Armée de l'air Russe

[rendbo]

 

Il y a 5 heures, Ciders a dit :

Sacré personnage que le père Anastase Mikoyan !

Après, n'y voyez pas que le côté positif. Lui aussi a participé aux purges et a signé des listes de condamnations. Comme tous les membres de l'équipe de Staline.

Par rapport aux purges, le musée a l'intelligence de presenter des faits sans jugement, avertissant que c'était une epoque différente, et que l'on ne peut pas la juger avec nos critères actuels...

Citation

avec des capacités en économie (là encore, pas courant dans les années 1930) qu'il a employé durant la Seconde Guerre Mondiale (il s'occupait de l'approvisionnement et du commerce extérieur)... 

Yep, c'est lui qui a gérer le déménagement des usines vers l'est au fur et à mesure de la progression allemande, et l'approvisionnement complet des sildats sur le front (armes, munitions, equipements & fringues, bouffe)

Modifié le 16 août 2019 par rendbo

[FATac]

Petit HS au passage :

Il y a 7 heures, rendbo a dit :

Par rapport aux purges, le musée a l'intelligence de presenter des faits sans jugement, avertissant que c'était une epoque différente, et que l'on ne peut pas la juger avec nos critères actuels...

C'est une position d'une intelligence rare et que j'aimerai voir déployée plus souvent en occident, notamment à l'occasion des psychodrames sur les troupes coloniales que l'on nous ressert à chaque commémoration du débarquement en Provence ou du 11 Novembre.

[zx]

 

Russia’s Aircraft Industry In Crisis

https://aviationweek.com/defense/russia-s-aircraft-industry-crisis

Citation

 

The Russian aircraft industry is struggling. After peaking early in this decade, oil-price reductions and sanctions imposed by Western countries have caused both civil and military aircraft production to dwindle.

At the same time, development of the military’s next-generation programs has slowed. And even as those programs draw closer to maturity, industry officials wonder whether the nation is losing essential next-generation design expertise.

Fixed-wing aircraft production in modern Russia reached its zenith in 2014, when the United Aircraft Corp. (UAC) produced 158 airplanes. Helicopter production hit a high mark in 2012, when 290 were built. By 2018, the numbers had dwindled to 121 fixed-wing aircraft and 169 helicopters, according to indirect sources, a number in line with much of the last quarter-century. In the past two years UAC has united most fixed-wing aircraft manufacturers in Russia, while Russian Helicopters has consolidated rotorcraft manufacturers, restricting access to production figures.

One bright spot is a recent order for 76 Su-57 fighters

Test versions of the PAK DA strategic bomber are planned for this decade

The collapse in helicopter production was particularly severe, with the greatest difficulties affecting the Russian rotorcraft industry’s premier product, the Mi-8 transport helicopter, produced in Kazan and Ulan-Ude. Previous large orders placed by the Russian defense ministry, China, India and the U.S. for the Afghan National Army Air Corps have already been fulfilled, and new contracts are much smaller. Russia’s government stepped in to help, launching a state air medical transport program, something only spoken about for years. Sixty helicopters were delivered to medical emergency service in 2017-18, and 150 more have been ordered.

 

Source: Piotr Butowski

The 15-seat Kamov Ka-62 is to be “conditionally debuting” at the International Aviation and Space Salon MAKS 2019 in Zhukovsky, Russia, with both static and flight displays debuting for the first time in the European part of Russia and for the general public. The entirely renewed Ka-62 (a continuation of the Ka-60 design) is powered by French Turbomeca Ardiden 3G turboshafts and Austrian Zoerkler Gears gearboxes and transmission. It started flight tests in April 2016 in Arsenyev in Russia’s Far East.

Two helicopters, the Mil Mi-38 and Kazan Ansat, will debut in their VIP versions. The well-known Kamov Ka-226 will be presented for the first time in a border-patrol version adapted for ship-based operations, with folding rotor blades.

It may be difficult for government spending to reverse this downturn. Russia’s 10-year State Armament Program provides 19 trillion rubles ($292 billion) from 2018-27, a quarter of which funds the aerospace forces— the same as the amount allotted in the previous decade. But during that period, the Russian ruble lost half of its value against the U.S. dollar.

Facing an unavoidable reduction of orders from Russia’s military, the aircraft industry is looking abroad. Rosoboronexport arms trade company’s CEO Alexander Mikheyev says military aviation exports amounted to $6 billion in 2018—about 23% of the Russian aviation industry’s production output. Russians claim that new export customers are asking for combat aircraft that were used in the Syrian campaign. For example, negotiations of the first export contract for Su-34 fighter-bombers are in an advanced stage; the customer is not disclosed. However, arms exports are being throttled by the U.S.’s Countering America’s Adversaries Through Sanctions Act (Caatsa) of August 2017, which discourages other nations from buying Russian hardware.

Increasing civil aircraft production might be another solution. In January 2018, Russian President Vladimir Putin assigned the task of increasing the proportion of civil production to 30% by 2025 and 50% by 2030.

At a meeting with President Putin in July, Rostec Corp. CEO Sergei Chemezov requested an additional 300 billion rubles ($4.7 billion) from the government. Rostec controls UAC, Russian Helicopters, United Engine Corp. and many other defense industry enterprises. “We will need a capitalization increase to complete the financial restructuring of all of the corporation’s enterprises,” Chemezov said, citing the civilian MC-21 airliner and other projects. “We are counting on your support here,” he said to Putin.

Despite the financial difficulties, Russia has been re-equipping its fighter fleet in the last 10 years. Legacy MiG-29 and Su-27 aircraft are being replaced with Su-30SM and Su-35S fighters, respectively; the navy is receiving Su-30SM multirole fighters as a replacement for Su-24M tactical bombers. In the Russian Aerospace Forces, Su-24Ms are being replaced with Su-34s. Under large contracts signed before 2014, 20 Su-35S and 10 Su-34 aircraft are to be produced in 2019-20.

Assuming the renewal of the fleet in 1:1 proportion, the demand for fighter aircraft under the current 10-year budget plan includes 60-70 Su-30SMD (this is an upgraded Su-30SM with the Su-35S’s engines), 100 Su-34M and about 80 Su-57 tactical combat aircraft. Orders exceeding these numbers are also possible, if needed to form new operational units.

Russia’s Defense Ministry recently placed an order for 76 Su-57 fighters to be delivered by the end of 2027. Credit: Piotr Butowski

The Russian aircraft industry’s next-generation Su-57 fighter is in line to become a primary product for decades to come. The Su-57 is designed to meet requirements for supersonic cruise and maneuverability, reduced visibility, as well as sensor fusion and integration into defense networks. New sensors, including the N036 AESA radar and new internal-carriage weaponry are being developed, especially for the Su-57; the new engine is undergoing testing. The heavy combat unmanned vehicle S-70 Okhotnik, meaning hunter, being developed as a wingman for the Su-57, made its first flight Aug. 3 at the Akhtubinsk test-flight center.

The Su-57 program received a huge boost on June 27 when Russia’s Defense Ministry placed an order with Sukhoi for 76 fighters to be delivered by the end of 2027. Previously, Deputy Prime Minister Yuri Borisov had sought the purchase of just 16 aircraft by 2027. The expanded order will certainly help to perfect this new platform, as improvements cannot be made with prototypes only. The first of two aircraft of the pre-production batch will fly near the end of this year, 10 years after the first T-50 prototype.

The problem is that the Su-57 is still in an intermediate configuration and will require a lot of work and funding to become mature. Alexey Krivoruchko, the deputy defense minister for procurement, said last year that from 2023 on the Su-57s would be delivered in a second-stage configuration, with new engines and probably upgraded equipment. Aside from some assertions from the company that “everything is going as planned,” there is no information about the real status of work on the Su-57’s systems and weapons.

Though the defense budget did not provide for the large order of Su-57s, Putin said that after negotiations the company reduced prices by almost 20%. That price reduction may have allowed the increased order of Su-57s as well as Su-35S fighters. Both types are manufactured at the same production facility in Komsomolsk-on-Amur. The Russian newspaper Kommersant quoted an industry official attributing the price reduction to the “modification of the internal layout of the Su-57 and unification of the technical solutions,” among other things. In this case “unification” may mean a downgrade with the use of some systems from the Su-35S. Kommersant reported the price as “160-170 billion rubles” for 76 Su-57s, ($35 million per aircraft), which seems to be a significant value for the price.

At MAKS, the Su-35 nonflying T-50-KNS full-scale mockup intended for ground-based synchronization of all components, will be one of the key aircraft on static display.

UAC will be promoting the Mikoyan MiG-35, which needs export clients. The Russian Air Force prefers Sukhoi fighters and orders only a minimum quantity of MiGs. In August 2018 Russia’s military ordered six MiG-35s, to be delivered by 2023. At MAKS 2019, three MiG-35s, including a novelty—the first series-production airplane flown earlier this year—will be exhibited at MAKS 2019. 

Looking ahead, Russia is still developing a stealthy subsonic strategic bomber under the PAK DA (or Future Air Complex of Long-Range Aviation) program. The Tupolev PAK DA bomber has enough financial support for the test examples to be built during the budget cycle ending in 2027.

Research and development work is at the stage of developing individual components. That includes Izdeliye FR engines at the Kuznetsov company in Samara, a radar at NIIP in Zhukovsky, a navigation system at the Moscow Institute of Electromechanics and Automatics in Moscow, a flight-control system at MNPK Avionica in Moscow, crew life-support system at NPP Zvezda in Tomilino, an auxiliary power unit at OMKB Engine Design Bureau in Omsk, and weapons at Raduga in Dubna. The PAK DA is claimed to be a subsonic flying-wing aircraft with a range of 15,000 km (9,321 mi.) without refueling.

The PAK DP (or Future Air Complex of Long-range Interception) is intended to replace the MiG-31 after 2030.

The LMFS or Lightweight Multifunction Tactical Aircraft, is to be a successor to the MiG-29. The SVTS, or Medium Military Transport Aircraft, is to be a new 20-ton payload military transport aircraft, followed by the 80-plus-ton-payload PAK VTA, or Future Air Complex of Military Transport Aviation. A new aircraft carrier and dedicated carrier-based fighter have been announced as well as a next-generation combat helicopter.

Meanwhile, the Russians have also extended production of older aircraft. In 2015, the PAK DA strategic bomber program was “a bit postponed,” as the then- deputy defense minister Yuri Borisov said, by the new idea of resuming the Tu-160 Blackjack bomber production. On Jan. 25, 2018, the defense ministry placed an order for 10 new-production Tu-160M2 bombers; the first aircraft is due to fly in 2021.

In 2006, the Aviastar-SP factory in Ulyanovsk was tasked with launching production of Il-76MD-90A transport aircraft. In Soviet times, the Il-76s were made at the Tashkent plant in Uzbekistan. The Ilyushin Design Bureau was granted more than 6 billion rubles ($200 million) to update the aircraft design, and the Aviastar-SP plant received 8.5 billion rubles for renewal of the production tooling.

However, even this seemingly simple task is facing serious difficulties. The Russian-made prototype flew as recently as 2012. Thirty-nine airlifters contracted by the defense ministry in 2012 were to be delivered by 2018, but the military has received only four aircraft and just three more are promised by the end of 2019. The Aviastar-SP management complained in 2017 about a significant increase of production costs and prices at subcontractors, which made production unprofitable; the original contract was for 3.57 billion rubles ($110 million at the 2012 exchange rate) per aircraft.

The new-production Il-76MD-90A serves as platform for the new Il-78M-90A tanker and the A-100 Early Warning Aircraft. The first tanker flew on Jan. 19, 2018; its public debut is planned for the upcoming MAKS show.

The Lukhovitsy production facility, belonging to RSK MiG, is launching production of the 64-seat Il-114-300 turboprop; the first Il-114 version made its first flight in 1990. This is not a commercial program. The program’s stated objectives are “to provide utilization of capacity of the aircraft industry enterprises,” and “to reduce dependence of the Russian air transport on purchases of foreign aircraft.” The first Il-114-300 version based on an example produced at Tashkent in 1994 is expected to fly this year; the first fully new aircraft is to fly in 2021. 

Meanwhile, the VASO production facility in Voronezh is preparing production of the Il-96-400M widebody aircraft. The Il-96-300 prototype first flew in 1988; the new Il-96-400M is to be ready by 2021.

The declared common goal for these efforts to resume Soviet-era aircraft programs is to restore design-team competencies and production facilities to develop and build new-generation aircraft of each of these types in the future. The Russians refreshed the design and documentation of the Il-76 to restore an engineering and production cadre that will be able to undertake new challenges, including  development of entirely new medium SVTS and heavy PAK VTA transport aircraft. Similarly, resumption of Tu-160 bomber production is intended to to lead in to development of the PAK DA next-generation strategic bomber.

However, the Russian aerospace industry may end up resuming legacy aircraft production without a next generation to follow. It is hard to gain competence to develop 21st-century aircraft by repeating designs that are decades old, even if they are upgraded. It may turn out that some design teams, such as Tupolev and Ilyushin, which have not developed a new program in 30 years, are no longer able to implement a breakthrough project. Despite numerous attempts, the essential mid-level scientific and engineering cadre has not been restored after the previous collapse during 1990-2000. Most Russian aerospace companies (with a few exceptions, Sukhoi and Yakovlev/Irkut) are staffed with a group of experienced employees of retirement age and inexperienced younger employees (who will probably not remain there long if there is not enough money or interesting work).

The Il-112V light transport aircraft project exposed many of these problems. The program, originally launched in 1994, was subsequently revived and modified on several occasions. In 2014 the project resumed with new, reduced requirements. However, the Il-112V prototype that flew in Voronezh on March 30 does not meet even these scaled-back requirements. Ilyushin’s chief designer Nikolay Talikov admits that the aircraft is overweight due to poor design work. The company plans to reduce the first prototype aircraft’s weight by up to a ton and the second prototype aircraft by up to 2.5 tons. It was supposed to debut in Zhukovksky this summer. Officially it will not leave Voronezh because the airfield there is closed for runway repair.

“A generational change of designers took place in the aircraft industry. The new staff was weak; technical colleges lost their popularity,” Talikov says. “In 2010, when the work on Il-112 stopped, five departments left our company and passed to Irkut, where wages were almost three times higher.”

 

 

[muzikant]

"Altius-U" - tiens le nouveau venu et pour rester plus que 24 hrs en vol ! ...

 

[Banzinou]

 

Comme ça il a vraiment une gueule de nEUROn

[Patrick]

il y a 38 minutes, Banzinou a dit :

Comme ça il a vraiment une gueule de nEUROn

Qui a lui-même une gueule de X-45C...

[MeisterDorf]

Il y a 20 heures, Patrick a dit :

Qui a lui-même une gueule de X-45C...

Les lois de la physique sont les mêmes partout à ce qu’il paraît 

[Patrick]

il y a 3 minutes, MeisterDorf a dit :

Les lois de la physique sont les mêmes partout à ce qu’il paraît 

Je pense cela étant qu'il n'y a pas que ça. Les AVE petit moyen grand duc avaient une formule aéro bien à eux par exemple.

[seb24]

il y a 23 minutes, MeisterDorf a dit :

Les lois de la physique sont les mêmes partout à ce qu’il paraît 

Après c'est vrai qu'il y a vraiment peu de différences entre les différents drones actuellement en démonstrateurs à travers le monde. Niveau avion de combat même si c'est semblable chacun y va souvent de sa petite différence et choix techniques particulier.

[MeisterDorf]

Il y a 2 heures, Patrick a dit :

Je pense cela étant qu'il n'y a pas que ça. Les AVE petit moyen grand duc avaient une formule aéro bien à eux par exemple.

Faut voir quelles étaient les missions envisagées pour ces derniers (j'avoue ne rien savoir sur la question) et "l'état de l'art" à l'époque. Vraiment différents où dans les "canons techniques" de l'époque de leur création? 

Il y a 1 heure, seb24 a dit :

Après c'est vrai qu'il y a vraiment peu de différences entre les différents drones actuellement en démonstrateurs à travers le monde. Niveau avion de combat même si c'est semblable chacun y va souvent de sa petite différence et choix techniques particulier.

Petites différences bien évidemment, mais globalement: à même mission, on se retrouve avec des designs fortement similaires. Suffit de regarder les Tu-160 et B-1A 

Ceci étant, c'est certes une maquette mais cette dernière confirme juste ce qui a déjà été indiqué auparavant: le prototype actuel est loin d'être en configuration définitive. 

[MeisterDorf]

Citation

The Russian aircraft industry is struggling. After peaking early in this decade, oil-price reductions and sanctions imposed by Western countries have caused both civil and military aircraft production to dwindle.

At the same time, development of the military’s next-generation programs has slowed. And even as those programs draw closer to maturity, industry officials wonder whether the nation is losing essential next-generation design expertise.

The collapse in helicopter production was particularly severe, with the greatest difficulties affecting the Russian rotorcraft industry’s premier product, the Mi-8 transport helicopter, produced in Kazan and Ulan-Ude. Previous large orders placed by the Russian defense ministry, China, India and the U.S. for the Afghan National Army Air Corps have already been fulfilled, and new contracts are much smaller. Russia’s government stepped in to help, launching a state air medical transport program, something only spoken about for years. Sixty helicopters were delivered to medical emergency service in 2017-18, and 150 more have been ordered.

The 15-seat Kamov Ka-62 is to be “conditionally debuting” at the International Aviation and Space Salon MAKS 2019 in Zhukovsky, Russia, with both static and flight displays debuting for the first time in the European part of Russia and for the general public. The entirely renewed Ka-62 (a continuation of the Ka-60 design) is powered by French Turbomeca Ardiden 3G turboshafts and Austrian Zoerkler Gears gearboxes and transmission. It started flight tests in April 2016 in Arsenyev in Russia’s Far East.

Two helicopters, the Mil Mi-38 and Kazan Ansat, will debut in their VIP versions. The well-known Kamov Ka-226 will be presented for the first time in a border-patrol version adapted for ship-based operations, with folding rotor blades.

(...)

Despite the financial difficulties, Russia has been re-equipping its fighter fleet in the last 10 years. Legacy MiG-29 and Su-27 aircraft are being replaced with Su-30SM and Su-35S fighters, respectively; the navy is receiving Su-30SM multirole fighters as a replacement for Su-24M tactical bombers. In the Russian Aerospace Forces, Su-24Ms are being replaced with Su-34s. Under large contracts signed before 2014, 20 Su-35S and 10 Su-34 aircraft are to be produced in 2019-20.

Assuming the renewal of the fleet in 1:1 proportion, the demand for fighter aircraft under the current 10-year budget plan includes 60-70 Su-30SMD (this is an upgraded Su-30SM with the Su-35S’s engines), 100 Su-34M and about 80 Su-57 tactical combat aircraft. Orders exceeding these numbers are also possible, if needed to form new operational units.

(...)

The problem is that the Su-57 is still in an intermediate configuration and will require a lot of work and funding to become mature. Alexey Krivoruchko, the deputy defense minister for procurement, said last year that from 2023 on the Su-57s would be delivered in a second-stage configuration, with new engines and probably upgraded equipment. Aside from some assertions from the company that “everything is going as planned,” there is no information about the real status of work on the Su-57’s systems and weapons.

Though the defense budget did not provide for the large order of Su-57s, Putin said that after negotiations the company reduced prices by almost 20%. That price reduction may have allowed the increased order of Su-57s as well as Su-35S fighters. Both types are manufactured at the same production facility in Komsomolsk-on-Amur. The Russian newspaper Kommersant quoted an industry official attributing the price reduction to the “modification of the internal layout of the Su-57 and unification of the technical solutions,” among other things. In this case “unification” may mean a downgrade with the use of some systems from the Su-35S. Kommersant reported the price as “160-170 billion rubles” for 76 Su-57s, ($35 million per aircraft), which seems to be a significant value for the price.

At MAKS, the Su-35 nonflying T-50-KNS full-scale mockup intended for ground-based synchronization of all components, will be one of the key aircraft on static display.

(...)

UAC will be promoting the Mikoyan MiG-35, which needs export clients. The Russian Air Force prefers Sukhoi fighters and orders only a minimum quantity of MiGs. In August 2018 Russia’s military ordered six MiG-35s, to be delivered by 2023. At MAKS 2019, three MiG-35s, including a novelty—the first series-production airplane flown earlier this year—will be exhibited at MAKS 2019. 

(...)

Looking ahead, Russia is still developing a stealthy subsonic strategic bomber under the PAK DA (or Future Air Complex of Long-Range Aviation) program. The Tupolev PAK DA bomber has enough financial support for the test examples to be built during the budget cycle ending in 2027.

Research and development work is at the stage of developing individual components. That includes Izdeliye FR engines at the Kuznetsov company in Samara, a radar at NIIP in Zhukovsky, a navigation system at the Moscow Institute of Electromechanics and Automatics in Moscow, a flight-control system at MNPK Avionica in Moscow, crew life-support system at NPP Zvezda in Tomilino, an auxiliary power unit at OMKB Engine Design Bureau in Omsk, and weapons at Raduga in Dubna. The PAK DA is claimed to be a subsonic flying-wing aircraft with a range of 15,000 km (9,321 mi.) without refueling.

(...)

The PAK DP (or Future Air Complex of Long-range Interception) is intended to replace the MiG-31 after 2030.

The LMFS or Lightweight Multifunction Tactical Aircraft, is to be a successor to the MiG-29. The SVTS, or Medium Military Transport Aircraft, is to be a new 20-ton payload military transport aircraft, followed by the 80-plus-ton-payload PAK VTA, or Future Air Complex of Military Transport Aviation. A new aircraft carrier and dedicated carrier-based fighter have been announced as well as a next-generation combat helicopter.

(...)

Meanwhile, the Russians have also extended production of older aircraft. In 2015, the PAK DA strategic bomber program was “a bit postponed,” as the then- deputy defense minister Yuri Borisov said, by the new idea of resuming the Tu-160 Blackjack bomber production. On Jan. 25, 2018, the defense ministry placed an order for 10 new-production Tu-160M2 bombers; the first aircraft is due to fly in 2021.

In 2006, the Aviastar-SP factory in Ulyanovsk was tasked with launching production of Il-76MD-90A transport aircraft. In Soviet times, the Il-76s were made at the Tashkent plant in Uzbekistan. The Ilyushin Design Bureau was granted more than 6 billion rubles ($200 million) to update the aircraft design, and the Aviastar-SP plant received 8.5 billion rubles for renewal of the production tooling.

However, even this seemingly simple task is facing serious difficulties. The Russian-made prototype flew as recently as 2012. Thirty-nine airlifters contracted by the defense ministry in 2012 were to be delivered by 2018, but the military has received only four aircraft and just three more are promised by the end of 2019. The Aviastar-SP management complained in 2017 about a significant increase of production costs and prices at subcontractors, which made production unprofitable; the original contract was for 3.57 billion rubles ($110 million at the 2012 exchange rate) per aircraft.

(...)

The Lukhovitsy production facility, belonging to RSK MiG, is launching production of the 64-seat Il-114-300 turboprop; the first Il-114 version made its first flight in 1990. This is not a commercial program. The program’s stated objectives are “to provide utilization of capacity of the aircraft industry enterprises,” and “to reduce dependence of the Russian air transport on purchases of foreign aircraft.” The first Il-114-300 version based on an example produced at Tashkent in 1994 is expected to fly this year; the first fully new aircraft is to fly in 2021. 

Meanwhile, the VASO production facility in Voronezh is preparing production of the Il-96-400M widebody aircraft. The Il-96-300 prototype first flew in 1988; the new Il-96-400M is to be ready by 2021.

The declared common goal for these efforts to resume Soviet-era aircraft programs is to restore design-team competencies and production facilities to develop and build new-generation aircraft of each of these types in the future. The Russians refreshed the design and documentation of the Il-76 to restore an engineering and production cadre that will be able to undertake new challenges, including  development of entirely new medium SVTS and heavy PAK VTA transport aircraft. Similarly, resumption of Tu-160 bomber production is intended to to lead in to development of the PAK DA next-generation strategic bomber.

(...)

However, the Russian aerospace industry may end up resuming legacy aircraft production without a next generation to follow. It is hard to gain competence to develop 21st-century aircraft by repeating designs that are decades old, even if they are upgraded. It may turn out that some design teams, such as Tupolev and Ilyushin, which have not developed a new program in 30 years, are no longer able to implement a breakthrough project. Despite numerous attempts, the essential mid-level scientific and engineering cadre has not been restored after the previous collapse during 1990-2000. Most Russian aerospace companies (with a few exceptions, Sukhoi and Yakovlev/Irkut) are staffed with a group of experienced employees of retirement age and inexperienced younger employees (who will probably not remain there long if there is not enough money or interesting work).

The Il-112V light transport aircraft project exposed many of these problems. The program, originally launched in 1994, was subsequently revived and modified on several occasions. In 2014 the project resumed with new, reduced requirements. However, the Il-112V prototype that flew in Voronezh on March 30 does not meet even these scaled-back requirements. Ilyushin’s chief designer Nikolay Talikov admits that the aircraft is overweight due to poor design work. The company plans to reduce the first prototype aircraft’s weight by up to a ton and the second prototype aircraft by up to 2.5 tons. It was supposed to debut in Zhukovksky this summer. Officially it will not leave Voronezh because the airfield there is closed for runway repair.

“A generational change of designers took place in the aircraft industry. The new staff was weak; technical colleges lost their popularity,” Talikov says. “In 2010, when the work on Il-112 stopped, five departments left our company and passed to Irkut, where wages were almost three times higher.”

Je trouvais les écrits de Piotr Butowski souvent orientés et pouvant régulièrement être soumis à questionnements (je fais l'impasse sur certaines de ses perles dont le missile à tête nucléaire pour le MiG-31), mais là il bat des records. Bien que très clairement tout est TRES loin d'être rose en Russie; c'est une évidence et il serait absurde de le nier. 

Résumons les points les plus intéressants; 

1/ La réduction des commandes de Mi-8/Mi-17 est parfaitement logique; l'appareil est tout simplement en fin de carrière, le Mil Mi-38 approchant tranquillement (mais avec du retard, c'est un fait) de la mise en service. On assiste à une transition de générations... les russes seraient un peu c*ns de capitaliser encore massivement sur le Mi-8. Sauf pour des variantes très spécifiques (style hélicos pour l'Arctique).

2/ Le renouvellement en 1/1 est un mythe récurrent; une partie des avions les plus anciens des VKS sont occupés à rouiller tranquillement dans des bases abandonnées, il est clairement illusoire de les voir être remplacés un jour. Non pas que les chiffres annoncés soient irréalistes mais disons qu'ils sont peu crédibles. Vu qu'il reste des secteurs prioritaires à traiter; notamment au niveau reconnaissance et guerre électronique. 

3/ Accessoirement, il "oublie" juste les 100 Mi-28NM commandés cette année et les 100 Ka-52 en discussion pour l'année prochaine... Je pense que Russian Helicopters peut voir venir l'avenir avec sérénité. 

4/ Beaucoup de travail et de fonds pour l'Izd.30? Le premier réacteur est volant et un autre est sur banc; ceci indique juste que le gros de l'effort financier est déjà réalisé... Ce ci n'indique pas pour autant qu'il n'y a plus rien à faire mais d'un point de vue purement économique, ce qui reste est minoritaire dans l'effort global. 

Citation

In this case “unification” may mean a downgrade with the use of some systems from the Su-35S

Cette phrase en elle-même est absurde; les deux appareils étant envisagés et conçus pour partager certains systèmes communs; il se contente de répéter une évidence en la faisant passer pour une régression... (Ne me faites pas dire ce que je n'ai pas dit: le Su-57 n'est pas la 22.000ème merveille du monde, il a des qualités et des défauts mais un peu d'objectivité bon sang). 

5/ MiG-35, il a entièrement raison. 

6/ PAK DA/Tu-160; la chanson est connue et répétée depuis plusieurs mois: le PAK DA est décalé sur la droite pour permettre la production du Tu-160M2. Accessoirement, il éclipse (volontairement?) complètement le fait que l'usine de production est rééquipée de fond en comble pour produire le Tu-160M2 et en même temps le PAK DA, les deux appareils partageant certaines briques technologiques communes. Ceci permettant une certaine forme d'économies d'échelle dans les deux projets. Il est clair que le nombre d'avions commandés est actuellement anecdotique puisqu'il sera ajusté au fur et à mesure des années et de l'avancement des projets. A noter que le premier Tu-160M2 intégralement neuf sort fin 2020 soit 5 ans après la relance du projet (qui part presque de rien); on ne va pas crier au miracle mais faut reconnaître que le résultat est probant. 

7/ Le MoD russe n'a annoncé NI nouveau porte-avions NI nouveau chasseur embarqué; la question a même été très clairement réglée il y a quelques semaines par le nouveau commandant en chef de la Marine Russe (en résumé: "Porte-avions oui, mais pas maintenant car pas du tout prioritaire"). Les bureaux de design ont présentés des projets; ça s'arrête là pour l'instant. 

8/ IL-76MD-90A, il "oublie" juste d'indiquer que la Russie repart d'une page blanche et a changé toute l'aile, la motorisation et l'électronique embarquée de l'avion; on est loin de la simple remise en production. Là où il a entièrement raison c'est sur le retard du programme et la sous-évaluation du coût de l'appareil par le MoD. Néanmoins, la livraison d'un grand nombre d'avions est parfaitement compréhensible: les tests étatiques ne sont pas achevés donc la production en série n'est pas encore lancée et la chaîne de montage toujours en cours de mise en place... Sur base des chiffres et surtout des photos disponibles (Russianplanes.net), on sait qu'il y a 15 avions à divers stades de production chez Aviastar-SP. 

9/ Le LMFS n'est même pas financé... MiG travaillant sur l'IL-114-300 dont les premiers éléments viennent d'être montés. 

10/ Autant il a raison sur le problème du personnel (je l'ai encore indiqué ici il y a quelques jours) autant il manque clairement d'objectivité sur certains points; quand on y regarde bien, la Russie (avec ses moyens financiers) produit et travaille sur: 

Tu-160M2/PAK DA (neuf)
Tu-160M(2)/Tu-95MSM/Tu-22M3M (modernisation)
Su-57 (neuf)
Su-35S (neuf)
Su-30SMD (modernisation et neuf du Su-30SM)
Su-34M (modernisation et neuf du Su-34)
MiG-35 (neuf)
IL-76MD-90A/Variantes (neuf)
IL-76MDM (modernisation)
IL-78M2 (modernisation)
IL-112V (neuf)
IL-114-300 (neuf)
An-124-100M (modernisation)
IL-96-400M (neuf)
MS-21-300 (neuf)

Ainsi que la ribambelle de drones en cours de développement un peu partout. 

Plus les moteurs en cours de développement; Izd.30, PD-14 et PD-35. Et à côté de ça, il y a également les projets CR929, SVTS (attribution prévue en septembre), nouvel hélicoptère lourd sino-russe, PAK VTA et PAK DP qui en sont à leurs débuts.  

Bref, on ne peut vraiment pas dire que le secteur manque de vitalité et soit fort impacté par les sanctions (je parle du militaire, pas du civil). Ce qui est confirmé par contre c'est que ce dernier entame son passage progressif des designs soviétiques vers les design post-soviétiques avec toutes les difficultés liées (l'IL-112V est un exemple flagrant de ces dernières, le Su-57 l'a été également il y a environ 5 ans).

Enfin, la diminution des chiffres de production est déjà expliquée depuis longtemps: les VKS disposent d'un effectif modernisé/renouvelé évalué à 75%... à moins de vouloir remplacer des Su-35S qui ont 5 ans, il est logique de voir les commandes (certaines tout du moins) diminuer principalement en ce qui concerne les avions de combat. Là où il y a des lacunes c'est au niveau des appareils du type MPA/Reconnaissance/ELINT/SIGINT où la Russie est clairement à la bourre et ferait bien de se remettre en question. 

Citation

Officially it will not leave Voronezh because the airfield there is closed for runway repair.

Bah si il arrive à décoller de cette piste; je lui tire mon chapeau à cet appareil...

Modifié le 26 août 2019 par MeisterDorf

[actyon]

cette photo nous permet de découvrir que cet exemplaire de série est équipé d’un nouveau capteur sous la face latérale de la verrière avec une face vitrée orientée vers le quart arrière gauche supérieur ,c’est peut être un capteur UV ou IR d’alerte missile ,il est probable qu’un autre se trouve du côté droit et sans doute aussi un troisième sous le fuselage pour la détection vers le sol .

[Banzinou]

Le 26/08/2019 à 12:00, Patrick a dit :

Je pense cela étant qu'il n'y a pas que ça. Les AVE petit moyen grand duc avaient une formule aéro bien à eux par exemple.

Sur le Moyen-Duc on pouvait déjà apercevoir les prémisses (en dehors des dérives), des drones furtifs actuels

 

Mais on s'égare

[MeisterDorf]

Il y a 2 heures, actyon a dit :

cette photo nous permet de découvrir que cet exemplaire de série est équipé d’un nouveau capteur sous la face latérale de la verrière avec une face vitrée orientée vers le quart arrière gauche supérieur ,c’est peut être un capteur UV ou IR d’alerte missile ,il est probable qu’un autre se trouve du côté droit et sans doute aussi un troisième sous le fuselage pour la détection vers le sol .

Le 057 est en réalité le T-50-7 soit un cellule statique "maquillée" en appareil actif, ce n'est donc aucunement un appareil de série. 

Quant au capteur en question... Loin d'être une nouveauté.

 

[Bechar06]

https://www.meta-defense.fr/2019/09/03/letude-prealable-du-programme-davions-de-transport-lourd-russe-pak-vta-sera-terminee-en-2020/

Pour 200 tonnes de charge ( ou  4 T-14 ou 440 pax... )  à 5000 km !    à  80 exemplaires à terme   !  ( exit l' IL-106 )

[Teenytoon]

Reste plus qu’à faire une coopération avec les russes  

[kalligator]

200 tonnes transportées sur des pistes sommaire...j'en veux

[aviapics]

C'est classe PowerPoint hein :D

sinon au niveau motorisation, ils voient ça comment?

 

[MakSime]

Des moteurs diesel.

[ARPA]

Il y a 2 heures, kalligator a dit :

200 tonnes transportées sur des pistes sommaire...j'en veux

200 tonnes de charge max et la possibilité d'opérer depuis des pistes sommaires, ça ne veut pas dire 200 tonnes sur des pistes sommaires.

Pour comparaisons, l'AN124 c'est 171 tonnes (pour un vol record en 85 pas vraiment représentatif) et la capacité d'opérer depuis des pistes sommaires.

Et si on regarde le volume, les 440 passagers, c'est la capacité des AN124.

 

Bon ça reste impressionnant de construire un très gros porteurs (à l'époque où les 747 ou A380 voient leurs derniers jours de production) mais il n'y a rien d'exceptionnel.

[kalligator]

On 9/3/2019 at 11:39 PM, Teenytoon said:

Reste plus qu’à faire une coopération avec les russes  

Vu l'état de nos relations avec VP je crains que l'on préfère se passer d'avions de transport lourd plutôt que de collaborer avec les russkoff...hélas

[penaratahiti]

Des images sympa de MAKS 2019 en 60 FPS slow motion... Ça permet de voir du détail sur les gouvernes:

 

Modifié le 5 septembre 2019 par penaratahiti

[MakSime]

 

[MakSime]

A 0:22 on peut voir que c'est le T-50-55R.

[jojo (lo savoyârd)]

Rustique qu'on vous dit ....

Par ailleurs ces photos permettent bien de mesurer la belle taille du zozieau qu'est le Su-34 ... 

Modifié le 2 novembre 2019 par jojo (lo savoyârd)