Monthly Archives: May 2018

An-124 Ruslan (Condor) Large Cargo Aircraft

The An-124 Ruslan (Nato reporting name Condor), designed by the Antonov ASTC, based in Kiev, Ukraine, is a very large cargo transport aircraft. It is manufactured by Aviant State Aviation Plant, Kiev, and Aviastar, Ulyanovsk, Russia.

The Ruslan is designed for long-range delivery and air dropping of heavy and large size cargo, including machines, equipment and troops. The development of the first AN-124 airframe commenced in 1979. The An-124 completed its maiden flight in December 1982 and entered service in January 1986. The aircraft was first showcased at the Paris Air Show in 1985. It was accredited with civil certification in 1992. Around 60 aircraft have were built. The Russian Army operates 25 An-124 aircraft.

An-124 Ruslan transport capabilities

Volga-Dnepr Airlines An-124-100 – T24 YouTube

The unique transport capabilities and the high performance of the aircraft have been proven in operation.

20 An-124-100 of Antonov Airlines, Volga-Dnepr, Poliot and other airlines transport different cargoes all over the world; for example: 90t hydraulic turbines, large Liebherr autocranes, American Euclid dump trucks, the fuselage of Tu-204 passenger transporter, a 109t railway locomotive, and a sea yacht more than 25m long.

Volga-Dnepr Airlines An-124-100 – T24 YouTube

Volga-Dnepr Airlines of Russia has ten plus five An-124 aircraft on order. Polet Airlines of Russia operate eight An-124 aircraft.

Aviant State Aviation Plant in Kiev completed an An-124-100 from parts in stock which was sold to the United Arab Emirates in 2004.

Volga-Dnepr Airlines An-124-100 – T24 YouTube

Seven An-124-100 aircraft were operated by Antonov Airlines, based at London Stansted Airport, in partnership with Air Foyle HeavyLift. Antonov Airlines did not renew the contract for this partnership in June 2006 and instead signed an agreement with Volga-Dnepr Airlines and Aviastar for the modernisation and construction of the An-124.

Volga-Dnepr Airlines – Gdańsk112 – Jacas YouTube

In September 2004, the governments of Russia and the Ukraine announced that series production of the An-124 would be restarted. Up to 80 An-124-100M upgraded aircraft are to be jointly manufactured by Aviastar and Aviant between 2007 and 2020.

Volga-Dnepr Airlines An-124-100 – T24 YouTube

Volga-Dnepr Airlines placed an order for five An-124-100Ms in August 2005. Supplemental type certification was received for the aircraft in June 2007, allowing operations with 402t maximum take-off weight and 150t maximum payload. The An-124-100M’s flight range was increased to 4,000km and the crew reduced to three.

AN-124-cargo-cabinacp-logistics.com

A preliminary agreement was signed between Russia and Ukraine in April 2008 to resume the An-124 aircraft production.

Antonov was contracted by Volga-Dnepr Airlines in August 2011 to overhaul the fleet of An-124-100 Ruslan into An-124-111VD standard. The modernised aircraft will have a maximum take-off weight of 402t, a cargo lift capacity of 150t, a flight range of 5,000km with a 120t payload and a minimum crew of three. It will be powered by advance 3M series D-18T engines compatible with the FADEC system.

An-124-100 Antonov Design Bureau (Aviant, Antonov Airlines) – Vaibhav Shah YouTube

Volga-Dnepr details new modernised An-124 variant An-124-111VD

Russian outsize freight specialist Volga-Dnepr has reached another development agreement to modernise the Antonov An-124, this time into a version designated the An-124-111VD.

It will have a maximum take-off weight of 402 tonnes and a payload capability of 150 tonnes, with a range of 5,000km with a 120-tonne load.

The upgrade will include powerplant modification to the Ivchenko-Progress D-18T 3M series engine, with full authority digital engine control.

Antonov, which disclosed the agreement during the MAKS Moscow air show, said the engine would have a life of 50,000h and 11,111 cycles.

“This will significantly improve the fuel efficiency of the aircraft, to increase its reliability, as well as reduce noise and maintenance costs,” it added.

The heavy transport would have a crew of three and its cockpit would be modernised with digital avionics.

Upgrade of the type has been a long-running effort. Antonov Airlines operates a modernised variant known as the An-124-100M-150, which needs a four-person crew.

Volga-Dnepr, which has 10 An-124s, said the lifetime of the new type would eventually be lengthened to 60,000h and 12,000 cycles, potentially taking service life to 50 years.

The aircraft would be able to comply with requirements for ICAO Category IIIa landing performance, it added.

Volga-Dnepr said the modernisation of the carrier’s first aircraft would lay a platform for production launch of a new-build version known as the An-124-300.

Antonov chief Dmitry Kiva said the agreement set out design specifications for Volga-Dnepr’s aircraft and added: “The An-124 is undergoing yet another landmark moment in its history. The demand for these unique aircraft has exceeded supply.”

Volga-Dnepr Group president Alexey Isaikin added that the modernisation, ready by 2013, would be an “important practical step” towards resumption of An-124 production. He said the company was committed to the type and was prepared to order 40. Source flightglobal.com

Russia unveils its new giant cargo aircraft

‘Slon’ – ‘elephant’ concept

Details provided of new heavy transport aircraft to replace AN-124

Moscow’s Central Aerohydrodynamic Institute (TsAGI) – the centre of Russian research on aerodynamics, and a key institution in the development Russian aircraft since its foundation by Nikolay Zhukovsky in December 1918 – says that Russia has completed preliminary design work on a new giant cargo aircraft to replace the Soviet era AN-124.

The AN-124 with its ability to ferry 150 tonnes of cargo over 3,200 kilometres is the largest and most powerful cargo aircraft in current service.  However it was designed in the 1970s and is now showing its age.

Also the AN-124 is the offspring of the Antonov Design Bureau based in Kiev in what is now independent Ukraine, and its Progress D-18T turbofan engines are built by the Motor-Sich factory in Zaporozhye in Ukraine.

As the AN-124 becomes increasingly old its maintenance needs are increasing, and the conflict with Ukraine means Russia can no longer easily source engines or spare parts for it.

The need for a new big cargo aircraft to replace the AN-124 for both civil and military uses is therefore becoming pressing, and it has been known for some time that the Russians have been working on such an aircraft.

TsAGI has not disclosed the identity of the design bureau that is responsible for this aircraft, but it is almost certainly the Ilyushin bureau which is becoming the main design centre for Russian large transport aircraft projects.

The new cargo aircraft (pictured) looks similar to the AN-124 but is actually bigger and has a longer range.

Allegedly it will be able to ferry 150 tonnes of cargo over 7,000 kilometres (twice the distance of the AN-124 with the same load) whilst the maximum load will increase from the 150 tonnes of the AN-124 to 180 tonnes for the new aircraft, which the new aircraft will however be able to ferry over a distance of 4,900 kilometres.

This is a significant upgrade in performance over the AN-124.

This is consistent with the demands of Russia’s leading air freight specialist Volga-Dnepr – the main civilian operator in Russia of the AN-124 – which says that any new aircraft replacing the AN-124 should be at least 30-40% more efficient than the AN-124.  Advances in technology since the An-124 was designed in the 1970s make that possible.

The new cargo aircraft will achieve its greater efficiency by using in its structure the stronger and lighter materials which have become available since the AN-124 was designed in the 1970s, and by using a newer and significantly more powerful and efficient engine than the D-18T used by the AN-124.

The new engine will almost certainly be the new Kuznetsov PD30 geared turbofan which is reported to have a rating of around 35 tonnes of thrust (roughly a third more than the D18T).

The Kuznetsov PD30 is known to be in advanced development for use on the new Russian-Chinese wide-bodied aircraft, which will carry two.  The illustration of the new Russian cargo aircraft released by TsAGI shows it will have four.

Combined with a lighter and stronger structure because of the use of new materials, four Kuznetsov PD30 engines – more powerful and more efficient than the AN-124’s D18T engines – will ensure that the new aircraft is able to meet the performance targets.

The Russians have spoken in the past of a programme entitled “Prospective Airborne Complex of Transport Aviation” or PAK-TA, which is intended to provide the air transport division of the Russian Aerospace Forces with a family of new large cargo aircraft.

It seems that at least two aircraft are being developed, and that these will share components and sub-systems with each other, making their design and construction simpler, and simplifying the logistic and maintenance burden.

The smaller of these aircraft will apparently take the form of a revived version of the IL-106 project of the 1980s, and will be able to carry payloads of 80-100 tonnes using four of the new PD-18R geared turbofan engines, which have 20 tonnes of thrust each.

The second is the larger aircraft details of which TsAGI has just revealed, which is designed to carry payloads of 150-180 tonnes using four of the new PD-30 geared turbofan engines, with 35 tonnes of thrust each.

Both of these aircraft appear to be conservative designs posing few technical challenges for an industry which has extensive experience of designing and building large transport aircraft.

Given the availability of the new engines to power the new, they should not be especially expensive or complex to design or build.

The factory tasked with building them will probably be the Aviastar factory complex in the Volga city of Ulyanovsk.

Production will probably begin in earnest in the early 2020s, as sufficient numbers of the new PD18R and PD30 engines become available, with service entry apparently intended for 2023.

The Russians have now provided us with a glimpse of what the larger aircraft will look like.  Apparently the Russians have already given it a nickname: “Slon” meaning elephant. Source russiafeed.com

Kuznetsov PD30 engine

“The PD-30 engine will have the bypass design with the gearbox and split exhaust in the ducts”, said Dmitry Fedorchenko. “The modification of the core engine should be aimed at ensuring the stated parameters, including a considerable increase in the gas-dynamic characteristics of the blade units. In the course of the modification, the low-pressure turbine and compressor, gearbox, single-stage fan and control, monitoring and diagnostic system are designed anew. The gearbox will ensure the optimal revolutions of the fan and low-pressure turbine and also transfer the power to the fan by means of the shaft of the low-pressure turbine inside the medium-pressure turbine”.

According to the design data released during the Engines 2012 salon in April, the PD-30 will have a takeoff thrust of 29,500 kgf along with a bypass ratio of 8.7, an airflow rate of 1,138 kg/s and an inlet air temperature of 1,570K. The specific fuel burn will equal 0.535 kg/kgf*h in cruising mode (H=11 km, M=0.76). According to the requirements specification, the PD-14 fan diameter measures 2,950 mm, and the weight of the engine without its reverser accounts for 5,140 kg. The design and technological solutions implemented in the PD-30 include the use of blisk technologies in the high- and medium-pressure compressors, monocrystal cast blades of the high- and medium-pressure turbines, hollow fan and low-pressure turbine blades, etc.

The development of the PD-30 is planned to build on the expertise resultant from the development of another advanced Russian engine, the PD-14. To manufacture the engine demonstrator and then run the production of the PD-30, proposals have been made to subcontract other Russian companies, e.g. UMPO, Salut, NPO Saturn, Aviadvigatel, etc. Source  fantasylab.ru

Libyan Arab Air Cargo – wallpaperstone.blogspot.com

Variants

An-124 Ruslan
Strategic heavy airlift transport aircraft
An-124-100
Commercial transport aircraft
An-124-100M-150
Commercial transport version fitted with Western avionics

An-124-100M-150

An-124-100M-150 Antonov Design Bureau (Aviant, Antonov Airlines) – 235FireFly YouTube

The An-124-100M-150 version

– includes the main components of the ?N-124-100 program development:
– payload increased from 120 tons to 150 tons;
– take-off weight increased from 392 tons to 402 tons;
– flight range increased, including for cargo of 120 tons from 4650 km to 5400 km;
– aircraft assigned service life is increased to 24,000 flight hours; works on its extension up to
50 000 flight hours/10 000 flights/45 years service life are being performed;
– the new PO-500 schedule of maintenance has been introduced (maintenance every 500 flight hours);
– onboard crane equipment providing loading-unloading operations of a single piece of cargo up to 40 tons weight;
– fuselage structure had been strengthened to enable airlift of a single piece of cargo up to 150 tons weight;
– Navigation System and radar have been updated;
– digital anti-skid braking system allowing to reduce landing distance up to 30% have been installed;
– crew reduced from 6 to 4 members, and the comfort level of the crew rest cabin has been improved;
– military oxygen equipment has been exchanged for the civil one;
– reinforced wheels and tires have been installed;
– new devices for engine control have been installed;
– modernized systems of reverse control and engine vibration state monitoring have been developed;
– the SRPPZ-2000 ground proximity warning system installed;
– A826 inertial navigation system upgraded;
– Enhanced observation (EHS) has been applied;
– Mail Minimum Equipment List has been developed and is now being implemented

On June 19, 2007, the An-124-100M-150 obtained an Annex to the Type Certificate issued by Aviation Register of the Interstate Aviation Committee (AR IAC) and an updated Type Certificate was obtained for the An-124-100 aircraft issued by State Aviation Authority of Ukraine. Source redstar.gr

An-124-100M-150 cockpit – VeaceslavAn-124-100M-150 cockpit – siulzz.deviantart.com
An-124-102
Commercial transport version with an EFIS flight deck
An-124-115M
Planned new variant with EFIS based on Rockwell Collins avionic parts
An-124-130
Proposed version
An-124-135
Variant with one seat in the rear and the rest of the cargo area (approx. 1,800 square feet) dedicated to freight
An-124-150
New variant with increased payload (150 tonnes)
An-124-200
Proposed version with General Electric CF6-80C2 engines, each rated at 59,200 lbf (263 kN)
An-124-210
Joint proposal with Air Foyle to meet UK’s Short Term Strategic Airlifter (STSA) requirement, with Rolls-Royce RB211-524H-T engines, each rated 60,600 lbf (264 kN) and Honeywell avionics—STSA competition abandoned in August 1999, reinstated, and won by the Boeing C-17A.
An-124-300
variant ordered by the Russian Air Force with new avionics, a new improved braking system and a payload of 150 tonnes.

Source wikipedia.org

An-124 orders and deliveries

Customer orders for the An-124 include Russian Air Force (25), Libya Arab Air Cargo (two), Antonov Airlines (seven), and Maximum Air Cargo (one).

Maximum Air Cargo – Cargospotter YouTube

Volga-Dnepr Airlines awarded a contract to state-owned joint stock company United Aircraft Corporation (UAC) in 2008 to deliver 40 An-124-100M aircraft.

UAC will start delivering the new AN-124 Ruslan to the Russian Air Force from 2014 under the state arms procurement programme. It will produce 20 AN-124s by 2020 at the rate of three aircraft per annum. The deliveries are scheduled for completion by 2027.

Russian Air Force – Alexander Mishin

Revenues from Production of An-124 Aircraft Will Reach $12,89 Billion

According to some forecasts, the resuming of An-124 aircraft production and manufacturing of 80 jets of the type will generate revenues of $12,89 billion, RIA Novosti-Ukraine reports with reference to the prime-minister of Ukraine, Nikolay Azarov.

Earlier Russia and Ukraine signed a number of agreements following the results of the meeting of inter-governmental commission, in particular, an intergovernmental agreement on implementation of measures of State Support for resuming the serial production of An-124 aircraft.

“Ukraine and Russia are resuming the production of An-124 aircraft with Ukrainian-produced engines. The total production output will be 80 aircraft. The total revenues from selling 80 An-124 jets will be around $12.89 billion”, – Azarov said during the meeting of Ukrainian Cabinet of Ministers held on Wednesday. Source engineeringrussia.wordpress.com

Polet Airlines – MidlandsAviationHD YouTube

Operators: Here

An-124 very large cargo aircraft design

antonov_an_124_condor-05309.jpggetoutlines.com

The design of the AN-124 began in 1971. The aircraft fuselage has a double-deck layout. The cockpit, the relief crew compartment and the troop cabin with 88 seats are on the upper deck.

Rear cargo entry with ladder to rear upper deck – airlinereporter.com

The lower deck is the cargo hold. The flight deck has crew stations arranged in pairs for six crew: the pilot and co-pilot, two flight engineers, the navigator, and the communications officer. The loadmaster’s station is located in the lobby deck.

Antonov AN-124 Boeing 747-8F C-5 Galaxy Antonov AN-225
Payload 330,000lbs 295,800lbs 270,000lbs 418,834lbs
Length 226ft 3in 250ft 2in 247ft 1in 275ft 7in
Wingspan 240ft 5in 224ft 7in 222ft 9in 290ft 0in
Height 68ft 2in 63ft 6in 65ft 1in 59ft 5in
Max Take Off Weight 893,000lbs 987,000lbs 840,000lbs 1,410,958lbs

Source airlinereporter.com

Volga-Dnepr Airlines – Liam Gusman YouTube

Antonov An-225 Mriya Strategic airlifter: Details

The An-124 aircraft is fitted with a relatively thick (12%) swept-back super-critical wing to give high aerodynamic efficiency and, consequently, a long flight range.

The construction includes extruded skin panels on the wing, extruded plates for the centre-section wing panels and monolithic wafer plates for the fuselage panels. The aircraft structural members are made of composites that make up 1,500m² of the surface area.

Multi-leg landing gear and loading equipment ensure self-sufficient operation of the aircraft on prepared concrete runways and on unpaved strips.

The landing gear is self-orienting and incorporates a kneeling mechanism, which allows an adjustable fuselage clearance to assist the loading and unloading of self-propelled equipment.

Cargo systems

Onboard system of cargo handling equipment – photos Jonty Wilde

The onboard system of cargo handling equipment makes it possible to load and unload the aircraft without the help of ground facilities. The para-dropping and cargo handling equipment comprises two travelling cranes, two winches, rollgang and tiedown equipment.

Cargo handling equipment Volga-Dnepr Airlines An-124-100 – T24 YouTubeCargo handling equipment Volga-Dnepr Airlines An-124-100 – T24 YouTube

The aircraft is often compared to the US Lockheed Martin C-5 Galaxy. The An-124 has a transportation capability 25% higher than that of the C-5A and 10% higher than the C-5B.

photos Jonty Wilde

The two cargo hatches are a distinctive structural feature. The fuselage nose can be hinged upward to open the front cargo hatch and there is a cargo hatch in the rear fuselage.

wallhere.com

Source azfreighters.com

Avionics

airlinereporter.com

All systems are quadruple redundant. The onboard equipment provides the capability to execute airlift and para-drop missions by day and at night, in visual flight rules and instrument flight rules (VFR and IFR) weather conditions. There are 34 computers functioning aboard the aircraft, combined into four main systems: navigation, automatic piloting, remote control and monitoring.

airlinereporter.comPeephole from the cockpit to monitor the cargo hold  Volga-Dnepr– leorus77.livejournal.com

The integrated flight control and aiming-navigation system comprises an autonomous navigation system, altitude and air-speed indicating system, combat formation flight control equipment, short-range radio navigation and landing system, global positioning system, automatic radio compass, ground surveillance radar, forward-looking weather radar, optical and TV sight, and IFF equipment.

Galley aft of cockpit – airlinereporter.comCrew rest area – airlinereporter.comLadder leading up to front upper deck cockpit area – airlinereporter.com

The pressurized cabin accommodated a flight crew of six, along with accommodations for a relief crew. The aircraft was flown with a quadruplex fly-by-wire flight control system, and featured a triple-redundant inertial navigation system. It did not have a glazed nose. A pressurized passenger section with 88 seats was included behind the wing. Source airvectors.net

Upper deck crew rest area Volga-Dnepr Airlines An-124-100 – T24 YouTubescreenshot-www.youtube.com-2018.05.11-10-45-47Upper deck crew rest area Volga-Dnepr Airlines An-124-100 – T24 YouTubeUpper deck galley area Volga-Dnepr Airlines An-124-100 – T24 YouTubeUpper deck crew rest area Volga-Dnepr Airlines An-124-100 – T24 YouTubeRear upper deck hatch with ladder in up position Volga-Dnepr – leorus77.livejournal.com

An-124-210 and An-124-100M

Volga-Dnepr – Gdańsk112 – Jacas YouTube

Antonov, Aviastar and Air Foyle of the UK jointly submitted a proposal to the UK MoD for leasing of new versions, the An-124-210 and An-124-100M. An-124-210 will be equipped with a Rolls-Royce RB211-52H-T engine; An-124-100M with series 3 D-18 engines, produced by Progress Design Bureau in Zaporozhe.

Volga-Dnepr Airlines An-124-100 – T24 YouTube

These engines allow an increase in service range of 10% and reduced take-off distance.

Ivchenko-Progress D-18T 3M series engine

Designed to power heavy transport aircraft. Installed on the An-124 and An-124-100 Ruslan aircraft and the An-225 Mriya extra high load capacity transport aircraft. The engine has the Type Certificate. In conformity with existing ICAO Environmental Standards requirements. In commercial production since 1999.

Volga-Dnepr Airlines An-124-100 – T24 YouTube

Source ivchenko-progress.com

 Volga-Dnepr Airlines An-124-100 – T24 YouTube

TA18-200-124 APU

The plane has two separate APU — there will be one “full-time” and the new APU APU TA18-200-124 with a capacity of 60 kW generator.

Basic APU TA18-200 provides an air launch propulsion aircraft engines, power supply AC 115/200 V with power up to 60 kW, as well as to supply air to the air conditioning system and cabin interiors.

Optimizing turbocharger (centrifugal and centripetal turbine compressor), the combustion chamber, gear and mounted units allowed to provide fuel savings of 30% and a significant (2-fold) reduction in engine weight compared with the previously developed counterparts. The use of modular construction allows to effectively diagnose and repair the engine.

APU allows you to run up to the height of the plane’s engines in the 9,000 meters Operating temperature range — ± 60 ° C. Weight (without generator) of 190 kg. Initial assigned resource is 2000/4000 hours / launches. Assigned resource 12/15 thousand hours / launches. Source survincity.com

APU, the photo shows a nozzle and blades Volga-Dnepr – leorus77.livejournal.comAPU exhaust visible on both sides Volga-Dnepr – leorus77.livejournal.com

The engines are provided with 76 714 Imp gallons (348 740 litres) of fuel in ten integral wing tanks. This provides a range of 2 795 miles (4 500 km) when fully loaded. However, range varies considerably according to the load carried. For example, when carrying an 88 184 pound (40 000 kg) payload the range is a much greater 7 456 miles (12 000 km). Source aircraftinformation.info

The An-124-210 is a 120ft (36.5m)-long cargo freighter. The floor width and height of aircraft is 21ft (6.4m) and 14.4ft (4.3m) respectively, with 10.5ft (3.2m) below the crane.

Cargo area – wallhere.comextremecargogroup.com

The An-124-100M aircraft has the capacity to travel 4,500km at a height of up to 10,000m carrying a maximum load of 120t. The aircraft is 36m long and 4.4m high. It can operate under 60°C below zero and 45°C above zero.

Front loading ramp An-124-100 Antonov Design Bureau (Aviant, Antonov Airlines) – Vaibhav Shah YouTubeMain landing gear An-124-100 Antonov Design Bureau (Aviant, Antonov Airlines)  – Vaibhav Shah YouTubeAPU exhaust one on each side behind rear landing gear An-124-100 Antonov Design Bureau (Aviant, Antonov Airlines) – Vaibhav Shah YouTube

Both versions will be equipped with digital instrumentation and displays from Honeywell of the USA and Aviapribor of Russia, enabling the crew size to be reduced from six to four. Also fitted are a traffic alert collision avoidance system (TCAS 2000), ground proximity warning system and satellite communications system.

Upper deck exit door Volga-Dnepr – leorus77.livejournal.comEmergency escape shaft Volga-Dnepr – leorus77.livejournal.com

Specification

Source flugzeuginfo.net

Source azfreighters.com

Main picture Liam Gusman YouTube

Main material source airforce-technology.com

MQ-4C Triton Broad Area Maritime Surveillance (BAMS) UAS

MQ-4C Triton is a new broad area maritime surveillance (BAMS) unmanned aircraft system (UAS) unveiled by Northrop Grumman for the US Navy. The UAS will complement the navy’s Maritime Patrol and Reconnaissance Force family of systems, delivering SIGNET (signals intelligence), C4ISR and maritime strike capabilities.

The MQ-4C Triton programme is managed by the Persistent Maritime Unmanned Aircraft Systems Programme Office (PMA-262).

Details of the BAMS UAS programme

The BAMS UAS was acquired under a US Department of Defence (DoD) Acquisition Category (ACAT) 1D programme and Northrop Grumman was awarded a $1.16bn contract for the MQ-4C BAMS programme in April 2008. The programme saw the completion of preliminary design review in February 2010 and critical design review in February 2011.

northropgrumman.com

The first of the three fuselages of MQ-4C was completed in March 2011 and the ground station testing of multifunction active sensor (MFAS) radar was completed in November 2011.

The flight testing of MFAS on the Gulfstream II testbed aircraft began in February 2012. The first MQ-4C Triton was unveiled in June 2012, while the maiden flight for the UAS was conducted in May 2013.

The MQ-4C completed its ninth trial flight in January 2014 and operational assessment (OA) in February 2016. The US Navy intends to procure 68 MQ-4C Triton UAS to carry out surveillance missions, along with the manned P-8 Poseidon maritime patrol aircraft.

Navy gets first new Triton drone for ocean surveillance: Here

Excerpt

The Navy received its first operational MQ-4C Triton drone when the high altitude, long endurance unmanned aircraft landed at a Navy facility at Point Mugu, contractor Northrop Grumman announced Nov. 10.

The company said it expects to deliver a second Triton later this year.

Early next year, the Tritons will fly to Guam where the Navy is expected to make them officially operational, Thomas Twomey, senior manager of business development at Northrop Grumman, told C4ISRNET in April. The MQ-4C can fly for as long as 24 hours and at an altitude as high as 55,000 feet.

A small skeleton crew will perform launch and recovery tasks and then a larger group will fly the Triton remotely from Naval Air Station Jacksonville, he added.

Germany to buy MQ-4C Triton drone: Here

Excerpt

Germany’s defense ministry has decided to buy high-altitude MQ-4C Triton unmanned surveillance planes built by U.S. weapons maker Northrop Grumman Corp for deliveries after 2025, ministry sources said on Tuesday.

The new drones will replace the Euro Hawk program, which Berlin canceled in May 2013 after it became clear that it could cost up to 600 million euros to get the system approved for use in civil airspace.

MQ-4C Triton design features

MQ-4C Triton

The MQ-4C Triton is based on the RQ-4N, a maritime variant of the RQ-4B Global Hawk. The main aluminium fuselage is of semi-monocoque construction, while the V-tail, engine nacelle and aft fuselage are made of composite materials.

Global Hawk flying environmental mapping missions in Latin America, CaribbeanRQ-4B Global Hawk

New sensor payload capability available for Global Hawk: Here

Excerpt

A Northrop Grumman solution to enable the use of legacy and future sensor systems on its RQ-4 Global Hawk drone has been successfully demonstrated.

The test involved the use of a legacy SYERS-2 intelligence gathering sensor attached to the high-altitude, long-endurance drone through the use of the company’s innovative Universal Payload Adapter, a bracket mounted onto a Global Hawk airframe to support a wide variety of payloads.

With the success of the SYERS-2 flight, Northrop Grumman now plans to fly an Optical Bar Camera sensor and an MS-177 multi-spectral sensor later on the RQ-4 later this year.

File photos of MQ-4C Triton. Courtesy of Northrop Grumman.

The forward fuselage is strengthened for housing sensors and the radomes are provided with lightning protection, and hail and bird-strike resistance.

The UAS has a length of 14.5m, height of 4.7m and a wingspan of 39.9m. It can hold a maximum internal payload of 1,452kg and external payload of 1,089kg.

Mission capabilities of MQ-4C Triton BAMS UAS

MQ-4C Triton – northropgrumman.com

Key Features
• Provides persistent maritime ISR at a mission radius of 2,000 nm; 24 hours/7 days per week with 80% Effective Time on Station (ETOS)
• Land-based air vehicle and sensor command and control
• Afloat Level II payload sensor data via line-of-sight
• Dual redundant flight controls and surfaces
• 51,000-hour airframe life
• Due regard radar for safe separation
• Anti/de-ice, bird strike, and lightning protection
• Communications bandwidth management
• Commercial off-the-shelf open architecture mission control system
• Net-ready interoperability solution

Source northropgrumman.com

The MQ-4C is a high-altitude, long-endurance UAS, suitable for conducting continuous sustained operations over an area of interest at long ranges. It relays maritime intelligence, surveillance and reconnaissance (ISR) information directly to the maritime commander.

The UAS can be deployed in a range of missions such as maritime surveillance, battle damage assessment, port surveillance and communication relay. It will also support other units of naval aviation to conduct maritime interdiction, anti-surface warfare (ASuW), battle-space management and targeting missions.

The MQ-4C is capable of providing persistent maritime surveillance and reconnaissance coverage of wide oceanographic and littoral zones at a mission radius of 2,000 nautical miles. The UAS can fly 24 hours a day, seven days a week with 80% effective time on station (ETOS).

Payloads of Northrop’s unmanned system

Fra denne vinkelen synes de fleste sensorene i US Navys Triton: Lengst fram i nesepartiet er EO/IR-sensoren, kuppelen i midten er den MFAS-radaren («multifunction active sensor») og bakerst er ESM («electronic support measures») som identifiserer og lokaliserer marinefartøy. *** Local Caption *** Fra denne vinkelen synes de fleste sensorene i US Navys Triton: Lengst fram i nesepartiet er EO/IR-sensoren, kuppelen i midten er den MFAS-radaren («multifunction active sensor») og bakerst er ESM («electronic support measures») som identifiserer og lokaliserer marinefartøy. Translated – From this angle, most of the sensors appear in US Navys Triton: At the top of the nose section is the EO / IR sensor, the middle of the middle is the multifunction active sensor (MFAS) and the back is ESM (“electronic support measures”) identifies and locates marine vessels. *** Local Caption *** From this angle, most of the sensors appear in US Navys Triton: At the top of the nose is the EO / IR sensor, the middle of the center is the multifunction active sensor (MFAS) radar and the rear is ESM (“Electronic support measures”) that identifies and locates marine vessels.

The payload is composed 360° field of regard (FOR) sensors including multifunction active sensor (MFAS) electronically steered array radar, electro-optical / infrared (EO/IR) sensor, automatic identification system (AIS) receiver and electronic support measures (ESM). The payload also includes communications relay equipment and Link-16.

AN/ZPY-3 Multi-Function Active Sensor (MFAS)

northropgrumman.com

The AN/ZPY-3 MFAS is a 360-degree field-of-regard active electronically scanned array radar designed for maritime surveillance. The X-Band two-dimensional sensor features a combination of electronic scanning and a mechanical rotation, allowing the radar to spotlight a geographic area of interest for longer periods to increase detection capabilities of smaller targets, particularly in sea clutter.

northropgrumman.com

The AN/ZPY-3 MFAS sensor is the first radar system to provide full 360-degree persistent coverage of both open oceans and littoral regions from extremely long ranges.

northropgrumman.comnorthropgrumman.com

The AN/ZPY-3 MFAS sensor operates with a rotating sensor that incorporates electronic scanning and provides mode agility to switch between various surveillance methods. These include maritime-surface-search (MSS) mode for tracking maritime targets and inverse-synthetic-aperture radar (ISAR) mode for classifying ships.

northropgrumman.comnorthropgrumman.com

Image-while-scan capability is used to interleave very short duration ISAR functions (ISAR snapshot and high- range resolution) during MSS scans. Two synthetic aperture radar (SAR) modes are used for ground searches; spot SAR for images of the ground and stationary targets and strip SAR for images along a fixed line. Source northropgrumman.com

General data:
Type: Radar Altitude Max: 0 m
Range Max: 370.4 km Altitude Min: 0 m
Range Min: 0.2 km Generation: Late 2010s
Properties: Periscope/Surface Search – Advanced Processing [2000+], Moving Target Indicator (MTI), Pulse-only Radar, Active Electronically Scanned Array (AESA)
Sensors / EW:
AN/ZPY-3 MFAS AESA – (MQ-4C) Radar
Role: Radar, Surface Search, Long-Range
Max Range: 370.4 km

Source cmano-db.com

The MTS-B multispectral targeting system performs auto-target tracking and produces high-resolution imagery at multiple field-of-views and full motion video. The AN/ZLQ-1 ESM uses specific emitter identification (SEI) to track and detect emitters of interest.

MTS-B multispectral targeting system

northropgrumman.com

Multi-spectral targeting system (MTS) “B” AN/DAS-3

Raytheon’s Multi-Spectral Targeting System (MTS) is a turreted electro-optical/ infrared (EO/IR) sensor used in maritime and overland intelligence, surveillance and reconnaissance (ISR) missions.

It provides EO/IR, laser designation, and laser illumination capabilities integrated in a single sensor package.

The MTS product family of sensors, includes Compact MTS, MTS-A, MTS-B, MTS-C and MTS-D (AN/DAS-4).  Source raytheon.com

northropgrumman.com
General data:
Type: Infrared Altitude Max: 0 m
Range Max: 55.6 km Altitude Min: 0 m
Range Min: 0 km Generation: Infrared, 3rd Generation Imaging (2000s/2010s, Impr LANTIRN, Litening II/III, ATFLIR)
Properties: Identification Friend or Foe (IFF) [Side Info], Classification [Class Info] / Brilliant Weapon [Automatic Target Aquisition], Continous Tracking Capability [Visual], Periscope/Surface Search – Advanced Processing [2000+]
Sensors / EW:
AN/DAS-3 MTB-S [EO/IR] – (MC-4C, Multi-Spectral Targeting System) Infrared
Role: Infrared, Surveillance FLIR
Max Range: 55.6 km

Source cmano-db.com

AN/ZLQ-1 ESM

northropgrumman.com
General data:
Type: ESM Altitude Max: 0 m
Range Max: 926 km Altitude Min: 0 m
Range Min: 0 km Generation: Late 2000s
Sensors / EW:
AN/ZLQ-1 – (MQ-4C) ESM
Role: ELINT
Max Range: 926 km

Source cmano-db.com

Engine and performance of the US’s UAS

MQ-4C Triton is powered by a Rolls-Royce AE3007H turbofan engine. It is an advance variant of the AE3007 engine in service with the Citation X and the Embraer Regional Jet. The engine generates a thrust of 8,500lb

The UAS can fly at a maximum altitude of 60,000ft. It has a gross take-off weight of 14,628kg. Its maximum unrefuelled range is 9,950 nautical miles and endurance is 30 hours. The maximum speed is 357mph.

AE 3007H turbofan engine

northropgrumman.com

The AE 3007 turbofan engine is a high bypass, two shaft engine featuring a wide-chord single-stage low pressure (LP) compressor, 14-stage high pressure (HP) compressor followed by an effusion-cooled annular combustor, two stage high pressure (HP) turbine and a three stage low pressure (LP) turbine.

Specification AE 3007H
Thrust lbf (kN) 9,500 (42)
Bypass ratio 5.0
Pressure ratio 23
Length in (m) 115.08 (2.92)
Diameter in (m) 38.5 (0.98)
Basic weight lb (Kg) 1,644 (746)
Compressor 1LP, 14HP
Turbine 2HP, 3LP

Engine source rolls-royce.com

Operators: Here

Source northropgrumman.com

Ground control station

The UAS is operated from ground stations manned by a four-man crew, including an air vehicle operator, a mission commander and two sensor operators.

The ground station includes launch and recovery element (LRE) and a mission control element (MCE).

NAVAIRSYSCOM

The MCE performs mission planning, launch and recovery, image processing and communications monitoring.

The LRE controls related ground support equipment as well as landing and take-off operations.

NAVAIRSYSCOM

NAVAIR Flight Ready: Triton Airspace Integration

Published on Dec 22, 2015

Main material source naval-technology.com