Airbus a300-600 wide-bodied long range airliner, europe
Antonov-70
The Antonov-70 is a new propfan[1] powered medium-size wide-body short take-off and landing transport aircraft designed a replacement for the An-12 'Cub'. The An-70 belongs to a new class of short takeoff and landing tactical military transports.
The An-70 is capable of carrying practically any item from military armament and equipment nomenclature with a total weight of up to 47 t. The aircraft is capable of delivering 20-35 t of cargo over the range of 5,000-6,600 km at cruising speed of 750 km/h, air dropping[2] of personnel and vehicles including single cargoes of up to 20 t from both high and low altitudes, delivering of 300 soldiers and evacuation of 206 wounded and sick. Depending upon the type of operation and takeoff weight, the An-70 can be operated on both average-strength hard-surface runways and unpaved 700-900 m strips with low surface strength. In case of short takeoff and landing on 700 m unpaved runways, the An-70 is capable of carrying 20-30 t of cargo over the range of 1,200-3,000 km. Four D-27 engines with counter-rotating SV-27 propfans ensure high cruising speed and 20-30% fuel saving in comparison with modern airplanes with turbojet engines.
The integrated digital complex of onboard[3] equipment provides operation of the aircraft in all latitudes, all and around-the-clock[4], in VFR and adverse weather conditions, flights over unmarked terrain[5], protection against antiaircraft means, formation flying, takeoff and landing on unequipped unpaved airfields.
Use of equipment with multiplex channels of data exchange makes it possible to easily modify and adapt the onboard avionics structure to suit any version.
Onboard aerial delivery system ensures autonomous loading/unloading of a wide variety of cargoes and their air dropping. The onboard loading equipment comprises four overhead rail electric motor hoists with total cargo lifting capacity of 12 t, two onboard electric winches each with a 1.5-ton tractive force. At customer option, the aircraft may be equipped with an easily removable upper deck or roller conveyer for container handling automation.
Onboard monitoring and diagnostic means make possible the autonomous operation of the An-70 aircraft on poorly equipped airfields without use of any special ground facilities. The aircraft maintenance is based on the "on-condition" strategy.
High technical and operational potential of the An-70 aircraft allows creating on its basis an entire range of versions and modifications for military and civil use: AEW aircraft, flying command post, patrol aircraft, tanker and a family of the civil-aviation An-70T transports.
Development of the An-70 program, which began in 1975, effectively stopped with the collapse of the Soviet Union. The first flight was on 16 December 1994, but the prototype was destroyed on 10 February 1995 in a midair collision. Antonov had a replacement in the air within the year.
An international consortium named the Medium Transport Aircraft (MTA) was established in 1996 by a number of entities. Among those, besides ANTONOV ASTC, were the aircraft series production factories, the aircraft engine and equipment designers, some business corporations and governmental representatives.
The MTA consortium arranges and performs all joint research and development efforts, manufacturing, economical and foreign trade activities; it provides for a long-term cooperation and linkage of the financial, material and other resources in order to solve the problems of the An-70 certification, production, sale, leasing, and after-sale support.
As of mid-1998 Germany was interested in evaluating a Westernized version of the An-70 to meet its airlift needs. Germany and other NATO members signed for the rival A400M. Germany was ready to purchase a license from Ukraine to build the airplanes at aviation factories in Western Europe. But the Ukrainian side rejected the proposal, saying 8,000-strong workforce at Antonov and AVIANT need jobs as well.
In June 2000 it was reported that Russia and Ukraine will build the new-generation Antonov 70 transport aircraft, not with Germany, but with China as had been planned. Russian Defense Minister Igor Sergeyev said that negotiations with Berlin had resulted in the Germans saying they would not support the joint Ukrainian-Russian An-70 project, Interfax reported. "We won't try to win over the Germans, but will complete the project with China," Sergeyev said. A Chinese military delegation visited Ukraine and expressed an interest in the AN-70 transport aircraft.
At the Zhuhai airshow in November 2000, Antonow tried to market the An-70 in China. This would likely involve co-production with AVIC II. The Antonov De
sign Bureau offered cooperation to the Shansiy aircraft building corporation to build a new airplane using Antonov An-70 as a basic model. The Chinese side left the offer unanswered, although the proposition was negotiated during Li Peng's visit to Ukraine in the middle of 2000.
Uncertainty surrounding the Antonov An-70 increased with the wheels-up emergency landing of the only operable prototype in the morning of 27 January 2001.
Earlier reports blamed immature D-27 engines designed by ZMKB Pro Stupino), as the cause of the crash.
The Aviant plant in Kiev is to produce An-70s for the Ukrainian air force, which intends to procure 65 such aircraft. The Russian air force has estimated its needs in 164 An-70s. The Czech Republic has long been closely watching An-70, having become the first NATO nation to sign an intergovernmental agreement with Russia on the supply of three such planes in 2005-2007.
Ukraine and Russia have come to terms on sharing rights at a fifty-fifty ratio to the results of research related to the development of the aircraft (such a decision was made in 2002).
MiG-23 FLOGGER
Meant as a point defense fighter, the Flogger offered a powerful radar, an infrared search and track system, a selection of radar and infrared guided weapons and tremendous speed (Mach 2.35) to counter its adversaries. The MiG-23 was designed in 1964-66 as a successor to the MiG-21. In addition to a much more powerful engine, the MiG-23's most significant new feature was its variable sweep wing. Like the USAF's swing wing F-l11, the sweep of the wings could be changed in flight. Fully spread, this gives a shorter takeoff/landing roll while carrying a heavier weapons load. With the wings fully swept back, the MiG-23 has greater speed. The wing has three sweep settings: 16, 45, and 72 degrees. The prototype first flew in April 1967 and MiG-23s began entering operational service in 1971.
MiG-23 aircraft acquired by the United States under the Foreign Materiel Acquisition/Exploitation program are designated as the YF-113. The aircraft is in widespread use in Eastern Europe and the Middle East. The MiG-23/27 FLOGGER series of aircraft has been used extensively by the former Soviet Union and its Warsaw Pact allies including Poland, Hungary, Bulgaria, East Germany, Rumania, and Czechoslovakia. Other countries including Libya, Syria, Egypt, India, Cuba, Algeria, Iraq, Afghanistan and North Korea have imported FLOGGERS.
The MiG-23 series served as fighter-interceptors, with a secondary capability of ground attack. The MiG-23BN and MiG-27 were fighter-bomber variations. The Flogger B is a standard interceptor1. Other versions of this aircraft are: C—two seater; G~improved interceptor; and E—export. The MiG-23MLD FLOGGER K version was a modification of the MiG23ML FLOGGER G and incorporated improved avionics, armament, and aerodynamic features. The MiG-23MLD is the most advanced version of the Flogger. It features a different identification-friend-or-foe system, a more advanced missile capability and a distinctive notch in the leading edge of the wing to improve flight characteristics. More than 4,000 MiG-23/27s are estimated to have been built.
The wings are high-mounted, variable, swept-back, and tapered with blunt2 tips. There is one turbofan engine inside the body. There are rectangular, box-like air intakes forward of the wing roots and a single exhaust. The fuselage is long and tubular, except where intakes give a box-like appearance. It has a long, pointed nose and a stepped canopy. There is a large, swept-back, and tapered belly fin under the rear section. The tail is swept-back, has a tapered tail fin, has a curved dorsal3 in the leading edge and an angular tip. Swept-back, tapered flats have angular tips and are high-mounted on the fuselage. The MiG-23UB is a two-seat combat trainer version of the MiG-23 third generation interceptor-fighter. It was fitted with a variable sweep wing and this feature helped solve the problems of the multi-role combat aircraft capable of performing front-line fighter, interceptor-fighter4 and low altitude fighter-bomber missions. The decision on the development of the combat trainer was taken two years after the first MiG-23 prototype was manufactured at the end of 1967. The MiG-27UB is a day and night all-weather combat trainer that can carry various armaments, including the GSh-23L gun, rockets, bombs, the R-3S air-to-air and Kh-23 air-to-surface missiles.
The development of the two-seater, dubbed "23-51", was made in March 1969, and in May, it made the first flight (Design Bureau's test pilot M.M. Komarov). The MiG-23UB state tests were completed in 1970 and the aircraft entered the service, so the IAIA launched the production run.
The first MiG-23UB was produced on the basis of the MiG-23C one-seater. The changes were made in the nose fuselage up to frame No. 18. The fuel tank No.l was decreased to place co-pilot seat and the 470- litre fuel tank was located in the tail fuselage.
The first production aircraft was tested by Moscow test pilot A.V. Fedotov together with the factory test pilot E.N. Tcheltsov. Later on, the aircraft were tested by V.S. Prantskyavitchus, N.N. Ivanov, G.E. Bulanov, G.M. Kurkai, E.M.
Shastun, V.B. Maksimenkov, V.F. Novikov, O.G. Smirnov, A.F. Sidorenko, A,I.Kapustin, N.I. Petukhov and others.
The production two-seaters were fitted with extended chord, leading edge extensions and capable of loading with drop tanks. The MiG-23UB nose fuselage lines were made like those of the MiG-23M.
The aircraft was powered by R-27F2M-300 engine (lx 6900/10000 kgf) and the earlier two-seaters were equipped with the RP-21 radar sight similar to that of the MiG-23 S, but the radar was not reliable and was replaced by a mass balance.
The aircraft, engine and other systems control was performed from both cockpits, but the second one had the priority where, normally, the instructor's seat was located.
The periscope was placed on the second cockpit to ensure the view while taxiing, taking off, approaching and landing. The KM-1 ejection seats with centralized ejection sequence control system.
The MiG-23UB armament included the R-3S IR homing air-to-air missile and
the Kh-23 missile to hit the surface targets. The Delta NG station was used for the Kh-23 missile guidance.
In 1984, the MiG-23UM two-seater was developed, that corresponded the MiG-23ML and MiG-23P fighters, in terms of structure. The earlier MiG-23UB were upgraded1 to the MiG-23UM.The aircraft were fitted with the SOUA active stall barrier system and the UUA-1 angle of attack indicator.
The MiG-23UE combat trainer were in service with the AF and Air Defence of the USSR, Algeria, Angola, Afghanistan, Egypt, India, Libya, Northern Korea, Syria, Ethiopia, Bulgaria, Bangladesh, Vietnam, Hungary, East Germany, Iraq, the Congo, Cuba, Laos, Mongolia, Poland, Romania, Somali, Sudan, Czechoslovakia and South Yemen.
In AF and Air Defence in most of these and CIS countries, the MiG-23 s are still in service. Part of MiG-23 s of the Russian AF is maintained operational at the storage bases. One of the aircraft is still used at the IAIA as an "enemy fighter" or an escort aircraft for the "new born" Su-30s.
The two-seater was designed for training, but the MiG-23UBs and MiG-23UMs had to perform combat missions as a sort of command post in Afghanistan. The MiG-23UB production run lasted till 1978. Totally, 769 aircraft of this type were manufactured in Irkutsk. The MiG-23UBs were delivered to many countries. Over 11,000 MiG-23 air vehicles are now operated by the air forces of more than 20 countries. More than 60% of their fleets are MiG-23ML, MiG-23MLD, MiG-23MF and MiG-23MS fighters, 30% are MiG-23BN fighter-bombers and the rest of the aircraft are MiG-23UB combat trainers. For most air forces, MIG-23 is the main type of combat aircraft which has been successfully mastered by flying and maintenance personnel. The aircraft possesses high performance and can be kept in service until 2010-2015. However, the aircraft weapons and avionics designed more than 20 years ago can not operate on a par with up-to-date analogues. RAC "MiG" offers the most rational approach to MiG-23 upgrade. The project ensures the optimal upgrading method and several basic upgrade versions that could be chosen by customers themselves. These versions were tried out during upgrading other MiG aircraft types. They consist in: integration of new avionics and weapons (including those of Western make), and continuous upgrade with a stage-by-stage growth of capabilities. It should be noted that this approach is common for all versions of the MIG-23 family.
Tu-330
The certified and serially produced TU-204 mid-haul1 passenger airliner has originated an entire family of new Russian transport aircraft. Leading Russian civil and military research centres analysing customers' demands in cargo transportation have concluded that nowadays the major problem of cargo air transportation is a lack of up-to-date multi-purpose medium transport aircraft that can replace a widely used aircraft AN-12.
The current fleet of native cargo aircraft composed of Ans and Us was defined in co-operation with aircraft manufacturers of Ukraine and Uzbekistan. For the time being these companies are on the territory of foreign states and in view of military
and strategic conditions - it seemed not very reasonable to rely upon their participation in building aircraft of double use (civil and military-transport). The only solution to solve this problem in contemporary Russia is a manufacturing and timed launch into service of TU-204-330 (TU-330) medium transport aircraft being a cargo version of the TU-214 aircraft that are actually ready for production at FSUE KAPO named after S.P.Gorbunov. TU-330 aircraft is 75% unified with TU-214 aircraft. Its extended transportation and operating capacities make it multipurpose. TU-330 aircraft can be powered by various Russian and foreign engines (PS-90A, RB-211-535FS, PW2240) as well as by NK-93 - new advanced high-efficient prop-fan engines with the highest bypass ratio2. TU-330 a/c will be built very quickly since this aircraft is 70% completely similar to TU-214 and TU-204 that are already in operation. All these aircraft are provided with unified cockpit, engines, fuel tanks and many other things. They will differ by cargo compartment only".
The TU-204-330 (TU-330) transport a/c building is incorporated into Federal purpose oriented Program "Development of Civil Aircraft in Russia for 2002-2010 and for the period up to the year 2015" - Resolution of RF Government of 15 October, 2001 ? 728:"item 13. Building of TU-330 - with lifting capacity of 35 t - 2002-2012,"Tupolev' PSC", KAPO. Certification in 2002." The TU-330 a/c is provided with government support by way of Government Resolution of the RF No.369 of 23 April, 1994 "On building of mid-class transport aircraft TU-330". Russian Government showed comprehensive understanding of the situation in the field of air cargo transportation. According to GosNIIGA 2/3 of mid-range aircraft total cargo turover3 falls in flight range of 1000 to 4000 km. From the other hand exactly this area is the most critical since main mid-range aircraft An-12 being currently in operation is now intensively written off because its service life is served out. For Military and transport aviation TU-330VT (TU-330VTS) version of baseline cargo a/c is proposed provided with advanced communication integrated system currently used in Air Force and with set of equipment designed for loading, unloading and arrangement of standard wheel, caterpillar1 combat machinery and staff with possibility of dropping the staff and machinery; One variant is the TU-330SE ambulance and evacuation a/c, while another is the TU-330TZ tanker with "buddy" type and "telescope" type refueling. Additional versions would feature specialized administrative a/c (compartment + two cars); repeater a/c; long-range radar detection; jammer a/c2; reconnaissance and target indication; or patrol a/c.
According to "Tupolev" PSC if TU-204-330 a/c is taken as native mid-class transport baseline a/c it is necessary to take into account following pre-conditions of organizational, technological and economical nature: Task for aircraft production during special period and for reconditioning of loss Ministry of Defense loss should be given to aircraft manufacturing companies regarding fully native aircraft only. Both the aircraft itself and vendor items should be independent of foreign supplies (especially concerning avionics since state- of- the- art radio -electronics is capable to "insert" in to any very small element a command device that can cause failure of a system or entire aircraft any time necessary to a potential enemy).
TU-330 a/c is the most compilable with Air Force and Civil Aviation requirements by parameter "transported cargo - range": according to Air Force 72% of transportation are made with cargo of 20-25 tones for the range of 3000 km; according to Gos NIIGAIL-76 is currently carrying not more than 25 tones (up to 90% of all transportation); According to Russian Military Transport Aviation Command combat training takes not more than 10% of annual flight hours, while 90% are taken by transportation in the interest of Ministry of Defense. In this case demand of different types of Armed Forces and, Air Forces are mostly satisfied by mid-class military transport aircraft. Today it is obsolete An-12, which could be replaced by TU-330 a/c according to their demanded lift capacity and flight range; They often compare TU-330 a/c with Ukrainian An-70 a/c. However such comparison is not very rightful since these are machines of different classes. But if still to fix a choice upon An-70 a/c than we should realize that Russia could come across the problems: Even if An-70s will be supplied from Ukraine to Russia and put into operation these two aircraft are of different classes (An-7- could be related to heavy military transport a/c and TU-330 - to mid-weight military transport a/c); Ministry of Defense thinks it is necessary for Russia to have "combined" An-70 and TU-330 a/c fleet (approximately 25-30% and 80-70% of each type of the machines respectively);
The cost of the last version of transport AN-70 a/c (max weight of carried cargo is equal to 47 tones) is estimated within the range of 62-64 mln. USD, cost of TU-330VT a/c is about 25-27 mln USD. An-70 a/c program recoupment1 is scheduled after production of 60 machines (Russian share of purchases is 165 aircraft for Air Force which is quite hardly probable since departments of Russian Ministry of Defense are saturated2 by 11-76 and An-124 up to the year 2015, Ministry of Transport is not going to buy the aircraft); for information - TU-330 a/c program will recoup3 itself at the 12-th a/c production;
The export potential of An-70 transport a/c is quite trifling since in Europe demands in Mid-class Transport Aircraft is currently meeting under FLA program - with A-400M a/c ( Western Military Agencies have ordered 193 machines for the amount of 18 mlrd USD). Heavy Transport Aircraft is not in great demand in Europe for the time being;
Having many positive characteristics An-70 a/c is rigidly associated with turboprop engine (D-27 of Ukrainian production) while power plant of TU-330 a/c is more uniform the following engines can be provided: PS-90A, NK-93A, NK-94 operating LNG, foreign RB211-535FS and PW2240;
According to Ts AGI conclusion (basing on analysis of Omsk incident and on 22 similar preconditions) AN-70 a/c in case of partial or entire failure of one engine or during take-off will require wing blow with turboprop engine flow; two engines failure will cause catastrophic effect (such situations are quite realistic for military aircraft operating under enemy's fire ). It can not be eliminated since it was laid down into An-70 a/c concept. Problems of D-27 aerodynamic instability could be added. The D-27 engines development will require large additional investment and time.
Su-25 FROGFOOT (SUKHOD)
Su-25 FROGFOOT Grach (Rook) Su-39 FROGFOOT
The Su-25, which is no longer in serial production, made its first flight in 1979. This single seat ground attack aircraft is a very durable airplane - it is fairly heavily armored ~ and easy to service - all service equipment can be stored in a container and transported by the airplane itself. It is armed with one twin barrel 30mm gun in the bottom of the fuselage with 250 rounds. There are 8 pylons under the wings which can carry about 4,000 kg of air-to-ground weapons, including 57mm to 330mm rockets. There are two small outboard pylons4 for AA-2D/ATOLL or AA-8/APHID AAMs.
The wings are high-mounted and back-tapered with straight trailing edges. There are pods mounted at the square tips. There are two turbojets mounted alongside the body under the wings. There are semicircular air intakes forward of the wings' leading edges. There are exhausts to the rear of the wings' trailing edges. The fuselage is long, and slender and has a rounded nose. The body tapers to the rear section that overhangs the exhausts. There is a stepped canopy. The tail is swept-back and fin is tapered with a square tip. The flats mid-mounted on the fuselage, unequally tapered with blunt tips.
Su-25, a multirole twin-engine attack fighter for close air support (this type of aircraft is called "shturmovik" in Russia) was developed in the 1960s. The Su-25 is designed for highly precision destruction of ground targets in all weather conditions by day or night, primarily destruction of armoured targets, bridges, means of transport, firing positions, command and control elements, convoys, motorways, railways, combat helicopters etc. Its combat capabilities, resistance, striking power and efficiency make it fully comparable with its American counterpart A-10 Thunderbolt. Its structure, universal electronic equipment and especially wide range of multipurpose weaponry and the possibility of its application in the most demanding conditions make the Su-25 suitable for close air support of ground units.
There are two versions of the aircraft with, almost identical parameters, a single-seat Su-25K, and a two-seat Su-25UBK which is used for training of pilots for this type while keeping all the advantages of a single-seat modification and all capabilities of a combat application. Standard equipment of the aircraft is an internal 30 mm AO-17A gun with 250 rounds. Other optional weaponry includes pods with 57 mm up to 330 mm rockets, and a number of air-to surface missiles including Ch-23 (AS-7 Kerry), Ch-25 (AS-10 Karen) and Ch-29 (AS-14 Kedge). A built-in laser target illuminator in the nose permits homing of air-to-surface missiles, sliding and cluster bombs and multi-purpose laser-guided weaponry. For longer distances, a laser target illuminator can be mounted in a pod under the wing. R-60 (AA-8 Aphid) air-to-air missiles provide self defence against enemy aircraft. For ground targets destruction, it can be additionally fitted with a SPPU-22 machine gun. Su-25 can take off and land with armament load on limited runways even without reinforced surface. In mountainous regions at the altitude of about 3,000 m above the sea level, take-off and land ing runways of 1,200 m are sufficient to permit its operation. This makes it possible to reduce the distance from the theater of operation, frequently change the take-off site, and conduct surprise strikes against enemy ground targets.
The upgraded SU-25KM "Scorpion" is enhanced with the most advanced avionics, designed to elevate its unique capabilities and to provide a head-start into the 21st century as a model for close-attack aircraft. Avionics include "Glass cockpit" arrangement; digital map generator1; display and sight helmet2; computerized weapons system; complete mission pre-plan capability; fully redundant backup modes; extremely reliable and very easy to maintain. Performance enhancements include: Highly accurate navigation; pinpoint weapon delivery systems; all weather and day/night performance; NATO compatibility; high level of situational awareness; state-of-the art safety and survivability features; advanced onboard debriefing3 capabilities complying with international requirements.
The Su-39 (also known as the Su-25T or Su-25TM) is a Frogfoot variant incorporating post-Afghanistan lessons-learned. It is based on the Su-25UB two-seat trainder, with the rear seat and cockpit replaced with a fuel cell and extra avionics. The Su-39 carries the Kopyo-25 multi mode radar in a pod under the fuselage. Armament includes ground attack missiles such as the AT-16 Vikhr , anti-ship missiles, and AAMs such as the R-27, R-27ER, R-60, R-73 and R-77. A four-fold reduction in thermal signature has been achieved through cooling intakes on the upper surface of aircraft, and a new center body which masks hot turbine blades. Only a few dozen of these aircraft have been built. Reports in the mid-1990s that the Su-39 designation had been assigned to a primary trainer derived from the Su-26 and Su-29 aerobatic competition aircraft, designed to replace the Yak-52, are apparently incorrect.
Two aircraft of the Sukhoi Attack Aircraft Concern (Sturmoviki Sukhogo in Russian) shown at a static display during the MAKS 2001 air show. The Su-39 (Su-25TM) had been displayed earlier and was well known, while the Su-25SM upgraded by the Air Force's 121st aircraft repair plant at Kubinka was shown for the first time. The Su-25 upgrade is aimed at expanding their combat capabilities, enhancing lethality and slashing operating and maintenance burden. The plane's navigational accuracy is improved by an order of magnitude while its ordnance's efficiency is increased two to three times. The upgrade increases combat payload on the new MBD3-U2T-1 bomb racks up to 5,000 kg and expands their ordnance list allowing R-73E air-to-air guided missiles and S-13T rockets.
An-24 COKE, An-26 CURL , An-30 CLANK (ANTONOV)
Development of the An-24 began in 1960 in response to an Aeroflot requirement for a cheap and simple transport to replace the Li-2 (licensed DC-3), 11-2, and 11-14 aircraft. Two prototypes flew in September 1962, and the An-24 Coke first entered service in 1962. The production version turned out to be a reliable aircraft - An-24 was shown to be able to maintain an altitude of 3000 m with full payload and only one working engine. The An-24RT transport aircraft features an additional RU-19-300 jet engine.
The wings are high-mounted and equally tapered from the engines to the blunt tips. Two turboprops are mounted in pods beneath the wings, which extend beyond the wings' leading and trailing edges. The fuselage is long and slender with an upswept rear section and a solid, rounded nose featuring a stepped cockpit. The fin is back-tapered with a blunt tip and angular fairing. Flats are high-mounted on the body, back-tapered with blunt tips, and have a positive slant. The development of this aircraft widely used in the regional airlines and abroad started in 1956, when the long-range Tu-104 and IL-18 went in service. The Aeroflot and AF Li-2, IL-12i and IL-14 did not meet the requirements in terms of load lifting capacities and were obsolete, so the urgent need appeared in the speed gas-turbine aircraft for local lines and for military needs. There existed no serial engines for that type aircraft and the assignments were set for the O.K. Antonov Design Bureau (airframe) and the A.T. Ivtchenko Design Bureau (engine).
The first An-24 piloted by test pilot G.I. Lysenko made its maiden flight on October 20, 1959. The aircraft was very successful as the Ivtchenko engines had optimum power, weight and service life parameters. The An-24 was used as the basis for the An-24T transport version followed by the An-26 and An-32, "Toros" ice reconnaissance aircraft, the An-30 for airphotography and others. A.N. Tupolev told about the An-24: "This aircraft demonstrated its high capabilities and is an up-to-date sample of this type of aircraft."
The Irkutsk factory manufactured the An-24T military transport version with a cargo door in the tail fuselage, overhead-track hoist and airdrop equipment. The An-24T serial production started within a year. It was also facilitated thanks to the organisational restructuring when the narrow-specialisation sub-assembly1 was introduced which later on, proved to be effective, when the IAIA manufactured the MiG-23UB and the Su-27UB). The IAIA had to master the production of glue-and-welded2 panels for the nacelles3. The technique of the E. O. Paton's Research Institute was improved and adapted to be used in aircraft manufacturing industry. Some issues were solved thanks to the experience of the Factory test pilots, V.S. Prantskyavitchus, E.N. Tcheltsov, V.N. Trubnikov, G,M. Kurkai and others, who tested the An-24Ts.
In 1962, the passenger An-24 started operation on the local lines and soon it became one of the most numerous Aeroflot aircraft. The An-24 was in service with the Air Forces of USSR, Bulgaria, Bangladesh, Vietnam, Hungary, East Germany, Iraq, the Congo, Cuba, Laos, Mongolia, Poland, Romania, Somali, Sudan,
Czechoslovakia and South Yemen. The Xian Yunshuji Y-7 is a reverse-engineered Chinese version of the Antonov An-24.
The An-26 is a development of An-24RT. One of the main modifications was a rear loading ramp. More than 1,100 of this versatile transport aircraft were built before production ended in 1978. The Coke's replacement, the An-26 Curl, has many of the same features as the Coke. An-26 by Antonov is designed for tactical transport of passengers and material on short and medium distances. A development of An-24, it was finished in 1969. It has a large rear loading ramp to facilitate loading of cargoes. The engines are more powerful in comparison with the An-24. A pressurized cabin makes it possible to fly at high levels. It has fairly modern navigation and
communication devices, an ADF automatic radio direction finder, DME distance measuring system, marker and ILS/GS instrument landing system, and a radio altimeter. The avionics and instrumentation permits all-weather operation and safe landing. The An-26Z version is fitted with special devices and instrumentation for air reconnaissance and control of combat activities.
The An-30 (Clank) by Antonov is a development of An-24RT. The aircraft, whose development was finished in 1974, is modified and equipped for ground mapping and surveying tasks. The main identification feature is the nose, which has been completely redesigned, with glazing and a built-in navigator's compartment. The inner space of the fuselage has also been remodelled. Its floor area has removable cover plates over apertures for photogrammetrical cameras for vertical, panoramic and lateral photographing. A dark room for handling the films and their storage is provided. The sensor apertures in the underside and in both sides of the rear fuselage are covered by remotely-controlled doors. During flight, cameras are operated by two photographers. The An-30 can also be equipped with a variety of other devices, including magnetometer and microwave radiometer for long-distance surveys. They can be used to evaluate various situations on the surface, ice or snow cover, development of vegetation etc. for civilian purposes. The devices can be installed in fixed or gyro-stabilised mountings. A navigation computer closely co-operates with the terminal of the NAVSTAR/GPS satellite navigation system, which enables an extremely accurate automatic navigation of the aircraft along the pre-programmed course, at given altitude and speed, including guidance to the point of departure of the photographing. The pressurised cabin permits to fly at high levels. The avionics includes fairly modern navigation and communication devices, an ADF automatic radio direction finder, DME distance measuring system, marker and ILS/GS instrument landing system, and a radio altimeter. The avionics and instrumentation enable all-weather operation and safe landing.
The Russian production run stopped in 1978 after, totally, 1100 aircraft of this type were produced (the Irkutsk factory manufactured 164 An-24Ts out of these within 1967 through 1971).
MiG-AT
In Russia, demand for replacement of a trainer airplane became more acute owing to the breakup of the Warsaw Pact and the Council for Mutual Economic Assistance. As the L-29 and L-39 airplanes and their spare parts were manufactured mainly in Czechoslovakia, they soon became difficult to obtain for the Russia's Air Force.
The MiG-AT trainer has a wing span of 10.16 meters, and its maximum take-off weight is 8,150 kg. The aircraft's range is up to 3,000 km., and the maneuvering air speed is 850 km/h. In addition to the primary trainer version, the MiG-AT family is designed for potential evolution into a combat trainer, a light single-seat tactical fighter, a naval combat trainer and a combat air patrol aircraft.
The developers of the MiG-AT airplane sought to fundamentally reduce the cost and time of training pilots, substantially improve flight safety and make air-
plane operation simple and easy. The MiG-AT can be used both for the first flight of a pilot cadet and the final training stages. When the aerodynamic configuration was considered by the experimental design bureau, an unswept wing version was chosen for its considerable advantages in total weight, effectiveness and flight safety. The MiG-AT design uses the classic configuration with a low unswept wing having a substantial dog tooth extension. The wing is provided with drooping ailerons and multiposition flaps and slats ensuring high lift qualities. An ordinary kinematics main landing gear retracts into a well provided in the wing.
The MiG-AT advanced trainer has been under development by MiG Corp. since the early 1990s. This aircraft is designed to provide basic, general and advanced levels of pilot training, allowing in-service flight crews to maintain their skills while also giving hands-on experience for day and night combat operations and in all-weather conditions.
The MiG-AT is being developed and manufactured in the framework of an international project that also involves French engine manufacturer Snecma, as well as France's Thales Avionics. Creating a truly international industry team with world-class partner companies increases the advanced trainer's prospects for export sales. Also involved in the MiG-AT program are leading Russian aviation companies and research centers, including GosNIIAS (responsible for integration of the avionics and development of software), the TsAGI Central Aerohydrodynamics Institute, (aerodynamic configuration development), MNPK Avionika (flight control system), Zvezda (K-93 ejection seat), and the Gromov Flight Test Institute (flight tests).
The MiG-AT trainer incorporates a number of new features. In particular, it marks the first time a Russian aircraft is equipped with a domestically built digital fly-by-wire flight control system1. Until now, all Russian fly-by-wire flight control systems have used analog computers, significantly limiting their / capacity and performance. The application of a digital fly-by-wire flight control system on the MiG-AT provides a very advanced platform for a weapons system of this category. The
MiG-AT's flight control system was developed by Moscow-based MNPK Avionika, and is one of the core elements of the new generation trainer aircraft's development effort. The flight control system is reprogrammable and can recreate handling qualities of a variety of aircraft types ~ from highly agile fighters to heavy transports. As a result, a single aircraft can be efficiently used for different categories of pilots, reducing training costs for both military and civil services. Another feature of the MiG-AT's flight control system is its flight envelope protection, which prevents the trainer from entering potentially dangerous maneuvers ~ thus increasing safety for new or inexperienced pilots.
The MiG-AT is the first aircraft equipped with the unique lightweight Zvezda K-93 ejection seat - an upgraded version of the internationally-known K-36 series of ejections seats. The K-93 seat is qualified for zero-zero and inverted flight ejections ~ with the inverted ejection capability effective from heights above 50 meters. Zvezda developed a minimal deployment time sequence for the seat, which includes ejection through the canopy. A pair of modular LARZAC 04R20 turbofans powers the MiG-AT. The engines deliver a thrust of 1,430 daN, and have been de-
signed and manufactured by France's Snecma. MiG-AT customers have the option of selecting either the Topflight avionics system from France's Thales Avionics or Russian-build equipment for use on the trainer. The aircraft's cockpit ergonomics2 meet the standards of next-generation fighter aircraft. Display systems in the cockpit use full color LCD (liquid crystal display) instruments. Flight controls were designed with the HOTAS concept (hands on throttle and stick) operating concept, ensuring increased capability and less workload for the pilot.
In early 2002 the Russian air force gave the Yak-130 the victory in the competition to equipment military aviation with new airplanes that can play the role of training and light combat aircraft. Its competitor, the MiG-AT, although it also would be supported by the air force, now can count on only foreign orders. Since December 2002 Air Force has been successfully testing certification tests of this trainer aircraft together with MiG Russian Aircraft Corporation on approved program. By October 2003 this program entered into final stage," - said Commander-in-chief of Russian Air Force. According to his words now "is tested aerodynamics, stability, flight control system, flight-technical and take off/landing characteristics of the trainer aircraft." Also is executed general program of testing onboard equipment for both Russian and export version of aircraft, said V.Mikhailov. "Already now we can say that
after certification tests MiG-AT will be evaluated as trainer aircraft for Russian Air Force training schools," - said he. By late 2003 neither the Russian nor the French militaries had the intention to buy the MiG-AT instructional airplane. So, the sample may safely go to the aviation museum where one of the MiG-29 shipborne planes is already exhibited.
AIRBUS A300-600 WIDE-BODIED LONG RANGE AIRLINER, EUROPE
The Airbus Industries A300-600 is a large capacity, wide-bodied medium and long range airliner. The aircraft is an advanced development of the original A300 B2/B4 series of aircraft first built in the 1970s and entered service in 1984. The current production A300-600R entered service in 1988. 592 A300 aircraft have been ordered and 546 delivered. The freighter version, the A300-600F, was delivered to Federal Express, the launch customer in 1994. Federal Express has a fleet of 48 A300-600F aircraft.
Airbus Industrie is a consortium formed by EADS and BAE Systems. EADS, the European Aeronautic Defence and Space Company, was formed by a merger[6] of Aerospatiale-Matra of France, Daimler-Chrysler Aerospace of Germany and CASA of Spain (former members of Airbus).
A key design feature is the exceptionally wide 5.64m (222in) diameter cross-section of the fuselage. The large cross-section gives passenger comfort and flexibility in cabin layout from six abreast to nine abreast seating. The A300-600 carries industry standard LD3 containers side by side in its holds.
The A300-600 provides reduced operating cost per seat, giving airlines a low risk and economically efficient introduction into the widebody airliner market. The A300-600 is also built in a freighter version and an all-passenger or all-cargo convertible version. A new A300-600F General Freighter variant has a loading system and sliding doors for handling large items of freight. The launch customer is Air Hong Kong, with an order for eight aircraft. The first was delivered in 2004.
The flight deck and the nose of the aircraft are manufactured by EADS France (formerly Aerospatiale Matra). EADS Germany (formerly DaimlerChrysler Aerospace Airbus), EADS Spain (formerly CASA), BAE SYSTEMS and Fokker manufacture large equipped sections of the aircraft, which are transported by a Beluga aircraft to the EADS France manufacturing facility at Toulouse for assembly. The assembled aircraft are flown to Hamburg for completion of the outfitting and then returned to Toulouse for final checking and for customer acceptance tests.
FLIGHT DECK
The flight deck accommodates a crew of two and there are also two observers' seats. The cockpit is fitted with liquid crystal displays and six cathode ray tube displays. The pilots' communications systems include HF and VHF communications, a selective calling system for use in a densely saturated communications environment, an interphone and passenger address system, a ground crew calling system and a cockpit voice recorder.
The front deck windscreens are fitted with an electrical heating anti-ice system and the deck side windows have an electrical demisting system.
AVIONICS AND FLIGHT SYSTEMS
The aircraft's radio navigation suite includes an automatic direction finder, two VHF omnidirectional [7]radio rangers, two instrument landing systems, two distance measuring equipment, marker beacon receivers and two radio altimeters. The aircraft is also equipped with a traffic alert and collision avoidance system and a ground proximity warning system.
The avionics suite includes two digital air data computers supplied by Honeywell, a digital automatic flight control system with dedicated dual flight control computers for the flight director and autopilot. An ARINC 717 data recorder is fitted with a digital flight data acquisition and recorder.
ENGINES
The aircraft has two turbofan engines mounted in underwing pods. The A300-600 engines are the Pratt & Whitney PW 4000, or the General Electric GE CF6-80C2A1 rated at 56,000 to 61,500lb slst.
The integrated wing tanks have a capacity of 62,000l of fuel. An additional fuel tank in the tail plane brings the total fuel capacity to 68,150l, and optional fuel cells in the cargo area can maximise the total fuel to 73,000l.
LANDING GEAR
The A300-600 has hydraulically controlled retractable tricycle type landing gear designed by Messier-Bugatti. The main landing gear units retract inward into the fuselage and the nose unit retracts forward. The mainwheels are fitted with skid protected hydraulic disc brakes. A standby braking system is powered by a separate set of hydraulics.
FUSELAGE
The main cabin is configured in a twin-aisle layout with 6,7,8 or 9 abreast[8] seating arrangements. There are six main cabin passenger doors, with two outward parallel opening, plug type passenger doors on each side of the aircraft forward of the wing and one on each side at the rear of the fuselage.
A Honeywell auxiliary power unit, type 331-250F is installed in the tailcone with an integrated fire protection system. The APU provides bleed air to the pneumatic system, for the main engine start and for the aircraft's air conditioning system. The APU also drives an auxiliary generator for ground operations and in flight power.
A300-600 FREIGHTER
The freighter version, the A300-600F has a reinforced cabin floor and the aircraft can carry a maximum payload of 54,750kg and the range with the maximum payload is 4,850km. A large cargo door has been installed on the main cabin port side. Federal Express and CityBird of Belgium were the first two customers for the A300-600 Freighter aircraft
[1] propfan – тяговый вентилятор
[2] dropping сбрасывание
[3] digital complex of onboard – цифровой комплекс бортового оборудования
[4] around- the-clock – круглосуточно (ый)
1 interceptor - интерцептор
2 blunt - тупой
3 dorsal - задний
4 interceptor-fighter – истребитель-перехватчик
1 upgraded - модернизированный
1 mid-haul – транспортировка средней дальности
2 bypass ratio – степень двухконтурности
3 turnover – оборот, круговорот
1 caterpillar – гусеница, гусеничная цепь
2 jammer a/c – станция радиопомех
1 recoupment - возмещение
2 saturate - насыщать
3 recoup - покупать
4 outboard pylons – наружные (внешние) пилоны
1 digital map generator – цифровой генератор карты
2 display and sight helmet – шлем с прицелом и дисплеем
3 debrief – производить опрос
1 sub-assembly – узловая сборка
2 of glue-and-welded – сварные панели
3 nacelles – кожух, гондола
1 fly-by-wire flight control system – электродистанционная система управления полетом
2 ergonomics – эргономика кабины соответствует (отвечает) требованиям, предъявляемым к истребителям
следующего поколения
[6] Merger - слияние , соединение
[7] Omnidirectional - всенаправленный
[8] Abreast - в ряд , на одной линии