Air Fleet Magazine 2011-01.pdf
(
21409 KB
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Pobierz
№ 1. 2011
CONTENTS
Bangalor's Sky
Waiting
Bangalor's Sky
Waiting
Aircraft
0
4
Chengdu J-20. China’s ram
for “cheese boxes on rafts”
Summing-up
12
Russia’s aviation industry in 2010:
from Sukhoi PAK FA
to Tupolev TU-204SM
Review of the Most Important Events
of the Last Year
Engines
20
The Motor Sich:
Development, Production
and Services
Avionics
24
“Radionix” (Microwave Systems
Design Company) — crisis solutions
to upgrade fighters’ avionics
Navigation
28
Compas: priorities of space
navigation
View of analyst
32
India and Russia:
new joint military projects
44
Russian arms trade
1
Director General
Evgeny Osipov
Deputy Director General
Alexander Kiryanov
Commercial Director
Denis Kostin
Marketing Director
Leonid Belyaev
Marketing Manager
Elena Bebneva
Creative Director
Alexander Strelyaev
Editor-in-Chief of A4 Press Publishing
Viktor Murakhovskiy
Editor-in-Chief of AirFleet
Alexander Gudko
Editors
Mikhail Nayden
Art Director
Al'vina Kirillova
Designers
Alexander Shipilov
Nadezhda Fadina
Elena Shishova
R
EPRESENTATIVE
OFFICE
IN
S
AINT
-P
ETERSBURG
Deputy Director General
Oleg Perevoschikov
Commercial Director
Sergey Baydak
Advertising Sales Director
Milana Nikolaeva
Development Director
Roman Moshnin
Marketing Director
Grigoriy Zubok
Photos and graphics in this issue:
M. Lystseva, A. Cheredayko, Rajesh Dangi,
M. Badrocke, N. Solovjev, “Motor Sich” JSC,
“Radioniks” Ltd., Compas MDB, blogspot.com,
photobucket.com, defenceindustrydaily.com, sflorg.
com, airwar.ru, free-review.net, radikal.ru
Partners:
Literra Translation Agency
Office 202, Gapsalskaya St., 1, St. Petersburg,
tel.: +7 (812) 680-17-03; e-mail: info@li-terra.ru
Circulation: 10 000
The magazine is registered in the Committee for Press of the
Russian Federation. Certificate № 016692 as of 20.10.1997.
Certificate № 77-15450 as of 19.05.2003.
© AIR FLEET, 2011
ADDRESS
P.O. Box 77, Moscow, 125057, Russia
Tel.: + 7 495 626-52-11
Fax.: + 7 499 151-61-50
E-mail: af@airfleet.ru
Editorial
Yet another exhibition of world aviation industry achievements — Aero India 2011 — has
opened its doors. The show gathered a large number of professionals from many countries,
two of which are India and Russia. These two powers have much in common in the aviation
sector, and India has been Russia’s strategic partner for many decades. Since the early
1960s India has been purchasing Soviet and Russian aviation equipment. Today, this
partnership has stepped to a new level. Not only does India purchase aircraft but the two
countries work on joint development projects, the most important one is the PAK FA T-50.
India keeps stressing the critical importance of the project in the light of the recent flight
tests of China’s Chengdu J-20 fighter. The T-50 is developing successfully; the second
prototype is currently passing tests.
Apart from this, in 2010 a joint venture was established to develop the multipurpose
transport plane (MTA). The project also holds the status of joint programme which is
of great concern for both Russia and India.
The third important fact is that Russia is taking part in tender for selling 126 fighters for
the Indian Air Force with its MiG-35. These aircraft have successfully completed flight
tests in both countries, and Russia has every chance to win the tender partly because
MiG-35 has been unified with the MiG-29K fighter, which is currently entering service
with the Indian Navy. Apart from the mentioned competition Russia is also participating
in tender for supplying the light scout helicopters for the Indian Armed Forces with its
K-226s. Russia also hopes the final choice will be in favour of these machines. Trying to
describe the scope of Russian-Indian partnership it’s noteworthy that India’s advanced jet
trainer is equipped with Russian AL-55 engines. Some other interesting facts come to my
mind as well...
A lot can be said about Russian-Indian joint projects and military and technical
cooperation but let’s sum it up to one phrase: “There is no other country like India for Russia
to lead such a great number of joint projects and sign contracts to supply various aircraft
equipment. Today, India is Russia’s major strategic partner in the aviation industry”. While
reading feature of this issue you’ll face some facts proving the statement and will find a lot
of interesting and useful information.
I wish you successful and fruitful work at the Aero India 2011, as well as fresh impressions
and prospective business contacts.
Yours faithfully,
Alexander Gudko
2
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Aircraft
CHENGDU J-20.
CHINA’S RAM FOR “CHEESE BOXES ON RAFTS”
On 11 January 2011 the new Chinese combat jet flew for the first time (in public, at least). The new
airplane is referred to as the Chengdu J-20. Chengdu is the name of the city which houses a few
aviation industry enterprises, including aircraft manufacturing plants producing jetfighters and design
houses developing them. Great many outsiders watched the J-20 fly, as they happened “by chance”
to be around the fence of Chengdu factory’s aerodrome on that day. The flight itself was uneventful.
It took place in the conditions of clear skies allowing photographers to make some good shots.
Before touching off the ground, the pi-
lot made several passes over the runway
so as to expose his airplane to the cameras
of “aviation admirers” all round the place.
Those took photos of the aircraft from dif-
ferent angles and depicted everything they
wanted except for doors of internal weap-
ons bays.
These doors were either thoroughly hid-
den or removed from the shots by the picture
takers on the insistence of very competitive
advisers. But it is even more likely that these
doors were not actually fitted to the J-20
first operable prototype. They are not need-
ed on the very first operable aircraft dedi-
cated to assessment of flight performance,
flight envelope, various engine settings,
functioning of the essential onboard systems,
proving flight control algorithms. As a rule,
third or even later prototypes are devoted
to weapons testing, but these are yet to be
constructed and outfitted.
The J-20 first public flight occurred just
in time when US defense secretary Rob-
ert Gates was in Beijing on an official vis-
it. Once there, he was trying to calm down
the Chinese leaders who were much wor-
ried about pending deliveries of modern
US-made weapons to Taiwan. Beijing con-
siders this island an essential part of China.
A lot of pictures appeared on the In-
ternet on the memorable day of 11 Jan-
uary. These shots gave more information
on the new airplane. In particular, they re-
veal the shape of the wing and its position-
ing in relation to fuselage. This makes it
possible to make some preliminary conclu-
sions about the aerodynamics layout and
technical characteristics of the J-20, and
make guesses as to the main task the new
jet shall be solving after entering squad-
ron service.
The J-20 represents a relatively large
tactical jet with the canards (foreplanes)
and large delta wing. The fuselage length
is somewhere between 23 and 25 me-
ters, wingspan between 13 and 14 me-
ters. By our estimation the maximum take-
off weight shall be in the region of 40 tons,
and operating empty weight twice less
than that.
Many aviation experts believe that
the J-20 relies on a pair of Russian engines
or their Chinese copies. In other words,
the J-20’s engines are picked out among
members of the big family uniting the Item
117, AL-31F, WS-14 and WS-10 Taihang.
Two engines together develop in between
30 and 40 tons of thrust. If that is so, then
the capability of the propulsion system
4
Aircraft
is enough for supercruise, or supersonic
cruise flight at military power (highest pow-
er setting without afterburning). We may
also expect that the J-20 with restricted fu-
el and combat load (for instance, when fly-
ing air-to-air mission) can fly vertical with-
out losing speed at subsonic regimes and
low altitudes.
When in-flight photos appeared,
the J-20 became the hottest topic for dis-
cussion among aviation enthusiasts round
the world. But as it appeared, the enthu-
siasts, and even world-famous western
journalists, had difficulty in classification
of the new Chinese warplane. Is it a su-
periority fighter? Is it a supersonic bomb-
er? Or, perhaps, it is a multirole, multimode
airplane? Even columnist and experts with
world’s leading aviation magazines hes-
itated to give their clear answer to these
questions, — that in the view of them hav-
ing good sources in the US and Europe-
an intelligence bodies, defense ministries
and the industry. It seems that not only jour-
nalists, but the professionals were in some
state of shock after seeing the new Chi-
nese bird.
First of all, let’s determine J-20’s center
of gravity position. There are some pho-
tos available of the J-20 taxiing, in which
we can clearly see its long fuselage, wing-
to-fuselage connection and landing gears.
The J-20 undercarriage is fighter’s clas-
sics: three-point with a nose gear. And so it
makes it easy to determine center of grav-
ity position. To do that we take the main
landing gear strut, and attach a line to
it starting on the wheel’s ground contact
point. The line goes up with at an angle of,
say, 15 degrees, leaning towards the nose
of the airplane. The point where it cross-
es the fuselage center line is the most likely
position for the airplane’s center of gravity.
Here comes the first surprise: the like-
ly center of gravity position rests… too far
from the mean aerodynamics chord (MAC)
of the wing. As a first iteration for aircraft
designers, the center of gravity must be
somewhere 25–35% of the wing’s MAC, —
like so is prescribed in the classic aircraft
design books.
But the Chinese airplane appears to
have the center of gravity position some-
where at MAC’s edge. It is fairly strange
for a maneuverable fighter, since bal-
ancing of the aerodynamic forces and
the gravity will require relatively high de-
flection of the control surfaces — canards
in the J-20’s case. Should this airplane try
to execute high-G maneuvers at subsonic
speeds, the deflection of the canards could
be a limitation. All this is rather strange
for a maneuverable fighter… But not for
the J-20, which does not appear to be one
of those!
Let’s take a look at other available pho-
tos, in which the J-20 goes in for the land-
ing with landing gear down. Apparent-
ly, the canards are set at a rather high pos-
itive angle (leading edge upwards), while
the wing has its leading edge deflected
downwards. The trailing edge surfaces are
also deflected down, at rather a small an-
gle. Obviously, at the approach for land-
ing configuration, the wing’s center line
is highly curved by means of the leading
and training edges down, which increases
lift (achieved through altering the camber
of the wing). But not so much as in the case
of classical flaps.
All this is, again, fighter classics for
the delta winged aircraft with foreplanes.
And here lies their limitation: the pilot can-
not move the trailing edge further down,
since the resulting lift force that builds up
on the training edge will be hard to bal-
ance with the canards, in the view of their
limited deflection scope (in the view
of them stalling).
It is well known from the aviation his-
tory how to enable delta-winged air-
planes to generate more of the lift force
at landing. For that purpose the canards
are placed as close to the fuselage’s nose
as possible, to have a larger distance to
The J-20 relies on a pair of Russian engines or
their Chinese copies coming from the big family
uniting the Item 117, AL-31F, WS-14 and WS-10
Taihang
AIR FLEET
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