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#75699
Izotov RD33 meg nyert a Tumanszkij R67-300 -al szemben.
SPOILER! Kattints ide a szöveg elolvasásához!Almost from the very beginning of the development of the MiG-29, it was decided to make two-engine: the experience of operation of the front-line fighters of the 2nd and then 3rd generations showed that the aircraft with one engine have poor survivability in combat. down only engine output is almost inevitably entailed a flight accident, at best able to make an emergency landing, and the continuation of a combat mission could be no question. The transition to dual-engine scheme significantly increased survivability and reliability of the fighter, and in addition, can easily provide the required value of thrust-weight ratio (greater than 1). Of course, all the advantages of such a scheme
on a light fighter, how was the MiG-29, can be realized only in the case of use on it a new generation of engines with low specific weight and high gas-dynamic characteristics. The development of such engines in the USSR began in the late 60s. GMZ im.V.Ya.Klimova groups (chief designer S.P.Izotov), M3 "Saturn" (General Designer A.M.Lyulka), MMZ "Soyuz" (General Designer S.K.Tumanský) and Perm ICD (chief designer P.A.Solovev) with the assistance of scientific experts of the Central Institute of aviation Motors (CIAM).
Under the leadership of A.M.Lyulki and Soloviev PA designed large Turbofan engines with afterburner (turbofan) thrust of more than 12,000 kg (117.7 kN) (AL-31F engines for the Su-27 and D-30F-6 for the MiG-31 ). For the MiG-29 is needed thrust turbofans no more than 7500-8500 kg (73.5-83.4 kN) and a mass of about 1000 kg. Projects such engines were available for EDO S.P.Izotova (RD-33) and S.K.Tumanskogo (R67-300). After consideration, preference was given to the first, and by the end of 1973 the composition of the MiG-29 powerplant determined definitively. RD-33 was calculated to thrust 5040 kgf (49.4 kN) at maximum capacity and 8300 kg (81.4 kN) - at full afterburner. Unlike Turbojet used on front-line serial MiG-21 bis and MiG-23M, it was a double-circuit (bypass ratio 0.475) and had a significantly higher-gazodi-dynamic characteristics: the gas temperature before the turbine reaches 1650 K (y R25-300, is installed on the MiG-21bis and who had thrust 7100 kgf (69.6 kN) - 1313 K), and the total degree of compression of the compressor -21.5 (from R25-300 - 9.5). Specific fuel consumption at maximum capacity, compared with the same R25-300 decreased by 20%, while the share - 26%: dry weight (1055 kg) RD-33 was even 15% lighter than a less powerful engine MiG-21 aircraft bis. By designing the engine GMZ them. Klimov started in 1968. In 1972 he began working out at the stands of individual components and assemblies, and at the end of 1974 - and the first full-size samples of RD-33
Utoljára szerkesztette: Hpasp, 2016.07.09. 21:44:23