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    Russian Civil Aviation: News #3

    kvs
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    Post  kvs on Fri Aug 09, 2019 5:07 pm

    Rodion_Romanovic wrote:https://aviation21.ru/il-96-s-dvumya-dvigatelyami-pd-35-mozhet-poyavitsya-v-2025-godu/


    IL-96 with two engines PD-35 may appear in 2025

    Posted by 08/09/2019 | @AviaRu |  39

    The state will allocate $ 3 billion to create the PD-35 thrust aircraft engine of the designed Russian-Chinese SHFDMS CR929. This was announced by Managing Director, General Designer of UEC-Aviadvigatel JSC Alexander Inozemtsev.

    He also said that the IL-96 with two PD-35 engines could appear in 2025, the customer is the Presidential Administration.

    “As far as I know, there is already a specific task, this is 2025. The first anchor customer is the president’s affairs, twin-engine Il-96, by this time we are pulling the engine,” Inozemtsev told reporters on August 9.

    In January 2018 at that time, Deputy Prime Minister Dmitry Rogozin announced that the promising heavy-duty PD-35 engine would become the main one for future Russian military transport aircraft and would allow switching to a twin-engine scheme on IL-96 aircraft.

    “The PD-35 engine is needed not only for the Russian-Chinese wide-body passenger aircraft. It will allow you to get away from the four-engine scheme on the IL-476, IL-478, IL-96-400, and will also become the base engine for the promising aviation complex of military transport aviation "Rogozin tweeted.

    According to him, the creation of an aircraft engine with a thrust of more than 30 tons is an extremely important task for the development of domestic aviation, which was not solved during the Soviet era. Now Russia has come to the solution of this problem, drawing on the experience of creating a basic generator for the PD-14 engine for the MS-21 airliner.



    Why the fixation on reducing the engine number on military transports? More engines means more reliability. All four engines failing
    is much less likely than all two engines failing. The obsession with cost cutting makes sense for civilian passenger aircraft, but
    does not make sense for military transports. If they want to save fuel, then upgrade the IL engines to high bypass turbofans.

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    Post  Rodion_Romanovic on Fri Aug 09, 2019 5:13 pm

    I said something similar in my comment.
    And I believe that, at least for Putin's il-96, they will keep a 4 engine version.

    However a 2 engines il-96 could be an excellent basis for a military tanker, like the A330 MRTT, and probably better than the Boeing KC-46 (based on the Boeing 767 airliner).
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    Post  Tsavo Lion on Sat Aug 10, 2019 5:32 am

    The President/PM can use short/medium/long range twin engine planes for short/medium/long range trips within RF/Eurasia & 4 engine planes for overwater trips, just like the leaders of China do: https://en.wikipedia.org/wiki/Air_transports_of_heads_of_state_and_government#China_(People's_Republic_of_China)


    Last edited by Tsavo Lion on Sat Aug 10, 2019 9:35 am; edited 1 time in total
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    Post  Rodion_Romanovic on Sat Aug 10, 2019 9:31 am

    Concerning foreign airplane use in Russia, I had a look at available data for the exisiting major Russian airlines.

    Not just Aeroflot, but the three other airlines owned by Aeroflot (Aurora, Rossiya and Pobeda) have all only western aircrafts (including regional turboprops from bombardier, in the same class as the il-114)

    Aeroflot currently operates 115 medium narrowbodies of the A320 family and 47 boeing 737.
    It has 50 russian MC-21 in order.

    In addition it operates 41 widebodies (airbus A330 and boeing 777), and has additional 22 boeing 787 in order.

    The only russian aircrafts in operation with Aeroflot are 49 ssj-100 (with additional 100 in order)



    Rossiya has currently 21 a319 (about 120 passenger each, could be probably substituted by the 100 passengers ssj100),  22 aircrafts between A320s and boeing737, and 19 widebodies (boeing 747 and 777, that could be replaced by il-96 400M).

    Aurora operates 10 airbus a319 and 8 smaller bombardier turboprops.

    Pobeda operates 30 boeing 737 and has additional 20 in orders. (I know that they are basically a russian "easyjet" and that they need tested aircrafts, but if the business case is not there yet it would be better to temporarily park the concept of expanding the operation of such low cost airline until the new russian mc21 have the necessary operability instead of ordering additional american aircrafts.


    Concerning the other major airlines in Russia (non state owned)

    S7(Siberian airlines), Russia's biggest domestic airline operates circa 80 medium range narrowbodies with additional 12 in order (all A320 family or boeing 737) + 17embraer 170 (the latter should be eventually replaced by ssj-75

    Globus airlines (formerly owned by S7) operates 21 boeing 737 and has additional 10 in order.

    Smartavia (previously nordavia and aeroflot nord), based in archangelsk, currently owned by "skyinvest" operates only american aircrafts, with 14 boeing 737 of various types.

    Nordstar in Krasnoyask operates 7 boeing 737 and 4 ATR 42 turboprops

    Nordwind Airline (based in Moscow) operates 17 narrowbodies (A320 and b737) and 11 widebodies (a330 and b777). Apparently it has 5 russian mc-21 in order.



    Red Wings airline has currently a dozen A320, but it should substitute them with mc21starting from 2021.


    Ural Airline (Yekaterinburg) operates 46 narrowbodies of the airbus A320 family and has 14 boeing 737 in order.

    Utair Airline operates only western aircrafts: 15 atr 72 turboprops,  47 boeing 737 (with 30 new 737 in order to replace older 737 models) narrowbodies and 3 boeing 767 widebodies.

    Yakutia airline has a mixed fleet with 6 old An-24 turboprops, 4 bombardier dash 8 turboprops, 7 boeing 737 narrowbodies (with 10 in order) and 4 sukhoi ssj100

    Yamal airlines operates 11 a320 narrowbodies, 11 small bombardier Crj200 small jets (50 passengers) and 16 sukhoi ssj100.



    There are probably way too many airlines anyway. In the soviet union times there was only aeroflot, and that helped also the aeronautical industry, that could better plan the production.

    In addition, there should be some proper protection for the local aeronautical industry. That means only Russian aircrafts for state owned aircrafts, and for all the other airlines large import tarif (at least 15 %) for acquiring and operating (so also for maintenance contracts) foreign made aircrafts.
    American, Canadian, or France/German airlines would not acquire Russian aircrafts anyway, so even if they close their market for russian aircrafts in response it is not a loss. All the other nations do not produce modern commercial aircrafts, so for them it wouldn't change anything.

    As far as Brazil, they currently they import all of their widebodies and medium range narrowbodies. Brazil produces some modern regional jets and turboprops, but their largest commercial aircraft has the size of a streched ssj100 (E195-E2)
    and I doubt they will buy il-114 or ssj100, since they are currently market leaders on these segments.

    The Chinese civilian market would not be open to Russia anyway, except for the joint developed CRAIG 929. As soon as the comac 919 will be operational they will stop using airbus a320 and boeing 737 and there is no chance that they will buy some mc-21 (even if it is a much better aircraft than the c919).
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    Post  GarryB on Sat Aug 10, 2019 11:38 am

    Improvements in materials and performance (ie Blisk where all the blades are formed together as a disk which is much stronger than individual blades that can shatter if a bird hits them) mean two engines can be as reliable as four as long as each of those two engines are more reliable than each of the four engines they replace.

    Two more powerful engines offers lower maintenance but also lower weight, fewer components, simplified design, and less frontal drag than four engines of less power.

    Concerning foreign airplane use in Russia,

    Next round of US sanctions against Russia then Russia can hit back with sanctions on Airbus and Boeing and other non-Russian aircraft operating in Russian airspace.

    If the west bitches and moans about violating WTO rules, just say if the west can impose sanctions on Russia with regard to the Skripals and aircraft shot down over the Ukraine then Russia can both respond to those sanctions and impose their own over Butina and Browder and a host of other things on a whim.
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    Post  kvs on Sat Aug 10, 2019 2:56 pm

    GarryB wrote:Improvements in materials and performance (ie Blisk where all the blades are formed together as a disk which is much stronger than individual blades that can shatter if a bird hits them) mean two engines can be as reliable as four as long as each of those two engines are more reliable than each of the four engines they replace.

    Two more powerful engines offers lower maintenance but also lower weight, fewer components, simplified design, and less frontal drag than four engines of less power.

    Concerning foreign airplane use in Russia,

    Next round of US sanctions against Russia then Russia can hit back with sanctions on Airbus and Boeing and other non-Russian aircraft operating in Russian airspace.

    If the west bitches and moans about violating WTO rules, just say if the west can impose sanctions on Russia with regard to the Skripals and aircraft shot down over the Ukraine then Russia can both respond to those sanctions and impose their own over Butina and Browder and a host of other things on a whim.

    This sort of idealized thinking is what I am talking about. Maybe you can make the engines "reliable" but you can't make reality "reliable".
    So birds and debris (i.e. exogenous factors) have twice less impact on four engines than two engines.
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    Post  Hole on Sat Aug 10, 2019 4:48 pm

    A joint venture between russian, chinese, Indian and iranian companies to produce planes/components for planes would be great. Just like Airbus. It would open up markets, because the governments of these countries had some incentive to pressure the airlines to buy "localy".
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    Post  GarryB on Sun Aug 11, 2019 5:39 am


    This sort of idealized thinking is what I am talking about. Maybe you can make the engines "reliable" but you can't make reality "reliable".
    So birds and debris (i.e. exogenous factors) have twice less impact on four engines than two engines.

    Birds and debris are mostly problems in or near airports when the planes are coming in to land or take off.

    In terms of operational reliability, making the components more durable and less likely to fail wont make it impossible for them to fail, and changes need to be made to the aircraft design as well... with a four engined aircraft if one or two engines fail you can normally compensate for the loss of thrust and maintain flight, but having all the thrust on one side of the aircraft is the extreme case... the aircraft might need to lower the power setting on the outer running engine so that it can maintain normal flight without yawing off to one side.

    In the case of a twin engined aircraft one engine failure... which is more likely than two engine failure except when what makes one engine fail makes two or all the engines fail... I mean a faulty fuel system or not properly filling the required amount of fuel will stop even the most reliable engine.

    Looking at the PD-35 being used on the An-124... the original engines are something like 23 tons thrust, while these new engines are about 35 tons thrust... so replacing four 23 ton thrust Ukrainian engines... well now Ukranian... they were Soviet... with four 35 ton thrust engines means the An-124 will have almost the same thrust as the An-225... 35 x 4 = 140 tons, while 23 x 4 = 96 tons thrust and 23 x 6 = 136 tons...

    A joint venture between russian, chinese, Indian and iranian companies to produce planes/components for planes would be great. Just like Airbus. It would open up markets, because the governments of these countries had some incentive to pressure the airlines to buy "localy".

    Yeah, the theory is very good, but in practise the discussions and negotiations would take decades... perhaps an Iranian/Russian/Chinese design that they sell production rights to India for producing their own...
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    Post  Austin on Wed Aug 14, 2019 6:58 am

    Proposal For Russian-Built Engine For Craic CR929 Gets New Push
    Aug 12, 2019 Maxim Pyadushkin and Bradley Perrett

    https://aviationweek.com/commercial-aviation/proposal-russian-built-engine-craic-cr929-gets-new-push

    MOSCOW—Russian engine manufacturer Aviadvigatel is pushing its PD-35 as the preferred engine choice for the Craic CR929 widebody airliner, despite an existing agreement for a jointly developed turbofan for the Russo-Chinese aircraft.

    “We plan to participate in the Russo-Chinese CR929 project with the PD-35 [engine],” Aviadvigatel managing director and chief designer Alexander Inozemtsev told journalists Aug. 9. Aviadvigatel is part of Russia’s consolidated, state-owned United Engine Co. (UEC). The PD-35 will have a thrust of 35 metric tons (77,000 lb.), meeting the criteria for the CR929.

    The declaration of the Russian engine-maker’s plans follows years of alternately competing and cooperative proposals from companies in the two countries to provide a second engine type for the CR929. The aircraft is expected to be powered initially by a version of the General Electric GEnX or Rolls-Royce Trent 1000.

    UEC proposed the PD-35 in 2015 for what was then a planned airframe program to be undertaken by Russia’s United Aircraft Corp. (UAC) and China’s COMAC; the two have since formed the Craic consortium for the project.

    Aero Engine Corp. of China (AECC) first proposed its CJ-2000 engine for the CR929 but in 2017 the two sides agreed to cooperate in initial work on a joint engine. At Airshow China in Zhuhai in November 2018 UAC said the two engine companies had formed a joint venture—yet AECC still promoted its independent proposal, by then called AEF3500, at that exhibition.

    In 2018, COMAC said CR929 deliveries would begin in 2025, though UAC president Yury Slyusar said that may be optimistic; in June he put the timetable at 2025–27.

    A source in the Russian airframe industry confirmed that PD-35 was considered as one of the engine options by the CR929 design team. He explained the protracted process for selecting even the initial engine was representative of the complexity of the program. Craic called for propulsion proposals in December 2017.

    Perm, Russia-based Aviadvigatel earlier developed the PS-90 engine for Soviet-era passenger aircraft and airlifters; the company also provides the PD-14 turbofan engine for Russia’s new Irkut MC-21 narrowbody.

    Development of the PD-35 development is only in its initial stage; a detailed design is expected to be completed by year-end-2019. Bench testing of the first prototype is due to begin by the end of 2023.

    UEC said it intends to build a new ground-test facility near Perm especially for the PD-35 by the end of 2025. The corporation’s current facilities can only accommodate testing for engines with a thrust of up to 23 metric tons.

    UEC now plans to certify the PD-35 in 2027 although Inozemtsev said the engine can be ready as early as 2025. Slyusar said in June that the CR929 would first fly in 2023–25.

    In a description published in 2017, the PD-35 will be a two-shaft engine with four core-boosting compressor stages on the low-pressure spool, nine stages in the high-pressure compressor, a two-stage high-pressure turbine and a seven-stage low-pressure turbine. Notably, the stage count for the high-pressure compressor is lower than that of the GEnX by one stage.

    The latest UEC presentation shows not only the PD-35 for the CR929, but also a second version of the engine, the 38-metric-ton PD-38. The PD-35 is apparently proposed for the basic CR929-600 version, which will accommodate 291 passengers in a two-class configuration and have a range of 12,000 km (7,400 mi.).

    According to the presentation, the CR929-200’s maximum take-off weight (MTOW) will be 245 metric tons (270 tons). This indicates some stability in the design, since the same MTOW figure was mentioned by UAC to Aviation Week in November 2018. The PD-38 is likely to power the stretched CR929-700 variant.

    The PD-35 will reportedly use the scaled-up core of the PD-14 engine. The PD-14 was certified in October 2018 and is expected to be an option for the MC-21 narrowbody airliner, which was initially developed with the Pratt & Whitney PW1400G.

    The PD-35 could have applications other than CR929. Inozemtsev said it would also be installed on a proposed two-engine version of the Ilyushin Il-96 widebody. “As far as I know, there is a specific target” for the two-engine Il-96, Inozemtsev said. “This is 2025. The launch customer is the Department of Presidential Affairs. We will be in time with the engine.”

    The PD-35 core could also be used to develop a new engine for Antonov An-124 airlifters, he added.
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    Post  Austin on Thu Aug 15, 2019 7:34 am

    Kremlin To Invest $3 Billion in 35-tonne Turbofan for Il-96, CR929

    https://www.ainonline.com/aviation-news/air-transport/2019-08-14/kremlin-invest-3-billion-35-tonne-turbofan-il-96-cr929
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    Post  Rodion_Romanovic on Thu Aug 15, 2019 10:06 am

    Austin wrote:Kremlin To Invest $3 Billion in 35-tonne Turbofan for Il-96, CR929

    https://www.ainonline.com/aviation-news/air-transport/2019-08-14/kremlin-invest-3-billion-35-tonne-turbofan-il-96-cr929

    Interesting fact from this article:

    UAC will launch production of the four-engine machine seating 380- to 415 passengers with existing PS-90A1 engines, having ditched Aviadvigatel’s proposal to supply the improved PS-90A3M

    Probably they thought it was not worth to spend money, resources and time developing an improved version of the PS-90 when they have also the PD-18R in the list of engines to be built
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    Post  GarryB on Thu Aug 15, 2019 10:51 am

    New engines are going to be really good for platform design... decent new engines in a range of sizes that can be scaled up or down to meet the needs of different things is going to be fantastic and any upgrade or improvement for one aircraft type could be applied to the entire family of engines so you get improvements across the board of aircraft in your fleets.
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    Post  Rodion_Romanovic on Thu Aug 15, 2019 1:03 pm

    https://aviation21.ru/aviakompaniyu-pobeda-predlozheno-privatizirovat/

    Pobeda Airlines proposed to privatize

    Posted by 08/14/2019 | @AviaRu |  121

    The head of the Federal Antimonopoly Service (FAS), Igor Artemyev, proposed privatizing the Pobeda low-cost airline (Aeroflot's subsidiary) for the development of domestic passenger traffic and market competition. This is stated in his letter of July 18, sent to Deputy Prime Minister Maxim Akimov and Minister of Transport Yevgeny Dietrich. It is reportedRBC.

    In the segment of air transportation of passengers on short- and medium-haul aircraft, regularities have been identified that can lead to the establishment of different prices on comparable routes, ”the letter of Artemyev said. According to the Federal Antimonopoly Service, profitable rates on Pobeda routes are on average 10% lower than on the market. The airline must develop domestic destinations or leave the Aeroflot group,considers Deputy Head of the Federal Antimonopoly Service Alexander Redko.

    "The presence of Pobeda Airlines on the routes helps to reduce ticket prices for all carriers, including competitors of the Aeroflot group. The refusal of the low-cost airline from the domestic route in favor of the international route is two steps back. Remaining in the Aeroflot and Pobeda group should develop domestically, or leave the Aeroflot group and compete with it, "said Redko.

    Igor Artemyev considers it advisable that the Ministry of Transport and Aeroflot, which occupies a "dominant position" in the market, when deciding on the distribution of international routes, decide on the development strategy for Pobeda, "consistent with state tasks to ensure transport accessibility of the population on domestic airlines," in the letter. Artemyev advocates the development of domestic transportation "Victory", and not international destinations. He also proposed "make a decision on the privatization of Victory and its withdrawal from Aeroflot Group.

    This is not the first time that the government has criticized Victory for the development of international routes: in April 2018, Deputy Transport Minister Alexander Yurchik opposed the company's aggressive expansion into foreign markets, recalling that its main task is to transport passengers across Russia. In response to this, the head of the “Victory” Andrey Kalmykov said that the carrier only performs tasks from the shareholder. “We don’t really understand why people should be able to fly cheaply inside the country and not have it when flying abroad. It is impossible not to notice that we are developing very actively in the regions of Russia, ”he emphasized.

    According to Victory data for December 2018, international flights accounted for 20% of the company's flights, and domestic flights - 80%. But the airline earns more on international flights, and they allow you to subsidize inter-regional flights, Kalymkov pointed out in an interview with RBC. “If there is an opportunity, then, of course, we will grow wherever there will be free niches,” he added.
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    Post  George1 on Fri Aug 16, 2019 6:57 pm

    Import substitution in the design of the PD-14 engine

      According to the Vesti.Ekonomika resource, on August 13, 2019, Japanese materials that are used to manufacture PD-14 engine reversing device grids will be replaced with Russian materials in 2020, the UEC-Aviadvigatel company (Perm, part of the United Engine Corporation) reports. ", UEC).

    Russian Civil Aviation: News #3 - Page 22 71409210
    A prototype of the PD-14 aircraft engine (serial number 12) at the open test bench of JSC "UEC-Aviadvigatel" (Perm) (c) zavodfoto.livejournal.com

     “In accordance with the plan for the import substitution of components and materials for the PD-14 engine, instead of the Japanese carbon material for the manufacture of lattices of reversing devices, domestic material manufactured by UMATEX was selected. In 2019, it is planned to carry out a set of measures for introducing this material into production. In 2020 "The start of mass production of gratings from domestic carbon fiber is planned," the Perm Aviation Engines corporate magazine writes.

    To begin with, two sets of gratings will be made of domestic material.

     "One set of grids of reversing devices is intended for strength tests, which will be carried out at Aviadvigatel JSC. The second set is planned to be installed on the PD-14 engine, which continues flight tests at the IL-76LL flying laboratory," the magazine notes.

     The PD-14 engine is designed for the MS-21-300 aircraft using the latest technologies and materials, including composite ones. Now the plane is being tested with Pratt & Whitney PW1400G engines. Serial production of PD-14 will begin in 2020.

    https://bmpd.livejournal.com/3739052.html
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    Post  George1 on Wed Aug 21, 2019 1:33 pm

    The flight of 3rd prototype of Ka-62 helicopter

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    https://bmpd.livejournal.com/3744539.html
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    Post  Austin on Wed Aug 21, 2019 6:29 pm

    Todays interview with  Oleg Bocharov, Deputy Minister of Industry and Trade  has many good information on Civilian Aircraft Program 

    https://www.vedomosti.ru/partner/characters/2019/08/19/809044-oleg-bocharov

    The Fight For The Fiery Motor , Interview Director General of the Central Institute of Aviation Motors


    https://www.aviaport.ru/digest/2019/08/21/601579.html
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    Post  Isos on Fri Aug 23, 2019 7:57 pm

    That's rather pathetic from sukhoi to not be able to deliver spare parts on time ...


    Rob Lee
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    2h
    More bad news for the SSJ100 Sukhoi Superjet. The last foreign operator of the SSJ100, Mexico's Interjet, is trying to sell its remaining Superjets. Of its 22 SSJ100, only 6 are in operation and others have been cannibalized to keep those in operation.

    https://www.vedomosti.ru/amp/9030804977/business/articles/2019/08/22/809449-ssj100-prodaet?__twitter_impression=true
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    Post  Rodion_Romanovic on Sat Aug 24, 2019 12:56 am

    Isos wrote:That's rather pathetic from sukhoi to not be able to deliver spare parts on time ...


    Rob Lee
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    ·
    2h
    More bad news for the SSJ100 Sukhoi Superjet. The last foreign operator of the SSJ100, Mexico's Interjet, is trying to sell its remaining Superjets. Of its 22 SSJ100, only 6 are in operation and others have been cannibalized to keep those in operation.

    https://www.vedomosti.ru/amp/9030804977/business/articles/2019/08/22/809449-ssj100-prodaet?__twitter_impression=true

    I remember having read also that interjet did not pay for the spare parts in time. In that case it is not all sukhoi civil division's fault. Anyway, they need to fix up the shortages, and then convert to a "total care" scheme, were the airline does not pay for the spares, but after having established a typical utilisation rate, pays a cost per each flying hour, and then sukhoi civil and the engine manufacturer provide spare parts and technical support for maintenance activities in time. Such scheme help the airline planning their activities and expenses, and guarantees a proper cash flow to the producer. The issue for the ssj100 is that a consistent part of the maintenance issue is the low.rate of production of the french part.of the engine...
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    Post  GarryB on Sat Aug 24, 2019 1:48 am

    Would want rather more information before I made a judgement there... for all we know this mexican airline might be under enormous pressure from their northern neighbour to not use these aircraft in their airspace... and as mentioned... are they paying their bills?

    Such a one sided report makes it sound rather one sided and therefore propaganda... was Sukhoi even asked for their side?
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    Post  PapaDragon on Sat Aug 24, 2019 2:01 am

    GarryB wrote:Would want rather more information before I made a judgement there... for all we know this mexican airline might be under enormous pressure from their northern neighbour to not use these aircraft in their airspace... and as mentioned... are they paying their bills?

    Such a one sided report makes it sound rather one sided and therefore propaganda... was Sukhoi even asked for their side?


    Or maybe Sukhoi just couldn't be arsed into providing proper maintenance?


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    Post  GarryB on Sat Aug 24, 2019 2:40 am

    Quite possibly, but they do have some experience in supporting aircraft use and know full well what a reputation is, so one would therefore have to ask why they would do that?
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    Post  kvs on Sat Aug 24, 2019 5:18 am

    You can rest assured that the yanquis are using every dirty trick in the book to undermine Sukhoi and other Russian companies.
    All this bitching about these Russian companies are not doing it right and aren't up to the task is just rubbish propaganda. Note
    how the SSJ-100 "issues" have only appeared recently. If there were teething issues at Sukhoi then these problems would have
    been there from day one. And the Mexican budget airline was head over heels in love with the SSJ-100. But now they hate it?
    Yeah, right. Cherchez les yanquis.

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    Post  PhSt on Sat Aug 24, 2019 5:30 am




    Bound to get much better: Kremlin upbeat on future of Superjet-100

    MOSCOW, August 23. /TASS/. Russia’s Sukhoi Superjet-100 aircraft (SSJ-100) will get increasingly better as more such airliners will be built and put into operation, Kremlin Spokesman Dmitry Peskov told reporters on Friday.

    "Domestic airlines are using this aircraft more frequently. Aeroflot is the biggest operator of this jet," he stressed.

    "As these planes increase in number, all their features will improve. That is clear," he said.

    When asked if the plans by Interjet, a Mexican airline, to sell its SSJ-100s have become a serious blow to the reputation of the Russian aircraft building industry, Peskov replied: "We would not draw such conclusions."

    Earlier on Friday, the Vedomosti newspaper reported citing sources that Interjet, the only foreign operator of the Russian aircraft, plans to sell its SSJ-100s. According to the publication, the Mexican airline is mulling selling off 21 or 14 planes, or "as many as it can." The newspaper named the carrier's difficult financial circumstances as the reason for the sale.

    Meanwhile, a source told TASS that Interjet plans to hold seven aircraft in its fleet and re-market 14 more.

    A representative of the Sukhoi Civil Aircraft company (part of the United Aircraft Corporation) however rejected this report and told TASS that Interjet, which operates 22 of these Russian airliners, does not plan to get rid of these planes or return them to the manufacturer. Instead, SSJ-100 aircraft producer and French partners are looking for ways of restructuring Interjet debts, a source familiar with plans of the Mexican airline told TASS on Friday.

    "At the same time, SCA and French partners are working out solutions for restructuring of Interjet debts to suppliers and improving performance of the fleet remaining with the airline," the source told TASS.

    The Mexican airline is not going to abandon this type of airplanes and return them to the producer, SCA told TASS on Friday. Wet leasing of SSJ-100 is considered along with other options of fleet optimization, a source told TASS earlier.

    The SSJ-100 is the first civilian aircraft designed in Russia. It is a regional jet, whose basic version has a flight range of 4,400 km and a seating capacity of 98 passengers. The model’s production started in 2011.

    SSJ-100 crash landing
    On May 5, an Aeroflot Sukhoi Superjet 100 passenger plane (flight SU1492) with 73 passengers and five crewmembers onboard that was bound for Murmansk returned to Moscow’s Sheremetyevo 30 minutes after takeoff and caught fire during its crash landing. Forty-one people died, and ten more were rushed to the hospital because of the explosion. A criminal case was opened after the accident on charges of violating flight safety rules entailing the death of two or more people. Investigators are looking at several versions of the crash, including pilot incompetence, a technical malfunction and unfavorable weather conditions.

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    Post  kvs on Sat Aug 24, 2019 5:37 am

    Trotting out the one crash landing (not total crash and not due to mechanical failure) as some sort of evidence against the SSJ-100
    is transcendental inanity. Every freaking aircraft model ever released has experienced crashes for assorted reasons. It really is
    grasping at straws to use this incident as some sort of evaluation of the SSJ-100. Journalists need to be rounded up and shot.

    If these journalist f*cks did their jobs they would have checked the accident rate per total miles flown. But none of these bleaters
    has done this.

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    Post  Austin on Sat Aug 24, 2019 7:21 am

    Sukhoi has refuted this news

    https://www.aex.ru/m/news/2019/8/23/201188/

    Looks like pre MAKS some one in West is spreading fake news

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