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- Legendarni građanin
- Pridružio: 17 Sep 2010
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Nego da se malo pozabavimo ovim nadolazecim radarima N025 ...kako se najavljuje u jedinicama se ocekuje tokom ove godine
MAKS 2015: Russian Mi-28Ns to receive N025 radars in 2016
 http://www.janes.com/article/53888/maks-2015-russi.....rs-in-2016
http://kret.com/en/news/3966/
Russia achieved test campaign of Mi-28N helicopter's new N025N radar
http://www.ruaviation.com/news/2016/3/25/5332/
E sad i pitanje ,dodje radar ,postave ga i sta dalje .. sta sa POVR ???
Evo sta je npr poznati autor P.Butovski pisao pre tacno 10 godina ...
+ P.BUTOVSKI Mi-28N N025Russia Flight-Tests 3rd Mi-28N Helo
by Piotr Butowski
Jan. 23, 2006
The Russian Air Force's third Mi-28N combat helicopter (side number 32) made its first flight on Dec. 27, 2005, in Rostov-on-Don in the presence of the commander-in-chief of the Russian Air Force, General Vladimir Mikhailov.
The Russian Ministry of Defense (MoD), in the spring of 2005, ordered from Rostov-based Rostvertol three Mi-28N helicopters, which will join two prototypes in tests. Each of the next two helicopters after the one flown on Dec. 27 will be ready in two- to three-month intervals. According to a draft state budget for 2006 announced in Russia in mid-December 2005, the MoD will purchase eight Mi-28N helicopters, including three ordered in spring 2005, plus five in 2006.
In 2003, the Russian Ministry of Defense selected the Mi-28N "Havoc" as its next combat helicopter, replacing Mi-24 "Hind." Photo by Piotr Butowski
According to Russian sources, the recently tested helicopter is the "first series Mi-28N,” meaning that it has been made according to improved series-production documentation as the model for the future series helicopters.
The first Mi-28N was an OP-1 prototype (side number 014) built in the Mil design bureau’s workshop in Moscow and flight-tested as early as on Nov. 14, 1996. The prototype "014" made only a few flights, and then the tests were stopped while development continued on certain aspects of the aircraft, particularly the new main transmission gear (the prototype had an old VR-28 transmission gear incapable of transmitting the full power of the engines). Tests of the OP-1 helicopter were resumed on April 24, 2002, with the new VR-29 main transmission gear and KhR-29 tail transmission gear. OP-1 is now used only as a ground-based testing platform.
The third Mi-28N was presented as the "first production" model just before its maiden flight at Rostvertol's airfield on Dec. 27, 2005.Rostvertol
The second Mi-28N, designated OP-2 (original side number 02, now 024), was made by Rostvertol based on prototype documentation. It made its maiden flight on March 25, 2004, and in late June 2005 started stage A of state acceptance tests.
Stage A means testing of the helicopter as a flying vehicle, whereas stage B means testing of helicopter as a combat system, including tests of equipment and armament. So far, OP-2 has accumulated over 100 flight hours. OP-2 has been substantially modernized in comparison with the first prototype OP-1, having received new main rotor blades, a new control plate and rotor head, and improved control of its engine and fuel systems. The Mi-28N prototypes are powered by 2,200-horsepower TV3-117VMA turboshaft engines, but the production helicopters will receive more powerful 2,400-horsepower VK-2500 engines.
The long-standing competition between Kamov’s Ka-52 and Mil’s Mi-28N for priority in the combat service of Russian Army aviation had until recently been practically irrelevant, since the Russian MoD had no money for the order. Finally, in 2003, General Vladimir Mikhailov announced that the Mi-28N had been chosen and that “up to 50 such helicopters will be purchased until 2010.” The decisive factor in choosing the Mi-28N was its lower cost of production and operation, as well as the possibility of using systems from the Mi-28 in the modernized Mi-24 helicopter. In addition, the decision was aided by the much better financial condition of the Rostvertol factory compared with the Progress factory in Arsenyev, which makes the Ka-50 and Ka-52. Strong lobbying by Mil and Rostvertol also helped.
What now holds back the Mi-28N is not money but technological problems, in particular the immaturity of VR-29 main transmission gear. In principle, only helicopters with transmission gear with a service life of 300 hours can be admitted to state acceptance tests in Russia. Rivals of Mil contend that the service life of the VR-29 transmission gear is a mere 100 hours. The helicopter manufacturer avoids giving specific data concerning the issue but states that “the running hours of transmission gear No. 8 now being tested fulfill the requirements of the Ministry of Defense.” The four-stage VR-29 main transmission gear weights 780 kg and is capable of transmitting 5,100 horsepower.
The N025 dual-band radar designed for the Mi-28N. Photo by Piotr Butowski
More problematic is the helicopter's mission systems, which have not yet been determined. The most difficult problems concern the N025 Almaz-280 radar, developed many years ago by Moscow-based company Almaz, which specializes in anti-aircraft systems. Almaz abandoned the development of this radar, and work on it is now being continued by the future series manufacturer of the radar, the GRPZ factory in Ryazan. As of the fall of 2005, prototypes of the radar were still in laboratory tests. The first radar was scheduled to be installed to the helicopter near the end of 2005, but it is unknown if this deadline was met (the Mi-28N "32" had no radar antenna on the rotor mast during its maiden flight on Dec. 27).
The N025 radar’s antenna will be installed inside a big spherical dome on the top of the main rotor mast of the Mi-28N helicopter. The radar has two frequency ranges: Ka (millimeter) and X (centimeter) bands. The X band is used for detecting air targets at ranges of up to 20 km and for observing meteorological phenomena up to 100 km away. The Ka band is used for mapping the ground and for seeking surface targets at a range of up to 10 km, as well as for detecting terrain obstacles.
The helicopter’s basic fire-control system, the Tor electro-optical targeting unit, was developed many years ago by Zveryev (Krasnogorsk, Russia). The Tor unit is installed in the front of the fuselage inside a flat rotating cylinder with two rectangular windows. It contains three channels: optical, TV, and thermal imaging, each of them with wide and narrow fields of view. Zveryev is continuing work on the Tor, but the company is in a desperate financial condition. During the last decade, UOMZ (Yekaterinburg, Russia) has become unquestioned leader among designers of electro-optics in Russia. UOMZ developed the GOES family of electro-optical turrets used in the modernized Mi-8 and Mi-24 helicopters, as well as in the Ka-50 and Ka-52, and the designers of the Mi-28N helicopter are considering replacing the Tor unit with a variant of the GOES unit.
The nose of the Mi-28N is full of sensors. A huge metal cylinder accommodates the Tor electro-optical sight, and the small ball above it is the TOES-521 turret (actually, a wooden mockup of the turret). The radome in the nose contains a command datalink for the Ataka anti-tank missile.Photo by Piotr Butowski
Another, simpler electro-optical turret ensures day-and-night piloting of the Mi-28N. The first prototype of the Mi-28N had a Stolb unit, developed by Moscow-based Geofizika, but this device will now be replaced by the TOES-521 unit from UOMZ. However, for the time being, the Mi-28N prototypes are fitted with wooden mockups of the TOES-521 unit. Helmet-mounted sights and display systems combined with electro-optical turrets are now being tested.
The Mi-28N (izdeliye 294) helicopter is equipped with the IKBO-28 (izdeliye 930) integrated equipment suite, developed by RPKB (Ramenskoye, Russia). This is a combination of observation sensors (electro-optical turret and radar), weapons-control system, and communications and self-protection systems. All of the components of the suite are interconnected by means of a data bus controlled by two Baget-53-015 computers. The IKBO-28 system performs the following functions: piloting the helicopter at very low altitude, including avoidance of obstacles both in manual and automatic mode (a three-dimensional map of terrain is displayed on the screen in the pilot’s cockpit); day-and-night search; detection and indication of targets in any weather condition; group operations with automatic acquisition of targets for individual helicopters; and two-way exchange of target information with other helicopters, as well as with land-based and airborne command posts.
An experimental helmet-mounted sight and display for the Mi-28N is being tested.Photo by Piotr Butowski
The pilot’s cockpit is equipped with two MFI-10-6M liquid-crystal displays and an ILS-28 head-up display. The operator’s cabin is also equipped with two MFI-10-6M screens, as well as the PS-7V control console. Both members of the crew may use the OVN-1 Skosok night-vision goggles, made by LZOS (Lykatrino, Russia), and in the future, the crew will be equipped with helmet-mounted sight and display.
The navigation system consists of an inertial-navigation subsystem, as well as an A-737-011 GPS receiver, a DISS-32-28 Doppler navigation radar, an ARK-25 radio compass, and other devices. The communications system includes two R-999 radio sets, as well as a system for coded transmission of data to the ground, an emergency radio set, and an internal comms system.
The helicopter’s self-defense system receives its warning signals from the L140 Otklik laser-warning unit, the 1L229 radar-warning unit, and the N025 radar. UV-26 flare dispensers are used for protection against infrared-guided threats.
The pilot's cockpit features two 6x8-inch liquid-crystal displays.Photo by Piotr Butowski
The standard anti-tank armament of the Mi-28N is the 9M120 Ataka-V (AT-9) missile, which has a range of up to 6,000 m (for a look at the Ataka-V and other Russian anti-tank weapons, see "Russia's Tank Stoppers, Part 2"). A similar-range 9M123 Khrizantema (AT-15) missile is an additional weapon used for specific missions. The Khrizantema’s advantage is that it may operate at night; its disadvantage is that it requires a podded fire-control radar to be carried by the helicopter. The radar, which has a frequency of 100-150 GHz or a wavelength of 2-3 mm, detects and tracks the ground target and then automatically guides the missile to the target. Using this radar enables the missile to be used at night; in difficult weather conditions, such as fog, rain, or snow; and despite enemy countermeasures, such as smoke. The unique character of the Khrizantema lies in its simultaneous use of two guiding channels: automatic radar control and semi-automatic laser-beamriding control. Thanks to this solution, two different targets can be simultaneously engaged by two missiles, one radar-guided and one laser-guided.
The original land-based Khrizantema-S missile system is mounted on a modified BMP-3 infantry combat vehicle chassis, and this version completed state acceptance trials in July 2003. Currently, two versions of Khrizantema missiles exist: the 9M123 has a tandem high-explosive anti-tank warhead, while the 9M123F has a high-explosive warhead.
...izvuceno iz teksta
Citat:The standard anti-tank armament of the Mi-28N is the 9M120 Ataka-V (AT-9) missile, which has a range of up to 6,000 m (for a look at the Ataka-V and other Russian anti-tank weapons, see "Russia's Tank Stoppers, Part 2"). A similar-range 9M123 Khrizantema (AT-15) missile is an additional weapon used for specific missions. The Khrizantema’s advantage is that it may operate at night; its disadvantage is that it requires a podded fire-control radar to be carried by the helicopter. The radar, which has a frequency of 100-150 GHz or a wavelength of 2-3 mm, detects and tracks the ground target and then automatically guides the missile to the target. Using this radar enables the missile to be used at night; in difficult weather conditions, such as fog, rain, or snow; and despite enemy countermeasures, such as smoke. The unique character of the Khrizantema lies in its simultaneous use of two guiding channels: automatic radar control and semi-automatic laser-beam riding control. Thanks to this solution, two different targets can be simultaneously engaged by two missiles, one radar-guided and one laser-guided.
Hm ,koliko je moguce da ruski Mi-28N/NM dobiju upravo ovu POVR 9M123 `Hrizantema-V` ??? `Hrizantema-V` na Mi-28NM a ova `Hermes-A` na Ka-52 ?
Комплекс имеет комбинированную систему управления ракетами:
Citat:автоматическая радиолокационная в миллиметровом диапазоне с наведением ракеты в радиолуче;
полуавтоматическая с наведением ракеты в луче лазера
http://www.kbm.ru/ru/production/ptrk/35.html
Citat: Launch platform : 9P157-2 tank destroyer, Mi-28 Attack helicopter
https://en.wikipedia.org/wiki/9M123_Khrizantema
`Hrizantema -S` na platformi 9P157 ima maks. daljinu dejstva do 6km , kod heli-verzije `V` bi to trebalo biti 8-10 km .....( ako bi bila u opciji ) ...
Fotke/kataloska prezentacija izvozne verzije radara N025NE (N025E )
Citat:Надвтулочная БРЛС Н-025-НЭ (N-025-NE radar)
 
 
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,mada opcija na GT nije losa ,moze se razumeti .. dakle tokom leta rakete operater na svom MFI ( mnogofunkcionalni monitor ) drzi onu koncanicu nisana ( onaj krstic-kvadratic sto vidimo na snimcia na YT kanalu iz Sirije ) i isto pokrece ( koriguje ) putem rucice upravljanja/zahvata ( ima rucica za navodjenje-korigovanje POVR ) ako se cilj krece ( pokretna meta ) i tako sve do pogodka od strane POVR ...
Mozda je najbolje da se odluce za jednu i nju integrisu na sve, pre svega na Mi-28 i Ka-52, valjda je zato i razvijan Hermes, mada ako ce on uskoro u naoruzanje malo buni ova nabavka Vihora...
