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Russian Civil Aviation: News #5
Hole- Posts : 10785
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Follow in the footsteps: brakes were replaced on Superjet 100 aircraft
Next in line is the replacement of Michelin tires with Russian ones
December 5, 2022
The manufacturer of the Superjet 100, Irkut Corporation, has certified the installation of Russian friction brake discs on the aircraft instead of imported ones, Izvestia was told there. Airlines have already received more than 30 sets of such disks manufactured by the Rubin Aviation Corporation and have begun to use them. Thanks to this, it was possible to avoid stopping the operation of the entire SSJ fleet, because the brakes wear out and require regular replacement, Irkut specified. Until the end of the year, the manufacturer will also certify the use of Russian tires on aircraft instead of Michelin. In the meantime, the SSJ-100 consists of about 70% foreign parts. Therefore, experts talk about the need to increase the topic of import substitution. The prospects for this were appreciated by Izvestia.
On the brakes
The Irkut Corporation (part of the United Aircraft Corporation and Rostec) has certified the possibility of installing 100 Russian brake discs on a Superjet 100 aircraft at the Federal Air Transport Agency. This was reported to Izvestia in the press service of the company.
“Rubin Aviation Corporation has already manufactured and delivered to airlines that operate SSJ-100 aircraft over 30 sets of brake friction discs. Their deficiency could cause a stop in the operation of the fleet, as the brakes are constantly subject to wear and require regular replacement, - said the representative of Irkut.
Previously, brake discs for SSJ were supplied by the American company Goodrich.
In addition, work is underway to approve the installation of an aircraft tire manufactured by the Yaroslavl Tire Plant on the SSJ to replace the imported Michelin tires that were previously used on the Superjet, the company said.
— A set of tire tests was carried out on the stand and as part of the aircraft. More than 10 test flights were performed, including in difficult modes, such as aborted takeoff. The complex of certification works is planned to be completed this year, - they said in Irkut.
Serial production of tires has already been established, and their deliveries will begin after the completion of certification as part of an aircraft.
A representative of the largest Superjet operator of Rossiya Airlines (Aeroflot Group) noted in a comment to Izvestia that Rubin actually performs a number of works related to the maintenance of the Russian fleet on the order of the carrier. And the tires of the Yaroslavl plant have proven their durability and the carrier will be ready to use them after certification, he added.
Imported components
Pavel Ekzhanov, General Director of Azimuth, confirmed to Izvestiya that Russian brake discs have begun to arrive and are being installed on aircraft. He added that the airline also needs to replace some other imported parts, but so far the carrier is coping. There are 16 Superjets in the Azimut park.
The press service of Rostec noted that the process of replacing imported components with domestic ones is in full swing.
“In order to ensure the uninterrupted operation of the current fleet, more than 30 positions are being replaced — when performing service maintenance, foreign components are replaced by Russian counterparts approved for use,” said a representative of the state corporation.
Izvestia sent inquiries to other airlines operating the Superjet 100, as well as to the Federal Air Transport Agency.
Mastering repairs
This year, the Russian aviation industry also managed to master the repair of 35 foreign components of the SSJ-100, the Irkut press service told Izvestia.
“Among them are headlights, linear pedal movement sensors, hydraulic tanks, windshield cleaning system drive elements and other components,” the company said.
The list of parts for mastering the repair was developed based on the accumulated statistics on failures: the priorities are arranged in such a way as to maintain the current level of serviceability of the fleet, Irkut explained.
In the meantime, up to 70% of the components in the Russian regional aircraft are imported. For example, the details of the cabin interiors were made by the Italian design bureau Pininfarina and the American B / E Aerospace. The SaM146 engine was supplied by a joint venture between the French Safran and the Russian United Engine Corporation (UEC, also part of Rostec). The Safran concern also manufactured chassis, Thales - avionics, Honeywell - auxiliary power unit, German Liebherr - control systems. After the imposition of sanctions against the enterprises of the aviation industry of the Russian Federation this year in response to the beginning of the NWO in Ukraine , Western suppliers refused to cooperate with Russian enterprises and stopped deliveries.
Simultaneously with the replacement of components on the Superjet 100 produced since 2011, UAC is working on an imported version of the aircraft, which will be called the Superjet New. In a short time, it is planned to replace about 40 imported systems and components of the machine, including the SaM146 engine, with the Russian PD-8, the manufacturer previously reported.
In August, Irkut CEO Andrey Boginsky said that by the end of 2023, the first two Superjet New would be delivered to the operators, and starting from 2024, production of 20 SSJ New per year is expected. So far, the Russian PD-8 engine has only passed bench tests, but has not yet flown as part of an experimental aircraft.
The Ministry of Industry and Trade confirmed that the issue of import substitution of large SSJ systems and units, such as chassis, engines and auxiliary power unit, remains relevant. The solution to this problem will be the certification and the start of mass production of components for the SSJ New, since a significant part of them can be installed on the SSJ-100 according to the so-called pin-to-pin principle, that is, without additional design changes.
“Both brake discs and tires are critical to the continued operation of the current Superjet fleet. Disks are almost a consumable item, they are in demand a little less often than tires, but they also wear out quickly and need to be changed,” said Oleg Panteleev, executive director of the Aviaport agency.
But besides them, Irkut has yet to find a replacement for many different imported filters, pipelines, and parts that are subject to wear and damage. The rate of import substitution of Superjet components cannot be assessed by the expert.
- But if we are talking about competencies [in production], then in principle they have been preserved in Russia. After all, both brake discs and tires are used not only in civil, but also in military aviation. The whole question was only to switch to the manufacture of the required standard sizes of these products. Most of the time was spent on preparing the evidence base, that is, certifying changes to the type design of the aircraft,” concluded Oleg Panteleev.
Director for Air Transport Development of the Center for Infrastructure Economics Alexander Terentyev recalled that in addition to tires and brakes, the issue of fuels and lubricants should be quickly resolved, because supplies of foreign ones have also stopped. He adds that the pace of import substitution needs to be increased, since the raid on the Superjet has increased significantly in recent years and replacements will need to be carried out more and more often.
https://iz.ru/1434721/anastasiia-lvova/idti-po-stopam-na-samoletakh-superjet-100-importozamestili-tormoza
Next in line is the replacement of Michelin tires with Russian ones
December 5, 2022
The manufacturer of the Superjet 100, Irkut Corporation, has certified the installation of Russian friction brake discs on the aircraft instead of imported ones, Izvestia was told there. Airlines have already received more than 30 sets of such disks manufactured by the Rubin Aviation Corporation and have begun to use them. Thanks to this, it was possible to avoid stopping the operation of the entire SSJ fleet, because the brakes wear out and require regular replacement, Irkut specified. Until the end of the year, the manufacturer will also certify the use of Russian tires on aircraft instead of Michelin. In the meantime, the SSJ-100 consists of about 70% foreign parts. Therefore, experts talk about the need to increase the topic of import substitution. The prospects for this were appreciated by Izvestia.
On the brakes
The Irkut Corporation (part of the United Aircraft Corporation and Rostec) has certified the possibility of installing 100 Russian brake discs on a Superjet 100 aircraft at the Federal Air Transport Agency. This was reported to Izvestia in the press service of the company.
“Rubin Aviation Corporation has already manufactured and delivered to airlines that operate SSJ-100 aircraft over 30 sets of brake friction discs. Their deficiency could cause a stop in the operation of the fleet, as the brakes are constantly subject to wear and require regular replacement, - said the representative of Irkut.
Previously, brake discs for SSJ were supplied by the American company Goodrich.
In addition, work is underway to approve the installation of an aircraft tire manufactured by the Yaroslavl Tire Plant on the SSJ to replace the imported Michelin tires that were previously used on the Superjet, the company said.
— A set of tire tests was carried out on the stand and as part of the aircraft. More than 10 test flights were performed, including in difficult modes, such as aborted takeoff. The complex of certification works is planned to be completed this year, - they said in Irkut.
Serial production of tires has already been established, and their deliveries will begin after the completion of certification as part of an aircraft.
A representative of the largest Superjet operator of Rossiya Airlines (Aeroflot Group) noted in a comment to Izvestia that Rubin actually performs a number of works related to the maintenance of the Russian fleet on the order of the carrier. And the tires of the Yaroslavl plant have proven their durability and the carrier will be ready to use them after certification, he added.
Imported components
Pavel Ekzhanov, General Director of Azimuth, confirmed to Izvestiya that Russian brake discs have begun to arrive and are being installed on aircraft. He added that the airline also needs to replace some other imported parts, but so far the carrier is coping. There are 16 Superjets in the Azimut park.
The press service of Rostec noted that the process of replacing imported components with domestic ones is in full swing.
“In order to ensure the uninterrupted operation of the current fleet, more than 30 positions are being replaced — when performing service maintenance, foreign components are replaced by Russian counterparts approved for use,” said a representative of the state corporation.
Izvestia sent inquiries to other airlines operating the Superjet 100, as well as to the Federal Air Transport Agency.
Mastering repairs
This year, the Russian aviation industry also managed to master the repair of 35 foreign components of the SSJ-100, the Irkut press service told Izvestia.
“Among them are headlights, linear pedal movement sensors, hydraulic tanks, windshield cleaning system drive elements and other components,” the company said.
The list of parts for mastering the repair was developed based on the accumulated statistics on failures: the priorities are arranged in such a way as to maintain the current level of serviceability of the fleet, Irkut explained.
In the meantime, up to 70% of the components in the Russian regional aircraft are imported. For example, the details of the cabin interiors were made by the Italian design bureau Pininfarina and the American B / E Aerospace. The SaM146 engine was supplied by a joint venture between the French Safran and the Russian United Engine Corporation (UEC, also part of Rostec). The Safran concern also manufactured chassis, Thales - avionics, Honeywell - auxiliary power unit, German Liebherr - control systems. After the imposition of sanctions against the enterprises of the aviation industry of the Russian Federation this year in response to the beginning of the NWO in Ukraine , Western suppliers refused to cooperate with Russian enterprises and stopped deliveries.
Simultaneously with the replacement of components on the Superjet 100 produced since 2011, UAC is working on an imported version of the aircraft, which will be called the Superjet New. In a short time, it is planned to replace about 40 imported systems and components of the machine, including the SaM146 engine, with the Russian PD-8, the manufacturer previously reported.
In August, Irkut CEO Andrey Boginsky said that by the end of 2023, the first two Superjet New would be delivered to the operators, and starting from 2024, production of 20 SSJ New per year is expected. So far, the Russian PD-8 engine has only passed bench tests, but has not yet flown as part of an experimental aircraft.
The Ministry of Industry and Trade confirmed that the issue of import substitution of large SSJ systems and units, such as chassis, engines and auxiliary power unit, remains relevant. The solution to this problem will be the certification and the start of mass production of components for the SSJ New, since a significant part of them can be installed on the SSJ-100 according to the so-called pin-to-pin principle, that is, without additional design changes.
“Both brake discs and tires are critical to the continued operation of the current Superjet fleet. Disks are almost a consumable item, they are in demand a little less often than tires, but they also wear out quickly and need to be changed,” said Oleg Panteleev, executive director of the Aviaport agency.
But besides them, Irkut has yet to find a replacement for many different imported filters, pipelines, and parts that are subject to wear and damage. The rate of import substitution of Superjet components cannot be assessed by the expert.
- But if we are talking about competencies [in production], then in principle they have been preserved in Russia. After all, both brake discs and tires are used not only in civil, but also in military aviation. The whole question was only to switch to the manufacture of the required standard sizes of these products. Most of the time was spent on preparing the evidence base, that is, certifying changes to the type design of the aircraft,” concluded Oleg Panteleev.
Director for Air Transport Development of the Center for Infrastructure Economics Alexander Terentyev recalled that in addition to tires and brakes, the issue of fuels and lubricants should be quickly resolved, because supplies of foreign ones have also stopped. He adds that the pace of import substitution needs to be increased, since the raid on the Superjet has increased significantly in recent years and replacements will need to be carried out more and more often.
https://iz.ru/1434721/anastasiia-lvova/idti-po-stopam-na-samoletakh-superjet-100-importozamestili-tormoza
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https://www.rt.com/business/567810-western-airlines-return-russia
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GarryB- Posts : 39079
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“As we see China relax restrictions and reopen, then the issue of access through Russian airspace becomes a bigger question for the European carriers, particularly if it remains open for Chinese carriers to fly to Europe,” Walsh stated.
He noted, however, that the resumption of flights over Russia should not happen until the conflict in Ukraine is over.
Hahaha... hilarious... we are hurting bad, but we still support Ukraine in that last line... well let them continue to suffer... Russia has no reason to restrict Chinese carriers flying over Russian territory to Europe so why is there an if there Mr Walsh?
It is not complicated, you are either for the nazis or against them, and your countries are for the nazis at the moment and that has clear consequences.
You complain about the money you are losing and the problems it is creating for you... why should Russia care... you did this to yourselves by trying to inflict this pain on Russian airlines to try to hurt Russia, why should Russia care that you are also suffering?
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The process of "debermudization" of foreign aircraft is slowly progressing
09.12.2022
Six months after the introduction of sanctions, Russian airlines managed to return 201 foreign aircraft, including more than 150 Boeing and Airbus, to flights abroad. These aircraft were removed from the Bermuda registry and re-registered in the Russian registry. Thus, they are exempt from double registration and, together with 150 "Superjets", almost half of the fleet of carriers can now fly abroad. About this writes Kommersant.
When Russian aviation came under sanctions in March, Bermuda and Ireland suspended the validity of certificates of airworthiness of Russian aircraft, airlines began to transfer them to the register of the Russian Federation, where until February 2022 only about a dozen large Airbus and Boeing were listed. Currently, out of 1,289 aircraft operating in the Russian Federation, 1,238 have a Russian registration (RA).
As of March 13, there were 721 aircraft operated by Russian airlines in the Bermuda Registry, while now there are 520. The number of "debermudized" aircraft did not include airliners arrested since the beginning of spring or remaining for maintenance outside the Russian Federation, according to the Ministry of Transport, this is about 80 aircraft.
https://aviation21.ru/process-debermudizacii-inostrannyx-samolyotov-medlenno-no-prodvigaetsya/
09.12.2022
Six months after the introduction of sanctions, Russian airlines managed to return 201 foreign aircraft, including more than 150 Boeing and Airbus, to flights abroad. These aircraft were removed from the Bermuda registry and re-registered in the Russian registry. Thus, they are exempt from double registration and, together with 150 "Superjets", almost half of the fleet of carriers can now fly abroad. About this writes Kommersant.
When Russian aviation came under sanctions in March, Bermuda and Ireland suspended the validity of certificates of airworthiness of Russian aircraft, airlines began to transfer them to the register of the Russian Federation, where until February 2022 only about a dozen large Airbus and Boeing were listed. Currently, out of 1,289 aircraft operating in the Russian Federation, 1,238 have a Russian registration (RA).
As of March 13, there were 721 aircraft operated by Russian airlines in the Bermuda Registry, while now there are 520. The number of "debermudized" aircraft did not include airliners arrested since the beginning of spring or remaining for maintenance outside the Russian Federation, according to the Ministry of Transport, this is about 80 aircraft.
https://aviation21.ru/process-debermudizacii-inostrannyx-samolyotov-medlenno-no-prodvigaetsya/
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The PD-8 engine has performed its maiden flight on one of UACs Il-76LL flying labs.
https://www.ixbt.com/news/2022/12/26/nachalis-ljotnye-ispytanija-dvigatelja-pd8.html
Slated to replace the Saturn-Snecma PowerJet on future Sukhoi SSJ models, as well as the Progress D-436 on the Beriev Be-200 amphibians.
So that means Russia's finally realized two modern high-bypass turbofans in the light-medium categories (this PD-8 and the PD-14 for the MS-21 et al), engines that aren't based on or in any way related to Soviet models at all. That's a big deal, though arguably it has taken way too long.
I wonder how the development of the heavy PD-18 and superheavy PD-35 (for reengining the An-124 fleet and for the even bigger PAK-VTA "Slon"...) is going.
https://www.ixbt.com/news/2022/12/26/nachalis-ljotnye-ispytanija-dvigatelja-pd8.html
Slated to replace the Saturn-Snecma PowerJet on future Sukhoi SSJ models, as well as the Progress D-436 on the Beriev Be-200 amphibians.
So that means Russia's finally realized two modern high-bypass turbofans in the light-medium categories (this PD-8 and the PD-14 for the MS-21 et al), engines that aren't based on or in any way related to Soviet models at all. That's a big deal, though arguably it has taken way too long.
I wonder how the development of the heavy PD-18 and superheavy PD-35 (for reengining the An-124 fleet and for the even bigger PAK-VTA "Slon"...) is going.
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Very good news.
From the same article
Earlier there was information that the Russian aircraft Sukhoi Superjet 100 (SSJ100), which are already in operation, will not receive PD-8 engines
Does it mean that Russia is also going to manufacture spare parts for the french half of the Sam146 engine?
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PD-8
PD-14
Please PD-18 for TU-214XLR.
Extend the TU-214 somewhat, a middle tank like the A321XLR and a PD-18 and Russia would be well positioned.
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Rodion_Romanovic wrote:Does it mean that Russia is also going to manufacture spare parts for the french half of the Sam146 engine?
Good question. The PD-8 is supposed to be used on the fully localized SSJ-NEW that's coming up.
How the extant fleet of SSJs deal with powerplant maintenance etc is something I am very curious about as well.
IIRC the PowerJet's hot turbine section is French, while the cold fan/compressor stages are Russian.
One of the big drawbacks that the SSJ consortium and its users (which included multiple western airlines) wrestled with was its extremely convoluted maintenance logistics and supply chains. That naturally got even worse when U.S. pressure increased and sanctions were made tougher.
Russia and a few others evidently keeps them flying though. Combination of reserves accumulated before sanctions, and cannibalizing disused machines? Just speculating. Maybe there are some backdoor-ish deals still in place.
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Further details:
Russia conducts flight test of new aero engine with advanced technologies, 12.26.2022.
The Russian company ODK, part of Rostec, conducted a flight test of the PD-8 engine, which will be used on the Russian-made Sukhoi Superjet New commercial aircraft and the Be-200 amphibious aircraft.
"The engine is being tested integrated in the Il-76ll flying laboratory, belonging to the Gromov Flight Test Institute of OAK [United Aeronautical Corporation]," the company said.
By May, bench tests of the first prototype PD-8 engine had been successfully completed.
It is noted that the tests confirmed that the engine and its systems can operate in accordance with the basic parameters established in the technical specifications, and that the design solutions used in the product are correct.
The PD-8 turbofan engine, intended for the SSJ100-New and Beriev Be-200 aircraft, is manufactured using all-Russian parts and components and advanced processing technologies, including additive manufacturing.
Several state - owned enterprises of Russia are involved in the process, widely using the experience gained in the development of the PD-14 engine.
Yandex Translate from Portuguese
https://sputniknewsbrasil.com.br/20221226/russia-realiza-teste-de-voo-de-novo-motor-aeronautico-com-tecnologias-avancadas-26631269.html
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In 2023, the Cabinet of Ministers of the Russian Federation will allocate about 900 million rubles for the development of CR929, 12.26.2022.
The government of the Russian Federation allocates almost 900 million rubles for the creation of a long-range wide-body aircraft (SHFDMS). This is stated in disposalCabinet, published on the official portal of legal information.
“To provide in 2023 from the federal budget budget investments to the public joint-stock company United Aircraft Corporation in the amount of 896,868.9 thousand rubles in order to financially support the costs as part of the project to create a wide-body long-range aircraft,” the document says.
Budget investments in full will be made to the authorized capital of PJSC Scientific and Production Corporation Irkut. Financing of the SFDMS project is expected within the framework of the state program of scientific and technological development of the Russian Federation. At the same time, for 2024 and 2025, the corresponding spending in it not laid down.
Currently, the civil aviation of the Russian Federation does not have domestic SFDMS for commercial passenger transportation. At the VASO enterprise in Voronezh, piece-by-piece assembly of Il-96-300 aircraft for a special customer is underway. At the same time, Russia continues to jointly develop the CR929 long-range wide-body aircraft with the People's Republic of China. Due to the restrictions that were imposed on the Russian aviation industry, as well as the unwillingness of the Chinese side to abandon Western components and assemblies as much as possible in favor of their own production in Russia and China, the project was on the verge of being closed.
In September, at the World Design Capital 2022 conference in Shanghai, Wu Guanghui, chief scientist of the Commercial Aviation Corporation of China (COMAC) , announced that the preliminary design of the CR929 aircraft had begun. In fact, this means that the development of the liner began almost anew with the maximum possible import substitution.
https://aviation21.ru/v-2023-godu-na-razrabotku-cr929-kabmin-rf-vydelit-okolo-900-mln-rublej/
The government of the Russian Federation allocates almost 900 million rubles for the creation of a long-range wide-body aircraft (SHFDMS). This is stated in disposalCabinet, published on the official portal of legal information.
“To provide in 2023 from the federal budget budget investments to the public joint-stock company United Aircraft Corporation in the amount of 896,868.9 thousand rubles in order to financially support the costs as part of the project to create a wide-body long-range aircraft,” the document says.
Budget investments in full will be made to the authorized capital of PJSC Scientific and Production Corporation Irkut. Financing of the SFDMS project is expected within the framework of the state program of scientific and technological development of the Russian Federation. At the same time, for 2024 and 2025, the corresponding spending in it not laid down.
Currently, the civil aviation of the Russian Federation does not have domestic SFDMS for commercial passenger transportation. At the VASO enterprise in Voronezh, piece-by-piece assembly of Il-96-300 aircraft for a special customer is underway. At the same time, Russia continues to jointly develop the CR929 long-range wide-body aircraft with the People's Republic of China. Due to the restrictions that were imposed on the Russian aviation industry, as well as the unwillingness of the Chinese side to abandon Western components and assemblies as much as possible in favor of their own production in Russia and China, the project was on the verge of being closed.
In September, at the World Design Capital 2022 conference in Shanghai, Wu Guanghui, chief scientist of the Commercial Aviation Corporation of China (COMAC) , announced that the preliminary design of the CR929 aircraft had begun. In fact, this means that the development of the liner began almost anew with the maximum possible import substitution.
https://aviation21.ru/v-2023-godu-na-razrabotku-cr929-kabmin-rf-vydelit-okolo-900-mln-rublej/
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Few days ago. Father Frost and the Snow Maiden did a little tour of an MS-21.
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New aircraft engine will ensure Russia's technological sovereignty, by Olga Samofalova for VZGLYAD. 12.27.2022.
The most important stage in the creation of a key element of the modernized Superjet New aircraft has begun in Russia - flight tests of the PD-8 aircraft engine. This development will allow the Russian aviation industry to achieve true technological independence in this segment of airliners. When will it finally be done?
The United Engine Corporation (UEC) of Rostec has started flight tests of the PD-8 engine. This engine will be installed on the SSJ New short-haul airliner and the Be-200 amphibious aircraft.
The engine is being tested as part of the Il-76LL flying laboratory in Zhukovsky on the territory of the LII. Gromov. During the tests, the main operational data are recorded - turbine speed, pressure, temperature, as well as additional parameters necessary to confirm the design decisions made and ensure the safety of the power plant operation.
Work on the domestic PD-8 engine is proceeding according to the schedule, which allows planning to receive a type certificate next year, said Deputy Prime Minister, Minister of Industry and Trade Denis Manturov. This project uses the scientific and technical reserve formed during the work on the PD-14 engine for the MS-21.
“The PD-8 engine is a project, the successful implementation of which will ensure the technological independence of Russia for decades to come. Thousands of teams of Russian enterprises of the metallurgical, radio-electronic, chemical and machine-building industries are involved in cooperation on the project,” Manturov said.
“The start of testing as part of a flying laboratory means that a ready-made flight model of the engine has already been assembled. The engine is tested in a real flight environment, at real speeds. Modern technologies make it possible to immediately transfer its characteristics to the development center, which significantly speeds up the testing process,” explains Roman Gusarov, head of Avia.ru.
However, in fact, we are only in the initial stage of testing, there is still a lot of work ahead. During the year, it is necessary to complete the entire complex of ground and flight tests of the engine, and then to certify the power unit. “If we manage to certify the engine in a year, it will be a record time,” says Gusarov.
“No one can guarantee that the engine will not need to be reworked during testing. If nothing needs to be finalized, then there are more chances that by the appointed date the engine will be delivered to the SSJ New aircraft in Komsomolsk-on-Amur, ”the industry expert believes.
But the process of working on the engine does not end there. The engine will not only need to be installed on the SSJ New, but also tested and certified along with the aircraft. This may take even longer.
As an example, the expert cites the MS-21 aircraft with a domestic PD-14 engine. The liner was shown at the MAKS air show a year and a half ago, the certification of an aircraft with this engine is already in the final stage, but has not yet been completed. That is, the process of certification of an engine with an aircraft takes at least another year and a half (although the engine itself has already been certified separately). Therefore, the appearance in commercial operation of the SSJ New with PD-8 in 2024 is a very short and optimistic time frame, Gusarov believes.
The PD-8 is replacing the Russian-French SaM-146 aircraft engine, which was produced at a joint venture in Russia. However, at the initiative of the French side, the enterprise was stopped due to the sanctions policy of the European Union. More of these engines will not be produced.
First of all, the PD-8 is created, of course, for the updated modernized SSJ New. A new generation superjet should contain a minimum number of foreign components, and, of course, replacing the engine is, in this sense, almost a key task.
The "Superjet" of the current generation was originally created in broad cooperation with foreign partners, the share of imported components in it reaches 70%. However, the new SSJ will be a completely different car.
“SSJ New will not just have a completely new filling, including the fuselage itself is being redesigned. In addition, the new engine also requires a large refinement of the entire aircraft, it is impossible to simply change the engine in the aircraft. Therefore, on already flying SSJ-100s, it was considered inexpedient to change Russian-French engines to PD-8s, ”explains Gusarov.
“The engine is the most important and complex component of an aircraft. All other systems are much easier to remake and replace than the engine,” says Gusarov.
Indeed, the same China has already become the first economy in the world, but it has not yet mastered the production of a full line of modern aircraft engines. Fewer countries are capable of producing modern turbojet engines than launching rockets into space.
“Here's an example for you: in Russia there was a wonderful Il-96 wide-body aircraft. However, the USSR could not create a good modern engine for it. We tried to put an American engine on it, we have already agreed on this at the highest level. They even brought us two engines from the USA, tests began. But as soon as the Americans realized that Russia could end up with a very good aircraft that would become a competitor to Boeings in the Russian market, the Americans took these engines back without explanation. They just changed their mind. And it was back in the 2000s, when there was no talk of any sanctions.
Because the Americans would be better off selling us complete planes for hundreds of millions each than just engines. Then we were not allowed into this niche. But now Russia is able to independently produce the most modern aircraft engines for various civilian airliners, ”concludes the interlocutor.
https://vz.ru/economy/2022/12/26/1192733.html
The most important stage in the creation of a key element of the modernized Superjet New aircraft has begun in Russia - flight tests of the PD-8 aircraft engine. This development will allow the Russian aviation industry to achieve true technological independence in this segment of airliners. When will it finally be done?
The United Engine Corporation (UEC) of Rostec has started flight tests of the PD-8 engine. This engine will be installed on the SSJ New short-haul airliner and the Be-200 amphibious aircraft.
The engine is being tested as part of the Il-76LL flying laboratory in Zhukovsky on the territory of the LII. Gromov. During the tests, the main operational data are recorded - turbine speed, pressure, temperature, as well as additional parameters necessary to confirm the design decisions made and ensure the safety of the power plant operation.
Work on the domestic PD-8 engine is proceeding according to the schedule, which allows planning to receive a type certificate next year, said Deputy Prime Minister, Minister of Industry and Trade Denis Manturov. This project uses the scientific and technical reserve formed during the work on the PD-14 engine for the MS-21.
“The PD-8 engine is a project, the successful implementation of which will ensure the technological independence of Russia for decades to come. Thousands of teams of Russian enterprises of the metallurgical, radio-electronic, chemical and machine-building industries are involved in cooperation on the project,” Manturov said.
“The start of testing as part of a flying laboratory means that a ready-made flight model of the engine has already been assembled. The engine is tested in a real flight environment, at real speeds. Modern technologies make it possible to immediately transfer its characteristics to the development center, which significantly speeds up the testing process,” explains Roman Gusarov, head of Avia.ru.
However, in fact, we are only in the initial stage of testing, there is still a lot of work ahead. During the year, it is necessary to complete the entire complex of ground and flight tests of the engine, and then to certify the power unit. “If we manage to certify the engine in a year, it will be a record time,” says Gusarov.
“No one can guarantee that the engine will not need to be reworked during testing. If nothing needs to be finalized, then there are more chances that by the appointed date the engine will be delivered to the SSJ New aircraft in Komsomolsk-on-Amur, ”the industry expert believes.
But the process of working on the engine does not end there. The engine will not only need to be installed on the SSJ New, but also tested and certified along with the aircraft. This may take even longer.
As an example, the expert cites the MS-21 aircraft with a domestic PD-14 engine. The liner was shown at the MAKS air show a year and a half ago, the certification of an aircraft with this engine is already in the final stage, but has not yet been completed. That is, the process of certification of an engine with an aircraft takes at least another year and a half (although the engine itself has already been certified separately). Therefore, the appearance in commercial operation of the SSJ New with PD-8 in 2024 is a very short and optimistic time frame, Gusarov believes.
The PD-8 is replacing the Russian-French SaM-146 aircraft engine, which was produced at a joint venture in Russia. However, at the initiative of the French side, the enterprise was stopped due to the sanctions policy of the European Union. More of these engines will not be produced.
First of all, the PD-8 is created, of course, for the updated modernized SSJ New. A new generation superjet should contain a minimum number of foreign components, and, of course, replacing the engine is, in this sense, almost a key task.
The "Superjet" of the current generation was originally created in broad cooperation with foreign partners, the share of imported components in it reaches 70%. However, the new SSJ will be a completely different car.
“SSJ New will not just have a completely new filling, including the fuselage itself is being redesigned. In addition, the new engine also requires a large refinement of the entire aircraft, it is impossible to simply change the engine in the aircraft. Therefore, on already flying SSJ-100s, it was considered inexpedient to change Russian-French engines to PD-8s, ”explains Gusarov.
“The engine is the most important and complex component of an aircraft. All other systems are much easier to remake and replace than the engine,” says Gusarov.
Indeed, the same China has already become the first economy in the world, but it has not yet mastered the production of a full line of modern aircraft engines. Fewer countries are capable of producing modern turbojet engines than launching rockets into space.
“Here's an example for you: in Russia there was a wonderful Il-96 wide-body aircraft. However, the USSR could not create a good modern engine for it. We tried to put an American engine on it, we have already agreed on this at the highest level. They even brought us two engines from the USA, tests began. But as soon as the Americans realized that Russia could end up with a very good aircraft that would become a competitor to Boeings in the Russian market, the Americans took these engines back without explanation. They just changed their mind. And it was back in the 2000s, when there was no talk of any sanctions.
Because the Americans would be better off selling us complete planes for hundreds of millions each than just engines. Then we were not allowed into this niche. But now Russia is able to independently produce the most modern aircraft engines for various civilian airliners, ”concludes the interlocutor.
https://vz.ru/economy/2022/12/26/1192733.html
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The Government of the Russian Federation will finance the completion of the Il-114-300 aircraft. 27.12.2022
For the revision of the Il-114-300 aircraft, the Russian government in 2023 will allocate more than 550 million rubles to the United Aircraft Corporation, corresponding to order published on December 26 on the official Internet portal of legal information.
“To provide in 2023 from the federal budget to the public joint-stock company United Aircraft Corporation in order to finance the costs of finalizing the Il-114 aircraft as part of the federal project “State Support for Russian Aircraft Manufacturing Organizations” of the state program of the Russian Federation “Development of the Aviation Industry” budget investments in the amount of 554,4 million rubles, ”the text of the document says.
Budgetary funds will be fully contributed to the authorized capital of JSC "Aviation Complex named after. Ilyushin.
In accordance with the comprehensive program for the development of the aviation industry, by 2030 the Lukhovitsky Aviation Plant is to produce 70 Il-114-300 aircraft, the first deliveries will begin with two aircraft in 2024, in 2025 it is necessary to build eight aircraft and then 12 aircraft annually.
https://aviation21.ru/pravitelstvo-rf-profinansiruet-dorabotku-samolyota-il-114-300/
For the revision of the Il-114-300 aircraft, the Russian government in 2023 will allocate more than 550 million rubles to the United Aircraft Corporation, corresponding to order published on December 26 on the official Internet portal of legal information.
“To provide in 2023 from the federal budget to the public joint-stock company United Aircraft Corporation in order to finance the costs of finalizing the Il-114 aircraft as part of the federal project “State Support for Russian Aircraft Manufacturing Organizations” of the state program of the Russian Federation “Development of the Aviation Industry” budget investments in the amount of 554,4 million rubles, ”the text of the document says.
Budgetary funds will be fully contributed to the authorized capital of JSC "Aviation Complex named after. Ilyushin.
In accordance with the comprehensive program for the development of the aviation industry, by 2030 the Lukhovitsky Aviation Plant is to produce 70 Il-114-300 aircraft, the first deliveries will begin with two aircraft in 2024, in 2025 it is necessary to build eight aircraft and then 12 aircraft annually.
https://aviation21.ru/pravitelstvo-rf-profinansiruet-dorabotku-samolyota-il-114-300/
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Manturov: The first Tu-214 is planned to be delivered in 2023, 12.28.2022.
The first Tu-214 aircraft with the Russian PS-90A engine is planned to be delivered in 2023. This was stated in an interview with TASS by the head of the Ministry of Industry and Trade Denis Manturov.
"At the same time, UAC will certainly continue to fulfill its obligations to special customers and government agencies, and commercial deliveries will be added to them," he said.
The carrier UVT Aero intends to purchase four aircraft, and Aeroflot will buy another 40 aircraft by 2030.
In total, the UAC can increase the production of Tu-214 up to 20 aircraft per year by 2026. A further increase in the scale of production may cause an imbalance with the MS-21 project, the Deputy Prime Minister explained.
Tu-214 is a modification of the Tu-204, which was first flown in 1996. Developed at the Tupolev Design Bureau to replace the Tu-154. Equipped with PS-90A engines. It does not contain foreign spare parts, so it does not depend on deliveries from abroad in any way.
https://rg.ru/2022/12/28/manturov-pervyj-samolet-tu-214-planiruetsia-postavit-v-2023-godu.html
The first Tu-214 aircraft with the Russian PS-90A engine is planned to be delivered in 2023. This was stated in an interview with TASS by the head of the Ministry of Industry and Trade Denis Manturov.
"At the same time, UAC will certainly continue to fulfill its obligations to special customers and government agencies, and commercial deliveries will be added to them," he said.
The carrier UVT Aero intends to purchase four aircraft, and Aeroflot will buy another 40 aircraft by 2030.
In total, the UAC can increase the production of Tu-214 up to 20 aircraft per year by 2026. A further increase in the scale of production may cause an imbalance with the MS-21 project, the Deputy Prime Minister explained.
Tu-214 is a modification of the Tu-204, which was first flown in 1996. Developed at the Tupolev Design Bureau to replace the Tu-154. Equipped with PS-90A engines. It does not contain foreign spare parts, so it does not depend on deliveries from abroad in any way.
https://rg.ru/2022/12/28/manturov-pervyj-samolet-tu-214-planiruetsia-postavit-v-2023-godu.html
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This seems overly optimistic to me. I think the first deliveries will happen in 2024 at the earliest. They only started in air tests of the PD-8 engine a couple days ago. And from what I understand the cockpit avionics are still being evaluated with a test rig. The engine needs to finish testing, be certified, enter serial production, be delivered to be put into SSJ-New, and then it needs to be flight tested with SSJ-New to certify that engine with that aircraft. In all likelihood the MC-21 will enter service before SSJ-New since the engine has been available for longer.
https://tass.com/economy/1556609
Two SSJ-New aircraft to be delivered in 2023 — deputy premier
Currently, Russian air carriers are using around 150 SSJ-100 passenger jets, Manturov added
MOSCOW, December 28. /TASS/. Two import-substitution SSJ New passenger jets are to be delivered to the customer in 2023, Russian Deputy Prime Minister Denis Manturov told TASS in an interview.
"The production plan for 2023 envisages the delivery of two SSJ-New aircraft. However, they need to pass trials and certification first. The full-scale launch of the new line is scheduled for 2024," said Manturov, who is also Russia’s industry and trade minister.
Currently, Russian air carriers are using around 150 SSJ-100 passenger jets, Manturov added.
Russian enterprises have mastered repairs of 35 foreign-made components for SSJ-100 this year, the Russian government official continued. Besides, they managed to launch the production of wear-out plane components, such as tires and brakes.
"First of all, we have managed to solve the issue of wear-out components, such as tires and brakes. Their production has been created in Russia. Moreover, repairs of 35 foreign-made components - first of all those that require frequent replacement - have been mastered," Manturov said.
In his words, the industry has also managed to ensure uninterrupted supply of oils and lubricants for the aircraft industry, as well as of rivets, bolts, other fixing elements and similar items.
Manturov said in an interview with Rossiya 24 TV channel in mid-August that the import-substituted version of the Sukhoi Superjet (SSJ-New) was expected to be available by the end of 2023.
Earlier, the Ruselectronics Group (part of the Rostec state-run hi-tech corporation) showed a new import-substituted system for the MC-21 and Sukhoi Superjet planes. Manturov emphasized that all the 30 systems of the two aircraft should be replaced with Russian-made analogs. In late 2023, two SSJ New aircraft with Russian-made PD-8 engines are expected to go into operation.
https://tass.com/economy/1556609
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https://aviation21.ru/rossiya-i-cr929-ot-partnyora-po-proektu-do-postavshhika-komplektuyushhix/
It makes sense. Russia had already a lot of costs and delays for the MC-21 and the SSJ100.
It does not make much sense to repeat the mistake again.
Furthermore, being component supplier for it could also be satisfactory from a commercial point of view, while Aeroflot could instead buy the twin jet widebody derived from the Il-96, which will anyway share a lot the new russian components that would go on the C(R)929.
What's going on with this projectsaid in an interviewTASS Deputy Prime Minister - Head of the Ministry of Industry and Trade of the Russian Federation Denis Manturov. According to him, Russia may decide to move from a co-developer to the status of a supplier of components - in the first quarter of 2023, regular negotiations with COMAC will be held, the results of which will make clear the prospects and deadlines.
“... our Chinese colleagues currently have applications for participation in this project from various third-country component manufacturers. We do not consider such a format for ourselves , given the current situation and all the risks that we understand very well. Therefore, in order not to encounter them, we may make a decision for ourselves from a partner within the framework of this project to move into the status of a supplier of units and components,” Denis Manturov said.
(...)
If a decision is made to finally withdraw from the project, then as a supplier of components, UAC can offer a composite wing , a marching power plant,auxiliary power unit, landing gear , avionics, cockpit equipment, including active side handles , and other aircraft systems and assemblies that have already been developed for the MS-21 and SSJ-New and will be certified on domestic aircraft over the next year and a half.
It makes sense. Russia had already a lot of costs and delays for the MC-21 and the SSJ100.
It does not make much sense to repeat the mistake again.
Furthermore, being component supplier for it could also be satisfactory from a commercial point of view, while Aeroflot could instead buy the twin jet widebody derived from the Il-96, which will anyway share a lot the new russian components that would go on the C(R)929.
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It also saves a pretty penny, as downgrading status to components supplier, relieves them of investment obligation. It is obvious that Chinese have different idea for direction of this project.
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https://aviation21.ru/aeroflot-nastaivaet-na-sokrashhenii-ekipazha-tu-214-do-dvux-pilotov/
Aeroflot wants to have only a 2 person cockpit, without the flight engineer.
It is of course possible, but it means changing the on-board electronics and probably that requires a partial re-certification of the aircraft.
The Tu-204SM had a 2 people crew but made use of foreign electronics. I know that Russia already developed avionics and other internal systems for MC-21 and SSJ-New, but it is not clear if the same components can be easily added to the Tu-204 without having to change anything else.
Aeroflot wants to have only a 2 person cockpit, without the flight engineer.
It is of course possible, but it means changing the on-board electronics and probably that requires a partial re-certification of the aircraft.
The Tu-204SM had a 2 people crew but made use of foreign electronics. I know that Russia already developed avionics and other internal systems for MC-21 and SSJ-New, but it is not clear if the same components can be easily added to the Tu-204 without having to change anything else.
Nothing has changed in terms of the number and type of aircraft, there are still three types: MS-21, Superjet and Tu-214. Regarding the Tupolev aircraft, the general director of Aeroflot explained that there should definitely be a transition or modernization of the aircraft to a crew of two pilots. “This is a difficult task for the manufacturer, but we will not remove this requirement and will insist on it,” Aleksandrovsky noted.
He added that the third crew member makes the operation of the Tu-214 more expensive, and in addition, civil aviation now no longer has flight engineers for this aircraft.
“It's just that there are no such specialists, and there is no such school anymore. This is a piece of history that only the military and operators who are engaged in cargo transportation have. For us, this is an additional cost. That is, even if there are first deliveries with a three-member cabin and we agree with this, [...] there will still be conditions for some fixed period to bring it into line with our requirements and replace the subsequent cabin with a two-member one,” he said.
The delivery of the first seven Tu-214s is planned for 2024. And according to Aleksandrovsky, the company has not yet confirmed that the aircraft by this period will meet the requirements of Aeroflot.
The cockpit with two pilots has a version of the Tu-204SM. On this aircraft, the on-board electronic equipment was updated, which made it possible to reduce the crew to two people. The Tu-204SM RA-64151 aircraft took part in the filming of the film Crew in 2016.
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I think Aeroflot are being petulant assholes. Flight engineers do not get paid the same as pilots, and it would be trivial to hire some for the limited amount of aircraft they will be flying of the type. While the Tu-204SM has been certified component production was never done in any significant fashion and restarting it might eat into resources for initial production of MC-21. I would just deliver the Tu-214s to Rossiya, and let them eat shit by sticking Aeroflot in the back of the queue for MC-21 and SSJ-New deliveries. Let them continue flying their precious Airbuses and Boeings they so love to get kickbacks for while they fall to pieces.Aeroflot wants to have only a 2 person cockpit, without the flight engineer.
It is of course possible, but it means changing the on-board electronics and probably that requires a partial re-certification of the aircraft.
The Tu-204SM had a 2 people crew but made use of foreign electronics. I know that Russia already developed avionics and other internal systems for MC-21 and SSJ-New, but it is not clear if the same components can be easily added to the Tu-204 without having to change anything else.
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Tu-204SM can't be delivered anyway, since too many systems are foreign. It is a pity that due to stupid political decisions that plane wasn't modernized, but that is in the past. Even if there is a will to "Rusify" SM variant, it will take several years.
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Which systems? As far as I know the avionics and APU were Russian. The PS-90A2 engines were done in cooperation with Pratt & Whitney and used Western components, but those have been designed out in the PS-90A3 engine. PS-90A3 configuration in Tu-204SM is also certified.
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I'll try to find a source for that. On top of my head, when they spoke about sale of TU-204SM to Iran, they made PS90A3 engine, because P&W stopped supply due to US sanctions. I believe that PS-90A3 was even certified, but they stopped there. If memory serves me right, avionics were Russian or mostly Russian, but there were over 200 imported components for various systems.
This is why RuAF only bought Tu-214, which is completely Russian.
This is why RuAF only bought Tu-214, which is completely Russian.
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https://aviation21.ru/46056-2/Sergey Alexandrovsky on the current and future of Aeroflot
29.12.2022
Aeroflot General Director Sergey Alexandrovsky gave an interview to RBC, in which he spoke about the current state and prospects of the group.
...
“In addition to double registration, there are American blacklists. There are restrictions on the use of aircraft with more than 30% American-made components. But what it is - this 30% applies to - no one knows for sure: in monetary value, in number of components, in engines. There is a restriction on international flights related to aircraft maintenance, such as refueling, ground handling. These situations are out of our control. You may have a clean plane, not on the black list, not on the Bermuda register, but you just might not be refueled at that destination.
...
For some positions, the stock of spare parts can reach up to six months, sometimes around two months. The available reserves and their maintenance allow Aeroflot to carry out its current operations with absolute peace of mind.
...
Repair of SaM146 engines is not yet possible. Therefore, the group will keep the SSJ100 operational for as long as it can. “We will deal with this until the arrival of the PD-8, an import-substituting Superjet. Let’s just say that this will not have a negative impact on the fulfillment of our route network.”
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