Russian Civil Aviation: News

Russian engine specialist Aviadvigatel has made substantial changes in the configuration of its prospective PD-14 turbofan to enhance its performance and variability.

The firm is steering the PD-14 development project, aimed at creating a family of engines to power Irkut's medium-range MS-21 twinjet.

While retaining the core engine's two-shaft, two-bypass architecture, Aviadvigatel has decided to revise the location of particular engine modules.

"The key move involved the accessory drive gearbox," says Aviadvigatel deputy director and PD-14 chief designer Igor Maksimov. "We opted to put it under the nacelle cowl rather than under the gas generator. This ensures a steadier thermal regime and reduces temperature-related risks for oil lines and cooling systems.

"There is now more room inside the nacelle for rejigging other modules," adds Maksimov. "So it is easier to modify the baseline engine configuration and meet thrust requirements of stretched and shortened MS-21 variants."

Aviadvigatel has introduced an array of innovations to enhance service life and slim down all core engine components.

Maksimov explains: "To reduce weight, we've thoroughly re-designed the low-pressure turbine. It has become smaller and lighter. We've also worked in improvements stemming from the latest aerodynamic research. As a result, we've bumped up the turbine's efficiency."

In cooperation with domestic engine makers Perm Motors, UMPO and Motor, Aviadvigatel has begun the assembly of two modern low pressure turbines for the PD-14 prototype. One will be tested at its own laboratory and the other at the Central Aeroengine Institute (TsIAM) in Moscow.

Both Aviadvigatel and TsIAM have completed tests of the combustor prototype. Maksimov says these checks, which were also carried at a high-altitude test facility, validated all pre-test predictions in terms of emission and performance data measurements.

To further reduce risks, Aviadvigatel is co-operating with the Ukrainian engine design bureau Ivchenko-Progress in developing an alternative combustor. The partners plan to start testing the prototype this year - initially on a designated test-bed and then within a demonstrator engine.

If the jointly-developed prototype proves to be a better solution, Maksimov does not rule out that Ivchenko-Progress-affiliated engine manufacturer Motor Sich could become a major supplier of combustors for the PD-14.

Test runs of the technology demonstrator engine are scheduled to begin in the third quarter of 2013. Maksimov notes that the MS-21 project envisages - for the first time in Russia - that the engine developer is also in charge of developing the turbofan nacelle.

"Under our agreement with Irkut we bear an overall responsibility, from designing the engine to customer specifications and selecting suppliers to certifying and providing after-sales support," says Maksimov.

"We've already defined nacelle configuration. It features sliding panels rather than hinged cowl doors. This makes for a lighter and more rigid nacelle frame. It is also better from the maintainability standpoint."In addition, key nacelle components, such as air intakes, thrust reverser grid and cowl panels will be made of carbon-fibre reinforced plastics. Overall, composite materials will account for up to 60% of nacelle weight."

Full-scale engine nacelle tests are scheduled to begin in early 2014. By then, Aviadvigatel plans to have finalised the selection of second- and third-tier suppliers for the PD-14 serial production.

February 20, 2013 Leasing Company JSC "Ilyushin Finance." (IFC) released information on purchasing 32 aircraft from the Canadian manufacturer Bombardier. After this, some media publications appeared misunderstood the facts stated in the official press-service of "IFC". Thus, some authors have expressed an error of judgment, that of "IFC", as a leasing company established to promote Russian civil aircraft, acquire foreign aircraft to the detriment of the domestic aviation industry.

In this connection, of "IFC" states:

32 aircraft CS-300 manufactured by Bombardier purchased for export to foreign airlines. Therefore, this contract in any negative way will not affect the development of the Russian aircraft industry and domestic aircraft production plans envisaged "United Aircraft Corporation" (UAC); the acquisition of 50 Russian aircraft MS-21, 33 An-148, 20 Superjet-100 and 32 foreign CS-300 carried out under an approved Board of Directors of "IFK" production program of the company;

aircraft MS-21 and CS-300 are unified at 60% of the accessories and equipment. JSC "IFC" and developer of MC-21 aircraft - JSC "SPC" Irkut "agreed on the deal, according to which IFC is promoting MS-21 for export under an operating lease. This will require access to the after-sales service of the Canadian manufacturer Bombardier abroad. A corresponding agreement of intent was signed with the Canadians with the signing of a contract for aircraft CS-300.

Today JSC "IFC" is still the largest specialized leasing company in Russia focused on the procurement and supply of Russian civil aircraft. As of early 2013 the company funded and delivered only 48 Russian-made aircraft, including 7 Il-96-300, 4 Il-96-400T, 24 Tu-204/214, 3 An-124-100s and 10 An-148 which is more than double the amount of current supplied by all Russian domestic aircraft leasing companies. Given the already supplied aircraft new orders for 50 MC-21, 20 Superjet-100LR and 33 An-148 will increase the portfolio acquired by IFC aircraft to 151 pcs.

It seems the decision to build new 130-140 seater by Sukhoi is postponed to 2015-2016

Plus it seems they are buying large Russian Fleet besides the 32 CS300 , It seems Canadian CS300 and MS-21 have 65 % commonality in accessories and equipment

IFC has long positioned itself as a company promoting only Russian equipment. Can I say that now you are changing the strategy?

- We have never limited Russian technique, we just focused on it. We have now committed themselves to Russian equipment in large volumes: 50 MC-21 aircraft, 20 aircraft Superjet, contracted about 30 AN-148 and AN-158. Not to mention 48 aircraft that we have set. Tell me, who in Russia bought more Russian aircraft? By number of aircraft delivered and we at times ahead of all others combined leasing companies in Russia. In this case, since 2007, we are no funds from the Russian budget will not get, we only use the grants, which are available to all Russian leasing companies - I'm talking about the compensation of interest rates. No special support funds, which would apply only to us, we do not.

Russian energy giant Gazprom's internal carrier, Gazpromavia, is to be the first recipient of the long-range Sukhoi Superjet 100LR, which has just started flight tests
By: Vladamir Karnozov

Gazpromavia will take delivery by the end of 2013 and Sukhoi insists it is on track following the maiden flight on 12 February. The aircraft has been ferried to Moscow Zhukovsky for certification trials and a second will fly later this month.

Sukhoi has designed the 100LR to operate over a 2,470nm (4,570km) range, 50% greater than that of the basic airframe.The LR will have a maximum take-off weight of 49.5t, compared with 45.9t for the basic. It will also have uprated PowerJet SaM146-1S18 engines, generating an additional 5% thrust and better climb performance. It has the same fuel tanks and the landing gear has not needed strengthening, says Sukhoi.

Sukhoi Civil Aircraft chief designer Alexander Dolotovsky says the wing area is unchanged but its structure has been reinforced. "We strengthened the wing without changing construction materials," he says.

Take-off-and-landing tests are due in March-April and noise pattern tests in April-May. Sukhoi expects certification before the 2013 Moscow air show.

Aircraft 95033 will be the first for delivery, and will come off the line with an interior installed, while 95032 - the test airframe - will remain with the manufacturer for a few months. Sukhoi plans to use it for winglets testing.

"This choice is logical since 032 is the first aircraft to have the strengthened wing," says Dolotovsky. "The winglets can be fitted to both the LR and [basic variant] - but the LR will benefit from them more."

Aeroflot is focused on short-haul domestic services while Mexico's Interjet, having considered the LR, has opted against it. "The increase in take-off weight gives little to them," Dolotovsky says. "Interjet operates from hot-and-high airports, from where even a 46t all-up weight is not always possible." However, there are LR benefits for thin routes into Siberia, such as those operated by Gazpromavia.

Sukhoi is countering the increased weight of the LR's structure - largely comprising aluminium - with a long-term reduction programme, intended not only for the airframe but interior equipment.

It is looking at lighter seats, estimating a potential 400kg (880lb) benefit, with one Russian customer having ordered them. The airframer also hopes LR testing will enable it to revise conservative figures previously submitted to quicken certification.

Emboldened by smoother production, and the shifting of Superjets to several customers, Sukhoi ambitiously wants to pitch the LR against the Embraer 190 - newly certificated in Russia.

Sukhoi's promotional team insists the Superjet has advantages over the Brazilian design, claiming a "better-shaped high-speed wing", nearly 10% smaller than the 190's, and a competitive fuel-burn as a result.

The airframer boasts that the Superjet is "more tolerant" to lower cruise altitudes than the E190, and gives the type's block-fuel consumption at 1.75t per hour - although Russia's Transport Clearing House, which specialises in airline revenue settlement, gave an average figure of almost 2.3t for the Superjet fleet in 2011.

Sukhoi says replacing a Boeing 737-500 with a Superjet results in an absolute fuel-burn reduction of 13-15% on revenue flights.

Efforts to reduce the fuel burn have continued, including weight-reduction measures, being introduced in 2015. Sukhoi insists the deliverable SaM146 engines coming off line are meeting specification.

"When an engine comes to us, we subject it to tests," says Dolotovsky. "So far we have had no claims for inadequate thrust or fuel burn - all supplied engines meet the specification."

Sukhoi is to take back 10 Superjets delivered to Aeroflot between May 2011 and September 2012 because they were issued in a light configuration. While their airframes and systems will undergo some improvement work before delivery to a new operator, the airframer says the powerplants do not need upgrading.

"There is no need to do any work on these engines since they are compliant to the specification," Sukhoi explains.

Sukhoi has recently been working to address technical snags on the Aeroflot fleet, with problems relating to slat deployment and landing-gear retraction.

Four Superjets were grounded for a few days in February to deal with the difficulties, but a gear-door problem on an Aeroflot aircraft on 7 March suggests the matter is not entirely settled. Sukhoi attributed the event to "damage of a throttle drive" in the nose-gear door.

Aeroflot is set to take its first full-configuration aircraft in March, which will feature various improvements including a reworked flight-management system and - already fitted to Yakutia's two Superjets - new passenger cabin ventilation equipment.

Sukhoi aims to produce more than 490 Superjets from 2012 to 2020, a target set by Russian vice-premier Dmitry Rogozin.

Despite slow manufacturing rates for the type, Sukhoi claims it will take the annual production rate to 60 in 2014. It has produced the first aircraft for Asian carriers Lao Central Airlines and Sky Aviation, but the order situation with Indonesian operator Kartika Airlines - which had signed for up to 30 - remains uncertain.

Sukhoi has not recently disclosed firm backlog details for the Superjet, nor the breakdown between those ordering the basic and LR versions.

"The split depends on customer choices, and we certainly have some for the LR," it says.

Sukhoi is also aiming longer-range Superjets at the business sector. VIP charter operator Comlux agreed in 2011 to acquire two Sukhoi Business Jets, delivery of which will take place in 2014. The aircraft will feature additional fuel tanks, to take its range to some 4,000nm.

Viktor wrote:@Austin - do you know whats the planed SSJ production rate by years?

Failure of signing a contract to lease 15 Tu-204SM with airline Red Wings more than $ 15 billion for the aircraft factory was not fatal. The portfolio "Aviastar" remain firm contract for 27 aircraft, and in the first half of 2013, modification of the Tu-204 to get certified. Despite the fact that the state program of development of the aviation industry until 2025 was called the plane directly uncompetitive in performance, and suggested that his client would be possible only state agencies

The SSJ -100 is not entering the global market at the most propitious time, says Investcafe's Shenk. The recent plunge in passenger numbers on major routes has left many air carriers in poor shape. The UAC Superjet order-book currently stands at 179 units, worth a total of $5.4 billion in list prices. One SSJ-100 is already being operated in Asia by Lao Central Airlines of Laos.

They seems to apply reverse thrusters on all 4 engine immediately after landing

GarryB wrote:

They seems to apply reverse thrusters on all 4 engine immediately after landing

Reduces wear and tear on the brakes while still shortening the landing run. Guess it was probably landing "heavy".

Alexander Semyonov, a Deputy General Designer - Aircraft Engine Chief Designer of the Perm Design Bureau, told in detail about the PS-90A3u Project and prospects of the new modification. The PS-90A2 engine, certified in 2009, was designed aiming at performance improvement in relation to that reached for the baseline PS-90A. While developing the new engine, the designers were focused on the interchangeability between the PS-90A and PS-90A2. Even though they did reached complete interchangeability in geometry and weight, as well as in the attachment assemblies, interface variance had to be implemented for the Tu-204SM aircraft.

In 2011, Aviadvigatel made a decision to retrieve the idea of retrofitting the existing PS-90A fleet using the engine that would have all the technology advantages over the PS-90A2 given that no airframe development is required. Such an engine was defined as PS-90A3u. The main design feature of this engine different with PS-90A2 is the fan case adopted from the baseline PS-90A engine to reduce engine weight and cost. The PS-90A2 engine certified in compliance with AP-33 meets containment requirements for the "root blade-out" condition. However, the reinforced case is rather heavy, so that it does not allow the engine to comply with the TRD as fully as required. The PS-90A3u, in turn, will be certified in accordance with Russian Airworthiness Directive (NLGS-3). Besides, the new engine modification has the EEC and onboard monitoring adapted to the interface of the aircrafts being powered by the Perm engines.

The Chief Designer of the Perm Design Bureau expressed an assurance that the PS-90A3u will have a longer on-wing life compared to the baseline PS-90A and lower repair expenses. At this, airlines can not only place orders for the new engines but also reconstruct the existing PS-90A and PS-90A3u during overhaul. To implement such reconstruction the following is needed: to replace the HPT, install a new rear compartment retaining a number of in-service parts, partially replace the LPT and combustor parts and units, develop the HPC, install a new ACS and improve a number of the external systems so that the PS-90A3u can be used for any of the existing aircrafts.

Speaking of the PS-90A3u benefits, the Chief Designer called the attention of the colleagues to the increased engine mean time between overhauls. "It will provide airlines with more effective use of the aircrafts by cutting-down the on-ground time while replacement, decrease a Shop Visit Rate (SVR) and the total Shop Visit time will fall from 50 to 22 months per engine life cycle. Engine reliability will significantly grow allowing the customers to minimize flight delays and pre-flight service time. Decrease of maintenance labour to 0.2 man-hour per 1 flight hour by increasing the maintenance rate and decreasing of Engineering Service Load (ESL), will cut down engine maintenance expenses of airlines to 30%. High stability of the engine modules efficiency, primarily HPT, will decrease the fuel consumption to 4% per 10,000 run hours, and the gas temperature margin at the turbine inlet along with the new HPT design and cooling system will allow to retain the engine thrust constant in operation", stressed A. Semyenov.

Currently, Aviadvigatel jointly with Perm Engine Company are engaged in mastering batch production of the PS-90A3u. "We have issued a big portion of the PS-90A3u documents and now are at the Design Documentation production phase. We will try to install the PS-90A3u for one Tu-204 and one Il-76TD-90 aircraft (single engine for each) for "advance" run time purposes", said A.Semyenov.