gallery of Mig-29KUB flight

http://www.bharat-rakshak.com/NAVY/Galleries/main.php?g2_itemId=2482

Scooter, mig29K and su30mki are spoken for and definitely not the platform
being talked of. I dont know of any other 4th gen fighter in Ru inventory to
put new lipstick on.

so it has to be a totally new design which doesnt exist today.

some excerpts from excerpts of yefim gordon book on Mig29 posted by “Pit” on BR: looks like Russia has taken serious steps to improve the MTBF,
prolong the service life and the new complex of warehouses & service
centers run by Rosboronexport to look after all types of Ru gear.

I gotta admit this looks a better package than the Mirage-2000-5 , esp if
a EL-2052 radar can be stuffed in a few years on 😀

—-start—–
The two-seat MiG-29KUB can be used for proficiency training and conversion training for the single-seat MiG-29K. Also, workload distribution between the crewmem-bers during a combat sortie (the back-seater searches for the targets and selects the weapons) enhances the two-seat fighter’s efficiency in both air-to-air and air-to-surface PAZ-1MK was developed by NPP Zvezda specially for the Indian naval versions as a derivative of the well-known UPAZ-1 HDU used by the IL-78 tanker and Russian tactical aircraft; its overall length has been reduced to about 3 m (9 ft 10 in), allowing centreline carriage by aircraft fitted with arrester hooks.
As compared to its Fulcrum-D namesake, the MiG-29K (izdeliye 9.41) has an avionics fit which is at least 80% new and has considerable commonality with the production-standard MiG-29SMT (izdeliye 9.1Cool developed both for the home market and for export. In accordance with the Indian Navy’s wishes the MiG-29K/KUB will feature some avionics items of Indian and French origin.

The PrNK-29K and PrNK-29KUB navigation/ attack suites developed for the MiG-29K and MiG-29KUB respectively permit navigation and engagement of aerial and ground/surface targets throughout the aircraft’s designated combat envelope, singly or as part of a group, regardless of whether the fighter operates from the carrier or from a shore base. Both versions of the suite have been developed by the RPKB Federal Research & Production Centre which is conjunction with the IDK-42 built-in test equipment system (informatsionno-diagnos-tlcheskiy kompleks).

Like the ‘landlubber’ MiG-29M, the MIG-29K and MiG-29KUB have traded the forward air intake blocker doors and spring-loaded dorsal doors for FOD prevention grilles further down*stream. This frees up internal space inside the LERXes, allowing it to be used for additional fuel.
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Because the MiG-29K/KUB will operate in a salty oceanic environment, special corrosion protection measures for the airframe, avionics/ equipment and the engines will be implemented, utilising the latest know-how of the Russian research establishments and industry. Radar-absorbing material (RAM) coatings will reduce the fighter’s RCS by a factor of 4 to 5 as compared to the standard MiG-29.

Changes have been made to the powerplant as well. The Indian Navy versions will be powered by the new RD-33MK afterburning turbofan developed by NPO Klimov in St. Petersburg. The RD-33MK, which is due to enter production at the Moscow Machinery Enterprise named after V. V. Chernyshov, is a derivative of the production RD-33 Srs 3 which has been powering the MIG-29SE and the MiG-29SMT since 1995. It incorporates changes based on the experience gained with the RD-33K engine that powered the original MiG-29K and the MiG-29M; apart from the addition of full authority digital engine control (FADEC), the RD-33MK features revisions to the low-pressure and high-pressure compressors, the combustion chamber and the HP and LP turbines. This increased the mass flow by 6.5% and the turbine temperature by 40°K. The overall effect of these changes was to increase the thrust in full afterburner by 8% to 9,000 kgp (19,840 Ibst) and at full military power by 1% to 5,400 kgp (11,905 Ibst). The use ol a so-called smokeless combustion chamber has helped to address a perennial problem – the RD-33’s high smoke signature which can be seen for miles, ruining stealth. Also, while retaining the 1,000-hour TBO of the RD-33 Srs 3, the RD-33MK has had the designated service life doubled (to 4,000 hours).

…..
NPO Klimov has also developed the all-new KSA-33M accessory gearbox specially for the MiG-29K {izdeliye 9.41) and the MiG-29KUB (izdeliye 9.47). As distinct from the KSA-2 and KSA-3 accessory gearboxes fitted to earlier versions of the Fulcrum, the KSA-33M consists of two independent sections powered by the respective engines, each section driving its own set of generators and hydraulic and fuel pumps and carrying its own APU (jet fuel starter). This significantly enhances reliability and operating efficiency in extreme climates, allowing the advantages of the twin-engine layout to be used to the full.

The VK-100 APU (another NPO Klimov product) used on the MiG-29K and MiG-29KUB is also new; it is a derivative of the well-known GTDE-117 and offers more shaft horsepower. Unlike previous versions of the MiG-29, the APU exhausts are located dorsally to reduce the fire hazard during carrier operations and enable the carriage of a new enlarged centreline drop tank. (In contrast, on all previous versions of the fighter with a ventral APU exhaust port the PTB-1250 centreline drop tank incorporates a straight-through duct for the APU exhaust.)
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The internal fuel capacity of the MiG-29K (izdeliye 9.41) is more than 50% greater than the basic MiG-29’s and more than 16% greater than that of the original MiG-29K (izdeliye 9.31). The increase is due to the provision of additional fuselage tanks (including a 500-litre (110 Imp gal) tank in the fuselage spine and smaller tanks in the LERXes) and the installation of a 630-litre (138.6 Imp gal) auxiliary tank occupying the rear cockpit; this latter tank is omitted on the MiG-29KUB. Additionally, the capacity of the centreline drop tank has been increased from 1,250 litres (275 Imp gal) to 2,150 litres {473 Imp gal) and the number of underwing drop tanks holding 1,150 litres (253 Imp gal) each has been increased from two to four.

As already mentioned, the MiG-29K (izdeliye 9.41) and the MiG-29KUB {izdeliye 9.47) have IFR capability. The fully retractable IFR probe is tipped with a versatile adapter which is compatible with both Russian and Western refuelling drogues. Fitting four underwing drop tanks and a PAZ-1MK hose drum unit turns the MiG-29K/KUB into a ‘buddy’ refuelling tanker able to refuel other shipboard fighters

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The pilots sit on Zvezda K-36D-3.5 zero-zero ejection seats. This is an improved version of the famous K-36DM seat fitted to most of Russia’s production fourth-generation combat aircraft; it offers a G load during ejection limited to 3.5 and thus reduces the risk of spinal injuries without compromising safety. MNPK Avionika has developed the BLP-3.5-2 ejection sequencing module (blok logiki avaneynovo pokidaniya) specially for the MiG-29KUB; this module precludes ejection seat collision during a simultaneous ejection from an aircraft whose cockpits are enclosed by a common canopy.
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The wings of the MiG-29K (izdeliye 9.41) and the M1G-29KUB (izdeliye 9.47) are broadly similar to those of the Fulcrum-D as regards planform, span, airfoils, the wing folding mechanism, the configuration of the integral fuel tanks and the number of external stores hardpoints. The main differences lie in the trailing-edge flaps, the leading-edge flaps and the installation of additional vortex flaps on the LERXes in line with the leading edge.

The double-slotted TE flaps of the MiG-29K/ MiG-KUB feature increased chord and area, protruding beyond the trailing edge when retracted. The simple LE flaps are replaced by double-hinged ones and their maximum deflection is increased from 20″ to 30°; the LE flaps are now continuously controlled by the aircraft’s flight control system, deploying automatically to the required angle in concert with the ailerons and stabilators in accordance with the current AOA and Mach number. The vortex flaps are strictly landing devices; on take*off and in cruise mode they are retracted flush with the underside of the LERXes. As they deploy during landing approach, they generate additional vortices which enhance wing lift and reduce dangerous fore-and-aft oscillations. The changes to the high-lift devices are meant to improve the MiG-29K/KUB’s manoeuvrability and enhance flight safety during the approach and landing phase at airspeeds of 250-260 km/h (155-161 mph).
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MNPK Avionika and the Elara JSC are jointly developing a new quadruplex digital fly-by-wire control system designated KSU-941 (kompleks-naya sistema oopravlaniya – integrated control system for izdeiiye 9.41) for the MiG-29K/KUB; its introduction will give a major improvement of flight safety. The KSU-941 is a derivative of the fly-by-wire control system developed for the MiG-AT advanced trainer; it enables manual control or automatic control (using inputs from the AFCS) in all three channels.
Speaking of the automatic flight control system, its electronic component is built around the BARK digital data-processing suite which controls the engine starting procedure, controls the engines and engine air intakes throughout the flight envelope and monitors the engine parameters. The BARK suite operates in responsible for the systems integration of the ‘Indian’ naval versions.
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he avionics have an open (modular) architecture based on the MIL-STD-1553B digital databus and are sourced from several nations. The suite is built around a digital data processing system which, like the three principal targeting systems – the Zhuk-ME radar, the IRST/LR and the system downloading target information to the passive seeker heads of the anti-radiation missiles – is Russian-made. On the other hand, the customer may specify the French-made Thales Topsight helmet-mounted sight (the model is available on export Dassault Mirage 2000-5 fighters). Another French component is the INS which includes the Sagem Sigma-95 satellite navigation module; this system is also fitted to the Su-30MKI and the export version of the MiG-29SMT.

Izdeliye 9.1Cool.

Avionics components of Indian origin include:

• two short-range radio navigation systems (for tactical area navigation and approach/ landing) manufactured under licence from Thales;
• the radio altimeter;
• a UHF radio (these two items are also fitted to the Indian Air Force’s Su-30MKIs);
• an ELINT set developed jointly with Russian avionics houses;
• an active ECM pod carried on the No.8 hardpoint under the starboard wing.

The other two communications radios fitted to the MiG-29K (the No.2 UHF radio and the VHF radio used for long-range communications) are manufactured in Russia. The MiG-29K/KUB will feature a secure data link system enabling concerted action by a group of fighters. Due to the importance and complexity of the missions which the fighter will have to fulfil, the data link system will have set channels with a high data transmission rate making use of the latest type of interface – a new feature for a Russian aircraft.

The IRST/LR fitted to the MJG-29K (izdeliye 9.41) and the MiG-29KUB (izdeliye 9.47) will incorporate measures increasing its reliability. The Russian-made IRCM system comprises two 16-round flare dispensers located on the sides of the engine nacelles below the fins and firing downwards. The calibre of the flares has been increased from 26 mm (VAa in) as used on previous MiG-29 versions to 50 mm (1% in); this increases their burn time and heat signature, thus offering greater protection against heat-seeking missiles.

The MiG-29K/KUB’s data presentation system was developed by RPKB to meet Indian specifications. It comprises a ShKAl wide-angle monochrome HUD and three (or, on the MiG-29KUB, seven) MFI-10-7 high-performance liquid-crystal multi-function displays framed by function keys. The MFI 10-7 (mnogofoonktsio-nahl’nyy indikahtor- MFD; 10-7 means ‘ten-inch screen, Version 7’) is a brand-new model and Russia has not offered anything like it for export before. The 6 x 8″ (152 x 203 mm) display has a resolution of 1,024 x 768 pixels, reproducing all kinds of graphics with fidelity. Thus, in addition to the primary flight instrument mode the MFI 10-7 can display a digital terrain map and tactical situation data (information about aerial and ground/surface targets), singly or in overlay mode, and other important information, allowing the pilot to maintain situational awareness and use his weapons effectively. Importantly, the data display area in the cockpit of the MiG-29K {izdeliye 9.41) is greater than on any other Russian single-seat combat aircraft.

The new ShKAl head-up display (shee-roko’ugol’nyy kollimahtornyy aviatsionnyy indi-kahtor – wide-angle collimator display for aircraft) fitted to the MiG-29K/KUB offers high performance; among other things, the field of view is 26° versus 18° on earlier MiG-29 versions. This allows the pilot to keep an eye on a much wider sector of airspace and use his weapons effectively in that sector; as a result, the fighter’s combat efficiency is greatly increased (especially in a dogfight). Another advantage offered by the ShKAl is that its cathode-ray tube generates an image six times brighter than the CRTs of the HUDs used on earlier MiG-29 versions.

For the first time in Russian practice the ShKAl is built integrally with the control panel which is now located top centre on the instru*ment panel (directly below the HUD’s optical module). A new CRT with a special coating was developed for the HUD by the research institute in Fryazino, Moscow Region; the wide-angle optical components were created in Sergiyev Posad (also in the Moscow Region), while RPKB supplied the electronic part of the unit. Interestingly, all of the HUD’s components are housed in a single body (unlike earlier models where some of the auxiliary units were located remotely); this saves space and cuts weight. A prime example is the control panel which used to be located on one of the side consoles; placing it on the HUD itself makes operating the HUD a lot easier. The MiG-29KUB has a second HUD control panel in the rear cockpit.

In accordance with the customer’s demands the MiG-29K/KUB will feature a helmet-mounted sight showing flight and target information on a minute screen right in front of the pilot’s eyes. This obviates the need to look at the instrument panel during a dogfight when concentration is vital, allowing the pilot to keep his eyes glued to the adversary aircraft.

Thus to all intents and purposes the MiG-29K and MiG-29KUB have a ‘glass cockpit’ without back-up electromechanical instruments -except one which HAL manufactures under British licence and will install in situ. This is a navigation instrument that will allow the pilot to bring the aircraft home in the unlikely event of a total avionics failure.

The Zhuk-ME fire control radar developed by the Fazotron-NIIR corporation is the primary targeting system of the MiG-29K (izdeliye 9.41) and the MiG-29KUB (izdeliye 9.47). Since 2004 this radar is available for export (if installed on the MiG-29SMT multi-role fighter).

One of the principal new features implemented on the ‘Indian’ shipboard versions is the increased-capacity databuses linking the aircraft’s avionics. The aircraft’s ‘nervous system’ comprises four multiplex databuses, which considerably speeds up communication between the miscellaneous electronic systems and increases its reliability; no previous Russian fighter could boast a similar system. The more efficient data exchange system facilitates the integration of add-ons, should the need arise -as is the case with other Russian ‘Generation 4+’ fighters featuring an open avionics architecture; the additional avionics can be connected to any of the four databuses, which creates numerous upgrade possibilities. For the first time on a Russian aircraft, the data transmission rate conforms to the toughest existing standard (fibre channel). Actually copper wires are still used as of now, but fibre-optic cables will be incorporated later on.
……..
As compared to existing MiG-29 variants the Indian Navy versions will have a longer designated service life and lower operating costs (due to being operated on a ‘technical condition’ basis with no rigidly set overhaul intervals). The service life of the MiG-29K/KUB is set at 4.000 hours and 40 years; in contrast, existing Fulcrums have a 2,500-hour service life and last 20 years. All maintenance and repair is to be performed in situ (the fighters will not have to go to Russia for refurbishment). The maintenance plan during operation on a ‘technical condition’ basis includes scheduled maintenance every 300 flight hours and technical condition checks every 1,000 hours or every ten years; in other words, the MiG-29K/KUB will have only three major checks during its lifetime. In contrast, the planned preventive maintenance system currently in force for the Fulcrum family prescribes routine maintenance every 100 flight hours (or every 12 months, whichever comes first), heavy maintenance every 200 hours (or 24 months) and refurbishment at an aircraft overhaul plant every 800 and 1,500 hours (9 and 17 years respectively). A switch to the technical condition’ maintenance system cuts operating costs per flight hour by nearly 40%.

A special warehouse for spares stocking is to be built in India for supporting MiG-29K/KUB operations. This will reduce spares delivery time to the units to a maximum of 72 hours, ensuring a fleet serviceability rate of 80-90%.

its good the plane has some basic design done – we all know it has to roughly conform with JSF guidelines & performanc to be a export competitor from Ru pov. basic design has never been India’s problem, its the complex systems integration, material science, engines, sensors where we need a boost. left to themselves, ADA would probably have kicked around 3 concepts and wasted 3 more years.

time to stop the science fetish and do real grease-under-fingrnails engineering.

from another newspaper:

The two countries will also sign a contract to jointly develop and produce a multi-purpose medium-haul transport aircraft this week. “I hope we will sign a corresponding document within two days,” said Ivanov.

France is getting a billion dollar deal to upg the M2K-H to 2000-5 std and chances are of buying more the Qatari mirages via dassault as well. Snecma will also be handsomely reimbursed for their effort including stay at Leela palace 7* hotel in bangalore 😀

meantime, looks like India will buy into the sukhoi JSFski project. it is basically
the MCA project by another name. from slides we saw it will closely try to
match the JSF using internal bay and a single big motor evolved from AL-41.
Dimitri ivanov the defence minister said in bangalore yesterday that Sukhoi
will be lead agency on Ru side and that it had been working for 3 yrs on
the concept.

Cold war allies to let loose killer in the sky

K Raghu

Bangalore, January 22, 2007

Cold war allies India and Russia will each invest at least Rs 5,000 crore to jointly design and build an advanced military jet to rival the F-35 joint strike fighter being developed by the United states and Britain.

India and Russian governments are likely to sign an agreement to seal the project during the January 25-26 visit by Russian President Vladimir Putin to India, according to sources familiar with the proposed deal. This will be the first time India will partner another country on an aviation project of this scale.

New Delhi and Moscow are aiming for the fighter’s first flight by 2015. After certification by both sides, the aircraft will be produced for the Russian and Indian air forces.

“We have not yet decided on who will partner with the Russian company. It could be either the Hindustan Aeronautics Ltd, Defence Research and Development Organisation or the Indian Air Force or a combination of these,” said one person close to the Indian side of the decision-making process, who refused to be identified because of the classified nature of the deal.

A defence ministry spokesman, Sitanshu Kar, declined to confirm an agreement was imminent, but said the Russian defence officials were in India to discuss the “craft”.

The so-called fifth-generation fighter’s capabilities will include advanced aviation electronics, or avionics, to provide the pilot a detailed three-dimensional picture of the battlefield and improved “stealth” capability to evade radars.

The most advanced aircraft in the Indian Air Force at present is the Sukhoi-30 MkI, a fourth generation fighter, designed by Russia.

The American F-22 Raptor and F-35 JSF Lightning are the only fifth generation fighters in the world today.

Russia’s United Aircraft Building Corporation, a new umbrella organisation that has aircraft manufacturers like MiG, Sukhoi, Illyushin and Tupolev under it, is likely to partner the Indians. Sukhoi Design Bureau, the makers of Sukhoi 30, has been working on the design of the fifth generation fighter for over five years.

JDW:
MBDA wins contract to provide Mistrals for India’s Dhruv
India’s Hindustan Aeronautics Ltd (HAL) has contracted MBDA to supply the Air-To-Air Mistral (ATAM) missile system for a new combat version of HAL’s Dhruv light…:diablo:
19-Jan-2007

http://www.flightglobal.com/articles/2007/01/23/211661/india-closes-on-mta.html

India closes on MTA
By Siva Govindasamy

India and Russia could sign a deal to launch the development of a 60t multirole transport aircraft (MTA) during Russian president Vladimir Putin’s visit to New Delhi from 24 January. State-owned Hindustan Aeronautics (HAL) is to hold a 50% stake in the proposed $700 million joint venture, with the rest to be divided between Russia’s Ilyushin and Irkut, say industry sources.

Revealed in 2001, the MTA is viewed as a replacement for the Indian air force’s Antonov An-32s, with the backing companies projecting a market to produce at least 200 aircraft for the partner nations. The joint venture could start detailed work on the aircraft by year-end, leading to first flight by 2012, says an industry source.

Representatives from Ilyushin and Irkut visited India last year to discuss workshare and design issues. HAL is likely to design the front fuselage and wing and the Russian companies the rear and centre fuselage. HAL could also help in developing the avionics. Engines could be supplied by Pratt & Whitney or Russian manufacturers.
……

defence industry daily:

By January 2007, Kommersant reports that Moscow-based Chernyshev Machine-building plant will supply 20 of the new 18,000 lb/ 8300 kg thrust RD-33 jet engines for trials at a cost of about $25 million. Under a deal with Rosoboronexport, Hindustan Aeronautics Ltd (HAL) will then manufacture 120 RD-33 series 3 extended life cycle jet engines under the $250 million license deal from St. Petersburg-based Klimov at its Koraput plant

Both Chernyshev and Klimow are part of RAC-MiG corporation, for those interested in Russia’s complex defense industry corporate structure.

The Times of India points out that this deal will also help India master the assembly of the related RD-33MK Sea Wasp engines for its MiG-29K naval fighters, as well as expertise that would strengthen maintenance capabilities for any MiG-35 fighters purchased (they use full-aspect thrust vectoring RD-133 engines).