You are again quoting me. 😀

The UEC figures haven’t been updated. The weight of the baseline RD-33 is 1055kg.

You quoted figure of 1,055Kg from the Klimov website which they had given for their RD-33 family and not specifically to the variant.
Now just a simple request…. find me the dry engine weight of RD-33MK that was specifically given by Klimov in their website below. There are only two links which are very clear. Quote the figures provided by Klimov for RD-33MK.

JSC Klimov
RD-33 family
RD-33MK

Now, this is the link for RD-33MK at UEC website

United engine corporation
RD-33MK
RD-33
RD-93

Correct.

Wrong!
I’m sure it will be hard for you to admit anything and will continue with your trolling….

———–

For anyone interested, the links are above to check for the dry engine weight of RD-33MK. Also, take note of this quote w.r.t to RD-33MK

RD-33MK is the first product of major modifications of the basic engine. Its horsepower is 7% higher due to the use of cooled blades made of modern materials including composites.

2 pages of nothing but transport and cargo plane talk booring, what is much more interesting is as this year wraps up hopefully the production totals for airframes
build in 2013 will become available for Su35,Su34,Su30SM,Su30M2,Mig29K,Ka52 and Mi28N and if they have met their planned production totals for this year.
Still no news on Su35 deliveries, this is getting ridiculous I have not seen a single picture of 2013 year production Su35,did KNAAZ manufacture 12 Su35 this year as they planned?

All the Indian related stuff should be discussed in Indian News thread but it always ends up here again?

Yup sorry for popping up that again. But this time I have given it a full stop and I stopped reading after seeing comments that allmost everything related to the IL-76 design is gutter, which even the major design bureaus like Boeing, Airbus etc have never ever ventured out to say. When you see such authoritative statement, you pretty much understand that there is absolutely no scope and space for discussion. Its like trying to interact with a per-recorded radio broadcast.

But two fact are there to remain (contrary to anyone else dislike for IL-76 family and my own displeasure on selecting a Ukranian product by sidelining a similar Russian option in the form of Tu-330), ie.

IL-76MD-90A is going to do business in the future and the orders will grown from the initial 39 aircraft. Its going to be produced in 100s and will replace the current IL-76/78 and other related systems based on the aircraft. No ones strong dislike for the family is going to matter and is never going to hinder its progress!
An-70 has been ordered and current order stands at 60 and my displeasure means nothing on the matter. But what can happen is the order getting trimmed in the future, which again can possibly do good for the Russian home products.

Good looking bird.

Thx for the pics!

You are welcome, but any reason why you edited and cropped your earlier reply to the above? 😉

I forgot to post this along with my earlier post, so posting it now on the ejection system for light aircrafts.

http://www.aafo.com/racing/tech/seats/part2c.htm

The Pilot Escape System or PES

Star Aerospace, LLC. is designing a new technology Unlimited racer. The project sponsor has required an ejection system be installed. The system must provide a means to save the pilot from the majority of foreseeable accidents at a reasonable cost and weight. The system also has to be small enough for two to fit in a 3,500 lb. racer. Based on these requirements, we have decided on a custom application of the SKS-94. Originally produced by Zvesda in Russia, the system is now imported to a US manufacturer and fitted with American pyrotechnics. FAA certification of the charges and the chute pack is close to ten years, allowing virtually zero maintenance.

Designed for light aerobatic aircraft, the PES is not really a cut down ejection seat. It is more of an assembly of only the technologies needed for low to mid altitude subsonic ejection, with each part sized to create an effective and light weight package. Although the PES is a different type of system than a full ejection seat, it may be useful for comparison to look at what parts of a full military fighter seat we are leaving behind:

* Canopy jettison: Thick, bullet resistant canopies are the norm in military aircraft, and must be jettisoned or fractured with charges before ejection. Most air racers use a separate windshield for bird strike protection and a thin overhead canopy to save weight. This allows a PES to punch right through the canopy without external charges. This can save a precious quarter to half a second of ejection time as well as prevent any canopy to seat conflicts.

* Sequencing: Many military aircraft are multiple seat and require ejections to proceed in a specific order and with a delay between ejections to prevent seat vs. seat and seat vs. canopy impacts. Air racers are single seat and need no such delays. In the case of a two seat racer, like ours, divergent ejection paths can allow simultaneous ejection with zero delay.

* Survival pack: Military pilots eject in harsh and remote environments, so the seat must carry a survival pack and survival equipment on the pilot. This ranges in weight from 15 to 50 lb. and adds to the weight the seat must eject and the parachute has to handle. Air racing needs none of this.

* Seat rockets: Needed for zero altitude, zero airspeed ejection. Important in STOVL aircraft to get away from an engine failure in low altitude hover, its utility to an air racer is limited. Almost all escape decision points in air racers have historically occurred with significant forward airspeed and 50 feet of altitude.

* Emergency oxygen: Needed for high altitude ejection to keep the pilot alive above the breathable atmosphere. Air racing emergencies virtually all occur at low altitude and even Bob Hannah’s 10+ G loss-of-trim-tab excursion didn’t put Voodoo high enough to need oxygen if he had bailed out.

* Pilot protection and restraint: At dynamic pressures above 400 KEAS (500 mph at Reno) and high Mach, the aerodynamic loads require a pilot’s body to be shielded and restrained while the seat decelerates to maximum parachute speed. Air racers are limited by propellers to low enough dynamic pressures for pilots to survive without shielding.

* Aerodynamic stabilizers: Likewise, high speed ejection requires the seat be aerodynamically stable as the rockets fly the seat to a higher altitude. Stabilizing booms extend from supersonic rated seats to align the seat straight and level. Below 300 KEAS, this is not necessary.

* Electronics: Needed to sense speed, altitude, Mach number; sequence the canopy and select a host of functions to keep the pilot alive. Multiple seat fighters also have to sequence which seat goes first and when so that one ejection does not hinder the other. The wider the ejection envelope, the more functions the seat has to select at the proper time and in the proper order. With a limited escape window and divergent paths for multiple seats, a PES for air racers can be made simpler and cheaper.

Pictured below is a “live fire” test of the SKS-94 from a modified Su-31. The extension boom and the clearance it provides from the tail section are clearly illustrated. The ejecting pilot is being pulled up and back on his parachute with an actual gain in altitude. Excess gas pressure from the extending boom can be seem venting above the rear pilot’s head. It is remarkable that the technology allows the aircraft to keep flying; the seat and pilot were prevented from striking the airframe during and after ejection. Although this test was performed under straight and level conditions, it illustrates some of the potential for air racing, aerobatic, and agricultural aircraft.

For initial tests, the canopies were removed. The test pictured used a real test pilot, illustrating the confidence that Zvesda personnel have in their systems! At less than 24″ wide, the seat system is quite compact and can be fitted to even the tight confines of an aerobatic aircraft. At less than 50 lb., the weight impact is within the practical envelope for small air racers, as well as aerobatic and agricultural aircraft. For an Unlimited, it’s a non issue. For through the canopy ejection, canopy breakers are added to the top of the seat.

Star Aerospace LLC used to be the importer of the Russian light ejection system and the above article is from 2001. Their website (http://www.staraerospace.com) is not available now and is for sale and probably the company itself does not exist now. But that does not mean these ejection seats are not serving and is probably being used under different names. If anyone get the new address for the company or links for the local importers or manufacturers of this system, please do post it.

Now, after 23 years, Martin Baker is in the process of bringing a comparable ejection system but weighs 36Kg compared to the 28.5Kg that SKS-94 system weighs in its heaviest variant. No more details or specification are provided in their site.

Mk17 Ultra Lightweight Escape System

The Martin-Baker Mk 17 ejection seat is ultra-lightweight, compact and very simple in design and operation, specifically developed for basic and primary trainer aircraft where seat weight and size are critically important. Life cycle cost considerations are also a primary design driver, resulting in a seat design with only 50% the pyrotechnic device count of other modern ejection seats and minimal maintenance overhead.

The seat will provide safe escape capability for aircraft speeds in the range 60 knots (at ground level, on the runway) to 300 knots calibrated airspeed (KCAS) and pressure altitudes in the range sea level to 25,000 ft. Capable of providing safe escape for aircrew in the weight range 103 to 245 lbs (47 to 111 kg) nude, the Mk17 escape system will proved safe means of escape from a basic training aircraft, a feature which hitherto has been unavailable.

Other benefits include: low life cycle costs, half the pyrotechnic cartridges required for Mk16, no under seat rocket motor and minimal maintenance overhead.

SKS-94 (introduced – 1990)
(currently have these figures for ejection for air-racers and the zero speed ejection might be incorporated for the services aircraft if need be)

Altitude/Speed (min) m/kmph – 7/60
Altitude/Speed (max) m/kmph – 7,000/400

MK-17
Altitude/Speed (min) m/Kmph – 0/111
Altitude/Speed (max) m/kmph – 7,353/555

Also, found this while searching for something else.
КC-129 unified bottle-free oxygen system with БКДУ-130 onboard oxygen-generation system

The mass of the production-run oxygen system with the bottles completed for the Su-30 aircraft is about 90 kg and the mass of the KC-129 oxygen system with the БКДУ-130 onboard oxygen generation system does not exceed 32 kg. The KC-129 oxygen system is used at the altitudes up to 20 km.

The KC-129 oxygen system with the БКДУ-130 onboard oxygen generation system:

passed through the State ground tests (Act No. 5/703109-029ВП of 19.02.2004);
passed through preliminary flight tests in complete with the MiG-29M2 aircraft ( Act No. 8311-20-10 of 15.12.2004);

passed through preliminary flight tests in complete with Su-35UB aircraft (Act No. Су35УБ-1-05ОИВС-С of 03.03.2005);

worked for more than 1500 hours during the bench life tests, over 120 test flights and trial operation in complete with the MiG-29M2 aircraft;

successfully passed through the State flight tests, which were run on the Air Force decision, in complete with the MiG-29M2 aircraft (Act No. 29/705109-062);

accepted by FSUE “RAC MiG” for application in the MiG-29K and MiG-29KUB (for the Indian Air Force);

accepted by JSC “OKB Sukhoy” and JSC (KnAAPO” to be used in the Su-35 aircraft;
recommended by the AF Armament Chief for application in the Su-27 and MiG-29 aircraft.

So MiG-29K/KUB is/was the first aircraft in Indian service to have an onboard oxygen generating system. Above does not specifically mention MiG-29UPG, but it would be the second one and Su-30MKI might get it during the Super-30 upgrade.

It won’t sound like overkill if an American diplomat is picked up, arrested, taken to Tihar jail, strip searched and cavity searched and then dumped into a prison along with the rest of common criminals for something like not paying the Indian gardener the US wages when he works in the US Embassy, which is US territory.

If this is the behaviour meted out to a mid-level diplomat, that too a lady, of a friendly foreign country whom the US calls a “strategic partner” over a trivial visa issue, even the spineless UPA Govt. of India will get angry.

+1
But an addition. The GoI and MEA knew about it on the first day itself and about the letter. But they kept quite and their initial reaction/effort was to sweep the matter under carpet and contain it from flowing into public. But it was the letter send to her IFS fraternity and when the matter got published in the Indian Express that people started knowing about the barbaric act. This was mentioned by the former diplomat and ambassador KP Fabian in a discussion. And whatever half-hearted response the Govt have carried out till now is probably because of the pressure from the entire IFS fraternity who have thrown their weight behind the young brave Indian and those Indian media that have preserved their integrity and self-respect to discharge their duty to the Indian Republic.