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    Russian Civil Aviation: News #2

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    Austin

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    Re: Russian Civil Aviation: News #2

    Post  Austin on Wed Jun 13, 2018 11:29 am

    Superjet has a concept similar to Airbus of Dark and Silent cockpit , Any idea when he lands why does he again press the throttle is this because of reverse thrust ?


    Austin

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    Re: Russian Civil Aviation: News #2

    Post  Austin on Wed Jun 13, 2018 11:33 am

    A prototype of the all-composite aircraft STR-40DT will be shown at the end of the year



    A prototype of the 19-seat all-composite aircraft STR-40DT, developed at the Siberian Scientific Research Institute of Aviation (SibNIA) named after SA Chaplygin, will be presented by the end of 2018. The aircraft will be adapted for the harsh conditions of the Russian North and can fly for a distance of up to 4000 km. This was toldTASS scientific supervisor of SibNIA Alexei Seryoznov.

    "By the end of the year, we will demonstrate a prototype of a 19-seat aircraft, which will be adapted for Russian conditions, and its service will be no more than $ 250 per hour, like a similar US airplane." Now the world's aircraft maintenance costs about $ 1,500 per hour, "said he.

    Seriousov specified that the class of 19-seat aircraft in Russia has not yet been submitted. According to him, such a plane will be in demand for the northern regions of the country, for example, in Yakutia. "Now Canadian planes fly there, our plane will be able to travel long distances and will be more suitable for flights in the cold," he added.

    "Aviation of Russia" has already talked about a new aircraft, which is being developed in SibNIA on the basis of a Soviet light jet for local airlines Yak-40. Work on the all-composite aircraft STR-40DT with capacity for 19 seats began in 2013 at the request of the Ministry of Industry and Trade of Russia within the framework of the Federal Target Program "Development of Civil Aviation Equipment in Russia for 2002-2010 and for the Period until 2015".

    STR-40DT will completely repeat the aerodynamic scheme of its predecessor: it is a twin-engine, all-composite, monoplane with a trapezoidal wing, a T-shaped tail unit with a significant excess over the fuselage. The Yak-40 wing has an elongation of 8.93 and a span of 25 m. Obviously, the new integral-wing wing will have a much longer elongation, so that it is possible to fly over long distances - up to 4000 km.

    Main technical characteristics of STR-40DT:

    Empty weight - 6500 kg
    the maximum weight is 13000 kg
    number of passengers - 19-32 people
    flight range - 4000 km
    altitude of the flight is 9500-10000 m
    running start - 800 m
    mileage - 600 m
    carrying capacity - 3200 kg
    the cruising speed is 650-700 km / h
    fuel consumption - 500-550 kg / h

    The developed aircraft is a demonstrator of the capabilities of polymer composite materials technologies when used in light turbojet passenger aircraft at high flight speeds (600-700 km / h). In the framework of the state order, the Institute carried out studies of PKM technologies in aircraft construction, allowing 2-3 times to increase the productivity of new aircraft and to reduce the cost of their production by 50%. Obtained demonstrators are a by-product not intended for commercial use. They only confirm the possibility of developing and constructing a fully composite production vehicle with the required flight characteristics, as well as characteristics of strength and economic efficiency.

    http://aviation21.ru/obytnyj-obrazec-celnokompozitnogo-samolyota-str-40dt-pokazhut-v-konce-goda/

    Firebird

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    Re: Russian Civil Aviation: News #2

    Post  Firebird on Wed Jun 13, 2018 12:24 pm

    Hole wrote:
    Firebird wrote:I wonder how this will work. Will this Il-96 eventually be replaced by a Russian-Chinese widebody?
    I read that Russia plans to use this to get started for the Russia-China venture.

    Or will the joint plane be sold in China. With Russia doing her own variant for domestic use and her own customers
    ie in the same way Brahmos is for India, with Russia having her own Zircon missile for domestic use?

    Brahmos is a vesion of the Onyx. Got Nothing to do with Zirkon.

    As you can tell, I'm not an expert on missile development.
    What I mean is, Russia produced a cutting edge missile for (or some say "with" India) ie Brahmos I and soon II.
    But Russia has its own missiles for the domestic market which I suppose are more advanced? And Russia might export those missiles, whereas it probably won't export Brahmos anywhere else.

    So I'm wondering if a similar thing will happen with China ie CR929 for China. But Russia produces its own plane separately too?
    Maybe differing in range or TO weight or whatever? Does that make sense?
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    GunshipDemocracy

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    Re: Russian Civil Aviation: News #2

    Post  GunshipDemocracy on Wed Jun 13, 2018 5:01 pm

    Firebird wrote:

    So I'm wondering if a similar thing will happen with China ie CR929 for China. But Russia produces its own plane separately too?
    Maybe differing in range or TO weight or whatever? Does that make sense?

    perhaps because CR-929 (Berkut Smile is partially Russia and partially Chinese and all Il-96 is made in Russia? Thus makes it a good platform for military applications (tankers AWACS, ASW...)

    Firebird

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    Re: Russian Civil Aviation: News #2

    Post  Firebird on Wed Jun 13, 2018 5:37 pm

    GunshipDemocracy wrote:
    Firebird wrote:

    So I'm wondering if a similar thing will happen with China ie CR929 for China. But Russia produces its own plane separately too?
    Maybe differing in range or TO weight or whatever? Does that make sense?

    perhaps because CR-929 (Berkut Smile is partially Russia and partially Chinese and all Il-96 is made in Russia? Thus makes it a good platform for military applications (tankers AWACS, ASW...)

    Yeah I can see the IL-96 being used for military stuff even after CR929 is done.

    But the big moneyspinner is civilian. So if say Russia's partners (excluding China) want a widebody in 2025 or whenever, I wonder if UAC will give them a CR929 ie joint venture assembled in China. Or whether they will offer a Russian made plane that's very similar and maybe a little more advanced?

    After all, the tech expertise is coming from Russia, even if CHina is providing much of the money for CR929.
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    Militarov

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    Re: Russian Civil Aviation: News #2

    Post  Militarov on Wed Jun 13, 2018 7:45 pm

    Firebird wrote:
    GunshipDemocracy wrote:
    Firebird wrote:

    So I'm wondering if a similar thing will happen with China ie CR929 for China. But Russia produces its own plane separately too?
    Maybe differing in range or TO weight or whatever? Does that make sense?

    perhaps because CR-929 (Berkut Smile is partially Russia and partially Chinese and all Il-96 is made in Russia? Thus makes it a good platform for military applications (tankers AWACS, ASW...)

    Yeah I can see the IL-96 being used for military stuff even after CR929 is done.

    But the big moneyspinner is civilian. So if say Russia's partners (excluding China) want a widebody in 2025 or whenever, I wonder if UAC will give them a CR929 ie joint venture assembled in China. Or whether they will offer a Russian made plane that's very similar and maybe a little more advanced?

    After all, the tech expertise is coming from Russia, even if CHina is providing much of the money for CR929.

    All tech expertise comes from Russia? Highly unlikely, if that was the case the project would never ever exist.
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    miketheterrible

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    Re: Russian Civil Aviation: News #2

    Post  miketheterrible on Wed Jun 13, 2018 7:49 pm

    Militarov wrote:
    Firebird wrote:
    GunshipDemocracy wrote:
    Firebird wrote:

    So I'm wondering if a similar thing will happen with China ie CR929 for China. But Russia produces its own plane separately too?
    Maybe differing in range or TO weight or whatever? Does that make sense?

    perhaps because CR-929 (Berkut Smile is partially Russia and partially Chinese and all Il-96 is made in Russia? Thus makes it a good platform for military applications (tankers AWACS, ASW...)

    Yeah I can see the IL-96 being used for military stuff even after CR929 is done.

    But the big moneyspinner is civilian. So if say Russia's partners (excluding China) want a widebody in 2025 or whenever, I wonder if UAC will give them a CR929 ie joint venture assembled in China. Or whether they will offer a Russian made plane that's very similar and maybe a little more advanced?

    After all, the tech expertise is coming from Russia, even if CHina is providing much of the money for CR929.

    All tech expertise comes from Russia? Highly unlikely, if that was the case the project would never ever exist.

    Let me guess, cause Russia makes nothing, right?

    You are also expert in airplane electronics and all forms of engineering too?

    This site is too tiring. Too many "experts" or IKE's
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    Militarov

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    Re: Russian Civil Aviation: News #2

    Post  Militarov on Wed Jun 13, 2018 10:28 pm

    miketheterrible wrote:

    Let me guess, cause Russia makes nothing, right?

    You are also expert in airplane electronics and all forms of engineering too?

    This site is too tiring. Too many "experts" or IKE's

    Production lines will be in China with certain components being desiegned in Russia in cooperation with Chinese design office, and most likely produced in China, as pe Russians. Originally fuselage was supposed to be produced in Russia, however it seems to be questioned lately due to price cuts. Its not like its Russian project, i will give me right hand it will have more Western components than Russian and Chinese combined in terms of cost in final product.

    Honeywell and United Technologies are to be suppliers for many components as agreed in 2016.

    No, actually you are tiring with same posts every 2 days, and same identical retarded line "OOO SO COZ RUSSIA DOESNT PRODUCE ANYTHING, RIGHT", how original.. we saw it just 7 trillion times posted by same 4 persons. Anything to contribute or just annoy the Hell out of us here? It is hardly my fault i have very wide range of interests and educated close relatives that can share light on things i am not particulary familiar with.

    If you dont like what i say, if i am hurting your feelings block me, or whatever...or grow up.

    No, i am not an expert on avionics, especially not all the hardware, and especially not the civilian liners exclusive hardware, however i did make an application that can be used on Garmin G600 and GTN 750. Even that makes me somewhat of Messiah compared to you in the field, no offense...
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    GunshipDemocracy

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    Re: Russian Civil Aviation: News #2

    Post  GunshipDemocracy on Wed Jun 13, 2018 11:48 pm

    miketheterrible wrote:

    After all, the tech expertise is coming from Russia, even if CHina is providing much of the money for CR929.

    All tech expertise comes from Russia? Highly unlikely, if that was the case the project would never ever exist.
    [/quote]

    Let me guess, cause Russia makes nothing, right?
    [/quote]


    CR-929 is supposed to be shared project 50:50 both sides. Originally they said that Russia will design China will assemble but AFAIK ti wont be the way.  Russians surely will work on PD-35 engine (also for Yermak ) Kret for avionics and Chinkomposit on materials.   ut every tam in Chin will be mirrored. Both parties are supposed to share investment also 50%. So it is not that Russia is only expertise and China money.

    Russian expertise is important as much as cost sharing. Chinese market (they say ~1500 machines of this class ...) makes sense for the whole project though. For Russia this is also beneficial - new experience in long haul liners after Soviet Union. Potential 3rd parties as customer .  Nobody is gonna to ban Chinese goodies.



    http://bastion-karpenko.ru/dal-samolet/

    https://ru.wikipedia.org/wiki/CR929

    https://aviation21.ru/rolls-royce-zainteresovan-v-postavkax-aviadvigatelej-dlya-shfdms-cr929/





    Militarov wrote:
    Honeywell and United Technologies are to be suppliers for many components as agreed in 2016.

    if this is still the fact I dont think for long, same as for RR engines. Only first phase. Then Russian or Chinese. Too high risk.
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    GunshipDemocracy

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    Re: Russian Civil Aviation: News #2

    Post  GunshipDemocracy on Thu Jun 14, 2018 12:08 am

    Firebird wrote:Yeah I can see the IL-96 being used for military stuff even after CR929 is done

    That's the only logical explanation to me for re-viving this project. Skills, materials, avionics for long term military platform (lasers, AWACS, tankers, ASW) - ith range 12,000km it makes sense...


    But the big moneyspinner is civilian. So if say Russia's partners (excluding China) want a widebody in 2025 or whenever, I wonder if UAC will give them a CR929 ie joint venture assembled in China. Or whether they will offer a Russian made plane that's very similar and maybe a little more advanced?

    unlikely - Il-96is never gonna be more advanced then CR-929. Most likely sales organization is going to be a joint venture too. Like would you ask is France or Germany selling Airbus?




    After all, the tech expertise is coming from Russia, even if China is providing much of the money for CR929.

    I dont think this is the case. China pays half and Russia half. All teams are mirrored. But true Russians can capitalize on what they learned on Il-96


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    Dima

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    Re: Russian Civil Aviation: News #2

    Post  Dima on Fri Jun 15, 2018 9:38 am

    A good article from April, not sure if it was posted earlier.

    https://3dprintingindustry.com/news/russias-2-6-billion-jet-engine-made-using-additive-manufacturing-132239/
    RUSSIA’S $2.6 BILLION JET ENGINE TO BE MADE USING ADDITIVE MANUFACTURING
    BEAU JACKSON APRIL 17TH 2018 - 3:10PM

    The Aviadvigatel PD-35 is Russia’s next generation airline jet engine. With a projected budget of 160 billion rubles ($2.6 billion) development of the engine is expected for completion in the next 5 years, and additive manufacturing (or additive technology) is tipped to be an important part of the plan.

    For the engine’s development, Russian commercial aircraft developer and builder Aviadvigatel is working with gas turbine manufacturer ODK-Saturn – a company home to the state-funded Additive Technology Center.

    A United project

    PD-35 development is funded in part by the United Engine Corporation (UEC), a member of Russian state corporation Rostec, and China’s AECC Commercial Aircraft Engine Co.

    When completed, PD-35 turbines will fly the C929 long-haul, widebody passenger airliner.

    From 2019 onwards, the United Engine Corporation also expects that additive technologies will be integrated in certified gas turbine engines.

    So far, the UEC has allocated 64.3 billion rubles ($1.13 billion) in state funding for PD-35 research and development.


    Metal 3D printed component. Photo via United Engine Corporation

    Additive manufacturing is “the only solution”

    Topology optimization, i.e. lightweighting parts to reduce the cost but maximize the strength, is a key part of next generation engine development at ODK-Saturn. According to Denis Fedoseyev, deputy chief engineer at ODK-Saturn, “In many cases of topology optimization, additive technologies are the only solution for production of complex-profile parts.”

    So far, ODK-Saturn has leveraged topology optimization and metal 3D printing techniques to make small and complex components including brackets, mechanical elements and components used inside combustion chambers.

    By UEC deputy chief designer Dmitry Karelin’s count, “In 2016, Saturn used [additive technologies] to produce over 600 gas turbine elements made of stainless steel, cobalt and titanium alloys,”

    Additive applications for the PD-35 were gleaned from the design for the Aviadvigatel PD-14 civil aircraft engine, scheduled for flight tests running 2019 through 2021.


    ODK-Saturn workshop. Photo via United Engine Corporation

    An international competition

    I line with the aims of the PD-35 project, at the All-Russian Research Institute for Aircraft Materials (VIAM) additive manufacturing was used to make a combustion chamber within 5 days, a project that would typically take around 4 months to complete.

    VIAM’s general director Evgeny Kablov says, “The world now competes who will reach ideal parameters in engines. The competitiveness depends on weight, performance and design effectiveness.”

    Indeed, GE has had marked success with additive manufacturing for turbines in the West. A third of the parts in its Advanced Turboprop (ATP) Engine are now 3D printed, and the 3D printing enabled LEAP engine generated $27 billion in sales at the 2017 Paris Air Show.

    Kablov concludes, “[Additive technologies] helps to resolve at once issues of materials, technology and design. And all that should be integrated decisively, at development stage.”

    Rostec State Corporation is also developing a UEC Based Additive Technologies Center in association with the administration of Gyeonggi province, South Korea.

    Vote for aerospace or automotive application of the year in the 2018 3D Printing Industry Awards.

    Be the first to read the latest developments in additive manufacturing. Subscribe to the 3D Printing Industry newsletter, follow us on Twitter and like us on Facebook.

    Over 100 3D printing jobs are now waiting for you. Join our 3D printing jobs service for the latest vacancies in software, hardware and materials.

    Featured image shows the PD-35 predecessor – Aviadvigatel PD-14 engine. Photo by Vitaly V. Kuzmin

    Austin

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    Re: Russian Civil Aviation: News #2

    Post  Austin on Thu Jun 21, 2018 5:02 pm

    The Russian Ministry of Defense received the second Tu-214PU-SBUS

    https://bmpd.livejournal.com/3245165.html




    RusAviaGuy

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    Re: Russian Civil Aviation: News #2

    Post  RusAviaGuy on Fri Jun 22, 2018 2:24 pm

    Firebird wrote:
    GunshipDemocracy wrote:
    Firebird wrote:

    So I'm wondering if a similar thing will happen with China ie CR929 for China. But Russia produces its own plane separately too?
    Maybe differing in range or TO weight or whatever? Does that make sense?

    perhaps because CR-929 (Berkut Smile is partially Russia and partially Chinese and all Il-96 is made in Russia? Thus makes it a good platform for military applications (tankers AWACS, ASW...)

    Yeah I can see the IL-96 being used for military stuff even after CR929 is done.

    But the big moneyspinner is civilian. So if say Russia's partners (excluding China) want a widebody in 2025 or whenever, I wonder if UAC will give them a CR929 ie joint venture assembled in China. Or whether they will offer a Russian made plane that's very similar and maybe a little more advanced?

    After all, the tech expertise is coming from Russia, even if CHina is providing much of the money for CR929.

    The Il-96 platform were designed for a couple of family members including the smaller Il-90-200 and the twin-engined Il-96MD (later named Il-98). The latter were to be powered by either RR Trent 800 or P&W 4080 series engines.

    The seriously upgraded Il-496 are said to be turned into a twin (Il-498 I guess) when the PD-35 becomes available. The original wing was designed for either for or two engines in the same way as Airbus did with the A330/A340 since twin engined configurations were on the table pretty early on and I have some pictures of a mockup installation of NK-93 engines on an Il-96-300 (a test for the proposed Il-96MD).

    It is logical to see two key markets for the "Il-498" twin and one is for Russian governmental use but also as a freighter (Il-498T) together with some limited use by airlines (an example is Pegas Fly, which have talked about the Il-496).

    Considering what happened with Airbus (which was a Toulouse affair from a final assembly point before more lines opened) I wouldn't be surprised to see CR929s assembled in Russia when the Shanghai line are full and more capacity is needed. It is the same as with Airbus when they started to assemble A319 and A321 in Hamburg.

    The CR929 will end up as a technologically independent aircraft eventually (no Western suppliers or with strict restrictions on such content), i.e. PD-35 power (the question is whether China will develop a "CJ-2000A" later or join forces on the PD-25 program) and systems from the same suppliers as the "MC-21.ru" (the unofficial label for the PD-14 powered MC-21 with KRET avionics, Aerosila TA-18-200MS APU etc). Kvand has showcased proposed interiors for the MC-21 and it is possible that they will be a supplier on the program later on.

    RusAviaGuy

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    Re: Russian Civil Aviation: News #2

    Post  RusAviaGuy on Fri Jun 22, 2018 2:50 pm

    Here are some interior images of proposed designs for the Il-96-400M and MC-21 from Russian suppliers (I am not sure if it is Kvand for the Ilyushin but they did offer an interior for the MC-21).

    I write Il-96-400M here since those interiors were proposed for Aeroflot around 2001/2002 after they had cancelled their order for Il-96M/T and RA-96000 had been re-engined with PS-90A1. The new design were also proposed as a retrofit option for the Il-96-300 and I consider it a very modern and elegant solution in 2018 and would expect the Il-496 to get something along those lines.

    Ilyushin Il-96-400M/Aeroflot/Ilyushin Finance:







    A lower deck bar was also proposed and its placement would be in the forward cargo hold for the use of first and business class passengers:



    The Kvand proposal for the MC-21 interior looks like this:







    The Tu-204SM got a decent interior proposal or rather two as well (not sure if it was Kvand or Aviaprestige here):



    AKAU made one interior for this aircraft:



    I must say that I really like the Il-96-400M design proposal and the MC-21 Kvand solution is good too even if I think the seat design will be different in the final installation. The AKAU Tu-204SM interior is a good development of the baseline since it is reminiscent of the original cabin but more streamlined.

    One thing is for sure and it is that modern Russian interiors are as good as Western ones now (I think they were perfectly OK back in the days too since both Il-62, Il-86 and Il-96 had perfectly good interiors and the same applies to the Tu-204 in its original form and the later iterations developed for the BRAVIA Tu-204-120 (also called Tu-204M) and Sirocco Tu-204-120 versions).

    The "BRAVIA (British Russian Aviation Corporation) Tu-204" RA-64006 got a brand new interior as part of the "Westernizing" project in 1992.

    The original Tu-204 mockup showcased in 1988 had an interior pretty much along the same lines as the Airbus A320 and were also furnished according to the post-1985 stricter fire safety standards. It can be seen in the Flight International article "Tupolev's new twinjet" that is available in their open archive.

    Austin

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    Re: Russian Civil Aviation: News #2

    Post  Austin on Tue Jul 10, 2018 4:52 pm

    Kremlin Boosts Effort toward ‘Indigenization’ of SSJ100

    https://www.ainonline.com/aviation-news/air-transport/2018-07-09/kremlin-boosts-effort-toward-indigenization-ssj100

    Austin

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    Re: Russian Civil Aviation: News #2

    Post  Austin on Wed Jul 11, 2018 7:16 pm

    Under the wing of the state

    https://vpk.name/news/220972_pod_kryilo_gosudarstva.html
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    PapaDragon

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    Re: Russian Civil Aviation: News #2

    Post  PapaDragon on Wed Jul 11, 2018 10:14 pm

    Austin wrote:Under the wing of the state

    https://vpk.name/news/220972_pod_kryilo_gosudarstva.html

    If you are just going to post link to Russian language article you could make an effort to at least describe the content...



    ALSO:

    Second MS-21 had first flight with new paintjob, more photos and a video in link:

    https://sdelanounas.ru/blogs/

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    dino00

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    Re: Russian Civil Aviation: News #2

    Post  dino00 on Wed Jul 11, 2018 11:27 pm

    [quote="PapaDragon"]
    Austin wrote:Under the wing of the state

    https://vpk.name/news/220972_pod_kryilo_gosudarstva.html

    If you are just going to post link to Russian language article you could make an effort to at least describe the content...


    [Use a translator is what everyone does...

    I AM not Austin he is doing a great job!!!

    Austin

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    Re: Russian Civil Aviation: News #2

    Post  Austin on Thu Jul 12, 2018 5:29 am

    PapaDragon wrote:
    Austin wrote:Under the wing of the state

    https://vpk.name/news/220972_pod_kryilo_gosudarstva.html

    If you are just going to post link to Russian language article you could make an effort to at least describe the content...

    Russia is not my native language and I use google translator , Suggest you do too

    Thanks dino00

    Austin

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    Re: Russian Civil Aviation: News #2

    Post  Austin on Fri Jul 13, 2018 2:11 pm

    I hope this works out , I have seen many Russian Iran deal like purchasing Tu-204SM ended going no where.

    Re-imposed U.S. Sanctions on Iran Gives Superjet a Chance

    https://www.ainonline.com/aviation-news/air-transport/2018-07-13/re-imposed-us-sanctions-iran-gives-superjet-chance

    In a wake of the decision by the White House on May 8 to pull out of the nuclear deal with Iran, European vendors may still keep a presence in the Persian market through Russian OEMs.

    However, with the re-imposition of the “toughest sanctions” on the Islamic Republic, the European aerospace sector faces a difficult dilemma: how to do business with the Persians without facing punishment through exposure to U.S. domestic law.

    In reality there are few options. One is to keep a presence in the market through selling components for Russian airplanes destined for the Iranian air transport industry and rendering aftersales support to them. Although this does not enable the Western aerospace companies to sell as much as they might have thought back in 2015 when the seven nations struck the nuclear deal, it would nonetheless please politicians in London, Paris, and Berlin and help maintain a European beachhead on Persian soil until such time Washington and Tehran come to terms again.

    Along with Iran and North Korea, Russia is also under U.S. sanctions, under the Countering America’s Adversaries Through Sanctions Act (CAATSA). However, these do not apply to the Sukhoi Superjet 100 (SSJ100), as it is a purely civil program, one widely acknowledged as a rare positive example of fruitful cooperation between East and West in the aerospace domain.

    French firms Thales, PowerJet, and Safran provide the avionics package, SaM.146 turbofan engines, and landing gear, respectively, while Venice, Italy-based Superjet International (SJI, Chalet A3) installs the interior. This is to name just a few European vendors involved.

    During an SSJ100 presentation at a previous Farnborough Airshow, the European vendors estimated their share in the aircraft at “over 60 percent.” A more recent estimate from SCAC says imported items make up 60 percent of the serial aircraft costs. Given the list-price of $56 million, and with a clear demand in the Russian and Iranian markets for modern passenger jets, it makes economic sense for the Europeans to stay in.

    Two months before Farnborough 2018, Sukhoi Civil Aircraft (SCAC) announced a new version of the Superjet with a suffix “R” attached, the SSJ100R. It would differ from the factory standard in having less foreign content, presumably on account of the unavailability of U.S.-made components and those carrying traces of critical American technologies. In addition to replacing the Honeywell auxiliary power unit with a Russian-made unit from Aerosyla, changes would apply to certain hydraulic, electrical, avionics, and interior items. Most of the suitable substitutes to the U.S. components in the Superjet have been validated during flight trials on the Irkut MC-21 next-generation narrowbody jet.

    SCAC CEO Alexander Roubstov explained that the reason behind introducing the R version is to reduce the foreign content by 10 to 15 percent. This matches an estimate for the U.S. content. With the latter taken out of the Superjet, SCAC would no longer need Washington’s permit to sell its products to Iranian airlines. Any foreign OEM producing airplanes with American content exceeding 10 percent needs U.S. licensing from the U.S. Treasury Department’s Office of Foreign Assets Control (OFAC) for sales to Iran. According to U.S. Treasury Secretary Steven Mnuchin, the respective permits for Boeing and Airbus to sell airplanes will be revoked by August, and waivers permitting sales of commercial aircraft parts and services will be canceled.

    A month after the SSJ100R announcement, Guillaume Faury of Airbus told the Hamburger Abendblatt newspaper that because of the re-imposed U.S. sanctions, the European manufacturer will not be able to fulfill the deal with Iran Air for 100 new jets, signed in December 2016 in presence of French and Iranian presidents. Also in June, when the first of 80 Boeings ordered was due for delivery to Iran Air, the company’s spokesman said Boeing had lost its license to make sales in Iran and so will not supply any jets to that country. This means that not only the 100-percent government-owned flag carrier, but also collectively-held Iran Aseman Airlines can no longer expect deliveries from the U.S. airframer.

    Embraer, Bombardier and even Comac are also exposed to the American laws, because every type in their product lines has double-digit percent of U.S. content. With the Tupolev-204/214 and Ilyushin-96 production limited to the Kremlin’s orders, and deliverable examples of the MC-21 years from being ready for shipment, the Superjet remains the only contemporary passenger jet available anywhere in the world for any worthwhile qualitative procurement by Iranian airlines in the near term.

    Although Moscow would love to sell Tehran airplanes for the whole of the $38 billion that the Western makers signed for with the Iranian airlines in 2016-2017, it cannot offer the intended customers suitable airplanes with seating capacity and payload-range capability close to those from the duopoly. In Aeroflot’s two-class configuration, the SSJ100 seats 86 passengers, the figure rising to about 100 for high-density cabins. While Iran does need regional jets in that capacity, the numerical requirement for them is considerably smaller than that for the mainline airliners available today from the U.S. and Europe only.

    Ultimately, Iran is likely to order about 100 Superjets; that number should be enough to serve the domestic network of air routes and international flights falling within the type’s operating range. By list prices, such an order would come to $5.6 billion. In April, SCAC signed memorandum of understanding with Iran Airtours (a branch of the flag-carrier operating out of Mashhad) and Iran Aseman Airlines for 40 airplanes altogether, to be delivered in the 2020-2023 timeframe. Quantitatively, it covers 40 percent of the Iranian air transport system’s needs in the given class of aircraft.

    Following the government shakeup that took place after the 2017 general election, President Rouhani and his team resumed talks with Moscow on the Superjet and Kamov Ka-226T helicopter with an intent to procure a number of them from Russia and establish local assembly lines. The respective programs are pictured as pure civilian efforts, so that the Russian manufacturers do not expect issues with shipment of the PowerJet SaM.146 turbofans and Turbomeca Arrius 2G1 turboshafts that power the two types. “Should the Western engine-makers forbid us to use their products [on helicopters destined for Iran], we will work so as to equip them with Russian-made substitutes,” said Russian Helicopters CEO Andrei Boginsky. The same view is also applicable to the Superjet, for which Perm-based Aviadvigatel offers a downscaled version of the PD-14 developed for the MC-21, promising a 7-8 percent reduction in fuel burn.

    It is not clear yet whether London, Paris, and Berlin will collectively oppose Trump’s policy towards Iran and defend their commercial interests in that country, or succumb to the pressure from across the ocean. “Europe has displayed that it accompanies the U.S. in most sensitive cases,” Iranian leader Ayatollah Khamenei said in late May. If that is the case, Moscow may oblige Tehran with a completely Russian version of the Superjet, dubbed the SSJ75. It would seat 78 passengers in a single class cabin at 32-inches pitch. First flight is planned for 2021, first shipment the following year and full-scale production starting in 2024-2025. Major design changes include a new fully composite wing, giving a 10 percent increase in lift-to-drag ratio.

    The SSJ75 would supplement and then replace the original SSJ100 in production, currently running at 34 airframes annually. As of June 2018, 127 aircraft were in operation with governmental structures and six commercial airlines in Russia and three foreign operators. In 10 years since its maiden flight on May 19, 2008, the type performed 275,000 passenger flights lasting over 420,000 flight hours

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    Re: Russian Civil Aviation: News #2

    Post  Austin on Fri Jul 13, 2018 2:13 pm

    Russian Helicopters Looks To Grow Civil Sales
    by Vladimir Karnozov
    - July 13, 2018, 4:00 AM



    At Farnborough 2018, Russian participants are prohibited from exhibiting military wares. However, Russian Helicopters' new strategy seeks to grow the civilian sector to offset a drop in the defense orders. Without expanding its civil business, the manufacturer would not be able to increase its share in the global market for rotorcraft from 12.9 percent now to 19.4 percent in 2025, as the Kremlin commanded.

    Deputy minister for industry and trade Oleg Bocharov told AIN that the Russian government is keen to render “every kind of support” to local OEMs in their efforts to expand sales in the global marketplace. Bocharov led the national delegation to the Eurasia Airshow, held in Antalya three months ahead of Farnborough 2018, to attend the contract signing ceremony where Kaan Air became the first commercial operator in Turkey to select Russian rotorcraft. The company ordered three Kamov Ka-32A11BCs for delivery later this year with an option for four or five more. Bocharov said he sees this as another step forward for Russian Helicopters in expanding its sales to more of the world and building a wider customer base.

    Since Farnborough 2016, the Russian civil aviation authority Rosaviatsiya has signed agreements on mutual recognition of national certificates with its counterparts in Brazil, Canada, China, Cuba, India, Indonesia, Iran, Italy, Mexico, Mongolia, South Korea, and Turkey. Earlier this year, Rosaviatsiya signed an agreement with the European Aviation Safety Agency (EASA) to expand and deepen interaction on certificate recognition and airworthiness issues.

    “During the entire past year, there were no cases of non-recognition of our airworthiness certificates as foreign customers took delivery of freshly made Russian helicopters,” a Rosaviatsiya spokesman said. Moscow is seeking more agreements with various nations on certification issues and airworthiness by way of mutual trust to ease the way national certificates are recognized in the partner countries, he added. So far it has been going well; the only downside has been the low number of shipments actually made: a Mi-8MTV and a Mi-171 to Kazakhstan; and an Mi-26T and few Ka-32A11BCs to China.

    Military orders continue to dominate Russian Helicopters’ backlog. Last year, the Russian defense ministry and foreign armies took almost 150 rotorcraft, while civilian customers took fewer than 70. Yet the company’s CEO, Andrei Boginsky, expects military sales to decline in the coming years, so that the respective share would drop below 40 percent. At the same time, he anticipates that a more aggressive sales policy targeting commercial operators around the globe will boost the share of foreign orders to more than half of the company’s production output.

    After the peak of 290 in 2012, Russian Helicopters' production rate dropped to 212 in 2015 and 189 in 2016. Last year, it was up to 214 (according to government officials, the manufacturer has yet to confirm the figure), but Boginsky confessed that deliveries were roughly 10 percent less, since some shipments were postponed in this year's first quarter. Even with this, the company generated a profit of Rouble 27 billion ($430 million) against a turnover of Rouble 228 billion ($3.6 billion). The picture becomes worse considering that the manufacturer has been eating into its backlog, which stood at between 400 and 550 units around five years ago.

    The Kremlin has been trying to ease the situation through several initiatives, including a program to support medical aviation in the country. The respective budgetary allocation is Rouble 10 billion evenly distributed over three years. Taking advantage of this, licensed operators arranged the hire-purchase of 34 Mi-17s plus 18 Ansats in 2017-18. These come new from the factories in Kazan and Ulan-Ude, outfitted with a standard medical equipment set.
    Fleet Renewal

    Another initiative is to encourage commercial operators to hire-purchase new aircraft from government-controlled leasing companies. This is a part of the bigger effort to facilitate fleet renewal in the country. The Russian civil fleet numbers approximately 2,000 rotorcraft, with local products accounting for between 1,600 and 1,700. Half of them are more than 25 years old.

    The large majority of the aging machines are TV2-117-powered Mi-8Ts. Although old and underpowered, the 24-seat Mi-8T is also cheap, fuel-efficient and easy to maintain, which retards the process of its intended replacement with the more advanced Mi-8AMT (Mi-17). Even though the latter became available in 1991, many operators have been hesitating to upgrade to the new production standard on financial grounds. Inside Russia, the Mi-8T is still logging more flight hours annually. The Mi-17 is expected to take the lead in the 2010-2020 time frame, though.

    Two months before Farnborough 2018, Russian Helicopters delivered the first of a further-improved Mi-171A2 to UTair, the launch customer for the type. It differs from the preceding Mi-8AMT in having Klimov VK-2500PS-03 Fadec-equipped turboshafts, a new main rotor with fully composite blades of improved aerodynamic form, and an X-shape anti-torque rotor. Instead of three crewmembers, this glass-cockpit version can be flown by two pilots. Coupled with other cost-saving measures, this makes Russian rotorcraft more attractive to commercial operators.

    Out of 12,000 Mi-8s/17s built since the type was introduced in 1965, more than 7,000 remain operational around the globe. Russian Helicopters believes that this year’s entry-into-service of the Mi-171A2 and its military version, the Mi-171E2, will prompt operators to upgrade to this new standard.
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    Re: Russian Civil Aviation: News #2

    Post  PapaDragon on Fri Jul 13, 2018 3:02 pm

    Austin wrote:I hope this works out , I have seen many Russian Iran deal like purchasing Tu-204SM ended going no where.

    Re-imposed U.S. Sanctions on Iran Gives Superjet a Chance

    https://www.ainonline.com/aviation-news/air-transport/2018-07-13/re-imposed-us-sanctions-iran-gives-superjet-chance
    ..........


    Don't get your hopes up. Iranians waited patiently for decades to start buying Boeings and Airbuses, they will not be giving up now when they are so close to the finish line.

    Couple of more decades is nothing for them at this point.

    Sukhoi should get off it's ass and look elsewhere because this is dead end.

    Austin

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    Re: Russian Civil Aviation: News #2

    Post  Austin on Tue Jul 17, 2018 6:42 am

    An agreement was signed for the supply of 10 SSJ-100 and 10 MS-21 in Peru

    https://sdelanounas.ru/blogs/109685/

    Austin

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    Re: Russian Civil Aviation: News #2

    Post  Austin on Wed Jul 18, 2018 7:21 am

    Boeing Signs $12 Bln Deal to Sell Giant Cargo Planes to Russian Freight Firms

    https://sputniknews.com/business/201807171066439769-boeing-cargo-planes-russia/

    Firebird

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    Re: Russian Civil Aviation: News #2

    Post  Firebird on Wed Jul 18, 2018 10:20 pm

    Austin wrote:Boeing Signs $12 Bln Deal to Sell Giant Cargo Planes to Russian Freight Firms

    https://sputniknews.com/business/201807171066439769-boeing-cargo-planes-russia/

    If that actually happens, its outrageous. Its like selling sand to the Arabs. 12bn is not far off Russia's whole arms exports worldwide in one year. Russia should build modernised Antonovs in Russia and tell the hohols to go and suck dick. Is it any surprise that Russian civil aviation got so fucked up? Russia is still buying off a country that's trying to destroy it! Absolutely pathetic and cowardly.

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    Re: Russian Civil Aviation: News #2

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