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Iranian Aviation Products..military and civilian

How many countries can produce a high bypass turbofan engine? This the most used (and most reliable) engine in the world, if Iran can produce this it is one of the great achievements in Iranian history
No one is arguing that but if it is the same engine he’s referring to which I read is one of the best of that time, but they have been retiring said engine since 2019 so hopefully they have made superior product than the engine that was copied and maybe see the first 100% made Muslim passenger plane in a few years.
 
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very interesting question, which I too had asked myself.
Observing some photos during the assembly of the Simorgh, it was noted that the pylons that support the engines are the same as the IrAn-140 (AN-140) and the engine covers are the same as in the last published photo. this leads me to think that they use the same Motor Sich AI-30 engine, probably in stock and improved as alleged recently, when they said that the problems that arose while using the IrAn-140 had been solved, modifications that should have been implemented by Iranian industry technicians. Now the question is which powerplants will Iran use in production aircraft?
1) very difficult, almost impossible for obvious reasons the Ukrainian ones by Motor-Sich, which I think have been modified to equip the prototype;
2) ok the Russian Klimov still holds the original patent of the turboshaft called TV3-117VMA-SBM1, but at the moment it does not have them in production as it had issued the license to Motor Sich to make the modified turboprop version for commercial aircraft.
3) alternatively, the Iranians have also become good at decoding aeronautical engines and with the newfound friendship for common interests with the Russians, the work could receive important help from Klimov who continues to make the turbolators of the TV3-117 series and later used on helicopters.
My further guess:
a close Iran - Russia collaboration could even bring benefits for both, Iran putting the Simorgh into series production faster Since ;
Russia has an extreme need to replace the now old AN-24-26 both in transport and as passenger aircraft, the Simorgh could be a valid alternative for many segments of flight activities in Russia, also because the AN-140 was produced also in Russia by Aviakor which had to stop production due to a ban by Kiev on sending the components produced to the territory of Ukraine.
Therefore, the Russian Aviakor in collaboration with Iranian companies could put into production an aircraft that it already knows in part, thus facilitating mass production.

... who knows maybe my hypothesis could come true ..... if Iran and Russia play their cards right

:ashamed:
Today's news :
<< MOSCOW, 5 May. /TASS/. The Samara Aviakor plant may resume the An-140 aircraft construction program, which was stopped in 2015 due to the refusal of Ukrainian enterprises to cooperate, subject to import substitution of components. >>

https://tass.ru/ekonomika/17682015
 
In North Korea, the satellite photos of May 1 show alongside the Mig-29 and the Su-25, an aircraft with unknown but modern lines with dimensions that seem smaller than those of the Su-25.
https://defence.pk/pdf/threads/north-korea-defence-forum.448499/page-65#post-14347257

NK-2.png

Now I'm going to fantasize and speculate.
North Korea needs to obtain or build a new fighter aircraft or advanced trainer that can also perform light combat fighter missions

There are rumors that Iran is also considering making a new light combat fighter
Iran has been evaluating the HESA Shafaq project for years, which could be the starting point for building a new fighter aircraft.
shafaq-.jpg


:ashamed:
Who knows....collaboration?
 
In North Korea, the satellite photos of May 1 show alongside the Mig-29 and the Su-25, an aircraft with unknown but modern lines with dimensions that seem smaller than those of the Su-25.
https://defence.pk/pdf/threads/north-korea-defence-forum.448499/page-65#post-14347257

View attachment 928081
Now I'm going to fantasize and speculate.
North Korea needs to obtain or build a new fighter aircraft or advanced trainer that can also perform light combat fighter missions

There are rumors that Iran is also considering making a new light combat fighter
Iran has been evaluating the HESA Shafaq project for years, which could be the starting point for building a new fighter aircraft.
View attachment 928082

:ashamed:
Who knows....collaboration?
Considering that Iran never throws away any project previously worked on (simorgh, q 313) there may be something to it...!!
 
In North Korea, the satellite photos of May 1 show alongside the Mig-29 and the Su-25, an aircraft with unknown but modern lines with dimensions that seem smaller than those of the Su-25.
https://defence.pk/pdf/threads/north-korea-defence-forum.448499/page-65#post-14347257

View attachment 928081
Now I'm going to fantasize and speculate.
North Korea needs to obtain or build a new fighter aircraft or advanced trainer that can also perform light combat fighter missions

There are rumors that Iran is also considering making a new light combat fighter
Iran has been evaluating the HESA Shafaq project for years, which could be the starting point for building a new fighter aircraft.
View attachment 928082

:ashamed:
Who knows....collaboration?
Damn russians , if only if they sticked to the project iran could have their own jf17 by now, maybe 100s of em. One of the Iranian projects that i had high hope for .
 
Damn russians , if only if they sticked to the project iran could have their own jf17 by now, maybe 100s of em. One of the Iranian projects that i had high hope for .

Russians aren't to blame here. Mukhamedov, owner of the company which was developing the type passed away and consequently his (small) design bureau closed up shop. This is how Russian contribution to the project ended.
 
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There is still absolutely no excuse for not continuing the project regardless of what happened to Mukhamedov or what the rusians did. Support the project financially, put the best engineers to work hard to finish the project, build a prototype powered by a stock RD-33 from a MiG-29. Even if it would have taken 10 years, it would have been a major milestone if Shafaq would have been built and flown, and something to be really proud of for Iran and the iranians.

But instead they wasted time, money and man power on that useless and pathetic Qaher scam thing and equally useless two tail F-5 that just brought shame and ridicule on Iran. Man i'm so angry with whatever idiots, incompetents and aviation illiterates at the be top took these decisions, and i'm not even iranian.
 
There is still absolutely no excuse for not continuing the project regardless of what happened to Mukhamedov or what the rusians did. Support the project financially, put the best engineers to work hard to finish the project, build a prototype powered by a stock RD-33 from a MiG-29. Even if it would have taken 10 years, it would have been a major milestone if Shafaq would have been built and flown, and something to be really proud of for Iran and the iranians.

But instead they wasted time, money and man power on that useless and pathetic Qaher scam thing and equally useless two tail F-5 that just brought shame and ridicule on Iran. Man i'm so angry with whatever idiots, incompetents and aviation illiterates at the be top took these decisions, and i'm not even iranian.

If you can’t reverse engineer an RD-33 then why spend 10 years on a project with an engine you have zero hope of reverse engineering? That doesn’t make sense either

Doubt Qaher recieved much funding it never left Proof of concept, and is now supposedly being turned into unmanned fighter.

Until Iran displays a medium to heavy jet engine and solves the bottleneck of building airframes with TITANIUM (most modern fighters have significant titanium) than we are stuck with modernizing F-5’s and F-4s
 
There is still absolutely no excuse for not continuing the project regardless of what happened to Mukhamedov or what the rusians did.

I wasn't addressing any of that, but the "damn Russians" remark. That was not befitting in this case considering historic facts, which need to be related correctly.
 

https://www.rbc.ru/business/10/04/2023/6433e50f9a794734270374a3

Aeroflot sends aircraft to Iran for repair for the first time

In case of a successful result, the company may send other liners there.

Aeroflot, against the backdrop of Western sanctions, for the first time in history sent its aircraft to Iran for repairs. Competences of local companies in the field of aircraft maintenance, according to the carrier’s calculations, will complement the capabilities of Aeroflot Group

Aeroflot for the first time in history sent a plane from its fleet for maintenance to Iran, two sources close to the carrier told RBC, and confirmed by its representative. Last week, on April 5, an Airbus A330-300 wide-body airliner with registration number RA-73700 flew to Tehran, where the aircraft will be serviced by technicians from the largest Iranian carrier Mahan Air.

Aeroflot is the largest Russian airline, with 178 Airbus and Boeing aircraft in its fleet as of April 1.

Why did Aeroflot send the aircraft to Iran for repairs?

According to RBC sources, Aeroflot discussed the possibility of maintenance in Iran for several months against the backdrop of Western sanctions that impose restrictions on the work of foreign companies with Russian aircraft. Iran does not support anti-Russian sanctions and is not afraid of secondary sanctions from the United States or the European Union, says Oleg Panteleev, executive director of the AviaPort industry agency. “During the decades of economic blockade by the West ( the first sanctions were imposed since 1979 ), Iran has acquired extensive competencies in the repair of aircraft and their components. These factors are enough to develop partnership relations with Iran,” the expert believes.


Iran has extensive experience in maintaining aircraft under external sanctions restrictions, agrees Alexander Terentyev, Director for Air Transport Development at the Center for Infrastructure Economics (CEI). In addition, Aeroflot decided to service aircraft in Iran, since in this friendly country the risk of aircraft arrest is minimal, says Alexander Divakov, director of the corporate ratings group at the National Credit Ratings Agency (NKR). According to the Bermuda aviation authorities, the A330 aircraft, which flew to Tehran for maintenance, like two more aircraft of this type from the Aeroflot fleet, had a so-called double registration on March 1 (it was in the registers of Russia and Bermuda at the same time). “If you try to service [such] aircraft in countries that have certified centers, these aircraft will at best be refused service, at worst they will be arrested,” Divakov said.


The key task of sending the first A330 for repair to Mahan Air is the maintenance of the landing gear of the aircraft. Previously, Aeroflot used the capacities of other providers for these purposes, in particular the Hong Kong-based HAECO. In the summer of 2021, the carrier signed a new long-term agreement for the maintenance and overhaul of aircraft components with this company. But due to international sanctions imposed on Russia in response to the special operation in Ukraine, this agreement cannot be implemented now.

According to one of RBC's sources, Aeroflot plans to send several more A330s to Iran for maintenance, but the final decision on this will be made as a result of cooperation with Mahan Air on the first aircraft. The representative of Aeroflot did not answer the question about the prospects for further development of cooperation with the Iranian company.


“Maintenance of the Airbus A330 aircraft [in Iran] will be performed by the provider on a wide range of works. The organization [Mahan Air] has the necessary material base, certificates and vast experience, the provider performs maintenance with a high level of quality, ”says an Aeroflot representative. Iran has created a virtually independent system for maintaining the airworthiness of Western equipment, Terentiev points out. “Judging by the absence of serious aviation incidents in recent years, she copes with her tasks,” he adds. “The country has established a high level of repair and maintenance of foreign aircraft. Aircraft of Iranian airlines fly on many international routes, and the aviation authorities of these countries have no complaints about the level of flight safety, ”recalls Panteleev.

According to an Aeroflot representative, the competencies of Iranian companies in the field of maintenance and repair of aircraft will complement the capabilities of the entire group (except for the airline of the same name, it includes the carrier Rossiya and the low-cost carrier Pobeda).

In 2022, the provider Aeroflot Technics, which is also part of the Aeroflot Group, performed more than 300 forms of periodic aircraft maintenance. “In 2023, the process of expanding competencies and increasing the volume of work performed will continue. Ultimately, Aeroflot Technics will become Russia's largest maintenance and repair center for domestic and Western aircraft,” said Mikhail Korobovich, General Director of Aeroflot Technics. On March 20, the press service of Aeroflot reported that the group's provider for the first time in Russia independently replaced the landing gear on A330 aircraft.

What difficulties have arisen with the maintenance of aircraft

Western sanctions affected , among other things, repair services and the supply of spare parts to Russian carriers. As a result, for example, the German provider Lufthansa Technik, which supported hundreds of aircraft of Russian carriers, including Aeroflot , for more than 15 years , curtailed business in Russia.

Against this background, Russian airlines began to look for alternative opportunities for the repair of equipment abroad. Thus, the Tatarstan carrier UVT Aero has experience in sending the regional aircraft Bombardier CRJ200 for maintenance to Iran, two sources close to this airline told RBC. A company representative declined to comment on this information. Rossiya Airlines also sent at least one engine for repairs to Mahan Air, a source familiar with the technical specialists of several Russian carriers told RBC. At the same time, in Iran, there are difficulties with access to spare parts. “Until recently, Iranian companies bought them all over the world, including Europe and the United States, but recently these supplies have become more complicated, Western countries have become more control over supplies to Iran. In some cases, Russian airlines themselves have to find and buy spare parts, and in Iran they are repaired and installed,” he said.

At present, Russian enterprises have not mastered the full range of services for the refurbishment of aircraft engines, auxiliary power units, landing gear and some others, RBC was told in the press service of Smartavia. For this reason, the carrier is considering the possibility of repairing components abroad in the future, they indicated. “Nevertheless, domestic repair enterprises are mastering the repair of certain types of aircraft engines and auxiliary power units, for which Russian airlines have the highest demand,” notes a Smartavia representative. The most difficult positions to maintain in Russia are aircraft engines and propellers, and avionics, Panteleev says. “The complexity is dictated by the fact that the creation and approval of repair documentation for such complex products takes more time than the development of documents for the manufacture of simple parts, such as pipes, hoses and gaskets,” he explains.

Secondo Igor Smirnov, direttore senior per i rating aziendali presso Expert RA, finché ci saranno aerei stranieri nell'aviazione civile russa, i vettori dipenderanno almeno dalle riparazioni dei motori. "La manutenzione del motore non sostituirà mai le importazioni: non ci sono disegni e il reverse engineering non fornirà precisione e terrà conto di tutte le caratteristiche", ritiene Smirnov. È praticamente impossibile ottenere la sovranità tecnologica in termini di manutenzione dei componenti degli aeromobili Airbus e Boeing più popolari, poiché non esiste produzione, tecnologia o documentazione tecnica per i componenti chiave di questi aeromobili, concorda Divakov. Secondo Panteleev, I vettori russi smetteranno di utilizzare i servizi di società straniere per riparare le apparecchiature quando l'assistenza in Russia diventerà più redditizia da un punto di vista economico o quando non ci saranno più aeromobili importati nel paese. "Sulla base del fatto che è redditizio servire quei tipi di aeromobili che si trovano nella flotta di una compagnia aerea (o di più compagnie aeree), si può presumere che in termini di posizioni semplicemente non abbia senso padroneggiare [in Russia] tutti i tipi di riparazioni da soli", ha spiegato l'esperto.


Il 31 marzo, il capo del Ministero dei trasporti, Vitaly Savelyev, ha dichiarato ai giornalisti che ora in Russia ci sono più di 200 organizzazioni di manutenzione di aeromobili certificate. Secondo il funzionario, le organizzazioni chiave in Russia dispongono di 23 hangar in grado di servire più di 80 velivoli contemporaneamente, di cui 14 di grandi dimensioni. "Il numero totale di hangar consente di fornire la manutenzione degli aeromobili senza code e tempi di inattività", ha sottolineato Savelyev.


RBC ha inviato richieste ai servizi stampa del Ministero dei trasporti, dell'Agenzia federale per il trasporto aereo, S7 Airlines, Pobeda, Rossiya, Ural Airlines e Utair.
The Iranian airline Mahan Air demonstrated how the Airbus A330-300 aircraft with registration number RA-73700 of the largest Russian airline Aeroflot is being serviced.

 
Two Very informative videos of the production facilities for Yasin trainer and Kowsar fighter aircrafts

YASIN production line and process

KOWSAR production line and process
Note:
As per Kowsar video Iran now has the capability to produce aircraft grade Titanium sheets and "form" them into segments required for the fuselage. A crucial technology required in building any airframe. Iran also has 3 operational Titanium mines:-)
Titanium.JPG
 
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Two aviations products with possib export plans in the near future!!!:undecided:.
Yasin scale model at an exhibition:
View attachment 930582

SABA commercial helicopter
View attachment 930591
but looking more closely at the photo where they present the model of the helicopter, behind it we see a large image with the "Simorgh" transport aircraft indicated in red, well represented, so we are already at 3 possible aircraft offers, but with the arrow white also indicates a commercial aircraft turbofan and this could be another aircraft accessory that may be offered in the future.

SABA _model.jpg~3.jpg
 
but looking more closely at the photo where they present the model of the helicopter, behind it we see a large image with the "Simorgh" transport aircraft indicated in red, well represented, so we are already at 3 possible aircraft offers, but with the arrow white also indicates a commercial aircraft turbofan and this could be another aircraft accessory that may be offered in the future.

View attachment 930614
Yes I noticed the "Simorgh" also and too bad they do not show it in physical model..The aircraft flight tests should be done in few months.
 
Simorgh has officially passed its first flight test


Amir Khajefard, head of the Defense Ministry's Aviation Industries Organization: Simorgh Transport Plane has completed the taxi process and our feedback from this stage has been very good and we are on the verge of flying this bird.

In response to a question about when the Simorgh aircraft will fly, the head of the Defense Ministry's Aviation Industries Organization said: I expect the Simorgh aircraft to be flying by June.
Promise made, promise kept. Even slightly ahead of schedule. Rare for Iranian officials. Congrats to General Amir Khajeh Fard.
 
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