G-4 Supergaleb

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Odnos potisak/težina motora se lepo uklapa sa G-4.
Viper ima tri oslonca motora. Oslonci su postavljeni na okvir trupa i nema mesta za razliku veću od nekih 10cm u ukupnom prečniku bez većih radova na avionu. Znači došlo bi do širenja okvira, samim tim i širenja trupa. Širenjem okvira dolazimo do tačke da bi repne komande aviona verovatno imale određenu modifikaciju jer su blizu okvira koji se treba proširiti.

Mlaznik :

iznad gornje tačke mlaznika i izlazne ivice horizontalnih repnih površina, iza kontejnera kočećeg padobrana je smešten HSP (hidro servo pokretač) komandi. Opet nema mnogo mesta za promene.

Većom promenom prečnika mlaznika HSP bi se morao drugačije rešavati, možda i pomeranje visine horizontalca, već pomenuta potreba promene prečnika usisnika zbog potrebnog povećanja protoka vazduha, možda povećanje zapremine rezervoara za gorivo, pomera se centar teže ...

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Za AL-55I pise u prospektu Dmax=462mm, a za AL-55F po podatcima koje ja imam Dmax=590mm. Da li u to ulaze gabariti agregata to vec neznam( podatci su na kasicicu), ali to ne utice na tacke oslonca koje pominjes.Problematicna bi bila samo komora DS( sa TVC) koja i nije vazna za ovu pricu,barem ne dok se ne uradi nesto sa krilima a to je vec visa(transzvucna) matematika.

Dopuna: 22 Jul 2007 16:27

...ako je verovati Veniku, jos dodati da je:
-duzina motora 1210 mm,
-2520 mm sa komorom DS,
-stepen dvostrujnosti 0.6,
-protok vazduha 29,8 kg/s

Evo jos po nesto o AL-55(preuzeto iz ATO Russia&CIS Observer)
Maxim Pyadushkin

Despite the long-forecasted decline in Russian sales of combat aircraft, the country's aerospace manufacturers continue to offer engines and other key subsystems to their traditional trading partners - China and India - for use in domestic aircraft programs. The start of 2005 marked several agreements for Russian engine sales to China, and this summer saw India step in with business deals of its own.

In August, Russia's Rosoboronexport arms trading agency and Indian aircraft maker HAL Corporation signed a deal for licensed manufacturing of NPO Saturn AL-55I turbojets in India. According to terms of the $200 million agreement India will receive 200 engines over a fiveyear period for use in the country's domestically-developed HJT-36 jet trainer.

This contract is one more step in the AL-55 powerplant's development. In April 2004, the engine was selected for use on India's new intermediate trainer, beating out the Snecma/Turbomeca Larzac 04-20. Earlier this year, Rosoboronexport signed a contract with HAL to complete development of the AL-55I, which is the engine version earmarked for use on the HJT-36.

Russian engine maker NPO Saturn is the initiator and major sponsor of AL-55 program. This Rybinskbased company also brought in a design division of the Ufa-based UMPO engine manufacturer as an AL-55 co-developer, along with a number of other Russian and European companies.

UMPO will act as a prime contractor in the Indian licensed agreement, but it will transfer 50 percent of the work to NPO Saturn. Both companies will work on the engine's development and manufacturing on a risk-sharing basis. Saturn is to manufacture the hot section, while UMPO will focus on the engine's fan and a number of other components. Al-55I bench tests will start in the beginning of 2006. HAL is to join the manufacturing process starting from the 100th engine.

Development of the AL-55 engine family for new combat jet trainers is one of NPO Saturn's most important programs. This small-sized (355-kg.) engine was developed on the basis of the larger AL-31F turbojet, which powers the Sukhoi Su-27/Su-30 fighters. Alexander Sarkisov, NPO Saturn's deputy general director and general designer, told Russia/CIS Observer that negotiations are underway on the possibility of installing AL- 55 powerplants on India's other jet trainer - the twin-engine HJT-39. NPO Saturn also is looking to modify the Al-55 for use on various Russianbuilt aircraft.


NPO Saturn hopes that in addition to India's HJT-36 jet trainer, the AL-55 turbojet also will have a chance to power other foreign and Russian-built aircraft

"This new engine is an extremely well-designed powerplant; I've been in the engine business for 50 years, and I know what I'm talking about," Sarkisov said. "The engine has quite an advanced configuration. For example, its highpressure compressor has just five stages, which reflects the latest trends in the aviation propulsion industry." Modular construction of the AL-55 allows a wide range of versions to be evolved while keeping a high degree of commonality with the engine's basic design.

NPO Saturn engineers said versions of the AL-55 could be installed on jet trainers, unmanned aerial vehicles, lighter-weight supersonic fighters and ground attack aircraft. Sarkisov explained that performance can be tailored to the specific aircraft application by changing 'the heart' of the engine - compressor, combustion chamber and turbines. By adding a second chamber, the engine's thrust can be increased from the baseline 2,200 kgf. to an output of 3,500 kgf. Equipped with a different fan and turbines, the engine can be installed on Russia's new Yakovlev Yak-130 combat trainer - which currently is powered by the Ukrainian Motor-Sich AI-222-25. The AL-55 engine also has a fly-bywire control system, which allows a thrust-vectoring nozzle to be installed.


By scaling the engine's size, new versions of the powerplant can be developed for lighter-weight fighters in the 10-ton category, or for the Sukhoi Su-25 attack aircraft. As the initial smaller jet engine to be developed in the post-Soviet period, the AL-55 appears to be coming on the market at the right time. It is right-sized for the new generation of jet trainers that will be coming on the international market. The Russian Air Force currently is testing the first pre-production Yak-130, while its "cousin" - the Aermacchi M346 - it making its first flights in Europe. Saturn's Sarkisov hopes that the increasing demand for new trainers from both Russia and foreign customers will ensure bright sales prospects in the years to come for small-sized jet engines such as the AL-55. He predicts that Saturn will be able to sell as many as several thousand AL-55 engines in its various versions.

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Nisam bas sve procitao sto ste pisali o G-4,ali sam morao da odgovorim na prvi post ovde!
Naime, lalenbg je dao podatke o ovom avionu koji su 80% totalno pogresni. Recimo samo da je mase,brzine i naoruzanje fulao poprilicno,a i za osalo nije bas kako treba.
Ovo pricam posto ja letim na tom avionu!
Sto se tice modernizacije tu se stalo sa daljim razvojem G-4M. Nista se na desava vec duze vreme,ali da se razumemo-ne moze od babe devojka! Za tako nesto bi trebao i malo jaci motor i jos po nesto ali...nema se para.
Sto se tice samog aviona G-4,mogu vam reci da je prava cigrica i da je pravo uzivanje leteti ga.Ono naoruzanja sto nosi nije mnogo,ali moze lepo da poprasi po protivniku!Tako barem kaze iskusvo.

Moram reci jos ovo:kada neki avion ode na remont o kome pricate u VZ Moma Stanojlovic-vrati se tri puta pokvareniji nego sto je bio!!!! Verujte!
Nemaju ni znanja ni htenja da rade svoj posao kako treba! Kada avion dodje iz Mome na stajanku,tehnicarima na stajanci treba mesec dana da ga dovedu u stanje za normalno i sigurno letenje....ali Moma ima sertifikat...

POZDRAV

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Pozdrav Berkute, dobro nam dosao.

Meni je interesantno kako to podaci koje je izneo lalenbgd nisu tacni, pa to su podaci iz literature. Ako ti nije tesko iznesi nam prave.

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@BERKUT.....
Citat:kada neki avion ode na remont o kome pricate u VZ Moma Stanojlovic-vrati se tri puta pokvareniji nego sto je bio!!!! Verujte!
Ne bih da branim "Momu", ali ne verujem da je avion "pokvareniji" nego sto je bio.
Iz iskustva pouzdano znam da svi slozeni elektro-mehanicki sistemi posle generalnog remonta zahtevaju vreme uhodavanja i pretpostavljam da je to razlog "pokvarenosti". Tehnicari na stajanci relativno brzo shvate probleme i u hodu ih resavaju. Nije to slucaj samo sa G-4. Tako je i sa raketno- radarskim sistemima.

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Evo osnovnih TT podataka sa kojima raspolazem.

SOKO G-4 ,,Super Galeb’’ (službena vojna oznaka N-62)

Proizvodjač: proizvodio se u fabrici SOKO, Mostar, SFR Jugoslavija

Namena: jednomotorni niskokrilni školsko-borbeni i laki jurišni avion, dvosed sa tandem rasporedom sedišta

Pogonska grupa: turboreaktivni motor ,,Rolls Royce Viper’’ Mk 632-465 maksimalnog potiska od 17,8 kN

Dimenzije:
dužina 11,86 m
razmah krila 9,88 m
visina 4,28 m
površina krila 19,5 m²


Mase:
prazan 3134 kg
normalna poletna 4877 kg
maksimalna poletna 6330 kg

Gorivo:
u unutrašnjim rezervoarima 1720 litara
dva spoljašnja tanka od po 321 litar

Performanse:
maksimalna brzina 910 km/h
brzina sletanja 171 km/h
vrhunac leta 15000 m
početna brzina penjanja 31 m/s
maksimalni dolet 2050 km
eksploataciono opterecenje +8/-4,2G

Naoružanje: kontejner sa dvocevnim topom GŠ-23LY kal. 23 mm sa 200 granata, koji se montira na podtrupni nosač; 16-tocevni saćasti lanseri L-16/57 sa nevodjenim raketnim zrnima kalibra 57 mm, 4-cevni lanseri nevodjenih raketa vazduh-zemlja ''Munja’’ kal. 128 mm, fugasne bombe FAB-50/110/250, zapaljive bombe Plab-250, kasetne bombe BL-755, bombe sa usporivačima pada ,,Snakeye’’,
naoružanja do 1450 kg na podtrupnom i 4 potkrilna nosača

Korisnici:
Mijanmar (6), Republika Srpska (1),Srbija (26)

Verzije: N-62, N-62R (nenaoružan),
TG-4 (N-62T, G-4T) (za vuču meta), G-4M

Razvoj: prvi let prototipa 17.jula 1978.
uveden u naoružanje oktobra 1984

Ukupno je proizveden 91 avion.

Danas lete u sastavu 252 mae na Batajnici i 241 lbae na Ladjevcima kao i u sastavu SLI, TOC-a.

Akro-grupa ,,Leteće zvezde’’ je letela na ovom avionu od 1989. do 1999.

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zixo ::Verzije: N-62, N-62R (nenaoružan),
TG-4 (N-62T, G-4T) (za vuču meta), G-4M
Ukupno je proizveden 91 avion.

@zixo...

Da li je ikada proizveden i jedan G-4M (i koliko) ili je ostao samo na planu proizvodnje?

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Prototip G-4M nastao modifikacijom G-4 23646.

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A zar nije i Libija kupila neke Galebcice od nas ?

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Jeste vecu kolicinu G-2, ali se nakon pregovora oko G-4 zbog cene odlucila za cehoslovacke Albatrose.