NPO “Saturn” a list of critical technologies for the competitiveness of enterprises in the future
Austin, that ‘critical technologies’ list is a tad misleading regarding the PAK-FA stage 2 engine. Although NPO Saturn has the status of ‘Chief Integrator’ of the engine’s components (developed by several firms), it’s particular, in-house developed contribution is confirmed thus far as the HP compressor and HP turbine (though there will be several other components co-developed with other concerns).
In an interview given in April, Yuri Shmotin states:
“From 2006 to the present, the design bureau [NPO Saturn] has made significant technological advances as regards the PAK-FA stage 2 engine. This has allowed an agreement to be reached this year with [ODK’s] military engine management division, that [NPO] Saturn will be responsible for the high-pressure compressor and high pressure turbine. These stages are actually the ‘heart’ of an aircraft engine. Achieving such a solution is thanks to the fact that we’ve already created demonstrator engine components that fully meet the stated specifications. We have experimentally verified them…”
The production facility (UMPO) has already exhibited NPO Saturn’s intermetallic compound (Ti & Al) HP compressor blades @ a recent expo:
http://www.umpo.ru/News118_743.aspx
Interestingly, the list is the second time this phrase has been stated (the first was from Yurii Shmotin himself):
Composite materials consisting of a polymer matrix for the cold section of the engine (композиционные материалы на полимерной матрице для холодной части двигателя).
A phrase distinct from: Fan’s [polymer] composite nacelle/shroud (композитные корпуса вентилятора). As used to describe the parts for the PD-14 (and PS-90A2):
http://www.avid.ru/perspective-development/pd/
Which can only mean one thing for the engine’s cold section (для холодной части двигателя). Incidentally, the very technology primarily & specifically developed by OAO NIAT (ОАО НИАТ) for their PCM fan blade in 2009- namely the manufacturing method of 3D multiplanar shell fabric (способа изготовления трехмерных многоплоскостных оболочек из ткани) is used by several Russian aero-composites manufacturers, including ONPP’ Technologiya’ on the MS-21:
ФГУП “ОНПП “Технология” приступило к отработке технологий высоконагруженных деталей из углепластика хвостового оперения пассажирского самолета МС-21. Введенный в эксплуатацию новый участок формования с крупногабаритным газовым автоклавом позволяет вести автоматизированное формование длинномерных высококачественных панелей и лонжеронов из углепластика без механических стыков длиной до 12,5 и шириной до 5,5 м для крыла и хвостового оперения самолета. Совместно с ОАО “НИАТ” проводятся научно-исследовательские работы для создания перспективного задела по соединениям в этих конструкциях.
ONPP’ Technologiya’ has begun to develop technologies for the heavily loaded parts of the carbon fibre tail of the MS-21 passenger airliner. A new piece of moulding tooling has been commissioned with a large gas autoclave that allows automated moulding of long, high quality panels and the spars from CFRP without mechanical joins of up to 12.5m in length and a width of 5.5m for the wings and tail of the plane. Together with OAO “NIAT” research was conducted to create the future groundwork for compounds in these structures.
http://portalnano.ru/read/iInfrastructure/russia/nns/technologiya/new_tech_for_aerospace
it is lighter but can flight to greater distances. But the most important about T-50 is its equipment,
Hmm, actually the most important new should be that is lighter, how lighter? I dont know.
It will be significantly lighter. For starters the engine is using all-new generation light-weight/high strength materials compared to the F119, and hence will deliver a higher T/Wr. Also the T-50’s structural component RAM (de facto RAS) with broad X-band (8-12GHz) amounts to under 4.5kg per m^2 (for > -30dB absorption). The F-22’s post production, glued-on RAM and paints will probably weigh more than twice that figure per comparable treated area.
It also has a smaller frontal cross section area. Combine that with the VG inlets and the PAK-FA has definitely made more design compromises with the aim of high-speed flight than the F-22.
Compromises in this case being:
Frontal CSA – less internal volume (less fuel or weapons)
VG inlets – more weight, more actuators (reliability), more complexity to VLO treatment
Valid points but need to be reconciled with the fact that ginormous S-ducks not only add weight but result in a less aerodynamically efficient frontal area Cd.
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