Mukhamedov OKB - Military, Civil and VTOL concepts

overscan (PaulMM)

Staff member
27 December 2005
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Seeing as there seems to be some confusion about these designs and we don't seem to have a topic -

In 1992, Fatadin Mukhamedov registered two patents for aircraft designs, a high capacity airliner and a manouverable trainer/light fighter aircraft.

In 1993, he was involved with Eurasia, one of the small aircraft design companies started in the wake of the fall of the Soviet Union. This later became known as EDO Mukhamedov.

The first design mentioned in the press was a high capacity airliner - Eurasia-700, apparently shown at Le Bourget 1993. I believe Dubai 1993 saw the debut of the trainer/light fighter design.


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The next time we heard anything was 1998. A single page article on the trainer/light fighter design, substantially developed and now called "Integral" (M-AT), was published in Flieger Revue. Powered by a single non-afterburning RD-33, it was aimed at the Yak-130 / MiG-AT.

This design later popped up in Iran as the "Shafagh", with a ventral intake version also studied.


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Also in 1998, Janes published pictures of the "Mikoyan I-2000".

It appears to have been actually a single seat fighter version of the Integral, called Integral-2010. It was aimed at the soon-to-emerge LFS requirement.


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In 2000, a patent for the Integral 2010 design was registered. Wing sweep slightly increased, and minor differences to the intake/LERX configuration.


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Finally, in 2002, the Vityaz-2000 design was revealed in Air Fleet, aimed at the PAK-FA requirement.


By Andrei Yurgenson

A new generation of aircraft in any country has always meant money, big
money. The increased cost for air vehicles development and production made
it the deciding factor. Both the client and contractor have now not only to
solve technical problems but also to find new ways to organize and finance
development, production, procurement and operation of new aerial vehicles.
The USA, one of the wealthiest nations, is not an exception, with the JSF
program featuring fund raising problems.
The clients and developing companies in the aviation powers had tried to
meet requirements of their Air Forces. The aircraft manufacturers had not
seen any difference between needs of domestic and foreign customers and the
same high performance of the products had been provided for the both
markets. The aviation market huge, the prices low, such an importing policy
had been seen as a right thing. Now the things have changed: the
international aviation market has narrowed in the recent decade and it will
keep on going this way next 10-15 years. Thus, a tactical aviation combat
aircraft has primarily to be a product meeting needs and financial
capabilities of various countries, a foreign-markets-oriented product. On
the other hand, potential customers are interested in a multipurpose combat
aircraft, the reasons being the same.
The analysis of the tactical aviation aircraft shows that about 20 thousand
of them have take-off weights between 10 and 20 tons, mass-produced being
the MiG-21, MiG-23, MiG-29, A-4, F-16, Mirage III, Mirage F.1, Mirage 2000,
J35 Draken, J37 Viggen, J39 Gripen, J-6, J-7. According to the life time and
actual time in service, approximately 7,400 vehicles of the type are
estimated to be replaced by 2005, about 35% of the fleet in operation. In
economics terms, that means that aircraft of this take-off weight may be of
great demand in the very near future.
So, the new tactical combat aircraft will be of greater flight performance
then the 4th generation fighters. It is going to have a multifunction radar
with the multichannel tracking and engagement options for air and ground
targets as well as to use high-precision weapons killing surface targets.
The new system has to be simple in operation, easily put into mass
production and easy for personnel training. To be successfully promoted, the
new aircraft has to be able to meet the 'efficiency-cost' competition from
the existing F-16, Rafale, Mirage-2000, EF2000 and developing JSF.
The development of new Russian combat aircraft has always been associated
not only with the Air Force demands but also with scientific and technical
resources needed to make a more sophisticated aerial vehicle. "The
5th-generation fighter, including all necessary materials, technologies,
avionics and armament systems can be developed and produced now only in
Russia and the USA", the leading Russian experts say. The United States
proved it by the F-22 project, while Russia has already fulfilled a number
of programs that can form a science and technical basis for a 5th-generation
combat aircraft. The aviation industry has been carrying out researches to
assimilate new for Russia aerodynamic configurations as in the 'canard' MiG
1.44 project and Sukhoi Su-47 (S-37) "Berkut"(the Russian for 'golden eagle
') of the triplane forwardswept configuration, unusual even for
international practice. The two aircraft are considered as the
next-generation technology demonstrators. The designers tried to provide the
systems with such 5th-generation characteristics as a decreased radar
signature, supersonic cruise flight in the no-afterburner mode, high
maneuverability within a wide speed range.
In 1994-2000 the OKB 'Mukhamedov' design bureau carried out a separate
research to find out what a 5th-generation combat aircraft should look like
and what basic properties such an aircraft is going to have. The project has
lead to the "Vityaz-2000"? multifunction combat system. The aircraft can be
of interest for domestic, CIS and foreign markets, provided the
international partnership and investment. Unlike the US JSF, Vityaz is aimed
at markets in the CIS, Central Asia, Far East and Asia-Pacific region.
Vityaz-2000 features a fundamentally new aerodynamic configuration, dubbed
"integral", and allowing stable and controlled flights at extremely big
angles of attack. Bureau President Fatidin Mukhamedov, D.Sc., said the
company had been developing the "integral" configuration since 1985.
Multiple aerodynamic tests of various versions testify to the fact that the
configuration can be used for aircraft of various types. The company's first
project was the "Evrasia-700" super capacity aircraft, unveiled in Le
Bourget in 1993. In 1994, the "integral" configuration was granted the first
patent. A year later, in Dubai, the TOO 'Evrasia' company (now OKB
'Mukhamedov') introduced a long-term "integral" configuration combat
aircraft project.
The most important thing about the aircraft is that the 'integral'
configuration provides high aerodynamic performance at low as well as high
angles of attack due to the aircraft optimal planform, and specially
developed flight structure with reciprocal-type components: wing panels,
'disk' centerwing section, wing extensions and their fuselage parts. The
wing extensions and disk turbulent flow systems provide smooth, without
rapid changes, association of the lift and longitudinal coefficients
according to the angle of attack to compensate for wing panel stalling. The
more the angle of attack, the more the centre-wing section works, which,
supported by swivel leading edge flaps, increases the angle of attack and
smoothes the decreasing of the lift coefficient up to 50-60 degrees.
The Vityaz aerodynamic configuration differs from the above ones by powerful
lift force direct control elements - swivel wing panels, allowing separation
of the trajectory and angular aircraft movements, that is to perform a
pitching turn with no change of the lift force, improving the aircraft
performance in combat. US developing teams tried to translate the idea into
reality in the mid-70s in the AFTI project.
The president of OKB "Mukhamedov" believes that 'from the a variety of
aircraft characteristics, a developer first of all has to pick out critical
ones, what actually an aircraft is made for, then necessary characteristics
not interfering with the "critical" section, and auxiliary characteristics
aimed only at improving the critical ones'.
The critical characteristics of the Vityaz project are high maneuverability
at supersonic speeds with the energy level maintained stable, high
maneuverability at speeds characteristic of a short-time close combat,
supermaneuverability including a controlled flight at a 60œ angle of attack
and maneuvers at a more than 90œ angle of attack, take-off and landing
characteristics enabling the aircraft to be based near the combat zone.
The 'necessary characteristics' section incorporates decreased aircraft
radar signature in the thermal and radar ranges, high combat and aircraft
Vityaz auxiliary property is the lift force direct control system allowing
engagement of ground targets at low altitudes and high speeds, as well as
increasing the aircraft supermaneuverability and improving the
takeoff-landing performance.
The swivel wing panels with leading-edge flaps allows operation in the
normal flow mode within the required fuselage orientation range. This
provides a higher level of controllability in the supermaneuverability
modes, elimination of an involuntary spin and entering the
supermaneuverability mode at higher speeds. The wing panels at negative
local angles temporally reduce the maximum wing load capacity and existing
loads almost two-fold. Combined with an increased controllability, this
gives the aircraft a possibility to maneuver not exceeding the permissible
loads. The aircraft has a full-authority digital automatic control system
with a thrust controlled engine nozzle included in the longitudinal and
flight control systems. The above aerodynamic characteristics will ensure
the aircraft's superiority in a short-time close combat, other things being
When backing up ground forces, the aircraft survivability is ensured by
armour protection of the critical aircraft units (which is quite a problem
for the aircraft type in question) as well as by the fact, that, provided
low altitudes (less then 300m) and high speeds (more then 850 km/h), such an
air target is rather hard to be engaged by enemy's ground AD forces. On the
other hand, in such a flight mode the aircraft cannot effectively engage
ground targets without special techniques and technologies.
In the Vityaz-2000 project, the problem is solved though separation of the
trajectory and angular aircraft directions by the means of the swivel wing
panels. It enables Vityaz to kill surface targets in the low-altitude and
low-speed mode. At an altitude of 300 m (the attack altitude is usually not
less then 100m) and speed of 850 km/h, provided the detection range is 3 km,
a conventional versions have no chance of effectively engaging ground
targets. In that case, the engage time is less then one second with the
minimum range of 1.5 km, while Vityaz-2000 parameters are 5 seconds and 600
m with the aircraft attacking from a more convenient angle.
The effective use an aircraft is very much subject to the takeoff and
landing performance. The Vityaz-2000 project incorporates a number of
technologies to reduce the landing distance and improve the takeoff
performance. Compared with the drag parachute technology, which requires all
in all two seconds for the parachute to deploy and billow, the Vityaz
breaking system is faster, reaching the level of the takeoff run load
factor. Mutually enhancing each other, they make the landing distance equal
to that of the take-off, reducing the rollout to the minimum. OKB Mukhamedov
has patented a number of Vityaz-2000 takeoff and landing technologies.
Another important feature of the 5th generation combat aircraft is the
considerably reduced radar and infrared signature. The characteristic is
vital for the aircraft combat effectiveness in a long-distance combat,
undercover missions and engagement of ground targets, especially while
neutralizing enemy radars. However, the OKB Mukhamedov experts are convinced
the desire to by all means reduce the scattering cross-section will lead to
a F-117-like aircraft, when it cannot be detected by an individual SHF
radar, but on the other hand not able to accomplish combat tasks due to the
aerodynamics, disfigured by stealth demands. That is why the Vityaz project
has all reduced scattering cross-section technologies, including weapons
systems located in the inner fuselage sections, except for technologies
degrading the aerodynamic and flight characteristics.
So, predictably the technologies of the Vityaz-2000 project can lead to a
new-generation combat aircraft.
OKB President Fatidin Mukhamedov emphasized, that "all nations across the
world had been focused on the quality, not the quantity in upgrading the
armed forces. Vityaz-2000 is sure far ahead of the competition according to
the combat effectiveness parameters due to its aerodynamics, other things
being equal."


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I've never heard of any other employees of this company than Fatadin himself, so not sure if this was ever a serious effort or more like a Russian Stavatti.
Thanks a lot Paul for sorting out the mess that was the I-2000, and for bringing to our attention Mukhamedov's other designs!
overscan said:
I've never heard of any other employees of this company than Fatadin himself, so not sure if this was ever a serious effort or more like a Russian Stavatti.
What I don't understand is the airliner - I always thought the inner wing had to do with controlling pitch moment during super-maneuverable flight.... is this a quirk of comprehensive patenting, a monomaniacal designer, or a failure in my own understanding?
This is great! Thanks for the link. I never saw the images in that high resolution.


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Innovative aviation firm EDO "Mukhamedova" organized in November 1993 with the aim of developing, testing, implementation into production and ensuring the operation of general aviation aircraft and other aircraft. Work began in the bureau 80 years, and some projects were studied in the 70's. The first designs were experimental aircraft with a landing on water. The number of development projects and the company are the people's business aircraft, as well as administrative aviation aircraft.

Since 1985, our experts are developing various projects that use wind scheme "Integral". The patent for this invention was obtained in 1984. One of the first projects using the scheme of "Integral" became airplane "Eurasia-700" to 700 passengers. The model of the aircraft extra high capacity appeared in Le Bourget in 1993.

In 1995 at the Dubai Air Show was first presented study of military aircraft using the scheme "Integral".

In the period from 1994 to 1999, EDO has developed a technical proposal and preliminary design for training aircraft M-AT/XX1, built a full-size mock airplane and started to produce a working design documentation.

From 1994 to 1998 in the Bureau conducted its own research on the formation of multi-functional fighter image (IFI), the fifth generation, who are in the form of technical proposals.

Currently, the priority works program to create DB is an innovative multi-functional platform A3x70, a family of aircraft vertical takeoff and landing.

To ensure a high level of project development in the EDB attracted experts from leading design offices and institutions, with extensive experience in the aviation industry. All research work is carried out in close contact with parent research institutes.
Mukhamedov Euriasia-700

Via Google Translate:


The concept of the Airbus integrated aerodynamic configuration "Eurasia-700" was developed in the "Bureau of Eurasia" (Russia) and was first shown at the conference UNIDO, dedicated to investments in projects in post-Soviet countries, was held in 1992 in Vienna and at Paris Air Show Le Bourget in 1993.

The integrated aerodynamic configuration Airbus "Eurasia-700" is a "rush round wing + + console + V-shaped tail." In practice, this has already accepted and fulfilled in the tactical aviation integrated circuit "the influx of a rectangular center section + + whole-rotating horizontal tail."

Studies conducted in conjunction with CB Mukhamedova TsAGI and SibNIA show that in this integrated circuit Airbus "Eurasia-700", you can create cargo-passenger jumbo jet with a range exceeding the modern wide-body Airbus.

Features of the Project

Calculated and experimental studies conducted KB Mukhamedov and TsAGI, Airbus confirmed the possibility of creating an integrated aerodynamic configuration "Eurasia-700" competitive with the traditional scheme of aircraft. In this case:
- Can be implemented in a high level of aerodynamic efficiency (Kmax = 20 -21) at cruising flight, H = 11 km, M = 0.8, ISA.
- Because of the low load on the wing of the integral good field surgery are provided without a complex of the wing.
- Features an integrated layout allow a wide variation of passenger and cargo aircraft loading, depending on the prevailing airline passenger and cargo traffic.
- Transport of cargo and passenger capacity Airbus option "Eurasia-700" is equivalent to the total productivity of the IL-96M and two IL-76D.

These advantages of "Eurasia-700 in comparison with the Airbus fuselage scheme makes this project a breakthrough and competitive market in the future a new generation of Airbus, and the need to have to take into account that the potential of integrated circuits, with respect to passenger and cargo aircraft researched enough.


Length, m 83.00
Wing span, m 90.00
Height, m 19.00
The mass, m
- Maximum take-off 547
- The maximum weight of fuel 260
Flight range, km 9500
Cruising altitude, m 12,500
Engines, number / type 3 x RR Trent 884 or 3 x PW4084
Maximum payload in the cargo-passenger version, m 125
Maximum payload in passenger configuration (770 passengers), t 77

Range with maximum payload, km
- Passenger version of the 16,000
- Passenger version 9500
Take-off distance, m 2500
Landing distance, m 3000
Maximum cruising speed, km / h 880
Fuel efficiency, r / no more 18



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Mukhamedov Multi-Platform Aircraft A3x70M

Via Google Translate:


Multi-aircraft platform A3x70M - basic airframe, allowing changes to the layout of the passenger compartment and the very purpose of the aircraft, depending on the wishes of the customer. A3x70M project is based on an integrated circuit "Mukhamedova Wing," which represents the influx of a circular wing + + console + V-shaped tail. A3x70M use as a fuel blend of a cryogenic fuel and jet fuel. The ability to quickly change the layout of the cargo bay will allow airlines, the Department of Defense and Emergency Situations more flexible use of the fleet of aircraft, bringing the raid.

Basic research on the project, including the testing of models in ADT TsAGI and SibNIA were conducted in 1992-2010 years.
- Use the integrated aerodynamic configuration to reduce aerodynamic drag, reduced mass of the airframe, better use of internal volume for passengers and cargo
- The use of cryogenic fuel with the ability to shift further to the liquid hydrogen
- The use of cryogenic technology to reduce aerodynamic friction and increase aerodynamic efficiency


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Via Google Translate:

Tanker aircraft

A3x70/SA - the plane on the basis of a multifunctional platform A3x70 / M, used as fuel or kerosene aviatsionnoy or cryogenic fuel.

The main tank for the transport of LNG is made in the form of a vertical tank, located in the center of the disc-shaped rotor tsenroplana, so that its center of mass coincides approximately with the center of gravity of the aircraft, the same place on the lower deck has an additional tanks for LNG. The upper deck is for pilots and cabin tanks with CNG.

Comparison of LNG tanker planes A3h70/SA and rail at a distance of 9,000 kilometers (roughly from the "Sakhalin-2" to the western borders of the European part of Russia) shows that the annual transport capacity tanker aircraft in comparison with the traffic on the w / e can transport be more than 3 times larger.

Annual capacity of the fleet-type tankers A3h70 of 20 units is comparable to the performance of one type of marine LNG «Grand Elena» a distance of 10,000 km.


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Via Google Translate:

Container Aircraft

A3x70/MJ- plane on the basis of a multifunctional platform A3x70 / M, used as fuel or kerosene aviatsionnoy or cryogenic fuel.

On the lower deck of the aircraft can be placed 14 aircraft containers such as VAR-5, on the upper deck - also may be that serves 2 more container.

Honors breakthrough aircraft container is that when the aircraft exterior dimensions commensurate with the size of the IL-76 can carry 16 containers of aircraft type UAC-5 which is almost three times more than in the cargo aircraft IL-76.

Comparison of the performance of the transport A3h70MJ to rail at a distance of 9,000 km shows that the performance of the transport container A3x70MJ may be more than 3 times greater than w / e transport.


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Via Google Translate:

Fire bomber

A3x70/SHU - the plane on the basis of a multifunctional platform A3x70 / M, used as fuel or kerosene aviatsionnoy or cryogenic fuel.

On the lower deck of the aircraft placed water tanks, cryogenic tanks, fire barrels to spray or discharge of fire extinguishing liquid cooling systems for on-board reset and the impact "of cryogenic fire extinguishing bombs."

The upper deck is the cockpit, relief crew rest room, a room operators control the plane with PTV monitor output maps using satellite navigation and all the information for setting fire district.

A3h70/SHU can run and throw, depending on the nature of fire: to improve the efficiency of fire suppression, prevention and suppression of incipient fires to spray or drop through the barrel under pressure from a height of not less than 50 m "freezing rain" - crushed ice, or hail from a height not less than 50 meters in one gulp, through the trunks of the pressure to drop water or fire extinguishing fluid pockets of fire on board to produce "frozen fire extinguishing bomb" kalibroim 3, 6 and 12 tons and throw them instrumentally, regardless of visibility from a height of 300-500 m , and a bomb at an altitude of 50 meters is automatically broken and spilled "waterfall" fire extinguishing fluid pockets of man-made fires, fired a volley from a height of not less than 50 m capsules with liquid nitrogen pockets of man-made fires, produce and disperse the snow to remove smoke in fires .


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Via Google Translate:

Electronic Warfare
A3x70/SS - the plane on the basis of a multifunctional platform A3x70 / M, used as fuel or kerosene aviatsionnoy or cryogenic fuel.

EW aircraft / missile is equipped with a radar survey of the lower, the antenna is enclosed in a theoretical outline of center fuselage, and is not screened, as is the case in all types of aircraft fuselage AWACS. Units radar, its power and cooling system are located on the lower deck of the aircraft. In addition, the aircraft can be equipped with radar front, top and side-view, located in the nasal compartment disc-center-and rear-view radar on the tail boom. And on the lower and upper deck is space for weapons bays for missiles "air-to-earth" and "air-to-air."

Camolet designed to patrol the borders and the warnings of the attack low-flying cruise missiles (ballistic missiles, there is a ground system AWACS), the use of phased array radar with a center-bottom review of how high-powered pulse generator of microwave radiation to damage control and navigation systems of low-flying cruise missiles, in addition with their destruction by the use of tactical missiles "air-to-air", the use of phased array radar survey at the bottom center section as a high-powered pulse generator of microwave radiation to suppress enemy air defense system, the use of phased array radar survey of the lower-accuracy mapping mode to use without harm to the civilian population, or a tactical point of radiation weapons against gangs and terrorist groups, the use of aircraft as an airborne command post of the strategic management of the theater of military operations, space, air and ground battles.


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Aircraft Performance

Length, m 40.00
Wing span, m 47.00
Height, m 12.50
Wing Area, sq. m 460.00
Engines, number / type 2 x RR Trent XWB
Home thrust, kgf 2 x 33 700
Fan diameter, mm 2540
Max cruising thrust of M = 0.8 kg 6100
GR minute CD. M = 0.8 0.56
All fuel (gas + kerosene) 6830
Passengers, seats 250
Fuel efficiency, l/pass/100km 3.0
Empty weight, kg 55,000
Curb weight of the aircraft with fuel, kg 142 000

Maximum weight of fuel, l / kg
-LNG (ASKT-K) at a density of 650 kg / m 60000/24000
- Kerosene TS-1 60000/48000
- The maximum weight of fuel, l / kg 120000/72000
Cruising speed, km / h 905
Cruising Mach number 0.85
Cruising altitude, m 13,000
The maximum duration of flight hours 22.35
Maximum range, km
- (Gas + naphtha) with ANZ for 1 h 15,750
- (Gas only), with ANZ for 1 h 4200
Take-off distance, m 2300
Landing distance, m 1900
Mukhamedov Fm-21

Via Google Translate:

The project Fm-21 - Five aircraft vertical takeoff and landing of general aviation.

The disadvantages of already existing aircraft vertical takeoff and landing (VTOL): XV-5A, fighter, "Harrier", Yak-141, F-35, konvertoplana the V-22 "Osprey" and the other is an attempt to bind the rotors, fans or lifting or hoisting TRD (one or all of their package), or a combination of all of them on an airplane fuselage of the classical scheme. However, taking into account the nature of the VTOL - vertical take-off, it is more expedient to do the opposite, to create a flying machine with a new aerodynamic lift for a power plant.

The project is based on a VTOL aircraft aerodynamic configuration Mukhamedova, which consists of a rotor disc and the console. Cab integrally inscribed in the front half-circle of center. Lift the fan is located at the geometric center of center. Nacelle integrally inscribed in the semicircle of center-back. Dual pusher propeller located behind the aircraft and can operate in the tail propeller (BB) for balancing the device in the mode of vertical takeoff and landing (GDP) and the pusher propeller in cruise mode. Air intakes are located at the top center section on each side of PV, so that they are shielded from the ingress of dust or dirt at the start of the device with unpaved runways.

Fm-21 project has the following features:
- The introduction of civilian equipment integral aerodynamic configuration;
- Use as a fuel mixture of kerosene and aviagaza (condensed aviation fuel)
- All elements of the aircraft vertical takeoff and landing (VTOL) cabin, console, engine nacelles, horizontal tail surfaces and 2 vertical keel empennage, main landing gear structurally navesheny on the lift fan, which will provide VTOL with high-impact weight design and high aerodynamic characteristics ;
- Height adjustable chassis used for the convenience of landing and embarkation of passengers and reduce the effect of exposure to jet lift fan airframe to takeoff;
- The use of a profiled disc-shaped center section, which, combined with the console lets get high aerodynamic performance at cruising flight;
- Dual-mode pusher, located behind the aircraft and operating in the mode of the tail propeller balancing apparatus in a mode of vertical takeoff and landing and push the propeller from the cruise phase;
- Horizontal placement of the two-stage fan largely bypass;
- Lift the fan is located in the center and coincides with the center of gravity of the aircraft (to reduce losses on balance).

Aircraft Performance

The geometrical parameters, m:
Length, m 9
Wing span, m 9
Height, m 3.8
The engine horsepower 2h500
Weight of fuel, kg
Aviation kerosene (TC-1) 400
Take-off weight, kg 2500
Cruising speed. km / h 500
Flight range, km 1200
Payload, kg 450



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1 - five-seat cab;
2 - Lift the fan;
3 - two engines;
4 - pusher propeller with a system of rotation;
5 - fuel tanks with fuel;
6 - power management systems.


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...I suddenly have the inexplicable urge to create a Russian superhero group, flying one of these around... ;D
Fascinating-looking aircraft.
taalismn said:
...I suddnely have the inexplicable urge to create a Russian superhero group, flying one of these around... ;D
Fascinating-looking aircraft.

Ah, those were the days... ;D

From a Russian forum (Aaz did work for MiG in 90s)

Mukhamedov graduated from RKIIGA (Riga Institute for Civil Aviation Engineers, now Transport and Telecommunication Institute), worked in the MAI (Moscow Aviation Institute), and then established his own office. He's an aerodynamicist (and for reviews, a good one), but has a "fad". Just as [Mikhail Petrovich] Simonov [Sukhoi Chief Designer] saw the wing only in the form of FSW, Mukhamedov sees it only as "disk". In fact, his proposed LERXes give good characteristics at high angles of attack.
But! a) how to implement the mechanization of such a wing, no one really knows; b) such a scheme increases wetted area, as a result, subsonic range goes down as well as acceleration capabilities at the first range, c) with increasing angle of attack, [Cx greatly increases, too - and this can't ensure a sustained maneuvers, d) huge loads on the heavily "mechanized" wing will require major investments of mass. These details don't stop Mukhamedov. AFAIR, he has ordered a model tests at the LII with the wing disc measuring about 70 cm. Turning around she did really look impressive (though even a small model of the traditional schemes for some reason, more maneuverable than full-size aircraft). With this model they made a good advertising roll. Maybe that was Mukhamedov's style to sell the idea to someone not very knowledgeable. Wait for the result, if it is, of course, would come...(Which I personally doubt ...)
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The Mikoyan connection?

Report on R & D, "Additional studies and modification of airframe products of Dushanbe branch of MMZ AI Mikoyan. "GOSNIAS. 1990.

Dushambe is the capital of Tajikistan.
overscan said:
The Mikoyan connection?
I was said that it was hardly find a DB where he didn't work or cooperate for some time.
Sergey Yurgenson, vivid aerospace journalist, graphic artist (you have seen many of his aircraft drawings if you were reading Russian aerospace journals recently) and deputy Chief Designer of Mukhamedov DB, now onboard.

OT number of forum members rapidly approaches 9.000
Hi Serg
for me Fm-21 have nice potential for an Carrier based light ship/submarine hunter with its VTOL capability if there is a way to enlarge it
but it's just me with my big imagination :D
Hi, piko1

Project FM-21 will be developed in the form of 19 and 50 local variations. But It is still used for commercial (private) without the airport, not only for ship-based.

As for the "multifunctional platform" - this time they want to try a civil version of the take-off mass of 220 tons. Although it is possible you are right it will cost as F-35
Hi, guys!
My five cents to this subject.
M-2000 had different names in different DB: Dorna, Integral, M-2000 (Mig), Vitiaz (EMZ).
Except this Mukhamedov have his own DB - Eurasia, where he create some passenger aircraft projects, some of them with cooperation with EMZ.


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Some selected civil projects


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