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    Russian Civil Aviation: News #3

    miketheterrible
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    Post  miketheterrible on Wed May 15, 2019 7:37 pm

    Tsavo Lion wrote:They r not well trained/informed, otherwise there wouldn't be all those B-737Max & SSJ-100 crashes.

    Except it isn't just Russia facing such crashes with Boeings and jets overall. So either all the world pilots are poorly trained, or....
    Tsavo Lion
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    Post  Tsavo Lion on Wed May 15, 2019 7:52 pm

    Humans make mistakes all the time; each country has its unique problems & their crashes reflect them. Generalizing about causes is counterproductive- there r too many variables involved in each instance.
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    Post  dino00 on Sat May 18, 2019 6:51 pm

    There is nothing national in the fleet of the national airline

    At the end of April of this year, the Minister of Industry and Trade Denis Manturov announced that the government approved the acquisition of another 100 additional Boeing and Airbus by the national airline. Meanwhile, the chairman of the civil aviation commission of the public council of Rostransnadzor, Oleg Smirnov, believes that “the aviation industry in Russia was ruined in the early 90s with the help of huge bribes”.

    Alexander Artamonov, military observer

    https://zvezdaweekly.ru/news/t/20195151719-CyeQ7.html
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    Post  GarryB on Sun May 19, 2019 7:28 am

    Well it is time to correct that... they need to impose penalties for domestic airlines buying Boeing or Airbus aircraft... make it much more expensive... and at least add a Boeing tax for Boeing aircraft operating over Russian air space.

    The money collected could go to Russian Civil aviation aircraft makers to fund improvements in efficiency and reliability and usability to improve the performance and capabilities of their aircraft.

    These tariffs will be on Boeing but it will be the Russian people and Russian companies an foreign airlines that pay.

    Also considering the success of their medium altitude bombing systems perhaps they might consider converting a few commercial aircraft for the role of bomber... they could put all sorts of optics systems on the aircraft and carry an enormous bomb load of conventional dumb bombs inside the aircraft... perhaps an area underneath cut out to allow bombs in the main cabin released through a hole in the floor through a set of bomb bay doors...

    Multiple pylons could be attached along the belly of the aircraft with targeting pods linked to crew console positions in first class looking for targets and monitoring attacks and punching target coordinates into the nav computer of the aircraft for follow up attacks on the next pass...

    You could datalink information to forces on the ground or in smaller lower flying UAVs so target information can be shared and own goals avoided.
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    Post  JohninMK on Sun May 19, 2019 1:44 pm

    You could imagine dropping bombs out of 'holes' similar to those maritime patrol aircraft have used for decades to drop sonar buoys and munitions. Backed up with an auto loader system. Bit like the B737 based P-8 conversion.
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    Post  GarryB on Sun May 19, 2019 3:20 pm

    Indeed, for safety they could put nose fuses in the bombs with them pointing upwards and release them backwards down through vertical lined chutes... when the bombs hit the airstream they will flip and fall nose forward... that is what the tail fins are for on a bomb... they can compensate for these acrobatics with the software and ballistics calculator... and the holes in the fuselage dont need to be at the back... they could put them right up the front and have air crews fitting fuses to the upward pointing noses of the bombs just before they are released.

    The mechanism could handle a variety of bomb calibres from tiny bombs (10-20kgs) right up to 1,500kgs or even 3,000kgs depending on the aircraft type.

    Hell you could even use standard transport types that can fly with open rear ramps with a floor based roller system where bombs are just rolled out the rear... attach a rubber fairing over the nose protecting the nose fuse attached directly to a small perhaps 2m square parachute to drag the bomb out the rear that then releases the bomb after a timed fuse has burned out or something... a big enough transport and you can be dropping serious bombs like the FAB-9000 or even bigger conventional bombs...

    An-124 with a 150 ton bomb payload in the form of 1,000kg and 3,000kg bombs... 150 of the former or 50 of the latter or combinations of both... I would think a concrete piercing model of each would get through a few metres of dirt before blowing up... you could make earthquake bombs too...
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    Post  Tsavo Lion on Sun May 19, 2019 5:52 pm

    IMO the era of carpet bombing is over. They'll use tactical nukes against any large invading force if all else fails. Against distant targets, PGMs r the cheapest & the best.
    There's a shortage of civil passenger/cargo transports & I doubt they would convert any passenger airframes to bombers.
    They have dozens of old Tu-16s/22Ms in storage that could be activated, + many active Tu-95s for conventional bombing.
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    Post  Austin on Fri May 24, 2019 10:23 am

    Appeared the first photos of the cabin MC-21

    https://aviation21.ru/poyavilis-pervye-foto-salona-ms-21/

    Russian Civil Aviation: News #3 - Page 20 Mc-21-salon-73054_1

    The MC - 21 has a fuselage diameter of 4.06 meters, larger than the “classmates” A320 and Boeing 737 by 11 and 36 cm, respectively. This allowed passengers to provide significantly more personal space than even in modern wide-bodied aircraft such as the Boeing 787, A350 XWB and A380.

    Increasing the diameter of the fuselage removed the well-known effect of the “tunnel” from which competitors' planes suffer: while one passenger loads his luggage on the shelf, those behind him cannot pass by him. In MS - 21 it was possible to significantly improve the ergonomics of the cabin. The standard seat width in economy class is 45 cm (as in the Airbus A350 XWB), the aisle width is increased to 56.25 cm.

    The large aisle allows you to safely walk on the plane during service during the flight, and also to disperse to two passengers during embarkation and disembarkation. The larger diameter of the fuselage also allowed to increase the size of the luggage compartment and cargo compartments.

    For example, two suitcases of the standard IATA cabin bag are placed in the standard A320 shelf, while 7 suitcases can fit in the MS - 21 shelf (they can be placed “on the edge”).


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    Post  Tsavo Lion on Sun May 26, 2019 7:36 pm

    Are pilots losing skills due to automation?
    “We’ve been talking about this in the industry for years. Pilots are losing their basic flying skills and there’s an overreliance on automation,” said Les Westbrooks, an associate professor at Embry-Riddle Aeronautical University, after the latest 737 Max crash, an Ethiopian Airlines flight in March. ..
    “Airlines don’t teach pilots to fly. They teach procedures. Your basic core skills should be there before you get to the airline,” said Bo Corby, director of standards and training for Future & Active Pilot Advisors, or FAPA, a career and financial advisory service. ..
    Trainers, Cox said, should “emphasize manual flying skills and not have a dependence on the computer, but use them as aids.”

    The same is true for the Russian pilots.
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    Post  GarryB on Mon May 27, 2019 5:17 am

    IMO the era of carpet bombing is over. They'll use tactical nukes against any large invading force if all else fails. Against distant targets, PGMs r the cheapest & the best.
    There's a shortage of civil passenger/cargo transports & I doubt they would convert any passenger airframes to bombers.
    They have dozens of old Tu-16s/22Ms in storage that could be activated, + many active Tu-95s for conventional bombing.

    No, you are missing the point... the whole reason I am discussing this in this section is because it is all about low cost, which means converted civilian airliners or transports designed for light endurance flights with very large payloads but the large payloads are not for carpet bombing but to allow persistance... instead of flying 16,000km from continent to continent, I am suggesting a relatively low speed cruise at medium altitude over a danger area like Syria or Afghanistan, and while they carry an enormous number of bombs, and they will be dumb bombs accurately delivered rather than very expensive bombs that cost as much as the plane carrying them.

    Perhaps even fit an EM catapult system that launches the bombs down at the correct trajectory with low forward flight speed... wow... OK the ultimate endurance would be an Air Ship... it could have enormous payloads and drop bombs vertically directly onto targets of interest... paint it pale blue and have it operate at 30km altitude so it would practically be invisible to people on the ground.

    It could carry thousands of bombs including glide bombs and use both guided bombs and unguided bombs... but the point is that for the forces you are supporting you are always ready to deliver a heavy HE payload and can provide real time IR and radar and visual recon of the area with highly magnified optics and equipment on board.

    With hydrogen fuel cells and nuclear power you would be largely autonomous... move around with electric motors and of course convert water ballast to hydrogen lifting gas and back as needed to maintain any height you want, and pretty much any position you want... the only real problem is that you really couldn't cover a lot of areas that are really far apart, though glide bombs from that altitude could dive for the first few seconds to build up speed and then pull up and glide for quite a distance if needed.

    Much better for COIN ops, or ops in far away places like supporting ops in the mountains of Afghanistan or whatever... as you drop the bombs you will end up with an excess of lift so converting it to ballast will then result in an excess of water... fill a guided gliding bomb with water instead of HE and you have the ultimate desert rescue service... detect their radio signal or perhaps a fire they might have built to attract attention and calculate their coordinates and release a bomb filled with water and food and communications equipment or perhaps fuel and ammo for a special forces team in the desert or mountains of some god forgotten country... like France... with their coordinates and drop the "bomb" to land near them...
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    Post  Cyberspec on Mon May 27, 2019 9:09 am

    Interesting pic from 1968...Tu-114 (civilian Bear) in Japanese service. I didn't know they used Russian aircraft back then

    Russian Civil Aviation: News #3 - Page 20 D7ZJYupWwAAPkyy?format=jpg&name=large
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    Post  Cyberspec on Sat Jun 01, 2019 11:29 am

    Il-96-500T project
    Russian Civil Aviation: News #3 - Page 20 962917dc6293
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    Post  Austin on Mon Jun 03, 2019 8:19 am

    Assembly of aircraft L-410UVP-Е20 and Diamond DA42T at UZGA

    https://bmpd.livejournal.com/3661548.html
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    Post  Tsavo Lion on Sun Jun 09, 2019 12:21 am

    The story of the IL-76, which still flies to Antarctica
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    Post  Austin on Sun Jun 09, 2019 12:40 pm

    Full video of Russia’s Sukhoi Superjet 100 crash

    https://www.youtube.com/watch?v=7NhvqAWJ4TU
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    Post  Austin on Sun Jun 09, 2019 12:50 pm

    Good Detials in UAC official Blog

    CR929: safety packed in comfort

    https://uacrussia.livejournal.com/87320.html
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    Post  Austin on Sun Jun 09, 2019 12:51 pm

    Overtaking sound and time: past, present and prospects in the field of civil supersonic aviation

    https://uacrussia.livejournal.com/86928.html
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    Post  Austin on Wed Jun 12, 2019 3:26 pm

    Interview Yury Slyusar: MS-21 aircraft will be the main novelty of the Moscow air show

    https://www.aex.ru/fdocs/2/2019/6/11/30418/
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    Post  Tsavo Lion on Wed Jun 12, 2019 8:25 pm

    Not in the market: for the USSR, but not for Russia. Why do airlines abandon the Tu-204?
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    Post  Rodion_Romanovic on Mon Jun 17, 2019 4:28 pm

    https://ria.ru/20190617/1555620244.html


    The first flight of the IL-114-300 is scheduled for November 2020

    MOSCOW, June 17 - RIA News. The first flight of the regional Il-114-300 regional aircraft is scheduled for November 2020, the assembly of its units has now begun, Ilya Tarasenko, general director of the Russian MiG aircraft manufacturing corporation, told in an interview with RIA Novosti.

    “The first take-off of the aircraft is planned for November 2020. We are on schedule. All our platforms are involved in its manufacture. As you already know, the final assembly will be carried out in Lukhovitsy,” said Tarasenko.

    According to him, the production of individual units at VASO in Voronezh and at Sokol (a branch of the MiG corporation in Nizhny Novgorod) has already begun.
    "We are at the stage of transferring documentation to production and pre-production. Today, we are working with the Ilyushin Design Bureau in a single information space, and this synergy is a vivid example of successful cooperation in designing aircraft in digital. Everything happens online. We see the prospect of such information systems and after-sales service of this aircraft in terms of the logistics component, ”added the head of MiG.


    The Il-114-300 passenger aircraft is designed for operation on local airlines and is a modernized version of the Il-114 turboprop aircraft. Production of the aircraft will be carried out in domestic airlines. The crew consists of a commander and a co-pilot. For successful performance by the crew of their duties, a digital flight-navigation complex is installed on the IL-114-300, providing take-off and landing in meteorological conditions corresponding to category II of ICAO. All flight information and information about the operation of aircraft systems are displayed on five color liquid-crystal displays. Serial production of such aircraft is scheduled to begin in 2021.
    Here the full interview with Ilya Tarasenko

    https://ria.ru/20190617/1555598840.html
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    Post  Tsavo Lion on Wed Jun 19, 2019 8:36 pm

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    Post  Austin on Mon Jul 01, 2019 12:11 pm

    Russia's Aeroflot Ready To Sign Contract For Purchase Of 100 SSJ100 Aircraft In 2019 - CEO

    https://www.urdupoint.com/en/world/russias-aeroflot-ready-to-sign-contract-for-656842.html

    Russia's flag carrier Aeroflot is ready to sign a contract for the purchase of 100 Sukhoi Superjet 100 (SSJ100) aircraft this year, the company's CEO, Vitaly Saveliev, told reporters on Friday.

    Previously, the airline signed an agreement of intent to acquire 100 SSJ100s.

    "We are not refusing to buy additional 100 SSJ100 aircraft and extra 35 MC-21s.

    We are ready to sign a contract on Sukhoi jets this year. Relevant agreements � on the delivery schedule and the commercial terms of the contract � are being developed," Saveliev said.
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    Post  Rodion_Romanovic on Thu Jul 18, 2019 4:18 pm

    https://aviation21.ru/safran-stavit-rossiyu-pered-neobxodimostyu-sozdaniya-dvigatelya-pd-8/

    Uhm, 5 years means they plan to certify it for 2024, then it will be probably at least another year until they can have normal production capabilities.

    I believe they plan anyway to increase the commonality between the superjet and the MC-21. Maybe they will do a marketing operation and rebrand the new ssj100 as yak-241 (I read that the MC21 should become yak-242)


    Safran puts Russia in front of the need to create a PD-8 engine


    Posted by 07/17/2019 | @AviaRu |  729

    Russia incurs large economic losses due to the reluctance of the French partners to reduce the cost of the SaM146 engine, and the PD-8 engine for the SSJ100 aircraft must be certified after 5 years, Russian Deputy Prime Minister Yury Borisov said in an interview with Interfax.

    The Deputy Prime Minister noted that now all the work on import substitution, which had been planned for MS-21, also concern the "Superjet". The UAC is tasked with carrying out measures on import substitution to reduce the level of use of Western solutions and maximally unify components and assemblies for both aircraft.

    “This concerns, first of all, the power plant. We are suffering large economic losses on this aircraft due to the fact that the French do not want to reduce the cost of the SaM146 engine. 8 based on the technical solutions of PD-14. This will improve the economy of the Superjet project and make it competitive, "said Borisov.



    “We are guided by the fact that by 2024 this engine will be certified for the Superjet. The same engine can be used for the Be-200 aircraft,” said the Deputy Prime Minister.

    SaM146 is an integrated power plant, including an engine and a nacelle with a reversing device. SaM146 and all after-sales services are supplied by PowerJet (a joint venture based on the principles of equal partnership between Safran Aircraft Engines and ODK-Saturn PJSC).

    The Russian company is responsible for the development and production of a low-pressure fan and compressor, a low-pressure turbine, the general assembly of the engine and its testing. Safran Aircraft Engines - for the high-pressure compressor, the combustion chamber, the high-pressure turbine, the box of units, the ACS and the integration of the power plant.

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    Post  PhSt on Tue Jul 23, 2019 1:03 am




    Safran Urges Russia to Make Substitutes for U.S. Engine Parts

    Safran is urging Moscow to create substitutes for U.S. vendor items in the PowerJet SaM146 and launch them into mass production in a hope to put an end to the monopoly of certain makers in the global market for complex parts in commercial turbojet engines. If the Russians commit, Safran promises to place big orders for similar parts in other engines so as to reduce their unit costs and increase production rates, according to top-ranking managers in the Russian aerospace industry who asked for anonymity.

    Safran, for its part, confirmed it has drawn a "joint roadmap" with Rostec that lists priority parts and specifies certification requirements for new partners in Russia. "We are continuing to look at the possibility of further integrating Russian industry into our supply chain, not just in relation to the production of parts for the SaM146, but also for other programs such as the Leap and the CFM56," Safran wrote in response to emailed questions from AIN on the plans. "We hold Russian industry and its capabilities in very high regard, and we have no doubt that they are fully committed to meeting all of the necessary performance and certification criteria."

    According to the Russian executives, talks on the matter began shortly after U.S. President Donald Trump’s decision to scrap the nuclear deal with Iran and exercise stricter control over high-tech exports to that country. Moscow and its key European partners on the Sukhoi Superjet 100 (SSJ100) entered consultations on how to remove the type from the scope of Washington’s trade restrictions in hopes of selling equipment to Iranian airlines.

    The issue of parts for the SaM146 turned worse after in-service engines began developing more failures, the problem traced to lower-than-expected service life for certain elements in the hot section. PowerJet advised operators to send their engines to the manufacturer for inspection and repairs, but soon thereafter it appeared that the industry couldn’t do the work on short notice due to insufficient capacity of maintenance centers and a shortage of spares. Sukhoi Civil Aircraft (SCAC) and United Engine Corporation (Russian acronym ODK) formed a pool of replacement engines to keep SSJ100s flying, at the cost of slowing output of new airframes. The deficit of engines meant that up to 20 otherwise completed airframes remain grounded at the manufacturing plant in Komsomolsk-upon-Amur and SCAC's main base at the Ramenskoye Aerodrome.

    Despite persistent efforts, PowerJet has so far failed to raise SaM146 production rates above 60 annually, chiefly because of a shortage of certain parts supplied by U.S. vendors. The list of those suppliers includes PCC Structurals, TECT, Chromalloy, Carpenter, Cannon Muskegon, and Hayes International.

    Headquartered in Portland, Oregon, PCC Structurals specializes in superalloy, aluminum, and titanium investment casting. Its position in the global market strengthened following Warren Buffett’s purchase of Precision Castparts in 2015. According to industry insiders, PCC Structurals enjoys a monopoly in the market for complex parts made of titanium, as only it has mastered the needed advanced casting technologies. For years, the company has served as the sole supplier of the so-called intermediate bearing for the SaM146.

    Although the Trump administration and U.S. Congress imposed numerous punitive measures on the Russian aerospace and defense industries, they do not cover the supply of U.S. parts for the SaM146, meaning the short supply issue stems from purely commercial considerations Citing high expenses needed to boost production, the manufacturer has agreed to do so only in the event of a large order with prepayment. The current production rate of the SaM146 remains relatively small, however, as does the production increase under consideration by PowerJet and SCAC. "There is currently supply chain stress for forging and casting parts' production, which impacts all the stakeholders in the aerospace industry given the complexity of the parts to be manufactured," confirmed Safran, who acknowledged that it holds regular discussions with SCAC and the Russian Ministry of Trade and Finance to assess their needs.

    PowerJet and its patron Safran have asked Moscow to find a solution. Thanks to the huge expertise Russia has amassed in the manufacture of complex titanium products, certain enterprises within its military-industrial complex appear capable of handling such an assignment. But most of them remain busy with a state order for military equipment and will not make an effort on the SaM146 unless given the assignment by the Kremlin.

    French negotiators have repeatedly asked their top-ranking Russian counterparts to issue the assignment and allocate the necessary funding to cover nonrecurring costs associated with technology and production preparation, according to the aerospace executives. If the Russian industry masters production of complex titanium parts for the SaM146 and demonstrates high quality, Safran promises to place large orders for similarly configured parts for those engines as well as CFM International models.

    For its part, ODK has already tasked its member UMPO (Ufa Machinery-building Production Association) to produce substitutes for the SaM146 parts PowerJet now purchases from the U.S. But the executives who spoke with AIN doubt that UMPO possesses enough resources to handle the job.

    Russia maintains a full-fledged scientific research establishment specializing in engine technologies in the form of CIAM, the Central Institute of Aviation Motors. Because of the complexity of the issue, finding a solution might require the involvement of certain other scientific establishments that historically specialize in naval equipment. They would need a clear directive from the Kremlin to get involved and share technologies they have created under classified military projects.

    Starting in 1970, with the induction of the K-222 submarine of Project 661, nicknamed the Golden Fish for its huge development and manufacturing costs, the Russian navy has operated a number of submarines with hulls made of titanium, including a few highly secret vessels for deepwater operations whose development and manufacturing the defense ministry financed. For the respective technologies to become available to civilian programs, such as that of the SSJ100 and SaM146, their proprietors and developers need the Kremlin’s permission.

    https://www.ainonline.com/aviation-news/air-transport/2019-07-22/safran-urges-russia-make-substitutes-us-engine-parts



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    Post  GarryB on Tue Jul 23, 2019 6:57 am

    So basically American company making engine parts are demanding large orders to increase production of parts for these engines, so the french maker is asking Russia to replace the parts that american company is making so they can make an efficient number of engines and therefore planes rather than make extra parts to keep the American parts maker happy.

    As an incentive for the Russians to do this the french have offered to use these russian parts in other engines they make...

    In other words the american supplier has made some awkward demands and if a Russian company can offer parts of sufficient quality they could replace the americans in that area of engine making for French engines.

    Presumably Russian engines also require similar parts... both military and civilian so I would suggest the Russians do this and in 5-10 years time when their new engines start to become available they can also use those Russian parts in those engines too without risk of sanction.

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