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    Russian Civil Aviation: News

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    mutantsushi

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    Re: Russian Civil Aviation: News

    Post  mutantsushi on Fri Jul 24, 2015 2:40 am

    PapaDragon wrote:100 Sukhoi Superjets to be delivered to China.
    http://www.rg.ru/2015/07/08/reg-urfo/samoleti.html
    Still no end-user airlines announced? \
    Seems strange if there really is solid orders with delivery in 3 years.
    Honestly, that seems like they would need existing customers to delay orders to achieve that...???

    Austin

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    Re: Russian Civil Aviation: News

    Post  Austin on Wed Aug 05, 2015 2:07 pm

    Read it in full

    ANALYSIS: Sukhoi reveals design plans for stretched Superjet

    Single-model product offerings are so rare in the commercial aircraft business that they usually represent a strategic miscalculation made somewhere at the beginning of an unexpectedly long development process.

    The Sukhoi Superjet arguably makes a good example.

    Launched 15 years ago as a replacement for the Tupolev Tu-134 and Yakovlev Yak-42, the original Superjet concept included a family of three products – a 60-seater, a 75-seater and a 95-seater.

    As the development schedule dragged on, it became clear the 60-seat concept so popular in the late-1990s regional jet boom had fallen out of favour. By the time Sukhoi finally delivered the first operational product – and largest of the three original variants – in 2011, interest in completing development of the 75-seater had also dried up

    The Superjet family of aircraft is now back on the agenda, but the focus has shifted from smaller aircraft to a larger model. The Superjet NG also offers Sukhoi and the greater Russian industry a unique opportunity to improve aircraft performance.

    The stretch project is currently in the preliminary research phase, Sukhoi deputy chief designer Alexei Dolotovski tells Flightglobal in an interview. He describes the status in mid-June as between gates 2 and 3 of Sukhoi’s internal development process.


    The original Superjet was proposed in 2000, a year after Embraer launched the first version of the E-Jet family. Thirteen years later, the 95-seat version of the Superjet had just entered service, but Embraer launched the second-generation of the E-Jet family with a new wing and new engines – the Pratt & Whitney PW1700G and PW1900G geared turbofans.

    Sukhoi claimed a 6% cash operating cost advantage for the Superjet over the original E-Jet series. It would have to do something with the Superjet to respond to the improved performance of the E-Jet E2 series.

    But Sukhoi also faced several constraints. Embraer has received orders for more than 1,000 E-Jets, creating a strong financial base to develop the improved version. Sukhoi has struggled to attract non-Russian buyers for the Superjet, with certain exceptions, such as Mexico’s Interjet. But the Sukhoi programme lacks the financial power offered by the E-Jet series. The Superjet programme also fell deeply into debt, which was relieved earlier this year with a commitment from the Kremlin to invest in a nearly $2 billion bail-out.

    While the design for the stretched, so-called Superjet NG does not start with a clean sheet of paper, Sukhoi is working on a package of major performance improvements that could alter the shape and lifting characteristics of the wing, exchange Western-based suppliers of systems and avionics with Russian firms but possibly leave the powerplant largely the same (albeit slightly more efficient).

    A 100-seat regional jet stands out in Sukhoi’s traditional product portfoilo, which consists exclusively of fighters and acrobatic aircraft. Until former former Sukhoi and United Aircraft Corp chief executive Mikhail Pogosyan launched the Superjet programme, passenger aircraft were solely the domain of design bureaus such as Tupolev, Ilyushin and Yakovlev (now part of Irkut).

    But the Superjet programme’s association with the same designers responsible for high-performance fighters such as the Su-27 Flanker clearly had an effect.

    The Superjet on paper boasts one of the most efficient wings for any commercial aircraft. By one standard measure of efficiency, the Superjet wing’s aspect ratio is a highly respectable 10, equalled or exceeded only by aircraft such as the Bombardier CSeries and Boeing 787.

    “We already know quite well the Bombardier product. We are looking at the new generation Embraer product. But I believe it will be quite close to the aspect ratio level already achieved. So it is between 10 and 11. I do not think Embraer will take the risk to increase the aspect ratio to more than 12,” Dolotovski says.


    “You know there is a big research activity in the aviation industry now to find a solution to buffeting to increase the efficiency of the wing,” Dolotovski says. “And there is a goal after 2020 just to find a preliminary technical solution which could be recommended in industry to be used for advanced project after 2020. So in this direction no way to increase lift over drag ratio for my point of view for close to 20 years.”


    For the stretched model, Sukhoi is considering ways to slightly improve the performance of the wing, but such a task is complicated. Making the wing more efficient has the effect of increasing the aerodynamic loads, which, in turn, requires the designers to increase structural strength from the wingtip to the torsion box where the wing meets the fuselage.

    “We have good experience with the torsion box we designed for that aircraft, so we have found an ability to increase a bit the aspect ratio,” Dolotovski says. “So we expect to increase lift-to-drag ratio level several percent more than in comparison with the current aircraft.”

    If the wing can be made more efficient, the stretched Superjet will improve on an already impressive lift-to-drag ratio of 16.5. Due to Reynolds number effects, large aircraft, such as a widebody, can achieve higher lift-to-drag ratios. Among its narrowbody siblings, however, Sukhoi believes it can achieve a standard in lift-to-drag ratio with the stretched Superjet approaching 18.


    “We will see. But we have preliminary result in the high-speed wind tunnel at [the Central aerohydrodynamic research institute – TsAGI], and it’s promising,” Dolotovski says.

    The aerodynamic improvement is expected to deliver other benefits. A stretched model is expected to be heavier than the roughly 50t maximum take-off weight (MTOW) of the original product. In this case, Sukhoi is oping to contain the MTOW of the stretched model to under 55t, or less than 10%.

    The standard formula for calculating the distance an aircraft can fly – popularly known as the Breguet range equation – establishes range as a function of wing area and thrust for a given weight. As the weight of a stretched model increases over the original, the designer must either improve wing efficiency, thrust or some combination of both.

    For the stretched Superjet, Sukhoi is aiming to emphasize wing area over dramatic changes in the thrust requirement.

    The current Superjet is powered by the SAM-146, a product of a collaboration between France’s Snecma and Russia’s United Engine Corp.

    “If you compare our engine with the existing product on the market, which is the CF34, in terms of specific fuel consumption the SAM-146 is better by 1-2%, which is a lot,” Dolotovski says. “This engine is based on the technologies and the philosophy – from my point of view philosophy is much more important in terms of design because technologies change but philosophy is a way of thinking – it is very reliable, very maintainable. It is friendly to the ground staff. And it is very robust to the heat injections.”

    In considering options for powering the stretched Superjet, Sukhoi has closely studied the Pratt & Whitney geared turbofan engine, which is selected to power the Airbus A320neo, Bombardier CSeries, Embraer E-Jet E2 and the Mitsubishi Regional Jet. Russian industry also has deep insight into the engine’s capabilities through P&W’s selection by Irkut to power the MC-21.

    “It’s really big challenge from P&W product. We respect these engine people. To increase bypass ratio by using gear box, by creation of the new more efficient core. It’s a really interesting product and we look at that product,” Dolotovski says.


    Sukhoi’s analysis has concluded that the geared turbofan engine’s fuel efficiency advantages are real, but they come for a price. By retaining the SAM-146 powerplant, Sukhoi hopes to offset the fuel efficiency improvement offered by the P&W product with a steep price discount on acquisition cost.

    “I’m not sure that Pratt & Whitney engine will cost exactly the same as SAM-146 for instance,” Dolotovski says. “And I’m not talking about maintenance. I’m just talking about itself cost. So then you will compare. I have got aircraft number one and aircraft number two. The [P&W-powered] aircraft is 10% more efficient –yes, it’s more fuel efficient. But if you take the full economic analysis, at least [the SAM-146-powered aircraft] will become comparable. At least.”

    The improved wing surface of the stretched model also plays a critical role in Sukhoi’s analysis of the thrust requirement. By using the more efficient wing, the heavier stretched Superjet should be able to meet take-off and range requirements with only a small improvement in thrust compared to the original version of the aircraft.

    “We found a technical solution to keep the same engine. We have the same thrust rating,” Dolotovski says.

    In addition to the E-Jet E2 model, Sukhoi’s stretched model will compete in the same cabin segment as the Bombardier CSeries family, including the 110-seat CS100 and 135-seat CS300. The CSeries and the Superjet share obvious similarities, with five-abreast, economy-class cabins.

    The CSeries is a formidable rival for Superjet. “It’s a nice aircraft, I like it,” Dolotovski says. “It looks like a Superjet.”

    But Sukhoi is careful to promise too much for the stretched Superjet. The CSeries, for example, is offered with more than 3,000nm range, a trans-continental distance rivaling the Airbus and Boeing narrowbody families. Sukhoi, however, plans to limit the range of its proposed commercial product to less than 2,000nm.

    The stretched aircraft will be “suitable for regional operation with optimised costs”, Dolotovski says. We would not like to make a universal aircraft. History shows if you’re trying to be the best everywhere, you will never be good anywhere. We are focusing on the regional market. We would not like to have Airbus and Boeing as competitors. We are very respectful of those guys.”

    Another part of the planning phase for the Superjet NG is the study of future avionics requirements. If the Superjet NG enters service after 2020, it will be subject to several new requirements for airspace access imposed by the USA’s NextGen and Europe’s SESAR air traffic modernization programmes.

    “So we expect to use this opportunity to give the same cockpit for both family members, but with some advantages,” Dolotovski says. “We’ll keep our five-screen system because it looks nice, and it is positively accepted by the pilot. We will keep the general shape of the cockpit and the general functionality, for sure. We also keep the fly-by-wire system because it is outstanding now. But maybe we will grow some capability for the avionics suite in accordance with the requirements.”

    A head-up display is expected to be mandated for all commercial aircraft operating in China by 2025. The Chinese have recently become a major Superjet customer, with a China-based lessor committing to acquire 100 aircraft.

    “We will consider a HUD for the Superjet 100, especially for the trainer market,” Dolotovski says.

    Austin

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    Re: Russian Civil Aviation: News

    Post  Austin on Wed Aug 05, 2015 2:08 pm

    So Superjet NG will keep the same SaM146 engine

    mutantsushi

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    Re: Russian Civil Aviation: News

    Post  mutantsushi on Sat Aug 08, 2015 12:14 am

    The plans for a stretch seem clear enough, but I'm curious what they plan to do with the current size model...
    Implement new aerodynamics carbon wings, other changes? Based on the stretch model, it sounds like they could
    de-rate the engines for better SFC if they implemented the same changes, but tweaked towards the lesser needs of the 95-seat model.
    Or perhaps they plan on keeping sales up thru the larger model only, and plan on either deeper changes w/ new engine for 95-seater,
    and/or a more completely new product (albeit things like fuselage barrel may well be re-usable). ....?

    Austin

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    Re: Russian Civil Aviation: News

    Post  Austin on Sat Aug 08, 2015 7:20 am

    avatar
    sepheronx

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    Re: Russian Civil Aviation: News

    Post  sepheronx on Sat Aug 08, 2015 7:29 am

    bullshit article. Clear and straight. Especially last line.

    Austin

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    Re: Russian Civil Aviation: News

    Post  Austin on Sat Aug 08, 2015 7:43 am

    Vladimir Karnozov is reliable writer so far.
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    sepheronx

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    Re: Russian Civil Aviation: News

    Post  sepheronx on Sat Aug 08, 2015 7:48 am

    Austin wrote:Vladimir Karnozov is reliable writer so far.

    And I am calling bullshit on him, regardless who is considered reliable.  I want actual figures, not claims.

    And here is the problem, Astana airlines is very much smaller airlines company than Aeroflot.  In these situations, as anyone would know, a major company adapts to different events.  Much like Sony as an example on how they managed to adapt to gain profits again.  Same will happen.  Yeah, airlines will go belly up.  But once they go belly up, what will happen?  No one flies anymore?  No.  It just means a gap is created, a demand is there, and someone will fill it in.

    Cant fly to europe or flights to europe reduces?  Then reduce flights to europe and try to increase flights to Asia, middle east, Africa and south America.  Or, increase domestic flights, and try to reduce overall costs.  Buying up a bunch of ultra expensive and expensive to fly long range jets for even regional flights wont work and these airlines doing so will be in tough times.  Things like SSJ-100 will benefit even more for various airlines for not being only cheaper, but about close to as cheap to fly, just for short range flights.  Doing so, they can reduce overall charges on flights.  Lower oil prices are supposed to stump costs on fuel for planes, thus being able to reduce overall charges on flights.  That is not being seen due to pure greed.  Guess what will happen?

    So they are facing an issue? They will adjust so that they can increase traffic.  Traffic, or in this case, volume, will guarantee a profit of some sort.  Hence why there are such things as last minute seats, or reduced cost airlines, or Wal-Mart (one of the largest companies in the world).

    I have seen it with my eyes.  How a company will adjust in order to survive and thrive.  To say they are in "survival mode" just indicates that they are moving to a new direction of market and eventually with thrive.  Aeroflot has been around longer than you or I, so they know what to do.  They survived during Soviet union era.  Take a gander how many sanctions USSR had.

    Also, I would like to see his 9% gdp drop figures.  World bank? I don't think they even said that as I cannot find news on it. Also, can we verify any of his other accounts if he is an reliable reporter?
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    sepheronx

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    Re: Russian Civil Aviation: News

    Post  sepheronx on Sat Aug 08, 2015 8:17 am

    http://www.finmarket.ru/news/4078598

    According to the Federal air transport Agency (Rosaviatsia), air passengers in Russia in the 1st half of 2015 decreased by 0.7% compared with the same period of 2014 to $ 41.2 million.

    That doesn't sound like dire straits to me.

    Austin

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    Re: Russian Civil Aviation: News

    Post  Austin on Tue Aug 11, 2015 2:35 pm

    Voronezh aircraft plant to build 14 IL-96 in 9 years

    http://www.aviaport.ru/digest/2015/08/10/352383.html

    Employees Voronezh Aircraft Company (VASO) will gather 14 new Il-96 of various modifications in nine years - from 2015 to 2024. The main part of the order is for the Ministry of Defence. The work plans of the Voronezh aircraft factory became one of the meetings of the regional government on Monday, August 10th.

    In addition to IL-96, the Voronezh aircraft factory experts do the production of light military transport aircraft Il-112V. In late March, Deputy Defense Minister Yuri Borisov said that the Defense Ministry plans to buy at least 35 Il-112. According to him, the new freighter should make its first flight in 2017, and mass production of the aircraft will begin in late 2018 and early 2019.

    In co-operation on the creation of a new transporter will include 30 Russian companies, including Ulyanovsk ZAO "Aviastar-SP" and more than 50 suppliers of components. Completion of construction of prototypes and carrying out the first flight scheduled for 2016, the first issue of the production model - for 2018.

    Another state contract in the portfolio involves the construction VASO 15 AN-148 aircraft for the Defense Ministry until 2017. Aircraft Factory signed a contract with the Defense Ministry in May 2013. The contract amount - 18.438 billion rubles, delivery of aircraft - from 2013 to 2017. According to the agreement, the Ministry of Defense will receive one aircraft in 2013, four - in 2014 and 2015, as well as three ship - in 2016 and 2017.

    Aircraft Factory passed the War Department first aircraft under contract in early December 2013 in Borisoglebsk. The ceremony was attended by Defense Minister Sergei Shoigu. Second liner Defense Ministry received in February 2014, the third - in early July 2014. A fourth AN-148-100E VASO Defense Ministry handed in late August 2014, and the fifth plane - in January 2015. At the end of April at the site VASO began flight tests of the sixth An-148-100E for the Russian Defense Ministry.

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    Re: Russian Civil Aviation: News

    Post  Guest on Fri Aug 14, 2015 1:02 am

    sepheronx wrote:
    Austin wrote:Vladimir Karnozov is reliable writer so far.

    And I am calling bullshit on him, regardless who is considered reliable.  I want actual figures, not claims.

    And here is the problem, Astana airlines is very much smaller airlines company than Aeroflot.  In these situations, as anyone would know, a major company adapts to different events.  Much like Sony as an example on how they managed to adapt to gain profits again.  Same will happen.  Yeah, airlines will go belly up.  But once they go belly up, what will happen?  No one flies anymore?  No.  It just means a gap is created, a demand is there, and someone will fill it in.

    Cant fly to europe or flights to europe reduces?  Then reduce flights to europe and try to increase flights to Asia, middle east, Africa and south America.  Or, increase domestic flights, and try to reduce overall costs.  Buying up a bunch of ultra expensive and expensive to fly long range jets for even regional flights wont work and these airlines doing so will be in tough times.  Things like SSJ-100 will benefit even more for various airlines for not being only cheaper, but about close to as cheap to fly, just for short range flights.  Doing so, they can reduce overall charges on flights.  Lower oil prices are supposed to stump costs on fuel for planes, thus being able to reduce overall charges on flights.  That is not being seen due to pure greed.  Guess what will happen?

    So they are facing an issue? They will adjust so that they can increase traffic.  Traffic, or in this case, volume, will guarantee a profit of some sort.  Hence why there are such things as last minute seats, or reduced cost airlines, or Wal-Mart (one of the largest companies in the world).

    I have seen it with my eyes.  How a company will adjust in order to survive and thrive.  To say they are in "survival mode" just indicates that they are moving to a new direction of market and eventually with thrive.  Aeroflot has been around longer than you or I, so they know what to do.  They survived during Soviet union era.  Take a gander how many sanctions USSR had.

    Also, I would like to see his 9% gdp drop figures.  World bank? I don't think they even said that as I cannot find news on it.  Also, can we verify any of his other accounts if he is an reliable reporter?
    Kinda old but here is some news from Aeroflot themselves.
    https://www.aeroflot.ru/cms/new/52537

    mutantsushi

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    Re: Russian Civil Aviation: News

    Post  mutantsushi on Mon Aug 17, 2015 5:54 am

    Interestingly contradicting Austin's last post re: plans for SSJ, Rogozin now says there is other plans...
    They are now talking about using Perm's PD-14 core for applications including SSJ and Mi-26NEO/Ru-Chi JV helo.
    Unclear how the plans for SSJ "stretch" vs. existing model fit into that,
    whether they would aim at replacing existing SSJ engine ASAP, or just aim for "stretch" initially...?
    Likewise unclear what the plans are beyond the core, i.e. integration of GTF?

    EDIT: Of course, standard caveats that go with the phrase "Rogozin says..."


    Last edited by mutantsushi on Thu Aug 20, 2015 6:49 am; edited 1 time in total
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    sepheronx

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    Re: Russian Civil Aviation: News

    Post  sepheronx on Thu Aug 20, 2015 3:13 am


    Austin

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    Re: Russian Civil Aviation: News

    Post  Austin on Thu Aug 20, 2015 4:27 pm

    Sukhoi has reported that any sanction on SSJ will jeopardize the project

    Manufacturer "Superjet" told about possible problems due to sanctions


    http://vpk.name/news/138749_proizvoditel_superdzhetov_rasskazal_o_vozmozhnyih_problemah_izza_sankcii.html


    The company "Sukhoi Civil Aircraft", dealing with the issue of passenger plane Sukhoi SuperJet 100, in its report under RAS for the second quarter of the year wrote about possible problems with the supply of foreign parts because of the sanctions against Russia's "Vedomosti" on Tuesday, 18 of August.

    The document says that in the first half of the foreign components accounted for more than 83% of deliveries of materials and goods, despite the fact that last year imports of slightly over 50%. According to the GSS, this is due to the delivery schedule and the whole "Superjet" is collected from foreign parts by 40%.

    Some foreign partners may refuse to supply because of the sanctions. For example, the report mentions the French Thales Avionics SAS, which is from December to July did not send evaluators piloting system for dual-use code in the software - had to put three blocks without firmware which established later. Now the French have changed the code to resume supplies.

    The GSS fear that a manufacturer of hydraulic systems in the US Parker may require a certificate of refusal to supply products to the Crimea or fallen under the sanction oil and gas companies. Although deliveries from the German and French Liebherr Linderberg PowerJet is going on without any problems, the report says about possible delays in the delivery.

    Now the manufacturer is trying to carry out the program on import of 22 types of components, but it may require changes to the type certificate of the aircraft.
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    kvs

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    Re: Russian Civil Aviation: News

    Post  kvs on Thu Aug 20, 2015 4:31 pm

    If NATO imposes sanctions that affect Sukhoi, then Russia should ban all NATO produced aircraft imports
    and start to limit overflight areas for commercial airlines.

    Austin

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    Russian Civil Aviation: News #2

    Post  Austin on Thu Aug 20, 2015 4:45 pm

    kvs wrote:If NATO imposes sanctions that affect Sukhoi, then Russia should ban all NATO produced aircraft imports
    and start to limit overflight areas for commercial airlines.  

    Agree , Any idea how much ban on over flight will Impact EU and Western nation ?

    I recollect Medvedev threatening that last year , I read russia earns some $1 billion due to over flight rights

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