Russian Civil Aviation: News #2

JohninMK wrote:https://www.flightglobal.com/news/articles/analysis-pd-14-revives-russian-hopes-for-commercial-428518/

But Aviadvigatel’s efforts still come close to matching the best that Western engine manufacturers can offer on fuel burn. Bjorn Fehrm, an analyst at Leeham and a former Saab engineer and test pilot, has calculated that the PW1400G exceeds the fuel efficiency of the PD-14 by only 2.5%

Austin wrote:......

That pure bull crap , Fuel efficiency of PD-14 is similar to LEAP and PW1400G engine.

Infact the chief designer of MS-21 mentioned that PD-14 has 1 % higher fuel effeciency over PW1400G when used with MS-21

The write up is all about how great western engine is and how russia has a tall ask to play catchup i.e if they can

Austin wrote:
      "The analysis showed that continue to work on aircraft of the Il 96-300 can, increasing by lengthening the fuselage of his passenger, "-. S.Velmozhkin said

      He reported that IL-96-400M will be extended to 9.35 m fuselage. Cmozhete plane carrying 305 passengers in a typical three-class configuration, with a maximum capacity of 370 passengers in one class. At the Il-96-300 - 237 and 300 passengers, respectively. The maximum take-off weight will be increased to 270 tonnes (250 Il-96-300).

      "The power plant is designed in four turbojet engines PS-90A1, with a thrust of 17.4 tons", - S.Velmozhkin said.
     

In a Hollywood version of the Russian commercial aviation story, the last 15 years fits the narrative of a classic comeback script, with the final act – the unlikely-yet-somehow-triumphant entry-into-service of a Russian-Chinese widebody around 2025 – still to be written.

But not even Hollywood could come up with the plot-twist-filled narrative of the real-life Russian aviation industry since 2001, when Sukhoi launched the Superjet. Over the next decade-and-a-half, the struggle to revitalise Russia’s once-mighty commercial aircraft manufacturing industry would face technical setbacks, production bottlenecks, political intrigue and financial crises – and all that on the Superjet project alone.

In an interview with FlightGlobal, United Aircraft (UAC) chief executive Yuri Slyusar doesn’t shrink from that complicated record. Slyusar understands English well enough to get his point across, but he still prefers to use a translator. Asked why the future widebody project will have more success penetrating foreign markets than the Superjet or developmental Irkut MC-21, the translator begins interpreting Slyusar’s response, saying: “We received many positive experiences from the Superjet.” At that moment, Slyusar cuts the translator off, interjecting a few words in Russian. The translator then corrects himself: “Okay, maybe bad experiences.”

The point, Slyusar says, is that Russia has learned valuable lessons in the industrial crucible of building and selling the Superjet and now the MC-21. UAC’s Chinese partners, he adds, are gaining similar experience developing Comac’s ARJ-21 and the C919. That makes two Russian and two Chinese commercial aircraft in production by the time the widebody enters service in 2025.

“We’ll have experience, so we think we’ll have more success,” Slyusar’s translator concludes.

Ready or not, the Russian-Chinese project is rapidly moving forward. In June, Slyusar joined government and industry officials of both countries in China, where the aerospace partners and rivals agreed to form a joint venture to collaborate on development, production and aftersales support of a widebody.

Russia exported Su-27s to China in the mid-1990s, reviving a military aviation trading relationship that had been dormant for nearly 40 years. The widebody represents the first collaboration between China and Russia in the commercial aviation industry and is considered in Moscow and Beijing as the centrepiece of a long-term strategy to cultivate a globally competitive aviation industry.

The 280-passenger aircraft with a 6,480nm (12,000km) range scheduled to enter service between 2025 and 2027 is only a first step. Much like its immediate predecessors, the future widebody will rely on Western technology in critical areas to make the aircraft competitive. For instance, UAC and AVIC jointly issued a request for proposals to engine manufacturers and received two responses: one from GE Aviation and another from Rolls-Royce, Slyusar says. Separately, Russia and China will develop alternative engines in the same thrust class, allowing primarily state-owned aircraft an indigenous source of supply and creating a stepping-stone to help catch up to the West’s most advanced engine technology.

In other ways, however, the jointly built widebody will offer a showcase of technology advances by Russian and Chinese suppliers over the past 10 years. The MC-21, for example, is set to enter service in 2018 with several innovations in the narrowbody market, including a fly-by-wire system controlled using active sidesticks, a 6,000ft cabin altitude and a composite wing manufactured using Russian supplier AeroComposite’s out-of-autoclave resin-infusion process. If Irkut still lacks the industrial and financial capacity to make the MC-21 a marketing equal to the Airbus A320neo or Boeing 737 Max, it demonstrates that Russia is regaining the Soviet Union’s once-powerful technological edge in the commercial market.

With at least nine years before the widebody enters commercial service, the Chinese and Russians may still be few years away from freezing the detailed design. But the aircraft will build upon the Russian and Chinese industry’s growing sophistication in structural assembly and electronic systems. Neither Airbus nor Boeing has any plans to introduce a new widebody in the decade after the A350-1000 enters service in 2017 and the 777X family comes to market in 2020-2022.

“It’s pretty early to name exact innovations that will be in the aircraft,” Slyusar says through the interpreter. “These technologies that we have that we bring to the MC-21 we of course would be likely to bring to the widebody aircraft. For instance, the black [or composite] wing, which is a competence we have already. But of course it’s a competitive challenge to make an aircraft with the big boys that would be on par or even better than the competition.”

In the meantime, UAC is dedicated to refreshing its widebody production skills, albeit in an unconventional way. Ilyushin has delivered a handful of Il-96Ts, a stretched and freighter version of the passenger-carrying Il-96-300. Now UAC is developing a passenger-carrying version of the Il-96T, dubbed the Il-96-400. Although there have been many passenger-carrying aircraft designs that are adapted for the freighter market, the Il-96-400 may become one of the first freighter designs that gets adapted into a passenger-carrying airliner.

“We will continue doing the aircraft and we plan to receive a certificate for a passenger version of a stretched Il-96-400, which is right now only cargo-certified,” Slyusar says. “Our aim is to preserve a low-level production of the Il-96 widebody mostly for our government airplanes for the president of the [Russian] Federation and Ministry of Defence. Plus, we plan to make a small number of airplanes for commercial aircraft to support continued operation of the fleet.”

As a state-owned manufacturer, UAC’s product strategy is not always within its control. Three years ago, UAC had a plan to address a shortfall of regional aircraft optimised for serving the distant small cities in Russia’s far east and Arctic north. UAC signed a deal with Bombardier at the MAKS air show in 2013. In return for UAC buying 100 Q400 turboprops, Bombardier would transfer final assembly to a new factory operated by UAC in Ulyanovsk. But negotiations over final pricing dragged on for several months. By summer 2014, the Bombardier deal collapsed due to economic sanctions imposed by the Canadian government on Russia over Moscow’s annexation of Crimea.

Although the deal was voided, the need for a regional transport remained. Several options were reportedly on the table, including teaming up with China’s Xi’an Aircraft to assemble the MA700 in Russia. Those discussions are also shelved, and now UAC is focused on developing a re-engined version of the Ilyushin Il-114.

“It’s maybe not the biggest market in the world but still a market we should fulfil for our transport organisations,” Slyusar says. “We plan to use this aircraft as a platform for special-mission purposes of the ministry of defence.”

The Russian military has always figured large in UAC’s revenues, contributing 80% of the company’s revenue in some years. That will continue with the government’s long-term commitment to modernising the Russian air force with new fighters, bombers and transports. At the same time, UAC remains committed to balancing revenues between military and commercial over the long term.

“Nothing has changed in terms of the big strategy goal. By 2025, we will have a 50:50 split between military and civil in terms of revenues,” Slyusar says. “Mostly this should be achieved by bigger growth in the civil segment, outgrowing the military segment. Increasing Superjet production, MC-21 market entry and the Il-114 should add to that. All this should contribute to this growth.”
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Russia’s military-industrial complex – and its aircraft-making industry as an integral part of it – is striving to adjust to the new geopolitical reality that emerged as a result of the annexation of Crimea, the civil war in neighbouring Ukraine and Moscow’s military aid to the Syrian government of Bashar Al-Assad.

Adjustments go along the lines of the policy of import substitution proclaimed by the Kremlin and the motion to follow less technically risky programmes, promising quicker results and benefits. Besides, the economic slump makes Russian strategists look for “asymmetric” solutions, so as to cut costs while ensuring a desirable effect.

It should also be noted that, despite big investments made into civilian projects – the Sukhoi Superjet 100 and Irkut MC-21 jetliners – United Aircraft Corporation (UAC) largely remains a manufacturer of combat aircraft. Most of the merged company’s workforce of nearly 100,000 employees continues to be tasked with making bombers, fighters and airlifters for domestic and overseas customers.

Perhaps the best point to illustrate the argument that Moscow has begun ditching long-term aviation projects in favour of less technically risky ones with shorter cycles is the recent twist in the fate of a formerly high-priority programme to develop a new stealth bomber.

PAK DA – a Russian acronym for Prospective Aviation Complex of Long Range Aviation – is meant to be a new strategic bomber with a gross weight in excess of 100,000kg (220,000lb). In terms of technical sophistication and its future role in the armed forces, the PAK DA project is similar to the US Air Force’s future Northrop Grumman B-21 long-range strike bomber.

The Tupolev design bureau began development of the PAK DA in 2009, and its conceptual design was approved three years later. The aircraft is understood to be a subsonic stealth design employing a flying-wing aerodynamic shape. First flight was planned for 2019, with entry into service six years later.

The PAK DA programme looked strong until April 2015, when defence minister Sergei Shoigu demanded that industry restart production of the Tu-160, a non-stealthy supersonic bomber which first flew in 1981.

“The Tu-160 is a unique machine, which when it first appeared was decades ahead of its time. Even now, the capabilities embedded in her design are not yet fully exploited. Nobody else has invented a better supersonic bomber design,” Shoigu said. In his view, a production restart – even though “a major challenge” for UAC – looked feasible, provided the corporation managed “to consolidate [its resources] on reconstruction and renovation of manufacturing facilities”.

Shortly after, the defence ministry declared its readiness to procure “at least 50” such aircraft. Since then, little has been heard of the PAK DA, except hollow statements that it is still under consideration.

Running two expensive bomber projects in parallel is a costly and complicated duplication of resources, and the PAK DA project is likely to suffer as a result.

UAC’s KAPO plant in Kazan, which previously made the Tu-22M and the Tu-160, has been selected to produce the Tu-160M2, which is expected to be ready in 2023. This improved aircraft will follow a small number of Tu-160Ms with an added capability of carrying up to 90 500kg bombs for the kind of warfare that Russia’s air force and a coalition led by the USA are waging against Islamic State militants.

The Tu-160M2 is expected to employ new missiles and feature a modern cockpit suite, based on integrated modular avionics. Kret, a Rostec subsidiary that specialises in avionics and electronic warfare (EW), has been contracted to provide a number of key systems, including processors, sensors, an inertial navigation system, EW suite, and fuel and weapons control systems.

Faced with US and EU sanctions – a stance supported by Japan and several other developed nations, Russia has to be careful in managing its resources. The Tu-160M2 effort is not going to be cheap, and air force commander Gen Victor Bondarev has said the production run of 50 aircraft is necessary to justify the expense of reviving the line.

The variable-geometry Tu-160 is an intercontinental supersonic bomber with the ability to carry up to 12 cruise missiles: initially the Raduga Kh-55SM, but more recently the more advanced Kh-555 and Kh-101/102. The type entered service in 1987, with a production of 35 aircraft – including eight prototypes – having concluded with a last delivery in 2008.

Russia’s air force says 16 Tu-160s are still in service, with three more placed with industry, although Flight Fleets Analyser records an active inventory of only 13. Between 2012 and 2015 all serviceable aircraft underwent a mid-life upgrade, and are now to undergo additional work to replace radio and electronics equipment with new hardware; an activity which will conclude during 2019. The bombers will also receive new Kuznetsov NK-32-2 engines with a reworked core for higher temperatures.

In addition to its MiG-29 line of lightweight tactical fighters, RAC MiG continues to work on high-speed interceptors. This programme is sometimes referred to as the MiG-41, which is believed to be the next element in the chain after the MiG-25 and MiG-31 to attain speeds close to Mach 3. The new aircraft will be ready in 2020.

Following a decision by the Russian government, on 29 April the NAZ Sokol plant in Nizhny Novgorod became a member in the corporate structure of RAC MiG. Before becoming a UAC subsidiary in 2006, Sokol built the MiG-25 and MiG-31, and moving it back under RAC MiG’s purview can be seen as another indication that the next-generation high-speed interceptor programme is going forward.

The new MiG will become a second fifth-generation fighter made in Russia following the Sukhoi PAK FA – the Russian acronym for Prospective Aviation Complex of Frontal Aviation. Also designated T-50 by Sukhoi for the Russian air force, six prototypes have entered testing since first flight in 2010. KnAAZ, Sukhoi’s primary manufacturing site in Komsomolsk-on-Amur, is setting up PAK FA serial production, with first shipments due next year.

The PAK FA also provides the basis for the development of a fifth-generation fighter aircraft for Russia and India under a joint project. The Indian air force plans to buy 250 examples at $100 million each, and during prime minister Narendra Modi’s visit to Moscow in December 2015, the two sides reached an agreement on a 40% cost-reduction programme. Each of the partners will invest $4 billion over the next seven years, with $2 billion in the first year and the rest to be evenly distributed over the remainder of the period.

At the turn of the century, when PAK FA development began, Sukhoi preferred to speak of it as a fighter sitting between the 24.5t MiG-29K and Sukhoi’s 34.5t Su-30MK. However, the process of evolution has brought the type’s gross weight to some 37t, and today, the T-50 can be considered as a direct replacement for the Su-30 series.

Even though Russia’s air force remains committed to the project, earlier procurement plans are being adjusted to match Moscow’s new economic environment. Despite a previously stated requirement to buy hundreds of T-50s, Russian military officials now indicate the acquisition will begin with a single squadron for operational trials, with final numbers to be determined later. A key factor in the final decision could be the progress of a planned engine upgrade. The NPO Saturn Item 117, which also powers the Su-35S, is expected to be replaced on the T-50 with Type 30 engines.

The first sign of the earlier PAK FA procurement plans being adjusted came in 2014, when the defence ministry expressed a wish to place a follow-on order for the Su-35, keeping the plant in Komsomolsk-on-Amur occupied. The contract for 50 more airframes due for delivery by 2020 was awarded in December 2015, when the Russian air force received the last aircraft from an earlier order for 48. China had also signed a commitment to buy 24 Su-35s in November 2015 in a deal reportedly worth $2 billion, while Indonesia is finalising a deal for 12.

These foreign orders are important for KnAAZ, which has just completed a production run of the Su-27 “Classic Flanker”. Vietnam was the last customer for the Su-30MK2, with a 2013 order for 12, the last pair of which are due for shipment this year. Deliveries to the Russian customer were completed last year, under a 2012 order for 20 Su-30M2s.

In addition to Sukhoi’s main production site in Komsomolsk-upon-Amur, Su-30 series fighters are also assembled at IAZ in Irkutsk and NAPO in Novosibirsk.

Russia’s air force has so far taken delivery of about 80 Su-34s, from an order for 124: the service plans to eventually have between 150 and 200 examples. The type has been the star of the air force’s bombing campaign in Syria, having dropped more than half of all the precision-guided munitions deployed there. Sales managers expect foreign orders to come for this jet, but so far only one potential overseas buyer has showed interest, with Algeria reported to be interested in acquiring 24.

Meanwhile, IAZ also produces the Yakovlev Yak-130 jet trainer and light-attack aircraft. Russian orders have already exceeded 100 units, and further deals will increase this figure to 150. Algeria operates 16 as trainers, and Bangladesh 14, with two more due for delivery this year. Belarus operates four, and is to receive four more before the end of 2016.

In Soviet times, MiG was a synonym for a Russian-made fighter, as it dominated the inventories of countries allied to Moscow, but today RAC MiG is a shadow of its old self. The “Classic” MiG-29 is in service with 29 nations, with a fleet total of about 800 units. Attrition and wear and tear have taken their toll on a once-huge MiG inventory, but remaining examples still number in the thousands.

“By every standard, MiG aircraft are the least expensive supersonic combat jets in the world to maintain airworthy. Every comparative analysis made fairly proves that,” says RAC MiG general director and general designer Sergei Korotkov.

With its legacy built chiefly on lightweight jet fighters including the MiG-15/17, MiG-19, MiG-21 and MiG-23, the company believes strongly that there is a market niche for a modern and affordable type like the MiG-35. This model belongs to an “Advanced Fulcrum” family which also includes the carrier-optimised MiG-29K/KUB and land-based MiG-29M/M2 multirole fighters. The designation MiG-35 was introduced in 2009 largely for marketing reasons, and Russia unsuccessfully offered it to India for its air force’s medium multi-role combat aircraft requirement, for which Dassault’s Rafale was selected in January 2012.

Sales managers acknowledge that foreign buyers prefer to select products already selected by domestic operators. The Russian air force has shown a moderate interest in the MiG-35, promising to place an order in 2017 – provided that RAC MiG meets its requirements for a future lightweight multirole fighter. An initial order is expected to be for 30 airframes, with shipments to begin in 2018.

Winning further orders for the land-based version of the Advanced Fulcrum will be the key to survival for the famed manufacturer, as its K/KUB business is coming to an end. Last year, RAC MiG completed shipments to the Russian navy under a 24-aircraft order placed in 2012, and before the end of 2016 it will also hand over a final batch of six under a 2010 deal for 29 examples for the Indian navy.

At some point in the next 12 months, Sukhoi Civil Aircraft (SCAC) will be ready to give the Superjet programme a gift rarely bestowed in the modern aviation industry: a second chance.

Sukhoi’s engineering staff have completed the preliminary design review of the SSJ100-SV, a 22-seat stretch of the original, 98-seat regional jet launched in 2000, confirms Alexander Dolotovsky, deputy to the SCAC’s chief designer. SCAC’s marketing team is now sharing the details of the stretched model’s preliminary design with potential customers. With both the Paris and Moscow air shows scheduled in 2017, Sukhoi will be ready next year to officially launch the SSJ100-SV to the commercial market.

No doubt, SCAC hopes the stretched model will enjoy more success. Over the same period when the Embraer E-Jet family has recorded more than 1,200 deliveries, SCAC has handed over to external customers only 75 SSJ100s that currently remain in service, Flight Fleets Analyzer shows. Another three SSJ100s are operated by the Sukhoi Design Bureau and 19 more are consigned to storage. Only 56 aircraft remain in the firm order backlog, with a stunning list of cancellations for 586 of the type over the past decade.

By any measure, that is an underwhelming record for a programme that Sukhoi launched in 2000 as part of a long-term plan to revive Russia’s commercial aircraft manufacturing industry. Although launched only one year after Embraer launched the E-Jet family, the Superjet entered service seven years after its Brazilian-made competitor.

That delay has only compounded SCAC’s dilemma in 2016 as the Superjet finally appears to be gaining some momentum in foreign markets, with Ireland’s CityJet now operating the type throughout western Europe. Embraer is now within two years of fielding a re-winged, re-engined and heavily updated version of the E-Jet, while the Mitsubishi Regional Jet approaches an entry-into-service within the same timeframe.

A makeover of the Superjet was also needed to keep the type competitive in the global market. A cash injection last year by the Russian government retired the bulk of the $2.5 billion debt to SCAC’s financiers, giving the company the financial ability to respond to the new competition.

The SSJ100-SV, if launched next year, would enter a market that looks very different to that envisioned by SCAC in 2000 with the launch of the original Superjet. In some ways, the market shifts play to the Superjet’s advantages. In 2000, manufacturers generally saw a need for a product range between 65 and 90 seats. Sixteen years later, demand for 65-70-seat aircraft has evaporated, much like for the even smaller 50-seat jets. The 75-seat category still exists, mainly to support the US market, which has pilot union agreements that artificially limit the size of the regional jet fleet. Globally, demand has focused on the market above 80 seats, ranging up to 120 seats.

“There are different marketing assessments made by different marketing groups. Our marketing team, I think, is most conservative of them all and they expect more than 3,500 or 3,600 airplanes through 2032. That’s the total amount of market for the segment of 90-120-seat airplanes,” Dolotovsky says. “We expect we will be able to catch a reasonable amount from that market to support our production line.”

The competition does not intend to make that easy. Embraer is dramatically improving the E-Jet E2 family, with Pratt & Whitney geared turbofan engines, a higher-aspect-ratio wing, full fly-by-wire flight controls, a new actuation system for the control surfaces, and a longer fuselage to accommodate more seats for the E195-E2.

The Superjet is already equipped with a full fly-by-wire control system and a high-aspect-ratio wing. Although the company has more financial leverage than a year ago, SCAC has chosen to keep the design of the stretched model as common as possible with the original Superjet, Dolotovsky says. That philosophy should minimise training and maintenance costs for operators of the original version, but it also imposes some limitations.

In particular, the Superjet engine – the PowerJet SaM-146 – is not being replaced or augmented with more thrust. Instead, SCAC is adapting the power management system to provide more thrust for the stretched model on take-off, Dolotovsky says. Although the stretched model will be longer and therefore heavier, he insists the power management system changes will result in no performance penalty even during high-altitude and high-temperature take-offs.

SCAC also accepted other limits on changes to maximise commonality with the original model. The stretched version will use the same fly-by-wire system with control surface actuators, he says. Moreover, the existing, double-braced landing gear is strong enough to support the additional weight of the stretched version.

The most important change of a stretched version is a longer fuselage. In many stretch models, the manufacturer adds two “plugs” to the fuselage, one located forward of the leading edge of the wing and the second placed immediately behind the trailing edge. Instead, SCAC has chosen a different course for the SSJ100-SV. This stretch model will incorporate a redesigned and lengthened mid-fuselage section that accommodates up to five more rows of seats, Dolotovsky says.

The fuselage extension will not require SCAC to increase the size of the horizontal stabilizer, he says. The longer fuselage itself augments the moment arm of the empennage control surfaces, increasing their authority without needing to increase their size.

The original wing, however, will not survive the stretch project intact. The claimed 10:1 aspect ratio on the existing Superjet’s wing is one of SCAC’s proudest achievements, but it will not be enough to support the added weight of the longer fuselage. So SCAC is increasing the wing area of the stretched version to maintain the landing speed of the existing Superjet, Dolotovsky says. The aspect ratio of the wing also increasingly slightly to improve lifting efficiency in the absence of additional thrust from the engines.

Finally, SCAC is also incorporating a set of raked winglets to the original SSJ100 next year. The same design will be made available for the stretched version, as well as offered as a retrofit upgrade for the existing fleet, Dolotovsky says.

That package of changes is intended to make the SSJ100-SV competitive with the slightly larger E195-E2, but not in a classic comparison of fuel efficiency and trip cost. Instead, SCAC emphasises the Superjet programme’s advantages in other cost areas, such as lower acquisition and maintenance cost of the airframe and engines. In Sukhoi’s view, the five-abreast passenger cabin of the Superjet also creates “unbeatable” comfort, Dolotovsky says.

By stretching the Superjet now, SCAC also has the opportunity to re-set the supply chain for the regional jet programme. The Superjet was launched in an era when Sukhoi publicly embraced partnership with Western aircraft systems suppliers. Since 2014, however, Russian government officials have imposed an import substitution regime that so far has largely bypassed the aviation industry.

Interestingly, SCAC’s industry policy has not changed. In fact, the company prefers to keep the Superjet’s list of Western suppliers as intact as possible, as part of the goal to maximise commonality between the original and stretched variants.

“We don’t consider any changes or any tenders to change our suppliers for already existing systems,” Dolotovsky says. “We’ve not seen a need about that. We’re happy with our suppliers now.”

Dolotovsky also points out that suppliers at the component level are managed by the Superjet’s mostly Western-sourced, tier-one suppliers. Those tier-ones can choose to replace component manufacturers with local sources, or take advantage of Russia’s plunging labour costs by moving final assembly of major systems.

Aviation Complex. Ilyushin (part of the KLA) for many decades one of the leading Russian aircraft manufacturers to develop, test and support of serial production of passenger, freight and military transport aircraft.

Along with the development of new aircraft the company provides a full range of activities related to the modernization and maintenance of airworthiness of aircraft previously made the brand "IL".

The fact of what priority projects running today Ilyushin aviation complex named, told the "Interfax-AVN" the general director of OJSC "IL" Sergei VELMOZHKIN.

- Sergey, in 2012 the Russian Defense Ministry has signed a contract to buy 39 Il-76MD-90A as is its implementation?

- Military transport aircraft Il-76MD-90A is one of our main projects, which we pay special attention.

Currently, we have completed the release of it electronic design documentation. The aircraft is in series production at the Ulyanovsk aircraft plant "Aviastar-SP". Three Il-76MD-90A has already transferred FSI Russia on arms and to the development of the new car launched pilots Ivanovo aviation center BTA.

There are certain points related to finalize the application on the new military transport aircraft of a new generation of ballistic missile systems. If earlier it was enough to shoot heat traps, now installed more serious complexes. But these are technical issues to be resolved.

- Does the civilian version of this machine?

- Such works are carried out. Most recently, at the Ulyanovsk aircraft plant "Aviastar-SP" has been flight-technical conference on the creation of new transport aircraft IL-76TD-90A, which is a modification of a commercially available transport aircraft Il-76MD-90A. The conference was attended by representatives of the Federal Air Transport Agency, PJSC "KLA", JSC "IL", State Research Institute of Civil Aviation, JSC "Aviastar-SP", EMERCOM of Russia, JSC "Volga-Dnepr", OAO "" OAO.

IL-76TD-90A will meet ICAO noise standards in the field and the emission of harmful substances into the atmosphere, allowing its use in both domestic and foreign airlines. All this will help to expand the geography of flights of new transport aircraft.

We expect that the new transport aircraft IL-76TD-90A will take more load compared to its predecessor, to 60 tonnes against 50 tonnes in the IL-76TD-90VD, and with a maximum load to fly a distance of 4000 km.

IL-76TD-90A and IL-76MD-90A have a large percentage of identity in terms of design and assembly, thereby reducing the complexity of the work, the costs and risks at all stages of production, while providing operational benefits to customers.

- Who can become a customer of IL-76TD-90A?

- Earlier the United Aircraft Corporation and the Russian Emergency Situations Ministry has signed an agreement of intent to supply transport aircraft IL-76 family. The airline "Volga-Dnepr", which for a long time successfully operating the aircraft IL-76TD-90VD also expressed interest in the supply of new transport aircraft. There are other potential buyers.

Previously, it has repeatedly spoken about the need to create a new domestic heavy transport aircraft with characteristics superior Il-76TD. It is not surprising the attention given to this event on the part of potential buyers.

- What other projects of military transport aircraft operating in Ilyushin aviation complex?

- We have before us the task to create a light military transport aircraft Il-112V. In addition, we are working on a draft medium military transport aircraft (WABT).

Currently, the first project we have done to develop the technical design and cabin layout light military transport aircraft Il-112B, produced the bulk of the working design documentation, the works on building industrial cooperation.

On VASO (Voronezh Aircraft Company) made stacks and we are working on the assembly of the fuselage sections and wing manufacturing. At the same time, in TsAGI work is underway to check the aerodynamics of the Il-112V.

Programme Il-112B is controlled by Deputy Defense Minister Yuri Borisov. Most recently, at VASO meeting was held, during which the issues of implementation of the state defense order for the current year. During a visit to an aircraft factory, Yuri Borisov examined assembly stacks designed for the production of IL-112B aircraft.

The first flight of the aircraft will take place in July 2017. As long as we keep within the designated timeframe.

With regard WABT, the project is carried out by us on its own initiative. As the power plant of the aircraft are considered two of the PS-90A-76 or PD-14.

Currently, the Central Aerohydrodynamic Institute named after Professor NE Zhukovsky, work is underway to prepare for the blowing in the wind tunnel scale model of the aircraft, both with models of PS-90A engines, as well as PD-14.

- At what stage is the work on the resumption of production of regional aircraft IL-114-300?

- This is another important project for our company, for the realization of which we have embarked. We need to quickly carry out the digitization of the aircraft and prepare working design documents in electronic form, as well as to carry out the replacement of discontinued components.

At a recent meeting on the implementation of the program Il-114, which was attended by the president of KLA Yuri Slusar, presidential envoy in the Volga Federal District Mikhail Babich, Deputy Minister of Industry and Trade of the Russian Federation Andrey Boginsky and the governor of the Nizhny Novgorod region Valery Shantsev, it was decided to organize serial production of Il-114-300 aircraft at the Nizhny Novgorod aircraft building plant "Sokol".

Before we offer a good opportunity to improve technical and economic indices of the base of the IL-114 due to its modernization and weight loss. We also plan to make a new, modern interior.

When using a reserve of Tashkent mechanical plant (formerly the Tashkent Aircraft Production Association named after Chkalov), the first flight model can take to the air in 2018. In 2021 will go into production aircraft of domestic production made in cooperation on KLA plants.

For overseas customers, if required, we can equip the IL-114 imported engines Pratt & Whitney.

- It has been reported that the Aviation Complex. Ilyushin is working on IL-96-400M program. Tell us more about it.

- Wide-body passenger aircraft IL-96-400M designed to replace the Il-96-300 airliners and airlines for middle and long distance.

The analysis showed that the family continue to work on the Il-96-300 aircraft possible, increasing by lengthening the fuselage of his passenger.

In the IL-96-400M it will be extended to 9.35 m fuselage. He cmozhete carry 305 passengers in a typical three-class configuration, with a maximum capacity of 370 passengers in one class. At the Il-96-300 - 237 and 300 passengers respectively.

The maximum take-off weight will be increased to 270 tonnes (250 Il-96-300). The power plant is designed in four turbojet engines PS-90A1, with a thrust of 17.4 tons.

In addition, we will improve and modernize the interior of the cabin of the aircraft systems, including flight control and navigation system.

According to our calculations, aircraft modernization will reduce direct operating costs in the passenger seat. When taking into account the difference in purchase price and maintenance costs, IL-96-400M will be comparable in terms of efficiency with the European passenger airliner A-330.

Documentation on the airframe of the new aircraft is almost ready, but it will take significantly redefine the concept of the interior. We will try to choose the most efficient and effective option.

- How is working on servicing and modernization of aviation technology?

- In order to provide after-sales support of aircraft operating the brand "IL", the company develops a production base in the town of Zhukovsky, performing the entire list of works by forms of maintenance and repair of aircraft.

For the service of aviation equipment of state aviation service operates service in the enterprise, including a mobile service teams. To date created seven mobile service teams, which are located at six points dislocation videoconferencing Russian aircraft.

Mobile service teams serve the Il-76, Il-78 and their modifications. In 2015, their forces were restored to airworthiness standards for more than 70 aircraft.

Work on the modernization of the first aircraft Il-76MD to version Il-76MD-M. This is partially used parts that are interchangeable with the new military transport aircraft Il-76MD-90A.

In February 2016 took place the launching of the first modernized military transport aircraft Il-76MD-M. The service life of the modernized aircraft will be extended to 40 years.

At this time, continued factory flight tests Il-76MD-M, being finishing newly installed systems and equipment. In August this year we will have to proceed with the state joint tests.

Also, we have started work on the modernization of the first-tanker Il-78 Russian aerospace forces to release IL-78-2. As for the modernization of flight and navigation, radio communication, lighting and household equipment, defense equipment. Obsolete or discontinued by the equipment will be replaced by modern, the appointed time of the aircraft service life will be extended to 40 years.

In 2015, we completed the modernization of the first batch of serial anti-IL-38 naval aviation of the Russian Navy to the level of IL-38N. Aircraft delivered to the customer and flew to airfields permanent home. by IL-38 modernization work continues.

Much attention is paid to strengthening the material-technical base of the enterprise. A unified database for the development of electronic design documentation and organized a unified information structure, which is connected to the JSC "IL", with branches in Voronezh and Ulyanovsk, EMZ them. V. Myasishev. To automate jobs 374 graphic stations and a number of licenses required for the use of computer technology design and production was purchased in 2015.

- It has been reported that the Ilyushin aviation complex began to develop a long-term aviation complex of military transport aircraft (PAK BTA). Tell us about this project?

- Such works are constantly conducted. Now, when developing solutions WABT, we have a window of opportunity to think and make a plane, based on modern technical solutions. We will analyze the existing projects, research and development activities in aerodynamics, strength, and control systems.

Much will depend on the choice of powerplant. The best option may be a new engine PD-23, which is now run as okra. In this case, we can talk about the PAC BTA with a payload of 100 tons. If the customer insists on a 80-ton machine, as the power plant can be used PS-90A1.

Already there are proposals to increase the percentage of composite materials in the PAC BTA. Above these issues are working all over the world, as composites can reduce aircraft weight, improved aerodynamics and flight characteristics. Therefore, look for technical solutions and the use of the new material.

kvs wrote:https://www.facebook.com/cctvrussian/posts/1120594101344255

China Airspace has signed a deal with Antonov for cooperation and have acquired the rights to the An-225.  

This belongs to this thread because all Antonov designs prior to 1991 are automatically Russian intellectual property.
Ukraine SSR was not a independent entity and Antonov was transplanted from Siberia by the USSR.   Ukraine did
not buy it or engage in any other legal process which would give it full intellectual property rights over Antonov designs.
Antonov was a USSR company enabled by USSR financial and physical resources.   Russia has as much rights to its
fruit as Ukraine, Belorus, Kazakhstan, etc.  

magnumcromagnon wrote:

kvs wrote:https://www.facebook.com/cctvrussian/posts/1120594101344255

China Airspace has signed a deal with Antonov for cooperation and have acquired the rights to the An-225.  

This belongs to this thread because all Antonov designs prior to 1991 are automatically Russian intellectual property.
Ukraine SSR was not a independent entity and Antonov was transplanted from Siberia by the USSR.   Ukraine did
not buy it or engage in any other legal process which would give it full intellectual property rights over Antonov designs.
Antonov was a USSR company enabled by USSR financial and physical resources.   Russia has as much rights to its
fruit as Ukraine, Belorus, Kazakhstan, etc.  

I agree, the Soviet Union paid for the costs of the programs implemented by Antonov, and Russia had pay off the debts from the Soviet Union. Why is Russia sitting on it's hands on this issue, time to sue all the Ukrainian industries that live off the intellectual property of the USSR.

kvs wrote:

magnumcromagnon wrote:

kvs wrote:https://www.facebook.com/cctvrussian/posts/1120594101344255

China Airspace has signed a deal with Antonov for cooperation and have acquired the rights to the An-225.  

This belongs to this thread because all Antonov designs prior to 1991 are automatically Russian intellectual property.
Ukraine SSR was not a independent entity and Antonov was transplanted from Siberia by the USSR.   Ukraine did
not buy it or engage in any other legal process which would give it full intellectual property rights over Antonov designs.
Antonov was a USSR company enabled by USSR financial and physical resources.   Russia has as much rights to its
fruit as Ukraine, Belorus, Kazakhstan, etc.  

I agree, the Soviet Union paid for the costs of the programs implemented by Antonov, and Russia had pay off the debts from the Soviet Union. Why is Russia sitting on it's hands on this issue, time to sue all the Ukrainian industries that live off the intellectual property of the USSR.

I am not sure whether it is sloth or waste of effort.   I think NATO and minion courts would always rule in favour of Ukraine or
some other freshly independent ex-USSR republic based on some BS metric such as degree of localization.   They can
always pull a legal standard straight from their asses.   Like the Swiss court that refused the appeal against the obviously
biased ban of Russian paralympians.    

New Russian Airliner Engine Competes With Boeing, Airbus

https://sputniknews.com/russia/20160913/1045268482/russian-competitive-civilian-airliner-engine-analysis.html

THE MINISTRY OF FINANCE CONSIDERS IT A PRIORITY STATE SUPPORT PROJECTS FOR THE IL-114, IL-96, MS-21 AND THEIR ENGINES

Ministry of Finance considers it necessary to ensure, as a priority state financing of projects on the aircraft IL-114, IL-96, MS-21, and engines for them, should be published by the Ministry of the letters. It is the means of the state program "Development of the aviation industry in the 2013-2025 years." "As part of the budget allocation in certain areas of public expenditure programs is necessary to ensure the prioritization of projects in the field of aircraft construction and finance, as a priority", - the document says. in particular, in the framework of implementation of the President of the Russian Federation guidelines and the Russian government orders it comes to the development and the serial production of Il-114 and the establishment of the engine TV-117 for him, as well as a deep modernization of the Il-96 and engine PD-35 for him. it is specified that for three of these projects, except the engine PD-35, the Ministry of finance recommendations relate to financial security at the expense of the state budget since 2019. as part of the completion of previously launched projects in the field of aircraft construction offers the Ministry of Finance allow for the creation of short-medium range aircraft MS-21 engine PD-14 for him, as well as the creation and marketing of short-haul aircraft SSJ100 and formation global system of after-sales service SSJ100 aircraft and MS-21.

"Aeroflot" is working on contracts for 20 SSJ100 aircraft and 50 ships MS-21
https://ria.ru/economy/20160929/1478142411.html


Novo-Ogaryovo, September 29 -. RIA Novosti / Prime "Aeroflot" is working on contracts for the supply of additional 20 aircraft Sukhoi Superjet 100 (SSJ100) and 50 vessels MS-21, the general director Vitaly Savelyev airlines.

"We are now at the stage of elaboration of the contract for an additional 20 machines Sukhoi Superjet and working on a contract for the machine MC-21, 50 cars," - said Savelyev at a meeting with Russian President Vladimir Putin.
He noted that the supply of SSJ100 is expected in 2017-2018. "We're going to get 20 cars for 2017 and 2018, and now we are discussing on time," - said the head of Russia's largest air carrier.
As of July 31, 2016 "Aeroflot" operated 172 aircraft, most of the ships make the Airbus A320, Airbus A330 and the Sukhoi SuperJet 100. Russian regional jets of the new generation Sukhoi SuperJet 100 airline received in June 2011 (in the framework of a solid order 30 Sukhoi SuperJet 100 aircraft).
Also, the airline "Aeroflot" group of operators will be the first of a new medium-haul passenger airliner MS-21-300.

wilhelm wrote:Copied from Austins post in the Russian economy thread.

"Aeroflot" is working on contracts for 20 SSJ100 aircraft and 50 ships MS-21
https://ria.ru/economy/20160929/1478142411.html


Novo-Ogaryovo, September 29 -. RIA Novosti / Prime "Aeroflot" is working on contracts for the supply of additional 20 aircraft Sukhoi Superjet 100 (SSJ100) and 50 vessels MS-21, the general director Vitaly Savelyev airlines.

"We are now at the stage of elaboration of the contract for an additional 20 machines Sukhoi Superjet and working on a contract for the machine MC-21, 50 cars," - said Savelyev at a meeting with Russian President Vladimir Putin.
He noted that the supply of SSJ100 is expected in 2017-2018. "We're going to get 20 cars for 2017 and 2018, and now we are discussing on time," - said the head of Russia's largest air carrier.
As of July 31, 2016 "Aeroflot" operated 172 aircraft, most of the ships make the Airbus A320, Airbus A330 and the Sukhoi SuperJet 100. Russian regional jets of the new generation Sukhoi SuperJet 100 airline received in June 2011 (in the framework of a solid order 30 Sukhoi SuperJet 100 aircraft).
Also, the airline "Aeroflot" group of operators will be the first of a new medium-haul passenger airliner MS-21-300.

Good news.
I was having a look at the Aeroflot fleet. With the SSJ, the prospective SSJ130, and the MS-21, Russia has the ability, within the next few years, to replace the Airbus and Boeing medium haul fleet they currently operate.
That would just leave the larger long haul fleet, also Boeing and Airbus airframes that need to be looked at.
It is within this context, and the disgraceful open threats of unleashing terrorism by the US State Dept, that put restarting a re-engined Il-96 programme, and the follow-on long haul airliner to be co-developed with China, firmly into context.

Project Canada wrote:I was thinking, could the USA and its vassals restrict Russian made passenger planes from their territory by citing safety standard concerns?? Like they could argue Russian built planes does not meet this or that and all other made up BS claims simply to sabotage the Russians

GunshipDemocracy wrote:Better late then never. BTW good think is to make joint venture with India for like Su-SJ100 or Il-114 ot make mutually benficialdeal and bigger customer base.

In Russia, want to limit the purchase of foreign aircraft

https://rg.ru/2016/10/25/v-rossii-mogut-ogranichit-pokupku-inostrannyh-samoletov.html

Russian state-owned companies to buy foreign aircraft only in consultation with the Government Commission on import substitution. This bill has prepared Ministry of economic development. The changes would encourage carriers to purchase domestic ships.
See also

Changes to the Federal law N 223-FZ, which regulates public procurement. If the share of state participation in the state-owned company exceeds 50 percent, buy foreign aircraft worth over one billion roubles it is possible only by agreement with the Government Commission on import substitution.

"If the equipment with similar characteristics produced in Russia, the state will block the purchase of foreign aircraft. But if anywhere in the Russian market, the company will receive a single permit under each contract without problems", - says Roman Gusarov, chief editor of the portal Avia.ru.

Now the bill is in the process of regulatory impact assessment. The document applies not only to aviation and marine equipment.

"Airline with state participation in the first recall of "Aeroflot", but there are regional airlines", - said Roman Gusarov. In addition, the effect of the bill will apply not only to carriers. Private aircraft often have large state-owned corporations, including mining companies. They use airplanes and helicopters for the delivery of shift workers and other staff to remote locations of the mining, processing and production.

Planes in Russia buy even banks with state participation, and then transfer them to airlines rent
The expert notes that it is not always the buyer of the aircraft serves the airline. "Our state-owned banks acquired in the time planes, passing them to subsequent airlines in leasing," he says. Roman Gusarov says that the airlines use, but not always aware of the planes.

In this case, through the harmonization will have to go to both parties - the lessor and lessee. Since the restriction applies not only to buy aircraft but also of services, including rental and leasing of aircraft.


The amendments do not have such a decisive role, what they are given, says Roman Gusarov. The Board of Directors of state companies there are always representatives of the state. And without regard to state interests, decisions in such companies are not accepted. But the document prescribes common rules for how companies must do when buying foreign technology.

By the way, incentives are and the rules on granting subsidies for air transport, which are provided to the operating Russian aircraft companies.

Price bracket a billion rubles are not high for the aviation market. "Under this rule includes all mainline planes except for that small, used on regional transportation," says Gusarov.

At the same time, today the Russian aviation industry can not fully meet the interests of the airlines. From new models launched in the series, a serious competition to foreign aircraft could be Sukhoi Superjet 100.

37 fields - so many foreign flights until March 25, 2017 Federal air transport Agency has extended the airline "Aeroflot" and "Russia" the validity of the certificates. The decree posted on the website of the Federal air transport Agency
"The second main plane MS-21. It can be in Russia is very popular, but it only developed", - says Roman Gusarov. For mass production you can count only 4-5 years. It is also planned to revive the production of Il-96-300, but again it is only a plan.

But the Institute of procurement will allow state-owned companies not be left without an aircraft. "Applying for the purchase of foreign aircraft, the airline can point to the absence of the Russian analogues and count on the positive decision", - says Roman Gusarov.