What Belaev just thought of was, of course, the aircraft carrier Ulyanovsk, which was easily dismantled a few years ago with a contract and a few million liquidated damages.

Although due to the lag of information dissemination and the deliberate ignorance of the international media, this matter has not yet been widely circulated, at least in Ermao's domestic military industry, everyone basically knows about it.

Of course, the Ukrainian ship was actually only 30% completed at that time, and none of the core subsystems except for the nuclear reactor were in place, and even the launch was far away.

In the context of the disintegration of the alliance, even if there is a follow-up injection of funds, it is impossible for this giant ship to be completed, and the dismantling can only be said to be a thought, but intellectually speaking, it is not unacceptable.

It's just that when I finally sold scrap steel, I was cheated again (I negotiated 450 US dollars/ton, but it turned out to be 150 US dollars/ton), which made people very unhappy.

But the An-70 is different.

The plane has gone through most of the design process, and it is basically a user who is willing to pay for it, and the last shudder of the D27 engine.

The first prototype did crash in 1996, but it had nothing to do with the aircraft itself, and was just a command and operational error in the midst of organizational chaos.

According to what he learned from the last communication with Antonov, the latter has already begun to build a second prototype, and even a new order for 4 D27 engines has been signed -

You know, although Antonov's life after 91 is not easy, after all, there is still Antonov Airlines, which operates more than a dozen An-124s and the world-only An-225 transport aircraft.

Relying on these almost monopolistic large-scale air transport businesses, key projects can barely be sustained.

You must know that in addition to Huaxia, there are even a few European countries that are unwilling to participate in the A400M project.

Especially Germany.

If we say who is the biggest beneficiary of a series of events from the upheaval in Eastern Europe to the collapse of the Union.

That's definitely not the United States, but Germany.

Germany, which has finally achieved the reunification of the East and the West, once felt that it could take advantage of the east wind of the European Union, hoping to take this opportunity and its already good industrial foundation to revive the aviation manufacturing industry that had been deliberately suppressed and developed by the two superpowers in the past few decades.

The An-70 is one such project that pins the hopes of the Germans.

At this juncture, it is suddenly necessary to give up the D27 engine that has completed many test flights to continue to improve, and tilt the focus of resources to a small turboprop engine with a power of 450kw that has only been tested on the bench, and the only installed object of this turboprop engine is a foreign model that does not know what to call and only has a few brochures.

How to look at it, there is a beauty that is missing from the brainstem.

Moreover, during the meeting just now, the Minister of Industry, Ribizin, and the Austrian businessman, Dres, behaved strangely.

Belaev, who has worked in the field of aviation power for most of his life, knows very well that there must be a high degree of compatibility between aviation and aircraft.

Even wing cranes with low requirements for engine compatibility, or tail crane structures, often require the engine (most of the time it is actually a nacelle) to be fine-tuned differently for different types of aircraft, which often leads to many sub-models of essentially the same type of engine.

And this Austrian diamond company traveled thousands of miles to find a new engine supplier that it had never cooperated with before, but the information it brought did not even write the specific dimensions of the aircraft engine compartment.

It is important to know that the engine of this small propeller aircraft is built-in, and it is placed in front of the nose.

Therefore, the requirements for engine volume, especially transverse dimensions, are extremely demanding.

Choosing motivation is definitely not as casual as buying groceries.

Thinking of this, Belaev was ready to turn around and go to call people.

But then something came to mind.

Husband and wife were originally birds of the same forest, and they flew separately when disaster came.

Indeed, it cannot be ruled out that Antonov's side is doing things without his own knowledge.

So it's better to prepare for both.

"Alyosha?"

He turned around and called out to Kulitsyn, who was about to leave from the other direction:

"The design bureau is relatively close to the station, and there should be a train to Kiev in the afternoon, so you can find someone who knows the bottom line and is more clever to go to Antonov's side to inquire about the situation."

The latter was stunned when he heard this request, and immediately understood what his old friend meant.

"No problem, I'll have someone arrange it."

Belaev then instructed:

"Remember, don't go through the official channels, go through the ordinary employees over there and knock on the side to see if the An70 project is still being promoted."

Curitsyn nodded to show that he understood, hesitated for a moment, and then asked:

"That'...... What was Dr. Dress's just now......"

"Let's receive it as usual, after all, it was Minister Ribiyazin who brought it over personally, and it was not easy to make it too stiff."

"Okay."

……

The words are divided into two ends.

On the side of Beijing Aviation University, after deploying the relevant R&D tasks of turbofan 10, Chang Haonan himself is not as busy every day as he was for more than half a month.

The turbine and thermal processing parts that he was mainly responsible for required a lot of new equipment and materials, and it was impossible to start construction for a while.

As for the other core part of the high-pressure compressor, Chang Haonan has informed the relevant technical points to the design team led by Liu Yongquan.

I have to say that the latter is indeed very capable, and after a short period of discomfort at the beginning, he was soon able to complete most of the work independently.

After all, in the previous life, the turbofan 10 engine was finally built in his hands.

Chang Haonan only needs to check the progress regularly and solve some of the most difficult or related problems in route selection.

In contrast, it was two other people who brought him the main workload during this time -

Wang Xiaomo and Liang Shaoxiu.

After realizing that the British radar used by the Y-8J poses a huge technical risk in the face of NATO countries, the Navy immediately halted the manufacture of four more Y-8Js that had not yet started.

The remaining four sets of Soshui 2000MS radars that have lost their installed objects will be used to provide spare parts, and the four Y-8Js that have been put into service or begun to be manufactured will continue to exert their residual heat in the East China Sea and the North China Sea, but they will also lose their position as the core of naval aviation operations and return to their own business of "maritime patrol".

Under these circumstances, the Air Police 200 AWACS aircraft, which uses the new Y-8 Category III platform and T-shaped antennas, naturally entered the Navy's field of vision, and then passed various audits almost at the speed of light, and successfully established the project at the end of July 1997.

The parallel system of two chief divisions for the research and development of AWACS aircraft has also been formally established.

Originally, these two people were ready to completely let go of themselves and directly asked Chang Haonan to take up the position of chief aircraft engineer.

But when I came to the door, I found that someone was more daring than them-

The latter has already put on the hat of a chief engineer, and if nothing else, he will have to wear another one after the project of the heavy-duty die forging press project in the second half of the year.

So Chang Haonan finally rejected their kindness:

"Now that Shengjing and Beijing are running at both ends, it is enough for me to be busy, and the torch company is just on the right track, and the business and operation aspects are exactly the time to keep an eye on, and it is still a little overwhelming to let me dance on three eggs."

"In my opinion, the position of chief aircraft engineer is still held by Liang Gong, and my words, according to what we said before, hang the name of a deputy chief engineer and help solve some key problems."

After all, in the original timeline, the chief engineer of the Yun-8 platform special machine was Liang Shaoxiu.

Although today's new Y-8 Class III platform still has an average flight experience and a crotch-stretching endurance, it has finally solved the most fatal wing icing problem.

Moreover, Liang Shaoxiu also specially optimized the propeller propulsion efficiency, and barely recovered some low-altitude and low-speed performance.

So, it's not a big problem.

(End of chapter)