Pak fa information translated from paralay.com

Discussion in 'Indian Air Force' started by Drsomnath999, Jun 15, 2012.

  1. Drsomnath999

    Drsomnath999 lord of 32 teeth Elite Member

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    PLEASE NOTE: THIS ARTICLE IS TRANSLATED VERSION OF PAKFA INFORMATION FROM PARALAY.COM.THIS ARTICLE IS DIVIDED INTO SUB PARTS FOR CONVENIENT READING.THIS THREAD CONSISTS OF 8 POSTS
    HERE IS THE LINK


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    CHIEF DESIGNER PAK FA TOLD ABOUT THE FIGHTER

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    In response to a request by journalists to compare the PAK FA fighter to the American F-22 Raptor, established ten years ago, the chief designer of the aircraft, Alexander Davydenko said: "The main functions are the same, but we have tried to make them better." Davydenko said that the development of aircraft CB "dry" air combat modeled T-50, F-22.
    "I think we will have competitive prices. With regard to the criterion of cost / effectiveness of our aircraft are much better, "said the designer.

    Prototypes of the fourth generation fighter aircraft MiG-29 and Su-27 flew in 1977. Analysts say a number of countries, including Libya and Vietnam have expressed interest in acquiring Russian fifth generation fighter, but serious financial, technical and even political barriers will be saved, before Russia will establish serial production of these machines.
    The first flight of the PAK FA has shown that "Russia remains firmly in second place in the world in terms of defense technology," said a recent review of the Moscow Center for Analysis of Strategies and Technologies (CAST), published last week.

    "2015 is set as the deadline for the supply of fighters in the Air Force. We are working on implementing this, "said Davydenko. According to him, the prototype, which flew a "100% of fifth-generation machine." The designer said that the navigation system, communications and information system for the experimental development of an entirely new, but their testing in the wind regime will take place later. The plane is not yet ready for the suspension of arms, said Davydenko.
    The share of composites in the total mass of the empty aircraft is 25%. On the surface of the aircraft - 70%, "- said A.Davidenko on Monday.

    He noted that the widespread use of composite materials in aircraft design to reduce its mass, and greatly facilitate the preparation of mass production. "Thanks to the use of composite materials significantly reduced the amount of detail: in comparison with the Su-27 decreased the number of parts four times," - said A.Davidenko.
    He added that the use of composites could substantially reduce the radar signature of the aircraft.
    A.Davidenko recalled that the fourth-generation aircraft - Russian Su-27 and U.S. F-15s - are the reflection coefficient of the surface, which characterizes the radar signature of aircraft within a 12 square meters.
    "In the F-22 (U.S. fifth-generation fighter - Interfax-AVN) - 0.3-0.4 sq.m. We have similar requirements for visibility," - said A.Davidenko.

    Analysts believe that the existing engines of the prototype T-50 did not have all the features of the fifth generation of power plants. According to CAST, "although these engines provide the required total power (enough even to achieve a supersonic cruise speed), but do not meet the requirements of the fifth generation of the ratio of the weight and thrust, and fuel economy." CAST also concludes that "many observers are skeptical about Russia's chances to develop this fifth-generation engine that could compete with American Pratt & Whitney F119». Problems also arise with the development of new radar and other onboard equipment, but recent progress suggests that the risks are reasonable.
    Davydenko said that the T-50 will be issued on a parity basis (50 to 50) in the Russian-Indian joint venture, and can be equipped with a supersonic cruise missile BrahMos.
    Analysts conclude that the Russian stealth fighter could easily take a third of the world market if large scale production becomes a reality.

    Asked about the possible involvement of China in the PAK FA project, Davydenko said that "no negotiations with the Chinese on this fighter is not maintained."

    -------------
    "To bring some clarity to the debate above. I happened to be there yesterday to listen to Putin for 10 minutes (the introductory report of the meeting), then Pogosyan (answering questions after the meeting and the 5th generation in general, and it was already after 23:00!) and before the arrival of GDP (it came only in 19.00), during the "tour" - including the chief designer Davydenko. Based on all this now heard some members of the media, by virtue of their abilities and understanding of the issue and set out about three summers PAKFy, about PAKDu, which supposedly will make dry, dry to about 350 in 2020, etc., etc. Do not hurt them much for this - they also had the dry protorchal from 14.30 to almost 24.00, and they as usual tried to pass "before the other" (a type of work).

    What is actually shown (before the arrival of GDP):

    A. Stand KSU-50 with full-scale drive (Bogdan attended, said of April)
    1). Seminatural stand with a real cockpit avionics (clarified - cabin "real", as in 50-1, well, if only with the exception of some ACA, etc.)

    2) Halls design (gl.konstr. Davydenko answered questions, mostly silly, on the screens - including the design and the power circuit of the wing, etc.)

    4. Department of the strength and the like Modeling (on the screen in "digital" test-wing airframe in general, in the memory / h on the penetration of foreign objects, refueling - to avoid getting fuel from the hose in / s, etc., etc.)
    In stat. hall, where stands 50-0, led only to the GDP and a couple of cameras + staff fotika Sukhovsky (but his pictures, which went 50-0, has not yet given, like "No way", although stills RTR and NTV have seen) .
    Further, "in essence" (the way Sukhovskaya corporate magazine called), very briefly, on those issues on which there broke a lot of copies.

    A. 50-2 forward towards the end of the year. 3 and 4 - in 2011.

    2). RLS 1 and 2 is natural and not planned (MAP was very angry at the fools zhurnalyugi done on the basis of this far-reaching conclusions.) We are waiting for her on board in 2011. Behind and do not wait, because "We do not need it"

    3). The second stage engine is not waiting until 2020. "The engine of the first stage meets all the TTT, including at supersonic cruising" with him and go to the serial 2015-2016. Again, very angry at zhurnalyugi who believe the engine of the first stage the "old" (because as a brand new FADEC, the new turbine, thrust, "2500 kg", weight and flow rate is less than, etc., etc.).

    4). EPR. It has been said so: the 4th generation ("aircraft such as Su-27") - about 12 meters, the F-22 - about 0.3 ... 0.4. And we will be "no worse than the F-22 or so"

    5). Waiting in Zhukovsky "in the next few months" (April - see above), there will be a presentation, but "as long as necessary to keep the intrigue"

    Andrey Fomin (AF)
    - A program started in 2002, in 2004, Putin first saw the layout, in 2005 began the actual funding
    - The end of 2010 plan to make the 2nd in 2011 - 3rd and 4th T-50
    - Even the first two T-50 equipped with a full-time display and navigation systems, they will experience primarily on aerodynamics / strength / control to confirm fidelity to build a glider-
    - On the 3rd and 4th place will be other avionics, including radar and weapons systems
    - On the 1st stage, put in between the engine izd.117, with 2011 going to start work on the 2nd stage engine
    - 12:48 shows large landing gear
    - May be turning a flat nozzle
    - PAK FA initially multifunctional, the work of the air / land / water (unlike the F-22)
    - The price declared, "is 2-3 times less than the F-22" (verbatim quote from Putin)
    - Plans to make the doubles later (probably when the Indians begin to work closer)
    - Originally laid down in the TTP superiority over the F-22, which is logical given the large margin of time in the development of T-50
    - A powerful system of electron beam, infrared sensors, long-range missiles
    - Built-in controls to reduce the cost of service
    - In a glider PAK FA is not less than 30% composites, because this significantly reduced the total number of parts (4 times less than the Su-27)
    - The signature of PA PA 24:30 minutes
    - By 2012. the results of tests first 4 prototypes will determine the size of the initial batch
    - Batch of graduate experience in 2014, 2015, from 2016 to go into mass production (the first stage will buy up to 2020. More than 50 aircraft - a quote from Popovkin)
     
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  3. Drsomnath999

    Drsomnath999 lord of 32 teeth Elite Member

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    Multimode highly maneuverable aircraft


    [​IMG]
    [​IMG]
    integral aerodynamic layout (patent pending)
    The aircraft includes a fuselage, where the average of (2) involves gently swept wing panel (3), the head part (1) and tail (6), where the all-moving vertical tail (4) and all-moving horizontal tail (5). At the head of (1) The fuselage is light (10). The fuselage is an enlarged cross-sectional width and is made ​​up of the airfoils, whose height allows you to place the main cargo compartment in the fuselage between the air intakes. The invention is directed to a uniform distribution of air and increase the load bearing properties of the fuselage.

    The invention relates to multi-mode aircraft operated on the super-and subsonic flight speeds in a wide range of altitudes. Primary scope of the invention are multi-mode super-maneuverable aircraft with a cruise at supersonic speeds and low level of visibility in the radar (radar) range.

    In the prior art known to the plane of the integral aerodynamic layout, containing a single lifting fuselage, in which the middle part of the fuselage smoothly conjugate with swept wing panel, the head of the fuselage and tail.
    As a well-known disadvantages of the aircraft should indicate the following. In a plane distribution of goods to the external load does not allow to achieve a low degree of visibility of X-ray laser and high aerodynamic characteristics at supersonic flight conditions.

    Due to the complex technical solutions applied in the layout and, above all, an integral aerodynamic configuration of the fuselage, the aircraft has a high value of the aerodynamic qualities at subsonic flight conditions.
    The technical result, the aim of the invention is to create an aircraft having a low degree of visibility of X-ray laser, super-maneuverability at high angles of attack, high aerodynamic efficiency at supersonic speeds and at the same time preserving a high aerodynamic efficiency at subsonic regimes.

    The technical result is achieved by the highly maneuverable aircraft in the multi-mode integral aerodynamic layout containing the fuselage, the middle part of which involves gently swept wing panel, the head of the fuselage and tail, all-moving vertical and horizontal tail all-moving, situated in the rear fuselage, the average integrated with the fuselage center section of the wing and made ​​flattened in the vertical direction, and its outer surface in the longitudinal direction is formed by a set of airfoils with high elevations of the building, providing accommodation within the fuselage built-in cargo compartments, with the upper surface of the fuselage is made ​​of the conjugate with the outer surface of the lamp and the widening at the site of the canopy to the tail of the fuselage with a decrease in curvature.

    In terms of aerodynamic configuration the aircraft has the following features: a wide lifting fuselage and smoothed graph of cross-sectional plane in the area behind the cab driver.
    The fuselage is an enlarged cross-sectional width and is made ​​up of the airfoils 11, 12, 13, whose height can accommodate the main cargo compartment 9 in the fuselage between the air intakes 8 and provides the necessary building height to accommodate the side cargo compartments 7

    In addition to space for cargo, resulting in a flattened layout is the uniform distribution of air loads on the airframe surface and an increase in load-bearing properties of the fuselage from the perspective of a lift force that keeps the aerodynamic characteristics of aircraft in general, smaller wing area,

    In addition, a flattening of the fuselage reduces the effective area of the radar in the most likely areas of exposure: lateral and front projection plane.
    Smoothing the graph cross-sectional areas at the site of an airplane cockpit can improve the aerodynamic characteristics of aircraft by reducing drag.


    In addition to the general theoretical outline, the aerodynamics of the aircraft and the drag affects the relative position and mutual linking parts of the aircraft. To estimate the drag on the mutual influence (interference) typically used in the design space, which is as follows: in order to reduce the resistance curve 14 cross-sectional areas of all elements of Sj plane along the length of the aircraft must conform to orthographic drawing of the equivalent body of revolution of least resistance (cigar-shaped body high aspect ratio, the so-called body-Haack Siirsa).
    According to the state of the art in the design of aircraft used the scheme to link canopy and fuselage, which is characterized by the fact that the cross-sectional area decreases in the area of the canopy to the rear. Schedule of areas for the scheme has a marked departure from the body Siirsa-Haack in the lantern.

    To improve the aerodynamic characteristics of a scheme to link, which consists in the fact that the upper surface 15 extends to the fuselage section from the lamp 10 to the rear fuselage 6 to compensate for reduced cross-sectional area, resulting in smoother "dip" in the chart area for the pilot's canopy, which is characteristic for the conventional aircraft integral aerodynamic layout. The curve on the graph area close to the optimal shape, which indicates an improvement in aerodynamics by reducing drag.
     
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  4. Drsomnath999

    Drsomnath999 lord of 32 teeth Elite Member

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    Plane integral aerodynamic layout
    [​IMG]
    [​IMG]

    The invention relates to multi-mode aircraft. The aircraft includes an integrated aerodynamic configuration with the influx of the fuselage, wing, console, which gradually involve the fuselage, all-moving horizontal tail, all-moving vertical tail. The middle part of the fuselage is made flattened and formed in a longitudinal set of airfoils. The engines are located in nacelles, separated from each other horizontally, and the motor axis oriented at an acute angle to the plane of symmetry of the plane in the direction of flight. The influx include controlled rotary part. The invention is aimed at reducing the radar visibility, increased maneuverability at high angles of attack and supersonic aerodynamic qualities.
    The invention relates to multi-mode aircraft operated on the super-and subsonic flight speeds, a wide range of altitudes. Overriding the scope of the invention - multi-mode super-maneuverable aircraft with a cruise at supersonic speeds and low level of visibility in the radar range.

    Creation of the aircraft, capable of performing tasks in a wide range of altitudes and flight speeds, which has features super maneuverability and, thus, have a low radar signature wavelengths is a difficult technical challenge.
    By aerodynamic configuration of the aircraft are requirements to maximize aerodynamic efficiency (increase lift and reduce drag force) on the pre-and supersonic flight speeds, provide ultra-low-speed handling on the flight. To form the outer airframe are requirements to reduce radar visibility. All these requirements are contradictory, and the establishment of an aircraft that meets such requirements, is a compromise.

    F-22, adopted as the closest analogue, which combines multi-mode characteristics of a supersonic aircraft, which has super-maneuverability and a low radar visibility. F-22 is the normal balancing scheme with tselnopovorotnym horizontal tail surface, which provides control of the aircraft in the longitudinal channel (pitch) at all flight modes. In addition to the control plane in the longitudinal channel, all-moving horizontal tail is used for control of the aircraft to roll through differential deflection at supersonic flight regimes.

    Trapezoidal wing has a negative sweep of the trailing edge, which allows for high values ​​of the lengths of the chords in the root part to reduce the relative thickness of the wing in the area at high values ​​of the absolute thickness of the wing. This solution is aimed both at reducing the wave resistance at transonic and supersonic flight speeds, as well as to increase the supply of fuel in the wing tanks.

    The mechanization of the leading edge of the wing is represented by an adaptive turning the toe, used to increase the value of the aerodynamic qualities in subsonic cruise, to improve the flow around a wing at high angles of attack, as well as to improve the maneuverability characteristics.

    The mechanization of the trailing edge of the wing is represented by: flapperonami applied to control the lift at takeoff and landing, as well as for the control of the aircraft to roll in the modes of trans-and supersonic flight, the ailerons, used to control the aircraft to roll to the takeoff and landing.

    Two console, vertical tail, consisting of the keels and rudders, provide stability and control in the traveling channel, and air brake. Management in the traveling channel is provided by common-mode rejection rudders and air braking - the deviation of the differential rudders. The planes of the chords consoles vertical tail deflected from the vertical at an acute angle, thereby reducing the radar signature of aircraft in the lateral hemisphere.

    Engine air intakes are located on each side of the fuselage. Oblique plane of the entrance of air intakes in the two planes, which ensures a steady stream of air entering the engines in all flight regimes, including those at high angles of attack. Aircraft engines are located in the rear, close to each other that the location of air intakes on the sides of the fuselage allows for curved air intake duct. This solution is used to reduce the radar signature engine, and as a consequence, the whole plane in the forward hemisphere, due to screening of the compressor engine air intake duct design. Deflected in the vertical plane shutter, "flat" nozzles of jet engines allow for thrust vector control, which in turn allows for the ability to control aircraft in the pitch channel modes on low speed flight, and provides a supply of dive time at supercritical angles of attack together with tselnopovorotnym horizontal tail surface. This solution provides a feature super maneuverability (Lockheed Martin F/A-22 Raptor: Stealth Fighter. Jay Miller. 2005).

    As the shortcomings of the F-22, you can specify the following:
    - Inability to control the channels roll and yaw when flying at low speeds, because the engines are located close to each other, which does not create enough to manage time;
    - The engines close to each other makes it impossible for the location of the fuselage in the cargo compartment;
    - Curved air intake duct requires an increase in their length, and therefore the mass of the aircraft;
    - The impossibility of ensuring the "vanishing" aircraft with supercritical angles of attack in case of failure of control rocket engine nozzle;
    - The use of fixed keels with rudders requires an increase of the required area of ​​the vertical stabilizer to provide directional stability at supersonic flight conditions, which leads to an increase in mass of feathers, and, consequently, the aircraft as a whole, as well as an increase in drag.


    The technical result, the aim of the invention is to create an airplane that has a low radar visibility, super-maneuverability at high angles of attack, high aerodynamic efficiency at supersonic speeds and at the same time preserving a high aerodynamic efficiency at subsonic regimes, the possibility of placement in the inner compartments of bulky goods .
    The technical result is achieved in that the plane integral aerodynamic layout containing the fuselage, wing, console, which gradually involve the fuselage, horizontal and vertical tail, twin-engine power plant, equipped with the influx of the fuselage, located above the entrance to the engine air intakes and includes controlled rotary parts the middle part of the fuselage is made flattened and formed in a longitudinal set of airfoils, engine nacelles are spaced from each other horizontally, and the motor axis oriented at an acute angle to the plane of symmetry of the plane in the direction of flight.
    In addition, the vertical tail tselnopovorotnym satisfied with the possibility of common mode and differential deflection.
    In addition, the all-moving vertical tail mounted on pylons located on the side of fuselage tail boom, while at the front of the pylons are blowing engine compartment air intakes and air conditioning heat exchangers


    In addition, the horizontal tail is satisfied with the ability to tselnopovorotnym common-mode rejection and differential.
    In addition, the nozzle jet engines are made with the possibility of common mode and differential deflection.
    In addition, the input engine air intakes are located on the sides of the forward fuselage for the cabin crew, with the lower edge of the input engine air intakes located below the contours of the fuselage.
    In addition, the input engine air intakes are made beveled in two planes - vertical with respect to the longitudinal and transverse planes of the aircraft.
    In addition, the plane of the chords consoles tselnopovorotnym vertical tail deflected from the vertical plane at an acute angle.
    In addition, the front edge of the rotating part of the influx, the consoles of the wing and horizontal tail surfaces are made parallel to each other.
    In addition, the rear edge of the wing and horizontal tail surfaces are made parallel to each other.
    Plane integral aerodynamic layout is a monoplane, made by the normal balancing scheme, and contains the fuselage with the influx of the wing, the console is gradually involve the fuselage, all-moving horizontal tail (hereinafter - CSSC), all-moving vertical tail (hereinafter - TSPVO), twin-engine power plant , which are located in the engine nacelles. Engine nacelles are spaced from each other horizontally, and the motor axis oriented at an acute angle to the plane of symmetry of the plane in the direction of flight.
    Influx fuselage is located above the air intakes of engines and includes a controlled rotary part. Turning of the influx of leading edges are flattened middle section of the fuselage.
    Wing panels, smoothly coupled with the fuselage, fitted with the mechanization of the front and rear edges, including turning socks, ailerons and flapperony.

    CSSC is installed on the side of fuselage tail boom. TSPVO installed on pylons attached to the side of fuselage tail boom. At the front of the pylons are blowing engine compartment air intakes and air-conditioning system of heat exchangers. Installing TSPVO on pylons can increase shoulder supports TSPVO axis, which, in turn, reduces reactive loads on the power components skeleton airframe and, accordingly, to reduce weight. Increased shoulder supports TSPVO due to the fact that the upper bearing is placed inside the pylon, which, in fact, possible to increase the shoulder supports (the distance between supports). In addition, the pylons are fairing and hydraulic TSPVO CSSC, which allows for the removal by hydraulic actuators beyond the fuselage to increase cargo compartments between the nacelles.

    Inputs engine air intakes are located on the sides of the forward fuselage, the cockpit crew, under the rotating parts of the influx and executed beveled in two planes - vertical with respect to the longitudinal and transverse planes of the aircraft, with the lower edge of the input engine air intakes located below the contours of the fuselage.
    Engines equipped with a rotating axisymmetric jet nozzles, rotating in a plane which is oriented at an angle to the plane of symmetry of the aircraft. Jet engine nozzles are made with the possibility of common mode and differential deflection for control of the aircraft by moving the thrust vector.

    The aircraft has a low visibility to radar wavelengths, and by providing super maneuverability - performs tasks in a wide range of altitudes and flight speeds.
    The increase in aerodynamic efficiency at subsonic flight speeds is achieved by forming the surface of the middle of the fuselage (Except for the nose and tail parts) of the longitudinal (in longitudinal sections), a set of wind profiles and the use of rotary parts of the influx, which enables the surface of the fuselage to generate lift.
    The high level of aerodynamic efficiency at subsonic flight speeds achieved by using a wing with the consoles in terms of trapezoidal shape with a large sweep to the front edge, a large contraction, with a large value of the length of the root of the chord and the low value end of the chord length. Such a set of solutions allows for large values ​​of the absolute height of the wing, especially in the root part, to realize low values ​​of relative thickness of the wing, which reduces the value of the drag force increase occurring in the transonic and supersonic flight speeds.

    CSSC provides the ability to control the aircraft in the longitudinal channel in the common-mode rejection, and in the transverse channel with a differential deviation in the transonic and supersonic flight speeds.
    TSPVO provides stability and control in the traveling channel at all flight speeds, and provides the function of an air brake. The stability at supersonic flight speeds in low areas of the required static deflection is provided by TSPVO consoles entirely. If you have any disturbance of the atmosphere, or a gust of wind carried a traveling channel common-mode rejection consoles TSPVO towards countering disturbances. This solution allows to reduce the area of ​​the tail, reducing thus the mass and resistance of feathers and flight in general. Management in the traveling channel is carried out with common-mode rejection TSPVO and air braking - when the differential rejection TSPVO.
    Lift is used for control lift and roll.

    Rotary-wing sock is used to increase the critical angle of attack and ensure shock-free flow over the wing for a flight "on the envelope of the polars" for takeoff, landing, maneuvering and cruising subsonic flight. Ailerons are used to control the aircraft to roll in the differential mode rejection at the takeoff and landing. Flapperony designed to control the increment of lift with common-mode rejection down on takeoff and landing, for the roll control with differential rejection.

    Pivoting of the influx of the fuselage at a deviation down reduces the area of ​​the planned projection of the fuselage before the aircraft's center of mass, which contributes to the creation of excess time on a dive during the flight at angles of attack close to 90 degrees. Thus, in the event of the control system provides the possibility of jet nozzles move from flight mode at supercritical angles of attack to fly at low angles of attack without the operation of the aircraft through the deflection of the thrust vector engines. At the same time turning a part of the influx of mechanization is the leading edge of the influx of the fuselage. When you reject the turning of the influx down to Cruise mode, it performs a function analogous to function rotary wing leading edge.

    Use the side air intakes below the rotary part of the influx, allows for stable operation of engines in all modes of flight, in all positions by aligning the incoming flow at high angles of attack and slip.
    Location of engine nacelles in an isolated place between them allows a compartment for bulky cargo. To parry the unfolding moment if one of the engines of their axes are oriented at an acute angle to the plane of symmetry of the plane so that the thrust of the engine took place near the center of mass of the aircraft. This arrangement of motors, together with the use of rotary jet nozzles, the rotation of which is in a plane inclined at an acute angle to the plane of symmetry of the aircraft allows the control of the aircraft with thrust vectoring engine - in the longitudinal, transverse and track channels. Management in the longitudinal channel is carried out with common-mode rejection of the turning jet nozzles, which create the pitching moment about the center of mass of the aircraft. Control of the airplane in the side channel by means of differential deflection of jet nozzles, creating a moment of both roll and yaw moment, and the time of roll deflection countered aerodynamic controls (ailerons and flapperonami). Control of the plane in the transverse channel is carried out with the differential rejection of rotary jet nozzles, creating a rolling moment about the center of mass of the aircraft.







    [​IMG]
    Reduction of radar cross section plane is achieved through a combination of structural and technological measures, which, in particular, is shaping contours of the airframe, which includes:
    - Parallelism of the front edges of the rotary part of the influx, the consoles of the wing and horizontal tail, parallel rear edge wing panels and the horizontal tail, which allows you to locate the peaks reflected from the load-bearing surfaces of the airframe of electromagnetic waves and thus reduce the overall level of radar cross section plane in the azimuth plane;

    - The orientation of the tangent to the contour of the fuselage cross-sections, including the canopy, at an angle to the vertical plane (the plane of symmetry of the aircraft), which contributes to the reflection of electromagnetic waves incident on the elements of the airframe with the lateral angles, the upper and lower hemispheres, thus reducing overall radar signature of aircraft in the side of the hemisphere;

    - Skewness input engine air intakes in the two planes - vertical with respect to the longitudinal and transverse planes of the plane, allows to reflect electromagnetic waves, falling to the inputs from the front air intakes and side angles, away from the radiation source, thus reducing overall radar signature of aircraft in these angles .

    Claim
    1) Plane integral aerodynamic layout containing the fuselage, wing, which gradually involve the console with the fuselage, horizontal and vertical tail, twin-engine power plant, characterized in that the fuselage is equipped with the influx, located above the entrance to the engine air intakes and includes controlled rotary part, middle part of the fuselage is made flattened, and formed in a longitudinal set of airfoils, engine nacelles are spaced from each other horizontally, and the motor axis oriented at an acute angle to the plane of symmetry of the plane in the direction of flight.

    2)The aircraft of claim 1, characterized in that the vertical stabilizer tselnopovorotnym satisfied with the possibility of common mode and differential deflection.

    3)The aircraft of claim 2, characterized in that the all-moving vertical tail mounted on pylons located on the side of fuselage tail boom, while at the front of the pylons are blowing engine compartment air intakes and air conditioning heat exchangers.

    4). The aircraft of claim 1, characterized in that the horizontal tail is satisfied with the ability to tselnopovorotnym common-mode rejection and differential.

    5) The aircraft of claim 1, characterized in that the nozzle jet engines are made with the possibility of common mode and differential deflection.

    6). The aircraft of claim 1, wherein the input engine air intakes are located on the sides of the forward fuselage for the cabin crew, with the lower edge of the input engine air intakes located below the contours of the fuselage.

    7). The aircraft of claim 1, wherein the input engine air intakes are made beveled in two planes - vertical with respect to the longitudinal and transverse planes of the aircraft.

    8) The aircraft of claim 1, wherein the plane of the chords of all-moving vertical tail consoles deflected from the vertical plane at an acute angle.

    9). The aircraft of claim 1, characterized in that the front edge of the rotating part of the influx, the consoles of the wing and horizontal tail surfaces are made parallel to each other.

    10). The aircraft of claim 1, characterized in that the rear edge of the wing and horizontal tail surfaces are made parallel to each other.
     
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  5. Drsomnath999

    Drsomnath999 lord of 32 teeth Elite Member

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    Radar station



    Interview with the CEO NIIP them. V. Yuri Tikhomirov White
    An excerpt from the magazine article "The Rise" ? November 2008.

    Q)Finally, we come to the most important - the work of AFAR. Just over a year ago, at the MAKS-2007, were first shown in full-scale prototypes of active fragments of the lattice design faziovannyh NIIP. As you know, your institution is a leading developer of electronic systems for the AFAR fifth generation fighter aircraft, as this work develops?

    ANS:The works are on schedule, under a contract that we signed with the company "Sukhoi". Under this schedule, in November of this year, the first full-size fully-equipped two-way modules and customized AFAR will be put on the stand for the docking station with the other blocks. Today, the first antenna is completely assembled, equipped and handed over to the setting. Full production of transceiver modules based on monolithic chips in RPC "Istok", is a complete set of the second sample and started picking parts and modules of the third sample. So today we have in production for three antennas. They will consistently go to trial - the first, as I said, in November, the second - in March-April next year, etc. The following year the APAA to be installed on one of the aircraft generation, which is currently under construction at the KnAAPO, and in 2010 to begin its flight testing. At present, we can confidently say that all technical problems on the development and manufacture of transceiver modules overcome. Who decides on the antenna as a whole - to cool, conjugation, beam control, but emphasize that everything is moving in accordance with the approved schedule. As the tests will gradually build up the complex - first in the stands, then to the aircraft, in the end - come to a fully specified teh.zadaniem set.

    Q)How long will it be necessary for the entire test cycle, and dovodok AFAR?

    ANS:As is known, the development of modern radar usually takes 5 - 7 years. Therefore, if we take as the reference current in 2008, when the actual working out the equipment, we can assume that our system will be fully ready for operation around 2014 - 2015. A similar situation abroad, even in the F-22, which is quite a long time put into service, not all modes of AFAR definitively established. In this regard, it should be noted that the NIIP them. V. Tikhomirov has a wealth of experience in phased array antennas. Americans at the time skip the passive phased array - moving from slot arrays directly to AFAR. We also have extensive experience in the FAR, which has been around 40 years (and we argue that AFAR is different from the passive phased array technology is essentially only the performance of the emitters, and the rest of the apparatus of mathematical modeling, and we take from the already well established by us PAR) that gives us great benefits, including and in terms of refinement. We have such operating time for HEADLAMPS, which no one else in the world!

    Q)You certainly keep an eye on the work of AFAR, which are held abroad, and in our country. Can you name some features of your project relative to the rest of its benefits?

    ANS:Well, Americans comparison is difficult because the actual (not advertising) very little information, and can only be judged by some circumstantial evidence. But we believe that the characteristics laid down and realize at least not inferior, but in fact in some ways superior to those possessed by, for example, a radar with AESA of the F-22 and F-35. As for the work that led other domestic developers radar, the main difference lies in technology. We focus on the most advanced technology in the world today monolithic microwave ICs, while our domestic colleagues used so-called hybrid technology, from which, for example, Europe has declined (apparently meaning the radar "Zhuk-AE from" Fazatrona " for the MiG-35 - paralay). As we Americans build their AFAR on monolithic chips, with the prospect of increasing their degree of integration and transition into the future on what is called "intelligent skin" - that is, two-way modules can be anywhere in the plane, forming the required radiation field. Thus, we are on the main path of development AFAR world.

    Q)Can we say that the technology obtained in the development of AESA for the program, can be further used to build the radar for other aircraft and in general - other models of equipment?

    ANS:Of course. For example, sooner or later the question may arise as the development of new light or a fifth-generation fighter aircraft equipment AFAR modernized generation "4 +", "4 +", etc. And in this case, instead of again "reinvent the wheel", it is better to use the already proven technologies, while ensuring the production load (because the larger scale of production will be receiving and transmitting modules, the less they will cost). The problem in this case reduces simply to scale all the same technology and equipment will remain, and will only need to reduce the diameter of the antenna. This is not a scientific problem, but a purely structural and technological. Next. Already utilized in the production of two-way modules can be used in radar, for example, anti-aircraft missile systems. So, the more applications we find the technology is already spent - the better. After all, if we had had the task of creating and "roll" production, now may be a reverse situation: the power of "untwisted" and the consumption is small. Only in conditions of good manufacturing cost of loading the modules may be acceptable.

    Q)What is your vision - in the future there is a place for both directions of FAS (active and passive), or with the development of a line of passive phased array AESA will be forgotten?

    ANS:I believe that, at least in the foreseeable future, will have its niche, and then both directions. AFAR will displace conventional phased array only if its electronic components will become very cheap. Meanwhile, even in mass production at the current level of technology, the cost of AFAR and FAR different at times. So the passive phased array is too early to go down in history.






    2) The aim of the project.
    Manufacture of articles III-121 to T-50 aircraft (the State contract concluded between JSC AMIC "Dry" and the Defense of Russian Federation ? 31004 from 21.07.03g.). In 2002. together with the "Research Institute of Instrument Design. V.V.Tihomirova "(Zhukovsky, Moscow region) won the tender for the development and production of SUV with an active phased array - items W-121 to T-50 aircraft. In accordance with Clause 3.1.2. "Act the commission," the competition on the product aviaproektov W-121 T-50 facility MAKING ENTERPRISE is defined as a manufacturer's product W-121.
    The main elements of the product H-121 are active phased array (AESA) with electronically controlled beam of X-and L-band waves. Required for their production implementation of new processes and new equipment, renovation of old industrial areas to the organization of new production sites, as used in these new technologies are not compatible with the existing mastered new production processes and even more so with the old for the serial production.

    3) The content of the project and equipment.
    Scheduled for reconstruction of worn-out inactive administrative building industrial building located in the territory and owned MAKING ENTERPRISE, equipping it with modern technological equipment, the organization of new and upgraded at the forefront of scientific and technical principles of industrial and technological areas make up an assembly plant and the control AFAR product W -121.
    Assembly shop, and AFAR adjustment to ensure compliance with the annual program registration - 5 sets of articles III-121.

    [​IMG]
    [​IMG]
    [​IMG]
    N036 radar has five AFAR.
    The active phased array X-band, multi-channel transceiver module transmits X-band, is placed in front of the fuselage.
    N036-01-1, a width of 900 mm and a height of 700 mm, 1522, a driven unit.
    N036B - AFAR two side-view.
    N036L - two AFAR socks wing, and the detection of targets gos.opoznavanie
    The active phased array L-band, located in the slat.

    N036UVS - the universal computer system.


    OEIS, production UOMZ (Yekaterinburg).

    Optoelectronic Integrated System (OEIS) plane 101KS product consists of six elements:
    [​IMG]
    KC-101 0 (O - defensive) - a system to counter infrared seeker
    KC-101 (B - air) - Quantum optical radar system
    KC-101 V (V - ultra-violet) - optical system for the issuance of the CO-O COP
    KC-101 N (N - Ground) - suspended container impact
    There are also "cut" versions, can be installed on the following machines.


    Collimator system
    Angular field of view in the image space channel cathode-ray tube, not less than:
    Horizontal 20 deg.
    Vertical 30 deg.
    The angular field of view of the grid in the image space, not less than 11 deg.
    Exit pupil of SHKS-5, not less than:
    vertically 70 mm
    120 mm horizontally
    Eye Relief 560 - 600 mm
    Weight no more than 12 kg
    Dimensions not exceeding 389 mm x 328 mm x 320 mm
    Equipping the pilot:
    Ejection seat K36-D5, helmet ZSH - 10, G-suit CAT-7
    [​IMG]
     
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  6. Drsomnath999

    Drsomnath999 lord of 32 teeth Elite Member

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    EA Fedosov - Director of the Research Institute of Aviation Systems
    of the PAK FA


    But ... the situation in Russia is extremely clear. The F-35 aircraft, from 2010-2012, will begin to displace our aircraft from the market of military aviation, if we fail to oppose the development of a particular fifth-generation aircraft.
    For us, the loss of combat aviation market will mean the decline of Russia's aviation industry. I have already dwelt on the fact that we have lost the external market of civil aviation, and return to this market is almost impossible unless you go to work closely with either "Boeing", or with EADS («Airbus Industry") as a junior partner. Even the domestic civil aviation market is very difficult to maintain the active expansion of the same firms, especially if Russia becomes more and at the World Trade Association (WTO). Defense ordering the Russian Air Force is so insignificant that he would maintain the minimum industrial core, which is a kind of critical mass of science, technology and the necessary volume of production. Only the preservation of Russia on the world market of combat aircraft will maintain a critical mass of the aviation industry. Thus, for us to create a program of Russian combat aircraft of the fifth generation is the fateful task.

    But not on all levels of leadership in the Defense Ministry and the government clearly represent a developing situation.
    After numerous meetings and discussions, the problem with the institutions of the Air Force, with the requisitioning management and leadership of the military-scientific committee (INC), Air Force, we have gradually come to a common understanding of the concept of the aircraft. [391] The complexity of decision making was linked to the fact that managers in the Air Force over the past ten years there have been significant personnel changes. People came to the leadership that failed to create a school of modern combat aircraft, since 1984 after adopting a MiG-29 and Su-27 in Russia practically no new development work. Were slight upgrade in the performance of export orders. Naturally, under these conditions there was no place to acquire experience in the construction of a new aircraft. The industry also underwent significant changes in senior staffing structure. Replaced the heads of Yakovlev Design Bureau. AI Mikoyan Design Bureau. Sukhoi, Yakovlev Design Bureau. Yakovlev, Director of TsAGI, CIAM, LII, VIAM.

    Our institution had to withstand the unwanted, more emotional than technical discussions with the leadership of TsAGI. But we support the general designers and managers of CIAM and the VA Skibin VIAM EN Kablov. In the end, the concept was approved and declared a stage of development of technical proposals. As part of the contest were OKB. Mikoyan and Yakovlev Design Bureau. Sukhoi. Yakovlev Design Bureau. Yakovlev worked with them both in the Bureau of the study regime short takeoff and vertical landing, although the necessity of this mode for the Russian aircraft was not apparent.
    In early 2002 the State Tender Commission supported the project Yakovlev Design Bureau. Sukhoi as less risky and completely satisfying TTT.
    In June 2002 the matter was discussed at a government meeting, which approved the decision of the competition committee and instructed to prepare a comprehensive target program for the further construction of an airplane and go to the schematic of its design.

    Dramatic situation with the Yakovlev Design Bureau. Mikoyan. General Designer NN Nikitin VF could not reconcile with the position that the Bureau lost the contest. He believed that a mistake, and he was not alone in this opinion. He had supporters in the Air Force and government agencies. Nikolai Fedorovich held concept of mixed fleet, which was developed by our institute during the construction of another MiG-29 and Su-27. The presence of "light" car dimensions of MiG-29 creates, in his opinion, a more favorable situation on world markets. To substantiate his position he cited statistics of the global fleet of light fighters. Indeed, the percentage of "light" fighters (up to 15-17 m), issued in the period 1970-1990, was much more than "severe" (25-27 m). This was due not so much a factor in the cost of the aircraft on the market of military aviation, particularly as the current picture of the larger issue at this time planes "light" dimension (in Russia - the MiG-29 in the U.S. - F-16, in Europe - "Mirage F-1" "Mirage 2000"). "Heavy" aircraft were issued only to solve the problems of air defense in areas with poor terrestrial infrastructure and a sparse network of airfields. In the U.S., this aircraft was the F-15, which was placed on the ground in Alaska. In Russia, for this purpose was created by the MiG-31. The Su-27 was built on the concept of escort fighter attack aircraft. He also got into the class of "heavy" and could be used as an interceptor in the air defense systems. It was in this capacity, expressed an interest to him, India and China. But in the XXI century., As I have repeatedly pointed out, changed the political situation. There was a demand for the aircraft "average" weight category (20-23 tonnes) as a more responsible conception of multifunctional aircraft. Therefore, the statistics bear market the second half of XX century in the first half of the XXI century, at least, is incorrect. I am in general was understandable concern about the general designer of OKB im. Mikoyan. The country has the ability to build only one aircraft, and the loss of the building process of the aircraft world-famous firm MIG may lead to its degradation.
    This is where the dramatic situation that is characteristic not only for Russia. Prevailing strong school of designers during the Second World War and the Cold War has always been in demand as there was a fairly well developed type of combat aircraft for various purposes, and all missed work. But the last decade has changed the situation. Description of aircraft fell sharply, so give everyone an opportunity to design bureau built the aircraft from start to finish is unreal. By the way, this is one of the factors that caused the integration of aviation companies in the West.

    The first victim of the current situation was the Yakovlev Design Bureau. Yakovlev. Once orders have been closed for the construction of aircraft vertical takeoff and landing of the second generation of Yak-41 aircraft and shipborne radar picket Yak-44, EDO left in the last decade without a defense topics. Ten years - long term. Save the team failed. Of course, it would be a tragic mistake to allow such a finale for the Yakovlev Design Bureau. Mikoyan. The only correct solution would be to unite with the Yakovlev Design Bureau. Sukhoi in the construction of the fifth generation aircraft. [393] In fact, the U.S. construction of the F-35 is the three firms ("Lockheed Martin", "Northrop Grumman", "BT Systems"), each of which in his time exclusively built aircraft from start to finish. But life has forced them to unite. As the experience of co-construction of these firms was absent, they agreed to divide the airframe into three parts and using the methods of machine design and CALS-technologies, create a virtual design of the airframe.

    For this purpose, a single information database, and one of software of the automatic computer-aided design. The interaction with the data bank is carried out with remote workstations designers who are in firms with the use of technical means of communication and information exchange formats established. Essentially, they work in a format single virtual enterprise. Why do not we use this methodology? I'm pretty sure we will come to this, but this requires "political will" leaders. This is necessary for both EDB. Although the Yakovlev Design Bureau. Sukhoi, which won the competition, has the best domestic economic situation and a team survived, thanks to sufficient bulk export orders, but it alone will not be able to master such a difficult order, especially in the organization of work on the functional aggregation, finishing and testing. In these areas the specialists are worth their weight in gold, and few of them.

    One of the most difficult issues to be addressed during the construction of fifth generation fighter aircraft - the necessary funding for the order. The fact is that when it was finally decided to set up an aircraft, a program of building weapons for a planned period had already been laid out and approved, and it is not enough consideration of relevant resources. Therefore, talking about raising funds from the export of fighter planes - the so-called extra-budgetary funding. For western big concerns is the current practice, and in Russia such an experience of financing is still not there. Moreover, such large-scale corporations, which are available in the West, in Russia there is none. It is necessary to collect royalties on export earnings from all co-operatives, which is involved in exports. But for this there is no legal basis.
    I'm pretty pessimistic about the situation. Organize extra-budgetary funding is not possible, but it also creates problems related to intellectual property. Typically, the development is financed from the state budget, and intellectual property owned by this state. If, however, will be present and extrabudgetary component, then deal with the membership of this property will be difficult. The only correct solution is to continue the preliminary design aircraft for which funds are available to the defense order, and subsequently to the correction Programs arms. It will still have to do - make life because weapons program contains a lot of "moles" "Cold War".

    Inhibit the development of aircraft now - means to lose the market of military aviation. Was replaced in 2002, Air Force leadership was a very difficult legacy. Ten years of combat aircraft fleet has not been updated and requires modernization. Therefore, for the Air Force Commander Col. Gen. Vladimir Mikhailov AS now is in first place the task of extending the life of the fleet system and the modernization of equipment in the aircraft due to new requirements. Tactically, he can not do otherwise, so for him and his deputy for armament is a problem of optimal allocation of scarce resources to the modernization and construction of fifth generation fighter aircraft. The problem, in general, not easy. As commander in chief, he is responsible for the combat readiness of the Air Force. Fifth-generation aircraft will arrive in troops before 2015, which means the existing fleet of the Air Force must ensure its readiness to at least 2020.
    For the aviation industry, of course, the priority is to build a new plane. There is a typical conflict between the Air Force and industry. That's where the lack of special management structure that existed in the form of the Military-Industrial Commission to the Council of Ministers!

    But anyway, as we said well-known leader in the recent past, "the process has begun." We started building the fifth generation aircraft. We are at the beginning. We have to solve the daunting challenge: to develop a radically new electronic systems using high-precision technology of solid-state electronics for antenna - active phased arrays, to form a multiprocessor computing environment on board the aircraft with very high efficiency, to develop a fundamentally new opto-electronic systems and precision weapons of new generation.

    In parallel with the construction of an aircraft problem to be solved to provide information to intelligence information, flight plan for aircraft and weapons system training for pilots and maintenance personnel, maintenance and logistics system, etc. [395] It is very important, perhaps decisive is to create situational awareness systems (coverage of the overall picture of what is happening in the tactical area of ??joint action group of aircraft), the identification of targets (guaranteed by the identification of all targets in the tactical area of ??joint action group of aircraft), the tactics and methods of combat employment of the group, including the timely consideration of all the changes taking place during the sortie, implemented by the various participants of joint military operations.

    To manage the development of fifth generation fighter aircraft programs will need to master new computer technologies related to the widespread introduction of simulation, CAD, CALS-technologies in various stages of the life cycle of a plane, organizational and technical management in the format of "virtual" companies, etc. The program of the new aircraft should be closely aligned with the "National Technological Base", which, in essence, for this was created. Work on the aircraft will draw fresh strength from the young graduates of the MAI, Moscow State Technical University, MATI, MIPT, MIREA and other higher education institutions.

    All the processes of integration and the reform of the aviation industry will have a real base. Industry, Ministry of Defence and the main branches of the armed forces will have extensive experience of joint co-operation during the first post-Cold War development of complex weapons systems based on greater use of modern technology as a mathematical simulation of complex organizational and technical system.
    Finishing the memories about the past fifty years in my memory the way of our aircraft, I am full of hope that Russia will remain a great power, aviation, and that for many years to the sky of our country and the air space over the world will plow planes, built thanks to the hard but honorable work of our aircraft manufacturers .

    DCS will develop a new engine for a fighter of 5th generation

    The development of long-term engine for the fifth-generation fighter will be engaged in United Engine Corporation (ODC). This statement from the meeting chaired by Vladimir Putin made the head of the corporation "Sukhoi" Mikhail Pogosyan, RBC reports.
    According to him, "the integrator output of the second stage for future complex tactical aviation is likely to be merged Engine Corporation, which will unite with the" Salute ".
    M.Pogosyan said that already "defined the contours of the engine of the second stage," but added that the cycle of its creation will take 10-12 years.
    According to the head "Dry", a new fighter plane "took off with a new engine that was designed specifically for this aircraft." He noted that "this modern development, allowing the aircraft to provide service for a long time."
    To install on a T-50 fighter aircraft developed three types of motors, Vol 117, 129 and 133. Also in the interview mentioned that along with izd.30 izd.117 been tested on an airplane.
     
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  7. Drsomnath999

    Drsomnath999 lord of 32 teeth Elite Member

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    Engine
    [​IMG]
    clipping from the magazine "Flight" ? 12/2005.
    Answering the question of "Takeoff", Victor Chepkin suggested that similar engines (izd.117S), most likely, will be equipped with the first prototypes of the future fighter T-50, currently being developed by "dry" in the framework of Future Aviation Complex tactical aviation (PAK FA). And for the future production of fifth generation fighter "Saturn" is developing a fundamentally new engine generation "5 +", which will differ even higher performance, in particular, have lower specific gravity, which, according to Victor Chepkina is the main criterion for distinguishing each subsequent from the previous generation of turbojets. For the current batch of AL-31F this index (ratio of weight to pull the engine) is about 0.12. at "117C product", he is reduced to about 0.10, and on the next generation will be to reduce the proportion of approximately 0.8. (AF)

    For the flight tests ... are preparing two engines that are already installed on the aircraft (aircraft with tail number 710 is made specifically to AMIC "dry" for testing the new engine), and one reserve engine. In addition, the "Saturn" produced 26 types of experimental models of the engine AL-41F (izd.20, built under the program MFI, draft of about 20 tons), which are involved in a ground test program.
    The test program first phase includes 35 flights, after which the engines will be returned to the "Saturn" for research, then the test will continue. The entire program is designed for 3 years and provides for about 650 flights.
    Since 1993, when the development of AL-41F engine, this program invested 90 million dollars company's own funds. The entire program refinement engine is estimated at 350 million dollars. Another 200 million dollars needed for development of its production. Funds for this "Saturn" earns on exports of aircraft grade "Su", the price of which approximately 25% are engines.
    Development of a new engine on the "Saturn" is in two directions. The first involves a deep modernization of the AL-31F engine in a version of the AL-31B (interchangeable) technologies with the introduction of the 5th generation. This engine with increased thrust is proposed to be installed on any aircraft Su-27, Su-30 Su-33. As noted V.Chepkin, this is a commercial project aimed at modernizing, as the Russian Air Force and Air Forces of foreign countries, and upgrades can be carried out in the repair of aircraft.
    The second trend - the creation of the AL-41F1 engine, which has fundamental differences in the design of compressors, turbines, automation and other sites. In particular, compared with the AL-31F engine, Al-41F1 150 kg lighter and has increased by 20% thrust. According to the plans AMIC "dry", the plane of the 5th generation to complete certification by 2010.

    Today ... this engine is undergoing flight tests, then we can talk about the preliminary heat of the program to create a new aircraft. And it gives us some optimism. Of course, we here do not work alone, our partner - Ufa Engine Industrial Association. Already made five prototypes of engines, and they are tested in laboratories flying the Sukhoi Design Bureau.
    I want to say that the results obtained on the stands and in the air, we were completely satisfied. Thus, the engine is a so-called first stage of creating the schedule, and if the fighter of 5th generation of flies, as stated by the Air Force Commander Vladimir Mikhailov, in 2007, it will be equipped with our engines - turbine high efficiency and an analog-digital control system. His life will increase, and increase thrust.
    As for the second phase of the engine, it will have a brand new design look. In particular, he will get the fan with the increased air flow, a new combustion chamber and a digital control system, which will increase the thrust reverser system and vserakursny and thrust vector control.
    The tasks of both phases - to increase the aircraft engine thrust, lift it a resource to make it accessible, and therefore reduce costs throughout the product life cycle. This is especially important.
     
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  8. Drsomnath999

    Drsomnath999 lord of 32 teeth Elite Member

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    WEAPONS

    On materials of the report of the designer of "State of IBC" Vympel "them. II Toropov, "GA Sokolovsky at the Jubilee scientific conference "Air system in the XXI Century."

    "In accordance with the program of weapons of Russia" Vympel "is developing a promising product class" air-to-air "light, medium and long range with the phased build-up of their combat performance for equipping fighter of 5th generation. High-performance advanced tactical products will ensure sustainable advantage in aerial combat aircraft of the 5th generation of aircraft JSF, F-22, EFA. Structural study of promising products is carried out in accordance with their internal arrangement, which is the first time on Russian fighters "- the report said.
    [​IMG]

    In the field of short-range weapons, according to a report, work is underway to modernize the family of R-73. The immediate future - Ed. 760, the so-called "Stage 2 upgrade." Characteristics of the rocket built up by equipping its combined control system consisting of CBC, an inertial system (MIS) and the receiver line updating. Takeover target could be after the start of target designation from the ISU. The transverse size of the rocket 320 x 320 mm. It can capture the target for the trajectory and when you start to make a U-turn on 160 degrees. Publ. 760 is ready for testing and can be put into production in 2010. In 2006 JSC "Design Bureau" Iskra "was engaged in preliminary design engine for the IM 516-74M2 missiles.
    It creates almost a new short-range missiles, highly maneuverable short-range aerial combat and missile defense, which received the designation of K-MD (ed. 300). It is planned as a weapon with superior performance characteristics of the characteristics of foreign advanced prototypes as ASRAAM and Sidewinder-9X. The missile is equipped with a TGS matrix with the ability to pattern recognition and increased by half a range of capture. Engine with dual-mode execution time of 100 seconds and three-channel gas flow control device (K-74 - four-channel). Expected completion date of 2013.
    [​IMG]

    In the area of ??medium-range weapons are the modernization of F-77. The first improved version of the product launch was 170-1. The next stage of modernization - ed. 180. Lattice handlebars will be replaced with flat handlebars neskladyvayuschiesya. The rocket is planned to equip the new multi-mode active-passive CSG. Passive mode will build on the SD sources of noise and emitting radar enemy aircraft. Launch range will increase by 2 - 3.5 times. The missile could be ready by 2010. Delivery of 542U engine for rocket LCI 180 in 2006
    [​IMG]

    A separate line of development of RSD family ed. 170 is the creation of Ed. PD 180-extended range - initiative project. In 2006, preparing technical design for the rocket engine 371 of the 180-PD.
    In the area of ??long-range weapons "Vympel" performs work on the modernization of the R-37. As part of preliminary design on a competitive basis based on ed. 610m developing a new edition. 810. This rocket should be placed in the inner compartments. Range increased by 1.5 times, altitude targets up to 40 km. Hours of power - 360 sec. In service in 2013.
    [​IMG]

    At its booth ..... MRI "Agat", part of Concern PVO "Almaz-Antei" put new active radar homing (ARS), 9B-1103M with a diameter of 350 mm and 150 mm, as well as serial seeker missiles RVV-AE . 9B-1103M head with a diameter of 150 mm rockets designed for small caliber, and enables the capture of target class "fighter" at a distance of 13 km. As the Director General - Designer General MRI, "Agate" Iosif Akopyan, its characteristics and dimensions and weight, this ARS is competitive with infrared homing devices that are used in close combat missiles and small range. Infra-red head, unlike radar, is not suited for use in all weather conditions. Until now there has not been technically possible to build an active head in such dimensions - an achievement in recent years. As noted by Joseph Hakobyan, according to the magazine Jan `s, 9B-1103M-150 - The smallest radar head of all. It belongs to the fifth generation of devices - ARS is fully digital, the transition to "figure" is the first intermediate frequency. Heads up time after preliminary heating of the transmitter is only one second, which is achieved by using fiber-optic gyroscopes, which do not need to unwind. 9B-1103M Head-350 is designed for long-range missiles - it provides a takeover target at a distance of 40 km. All heads 9B-1103M (also available from ARS 200 mm in diameter, are not represented in Berlin), can be used as missiles in the "air-to-air" and the rockets' surface-to-air. " According to Joseph Hagopian, gradually the country, which are now satisfied with the characteristics RVV-AE, or AIM-120 (AMRAM), will move to a new generation of missiles and the heads of such Series 9B-1103M.
    [​IMG]

    Bomb KAB-250, first shown at MAKS-2011, has a length of 3.2 m and a diameter of 255 mm, 550 mm scale stabilizers. Building according to the GLONASS system and a laser gyroscope.

    Developed two standardized vnutrifyuzelyazhnyh ejection device: UVKU-50L rocket weighing less than 300 kg and UVKU-50U - up to 700 kg.
    UVKU-50L, width 340 mm, height 195 mm, weight 80 kg.
    Possible suspension following products, 180, 180PD, 270, 181S and K047
    UVKU-50U, 200 mm, weight 117 kg, left and right, respectively UVKU interchangeably in places of installation and mounting, as well as docking elektrorazemov with the object. Light load - izd.180, 180PD, 270, 181S and K047., Heavy cargo - Vol 65, D7USHK and 810.
    For the product K047 are two options reset to feed on the EPA a pulse and without submitting to EPA a pulse.
    Placed in the main cargo hold of weapons (OGro)
     
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  9. Drsomnath999

    Drsomnath999 lord of 32 teeth Elite Member

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    "Sibur - Russian Tires" has developed tires for fifth-generation fighter

    Holding "Sibur - Russian Tires" under contract with the "Sukhoi" has developed a new tire for multifunctional fifth generation fighter. This was reported in the press service of the company.
    January 29, 2010 entered the history of Russian aviation as a special day, made its first flight on a fifth-generation multirole fighter T-50 (design name). At the same time the plane began the process of flight testing of the new state of aviation tires 1050h365-508 modes. 1A, developed by the holding company "Sibur - Russian Tires" under a contract with JSC "Sukhoi".
    Development of a multifunctional fifth generation fighter "Sukhoi" was carried out in close cooperation with a large number of specialists in all branches of domestic industry, including the design office of OAO "Yaroslavl Tyre Plant", which is part of the holding company "Sibur - Russian Tires".
    Holding "Sibur - Russian Tires" is a major producer of Russian aircraft tires, its share in total production of over 60%. The range of products - tires for civil aviation, military aircraft and special purpose tire. Holding has the country's only specialized design bureau to develop aviation tires, which created 95% of domestic aircraft tires.
    Under a contract with JSC "Sukhoi" project was developed tires, done pre-production, worked construction and preliminary testing of a new tire 1050h365-508 modes. 1A, intended for the main landing gear facility T-50. The design of the tire on his pull-up and high-speed performance is fully consistent with the requirements of the fifth generation multipurpose fighter based on the stocks of its further development.
     
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  10. anoop_mig25

    anoop_mig25 Senior Member Senior Member

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    thanks^^^^^
     
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  11. Drsomnath999

    Drsomnath999 lord of 32 teeth Elite Member

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    ^^^^ thanks for posting thanks:D
     
  12. kaustav2001

    kaustav2001 Regular Member

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    Thanks for posting that DR saab.. nice effort. Paralay has got an amazing wealth of information on Russian fighter program developments, it's been a while a while since I've visited Paralay though.
     
  13. Drsomnath999

    Drsomnath999 lord of 32 teeth Elite Member

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    yes thats true but problem is too much information & u need to sort out what is important for u & what is not
     
  14. agentperry

    agentperry Senior Member Senior Member

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    so i think we are mere financers
     
  15. kaustav2001

    kaustav2001 Regular Member

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    Well ....yes & no.
    IMHO -
    1) Aircraft design - probably frozen & too late in the day to make any changes, unless of-course IAF was in the loop since the beginning of the program & provided specific inputs on parameters such as stealth, aero-dynamic performance, payload etc.. so yes we're simply customers

    2) Electronics/ Optronics/ sensor fusion - we would probably be bring a lot of stuff to the table (not completely indigenous), this is where all our collaboration (read Israel) & our own R&D will come into the picture (expecting some decent inputs from the MMRCA tender as well, as far as sensors & sensor fusion are concerned).

    Pt. 2 may actually turn out to be more critical (& a game changer). Even on step 1 expect to see some inputs/ changes in the form of larger percentage of composites etc.. in the aircraft design.
     

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