又被俄罗斯坑？印度米格29K舰载机存致命缺陷

谁知道呢，不过阿三被啃不是第一次了，
海支点等于是阿三给毛子的新舰载机选型出资了，还充当验证部队。

这下好了，倒卡神机动力系统也出问题了

凑合用吧，要不用啥，LCA舰载型？？？

公鸡的阵风不是有舰载型吗？能上三哥的航母吗？
要不买f35,更高大上

三哥真的是毛子的提款机啊。         

米国爱抚十八咋不插一杠子

阿三部直属，人家需要高大上

还能怎么办啊？？

找兔子买歼15吧。

要没有歼15，被坑的就好是我们了

三哥在30年前买米格-29B的时候就被RD-33坑过一次，三十年后再次跌进同一个坑里，真心不容易：

The Indian Air Force (InAF) MiG-29 Experience:

The Comptroller and Auditor General of India published on 31March1993 the results of an in depth study on the operational performance and reliability of the MiG-29 aircraft. This study was first reported in Aviation Week & Space Technology during 25July1994 (pg.49), and has been obtained by author from Mr. Pushpindar Singh, of the Society of Aerospace Studies, New Delhi.
以下文字出自于AW&ST（航空迷都应该知道的杂志）1994年7月25日刊第49页。（引自的网站现已无法访问，这是我保存在硬盘中的部分内容。有条件的读者可以自行寻找该期AW&ST去阅读原文。）

65 x MiG-29 single-seat and 5 x dual-seat trainers with 48 x spare engines (sparing factor of 0.7/aircraft) were delivered between 1986 and 1990 at a total program cost of approximately $600 million that included initial spares and support. These aircraft were the first MiG-29's to ever leave the Soviet Union and were not up to the weapons system standard of those that went later to the Warsaw Pact allies. The aircraft were sent disassembled by sea, and re-assembled, and test flown in India. By 1990 three squadrons were operational. Two Flight Data Ground Processing Units were included to help pilots debrief their utilization of flight controls and systems. Expectations were that single-seat aircraft would fly 15 hours per month (180 hrs/yr) and dual-seat aircraft 20 hours per month (240 hrs/yr).

There were extensive problems encountered in operational and maintenance due to the large number of pre-mature failures of engines, components, and systems. Of the total of 189 engines in service, 139 engines (74%) failed pre-maturely and had been withdraw from service by July 1992, thus effectively shutting down operations. 62 of these engines had not even accomplished 50% of their 300 hours first overhaul point. Thus the desired serviceability showed a steadily decreasing trend.
在总数189台发动机中，有139台（74%）过早地发生了故障而退出服役，其中62台甚至没有撑到其300小时首翻期的一半。
（1990年才交付完全部70架飞机和48台备用发动机，到1992年7月就用废139台，真是神速。）

Engineering reports mainly attribute RD-33 failures to design/material deficiencies causing discolored engine oil (8), cracks in the nozzle guide vanes (31), and surprisingly, foreign object damage (FOD). The eight material deficient engines (discolored oil) were repaired by the contractor under warrantee provisions, but the engines had to be recycled to the manufacturer. The thirty-one engines with cracks in their nozzle guide vanes were fixed in the field by contractor teams and adjustments were made to the entire engine fleet. But even though the incidents reduced the occurrences of the cracks, they continued. But the FOD situation is the most interesting, especially after the inlet FOD doors received world press coverage, but there were other concerns about production quality control that led to problems.

Since the Indian Air Force received early model Fulcrum A's, some just after the 200th production article, there were quality control deficiencies that resulted in numerous pieces of FOD (foreign object damage) and tools being left behind after final construction inside of the aircraft. Remember that the Fulcrum skeleton is made first and then the skin is riveted over top, in the way aircraft were made in the fifties and sixties in the West. Nuts, bolts, tools, etc. all made their way to the engine bays and inlet ducts and when they were loosened up after accelerations they damaged engines and equipment.

On top of all this, it was discovered that the unique FOD doors on the MiG-29's inlets were not stopping material from getting into the engine ducts. Since the doors retracted "up" into the inlet, debris that was kicked up by the nose wheel lodged on or at the bottom of the door seal and then was ingested into the engine when the door opened during the nose gear lifted off the ground during takeoff.

This problem was known from the earliest days. After the first four MiG-29 prototypes were evaluated, the nose gear was moved further back, but nose wheel "mud-flaps" or guards were still required to protect the engine from flying debris. It took until 1988 before all delivered aircraft were so equipped, therefore the initial batch of InAF aircraft had to be locally retro-fitted with mud guards and that activity was not completed until June 1992. All costs were supposed to be re-imbursed by the contractor but Mikoyan reneged and left the InAF with $300,000 in liabilities. In subsequent MiG-29K/M models the FOD doors were replaced by screens that closed "down", forcing any debris out of the louvers repositioned to the lower side of the inlet duct..
故障分析报告，懒得翻了。

The Indian Air Force procurement contract was concluded in September 1986, and the first engine was expected to go into overhaul in 1989. However, four engines prematurely came up for overhaul and no repair facility had been prepared. As time went on, 115 of the 122 engines (94%) prematurely failed and had to be re-cycled through engine depots in Russia at great cost. Backlogs were created and only 79 (65%) engines returned on schedule. Even when a regional Indian repair facility was completed in August 1994, the high failure rates continued and the majority of broken engines had to be sent back to Russian depots. Self-sufficiency was achieved in 1994, only after the operations tempo was significantly reduced on a permanent basis. In the process of refurbishing failed engines, the total technical life of most of the engine fleet was effectively reduced from 800 hours / 8 years to 400 hours / 4 years, at a minimum. 所有发动机的技术全寿命从800小时/8年降低到最低400小时/4年。

Non-availability of radar and weapon system components also resulted in the grounding of seven aircraft for a period of six to twenty months. Two may have been damaged for life due to cannibalization. 雷达和武器系统故障使得7架飞机停飞达6～20个月，其中两架因在拆卸时受损而彻底报废。Besides this, a large number of subsystems and computers experienced unpredicted failures in the last four years which adversely effected the operational readiness of the squadrons. Some of the computers were field-repaired by specialists from the manufacturers, others were replaced. These repair costs were all in excess to the initial contract costs. It was noted that the 10 additional computers, which were imported, cost the InAF around $806,000. Two Flight Data Ground Processing Units quickly became unserviceable during their warranty period and have been lying un-utilized and un-repaired for over two years.

The InAF Headquarters also noted in March 1991 report that a severe shortage of product support equipment had resulted in the decline of fleet availability by 15-20%, which in turn, took negative effect on operational readiness and mission requirements.

三哥在30年前买米格-29B的时候就被RD-33坑过一次，三十年后再次跌进同一个坑里，真心不容易：

The Indian Air Force (InAF) MiG-29 Experience:

The Comptroller and Auditor General of India published on 31March1993 the results of an in depth study on the operational performance and reliability of the MiG-29 aircraft. This study was first reported in Aviation Week & Space Technology during 25July1994 (pg.49), and has been obtained by author from Mr. Pushpindar Singh, of the Society of Aerospace Studies, New Delhi.
以下文字出自于AW&ST（航空迷都应该知道的杂志）1994年7月25日刊第49页。（引自的网站现已无法访问，这是我保存在硬盘中的部分内容。有条件的读者可以自行寻找该期AW&ST去阅读原文。）

65 x MiG-29 single-seat and 5 x dual-seat trainers with 48 x spare engines (sparing factor of 0.7/aircraft) were delivered between 1986 and 1990 at a total program cost of approximately $600 million that included initial spares and support. These aircraft were the first MiG-29's to ever leave the Soviet Union and were not up to the weapons system standard of those that went later to the Warsaw Pact allies. The aircraft were sent disassembled by sea, and re-assembled, and test flown in India. By 1990 three squadrons were operational. Two Flight Data Ground Processing Units were included to help pilots debrief their utilization of flight controls and systems. Expectations were that single-seat aircraft would fly 15 hours per month (180 hrs/yr) and dual-seat aircraft 20 hours per month (240 hrs/yr).

There were extensive problems encountered in operational and maintenance due to the large number of pre-mature failures of engines, components, and systems. Of the total of 189 engines in service, 139 engines (74%) failed pre-maturely and had been withdraw from service by July 1992, thus effectively shutting down operations. 62 of these engines had not even accomplished 50% of their 300 hours first overhaul point. Thus the desired serviceability showed a steadily decreasing trend.
在总数189台发动机中，有139台（74%）过早地发生了故障而退出服役，其中62台甚至没有撑到其300小时首翻期的一半。
（1990年才交付完全部70架飞机和48台备用发动机，到1992年7月就用废139台，真是神速。）

Engineering reports mainly attribute RD-33 failures to design/material deficiencies causing discolored engine oil (8), cracks in the nozzle guide vanes (31), and surprisingly, foreign object damage (FOD). The eight material deficient engines (discolored oil) were repaired by the contractor under warrantee provisions, but the engines had to be recycled to the manufacturer. The thirty-one engines with cracks in their nozzle guide vanes were fixed in the field by contractor teams and adjustments were made to the entire engine fleet. But even though the incidents reduced the occurrences of the cracks, they continued. But the FOD situation is the most interesting, especially after the inlet FOD doors received world press coverage, but there were other concerns about production quality control that led to problems.

Since the Indian Air Force received early model Fulcrum A's, some just after the 200th production article, there were quality control deficiencies that resulted in numerous pieces of FOD (foreign object damage) and tools being left behind after final construction inside of the aircraft. Remember that the Fulcrum skeleton is made first and then the skin is riveted over top, in the way aircraft were made in the fifties and sixties in the West. Nuts, bolts, tools, etc. all made their way to the engine bays and inlet ducts and when they were loosened up after accelerations they damaged engines and equipment.

On top of all this, it was discovered that the unique FOD doors on the MiG-29's inlets were not stopping material from getting into the engine ducts. Since the doors retracted "up" into the inlet, debris that was kicked up by the nose wheel lodged on or at the bottom of the door seal and then was ingested into the engine when the door opened during the nose gear lifted off the ground during takeoff.

This problem was known from the earliest days. After the first four MiG-29 prototypes were evaluated, the nose gear was moved further back, but nose wheel "mud-flaps" or guards were still required to protect the engine from flying debris. It took until 1988 before all delivered aircraft were so equipped, therefore the initial batch of InAF aircraft had to be locally retro-fitted with mud guards and that activity was not completed until June 1992. All costs were supposed to be re-imbursed by the contractor but Mikoyan reneged and left the InAF with $300,000 in liabilities. In subsequent MiG-29K/M models the FOD doors were replaced by screens that closed "down", forcing any debris out of the louvers repositioned to the lower side of the inlet duct..
故障分析报告，懒得翻了。

The Indian Air Force procurement contract was concluded in September 1986, and the first engine was expected to go into overhaul in 1989. However, four engines prematurely came up for overhaul and no repair facility had been prepared. As time went on, 115 of the 122 engines (94%) prematurely failed and had to be re-cycled through engine depots in Russia at great cost. Backlogs were created and only 79 (65%) engines returned on schedule. Even when a regional Indian repair facility was completed in August 1994, the high failure rates continued and the majority of broken engines had to be sent back to Russian depots. Self-sufficiency was achieved in 1994, only after the operations tempo was significantly reduced on a permanent basis. In the process of refurbishing failed engines, the total technical life of most of the engine fleet was effectively reduced from 800 hours / 8 years to 400 hours / 4 years, at a minimum. 所有发动机的技术全寿命从800小时/8年降低到最低400小时/4年。

Non-availability of radar and weapon system components also resulted in the grounding of seven aircraft for a period of six to twenty months. Two may have been damaged for life due to cannibalization. 雷达和武器系统故障使得7架飞机停飞达6～20个月，其中两架因在拆卸时受损而彻底报废。Besides this, a large number of subsystems and computers experienced unpredicted failures in the last four years which adversely effected the operational readiness of the squadrons. Some of the computers were field-repaired by specialists from the manufacturers, others were replaced. These repair costs were all in excess to the initial contract costs. It was noted that the 10 additional computers, which were imported, cost the InAF around $806,000. Two Flight Data Ground Processing Units quickly became unserviceable during their warranty period and have been lying un-utilized and un-repaired for over two years.

The InAF Headquarters also noted in March 1991 report that a severe shortage of product support equipment had resulted in the decline of fleet availability by 15-20%, which in turn, took negative effect on operational readiness and mission requirements.

这类型的军品本来就是极限状态下运行的东西，极限状态下可靠性本来就容易出问题，和商品可不一样！可不像日常用品一样的可靠，重量要求最轻，功率要求最大！就像弹道导弹一样。10次发射能有9次成功就算不错，可以服役了一样。所以没什么值得大惊小怪的。。

同期交付东德人民军空军的米格-29上的RD33发动机在德国人的维护（以及限制推力）下，首翻期从350小时延长到700～750小时。

问题来了，印度等的话能不能信？

不当提款机的阿三不是好阿三

三哥自己就不能吸取教训么？
下次买大黄蜂，找美国公司帮助造航母

三哥自己就不能吸取教训么？
下次买大黄蜂，找美国公司帮助造航母
印度当年核武实验被美国武器禁运，就是吸取了教训，主力装备绝对不能买美帝的，否则到时候零备件供应停止了就只能把战机当摆设了。

印度自己作死，中型机选米格35就没这么多事了

三哥自己就不能吸取教训么？
下次买大黄蜂，找美国公司帮助造航母
阿三自己的维护水平渣得一比也占绝大一部分原因。

7n39 发表于 2016-8-12 13:48
这下好了，倒卡神机动力系统也出问题了
29K可不是倒卡啊，雷达好像还挺好的，航电比较先进啊

如果是美帝装备，问题估计不会这么大，尤其是超级大黄蜂。
美帝的维护标准是几百上千页，目前是直接用ipad的，阿三直接照本宣科地搞维护就行了。印度买了p8i多架了，而且还要买，装备也有几年了，没看到这种投诉啊。泥马，倒是美帝自己投诉一堆，包括虚警率过高，通讯系统干扰等。波音不知道面对阿三和美帝自己，是什么感受。
毛子那个最适合天朝了，搞个维护，它派来的工程师能把老底和技术思路都透给我们。波音或者洛马的工程师要是这么做，回去FBI就要在机场列队欢迎他了

尘世游人 发表于 2016-8-12 18:20
阿三自己的维护水平渣得一比也占绝大一部分原因。

如果是美帝装备，问题估计不会这么大，尤其是超级大黄蜂。
美帝的维护标准是几百上千页，目前是直接用ipad的，阿三直接照本宣科地搞维护就行了。印度买了p8i多架了，而且还要买，装备也有几年了，没看到这种投诉啊。泥马，倒是美帝自己投诉一堆，包括虚警率过高，通讯系统干扰等。波音不知道面对阿三和美帝自己，是什么感受。
毛子那个最适合天朝了，搞个维护，它派来的工程师能把老底和技术思路都透给我们。波音或者洛马的工程师要是这么做，回去FBI就要在机场列队欢迎他了

网易网易科技IT业界
FAA批准iPad进入大型客机驾驶舱协助飞行
0

本周五开始，美国航空公司的机长将开始使用iPad来管理导航和飞行操作，以取代沉重的文件图表和手册，此举已经获得FAA的批准。
这也是iPad被批准上飞机驾驶舱以来第一次在大型客机中应用，首次用iPad执行飞行任务的飞机是波音777，飞行员将完全使用iPad来替代航图和手册以提高效率，iPad将参与从起飞到降落的所有飞行阶段，FAA已经对此进行了数千小时的测试和评估。
(本文来源：cnbeta 作者：ugmbbc)



网易网易科技IT业界
FAA批准iPad进入大型客机驾驶舱协助飞行
0

本周五开始，美国航空公司的机长将开始使用iPad来管理导航和飞行操作，以取代沉重的文件图表和手册，此举已经获得FAA的批准。
这也是iPad被批准上飞机驾驶舱以来第一次在大型客机中应用，首次用iPad执行飞行任务的飞机是波音777，飞行员将完全使用iPad来替代航图和手册以提高效率，iPad将参与从起飞到降落的所有飞行阶段，FAA已经对此进行了数千小时的测试和评估。
(本文来源：cnbeta 作者：ugmbbc)

毛子什么事都做得出来，毫无人性的

要没有歼15，被坑的就好是我们了
没错，自主生产才是最重要的。阿三自掏腰包给毛子做小白鼠。

所以军火采购最好还是成熟型号

lixiaoyong 发表于 2016-8-12 13:55
公鸡的阵风不是有舰载型吗？能上三哥的航母吗？
要不买f35,更高大上
买15

毛子货不靠谱，阿三更不靠谱

yes413a 发表于 2016-8-12 14:02
米国爱抚十八咋不插一杠子
好像都参加过竞标吧？

三哥不差钱，今天我还看帖子说三哥准备十年内投1500亿刀给陆军，米格29K不好使用阵风，用F18，用肥电，所以无非再多花点钱的事呗，反正有回扣拿。。。。

公鸡的阵风不是有舰载型吗？能上三哥的航母吗？
要不买f35,更高大上
滑跃起飞本来就比飞机要求更低些，阵风估计也可以在三哥的航母上使用。

lixiaoyong 发表于 2016-8-12 13:55
公鸡的阵风不是有舰载型吗？能上三哥的航母吗？
要不买f35,更高大上
阵风估计高卢鸡会趁机坐地起价，F35是美帝盟友才能有的，会卖给印度吗？

老毛子能不能用心点，万一阿三粪发涂墙了呢？

三哥在30年前买米格-29B的时候就被RD-33坑过一次，三
阿三表示 :怎么着也30年了，我们不差钱
来自: 手机APP客户端

  @ahhsxg 2016-8-12 18:48
    引用:这下好了，倒卡神机动力系统也出问题了29K可不是倒卡啊，雷达好像还挺好的，航电比较先进啊
    -----------------------你错了，就是倒卡雷达，甲虫M和歼82M一样的雷达，所谓的什么pD，相控阵现在还只停留在ppt上来自: iPhone客户端

公鸡的阵风不是有舰载型吗？能上三哥的航母吗？
要不买f35,更高大上
f35辣么重，4万小舢板伺候不了吧

@ahhsxg 2016-8-12 18:48
    引用:这下好了，倒卡神机动力系统也出问题了29K可不是倒卡啊，雷达好像还挺 ...
真的假的，不是pd吗？

毛子什么事都做得出来，毫无人性的
竟然不听美匪话呗?

@ahhsxg 2016-8-12 18:48
    引用:这下好了，倒卡神机动力系统也出问题了29K可不是倒卡啊，雷达好像还挺 ...
倒什么卡呀，根本就没装雷达，纸糊的

tu26160 发表于 2016-8-12 13:41
谁知道呢，不过阿三被啃不是第一次了，
海支点等于是阿三给毛子的新舰载机选型出资了，还充当验证部队。
谁知道呢，不过阿三肯定也不会是最后一次。
千金难买我家三哥乐意，反正售前和售后，人大毛就是俩张脸，
售前：（出卖我的爱，你背了良心债......）
售后： （......放肆桀骜，事恶道险，终究难逃......）