MAKS 2021 Airshow General News Topic

overscan (PaulMM)

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Placeholder for general news and pics from MAKS 2021 that don't deserve a topic.

Specific topics:

UAC/Sukhoi "Checkmate" https://www.secretprojects.co.uk/threads/sukhoi-lts-checkmate.37538
UAC/MiG Projects https://www.secretprojects.co.uk/th...bat-aircraft-models-shown-at-maks-2021.37589/
Kh-59MKM ASM https://www.secretprojects.co.uk/threads/kh-59mkm-asm.37593/
S-350 Vityaz SAM https://www.secretprojects.co.uk/threads/s-350-vityaz-sam.37592/


I've created what is called a "Search Forum" for MAKS2021. Simply tag any topic with "MAKS2021" and it will magically be displayed in this section as well as wherever it was actually posted.
 
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Wyvern

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Will this be a future trend for future airshows?
 

Grey Havoc

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Regarding the An-2 replacement:
And here it is:

7K8svP5kmSA.jpg
 

Grey Havoc

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An interesting demonstration of a modified SIBNIA TVS-2MS turboprop was presented at MAKS-2021. This was aircraft 48986 demonstrating short take offs with eight small aircrews on the lower wing.

The short-take off and landing was aided by the additional propellers on the wing that enable increased lift allowing for a short take-off. The aircraft would able to carry a payload of a ton over a distance of a thousand kilometers.

Developed under the institute’s Project Partizan to allow a hybrid powered aircraft to take off from a platform measuring 50 by 50 meters. This future development would be a hybrid six airscrew aircraft which was presented during the show in computer impression form.

Source:
https://www.defenseworld.net/news/3...aft_to_be_Presented_at_MAKS_2021#.YPgn_OhKjIU
MAKS-2021 YouTube Channel ...
View: https://www.youtube.com/watch?v=meLv-Rzr7Yk
(demo near the end of display)
sibnia_tvs-2ms_stol_maks_2021_48986_image-jpg.661226


partizan_concept_maks-2021_artwork-jpg.661227
 

Archibald

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Did they put a... turboprop on old An-2 ? that's amazing. That goddam biplane will never die !
 

TR1

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More Baikal pics.

cYnnJECklb4.jpg


Interesting.....MiG-35 scheme:

wxrzm-EHY3k.jpg


There is a flurry of new engines being worked on right now, some displayed include VK-1600V:

Jm391TwEqQo.jpg


l9lBYIpGp9c.jpg

oQ857Bsajgo.jpg


And Vk-650V:

Q65xdzc0P6s.jpg
 

Anduriel

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Man, why journos don't take photos of the specs?

I wonder about Mi-171A3.
Why did UAC create a rival for the Mi-38? They are look alike and almost same size, weight and power. And Mi-38 already has problem with orders, because there are a lot of Mi-171s and Mi-8s already made.
And now this.
 

coanda

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Man, why journos don't take photos of the specs?

I wonder about Mi-171A3.
Why did UAC create a rival for the Mi-38? They are look alike and almost same size, weight and power. And Mi-38 already has problem with orders, because there are a lot of Mi-171s and Mi-8s already made.
And now this.
because then you wouldn't need to read the article...
 

Dr.Snufflebug

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Did they put a... turboprop on old An-2 ? that's amazing. That goddam biplane will never die !

A turboprop An-2MS flew in 2011, then they modernized even more with new wings and braces a few years later, as the TVM something.

So it isn't exactly news per se.

But as for the platform itself, I mean, it's brilliant and the longevity of it makes sense. Easy to fly, multifunctional, good cargo capacity, excellent STOL and rough field performance etc.
 

Grey Havoc

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Could be some beancounter mixed up his sums. Would be far from the first time that has happened, and not just in aviation history.

On the other hand, could it possibly have something to do with the ongoing supply chain issues in the aerospace industry worldwide?
 

TR1

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Mi-171A3 is made to order for Gazrpomavia.
Wonder why they didn't choose Mi-38, because amount of changes to Mi-38 in order to satisfy offshore works is certainly less than such radical redesign of Mi-171.

Maybe size limitation due to constrained landing sites?

Also probably commonality. Gazprom has plenty of Mi-8 in its fleet already.
 

Wyvern

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Mi-171A3 is made to order for Gazrpomavia.
Wonder why they didn't choose Mi-38, because amount of changes to Mi-38 in order to satisfy offshore works is certainly less than such radical redesign of Mi-171.
I can only assume costs and spares. Since Mi-8s and Mi-17s are ten a penny, you're better off just modernising that design and allow cheaper manufacturing and maintenance, as well as being able to rely on a long-established supply base. Having to retool existing production lines, maintenance bases and supply chains to suit the Mi-38 would be a bit excessive, which is why the Mi-8 family has lasted so long.
 

TR1

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Round up of news:


MChS ordering 9 Mi-38PS (for arctic rescue), delivery by 2024.


Helix ordering 4 Mi-8MTV and Ansat


Gazprom Bank Leasing will buy some Ka-32A11BC


Finally (maybe?) Ka-62 has a launch customer- Gazprombank Leasing group buying 3, supposedly for delivery all next year(!!!)


Aurora, Il and GTLK have signed a deal for 19 Il-114-300


Rosoboronexport sais it has signed 13 export contracts worth 1 billion Euro including Su-30SME, Mi-35, Mi-17V5, Protivnik-GE radar, and Verba MANPADS.
 

Trident

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I think for civilian service the Mi-38 is handicapped by its FBW system, which makes certification difficult. Ansat was eventually re-designed with a conventional hydro-mechanical FCS for similar reasons.
 

DWG

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Did they put a... turboprop on old An-2 ? that's amazing. That goddam biplane will never die !

It's not so much did they put a turboprop on the An-2 as did they do it again?! We must be well into double figures with An-2 successor projects that keep major parts of the airframe.
 
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Anduriel

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I think for civilian service the Mi-38 is handicapped by its FBW system, which makes certification difficult. Ansat was eventually re-designed with a conventional hydro-mechanical FCS for similar reasons.
This is the first time I hear that digital FBW is a bad thing. Usually everyone tries to use it or upgrade from more simple controls.
Could you elaborate as to why civ. market dislike it?
 

Trident

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This is the first time I hear that digital FBW is a bad thing. Usually everyone tries to use it or upgrade from more simple controls.
Could you elaborate as to why civ. market dislike it?

Beats me - I don't know the details. It may not even be considered "bad" per se, but there appears to be something peculiar to civilian helo certification regulations that makes them hard to satisfy with FBW. As I said, Ansat was eventually re-designed with a traditional control system to make it marketable to commercial operators (the military trainer version retains FBW, AFAIK), expressly for this reason.

Certainly, helicopters fitted with FBW have been exclusively military so far: NH90, retrofitted Royal Navy AW101s, H-60 retrofits, CH-53E, Z-20, H-92 (but NOT the commercial S-92!), aforementioned Ansat and the few Mi-38s sold went to military or paramilitary forces too. Bell's 525 is set to become the first civilian helo to be certified with FBW, and this will happen only later this year.

Maybe @yasotay can elaborate?
 
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Archibald

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If Eurocopter / Airbus chopper never did it, there must be valid reasons - the NH90 has flown with FBW for a very long time, and they never lose an ocasion to transfer military tech to the civilian market if useful or revolutionary.
 

Grey Havoc

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tequilashooter

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The experience gained in the development of the PD-14 engine for the MS-21 aircraft is planned to be fully applied in the new project. Assembly of the PD-4 engine. UEC Photos "Of the technologies mastered on the PD-14, the PD-35 commercial engine will use technologies for the manufacture of turbine blades, combustion chamber elements, sound-absorbing structures, new methods of repairs and diagnostics, in addition, it is planned to use technologies that increase the strength and resource of engines," said the energy designer of UEC-Aviadvigatel JSC in an interview with TASS at the MAKS air show. He also said that fundamentally new developments for the promising PD-35 engine will be the working fan blade and its body, made of polymer composite materials that can significantly reduce the weight of the engine. Also welded rotor technologies that reduce weight and increase engine reliability. In addition, it is planned to use a low-emission combustion chamber in the engine, which meets promising environmental requirements until 2030. "The PD-35 will also have a comprehensive diagnostic system with the ability to transfer data during the flight to remote diagnostic centers," the general designer said. Of course, in the promising PD-35 engine it is planned to use part of the parts made by additive technologies. Today, additive technologies are in a phase of rapid growth. The turnover of the global additive technologies market is increasing by an average of more than 20% per year. This intensity is explained by their advantages in comparison with traditional form-forming technologies: the possibility of manufacturing parts of almost any complexity and reducing the time of development and manufacture of parts. In order to reduce the weight of aircraft engines and meet the high requirements for engine design, manufactured parts have the thinnest possible walls and a complex profile of the geometry of structural elements. To produce additive parts, UEC-Avivdvigatel specialists are actively working towards import substitution of materials, as well as topological optimization of the structures themselves, which will reduce the mass of additive parts by 20%. Assembly of the PD-4 engine. UEC Photos "Indeed, 3D technologies have provided new opportunities for the development of engine building and mechanical engineering in general. But we must understand that all new technologies for the formation of blanks (casting, forging, rolling, and so on) are not a replacement for traditional ones, but an addition to existing technologies. After a certain period of time, additive technologies will not replace classical ones, but will simply occupy their niche, which will evolve and increase with their development and implementation, "Inozemtsev believes. According to him, today the widespread introduction of additive technologies in the domestic industry is constrained by the lack of domestic equipment, serial production of metal and polymer powders, as well as the high cost of materials for additive technologies. Aircraft engines of the sixth generation Currently, the global production of engines for civil narrow-body and wide-body aircraft is dominated by fifth-generation engines. The first such Russian engine for civil aviation was the PD-14. According to Inozemtsev, the technologies that will be used in the promising PD-35 engine will make it possible to attribute it to the intermediate generation of engines - between the fifth and sixth, to the so-called generation 5+. Compared to the PD-14 engine, the gas temperature in the PD-35 in front of the turbine is increased by about 100 ° C, the compression ratio and the degree of switching are increased by about 25%. Within the framework of the PD-35 program, technologies are being developed that may well be attributed to the technologies of sixth-generation engines: high-temperature ceramic composite materials, intelligent acs (automatic control system) and diagnostic system, technologies of a more electric motor At the same time, civil engines of the sixth generation assume the use of even higher cycle parameters: the gas temperature in front of the turbine approaching the stechiometric, ultra-high degree of switched circuit and compression ratio, the use of a gearbox in the fan drive or an open rotor circuit, the widespread use of composite materials, a high degree of integration with the air conditioner and aircraft systems. An important feature of these engines is likely to be higher environmental standards, involving the use of more environmentally friendly types of fuel that reduce or zero greenhouse gas emissions: synthetic liquid fuels with a high content of hydrogen produced from raw materials of biological origin, liquid hydrogen. The UEC plans exploratory research on research in these areas and the development of appropriate basic technologies. Thus, it can be stated that the movement to the engines of the sixth generation has already begun, it is necessary to intensify it in cooperation with aircraft design bureaus and industry research centers, "Inozemtsev said.
 

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