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They should see this as an opportunity to get rid of some old obsolete stuff like foreign engines, and get some new better more efficient Russian engines into service and widespread use.
Even MiG made an upgraded version of the An-2 where they made both wings fully articulated with leading edge flaps and slats, so you could have thinner wings that still generated a lot of lift for low speed landings and takeoffs from short rough strips, but also could raise the flaps and slats and have thin low profile low drag wings for higher speed flight to get places faster as well as operate from short rough airstrips when needed.
Playing around with this or that aircraft design is a waste of time without a decent cheap reliable engine to put into it.
The VK-650 is supposed to be rather simple and cheap, so making an An-2 replacement with two engines of this type... perhaps in the back running an electric motor in the nose might work out to be a good solution.
Continuing to use Ukrainian planes and American engines is not progress.
They need to sort out the domestic production of composite materials for civilian aircraft too... but engines should be a focus.
The core problem is that this area was neglected for so long and was not seen as a problem... even now as mentioned in the article it says the An-2 can continue for another decade with overhauls...
Too many companies and people with vested interests in American and Ukrainian products.
According to UAC the VK-650V are going to be used on the ANSAT and Ka-226 helicopters, while the rather more powerful VK-1600v is for the bigger Ka-62 and other medium helicopter types.
https://www.uecrus.com/products-and-services/products/vertolyety/dvigatel-vk-650v/
Or just limit them to 9 people plus cargo... or using two engines in a new configuration the limit is no longer a problem.
Even MiG made an upgraded version of the An-2 where they made both wings fully articulated with leading edge flaps and slats, so you could have thinner wings that still generated a lot of lift for low speed landings and takeoffs from short rough strips, but also could raise the flaps and slats and have thin low profile low drag wings for higher speed flight to get places faster as well as operate from short rough airstrips when needed.
Playing around with this or that aircraft design is a waste of time without a decent cheap reliable engine to put into it.
The VK-650 is supposed to be rather simple and cheap, so making an An-2 replacement with two engines of this type... perhaps in the back running an electric motor in the nose might work out to be a good solution.
Continuing to use Ukrainian planes and American engines is not progress.
They need to sort out the domestic production of composite materials for civilian aircraft too... but engines should be a focus.
The core problem is that this area was neglected for so long and was not seen as a problem... even now as mentioned in the article it says the An-2 can continue for another decade with overhauls...
Too many companies and people with vested interests in American and Ukrainian products.
Yes but this turboshaft (helicopter engine) is not the RD-600v, but the VK-1600V. The RD-600V was a stillborn Saturn project, but it has been probably canceled in favour of the the Klimov VK-1600.
According to UAC the VK-650V are going to be used on the ANSAT and Ka-226 helicopters, while the rather more powerful VK-1600v is for the bigger Ka-62 and other medium helicopter types.
https://www.uecrus.com/products-and-services/products/vertolyety/dvigatel-vk-650v/
Of course, the An-2 will need special exceptions in the rule to allow 12 or 13 passengers instead of 9 (max allowed by current rules for single engine aircrafts).
Or just limit them to 9 people plus cargo... or using two engines in a new configuration the limit is no longer a problem.
Rodion_Romanovic
