In Russia, the airplanes of the future are almost ready for launch into mass production. There is: technologies, design, models that have successfully passed if not fire and water, then the pipes are accurate. Aerodynamic, in TsAGI. One of the two liners, "Froat Miscella", also a European transzonic cryogenic pipe, which allows you to simulate flight conditions on cruising modes at a temperature "overboard" about -50 ° C. The case is for small - who will finance promising projects and takes risks.
Two roads to heaven
We exist and something compete two projects - IS-3 "Sterch" and "Fregat Mikezhet". Moreover, both and the other have "Tupolev's roots" in the person of their creators and came out of one company - FPG "Rosaviaconomage".
The financial and industrial group was established in 1995 by the Presidential Decree for Tu-204 aircraft and its modifications to the market - Tu-334. The result is known - the airplanes did, certified, and the fact that their cat was cut in airlines, - a story from the discharge of tragic. Here and the overseas lobbyists have tried, and the domestic steering industry and states with their own hands removed civilian aircraft. Now, however, they are trying to raise, they will drive money into the semi-brushed "Superjet" and the near-medium-high-end project of the Irkut Corporation MS-21.
Both the other liners of the classic scheme, narrow-body. Special innovations do not shine. MS-21, as experts expect, will become no more than a competitor for families "Erbas-A320" and "Boeing 737", which is already good. But Presno - in the soul, the millions of our people want to once again feel themselves by citizens of the Great Aviation Power, they are so raised. Otherwise, there would be no crowded crowd at Max airlows. To break forward, as it was with Tu-104 and Tu-114, An-22 "Antei" or Mi-26 helicopter, ideas and new design solutions are needed.
And they appeared - Rosaviaconomage united not just specialists, but also enthusiasts. Today it is two independent teams, each has its own project.
But at the heart of each wide oval, as it should be superfluous from above and below the fuselage, turning into an integrated wing with it. This is the main domestic know-how - according to logic at an altitude of pressure drops, the aircraft will break, but no, the question of strength is solved, which is confirmed by research and experiments in TsAGI and foreign laboratories. The winnings - reduced the windshield resistance of the air, reduced the washed surface of the aircraft almost twice.
The "Fregat of Ecozhet" 10 chairs in a series and three passages between them, and IS-3 "Sterch" - 12 chairs with the same number of passes.
The difference in loading and range - Stherry must take on board up to 400 passengers, "Froat Miscelter" - 358. "Sterch" Dalname-Highband, "Froat Miscellae" is sharpened for average distances. Fuel economy on a passenger-kilometer from 18 to 30%.
"Fregate EcoCear" is looking for an increase in growth
The head of the Fregat Miscellane program Alexander Klimov told the "arguments of the week", which was already started to prepare work drawings. I ask: Is this a Russian program or calculation to be built on international cooperation? - Now there is no purely Russian, as well as pure American aircraft. It is believed that there are problems in working with Western partners.
Yes there is. But we are not hostage to cooperation, but a private company and do not fall under any restrictions. Another question is money. At the current year of the ruble to the dollar, to order something in Europe became unreasonably expensive. But today, it is divided into the arguments of the week, Alexander Klimov, the European design and experimental air industry is severely underloaded, so everything can change: - I have a list of three hundred serious engineering companies on the table, first of all the Germans that remained without work.
- Are you looking for a place to organize production where there are strong aircraft training traditions?
- Yes, it is always good to have something good for something, which has competencies in the aircraft industry, but believe me, it's not the main thing. Competencies are actually created quickly. All last year, the company's leaders searched for a place where production workshops can be built. Hired a German consulting organization that looked at 149 territories. One of the requirements is the presence of a runway next to the aircraft factor. Without it, because the components will take away from all over the world. Yes, and new Laineras, up to 45 pieces per year, it is necessary to take off from somewhere.
Final, or, as it is also called, the finishing, the assembly implies the presence of "building" forests around aircraft and mysterious people-masters, which externally slowly perform the wise operations. The members of the project "Frigate Miscella" project intend to become pioneers, radically change the technology of construction of aircraft. Perhaps the overestimate is to become a model of imitation for the entire world aircraft industry. It is not clear only one thing - why advanced US and Europe stopped on the introduction of forty years ago a stripping assembly and laser measuring devices? Or are they missing the "Russian" brains?
"IP" - not "Joseph Stalin"
This is what Sergei Isakov says, Project Manager IS-3.
In this case, this is an "integrated aircraft": - I took the project to the Russian engineering company, but we still cooperate with Rosaviaconomage, there are friends, and I respect their point of view. She is pragmatic, but in contrast to them any international integration we are not talking. No cooperation with Western partners, and even more than Americans can not be by definition. If you take any western designer, it is easy to find that it adheres to either Sikorsky school or Tupolev.
In Europe, there are no shone in the aircraft enterprise - we came up with these "bicycles", and now what should they learn from them? So make a purely Russian aircraft.
- They say the promising aviation complex of long-distance aviation (Pak yeah) will be made according to the "Flying Wing" scheme?
- The project has not yet been approved, but it must be remembered that the Americans made an expensive bomber B-2 according to this scheme, and already abandoned this aircraft. From a strategic point of view, he did not justify himself.
Rocket can be launched for 3 thousand kilometers from the target, and to bomb, you need to enter air space enemy. The enemy does a subsection on the ground of a small nuclear charge and this high-performance aircraft receives an electromagnetic blow and ceases to be controlled. The crew is the only way out - catapult. - But the Americans are trying to adapt the "flying wing" for civilian purposes in the form of Boeing-797. There are already flying models of the aircraft. - Yes, this is a famous fact. In our opinion - a dead end.
Let stand up with models, rich their faders. The main drawback of the "flying wing" is the loss of stability at low altitudes and speeds. The plane at these modes is completely dependent on the onboard computers, and the slightest failure threatens an imminent disaster - it just falls. And we decided this problem simply: to the "flying wing" attached the tail part and the cockpit of pilots.
The usual, acceptable for pilots - not to move, do not do special equipment.
- But can your IS-3 be based in modern airports?
- Under our plane does not need to redo the airfield infrastructure, despite its futuristic appearance. IS-3 is twice as many passengers than Tu-204, and weighs the same.
And the size is the length, the scope of the wings the same. Cruising speed is the same, the other is not needed. Here is an example from the life of the fastest aircraft: the problem of supersonic liners is not only the complexity of the design, a huge consumption of fuel and sound impact on supersonic. For "concords" and Tu-144 it was necessary to close the airspace from other aircraft in the departure and landing zone - their high running and landing speed compared to conventional airliners mixed up the airlights all maps.
Sergey Isakov admitted the "arguments of the week" that he had the most positive attitude to the "frigate eco-fitness"
"Their project will go - we will help them, our goes - they will help us." The Chinese, according to him, want either IS-3 "Sterch", or "Frigate Miscellane": - Our officials are silent, it is not clear that, even draw normally in a state. Not every artist can become an aircraft designer, but each aircraft designer must be an artist. Andrei Nikolayevich Tupolev always said: "If the plane is beautiful, then it will fly well."
And our beautiful, "frigate eco-house" - too. But most surprised Alexander Klimov. The fact that the "Fregat Ecozet" has a chance to "raise sails" and in general to float from the country: - Now we stopped at three sites, one of them in Russia. Where - let the secret will remain a secret. Maybe it's good - while IC-3 is hard, as the Tank IP-3, will make your way through the thorns of the domestic reality to the stars, the "Russian" liner "Frigate Miscellane" will dock the championship and make a breakthrough in the aircraft industry and will open the era of integral wide-body civilian aircraft On the envy of "Boeing", "Erbas" and other "Bombardier".
High tech tupik
If a non-specialist glance at the Boeing-707 liner, which made the first flight in 1954, quite modern IL-96 or Erbas-A340 from the 90s, the super-modern "Boeing 787" "Drimliner", then Better will mark the difference in size and number of engines. Keyful differences are hiding under the skin of aircraft: radio electronic equipment, the presence in the design of "composites", the type of engines and the number of passenger seats.
All other prubasters, the same windlets on the finishes of the wings - the lot of specialists and aviation lovers. In terms of aerodynamics, the classic aircraft has reached perfection and harmed into an irresistible wall. Everything is known. Tell the literate design that the medium-haul liner is needed for 200 passengers, it will immediately inform what, respectively, the length should be in the liner, what kind of wings, the power of the engines and the running weight.
Amendment Plus - minus meter. As part of the traditional scheme, it is impossible to make an airplane more compact (on the same number of passengers). And so that there is a slightly save on fuel, multibillion dollar investments are required in the development of new engines and planer materials.
Topic: MS-21-300, MS-21-300LR, MS-21-400, MS-21-400LR Far intercontinental, eco-house: one for everyone and everything for one.
Jumbo writes: "EcoCling" has never been the development of the MS-21 line.
*********
So nothing prevents to combine these projects using maximum unification and real developments on MS-21.
This will significantly reduce the release of both families.
Optional Far Fregat-Eccoration 12000 km with 26 tons engines in development and production can do significantly cheaper than
COMAC C929 2 x 35 tons, moreover, installed engines on it will be suitable for An-124 Ruslan and IL-106.
We have significant savings in the mass of composites in the case of the far frigate-ecorates 12000 km with the same interior capacity and at the same time less than 33% fuel consumption per passengerometer from the Chinese level, which gives a huge competitive advantage in production and operation to receive guaranteed profits and Wide sales market.
In addition, according to COMAC C929, the final contracts are not signed. Oak itself on the development of COMAC C929 there is no money.
OAK will ask the state of money to Russian-Chinese aircraft | Air Transport Review
UAK will ask the state of money for the Russian-Chinese aircraft
http://www.ato.ru/files/styles/.../slyusarchuna01.jpg?itok\u003dhku329l9
35 Ton engines for COMAC C929 China is going to develop independently
The Chinese came to develop three aircraft engines themselves | Air Transport Review
Proku from COMAC C929 for the Russian Federation there is no no. Washed money in the wind and no more.
Instead of COMAC C929, the far frigate-eco-booth 12,000 km is directly asked, it is also MS-21-600 with engines 26 tons with the highest possible compatibility with MS-21
In Aviastar-JP JSC, the fuselage panels are made for the second experienced MS-21 aircraft.
Oak :: In Aviastar-SP JSC, the fuselage panels are made for the second experienced aircraft MS-21
In Aviastar-SP JSC, the fuselage panels are made for the second experienced MS-21 aircraft. Finished products are already transferred to the Irkutsk Aviation Plant. Recall, JSC "Aviastar-SP" together with PJSC "Corporation Irkut" is engaged in the production of a new average aircraft aircraft.
Works on the manufacture of sets of compartments of the fuselage F1, F2, F3, F4, F5, were conducted throughout the year. Currently, the manufacture of other aggregates of the MS-21 aircraft are underway.
- Today, the enterprise contains an assembly of a liform compartment and the compartment of the Armed Forces to the second experienced aircraft, as well as the assembly of the fuselage panels on the third car, says the head of the MS-21 project Aviastar-JV project. In addition, in the plans of this year, the delivery of plumage and doors to the second prototype aircraft, a lifting compartment and the SUE compartment on the third aircraft.
Aviastar-JP JSC is the largest cooperant plant under the MS-21 program. Behind the enterprise, work is enshrined on the manufacture of panel sets on the fuselage F1, F2, F3, F4, F5; Podoil compartment and the compartment of the Armed Forces; all doors (11 doors for each aircraft); tail plumage (keel and stabilizer assembly with rudders and height).
Foreign in writing: The delay from the MS occurred due to "problems with the development and production of structural elements from km."
Developers received time reserve for terrestrial tests of the MS-21 airliner - Zhukovsky news
Interestingly, whose components and prepregs are used now?
********
Manturov: Sanctions reflected on the MS-21 project, but solved problems | RIA News
Manturov: Sanctions reflected on the MS-21 project, but problems are solved
A certain problem was in terms of refusal to supply composite materials - carbon fibers - from the USA. From next year, only their materials will be used, the Minister of Industry and Trade Denis Manturov said.
*
There was still information on the purchase of Chinese raw materials for composite production.
China is now invested in a full cycle of composite production including components.
Moscow and Cairo supported the purchase of the six Russian MS-21 by Egypt
Moscow and Cairo supported the purchase of the six Russian MS-21 - Rambler.News
In 2018, it is planned to receive a certificate of type of aviation register of the Interstate Aviation Committee (MAC) and at the end of the same year to transfer the first liner to the starting customer.
The first will begin to produce MS-21-300 to 180 seats.
In total, MS-21 will have three versions: MS-21-200 (150 seating), MS-21-300 (180 places) and MS-21-400 (212 seats).
"Iron Bird": Started a new stage of tests in the interests of the MS-21 program
Iron Bird: A new stage of testing in the interests of the MS-21 program has begun | Defence.ru.
Sergey66
Again with a response visit of courtesy
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We exist two roads in the skies and in something compete two projects - IS-3 "Sterch" and "Fregate Miscella." Moreover, both and the other have "Tupolev's roots" in the person of their creators and came out of one company - FPG "Rosaviaconomage". The financial and industrial group was established in 1995 by the Presidential Decree for Tu-204 aircraft and its modifications to the market - Tu-334. The result is known - the airplanes did, certified, and the fact that their cat was cut in airlines, - a story from the discharge of tragic. Here and the overseas lobbyists have tried, and the domestic steering industry and states with their own hands removed civilian aircraft. Now, however, they are trying to raise, they will drive money into the semi-brushed "Superjet" and the near-medium-high-end project of the Irkut Corporation MS-21. Both the other liners of the classic scheme, narrow-body. Special innovations do not shine. MS-21, as experts expect, will become no more than a competitor for families "Erbas-A320" and "Boeing 737", which is already good. But Presno - in the soul, the millions of our people want to once again feel themselves by citizens of the Great Aviation Power, they are so raised. Otherwise, there would be no crowded crowd at Max airlows. To break forward, as it was with Tu-104 and Tu-114, An-22 "Antei" or Mi-26 helicopter, ideas and new design solutions are needed. And they appeared - Rosaviaconomage united not just specialists, but also enthusiasts. Today it is two independent teams, each has its own project. But at the heart of each wide oval, as it should be superfluous from above and below the fuselage, turning into an integrated wing with it. This is the main domestic know-how - according to logic at an altitude of pressure drops, the aircraft will break, but no, the question of strength is solved, which is confirmed by research and experiments in TsAGI and foreign laboratories. The winnings - reduced the windshield resistance of the air, reduced the washed surface of the aircraft almost twice. The "Fregat of Ecozhet" 10 chairs in a series and three passages between them, and IS-3 "Sterch" - 12 chairs with the same number of passes. The difference in loading and range - Stherry must take on board up to 400 passengers, "Froat Miscelter" - 358. "Sterch" Dalname-Highband, "Froat Miscellae" is sharpened for average distances. Fuel economy on a passenger-kilometer from 18 to 30%. "Fregate Miscella" is looking for a growth point Alexander Klimov, the head of the Fregat Miscelound program, told the "arguments of the week", which has already begun to prepare workers drawings. I ask: Is this a Russian program or calculation to be built on international cooperation? - Now there is no purely Russian, as well as pure American aircraft. It is believed that there are problems in working with Western partners. Yes there is. But we are not hostage to cooperation, but a private company and do not fall under any restrictions. Another question is money. At the current year of the ruble to the dollar, to order something in Europe became unreasonably expensive. But today, it is divided into the arguments of the week, Alexander Klimov, the European design and experimental air industry is severely underloaded, so everything can change: - I have a list of three hundred serious engineering companies on the table, first of all the Germans that remained without work. - Are you looking for a place to organize production where there are strong aircraft training traditions? - Yes, it is always good to have something good for something, which has competencies in the aircraft industry, but believe me, it's not the main thing. Competencies are actually created quickly. All last year, the company's leaders searched for a place where production workshops can be built. Hired a German consulting organization that looked at 149 territories. One of the requirements is the presence of a runway next to the aircraft factor. Without it, because the components will take away from all over the world. Yes, and new Laineras, up to 45 pieces per year, it is necessary to take off from somewhere. Final, or, as it is also called, the finishing, the assembly implies the presence of "building" forests around aircraft and mysterious people-masters, which externally slowly perform the wise operations. The members of the project "Frigate Miscella" project intend to become pioneers, radically change the technology of construction of aircraft. Perhaps the overestimate is to become a model of imitation for the entire world aircraft industry. It is not clear only one thing - why advanced US and Europe stopped on the introduction of forty years ago a stripping assembly and laser measuring devices? Or are they missing the "Russian" brains? "IP" - not "Joseph Stalin" that Sergey Isakov says, the head of the IS-3 project. In this case, this is an "integrated aircraft": - I took the project to the Russian engineering company, but we still cooperate with Rosaviaconomage, there are friends, and I respect their point of view. She is pragmatic, but in contrast to them any international integration we are not talking. No cooperation with Western partners, and even more than Americans can not be by definition. If you take any western designer, it is easy to find that it adheres to either Sikorsky school or Tupolev. In Europe, there are no shone in the aircraft enterprise - we came up with these "bicycles", and now what should they learn from them? So make a purely Russian aircraft. - They say the promising aviation complex of long-distance aviation (Pak yeah) will be made according to the "Flying Wing" scheme? - The project has not yet been approved, but it must be remembered that the Americans made an expensive bomber B-2 according to this scheme, and already abandoned this aircraft. From a strategic point of view, he did not justify himself. The rocket can be launched for 3 thousand kilometers from the target, and to bomb, you need to enter the opponent's airspace. The enemy does a subsection on the ground of a small nuclear charge and this high-performance aircraft receives an electromagnetic blow and ceases to be controlled. The crew is the only way out - catapult. - But the Americans are trying to adapt the "flying wing" for civilian purposes in the form of Boeing-797. There are already flying models of the aircraft. - Yes, this is a famous fact. In our opinion - a dead end. Let stand up with models, rich their faders. The main drawback of the "flying wing" is the loss of stability at low altitudes and speeds. The plane at these modes is completely dependent on the onboard computers, and the slightest failure threatens an imminent disaster - it just falls. And we decided this problem simply: to the "flying wing" attached the tail part and the cockpit of pilots. The usual, acceptable for pilots - not to move, do not do special equipment. - But can your IS-3 be based in modern airports? - Under our plane does not need to redo the airfield infrastructure, despite its futuristic appearance. IS-3 is twice as many passengers than Tu-204, and weighs the same. And the size is the length, the scope of the wings the same. Cruising speed is the same, the other is not needed. Here is an example from the life of the fastest aircraft: the problem of supersonic liners is not only the complexity of the design, a huge consumption of fuel and sound impact on supersonic. For "concords" and Tu-144 it was necessary to close the airspace from other aircraft in the departure and landing zone - their high running and landing speed compared to conventional airliners mixed up the airlights all maps. Sergey Isakov admitted the "arguments of the week" that he had the most positive attitude to the "Fregat", just the ways were separated: "Their project will go - we will help them, our goes - they will help us." The Chinese, according to him, want either IS-3 "Sterch", or "Frigate Miscellane": - Our officials are silent, it is not clear that, even draw normally in a state. Not every artist can become an aircraft designer, but each aircraft designer must be an artist. Andrei Nikolayevich Tupolev always said: "If the plane is beautiful, then it will fly well." And our beautiful, "frigate eco-house" - too. But most surprised Alexander Klimov. The fact that the "Fregat Ecozet" has a chance to "raise sails" and in general to float from the country: - Now we stopped at three sites, one of them in Russia. Where - let the secret will remain a secret. Maybe it's good - while IC-3 is hard, as the Tank IP-3, will make your way through the thorns of the domestic reality to the stars, the "Russian" liner "Frigate Miscellane" will dock the championship and make a breakthrough in the aircraft industry and will open the era of integral wide-body civilian aircraft On the envy of "Boeing", "Erbas" and other "Bombardier". High-tech deadlock. If a non-specialist gives up a look at the Boeing-707 liner, which made the first flight in 1954, quite modern IL-96 or Erbas-A340 from the 90s, the super-modern "Boeing 787" "Drimliner", At best, he will noted the difference in the size and number of engines. Keyful differences are hiding under the skin of aircraft: radio electronic equipment, the presence in the design of "composites", the type of engines and the number of passenger seats. All other prubasters, the same windlets on the finishes of the wings - the lot of specialists and aviation lovers. In terms of aerodynamics, the classic aircraft has reached perfection and harmed into an irresistible wall. Everything is known. Tell the literate design that the medium-haul liner is needed for 200 passengers, it will immediately inform what, respectively, the length should be in the liner, what kind of wings, the power of the engines and the running weight. Amendment Plus - minus meter. As part of the traditional scheme, it is impossible to make an airplane more compact (on the same number of passengers). And so that there is a slightly saving on the fuel, there are multibillion dollar investments in the development of new engines and planer materials.
Who and where the aircraft will appear - the arguments of the week
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Here you see your oval aircraft are positioned as MS-21 competitors
And you for whom from the two oval?
For MS-21 competitor, medium-haul frigate?
But the ferry is a long-haul
By the way, I did not understand why this oval is more effective?
In fact, instead of PD-14, it requires 26 tons engines
it means he is just double twice
which means no more efficient
And there is a simple explanation
I just now drew attention to the height of the project of the frigate in three human growth
So actually instead of one fuselage with a diameter practically like Il-96
You docked the two of the same frontal area
And of course the plane turned into shorter
Only on the advantage
If the fuselage frontal resistance increased twice?
Even a quick look at the project
and it becomes apparently that freight il baggage uses little space
For example, Bartini in 1947 docked three hemispheres of hermetic fuselage in the T-117 project
And the aircraft is screwed and therefore a maximum of 7000 meters
Therefore, the air pressure was perfectly distributed on the fuselage
But oval frigate is clearly 12,000 meters
Oblocked not collapse
And here, but the material on the fuselage will go away much more
Yes, and the design will be more difficult
On the table in Sergey Isakov there is a model unusual aircraft. The wide fuselage harmoniously flows into two swords. Probably this way will look like the aircraft of the future. "And the near future," Sergey Isakov, the head of the project for the production of aircraft with an integral aerodynamic scheme, is convinced. Work name model - IS-3. This is not Joseph Stalin and not even Isakov Sergey, this is an "integrated aircraft." According to the developers - specialists of the Russian aviation consortium and OJSC "Tupolev", this 400-seater liner, equipped with four PS-90A engines, even taking into account the full fill in the passenger compartment can fly 12,000 kilometers away. And with half loading, the limit range of flight will be 16 thousand kilometers! Such characteristics can not boast any existing passenger aircraft in the world. "Results" tried to figure out whether Tupolev really remained gunpowder.
Homosexual
Scientists of the Massachusetts Technological Institute argue that in a short time 15 will be waiting for us the greatest discoverieswho determine the appearance of our civilization for the coming decades. In this list, number 13 includes the emergence of a civilian aircraft of a new aerodynamic scheme. Aviation stands on the threshold of a new era, because, according to experts, the traditional aerodynamic scheme of the aircraft is morally outdated. "At first there was a piston aviation, which gradually outlived herself by the parameters of the engines," says Sergey Isakov, "the turboprop engines appeared, but the limit has already been reached in this direction - it is almost impossible to make aircraft with the same engines better than Tu-95 or its American "classmate" Boeing B-52. Then the era began reactive aviationin which we were leaders. In particular, the first two-round engine developed Pavel Solovyov, it was in his honor that the engine PS-90 was named. Now the world aviation-design idea went to a dead end. "
Many specialists are confident that Boeing 787, known as Dreamliner, apparently, it is already impossible to surpass. He has the best engines, lightweight housing using composite materials, floating wings ... AIRBUS, however, is a worthy answer, which has not yet demonstrate the public - this is A350. Apparently, in engineering solutions it will look like Boeing. And this is the top of aviation evolution, if we talk about aircraft created by the traditional aerodynamic scheme.
So, you need a breakthrough idea. However, the consideration that there are other schemes in addition to the "pipes with wings", it has long been no rest to engineers. In the late 80s, the Americans implemented Leonardo da Vinci's dream by creating a "flying wing". So it appeared Stealth - a formidable strategic bomber B-2. But he has its drawbacks. "With wonderful aerodynamic characteristics," says Sergey Isakov, - B-2 completely dependent on the computer. When the pilot controls the plane of the traditional scheme, it uses the wing mechanization: stabilizers, preds, closures, which are deviated during maneuvering from 5 to 15 degrees. And on the "Flying Wing due to the absence of stabilizers of the tail line, these values \u200b\u200bcan be only 0.5 degrees, and even less." Nevertheless, now the Americans are attempting to make the B-2 civil aircraft and even assigned to him the Boeing 797 index.
As a result, today in world aviation there are three aerodynamic schemes. Traditional - pipe, two wings and tail plumage. "Flying wing" - in fact almost no controlled triangle. And the third scheme, practically not used, is integral. It is based on a single design of the wing and fuselage. Not a traditional round section, but oval, as if it is flattened. Such an approach is implemented in military equipment With a variable wing geometry. Classical examples can serve as a domestic strategic Tu-160 bomber or Su-27 fighter and subsequent versions. But these are military aircraft. And whether the integrated scheme is suitable for heavy far-haul passenger liner?
Almost flying saucer
"The most difficult for us was the choice of the form and design of the fuselage," says one of the developers, Professor, Doctor of Technical Sciences, the former chief designer of OJSC Tupolev Valentin Klimov. - We stopped on an oval section, which is an analogue of the "working zone" of the passenger compartment of the wide-body liner. At the same time found out: yes additional opportunity Reduce the calculated windshield resistance of the air, reducing the relative washed surface of the aircraft by about 45 percent. And although it is less than achievable when using a "flying wing", but in return we will get the tail of the classic type with standard steering wheels, which, in turn, will help successfully solve the problems of stability and manageability of the machine. The formation of the nasal part of the fuselage will provide the longitudinal sustainability of the aircraft at large corners of the attack, as well as facilitate the visual overview from the crew cabin. In addition, the integrated circuit will significantly reduce the mass of the structure. Because in terms of choice power plant The proposed scheme does not impose any special requirements, the aircraft can be equipped with any engines suitable in dimension and dimensional characteristics. "
Developers assure that create the most economical aircraft. In terms of fuel consumption (basic indicator of the effectiveness of the civil aircraft), the palm of the championship now belongs to the A320 aerobus, which spends 18.5 grams per passenger-kilometer. For comparison: all Boeing family and domestic Tu-204 are inferior, spending about 20.5-21 grams per passenger kilometer. World airflowers are struggling for each milligram. When testing in the aerodynamic tube T-106 of the Central Aerohydrodynamic Institute (TsAGI) named after Professor N. E. Zhukovsky showed consumption of 12.5 grams! But excerpt from the conclusion of the experts of the TsAGA for this project: "In accordance with the results of the research performed, it can be concluded that the stated data on the weight gain of the aircraft of the aircraft, the flight speed and the aerodynamic quality of fuel efficiency are very optimistic." Translated from the cautious language of experts - the aircraft has a future, at least the test of copper pipes he passed successfully. True, this does not guarantee that the project will be immediately implemented.
It will fly?
And yet, how much do you need time and money with a good scenario in order for the IS-3 to go to the air? According to Sergey Isakov, 800 million dollars need to create an experienced sample. And the time according to technological standards will need quite a little bit - about four years. Prepare production is offered on the basis of the Aviastar plant in Ulyanovsk, where today they produce Tu-204, part of which is a cabin, tail plumage, wing console, engines, chassis - can be used in IP. "When creating the design of the aircraft, it is planned to use traditional materials used today in the domestic aircraft industry," says Isakov. - The fact is that composite materials only begin to release in Novosibirsk. Perhaps later, individual IP elements will be composite, which will only increase the effectiveness of the liner. " By the way, no special bands for the aircraft are not needed - it fully fits into the conditions of standard airports. Where to get money? They would have been found, it would be some clear state decision. Or at least an interest in airlines would arise.
However, taking into account the fact that a significant percentage aviation TechnicianUsed today in Russia, imported production, even on the domestic market, an unconventional aircraft will be quite difficult. Oleg Smirnov, former deputy minister civil aviation The USSR, is skeptical: "In general, such schemes - the" flying wing "and its modifications - were developed back in Soviet times and even existed in the metal in the form of prototypes, but then, as you know, the domestic aviation industry actually died. Today, however, there are projects in which huge money is invested, such as Sukhoi Superjet, but as far as these attachments are justified, the question is ambiguous. Therefore, I am careful to the project. "
And the leading pilot testing of the Field Research Institute. M. M. Gromova Vladimir Biryukov adds: "Of course, I would like to have such aircraft, but taking into account the state of our aviation and space industry it seems to me that this project is not today, but at best of tomorrow. Please note that both Boeing and Airbus are also trying to create something similar, but so far they have no such models. And this is despite the fact that the financial situation in the corporations mentioned is quite better than we have. Of course, to make IP as a prototype, probably, it is possible, but we would not speak about mass production, alas, I would not hurry. " In addition, last week it became known that the Ministry of Industry Conducts the budget financing of the Aviation Industry Development Program by 18.3 percent in 2013-2025, up to 1.204 trillion rubles.
Nevertheless, as "results" became known, recently at the First Deputy Chairman of the Military Industrial Commission, under the Government of Russia, Yuri Borisov passed a closed meeting dedicated to this project. Developers were recommended to clarify some details, and then submit the final version on the expert council under the organization with a wisdom name - the Scientific and Coordination Council for the coordination, scientific and technical and organizational support of the implementation of the Federal Target Program "Development of the Russian Civil Aviation Technology for the period up to 2015". This means that the project in the government is beginning to perceive seriously ... there would be no developers to be projected. The idea is beautiful.
Russian leader Vladimir Putin, visiting today Kazan Aviation Plant named after S.P. Gorbunov and looking there demonstration flight Tu-160 "Peter Dinekin", offered to create a civil supersonic plane on the basis of this strategic rocket.
As an example, the president led the project developed in the USSR, but the project of Tu-144 due to unprofitability. To support it, "the ticket was to correspond to some average earnings in the country," the head of state recalled, explaining that "Now the situation is different" - "large companies appeared that could use this aircraft."
Note that now there is no serial production of a single supersonic passenger aircraft. Tu-144 released in the Soviet Union in 1967-1984, building a total of 16 aircraft, including pre-production samples, however, in commercial exploitation (of course, Aeroflot) he stayed seven months old - from the fall of 1977 at the beginning of the summer of 1978. After that, the flagship of domestic civil aviation stopped using supersonic on regular flights, referring to the high cost of flights.
"Cousin" Tu-144 - British-French supersonic passenger aircraft Concorde (the second of two serially produced and commercially used aircraft of this class) - for the first time climbed into the air in 1969 (prototype), was launched on regular flights In 1976 and was operated by British Airways airlines and Air France., each of which had seven sides, for 27 years. By the way, these air carriers bought on nine "concords", and the remaining five were transferred to them at a symbolic price of 1 pound sterling and 1 franc, respectively. Concorde flights were suspended for a year and a half due to a plane crash, which occurred at the Paris Airport "Charles de Gaulle" on July 25, 2000 and was the cause of the death of 113 people. And in 2003, both operated airlines refused to use it due to increased fuel prices.
As far as the idea of \u200b\u200bcreating a supersonic passenger aircraft is relevant, how much this project and operation of aircraft will cost - and which companies will be able to afford them, "Pravda.Ru" asked the Chairman of the Board of Directors of the Russian Engineering Company, one of the developers of the Tu-204 aircraft Sergey Isakov.
According to him, although passenger supersonic were uncomfortable civil aviation, they ahead of the time of years at fifty - technologically, from the point of view of civilization issues, because they were developed in the era of rocket education. "These technologies are needed here special stripes, special airfields, the transition to supersuals - were normal for the military who do not consider money," the expert explained.
In addition, the Tu-144 and "Concords" landing and the take-off speed was higher than that of ordinary aircraft, so they could not sit on the airfields along with them, had to allocate their echelons, special routes, special airfields.
Therefore, from the use of Tu-144 and I had to refuse - and not just because of the high cost of tickets. They were indeed expensive compared to conventional aircraft, but not catastrophically, Sergey Isakov recalls. "For example, he flew on several tracks (Moscow - Tashkent, Moscow - Alma-Ata) - where the strip allowed. And if the usual ticket Moscow - Tashkent cost in the area 30 rublesthen on Tu-144 he cost 180 rubles. This is not such a big difference, "assures our interlocutor.
For comparison: now the most cheap Ticket on the same route is just less 9 thousand rubles, and while maintaining the specified six-fold difference, the flight on the supersonic aircraft would cost 54 thousand rublesIt would hardly seduce the average passenger even with a significant reduction in flight time. Although for Russia, definitely, the duration of the path is extremely relevant: there is a difference, say, in order to get from Moscow to Vladivostok in 11 hours or 4 hours?
But, I am sure Sergey Isakov, the question must be put wrong. According to him, in Russia there is already a ready-made project, followed by the future of domestic civil aviation. Project Manager for the development of Tu-160 "Peter Denekin" Valentin Beyniek and Daniel Gapeev, who "did a mechanism for changing the geometry of the wing," alive and healthy, and the project is already ready - he said that the president said on this occasion, "explained the expert.
The project is ready, but there is no political will, and it is much cheaper than Tu-144 and Concorde, although, of course, more than an ordinary aircraft. Considering that we have 95% of imported aircraft, we need a Russian aircraft - and, no matter how fantastically sounded, if the will of the president is specifically, the first such a plane can be seen in three years, because the project documentation is ready, - Sergey assured Isakov.
Perspective integral Dalun-Highband Waste Wagon IS-3 (Sterch):
"Western aircraft (Airbus, Boeing, Embraer, etc.) have a basic and backup aircraft management system, and from Soviet times there were three systems - the main, reserve and even analogue. That is, we have the safety criteria above, and Requirements for definition tougher than Americans, Europeans, Brazilians, Canadians, and so on.
There are several indicators of profitability of aircraft, most are very complex, but the most affordable criterion for the usual "not aviation" person is the fuel consumption for a kilometer. According to this figure today, the most economical aircraft in the world is A320 - he has a fuel consumption of 18.5 g per passenger kilometer (at a similar Boeing-737 - 20 grams, at my favorite Tu-204 aircraft - 21.5 grams, and All others are even higher), and it is lucky to 180 passengers. At the New russian aircraftwhich we say (and he doesn't just exist - he has already passed all the aerodynamic purges and all the calculations), the flow rate is 12.5 g per passenger-kilometer, and it drives not 180 passengers, and up to four hundred! Almost 30% more economical "Airbus" A-320! "- said expert.
