… as the matter of fact the first two Singapore Airlines´ A380-841 aircraft, MSN 003, reg. 9V-SKA (test reg. F-WWSA), delivered to the customer on 12. Oct 2007 and MSN 005, reg. 9V-SKB (test reg. F-WWSB), delivered to the customer on 11. Jan 2008, both with the cabin configuration F12 C60 W36 Y333 and powered by four Trent 970B-84, three-shaft, high-bypass, turbofan engines (fan diameter: 2.946,4 mm / 116,0 in; BPR: 7,7-8,5:1; engine architecture: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT), OPR: 39,0:1, each rated at 348,31 kN / 35.518 kgf / 78.303 lbf, were withdrawn from the service.

SQ´s Airbus A380-841, reg. 9V-SKA, was the first delivered A380 superjumbo and the first to fly passengers almost a decade ago and now taken out of service by the airline. Its last commercial flight was to London in June. Singapore Airlines has already said it plans to hand back its first Airbus A380s to a German leasing company, Dr Peters Group, rather than extend its 10-year lease. Otherwise, SQ continues to take delivery of the new Airbus A380s which will be fitted with the upgraded cabins.

The problems in finding a new airline willing to operate the giant aircraft as they come off their initial leases have highlighted the lack so far of a fluid second-hand market. While the most of the airliners have an economic life of 25 years and are built to last even longer, the first A380 faces an uncertain future less than 10 years after it went into service in 2007, marking what European leaders hailed as a new era in air travel.

Those early produced A380 frames not only have the physical differences (wiring system, wings produced before all the fixes and without updated wing twist compared to newer builds, various other weight-saving updates and consequent economic deficiencies) but their uniqueness also makes maintenance and paperwork a big headache compared to a later build frames. The wiring in those 25 early built frames was basically assembled by hand in response to a design defect and differs from the specifications for standard production A380s. This and several other oddities in these early airframes make them a fair bit heavier, more expensive and more complex to maintain and as such they are not so desirable. Besides, those frames are not covered by the standard Airbus A380´s production certificate. That means it’s also going to be expensive to insure them as insurers don’t care for one-offs as a rule.

Personally, I deeply doubt that the situation would be different now if a later built frames were available today. Malaysia Airlines had made its new build A380s available for quite a while and after finding no takers decided the best use of the expensive capital was to try to make a go of the pilgrimage market with the reconfigured cabins of their A380s.

If the leasing company cannot find a new operator, it is widely expected to break up the first one or two aircraft for parts. While the first frames do have value as scrap for parts, once you start parting out 1 or 2 airframes of each engine type, Trent 900 and GP7200, the spares market is well-covered, especially given that production and the supply chain are active…

In the recent months there were some reports that the Portuguese ACMI/charter specialist Hi Fly could take those two frames in question, in the tirst quarter of 2018. Their prime market would most probably be the Hajj-Umra Charters. Hi Fly is well known to be very closely connected to Airbus, so issues of operations support and maintenance won’t be significant. If Hi Fly can make a meaningful operation out of the A380, then it is a step in the right direction for the viability of used A380 secondary market. Hi Fly does also a lot of troop charters for different nations. Those two A380s should have 560 seats in a 2-class configuration. Otherwise, Hi Fly is an EU – OPS carrier, FAA approved, EASA and IOSA certified, currently operating 8 aircraft: Airbus A321 (1 aircraft), Airbus A330 (3 aircraft) and Airbus A340 (4 aircraft), exclusively available for wet lease worldwide. Its subsidiary, Hi Fly Malta, currently operates 6 Airbus A340 aircraft.

Tarbes-Lourdes airport received the first Singapore Airlines´ Airbus A380-841 aircraft, reg. 9V-SKA, which is being placed in storage following its withdrawal from SQ‘s fleet, on 13. Nov 2017.

SQ´s Airbus A380-841, reg. 9V-SKA, ferry flight SQ8898 (SIN–LDE) – Click on the image below

Airbus A380, MSN 003 on Tarbes-Lourdes airport following its withdrawal from SQ‘s fleet.

According to those latest news, there could be some other customers for the SQ´s four Airbus A380´s, and British Airways is just one of them …

Click on the image below

Since the article in the previous link requires signing in, here it is in the images. If You need a larger view, just click on the images …

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….· The list of the delivered A380 aircraft – Singapore Airlines

………. 20 x Airbus A380-841 aircraft

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……Mario

… the length of J-20 should be from nose to end of tail booms…

… The production J-20 is slightly longer than the demonstrators 2001/2002. Longest point is the tail-boom…

The fact is that during its development Chengdu Aircraft Industry Group J-20 aircraft was undergoing through some redesigning and as such was getting some modifications …

… so it is quite possible that the total length of the first produced aircraft, including the prototypes, measures the distance from the nose to the tips of the tail fins, and on those lately produced aircraft, the one from the nose to the tips of the redesigned tail booms …

Please take a look the tail fins’ tips and the booms’ differences on the following images:

The first produced aircraft …

… and those lately produced

From the next two images, it is, I think, visible that on the J-20 prototype, the most protruded points at the rear are the tail fins’ tips…

… and on those later produced units, its tail booms. Besides, the tail fins´tips were redesigned …

new one,

You made me, QuantumFX, to messure J-20 aircraft, once more, with this nice image …

The first thing I have noticed was that neither J-16 nor J-20, those in the middle of the image, are entirely aligned with the runway’s centerline …

Please click on the image below for the larger view

that’s why I have, in the case of Shenyang Aircraft Corporation J-16 aircraft, rotated the image 1,4° CCW to get auxiliary measuring lines parallel to the aircraft …

Please click on the image below for the larger view

… but also and the required variables: kL and kWs.

After that I have rotated the image with the Chengdu Aircraft Industry Group J-20 aircraft 0,7° CCW…

Please click on the image below for the larger view

and got the next measures: length of 20,88 m / 68 ft 6,0 in and the wingspan of 13,09 m / 42 ft 11,4 in.

Because of the perspective from which the image was taken it is quite possible that the aircraft are a little bit distorted so I can’t be sure at all the measures I got are quite accurate. That in what I am sure is that I am not going to measure J-20 anymore 🙂 Some Chinese sources quote J-20‘s length of 20,3 m and wingspanof of 12,88 m. “Well, of course I trust you, but please show me where have you put those auxiliary measuring lines then we can talk” 🙂

Since I like J-20 aircraft, maybe I would measure it once more, but only if someone could guarantee me it will get.AL-31F(N) M3 (изд. 99M3), twin-shaft, TVC, afterburning, turbofan engines (fan diameter: 924,0 mm / 36,4 in; BPR: 0,61:1; engine architecture: 3F–6HPC〧1HPT–1LPT), OPR: 27,72:1, rated at 150,04 kN / 15.300 kgf / 33.731 lbf on the afterburner or AL-41F-1 (изд. 117), twin-shaft, TVC, afterburning, turbofans (fan diameter: 932,0 mm / 36,7 in; BPR: 0,65:1; engine architecture: 4F–9HPC〧1HPT–1LPT), rated at 147,10 kN / 15.000 kgf / 33.069 lbf on the afterburner, already tomorrow. That’s unlikely, but very likely that Su-57 will get its Saturn “изделие 30” (Type 30) engines sooner than CAC J-20 its SAC WS-15 engines manufactured by Xi’an Aero-Engine Company…

I just wonder how advanced and modern this long-awaited WS-15 engine could be if it’s really based on once (20 years ago) unique R79V-300 twin-shaft TVC afterburning turbofan (fan diameter: 1.100 mm / 43,3 in; BPR: 0,81:1; engine architecture: 5F–6HPC〧1HPT–1LPT), OPR: 22,0:1, rated at 152,00 kN / 15.500 kgf / 34.172 lbf on the afterburner, aimed for Yak-141 VTOL aircraft, as and those later models of the engine, R79M-300, rated at 181,42 kN / 18.500 kgf / 40.786 lb and R179-300, rated at 200,06 kN / 20.400 kgf / 44.974 lb. Just perfect numbers for J-20‘s engines. The only problem is that Soyuz R179-300 engine was way too large and too heavy for J-20 fighter, the same way as Saturn AL-41F (“изделие 20”) was for Sukhoi Su-57 …

By nothing more but my humble opinion and those engines of something lower performances, Saturn AL-41F-1S (изд. 117C), twin-shaft, TVC, afterburning, turbofan engines (fan diameter: 36,7 in / 932,0 mm; BPR: 0,65:1; engine architecture: 4F–9HPC〧1HPT–1LPT), OPR: 23,10:1, each rated at 86,30 kN / 8.800 kgf / 19.401 lbf dry and 142,20 kN / 14.500 kgf / 31.967 lbf with the afterburner and Salyut AL-31F M2 (изд. 99M2/99СМ), twin-shaft, TVC, afterburning turbofan (fan diameter: 924,0 mm / 36,4 in; BPR: 0,61:1; engine architecture: 4F–9HPC〧1HPT–1LPT), OPR: 26,09:1, rated at 142,20 kN / 14.500 kgf / 31.967 lbf on the afterburner, are still far better and more reliable powerplants than the Shenyang Aircraft Corporation WS-10B or WS-10G/IPE engines which design was based on the CFM56-7 and Saturn AL-31F engines’ cores.

… yet until about a quarter of a century ago, the trains in China were towed by the steam and a couple of diesel-electric locomotives … By the end of 2016, China had 22.000 km / 13.670 mi of railtrucks, just those for a high-speed railways (Just amazing infrustructure! I’m not sure anybody but China is capable of doing something like that. U.S. are just at the beginning of the construction of their HSR), but their trains were designed and constructed by the technologies developed by ABB, Alstom, Siemens, Bombardier, Toshiba, Hitachi, Kawasaki and Mitsubishi Electronic. Nowadays, all series of Chinese HSTs, including those latest (CR400AF and CR400BF) are produced in the Chinese factories: CRRC Qingdao Sifang Co., Ltd., CRRC Tangshan RV Co., Ltd., CRRC Changchun RV Co., Ltd. and CRRC Nanjing Puzhen Co., Ltd, by the adopted European and Japanese technology. However, when it comes to the permanent magnet synchronous motors, Chinese are trying to produce such a motors of their own design because no one is willing to sell them such an advanced technology.

Why have I mentioned all this? Just to show there are a couple of things you just can’t get for the money. One of them is modern turbofan engines’ technology, and China itself has been struggling a lot for a long time in the designing and producing them, no matter if they were aimed for the propulsion of their latest civil airliners, Comac C919, powered by two CFM LEAP-1C30, twin-shaft, high-bypass, turbofans (fan diameter: 78,0 in / 1.981,2 mm; BPR: 11,0:1; engine architecture: 1F+3LPC–10HPC〧2HPT–7LPT), OPR: 50,0:1, each rated at 137,14 kN / 13.984 kgf / 30.830 lbf dry and Comac ARJ21-700, powered by two General Electric CF34-10A, twin-shaft, high-bypass turbofans (fan diameter: 53,0 in / 1.346,2 mm; BPR: 5,0:1; engine architecture: 1F+3LPC–9HPC〧1HPT–4LPT), OPR: 29,0:1, each rated at 78,50 kN / 8.005 kgf / 17.648 lbf dry, or for all those military aircraft.

Its arrear in the development of the turbofan engines, China has been trying to compensate by skipping some initial steps in the engine development and designing, just turning around and losing time, mostly unsuccessfully, by imitating obtained foreign technologies. Since the 1990s, China has invested heavily in the development of jet engine manufacturing capacity. They encountered the same problems that Russia encountered early in the development of their engines. It is just very difficult to develop the necessary engine design, construction and manufacturing technology, but China had some advantages. First, they know where Russia went wrong so many of these mistakes could have been avoided. Second, China has better access to the Western manufacturing technology. Finally, unlike in the former Soviet Union, China was able to develop its own engine manufacturing capabilities in a market economy, much more efficient than the 70-year-old planned economy of the former Soviet Union…

Sooner or later China will get rid of Russia’s dependence on military and partly of U.S. and European (GE Aviation, P&W, SAFRAN and RR) dependence on civil jet engines, but in the meantime their engines’ manufacturers will need further efforts. I do not doubt that in the end they will succeed. They have a vision, they have a goal, they have a resources and they are incredible persistent. A very specific and unique mentality.

Cooperation with the Ukrainian military industry and supreme factories like SC “Antonov” (ДП “АНТОНОВ”), Ivchenko-Progress ZMKB (ЗМКБ «Прогрес» ім. О.Г.Івченка), PJSC “Motor Sich” (ВАТ “Мотор Січ”) and SE GTRPC “Zorya”-“Mashproekt” (ГП НПКГ “Зоря”-“Машпроект”) could certainly be of a great help to China, and how much would this cooperation mean for the stumbled Ukrainian factories, after their breakup with Russia, it is not necessary to mention it either…

Mario

“Zubr”-class LCAC (Project 12322)

Although it was recently reported by Izvestia that Russia is set to resume the construction of the “Zubr”-class LCAC (Project 12322); Russian: Десантний корабель проекту 12322 “Зубр” – МДКВП, air-cushion landing craft already in 2018, it seems that Russian shipbuilders, according to what is said by the representatives of JSC “CMDB “Almaz” (АО “ЦМКБ “Алмаз”) from Saint Petersburg and PO More Shipbuilding Yard (ФГУП “СЗ “Море”) from Feodosia, the shipyards that were formerly building these vessels, could be able to keep on with the construction of the vessels only by 2019-2021. Representatives cited the lack of availability of and inability to mass-produce key components, most notably gas turbine engines and reduction gears as the main obstacles. Gas turbines and diesel generators were made in Ukraine, then the latter were replaced by the Swedish ones. Reduction gears could be supplied by St. Petersburg plant JSC “ZVEZDA” (ПАО “Звезда”), but, at this stage, it is obvious that the test results of the first Russian mass-produced maritime gas turbines must be awaited.

… a few articles … (click on the images below)

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… and a nice video file ….

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The JSC “CMDB “Almaz” is ready to build “Zubr”-class ships, but the yard will need to employ experts and is able to find them promptly, but also need to buy additional equipment. PJSC “UEC-Saturn” (ПАО “ОДК-Сатурн”) plans to finish development works on the substitution of imported Ukrainian gas turbine engines and complete the tests by December 2017, since 2014 conducting three design research and development projects for engines M90FR, Agregat-DKVP (experimental test design on the base of M70FRU GTE for the development of the GTE M70FRU-2 and ships´GTAs M35R-1, M35R-2 and M70R) and M70FRU-R GTE with the reversible power turbine. Saturn-made engines M70FRU-2 and M90FR were made to substitute Ukrainian analogs DS71 (UGT 6004R) and DA91 (UGT 15000+), respectively D090 (UGT15000R) GTE, along with the mentioned DS71 (UGT 6004R), the main component of the M27 main power plant of the “Neustrashimyy”-class frigate (Project 11540 “Yastreb”).

It was promised to start batch production of marine gas turbines in 2018. Among some other informations, it was said that the Russian powerplants are heavier than the Ukrainian ones, so the technical projects needed alterations.

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…………………………………………………….Hellenic Navy “Zubr”- class LCAC vessel – HS “Corfu” (L 182)

Anyhow, the issue with the contractor is being considered and it was planned to invite the JSC “CMDB “Almaz” (АО “ЦМКБ “Алмаз”) shipbuilding plant in St. Petersburg, PO More Shipbuilding Yard (ФГУП “СЗ “Море”) from Feodosia, JSC “Khabarovsk shipbuilding Plant” (OАО “Хабаровский судостроительный завод”) and possibly Kaliningrad-based JSC “Shipyard “Yantar” (АО “Прибалтийский судостроительный завод “Янтарь”) to participate in the tender. All these enterprises were building or maintaining the vessels of a such type at a different times. JSC “CMDB “Almaz” is certainly the front-runner in the list. At one time, it built “Zubr”-class craft for the Soviet Navy. The plant also participated in the delivery of the Project 12322 ships to Greece. Meanwhile, it is currently busy building floating cranes and border guard ships. Feodosia´s PO More Shipbuilding Yard had built two “Zubr”-class ships for China under Ukroboronprom´s contract before the return of Crimea to Russia. There is still one incomplete hull of the air-cushion ship at the enterprise. In 2004-2006, JSC “Khabarovsk shipbuilding Plant” built the “Murena”-class (Project 12061) boats for South Korea. The JSC “Shipyard “Yantar” in Kaliningrad has also been invited to participate in the tender since the company has experience in repairing “Evgeny Kocheshkov” (770), one of the two “Zubr”-class ships operational with the Baltic Fleet. However, as the Command noted, the invitation of this enterprise to the tender is rather a formality because JSC “Shipyard “Yantar” will soon focus on completing three “Admiral Grigorovich”-class (Project 11356R/M) frigates. Their construction was frozen because of Ukraine´s refusal to supply the SE GTRPC “Zorya”-“Mashproekt” made power plants pre-paid by Russia. According to the available information, PO More Shipbuilding Yard has not been instructed to resume the production of “Zubr”-class landing craft yet. There were some talks in 2014, soon after Crimea´s reintegration into Russia, but they have never materialized. The PO More Shipbuilding Yard´s officials added that the company possessed both the staff and the production experience of Project 12322 LCAC ships, they still advise Chinese shipbuilders, and in fact they haven´t really closed the “Zubr” project yet. JSC “CMDB “Almaz” shipbuilding plant from St. Petersburg is a “heavy favorite” to get this job just because they are excellent professionals, but they haven´t worked on “Zubr” project for over ten years, while PO More Shipbuilding Yard from Feodosia practically continued works making ships for China. Personally, I would love both shipyards to get the part of the order, but I´m not sure how profitable it would be to invest in continuing the production of the same vessel shared by two different shipyards.

Otherwise, “Zubr”–class (Project 12322) small-size air-cushion landing ship has been developed by JSC “CMDB “Almaz” (АО “ЦМКБ “Алмаз”) since 1978. The ship´s prototype was built in 1986 and commissioned by the Soviet Navy two years later.

Displacing 555 t / 546,2 LT, the ship is 57,3 m / 188 ft long, 25,6 m / 84 ft wide and 21,9 m / 71,9 ft high, with the draft of 1,6 m / 5,2 ft, powered by high-temperature gas turbine engines (M35 marine propulsion plant). The ship is capable to accomodate 3 tanks of a total mass of up to 150 t / 147,6 LT or 10 armored personnel carriers with a total mass of up to 131 t / 128,9 LT or 8 infantry fighting vehicles of a total mass of up to 115 t / 113,2 LT or 8 floating tanks. To accommodate the personnel of the landing force transported on combat vehicles of infantry or armored personnel carriers, four rooms for 140 seats were provided. Instead of the military equipment, the landing equipment can be equipped with removable benches to accommodate an additional 360 people (500 people in total). Landing is possible on any unprepared shore. In addition to the amphibious lift, the “Zubr”–class vessels can plant minefields and, if necessary, provide fire support to the amphibious force.

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………………………………………………770 “Evgeny Kocheshkov” (former MDK-50) and 782 “Mordoviya” (former MDK-94)

The “Zubr”–class (Project 12322) small-size air-cushion landing ship is armed by:

– 2 x 22 x 140 mm retractable launcher PU-MS-227 RSZO A-22 “Огонь” (132 rounds OF-45, ZZh-45) with the control system DVU-3;
– 2 x 6 x 30 mm rotary cannon AK-630M (3.000 rounds) with the control system MR-123-01 “Вымпел”
– 1 x 2 PU MTU-2 SAM “Игла-1М” (ammunition between 8 and 32 SAMs);

Another feature of the “Zubr”–class vessels is a reduced visibility for radars. This effect was achieved due to the fact that the ship moves in a giant cloud of spray that “blurs” its outlines on the radar screens. By the beginning of the 1990s, the Soviet Navy had operated eight “Zubr”–class vessels. After the collapse of the USSR, Ukraine inherited five of them and Russia three.

The main power plant (propulsion system) of the “Zubr”-class (Project 12322) air-cushion landing craft (LCAC) is the marine propulsion plant of the type M35, manufactured by SE GTRPC “Zorya”-“Mashproekt” (ГП НПКГ “Зоря”-“Машпроект”). It includes three thrust gas turbine aggregates of the type M35-1 and two air injection gas turbine aggregates of type M35-2, with the total power of approximately 50.000 PS at an ambient temperature of + 15 °C. The mass of the whole installation reaches 28.550 kg, the fuel consumption on the average does not exceed 159 kg/nm, and the specific fuel consumption of the M35 GTA is 190 g/hph (255 g/kWh). Otherwise, Soviet-designed gas turbine engines DP71 (by Ukrainian classification – UGT6002) were developed and produced by SE GTRPC “Zorya”-“Mashproekt” in Nikolayev since 1978.

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………………………………………………………………..M35 Marine Propulsion System

– thrust system, with the three gas turbine aggregate of type M35-1, each composed of SE GTRPC “Zorya”-“Mashproekt” DP71 (UGT 6002) three-shaft gas turbine (engine architecture: ]G[–8LPC=9HPC〨1HPT=1LPT«–3PwrT), OPR: 14,5:1, each rated at 9.857 hp (9.993 PS) / 7.350 kW, propulsion propeller´s two-stage cylindrical gearbox RO35-10 (gear ratio: 9; output speed: 800 rpm) produced by SPE “Mashproekt n. a. S.D.Kolosov” (НПП “Машпроект им. С.Д. Колосова”) and 4-blade reversible variable-pitch air propellers АV-98 of 5,5 m / 18 ft in diameter, with forced step control and placed in the ring nozzles. The screw control unit is AU-4, manufactured just as the propellers by OJSC “SPE “Aerosila” (ОАО “НПП “Аэросила”). The mass of the propeller is 660 kg / 1.455 lb and it develops 73,06 kN / 7.450 kgf / 16.424 lbf of thrust at 800 rpm. The propellers are installed in the aft rings, located around the stern, with a diameter of about 6 m / 19,7 ft and were made of special polymeric materials. The ring nozzles were produced by SE “Sudkompozit” (ГП “КТБ “Судкомпозит”).

– air cushion inflating system, with the two gas turbine aggregate of type M35-2, each composed of SE GTRPC “Zorya”-“Mashproekt” DP71 (UGT 6002) three-shaft gas turbine (engine architecture: ]G[–8LPC=9HPC〨1HPT=1LPT«–3PwrT), OPR: 14,5:1, each rated at rated at 9.857 hp (9.993 PS) / 7.350 kW, lowering intermidiate gearbox RO35-20 (gear ratio: 3,05; output speed: 3.260 rpm) of a nominal power of 10.000 hp, two axial impellers type NO-10 of 2,5 m / 8,2 ft in diameter, two impellers´ gearboxes RO35-21 and RO35-22 (gear ratio: 1,84; output speed: 1.285 rpm), with a nominal power of 5.000 hp.

It is clear now, given that the DP71 (UGT 6002) GTE is not available anymore, that it will be replaced by M70FRU-2 GTE, recently presented by PJSC “UEC-Saturn”, and which design and engine´s architecture are based on the already existing M70FRU and Е70/8RD marine GTEs…

The United Engine Corporation – UEC (Объединенная двигателестроительная корпорация – ОДК) commissioned Russia’s first complex which includes assembly shop and test stand of the gas turbine engines (GTE) and aggregates (GTA) for offshore programs based on the PJSC “UEC-Saturn” (ПАО “ОДК-Сатурн”) in Rybinsk, where the testing of the gas turbine aggregate M35R-1 with the two M70FRU-2 gas turbines was recently launched. The need to replace gas turbine engines for surface ships arose in 2014 after the events in Ukraine, since they were previously supplied by the SE GTRPC “Zorya”-“Mashproekt” (ГП НПКГ “Зоря”-“Машпроект”) from Nikolaev.

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…………………………………………………………….Gas turbine engine M70FRU-2

Consequently, the prospect of completion of the latest two “Admiral Grigorovich”-class (Project 11356R/M) frigates (124,8 m / 409,4 ft; 3.620 t / 3.562,8 LT), “Admiral Butakov” and “Admiral Istomin”, and which were being built for the Black Sea Fleet was rather questionable. Thus, in October 2016, on the sidelines of the BRICS Summit in Goa, Russia and India formally agreed to transfer the remaining two ships to the Indian Navy as “Talwar”-class ships of which six were already built and delivered. However, on 01. Jun 2017 JSC “United Shipbuilding Corporation” (АО “Объединённая судострои́тельная корпора́ция”) announced that it would resume the construction of the three remaining frigates, “Admiral Butakov”, “Admiral Istomin” and “Admiral Kornilov”, in 2018, and which will be assigned to the Baltic Fleet, unlike those first three, planned to be integrated into the Black Sea Fleet.

The initial three frigates of the class, “Admiral Grigorovich” (745), “Admiral Essen” (751) and “Admiral Makarov” (799), managed to get SE GTRPC “Zorya”-“Mashproekt” propulsion plant of the type M7N1 (2-shaft COGAG) which includes two cruise DS71 (UGT 6004R) three-shaft gas turbines (engine architecture: 8LPC–9HPC〧1HPT–1LPT«(3+3R)PwrT–]G[), OPR: 15,0:1, each rated at 9.857 hp (9.993 PS) / 7.350 kW ahead and 1.502 hp (1.523 PS) / 1.120 kW astern, two boost DT59 (UGT 16004R) three-shaft gas turbines (engine architecture: 7LPC–9HPC〧2HPT–2LPT«(2+3R)PwrT–]G[), OPR: 13,5:1, each rated at 22.194 hp (22.502 PS) / 16.550 kW ahead and 4.492 hp (4.555 PS) / 3.350 kW astern, as and R058, R063 and R1063 gearboxes, all designed and made in Ukraine by SE GTRPC “Zorya”-“Mashproekt”.

It remains to be seen which combination of the GTEs will be included in the future propulsion plant of the type M7N1 (2-shaft COGAG) for those remaining “Admiral Grigorovich”-class frigates. The package with two cruise M70FRU-2 two-shaft GTEs (engine architecture: 10HPC〦2HPT«3PwrT–]G[), rated at 9.857 hp (9.993 PS) / 7.350 kW and two M70FRU boost GTEs (engine architecture: 10HPC〦2HPT«3PwrT–]G[), rated at 13.808 hp (14.000 PS) / 10.297 kW wouldn´t be of a sufficient power output in comparison with the previous package with DS71 and DT59 GTEs. Maybe the combination of two boost M90FR three-shaft GTEs (engine architecture: 9LPC–10HPC〧1HPT–1LPT«4PwrT–]G[), OPR: 20,0:1, each rated at 27.089 hp (27.464 PS) / 20.200 kW and two cruise M75RU two-shaft GTEs (engine architecture: 9HPC〦2HPT«2PwrT–]G[), rated at 6.904 hp (7.000 PS) / 5.148 kW could be the right choice, but the main problem is that none of the curently existing turbines produced by PJSC “UEC-Saturn” has reversible power turbine. Otherwise, the first tests of the trial GTE M75RU, which became the first Russian naval turboshaft engine, took place in 2003. The decree of the state trial board certifying the GTE M75RU with the maximum output of 7.000 PS was signed on the 25. Nov 2006. The M70FRU gas turbine engine´s testing was successfully completed in August 2008 and on 23. Oct 2008 it was certified on the maximum output of 14.000 PS. On its basis, GTE M70FRU-R (“reverse”) with a reversible power turbine has been designed.

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………………………………………………………………..M7N1 Marine Propulsion System

…………………………..DS71 (UGT 6004R) gas turbine engine ………………………………………..DT59 (UGT 16004R) gas turbine engine

Non-delivery of the GTEs from Ukraine was also one of the main reasons for the delay in construction of the new “Admiral Gorshkov”-class (Project 22350) frigates (135,0 m / 442,9 ft; 4.500 t / 4.428,9 LT). The first two Project 22350 vessels, “Admiral Gorshkov” (417) and “Admiral Kasatonov” (431), feature combined diesel and gas (2-shaft CODAG) M55R propulsion plants that consist of two booster SE GTRPC “Zorya”-“Mashproekt” DA91 (UGT 15000+) three-shaft gas turbines (engine architecture: 9LPC–10HPC〧1HPT–1LPT«4PwrT–]G[), OPR: 20,0:1, each rated at 26.820 hp (27.192 PS) / 20.000 kW, two Russian PJSC “Kolomensky Zavod” 10D49 four-stroke turbocharged diesel engines and SE GTRPC “Zorya”-“Mashproekt” made R055 gearboxes.

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………………………………………………………………..M55R Marine Propulsion System

………………………10D49 diesel engine…………………………………………………………………………………DA91 (UGT 15000+) gas turbine engine

Those remaining “Admiral Gorshkov”-class frigates (a series of six Project 22350 frigtates is expected to join the Russian Navy by 2025), “Admiral Golovko”, “Admiral Isakov”… will be powered by the same, M55R, propulsion plant but it will be including two cruise PJSC “Kolomensky Zavod” (ОАО “Коломенский завод”) 10D49 four-stroke turbocharged diesel engines (eng. architecture: 42°V 16-cylinder; eng. displacement: 220.867 cm³ / 13.478,1 in³ * bore: 260,0 mm / 10,24 in, stroke: 260,0 mm / 10,24 in), CR: 13,5:1, rated at 5.129 hp (5.201 PS) / 3.825 kW at 1.000 rpm and two boost PJSC “UEC-Saturn” M90FR three-shaft gas turbines (engine architecture: 9LPC–10HPC〧1HPT–1LPT«4PwrT–]G[), OPR: 20,0:1, each rated at 27.089 hp (27.464 PS) / 20.200 kW.
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…………………………M70FRU gas turbine engine……………………………………………………………M90FR gas turbine engine

For the comparison and as the refernce; MT30 three-shaft aeroderivative marine gas turbine (engine architecture: 8IPC–6HPC〧1HPT–1IPT«4PwrT), OPR: 23,98:1, rated at 48.277 hp (48.946 PS) / 36.000 kW is the world´s most powerful in-service marine gas turbine, developed from Rollce-Royce Trent 800 three-shaft high-bypass turbofan engine, aimed for the Boeing 777 aircraft´s propulsion. Otherwise, Rollce-Royce MT30 is the engine of choice for the naval platforms including the Royal Navy´s “Queen Elizabeth” Aircraft Carrier and Type 26 frigate, the US Navy´s Freedom-class littoral combat ship and DDG-1000 “Zumwalt”-class advanced destroyer, Republic of Korea Navy´s Incheon-class FFX-II frigate and the Italian Navy´s new Multirole Landing Helicopter Dock (LHD).

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…………………………………………………………………….Rolls-Royce MT30 gas turbine engine

Both of the mentioned frigate classes I find just great and very powerful vessels. Still, If I could choose the propulsion package for the “Admiral Gorshkov”- class (Project 22350) frigates myself, it would be either CoDAG system consisted of two cruise MTU 20V 1163 M94 four-stroke turbocharged diesel engines (eng. architecture: 60°V 16-cylinder; eng. displacement: 232.666 cm³ / 14.198,15 in³ * bore: 230,0 mm / 9,06 in, stroke: 280,0 mm / 11,02 in), CR: 12,3:1, rated at 9.924 hp (10.061PS) / 7.400 kW at 1.325 rpm and two boost PJSC “UEC-Saturn” M90FR gas turbines, each rated at 27.089 hp (27.464 PS) / 20.200 kW or CoDAD system, consisted of four MTU 20V 8000 M91L four-stroke turbocharged diesel engines (eng. architecture: 48°V 20-cylinder; eng. displacement: 347.474 cm³ / 21.204,16 in³ * bore: 265,0 mm / 10,43 in, stroke: 315,0 mm / 12,40 in), CR: 17,2:1, rated at 13.410 hp (13.596 PS) / 10.000 kW at 1.150 rpm…

……………..“Admiral Grigorovich”- class (Project 11356R/M) frigate………………………………..“Admiral Gorshkov”- class (Project 22350) frigate

The first M90FR GTEs are to be produced and installed on the third ship of the class, “Admiral Golovko”, in 2017. Total of between 8 and 15 ships of the “Admiral Gorshkov”- class frigates are planned for the Russian Navy. The fourth frigate, “Admiral Isakov”, has been launched in Novemebr 2013. All the ships are to be constructed at St. Petersburg’s JSC “Severnoye Design Bureau” (АО “Северное ПКБ”) shipyard, with the initial four to serve with Russia’s Northern Fleet…

The basis of the assembly and testing complex, I have previously mentioned, consists of two stands: the first, with a capacity of up to 15 MW and the second with a capacity up to 40 MW. Technological solutions incorporated in the design of the facility allow the testing of more than 20 different configurations of the vessels´ aggregates. Thereat it is possible to test both the whole power plant and its components (for example, a diesel-gas turbine unit including a diesel engine, a gas turbine engine, a ship gearbox, local control systems). One of the features of the unique complex is the maximum automation of work processes, in particular, the system for collecting measurement information.

As a part of the creation of a Russian base for the marine gas turbine construction, experimental design work is being carried out which will allow in the next year to switch to the serial production of the M70FRU, M70FRU-2, M70FRU-R (“reverse”) and M90FR GTEs, M35R and M70 GTAs, gas turbine and diesel-gas turbine units, all on the basis of the perspective products with modernized gearboxes and control systems to support the construction of ships of the Navy Fleet of Russia.

PJSC “UEC-Saturn” is currently carrying out three experimental and design works of the marine theme:

– research and development for mastering the serial production of the M90FR GTE with an output of 27.089 hp (27.464 PS) / 20.200 kW. This GTE was developed by JSC “Turborus” (ЗАО “Турборус”) where it has successfully passed testing still in 2006, and DGTA on its basis, in 2008. JSC “Turborus” (ЗАО “Турборус”) was a joint Russian-Ukrainian enterprise established in 1993 to solve the tasks of combining the efforts of Russian and Ukrainian enterprises to develop, supply, repair and service marine GTEs and GTAs on their basis for the Russian Navy. The founders on the Russian side were JSC NPO “Saturn” (ОАО “НПО Сатурн”) from Rybinsk, “FGUP JSC Avrora” (ФГУП НПО “Аврора”) from St. Petersburg and CJSC RPCE “Turbocon” (ЗАО НПВП “Турбокон”) from Kaluga, and from the Ukrainian side, SE GTRPC “Zorya”-“Mashproekt” (ГП НПКГ “Зоря”-“Машпроект”).

– research and development of the GTE M70FRU-2 and ships´ GTAs M35R-1, M35R-2 and M70R. The first two GTAs are intended for use in the world’s largest air-cushion vehicle as a propeller and impeller drive. The unit includes the M70FRU-2 gas turbine, a gearbox, transmissions and a control system. The feature of the PJSC “UEC-Saturn” M70FRU-2 is increased performance, efficiency and the overhaul life in comparison with previously used analogs. This GTE is small and designed for amphibious assault ships, missile boats and other small displacement ships.

– research and development of the M70FRU-R GTE with a reversible power turbine, as a replacement of foreign-made engines in operation on Russian ships. At present, experimental and pilot gas turbine engines are already manufactured. The work for all research and development is carried out in strict accordance with the approved schedules.

Together with PJSC “UEC-Saturn”, in the implementation of the maritime programs, take part the companies as the JSC “Gas-Turbine Engineering RPC “Salut” (ОДК АО “НПЦ газотурбостроения “Салют”), JSC “ODK-STAR” (АО “ОДК-СТАР”) as well as a number of other enterprises and branch institutes like FGUP “TsIAM n.a. P.I. Baranov” (ФГУП “ЦИАМ им. П.И. Баранова”), JSC “Zavod “Phiolent” (АО “Завод “Фиолент”), JSC NPO “Molniya” (ОАО УНПП “Молния”) as and some others…

There is no room for the doubt that Russia has found itself in a very unenviable situation after the break with the Ukraine and this is just another and very clear proof in what extent Russia was relying on the Ukrainian military industry and supreme factories like SC “Antonov” (ДП “АНТОНОВ”), Ivchenko-Progress ZMKB (ЗМКБ «Прогрес» ім. О.Г.Івченка), PJSC “Motor Sich” (ВАТ “Мотор Січ”) and SE GTRPC “Zorya”-“Mashproekt” (ГП НПКГ “Зоря”-“Машпроект”). It is very hard to compensate the production of all those GTE series, GTAs packages, gearboxes and all other equipment in a short time, but I strongly believe Russia has a full potential, resources and wide technological, human and professional bases to design and produce everything necessary for their vessels propulsion.

Everyone included in this story have lost a lot. Russia will find its way out, but it will take several more years of very hard work. On the other side, by my humble opinion, Ukrainian factories are sentenced to a slight and severe disappearance or just very difficult and painful survival. Once more, politics got involved, and then again; all this is in the service of the protection of the same one …

Kind regards

Mario

… I believe someone might find something interesting for yourself in the new edition of the Take-off magazine June 2017 (just click on the image below)

… some of the titles …

…..* MC-21 has flown!

…....MiG-35 in trials

…....Su-30MKI gets new weapons

…....SSJ100 European breakthrough

…....Ka-62 kicks off test flights

…....Russia launches large-scale programme on restoring aerial medical evacuation

…....On Russia’s new 2025 Federal Space Programme

Mario

The first Boeing 737 MAX Delivery

The first delivered 737 MAX aircraft is Boeing 737 MAX 8, MSN 42985 / LN 5948, reg. 9M-LRC (test reg. N1786B), with the cabin configuration Y180 and powered by two LEAP-1B25, twin-shaft, high-bypass turbofans (fan diameter: 69,4 in / 1.762,8 mm; BPR: 9,0:1; eng. architecture: F+3LPC–10HPC〧2HPT–5LPT), OPR: 43,68:1, each 119,15 kN / 12.150 kgf / 26.786 lbf, and that was flying on the route BFI–ANC–NRT–KUL (FLT OD1) delivered to Malindo Air on 16. May 2017. The airline’s parent company Lion Air is going to re-brand Malindo Air to Batik Air Malaysia, and which will focus on the international routes while Batik Air serves domestic routes in Indonesia. The aircraft first flew on 24. Mar 2017, and it was produced at the Boeing Renton Factory.

On the (click on the image below)

The delivery flight was divided into three parts:

OD´s Boeing 737 MAX 8, reg. 9M-LRC – delivery FLT OD1 – part 1 (BFI–ANC) – click on the image

OD´s Boeing 737 MAX 8, reg. 9M-LRC – delivery FLT OD1 – part 2 (ANC–NRT) – click on the image

OD´s Boeing 737 MAX 8, reg. 9M-LRC – delivery FLT OD1 – part 3 (NRT–KUL) – click on the image

… a couple of images

… and two videos

Nice regards

Mario

In 2010, the Ministry of Defense of the Russian Federation announced a specification for a new generation of large reconnaissance unmanned aerial vehicle (UAV). Two parallel specificall programs were created; BAK-SD (Bespilotnyj Aviatsionnyj Komplex Strednij Dalnosti) and BAK-BD (Bespilotnyj Aviatsionnyj Komplex Bolšoj Dalnosti). While the program BAK-SD data reveal its take-off weight close to 1 t, i.e. analog to the American type RQ-1 Predator, the program BAK-BD had come to take-off weight close to 5 t or analog to the US MQ-9 Reaper.

The specifications of BD-BAK proposals were submitted to the two design offices, OKB Simonov (formerly known as Sokol), specialized design office for the development of UAVs and to the aircraft design bureau RSK MiG. For the winner, at the beginning of the October 2011, it was declared the proposal made by the workshop of the Kazan’s design bureau OKB Simonov (АО НПО “ОКБ им. М.П. Симонова”). This was followed by the signing of the contract in the amount of 1 billion rubles (about $35 million) that covered not only the development costs, but the cost of the building a technological demonstrator. The UAV designed by the design office OKB Simonov and the program BAK-BD became known as the Altius-M, further jointly developed by the Nizhny Novgorod – based PJSC Sokol (НАЗ “Сокол”) and St. Petersburg – based Tranzas ZAO (“Транзас”). The commencement of the production was planned in 2017 or 2018. The aircraft system features a long wing design with the two under-wing turboprop engines and a V-shaped tail.

Most on-board systems or some of their components, UAV Altius-M reportedly shares with a parallel-type UAV Pacer that emerged from the BAK-SD program. Prototype of the UAV Altius-M, also known as Altair, was constructed by the JSC “KAPO Composit” (АО “КАПО-Композит”). In August 2014, the machine was first spotted at the Kazan airport.
Date of commencement of that test demonstrator flight was set for December 2014. In December of the same year it was reportedly slightly damaged during high speed scrolling. Flight testing of the first UAV Altius-M prototype was launched in mid-July 2016 and suspended in December of the same year. Flight tests will be reinstated in the spring or summer of 2017, with a modified prototype based on the results of the first prototype’s tests. Currently are ongoing intensive works on the other two test machines. Their completion has already reached an advanced stage of technical preparedness. According to the current plans, the serial production of the UAV of type Altius-M should run in 2018.

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The newest UAV is entirely made of the composite materials and has a takeoff weight of up to five tons. The length of the Altair-M is about 11,6 m / 38 ft, the wingspan about 28,5 m / 93 ft 6 in and the span of the V-tail about 6 m / 19 ft 8 in. The aerial vehicle is equipped with the two liquid-cooled diesel RED A03/V12 turbocharged diesel engines, which have a take off power of about 500 horsepower and are equipped with the airscrews. The flying range of the Altius-M is about 10.000 km / 6.213 mi, and the flight duration up to 48 hours. Supposedly, the Altair is equipped with a station of optical imagery intelligence with an optoelectronic system based on a gyro-stabilized platform, while a side-looking position-radar station, with an active phased antenna array, is mounted in the forebody. The Altius-M aerial vehicle system uses a modular approach with a variety of payloads to perform strike, reconnaissance and electronic warfare (EW) missions using the Khibiny or Borisoglebsk-2 jamming systems. The new UAVs will be put into service by The Ministry of Defence of the Russian Federation and The Federal Security Service of the Russian Federation.

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As already mentioned, UAV Altius-M (Altair) is powered by two Raikhlin Aircraft Engine Developments GmbH (RED aircraft GmbH) RED A03/V12, turbocharged, diesel engines (eng. architecture: 90°V 12-cylinder; eng. displacement: 6.134 cm³ / 374 in³ * bore: 86,00 mm / 3,39 in, stroke: 88,0 mm / 3,46 in), CR: 16,5:1, rated at 493 hp (500 PS) / 368 kW at 4.000 rpm on take off (2.127 prop rpm), with four overhead spur-geared camshafts (double overhead camshaft – DOHC). The air is compressed into the engine by two intercooled turbochargers. The fuel system is operated by the common-rail direct injection, and the engine can operate on a jet-fuel and kerosene-type/diesel. Liquid cooling system is of a dual-circuit and for that purpose uses water and oil. For the safety reasons each cylinder bank possesses an independent exhaust, cooling, air induction and fuel system. The oil system incorporates a dry sump and features suction pumps and one pressure pump. The engine’s operating characteristics are controlled and monitored by means of an EECU. The redundant engine management system features DAL B software and a hardware layout. The RED A03/V12 is equipped with an electric starter and two alternators. The propeller is single-stage, gear-driven (1/1,88 ratio) by a flanged transmission. Full spec. engine dry mass at the moment is 363 kg / 800 lb (base aero engine weights around 250 kg / 551 lb nett).
The engine dry mass is based on the basic engine specification which includes engine loom with brackets, electrical engine starter, oil-coolant heat exchanger, integrated oil tank, exhaust systems with turbochargers and wastegates, oil pumps and water pumps. This mass does not include propeller, governor, water coolers, coolant piping, charge air coolers, oil catch tanks, exhaust gas tailpipes, Electronic Engine Control Unit (EECU) and Glow Plug Power Unit (GPPU), adapter loom, alternators, belt drives and engine fluids. The engine’s length is 1.100 mm / 43,3 in, height 750 mm / 29,5 in and width 850 mm / 33,5 in. RED A03/V12 diesel engine is equipped with a FADEC/EECS that is controlled by the Electronic Engine Control Unit (EECU) processing unit. Maximum operating altitude of the engine is 7.620 m / 25.000 ft. Fuel consumption of 210-220 g/kWh means it is a very good diesel engine, comparable to those best. This engine is just one more proof that, if you need an amazing piston engine of any design, you have to knock at the door of some of the German factory. If they don’t have it at the moment, just say what you need and they will create it. This one, RED A03/V12, diesel engine reminds me a lot of Audi´s V12 TDI, Turbocharged Direct Injection (TDI), DOHC, diesel engine (eng. architecture: 60°V 12-cylinder; eng. displacement: 5.934 cm³ / 362,1 in³ * bore: 83,0 mm / 3,27 in, stroke: 91,4 mm / 3,60 in), CR: 16,0:1, rated at 493 hp (500 PS) / 368 kW at 4.000 rpm, once used in Audi R8 TDI Le Mans concept car and Audi Q7 V12 TDI quattro luxury crossover SUV. Audi R10 TDI race car that won 4 constructors’ and 4 drivers’ championships of the (American) Le Mans series was also using V12 TDI engine, though those two engines are completely unrelated (bore, stroke and the angle between the cylinder banks) and do not share a single component.

Just a few more words about UAV Altius-M … if I would find myself in a situation I have no choice but to shoot down Altius-M aerial vehicle, I would surely take care to do that very gently and carefully just not to damage its engines. And, if anywise possible, to save them … 🙂
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At the Dusseldorf Boat Show in 2011 there was a not so well publicized world premier of a new RED A03/V12 marine diesel engine, newcomer to the marine world, at the present only available as an aero engine, originally developed to fill a niche market between aircraft gasoline piston engines and the more expensive turboprops and, as such, was certified as an aero engine so far.

A marine version of the aero engine was planned to have an output power of cca. 700 hp (710 PS) / 522 kW at 3.900 rpm. Weight of the engine has not been announced, but its aluminum construction with the carbon fiber inlet manifolds means it is very light.

Caption: Front view of the RED A03 engine showing 90 degree……………………………….Caption: Side view of the engine showing turbocharger and common rail
between cylinder banks and carbon fibre inlet manifolds……………………………………….fuel injection system.
Photo credit: Keith Henderson………………………………………………………………………Photo credit: Keith Henderson
..

RED A03/V12 marine engine is also a V12 liquid cooled turbocharged diesel engine with 90° between the cylinder banks and twin double overhead camshafts. A bore of 86,0 mm / 3,39 in and stroke of 88,0 mm / 3,46 in gives a swept volume of 6.134 cm³ / 374 in³. The engine is electronically controlled with a common-rail direct fuel injection system. Operating on JET A fuel, a specific fuel consumption of 210-220 g/kWh was reported. There are a dry sump lubrication system, twin fuel pumps, twin turbochargers and an integrated oil-water heat exchanger. Dimensions of the base engine are length 800 mm / 31,5 in, width 840 mm / 33,1 in and height 650 mm / 25,6 in.
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The Yak-52 training aircraft (reg. LY-RAD) was chosen by the RED AIRCRAFT as the first engine flight test platform for the newly developed RED A03/V12 engine. The design for the engine installation has been undertaken in cooperation with the JSC A.S. Yakovlev Design Bureau (ОАО “Опытно-конструкторское бюро им. А. С. Яковлева”). The main goal to create the most compact engine installation packaging concept was successfully realized. The acceleration loads typical for training aircraft gave a chance to test engine performance, durability and interface in critical conditions. RED AIRCRAFT has successfully flight tested a prototype and confirmed declared high performance characteristics of the RED A03/V12 engine.

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… a couple of years back, the Russian aircraft manufacturers have agreed with the German company Raikhlin Aircraft Engine Developments GmbH (RED Aircraft GmbH) for the development of the promising engines for the light piston aircraft. The contract provides for a 2-aircraft diesel engines, known under the designations RED A03/V12 and RED A05/V6. The main difference between these engines is the number of the cylinders. RED A03/V12 has 12 cylinders arranged in V-shaped system, and RED A05/V6 has 6 cylinders arranged in V, as reflected in their titles.
For the first time that the work on the project has even started, it became clear in autumn 2010, when the news from those most informed came from Germany about the end of the assembly of the standard 12-cylinder diesel engine. Soon it was installed on a little modified Yak-52 plane, which received the latest engine mounts. In November 2010 it was reported that the new engine has a capacity of 500-700 horsepower, and the fuel consumption is about 30 l/h at a flight speed of 250 km/h at ²/₃ of the capacity of the engine. Such a numbers were intrigued by the aviation enthusiasts, but soon the enthusiasm was lost as the new messages have appeared. The next few months RED Aircraft was working on a fine-tuning of the new engine and demonstrate it at the air shows. Otherwise, Yak-52 aircraft was standard powered by the Vedeneyev M-14P, piston, four-stroke, supercharged, petrol engine (eng. architecture: 9-cylinder, single-row radial; eng. displacement: 10.131 cm³ / 618,2 in³ * bore: 105, 0 mm / 4,13 in, stroke: 130,0 mm / 5,12 in), CR: 6,3:1, rated at 360 hp (364 PS) / 268 kW at 2.950 rpm.

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In that time, there was only a piece of news about the RED A03/V12 engine. Management development company announced that by the end of 2012 the new engine tests have been completed, and that in the next year assembly of the first aircraft Yak-152 will begin. Following the production of the new training aircraft, the testing and work to obtain all the necessary documents started.
In June 2016 manufacturer IAPO – Irkutsk Aircraft Production Assocaition has revealed that the Russian Ministry of Defense has ordered 150 Yak-152 basic trainers. The company unveiled that three aircraft were under the various stages of assembly at their plant in Irkutsk. Operated by a single pilot, the cockpit can accommodate two crew members in a tandem configuration. The aircraft is intended to provide primary pilot training, professional selection and the occupational guidance for the future pilots of military fighter aircraft. The Yak-152 is a single-engine, two-seater, low-wing monoplane of a classical configuration with a retractable tricycle landing gear with nose wheel and, at that time anticipated, M-14H engine. Shock-absorbing properties of the landing gear with the low pressure tires, short take-off and landing run make it possible to operate the aircraft on small unprepared airfields.

However, the prototype was powered by a turbocharged diesel engine built by Raikhlin Aircraft Engine Developments GmbH (RED aircraft GmbH), A03/V12, from Germany. As I have already mentioned, the engine was available in two versions, A05/V6 and A03/V12. The latter provides sufficient power for the Yak-152 to fly with four underwing weapons pylons and up to 550 kg / 1.100 lb of munitions on them. In one of the possible configurations, the inner attachment points could be occupied by rocket pods or R-73 air-to-air missiles, and the outer ones with a 50/100 kg (110/220 lb) caliber bombs. On a reconnaissance mission, the Yak-152 can take pods for aerial photography, radiation, bacteriologic and chemical warfare. On 27. Aug 2016, at the IAPO – Irkutsk Aircraft Production Assocaition (ПАО “Корпорация “Иркут”), the first completed Yak-152 trainer aircraft prototype (serial number 0001), equipped with a RED A03/V12 diesel engine was rolled out.

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The requirement from the Russia’s Air and Space Force is for 150 aircraft in the roles of screener and basic trainer. For this and other domestic customers, there was a plan that the Yak-152 will be powered by the M-14H, piston, four-stroke, supercharged, petrol engine (eng. architecture: 9-cylinder, single-row, radial; eng. displacement: 10.131 cm³ / 618,2 in³ * bore: 105, 0 mm / 4,13 in, stroke: 130,0 mm / 5,12 in), CR: 6,3:1, rated at 400 hp (405 PS) / 298 kW at 2.950 rpm, built by the PJSC “OKBM” (ООО “ОКБМ”) from Voronezh, and based on the Ivchenko AI-14 nine-cylinder, air-cooled, radial, piston engine. The M-14H version (used on Yak-52M aircraft) is the recent and more powerful version of the popular Vedeneyev M-14P engine which develops 360 hp (364 PS) / 268 kW at “maximum” mode and 400 hp (PS) / 298 kW at the “emergency” mode. The engine is air-cooled with a single-speed pump and mechanical reduction gear of airscrew shaft drive, equipped with the system of automatic start and the system of the automatic condensate drainage from the lower cylinders to avoid hydroblows. There is also a Vedeneyev M-14PF slightly modified version of the engine, rated at 400 hp (405 PS) / 298 kW, with the larger, 104,1 mm / 4,1 in, power booster (M-14P has 91,4 mm / 3,6 in. booster) and a higher supercharger’s (centrifugal, single-stage) gear ratio (supercharger turns at 10,5 times of the engine’s speed rather than 8,16), used to produce a mildly higher manifold pressure. Prop gear ratio of the M-14 engine is 0,658:1. Engine’s diameter is 985 mm / 38,8 in, length 924 mm / 36,4 in and dry mass 214 kg / 471 lb.

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The M-14H-powered version of the Yak-152 aircraft is lighter, with gross weight (compared with the RED A03/V12 engine) reduced from 2.125 kg / 4.684 lb to 1.400 kg / 3.086 lb. It has g limits of +9/-7 (the g limits of the diesel version are +5/-3). While the maximum diving speed remains at 500 km/h / 270 kn, the maximum level speed drops from 380 km/h / 205 kn to 335 km/h / 181 kn (Maximum Level Speed is the maximum speed an airplane can attain in level flight. In almost all cases, an airplane is flying faster or slower than this speed, and if it levels out and flies straight/level, at full power, it will slow down/speed up to this speed). The maximum climb rate rises from 8 m/s to 11 m/s (1.575 ft/min to 2.165 ft/min). Take-off run decreases from 300 m / 990 ft to 200 m / 660 ft. The landing run is reduced from 450 m / 1.485 feet to 250 m / 825 ft, as a result of the landing speed going down from 145 km/h / 78 kn to 115 km/h / 62 kn.

Since the M-14H engine production was ceased in the meantime, it seems Yak-152 aircraft will have to deal with the READ A03/V12 engine’s greater weight and yet the factory can be overjoyed to come into the possession of such a magnificent peace of the engineering since the Russian aviation industry has, not nearly, anything similar in the production programs of their factories.

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In the end, I cannot resist not to ask myself what is the maximal propulsion power the Yak-152‘s airframe can endure and how would this, by my humble opinion great, aircraft behave with, for example, an PT6A-114A twin-shaft, free-turbine (PwrT), turboprop engine (engine architecture: (3+1r)LPC〦1LPT«1PwrT–]2G[–P, CPR: 7,0:1, rated at 675 shp (684 sPS) / 503 kW at 1.900 rpm of the Output Speed.
The P&WC PT6A-114A turboprop engine is the member of the PT6A “Small” series of the PT6A turboprops. Single-stage power turbine is connected to a two-stage epicyclic output reduction gearbox, which drives the propeller at a speed of 1.900 rpm. Gas generator shaft’s speed is 38.100 rpm. Engine’s length is 1.341 mm / 52,8 in, diameter 596 mm / 23,5 in and dry mass 163 kg / 359 lb…
If will the Yak-152, with the turbodiesel engine, be a true workhorse, I am sure with the proposed turboprop it would be a true … DogFighter? … 🙂

Kind regards

Mario

… with the romantic overtones of some olden times …

Eastern Air Transport‘s 4-AT-E Tri-Motor, SN 4-AT-69, reg. NC8407, was powered by three J-6 Whirlwind 9 (J-6-9 / R-975) engines (eng. architecture: 9-cylinder single-row radial; eng. displacement: 972,0 in³ / 15.927 cm³ * bore: 5 in / 127,00 mm, stroke: 5¹/₂ in / 139,7 mm), CR: 5,1:1, rated at 300 hp (304 PS) / 223 kW at 2.000 rpm. The engines’ max. diameter was 45 in / 1.143,0 mm, length 41⁷/₁₆ in / 1.052,5 mm and dry weight 520 lb / 236 kg. The fuel system comprised single-barrel Stromberg carburetors and each cylinder had 2 spark plugs.

Curtis-Wright J-6 Whirlwind 9 (J-6-9 / R-975) engine next to Curtiss-Wright Travel Air B-14-B Speedwing aircraft, reg. NC12332

Like the Wright J-5 and the J-6 Whirlwind engine, introduced in 1928 as the next step up from the the Wright J-5 (R-790) family of the naturally aspirated engines (eng. architecture: 9-cylinder single-row radial; eng. displacement: 787,3 in³ / 12.901 cm³ * bore: 4¹/₂ in / 114,3 mm, stroke: 5¹/₂ in / 139,7 mm), CR: 5,1:1 was based on the Wright J-4 engine from 1924, with the same 5¹/₂ in / 139,7 mm stroke, but this time with the cylinders of increased bore from 4¹/₂ in / 114,3 mm to 5 in / 127,0 mm. The Wright J-6 family of the engines also had gear-driven superchargers, stepped up 7,8:1 from the engine´s maximum 2.000 rpm, to maintain sea-level intake air pressure at altitude, and were designed in five J-6-5 / R-540 (540,0 in³ / 8.849 cm³, seven J-6-7 / R-760 (756,0 in³ / 12.389 cm³ and nine cylinder J-6-9 / R-975 (972,0 in³ / 15.927 cm³) versions. It is interesting to mention that the “Spirit of St. Louis” was powered by the 787,3 in³ / 12.901 cm³Wright J-5C Whirlwind engine that was developing 223 hp (226 PS) / 166 kW at 1.800 rpm.

Charles Lindbergh checking the Wright J-5C Whirlwind engine of his “Spirit of St. Louis” aircraft before his transatlantic flight in May 1927

The first J-6 Whirlwind 7 (R-760) flew in 1925. In 1929 the J-6 Whirlwind 9 (R-975) was introduced and in 1930 the J-6 Whirlwind 5 (R-540). All three shared the same cylinder geometry (bore: 5 in / 127,0 mm, stroke: 5¹/₂ in / 139,7 mm). The R-975‘s cylinders were made of a steel barrel over which an aluminium alloy head was screwed and shrunk. Intake ports were at the rear with the exhaust ports on the forward side of cylinder.

The 9-cylinder version, R-975, initially produced 300 hp (304 PS) / 223 kW using 73 octane gasoline and a 5,1:1 compression ratio. Improved cylinder heads enbled the power of 330 hp (335 PS) / 246 kW, 10% more than before. Another 10% of power, respectively 365 hp (370 PS) / 272 kW, was achieved with the R-975E engine, with the compression ratio increased to 6,1:1 and maximum rpm up to 2.100. The R-975E-3 engine had 6,3:1 compression, a 10,15:1 supercharger gear ratio and 2.200 rpm maximum (2.250 rpm for takeoff), required 80 octane gasoline, and produced 420 hp (426 PS) / 313 kW.
After the war, Continental Motors, Inc. introduced its own version of the R-975 engine aimed for the aircraft, the R9-A. Though it was basically similar to the other R-975 engines, and its compression ratio and supercharger gear ratio were unchanged from the R-975E-3 engine, other improvements in the R9-A allowed it to achieve 500 hp (507 PS) / 391 kW at 2.300rpm, respectively 525 hp (532 PS) / 391 kW at 2.350 on takeoff, using 91 octane fuel and thus surpassing any Wright‘s version of the engine. A military version, the R-975-46, could reach 550 hp (558 PS) / 410 kW, and was used in Piasecki H-25 Army Mule/HUP Retriever. The R-975 was built by Continental Motors, Inc. under the license into the 1950s.

The was using the Continental R9-A engine in their D18C twin engined transporter, but Continental‘s biggest market, dwarfing all airplane uses, was in armored vehicles; M2 medium tank (R-975E-C2), M3 Grant/Lee medium tank (R-975E-C2), M4/M4A1 Sherman medium tank (R975-C1/C4), M7 Priest 105 mm Howitzer Motor Carriage (R975-C1), M12 Gun Motor Carriage (R975-C1), M18 Hellcat 76 mm Gun Motor Carriage (R975-C1/C4), M40 155 mm Gun Motor Carriage (R-975E-C2), the Canadian Ram cruiser tank and Sexton gun carriage were among the applications.

However, the R-975 faced heavy competition from R-985 Wasp Junior supercharged engine (eng. architecture: 9-cylinder single-row radial; eng. displacement: 986,7 in³ / 16.170 cm³ * bore: 5³/₁₆ in / 131,8 mm, stroke: 5³/₁₆ in / 131,8 mm), CR: 6,0:1 and from their larger R-1340 Wasp (eng. architecture: 9-cylinder single-row radial; eng. displacement: 1.343,8 in³ / 22.021 cm³ * bore: 5³/₄ in / 146,05 mm, stroke: 5³/₄ in / 146,05 mm), CR: 6,0:1, at the most rated at 600 hp (608 PS) / 447 kW at 2.250 rpm on 6.200 ft / 1.890 m. Otherwise, Pratt & Whitney sold many more Wasp Juniors for aircraft use than Wright their R-975s.

The engine was also built in Spain as the Hispano-Suiza 9Q or Hispano-Wright 9Q, without modification apart from the use of Hispano‘s patented nitriding finishing process and, on one version only, the 9Qdr, an epicyclic output speed reducer. The R-975 engine was also produced under licence by Fábrica Nacional de Motores in Brazil…

From 1926 through 1933, Ford Motor Company built 199 Tri-Motors aircrafts. Experimental Aircraft Association‘s model 4-AT-E was the 146^th off Ford’s innovative assembly line and first flew on 21. Aug 1929. It was sold to Pitcairn Aviation’s passenger division, Eastern Air Transport, whose paint scheme is replicated on EAA´s Tri-Motor.

In 1930, the Tri-Motor, reg. NC8407, was leased to Cubana Airlines, where it inaugurated air service between Havana and Santiago de Cuba. The airplane was later flown by the government of the Dominican Republic.

An interesting historical footnote about NC8407 is that this is the aircraft that Neil Armstrong flew in with his father on 20. Jul 1936, on his first flight at five years of age. It was exactly 33 years later that he took his historic walk on the Moon.

EAA‘s Ford Tri-Motor returned to the U.S. in 1949 for barnstorming use. In 1950, it was moved from Miami to Phoenix and was refitted with more powerful Pratt & Whitney R-985 Wasp Junior engines (eng. displacement: 986,7 in³ / 16.170 cm³) for use as a crop duster. With the two 450 hp (456 PS) / 336 kW Wasp Junior SB engines and one 550 hp (558 PS) / 410 kW Wasp Junior SC engine, it became the most powerful Model 4-AT ever flown. In 1955, it was moved to Idaho and fitted with two 275 US gal / 1.041 l tanks and bomb doors for use as a borate bomber in aerial firefighting. Then in 1958, it was further modified for use by smoke jumpers.

After working for a variety of crop spraying businesses, EAA‘s Tri-Motor moved to Lawrence, KA, in 1964, where its new owner flew barnstorming tours. During this period it had a variety of roles, including serving as the primary setting for the Jerry Lewis comedy “The Family Jewels”.

In 1973, the aircraft was still being used for air show rides, including an EAA chapter’s fly-in at Burlington, WI. While at the 1973 fly-in, a severe thunderstorm ripped the plane from its tie-downs, lifted it 50 feet into the air and smashed it to the ground on its back. EAA subsequently purchased the wreckage.

After an arduous, 12-year restoration process by EAA staff, volunteers and Ford Tri-Motor operators nationwide, the old Tri-Motor took to the air once again, where it had its official re-debut at the 1985 EAA Fly-In Convention in Oshkosh.

It was displayed in the EAA AirVenture Museum, located in Oshkosh, WI, until 1991 when it returned to its former role of delighting passengers. Ford Tri-motor, reg. NC8407, is the flagship of the EAA’s Pioneer Airport, a part of the AirVenture Museum experience…

… and who knows how many more wondrous stories this aircraft could tell us? The myriad? No. More than that …

Mario