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LoooSeR

Models and pictures of Soviet MBT designs from 80s. Object 477A, Object 490 Buntar and Object 299.

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2 hours ago, LoooSeR said:

hifv2.jpg

   So this thing was supposed to have autoloaded 76 mm (?) AC, and 2 ATGMs on top turret... with 4 RCWS, 2 of them armed with AGLs and 2 with 7.62 GPMGs. That is rather hot load for IFV by early 90s standarts. Although second variant had 8 dismounts, while first was for 11 (?)

 

...and let's not forget what appears to be 4 portholes, 2 on each side - I guess that's what those 2 rectangular holes at the back are intend to portray.
Also visible on that image which appeared earlier:
Axqk8QD.jpg

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21 minutes ago, skylancer-3441 said:

...and let's not forget what appears to be 4 portholes, 2 on each side - I guess that's what those 2 rectangular holes at the back are intend to portray.
Also visible on that image which appeared earlier:
Axqk8QD.jpg

   Yeah, i know. Those things looks a bit unnecessary when this vehicle have like 4 RCWS and main weapon system.

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3 hours ago, LoooSeR said:

That is rather hot load for IFV by early 90s standarts

btw, it's on par with soviet late 80s BMPT (Obj.781 Sb.8).
Overall, 299-based HIFV looks just like BMPT-as-it-should-be (in case one thinks of it as of BMP-T, aka IFV-H, still retaining distmountable infantry)

 

 

56 minutes ago, LoooSeR said:

   Yeah, i know. Those things looks a bit unnecessary when this vehicle have like 4 RCWS and main weapon system.

I guess it looks better in tablechart - when one proposes IFV with 8 so-called "active dismounts" instead of just 4.
With just 4 - it would be on par with some pity old version of Mowag Tornado from early 60s
j2oaIyz.jpg

...although Porsche's Durchburch-Spz proposal still had one more of those guys:
srINGvZ.jpg

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   Skylancer made pics showing size diffences of 299-based HIFV vs BMP-2

 1HQ8hlY.jpg

   That HIFV would have been about as cramped as BMP-2, maybe even more as some sort of fuel (?) tank was located in the middle of infantry compartment.

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8 minutes ago, skylancer-3441 said:

ermm... I kinda already posted that pic - even earlier than at otvaga forum - on previous page of this tread.

Heh, i missed it.

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Going back to 2014 posts in this thread, but are any internal layout diagrams of the Object 780 available? I'm most curious about how the driver's optics worked; does the gun not recoil far enough back into the turret to go between the driver and his optics, or is there some other arrangement that lets it work?

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21 minutes ago, LostCosmonaut said:

Going back to 2014 posts in this thread, but are any internal layout diagrams of the Object 780 available? I'm most curious about how the driver's optics worked; does the gun not recoil far enough back into the turret to go between the driver and his optics, or is there some other arrangement that lets it work?

 

 

I believe the "gun" is just a missile launcher, or it only fires low-impulse HE rounds at the most.  So the breech should be quite small, and the recoil path quite short, so the driver can fit behind it.

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   Was posted on otvaga, sharing here as well. Object 490A "Buntar' " vs T-14

tuASx.jpg

 

Quote

Render for Operation Flashpoint, made by Serg Sapper based on Levi's model.

TkcRm.jpg

 

Spoiler

IjPn9.jpg

 

u97Q2.jpg

 

zZyEP.jpg

 

oqUN3.jpg

 

sxBzT.jpg

 

PlIYj.jpg

http://otvaga2004.mybb.ru/viewtopic.php?id=1949&p=23#p1212541

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http://btvt.info/2futureprojects/object_490_2p.htm

   Some info about Soviet 70-80s MBT project with 2 cannons was posted on Andrey's site. Here is a picture:

 

LJPdEm0.jpg

 

Ohh, sorry, here is a picture:

ÐвÑÑпÑÑеÑнÑй Ñанк (490 «ТополÑ»)

 

 

Quote

   Tank with 2 guns (490 "Poplar")

 

   A project from 80s of a tank with maximum protection, firepower and crew safety. One of the most unusual developments of the Soviet tank construction in the post-war period was the project of a two-cannon tank by Evgeny Morozov. The works were carried out in the late 70s and were presented to the customer along with other possible directions for the development of the layout for the future tank.

 

   Among the proposed options were also considered:

- turreted tank with two operators (490 option 1 [was posted here as Object 490 Topol'])

- non-turret tank (with limited [gun] traverse/arc)

- articulated (two-link) tank

- tank with external weapon mounting system.

 

ÐвÑÑпÑÑеÑнÑй Ñанк (490 «ТополÑ»)

 

Quote

   The layout of the tank was unusual, the hull was divided into isolated compartments, the first - the transmission compartment, the second - the fuel compartment divided by partitions, the third - the engine compartment. The crew consisting of two operators was placed in the rear of the hull in an isolated stationary capsule.

 

   The capsule was fixed, the crew in any position of the turret, was facing frontl, the rotation of the turret with the main armament was carried out around the capsule. The "turntable" with the main armament had a powerful frontal armor, on the sides 125 mm guns of increased power were installed, or 130 and 152 mm guns that were under development at the same time.

 

   Ammunition consisted of unitary shots placed in two autoloaders with a simple scheme located in the compartments behind the guns, which were fed from the horizontal ammorack. With the damage/hit of the compartments and fire (detonation) of ammunition, the likelihood of the destruction of the tank crew was excluded. With the damage of one of the compartments with gun and autoloader, the tank retained the ability to fire.

 

   The second turret was located above the capsule, it had the sighting system of the commander-operator and driver, a static view device and a RCWS, which included a stabilized 23 mm R-23 cannon and 7.62 mm machine gun.

 

   The chassis of the tank is made using a number of units of the Izdelie 219 and consists of six pairs of rubberized support rollers. There are guide wheels in the back of the tank, leading wheels in the front. During salvo firing from ambush, the guide wheels are lowered to the ground in order to impart greater stability during firing. Adjustable hydropneumatic suspension. Engine - product 29. Transmission - electromechanical or product 29G (1250 hp).

 

ÐбиÑаемое оÑделение Ñанка Ñ ÐºÐ¾Ð¼Ð°Ð½Ð´Ð¸Ñом-наводÑиком и водиÑелем

 

Quote

1 - operator's seat (when the tank is moving in reverse);

2 - emergency hatch;

3, 5, 13 - radiation protection, heat and sound insulation:

4 - a set of organs and instruments for controlling fire and motion;

6 - a device for monitoring and controlling weapons;

7 - a static-type device for viewing (8 pcs.);

8 - turntable/turret;

9 - hatch for entry and exit of the crew;

10 - reversible viewing tube;

11 - position of the operator during rest;

12 - tank hull;

14 - operators chairs

/.../

 

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38 minutes ago, Toimisto said:

What sort of auto-loader did the Object 490A have? Was it isolated from the crew compartment?

   First page of this thread:

img006.jpg

About half of volume under Object 490A's turret was an autoloader. And from here (http://btvt.info/2futureprojects/490a.htm):

Quote

Mechanized ammorack occupied the right side of the fighting compartment. The shots were placed horizontally in 5 rows. The crew was separated from the elements of the loading mechanism by a partition.

 

   I probably should update first page with additonal info and new models/pics.

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Object 195 model in AW. I have questions to about half of this model - where they got idea that some parts are exactly like they are modelled (i suspect they just guessed).

hsmaGwc.jpg

 

Spoiler

NwRnWVt.jpg

 

CpTVr14.jpg

 

EdDuSyl.jpg

 

YeyRu7b.jpg

 

lO5wm3M.jpg

 

 

 

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      I-221/MiG-7
       
      While the I-220 had done well, it had not been able to reach the altitudes its designers had hoped for. Numerous changes would be required to get the best possible performance out of the airframe.
       
      The most obvious area for improvement was the engine. Rather than the AM-38F, an AM-39A with a turbocharger was installed. Not only was the AM-39 more powerful than the AM-38, but the twin turbocharger would allow the engine to continue developing power at altitude. Additionally, the wingspan was increased further, to 13 meters. Armament was reduced to two ShVAK cannons, to save weight. Significantly, the I-221 was fitted with a pressurized cockpit, to allow the pilot to survive at extreme altitude.
       
      By the time the I-221 made its first flight in December 1943, the Ju-86 threat had disappeared. One of the high-altitude intruders had been intercepted by a Yak-9PD (a high-altitude version of the Yak-9 designed and built in three weeks), though it had not been destroyed, overflights ceased. Nevertheless, the Yak-9PD was very much an interim solution, armed with only one ShVAK and requiring 25 minutes to climb to 12000 meters. So, development of the I-221 continued.
       
      The test program of the I-221 was cut very short. On the eighth flight of the aircraft, in February 1944, the pilot bailed out at altitude, after seeing flames coming from the turbocharger and smoke in the cockpit. The pilot survived unharmed, but obviously the I-221 was completely destroyed.
       
      I-222/MiG-7
       
       

      Side view of I-222. via ruslet.webnode.cz
       
      The I-222 was a continued development of the I-221. Not only did it have several additional performance improvements, but it was the closest of MiG's high altitude fighters to a “production ready” aircraft. The AM-39A engine was replaced with a more powerful AM-39B, with twin turbo-superchargers, plus a new four-bladed propeller. An improved intercooler was also installed (clearly visible under the central fuselage). To improve the I-222's potential utility as a combat aircraft, 64mm of armored glass was installed in the windscreen, and the cockpit pressure bulkheads were reinforced with armor plate. The fuselage contours were also modified to give the pilot better rearward visibility. Armament was two B-20 cannons, replacing the ShVAKs.
       
      The I-222 made its first flight in May 1944. Relatively little testing was done before the aircraft went to the TSAGI wind tunnel for further refinement. It emerged in September and underwent further testing. Test flights proved that the I-222 had truly exceptional performance. A speed of 691 km/hr was reached, quite respectable for a piston-powered aircraft. The truly astonishing performance figure was the ceiling of 14500 meters, well in excess of any German aircraft (save for the rare and latecoming Ta-152H).
       
      Though the I-222 could likely have been put into production, Soviet authorities assessed (correctly) that by late 1944 there was little threat from high-altitude German aircraft. Nuisance flights by Ju-86s were of little consequence, and German bomber programs such as the He-274 universally failed to bear fruit. Testing of the I-222 continued through late 1945, when the program was cancelled.
       
       
      I-224/Mig-7
       

      As can be seen the I-224 is similar to the I-222. From OKB MiG by Butowski and Miller
       
      The I-224 was a development of the I-222 with an improved AM-39FB engine. Several other minor improvements, such as an improved propeller and modified cooling system. The new aircraft first flew in September 1944. After five flights, it was heavily damaged in an emergency landing. Difficulties continued after the aircraft was repaired in December; the engine had to be replaced in February due to the presence of metal particles in the oil.
       
      Like the I-222, the I-224 demonstrated very good performance at altitude, also climbing to over 14000 meters and recording speeds over 690 km/hr. But by now, it was October 1945, and the war was over. It was decided to fit the I-224 with a fuel-injected AM-44 engine. This was not completed until July of 1946, and by then the time of the piston-engine fighter had passed. Both the I-222 and I-224 programs were shut down in November.
       
      I-225/MiG-11
       

      From OKB MiG by Butowski & Miller
       
      The I-225 was born from the second I-220 prototype. Although the I-225 was still designed for operation at high-altitude, it was decided not to optimize the aircraft for such extreme heights as the I-222 and I-224. It was hoped that this would allow for a higher top speed and heavier armament, among other improvements.
       
      A turbocharged variant of the AM-42 engine (similar to that used on the Il-10 ground attack aircraft) was fitted, providing 2200 horsepower at takeoff. The pressurized cabin was deleted to save weight, and allow the cockpit to be optimized for better visibility. Armament was the same as the I-220; four ShVAK cannons. Armor was added to the windscreen, as well as the pilot's headrest. Improved instrumentation and a new radio system was also added.
       
      As predicted, the I-225 had exceptional performance. The aircraft was capable of speeds in excess of 720 km/hr, and demonstrated good handling characteristics. Unfortunately, the first I-225 prototype was lost after only 15 flights, due to an engine fire.
       
      A second prototype was completed with an AM-42FB engine, and first flew in March 1945. This second prototype was fitted with four B-20 cannons instead of ShVAKs, This prototype was also reported to be capable of over 720 km/hr, as well as able to climb to 5000 meters in under 4 minutes. However, due to continued vibrations, the AM-42 was replaced with an AM-44 in January 1946. This did not solve the issues though, and the I-225, like its predecessors, was not selected for production. All work on the I-225 was shut down in March 1947.
       
       
       
      Remarks
       
      While none of the advanced MiG-3 variants entered production, they did provide the Mikoyan-Gurevich bureau with valuable engineering and design experience. In a different world, one might imagine that some of their designs could have found a niche. The I-210/1 and I-230/1 would have little reason to be built in a world where Yakovlev and Lavochkin fighters exist in the way they did. However, if Germany or another enemy had a developed strategic bombing arm, then the I-220 series fighters could have found a use. Either way, by 1945, it was clear that jet aircraft were the future. Even the Soviets, who had a relatively late start on jet engines, quickly developed aircraft like the MiG-9 and Yak-15 whose performance exceeded any of the MiG-3 variants.
       
       
       
      Sources:
       
      OKB MiG, a History of the Design Bureau and its Aircraft, by Piotr Butowski and Jay Miller
       
      http://www.airvectors.net/avmig3.html
       
      http://www.aviastar.org/air/russia/a_mikoyan-gurevich.php
       
      https://ruslet.webnode.cz/technika/ruska-technika/letecka-technika/a-i-mikojan-a-m-i-gurjevic/ 
      (I-230, I-210, I-211, I-220, I-221, I-222, I-224, and I-225 pages)
       
      http://www.airwar.ru/fighterww2.html
      (I-230, I-231, I-210, I-211, I-220, I-221, I-222, I-224, and I-225 pages)
       
      http://soviethammer.blogspot.com/2015/02/mig-fighter-aircraft-development-wwii.html
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