Other countries only have the ability to develop and produce small and medium-sized transport aircraft. Small and medium-sized transport aircraft can no longer meet the needs of big countries' armies in terms of load and voyage. At present, many developed countries, or developing countries with certain strength, are expanding their air transport strength through independent research and development, introduction of imitation or direct purchase. It is very difficult to develop large military transport aircraft by ourselves. Now only the United States with deep pockets can successfully complete the research and development of new large transport aircraft. European countries are arguing endlessly about the capital and order quantity of A400M, and it is even more difficult for Russia and Ukraine to jointly develop Guoan -70 transport aircraft. Direct procurement is the best way to quickly form combat effectiveness, but it means that the combat effectiveness of domestic troops will be largely subject to foreign countries. And just purchasing, you need to spend huge amounts of foreign exchange to form enough combat effectiveness. Obviously, the introduction and imitation of foreign advanced large and medium-sized transport aircraft has become the only choice for other big countries.
Among the existing large and medium-sized military transport aircraft, the Russian Il -76 and the Russian-Ukrainian An -70 are two outstanding models that attract attention. If we don't consider American military transport aircraft models, we can say that these two models are the only large military transport aircraft that can be imported and copied in other countries. Il -76 is a large transport aircraft successfully developed by Ilyushin Aviation Consortium in 1974, and it is similar to American C- 14 1 in terms of load and other indicators. An -70 is a medium-sized transport aircraft jointly developed by Russia and Ukraine in 1994. At present, due to various reasons, the development work has stagnated, and it is still unknown whether it can enter the Russian and Ukrainian armies. An -70 is one of the models representing the highest technical level of transport aircraft at the end of last century. Its maximum takeoff weight is 130 tons, its maximum commercial load is 47 tons, and it can fly 8000 kilometers when the load is 17 tons. Propeller fan engine, carbon fiber plastic-based composite materials and advanced avionics system are adopted.
To compare Il -76 and An -70, we must first realize that these two models are not the product of the same era, and their technical level is obviously different. The development of Il -76 began in the late 1960s, and the prototype was first tested in 197 1. 1975 and then delivered to the Soviet Union and Soviet civil aviation. By the end of 1997, the Il -76 had produced more than 950 aircraft, which was a very mature large-scale transport aircraft that had experienced the test of the Afghan war and had been exported to many countries in the world, including China. Countries with a certain foundation can establish their own large transport fleet in a short time and form combat effectiveness as soon as possible if they introduce imitation Il -76. In contrast, An -70 is still in the test flight stage of the prototype, and has suffered setbacks such as the economic downturn in Russia and Ukraine and the crash of the prototype. It is impossible to equip troops in batches in recent years. However, everything has two sides. Although an -70 is still immature, it represents the most advanced scientific research and production technology of transport aircraft at present. The introduction and imitation of this model can raise the level of scientific research, production and equipment of the importing party to the highest possible level at present.
For example, the most unique part of An -70-four д-27 engines and SV-27 counter-rotating propeller fans-has great import value. Paddle fan is a high subsonic propulsion mode between propeller and turbofan jet engine. It is an advanced technology that has only been put into practical use in recent years, and countries such as the United States and Europe have conducted in-depth research and trial production. Its advantages are that the propulsion efficiency and fuel consumption rate are obviously better than those of the traditional propeller, turboprop or turbofan engine. When the An -70 flies at the maximum cruising speed, the fuel consumption is 20% ~ 30% less than that of the same level transport aircraft using the traditional jet engine, which is obviously better than that of the Il -76. An -70 adopts supercritical airfoil, advanced fly-by-wire control system and digital avionics system, and is equipped with advanced electronic countermeasures and self-defense equipment. Western airborne electronic equipment is optional, and multiple multifunctional six-color displays are used in the cockpit. However, the avionics of Il -76 are quite old, and only the latest modification can barely reach the level of the corresponding system of An -70. On the whole, An -70 is indeed 20 years ahead of Il -76.
An -70 also has advanced manufacturing technology in the world. The carbon fiber plastic matrix composite used in the fuselage accounts for almost 24% of the weight. Not only the secondary components such as fairing are made of composite materials, but also the main components such as horizontal tail, vertical tail and flap are made of composite materials. An -70 is equipped with special ground maintenance comprehensive equipment. After the plane lands, the computer can analyze the information from about 8,000 airborne sensors, determine the reliability of all systems, display faults, and inform the ground personnel of troubleshooting methods and required spare equipment. In order to further improve their competitiveness, Russia and Ukraine have planned to develop An -70- 100, change the existing five-person cockpit into a two-person cockpit, and replace the airborne electronic equipment that has reached the advanced level in the West, so as to further improve the mean time between failures of engines. In these respects, the Il -76, which is limited by the technical level of 1970, is incomparable. The crew of this aircraft is even as many as seven people. On the surface, these differences don't seem to affect the ability of transport aircraft to transport goods, but in the hands of users, the technical advantages of An -70 will be reflected by low life cycle cost and full staff. Incidentally, the modification of Yun -8F400 and F600 in China has realized the three-person system and the two-person system, which shows that Russian and Ukrainian military technologies do not occupy a leading position in every field.
The author believes that the ultimate goal of introducing imitation foreign transport aircraft is to further independently develop a new generation of aircraft on the basis of transforming foreign advanced technology into domestic scientific research, production and equipment capabilities, thus completely getting rid of the embarrassing situation of relying on technology introduction. Therefore, the author believes that developing countries with certain strength should introduce An -70 with high imitation starting point, shorten the gap with advanced countries as much as possible, and realize the independent development of military transport aircraft with world advanced level as soon as possible. After the successful introduction and imitation of An -70, the development capability of the importer's civil transport aircraft will also be qualitatively improved. Although there are great differences between military transport aircraft and civil transport aircraft, the related technologies are relatively comprehensive. After understanding the An -70, a new type of transport aircraft with advanced propulsion mode, fly-by-wire control and advanced composite materials, we can directly develop the corresponding advanced civil cargo aircraft, and then transfer the related technology to the development of large civil passenger aircraft. This process is bound to be long and difficult, but after the completion, the importer will gain a perfect and systematic ability to develop large aircraft, which can transform the huge expenditure of aviation scientific research into the huge income of the shipping market, thus forming a favorable situation for a virtuous circle of domestic aviation industry. On the other hand, even if the latest modification of Il -76 is copied and a lot of manpower and material resources are spent, the large transport aircraft produced still lags behind the world advanced level 10 to 20 years. To catch up, we can only introduce new advanced models, which will be an infinite loop without solutions.
From the specific performance point of view, the empty weight and volume of An -70 belong to the level of medium-sized transport aircraft, so its carrying capacity is not as good as that of Il -76, a large transport aircraft. The latest modification of Il -76, Il -76MF, has a maximum takeoff weight of about 35% of An -70 and an empty weight of about 1.5 times. However, the maximum load capacity of an -70 can be increased to more than 40 tons, which is close to the level of large transport aircraft. Il -76MF can fly 5800km with 40 tons of cargo, and An -70 can fly 3800km with 35 tons of cargo. Il -76MF adopts the new PS-90A turbofan engine, which improves the fuel efficiency by 15%, but the fuel consumption rate is still lower than that of An -70 turbofan engine. The maximum speed of the Il -76 is about 850 km/h, while the maximum speed of the An -70 is still 800 km/h, which is close to that of the jet transport aircraft.
The cargo hold of the Il -76MF can accommodate a T-72 tank or three BMD-3 paratroopers, which is unmatched by the smaller An -70. However, the width and height of the cargo hold of Il -76 are smaller than that of An -70, especially when the width is less than 3.5 meters and the main battle tank is slightly larger than that of T-72, it is difficult to keep a sufficient safe distance from the bulkhead. The narrow cabin also makes the load capacity of the Il -76 unable to be fully exerted. For example, if you carry multiple cargo of different sizes, even if the total weight is less than 40 tons, you should fully consider the possible problems caused by uneven load in the engine room, and even need to arrange two Il-76s to transport these cargo. Although the load capacity of An -70 is also difficult to meet the needs of carrying main battle tanks, its cargo hold is 4 meters wide and high, which can carry large goods that Il -76 cannot carry, such as relatively tall chariots. At the same time, the spacious engine room is also convenient to arrange the location of many different specifications of goods. From this point of view, the disadvantages of the width and height of the Il -76MF cargo hold largely offset its advantages over the An -70, and it is even difficult to meet the basic needs of customers-imagine who would be willing to introduce a foreign transport aircraft that cannot carry domestic tanks. There is not much difference between the two models when carrying paratroopers. Il -76 can carry 120 paratroopers without modification. An -70 can carry 1 10 paratroopers, and can carry 300 fully armed soldiers after adding compartments in the cargo hold. After the successful introduction of the imitation An -70, a big country with a certain foundation is expected to develop an improved An -70 capable of carrying advanced main battle tanks through further cooperation and self-research. At that time, if it was necessary to provide rapid and timely air maneuvers for a division-level unit equipped with heavy equipment in the war, only 80 ~ 100 self-made An-70s and their modifications could be realized with an appropriate number of small and medium-sized transport planes.
Both Il -76 and An -70 have good take-off and landing performance and can adapt to the first-tier airports with rough runways. An -70 only needs an unpaved runway of 600 ~ 900 meters to take off and land, and the pressure limit is only 5 kgf/cm2. Under this condition, An -70 can take off with 25 tons of cargo, and the range can still reach about 2,000 kilometers. In contrast, as a large transport aircraft, Il -76 has higher requirements on runway length and surface bearing capacity, and its adaptability is not as good as that of An -70. Especially the improved Il -76MF with increased weight and volume, the take-off and landing distance can't be compared with An -70. Both Il -76 and An -70 are equipped with relatively complete loading and unloading automation equipment, so there are not many requirements for airport maintenance facilities. An -70 has more advantages in maintenance and fault detection, so it is more adaptable to different levels of airports.
Finally, we should fully realize the great difficulties encountered in the process of introducing the imitation An -70. The author believes that a large developing country, after decades of efforts, already has the relevant foundation and technology. Assuming that the importers and exporters can communicate effectively and cooperate fully, there is no insurmountable difficulty in the development work. On the contrary, the dispute between Russia and Ukraine on the An -70 is particularly worrying. With the economic downturn in Russia and Ukraine, it is still doubtful whether An -70 can survive in the country, because the developers can't get enough research funds, military users can't get enough procurement funds, and the crash during the test flight. There are hidden dangers in the D-30 engine itself, and it is doubtful whether it can meet the strict engine emission standards in the West. With the stability of international oil price, the economy of propeller-fan propulsion is no longer prominent. Various difficulties have also led to constant disputes between Russia and Ukraine. For example, in April 2003, the Russian Ministry of Defense publicly announced that it would formally abandon the An -70 and purchase the Il -76MF and Figure 330 transport aircraft by itself. Although this statement is only a bargaining move between Russia and Ukraine on their respective responsibilities and risks, it does make developers and interested foreign customers worry. The author believes that Russia and Ukraine have invested a lot of manpower and material resources for An -70, and the project has blossomed. It can be said that there is only one step away from success, and both countries are unwilling and impossible to give up this project. To solve the dispute between the two sides, the more appropriate way is to introduce foreign capital and scientific research strength to share the responsibilities and risks. Previously, India has expressed interest in participating in the An -70 project, while China has deep cooperation with Ukraine in the modification of Yun -8, and the An -70 prototype has also been promoted in Zhuhai. The strength of these two countries may be the key to the success or failure of the An -70 project.
To sum up, An -70 is not as good as Il -76 in some performance indexes such as maximum load, but it has obvious leap-forward advantages in more aspects. In other words, An -70 is not too good, but Il -76 is too old. Therefore, if developing countries need to introduce and imitate foreign advanced transport aircraft and form their own ability to design and manufacture large transport aircraft, then An -70 will be the best choice.
Note: At present, due to the lack of funds in Russia and Ukraine, the An -70 project is in deep trouble. In 2006, Russia officially withdrew from the development of An -70.
According to recent Russian media reports, the Ukrainian-Russian An -70 project team meeting ended in Kiev, the capital of Ukraine, on August 1. According to the participants, Russia may resume funding for the An -70 military transport aircraft project in 2009. Russia is initially prepared to continue to cooperate with Ukraine on this project.
Experts believe that it is reasonable to recognize the ownership of the An -70 project. Therefore, the issue of amending the An -70 project agreement signed in 1993 will be included in the agenda of the meeting of the Russian-Ukrainian Intergovernmental Committee on Economic Cooperation in Moscow in September 2008.
In order to complete the scientific research and experimental design of the An -70 military transport aircraft manufacturing project, it needs 654.38+0.3 billion US dollars. According to the existing contract, the allocation of funds between Russia and Ukraine is 1: 4.
At the press conference held in Kiev on March 3 1 last year, Ukrainian Defense Minister Yuri Ehanurov announced that Ukraine and Russia intend to resume cooperation on the An -70 military transport aircraft production project in 2008.
Ehanurov pointed out that in the latest meeting with Russian government representatives in February 2008, Russia announced that it would continue to provide funds for the An -70 transport aircraft production project. At present, Russia and Ukraine have reached an agreement to continue to invest in the An -70 transport aircraft production project.
According to another report, the Information Bureau of the Ministry of National Defense of Ukraine announced that Ukraine and Germany have the same interests in the partnership of manufacturing the An -70 transport plane plan, and it is possible for the defense departments of the two countries to actively coordinate and cooperate on the An -70 plan.
Ukrainian Defense Minister Yuri Eha nurov said that the two defense ministries will propose to hold a meeting in Antonov Aviation Science and Technology Complex to attract German enterprises interested in producing An -70 transport aircraft. At present, Europe is studying the possibility of attracting an -70 to participate in NATO and EU air transport operations in the future.
According to experts' estimation, in the recent 10 year, the air transport market will need about 900 new An-124-100m-150, An -70, C- 17 and A-400M transport planes.
According to the report, according to the contract signed in 20001,Kiev Abyan Special Aviation Factory is currently assembling the first batch of five An-70s for the Ukrainian Ministry of Defence. Due to the interruption of financial support for the project, the delivery time of the first two aircraft was changed from 2006 to 2009. In addition, Ukraine is also preparing to launch the commercial An -70, namely An -70- 100 medium-range transport aircraft.
An -70 transport aircraft is a four-engine wide-body medium-sized transport aircraft developed by Antonov Design Bureau of Ukraine, which is used to replace An-12 transport aircraft still in service by the Air Force. Development started at 1975. Initially, it was funded by the Russian Air Force. 1992 was transferred to the Ukrainian government to provide development expenses. 1994, 12, 16, the first prototype flew. 1995, the plane is connected with Ann. An -70 adopts the traditional layout of upper single wing, supercritical airfoil, micro-swept wing and tail wing, and adopts fly-by-wire control. About 28% of the fuselage is made of composite materials, and its design life is 20,000 landings and 45,000 flight hours in 25 years. The current types are: An -70 military transport aircraft; An -70T, commercial transport model, similar to An-70; An -70TK passenger and cargo dual-purpose model with detachable seat. The following contents apply to An -70.
The power plant is four10,290kw (14,000 HP) D-27 turboprop engines of poros "Progressive" Machine Manufacturing and Design Bureau, and the CFM56-SAI turbofan engine is adopted for export. The cockpit is a three-person crew (two pilots and 1 flight engineer) and a stevedore. The front fuselage is equipped with two cargo hold stevedores' seats, which can transport PA-5.6 rigid pallet, PA-3/-4/-6.8 flexible pallet, UAK-2.5/-5/-kloc-0/0 container, bulk cargo and perishable food.
The main airborne equipment includes flight data, navigation and wireless navigation system, which meets the requirements of ARINC700. Multi-channel data interface is equivalent to US 1553B, equipped with HF/VHF radio, flight management system, color digital cathode ray tube display, etc. , which meets the landing requirements of ICAO IIa and IIIa meteorological conditions.
Size:
The wingspan is 44.06m, the captain is 40.25m, and the aircraft altitude is16.10m; Cargo hold length× width× height18.6m× 4.0m× 4.1m.
Weight:
Normal takeoff weight 1 12000 kg, maximum takeoff weight 130000 kg.
Voyage:
6600 km at 20 tons, 5 100 km at 35 tons and 3000 km at 47 tons.
Others:
Normal cruising speed is 750-800 km/h, cruising altitude is 8600-9600 m, takeoff taxiing distance (maximum takeoff weight) 1800 m, landing taxiing distance1900 m. ..