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    Russian Civil Aviation: News #5

    Rodion_Romanovic
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    Post  Rodion_Romanovic Wed Jun 14, 2023 10:08 am

    https://aviation21.ru/smena-nazvaniya-samolyota-superjet-100-potrebuet-vneseniya-izmenenij-v-sertifikaty-tipa/


    Changing the name of the Superjet 100 aircraft will require changes to the type certificates
    06/13/2023

    Changing the name of the SSJ100/SSJ-New aircraft will require routine technical work to correct type certificates and additions to them. About this in an interview with RIA NovostitoldDeputy Prime Minister - Head of the Ministry of Industry and Trade of the Russian Federation Denis Manturov.

    Answering the question whether the Russian version of the aircraft is not a good reason for changing the name, he said that on the one hand, there are such thoughts, on the other hand, this procedure is connected with the technical work of the aviation authorities.

    “It will be necessary to go through routine procedures, including for those type certificates that were previously obtained for the main version, and for those versions that have been added to this certificate for more than ten years,” the head of the Ministry of Industry and Trade said.

    Denis Manturov did not rule out that this would make some sense. “But we have to weigh well all the advantages and complexities that come with it,” he explained.

    I would like something like Yak-142, especially if they go with the Yak-242 name for the MC-21.

    They also may need a new name anyway, in order to distinguish it from the one made in the Emirates and with western components.

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    Post  Kiko Wed Jun 14, 2023 1:14 pm

    Russia is moving towards independence in civil aviation, by Olga Samofalova for VZGLYAD. 06.14.2023.

    The timing of the creation of the Russian long-haul airliner has been announced.

    Russia does not leave plans to create the entire line of civil aircraft of completely domestic production. The regional SSJ-100 New is on the way, followed by the latest medium-haul MS-21, and in the longer term, Russia will have its own long-haul airliner. Why do we need such a machine and when will it appear?

    Russia will create its own long-haul aircraft no earlier than 2028, possibly between 2028-2030 or after 2030, said Deputy Prime Minister Denis Manturov, head of the Ministry of Industry and Trade. According to him, Russia intends to continue working on a joint project with China. But at the same time, the research center is conducting its own research. Zhukovsky.

    According to him, changes will be made to the joint project with the PRC of a wide-body long-range aircraft in connection with Western sanctions. “We will continue to work with our partners, while we do not stand still in relation to our own developments,” Manturov explained. NRC "Institute im. Zhukovsky" is working on the study of new technologies and on the definition of "the appearance within the framework of the current research work" Integral ".

    In the near future - in 2023-2025 - Russia will have two of its own import-substituting types of aircraft: the regional SSJ-100 New and the medium-haul MS-21, each with a domestic engine. But in order to close the entire line of aircraft, there is not enough of our own long-haul wide-body aircraft. And then Russia will become a completely independent aircraft-building power. And few reach such heights. Actually, only Boeing and Airbus can boast of such.

    The most popular type of aircraft is, of course, medium-haul. Only in Russia, up to 700 such aircraft fly. Less regional and long-haul aircraft are initially required. However, this does not mean that they are not needed.

    “We really need our own long-haul wide-body aircraft. All airlines will need at least 100-150 such aircraft,” says Roman Gusarov, CEO of the industry portal Avia.ru. According to the expert, the point is not even in flights to distant foreign countries without transfers, although this is important, but in the size of Russia itself.

    “There are many airlines in the world that do not have long-haul aircraft in the fleet, and they are doing well, for example, European companies, because large aircraft are not needed to fly within Europe. But in Russia the situation is different, it cannot do without long-range aircraft. We have great distances. To fly from Moscow to Petropavlovsk-Kamchatsky without transfers, you need a long-range aircraft with a large capacity. Not only the flight distance without refueling is important here, but also the transportation economy. It is unprofitable to fly far on a small plane, the cost of the seat will be very high. The more seats on board, the cheaper the ticket,” explains Gusarov.

    In the end, such aircraft will allow non-stop flights to foreign countries, to China, with which economic and trade relations are going up even faster, or to other Asian countries. Such planes are also required for flights to Cuba, because now Russia cannot land anywhere along the road - neither in Canada, nor in the USA, nor in Greenland.

    “The project of a long-range aircraft is important because it will keep the aircraft industry in Russia in good shape, promote its development, use intellectual potential and experience.

    Secondly, the creation of a long-range aircraft is important from the point of view of the task set earlier to increase revenues from the export of high-tech complex products. Thirdly, the developments that will be created during the implementation of the long-range aircraft project can be used in other projects in the industry. This will help maintain Russia's position among the developed countries,” says Dmitry Baranov, a leading expert at Finam Management.

    “As for the timing, I am ready to share Manturov’s optimism, but this is a large and complex project, and there are many “buts” here,” says Gusarov. On the one hand, the expert says, Russia knows how to make wide-body aircraft, it has experience, developments, and technologies. Russia has already created the Il-76 long-haul aircraft, as well as the Il-96-400. It is enough for Russia to take as a basis the design of the same Il-96 and create a new modern modification, with modern avionics, etc.

    “The design of the IL-96 is very successful. In the West, wide-body aircraft have been flying for many decades, for example, the Boeing 747. Its first flight was made more than half a century ago.

    Since then, the wing has been modernized, new avionics and new engines have been installed, but the basic design has been preserved. The IL-96's main problem is the old engine. The plane needs a new modern engine. Therefore, the timing of the implementation of this project depends on when such an engine appears. And then, I assure you, the matter will not rise for a new plane. It will take just a few years, and we will already be able to test a modern car, ”Gusarov believes.

    According to the expert, when creating a new aircraft, taking the Il-96 design as a basis is a more optimal and faster way than creating a new aircraft completely from scratch. Although the details of the project are not yet available, so it is difficult to talk about which path will be chosen in the end.

    The engine is the most complex structure in an aircraft, and, again, only a few people in the world can make aircraft engines. Russia is among them. However, creating something new takes time. It is not necessary to wait for help in aviation technologies, and even more so in engine building, from China. “I think that China is up to us in the field of aircraft technology as up to the moon. China aircraft engine will not be able to make at least the next twenty years. No one can help us here, only we ourselves can create the PD-35 engine. It is already being developed, and its huge model of three meters in diameter was presented at MAKS,” says Gusarov.

    At the end of last year, it became known that the development timeline for this engine, which was supposed to be presented before 2027-2028, was shifted by a couple of years. This was officially announced by the managing director of the Perm "UEC-Aviadvigatel" Alexander Inozemtsev. The reason is the redistribution of funds to increase the volume of PD-14, PD-8 and PS-90A engines for existing vehicles.

    “I think that a new Russian long-haul aircraft with a domestic engine will appear after 2030, and when exactly, time will tell,” the expert believes.

    “The creation of aviation technology is a complex and time-consuming process, so it is not unusual if the deadlines are shifted, the main thing is that a modern safe airliner be created that will fly perfectly and carry passengers,” says Baranov.

    The experience of Western aircraft manufacturing companies also shows that shifting deadlines is a common practice when creating an aircraft from scratch or its new modification.

    It is worth noting that we are talking about two separate projects of long-haul liners. One CR929 aircraft is being created together with China for the Chinese market, the other for the Russian market, for our personal use. In the first case, we are talking about the fact that Russia will teach China to produce such aircraft on its territory, will supply its components and engines from Russia for the assembly of finished aircraft at Chinese factories. This is an extremely profitable export project, because the Chinese market is huge, where the demand for wide-body aircraft will no longer be limited to a hundred pieces. In addition, the Chinese can take on part of the costs of the project, and building aircraft from scratch is also a very expensive pleasure. According to the expert, these two projects will not necessarily be identical, they may differ: for example, these may be different segments of long-haul liners for individual market niches. Both projects do not cancel each other, but rather complement each other.

    Are there risks that Russia will be left without “working” Western counterparts before its first long-range aircraft of its own takes off in 2030-2035? Under the current sanctions conditions, there is no access to new aircraft from Western companies.

    However, Gusarov says that Russia has mostly new aircraft from Western companies in its hands, which fly well until 2030 and even 2035, the main thing is that there are spare parts for them. Spare parts are delivered to Russia using parallel imports, that is, unofficially through third countries, for example, through China. We mostly know how to repair Western aircraft ourselves. In addition, Iran helps us in this, which has been under sanctions for a long time and has learned to “illegally” fly and repair aircraft of Western companies. “Iran has mastered the repair of individual models, of which we have few, so we have never repaired them ourselves,” the source explains.

    Just the other day, Minister of Transport of the Russian Federation Vitaly Savelyev said that Russian companies have now partially dismantled only seven passenger aircraft out of 1162 aircraft. Moreover, in the near future these aircraft will be restored, just, probably, spare parts are expected.

    In addition, while a new long-haul aircraft is being created, a new experimental Il-96-400 with an extended fuselage is being prepared for flight in Voronezh. The machine was created as part of the program for the modernization of aircraft of the Il-96 family.

    https://vz.ru/economy/2023/6/14/1216474.html

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    Post  lancelot Fri Jun 16, 2023 11:20 pm

    Aeroflot clawed back $199 mln advance from Airbus on unfulfilled aircraft orders — CEO
    The company managed to come to terms in spite of the sanctions restrictions

    ST. PETERSBURG, June 16. /TASS/. Aeroflot succeeded in obtaining a refund last December for $199 mln in pre-delivery payments (PDP) made to Airbus for four A350 jets that were never delivered, Sergey Aleksandrovsky, CEO of Russia’s flag air carrier, told reporters on the sidelines of the St. Petersburg International Economic Forum (SPIEF).

    "We carried out a lot of work, quite intensive and interesting, with Airbus last year [in respect of the PDPs - TASS]. We eventually managed to agree on all the terms, and in December 2022 we were refunded for the $199 mln [PDP advance] made for four A350 [jets] from Airbus. Strange as it may sound, but we managed to come to terms in spite of the sanctions restrictions," the airline executive remarked.

    https://tass.com/economy/1633601

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    Post  Scorpius Sat Jun 17, 2023 2:29 pm

    Russian Civil Aviation: News #5 - Page 10 D3d3LnVhY3J1c3NpYS5ydS91cGxvYWQvaWJsb2NrLzhiMy9qeXk1OTIxbnEzcDUzbGI3eXR4OW84aHNoMmZ1MmtibC5qcGc_X19pZD0xNTIwNTE=
    Tests of the first SuperJet-NEW sample have begun

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    Post  Krepost Sun Jun 18, 2023 4:19 am

    VOENNAYA PRIOMKA program about civilian aviation.
    Premieres tomorrow on Zvezda_live 11.0

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    Post  Kiko Mon Jun 19, 2023 11:57 am

    In Irkutsk, two MC-21 aircraft are being replaced with Russian import-substitution components., 06.19.2023.

    The Irkutsk Aircraft Plant continues to assemble the first six production MC-21-310 aircraft, which will be handed over to Rossiya Airlines by the end of 2024. Flights for certification of the import-substituting aircraft will resume in November, and now Russian aircraft systems and components are being mounted on it. About ittoldin an interview with the Russia 24 TV channel, Yury Slyusar, head of the United Aircraft Corporation, as part of SPIEF-2023.

    “In Irkutsk, the assembly of the first six production aircraft is underway, which are supplied to the Rossiya airline. At the same time, our cooperation colleagues are completing tests of imported systems, including avionics, communications equipment, an air conditioning system, and landing gear. All this will be installed on the aircraft, and in November we will begin testing the completely Russian MS-21. Our task is to complete these tests in 2024, get approval for the main certificate, which we received back in 2021, and start delivering aircraft in the interests of airlines from 2024,” said Yury Slyusar.

    He added that the commissioning of the MS-21-310 will begin at the end of 2024, and at the beginning of 2025, the first passengers will be able to evaluate this aircraft.

    Earlier, on June 7, the crew of test pilot, Hero of Russia Oleg Kononenko and test pilot, Hero of Russia Roman Taskaev overtook the MS-21-310 aircraft with tail number 73055 from Zhukovsky to Irkutsk, where the IAP will replace imported units and components to Russian. Also at the IAP there is a “russification” of the MS-21-300 aircraft tail number 73361, on which a wing made of Russian polymer-composite materials has already been installed. It is expected that this aircraft will start performing certification flights in the spring of 2024.

    Thus, in Irkutsk, two MS-21 aircraft are undergoing modernization at once with the installation of domestic units, aircraft systems and components, these are aircraft with tail numbers 73055 and 73361.

    https://aviation21.ru/v-irkutske-na-dvux-samolyotax-ms-21-idyot-zamena-importnyx-komplektuyushhix/

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    Post  kvs Mon Jun 19, 2023 1:37 pm

    The 2 year delay in the PD-35 is stupid. If they need the capacity to produce other engines, then spend the money. Engaging in
    shuffling of resources in the current context has no excuse.

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    Post  Rodion_Romanovic Mon Jun 19, 2023 1:53 pm

    kvs wrote:The 2 year delay in the PD-35 is stupid.  If they need the capacity to produce other engines, then spend the money.   Engaging in
    shuffling of resources in the current context has no excuse.


    It is not just a matter of money.

    Sometimes you do not have enough people with the right competencies and experience to run all the projects at the same time.
    So instead of repeating similar mistakes all the time you want first finish one of the previous programs.

    I know also of bad FUBARs also in the west, with some firms running several parallel programs and removing support from a new project in order to finish an enhancement program in order to meet the requires target from the previous program (which was rushed in originally).

    Result: many mistakes on the new project, some of which seen only years later with product in service and that costed massively to fix (not to speak about reputation and penalties).

    So better properly plan and have a 2 years delay in order to do something properly.

    Of course everything would be better if Russia would have at least an older generation large engine available, like a GE CF6 or a Rolls Royce RB211 (or first generation Trent) but if they really need widebodies in the meanwhile they can still order more with il-96.

    I believe one of the causes of the delay is the development of PD-8, which is needed urgently because of the SSJ100.

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    Post  lancelot Mon Jun 19, 2023 3:23 pm

    The cause of the delay is that there is no test stand to test the engine via ground testing.

    They outsourced the construction of the new test facility for serial PD-14 engines to a Western company. The same company was supposed to build the PD-35 test stand afterwards if they did a decent job at it. But construction of the first test stand for PD-14 was delayed like 2 years, and now with the sanctions of course the Western company won't build a test stand for PD-35 anymore.

    https://rostec.ru/en/news/rostec-creates-test-complex-for-pd-35-aircraft-engine-/

    United Engine Corporation (UEC), a part of Rostec, will build a test complex for the prospective PD-35 aircraft engine, which is proposed to be used in the Russian-Chinese CR929 aircraft. The testing facilities will be created at JSC "UEC-PERM ENGINE". There will be about 40,000 square meters of production, administration and accommodation, and engineering areas with state-of-the-art equipment on the premises of the out-of-town test facility in Russia’s Perm Krai. The cost of the project is about $300 million, the first test stands will be built in 2021.

    https://www.ruaviation.com/docs/3/2018/3/18/184/

    On March 6, 2018, the UEC-Perm Motors plant welcomed the journalists. The representatives of the media were showed workshops and stands, where the latest domestic aircraft engine PD-14 is assembled and tested.
    ...
    Russian Civil Aviation: News #5 - Page 10 Image60

    Nikolai Andreev, Infrastructure Director of the UEC-Perm Motors met us at the testing station in Novye Lyady, "We are located on the territory of the countryside testing station UEC - Perm Motors. There are two operating stands, where we test the engines that fly. Last year, the reconstruction of the test stand was completed. This is the new and most modern universal adapter in Russia. Its versatility lies in the fact that we can test different types of engines on it, both PS-90A and PD-14.

    This bench will test all the serial engines PD-14. In June, the first such tests will be held. Last year, we celebrated the 100th anniversary of the birth of the founder of gas turbine engine construction in the USSR, Pavel Aleksandrovich Solovyov. He is the founder of the Perm School of Jet Propulsion. All our engines were created by Pavel Soloviev, including PS-90A. Therefore, we named the new stand his name.
    ...
    The main bench equipment (measuring equipment and the portal itself) was designed and supplied by the Canadian company MDS Aero Support Corporation. This is one of the world leaders in the creation of test benches. Everything else - building solutions, engineering solutions, auxiliary technological equipment was made by our Russian companies.

    https://www.ruaviation.com/docs/3/2018/3/23/185/

    March 23, 2018
    ...
    It is necessary to create a whole test complex, already by 2021-2022 here on the site in Perm.
    ...
    This will happen in stages. First of all, the designer will create the product. At some point it becomes clear: this is the construct that suits us, let's "run it in iron" and create a prototype. This is approximately 2022 year. And by this time we should already have a test base on which these prototypes could be tested. Most important, it is necessary to begin with tests of the gas generator - the heart of the engine, its hot part. After that, making sure that the correct materials and technical solutions are applied, we will proceed to create a demonstration engine. The engine-demonstrator is going to be built somewhere around 2023. And under this we have to conduct a certain series of tests on the stands on the core processing. There should be a test bench for compressors, a test bench for the combustion chamber ... This is the whole complex that must be created before the very first demonstration engine will be "put into iron".
    ...
    And, of course, the preparation of a test base. Today in the country there is no testing base for finishing and experimental testing of engines of such proportion and such thrust. The bench test base for the creation of this engine will be built on our test station - there will be a logistics center, a body of final assembly and preparation for testing, and a whole set of test benches.
    ...
    Russian Civil Aviation: News #5 - Page 10 Image61

    Need to say that not all the nodes of the new engine can be modelled mathematically. We'll still have to manufacture the parts and test them in certain installations, get the result, bring it back and try it again. Therefore, the test base must be created earlier than the engine is created. This is a necessary condition. The fan diameter of PD-35 is 3.1 meters, the diameter of the propulsion system is already approaching 4 meters. This indicates that it is impossible to transport such an engine in assembled form. We assume that we will transport it to the test station by several nodes. By that time, the assembly building will be built. We will collect engines, test, then disassemble, send to aircraft plants, where it will again be assembled directly under the wing of the aircraft.
    ...
    8 test benches will be built here: nodal stands for testing high-pressure compressors, a test bench for combustion chamber compartments and a full-sized combustion chamber, a vacuum test bed for rotor parts, a closed test bench for a gas generator, two stands and a test room for testing a full-size engine. And an open stand, on which various types of tests will be carried out: acoustic tests, ice casting tests, bird dropping, blade breaks, and so on. The task is to start developing design and estimate documentation this year. The timing of commissioning is very short, so we have very little time. Already, these projects are actively working. "

    https://aviation21.ru/odk-ispytaet-gazogenerator-dvigatelya-pd-35-v-sentyabre-2021-goda/

    In the future, on the basis of the PD-35, it is planned to create a family of aircraft engines of various thrust up to 50 tons. The start of ground tests of the engine is scheduled for mid-2023. The start of flight tests at the flying laboratory is scheduled for 2025. The type certificate for the PD-35 is planned to be received in 2027.

    In 2016, Alexander Inozemtsev reported that the total investment in the PD-35 project is 180 billion rubles. Serial production of the engine should be launched in 2028.

    https://aviation21.ru/na-odk-aviadvigatel-projdyot-rekonstrukciya-dlya-izgotovleniya-opytnoj-partii-dvigatelej-pd-35/

    To implement the program for creating a promising high-thrust engine PD-35, it is required to create an assembly and test station at the Novye Lyady site. According to the tender documentation, the construction period of the station is 2021-2024. The technology being created and the necessary tooling, equipment and tools for assembling/disassembling PD-35 engines and gas generators should be designed for at least the production of an experimental batch of engines in the amount of 19 pieces, starting from 2022 to 2027 inclusive.
    ...
    “The layout of the premises should correspond to the full cycle of work on the assembly and disassembly of gas turbine engines for aviation and ground use, including PS-90A, PD-14 and PD-35, taking into account the prospect of assembling the PD-50 engine, as well as their components, assemblies and components”, − specified in the terms of reference for the construction of the facility.

    Then they had to backpedal and change the plan from using the enclosed test facilities, which seemingly won't be built anymore, to temporary open air facilities to be able to test the full engine.

    https://aviation21.ru/razrabotka-trdd-pd-35-budet-zaviset-ot-rabot-po-samolyotu-cr929/

    “In the coming years, we will make a demonstrator engine and test it to understand where we are, how difficult and how long it will be fine-tuned. We will do it no matter what the circumstances. I think that in 2024 we will test it,” said Alexander Inozemtsev.

    Also, according to him, the reconstruction of the PD-35 test bench will begin at the testing station in Froli. “We will build a temporary open stand there to test the main characteristics of the PD-35 demonstrator engine. And then, depending on the result, we will plan further fine-tuning. We will involve private small high-tech enterprises in this work. And, I hope, by the end of 2024 it will become clear to us how close we are to the necessary characteristics,” said Alexander Inozemtsev.

    He noted that the PD-35 gas generator had already been tested , and the convergence of experimental and calculated data turned out to be much higher than that of the first PD-14 gas generator at one time. The characteristics obtained are very close to the design values, and UEC-Aviadvigatel hopes that the engine as a whole will show characteristics close to those that will ensure its competitiveness in the long-haul aviation market.

    I assume this is the old open air test stand they will convert to test the PD-35:

    Russian Civil Aviation: News #5 - Page 10 Image62

    The fact is, even if you had the PD-35 engine available right now, it is not like there is an aircraft to put the engine into. Well, maybe it could be put into an An-124, but it is kind of overpowered for that purpose, and whole new An-124s have not been produced for quite a long time.

    What I think they should have done, is that since there is no aircraft to put the engine into, they should just convert the PD-35 design they have into either a power generation unit, for gas pumping, naval propulsion or all the above. I know UEC Saturn has a 40 MW test stand for naval engines for example. If they actually put the engine into production and use, even if it was not for aviation, it would likely radically speed up the introduction of the aero engine into production when it became necessary.

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    Post  Kiko Tue Jun 20, 2023 1:25 pm

    SSJ New liners with Russian engines to be tested in autumn, 06.20.2023.
     
    The PD-8 engine will replace the Russian-French SaM-146 currently in use.

    ST. PETERSBURG, June 20. /TASS/. The United Aircraft Corporation plans to start testing the SSJ New jet liners with Russian-designed and made PD-8 engines in autumn, Yury Slyusar, the UAC CEO, told TASS in an interview on the sidelines of this year’s St. Petersburg International Economic Forum. The UAC is already starting to receive the engines for their subsequent installation on the aircraft. The PD-8 will replace the Russian-French SaM-146 engine currently in use.

    "We have approached the final stage of preparations for the first flight, namely the handover of the aircraft to the flight test station. Russian systems are already installed on this aircraft, but the PD-8 engine is still being tested in parallel on the flying laboratory. We are just beginning to get Russian engines to be installed on the second prototype. We will start the flights with the French engine. The second aircraft, which will begin to be tested in the autumn, will be equipped with Russian engines," he said.

    At the beginning of June Rostec announced that the first sample of the SSJ New airliner was handed over to the flight test station. The aircraft was also fueled for the first time and the specialists of Irkut Corporation (the aircraft manufacturer) commenced ground tests of the plane’s new systems.

    SSJ New profile

    The SSJ New - Russia’s latest generation short-range narrow-body aircraft - is a new version of the Sukhoi Superjet 100. The maximum substitution of previously imported components is its key feature. The project was initiated after the introduction of Western sanctions against Russia. Simultaneously with the import substitution of components, many processes will be improved, including those related to the reliability of systems, improved comfort, safety and airworthiness maintenance.

    https://tass.com/economy/1635281

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    Post  LMFS Wed Jun 21, 2023 11:04 am

    The full interview with Slyusar touches several interesting topics:

    General Director of UAC Slyusar: SSJ New tests with Russian engines will begin in the fall

    Russian import-independent Superjet 100 and MS-21 aircraft will soon begin to replenish the fleets of domestic airlines. Yuri Slyusar, General Director of the United Aircraft Corporation, told TASS in an interview at SPIEF 2023 about when the updated Superjet will make its first flight, how many aircraft are planned to be delivered next year, and what the new Tu-214 will be like.

    — Shortly before SPIEF, it became known that the newSuperjetsoon fly with French-Russian SaM146 engines. Perhaps there are already more accurate dates?

    — I wouldn't give exact dates yet. We have reached the final stage of preparing for the first flight, namely, the transfer of the aircraft to the flight test station. This means that the aircraft is fully assembled.

    The aircraft begins preparing for the first flight already according to the flight test station procedure. Russian systems are already installed on this aircraft, but the PD-8 engine is being tested in parallel at a flying laboratory. We are just starting to receive Russian engines for installation on the second prototype. Therefore, we will start our flights with a French engine for now. The second aircraft, which we will start testing in the fall, will be powered by Russian engines. We need to ensure that we receive an addendum to the type certificate in a very short time.

    — What is the current situation with the maintenance of the SaM146 engine? The French are gone, probably, it became more difficult to serve it.

    — First of all, our colleagues from the UEC are working on this. The total fleet of intensively flying aircraft is one and a half hundred cars, which are intensively flying (Red Wings and Azimut are among the leaders in terms of flight volume on the Superjet, indicators in different periods reach 350 hours a month, almost 12 hours a day). And at the same time, the serviceability of the engines can be maintained. Despite the abrupt termination of relations with the French and the termination of deliveries, the joint efforts of a number of companies — our partners and colleagues-managed to establish the production of the most frequently worn spare parts and their installation.

    — About the abrupt departure of the French. There is an example of Russian Railways suing Siemens because the latter failed to fulfill its contractual obligations. Most likely, Snecma also failed to fulfill its contractual obligations. Do you plan to demand a penalty from them through the court?

    — We still have advances for which we did not receive the products. We still have unprocessed services, which are also paid for, which did not come here. We still have technical support obligations that were not fulfilled. Over the years, a whole system of relationships based on a contractual basis has been formed. Of course, we have launched all the legal procedures that are provided for by law.

    Unfortunately, there is little hope that they will give us any results — this is a common practice of the sanctions war when we break off cooperation with Western companies and with states in general. But nevertheless, we have started all legal procedures.

    — So these are lawsuits in court, and most likely not in the Russian one?

    "Not in the Russian one. We try to defend our legitimate interests in all available ways.

    - Returning to the current projects of the UAC, the Tu-214 aircraft, what is the current stage of the project?

    — Here we have two processes. The first is to increase serial production. Before that, we made one or two planes a year in the interests of special customers. Now we need to reach 10, and then 20 aircraft per year.

    Therefore, there is a lot of work ahead, a whole program of technical re-equipment, expanding technological bottlenecks in the enterprise, in equipment, in hiring personnel and in working with cooperatives. So for the Tu-214, for the Kazan plant, this is such a serious amount, of course, taking into account the fact that the plant is still a strategic aircraft.

    There are still some individual items that need to be replaced with domestic analogues. The Tu-214 has a small list of them, but some individual items managed to appear during production. This is, for example, part of the interior equipment. Our goal is to reach ten aircraft a year by 2025.

    — Does it mean any new version of the Tu-214?

    — This is a series of certain changes that will occur in the appearance. Plus, we want to get a certain improvement in the functionality of certain systems. Globally, the process of deep modernization of the Tu-214,with the creation of a shorter version and a version with an increased flight range, with the implementation of new navigation modes, and the transition to, relatively speaking, the next generation of Tu-214 aircraft is a separate topic. No decision has been made yet. But we are working on it, forming proposals. We hope that we will be able to get support here and start this process.

    — Will you make a separate brand for this upgraded aircraft? I just remember that we periodically want to update the brand of our entire aircraft line.

    — We have no such plans for Tupolev.

    — As for MS-21. The volume of deliveries in 2024 is still planned in the amount of six aircraft?

    — Our task now is to get the main systems developed, manufactured, and tested from our colleagues from the cooperative, and install them on the aircraft. By the end of the year, we must ensure the first flight of a fully Russian MS-21 aircraft with a PD-14 engine, with all Russian systems, in the form in which we will certify. And then, during 2024, conduct a test program on three prototype aircraft. By the end of 2024, we must transfer six aircraft to the customer.

    — Recently, Manturov announced that a new wide-body aircraft will be created in Russia, and spoke about the promising development of TsAGI. Do UAC have the resources to create promising developments right now — after all, you are facing a huge set of problems and tasks that need to be solved?

    — Our colleagues from TsAGI and the Zhukovsky Research Center are working on the aircraft of the future, based on the scientific groundwork that they are creating. Our design engineers are also constantly working to improve existing products and new concepts. If we talk about the wide-body aircraft, then, of course, Denis Valentinovich also mentioned this, the project to modernize the Il-96 aircraft, it remains on our agenda. The IL-96-400M aircraft is currently being prepared for its first flight. This will take place, I think, in the near future. The Il-96 aircraft, I am sure, has not yet said its word. In its upgraded form, this is quite an interesting car. We continue to negotiate with the airlines. So far, we can't boast of specific contracts, but work is underway in this direction. As for creating a version with the possibility of re-engining, we are considering these options

    But I would like to say that we are also considering a long-haul narrow-body aircraft, a kind of conditional analogue of the A321 XLR, in order to be able to fly almost non-stop from Moscow to Vladivostok. This, on the one hand, solves the issue of transport connectivity, and on the other hand, it does not require creating a product completely from scratch.

    — I understood correctly, there is an Il-96-400M, but the idea of a twin-engine version of the Il-96 based on the PD-35 has not been removed from the agenda separately. And along with this, most likely, a certain version of the MS-21 is being worked out, which will be… So the MS can get a long-haul version?
    - yes.  

    https://tass.ru/interviews/18062221

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    Post  kvs Wed Jun 21, 2023 2:20 pm

    Rodion_Romanovic wrote:
    kvs wrote:The 2 year delay in the PD-35 is stupid.  If they need the capacity to produce other engines, then spend the money.   Engaging in
    shuffling of resources in the current context has no excuse.


    It is not just a matter of money.

    Sometimes you do not have enough people with the right competencies and experience to run all the projects at the same time.
    So instead of repeating similar mistakes all the time you want first finish one of the previous programs.


    No, you hire new people. Russia trains enough engineers and technicians for the job. If this was a personnel bottleneck
    then we would hear all about it. Instead it is a money issue and the Russian government and associated industry is infested
    with enough monetarist maggots (of the Kudrin variety) that everything is about money.

    So talk of finishing other programs is exactly zero sum BS.

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    Post  kvs Wed Jun 21, 2023 2:26 pm

    Hiring western companies to build critical infrastructure is evidence of 5th column activity. Funny how crucial projects such as the PD-35
    are f*cked over by nonsense such as lack of a test stand ready on time. Building a f*cking test stand is not like building an SHLV. Did
    they also contract the computers from western makers for this job? I bet so.

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    Post  GarryB Thu Jun 22, 2023 5:12 am

    Well those bridges have been fully burned and from the western end, so Russia knows exactly what is happening.

    The lawsuits and legal action over breaking contracts and keeping funds already paid should be enough to make Russia want to avoid contacts and contracts with such countries and companies again but we will see.

    As I keep saying this conflict means death to so many people but the sooner it is over the sooner people will forget and try to do business as normal... and that should never happen.

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    Post  Broski Fri Jun 23, 2023 1:19 am

    GarryB wrote:As I keep saying this conflict means death to so many people but the sooner it is over the sooner people will forget and try to do business as normal... and that should never happen.
    The really sad thing is that the longer the conflict in Ukraine lasts, the more it benefits Russia even though Russia is the only one who sought to prevent this war and gave the Ukraine a potential out in April, both olive branches rejected.

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    Post  Firebird Mon Jun 26, 2023 9:26 am

    https://www.rt.com/business/578523-russia-domestic-workhorse-airplane/

    Talk about big increase in Tu-214 production for civil use.
    This is a bit confusing.
    Surely the MS-21 larger variants would replace this for non mil use?
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    Post  lancelot Mon Jun 26, 2023 9:33 am

    The talk is that it will take time to ramp up MC-21 production so they will produce the Tu-214 in the meantime.
    I also agree that it seems like a bad idea to ramp up Tu-214 production so much. The truth is a lot of the time the components for both Tu-214 and MC-21 are made at the exact same suppliers. So if you allocate production for Tu-214, you are stealing from production which could have gone into MC-21. One example is the PS-90 engine which is still assembled at the same facilities in Perm as the PD-14. There are other examples like the APUs which are both made by Aerosila.

    Maybe they have expectations of delays where the MC-21 won't be able to be delivered by 2024.

    Moving more workers into the Tu-214 program also has other risks I did not discuss before. The same corporation which makes the Tu-214 (KAPO at Kazan) also makes the Tu-160M and PAK DA. If they increase production of the civilian airliner program it might require taking line workers out of the military side of things. Which will slow down the bomber programs.

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    Post  Kiko Mon Jun 26, 2023 11:34 am

    From Roman Wyrzykowski's blog:
     
    It was decided to allocate 41.8 billion rubles to expand the production of Tu-214, 06.26.2023.

    The tasks of financing the scaling up of production of the Tu-214 aircraft will be solved, Russian Prime Minister Mikhail Mishustin said during a working trip to the Kazan Aviation Plant named after S.P. Gorbunov (a branch of Tupolev PJSC). It is reported by TASS.

    “The decision that was made was made the day before: this is the allocation of 41.8 billion rubles from the National Welfare Fund for this project. This is the technological equipment of production - up to 27.4 billion rubles, this is the construction and reconstruction of warehouses - this is 22 billion rubles, 10 billion [rubles] - after-sales support, including the purchase of simulators, the production capacity of the plant.

    Further funds that are needed for this, that is, about another 42 billion [rubles] - these can be bonded loans of the Rostec State Corporation , which can be issued for up to 15 years with a coupon yield of approximately 1.5% per annum to finance the project. And at the moment, I think we will solve this problem. We expect 20 ships from you annually.”

    The prime minister added that Russia needs to produce more domestic medium-haul Tu-214 aircraft than is currently planned.

    “The Tu-214 serial production project is very important. Because starting from 2025 we have to produce 10 liners a year, but the demand for such equipment is now much higher. Based on what we saw and heard today, I expect the Kazan [Aviation] Plant to cope with a large volume. Let's work together to make it happen."

    "We are waiting for you to produce 20 liners annually."

    https://sdelanounas.ru/blogs/152343/

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    Post  GarryB Mon Jun 26, 2023 11:56 am

    The Tu-214 is not a bad aircraft and would be an excellent replacement for a lot of in use military aircraft too... with modern engines it is a very good aircraft.

    It should be much easier to get it into serial production as it has been in production for a number of years now... albeit low rate production...

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    Post  Rodion_Romanovic Mon Jun 26, 2023 12:20 pm

    GarryB wrote:The Tu-214 is not a bad aircraft and would be an excellent replacement for a lot of in use military aircraft too... with modern engines it is a very good aircraft.

    It should be much easier to get it into serial production as it has been in production for a number of years now... albeit low rate production...

    Well, for sure Russian civil airlines will have a use for them until at least 2030, while the production of MC-21 ramps up. The larger (an long ranged) variants of MC-21 will not happen before at least a few years from now, so there is still a niche to be covered, especially if they make a Tu-214 which can fly non stop Moscow to Vladivostok.

    After 2035 (or when they have enough planes of the new generation), they can see if is worth to convert some of the retired former airliner to military use (special role, or even conversion into AeW platform and /or marine patrol aircraft) and /or to sell them to poorer countries (especially in Africa).

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    Post  lancelot Mon Jun 26, 2023 12:30 pm

    Rodion_Romanovic wrote:Well, for sure Russian civil airlines will have a use for them until at least 2030, while the production of MC-21 ramps up. The larger (an long ranged) variants of MC-21 will not happen before at least a few years from now, so there is still a niche to be covered, especially if they make a Tu-214 which can fly non stop Moscow to Vladivostok.
    I do not get these claims of long range with the Tu-214. At least the data on Wikipedia claims the Tu-214 has way shorter range than the MC-21. The Tu-214 has more fuel, but it is heavier and the engines are less efficient. Both carry roughly same amount of passengers and payload.

    It is not like any aircraft they produce extra will be useless since they can always be converted into government uses later. But I question the wisdom on making so many if the MC-21 can indeed be produced.
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    Post  Gazputin Mon Jun 26, 2023 1:53 pm

    re - Tu-214
    The way it reads to me is they intend to use TU-214s on international flights whilst the MC-21 fully proves itself on domestic routes only.
    Which makes sense - the last thing you would want is a new jet having teething problems OS

    MS-21-300LR
    I think "up to 12,000 kms" is a bit optimistic ....
    more like 9,000 ...

    Yuri Slyusar also shared that in parallel with this, the UAC is working on a long-haul version of the MS-21 aircraft.

    "The MS-21 long-haul narrow-body aircraft, a kind of conditionally analogue of the A321 XLR, will have the possibility of an almost non-stop flight from Moscow to Vladivostok. This, on the one hand, solves the issue of transport connectivity, and on the other hand, it will not require the creation of a product completely from scratch, "said the head of the UAC.
    That is, with a high degree of probability, we are talking about a promising version of the MS-21-300LR with an increased flight range of up to 12 thousand km, which was previously announced in the UAC.

    According to the previously announced characteristics, the MS-21-300LR will receive bypass turbofan engines with a geared fan drive PD-14M.

    In addition to the appearance of the gearbox, in contrast to the basic version of the PD-14 engine, the thrust of the upgraded PD-14M reduction power plant will be increased from 14 to 15,6 tons.

    It is also known that the MC-21-300LR aircraft will receive additional fuel tanks in the rear of the fuselage and reinforced landing gear, designed for increased maximum take-off weight. The rest of the MC-21-300LR aircraft will be identical to the basic version.

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    Post  GarryB Tue Jun 27, 2023 7:00 am

    I think it is simply a case that the Tu-214 is ready to go and they can ramp up production, they likely have already taken the necessary steps to do so.

    When you have it in production and you can expand production to help meet current and projected needs then it makes sense to do so.

    Putting it into production also means there will be an aircraft base for which the military can start seriously looking at Tu-330s which would be very useful too and as it has been described as having 70% component commonality it would be useful to have both airliners and Tu-330 transport planes put into military service which would probably make them more interesting to foreign military as a family of aircraft with shared parts and components and engines that can be used for VIP and ELINT and even inflight refuelling and AWACS or JSTARS type roles, plus a dedicated transport type that could be used for cargo or fighting fires or inflight refuelling with dedicated modules for each role.

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    Post  LMFS Sat Jul 01, 2023 4:54 pm

    PJSC "UAC"
    "Black" wing of the MS-21 ✈

    The use of composite material for manufacturing the MS-21 wing gives a significant gain in several parameters at once, including the total cost of the airliner.

    💬 "It was a comprehensive approach, the effect was calculated in many parameters at once," says Technical Director – Director of the Department of Production System Development and Quality Management of UAC Yuri Tarasov. – After studying the full range of existing technologies, stages of mathematical modeling and full-scale testing of structural elements, obtaining expert assessments of institutes, and economic calculations, the final choice was made in favor of a carbon-fiber wing manufactured by vacuum infusion, without the use of autoclaves."

    Composite materials have better specific characteristics compared to aluminum. Theoretically, the use of composites instead of metals leads to a reduction in weight by 15%. "Composite" liners also have operational advantages. Metal planes are prone to fatigue, so they are designed for a certain number of cycles. Composite materials are much more resistant to alternating loads, corrosion is not dangerous to them, so they are more durable than metals.

    However, it is not a single weight. The use of carbon fiber allowed us to produce a wing for the MS-21, which has a greater elongation and a thin profile. With thickness, everything is simple: the thinner the wing, the lower the aerodynamic drag. But wing elongation – the ratio of the wingspan to its width-affects another component of drag-the inductive drag created by a vortex breaking off from the end of the wing. This type of drag makes a significant contribution when flying at low speed. If the wing of an airplane were infinite, then there would be no inductive resistance. But this is the perfect case. In real life, they fight with inductive resistance, either by installing vertical wingtips (all kinds of winglets, sharklets and "sabers"), or by increasing the length of the wing.

    The lengthening of the aluminum wing on airliners of previous generations was in the region of 8-9.

    💬 "It was impossible to make the wing longer, because aluminum is a soft metal. So that the wing from it does not bend under the influence of flight loads, it would be necessary to increase the thickness, " explains Yuri Tarasov. – Such an aluminum wing would be so thick that its aerodynamic drag would eat up all the gains from the large elongation. But carbon fiber is a more rigid material. Therefore, wings made of it can have an elongation of 10, 11, and even more."

    For the MS-21 carbon fiber wing, an elongation of 11.5 was achieved. Only due to this, the aerodynamic quality increased by 5-6 %. In general, the composite wing of large elongation with a thin profile will allow the MS-21 to reduce fuel consumption by up to 8 % compared to existing analogues. During its life cycle (about 20 thousand hours), a medium-haul aircraft with a "classic" aluminum wing burns 140 thousand tons of fuel. Only at the expense of the "black wing" on each MS-21 it will be possible to save more than 11 thousand tons of fuel for the same flight time! This figure will be a serious argument when comparing the MS-21 with its metal odnoklassniki.

    The future belongs to "black" wings, Russian aircraft designers are sure. ©

    https://t.me/s/uac_ru

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    Post  GarryB Sun Jul 02, 2023 6:31 am

    The use of composite material for manufacturing the MS-21 wing gives a significant gain in several parameters at once, including the total cost of the airliner.

    That is interesting because it suggests that the cost of a composite wing is less than an aluminium wing.

    Later in the article it mentions the composite materials can make a thinner longer wing which is aerodynamically better which will save money, but that first comment makes it sound like the composite wing is also actually cheaper to make, while an equivalent aluminium wing would be impossible to make.

    This sounds rather interesting and as they make more and more composite wings perhaps they will get to the point where they can make composite wings for existing aircraft to improve their performance.

    I seem to remember they had an upgrade for the Yak-40 where the wings were replaced with composites and the performance improvement was radical.

    The Yak-40 has its engines in and around its tail, but an aircraft like a Tu-214 could get new engines to improve performance but also a new wing to go with that which might make them considerably better performing too.

    And once you design the new wing I would think producing new wings wont be that difficult or expensive.... probably cheaper than the new engines, and as an airliner they could probably cover the costs in a years service or less.

    The problem for the Russian civil aviation sector is that the civilian sector had largely abandoned them because it was cheaper to lease western aircraft.

    The shipping industry pretty much had the same problem, hiring existing western shipping companies with western insurance was just easier and cheaper than setting up their own fleet so the airline production capacity and civilian shipping fleet production capacity suffered in Russia where military purchases were pretty much what was keeping these companies going... those producing aircraft and ships.

    Well this conflict has really turned things around and aircraft producers and shipyards have an enormous backlog of work and will be trying to upgrade and upskill in new technologies...

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