Gering>Ну-ка, поподробней про 14.500 кг тяги на "711" борту? Откуда дровишки?

Пожалуйста, кушайте:

In a quick summary, the Lyulka-Saturn AL-37FU can deflect its nozzle to a maximum of ±15° at a rate of 30°/sec. The 142.3 kN thrust AL-37FU engine gives around 16% more thrust than its 122.6 kN thrust AL-31F predecessor now in the Su-27 and 12% more than the uprated 137.4 kN AL-35F in the Su-35 aircraft (1 x kN = 224.707 lbs thrust). The vectoring nozzle is utilized primarily in the pitch plane. Magazine articles (Flight International 7-13 June and 16-22 November 1995) have mentioned that the nozzles use in the yaw plane would damage the fuselage stinger. In examining the aircraft at Farnborough, there appeared to be adequate room out to the 15 degree mark to use the nozzle. Frolov also mentioned that it is utilized just a bit in yaw to augment the rudders, but did not elaborate if it was him or the FCS that was making things happen. The important thing is that the entire nozzle assembly moves as a single unit as if on a hinge. There is no "deforming" effects to the flow as in the GE and Pratt candidates. The air flow is bent or pinched a bit when the nozzle deflects, but it apparently does no harm or create any significant losses.

In watching the video of Frolov's Farnborough display it was very hard to see a distinct bend in the air flow or nozzles as the Su-37 did one of its incredible pitch maneuvers. What was amazing was seeing the canards in full deflection helping to control the nose. Frolov mentioned that he took off with 4.5 tons of fuel (assumed to mean around 10,000 lbs) and landed with 1.5 tons. The accepted routine was much more organized but he did complete at least one somersault maneuver.

Victor Chepkin, Saturn's general designer of the AL-31FU, in a discussion with Butowski confirmed that the most difficult part of the design was sealing and insuring the structural integrity of the junction between the afterburner duct and the vectoring nozzle where temperatures reach 2000° to 2100° K at a pressure of 1.5 MPa (15 bar). In another interview with John Fricker the same points were made.

The advertisements say that the AL-31F is a twin-spool/two-shaft turbofan with a moderate by-pass ratio (0.6 to 1) that provides a low sub-sonic cruise specific fuel consumption (0.67 kg/hr/kg) and a high maximum thrust in afterburner while maintaining a reasonable sfc (1.92 kg/hr/kg). Maximum static dry thrust (military power) is given as 7600 kg (16754.85 lbs/74.56 kn.) and it grows to a maximum wet (afterburner) thrust of 12,500 kg (27,557.32 lbs/122.6 kN). The engine's thrust-to-weight ratio is around 8:1, which is very respectable. The AL-35F produces 14,000 kg (30,864.2 lbs/137.35 kN) maximum wet thrust and the AL-37FU produces 14,500 kg (31,966.5 lbs/142.26 kN). Russian literature also mentions the Saturn/Lyulka AL-31FM turbofan for the Su-35 that gives 13,300 kg (29,320 lbs/130.48 kN) in afterburner, but there is no explanation as to where this variant comes from.

The 12% more thrust of the AL-31FU is made possible by increasing the engine diameter by about 20 mm (0.78 in) over the AL-31F's 910 mm (36 in) and by raising the turbine inlet temperature to 1665°K. This increased the engine's specific fuel consumption at max speed without A/B to 0.068 to 0.070 kg/Nh.

The Al-31FU has a multi-segment convergent-divergent nozzle that has an adjustable cross-sectional exit area. There is a four-stage low pressure compressor fan and a nine-stage high pressure compressor driven by two single-staged turbines. Internal cooling air alows the turbine blades to maintain rigidity at temperatures exceeding the melting point of the blade alloy. Despite the larger fan and vectored nozzle, the AL-31FU's weight is 1600 kg (3,527 lbs).

http://www.saunalahti.fi/~fta/Su-27.htm

==================================

>Да и модификация там, можно сказать "в лоб" - увеличен расход воздуха.

А поподробнее? Откуда дровишки?