Russian Civil Aviation: News #5

flamming_python wrote:If Putin is talking about how Baikal aircraft development has to be sped up, then it clearly is a priority project

And the need for a new model with all-Russian components, including the engine, was obvious already back in 2014

They wasted a lot of time with all these redesigns and modernizations that rely on the same Western powerplants

The first prototype flew as early as May 13, 1980, but because of a lack of official interest in the project, work proceeded very slowly. Flight testing was not complete until 1991. It is one of the few turbine-powered biplane designs to date. The An-3T received its Type Certificate on 31 August 2000. Supplements to the Type Certificate included version with ski landing gear and an agricultural version

The engine is of an "inverted" design (in the front part of the power plant behind the reduction gear with the tractor propeller there is a turbine with an exhaust device, and the compressor with the inlet device is located in the rear part of the power plant) of a modular design, consisting of modules:

- Gas generator (8-stage axial-centrifugal compressor, combustion chamber with a rotating nozzle, 2-stage axial turbine);

- Free turbine (2-stage axial);

- Reduction gear (2-stage, one stage planetary);

- Aircraft accessory box;

- Gas generator accessory box;

- Starter box (starter-generator);

- Exhaust pipe.

lancelot wrote:I will believe in those deadlines once they have a working VK-800 engine certified and in serial production.

The VK-800SM engine is becoming a key engine for regional turboprop aircraft
25.05.2024

The history of the VK-800SM turboprop engine originates from the VK-800V helicopter engine project developed by the St. Petersburg enterprise FSUE "V. Ya. Klimov Plant". The power plant was supposed to replace the turboshaft enginePW-207K, which Ansat helicopters were equipped with until 2022.

During the period from 2003 to 2007, a full set of documentation was developed at Klimov for the VK-800V, a draft design was released, and a prototype engine was manufactured and successfully passed bench tests.

Since 2008, work on the power plant has been carried out on an initiative basis at the expense of the enterprise's own funds. It can be said that over the next ten years, the development of the engine was practically curtailed, and it was decided to adapt the VK-650 for the Ansat . In fact,working on a new version– VK-800SM for the LMS-901 Baikal aircraft began at the turn of 2018-2019.

The decision to implement the VK-800S project was made in the spring of 2018. UZGA worked on the engine for the LMS-901 together with the Scientific and Production Center "Blades. Compressors. Turbines" LLC. On the part of UZGA, the VK-800SM (modernized VK-800S) was developed by specialists from its St. Petersburg engine division, the backbone of which was the former team of the Pratt & Whitney Russia (PWRus) branch, closed in 2014 by overseas sanctioners. Having analyzed the design documentation for the VK-800S, the design engineers came to the conclusion that the engine for the Baikal aircraft required a complete redesign, which was done in the shortest possible time.

In September 2019, CIAM approved the preliminary design for the use of the VK-800SM engine as an aircraft power plant with a recommendation to develop both twin-engine and single-engine versions of the LMS-901. In the same month, the technical documentation for the VK-800SM engine for adaptation to the Baikal was transferred to UZGA.

The VK-800SM is designed according to a scheme traditional for engines of this size: a compressor with one highly loaded, highly efficient centrifugal stage and a single-stage turbine. The free turbine is made two-stage.

As the magazine “Wings of the Motherland” writes (pdf, p. 73), a distinctive feature is the use of a film-cooled combustion chamber in the VK-800SM design, which reduces the consumption of cooling air and significantly increases the efficiency of the engine. Modern technologies for casting turbine blades using heat-resistant alloys will contribute to improving the resource characteristics. The closest attention is paid to the reliability of the engine, given its use as part of the power plant of the single-engine LMS-901 "Baikal".

At the end of 2022, UZGA delivered the first prototype of the VK-800SM to the CIAM stand. From January 15 to March 17, 2023, as part of the experimental design work, the autonomous installation of the engine combustion chamber successfully passed bench tests. The tests were conducted to confirm the calculated parameters of the combustion chamber operation and check its ignition in the entire range of operating altitudes. The results obtained during the tests showed a significant excess of the launch altitude relative to the technical specifications. Reliable ignition of the combustion chamber at altitudes of up to 8,000 m was confirmed. During the tests of the gas generator on the stand, UZGA and CIAM specialists performed more than 100 starts with ignition checks from one spark plug and reduced network voltage. All of them were successful.

The VK-800SM was planned to be transferred for flight tests as part of the Yak-40LL flying laboratory to SibNIA at the end of 2023. The first flight of the Baikal aircraft with the new engine is scheduled for the third quarter of 2024, and the completion of the VK-800SM certification is scheduled for the end of this year. However, there have been no reports of the start of flight tests from either Novosibirsk or Yekaterinburg, which may indicate that the certification dates for both the engine and the Baikal aircraft will be shifted, as will the start of serial production of the aircraft.

In addition to the LMS-901 Baikal, the VK-800SM engine is expected to be used in the joint Russian-Belarusian aircraft LMS-192 Osvey and the UTS-800 training aircraft , which makes this power plant key for the further development of both small aircraft for regional air transportation and for a promising training aircraft.

Andrey Velichko
for the website "Aviation of Russia"

What I do not understand is why there were so many versions relying on the old Garret (now Honeywell) TPE-331 engine since the An-3 was certified on an turboprop engine produced in Omsk.

The first prototype flew as early as May 13, 1980, but because of a lack of official interest in the project, work proceeded very slowly.

Of course they could also have done a turboprop (aircraft engine) version of the VK-650 but it would be underpowered for the target aircraft and a more powerful derivative would have needed additional modification and work, quite redundant since a lot of preliminary work had been done already on the VK-800.

Possibly next step would be a turboprop derivative of the VK-1600V turboshaft (max takeoff rating 1400 hp), or possibly a brand new engine in the power range between the VK-800 and the VK-1600 (so something optimised for 1000/1200 hp at max takeoff).

While they wait for a new Klimov engine in that power range (which is currently not the priority), I do not understand while they try to reverse engineer the Honeywell TPE-331 instead or putting back in production the Omsk TVD-10 and TVD-20 turboprops.

They wasted a lot of time with all these redesigns and modernizations that rely on the same Western powerplants.

S7 Tango training aircraft makes first flight
23.09.2024, 16:24

https://aviation21.ru/wp-content/uploads/2024/09/s7-tango-training-aircraft_1.jpg

On September 21, 2024, the first flight of the demonstrator of the Tango training aircraft, developed by S7 Group, took place at the S7 Aero training center at the Torbeevo airfield in the Moscow region. The aircraft was piloted by Vladimir Barsuk, a 1st class test pilot and instructor, director of the S.A. Chaplygin Siberian Research Institute of Aviation (SibNIA). About thisreportedin the press service of S7 Airlines.

"After taking off from the runway and gaining altitude, the aircraft passed over the airfield several times. The first flight program included checking the operation of the engines, rudders, as well as assessing stability and controllability. The flight program was completed, Tango landed successfully and taxied to the parking lot," the company said.

The S7 Tango is a four-seat all-composite light-engine training aircraft designed for the initial training of civil aviation pilots, as well as for private passenger transportation. The cabin accommodates an instructor and a trainee or a commander and a co-pilot, and two passengers. Development of the aircraft began in the spring of 2023 and is being carried out at the S7 technical base in Torbeevo.

The power plant is a 6-cylinder UL520is engine from the Belgian company ULPower Aero Engines with a volume of 5.2 liters, developing a power of 200 horsepower. In parallel with the development of the aircraft, S7 Group is designing its own piston engine of similar power to replace the imported one. Its prototype is currently undergoing testing, the company explained.

The declared flight range of the S7 Tango is 1,100 km, takeoff weight is 1,150 kg, wingspan is 12 m, the length of the aircraft is 8.2 m, flight speed is 245 km/h, the landing gear is non-retractable. The aircraft requires a distance of 550 m for takeoff and landing.

In addition to the S7 Tango training aircraft, two more aircraft for initial training of flight personnel are being developed in Russia: the piston Yak-152 (PAO Yakovlev) and the turboprop UTS-800 (UZGA). Both aircraft are equipped with imported engines: the Yak-152 with the German RED A03T V12, and the UTS-800 with the American General Electric H80. Thus, in order for all three training aircraft to have prospects for serial production, they require engine import substitution.

The power plant is a 6-cylinder UL520is engine from the Belgian company ULPower Aero Engines with a volume of 5.2 liters, developing a power of 200 horsepower. In parallel with the development of the aircraft, S7 Group is designing its own piston engine of similar power to replace the imported one. Its prototype is currently undergoing testing, the company explained.

The power plant is a 6-cylinder UL520is engine from the Belgian company ULPower Aero Engines with a volume of 5.2 liters, developing a power of 200 horsepower. In parallel with the development of the aircraft, S7 Group is designing its own piston engine of similar power to replace the imported one. Its prototype is currently undergoing testing, the company explained.

GarryB wrote:5.2 litres generating 200hp?

Just been watching some old Top Gear episodes where Jeremy Clarkson is abusing the Americans for the tiny amount of hp they get from their (car) engines...

I hope they are working with other Russian engine makers to make sure they develop and produce a good engine... I would think there would be a few car and truck enignes in the 200hp range that could be adapted for the job with reduced weight and high reliability, but simple and cheap to operate and maintain.

The 6 cylinder engines can power larger experimental and kit-planes (non-certified planes) that are typically powered by Lycoming and Lycoming clones in the O320-O360 range

flamming_python wrote:Oh that's nice, make a new aircraft design around an engine produced by the enemy

Again

Plankton feeders

flamming_python wrote:Oh that's nice, make a new aircraft design around an engine produced by the enemy

Again



Plankton feeders

flamming_python wrote:Oh that's nice, make a new aircraft design around an engine produced by the enemy

Again



Plankton feeders

Rodion_Romanovic wrote:I do not understand your point. It is said that they are developing new engines. In the meanwhile it is a good thing that they start testing the aircraft.

At least that American engine is more similar to the dimension that the new engine will havez than the 10 litres Vedeneyev M14P radial engine, which is the only aircraft piston engine which has been produced in Russia.

What should have they done? Stop all development until an engine appears?

CIAM has successfully completed the development of a technical project for a promising 150-horsepower aircraft engine

The Central Institute of Aviation Engine Building named after P.I. Baranov (CIAM, part of the Research Center "Institute named after N.E. Zhukovsky") has successfully completed the development stage of the technical design of the aviation rotary piston engine RPD-150T in the class of 150 hp.

The engine is being developed by CIAM within the framework of the ROC by order of the Ministry of Industry and Trade of the Russian Federation. The RPD-150T is designed to replace foreign-made engines on manned and unmanned aerial vehicles.

In December 2021, an interdepartmental commission consisting of specialists from the Ministry of Industry and Trade of Russia, specialized institutes and industry enterprises reviewed the results of the OCD stage. Experts noted that the materials give a complete picture of the aircraft engine design and fundamental technological solutions for its manufacture in industrial conditions. Also, the materials comply with regulatory and technical documents on the formation of the operational and technical appearance and organization of maintenance and repair.

The main task of the next stage will be the development of working design documentation for the manufacture of prototypes of the engine. The ROC is scheduled to be completed in 2024.

"Army-2020”: piston aircraft engines and turbojet engines at the UZGA stand
25.08.2020
A number of piston engines created in cooperation with CIAM, NAMI and other enterprises are presented. Rotary piston RPD-100T and RPD-150T, gasoline APD-500 based on EMP "Kortezh" and APD-80.

APD-500

The APD-500 is an eight-cylinder, geared, V-shaped, liquid-cooled gasoline demonstrator engine based on the V8 automobile engine of the Unified Modular Platform "Cortege". At first glance, it seems not entirely logical why, having set a course for obtaining a completely Russian APD, instead of one engine of German origin (RED A03, RED aircraft GmbH ), another ("almost Russian") is now being promoted. Indeed, the basic V8 was essentially developed by Porsche Engineering with the participation of FSUE "NAMI". However, given the "complete localization" of its production in Russia, this option, according to the developers, is more preferable. In an interview in 2018, CIAM General Director Mikhail Gordin said that "Cortege" was taken as a basis because it is "the most modern automobile engine that Russia has", "the production of almost all of its components has been mastered in Russia", and "it is unrealistic to quickly reproduce all the components of a foreign engine like RED here". According to the Minister of Industry and Trade of Russia Denis Manturov, “at the present time, due to the lack of domestic APDs, import dependence remains, and one of the ways to saturate the market in a short time (3-5 years) is to adapt modern domestic automobile engines for aviation, including the use of their components, units and systems.”(...)

RPD-100T and RPD-150T

In addition to V-shaped and opposite internal combustion engines, FSUE CIAM is promoting two projects of rotary piston engines with a capacity of 100–150 hp – RPD-100T and RPD-150T.

In 2020, CIAM successfully completed the Hybrid project, commissioned by FPI, within the framework of which a supercharged module was created that allows the development of 1-, 2- and 3-section RPDs with a capacity of 50 to 350 hp (in the future - up to 500 hp), with a significant share of unification of parts and components, the possibility of adaptation to the control systems of various aircraft.

One of the presented engines RPD-100T is a demonstration single-section (base) rotary piston engine with turbocharging with a capacity of 100 hp, has a working volume of 654 cm3 . It is created to test promising design and technological solutions - primarily such as the use of parts made of ceramic materials, wear-resistant coatings, highly efficient lubrication and cooling systems. The RPD-100T will be able to operate as part of an aircraft at altitudes of up to 10,000 m due to the use of a special turbocharging system. The RPD has a low specific gravity (0.60 kg/hp) and small dimensions, a long service life (at least 3000 hours), reliability and maintainability, and a low vibration level. The RPD characteristics have been confirmed during tests on stands and in a thermal pressure chamber.

The more powerful RPD-150T rotary piston engine produces 150 hp. This is a two-section water-cooled gasoline engine with a small working chamber volume (386 cc per section) and equipped with a turbocharging system, designed to replace Rotax 912, 914 and 915 (Austria) aircraft engines on board aircraft. In February 2019, during tests at the CIAM stands, the operability of the demonstrator of an aircraft rotary piston engine manufactured using ceramic composite materials was confirmed. These works were carried out with the support of the Advanced Research Foundation. "To improve operational, economic and power indicators, interceramic and metal-ceramic matrix composite materials were used in the manufacture of the engine," the CIAM press release reported. It was planned to conduct tests in the thermal and pressure chamber of the UV-3K high-altitude climatic stand with a simulated flight altitude of up to 10,000 m.

According to the website of the Technology Platform , “at the end of 2020, it was planned to open the R&D project “Development of an aircraft RPD with a capacity of 150 hp” (RCD code “RPD-150T”) by order of the Ministry of Industry and Trade. The goal of the work is to ensure import substitution of the Rotax engine (Austria) from the propulsion system of the Orion UAV and the new UAV under development within the R&D code “Inohodets-RU” on the Russian-made aircraft RPD-150T, as well as for use in promising aircraft for various purposes”. The engine with a maximum power of up to 150 hp received the ability to increase it to 165 hp when creating modifications. Specific gravity – no more than 0.58 kg/hp, service life – no less than 3000 hours, altitude – up to 10000 m, operating range of ambient air temperatures from minus 60 to plus 50 ºС.

APD-80 and APD-200

There are three main projects in the plans for joint work between CIAM and UZGA. In addition to the priority topic of the 500-horsepower eight-cylinder APD-500, since 2019, R&D work on the " APD-80 " has been carried out on the basis of the existing demonstrator of an opposed four-cylinder engine by order of the Ministry of Industry and Trade, and it is planned to open R&D for the development of design documentation by UZGA, the construction of a prototype engine for testing, and then serial products. Structurally, the APD-80 is a four-cylinder gasoline opposed air-cooled engine with a capacity of 80 hp, which is a continuation of the APD-1400 project, which was developed at CIAM for several years. According to the head of CIAM, Mikhail Gordin, "such an engine will be needed for small aircraft and, above all, for drones."

The APD-80 should find application on existing Forpost-R type UAVs, manned and unmanned aircraft, and become an import substitute for the Australian Jabiry engine (for Forpost-R type UAVs, etc.). Certification of the engine is scheduled for December 2022, and the development of serial production is scheduled for 2023.

The third joint project is related to the creation of a four-cylinder opposite liquid-cooled diesel engine APD-200. Since the end of 2019, UZGA JSC, together with CIAM, has been conducting R&D in the interests of the Ministry of Industry and Trade of the Russian Federation to create this APD with a capacity of 200 hp (code "APD-200") for re-motorization (import substitution) of the Austrian AE-300 engine of DA-42 (DA42) aircraft assembled at UZGA. The APD-200 is equipped with a gearbox and systems that ensure compliance with AP-33 aviation rules. In addition to the DA42T aircraft, it can be used on light and agricultural aircraft, as well as on UAVs. It is planned to create a basic version for the subsequent design of various modifications. The working volume of the engine is 2200 cc. cm, maximum flight altitude is 6,000 m, assigned service life is 1,500 h. Engine certification is scheduled for December 2023, and serial production is scheduled to begin in 2024.

CIAM has substantiated the need to create a model range of aircraft piston engines with a capacity of 80, 100, 200, 350 and 500 hp with a certain degree of unification. In 2019, it was reported that "the stage of forming a line of such engines has already been completed and the standard size range has been agreed upon."

S7 Group is designing its own piston engine of similar power to replace the imported one. Its prototype is currently undergoing testing, the company explained.

Kiko wrote:Any news on the PD-35 development?

In theory the APD-200 mentioned at Army 2020 would be exactly the engine needed for the tango, it is to see if it is the same engine mentioned also by S7.

In theory the APD-200 mentioned at Army 2020 would be exactly the engine needed for the tango, it is to see if it is the same engine mentioned also by S7.

GarryB wrote:The makers of the engines should reach out to the makers of the planes and drones and helicopters and vehicles so they can all work together and not wastefully duplicate efforts and funds...

Rodion_Romanovic wrote:What should have they done? Stop all development until an engine appears?

flamming_python wrote:
Design an aircraft against an existing Russian engine, an existing Chinese engine, or around a prospective Russian engine which is not available yet but the design and specs of which are pretty fleshed out by now.

In parallel with the development of the aircraft, S7 Group is designing its own piston engine of similar power to replace the imported one. Its prototype is currently undergoing testing, the company explained.

Factory under construction
Russia plans to build 20 Tupolev Tu-214s per year

Russia plans to build more than 120 new Tupolev Tu-214s by the end of 2030. However, where the final assembly of these aircraft is to take place, the scenery is still dominated by mounds of dirt and a construction site atmosphere. At least one Tu-214 could still be finished this year.

Construction work at the SP Gorbunov aircraft plant in Kazan is in full swing. The large-scale "Program for the Construction and Reconstruction of Production Facilities" is to be fully completed by the end of 2026. In this way, the Russian state-owned aircraft construction consortium UAC wants to ensure that the Kremlin's current plan can still be fulfilled by the end of the decade. This plan envisages the construction of 115 to 120 new Tupolev Tu-214s in Kazan by the end of 2030 - with a gradual ramp-up of production, which was actually supposed to produce the first three Tu-214s in 2023 and seven in 2024.

Production rampant

To date, nothing of these ten new jets can be seen. Not a single Tu-214 has left the factory halls so far this year. In 2023, the Kazan aircraft plant, which in the past produced individual Tu-214s for the military at loose intervals, completed zero copies. For Konstantin Timofejew, head of the UAC subsidiary Tupolew, this only seems to be a cosmetic problem. In the medium term, "the construction of 20 Tu-214 aircraft per year will be ensured," Timofejew remains. According to the adjusted planning, a copy would have to leave the hall before the end of the year, followed by seven machines in 2025, 17 in 2026 – and even 28 annually from 2028.

Allegedly 15 Tu-214 under construction

It remains to be seen whether this really works. Some of the new production facilities have already been completed, emphasizes the Tupolev boss. These include a mechanical assembly workshop, a workshop for the production of welding components and assemblies, a laboratory building and an area for testing on-board systems and assemblies. In addition, according to Timofejew, 15 Tu-214 are currently in different stages of production, seven of them "in the active construction phase", which probably means the final assembly. By 2026, the aircraft plant wants to have completed its expansion and modernization work completely and thus "significantly shorten the production time of new aircraft", as stated in a UAC press release.

Factory hall in raw condition

To date, however, there is only one shell of the additional production hall, the heart of the extensions. The ceiling and wall surfaces of the hall are still largely undressed, construction vehicles shape the picture. There is also no hall floor yet, instead dirt and mounds as far as the eye can see. According to UAC, around 40 percent of the building itself should be finished. "The work on the construction of the main building structures is currently being completed and it is planned to close the heat cycle of the building by the end of the year," writes the Flugzeugbau-Holding. This is followed by the interior and the installation of the equipment necessary to assemble the Tupolews.

It remains an exciting question whether a newly built Tu-214 will actually be completed within the remaining three months to the end of the year. Photos from the old Kazan final assembly hall, who circulated on X in July this year, show a largely assembled copy. At least a roll-out before New Year's Eve seems to be possible.

Konstantin Timofeev: reconstruction of the KAZ will allow the production of 20 Tu-214 aircraft per year
09/25/2024

In order to increase the annual output of medium-range passenger aircraft Tu-214, the Kazan Aviation Plant named after S.P. Gorbunov is implementing a program of construction and reconstruction of production facilities. By 2026, the enterprise plans to fully complete the modernization, which will significantly increase the efficiency of production of civilian and military products. This was reported by the press service of the United Aircraft Corporation.

Integration into the production process of ongoing construction projects is part ofcomprehensive programdevelopment of the aviation industry, approved by the Government of the Russian Federation. The program provides for a significant increase in the serial production of Tu-214 aircraft. In 2024, KAZ should build one new aircraft, in 2025 - seven airliners, in 2026 - 17, and from 2028 reach a production rate of 28 aircraft per year.

"With the commissioning of all planned facilities, the enterprise will significantly reduce the production time. The machining center will house more than 120 machines. Another 15 facilities are in various stages of readiness, seven of which are already in the active construction phase. The new premises and equipment will allow us to begin serial production of civil aircraft and ensure the construction of 20 Tu-214 aircraft per year," noted Konstantin Timofeev, Managing Director of JSC Tupolev.

Work on technical re-equipment of the plant is carried out within the framework of state financing programs. Nine out of 24 planned facilities have already been put into operation on the territory of the KAZ. Among them are a mechanical assembly shop, a shop for the production of welded units and assemblies, a bench-laboratory building and a test box for the development of on-board systems and assemblies, UAC reported.

One of the key objects of modernization is the mechanical processing center, the construction of which is proceeding at an accelerated pace, noted the UAC. The building is 40% ready, work on the installation of the main building structures is being completed at the site, by the end of the year it is planned to close the thermal circuit of the building, after which interior finishing and installation of equipment will begin.

Earlier, the Kazan Aviation Plant began work to prepare the site for the installation of a portal 5-axis milling machining center with a Russian-made vacuum table for the manufacture of long aircraft parts. A foundation of 371 square meters has been poured for the new machine. The machining center will make it possible to manufacture components from aluminum alloys with a maximum size of almost 24 meters. The equipment is scheduled to be delivered to the plant in early 2025.

Rodion_Romanovic wrote:After the increased production rate of tu-214 will be not needed anymore the new factory can anyway be used to build other aircrafts.  Probably this work on the infrastructure of the Kazan plant was needed from many years, but they concentrated first on the production site for Tu-160.

Production of analogues of imported spare parts for passenger aircraft is developing in Russia
01.10.2024

The Berdsk Electromechanical Plant (BEMZ) is carrying out modernization aimed at producing analogs of components for foreign passenger aircraft and engines. The general director of the enterprise is Vasily Yurchenkoreported, that 2 billion rubles have been invested for these purposes.

Previously, the Institute of Theoretical and Applied Mechanics (ITAM) developed a technology for restoring blades for gas turbine engines of Airbus and Boeing aircraft. The method is planned to be implemented in the development of new aircraft parts at BEMZ. Currently, BEMZ is focused on the production of parts necessary to maintain the airworthiness of civil aircraft.


Over the past year and a half, BEMZ has produced about 3.5 thousand structural elements and aircraft components for replacement on foreign aircraft. The parts are used on S7 Airlines, Pobeda, Aurora and Aeroflot aircraft. The plant continues to develop production capacities; two stages of the investment program for a total of 2 billion rubles have already been completed.

Against the backdrop of reports from Berdsk, the Russian government has supported a bill aimed at developing domestic production of analogues of imported components for aircraft. The bill, developed by the head of the Federation Council Committee on Economic Policy Andrei Kutepov and his deputy Murat Khapsirokov, proposes granting Rosaviatsiya the authority to issue approval for the production and installation of non-original aircraft parts.

“These changes are aimed at developing domestic production of alternative component parts in order to replace original foreign-made components used in foreign and domestic aviation equipment,” the Cabinet’s response notes.

The government also indicated that the bill should define the legal regime of the proposed mechanism for approving alternative spare parts and formalizing requirements for their manufacturers, as well as clarify several other points.reportsTASS.

In the spring of 2023, it became known that the S7 Group bought 87 percent of the shares of BEMZ and intends to turn the Berdsk Electromechanical Plant into a high-tech enterprise for the production and testing of parts for aircraft. "The new owners are planning serious investments in the plant to turn it into a modern high-tech aircraft manufacturing facility," the media reported.