Jet

Klimov RD-33 / RD-93 / SMR-95

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The Klimov RD-33 is a turbofan engine for a lightweight fighter jet that is the primary engine for the Mikoyan MiG-29. It was developed in OKB-117 led by S. P. Izotov (later OAO Klimov) from 1968 with production starting in 1981. Previous generations of Russian supersonic fighters such as the MiG-21 and MiG-27 used turbojets, but western fighters such as the F-111 and F-4K introduced the use of afterburning turbofans in the 1960s which were more efficient. The RD-33 was the first afterburnering turbofan engine produced by the Klimov company of Russia in the 8,000 to 9,000 kilograms-force (78,000 to 88,000 N; 18,000 to 20,000 lbf) thrust class. It features a modular twin-shaft design with individual parts that can be replaced separately and has a good tolerance to the environment. The RD-33 is simple to maintain and retains good performance in challenging environments.

Variants:
In early 1970s the RD-33 was selected for new light fighter jet, later becoming Mikoyan MiG-29, the other option was Tumansky R-67-300. Years of development has built an extensive engine family. A newly designed thrust vectoring nozzle (TVN) was available. Newer models of the RD-33 family include BARK digital monitoring and control systems. Repair and maintenance of RD-33 engines takes advantage of an information and diagnostics system (IDS).

RD-33
Baseline model developed in 1976 to power the MiG-29.

RD-33B/NB
A model without afterburner for various types of aircraft, such as the Il-102.

RD-93
A variant used to power the JF-17 / FC-1. According to JF-17.com “The most significant difference being the repositioning of the gearbox along the bottom of the engine casing.” The Klimov poster at Zhuhai 2010 airshow gave the thrust of the engine to be up to 98 kN.

SMR-95
A model for upgrading international 2nd and 3rd generation jet fighters. The accessory gearbox is repositioned below the engine, length can be varied depending on the adopted aircraft fuselage. The engine passed bench tests and flight tests on the Super Mirage F-1 and Super Cheetah D-2 aircraft of the South African Air Force and had achieved an improvement in flight performance and combat efficiency by a factor ranging from 1.2 to 3.0.

RD-33 series 3
A revised model with a longer service life used on later or upgraded old variants of the MiG-29 such as MiG-29M and MiG-29SMT. A pair of RD-33 series 3 engine equipped with TVN is currently undergoing flight tests as a component of the MiG-29OVT jet fighter.

RD-33MK
The RD-33MK “Morskaya Osa” (Russian: Морская Оса: “Sea Wasp”) is the latest model developed in 2001. It is intended to power the MiG-29K and MiG-29KUB shipborne fighters, however it has also been adopted for the MiG-35. The RD-33MK develops 7% higher thrust, is digitally controlled FADEC and smokeless unlike earlier RD-33 engines, has increased afterburner thrust to 9,000 kilograms-force (88,000 N; 20,000 lbf) and dry weight 1,145 kilograms (2,524 lb) compared to the baseline model through modern materials used on the cooled blades, although it retains the same length and maximum diameter. Incorporated is an infrared and optical signature visibility reduction systems. Service life has been increased to 4,000 hours. The RD-33MK ensures shipborne fighters unassisted take-off capability, retain performance in hot climate environment and, naturally, a boost in combat efficiency for MiG-29 fighter latest variant.

Specifications:

RD-33
Type: afterburning turbofan
Length: 4,229 mm (166.50 in)
Diameter: 1,000 mm (39.37 in)
Dry weight: 1,055 kg (2,326 lb)
Compressor: 2 spool axial, 4 low pressure stages, 9 high pressure stages
Combustors: annular combustor
Turbine: Single stage high pressure, single stage low pressure
Maximum thrust: 50.0 kN (11,230 lbf) Dry, 81.3 kN (18,285 lbf) Afterburning.
Overall pressure ratio: 21:1
Bypass ratio: 0.49:1
Turbine inlet temperature: 1,407 °C (2,565 °F)
Specific fuel consumption: 75 kg/(kN·h) (0.77 lb/(lbf·h)) dry, 188 kg/(kN·h) (1.85 lb/(lbf·h))
Thrust-to-weight ratio: 4.82:1 (dry), 7.9:1 (afterburning)
Life expectancy: 4,000 hours

RD-93
thrust=49.4 kN Dry, 81.4 – 88.4 kN Afterburning.

Klatt Screamin’ Sasquatch / Jet Waco

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During the opening session of the 2013 ICAS Convention, John Klatt Airshows unveiled “The Screamin’ Sasquatch” Jack Link’s Jet Waco – a highly modified 1929 Taperwing Waco, powered by a Pratt & Whitney 985 Radial Engine and a CJ610 Jet Engine. These dual power-plants provide over 4,500 lb of thrust. Enough to rocket the Screamin’ Sasquatch straight up, into max speed vertical climbs.

Building this airplane over 2013 in collaboration of many others as the worlds second Jet Waco, the Screamin’ Sasquatch is sponsored by Jack Link’s Beef Jerky company.

Kazan Ansat

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Design began at Kazan in 1993, with design subcontracts to Kazan State Technical University for structural strength and aerodynamic calculations; Aviacon Scientific and Production Centre for rotor; and Aeromekhanica for transmission.

A fuselage mockup was exhibited at the 1995 Paris Air Show, followed by a considerably revised engineering mockup (001) at Paris ’97. By August 1998, now marked ’01’, this had accumulated 10 hours of ground running with engines and rotors, and totalled 800 hours by February 2003.

The design features a traditional metal structure and meets FAR Pt 29 Category A and Russian AP-29 requirements. A hingeless main rotor hub with glass fibre torsion bar, has four main blades; two-blade tail rotor. A two-stage, VR-23 main rotor reduction gear in magnesium case ahead of engines has ratio 16.4; rotation speed 365.4 rpm; blade tip speed 220m/s, and transmission rating 769kW. Tail rotor speed 2,000 rpm via single stage conical geabox. Rotor brake. Manual blade folding. Main rotor aerofoil section NACA 23012.

The aluminium alloy fuselage has sparing use of composites, layered glass fibre main rotor blades, window frames and nosecone. The landing gear has twin skids with Kazan transverse shock-absorbers, tail bumper to protect anti-torque rotor, and wheels optional in tricycle configuration, with Yaroslav tyres and Gidroagregat (Balashikha) brakes.
Power is from two P&W Rus XRK206S turboshafts, each rated at 477kW for T-O, 418kW max continuous, in prototypes. Production version with PW207Ks, rated at 470kW for T-O, 410kW max continuous, 529kW for 30 s, 470kW continuous OEI and 491kW 2 minutes OEI. FADEC standard. Fuel capacity 700 litres in either external panniers or underfloor. Optional internal ferry fuel. Alternatively, two Salyut TV-500A turboshafts, each 478kW.
Seating is for up to 11 persons, including one or two pilots, on energy-absorbing seats; or two stretcher patients and three attendants; or internal or externally slung freight. Two forward-hinged doors each side of flight deck; two horizontally split doors each side of cabin, forward; baggage bay behind cabin, with rear-facing door. Baggage door also used for loading stretchers of medical variant. Accommodation ventilated and heated; optional air conditioning.
Avionika FBW controls comprise quadruples electronic system and duplex hydraulic system. Automatic flight control is standard on all piloting functions and optional on navigation functions. Current FBW system to be replaced by KSU-A digital control system. Main transmission drives two alternators (each 200V, 400Hz), two generators (each 27V), two fans and two hydraulic fuel pumps for separate systems. Electrical system 27V, with battery; optional AC system, with second battery. Electric de-icing optional.
First flight was scheduled for late 1997, but initial designated flight trials aircraft (02) exhibited at Farnborough in September 1998, still unflown. First flight (02) was 12 minute hover on 17 August 1999, with an initial forward flight on 6 October 1999. Trials halted in November 1999, after 4 hours, due to gearbox problems, but resumed in the second quarter of 2000 with a strengthened and redesigned main transmission, scarfed engine exhausts and new identity ‘902’. Total 120 hours up to February 2003.

The third (second flying) prototype (03) was to have joined the programme in late 1999, but was not completed until August 2001. First flown 27 December 2001, this is to preproduction standard with small, detachable, pannier tanks, increased fin area, PW207 engines, additional side window and flatter windscreen combined with revised nose shape; will add 400 hours to trials programme. Certification flight resting began in October 2002, for completion before end of 2003; by early 2003 had been renumbered ‘904’.

On 14 September 2001, Ansat declared winner of competition to supply 100 training helicopters to Russian armed forces by 2015.

Aircraft No.5 was to Ansat-U standard, including dual controls and wheel landing gear. Optimised for training (uchebni).

Russian Federal Border Service (Federalnaya Pogranichnaya Sluzhba) requirement for 100 notified in 1997. Total 12 civil sales reported by late 2002, including one for export.
The price was US$2.0 million for utility version (2003). Kazan’s development expenditure had reached Rb200 million by mid-2000.

Ansat
Engine: 2 x Klimov / Pratt & Whitney Canada PW 206 C, 631 shp
Main rotor diameter: 11.5m
Fuselage Length: 37.861 ft / 11.54 m
Length with rotors turning: 13.77m
Height: 11.286 ft / 3.44 m
Rotor diameter: 37.73 ft / 11.5 m
Max take off weight: 7276.5 lb / 3300.0 kg
Cruising speed: 129 kts / 238 km/h
Max speed: 280km/h
Economic cruising speed: 140km/h
Service ceiling: 19685 ft / 6000 m
Hovering ceiling, OGE: 1800-2700m
Maximum range: 335 nm / 620 km
Range: 281 nm / 520 km
Endurance: 3 h
Crew: 1
Payload: 8 pax / 1300 kg int. max. / 1650 kg ext. max.

Kayaba Heliplane

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In 1952, Kayaba returned to rotary wing experimentation with the “Heliplane”. This was a compound helicopter fabricated from the fuselage and 180 hp Continental E-180 engine of a Cessna 170 light aircraft, with a rotor mounted above the cabin roof and low-set stub wings to which the undercarriage was attached. The three-blade rotor was fitted with small ramjets which were used for takeoff and landing and the rotor would rotate freely in horizontal flight when the “Heliplane” was being driven by the normal propeller. It first flew in 1954.

Engine: 185 hp Continental E-180
Rotor diameter: 24 ft 3.25 in
Fuselage length: 10 ft 6 in
Height: 9 ft 2.25 in
Seats: 4

Kawasaki T-4

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Based on Kawasaki’s KA-850 project, the T-4 was selected as the JASDF’s new advanced trainer in 1981 to replace the T-33 and Mitsubishi T-1. Kawasaki is the prime contractor, with Fuji and Mitsubishi each taking a 30 per cent share of the pro¬gramme. The aircraft is a mid-wing, twin-turbofan design which uses two indigenous IHI XF3-30 engines and is equipped with Stencel ejection seats, a headup display, an air data computer, and five hardpoints for auxiliary fuel and light weapons. Future developments may include a dedicated ground¬attack version.
Construction of 32 T.4 advanced trainers has been authorised to 1987, against an even¬tual JASDF requirement for more than 200 aircraft, and production of the first batch of 12 was under way, with initial deliveries due in 1988. Four XT-4 prototypes, the first of which flew on July 29, 1985, were engaged in an intensive test programme which was to be completed by March 1988.

The defence Agency awarded the T-4 a type certificate in July 1988.

XT-4
Engine: 2 x IHI XF3-30 turbofan.
Installed thrust: 32.6 kN.
Span: 10 m.
Length: 13 m.
Wing area: 21.6 sq.m
Empty wt: 3700 kg.
MTOW: 7500 kg.
Max speed: M0.9.
Initial ROC: 3000 m / min.
Ceiling: 15,240 m.
T/O run: 549 m.
Ldg run: 670 m.
Fuel internal: 2271 lt.
Range: 1300 km.
Hardpoints: 5.

Kawasaki OH-X / OH-1 / AH-2

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Developed to replace OH-6Ds of JGSDF, the Japan Defence Agency (IDA) awarded Y2.7 billion (US$22.5 million) in FY92 to cover the basic design phase of the helicopter then provisionally designated OH-X.
Requests for proposals were issued by JDA’s Technical Research & Development Institute (TRDI) 17 April 1992 and Kawasaki was selected as the prime contractor (60% of programme) on 18 September 1992, with Fuji and Mitsubishi (20% each) as partners. The Observation Helicopter Engineering Team (OHCET) was formed by these three companies, beginning with a preliminary design phase 1 October 1992. A mockup was made public on 2 September 1994 under the Japanese name Kogata Kansoku (new small observation [helicopter]).
The programme included six prototypes (four flying, two for ground test), and the first aircraft (32001) rolled out at Gifu on 15 March 1996 and made first flight 6 August 1996, followed by second prototype on 12 November. The OH-1 designation was assigned late 1996. The first two XOH-ls were handed over to JDA on 26 May and 6 June 1997. The third flown on 9 January 1997, at which time the earlier aircraft had accumulated some 30 and 20 hours, respectively. The third was handed over on 24 June 1997. The fourth was flown on 12 February 1997 and handed over 29 August 1997. The prototypes were renumbered by 1999 from 32001-04 to 32601-04.
The Japan Defence Agency’s Technical Research and Development Institute was looking to develop an attack version of the Kawasaki OH 1 armed reconnaissance helicopter which in 1998 was at the flying prototype stage. Consideration was being given to replacing the OH 1’s single Mitsubishi XTS1 10 engine with two LHTEC T800 or MTU/Turbomeca&Rolls-Royce MTR 390 turboshafts for the AH 2, together with a new gearbox and rotor system, plus a new integrated sensor targeting and weapon system.
The first three production OH-1s were funded FY97 and ordered in 1998. The first prototype was flown with more fuel-efficient TS1-10QT (replacing XTS1-10) engines, on 30 March 1998. By early 1999, four prototypes had flown 450 hours and were due to complete further 450 hours by end of 1999, including operational evaluation at Akeno JGSDF base. The first production OH-1 (32605) flown July 1999 and handed over to JGSDF at Gifu 24 January 2000.
Name ‘Ninja’ reportedly given in 2002, but not officially confirmed.

The OH-1 features Kawasaki hingeless, bearingless and 20mm ballistic-tolerant four-blade elastomeric main rotor and transmission system; Fenestron-type tail rotor with eight unevenly angled ‘scissor’ blades (35 and 55 degrees); stub-wings for stores carriage. Active vibration damping system. Flying controls are integrated AFCS and stability control augmentation system (SCAS). The rotor blades and hub are manufactured from GFRP composites; centre-fuselage and engines by Mitsubishi, tail unit/canopy/stub-wings/cowling by Fuji, rest by Kawasaki. Some 37% of airframe (by weight) in GFRP/CFRP.
The landing gear is a non-retractable tailwheel type, with provision for wheel/skis on the main units.
Power is from twin 662kW FADEC-equipped Mitsubishi TS1-10QT turboshafts (XTS1-10 originally in prototypes), and the transmission has a 30-rninute run-dry capability. Stub-wings can each carry a 235 litre auxiliary fuel tank.
The crew of two are on tandem armoured seats (pilot in front) with flat-plate cockpit transparencies, upward-opening on the starboard side for crew access.
Armament is four Toshiba Type 91 (modified) lightweight short-range, IR-guided AAMs on pylons under stub-wings for self-defence.

Funding for development, prototypes and flight testing Y2.5 billion in FY92, Y10.2 billion in FY93, Y50.1 billion in bY94 and Y23.3 billion in FY95. Unit costs of first four production lots Y1.924 billion (FY97), Y2.018 billion (FY9S), Y2.229 billion (FY99) and Y2.075 billion (FY00).

The Hiko Jikkentai (Flight Test Squadron) was formed at Akeno with first four production aircraft on 27 March 2001; other deliveries by late 2002 included small numbers to Kasumigaura Bunko, Utsunomiya Bunko and Kyoiku Shien Hikotai (at Akeno), all of which are departments of the Army’s Koku Gako (Aviation School).
A total of 20, including prototypes, were ordered by FY02, and at least 12 delivered by late 2002.

OH-1
Engines: 2 x Mitsubishi TS1-10
Main rotor diameter: 11.6m
Fuselage length: 12.0m
Height to top of rotor head: 3.4m
Height over tailfin: 3.8m
Empty weight: 2450kg
Normal take-off weight: 3550kg
Max take-off weight: 4000kg
Max level speed: 277km/h
Combat radius: 200km
Range: 550km