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    Russian Civil Aviation: News

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    Austin

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    Re: Russian Civil Aviation: News

    Post  Austin on Wed Feb 11, 2015 7:07 am

    VASO in 2015 plans to give customers six An-148 and three IL-96

    VORONEZH, February 10th. / Correspondent. Tass Hotz /. Voronezh Aircraft Company (VASO) plans this year to transfer customers to six An-148 and three Il-96 airliner, told Trend. TASS technical director of the company Alexander Anokhin.

    "We intend to increase this year and a half times the production program for the production of aircraft. In 2015 it is planned to hand over to the customer six An-148 aircraft and three IL-96," - said Anokhin.

    He noted that in the framework of co-operation is planned to produce 32 aircraft sets for SSJ-100, four sets - project perspective liner MS-21 and six - for the transport Il-476.

    "In 2014, only five were built An-148 aircraft and one IL-96" - reminded the agency.
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    Austin

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    Re: Russian Civil Aviation: News

    Post  Austin on Wed Feb 11, 2015 7:08 am

    Why do they still buy An-148 and what happens when Ukraine completely stops giving An-148 parts specially engine ......isnt it naive to continue with An-148
    GarryB
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    Re: Russian Civil Aviation: News

    Post  GarryB on Wed Feb 11, 2015 7:46 am

    I think they don't want to burn any bridges in stubbornness.


    Right now the leaders in the Ukraine are idiots but in 10 years time they might have a different attitude.

    I agree they should not start any new contracts so co-develop new systems with the Ukraine but with existing contracts with existing aircraft if the Ukraine will continue to cooperate then there is no reason not to.

    From the Russian position if they want to keep selling planes to us that is OK... but if they suddenly cut off supplies that is OK too because Il-112 and whatever they might develop from the basis of Il-114 can do that job anyway.

    At the end of the day it will be a while before all Antonov aircraft are out of Russian military use... the Il-112 and what ever they produce instead of the Il-114... perhaps a complete upgrade called Il-214? can perform the role of the An-26 and An-32, while the joint Russian Indian MTA will replace all the An-12s in service, then we have the hundreds of An-2s to replace with Ryashoks, but the hardest to replace will be the An-22 and An-124 in the heavier class.

    There are plans for that too.

    To directly answer your question... what happens when the Ukraine stops supplying parts for the An-148... A Russian company will step in and reverse engineer it, or a Russian company already making similar parts for other Russian aircraft can adapt their part to fit.
    TR1
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    Re: Russian Civil Aviation: News

    Post  TR1 on Wed Feb 11, 2015 8:04 am

    Austin wrote:Why do they still buy An-148 and what happens when Ukraine completely stops giving An-148 parts specially engine ......isnt it naive to continue with An-148

    Finishing out old contracts. An-148 is commercially dead.
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    Re: Russian Civil Aviation: News

    Post  sepheronx on Wed Feb 11, 2015 2:42 pm

    http://sdelanounas.ru/blogs/58413/
    KRET presented samples of complex avionics systems for aircraft MS-21
    KRET first presented samples of complex avionics systems for aircraft MS-21. Under the policy of import substitution KRET replace most of the imported avionics in the latest airplanes MS-21 and SSJ 100 in domestic. As a result, the share of Russian-made avionics increase almost doubled - from 48% currently to 80% by the end of 2015.

    Good job KRET! A good step forward.

    Now they need to make more IC subsystems for all type of planes and other uses to replace IC from foreign entities.
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    Austin

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    Re: Russian Civil Aviation: News

    Post  Austin on Wed Feb 11, 2015 5:41 pm

    Russo-Chinese Widebody Concept Design Underway

    Russia’s United Aircraft Corp. (UAC) and China’s Comac have begun preliminary design of their proposed joint 250-280-seat widebody airliner, which Moscow now expects to enter service in 2025. This phase should be completed by July, says UAC President Yury Slyusar, while Industry and Trade Minister Denis Manturov suggests that full-scale development will begin next year.

    “We have the money for this,” Manturov says, referring to the preliminary design. As for the next design stage, more funding will be needed, and this would fall in the 2016-18 budget cycle, according to an Interfax-AVN news agency report on the press conference.

    By “next design stage,” Manturov appears to be referring to detail design. That implies that a nine-year program for full-scale development will be launched in 2016. Entry into service in 2025 would be at the end of the target period previously set as 2023-25. China and Russia each allowed eight years for development of their narrowbody airliners, the C919 and MS-21, respectively, and each now expects that it will take 10 years to bring those aircraft to fruition.

    Last November Slyusar, who was then Russia’s deputy industry and trade minister, said that the aircraft would make its first flight in 2021-22. Development cost is now estimated at $13 billion before the ruble’s recent fall in value, he says. That compares with a figure of $7-8 billion he mentioned in November. The cheaper ruble should reduce the U.S.-dollar cost of the program, however; the two sides are probably budgeting in dollars because that is the currency customers and suppliers will use.



    UAC and Comac, both state-owned, signed a memorandum on cooperation for the program in May 2014. A joint feasibility study was completed in autumn 2014 with positive results, says a UAC official.

    Russian industry is keen to work with the Chinese since Beijing can afford to help fund the program. The joint widebody program has been met with great support from the Russian government, but a wholly Russian effort may struggle for funding. Comac is far less keen about the endeavor, say industry officials in China, because the Chinese industry would likely receive government backing for independent development of a widebody. One has been planned for several years under the name C929.

    UAC is likely to develop and build the composite wing and fin for the widebody while Comac handles the fuselage, says Slyusar. Although that blueprint assigns the most difficult part of the airframe to Russia, the UAC president points out that not all of the technology is coming from his side. “China is now not only a market and investor but is also providing some expertise in technologies needed for our joint project,” he says.

    Still, UAC has more experience in major composite structures than the Chinese industry has, although Avic, Comac’s airframe supplier, owns Austrian composites specialist FACC. UAC subsidiary Aerocomposit has developed the carbon-fiber wing for the MS-21 in cooperation with FACC and Diamond Aircraft, another Austrian company. That wing completed fatigue testing at the government aeronautical engineering institute TsAGI near Moscow last spring. Comac considered developing a composite wing for the C919, but ultimately decided against it.

    The MS-21 wing has since been sent to TsAGI for static testing. Program managers for the widebody are looking at their options in acquiring tooling that needs to be ordered early, says an industry official in the U.S. Their requirements are consistent with the large-scale use of composites that Slyusar describes.

    The UAC president hopes that most of the work on the aircraft will be done in Russia. That point should be settled soon, since detailed work distribution will be defined during the current, preliminary design phase. UAC estimates that the world will need 8,000 widebody airlines through 2033, with 1,000 bought by Chinese airlines.

    Comac’s studies have pointed to a gap in the market for a widebody with the moderate range of 7,400 km (4,000 nm), but in November Mikhail Pogosyan, who was then president of UAC, said the joint airliner would have a range of up to 12,000 km and seat 250-300 passengers. Slyusar has refined that to 250-280 seats in the basic version, which could later be lengthened or shortened.

    The intended engine for the type has not been mentioned, but a competitive widebody would almost certainly need a Western powerplant in its initial versions. Similarly, Western onboard systems would normally be expected.

    Tensions between Russia and the West over the past year must increase the desire of Moscow, if not Beijing, to equip the aircraft as far as possible with systems from Russian and Chinese factories. The Chinese are probably far from building an industry capable of producing robust, efficient aircraft systems able to meet globally recognized certification standards, but Russian industry could develop some equipment.

    Russia’s United Engine Corp. (UEC) says it discussed possible joint development of a high-thrust engine for the new widebody with Avic during Airshow China at Zhuhai last November. The parties have had “serious negotiations,” a UEC representative tells Aviation Week. The parameters of the joint engine should be defined in the first quarter of this year. It would be a Phase 2 powerplant for the aircraft, which would probably go into service with a Western engine.

    Avic Commercial Aircraft Engines has been working on the preliminary design of a turbofan for the widebody, with the aim of entry into service between 2025 and 2030.

    The Chinese have had far less experience in developing transport aircraft than the Russians, but they trail only slightly in producing aircraft with globally recognized airworthiness certification. UAC’s Sukhoi Superjet 100 regional jet is the first such Russian aircraft; it entered service in 2011 and has certification endorsed by the European Aviation Safety Agency. Comac’s ARJ21, a similarly sized aircraft, was declared airworthy in December after a certification program monitored by the FAA.
    GarryB
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    Re: Russian Civil Aviation: News

    Post  GarryB on Thu Feb 12, 2015 5:02 am

    Why do they still buy An-148 and what happens when Ukraine completely stops giving An-148 parts specially engine ......isnt it naive to continue with An-148

    Of course one could also say that VASO is a Russian company on Russian territory making a plane whose design is partially foreign... letting it continue production makes sense because of all the investment in production at that factory.

    Fulfilling the contract is cheaper and simpler than ending it and changing things.

    Good job KRET! A good step forward.

    Good for KRET... now they will get work that would have otherwise gone to foreign companies...


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    mutantsushi

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    Re: Russian Civil Aviation: News

    Post  mutantsushi on Thu Feb 12, 2015 7:55 am

    As well, Antonov staff and management seem rather pro-Moscow,
    with management having won a court case vs. Kiev coup government to prevent them from changing the management,
    and having maintained business links with Russia in the face of official policy otherwise.
    TR1
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    Re: Russian Civil Aviation: News

    Post  TR1 on Thu Feb 12, 2015 8:00 am

    Nothing pro Moscow about it.

    Just pro-survival, which for them is maintaining any links they can with Russia.
    flamming_python
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    Re: Russian Civil Aviation: News

    Post  flamming_python on Thu Feb 12, 2015 10:59 am

    Perhaps if Antonov and its people, and all the other hundreds of Ukrainian enterprises that would be dead without orders from Russia - could have opposed the Maidanuts and then their putschist government more firmly, it wouldn't have all come to what it has.
    Perhaps if they had a backbone, they could have saved their livelyhoods and their country.

    Instead they sat by the wayside and hoped it would all blow over, and now of course they're being taken up the ass by people who were actually prepared to fight and die for their Russophobic ideas, and the ruthless oligarchs that pull their strings.
    sepheronx
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    Re: Russian Civil Aviation: News

    Post  sepheronx on Thu Feb 12, 2015 2:49 pm

    They could very well start providing support to the rebels or the very least, pack up and move. But I garee FP, they sat on their arse and did nothing, so they shoild get nothing.
    kvs
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    Re: Russian Civil Aviation: News

    Post  kvs on Fri Feb 13, 2015 4:01 am

    flamming_python wrote:Perhaps if Antonov and its people, and all the other hundreds of Ukrainian enterprises that would be dead without orders from Russia - could have opposed the Maidanuts and then their putschist government more firmly, it wouldn't have all come to what it has.
    Perhaps if they had a backbone, they could have saved their livelyhoods and their country.

    Instead they sat by the wayside and hoped it would all blow over, and now of course they're being taken up the ass by people who were actually prepared to fight and die for their Russophobic ideas, and the ruthless oligarchs that pull their strings.

    It's not that easy. A whole generation of Ukrainians was brainwashed by their oligarch run media. Ukraine in 1990 was
    still sane and Galician obsessions were mostly confined to western Ukraine. By 2014 even central Ukraine was infected
    with the Banderite disease. My Ukrainian relatives and their friends are now proud to call themselves Banderites. Since
    Bandera was a bad guy during the USSR period, and since the USSR were the "real" bad guys, Bandera must be a good guy.
    This is how Ukrainians think these days. It's not really thought, more like a chain of fantasy pulled from the air to maintain
    some ego-supporting delusions.
    TheArmenian
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    Re: Russian Civil Aviation: News

    Post  TheArmenian on Fri Feb 13, 2015 9:22 am

    What do I see here!

    USA and France order Be-200 (3 billion $ contract for 30 planes)

    http://sdelanounas.ru/blogs/58531/

    I hope it turns out right.

    KomissarBojanchev
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    Re: Russian Civil Aviation: News

    Post  KomissarBojanchev on Fri Feb 13, 2015 3:14 pm

    TheArmenian wrote:What do I see here!

    USA and France order Be-200 (3 billion $ contract for 30 planes)

    http://sdelanounas.ru/blogs/58531/

    I hope it turns out right.

    Lets hope during Marine le Pen's term there will more orders.

    BTW What's the situation with russian civilian ekranoplanes? I know a few models have been built. Is there anywhere where this type of aircraft has any demand for usage? IMO if their main flaw of poor seaworthiness can be adressed there will be a huge market boom for them so it would be wise to not completely ignore ekranoplane R&D.
    TR1
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    Re: Russian Civil Aviation: News

    Post  TR1 on Fri Feb 13, 2015 6:10 pm

    Fairy tales and wishful thinking, basically.
    GarryB
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    Re: Russian Civil Aviation: News

    Post  GarryB on Sat Feb 14, 2015 8:29 am

    The main problem with Ekranoplans is that while they can carry large weighs and fly efficiently for their mass the fact of the matter is that jet engines are more efficient in colder thinner air at higher altitudes, while the short stubby wings of ekranoplans are not really very efficient at higher altitudes.
    kvs
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    Re: Russian Civil Aviation: News

    Post  kvs on Sat Feb 14, 2015 3:03 pm

    GarryB wrote:The main problem with Ekranoplans is that while they can carry large weighs and fly efficiently for their mass the fact of the matter is that jet engines are more efficient in colder thinner air at higher altitudes, while the short stubby wings of  ekranoplans are not really very efficient at higher altitudes.

    They shouldn't be using regular jet engines in these planes. A high degree of optimization can be done for higher density near surface
    fluid dynamics. The main problem is water vapour. There is vastly more of it near the surface than at 11 km.

    They don't have to use jet engines and can use turboprops like on the Tu-95.



    A US concept:

    GarryB
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    Re: Russian Civil Aviation: News

    Post  GarryB on Sun Feb 15, 2015 10:10 am

    Even with the right engines they fly slower at very low altitude and burn more fuel than a similar normally winged aircraft at airliner altitudes.

    personally I think they are a dead end.
    kvs
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    Re: Russian Civil Aviation: News

    Post  kvs on Tue Feb 17, 2015 6:19 am

    GarryB wrote:Even with the right engines they fly slower at very low altitude and burn more fuel than a similar normally winged aircraft at airliner altitudes.

    personally I think they are a dead end.

    The fuel consumption is a killer. We are better off with dirigibles which can carry a huge amount of weight.

    http://news.discovery.com/autos/military-vehicles/massive-airship-flying-start-130205.htm
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    Re: Russian Civil Aviation: News

    Post  a89 on Wed Mar 04, 2015 11:56 am

    Interesting article by Vladimir Karnozov about Tu-204. Due to sanctions and other factors, there is a window of opportunity for this aircraft:

    - Iran has a need of 150 aircraft. The type is built entirely in Russia and will not be affected by sanctions.
    - It offers a good compromise until MS-21 is built in numbers.
    - Tu-204 is the least "most promising project" of current Russian types in current situation. Il-96 is built in single digits, VASO factory has orders for the next years and it is not efficient to enlarge production line. 4 engine aircraft are more expensive than similar size two engines types. Il-114 is only a project.
    - Tu-204 is not competitive with Western types in most routes. This is due to old technology used in production line, higher weight and larger weight. However, it has the range to do certain routes efficiently, as it would not need to refuel. Red Wings and Vladivostok Avia have confirmed this. Examples of these routes are Moscow and Vladivostok (6420km) and Khabarovsk (6140 km).
    - Aircraft could be improved with new engines (AP-14) and electric flaps, but too much time has been wasted. Mikhail Pogosyan gave full priority to SSJ.

    The author's idea is to launch serial production in small numbers, 10-12 per year with peaks of 18-20 if needed. Suppliers would have to cut prices by 30% to make Tu-204 more competitive. The price of A321 is 113.7 million dollars, A321NEO 124.4. It is estimated that Tu-204SM will cost in the range of 35 to 50 million dollars, but it is probably too optimistic.

    http://www.aex.ru/docs/3/2015/3/4/2198/
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    Honesroc

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    SSJ-100 Orders

    Post  Honesroc on Wed Mar 04, 2015 11:30 pm

    Interjet has placed orders for ten additional SSJ-100 aircraft.

    https://engineeringrussia.wordpress.com/2015/03/04/superjet-international-announces-additional-10-ssj100-for-interjet/
    TR1
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    Re: Russian Civil Aviation: News

    Post  TR1 on Wed Mar 04, 2015 11:32 pm

    To be exact, it confirmed an option.

    They hinted a few months back the option would become a firm order.
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    Re: Russian Civil Aviation: News

    Post  Viktor on Thu Mar 05, 2015 9:31 pm

    Nice thumbsup

    Putin says 150 orders for Russia’s SuperJets-100 in portfolio
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    Honesroc

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    Re: Russian Civil Aviation: News

    Post  Honesroc on Thu Mar 05, 2015 10:12 pm

    TR1 wrote:To be exact, it confirmed an option.

    They hinted a few months back the option would become a firm order.


    A confirmed option - that's right! It looks like Interjet has 30 SSJ-100 ordered in total.

    http://www.superjetinternational.com/media-center/superjet-international-announces-additional-10-ssj100-for-interjet/
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    a89

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    Re: Russian Civil Aviation: News

    Post  a89 on Fri Mar 06, 2015 2:14 pm

    A confirmed option - that's right! It looks like Interjet has 30 SSJ-100 ordered in total.

    Total price is going to be 350 million $. One of the criticism to SSJ is that it was heavily sponsored by Russian government , production costs were 30 million bur according to some people it was being sold for as little as 20. If this is correct now at least is making profit, but rouble devaluation could change this.

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