Avions de transport tactique/lourd

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PUBLISHED: 03 SEPTEMBER 2021 LAST UPDATED: 03 SEPTEMBER 2021

The cause of the crash of the Il-112V prototype

A five minute read on the unofficial analysis of the fatal crash of the Il-112V prototype.

The Russian newspaper Kommersant has published an analysis by the Ministry of Industry and Trade (Minpromtorg) and the Interstate Aviation Committee (IAC) describing the root cause of the catastrophy with the experimental Ilyushin Il-112V.

The aircraft crashed during a preparation flight on 17 August 2021, five days before the start of the Army-2021 forum, between the village of Nikolskoye and the Odintsovo urban district of the Moscow region.

According to this analysis, the critical situation on board was caused by a starboard engine fire which caused structural collapse of the right aileron. This failure sent the aircraft into an uncontrolled side roll at low altitude and the aircraft crashed into the ground almost inverted. There was nothing that the test pilots of PJSC Ilyushin, Hero of Russia Nikolai Kuimov and Dmitry Komarov, as well as test flight engineer Nikolai Khludeev, could do in this situation to save the aircraft and themselves.

Experts from the Minpromtorg and the IAC established that the development of the disaster started with the loss of gas-dynamic stability of the starboard TV7-117ST engine a few minutes after takeoff. The engine surge following the loss of stability was accompanied by flame bursts and the combination probably led to a partial destruction of the turbine, with the debris, in turn, having damaged the adjacent fuel lines. This led to a powerful kerosene-fueled fire in the internal cavities of the engine nacelle and the right wing of the Il-112V.

The people who first noticed the fire were the dispatchers of the Kubinka airfield from where the aircraft took off and they immediately informed the crew about the problem via radio comms. The crew confirmed that they had a warning panel light already lit up and that the first stage of the fire extinguishing system working in the automatic mode has already engaged. This resulted the flame retardant foam having been released into the nacelle from the adjacent high-pressure fire extinguisher cylinder.

The crew reacted to the alarm promptly. Having realized that the first foam attack was not successful, the pilots subsequently manually activated the second stage of the fire extinguishing system, alas to no avail.

As explained by sources close to the investigation team, both fire extinguishing systems on the Il-112V were primarily focused on the engines, therefore the foam formed from carbon dioxide enriched by inert gases mainly filled the engine nacelle. Unfortunately, by that time the fire had already spread into the inner wing cavity. Even worse, the manufacturer has only mounted two fire extinguishing systems for each engine of the Il-112V, therefore there was nothing else left to suppress the fire with. The existence of mere two foam bursts has proven to be a design fault, in comparison, the fire extinguishing system for civil Ilyushin aircraft can provide six.

The pilots were left with no other choice than to return to the airfield of departure and request for an immediate emergency landing. Based on the cockpit recordings, the experienced crew acted smoothly and precisely. The commander, without the slightest sign of panic, ordered the second pilot 'Emergency Situation', he also calmly summed up on the execution of the procedures, reporting that the burning engine was safely stopped and that the blades of the starboard engine propeller were set on feathering. The crew also correctly positioned the rudders of the aircraft and selected a single engine operating mode, so despite the raging fire and asymmetric thrust, the crippled aircraft took an almost ideal straight course to the Kubinka runway, which was less than two kilometers away. The experts unite in their opinion that the crew, now struggling for survival, were perfectly able to successfully land the struggling hauler that way.

Unfortunately, this is where the aircraft has failed them once again. In the 45th second after the start of the fire, the temperature in the cavity of the right wing reached 600 degrees which resulted in a structural collapse of the aileron support strut. A temperature of 650 degrees is critical for the material (D16 duraluminium) from which the strut and most other parts of the aircraft’s wing were made of, but already at 600 degrees the hinges holding the right aileron in the lowered position, started to creep and lose elasticity.

After the collapse of the strut, the aileron, which enabled the pilots to balance out the asymmetry and ensure the straight flight of the aircraft, returned back to the neutral position and the machine began to roll to the right while losing altitude. Based on the released footage, at the beginning the roll occured slowly but the crew already must have known that the process was irreversible. The pilots could not influence the behavior of the aircraft anymore and, apparently, as experienced as they were, they did not consider it necessary to comment on the critical situation. There was no recorded communication on the intercom in the last seconds of the flight and the crew seem to have died in complete silence. The investigators of the accident have stated that it was impossible for the pilots to get the plane out of the roll in such conditions and that only by coincidence the aircraft did not crash in the Patriot Park, over which the demonstration flight of the Il-112V should have occured.

So, the true reason for the tragedy was obviosuly poor preparedness of the prototype for test flights and the possible haste with its commissioning. The crashed example No. 0001, assembled by the PJSC VASO (Voronezh Aircraft Manufacturing Company), was the only flight example of the Il-112V type, with an additional airframe serving as a static testbed. During its short lifespan, the first prototype only managed to take 23 flights, with most of them only lasting for a few minutes. On top of that, the aircraft was grounded for two years (between March 2019 and March 2021) due to numerous technical flaws which needed to be eliminated while most complaints were related to the TV7-117ST engines, manufactured by JSC UEC-Klimov.

In the light of this situation, the decision to demonstrate the experimental prototype on the MAKS 2021 held in July 2021, and then on the Army-2021 Forum, held from 22 to 28 August starts to look dubious, at best.

As experts believe, the unnecessary haste created the conditions for a disaster, but whether this opinion will become the official conclusion of the commission of the Minpromtorg is not yet clear. In the meantime, Russian president Vladimir Putin posthumously awarded the crew with the Order of Courage, a state decoration of the Russian Federation to recognise 'selfless act of courage, valour and dedication shown in testing and mastering new aviation technology.'

https://www.scramble.nl/military-news/the-cause-of-the-crash-of-the-il-112v-prototype

Citation :

28/01/2022

Vol réussi pour le C295 amélioré !




Le démonstrateur de l'Airbus C295 (FTB2) a effectué avec succès son vol inaugural depuis la chaîne d'assemblage final de Séville. L'avion entame maintenant une campagne de vol dans le but de tester la nouvelle aile semi-morphing, le nouveau système de contrôle de vol abordable, ainsi qu'une antenne SatCom intégrée dans le fuselage de l'avion.

Basé sur l'Airbus C295, le Flight Test Bed 2 est un démonstrateur en vol de l'European Clean Sky 2 (CS2) et du programme de recherche et d'innovation de l'UE Horizon 2020, où les technologies liées au futur avion régional multimission de CS2 sont testées.

Les modifications comprennent de nouveaux matériaux et technologies conçus pour réduire le bruit, les émissions de CO2 et de NOx. Avec ces technologies appliquées dans une future configuration multimission régionale, jusqu'à 43 % de réductions de CO2 et 70 % de NOx peuvent être obtenues dans une mission typique de recherche et de sauvetage de 400 milles marins, ainsi que 45 % de bruit en moins au décollage.

Les principales modifications apportées à l'avion sont une nouvelle aile semi-morphing à haut rendement, de nouvelles ailettes dynamiques et une antenne SATCOM à écran plat intégrée dans le haut du fuselage. De plus, des commandes de vol innovantes pour les surfaces de contrôle principales, y compris les ailerons, les volets et les tabs de volet avec une aérodynamique améliorée, sont capables de s'ajuster en vol et contribuent à un système de portance élevée plus efficace.

Le nouveau système de commandes de vol s'appuie sur des systèmes de contrôle numériques pour optimiser la forme aérodynamique de l'aile en vol, tandis qu'un nouveau volet multifonctionnel a été entièrement repensé et comprend des pattes de volet dans le bord de fuite contrôlées par des actionneurs électromécaniques.

Mais les avantages s'étendent également au processus de fabrication, notamment avec l'utilisation de matériaux et de fabrication avancés allant de l'utilisation de Scalmalloy et de la fabrication additive à une nouvelle méthode d'assemblage des structures aérodynamiques de l'aile. Une approche d'assemblage unique a été utilisée pour le nouveau winglet composite et la patte d'ailette, passant de l'approche conventionnelle des nervures à une boîte de torsion intégrée à plusieurs longerons. Enfin, des méthodes sans gabarit ont été utilisées pour l'assemblage des volets et des ailerons.

En conséquence, le C295 FTB2 apporte des améliorations non seulement aux aspects purement opérationnels de l'avion, mais contribue à introduire de nouvelles améliorations dans le processus de conception et de fabrication.

Photo : Le C295 FTB2 en vol@ Airbus


http://psk.blog.24heures.ch/archive/2022/01/28/vol-reussi-pour-le-c295-ameliore-%C2%A0-872425.html

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Leonardo underlines C-27J Next Generation’s unrivalled performance and mission flexibility
Aviation Defense News March 2022 aerospace air force industry

POSTED ON WEDNESDAY, 09 MARCH 2022 

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Widely recognized as the most effective multi-role military transport aircraft in its size class, the C-27J Next Generation features new avionics and aerodynamic developments for greater efficiency and improved operating performance.

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Leonardo's C-27J Next Generation tactical airlifter offers an unrivaled versatility
(Picture source: Leonardo)

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Used in the most challenging operational environments, from the high altitudes of the Andes to Afghanistan, the c-27J’s performance and operating efficiency are enabled by new avionics, featuring a glass cockpit with five multi-functional color screens, a radar system for tactical transport missions and advanced communication systems. The system architecture guarantees interoperability with other transport aircraft and can be easily integrated with in-flight refuelling, self-protection, secure communications and ballistic protection, allowing the aircraft to operate in high threat environments, transporting materials, light vehicles and personnel to wherever they are needed. The C-27J can operate in complete autonomy thanks to its Auxiliary Power Unit (APU).

Unmatched capacity

The C-27J Spartan boasts the largest cargo compartment in its category, capable of supporting about five tonnes per square metre and adjustable in height and inclination for easy loading and unloading. With the best descent and climb rates (4,000ft/min and 2,500 ft/min), it can perform tactical maneuvers at 3g and is qualified for short take-off and landing (STOL) on snowy, sandy and unprepared runways.

For a vast range of missions

A multitude of kits and easy-to-install and transportable roll-on/roll-off mission systems allow the C-27J Spartan to be rapidly transformed into the configuration required for the relevant mission. As a ‘tactical airlifter’, the aircraft’s versatility extends from airlifts of troops and cargo to airdrops of paratroopers and materials, from medical battlefield evacuation to VIP transportation, from humanitarian assistance and natural disaster response to – last but not least - firefighting: both the Romanian and Peruvian Air Forces are using the C-27J in firefighting missions with Caylym “Guardian” containers while a more capable Fire-Fighting tank solution is in development: it involves the integration of the MAFFS 2 system for the pressure release of water/retarder. Highly effective, this solution does not require any structural modification to the aircraft which thus maintains all its operational characteristics and - a great advantage compared to dedicated solutions - guarantees unique operational flexibility.

The C-27J can be configured in the Maritime Patrol (MPA), Anti-Submarine Warfare (ASW) and Command-Control-Communications, Intelligence, Surveillance and Reconnaissance (C3ISR) versions. The mission capabilities of the C-27J Next Generation MPA can be tailored to specific customer needs. Typical tasks include Anti-Submarine Warfare (ASW) and Anti-Surface Warfare (ASuW), thanks to the aircraft dedicated suite and large capacity to carry weapons and sonobuoys, along with Search and Rescue (SAR), Maritime Patrol, Command, Control, Communication, Intelligence, Surveillance and Reconnaissance (C3ISR). Six wing pylons can employ lightweight torpedoes, anti-ship missiles and naval mines. In the CAS (Close Air Support) role, the Spartan can be armed with a gun mounted at the rear of the left side. Live-fire tests have been carried on at various altitudes, demonstrating a remarkable precision. A caliber larger than 40mm would not be adequate for an aircraft of this size, Christian Amendolagine, Leonardo SVP Military Airlifter and Special Mission Aircraft LOB, explained during the World Defense Show 2022 that took place near Riyadh, Saudi Arabia, from 6 to 9 March.

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Leonardo C-27J Next Generation tactical airlifter inn CAS (Close Air Support) configuration with a 30mm gun
(Picture source: Leonardo)

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Sensors, systems and equipment

The C-27J MPA capabilities are centered around the ATOS mission system by Leonardo Electronics Division, including up to 5 operator stations that manage the sensors, analyze the gathered information and perform a true data fusion to provide mission operators, pilots, control centers and operating assets with a detailed, real-time overall tactical picture. An AESA Search Radar, Electro-Optical/Infra-Red (EO/IR) system, Electronic Support Measure (ESM) for ISR and SIGINT/ELINT tasks, Magnetic Anomaly Detector (MAD), as well as an Acoustic Subsystem, Sonobuoy and Ordnance Launchers and the flexible Stores Management System are among the typical sensors and equipment which can be installed on the C-27J Next Generation ASW.

The Communication System including data links and SATCOM capabilities allows maximum interoperability with cooperating land-based, sea-based and airborne units, along with quick data dissemination.

The C-27J Spartan is operated today by the Air Forces of Italy, Greece, Bulgaria, Lithuania, Romania, Slovakia, United States, both with US Coast Guard and SOCOM, Mexico, Australia, Peru, Kenya, Morocco, Chad, Zambia and a still undisclosed customer. Rugged, reliable, proven and versatile, Leonardo’s C-27J Spartan has been conceived for the most demanding military scenarios: its performance and operational flexibility position it as the most effective multi-mission medium turboprop airlifter available on the market, able to operate from the most rudimentary airstrips and in extreme environmental conditions.

A recent agreement between Slovenia and Italy added a new significant customer to the client list, another country choosing the Spartan non only for its military operations but also for its flexibility to civil protection and disaster recovery tasks.

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Leonardo was displaying an Italian Air Force C-27J Spartan at the World Defense Show 2022 that took place near Riyadh,
Saudi Arabia, from 6 to 9 March. (Picture source: Army Recognition)


Leonardo underlines C-27J Next Generation’s unrivalled performance and mission flexibility (airrecognition.com)

Citation :

 LAST UPDATED: 16 OCTOBER 2023




New Soviet transport design: Il-212

It has been quiet around the Soviet Ilyushin Il-112V design, since the crash of the first prototype on 13 August 2021. Scramble reported on the crash of this RF-41400 (serial number 01-01, tail number #01 Yellow) on 17 August 2021. The second prototype has remained grounded since that crash. The twin engine turboprop was designed to replace current An-26 and An-72 transport types.

According to a reports in Russian state media Pravda, there was a decision made to resume the works on the Il-112V military transport aircraft, the revived project got a new name Il-212. The key difference is that now the aircraft will have PD-8 turbofan engines instead of the TV7-117ST turboprops. The crash of RF-41400 occurred after an engine fire in the starboard TV7 engine.

The new Il-212 will only retain the predecessor's body airframe, flight instruments, and avionics while the fuselage, wings, fuel system and hydraulic system will be altered significantly due to the integration of the jet engine. One of the main changes will be that the PD-8 jet engines of the Il-212 will be installed above the wing, as on the An-72, to ensure the operation of the new aircraft from unprepared strips and unpaved airfields – the highly raised air intakes of the engines practically exclude the chance of various debris and objects being sucked into them from the ground


https://www.scramble.nl/military-news/new-soviet-transport-design-il-212  

C-27J Spartan achieves 250,000 operational flight hours
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