.
The prototype S-22I differed mainly in its wing design and served primarily as a technology demonstrator for variable sweep wings before being lost in an accident.
Following this prototype, two pre-production models named S32-1 and S32-2 were produced featuring upgraded avionics and replacing the older AP-28I-2 autopilot with a newer SAU-22 automatic control system.
Subsequent prototypes included the Su-7-85 series—named for their batch number—which consisted of ten aircraft incorporating a redesigned fuselage with a streamlined cockpit akin to that of the Su-7U variant. These models featured additional maintenance access panels and an upward-opening canopy. The cockpit front was shielded by a windshield alongside two electrically heated side windows. Early units in this batch experimented with clear windshields heated by warm air sourced from engine compressor stage nine; however, this design was abandoned in favor of conventional glazed windshields after evaluation by the Lipetsk-based Combat Use and Retraining Center for Air Force Personnel.
The Su-7-85 was fitted with a modified KS4-S32 ejection seat capable of safely ejecting pilots at speeds exceeding 140–170 km/h.
Fuel storage was revised from that of the Su-7 model: three lightweight internal tanks were used alongside provisions for up to four disposable auxiliary tanks each holding 600 liters (a configuration inherited from the Su-7B), or alternatively two PTB-1150 tanks carrying 1,150 liters each mounted on "wet" pylons beneath the fuselage.
The wing design remained largely unchanged from that on the S-22I prototype; its fixed inner section measured half the length of the movable outer segment. When fully swept back, the silhouette closely resembled that of the original Su-7. The fixed part incorporated a slide-out flap while rotating sections carried slats, rotating flaps, and ailerons. Sweep angles ranged between 30° and 63°. Both horizontal and vertical stabilizers were swept back at an angle of 55°.
Flight controls were assisted hydraulically using non-reversing boosters: BU-220DL2 and BU-220DP2 actuated left and right ailerons respectively; BU-250L and BU-250P managed stabilizers; BU-250DRP controlled the rudder. These systems were spring-loaded to provide tactile feedback through control sticks and rudder pedals.
Three separate hydraulic systems operated on board—the actuating system plus two booster systems—each powered by dedicated hydraulic pumps. The actuating system managed wing sweep adjustments, landing gear extension/retraction, flaps and slats operation, intake ramp positioning, autopilot flight control surfaces via SAU-22, and nosewheel steering. Booster systems controlled main flight surfaces independently but functioned in parallel to ensure redundancy; if one failed, remaining systems could maintain control at reduced power levels. Booster system No.1 powered a GM-40 hydraulic motor responsible for rotating wing components. All hydraulic circuits used AMG-10 fluid maintained at standard pressures: approximately 215 kgf/cm² for boosters and around 210 kgf/cm² for actuators.
A pneumatic system operating at 150 kgf/cm² pressure controlled normal and emergency brakes on landing gear as well as emergency deployment mechanisms for gear and flaps. It also powered charging mechanisms for onboard NR-30 cannons, cockpit pressurization, canopy actuation, and pressurized hydraulic fluid reservoirs.
Propulsion was provided by an uprated Lyulka AL-7F1 engine delivering about 9,600 kgf thrust in afterburner mode. Features included redundant compressor actuators and adjustable intake systems. Engine replacement required splitting the airframe into two sections for access. For short runway takeoffs, jettisonable SPRD-110 rocket-assisted takeoff boosters could be employed to provide additional thrust up to roughly 3,000 kgf momentarily.
Electrical systems comprised both a 28V DC circuit and a single-phase AC circuit operating at 115V/400 Hz supplied by two GS-12T DC generators alongside an SGO-8TF AC generator supported by a nickel–cadmium battery model 20NKBN25.
The Su-17 was equipped to carry free-fall nuclear bombs mounted on BDZ-56FNM racks with cockpit-installed coded arming devices preventing unauthorized release through mandatory code entry prior to deployment. It also supported toss bombing delivery techniques wherein it would approach targets steeply climb before releasing nuclear ordnance nearly vertically followed by rapid escape using afterburners to evade blast effects. A specialized IAB-500 bomb was developed specifically for training in this bombing method.
Soviet Union/Russia
During the Soviet-Afghan conflict, the Su-17 took part in Operation South, executing air raids against a Mujahideen stronghold at Robat Jaali, close to the Iran-Afghanistan border.
The Su-17M3 and M4 variants were deployed in the First Chechen War, operating alongside Sukhoi Su-24 and Sukhoi Su-25 aircraft in roles encompassing ground attacks and reconnaissance missions.[1]
In 1998, aiming to phase out single-engine strike platforms, the Russian Air Force withdrew its final Su-17M4s along with its remaining fleet of MiG-23/27 aircraft.
Angola
In the early 1980s, specifically 1982 or 1983, the Soviet Union delivered twelve Su-20Ms to Angola’s communist government, forming the core of the 15th Fighter Squadron. By 1985, the squadron had lost at least six aircraft—primarily due to accidents—with an additional three lost by 1988. When reinforced between 1989 and 1990 with fourteen Su-22M-4Ks and two Su-22UM-3Ks, these were integrated into the 26th Air Regiment stationed in Moçâmedes.[2]
Iraq
Throughout the Iran–Iraq War (22 September 1980–20 August 1988), Iraq operated export variants of the Su-17 (namely Su-20 and Su-22) alongside older Su-7 jets. These aircraft primarily fulfilled ground attack and close air support duties. Western sources confirm that Iranian Grumman F-14 Tomcat fighters downed twenty-one Su-20/-22s, while Iranian McDonnell Douglas F-4 Phantom II fighters accounted for eighteen more,[3] with an additional three losses inflicted by Iranian Northrop F-5 aircraft.[4] On 20 October 1980, an Iraqi Su-20 successfully engaged and shot down an Iranian F-4E using its 30 mm cannon.[3]
Official Iraqi records indicate no loss of Su-20 aircraft during combat operations against Kurdish forces and Iran. However, during the conflict with Iran, Iraq lost twenty Su-22M2s, two Su-22M3s, and seven Su-22M4s—most casualties resulted from anti-aircraft defenses while conducting low-altitude bombing runs on Iranian positions.[5]
During the Gulf War in 1991, Iraqi Su-22s saw limited deployment due to mistrust of the Iraqi Air Force by the regime. On 7 February 1991, United States Air Force McDonnell Douglas F-15 Eagle fighters employing AIM-7 missiles shot down two Su-20/22s and one Su-7 as Iraqi forces attempted to relocate aircraft to Iran.[6]
Further engagements on 20 and 22 March 1991 saw two additional Su-22s destroyed by USAF F-15s during efforts to safeguard Kurdish civilians ahead of Operation Provide Comfort, which aimed to deliver humanitarian assistance and establish a no-fly zone north of the 36th parallel.[7]
Libya
During the Gulf of Sidra incident on 19 August 1981, two Libyan Su-22 aircraft were downed by Grumman F-14 Tomcats from the United States Navy. One of the Su-22s fired a K-13 missile directly at an F-14 from approximately 300 meters (984 feet), but the missile was successfully evaded. Subsequently, both Libyan jets were shot down using AIM-9 Sidewinder missiles.
Following the conclusion of the Chadian–Libyan conflict, on 8 October 1987, Chadian forces brought down an Su-22 with a FIM-92A Stinger missile. The pilot, Captain Diya al-Din, ejected safely and was taken prisoner before receiving political asylum from France. During the recovery mission, a Libyan Mikoyan-Gurevich MiG-23MS was also destroyed by a Stinger missile.
On 23 February 2011, a Libyan Su-22 crashed near Benghazi. The crew, Captain Attia Abdel Salem al Abdali and co-pilot Ali Omar Gaddafi, had been ordered to bomb the city amid the Libyan Civil War, but they refused and ejected from the aircraft. Throughout mid-February to mid-March 2011, Su-22s were extensively deployed by pro-government forces against rebel factions until international intervention led to the establishment of a no fly zone. Among their operations, Su-22s targeted anti-Gaddafi positions in Bin Jawad during early March as loyalist troops regained control of the town.
On 27 March, a Belgian Air Force F-16AM destroyed one Libyan Air Force Su-22 on the ground.
Peru
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Peru stands as the sole operator of this aircraft type within the Americas through export acquisition.
On 24 April 1992, amid heightened diplomatic strains between Peru and the United States following the autocoup executed by Alberto Fujimori, then President of Peru, just 19 days earlier, Peruvian Su-22 jets engaged a Lockheed C-130H Hercules belonging to the United States Air Force's 310th Airlift Squadron. The incident occurred over international waters northwest of Lima, resulting in injuries to six out of the 14 crew aboard. Tragically, Master Sergeant Joseph C. Beard Jr. lost his life after being ejected from the aircraft at 18,500 feet, while crewman Ronald Hetzel suffered critical wounds.[8][9]
Despite sustaining damage to one engine and losing three tires upon landing, the Hercules' pilot managed a precarious touchdown at a Peruvian Air Force facility near Talara. The crew was subsequently detained, and the heavily damaged aircraft, riddled with bullet holes, was confiscated. Following diplomatic pressure from the U.S. government, the personnel were eventually released.[9] This event led to an almost year-long suspension of the U.S. anti-narcotics Air Bridge Denial Program and prompted the creation of a Joint Air Operation Center at Howard Air Force Base in Panama, which had been the operational base for the C-130.[10][9]
During the short-lived 1995 Cenepa War between Peru and Ecuador, Peru lost two Sukhoi Su-22 aircraft on 10 February. These losses occurred when two Ecuadorian Air Force Mirage F1JAs, piloted by Maj. R. Banderas and Capt. C. Uzcátegui, engaged multiple targets advancing toward the contested Cenepa valley. After visual contact was established, the Mirages launched their missiles. However, Ecuador never released HUD footage to confirm these kills, though it claimed two Peruvian Su-22As were downed and an additional Cessna A-37 Dragonfly was shot down by a Kfir.[11][12][13][14] Conversely, Peru contested these claims, asserting that one Su-22A was destroyed by Ecuadorian anti-aircraft fire during a low-altitude ground attack mission while the other succumbed to an engine fire.[15][16][17]
Throughout the conflict, Peruvian Su-22s conducted a total of 45 combat sorties. A squadron comprising approximately twenty Su-22s was stationed at El Pato as a defensive measure against potential Ecuadorian assaults on coastal ports.[18]
Poland
The Polish Air Force took delivery of their initial Su-22M4 (tail number 3005) on 28 August 1984, with the aircraft arriving at Piła Air Base. Over time, Poland operated a total of 90 Su-22M4s along with 20 Su-22UM3Ks.
On 19 August 2003, a tragic friendly fire incident occurred when a Polish Su-22M4K was mistakenly downed during a military exercise by a 2K12 Kub missile unit. The event took place approximately 21 km off the Baltic Sea coast near Ustka. The pilot successfully ejected and was rescued after spending two hours in the water. In 2012, Poland explored replacing its Su-22 fleet with three squadrons of unmanned aerial vehicles.
By 2014, the Polish Air Force planned to keep the Su-22s operational. This move was expected to benefit domestic industry, as the WZL nr 2 maintenance facility in Bydgoszcz secured contracts to service the remaining aircraft. Retaining these jets also allowed the Air Force to preserve its experienced pilots and ground crews familiar with the platform. Compared to other frontline fighters such as the MiG-29 and F-16, the Su-22 was considered easier to maintain, exhibiting fewer technical issues and achieving a high reliability rate of around 70–75%. Additionally, it remained Poland’s sole aircraft equipped for electronic intelligence, electronic warfare, and ground system support roles. The Air Force maintained substantial inventories of air-to-ground munitions compatible with the Su-22, and some assessments suggested that scrapping these stocks would be more costly than continuing operations.
Starting in 2015, it was decided that only a subset of the remaining 32 aircraft—specifically 12 Su-22M4s and between 4 to 6 Su-22UM3Ks—would receive upgrades extending their service life by ten years. Due to budget constraints, modernization was minimal, limited mainly to installing an additional RS-6113-2 C2M radio featuring a blade antenna mounted on top. These aircraft were repainted in a multishade grey camouflage pattern consistent with other Polish jets. Several Polish Su-20s and Su-22s have been donated to museums such as the Polish Army Museum in Warsaw, the Armament Museum in Poznań, the Museum of Polish Arms in Kołobrzeg, and the Polish Aviation Museum in Kraków. Others have been installed as monuments or given to educational institutions for technical training purposes.
Following Poland’s procurement of 48 KAI T-50 Golden Eagle jets from South Korea in 2022, plans were set to retire the Su-22 fleet. Ultimately, Polish Su-22s were withdrawn from active service in September 2025.
Syria
The Syrian Air Force (SyAAF) deployed Su-20/-22 aircraft in offensive operations against Israeli troops during both the Yom Kippur War and the 1982 Lebanon War. Multiple Su-20/-22s were intercepted and destroyed by the Israeli Air Force. Beginning in mid-2012, throughout the Syrian Civil War, SyAAF Su-22s actively participated in strikes against opposition forces. Footage from this period reveals these aircraft employing unguided ordnance—including general-purpose bombs, cluster munitions, incendiary devices, and unguided rockets—similar to other fixed-wing SyAAF platforms. Their attack profiles typically involved low to medium altitude bombing runs with a pull-up maneuver following rocket or bomb release, often deploying decoy flares for self-protection. By late 2015, losses among SyAAF Su-22s were comparatively lower than those suffered by MiG-21 and MiG-23 units. The earliest documented loss of a SyAAF Su-22 occurred on 14 February 2013 when rebel forces successfully engaged it with a MANPAD. On 18 June 2017, a US F/A-18E Super Hornet intercepted and shot down a Syrian Su-22 after it dropped munitions on US-backed troops. According to the wingman of the F/A-18E, the Syrian pilot ejected safely and was subsequently recovered by Syrian government forces. Later, on 24 July 2018, an SyAAF Su-22 that violated Israeli airspace was destroyed by two Israeli Patriot missiles. Additional Syrian Su-22 aircraft were also lost during the ongoing civil conflict through similar engagements.
Yemen
On 11 August 2009, Yemeni military forces launched Operation Scorched Earth targeting the Houthi insurgents in northern Yemen. The Yemeni Air Force supported ground troops by conducting airstrikes against rebel strongholds. A Yemeni Su-22 went down on 5 October 2009, with rebel factions claiming responsibility for shooting it down. Earlier, on 2 October, Yemeni insurgents reported downing a "MiG-21," while the military attributed the incident to mechanical failure.
A third fighter jet, reportedly a Sukhoi, was destroyed on 8 November. The armed forces maintained the cause was technical malfunction, whereas the rebels asserted they had shot it down. The pilot successfully ejected and was retrieved by allied units. During the Arab Spring protests, the Yemeni Air Force continued operating Sukhoi aircraft. On 28 September 2011, tribesmen opposing President Saleh brought down a Yemeni Air Force Su-22. The government acknowledged that rebel forces were behind the shoot-down and confirmed the pilot’s capture.
On 19 February 2013, a Yemeni Su-22 crashed during a training flight over Sana'a, resulting in the deaths of 12 civilians for reasons that remain unclear. Later, on 13 May 2013, another Su-22 on a training mission crashed in Sana'a, killing the pilot.
Variants
Several variations of the Su-17 were developed and evaluated.[19]
Su-7IG (S-22I, "Fitter-B")
A prototype featuring variable-sweep wings derived from the Su-7BM.[20][21]
Su-17 (S-32, "Fitter-C")
The initial production model, designated Fitter-C, incorporated a dorsal spine similar to that found on the Su-7U, which housed wiring and equipment.[22] It retained the Lyulka AL-7F-1 engine used in the Su-7.[23] Production spanned from 1969 to 1973,[19] with a total output of 224 units.[24]
Su-17M (S-32M, "Fitter-C")
This variant was powered by the Lyulka AL-21F-3 engine and featured upgraded navigation and attack computing systems. It preserved the SRD-5M ranging radar from the Su-7BMK. Equipped with dual pitot tubes, an angle of attack sensor, and a single braking parachute, it also incorporated a variable-position intake centerbody enabling speeds up to Mach 2.1. The maiden flight occurred on 28 December 1971, piloted by V. S. Soloviev. Its export counterpart, named Su-20, first flew on 15 December 1972 with A. N. Isakov at the controls. Manufactured between 1972 and 1975, it entered operational service in 1973. The Su-20 was exported to countries including Egypt, Poland, and Syria. Modifications included a redesigned fuselage and an improved wing sweep mechanism that eliminated driveshafts. The fuel system featured a central tank fed by three interconnected pressurized follower tanks, along with two additional follower tanks located in the fixed wing section. Defensive avionics comprised the SPO-10 Sirena-ZM radar warning receiver and ARK-15 Tobol radio compass.Template:Fix/category[citation needed]
- The combat load capacity was enhanced to four tons by adding two fuselage hardpoints, resulting in a total of eight BDZ-57M or MT pylons for free-fall bombs. MBDZ-U6-68 hardpoints supported KMGU submunition dispensers and S-8 or S-25 rockets. Additionally, the aircraft could be armed with Kh-28 anti-radiation missiles; when used alongside the Metel-A ELINT pod, this enabled suppression of radar-guided air defense systems.Template:Fix/category[citation needed]
Su-17M-28
Served as a test platform for the Kh-28 (AS-9 Kyle) anti-radiation missile.
Su-17MKG
Used for testing Kh-25 and Kh-29 missile systems.
Su-17R
A limited number of Su-17M aircraft were adapted to carry reconnaissance pods; this export variant was known as the Su-20R.
Su-17M2 (S-32M2, "Fitter-D")
The aircraft's nose was lengthened by 38 cm, eliminating the ranging radar and incorporating a downward tilt to enhance pilot visibility. It was outfitted with the Fon-1400 laser rangefinder and marked-target seeker (LRMTS), along with ASP-17 and PBK-3-17 aiming systems, the RSBN-6S short-range navigation system, and an instrument landing system. Beneath the nose, a fairing housed the DISS-7 Doppler navigation radar. The Su-17M2 made its maiden flight on 20 December 1973, piloted by V. S. Ilyushin. Production spanned from 1974 to 1977, with operational deployment beginning in 1975.
Further evolution of the Su-17M resulted in the Su-17M2 variant, developed using three pre-production units serving as prototypes. It incorporated the KN-23 navigation system derived from the MiG-23, featuring an IKV inertial attitude indicator, DISS-7 Doppler velocity sensor, air signal equipment, and a V-144 analog computer with a dedicated input interface. The combination of the RSBN-6S Romb-K navigation system and SAU-22M autopilot enabled automatic route navigation defined by three waypoints before proceeding to the target. The V-144 computer stored four sets of airfield coordinates, facilitating automatic approach and descent to 50–60 meters altitude prior to manual landing. The earlier SOD-57M transponder was superseded by the SO-69 model, and during service life, the SRO-2M transponder was replaced by the more advanced Parol ("Password") system. Positioned under the inlet cone was a Fon-1400 laser rangefinder. A Delta NG missile control system pod installed beneath the wing provided command guidance for Kh-23 Grom missiles. The Su-17M2 utilized ASP-17S gunsights and PBK-3-17S bombsights for targeting. Enhancements to the fuel system included a nitrogen pressurizer that increased capacity by 200 kg; from aircraft number 03909 onward, a central fuel feed system was introduced with an ETsN-45 fuel pump installation. This variant could deploy Kh-25 air-to-ground missiles equipped with 24N1 laser seekers—a capability first trialed on modified Su-7BMs and Su-17Ms known as Su-17MKG. The Su-17M2 could carry two such missiles simultaneously on APU-68U or UM racks beneath each wing, guided by a Prozhektor-1 laser-designator pod. Informally, this model was nicknamed s borodoy (Russian for "with a beard").
Su-17M2D
This version served as a test platform for the Tumansky/Khatchaturov R-29BS-300 engine—also used in some MiG-23 variants—delivering 112.7 kN (25,335 lbf) of afterburning thrust and housed within an enlarged rear fuselage section. Due to negligible performance improvements combined with reduced operational range stemming from increased fuel consumption, this engine was designated exclusively for export markets. Its inaugural flight occurred on 31 January 1975 under pilot A. N. Isakov. The export model received the designation Su-22 (factory code S-32M2K, NATO reporting name "Fitter-F") and was produced from 1977 through 1978.
Su-17UM (S-52U, "Fitter-E")
The Su-17UM was the initial two-seat trainer model derived from the Su-17M2. It featured a fuselage with increased depth and a windscreen positioned further forward, maintaining the same overall length as the Su-17M. This version had reduced internal fuel capacity and omitted the port-side cannon, yet preserved complete avionics and weapon systems. The maiden flight of the Su-17UM took place on 15 August 1975, piloted by V. A. Krechetov. During testing, longitudinal instability at elevated angles of attack was identified and corrected by enlarging the vertical tail fin. The export variant powered by the R-29 engine was named Su-22U. Production of the Su-17UM occurred from 1976 to 1978, with operational deployment beginning in 1976.
Su-17M3 (S-52, "Fitter-H")
The Su-17M3 and its export derivatives became the most widely produced versions, with nearly 1,000 units constructed. This model was based on the updated airframe of the Su-17UM but incorporated an avionics bay and replaced the rear cockpit with an extra fuel tank, boosting internal fuel capacity to 4,850 liters (1,280 U.S. gallons). The Doppler radar was relocated inside the airframe, eliminating the external fairing. The M3 was outfitted with a Klen-P laser rangefinder and target designator. Additionally, launch rails for Vympel K-13 or Molniya R-60 air-to-air missiles were installed between each wing’s two pylons.
The first flight of the Su-17M3 occurred on 30 June 1976 under the control of V. A. Krechetov. Its export counterpart equipped with an R-29 engine and downgraded avionics comparable to those in the Su-17M2 was designated Su-22M (factory code S-52K, NATO "Fitter-J"), which first flew on 24 May 1977 with E. S. Soloviev as pilot. Another export variant featuring full Su-17M3 avionics was known as Su-22M3 (factory S-52MK). Production of the Su-17 spanned from 1976 to 1981, while the Su-22M was manufactured from 1978 through 1984.
The development of the Su-17M3 coincided with that of the UM trainer variant. Fuel capacity increased by approximately 260 kg. From the 38th production batch onward, modifications included a taller tailfin equipped with a radiotransparent guide and an additional ventral fin beneath the tail to enhance stability at high speeds. New systems introduced comprised the KN-23-1 navigation suite, SAU-22M1 autopilot, and RV-15 (A-031) radio altimeter. Some aircraft later received an RSDN-10 Skip-2 (A-720) long-range radio navigation system, with its antenna mounted on the leading edge of the tailfin.
Flight data recorders were upgraded from SARPP-12GM to Tester-UZ models, and radar warning receivers transitioned from SPO-10 to SPO-15A (izdeliye L006L) Beryoza units. A Klyon-PS combined laser rangefinder/designator was installed alongside an ASP-17BTs sighting system. For electronic countermeasures, the aircraft could carry SPS-141 or SPS-142/143 Siren ECM pods or an SPS-141MVG Gvozdika pod. Infrared countermeasures were deployable through KDS-23 launchers.
The onboard fire-control system BSPPU managed SPPU-22-01 gun pods mounted on wings, enabling automatic target tracking up to a depression angle of 30°. Two extra fuselage hardpoints fitted with S-52-8812-300 pylons accommodated BDZ-57MT or MTA racks capable of carrying APU-68UMs loaded with Kh-23M or Kh-25 missiles. These stations could also handle Kh-25ML or MR variants and Kh-29L missiles mounted on AKU-58 ejector racks.
Certain Su-17M3 aircraft were upgraded to the Su-17M3P configuration, allowing carriage of up to four Kh-27PS missiles—two wing-mounted and two under-fuselage—or two Kh-58 anti-radiation missiles restricted to fuselage pylons only. A Vyuga-17 (L-086) target designator pod could be fitted beneath the fuselage with its receiver integrated into the nose section.
The BDZ-57MT racks also supported conventional ordnance such as UB-16, UB-32 rocket pods, B-13L rockets, free-fall bombs, KMGU submunition dispensers, and SPPU-22-01 gun pods. In a unique arrangement, S-52-8307-200 pylons could be installed for mounting gun pods oriented rearward at a downward angle of 23°, enabling firing while retreating from ground targets.
Initially, early Su-17M3 units retained their natural anodized duralumin silver finish; however, subsequent aircraft—including later variants—were painted in green camouflage on upper surfaces and blue underneath. This pattern became standard across all operational Su-17s and was applied during maintenance cycles at repair facilities. Notably, camouflage dot placement varied between individual aircraft, resulting in distinctive patterns for each unit.
A trainer version based on this model was produced under the designation Su-17UM3.
Su-17UM (S-52UM)
The Su-17UM served as the primary trainer model, equipped with the same avionics package found in the Su-17M. Its export variants were known as the Su-22UM3, powered by the R-29 engine, and the Su-22UM3K, which utilized the AL-21 engine. Production of this variant spanned from 1978 until 1982.
Su-17UM3 (S-52UM3, "Fitter-G")
An updated trainer version, the Su-17UM3 incorporated avionics identical to those in the Su-17M3. The aircraft’s maiden flight took place on 21 September 1978, piloted by Yu. A. Yegorov. Export models were designated as Su-22UM3 with the R-29 engine and Su-22UM3K fitted with the AL-21 engine. Manufacturing occurred between 1978 and 1982.
Su-17M4 (S-54, "Fitter-K")
Representing the ultimate production model, the Su-17M4 featured advanced avionics such as RSDN navigation (akin to LORAN), beacon navigation systems, inertial navigation, a radio compass, and an SPO-15LE radar warning receiver. Enhancements included additional fuselage air inlets—among them a ram-air inlet positioned at the fin’s base—to optimize engine cooling airflow, along with a fixed shock cone for the air intake. Numerous aircraft were outfitted for video-guided missile deployment and equipped with the BA-58 Vjuga pod designed for anti-radiation missiles. Powered by the AL-21F-3 engine, its export counterpart was labeled Su-22M4 (factory code S-54K). The first flight of this model occurred on 19 June 1980 under Yu. A. Yegorov’s control. Production of the Su-17M4 extended from 1981 to 1988, while the Su-22M4 was built between 1983 and 1990.
The Su-17M4 distinguished itself from the Su-17M3 by eliminating the inlet cone control mechanism, which had previously limited maximum speed to Mach 1.75. The inlet cone housed an upgraded Klyon-54 laser rangefinder. Its avionics suite underwent substantial revision, incorporating new systems such as the A-312 Radikal NP for close-range navigation and A-720 Skip-2 for long-range navigation, alongside an ARK-22 radio compass, MRP-66 radio beacon receiver, RV-21 Impuls (A-035) radio altimeter, and DISS-7 Doppler velocity sensor. The IKV-8 inertial attitude indicator was retained from the Su-17M2 model. The Vyuga targeting pod could be mounted within a BA-58 fuselage pod to enable employment of Kh-27PS and Kh-58U or E missiles. Certain aircraft were fitted with an IT-23M indicator that relayed video imagery from the Tubus-2 seeker on Kh-29T missiles to support target identification.
Su-17M5 (S-56)
This variant was a proposed enhancement featuring a fixed wing derived from a swing-wing design set at a 45-degree sweep angle, combined with updated avionics and powered by an AL-31F turbofan engine. However, this model never proceeded to production.
Su-20
The Su-20 represented the initial export configuration of the Su-17M (S-32MK).
Su-22M5
This upgrade package, developed jointly by Russian and French teams, was proposed for existing aircraft. It featured a modernized cockpit with HOTAS controls, enhanced avionics, and replaced the laser rangefinder with a Phazotron/Thomson-CSF radar system.
Su-22U
The S-52U is a two-seat combat trainer, exported as the Su-17UM variant, distinguished by a completely redesigned nose section accommodating tandem cockpits for both instructor and trainee. Gun pods like the GSh-23-based UPK-23 and SPPU-22 were employed on the Su-17, Su-20, and Su-22 models. The ground attack version of the SPPU-22 allowed for 30 degrees of traverse.
An experimental Su-20 variant was created by attaching fixed wings to an Su-17M fuselage, aiming to enhance payload and range by removing the wing sweep mechanism's weight. Flight tests in 1973 showed promising results; however, further development was discontinued.
Tactical reconnaissance capabilities across all variants could be enabled by mounting the KKR (Kombinirovannyi Konteiner Razvedky – combined reconnaissance pod) on the centerline hardpoint.
In-house OKB designations
- S-22I
- The initial prototype of the "Variable-Geometry" Su-7, converted from a production Su-7BM airframe, which first flew on 2 August 1966.
- S-32
- The first production model known as the Su-17 within the Soviet Air Forces (VVS).
- S-32M
- A modified Su-17 featuring the Lyul'ka AL-21F engine, a redesigned fuselage, increased fuel capacity, additional weapon stations, and other minor updates.
- S-32MK
- The export Su-20 version equipped with simplified avionics and altered armament options. Its maiden flight took place on 15 December 1972.
- S-32MK Hybrid
- A unique aircraft (serial number 9500) combining the S-32MK fuselage with fixed wings from the Su-7BMK. Marketed as a more affordable and less complex alternative to the Su-20 but did not enter production.
- S-32M2
- The Su-17M variant featuring upgraded flight control systems and improved weapon targeting equipment. Manufactured between 1975 and 1977.
- S-32M2K
- Export designation for the Su-22 version of the Su-17M2, powered by a Tumansky R-29BS-300 engine.
- S-32M2D
- A testbed Su-17 fitted with ski-type landing gear similar to that on the S-26 (Su-7), used for evaluating takeoff and landing on extremely rough terrain.
- Su-52U
- The two-seat combat trainer derived from the Su-17UM/Su-22U series, featuring a fully redesigned nose section with tandem cockpits for instructor and student.
- S-52
- Trainer modifications adapted in reverse to create a new attack variant known as the Su-17M3.
- S-52K
- Export model of the S-52 designated as the Su-22M.
- S-52M3K
- Production-series Su-22M3 aircraft incorporating laser rangefinder and avionics enhancements.
- S-52UK
- Trainer variant incorporating all structural changes of the S-32M2K but with a reduced weapons loadout.
- S-52UM3
- The VVS version of the Su-17UM3 featuring avionics upgrades and aerodynamic refinements.
- S-52UM3K
- Export counterpart of the Su-17UM3.
- S-52R
- Tactical reconnaissance version Su-17M3R equipped with a KKR (Kombinirovanny Konteiner Razvedy – combined reconnaissance pod) mounted on the centerline pylon.
- S-54
- Production batch of Su-17M4 fighter-bombers.
- S-54K
- Export versions of the Su-17M4 labeled as Su-22M4.
- S-54R
- Tactical reconnaissance iteration of the Su-17M4R fitted with a KKR reconnaissance pod on its centerline pylon.
Operators
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- Template:Country data Angola: The National Air Force of Angola operates a fleet consisting of 14 Su-22 models.
- Template:Country data Iran: The Iranian Su-22 fleet is operated by the Aerospace Force of the Islamic Revolutionary Guard Corps (IRGC-AF). These aircraft bear military serials starting with '15-' [25]. In 1991, Iran acquired 40 Su-20/22 aircraft from Iraq.[26] Although these planes were inactive for several years, an overhaul initiative commenced in 2013.Cite error: The opening
<ref>tag is malformed or has a bad name By March 2015, some IRGC-AF Su-22s appeared to have been transferred to the Syrian Arab Air Force for involvement in the Syrian civil war.Cite error: The opening<ref>tag is malformed or has a bad name Currently, Iran maintains approximately 30 operational Su-22 jets. A significant upgrade completed in July 2018 enhanced 10 airframes with capabilities such as deploying smart bombs, launching precision-guided weapons, integrating UAV data links, and employing air-launched cruise missiles with ranges up to 1500 km.[25] - Template:Country data Libya: At its peak, the Libyan Air Force operated up to 90 Su-22 aircraft. Around early 2011, approximately 40 Su-22M3 and Su-22UM3K variants remained active. During the 2011 Libyan Civil War, the Gaddafi regime utilized these aircraft in combat roles. By 2017, only two Su-22s were reported operational.[27]
- Template:Country data Syria: Prior to the onset of the Syrian Civil War, the Syrian Air Force operated a total of 28 Su-22 jets.
- Template:Country data Vietnam: The Vietnam People's Air Force employed three regiments equipped with Su-22UM3K and Su-22M4 aircraft.Cite error: The opening
<ref>tag is malformed or has a bad name - Template:Country data Yemen: Following the 1994 conflict, the Yemeni Air Force inherited Su-22s from both North and South Yemen. The remaining Su-22 and Su-22M models were retired by 1996.Cite error: The opening
<ref>tag is malformed or has a bad name Around 1994, Yemen procured at least four second-hand Su-17M4s from Ukraine.Cite error: The opening<ref>tag is malformed or has a bad name As of 2011, there were 18 operational aircraft. Most combat jets in Yemen’s air force, including its Su-22s, were destroyed during early bombardments targeting airbases amid the initial phase of the Saudi Arabian-led intervention in Yemen.Cite error: The opening<ref>tag is malformed or has a bad name
Former Users
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- Template:Flagcountry: The Soviet Union supplied over 70 aircraft to the Democratic Republic of Afghanistan for deployment with the Afghan Air Force, including 45 Su-22M4 models delivered starting in 1984.
- Template:Country data Armenia
- Template:Country data Azerbaijan[28]
- Template:Country data Belarus: The Belarusian Air Force took over Su-17 aircraft from the Soviet Air Force.[28]
- File:Flag of Bulgaria.svg Bulgaria: Operated by the Bulgarian Air Force, which flew 18 Su-22M4s and five Su-22UM variants.
- Template:Country data Czechoslovakia: The Czechoslovak Air Force possessed 49 Su-22M4s and 8 Su-22UM3Ks as of 1992; these were divided between the Czech Republic and Slovakia following the country's split in 1993.
- File:Flag of the Czech Republic.svg Czech Republic: The Czech Air Force inherited 31 Su-22M4s and five Su-22UM3Ks, all of which were retired by 2002.[29]
.jpg){kind=link}
- Template:Country data East Germany: The Air Forces of the National People's Army operated 48 Su-22M4s and 8 Su-22UM-3Ks until reunification, after which these aircraft were transferred to the Luftwaffe.
- • Volksmarine. The East German navy flew eight Su-22M-4Ks and two Su-22UM-3K models.
- File:Flag of Egypt.svg Egypt: The Egyptian Air Force operated a fleet of 48 Su-20/22 aircraft, all now retired and replaced by F-4 Phantom IIs and General Dynamics F-16 Fighting Falcon fighters.
- File:Flag of Germany.svg Germany: Aircraft inherited from East Germany did not enter active service with the Luftwaffe, but some were painted in Luftwaffe colors for testing purposes. Additionally, two Su-20s purchased from Egypt underwent evaluation and bore Luftwaffe markings.
- • German Navy. Former Volksmarine aircraft.
- Template:Country data Hungarian People's Republic: From 1983, the Hungarian People's Army Air Force operated 12 Su-22M3s and three Su-22UM3 trainers, with two single-seat and one trainer aircraft lost in accidents.
- File:Flag of Hungary.svg Hungary: Following inheritance from the Hungarian People's Republic, these aircraft were withdrawn from service in 1997.
- Template:Flagcountry: The Iraqi Air Force received multiple variants of the Su-22; after the 1991 Gulf War air campaign, Iran seized 40 aircraft that fled Iraqi territory.[26] Several surviving planes were scrapped after the 2003 invasion of Iraq.
- • No. 1 Squadron IqAF – As of September 1980, this squadron still operated 16 out of 18 Sukhoi Su-20s acquired in 1973.[30]
- • No. 44 Squadron IqAF – Operating Su-20/22 aircraft as of September 1980.[30]
- Template:Country data Kazakhstan: The Armed Forces of the Republic of Kazakhstan inherited Su-17 models but never commissioned them into active duty.
- Template:Country data North Yemen: In November 1979, President Ali Abdullah Saleh secured an arms agreement providing the Yemen Arab Republic Air Force with an initial batch of 14 Su-22Ms.[31] An additional order for 14 more was placed during the 1980s.[32] Several Su-22M3s arrived shortly before the outbreak of the 1994 civil conflict.[33]
.jpg){kind=link}
- File:Flag of Peru.svg Peru: Between 1977 and 1980, the Peruvian Air Force acquired a total of 32 Sukhoi Su-22A, four Su-22U, sixteen Su-22M, and three Su-22UM aircraft. They were retired in 2006, with eleven remaining in reserve status.
- File:Flag of Poland.svg Poland: As of 2025, the Polish Air Force operated twelve Su-22M4s and six Su-22UM3K models out of a total delivery of 120 units. Additional airframes remain in storage.[34] Poland phased out all remaining Su-22s by September 2025.[35]
- File:Flag of Russia.svg Russia: The Russian Air Force inherited Soviet-era Su-17 aircraft but eventually withdrew them from operational use. At least one remains active as a chase plane operated by Sukhoi at their KnAAPO facility.
- • Russian Naval Aviation
- File:Flag of Slovakia.svg Slovakia: Upon Czechoslovakia’s dissolution in 1993, the Slovak Air Force received eighteen Su-22M4s and three Su-22UM3Ks. In 1999, six M4s were sold to Angola; another four M4s and one UM3K followed in 2001. The remainder were grounded and now serve as museum exhibits or training aids in flight schools.[36][37]
- Template:Country data South Yemen: The People's Democratic Republic of Yemen Air Force received its first batch of twelve Su-22s around 1976.[38] Between 1982 and 1986, an additional forty units comprising various models including M, M3, and UM3K variants were delivered.[39] Approximately twelve to fourteen M4K versions arrived likely around 1989.[40]
- Template:Country data Turkmenistan: After the Soviet Union dissolved, Turkmenistan inherited several Su-17 aircraft but never commissioned them into active service.
- Template:Country data Ukraine: Around fifty units including Su-17M3, M4R, and UM3 variants passed to the Ukrainian Air Force following Soviet dissolution. All were withdrawn by 2004; some scrapped while others stored. Between 2005 and 2007, twenty-four S-17M4R/UM3 models underwent refurbishment before being sold to Yemen and Vietnam. Thirteen aircraft remain stored at Shkilnyi Airfield near Odesa and at Zaporizhzhia's repair facility. As of 2016, one single-seat UM3 continues to be used for pilot training and equipment testing at this plant.[41]
- Template:Country data Soviet Union:
- • Soviet Air Force
- • Soviet Naval Aviation
- (Following dissolution, Soviet Union’s fleet was distributed among successor states.)
- Template:Country data Uzbekistan: The Military of Uzbekistan inherited several Su-17 aircraft,[28] all now retired and stored at Chirchiq.
Specifications (Su-17M4)
See also
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Notes
- ↑ Goebel, Greg. "[2.0] Sukhoi Su-17 / 20 / 22." Archived 2015-01-20 at the Wayback Machine AirVectors, 1 November 2014. Retrieved: 11 April 2015.
- ↑ Cooper, Tom. "African MiGs- Part 1." Archived 2014-08-19 at the Wayback Machine acig.info, 9 February 2008. Retrieved: 18 November 2012.
- ↑ 3.0 3.1 Cooper and Bishop, 2004, pp. 85–88.
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ Iraqi Perspectives Project Phase II. Um Al-Ma'arik (The Mother of All Battles): Operational and Strategic Insights from an Iraqi Perspective, Volume 1 (Revised May 2008)
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ 9.0 9.1 9.2 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ Diario "El Mundo", edición N° 114 del 4–5 de Marzo de 1995, p. 2
- ↑ Cruz, Cesar. "Peruvian Fitters Unveiled". Air Forces Monthly, August 2003.
- ↑ Warnes, Alex and Cesar Cruz. "Tiger Sukhois Frogfoots & Fitters in Peru". Air Forces Monthly, March 2006, p.48.
- ↑ "Tiger Sukhois Frogfoots & Fitters in Peru". Air Forces Monthly Review, March 2006, p. 48.
- ↑ 19.0 19.1 Cite error: Invalid
<ref>tag; no text was provided for refs namedsukhoi - ↑ Gordon 2004, pp. 61–63.
- ↑ Gunston 1990, p. 116.
- ↑ Gordon 2004, pp. 64–65.
- ↑ Gordon 2004, p. 104.
- ↑ Gordon 2004, p. 66.
- ↑ 25.0 25.1 Cite error: Invalid
<ref>tag; no text was provided for refs namedArchived copy - ↑ 26.0 26.1 Cite error: Invalid
<ref>tag; no text was provided for refs namedmycity-military.com - ↑ Cite error: Invalid
<ref>tag; no text was provided for refs namedWorld Air Forces 2017 - ↑ 28.0 28.1 28.2 Gordon 2004, p. 143
- ↑ "Info about Czech Air Force." Archived 2007-02-10 at the Wayback Machine scramble.nl. Retrieved: 18 November 2012.
- ↑ 30.0 30.1 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ Cooper 2017, p. 40
- ↑ Cooper 2017, p. 42
- ↑ Cooper 2017, p. 47
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ "Independent report about weapon export from Slovakia by SFPA." Archived 2008-12-30 at the Wayback Machine security-studies.sk. Retrieved: 18 November 2012.
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- ↑ Cooper 2017, p. 39
- ↑ Cooper 2017, pp. 40–41
- ↑ Cooper 2017, p. 50
- ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
Bibliography
- Antonov, Vladimir; Gordon, Yefim; Gordukov, Nikolai; Yakovlev, Vladimir; Zenkin, Vyacheslav; Carruth, Lenox; Miller, Jay. OKB Sukhoi: A History of the Design Bureau and its Aircraft. Leicester, UK: Midland Publishing, 1996. ISBN 1-85780-012-5.
- Cooper, Tom. Hot Skies Over Yemen, Volume 1: Aerial Warfare Over the South Arabian Peninsula, 1962-1994. Solihull, UK: Helion & Company Publishing, 2017. ISBN 978-1-912174-23-2.
- Cooper, Tom. Hot Skies Over Yemen, Volume 2: Aerial Warfare Over the South Arabian Peninsula, 1994-2017. Warwick, UK: Helion & Company Publishing, 2018. ISBN 978-1-911628-18-7.
- Cooper, Tom and Farzad Bishop. Iranian F-14 Tomcat Units in Combat. Oxford, UK: Osprey Publishing, 2004. ISBN 1-84176-787-5.
- Gordon, Yefim. Sukhoi Su-7/-17/-20-22: Soviet Fighter and Fighter-Bomber Family. Hinckley, UK: Midland Publishing, 2004. ISBN 1-85780-108-3.
- Gunston, Bill. 'Fitter' Family. World Air Power Journal, vol. 2, Summer 1990, pp. 106–129. ISSN 0959-7050.
- Green, William and F. Gordon Swanborough. The Great book of Fighters. St. Paul, Minnesota: MBI Publishing, 2001. ISBN 0-7603-1194-3.
- Wilson, Stewart. Combat Aircraft since 1945. Fyshwick, Australia: Aerospace Publications, 2000. ISBN 1-875671-50-1.
External links
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- Sukhoi aircraft
- 1960s Soviet attack aircraft
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- Aircraft first flown in 1966
- Aircraft with retractable tricycle landing gear