• Zero tolerance mode in effect!

Авиационные двигатели

В свое время (конец 1960-х годов) имело место громко нашумевшее дело о передаче швейцарским инженером Фрауэнкнехтом Моссаду всей необходимой документации для производства реактивного дви-гателя Атар французского истребителя Мираж, находившегося на вооружении ВВС Израиля. Двигатели Атар производились в Швейца-рии по лицензии. Информация, поступавшая о последствиях этого де-ла, была противоречивой. В одних сообщениях указывалось, что про-изводство Атаров было налажено в Израиле, в других - утверждалось что данной документацией так и не воспользовались, т. к. были най-дены другие пути обойти эмбарго Де Голля и достать запасные моторы из третьих рук. Кто-нибудь может внести ясность в этот вопрос?
 
А разве там речь шла о производстве именно двигателей, а не самого "Мираж-3"?

В любом случае, если речь шла всё-таки о двигателе - целиком его не производили. А отдельные детали - может быть.

Известно что "Атар-9В" заменили на "Атар-9С", а самолёты "Нешер" (около 60) строились с "Атар-9С". Т.е. откуда-то двигатели всё же бралиЮ несмотря на эмбарго.
 
Да, речь шла именно о двигателях. С производством самого самолета было гораздо меньше проблем, чем с производством двигателя к нему. Свидетельством тому - производство Нешеров, как вы сами указали, но с чьими-то моторами. Кстати, возникает такой вопрос: Ведь потребность в новых моторах была довольно велика. Жизнь авиамотора, как известно, намного короче срока службы самолета и так как их надо периодически менять, то их требуется намного больше чем самих самолетов. Кроме того, в данном случае помимо собственно Миражей имелось еще примерно столько же Нешеров. Неужели путем закулисных сделок можно было достать так много столь дефицитного товара, к тому же под угрозой испортить отношения с Францией? В то же время, получив все чертежи и технологические процессы, наладить собственное производство можно было бы без чрезмерных трудностей. Ведь все готово! Поэтому и сомнения напрашиваются.
 
В любом случае, если речь шла всё-таки о двигателе - целиком его не производили.
А где производили двигатель GE-79 для Кфира? Точно в Израиле, только не знаю какой завод. Может быть они до этого клеили потихоньку Атары, все же Нешеров штук 60 точно было...
 
J-79 делали по лицензии на заводе в Бейт-Шемеше.

Date Posted: 14 September 2001

Bet Shemesh Engines Ltd

Post Office Haela, Bet Shemesh IL-99000, Israel
Tel: (+972 2) 991 12 84
Fax: (+972 2) 991 19 70

Parent

Publicly owned company traded on Tel Aviv Stock Exchange since 1997.

Business

Assembly, repair and upgrade of aero engines.

Structure

Organised in four divisions: Maintenance Repair and Overhaul Division, Manufacturing Division, Casting Division, and Small Engines Division.

Personnel

Approximately 380 employees.

The company is a centre of excellence in the national aerospace industry that undertakes key roles in the support of the national air force. It also has an important role in the development of engines for UAVs.
Bet Shemesh was originally jointly owned by the government and Pratt & Whitney but after a serious financial crisis in the aftermath of the cancellation of the Lavi fighter programme the government stake was transferred to the private sector turbine specialist Ormat, which subsequently exercised its option to buy out the Pratt and Whitney shareholding. At that time the company employed around 500 people. After trade union protests Ormat gave an assurance that only around 100 jobs would be lost as a result of the change of ownership, and transferred some civil turbine work to Bet Shemesh. The company was subsequently floated on the Tel Aviv Stock Exchange.

Bet Shemesh Engines Ltd Castings Division

Post Office Haela, Bet Shemesh IL-99000, Israel
Tel: (+972 2) 991 12 84
Fax: (+972 2) 991 19 70


Parent: Bet Shemesh Engines Ltd.
Executives: A Elovic, Divisional Manager
Approvals: SI 2001; ISO 9001, FAA, JAA.
Business: The company operates/offers: a system of certification for approved suppliers; a `preferred supplier' system; long-term supplier contracts; `Just In Time' inventory control; and outsourcing of its support services.
Facilities: Investment (lost wax), air and vacuum casting processes.
Located at Bet Shemesh plant. Cast products include jet engine turbine blades and vanes and structural parts. Major customers include Pratt & Whitney, GE Aircraft Engines, US Air Force, Samsung Aerospace, Hamilton Sundstrand (UT) and Israeli Air Force.

Principal products - Bet Shemesh Engines Ltd Castings Division

Jet engine turbine blades and vanes (JT8D,PW-4000, J79, MARBORE VI, V2500) - Production as required

Structural parts (F-16) - Production as required

Bet Shemesh Engines Ltd Maintenance Repair and Overhaul Division

Post Office Haela, Bet Shemesh IL-99000, Israel
Tel: (+972 2) 991 12 84
Fax: (+972 2) 991 19 70


Parent: Bet Shemesh Engines Ltd.
Executives: A Carmel, Divisional Manager.
Approvals: SI 2001; ISO 9001, FAA JAA.
Business: The company operates/offers: a system of certification for approved suppliers; a `preferred supplier' system; long-term supplier contracts; `Just In Time' inventory control; and outsourcing of its support services.
Facilities include computer integrated manufacture and factory automation (robotic).
Located at Bet Shemesh plant. Undertakes assembly, repair, upgrade and overhaul services for aero-engines. FAA Repair Station for Rolls-Royce Model 250 and General Electric CT-7 engines and a JAA repair station for Rolls-Royce (Allison) Model 250 engines. The division also assembles turbine discs and blades produced in other divisions (which see). Major customers include Israeli Air Force and undisclosed European and Asian air forces. Capabilities for overhaul and upgrade include:

Pratt & Whitney F100, F100-229
GE Aircraft Engines J79, T700,701, CT7
Rolls-Royce Allison Model 250 Series
Turbomeca Mabore II/VI

Bet Shemesh Engines Ltd Manufacturing Division

Post Office Haela, Bet Shemesh IL-99000, Israel
Tel: (+972 2) 991 12 84
Fax: (+972 2) 991 19 70


Parent: Bet Shemesh Engines Ltd.
Executives: A Carmel, Divisional Manager.
Approvals: SI 2001; ISO 9001, FAA, JAA.
Business: The company operates/offers: a system of certification for approved suppliers; a `preferred supplier' system; long-term supplier contracts; `Just In Time' inventory control; and outsourcing of its support services.
Facilities include: turning, grinding, milling, honing, drilling, broaching, plating, coating and Sermetel heat treatment, shot peening, brazing, welding, plasma spray and laser drilling.
The company also has NDT and CMM capabilities.
Located at Bet Shemesh plant. Manufacturing activities embrace major rotating parts for (civil and military) aviation engines. Major customers include Pratt & Whitney and GE Aircraft Engines.
The company is also a provider of quality audit and training services.

Principal products - Bet Shemesh Engines Ltd Manufacturing Division

Compressor and turbine discs (F-100, J79, JT8D, JT9D, GE-TC) - Production as required

Compressor and turbine spacers (F-100, J79, JT8D, JT9D, GE-TC) - Production as required

Turbine nozzles (J79) - Production as required

Flame holders (F100, J79) - Production as required

Combustors (M6, BS151) - Production as required

Frames (F100, J79) - Production as required

Final machining of castings (Ex BSEL Castings Division) - Production as required

Bet Shemesh Engines Ltd Small Engines Division

Post Office Haela, Bet Shemesh IL-99000, Israel
Tel: (+972 2) 991 12 84
Fax: (+972 2) 991 19 70


Parent: Bet Shemesh Engines Ltd.
Approvals: SI 2001; ISO 9001, FAA, JAA.

The company operates/offers: a system of certification for approved suppliers; a `preferred supplier' system; long-term supplier contracts; `Just In Time' inventory control; and outsourcing of its support services.
The division specialises in the development and manufacture of small engines for UAV applications.

Bet Shemesh Engines Ltd
(owned by Ormat Turbines)
Post Office Haela
Bet Shemesh
99000
Telephone: (+972 2) 90 92 06
Facsimile: (+972 2) 91 19 70

Bet Shemesh develops, manufactures, overhauls and repairs turbojet engines, and produces investment castings and jet engine parts.

И отдел двигателей заводов Бедек концерна ИАИ:

Bedek Aviation Group
Engines Division

Ben Gurion International Airport
Tel Aviv
70100
Telephone: (+972 3) 935 70 64
Facsimile: (+972 3) 935 87 40

The Bedek Aviation Group is involved in the overhaul, repair, retrofit, outfitting and testing of 30 types of civil and military engines, including the following turbofans and turbojets - PWA: PT6, JT4A, JT3D, F52, FT8D, JT9D, F100, PW1120; GE: T64, J79, F110; Allison: T56, 250C, 501; SNEMA: ATAR 9B, 9C; Garret: TFE-731; and Lycoming: T53.

Israel Aircraft Industries Ltd (IAI)
Production Division

Tel Aviv
Telephone: (+972 3) 935 31 32
(+972 3) 971 29 03
Facsimile: (+972 3) 935 31 30

The Production Division is involved in sub-structure and components manufacture for domestic and foreign customers. Special capabilities include the fabrication of standard and advanced material structures, nacelles and other engine parts including hot-end components. The Production Division is involved in the development of future civil aircraft, the production of IAI's new Astra-Galaxy business jet, provision of upgrades for Westwind Aircraft and product support for Westwind and Arava STOL aircraft.

И ещё несколько заводов:

Blades Technology Ltd
Iscar Blades Ltd

PO Box 330
Nahariya
22102
Telephone: (+972 4) 992 78 31
Facsimile: (+972 4) 992 53 44

Blades forges and machines jet engines' compressor blades and vanes.

Magnus Engineering & Maintenance Ltd
35 Hayarkon Street
Bnei-Brak
51204
Telephone: (+972 3) 578 04 80
Facsimile: (+972 3) 578 05 25

Magnus produces computerized test cells for turbojet, turboprop and turboshaft engines; RPV engine test cells; diesel engine test cells; engine monitoring system analysers; engine fleet management software; engine performance analysis software; and various engine portable testers and simulators.

RSL Electronics Ltd
PO Box 21
Migdal Haemeb
10550
Telephone: (+972 6) 54 75 10
(+972 6) 54 75 82
Facsimile: (+972 6) 54 75 20

RSL produces fixed-wing and helicopter jet engine monitoring and control systems, event history recorders for jet engines, muzzle velocity measuring radars and advanced brake systems controllers for aircraft.

Turbochrome Ltd
PO Box 128
Ben Gurion Airport
Yahud
56101
Telephone: (+972 3) 536 26 41
(+972 3) 536 26 42
Facsimile: (+972 3) 536 26 94

Turbochrome produces jet-engine compressor and turbine components. It also manufactures CODEP Coating Powder.
 
Mystere IVA

http://caea.free.fr/fr/coll/verdon.html

60 of the Verdon-powered Mystere IVAs that were ordered by the French ended up being sold to Israel, with the first batch of 24 arriving April 1956, just in time for the war over Suez in October. In the hands of skilled IAF pilots, they proved themselves more than a match for Egyptian MiG-15s. French Mystere IVAs also participated in the October 1956 war, operating from Israeli bases with an Israeli squadron number, and French pilots would also fly some of the Israeli Mystere IVAs during that war.

The remaining 36 Mystere IVs in the batch were shipped to Israel after the 1956 war. Two squadrons of Mystere IVAs were still in Israeli service in the Six-Day War in 1967.

http://www.vectorsite.net/avmyst.html
RB.44
Rolls-Royce Tay gas turbine
Licenced to Hispano Suiza as Verdon and Pratt and Whitney as J48.
Rated at 6250lb (27.8KN).

http://www.skomer.u-net.com/projects/turbines.htm
Rolls-Royce RB.44 Tay
Pratt & Whitney J48
http://www.shanaberger.com/engines/J48.htm
http://www.pw.utc.com/about_history_classic_j48.asp
http://www.pw.utc.com/images/j48.jpg
 
Ouragan, Dassault MD-450

Ouragan, Dassault MD-450
First French jet-engined fighter. The Ouragan was a simple but elegant
aircraft with a circular nose intake and straight wings. The thick
wing limited performance. Over 450 built. Some saw combat in
Israeli service.
Type: Ouragan
Function: fighter
Year: 1949 Crew: 1 Engines: 1 * 2270kg Hispano-Suiza/R.R. Nene 104B
Wing Span: 13.16m Length: 10.74m Height: 4.14m Wing Area: 23.80m2
Empty Weight: 4142kg Max.Weight: 7900kg
Speed: 940km/h Ceiling: 13000m Range: 920km
Armament: 4*g20mm 2*454kg

http://www.ibiblio.org/pub/academic/history/marshall/military/airforce/fr_mil.txt

http://tanks45.tripod.com/Jets45/ListOfEngines/EnginesUK.htm
http://tanks45.tripod.com/Jets45/ListOfEngines/img3/Nene_1.jpg
The RB.41 "Nene"
 
ur003538.jpg

Описание: Assembling an Aircraft at Israel Aircraft Industries. May 10, 1973

Сборка какого самолетa, что это за двигатель?

Попытки опознать и чем оно вроде не является - ссылки выше.

Может эта часть, что повернута к зрителю быть какой-то дополнительной деталью для транспортировки или частью, предназначенной для работы совместно с мотором в конкретном самолете, но не являющейсаы частью оригинального мотора и потому вводящей в заблуждение?
 
Может эта часть, что повернута к зрителю быть какой-то дополнительной деталью для транспортировки
Сомнительно.

или частью, предназначенной для работы совместно с мотором в конкретном самолете, но не являющейсаы частью оригинального мотора и потому вводящей в заблуждение?
Обычно если один и тот же двигатель имеет отличия для работы на разных машинах - это различие относится к системам вспомогательных механизмов, установленных по периметру двигателя, но никак не к его центральной части.
 
Какие ещё самолёты могли собирать (например, после ремонта) в ИАИ в 1973г?

В 1968г ИАИ начала производить 1121 Jet Commander, затем 1122 Jet Commander, потом их переименовали в IAI-1121 Commodor Jet и IAI-1122 Commodor Jet. В 1970г первый полёт совершил IAI-1123 Commodor Jet, впоследствии переименованный в IAI-1123 Westwind.

Вот "Си-Скен", военный вариант более нового IAI-1124 Westwind (его начали производить только в 1975г):

http://www.israeli-weapons.com/weapons/aircraft/seascan/Seascan.html

На IAI-1123 стоял CJ610-9 ф. General Electric. Это - точно не он, вот его фото:

http://www.geae.com/engines/corporate/cj610.html

http://www.bizjet.com/services/t3_cj610.html

На IAI-1124 стоял TFE731 фирмы Garrett.

http://www.shanaberger.com/engines/TFE731.htm

(для 1973г это не релевантно)

Такой же двигатель (но другая модификация) стоит на "Пампа", Falcon 50, Learjet 31a, Learjet 45:

http://www.fas.org/man/dod-101/sys/ac/row/pampa.htm

http://www.fas.org/news/reference/probert/I.HTM

В Эль-Аль тогда были Боинг-707/720 и 747. Для 747 двигатель явно маловат.

http://www.airwar.ru/alpw.html

На 707 и 720 стояли (не только в Израиле):
- Pratt & Whitney JT3
- Pratt & Whitney JT4
- Rolls-Royce Conway Mk 508

JT3 (J57):

http://www.pw.utc.com/about_history_classic_j57.asp

http://www.shanaberger.com/engines/J57.htm

http://www.wpafb.af.mil/museum/engines/eng54.htm

http://acam.ednet.ns.ca/engines/j-57.htm

JT4 (J75):

http://www.pw.utc.com/about_history_classic_j75.asp

http://www.shanaberger.com/engines/J75.htm

http://www.wpafb.af.mil/museum/engines/eng54.htm

http://www.aeromuseum.org/Exhibits/AircraftEngines/j57.html

Rolls-Royce Conway Engines:

http://www.sigmaaerospace.com/html/ProductsAndServices/ConwayCell/Conway.htm

http://www.enginehistory.org/east_fortune.htm


А вот J52 (А-4 "Скайхок"):

http://www.pw.utc.com/about_history_classic_j52.asp
 
Возвращаясь к началу темы, вот интересное мнение.

From: David Lednicer (dave@amiwest.com)
Subject: IAI Nesher/Kfir
Newsgroups: rec.aviation.military
Date: 1996/03/12

In reply to someone's post of several weeks ago: Alfred Frankenheiter
(sp?) was not thrown in jail for stealing Mirage plans. He was convicted
and jailed in Switzerland for stealing drawings for the Mirage's
engine, the Snecma Atar and delivering them to Israel.

Several other notes:

1) The IAI Nesher was based upon the Mirage V airframe, not the Mirage
III that Israel had bought and taken delivery of earlier. The Mirage V
has a longer fuselage - compare the distance between the rear edge of the
canopy and the inlet.

2) As to where the Israeli's got the Mirage V production drawings: when a
country buys a foreign military aircraft, they often also buy the
production drawings, to enable them to do their own maintenance, like
Israel does. As Israel had 50 Mirage VJs paid for and ready for delivery
when they were embargoed, it is not unreasonable to believe that they
already had taken delivery of the production drawings.

3) There are long standing rumors that the fuselages for the few two seat
Neshers were built in France. I personally think that even more came
from France. There is the nose of a Argentine IAI "Dagger" (actually a
Nesher) on display in the Fleet Air Arm Museum in Yeovilton. If you look
way up inside, like I did, you will find that the electronics all have
French manufacturers labels.

4) Contrary to early rumors, the Israeli Mirage IIIC/BJ fleet was not
reengined with J-79s. Only one IIIBJ and one Nesher were reengined with
J-79s. The IIIC/BJs were delivered with Atar 09Bs and WERE eventually
reengined with Atar 09Cs, from an unknown source (South Africa?). The
Neshers were all built with Atar 09Cs.

5) Rumors are gaining credibility that many or most of the South African
Air Force Cheetahs are Atar powered Kfirs.

Lastly, word has it that Argentina is retiring the Mirage IIIC/BJ
survivors that they bought from Israel. As all of these aircraft are
combat veterans, serving in the 1967 Six-Day War, 1970 War of Attrition
and 1973 Yom Kippur War, with an average of five air-to-air victories
each, they would be a true centerpiece for a museum. Does anybody know
if any are US bound?

См. также
http://www.waronline.org/forum/ftopic7278.html
http://www.waronline.org/forum/ftopic6694-0-asc-25.html
http://www.waronline.org/forum/sutra105451.html
 
1) Да, так и есть;
2) Производственные чертежи - сомнительно. Для обслуживания используются другие чертежи (включая часть производственных сборочных чертежей).
3) Я где-то читал, что кабины для 2-х местных Нешеров были получены из Франции. Но не весь фюзеляж;
4) Да, только 1 Mirage IIIBJ ("Технолог" - сейчас в Хецерим) и 1 "Нешер" ("Раам", разбился в аварие) получили J-79. Для переоборудования Mirage IIIC/BJ + производства Нешер + запасные нужно было около 120 двигателей. Сомнительно, что ЮАР могла поставить столько. Но часть - вполне могла.
5) По крайней мере, очень похож.
 
Спасибо.

Насчет "Читы":

L.J.Vosloo (vosloo@iafrica.com)
Re: IAI Nesher/Kfir
Newsgroups: rec.aviation.military
Date: 1996/03/13

Re South African Cheetahs:

There are three versions:

Cheetah D ; Converted from ex SAAF Mirage IIIDZ and IIID2Z
with Atar 09C turbojets

Cheetah E: Converted from ex SAAF Mirage IIIEZ, powered
by Atar 09C

Cheetah C: New aircraft, rumoured Israeli built roughly
to Kfir C10 configuration, but with Atar 09K-50

in addition the Atlas project No 844 is the prototype Cheetah
D with the Atar 09-K50.

Note; The Cheetah D is a conversion by Atlas, but it is
safe to assume that the Israelis had a hand here
The Cheetah D resembles the Kfir. Project 855 is a Cheetah R
with a 09-C engine but advanced combat wing, now withdrawn, like all other Cheetah E's
 
Да, только 1 Mirage IIIBJ ("Технолог" - сейчас в Хецерим) и 1 "Нешер" ("Раам", разбился в аварие) получили J-79
The aircraft chosen as the first prototype was the IAI-Nesher N°88 (Ra'am), the rear section of which was redesigned to accommodate the shorter engine. Air-cooling intakes were installed on the base of the vertical fin, as well on the aircraft's lower section and on its sides. In addition, a sub-model of the engine was developed, the J-79-J1E. The first experimental flight of the Nesher/Kfir N°88 was performed on 4 June 1973. It took two more years to finalize development and complete the experimental flight program. Unfortunately, the aircraft lost control at low altitude during one of its test flights and crashed into the Mediterranean (May, 25 1975). The test pilot, Menachem Shmul, was rescued safely. The Nesher N°512 replaced the N°88 in the program, and its number was changed to N°712 (now exhibit at the IAF Museum). The first Kfir (N°724) was handed over to the IAF at a special ceremony on April 14th, 1975, Israel's Independence Day.
Dor-3-3-p25.JPG

Это экспериментальная машина, судя по цвету, видна какая-то штанга сзади.
 
The Nesher N°512 replaced the N°88 in the program, and its number was changed to N°712 (now exhibit at the IAF Museum).
А это ошибка?
http://www.geocities.com/CapeCanaveral/7934/kfir_c-7-9c.jpg
Нет, не ошибка. Это был прототип "Нешер" номер 212, переделанный в прототип "Кфир" 712. Его отличал нос старого типа - как у "Нешер" (т.е. без места для РЛС). Только на следующем прототипе, 714, нос был уже расчитан под установку РЛС.
 
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