An-225 Mriya – the largest aircraft in the world
An-225 “Mriya” (translated from Ukrainian as “dream”) is the heaviest cargo-lifting aircraft ever taken into the air. The maximum take-off weight of the aircraft is 640 tons. The reason for the construction of the An-225 was the need to create
aviation
transport system for the project of the Soviet reusable spacecraft “Buran”. The plane exists in a single copy.
The aircraft was designed in the USSR and built in 1988 at the Kiev Mechanical Plant.
“Mriya” set a world record for takeoff weight and payload. On March 22, 1989, the An-225 flew with a load of 156.3 tons, thereby simultaneously breaking 110 world aviation records, which is a record in itself.
Since the start of operation, the aircraft has flown 3,740 hours. If we assume that the average flight speed (taking into account take-off, climb, cruising, descent, approach) is about 500 km/h, then we can calculate the approximate value of the kilometers traveled: 500 x 3740 = 1,870,000 km (more than 46 revolutions around the Earth along the equator).
The scale of the An-225 is amazing: the length of the aircraft is 84 meters, the height is 18 meters (like a 6-story, 4-entrance house)
A visual comparison of the Mriya and the passenger Boeing 747.
If we take the largest of the Boeing 747-800 as a basis, then the length of the An-225 will be 8 meters longer, and the wingspan will be 20 meters longer.
Compared to the Airbus A380, the Mriya is 11 meters longer, and its wingspan is almost 9 meters longer.
It happens that the airport does not have adequate parking for such a large aircraft, and it is parked directly on the runway.
Of course, we are talking about an alternate runway, if the airport has one.
The wingspan is 88.4 meters and the area is 905 m²
The only aircraft superior to the An-225 in terms of wingspan is the Hughes H-4 Hercules, which belongs to the class of flying boats. The ship took off only once, in 1947. History
this aircraft was reflected in the film “The Aviator”
Since the Buran spacecraft itself and the blocks of the Energia launch vehicle had dimensions exceeding the dimensions of the Mriya’s cargo compartment, the new aircraft provided for securing cargo from the outside. In addition, it was planned that the aircraft would be used as the first stage for the launch of a spacecraft.
The formation of a wake from a large cargo attached to the top of the aircraft required the installation of a double-finned tail unit to avoid aerodynamic shading.
The aircraft is equipped with 6 D-18T engines.
At takeoff mode, each engine develops a thrust of 23.4 tons (or 230 kN), i.e. the total thrust of all 6 engines is 140.5 tons (1380 kN)
It can be assumed that each engine produces about 12,500 horsepower at takeoff!
The D-18T engines of the An-225 aircraft are the same as those on the An-124 “Ruslan”.
The height of such an engine is 3 m, width 2.8 m, and weight more than 4 tons.
Starting system – air, with electric automatic control. The auxiliary power unit, consisting of two TA-12 turbo units installed in the left and right fairings of the chassis, provides autonomous power to all systems and engine starting.
The mass of fuel in the tanks is 365 tons, it is placed in 13 wing caisson tanks.
The aircraft can remain in the air for 18 hours and cover a distance of over 15,000 km.
The refueling time for such a machine ranges from half an hour to a day and a half, and the number of refuelers depends on their capacity (from 5 to 50 tons), i.e. from 7 to 70 refuelers.
The aircraft’s fuel consumption is 15.9 tons/h (in cruising mode)
When fully loaded, the aircraft can remain in the sky without refueling for no more than 2 hours.
The landing gear includes a two-post nose and 14-post main (7 legs on each side) landing gear.
Each stand has two wheels. Total 32 wheels.
Wheels require replacement every 90 landings.
Tires for Mriya are produced at the Yaroslavl Tire Plant. The price of one tire is about $1000.
On the bow strut there are wheels measuring 1120 x 450 mm, and on the main strut there are wheels measuring 1270 x 510 mm.
The pressure inside is 12 atmospheres.
Since 2001, the An-225 has been performing commercial cargo transportation as part of Antonov Airlines
Cargo compartment dimensions: length – 43 m, width – 6.4 m, height – 4.4 m.
The cargo cabin of the aircraft is sealed, which allows the transportation of various types of cargo. Inside the cabin you can place 16 standard containers, up to 80 cars and even heavy-duty BelAZ dump trucks. There is enough space here to fit the entire body of a Boeing 737.
Access to the cargo compartment is through the nose of the aircraft, which folds up.
The process of opening/closing the cargo compartment ramp takes no more than 10 minutes.
To unfold the ramp, the aircraft performs the so-called “elephant bow”.
The nose landing gear tilts forward, and the weight of the aircraft is transferred to auxiliary supports, which are installed under the front threshold of the cargo compartment.
Auxiliary support.
Control panel for the aircraft’s “squat” system.
This loading method has a number of advantages compared to the Boeing 747 (which is loaded through a compartment in the side of the fuselage.
“Mriya” is a record holder for the weight of cargo transported: commercial – 247 tons (which is four times the maximum payload of a Boeing 747), commercial monocargo – 187.6 tons, and an absolute record for carrying capacity – 253.8 tons. On June 10, 2021, the longest cargo in the history of air transportation was transported – two wind turbine blades, each 42.1 m long.
To ensure safe flight, the center of gravity of a loaded aircraft must be within certain limits along its length. The load master performs loading in strict accordance with the instructions, after which the co-pilot checks the correct placement of the cargo and reports this to the crew commander, who makes a decision on the possibility of carrying out the flight and is responsible for this.
The aircraft is equipped with an on-board loading complex consisting of four lifting mechanisms, each with a lifting capacity of 5 tons.
In addition, two floor winches are provided for loading non-self-propelled wheeled vehicles and cargo on the loading ramp.
This time, the An-225 was chartered by the French engineering company Alstom to transport 170 tons of cargo from Zurich, Switzerland to Bahrain with refueling in Athens and Cairo.
This is a turbine rotor, a turbine generator for generating electricity and components.
Flight manager Vadim Nikolaevich Deniskov.
To tow the An-225 aircraft, it is impossible to use the carrier of aircraft from other companies, so the carrier is transported on board the aircraft.
And since the aircraft is not equipped with a rear cargo hatch and the towing carrier is unloaded and loaded through the front cargo hatch, which requires a full cycle of squatting the aircraft onto the front landing gear, as a result, at least 30 minutes are lost and the resource of the aircraft structure and system is unjustifiably consumed squats.
Technician-foreman for aircraft maintenance.
To ensure turns when the aircraft moves on the ground, the last four rows of the main support struts are made orientable.
Aircraft maintenance technician: specialization in hydraulic systems and landing gear.
The heavy weight of the aircraft causes the landing gear to leave marks on the asphalt.
Ladder and hatch to the cockpit.
The passenger compartment is divided into 2 parts: the aircraft crew is in the front, and the accompanying and maintenance personnel are in the rear.
The cabins are sealed separately – they are separated by a wing.
The rear part of the accompanying cabin is intended for eating, working with technical documentation and holding conferences.
The aircraft has 18 seats for rest of crew members and members of the engineering and technical team – 6 seats in the front cabin and 12 in the rear.
Staircase and hatch to the attendant cabin in the rear of the aircraft.
Technical compartment located at the rear of the flight deck.
On the shelves you can see the blocks that ensure the operation of various aircraft systems, and the pipelines of the pressurization and air conditioning systems and the anti-icing system. All aircraft systems are highly automated and require minimal crew intervention during operation. Their work is supported by 34 on-board computers.
Wall of the front center section spar. It is installed (from top to bottom): the slats transmission and air bleed pipelines from the engines.
In front of it are stationary cylinders of the fire protection system with the fire extinguishing agent “Freon”.
Stickers – souvenirs from numerous visitors on the panel on the plane’s emergency escape hatch flap.
The farthest point from the base airport that the plane was able to visit was the island of Tahiti, part of French Polynesia.
The distance along the shortest arc of the globe is about 16,400 km.
Rynda An-225
Vladimir Vladimirovich Mason mentioned in the engraving is an aircraft operation engineer who worked at Mriya for many years.
Aircraft commander (PIC) – Vladimir Yurievich Mosin.
To become an An-225 commander, you must have at least 5 years of experience flying an An-124 aircraft as a commander.
Weight and alignment control is simplified by installing a weight-measuring system on the chassis.
The aircraft crew consists of 6 people:
aircraft commander, co-pilot, navigator, senior flight engineer, aviation equipment flight engineer, flight radio operator.
ORES
To reduce the effort on the throttles and increase the accuracy of setting engine operating modes, a remote engine control system is provided. In this case, the pilot makes a relatively small effort to use cables to move the lever of an electromechanical device mounted on the engine, which reproduces this movement on the fuel regulator lever with the necessary force and accuracy. For the convenience of joint control during takeoff and landing, the throttle levers of the outermost engines (RUD1 and RUD6) are linked, respectively, with RUD2 and RUD5.
The control wheel of the largest aircraft in the world.
Aircraft control is booster i.e. The control surfaces are deflected solely with the help of hydraulic steering actuators, if they fail, it is impossible to control the aircraft manually (with an increase in the required effort). Therefore, quadruple redundancy was applied. The mechanical part of the control system (from the steering wheel and pedals to hydraulic steering actuators) consists of rigid rods and cables.
The total length of these cables is: the aileron control system in the fuselage – about 30 meters, in each console (left, right) of the wing – approximately 35 meters; elevator and rudder control systems – about 65 meters each.
With an empty plane, 2400 m of runway is enough for takeoff and landing.
Takeoff with maximum weight – 3500 m, landing with maximum weight – 3300 m.
At the executive start, warming up of the engines begins, which takes about 10 minutes.
This prevents engine surging during takeoff and ensures maximum takeoff thrust. Of course, this requirement leads to the fact that: takeoff is carried out during a period of minimal airport congestion, or the plane waits a long time for its turn to take off, missing scheduled flights.
The take-off and landing speed depends on the take-off and landing weight of the aircraft and ranges from 240 km/h to 280 km/h.
The climb is carried out at a speed of 560 km/h, with a vertical speed of 8 m/s.
At an altitude of 7100 meters, the speed increases to 675 km/h with further continued climb to flight level.
An-225 cruising speed – 850 km/h
When calculating cruising speed, the weight of the aircraft and the flight range that the aircraft must cover are taken into account.
Dmitry Viktorovich Antonov – senior captain.
Middle panel of the pilots’ instrument panel.
Backup instruments: attitude indicator and altitude indicator. Fuel lever position indicator (FLU), engine thrust indicator (ET). Indicators of deviation of control surfaces and take-off and landing devices (slats, flaps, spoilers).
Senior flight engineer’s instrument panel.
In the lower left corner there is a side panel with controls for the hydraulic complex and a chassis position alarm. Top left panel of the aircraft fire protection system. At the top right is a panel with controls and control devices: starting the APU, the supercharging and air conditioning system, the anti-icing system and the signal panel block. At the bottom is a panel with controls and controls for the fuel supply system, engine operation control and the on-board automated control system (BASK) of all aircraft parameters.
Senior on-board engineer – Alexander Nikolaevich Polishchuk.
Instrument panel for monitoring engine operation.
On the left, at the top is a vertical indicator of the position of the fuel levers. Large round instruments are speed indicators for the high-pressure compressor and engine fan. Small round instruments are indicators of oil temperature at the engine inlet. The block of vertical instruments at the bottom shows the amount of oil in the engine oil tanks.
Aeronautical equipment engineer’s dashboard.
Controls and monitoring devices for the aircraft’s power supply system and oxygen system are located here.
Navigator – Anatoly Binyatovich Abdullaev.
Flight over Greek territory.
Navigator-instructor – Yaroslav Ivanovich Koshitsky.
Flight operator – Gennady Yurievich Antipov.
The ICAO call sign for the An-225 on the flight from Zurich to Athens was ADB-3038.
On-board engineer – Yuri Anatolyevich Mindar.
Athens airport runway.
Landing at night on Mriya is carried out instrumentally, i.e. using instruments, from the leveling height and before touching down – visually. According to the crew, one of the most difficult landings is in Kabul, which involves high mountains and many obstacles. The approach begins at a speed of 340 km/h to an altitude of 200 meters, then the speed is gradually reduced.
Landing is carried out at a speed of 295 km/h with the mechanization fully extended. It is allowed to touch the runway at a vertical speed of 6 m/s. After touching the runway, reverse thrust is immediately switched to engines 2 to 5, while engines 1 and 6 are left at idle. The landing gear is braked at a speed of 140-150 km/h until the aircraft comes to a complete stop.
Aircraft service life – 8000 flight hours, 2000 takeoffs and landings, 25 calendar years.
The aircraft can still fly until December 21, 2021 (25 years since the start of its operation), after which a thorough study of its technical condition will be carried out and the necessary work will be carried out to ensure an extension of the calendar service life to 45 years.
Due to the high cost of transportation on the An-225, orders appear only for very long and very heavy cargo, when transportation by land is not possible. Flights are random: from 2-3 per month to 1-2 per year. From time to time there is talk about building a second copy of the An-225 aircraft, but this requires an appropriate order and appropriate funding. To complete the construction, an amount of approximately $90 million is required, and taking into account testing, it increases to $120 million.
Perhaps this is one of the most beautiful and impressive aircraft in the world.
Thanks to Antonov Airlines for their help in organizing the photography!
Dubai Air Show: it became clear what the main advantage of the su-75 checkmate is over the f-35 – articles – armies and wars – free press
The 17th international aerospace exhibition in the UAE “Dubai Airshow 2021”, in essence, means the beginning of the post-Covid world, despite the fact that many countries, including Russia, are still at risk. Western media write that the industry has suffered greatly during the pandemic, but the large aviation crowd is clearly benefiting the leading players.
Like two years ago, at Dubai Airshow 2021, the first two violins are played by Boeing and Airbus. Their representatives said they were already discussing the final details of multibillion-dollar deals with Gulf countries. The Americans brought a Boeing 777X passenger plane to Dubai, expecting to hear an admiring “wow” from everyone. But the Middle East’s largest carrier, Dubai’s Emirates, which has already ordered 126 of the jets, has expressed disappointment, with ill-concealed irritation, at the delay in deliveries, which, barring certification problems, will not take place until the end of 2023.
Apparently, the Boeing 777X did not impress the audience at the Dubai Airshow 2021. By and large, the Americans did not bring anything breakthrough, except for micro-improvements that PR people are trying to pass off as super-duper. It is clear that the world’s airlines have long ceased to count on strong progress that could fundamentally reduce the cost of transportation.
The same picture seems to be observed with our MS-21 with the PD-14 engine. “Well, we did it. Well done. So what”. Foreign customers adhere to the rule “they don’t look for good from good.” The Irkut aircraft still has to prove its right to deal with foreign companies through impeccable service within Russia.
However, according to the Associated Press, the first day of the air show on Sunday attracted a lot of attention to military equipment from countries such as the Russian Federation and Israel. Crowds were observed near Jewish drones presented by Israel Aerospace Industries. But the real star of the Dubai Airshow 2021 was “the Checkmate fighter jet, which was shown to journalists and experts in a specially built hangar with a display of laser beams reflected from a mirrored ceiling.”
The AP publication especially notes that the Su-75 with a base price of $35 million is a competitor to the American F-35 Lightning II, which is almost three times more expensive and which the UAE wants to acquire at any cost, including due to such a heavy image losses in the Islamic world, as recognition of Israel. Now the sheikhs are praising Checkmate, but in a way that supposedly jealous Americans will notice.
However, Western experts strongly doubt that the US-controlled Gulf states will buy the Su-75, although the Arabs have recently increasingly allowed themselves small holidays of defiance. As a result, sales of Russian equipment to the Gulf countries have increased in recent years. “The UAE likes the idea of developing ties with the Russian defense industry, but mainly this is a way to send a signal to the United States,” says Jean-Loup Samaan
, a senior fellow at the Middle East Institute of the National University of Singapore, quoted by the Associated Press.
The fact that Arabs are crowding around the Russian fighter jet, which Moscow plans to take off in 2023 and go on sale in 2026, also means another important signal to Washington. Dubai entered into a series of agreements with Beijing on Huawei 5G technologies, which became a red rag for the Americans, so undesirable that the United States slowed down a deal to supply the UAE with 50 F-35 fighter jets.
It is not difficult to understand the sheikhs from Dubai: they “smeared themselves in shit” in front of their coreligionists by recognizing Israel only because the Yankees promised to supply their light stealth fighter. But the Americans unexpectedly set another condition that could set the Gulf countries at odds with China. So the Su-75 has good preconditions for commercial success, of course, if Checkmate turns out to be a real rival to the Lightning II.
American experts, however, believe that the Su-75 is not the fighter “that it claims to be.” The new product of the Russian military aviation industry is presented as a light tactical aircraft, but at the Dubai Airshow 2021 the Yankees saw a middle-class fighter. It is still unclear whether this is an advantage or a disadvantage compared to its American competitor. They say that the Checkmate’s dimensions (length 17.3 m, wingspan – 11.9 m) are closer to the Su-57 according to the NATO codification Felon, which translates as “Criminal” (length 19.4 m, wingspan -14 m) than the F-35 (length 15.57 m, wingspan 10.67 m).
On the one hand, a larger aircraft can afford to carry more equipment and ammunition, on the other hand, its stealth deteriorates. It is now impossible to give any assessment of how balanced the Su-75 is in terms of power/invisibility ratio. When it takes off, then it will be possible to draw a conclusion. However, 3D thrust vectoring is a major advantage for the Checkmate over the F-35, as maneuverability is still valued by customers.
American widely quoted expert Tyler Rogoway
sees in the Su-75 a remake of the Su-57 with the preservation of all already proven schemes and technologies, which, of course, gives a head start to the new Sukhoi. It feels like the Checkmate is a very serious cleanup after the Felon, which includes a chin scoop and a V-tail. However, these alterations, given the experience of the designers, will not take much time, which makes the first flight as early as 2023 quite realistic.
If you look at the American experience of stealth aircraft, the first thing that catches your eye is the gradual disappearance of the term “5th generation” from the vocabulary of the overseas expert community. The second seems to be that the Su-57 is destined for the same fate as the F-22. Probably, 70 vehicles, as stated, will be produced, and then the emphasis will be on the Su-75, which, with a successful start, will become the basic tactical aircraft of the Russian Air Force with a relatively short range of up to 2200 km. Of course, you can hang tanks on the Checkmate, but this is not good for a stealth aircraft.
Let us also add that Russia is not the United States, although the United States is far from a small state. The size of our Motherland and, most importantly, the close proximity of NATO allies suggest that fighters with a flight range of up to 4 thousand km will have to defend our air borders. Therefore, it is possible that the good old “flanker” modification of the Su-35 will survive both the Su-57 and Su-75, flying NATO aircraft until the middle of the 21st century.
The same Tyler Rogoway is convinced that Checkmate is primarily a commercial project designed to worsen the image of the United States as a hegemonic country. They say that while the United States is pushing with China, shouting “I’m going to hit you,” the Russians will try to sell their cars to countries caught between two fires, such as Turkey and India today.
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Making a model of the F3P CLIK hall complex. I came across spare parts for a broken CLIK model. Not so long ago, this was a very common model for indoor flights. I saw her several times
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After completing the project of a large glider made of foam plastic and sticks, our friend pilot designer OLEGSS R, Novosibirsk, took on the implementation of the next “big project” of an airplane-type glider. K
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I bring to your attention another option for a radio-controlled wing for combat. After making a large series of “match” combat wings for air combat competitions, I came across a small one
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I present to your attention the development of the pilot designer OLEGSS R, Novosibirsk. Initially, the model was developed as a simple tool for training in the gym. I quote the Author on this
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After the production of the standard version of this aircraft in the F3P variant. I decided to make the same airplane only with the propeller located in the middle of the body. Actually, this development is called F3P 4D,
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I bring to your attention another project of our friend pilot designer OLEGSS R, Novosibirsk. This time, the restless craftsman got the idea to make a huge glider from
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I bring to your attention the project of our friend OLEGSS R, Novosibirsk. Another topic on a number of design decisions that follow from one another. A large
was made for the city day
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1,174
Wandering around the Internet I came across an interesting drawing of an indoor airplane. The prototype was developed quite a long time ago in the shaggy year. When did the F3P class begin – aerobatic aircraft models
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I present to your attention a throwing wing made by our good friend OLEGSS R, Novosibirsk. The author made this sports equipment in the hope of flying in dynamic currents. But
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After making a “carbon indestructible aircraft for training,” the necessary skills were acquired to work with carbon rods and sticks. As well as methods for covering the structure. Selected
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I present to your attention an aerobatic model of the “BANZAI mark II” aircraft. The model is made of ceiling tiles with the addition of plywood, slats and plastic by pilot designer OLEGSS R, Novosibirsk.
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Another project of a “volumetric” airplane made of foam plastic using new solutions in the design of the model from the pilot designer of OLEGSS R, Novosibirsk. Not quite an original version, rather creative
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In the context of preparations for the new indoor season, a new aircraft project has been started. It’s time to try carbon film technologies. Starting this project, the pilot designer decided to make a model
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I present to your attention a “crossplane”. This model was made by pilot-designer OLEGSS R, Novosibirsk. After rummaging around on the Internet, I found out that this third model is completely
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The OLYMPUS aerobatic aircraft is a continuation of the aerobatic aircraft project of the pilot designer OLEGSS R, Novosibirsk. And also the transition to a new level of model design, from
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Once in a model building, our friend OLEGSS R, Novosibirsk, after drinking special aircraft modeling tea, decided to make an unusual airplane. Here is a picture of this box of tea. Design and
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The author of this homemade product decided to make a small copter that can be launched indoors. The peculiarity of this aircraft is not only its size (the copter fits in the palm of your hand),
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Airplane models tend to become boring and the eye becomes blurry. I want new solutions and new ideas. The creator of this model of the indoor aircraft OLEGSS R, from Novosibirsk, took this path.
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There are many different versions of these simple indestructible gliders on the market. Throwing glider for children, 48 cm, Yellow, Characteristics: Material: polypropylene Size: 48×46.5×22 cm” I bought it at the time
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I built such a fairly popular model of the Yak 55 aircraft for flights at the OLEGSS R hall, Novosibirsk. He approached the project very thoroughly. A test version of the aircraft was produced, which was
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Quite a long time ago, the idea arose to develop a small light airplane for flying for pleasure. A universal option for indoor and outdoor use. The first rough version has been worked out and manufactured
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1,356
I made quite a lot of versions of biplanes, for indoor and street aerobatics. I crashed a couple of train carriages while learning aerobatics. The advantages of this type of model are undeniable, simplicity
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This clearing plane is a redesigned version of the hall plane from Donatas Paužuolis. Pilot and developer of advanced aircraft models for the gym. His Arrow series
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I came across an interesting airplane on the Internet. I have never done anything like this. Like a canard with thruster wings in the “nose” and an engine on a cardan. Type variable thrust vector. Printed
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It was necessary to develop the design of a snowmobile and a type of airboat that was as easy to manufacture as possible. It’s clear that it’s simple, it should also drive and swim normally. I’ve come across
more than once
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Since the weight of the model directly affects the quality of flight and the execution of complex figures. Initially, he designed indoor airplanes using milling of ceiling tiles. The devices were received
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For a long time I used a simple belt to hang the control panel around my long-suffering neck. I wrote an article on the forum on making the table and the entire system. Got carried away a while ago
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Glider models of this class are designed for long-range indoor flights. A successfully made and properly launched airplane can fly up to 30m. The most important thing in a glider is the wing, from
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