The Su-27 fighter having entered the inventory, the developers decided to extend its applicability. As early back as in the early eighties, the development of a version capable of acting both in interception and aerial combat, on the one hand, and in the ground attack role with the use of guided and unguided weapons, on the other, started. At the same time, it was planned to considerably enhance the fighter's air-to-air capability, which could be done through equipping it with a more advanced avionics suite and new medium-range air-to-air missiles. Thus, the Su-27M single-seat multirole frontline fighter came into existence, that acquired the world-wide renown under the Su-35 designation. Its development was headed by Sukhoi's Chief Designer N.F.Nikitin (since 1996, the programmed has been headed by V.Konokhov). The weapons control system being designed for the Su-27M was supposed to be used on upgraded Su-27K ship-borne fighters and twin-seat Su-27PU interceptors operated by the Air Defence Forces.

T-10M-1 Monino AF museum

The draft design phase was completed in 1985 with the multirole Su-35, though similar to the Su-27 in appearance, boasting certain significant differences. Thus, the fighter incorporates foreplanes, full fly-by-wire control capability and in-flight refuelling system. The landing gear was reinforced, which resulted in increasing the Su-35's maximum take-off weight up to 34 tonnes. The tail design was altered, the wing panels became somewhat thicker leading to an increase in the internal fuel capacity. But the Su-35's main feature was its sophisticated weapons control system comprising a powerful ECM-resistant radar known in the western press as N011. It was developed by the Tikhomirov Instrumentation Research Institute (NIIP) and equipped with a slot antenna array. It boasts an increased detection range and azimuth scan zone, provides simultaneous tracking and engagement of multiple targets, as well as the terrain mapping capability. To provide the 360-degree scanning and firing missiles into the rear hemisphere, the fighter's avionics suite was augmented with a small rear-view radar mounted in the tail beam. The fighter's optoelectronic sighting/navigation system as well as the communications and self-defence systems were revamped too. The date presentation equipment became radically new: it is based on three multifunctional monochrome button-operated TV screens and a modernised head-up display (HUD) with a reduced number of traditional electromechanical instruments retained as the back-up only. To make it easier for the pilot to stand g-load during manoeuvring, the ejection seat back was declined at an angle of 30 degrees with the field of vision enhanced by elevating the seat and moving the IR sensor to the right of the centreline.

The air-to-air arsenal was bolstered by RVV-AE medium-range active homing missiles with the maximum number of missiles carried growing to 12. In the ground attack role the Su-35 could be armed with Kh-29T general-purpose TV-homing missiles, Kh-31P anti-radiation missiles, Kh-31A anti-ship missiles, KAB-500Kr TV-guided 'smart' bombs as well as with 'dumb' weapons, such as free-fall bombs, rockets, etc. totalling 8 tonnes. The fighter's air-to-ground guided weapons nomenclature could be extended through equipping the plane with a optoelectronic scan and target designation system mounted in an external pod.

Oleg Tsoy test pilot

The assembly of the upgraded prototype (T10M-1) was finished by Sukhoi in spring 1988 with test pilot O.G.Tsoy taking it to its maiden flight on 28 June same year. Six months later, on 18 January, 1989, the second prototype designated T10M-2 joined the testing programme. Before being converted to this role, both used to be first series-made Su-27s featuring old tails. In 1990, the KNAAPO began producing the initial batch of new fighters. On 1 April, 1992, the fly-out of the first series-built aircraft was held. In September, 1992, that aircraft, equipped with the pod-mounted TIALD thermal detection and laser designation system made by the British company Ferranti, was demonstrated at Farnborough and a year later, in August 1993, performed aerobatics at the first MAKS international aerospace exhibition (MAKS '93) held in the town of Zhukovsky. The hit of the programme was the Su-35 performing the Hook manoeuvre - dynamic deceleration similar to the famous Pugachov's Cobra but performed in the horizontal plane. The Su-35 owes this capability, which like the Cobra is of a considerable tactical value, to the foreplanes that greatly enhanced its manoeuvrability.

Yevgeni Frolov test pilot

By now, Sukhoi's experimental production facilities as well as the KNAAPO plant have produced over a dozen upgraded fighters. One of them - T10M-11 - was fitted in 1995 with AL-31FP thrust vector control engines. The maiden flight of this aircraft (designated Su-37 later) was performed by test pilot Ye.I.Frolov on 2 April, 1996. The engines, whose axial symmetric nozzles can deflect upwards and downwards at an angle of 15 degrees, provide the aircraft with truly unique agility that has already been demonstrated by Ye.I.Frolov at several international airshows. The Su-37 is capable of performing hard turns with a near-zero radius and vertical somersaults without changing its forward movement, as well as freezing in mid-air on its tail, etc. It is noteworthy that the pilot has no special controls for swivelling the nozzles - the TVC capability is incorporated into the integral fly-by-wire control system with the computers taking a decision on which controls should be enacted in response to the movement of the control stick and pedals by the pilot. The Lyulka Saturn company headed by V.M.Chepkin has developed for the Su-37 an even more powerful TVC engine version designated AL-37FU which produces the 14.000kg/f take-off thrust with its weight and dimensions identical to those of the series-built AL-31F. This provides the installation of more powerful engines literally in every series-made Su-27 while facing minimal design alterations.

Latest Su-35s and Su-37s feature a somewhat different cockpit layout - the monochrome TV displays were ousted by four multifunctional button-operated colour liquid-crystal displays. The radar is planned for upgrading too. Instead of the slot antenna array, the Su-37 is expected to feature a phased array radar featuring better combat capabilities. Such a radar has been developed by the Tikhomirov NIIP institute (in the western press its called N011M). Besides, the provision is currently considered for equipping the fighters of the type with new-generation Zhuk-27, Zhuk-F and Sokol radars featuring slot or phased arrays. These radars are being developed by the Phazotron-NIIR company.

In the mid-to-late 1980s, the country's Air Defence Command voiced a desire to operate a dedicated Su-27UB two-seat derivative which could be utilised not only as a long-range interceptor but also as an air command post to control operations of a group of the Su-27 single-seaters. The need for such an aircraft was dictated by peculiar Russian geography featuring long air borders in the North and Far East which are not enough harnessed regions with a sparse airfield network. Besides, pilots of the ADF units flying Su-27s particularly valued the Su-27UB aircraft, since it preserved all combat capabilities of the single-seater and from the psychological point of view the presence of the two-man strong crew offered a major advantage while performing a long-endurance flight.

To ensure long barraging far from the airfields, the new aircraft designated Su-27PU (T-10PU) and later Su-30 was supposed to be equipped with the in-flight refuelling system. Its testing was conducted in 1987 with the system installed in the T10U-2 experimental twin-seater. In summer 1988, one of the series-produced aircraft (the T10U-5) was equipped with such a system. It became the Su-30 prototype and got a new designation - T10PU-5. In 1989, it was joined by the second prototype - T10PU-6 - derived from the T10U-6. Beside the introduction of the in-flight refuelling system, it was planned to equip the Su-30 with somewhat different avionics. To control operations of an interceptor group, the avionics suite included a special communications and navigation system, with the group leader housed in the rear cockpit featuring a large-format tactical situation TV indicator which would accumulate all the necessary data on the target coordinates and movement characteristics, as well as on the location of the interceptors of the group. Concurrently, the Su-30 navigation set and fly-by-wire system were upgraded, too. The developmental effort was led by I.Yemelyanov who later became the aircraft Chief Designer.

In 1991, the Irkutsk Aircraft Production Association (IAPO) launched the Su-30 twin-seater series production. On 14 April, 1992, test pilots G.Bulanov and V.Maksimenkov took to the air the first aircraft of the initial batch. Unfortunately, the aircraft of the type has not yet become widely operational with the Russian Air Force - the economic recession caused a cutdown in the procurement of new armaments, and the IAPO managed to build only a few Su-30s. One of them was purchased by the Lyotchiki-Ispytateli (Test Pilots) Aerobatics Team headed by A.Kvochur, and for the past several years, the aircraft has been a regular participant in various aircraft demonstrations and airshows. As things stand, Sukhoi and the IAPO have taken a decision to offer the Su-30 for exports. Both ventures have already had some experience of delivering the Su-27UBK two-seat combat trainers abroad, which have been exported to China alongside with the Su-27SK single-seater since 1992. The export version of the Su-30 is designated Su-30K and differs from series-made Su-27UBKs only in the in-flight refuelling system. Such aircraft have been exported to India since 1997.

In 1993, to enhance the aircraft export potential and win new markets, Sukhoi launched the development of a Su-30K-derived two-seat multipurpose fighter designated Su-30MK. The aircraft was supposed to feature enhanced combat capabilities as compared to its predecessor due to the employment of guided weapons to kill ground targets. It was planned to arm the Su-30MK with the Kh-59M long-range general-purpose TV-guided missiles, Kh-29T short-range TV homing missiles, medium-range Kh-31A anti-ship and Kh-31P anti-radiation missiles, KAB-500Kr guided bombs, etc. The maximum weight of unguided warload arranged at 12 hardpoints was supposed to total 8t. For target designation and TV command and passive radio homing missile guidance, it was planned to fit the aircraft with the weapons control system housed in external pods. In prospect, as development advances, the customers could be offered the Su-30MK equipped with semi-active laser-guided homing weapons (the Kh-29L, S-25L missiles, KAB-1,500L bombs, etc.) guided through a suspended laser rangefinding and target designation system, as well as new RVV-AE air-to-air active radar homing missiles with an improved integral radar providing simultaneous engagement of two aerial targets and terrain mapping. It was also planned to rework the optoelectronic sighting/navigation system, as well as the data presentation system that was supposed to be built on the basis of multifunctional colour liquid crystal displays. For the first time, the Su-30MK demonstrator aircraft armed with air-to-surface guided weapons was shown at Le Bourget in June 1993. In 1996, there was a Su-30MK version developed with the crew accommodated side-by-side like that of the Su-27KUB ship-borne combat trainer. The Su-30 programme got a new impetus in late 1996 after the signing of a contract with India on 40 modernised two-seat multipurpose fighters. The aircraft designated Su-30MKI became the transaction object. They differ from the earlier-offered Su-30MKs in additional foreplanes, or canards, in the aircraft configuration and a new powerplant including the Al-31FP TVC engines. These improvements are called upon to considerably enhance aircraft manoeuvrability in dogfight. Besides, the Indian aircraft will feature an advanced equipment set ensuring the effective employment of the R-73E, R-27R1 (T1, ER1, and ET1), and RVV-AE air-to-air GMs, as well as air-to-surface guided weapons (the Kh-59M, Kh-29T, Kh-31A, Kh-31P missiles, etc.). At the customer's wish, the aircraft can be fitted with western avionics. So, the Su-30MKI is planned to be equipped with a head-up display (HUD) as well as an inertial and a satellite navigation systems made by Sextant Avionique.

Su-30MK MAKS'99

The design of the first Su-30MKI (T10PMK-1) reworked in accordance with the requirements set by the Indian side was completed in spring, 1997 at the Sukhoi experimental plant, and on 1 July, 1997, test pilot V.Averyanov took it for its maiden flight. The aircraft features canards and is powered by the AL-31FP TVC engines. However, unlike similar engines installed in the Su-37 aircraft, the turn plane of each Su-30MK nozzle is deflected at an angle of 32 degrees from the longitudinal plane of the aircraft symmetry (the Su-37 nozzles turn at an angle of +/-15 degrees in the vertical plane only), which further ensures enhanced aircraft manoeuvre performances and controllability at near-zero speeds, since the differential nozzle deflection provides simultaneously for both a vertical and a lateral thrust component, too. In 1998, the second Su-30MK (T10PMK-6) prototype was derived from the T10PU-6, with its maiden flight made on 23 March, 1998. The delivery of such aircraft is planned to commence in 1999, and the Su-30Ks delivered to India earlier will be sent back to be upgraded to the Su-30MK level. Also under consideration is the possibility of licensing the Su-30MK production to India. The IAPO and Sukhoi are ready to build Su-30s for the Russian customer with its design similar to that of the aircraft to be delivered to India with the only problem as usual being underfunding.

In the early 1980s, 3rd generation Su-17, MiG-27 and Su-24 combat jet planes of various modifications were the backbone of the fighter-bomber and frontline bomber aviation. Equipped with rather advanced for their time air-to-surface guided and corrected weapons, they met the requirements of the 1970 set for the combat aircraft of the type. However, several years later, the situation changed dramatically. The development of the aircraft and missile technology of the probable enemy, altered views on the conduct of operations, new types of weapons and equipment, as well as a trend towards higher costs of military systems made vital the issue of the development of an all-new multifunctional combat aircraft capable of taking over the obsolescent aircraft in service, thus ensuring wider capabilities of the national Air Force. Such an aircraft must combine the qualities of both a tactical bomber and a fighter allowing it to engage effectively both aerial and surface targets.

Su-32FN / Su-34 tactical bomber

The concept of a versatile aircraft combining conflicting requirements of high manoeuvrability and speed, on the one hand, and large payload and long endurance, on the other, could only be realised on the basis of the latest achievements in aerodynamics and aircraft technology by developing prospective equipment and weapons inherent in the 4th generation aircraft and widely utilised while developing and building the Su-27 fighter and interceptor. For that very reason, Sukhoi's experimental plant chose the aircraft as a base for the development of a future fighter-bomber originally designated Su-27IB. Sukhoi led by M.Simonov commenced the design work on the Su-27 attack version in the early 1980s. Later, R.Martirosov was appointed Chief Designer of the aircraft. At first, the fighter-bomber was viewed as a Su-27UB series combat trainer derivative which was supposed to almost completely preserve the prototype design layout and airframe configuration, most of technical decisions and combat capabilities in the air-to-air role. Major reworking dealt with an increased weight, a wider range of payload (air-to-surface weapons, in particular), as well as with new equipment for search and detection of ground targets, sighting, weapons control, navigation and self-defence. Outstanding speed performances and perfect manoeuvrability in combination with advanced missiles and automatic cannon would make it possible to successfully employ the fighter-bomber in aerial combat, while powerful air-to-surface weapons and sophisticated sighting/navigation equipment would allow it to be effectively utilised in the attack role. Such an approach was in the picture of the aircraft conceptual design issued in 1983.

In the course of further designing, the aircraft underwent noticeable changes. To enhance the effectiveness of combat employment and increase flight safety, a decision was taken to accommodate the crew - the pilot and navigator - side by side (as in the Su-24 tactical bomber) instead of the tandem seating used before. That made it possible to avoid redundancy of some devices and instruments, facilitate co-ordination between the crew members and ensure acceptable ergonomic and in-flight sanitary norms as well as conditions for in-flight rest and messing. To improve its aerodynamics, the Su-34 was fitted with canards providing a stable flight at all speeds and altitudes, including ultimately low ones with inherent highly turbulent airflows. Taking into account the nature of missions to be performed, it was decided to employ uncontrollable air intakes. Those decisions led to the rearrangement of the whole aircraft, especially its forward fuselage. The rearrangement made it possible to install all the permanent systems within the aircraft's smooth lines and increase the internal fuel capacity. The aircraft was also equipped with an in-flight refuelling system.

As compared with the base aircraft, the new one was heavier by a third (the weight with maximal payload amounted to 45 tonnes). The heavier weight made the designers ruggedise the main components of the airframe and

undercarriage, the struts of which were fitted with two-wheel bogies. From that time on, the aircraft has been considered as a tactical bomber, and in 1993 it got a new designation of Su-34.

Igor Votintsev test pilot

The design work was practically completed in 1990, when Sukhoi's plant converted a mass-produced Su-27UB combat trainer into an experimental attack aircraft designated T10V-1. To that end, the twin-seater was equipped with a new forward fuselage featuring a two-seat cockpit of the side-by-side configuration and an entry through the nosewheel well. It also featured new leading-edge root extensions and foreplanes. On 13 April, 1990, test pilot A.Ivanov took it for its maiden flight. In the course of further flights, the derivative underwent overall testing to bring out characteristic properties of the aircraft with the new forward fuselage, try out the in-flight refuelling system, etc. In August, 1992, the aircraft was revealed to the public at the Mosaeroshow-92 Air Show held in the town of Zhukovsky. The preparation for the Su-27 attack version mass production was launched at the Novosibirsk-based Chkalov Aircraft Production Association (NAPO). The first aircraft (or the second Su-34 experimental version designated T10V-2) was built in autumn 1993. It made its maiden flight on 18 December, 1993, piloted by I.Votintsev and E.Revunov. In late 1994, the NAPO finished the construction of the first series aircraft (T10V-5) flown out on 28 December 1994 by test pilots E.Rudakas and E.Revunov. In 1995, the Russian government took a decision to show the mass-produced Su-34 at Le Bourget (France) where it was presented under a new designation of Su-32FN. It was offered for export in a new role - as a two-seat supersonic coast-based sea patrol and attack aircraft intended to reconnoitre maritime theatres of operations and counter submarines and surface ships. The respective version was developed by Sukhoi in 1995-97. It differs from the base aircraft in integral systems and weapons which may include dedicated means of detecting surface targets (magnetometer), an improved radar and an optoelectronic sighting system, sonobuoys, long-range anti-ship missiles and homing torpedoes.

In 1996 and 1997, the NAPO built another two series Su-34s which were sent to flight testing. It was expected that by 2005 the Su-34 would have relieved the 3rd generation Su-24 aircraft in the bomber regiments of the Russian Air Force frontline aviation. However, insufficient funding and practically full cessation of procurement of new aircraft by the Russian Ministry of Defence calls into question such optimistic estimates. Nonetheless, the work on the aircraft is pushing on. It may be assumed that like the Su-24, the Su-34 aircraft can serve as a base for further development of a number of specialised versions - a tactical air reconnaissance aircraft, an EW aircraft, etc. In that case, together with 4th generation Su-27 and MiG-29 aircraft and their upgrades, the Su-34 will form the backbone of the Russian Air Force in the early 21st century.

The deliveries of Su-27 fighters to the combat units began in 1984. When under development, a decision was taken that the aircraft of the class would be operational in fighter air regiments of two types - in Air Force and Air Defence Forces' units. In so doing, the Air Force tactical aviation and ADF fighter units were supposed to have in service virtually the same aircraft, with the development of specialised RusAF and ADF versions not envisaged. It is noteworthy that earlier the Russian fighters had only one 'master' as a rule, with the MiG-21 operated exclusively by Air Force units and the Su-9, Su-11, Su-15, Tu-128, and MiG-25P by the ADF. The only aircraft, which used to be operated by both the Air Force and Air Defence, is the MiG-23. And still, there was a special version developed for ADF units designated MiG-23P, while the ADF's MiG-23M aircraft differed greatly from the version operated by the Air Force in the settings of the weapons control system and a range of weapons employed. The same situation preserved in the 1980s when the MiG-29 tactical fighters started entering the inventory of the Air Force, with ADF units adopting MiG-31 interceptors. Thus, the Su-27 became the first Russian fighter capable of effectively accomplishing missions both in Air Force tactical fighter and Air Defence Forces interceptor roles. Such versatility was ensured by high characteristics of the weapons control system, perfect weaponry, as well as superb performances. The fighters operational in Air Force regiments were sometimes designated Su-27S, while those in ADF units - Su-27P. However, on the whole they were virtually same aircraft, with their procurement financed by different MoD directorates (that is why different designations were used, which, by the way, failed to take root).

The ADF fighter regiment stationed in the Far East was the first line unit to adopt the Su-27. The plant engaged in the aircraft mass production was situated in the same region, which made it possible to be fast in tackling problems that inevitably arise at the outset of operation of any new aircraft. Traditionally, Combat Employment and Personnel Retraining Centres (CEPRC) were the first to fly out new fighters and work out recommendations as to their piloting and combat employment. They were also responsible for retraining regimental pilots. That is why before the Su-27s became operational in combat regiments, they had been delivered to the Lipetsk Air Force CEPRC and Savostleika Air Defence CEPRC. In 1990, the centres operated 15-16 aircraft each. Later, the new fighters entered service with another training unit - the training regiment of the Krasnodar-based Higher Joint Flight Technical School.

According to the released information from the Data Exchange Protocol within the framework of the CFE treaty, in late 1990, there were 367 such aircraft stationed in the European part of the USSR with 138 fighters in the Air Force inventory and 229 aircraft in service with the Air Defence Forces fighter regiments. Two Su-27 regiments as part of the Soviet Air Force were stationed abroad - in Poland, on the Kluchevo-based and Khoina-based airfields; one - in Ukraine, in the city of Mirgorod. The aircraft of the type were also operated by one of the squadrons of the composite air regiment based in the Kubinka AFB. In 1991, an aerobatics team, which got a name of Russkiye Vityazi or Russian Knights, was established on the basis of that squadron, and later the Kubinka-based regiment proper was reorganised into an Aircraft Show Centre named after Air Marshal I. Kozhedub. The Leningrad, Arkhangelsk, and Tbilisi separate AD air forces operated two Su-27 regiments each (airfields in the towns of Vainede, Nivenskoye, Kill-Yavr, Rogachovo, Krymsk, and Gudauta). According to foreign estimates, in the early 1990s, the USSR operated approximately 600 Su-27s (to all appearances, beside the Su-27 single-seaters based in the European USSR, that number included the Su-27UB two-seat combat trainers as well as fighters stationed beyond the Urals).

The break-up of the Warsaw Pact followed by dissolution of the Soviet Union led to the redeployment and deactivation of a number of AF and ADF units including those that operated the Su-27 fighters. Besides, almost 100 aircraft were left in the former Soviet republics of Ukraine and Belarus. In summer, 1992, the air regiments of the former USSR left Poland. According to foreign analysts, in early 1996, the Russian Air Force operated about 130 Su-27s, with approximately 300 aircraft in the inventory of ADF units. Besides, 24 Su-27Ks came under the ship-borne fighter air regiment of the Russian Navy in the Northern Fleet (part of the Su-27s were on board the Admiral Kuznetsov heavy aircraft-carrying cruiser, with the rest stationed on the coastal airfield).

Beside the Russian Armed Forces, a number of the Su-27 family aircraft in Russia are owned by some civil companies. First of all, it is the Sukhoi design bureau operating about ten various prototype and series aircraft based in Zhukovsky at its flight station (part of the Su-27s are stationed on the RusAF Main Flight and Testing Centre airfield in the town of Akhtubinsk). Several Su-27 and Su-27UB demonstrators belong to the Komsomolsk-on-Amur and Irkutsk-based Aircraft Production Association (KNAAPO and IAPO respectively). One Su-27 converted into the LMK-2405 test-bed is operated by the Gromov Flight Research Institute. Besides, the Zhukovsky-based Flight Research Institute airfield houses the aircraft of the Lyotchiki Ispytateli (Test Pilots) aerobatics team organised by A.Kvochur. Currently, the team has three Su-27 single-seaters also called Su-27P (P stands for 'aerobatics' in Russian) or Su-27PD (PD stands for 'aerobatics' and 'in-flight refuelling') and two Su-30 twin-seaters. The aircraft were custom-made and feature bright discriminating paintwork. Along with the Russian Knights squadron, the Test Pilots team is a permanent participant in the Russian and international aircraft exhibitions, air shows and air parades.

The former USSR republics became first foreign countries operating the Su-27 fighters because in accordance with the agreement on division of USSR Armed Forces, these countries received this type of aircraft. As a result, early in 1992, the Ukrainian and Belorussian air forces had 67 and 23 Su-27 fighters accordingly. One fighter regiment armed with about 30 Su-27s remained in Uzbekistan. Shortly before the collapse of the USSR, negotiations on exporting the Su-27 to various countries of the world began. The People's Republic of China (PRC) was the first country, with which such an agreement was concluded. In accordance with the contract, the USSR was to supply 24 Su-27SK and Su-27UBK fighters (K stands for "commercial variant"). These types of military aircraft were the export variants of the series-made Su-27 single-seater and the Su-27UB twin-seater. In 1992, the delivery of the aircraft was completed. In 1996, the People's Republic of China received the second lot of the fighters including 18 Su-27SK and 6 Su-UBK. The total price of the China-bought 48 fighters (or 50 considering those two Su-27SK aircraft delivered in 1992-1993 for the ground school personnel training) is about $1.5-1.7 billion, which means the price of one fighter is $32-35 million.

The People's Republic of China was interested in modernisation of its Air Force aircraft and had a great experience of producing Soviet aircraft at its own aviation industry plants. That is why China wished to receive a license for the Su-27 production. After long talks, the Russian government gave the permission to make the deal. On the 6 December,1996, the contract was concluded. The $2.5 billion contract provided for assembling 200 of the Su-27SK aircraft during the period of 5 years at the Shenyang aviation industry plant. The People's Republic of China undertook not to export the aircraft in other countries. The rate of the fighter production in China may achieve 40 aircraft per year. The first fighters will be assembled of details, provided by the KNAAPO plant (Komsomolsk-on-Amur), then the details and units for assembly will be produced by the means of the Chinese aviation industry. Moreover, all the Su-27 fighters assembled in China will be equipped with Russian engines and avionics. In summer 1997, the complete set of technical documents for license assembly of the fighters was handed to China. In December 1998, first two Chinese Su-27SKs were assembled and tested. According to the press, the planned level of production - 40 fighters per year - will be achieved in 2000. In spite of the fighter license production in Shenyang, China simultaneously examines the proposal to import additional Russian-made aircraft. The People's Republic of China may purchase 50-55 Su-30MKK fighters. On 19 May, 1999, the prototype of this aircraft was assembled at the KNAAPO plant (Komsomolsk-on-Amur) and test flown.

Vietnam became the second country in the Asia Pacific region, that purchased 6 Su-27 fighters (5 Su-27SK single-seaters and 1 Su-27UBK twin-seater). In December 1996, Russia and Vietnam concluded a $120 million contract, the main point of the contract is to deliver a batch of 6 Russian aircraft to Vietnam (2 Su-27SK and 4 Su-27 UBK). On the 1 December, 1997, the first two fighters were supplied in Vietnam from Irkutsk. The delivery of another batch was planned on the 6 December, 1997, but the crash of the An-24 military transport with two fighters onboard during take-off in Irkutsk completely destroyed those fighters. Vietnam received compensation from the insurance company for the lost fighters and still decided to buy another two fighters instead of the lost ones. On the 13 January, the delivery of two Su-27SKs was made by a Ruslan aircraft from Komsomolsk-on-Amur with the delivery of the two Su-27UBK (in order to substitute the lost in Irkutsk air crash fighters) being slated for summer. Then, the Vietnamese Air Force would have 12 Su-27 fighters (7 single-seaters and 5 twin-seaters). Another old Russian partner in the field of military-technical collaboration is India. Nowadays, the Indian Air Force operates 700 MiG-21, MiG-23, MiG-25 and MiG-29s. Moreover, during 1966-1995, 580 MiG-21FL, MiG-21M, MiG-21BIS fighters and 150 fighter-bombers were assembled in India under the license. On 30 November,1996, under the Russian-Indian military collaboration programme, Russia and India concluded a contract on delivering to India 40 Su-30MK twin-seater multirole fighters known also as Su-30MKI ("I" stands for Indian). This aircraft is a modernised variant of the series-built Su-30K fighter featuring enhanced manoeuvrability and combat capabilities as well as western avionics.

The $1.8 billion contract with the price of one fighter totalling $40-45 million provided for the stage by stage delivery: in 1997, first 8 Su-30K fighters, in 1998 and 1999 two batches of 8 and 12 fighters (with improved avionics, canards and AL-31F engines standardised with the AL-31FP), in 2000 12 Su-30MK fighters in a final configuration (canards, AL-31FP TVC engine and improved avionics) were to be delivered in India. India is expected to have gotten all 40 fighters, then the fighters of the first batches will be modernised to the Su-30MK standard. The Indian government is considering the licence production of the fighters by its Nasic-based HAL aircraft-making company. The volume of the Su-30MK production in India could total about 100 fighters, in this case the price of the contract would total over $1 billion.

In strict accordance with the schedule, Russia delivered the first lot of 8 aircraft (Su-30K) to India in spring 1998. On 19 March, 9 and 15 April, the fighters were delivered by four An-124 Ruslan transports from Irkutsk. On 11 July, 1997, the Su-30K fighters demonstrated their capabilities at the Puna AFB. That day became the date of the 8 Su-30K fighters' entering the inventory of the Indian Air Force. The 24th Squadron was equipped with them. In accordance with the re-examined schedule, next batch and 8 additional Su-30K fighters will be delivered by late 1999.

Thus, as of mid-1998, three countries were armed with the Su-27 type fighters. The Sukhoi design bureau, series aircraft production plants, Rosvoorouzhenie corporation and other governmental organisations make efforts to increase the number of client-countries and step up the export of such fighters. Thus, since 1996, Russia had been negotiating with Indonesia interested in the purchase of twin-seater fighters derived from the Su-30K. In August 1997, the government of Indonesia declared its intention to buy 12 Su-30KI fighters early in 1998. Unfortunately, by the end of 1997 year the economic slump in Indonesia made its government suspend the arms imports, and, as a result, the issue of the Su-30KI purchase was temporarily dropped from the agenda. During 1994-1997, due to certain reasons Russia failed to conclude agreements with some other potential customers. Russia could have won an extremely profitable contract with the United Arab Emirates which were considering the purchase of about 60 sophisticated Su-37 fighters but in 1998 the French Mirage 2000-9 won the tender held by the United Arab Emirates.

At present, the Su-37 and Su-30K aircraft are participating in the competition for the best new-generation fighter being held by the Brazilian Air Force. Since the 1995, Russia has been promoting another Su-27 version - the Su-32FN land-based patrol-attack aircraft. The first export Su-32FN fighter would be ready by late 1998. So, the primary export objectives are considered to be the latest and most sophisticated version of the Su-27 - the Su-37, Su-30K (Su-30MK) and Su-32FN. We should add to the list the upgraded single-seat Su-27SMK offered to potential customers by the KNAAPO plant (Komsomolsk-on-Amur). At the same time, the basic (and since - cheaper) variants - Su-27(Su-27SK) and Su-27UB (Su-27UBK) - could be sold well, and it is noteworthy that not only Russia and the former Soviet republics could become the exporter of the aircraft (in fact, after the USSR collapse they received the aircraft virtually free of charge).

Ukraine and Belorussia have repeatedly tried to sell part of the former Soviet Air Force military aircraft at a low price, but so far there have been no substantial contracts concluded. The reason for it is that these countries cannot provide the customers with top-notch maintenance of the second-hand aircraft and the necessary quantity of spare parts. This problem can be solved only by Russia, because this country is the developer and producer of the aircraft and their assembly units. Naturally, Russia is not interested in the success of new rivals, because Russia can sell and deliver such fighters on its own. Lately, the Russian government has been considering exports of the aircraft taken out of the inventory during the Air Force reforms. There is a possibility that Su-27 fighters operated by both the RusAF and ADF before 1998 could be slated for decommissioning too. Exporting them could provide the money required for upgrading the existing planes and purchasing advanced ones, such as the Su-27 family fighters - the multirole Su-37 and Su-30 fighters as well as the Su-34 multirole tactical aircraft).