Military Review

An-70: completion of state tests and unclear prospects

40
On April 10, the Antonov Aircraft Company announced the completion of the most important phase of the program to create a promising military transport aircraft An-70. Antonov and the State Research and Testing Center (GNIC) of the Armed Forces of Ukraine completed state joint tests of the new aircraft. According to the results of these works, An-70 is recommended for mass production and adoption.




The tests were carried out using a military transport aircraft that had recently been modernized. In the autumn of 2012, An-70 with an updated composition of equipment left the shop of the plant and went out for tests. It took about a year and a half to conduct test flights. From the autumn of 2012 of the year to the end of March, the 2014 of the experienced An-70 performed a 122 flight with a total duration of 220 hours. The total flight time of several prototype aircraft during all test phases is equal to the 930 watch (753 flight).

The upgraded An-70 aircraft passed ground and flight tests, during which specialists from the development organization and the State Research and Development Center of the Armed Forces of Ukraine checked the operation of various systems and the compliance of the machine characteristics with the specified ones. During the tests, various features of the new aircraft were tested, such as the operation of modernized systems and equipment; the possibility of short takeoff and landing; accuracy of navigation using existing equipment; strength and life of the structure; the reliability of various systems and the ability of the aircraft to transport the specified goods.

The completion of state tests of the An-70 aircraft suggests that even now the development organization and the aircraft industry can prepare for the start of the serial construction of new machines. Nevertheless, despite all the optimism associated with the completion of testing, An-70 production aircraft are unlikely to be able to leave the assembly plant of the plant in the next few years. Moreover, there is reason to doubt that An-70 will generally be able to go into the series. Confirmation of this forecast can be considered all history the project, during which a promising military transport aircraft regularly encountered various technical and economic problems.

In mid-December, 2014 will mark 20 years since the day of the first flight of the An-70 aircraft. During this time, the Antonov company was able to build only three prototype aircraft and conduct a fairly large-scale program of their tests. Nevertheless, the preparation for the mass production of new technology again became not a pressing problem, but a topic for future discussions and negotiations.

Problems pursued the project An-70 from its very beginning. Thus, during the tests, one of the experienced aircraft was lost, and the other was seriously damaged. The first flight copy of the 10 crashed in February 1995 of the year (approximately two months after the first flight) and claimed the lives of seven test pilots. The cause of the accident was a collision with an An-72 escort aircraft. In 2001, in Omsk, another experienced An-70 was seriously damaged. Two engines refused to take off, which forced the crew to land on the nearest field. The result of this landing were numerous structural damage. Subsequently, the aircraft was restored.


An-70 at the Le Bourget-2013 exhibition
Source: Marina Lystseva. fotografersha.livejournal.com


In addition to accidents, its economic features affected the work on the project. In the mid-nineties, it was noted that the Russian air force was interested in new Ukrainian military transport aircraft. The needs of the Air Force were estimated at 150-160 aircraft. Soon the Russian side refused to purchase the An-70 aircraft, explaining that decision by the too high price of such equipment. In addition, the claims were caused by the low reliability of the D-27 turboprop engines. The refusal of Russia from full-fledged cooperation led to a significant reduction in the financing of work, which accordingly affected the timing of the project.

Several years ago, a number of new messages appeared about the future of the An-70 project. In 2011, it became known that Ukraine intends to continue financing the development of the aircraft. At the same time, it became known that within the framework of the new state armaments program, the Russian Ministry of Defense intends to purchase 60 An-70 aircraft. At the same time, it was argued that in 2014-15, the construction of new equipment could begin at one of the Russian aviation factories.

A few days ago, the state joint tests of the prospective An-70 military transport aircraft were completed. The new aircraft is recommended to start mass production. Given the 2011-12's statements, this news I would allow to speak about the imminent signing of a contract for the supply of equipment to the Russian Air Force, but recent events cast doubt on the possibility of the appearance of such an agreement.

Serial construction of An-70 aircraft will require the cooperation of a large number of enterprises of the two countries. Against the background of relations between the Kiev authorities and official Moscow, the achievement of such agreements looks unlikely. Without Russian assistance, in turn, Ukraine will not be able to build new military transport planes. Thus, the Ukrainian events of recent months can adversely affect one of the most promising projects of recent times.

The An-70 was originally proposed to replace several types of vehicles of similar purpose. It was argued that it has several advantages over existing equipment, for example, it is capable of taking off and landing on unpaved airfields with a runway length of no more than 600-700 meters. It should be noted, in this case, the aircraft carrying capacity is limited to 20 tons. Maximum carrying capacity when using concrete runways reaches 47 tons.

These characteristics, which were one of the main ways to promote a promising project, provide the An-70 with superiority over some military transport vehicles currently in use. However, the beginning of the construction and operation of the An-70 aircraft in the foreseeable future remains uncertain. A sharp deterioration in Russian-Ukrainian relations, as well as regular threats from the new Kiev authorities, promising to stop military-technical cooperation, may again adversely affect the fate of the newest Ukrainian military transport aircraft or even lead to a complete cessation of all work.

What will be the fate of the project An-70 - will show soon. Nevertheless, it is already clear that this aircraft, with all its advantages and positive qualities, again became a victim of economics and politics. The already difficult implementation of the project, which is difficult due to insufficient funding, may be even more difficult or even impossible due to the rupture of cooperation between the two countries. For this reason, even the recent successful completion of state joint tests can hardly be considered a reason for optimism.


On the materials of the sites:
http://antonov.com/
http://vz.ru/
http://airwar.ru/
http://vpk-news.ru/
Author:
40 comments
Information
Dear reader, to leave comments on the publication, you must sign in.
  1. qwert
    qwert April 16 2014 08: 15
    +23
    The aircraft surpasses all other transport aircraft that were created earlier, and everything that is now created in other countries. It is still ahead of the competition. And losing this plane to the Russian Air Force is stupid. In addition, the engines installed on it are never turboprop, FAN PROPELLER (according to the Western-style "prop-fan" !!! This is a completely new word in engine building. Not a single country is still mass-produced. Thanks to solid funding in the 80s, the USSR in These technologies have taken the lead. It is foolish to give up the groundwork that was achieved at the expense of money and the work of a bunch of scientific institutions. What gives a fan engine? This is more than 20% efficiency compared to two-circuit jet and even turboprop !!! At the same time the speed of the aircraft with this engine, they can reach 900 km / h.
    The version of the Tu-334 with a propfan engine could literally "break" the market due to the economy of transportation. (although who would give it ??? Well, in principle, they did not give it. They hacked down the car) Ie. at a cruising speed of only 30 km / h lower, fuel efficiency is 22% higher, and the flight range is 1500 km. Fine?
    And An-70 is a great workhorse. Durable and able to sit on short unpaved sites with excellent mechanization of loading and unloading operations and other company advantages Anov
    1. Gamdlislyam
      Gamdlislyam April 16 2014 09: 10
      +11
      Quote: qwert
      An-70 is a great workhorse. Durable and able to sit on short unpaved sites with excellent mechanization of loading and unloading operations and other company advantages Anov

      Dear colleague Edward, you shouldn't sing a panegyric to a "virtual" airplane. The message says about "completion of a critical stage" An-70 flight tests in Ukraine, in which the Russian Ministry of Defense did not participate. Therefore, it is too early to say that this aircraft meets all the requirements for a military transport aircraft for the Russian Air Force (An-70 has not yet passed the corresponding tests in Russia). He is not ready for Syrian production, and the political situation in Ukraine does not contribute to this.
      And compare the An-70 with another virtual aircraft (Tu-334) belay, which refers to a completely different class of aircraft - this is something new in the discussion. Although it’s good for PR.
      1. avt
        avt April 16 2014 09: 25
        +9
        Quote: Gamdlislyam
        do not sing the eulogy to the "virtual" airplane.

        laughing An-70 is a virtual airplane! ??? No, well, it’s impossible, you need to go out of the astral to reality. Especially since
        Quote: Gamdlislyam
        The message says about "the completion of the most important stage" of flight tests of the An-70 in Ukraine, in which the Russian Ministry of Defense did not take part.

        So there’s generally a flight model in metal, but what a hint that de Antonovites didn’t understand what kind of tests they did ..... request , right - in vain you are so.
        Quote: Aydar
        superior not argue. when will the first production sample? when will you start the series? wait a long time yet? Kazakhstan needs Belarus, too, you will argue for a long time, so the real market will not be lost for long, the aircraft is needed today and tomorrow.

        Yes, a campaign of developing events never, alas! A long-suffering and very useful machine was hit before the series. There is no factory, what with the documentation - who is the copyright holder is not clear and cooperation in the manufacture - is not clear. Some kind of evil rock above the machine.
        1. user
          user April 16 2014 10: 07
          +4
          The machine is very promising, with a great resource for modernization. Still in operation to check. But in the current environment, this is one of many promising projects. Russia will not produce together, the EU will also not create a competitor for itself, Ukraine alone will not pull well if only China buys, so it is a pity that such a wonderful project.
        2. Bad_gr
          Bad_gr April 16 2014 16: 23
          +3
          Quote: avt
          Some kind of evil rock above the car.

          The "bad fate" over the car was quite predictable, when instead of a car to replace the AN-12, they created a competitor to the IL-76.
          It turned out that there was still no AN-12 replacement (which was on the terms of reference), and it makes sense to rot your own plane for the sake of a promising but not its own plane at all?
      2. qwert
        qwert April 16 2014 10: 29
        +5
        This aircraft meets all the requirements for a transport aircraft for the Russian Air Force, as it was initially developed to meet the requirements of the USSR Air Force, and subsequently there were a couple of agreements with the Ukrainian side, where Russian requirements were confirmed and the test results are being agreed with the Russian side. And as for virtuality ... Well, no more virtual than PAKFA, nevertheless, the first copy came out for testing back in the distant 1993 year. Technology allows you to deploy mass production. And about what prevents this politician, that's right.
        But the Tu-334 cited solely as an example of an aircraft with a similar power plant. I did not compare it with An-70. God forbid. Just drew attention to the prospects of the power plant. This I say as an aircraft engine engineer
        1. bigELDAK
          bigELDAK April 16 2014 10: 38
          +3
          The version of the Tu-334 with a propfan engine could literally "break" the market due to the economy of transportation. (although who would give it ??? Well, in principle, they did not give it. They hacked down the car) Ie. at a cruising speed of only 30 km / h lower, fuel efficiency is 22% higher, and the flight range is 1500 km. Fine?
          TU-334 below, as we see the power plants are identical (sarcasm) ☺☻ wink
          1. qwert
            qwert April 17 2014 12: 04
            +1
            I repeat:
            If you search on the Internet, you will find "Initially, the layout of the Tu-334 almost completely corresponded to the scheme of the Tu-204, but the dimensions and weight were much smaller. The power plant should have consisted of two engines with a high bypass ratio of the HPP (multi-blade propeller in an annular channel Then, with the advent of the D-227 engine (without an annular channel), the original project was reworked for the installation of engines in the fuselage tail section with pushing multi-blade propellers. That is why the HPV project was re-arranged for the tail unit. the serial version was supposed to be the Tu-334 with the D-227, as having the highest fuel efficiency. "

            At one time, the kursach was on fan engines. This is a really promising area. BUT, that's the trick, which is much more profitable when the engine is installed on more than one type of aircraft. Then the series is larger, and therefore the production is more profitable, and R&D will be distributed to each copy in a smaller size. So there was the D-27 project as a power plant for several aircraft. In addition, the high-pressure compressor had to be unified with another engine, but I can’t remember with a turboshaft or turbojet engine. I will not lie.
      3. agbykov
        agbykov April 16 2014 11: 21
        +1
        According to my data, participated in the tests of the Ministry of Defense of the Russian Federation.
    2. Alekseev
      Alekseev April 16 2014 13: 08
      +1
      Quote: qwert
      In addition, the engines installed on it are never turboprop, FAN-PROPELLER (on the west side "prop-fan" !!! This is a complete new word in engine building.

      You are apparently a specialist in aircraft engines. wink
      I especially liked the comparison with Tu-334 shifters (Powerplant - two D-436T1 turbofan engines. Almost the same engines as the An-148, Be-200)
      Do not get confused in the concepts yourself and do not confuse others.
      Quote: qwert
      never turboprop, VENTILATOR

      engines is Turbojet engine с high bypass (above 2) called turbofan. In the English language literature, this engine is called turbofan with the addition of a high bypass (high bypass) specification, and the rotor fan is the essence capotated screw...
      Where is this on the An-70?
      1. qwert
        qwert April 17 2014 07: 29
        +5
        I graduated from the Ufa Aviation Institute with a degree in aircraft engines, I work at UMPO. So that you guessed right. Truly a specialist in aircraft engines.
        If you search the Internet, you will find "Initially, the layout of the Tu-334 almost completely corresponded to the scheme of the Tu-204, but the dimensions and weight were much smaller. The power plant was supposed to consist of two engines with a high bypass ratio of the HPP (multi-blade screw installation in an annular channel Then, with the advent of the D-227 engine (without an annular channel), the original project was redesigned for the installation of engines in the fuselage tail section with pushing multi-bladed propellers. That is why the HPV project was rearranged for the tail unit. the serial version was supposed to be the Tu-334 with the D-227, as having the highest fuel efficiency. " By the way, about the fact that a propfan is, as you say, "essentially a coded screw" is also not entirely true. Open any popular science article on the Internet and make sure that all the propeller-driven motors being developed can be divided into two categories: with and without a ring casing. With a ring, they are more economical and low-noise, but since they are more loaded, it is more difficult to implement them
    3. Gronsky
      Gronsky April 22 2014 23: 43
      0
      Oh, sorry for the 70th Annushka, she was born in the damned time, my heart is bleeding. Even taking into account the overly drawn out development and refinement process, the car is not outdated, because it was created on the Soviet basis, and it was always one step ahead. All of Europe en masse, with a sin in half gave birth to A400 and now it is terribly proud of it. Here it is, take it lukewarm. It would be necessary to urgently buy the documentation and establish production in Russia, while Ukraine goes into another attack of "greatness". Send emissaries directly to the factory and collect whatever you can.
  2. Aydar
    Aydar April 16 2014 08: 51
    +3
    superior not argue. when will the first production sample? when will you start the series? wait a long time yet? Kazakhstan needs Belarus, too, you will argue for a long time, so the real market will not be lost for long, the aircraft is needed today and tomorrow.
  3. The comment was deleted.
  4. saag
    saag April 16 2014 08: 58
    +1
    most likely they will invent something of their own, such as IL-112, etc.
  5. Aydar
    Aydar April 16 2014 09: 02
    +2
    An-70 is ready, like, run in a series. our eyes were laid on the A400M from 4 to 6 units; this is only for the Ministry of Defense, Ministry of Emergencies and border guards
    1. qwert
      qwert April 16 2014 10: 33
      +3
      The A-400 project was completely revised in the 1995 year after receiving information about the An-70. Initially, the A-400 was even inferior to Anu. Even now, he is inferior. Although no one bothers to lay eyes on us, we bought the Lynx, and Mistral, too. We can also purchase A-400, if a decent rollback is offered laughing
      1. core
        core April 16 2014 18: 27
        0
        Kazakh Mistral nothing. The Caspian is small. wink
  6. saag
    saag April 16 2014 09: 19
    +1
    and how to launch it in a series, if this is happening in Ukraine, and they don’t want to transfer the documentation, in general, not everything is alright with him
    1. Aydar
      Aydar April 16 2014 09: 29
      +4
      two Slavs do not agree to launch the an-70 series?
  7. ran nearby
    ran nearby April 16 2014 09: 46
    +6
    It is a pity that such a wonderful apparatus fell victim to interstate showdowns. And, the main reason why the plane is unlikely to have a great future is the mediocre, stupid, greedy position of the Ukrainian authorities throughout the entire "nezalezhnost"
  8. AlNick
    AlNick April 16 2014 09: 52
    +9
    Is this "boy" needed:

    ... If you previously promised a car for the Ukrainian Air Force at 37 - 38 million dollars apiece, and with equipment brought to Western standards - 10 million dollars more. But that was earlier - based on the order of at least 60 aircraft. Now, when the number of cars in the main batch has dropped to 18, according to the most conservative estimates, it turns out that another 9 copies of the An-70 will be “flown” somewhere around $ 560 million (that is, $ 62 million per plane ) And the Ukrainian Aviation Transport Company (UATC) of its An-70-100 will generally cost about 74 million per copy.
    For 18 years of design and 15 years of flight tests, the An-70 onboard equipment has simply become outdated - but this is not easier. In addition, due to improvements, he was heavier. Engine problems.
    And one more thing: the An-70 is not medium, but the heaviest aircraft, impudently “entering the field of activity” of its much more suitable for solving operational and strategic tasks of the “elder brother” - IL-76? Alas, all this is true from beginning to end. Around the world, aircraft of all types with a standard (non-reloading) maximum take-off weight of up to 100 tons or more are considered heavy. This point is even enshrined in international law - for example, they distinguish heavy strategic bombers covered by nuclear arms reduction treaties from all others. According to the same Antonov firm, the maximum take-off weight of the An-70 is 132 tons. So what are the questions? According to NATO classification, the An-70 is a heavy strategic transport carrier, and according to our (Soviet and "post-Soviet"), more extensive system, it is also a heavy military transport aircraft, but of an operational strategic purpose. That is exactly like the IL-76 ...

    http://www.business-gazeta.ru/article/61031/
    1. qwert
      qwert April 16 2014 10: 45
      +2
      An-70 is a standard "fortieth", the second "workhorse" in terms of carrying capacity after the An-12 and S-130. The dimension of the demand for the Airborne Forces and I think the commercial vehicles too. The ability to raise a large load while decreasing the range is probably not bad. You can consider this as an additional option smile Although, yes, he will replace part of IL-76 (if he goes to the series). As for the on-board equipment, I think the problem is small.
      The F-22 equipment is also 15 at least years old, and SOME consider it the coolest. As for 135ton, this is certainly cool. need to see. It seems like it was always easier.
      1. goose
        goose April 16 2014 11: 53
        +1
        At the very least, it is possible to drag one Russian tank, which means it’s heavy. But in fact - yes, an analogue of S-1
  9. katran666
    katran666 April 16 2014 10: 09
    +3
    the topic has already been sucked around 100500 times, and at that, still "Crimean-pre-sanction" time. even if we assume that the Ukrainians will transfer all the rights to the An-70 (do you believe that?), how fast will it be to realize the production of this airplane, given the existing order for 40 (or how many there are ??) IL-476? plus there are old IL-76s in storage, it remains to modernize and remotorize. Of course it is good to have both, and the third, and 10 aircraft carriers, and 40 destroyers. Does the navel come loose?
    1. qwert
      qwert April 16 2014 10: 48
      +3
      So you can fly on IL-18, but for some reason everyone climbs into Boeing. Alas, IL-76 is already an old man. Therefore, An-70 is necessary. As PAKFA is needed, despite the fact that there is Su-27 and even Su-35 (the same IL-476 in relation to IL-76).
      1. katran666
        katran666 April 16 2014 11: 06
        +4
        in the elderberry garden and in Kiev the uncle ...
        horses, people, old IL-76s and a crowd climbing into Boeing mixed into a bunch.
        Yes, and for some reason PAKFA was brought here ...
        How many couch pancake specialists have divorced, shouting "SHOULD !!!!" Well, what such in modern conditions can not drag the old proven modern Il-76 ????
  10. AlexA
    AlexA April 16 2014 10: 43
    +1
    Quote: qwert
    Besides, the engines installed on it are never turboprop, FAN-PROPELLER (on the back-end "prop-fan" !!! This is a completely new word in engine building. Not a single country is still mass-produced.

    Well, you got excited. Back in 2012, on the airfield of the Berlin International Air Show, I personally saw an A400 with such engines, which flew there on its own and is offered to buyers without any Ukrainian hassle (we sell today, and tomorrow we “stop military-technical cooperation”) and “economic” problems.
    (I would show a photo, but something comp hooligan and does not open the picture)
    1. qwert
      qwert April 17 2014 07: 15
      0
      I saw it too. I will not argue. But the series goes with a double-circuit turbojet. Propfen on it will bring to mind. But in the next series. And this only confirms that we do not need to refuse neg.
  11. avt
    avt April 16 2014 11: 00
    +2
    Quote: AlexA
    Back in 2012, on the airfield of the Berlin International Air Show, I personally saw the A400 with such engines,

    You’ll look at the pictures more closely, at first glance you will see that on the bus number 400 there are simply saber-shaped screws and compare it with the rotor group on the An70, on which the principle of the propulsion is the same as that of the Tu95 and which is thought out and made much more competent and better, so identical there only screw shape
  12. terrible
    terrible April 16 2014 11: 11
    +2
    ) the prospects are understandable, as with all dill) cutting for scrap) impoverished dill)))
  13. agbykov
    agbykov April 16 2014 11: 24
    +1
    The prospects for the AN-70 are even dimmer after reports that the general director of Antonov was fired and that the new director was given a directive to "survive" without cooperation with Russia ... see http://biz.liga.net/all/transport/ stati / 2729830-antonov-bez-kivy-za-chto-uvol
    ili-glavu-aviakontserna.htm
  14. da Vinci
    da Vinci April 16 2014 11: 53
    +2
    Great car. What a pity that the development was before the A 400, and things are still there. One thing I can say for sure: the gain from ignoring the An-70 will not be Russia, but Europe and China (the United States will simply applaud). Il 476 and An 70 are different machines (just like An 26 and An 12) and no one will stop Russia from deploying the An-70 production from its parts (without Ukraine), but injecting money into a new aircraft of a similar class is an additional millions (+ cut ) No one will argue that internal competition between Russian air corporations is a plus, but also a big minus (combined with corruption) - remember Su and MiG.
  15. silver169
    silver169 April 16 2014 11: 54
    +5
    Yes, AN-70 of Russia is no longer needed. There were so many problems with ukrov with its refinement, they soared up prices and showed themselves to be unreliable partners, that in the end Russia decided to upgrade the IL-76. A large state order for it has been received and is already being implemented. Yes, the An-70 is a little better, but ours decided that, as they say, a tit in their hands is better than a crane in the sky. So now AN has no prospects. Intellectual rights to it both in Ukraine and Russia, and even if Ukraine decides to produce a plane, for example, with the Chinese together, our hell will allow.
    1. da Vinci
      da Vinci April 16 2014 11: 56
      +1
      The result is one - the car and the result of the work of thousands of people will ruin politics.
  16. 1969s9691g.
    1969s9691g. April 16 2014 12: 24
    +6
    Damn politicians are to blame.
    everyone will be drained and even such a popular aircraft. for a long time there is a need for it all over the world ..
  17. atos_kin
    atos_kin April 16 2014 13: 26
    +1
    The workhorse born in the throes of "independence" will still serve to increase the strength and continuity of all forms of ties between the inhabitants of Ukraine and Russia, when the issues of economic rather than national development and the well-being of working people will come first.
  18. AlexA
    AlexA April 16 2014 14: 07
    +3
    Quote: avt
    Airbus number 400 just saber screws and compare with the propeller group on the An70

    Well no. Propfan issues have been under development for a long time. And these are precisely the multi-blade "saber" screws. Their advantage over conventional propellers is manifested at higher flight speeds and at higher (compared to conventional propellers) rotor speed. The efficiency is higher at these speeds. And due to this, the gearbox can be made easier.
    At the same time, coaxial rotor fans are just their kind. As with the TU-95, coaxial screws are a type of conventional screw.
    Coaxial screw fans have high efficiency at speeds up to 900 km / h. Where now dual-circuit engines with a high degree of dual-circuit usually operate today. They are often called turbofan. There, in the casing, there is no screw in the design and profile of the blades, namely the low-pressure stage of the compressor, only without an input guide vane.
    Most likely, the efficiency of the propeller-driven group of the AN-70 at speeds of about 900 km / h will be, perhaps, higher than that of the 400 bus. "Why would I deny." And here, when placing orders, simply better reliability of suppliers and service than Ukrainians will come into play. And the price. Ukrainian sellers are too greedy.
  19. Signaller
    Signaller April 16 2014 17: 40
    0
    At the moment, this is the only new and suitable aircraft for landing operations. The only new one is of course the An-8-12-22 can be used. But here IL 76 is something. From recent teachings. After the seizure of the "enemy" airfield, all the airborne soldiers collected the shells from the airfield. This is a squeak. to collect cartridges under enemy fire, waiting for the arrival of their aircraft with equipment, otherwise they would not be able to land. And why???? Yes, because the liners will be sucked into the engine and the kirdyk can come to the compressor blades. An ill-conceived assault system by a landing method using aircraft with turbojet engines. Turboprops do not suck air into themselves so that they are better.
    1. Bad_gr
      Bad_gr April 16 2014 18: 31
      +3
      Quote: Signaller
      After the seizure of the "enemy" airfield, all the airborne soldiers collected the shells from the airfield. This is a squeak. collect shells under enemy fire while waiting for the arrival of their aircraft with equipment.

      This does not happen in the Army: the grass is painted more green, the asphalt parade ground is washed with rags, etc. Collect sleeves at the airport due to the fact that they are sucked into the engine - from the same opera.
      But what about the 76th landing on the ground? where to put stones from the ground?
      1. Evrepid
        Evrepid April 16 2014 19: 46
        +1
        Collect in piles. :)
        And take out the runway. :)
  20. fleks
    fleks April 16 2014 19: 41
    +2
    1 qwert
    changing the shape of the blade from traditional to saber in no way says that this is a new type of engine, as you say, not a tube screw
    2 for the Signalman
    the sleeves are not collected because they can be sucked into the sludge engine but in order not to break through the wheels
    1. qwert
      qwert April 17 2014 07: 13
      +1
      The saber-shaped blades stood on the An-2 of Polish production. The propeller fan blades have a profile for supersonic flow around, in addition, they are wider and their number is larger.
      Take a look at at least the Wikepidia: "Propeller-driven engine D-27. Developed by the Zaporozhye machine-design bureau" Progress ". Experiments on the construction of propfan engines without an external fairing (hood) of the propfan were carried out earlier, but today the only working engine of this class is the D-27 . D-27 has a reducer connecting a four-stage turbine with two propeller-fans rotating in opposite directions "
      Well, will you continue to call the D-27 a turboprop?
  21. samoletil18
    samoletil18 April 16 2014 21: 11
    0
    can hardly be considered an occasion for optimism.


    Yeah.
  22. Cristall
    Cristall April 16 2014 23: 54
    +3
    The plane is good. But the fact that Kivu was fired is a clear call that they want to crush Russian-Ukrainian cooperation ... Who is there next-Boguslaev?
    This couple has been working with Russia for a long time .. apparently they will also get to it.
    Curved little hands of Kiev ...
  23. qwert
    qwert April 17 2014 07: 30
    +2
    Alex,
    I graduated from the Ufa Aviation Institute with a degree in aircraft engines, I work at UMPO. So that you guessed right. Truly a specialist in aircraft engines.
    If you search the Internet, you will find "Initially, the layout of the Tu-334 almost completely corresponded to the scheme of the Tu-204, but the dimensions and weight were much smaller. The power plant was supposed to consist of two engines with a high bypass ratio of the HPP (multi-blade screw installation in an annular channel Then, with the advent of the D-227 engine (without an annular channel), the original project was redesigned for the installation of engines in the fuselage tail section with pushing multi-bladed propellers. That is why the HPV project was rearranged for the tail unit. the serial version was supposed to be the Tu-334 with the D-227, as having the highest fuel efficiency. " By the way, about the fact that a propfan is, as you say, "essentially a coded screw" is also not entirely true. Open any popular science article on the Internet and make sure that all the propeller-driven motors being developed can be divided into two categories: with and without a ring casing. With a ring, they are more economical and low-noise, but since they are more loaded, it is more difficult to implement them
  24. awg75
    awg75 April 17 2014 08: 33
    +1
    cooperated ... threw money down the drain. because from the very beginning it was clear that it would be so. question --- WHY ARE WE IN THE PROJECT ???
    1. qwert
      qwert April 17 2014 12: 09
      0
      If I am not mistaken, the first flight model was broken during tests in the 1993 year. Those. he was already in metal. The costs of design and development work have already been incurred. Tests were underway and in parallel the preparation of technology for mass production. This is a lot of money, see for yourself the R&D on the latest developments. It was foolish to lose them. Although now they would definitely have refused. But they would have shipped from the budget for the development of a similar machine and would have drank it. laughing
  25. Gnufus
    Gnufus April 17 2014 09: 10
    0
    technology will not be ruined and the plane too .. and disputes and comparisons to the flesh to the pack yes .. are not correct .. so it is possible to compare Yak 36-38 and f22-35)))

    PS we have a backlog, although it was during the USSR, oohogrom)) if it modernizes 175))) further military secret)))
  26. mkpda
    mkpda April 18 2014 18: 05
    0
    qwert RU April 16, 2014 10:45 ↑
    An-70 is a standard "fortieth", the second "workhorse" in terms of carrying capacity after the An-12 and S-130. The dimension of the demand for the Airborne Forces and I think the commercial vehicles too. The ability to raise a large load while decreasing the range is probably not bad. You can consider this as an additional option smile Although, yes, it will replace part of the IL-76 (if it goes into production). As for the on-board equipment, I think it's a small problem.
    =================================================================== ==========================
    Just IL-76 transports 100% of the airborne cargo, so the An-70 in this case does not have a real advantage. An-70 is interesting for the ground forces, but it must be understood that this aircraft takes oversized cargo in single copies and carries it to a limited distance - in reality, such An-22/124 cargoes carry.
  27. nbest99
    nbest99 April 18 2014 21: 35
    0
    Yes, the company "Antonova" in Ukraine will have to convert to the production of windmills ... At least they will work during the period of energy collapse ... It's a pity ...
  28. beifall
    beifall April 19 2014 16: 54
    -2
    He crashed safely under Omsk or Tomsk, and the second time! Cossack with wings !!!!!!
  29. silberwolf88
    silberwolf88 April 25 2014 09: 49
    0
    This is a very necessary aircraft ... it will be in demand by both military and civil aviation.

    It is very well suited for operation in Russia, especially in the North, in the absence of airfields with concrete coating or airfields with a short long runway. It has good indicators in the economy: fuel consumption per tonne of cargo, the cost of preparing the departure, etc., while with the accumulation of operating experience, indicators only improve.

    The downside is cooperation with a country that is generally unfriendly to us (someone can challenge this fact, but the experience of studying in Ukraine in Soviet times and everyday conversations indicate a certain isolation of the feeling of Ukrainians ... this is the topic of a separate discussion on ethnopsychology and the origins of the formation of nationalism) . It would be good to get documentation on the production and operation of the aircraft and begin its production in the interests of Russia, followed by complete import substitution.