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it don't use more fuel than j-85 or normal owj. it use exactly the same amount of fuel as those engine without afterburner and half or less than half those engine with afterburner.

why it use more fuel than the other airplanes mentioned , well different engine , different fuel consumption . if you look at the spec you see it provide more thrust to weight ratio. the engine is development of a long line of j-85 engine variant , i guess when American wanted to use the variant in f-5 or more exactly J85-GE-21A they sort of overclocked it to reach the 3,500 lbf (16 kN) military thrust; 5,000 lbf (22 kN) after burning thrust they needed for the jet performance the initial variant which is J85-GE-1 was actually rated for 1,900–2,100 lbf (8.5–9.3 kN) thrust.
like everything overclocked the engine is bound to use more fuel than an engine that was supposed to provide that performance at the start. also being turbojet wont help its fuel consumption compared to turbofan engine
I'm guessing Iran received the GE21A model so that's what you reverse engineered. Pity, Iran being a geographically large country, fuel efficiency would be worth more than thrust.

Anyway, if what you say is true, it won't have the payload capacity for a single C802 either. Just keep it in the trainer role and focus on other projects
 
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I'm guessing Iran received the GE21A model so that's what you reverse engineered. Pity, Iran being a geographically large country, fuel efficiency would be worth more than thrust.

Anyway, if what you say is true, it won't have the payload capacity for a single C802 either. Just keep it in the trainer role and focus on other projects
it have payload capacity for c-802 but it weight 750-800kg i don't knew if Yasin pylons can carry that weight.
you must ask others id they knew the exact number for each pylon , my guess its logical to assume if iran want to install cruise missile on it , it go with two smaller missiles maybe two in class of 400-500 kg and as it will be fired from altitude the missile probably will have the same or more range than c-802

by the way its not like its hard to make the engine spin slower and use less fuel, it even increase the life of engine but then that would not reach the performance.
it was why i believed Yasin jet with Owj or its non afterburning version is not that useful and only is suitable for training and was saying we must focus on trainer version of kowsar . unless we can provide better engine . the kowsar gave better performance is lighter and can carry more also it will be the backbone of our air-force in future so its better to train our future pilot with something with the same aerodynamic

yasin make sense if we increase the armor and make it into a cas aircraft , while kowsar have the characteristic of a fighter and with modern avionic and engine can be very well be used in roles usually reserverd for j-10, grippen and f-16 and f-18
 
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it have payload capacity for c-802 but it weight 750-800kg i don't knew if Yasin pylons can carry that weight.
you must ask others id they knew the exact number for each pylon , my guess its logical to assume if iran want to install cruise missile on it , it go with two smaller missiles maybe two in class of 400-500 kg and as it will be fired from altitude the missile probably will have the same or more range than c-802

by the way its not like its hard to make the engine spin slower and use less fuel, it even increase the life of engine but then that would not reach the performance.
it was why i believed Yasin jet with Owj or its non afterburning version is not that useful and only is suitable for training and was saying we must focus on trainer version of kowsar . unless we can provide better engine . the kowsar gave better performance is lighter and can carry more also it will be the backbone of our air-force in future so its better to train our future pilot with something with the same aerodynamic

yasin make sense if we increase the armor and make it into a cas aircraft , while kowsar have the characteristic of a fighter and with modern avionic and engine can be very well be used in roles usually reserverd for j-10, grippen and f-16 and f-18
I think CAS aircraft are losing their relevance if I'm honest with you. Su-25s are falling like flies in Ukraine. It's time to leave CAS to drones lol. Just build a strong hardpoint under the fuselage to lob a C802 and get away. I wouldn't want to stay in the fight a second longer than necessary.

I hate repeating myself like a broken record but If Iran wants to keep going with the manned aircrafts, it has to get engines from Russia. RD-33 is a good option, that's what powers the JF-17 but now that Iran is getting Su35s, AL-41 could be the better option. Could make a great single engine fighter out of that.
 
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if you deploy Yasin in a CAS role like that, you will suffer casualities to weapons like DShKs I guarantee you that.

Su25 can do that because it's built like a tank from the beginning as a CAS aircraft

You're proposing to deploy a light training aircraft that weighs less than most attack helicopters, has NO armor, engines can BARELY produce 16KN at FULL afterburner, which means huge IR signature in a modern airfield where MANPADs are everywhere.

For comparison, Russians didn't even deploy Yak 130 in Ukraine which is a much more powerful and capable aircraft than Yasin. And we're talking about Russians.
Hürjet has an engine that's putting out 84 KN thrust it can easily mount F414 which has 100 KN thrust and I still oppose the combat version of Hürjet

But I guess Iranian pilots lives are worth about this much to you guys, What else should I expect from a group of people whose idea of naval warfare is rushing towards an aircraft carrier group in a speed boat?

Logic left the chat
I respect your opinion but I don't share it, such as that of indicating that an aircraft flying at 600/700 kmh at low or very low altitude can easily be shot down by a 0.50/12.7 mm with manual aiming (I hope that when you have compared the Yasin to a Cessna, at least you meant Cessna business jets).
Furthermore, you continue to make comparisons as if the Yasin were to be used in a very high intensity conflict such as the conflict in Ukraine, while the Yasin could instead have numerous other uses such as those carried out by other jet trainers in the world, missions similar to those carried out in the past and currently in progress in conflicts in Sub-Saharan Africa, the Middle East, Indo-Pacific, Central and South America, such as:
anti-guerilla, anti-narco, aerial reconnaissance, air policing missions.
All missions that the Yasins could perform very well, relieving the fighters of these commitments, saving the rest of the flight hours of the front-line combat air fleet which they can instead use for more important missions in the defense of Iranian airspace.
Then in the end our talks about the Yasin are only hypotheses, also because the one shown is the second prototype, also considered pre-series but if I'm not mistaken it still has to carry out flight tests.
From the test results, they could push engineers and technicians to develop further improvements that will then be implemented in production aircraft.
Therefore part of the current data cannot be 100% certain or definitive, the data communicated on performance, empty weights and maximum take-off could therefore be different.
Only with production aircraft will it be possible to evaluate the aircraft, including how many suspended loads it will be able to carry and whether there will be 3 or 5 tie down points.
 
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Today I found this interesting article titled:
The latest achievement of Iran's aviation industry; Zero to 100 "Yasin" training jet in conversation with designers and manufacturers: Yasin will meet all the training needs of the air force + pictures
https://www.ghatreh.com/news/nn14011228293976322048/جدیدترین-دستاورد-صنایع-هوایی-ایران-صفر-آموزشی-یاسین-گفتگو-طراحان

But the following question from the reporter caught my attention:

** Close air support version of Yasin is coming

He also says about other versions of Yasin and its ability to be used in combat operations: this aircraft will have a CAS or close air support version in the future, which will be a :yes4: single-pilot version, leading to a weapon that can currently be installed on the training version. Yes, it is a training weapon for pilot training.

** نسخه پشتیبانی نزدیک هوایی یاسین در راه است
وی همچنین درباره دیگر نسخه‌های یاسین و قابلیت بکارگیری آن در عملیات‌های رزمی نیز می‌گوید: این هواپیما یک ورژن CAS یا پشتیبانی نزدیک هوایی نیز در آینده خواهد داشت که این نسخه تک خلبانه خواهد بود، منتهی سلاحی که در حال حاضر قابلیت نصب روی نسخه آموزشی را دارد، سلاح آموزشی برای آموزش خلبانان است.


immediately after reading this news, as always I played with the images to evaluate what a single-seater version of the Yasin could look like
:ashamed:
Fq7l-CAS-2 .jpg
 
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This evening I met again the model of the IRJ-72 and I compared it to my interpretation made a few months ago using the Simorgh ptototype as a starting point and which I had published in one of the Iranian forum discussions.
Today I made a collage and in order not to send it missing, I'm posting it in this discussion where it is specifically about Iranian aviation products..military and civilian

IRJ-72-2.png
 
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An old model of Maritime Patrol Aircraft (MPA ) version of IR-140
MPA.png


Simogh interior configured as military air ambulance
Simorgh_Inside.png

Flight Tests of simorgh will last between 6 to one year. and a Gunship version is also being talked about.
 
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Today I found this interesting article titled:
The latest achievement of Iran's aviation industry; Zero to 100 "Yasin" training jet in conversation with designers and manufacturers: Yasin will meet all the training needs of the air force + pictures
https://www.ghatreh.com/news/nn14011228293976322048/جدیدترین-دستاورد-صنایع-هوایی-ایران-صفر-آموزشی-یاسین-گفتگو-طراحان

But the following question from the reporter caught my attention:

** Close air support version of Yasin is coming

He also says about other versions of Yasin and its ability to be used in combat operations: this aircraft will have a CAS or close air support version in the future, which will be a :yes4: single-pilot version, leading to a weapon that can currently be installed on the training version. Yes, it is a training weapon for pilot training.

** نسخه پشتیبانی نزدیک هوایی یاسین در راه است
وی همچنین درباره دیگر نسخه‌های یاسین و قابلیت بکارگیری آن در عملیات‌های رزمی نیز می‌گوید: این هواپیما یک ورژن CAS یا پشتیبانی نزدیک هوایی نیز در آینده خواهد داشت که این نسخه تک خلبانه خواهد بود، منتهی سلاحی که در حال حاضر قابلیت نصب روی نسخه آموزشی را دارد، سلاح آموزشی برای آموزش خلبانان است.


immediately after reading this news, as always I played with the images to evaluate what a single-seater version of the Yasin could look like
:ashamed:
View attachment 922106
Always playing with images, I tried to improve the style of the cockpit of a hypothetical single-seater version of the Yasin.
The elimination of the second pilot seat could in part be used to create a larger fuel tank
This would mean that the single-seat version of the Yasin will have a longer flight range, a capability which for some missions could replace supplemental underwing fuel tanks with armament.
Fq7l-CAS-2-2 .jpg
 
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I see a lot of potential in Iran. Educated people and natural resource rich country. As soon as they are out of sanctions Iran will be a force to reckon with just like the Persian empire.
 
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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.

According to Igor Smirnov, senior director for corporate ratings at Expert RA, as long as there are foreign aircraft in Russian civil aviation, carriers will depend at least on engine repairs. "Engine maintenance will never replace imports - there are no drawings, and reverse engineering will not give accuracy and take into account all the features," Smirnov believes. It is practically impossible to achieve technological sovereignty in terms of servicing the components of the most popular Airbus and Boeing aircraft, since there is no production, no technology, no technical documentation for the key components of these aircraft, Divakov agrees. According to Panteleev, Russian carriers will stop using the services of foreign companies to repair equipment when servicing in Russia becomes more profitable from an economic point of view or when there are no imported aircraft left in the country at all. “Based on the fact that it is profitable to service those types of aircraft that are in the fleet of an airline (or several airlines), it can be assumed that in terms of positions it simply does not make sense to master [in Russia] all types of repairs on your own,” the expert explained.


On March 31, the head of the Ministry of Transport, Vitaly Savelyev, told reporters that there are now more than 200 certified aircraft maintenance organizations in Russia. According to the official, key organizations in Russia have 23 hangars that are capable of servicing more than 80 aircraft at the same time, of which 14 are wide-bodied. “The total number of hangars makes it possible to provide aircraft maintenance without queues and downtime,” Savelyev emphasized.


RBC sent inquiries to the press services of the Ministry of Transport, the Federal Air Transport Agency, S7 Airlines, Pobeda, Rossiya, Ural Airlines and Utair.
 
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Iran, Russia sign memorandum of cooperation in aviation

https://tass.com/economy/1602651
 
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Congratulations are in order...Turks finally have something that flies :azn:. The training jet called Hurjet..Uses a single foreign supplied Rolls Royce engine but any way it flies for her flight test. Third nation in this region after Pakistan and Iran that has flyable domestic jet aircraft even though still missing a domestic engine.

Hurjet.jpeg
 
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Congratulations are in order...Turks finally have something that flies :azn:. The training jet called Hurjet..Uses a single foreign supplied Rolls Royce engine but any way it flies for her flight test. Third nation in this region after Pakistan and Iran that has flyable domestic jet aircraft even though still missing a domestic engine.

View attachment 926413
But they have domestically made the TS1400 turboshaft engine for the Turkish national helicopter T625 which made the first flight in recent days
 
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