Russian Civil Aviation: News #3

Rodion_Romanovic wrote:http://www.rusaviainsider.com/russian-cargo-carrier-atran-enlarges-fleet-freighters/

Why do they import boeing 737 cargo?
Can't they use Tu-204 in this role?

PapaDragon wrote:

Rodion_Romanovic wrote:http://www.rusaviainsider.com/russian-cargo-carrier-atran-enlarges-fleet-freighters/

Why do they import boeing 737 cargo?
Can't they use Tu-204 in this role?

Have you seen size difference between those two?

THE CREATION OF IL-114-300 RECEIVED A NEW STRONG IMPETUS

Work on the creation and market promotion of the new Russian regional twin-engine turboprop passenger aircraft Il-114-300 in the second half of 2018 significantly increased, shared an informed source in the aviation industry with AviaPort. He dwelt at length on the work on the individual stages of the creation of the aircraft. The following is a systematic summary of the interview.

President "took under the wing" the development and production of IL-114-300 aircraft
The meeting of the State Council Presidium, chaired by Vladimir Putin, held in September 2018, had a significant impact on the promotion of the IL-114-300. The theme of the meeting was measures to implement the tasks defined by the May Presidential Decree, with a view to advancing the socio-economic development of the Far East. During the event, there was an emotional speech by the head of the Republic of Sakha (Yakutia), Aisen Nikolayev, who noted that by 2022 all the An-24s operating in Yakutia should be written off.

At a request voiced by the head of the republic to the Minister of Industry and Trade of Russia to finally choose the base model, Denis Manturov replied that such a model was chosen, this is IL-114, and at present the agency on behalf of the President is engaged in completing the ROC and preparing for the production of IL-114. According to D. Manturov, certified aircraft will be available on the market from 2022. In addition, it was noted at the meeting that the airfield network would be prepared to receive this turboprop aircraft.

Having received such support, the aircraft developer, PJSC Aviation Complex named after SV Ilyushin, felt a cardinal change of interest in the aircraft from the regions. Negotiations with potential customers were activated. Letters were received from the heads of a number of regions with requests for terms of delivery and aircraft characteristics. A delegation from the Crimea visited. In addition to negotiations with the government of the Krasnoyarsk Territory, a retreat was held in Yakutia on the issue of renewing the fleet of regional aircraft.

Considering the current situation, the developer considers the demonstration of the first prototype aircraft at the upcoming MAKS-2019 International Aviation and Space Salon to be one of the most important tasks. Salon will be used to display new items and promote the aircraft on the market.


Ahead of an important contract for the supply of at least 50 Il-114-300 aircraft for GTLK
A firm contract for the supply of 50 Il-114-300 aircraft in the interests of the State Transport Leasing Company must be signed in the first half of 2019, the source said. He recalled that the agreement of intent was signed by the parties in July 2017. The document enshrines the main provisions of the future transaction, including the intention to purchase at least 50 aircraft of this type. At the same time, for the signing of a hard contract, the STLK will have to receive budget funds allocated to support the promotion of the Il-114. As expected, the funds will go to the leasing company at the end of the first quarter of 2019, which will open the way to signing an agreement with the manufacturer.

Deliveries of new systems and complexes for the first IL-114-300 begin.
The first prototype aircraft in the IL-114-300 modification is created on the basis of the aircraft No. 01-08 (the eighth vehicle of the first series), which is owned by the developer. The car was originally built in 1994 by the Tashkent Aviation Production Association. Chkalov in the technical face of the IL-114, having received the number RA-91002 participated in the test program, and then in a series of demonstration flights. Plane number 01-08 previously stood in the parking lot for a long time, it was restrained, washed and carefully inspected. The airframe is in good condition, there are no signs of corrosion anywhere.

In the process of building the first IL-114-300, new engines TV7-117CT-01, new onboard equipment, systems and complexes are being put on the plane. True, some aircraft systems remain unchanged, for example, the hydraulic system, the aircraft control system. Currently, deliveries of new onboard equipment, systems and systems for installation on the aircraft have begun. The key new components will be the TV7-117CT-01 aircraft engines and the digital navigation and aerobatic complex in the modification TsNPK-114M2, their delivery was scheduled for December-January.

The first flight of the aircraft is expected around the end of May 2019. First, flight certification tests of newly installed systems and complexes on the aircraft start. At the second stage, with the involvement of the second prototype, flight and certification tests will be conducted both of the aircraft itself and of all newly installed equipment in the aircraft. Thus, the first prototype will be a platform on which not only flight tests will begin, but also certification tests of onboard equipment, systems and complexes, as well as aircraft engines. Using the aircraft №01-08 will minimize the time for flight and certification tests.

Ilyushin’s long range IL-96-300 has always had a hard life. After the collapse of the Soviet Union, Russian airlines rather took cheap and old western aircraft. The once as new flagship designed airliner in the end only flew a few years for Domodedovo Airlines and Kras Air in larger numbers and only at Aeroflot actually took over the role as leading aircraft type. Today, only Cubana operates this airliner, all the others are gone. And it was the last summer of Ilyushin IL-96 ops with Aeroflot, when this wonderful piece of Russian engineering made its way to Sochi.

The IL-96 is a way better aircraft than one would expect from flying on older Tupolevs and Ilyushins. The cabin with Aeroflot was modern but lacked an inflight entertainment system. But hey, Russians like to read anyway. During start- up and in flight the airliner showed qualities unsought of. The fly by wire not only allowed a stable and smooth flight through turbulence, like on the A380, but the cabin was extremely silent and comfortable. With only nine abreast seats installed, Ilyushin’s widebody offers more space than a typical ten abreast B777.

The huge lower deck galley was used for preparing a great meal, and for a three hour flight, lot’s of non alcoholic drinks were served. Besides the high degree of service aboard Aeroflot, the classic Ilyushin “goodies” are fun to play with, for example the individual fans for every seat, or the LED lights.

Generally speaking it’s a shame these airliners sold so bad and are gone already, since they are at least as good if not better than comparable Airbus or Boeing airliners. Unfortunately it’s PS-90 engines burn a bit more fuel per passenger than a B767, and since nowadays each and every gram of fuel saved counts, the destiny of this great airliner was clear…

But never the less it was a great flying experience and something nobody should have missed!

Big_Gazza wrote:No center-line overhead luggage rack...  I can just imagine the mad scramble for the window-side luggage bins...  fights must be common when alpha soccer mom spar off against each other!  

Tsavo Lion wrote:The US ABM airborne laser failed- it needs more power  to be effective at a safe distance:
https://en.wikipedia.org/wiki/Boeing_YAL-1#Cancellation

Even though it "successfully engaged" several target missiles, only a couple of them were successfully destroyed.
"The reality is that you would need a laser something like 20 to 30 times more powerful." https://www.army-technology.com/features/featurewill-darpas-airborne-laser-succeed-where-boeings-yal-1-failed-4376518/

They have 2 IL-76s based ASAT not to destroy, but to blind satellites, & more can be converted.
https://en.wikipedia.org/wiki/Sokol_Eshelon
https://www.defenseone.com/technology/2018/02/russia-claims-it-now-has-lasers-shoot-satellites/146243/
https://en.wikipedia.org/wiki/Beriev_A-60

IL-96-400s could be used as cargo/troop transports/tankers/AKPs & as AWACS platforms.  

Tsavo Lion wrote:...IL-96-400s could be used as cargo/troop transports/tankers/AKPs & as AWACS platforms.

19 JANUARY, 2018 SOURCE: FLIGHT DASHBOARD BY: STEPHEN TRIMBLE WASHINGTON DC

A newly-signed contract discloses key details of Russia’s design goals for the country’s first high-bypass gas turbine engine in the 75,000lb-thrust power class launched on 19 January to support the CRAIC CR929 widebody, Ilyushin Il-96-400 and several military projects.

The $1.13 billion (₽64.3 billion) contract awarded by the Russian government on 19 January calls on United Engine-Aviadvigatel to develop a demonstrator engine named the PD-35-1 by 2023 featuring several state-of-the-art technologies, including wide-chord composite fan blades and composite fan case, ceramic matrix composites and advanced cooling systems.

The PD-35-1 also will be designed with a compressor pressure ratio measuring 23:1, the contract documents posted on the Russian government’s procurement agency says. That falls a step below the 27:1 ratio planned for the high-pressure compressor section of the GE Aviation GE9X engine now in development testing for the Boeing 777X.

But the documents still reveal a plan for Russian industry to make dramatic progress over the next decade. Building on the advanced metallics now in testing in the 28,000lb-thrust PD-14 turbofan, the PD-35-1 will drive Russia to introduce composite materials pioneered by GE over the last 15 years. The Aviadvigatel PD-14 is Russia’s homegrown alternative to the Pratt & Whitney PW1400G on the Irkut MC-21 narrowbody.

In a statement posted on his Facebook page, Russia’s deputy prime minister for defence and space industries Dmitry Rogozin notes that the Soviet Union never produced a turbofan engine over 70,000lb-thrust and the PD-35-1 will become the first in the region’s history.

“We really need it,” he says.

Russia and China have teamed up to develop the CR929 under the CRAIC joint venture between Comac and United Aircraft. CRAIC is expected to select an engine made by GE or R-R to introduce the CR929 into commercial service by the end of the next decade. Separately, China and Russia each plan to develop indigenously-sourced alternatives to the Western powerplants for the CR929. The PD-35-1 also would be used to power several Russian air force development projects, including the Il-476 airlifter, Il-478 tanker and a long-term effort to replace the Antonov An-124.

Mimicking the structural configuration of the Boeing 787’s GEnx-1B engines, the PD-35-1 engine will be designed with wide-chord composite fan blades and a composite, the contract documents show. The documents don’t specify if Russian industry plans to use a similar process as GE’s 3D woven composite materials.

The turbine of the PD-35-1 will be exposed to temperatures as high as 1,450°C (2,640°F), exceeding the melting point of most advanced metal alloys. To help the turbine survive, the contract documents say Aviadvigatel must integrate exotic new materials and advanced cooling systems. Two types of ceramic matrix composites (CMCs) – silicon carbide-silicon carbide (SiC-SiC) and carbon-silicon carbide (C-SiC) will be used in the PD-35-1 demonstrator engine, the contract documents say. GE pioneered the use of CMCs in the Leap-1 series of engines that it produces with Safran under the CFM International joint venture.

• 05 NOVEMBER, 2018
   
  
• SOURCE: FLIGHT DASHBOARD
   
  
• BY: GREG WALDRON
   
  
• ZHUHAI
  

02 JULY, 2018 SOURCE: FLIGHT DASHBOARD BY: DAVID KAMINSKI-MORROW LONDON

Sukhoi's civil aircraft division is forecasting sales of 345 Superjet 100s, including the business-jet version, over the period to 2030

Most of these aircraft will be sold in Russia and the former Soviet states, the airframer expects, as well as south-east Asia and Latin America.

Sukhoi Civil Aircraft has given the estimate in its latest annual report.

President Alexander Rubtsov tells FlightGlobal that he is expecting a "significant volume" of sales on the local market, and a "few more deals" involving exports. Geopolitical pressures are not a issue, he claims.

"The main drivers are technical and economical," he says. "We didn't see too much concern [from customers] about politics."

But the company is engaged in a substitution programme to swap out parts which, under US restrictions, limit the type's export potential.

Rubtsov also states that Sukhoi intends to double the amount of Russian content in the aircraft, to around 30%.

Sukhoi is expecting to produce around 30 Superjets this year, a similar figure to 2017. Half of last year's aircraft, according to its figures, were produced in the fourth quarter.

The airframer is continuing to refine the Superjet 100, with developments including its 'sabrelet' wing-tips, intended to improve fuel-burn by 3%,

Sukhoi has been concentrating on modifications to take the aircraft's capacity to 110 seats, and its operating environment up to airport altitudes of 4,000m and temperatures of 50C.

It also refers to a cargo version and range improvements to the business-jet variant – as well as the planned development of a shrunk 75-seat model.

Sukhoi Civil Aircraft has an affiliate organisation, SuperJet International, located in Italy. Following the winding-down of Italian shareholder participation in the Superjet programme, the manufacturer's annual report states that the company is working on "integration" of the two operations, without elaborating