To 36

july 2016 Special edition for Farnborough International Airshow 2016
PD-14 turbofan
and its derivatives
Ka-62
enters flight tests
[p.12]
[p.18]
UIMDB
avionics
for MC-21
MC-21
Vostochny
first launch
[p.8]
advertisement
rolled out
[p.16]
SSJ100: five years on air routes [p.24]
[p.32]
advertisement
advertisement
PD-14
Prospective engine
for short/medium-haul airliners
United Engine Corporation

16, Budyonnogo avenue, Moscow, 105118, Russia
www.uecrus.com
July 2016
Editor-in-Chief
Andrey Fomin
Deputy Editor-in-Chief
Vladimir Shcherbakov
Editor, avionics and weapons sections

Yevgeny Yerokhin
Columnist
Alexander Velovich
Special correspondents
Alexey Mikheyev, Andrey Bludov,
Victor Drushlyakov, Andrey Zinchuk,
Ruslan Denisov, Alexey Prushinsky,
Sergey Krivchikov, Anton Pavlov,
Alexander Manyakin, Yuri Ponomarev,
Yuri Kabernik, Marina Lystseva,
Sergey Popsuyevich, Piotr Butowski,
Alexander Mladenov, Miroslav Gyurosi
Design and pre-press

Mikhail Fomin
Translation
Yevgeny Ozhogin
Cover picture
Andrey Fomin
Publisher
Director General
Andrey Fomin
Deputy Director General

Nadezhda Kashirina
Marketing Director
George Smirnov
Business Development Director

Mikhail Fomin
News items are prepared by editorial staff based on reports of our

special correspondents as well as press releases of production companies
Items in the magazine placed on this colour background or supplied
with a note Commercial are published on a commercial basis.
Editorial staff does not bear responsibility for the contents
of such items.
Aeromedia, 2016
P.O. Box 7, Moscow, 125475, Russia

Tel. +7 (495) 644-17-33, 798-81-19
Fax +7 (495) 644-17-33
E-mail: info@take-off.ru
www.take-off.ru
Dear reader,
Russias aircraft industry saw an important event on 8 June 2016, when
Irkut Corp.s Irkutsk Aviation Plant rolled out the first flying prototype of the
advanced MC-21 short/medium-haul airliner in a ceremony. The aircraft
has an ambitious objective to rival the very popular airliners of the Airbus
A320 and Boeing 737 families on the Russian and global markets. Owing
to its characteristics and technical solutions, the Russian-developed
MC-21 is to put up stiff competition to such latest models as A320neo and
Boeing 737MAX, surpassing them in certain respects, comfort and direct
operating costs in particular. The MC-21 is facing tough certifications tests,
but there are reasons to believe that the aircraft will be lucky, because this
product of the United Aircraft Corporation has chalked up a successful
up-to-date internationally competitive commercial airplane the Sukhoi
Superjet 100.
June this year has marked five years since the Superjet started its
revenue services on Aeroflots routes. To date, over 100 production aircraft
of the type have been made, with almost 80 of them flying in Russia and
abroad. 21 Superjets have been used very effectively by Mexican airline
Interjet, Western launch customer for the type, and Irish carrier CityJet
has launched operations of its first SSJ100 in early June 2016. This has
manifested the long-awaited breakthrough of Sukhoi Superjet 100 to the
West European market.
Superjets operated by Russian airlines carried around 1.7 million
passengers in 2015 a 2.5-fold increase over the previous years results.
There are reasons to hope that Sukhoi Civil Aircraft Company and
SuperJet International programmes designed to improve the SSJ100,
raise its reliability and refine its aftersales support will boost the aircrafts
appeal on the domestic and foreign markets even more.
This issue of the Take-off is dedicated, to a large extent, to
ongoing commercial airliner programmes pursued by Russian aircraft
manufacturers the five years of the SSJ100s operation by Russian and
foreign airlines and the advanced MC-21. I hope the issue will afford the
shows exhibitors and visitors a better grasp of the latest achievements
of Russias aircraft manufacturers in the field of advanced competitive
airliners and the prospects they will have in the future.
Best regards,
Andrey Fomin,
Take-off Editor-in-Chief
contents
July 2016
INDUSTRY
Beriev rolled-out its first Be-200ChS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
First Yak-152s under construction in Irkutsk. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4
Il-96-400s second wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
VASO starts building Il-112V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Launch customer for Mi-38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Ansat with hydromechanical control system enters production . . . . . . . . . . . . . . . . . . . 7
-21 rolled out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
12
Alexander Inozemtsev:
Our objective is to obtain the rights to mount our engines
onto the MC-21 and start flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
UIMDB advanced developments for MC-21 aircraft . . . . . . . . . . . . . . . . . . 16
18
Ka-62 kicks off trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Motor Sich engines for any needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
COMMERCIAL AVIATION
24
SSJ100: five years on air routes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
COSMONAUTICS
Vostochny: first launch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
32
2
take-off July 2016
www.take-off.ru
Best new wings

for your eet
www.ifc-leasing.com
ifc@ifc-leasing.com
+7 (495) 710-99-60
Visit us at Farnborough International Airshow 2016 / Chalet A4
advertisement
advertisement
ILYUSHIN FINANCE CO.
industry | news
On 30 May 2016, the city of Taganrog

saw the ceremony of the roll-out of
the first production-standard Beriev
Be-200ChS amphibian built by Beriev
company for the Russian Emergencies
Ministry. According to Beriev Director
General Yuri Grudinin, the amphibian
is to commence its flight tests soon,
after which it will be delivered to the
customer. If all goes to plan, the aircraft
will be displayed at the Gidroaviasalon
2016 air show in the town of Gelendzhik
in September 2016.
As is known, the Be-200ChS was previously assembled by the Irkutsk Aviation
Plant, an affiliate of the Irkut corporation.
A total of nine flying examples of the
Be-200ChS were made by the plant
during 1998 through 2011 two prototypes and seven production-standard
amphibians as well as two prototypes
for static and endurance tests. Of seven
production-standard Be-200ChS aircraft,
six were received by the air branch of the
Emergencies Ministry (the last two were
outfitted and handed over to the customer on Berievs premises in November
2011) and one was supplied to the air
arm of the Azerbaijans Emergencies
Ministry in 2008.
In 2008, a decision was taken to
shift the Be-200ChS production from
Irkutsk to Taganrog due to the Irkutsk
Aviation Plant having its hands full
with export orders for Su-30MKI fighters of different versions, the assembly of Yak-130 combat trainers and
the upcoming productionising of the
MC-21 short/medium-haul airliner.
To launch the production of the
Be-200ChS, Beriev had bought advanced
manufacturing equipment, upgraded its
production lines and shops, updated its
composite parts production facilities and
hired and trained personnel.
take-off july 2016
The design of the Beriev-built

Be-200ChS has been modified based
on the lessons learnt from the operation of the existing amphibians by the
Russian Emergencies Ministry and in
accordance with the requirements of
the customers the Emergencies and
Defence ministries. For instance, over
50% of the amphibians avionics suite
has been updated and considerable
modifications have been introduced to
its airframe, the latter being reinforced
and made compliant with the full-scale
production standards.
The Emergencies Ministry and
Beriev made a public contract for six
Be-200ChS aircraft in May 2011, with
the first amphibian expected to be
delivered in late 2013 and the rest

during 201415. Another contract was
signed in May 2012 for six aircraft for
the Defence Ministry: two Be-200ChS
amphibians with fire-fighting functions
and four Be-200PS search-and-rescue
aircraft to be delivered in 201416.
Beriev launched the Be-200ChS
full-scale production in Taganrog in
mid-2011. Due to a whole number
of objective and subjective reasons,
however, the production and, hence,
delivery of the early aircraft started
slipping behind the schedule. For this
reason, the first Taganrog-assembled
Be-200ChS (MSN 303) appeared
only in spring this year. Two more
amphibians (MSN 304 and 305) are
sitting in assembly jigs of the Berievs
assembly hall, and parts and components are being assembled for several other amphibians. According to
Beriev Director General Yuri Grudinin,
the second Taganrog-built amphibian
(MSN 304) is planned for delivery to
the Defense Ministry this time round.
Obviously, one hardly can expect
the two current contracts fulfilled
prior to 201820, given their accumulated slippage. Hopefully, Beriev
has resolved its basic Be-200 production problems and the production will
pick up pace soon. UAC President

Yuri Slyusar said at the first Berievproduced Be-200ChS rollout ceremony that the corporation was ready to
supply up to 26 amphibians of the
type to Russian and foreign customers
until 2025.
We are witnessing the revival of
the extremely needed and relevant aircraft, which relevance has been proven
by its successful operation and the
part it played in emergencies in Russia
and abroad in Greece, Portugal and
France. Thailand and Indonesia are
interested in the plane, Yuri Slyusar
noted during the ceremony. According
to him, the first Be-200ChS export
contract is likely to be signed soon
with Indonesia.
The Russian Emergencies
Ministry has been using Be-200ChS
amphibians for over a decade, Yuri
Oder, chief, Southern Regional
Centre, Emergencies Ministry, said
during the event: We know the
traditions of the plant, its team and
their capabilities. The prospects are
inspiring the hope that the plant will
get back on its feet and regain its
former glory and pride. The main
thing is people capable of building
such important aircraft.
Beriev
Beriev
Beriev rolled-out its first Be-200ChS
www.take-off.ru
industry | news
www.take-off.ru
Andrey Fomin
Plant near the static-test prototype

(c/n 0003). Yak-152 versions can be
outfitted with the diesels less powerful
variant, the 350-hp RED A05 V6.
In early June this year, the assembly
of the first flying Yak-152 (c/n 0001)
was in full swing at the Irkutsk Aviation
Plant, the fuselage of the static-test
example (c/n 0003) had been almost
completed and the manufacture of the

structural components of two prototypes the second flying one (c/n 0002)
and endurance-test one (c/n 0004)
was under way. The Yak-152s pool of
subcontractors includes the Ulan-Ude
Aviation Plant (a subsidiary of Russian
Helicopters holding company) supplying the prime contractor in Irkutsk with
Yak-130 empennage and now with the

Yak-152s ones. The first prototypes
empennage has been delivered to the
Irkutsk Aviation Plant and mated with
the airframe to date. The empennage
for the other three aircraft is slated
for delivery this summer. The first
Yak-152 is due for the flight tests
before year-end.
Andrey Fomin
On 7 June 2016, in the run-up to the

rollout of the MC-21 advanced passenger airliners first flying prototype, the
first several in-construction prototypes
of the new basic trainer, the Yakovlev
Yak-152, were unveiled to journalists
by the Irkutsk Aviation Plant.
Under the government contract
made on 30 May 2014 by the Russian
Defence Ministry and Yakovlev design
bureau (a subsidiary of the Irkut corporation) for the development of the
basic flight training facility on the
basis of the Yak-152 trainer aircraft,
the company is to devise the design
records and manufacture four aircraft:
two flying prototypes, one for the static
tests and the other for endurance trials
as well as a simulator, a computerised
class and flight recorders, conduct
preliminary flight tests and submit the
aircraft for the official trials.
The Yak-152-based training facility
is supposed to be used by the Russian
Air Force and DOSAAF (Voluntary
Society for Assistance to the Army,
Air Force and Navy) for flight training,
including formation flying, aerobatics,
spin recovery techniques, instrument
flying and basic navigation.
The Yak-152s feature is its powerplant. In the early stages of its designing, the aircraft was supposed to be
powered by the M-14X piston radial
air-cooled engine (a similar one equips
Chinese trainer L-7 a kind of an
analogue of the Yak-152K). Now a
decision has been made to furnish it
with an advanced avgas-burning diesel
engine. The thing is, the Voronezh
Mechanical Plant has discontinued
the production of the M-14 (M-9)
piston engines, while there is no
other Russian-made engine in this
class. The diesel engine will allow an
increase in the aircrafts performance
and slash its fuel consumption and,
hence, fuel cost.
In 2010, a 12-cylinder 500-hp
RED A03 V12 diesel engine was
installed into a Yakovlev Yak-52 in
Germany on a trial basis, and the flight
testing of the plane demonstrated a
radical performance improvement. In
all probability, the engine will equip the
Yak-152 prototypes. One RED A03 V12
has been mounted on the first flying
prototype (c/n 0001), and another was
spotted in a shop of the Irkutsk Aviation
Andrey Fomin
First Yak-152s under construction in Irkutsk
take-off july 2016
industry | news
Il-96-400s second wind
as last year, but this has not happened

yet due to a difficult macroeconomic
situation. At the same time, the plant
badly needs the contract, because, inter
alia, the test programme implies using
two production aircraft (c/n 0103 and
0104) starting from 2019. Hence, their
manufacture and associated funding
have to be planned right away.
A pool of subcontractors to build
the Il-112V has emerged early in
2016. VASO remains the prime

contractor responsible for the wing
manufacturing, fuselage sections
assembly, component joining, final
assembly, painting and flight tests.
Main subcontractors are Aviastar-SP
(fuselage panels, hatches and doors)
and KAPO-Composit (supplier of
composite parts). VASO expects to
produce up to 12 Il-112Vs a year in
due time.
Alexei Filatov
sion in recent years. In November

2015, the Il-96-400VPU airborne
control center with a VIP cabin was
delivered after having been converted
from a fourth production Il-96-400T
(RA-96104) that was made in 2011.
This spring, it was ferried to its home
station in the Vnukovo airport in the
Moscow Region.
In addition to converting the

Il-96-400T freighters into special passenger versions, VASO continues to
build new Il-96-300s for the Rossiya
special air detachment operating in support of the Russian Presidents office.
The Il-96-300PU(M1) (RA-96022),
which first flew in Voronezh on
23 November 2015, has become the
latest addition to Rossiyas fleet. It is
to become operational in the middle of
this year. Another aircraft for the same
customer, the Il-96-300 (RA-96023),
started the trials in May 2016, with its
delivery scheduled for this summer.
On 12 May 2016, Russian President
Vladimir Putin held a council on aircraft industry issues, giving the green
light to the full-scale production of the
upgraded Il-96-400 widebody passenger
stretch powered by PS-90A1 engines.
Russian Industry and Trade Minister Denis
Manturov said late in May that about
50 billion rubles ($765 million) would be
set aside for the completion of the development and certification of six Il-96-400s
and their delivery to the State Transport
Leasing Company for subsequent leasing
to Russian air carriers before 2021.
work was supposed to be complete

by May 2015, but the delays of subcontractors resulted in the converted
Il-96-400 starting its flight tests only
this spring. Now, its delivery has been
slated for summer 2016.
RA-96102 has been the second
Il-96-400T freighter converted by
VASO to a special passenger ver-
Alexei Filatov
The newly converted Ilyushin

Il-96-400 (RA-96102) took off for
its first flight from the airfield of
Russian aircraft manufacturer VASO
in Voronezh on 7 April 2016. It was
derived under the 23 May 2014 contract between UAC and the Russian
Defence Ministry from an Il-96-400T
cargo plane bearing the same registration number and made in 2007. The
aircraft, which construction was paid
for by the Ilyushin Finance Co. (IFC)
leasing company, had been operated
by the Polyot airline on cargo services
from October 2009 to June 2013. Then
it was returned to the lessor along with
the other two planes of the type due to
the financial snags hit by its operator
and had been stored at VASOs airfield.
The plant started converting the
freighter into a special passenger
variant (VIP aircraft with an onboard
communication node) in 2014. The
VASO starts building Il-112V

As was repeatedly said by various
authorities, Ilyushin and VASO plant
have been tasked with having the first
prototype of the advanced Ilyushin
Il-112V light military transport aircraft
airborne not later than the end of
June 2017. In this connection, VASOs
preparation of its manufacturing facilities for this purpose is in full swing.
Alexander Bykov, VASOs programme
management department director,
take-off july 2016
mentioned details of the implementation of the programme in the April

issue of the corporate newspaper, the
Voronezh Wings.
Under the development contract,
VASO will build two Il-112V prototypes one (c/n 0101) for the static
and endurance tests and the other
(c/n 0102) for the flight trials. A contract
for 48 production-standard Il-112Vs
was expected to be awarded as far back
www.take-off.ru
industry | news
Alexey Mikheyev
Launch customer for Mi-38
At the HeliRussia 2016 show on

1921 May 2016, Russian Helicopters
holding company announced that the
Russian Defence Ministry would be
launch customer for the Mil Mi-38
advanced multirole helicopter. The
Russian Defence Ministry, in conjunction with Russian Helicopters, has
decided on the procedure for and
schedule of the acquisition of Mi-38
helicopters for the Russian Air Force.
The feasibility of including the aircraft
into the next armament programmes
draft is being considered, the manufacturer said in a press release.
The decision provides for the joint

flight tests of the new version of the
Mi-38 medium multirole helicopter
equipped to meet the requirements
of the Defence Ministry and made of
Russian-manufactured parts and components only. The advanced helicopter
will take a number of flight tests for
compliance with the militarys requirement. Its acquisition will be planned
based on the results it produces in
the trials.
Kazan Helicopters is expected
to build the first two Mi-38s for the
Defence Ministry in 2017.
As is known, the Mi-38-2 transport version powered by Russianmade Klimov TV7-117V engines and
equipped with the Russian-made
VR-382 main gearbox, TA14-038 auxiliary power unit and IBKO-38 avionics
suite was certificated by Russian aviation authorities late last year, with its
type certificate issued on 30 December
2015. According to the Mil Helicopter
Plants 2015 annual report, so far the
transport version of the Mi-38-2 is certificated for flight at a maximum speed
of 250 km/h with a maximum takeoff
weight of 14,200 kg and with a maxi-
mum lifting capacity of 4,200 kg. The

helicopters operational envelope is to
be expanded, the restrictions are to be
lifted gradually and it is to be certificated
in line with its design characteristics
(maximum takeoff weight 15,600 kg,
that with underslung cargo 16,200 kg,
lifting capacity 6,000 kg in the cabin and
7,000 kg underslung, maximum cruising speed 285 km/h), including its passenger version, in 2016 through 2018.
The third flying prototype of the
Mi-38, OP-3, was on display in front
of the entrance to the pavilion at
HeliRussia 2016. It had taken part in
the certification trials along with the
fourth prototype, OP-4. The two aircraft logged 215 test flights a total of
210 flight hours under the flight test
programme in 2015.
The Klimov TV7-117V engine with
a takeoff power of 2,500 hp (emergency power rating 3,750 hp) was
certificated in Russia on 29 July 2015.
Then, on 8 October 2015, the aviation authority cleared the main design
modification the transition to the
second service life control strategy
allowing an assigned life of 1,400 h for
the engine.
Ansat with hydromechanical flight control system enters production
www.take-off.ru
manufacturer of consumer goods, e.g.

fat, oil and household chemicals. The
group will receive the helicopter with the
factorys MSN 33027, which was displayed at the MAKS 2015 air show last
August. The machine is to be operated
by Kazan-based Aviaservice company
with support by the Tulpar company.
The next production-standard Ansat

with the hydromechanical control
system (MSN 33068) has been displayed at this years HeliRussia 2016.
It is about to be delivered too. Russian
Helicopter Systems company is gearing
up to become its operator. The machine
may be delivered this summer too.
In addition, Russian Helicopters

in early June 2016 announced that
the Republic of Tatarstan Health
Ministry became launch customer
for the Ansats medevac version. The
helicopter will be used for medical
evacuation and in-flight emergency
medical aid.
Andrey Fomin
News came during the HeliRussia

2016 show in May this year that
Russian Helicopters would start deliveries of the Ansat light multipurpose
helicopter equipped with the hydromechanical flight control system this
summer. As is known, the hydromechanical control system-equipped
Ansats transport and patrol versions
were certificated in August 2013, with
its passenger version following suit
in December 2014 and the medevac
one in May 2015. The supplementary type certificate for the VIP version
was received in December 2015. This
removed the last obstacles for the
Ansats market promotion and fullfledged revenue operations.
Kazan Helicopters Director General
Vadim Ligai said earlier this year that
the Kazan-headquartered Nefis group
became launch customer for the
modified Ansat. According to the Nefis
groups website, it is a major Russian
take-off july 2016
Andrey FOMIN
-21
ROLLED OUT
On 8 June 2016, the Irkutsk Aviation
Plant (an affiliate of UACs subsidiary Irkut) hosted a ceremony of the
rollout of the first flying example of
the advanced Russian-built MC-21
short/medium-haul passenger airliner.
The prospective airliner was unveiled
to Russian Prime Minister Dmitry
Medvedev, the leaders of the federal
and regional authorities and delegations of the subcontractors, airlines
and media.
take-off july 2016
Russian Prime Minister Dmitry Medvedev,

who addressed the ceremony, noted that the
MC-21 programme was driving the whole
of our country, our economy forward. He
stressed that there are very few countries with
an aircraft industry, they constitute a kind of
premier league, and we must not drop out from
the premier league; therefore, we are working
for the long term and will continue to update
the Russian civil aircraft fleet. The MC-21 is
superior to the in-service commercial planes in
the same class as far as technological sophisti-
cation is concerned. Certainly, it will be a very

good aircraft, efficient and reliable.
Opening the ceremony, Irkut president
Oleg Demchenko thanked the designers,
engineers, workers, manufacturing engineers
and managers everyone working together
in hundreds of Russian and foreign companies. We have invested in the plane not only
advanced solutions, we have invested our souls
into it, Irkuts president said, emphasising
that there was an equally important phase for
the airliner to pass the flight tests.
www.take-off.ru
Alexey Mikheyev
industry | event
A large pool of subcontractors, including

Russian and foreign aircraft industry leaders, has emerged to implement the MC-21
programme. A unique component and final
assembly line, which has no rivals in Russia,
has been set up in the Irkutsk Aviation
Plant. The fuselage panels of the prototype
MC-21-300 No. 0001 arrived in Irkutsk from
the Ulyanovsk-based Aviastar-SP plant in
spring 2014, and the first fuselage sections
were assembled and joined here in summer 2015. Earlier this year, AeroCompositUlyanovsk delivered composite wing panels
made with the use of the unique vacuum
infusion technology. The first flying prototype of the MC-21-300 is equipped with
latest PW1400G-JM engines received from
Pratt&Whitney in the second half of 2015. In
the future, customers will be able to choose
the MC-21 powered by advanced Russianmade PD-14 engines as well.
Plans for the first MC-21-300 to start its
flight tests in early 2017 were voiced during
the rollout ceremony. This will be preceded by
a large-scale debugging and test programme
and the static tests of the second prototype.
Its fuselage has been virtually completed by
the Irkutsk Aviation Plant and is due to be
delivered to TsAGI in September 2016, with
the wing, empennage and other components
of the aircraft 0002 to be brought there too.
A lot has to be done in Irkutsk to build the
endurance test prototype (0003) and second flying prototype (0004) by year-end, and
another MC-21-300 flying prototype and two
MC-21-200 prototypes are slated for assembly in 201718.

Attending the MC-21 rollout, United
Aircraft Corporation President Yuri Slyusar
emphasized that the MC-21 has resulted
from huge collaborative efforts the first
programme, under which UACs major
subsidiaries, including newly-established
AeroComposit and UAC Integration
Centre, have been working in line with a
common plan. UAC is developing up-todate high-tech production infrastructure,
including centres of competence for key
components and systems and a large pool of
subcontractors to develop advanced products by means of digital designing. The
MC-21 is a product of Russias updated
aircraft industry.
The development of the MC-21 has given
strong technological impetus to most of
UACs subsidiaries. A large-scale technical
re-equipment of the subsidiaries in Irkutsk,
Ulyanovsk, Voronezh and Kazan has been
carried out under the MC-21 programme.
Irkut Corp. is the prime contractor under
the future MC-21 new-generation airliner
development and production programme in
line with the Russian Presidents executive
order dated 6 June 2010. The Irkut Aviation
Plant, a subsidiary of Irkut Corp., handles the
construction of prototypes and production
aircraft of the MC-21 family.
The division of labour under the MC-21
programme is as follows. The Irkutsk Aviation
Plant is tasked with fuselage manufacture
Alexey Mikheyev
Russian Premier Minister Dmitry Medvedev

addressing the ceremony of MC-21-300 roll-out.
Irkutsk, 8 June 2016
www.take-off.ru
take-off july 2016
Andrey Fomin
Fuselage of the MC-21-300s

second prototype under
assembly at Irkutsk Aviation
Plant, June 2016
and aircraft final assembly. Aviastar-SP in

Ulyanovsk supplies the metal panels of the F1
through F5 fuselage sections, tail section and
auxiliary power unit (APU) section as well as
the whole set of doors (11 per plane) to the
Irkutsk Aviation Plant.
Ulyanovsk also is the venue for the
assembly of the empennage, which polymer composite panels and primary
structure are made by Obninsk-based
ORPE Technologiya, a subsidiary of
RT-Chemcomposite holding company.
Centre wing section, spars and integral
wing panels are made of polymer composites by the new AeroComposit-Ulyanovsk
plant using a cutting-edge infusion technology, while composite wing leading and
trailing edges, wing high-lift devices and
elevators are provided by KAPO-Composit
in Kazan (AeroComposit-Ulyanovsk and
KAPO-Composit are the Ulyanovsk- and
Kazan-based venues of AeroComposit JSC,
a UAC subsidiary).
The MC-21 is to become the first Russian
airliner with the all-composite wing. Overall,
the polymer composites account for about
30% of the MC-21. Voronezh-based VASO
plant is participating in the manufacture of
the engine nacelles for the PD-14 engines and
is supplying landing gear doors, wing fairings,
flaps fairings and other fibreglass parts as well
as engine pylons.
10
take-off july 2016
Provision has been made for two types

of powerplant for the customer to choose
from the Pratt & Whitney PW1400G-JM
geared high-bypass ratio turbofan and the
PD-14 turbofan from Russias United Engine
Corporation (Aviadvigatel JSC as prime
contractor for development and the Perm
Engines plant as prime contractor for production). Hydromash JSC in Nizhny Novgorod
makes nose and main gear struts. UAC
Integration Centre, a UAC division, is integrating the avionics suite, which includes both
Russian (from Concern Radio-electronic
Technologies enterprises) and imported systems, and developing software for it.
To build the MC-21, the Irkutsk Aviation
Plant in 2014 assembled the first stage of an
advanced automated machine assembly line
equipped with positioning and laser measuring systems. The line is used for assembling
and mating fuselage sections and for final
assembly with the use of up-to-date digital
technologies. The plants latest equipment
and premises available will allow it to manufacture up to 70 MC-21s a year.
The construction of the AeroCompositUlyanovsk facility on the premises of the
Aviastar-SP plant kicked off in November
2011. By late 2013, the facility had manufactured over a dozen structurally similar MC-21
wing structural members for testing by TsAGI
institute that had since summer 2011 been
www.take-off.ru
industry | event
turbofan engines are slated for late this year,
is designed to seat up to 211 passengers on
services out to 5,900 km. In the standard
two-class layout, the MC-21-300 will seat
163 passengers (16 in business class and 147
in the economy one). The standard singleclass layout will allow seating 181 passengers with the 32-inch seat pitch. The design
documentation is to be completed this year
for the MC-21-200 version with the fuselage
shortened by 5.5 m. The variant is designed
to carry up to 176 passengers to a distance of
6,000 km (135 in the two-class layout, including 12 in business class, and 153 in the standard single-class layout with the 32-inch pitch).
The MC-21-300 will have a maximum takeoff
weight of 79,250 kg, while the shortened
MC-21-200s MTOW will stand at 72,390 kg.
The MC-21-300s certification and
the launch of its delivery are planned for
20182019. Firm orders for the MC-21 have
totalled 175, of which 50 aircraft have been
ordered by the Aviacapital-Service leasing
company, a subsidiary of Rostec state corporation, for Russian flag carrier Aeroflot
and 35 more, powered by PD-14s, for
Russian governmental agencies. The Ilyushin
Finance Co. leasing company has awarded
an order for 50 aircraft, and a 30-unit order
has been placed by VEB-Leasing. In addition
to Aeroflot, another MC-21 launch customer may be the Red Wings airline planning to
get the airliners ordered by Ilyushin Finance
Co. In addition, Irkut has landed a contract from the IrAero carrier for 10 aircraft.
Negotiations with many other airlines have
been under way, with tentative agreements
signed with some of them
Negotiations with many other airlines have
been under way, with tentative agreements
signed with some of them.
For instance, during the ceremony of
the rollout of the MC-21s first flying prototype in Irkutsk on 8 June 2016, Ilyushin
Finance Co. and Azerbaijani air carrier AZAL
(Azerbaijan Airlines) signed a memorandum
of understanding on ten MC-21-300 airliners.
The document was signed by Ilyushin Finance
Co. Director General Alexander Rubtsov and
AZAL President Jakhangir Askerov. According
to Ilyushin Finance Co.s website, the twoclass MC-21-300s with a seating capacity of
159 seats are to be leased to the Azerbaijan
Airlines in 201920 for a term of 12 years.
We trust it to be a bright beginning to be
shortly followed by many other promising
commitments from the airlines across the
globe, Ilyushin Finance Co. says in its official statement released in connection with the
MoU it signed with AZAL.
Andrey Fomin
testing prototypes of the wing torsion box

of the MC-21s composite wing, which the
AeroComposit had ordered from Diamond
and FACC AG.
The manufacture of full-scale polymeric
wing torsion box spars and wing centre section panels began in Ulyanovsk in April 2014.
AeroComposit had assembled the leadingedge and trailing-edge segments of the composite wing torsion box by late summer 2015
and started the wing torsion box panel installation in autumn.
The manufacture of the composite wing
of the MC-21 features the automated carbon
filler layup process by means of industrial
robots, followed by the vacuum infusion technique. AeroComposit is the worlds pioneer
in using the technology in the manufacture of wing primary structural members,
e.g. spars, wing torsion box panels and wing
centre section. The technology allows making
large integral structures (MC-21 wing torsion
box panels measure about 18 m long) acting as integral structures. Their manufacture
requires no additional fasteners. The vacuum
infusion technique both cuts the weight of the
wing and allows a more sophisticated aerodynamic form of the high aspect ratio wing.
The MC-21-300s baseline model, which
flight trials with the use of PW1400G-JM
MC-21-300 No. 0002 is to be delivered

to Central Aerohydrodynamic Institute for static tests this autumn
www.take-off.ru
take-off july 2016
11
industry | powerplants
Yevgeny Yerokhin
PD-14 engine (No. 100-09) in front of the pavilion,

in which International Engine Industry Forum took
place in April 2016 in Moscow
ALEXANDER
INOZEMTSEV:
Our objective is to obtain
the rights to mount our engines
onto the MC-21 and start flying
One of the main highlights of the
International Engine Industry Forum 2016
(MFD 2016) held in Moscow on 1921 April
2016 was a report by Aviadvigatel Director
General / Designer General Alexander
Inozemtsev on the progress made on the
PD-14 new-generation turbofan engine
and on deriving from it a family of engines
for various applications. The head of the
Perm-based design bureau not only
spoke of the actual results produced by
PD-14 prototypes, but also for the first
time went into detail about the efforts to
derive the lower-thrust PD-10 turbofan
and the helicopter-intended PD-12V turboshaft from the PD-14s engine core
and about the prospect of developing the
higher-thrust PD-35 turbofan.
12
take-off july 2016
PD-14s philosophy
Starting speaking at MFD 2016, Alexander
Inozemtsev noted that the groundwork laid
and the methodological and organisational steps made had enabled the PD-14 programme to get off the ground smoothly. This
is important because for many years, nobody
has believed we are capable of even arranging
a programme like that, he stressed. The
launch of the programme is not enough, however. Today, our partners and we are at a very
important stage, understanding the teething
problems of the engine in both theoretical
and experimental terms. Now, our task is to
quickly troubleshoot the bugs revealed by the
preliminary tests and to perform the certification work to ensure the mounting of PD-14
engines on the MC-21 aircraft and starting
flying. This is a very important phase of the
programme.
The head of Aviadvigatel reminded his audience that the PD-14, the mainstay of a large
engine family, was in development to equip
the MC-21 airliner in the first place: This is
the most popular type of airliner dimensions;
it owns the largest slice of the market. Many
potential customers are looking forward to the
advent of rivals to Boeing and Airbus in the
niche. Therefore, our objective is very ambitious, but very important too.
According to Inozemtsev, the idea of developing a family of engines with different modifications depending on the market situation
instead of developing separate engine for each
www.take-off.ru
plane type was not new in itself: As soon as
the cost of the aircraft engine development
exceeded $1 billion, it became clear that the
one plane one engine approach posed a
huge financial risk, so all of our key competitors follow family approach. Therefore, we,
in conjunction with CIAM institute, had for
a long time selected the engine core dimensions and parameters as the key technology
ensuring the commonality of the family. The
engine core embodies 70% of technical, technological and reliability problems, and any
of its modifications usually entailed huge
risks, costs, etc. Therefore, a good choice of
the hot section dimensions and its market
promotion is an art of marketers, aerodynamics and strength experts and manufacturing
engineers. It took us quite a while to choose
the dimensions; moreover, we even began to
test an engine core with different characteristics. However, an oil price boom occurred,
the price of the barrel exceeded $100, and the
fuel efficiency of even short/medium-haul
planes came to the fore. Therefore, we had to
drastically reconsider our philosophy and, in
the end, we have developed the engine core
and then the engine itself.
The Designer General emphasised that the
turbofan family based on the PD-14s hot section could include engines with a thrust in the
78 to 1718 tonne range: Our engine core is
too large for a lower-power turbofan now and,
as far as a higher-power engine is concerned, is
too short of thrust to deliver the reliability and
service life required. In addition, the PD-14s
engine core promises a good high-power helicopter engine further down the road.
He also explained why the PD-14 was
not geared like its US rival PW1000G: We
discussed the engines design at length. Pratt
& Whitney rocked the market with its geared
turbofan in that class of thrust. The engine has
a gearbox between the fan and low-pressure
turbine, which offers certain advantages mentioned by those supporting the solution, but it
has many deficiencies and inconveniencies as
well. CIAM and we have pondered the problem for quite a while and concluded that the
geared turbofan offers no obvious advantages
specifically in this class, specifically as far as
this type of engines is concerned. General
Electric and Snecma (Safran) arrived at the
same conclusion independently of us, having developed a rival for Pratt & Whitneys
geared turbofan the CFM International
LEAP engine with the classic gearless
design. According to the Designer General,
the PD-14 is rife with cutting-edge technologies: thorough analysis has shown that if the
technologies and materials proven on other
Russian engines are simply applied to this
class of powerplants, no competitive product
will result.
www.take-off.ru
Cooperation
According to Alexander Inozemtsev, the key
precondition for implementing the PD-14 programme is the concerted efforts of the whole of
United Engine Corporation: We have brought
virtually everyone together to execute the programme. Every participant has been pulling his
weight, and all investments into technologies are
distributed among these companies. He singled out the hollow blade manufacturer established in the city of Ufa: This is the worlds
fourth plant proficient in this technology, but
our technology is indigenous, we have taken out
a patent for it. We realised from the outset that if
we tried to penetrate the market without having
developed a technology of our own and having
patented it first, we would be pushed out of the
market by means of all kinds of legal prosecution. A facility for applying ceramic coatings to
the hot sections of blades to extend their service
life was established in Perm. The lessons learnt
by the Perm-based engine makers from the fullscale production of the heat-resistant extendedlife hot sections of the PS-90 engines has come
in handy too, having been widely applied in
developing single-crystal rotor blades made of
the advanced materials from VIAM.
During Inozemtsevs report, a slide was displayed to illustrate UECs subcontractors participating in the PD-14 production. UEC Perm
Engines (Perm Engine Plant prior to 2016) is
responsible for the engine core (high-pressure
compressor, combustor and high-pressure turbine), UMPO and NPO Saturn are manufacturing the low-pressure compressor and intermediate casing, UMPO and UEC Perm
Engines are co-producing the low-pressure
turbine and rear support, Metallist-Samara is
the supplier of the hot nozzle and exhaust
plug, Salut and UMPO are making the internal
gearbox and accessory gearbox and Perm-based
UEC STAR is responsible for the FADEC
system and fuel system components.
Alexander Inozemtsev notes that the engine
makers took up the development of the PD-14s
engine nacelle as well: There are specialist
companies abroad, developing engine nacelles
for all engine types made in the West. We have
never had specialised companies like that, and
our airframers Tupolev, Ilyushin, Yakovlev
have made engine nacelles all by themselves,
independently of one another. We would give
them an engine, and they would put it into an
engine nacelle. However, it dawned on us early
in the PD-14s development that our airframers
had lost this competence. We were not going to
order the engine nacelle in the West and decided to develop it ourselves in conjunction with
research institutes, including VIAM that has
developed all polymeric composites constituting about 60% of our engine nacelle. The pool
of co-producers of the PD-14s engine nacelle
includes the Voronezh Aircraft Manufacturing
Company (VASO) making air intakes and

engine cowlings using Aviadvigatels documentation and technologies, several Perm-based
companies and the Perm-based Mashinostroitel
plant (a subsidiary of Tactical Missiles Corp.)
producing composite reversers (a unique reverser cascade technology was developed by the
missile factory in Khotkovo, Moscow region).
Tests
By the time the MFD 2016 forum kicked off
in April, seven PD-14 prototype engines (No.
100-03 through 100-09) had been manufactured
in addition to the technology demonstrator
(100-01). By then, the prototypes had logged a
total of 241 h in trials. In addition, the engine
core prototypes had accumulated about 155 h
on test rigs (the assembly of another engine
core, No. 100GG-05, had begun in the city of
Perm) and individual units of the PD-14 over
600 h.
Late 2015 saw the completion of the first
phase of the tests of the No. 100-06 in CIAMs
thermal vacuum chamber in Turayevo, with the
chamber simulating real-life flight altitude and
speed. The second phase of these tests commenced in April 2016, for which purpose PD-14
No. 100-08 was supplied to CIAM.
The first stage of PD-14 No. 100-07
flight tests on board the Il-76LL flying testbed (c/n 0807) had been carried out by the
Gromov LII Flight Research Institute in
Zhukovsky, Moscow Region, by early spring,
with 16 test sorties conducted and a total
of 22.4 h of engine time logged. During the
tests, the PD-14 prototypes throttling characteristics were recorded across the whole
spectrum of flight modes from flight idle to
around 13,100 rpm of the high-pressure rotor
at altitudes up to 11,300 m and speeds of up
to Mach 0.75, in-flight restarts at 5, 7, 8 and
9 km were tried and the reverser was tested
during high-speed taxi runs. On 3 March
2016, the engine was dismounted from the
flying testbed and shipped to Perm for a reassembly and a check of its units.
We completed the first phase of flight tests,
Alexander Inozemtsev says. We had limitations
due to the compressors deficiencies revealed.
Nonetheless, we conducted all tests up to the
maximum altitude, tested high-altitude restarting and revealed unavoidable issues. We tested
the reverser that is indigenous and innovative
too: all Western reversers have pneumatic and
hydraulic reversers actuators, while we have
used a worm-gear electric drive for the first time
(CFM with its LEAP engine did the same). So,
we tested all this. Questions cropped up. The
engine is in Perm now, being used for testing a
new rig obtained by the production plant. Then,
it will be reassembled and returned to the flying
testbed for the second phase of its flight tests, if
all goes to plan.
take-off july 2016
13
It is planned to assemble three more engines
(No. 100-10, 100-11, 100-12) and submit them
for trials this year as well as to manufacture
No. 100-13, which assembly is likely to be over
in 2017. There will be an extensive programme
of complicated engineering tests simulating a
break of the low-pressure turbines shaft on
Aviadvigatels test bench, a fan blade strip on
CIAMs T-14-1 test bench, endurance tests.
The certification trials are to test the PD-14 in
CIAMs thermal vacuum chamber in order to
assess its altitude and speed performance and
check for fan blade self-oscillations, to test it for
wind shear and hail ingestion on Saturns outdoor bench, and Aviadvigatel will use its bench
for 150-hour tests.
The work is under way along several lines
on test rigs in Perm, Ufa, Rybinsk and Turayevo
(CIAM), Alexander Inozemtsev carries on.
However, we realise that this is not enough,
that our colleagues conduct more tests than we
do. Therefore, todays focus is on increasing the
output rate. Despite an effective subcontractor
team established and major plants having joined
the manufacture of the prototypes, there remain
problems, and we are solving them to increase
the number of tests.
The Designer General has called the engineering tests scheduled for this year the hardest
ones because they involve the demonstration
that a defect-caused fan blade strip will not
result in the non-localised engine disintegration
and that the break of the low-pressure turbines
shaft will not send the turbine into uncontrolled
spinning and the disks parts will not damage the
fuselage. The international experience shows
that tests like that seldom succeed on their first
go: It took us two tests as far as the PS-90
is concerned, three tests of the low-pressure
turbine. We hope that the experience we have
gained will enable us to get the result quickly
enough.
Dwelling on the certification, Alexander
Inozemtsev says to submit a certification request
is an art in itself: The request is in effect for
three years and can be extended by two years
five years in all. Once the request is submitted, new emerging requirements do not apply
to us. If we slip behind the deadline, all new
requirements accumulated over these five years
will have to be met, everything will have to be
completed, modified, fixed, etc. Therefore, we
thought over, calculated and checked everything for a long time and finally submitted our
request, had the engine mock-up approved by
the mock-up commission and are now working
with the national aviation authorities, in conjunction with which we have submitted a request
to EASA for validating our future Russianissued certificate. In this respect we count on
the wealth of experience of our colleagues from
NPO Saturn who have cooperated with EASA
under SaM146 programme. NPO Saturn is
14
take-off july 2016
willing to share its EU certification expertise

with us.
According to the materials unveiled during
the forum, the Russian type certificate for the
PD-14 is due in April 2018 and EASAs one in
2019. So far, the first flight of the MC-21 airliner
powered by the PD-14 is slated for June 2018.
Heres the plan, Alexander Inozemtsev says.
First, the MC-21 powered by engines from our
rival, Pratt&Whitney, takes its certification trials
helicopter family. According to Inozemtsev, the

small size and high performance of the PD-14s
engine core allow both developing a new engine
to power the Mi-26 and surpassing the in-service
D-136, which he regards as a masterpiece of its
time. The thing is that the PD-14s engine
core offers a considerable increase in available
power up to 14,500 hp, but the engine will
have to be throttled down to 11,500 hp, because
the Mi-26s gearbox cannot handle more than
The Il-76LL flying testbed with the PD-14

engine (No. 100-07) on another test flight
in February 2016
and then the aircraft will be modified to carry

the PD-14 and will obtain its supplemental type
certificate. This is the most reasonable approach
that will allow us to conduct test flight pertinent
to the engines replacement only instead of having to repeat the whole of the airliners flight
trials. We have got an experience like this. We
re-engined the Il-76 and we know what should
be done to the plane so that only its engine
had to be certificated. This way we had the
Il-96M (now the Il-96-400) certificated, having
re-engined it with the PS-90A1 instead of the
US-made engine. This way we re-engined the
Tupolev Tu-204 with the PS-90A2. We know
how to do it, and the decision has been taken
to do it.
PD-12V, PD-10, etc.

Although the baseline PD-14s certification
will take at least two years more, other engines
are already being derived from its hot section.
The first of its derivatives may be the PD-12V
turboshaft needed for the import substitution as
part of re-engining of the Mil Mi-26 heavylift
that. Redesigning a gearbox is a huge endeavour, and we do not need this yet. On the other
hand, we get a huge reserve in terms of critical
altitude. The throttled-down engine boosts the
helicopters altitude capability.
The PD-14 will retain a takeoff power of
11,500 hp up to an altitude of 2,000 m (the
D-136 starts losing it immediately) and an
ambient temperature of +40C (+15C of the
D-136). Alexander Inozemtsev admits that the
engine is a bit heavier than the D-136 is (roughly by 100 kg), but its higher efficiency (specific fuel consumption of 0.180 kg/hph over
0.198 kg/hph) and higher available power
make up for this. To boot, the PD-12Vs layout will be simpler, because it has few stages:
while the three-shaft D-136 has two compressor spools (six and seven stages), two singlestage compressor turbines and a two-stage free
turbine, the twin-shaft PD-12V using four
bearings instead of six has a single eight-stage
compressor with a two-stage turbine as well
as a three-stage free turbine. The helicopter
makers and we have agreed on all parameters
www.take-off.ru
to the information made available during the
forum, retaining the PS-90As fan diameter
(1,900 mm), the PD-14M will see a 330 kg
drop in weight (4,270 kg versus 4,600 kg), a
bypass increase from 4.4 to 7.3, a 10% specific
fuel burn reduction and a twofold increase in
service life. The re-engining of the Il-76 fleet
with the PD-14M will extend their range by
20% and slash the cost of hauling a tonne of
cargo by 10%.
current SaM146 (2,200 kg compared with

the latters 1,708 kg), but it will feature a
35% increase in takeoff thrust and a 14%
reduction in specific fuel burn. The PD-10s
fan diameter is to be 1,677 mm and bypass
ratio 7.5 (the SaM146 1,224 mm and 4.4).
Compared with the baseline PD-14, the
PD-10s compressor and low-pressure turbine will have one less stage each.
Provision has been made for an 11%-augmented version of the baseline engine as
well the 15.6-tonne PD-14M. According to
Alexander Inozemtsev, the augmented engine
is inexpensive enough owing to the addition of an add compressor stage and a minor
modification to the low-pressure turbine, but
this provides an opportunity to re-engine the
Il-76 once again. The Il-76 aircraft fleet is
powered by Perm-made 12-tonne D-30KP
engines now. The planes have been re-engined
once with the PS-90A-76. Now, there will
be the 16-tonne PD-14M capable of giving
a second wind to the Il-76 by improving its
economic efficiency and range. According
In addition to deriving new engines from

the PD-14s engine core, Aviadvigatel is starting the designing of turbofans featuring a far
higher thrust.
When we were planning the PD-14 family,
we chose the largest market niche available
5560% of the market in the coming 30 years,
Alexander Inozemtsev says. However, there
also is a small turbofan market and a market of
2550-tonne superlarge engines. The latter segment totals 2530% of the whole market.
We analysed for a long time what basic
technologies and what basic engine core to
select to penetrate the niche. If the dimensions
of a 35-tonne engine are modelled using the
PD-14s technologies and materials, its diameter will be 3.5 m, length 7 m and weight about
7 t. Entering the market with an engine like
that in 1015 years would be silly. We realised,
therefore, that we needed a technological breakthrough, a quantum leap in the efficiency ratio
of engine units, which necessitates an almost
100 gas temperature increase over the PD-14,
Alexey Mikheyev
and are finalising the requirements specification, and the Industry and Trade Ministry is
going to release funds for the programme, the
Designer General says.
Moreover, the PD-14s engine core may
spawn a good 10-tonne-class engine the
PD-10 with a takeoff thrust of 10.9 t, which
may be used in the SSJ100s stretched version able to seat 130 passengers on services
out to 5,500 km. It will be heavier than the
www.take-off.ru
High-thrust engines
and, hence, we have to have strong materials

featuring minimum density for our engines
weigh to be competitive.
Besides, enormous resources are needed
not just the mechanical durability, but the corrosion resistance too. As far as such huge flight
hours are concerned, the corrosion resistance
comes to the fore, because parts get corroded
faster than they wear out. We have set this problem high on the priority list of ours and research
institutes of the branch. However, we have got
an aerodynamic basis for such an engine: a
modelled high-pressure compressor with an
extra stage, and an advanced high-pressure turbine made of sophisticated materials will ensure
the development of such an engine family. The
35-tonne engine will be the baseline model.
The PD-35s bypass ratio is to account for
11 and its fan diameter for 3,100 mm, with the
compression ratio to stand at 53. The engine is to
be based on the 92 hot section (the PD-14 has
82), it will get a five-stage low-pressure compressor and a seven-stage low-pressure turbine.
We are absolutely certain that the geared
design has no future in this class, Alexander
Inozemtsev believes. The power transmitted
from the low-pressure turbine to the fan exceeds
50 MW, even a gearbox with the 99.99% efficiency ratio will generate so much heat that it
is not clear where the heat should be removed.
Therefore, we opted for the classical design, and
our foreign colleagues, who are developing a
new family of high-thrust engines, are following
this way too. The UEC has approved the basic
characteristics of the engine. The PD-14 subcontractor team has proved just the thing, but we
are open to all willing to join the programme.
He stressed that the company and research
institutes have hashed out a list of 18 basic
critical technologies indispensable for making
the engine competitive 10 years further down
the road. Inozemtsev highlighted among them
advanced high-temperature materials and a next
step in the fan blade production technology
the transition to the composite blade offering a
30% weight reduction: We are certain that we
must gain the composite blade and ballisticallyresistant fan case technology, if we want to
achieve a competitive weight.
Other tasks include the development of a
thin engine nacelle necessitating the accessory gearbox below the core engines cowl, which
requires high-temperature alloys and connectors. Additive technologies and a new generation
of assemblies should be developed, including
fuel pumps and sensors with fibre-optic links.
This will increase reliability and reduce weight.
We are trying to convince the government
that research should be launched now for five
years in order to develop and test the engine
core, achieve the so-called sixth technological level and then start the development,
Alexander Inozemtsev concludes.
take-off july 2016
15
industry | avionics
IM-21-2
PT-3
ISRP-21
UIMDB ADVANCED
DEVELOPMENTS
FOR MC-21 AIRCRAFT
Ulyanovsk Instrument Manufacturing Design Bureau JSC included in Concern
Radio-Electronic Technologies JSC is a modern innovation enterprise that
provides the development, manufacture and after-sale service of airborne
products and ground equipment, automatic control systems for small hydropower
stations and consumer goods. In March 2016 there was completed the process
of merging of Ulyanovsk Instrument Manufacturing Design Bureau JSC and
UTYOS OJSC. It was a milestone event in UIMDBs life. New amalgamation
UIMDB JSC employs state-of-the-art information technologies and up-to-date
high performance equipment providing the implementation of advanced design
and technology ideas. Owing to unique experience, scientific, technical and
production potential, the company successfully performs the most complicated
tasks in the field of avionics. The merging of the two enterprises will result in
improving of production release, particularly in the reduction of production
cycle and lead time of serial production of newly developed products. Thus
a powerful integrated scientific and production complex has been created in
Ulyanovsk in the field of aircraft engineering.
UIMDB JSC has a rich experience in the field of development and
manufacture of avionics practically for all types of Russian civil and military
aircraft and helicopters.
The use of UIMDB developments made it
possible to significantly decrease the crew load,
increase flight safety, and in Tu-204SM and
Mi-171A2 to change over to two-pilot aircrew.
Airborne avionics developed and manufactured
by UIMDB has been integrated almost in all
16
take-off july 2016
main aircraft/helicopter systems (electronic

display systems, aerometry, hydraulic, landing
gear, power supply, oxygen, integrated control
system etc.).
In the interests of Russian aircraft industry
UIMDB JSC implements a number of
PUI-17
MFPU-2
significant perspective projects including the

development and manufacture of avionics for
MC-21 aircraft.
Among UIMDB innovation developments
for MC-21 aircraft is the creation of
SUOSO-C-21 aircraft equipment control
system, IM-21-2 multifunctional display
unit, BUK-17 control and monitoring
unit for complex air conditioning system,
ISRP-21 integrated standby instrument
system,
SIVSP-21
altitude-airspeed
parameters measuring system, PUI-17L and
PUI-17P control display units, PT-3L and
PT-3P trackball control panels, MFPU-2
multifunctional control panels.
SUOSO-C-21 aircraft equipment
control system is comprised of BVK-12
data computer-concentrator unit, BPS-14
data converter unit, BZK-1 protection and
communication unit, BUOS-1 glass heating
control unit and corresponds to: AR-21
category , 4754w/ARP4754A level ,
-178(project)/DO-178C level A,
-254/DO-254 level A.
SUOSO-C-21 aircraft equipment control
system is designed to control and monitor
aircraft equipment status (in flight and on the
ground), to provide the interfaced equipment
and the crew with the information on MC-21
aircraft systems operation status.
There was developed a solid-state protection
and communication unit BZK-1.
BZK-1 unit performs two independent
aircraft functions: protection function of
the interfaced systems and aircraft feeder
from transient processes and aircraft
equipment control function which allowed
reducing equipment nomenclature, as well
www.take-off.ru
industry | avionics
as increasing reliability and testability of
aircraft equipment.
The installation of SUOSO on MC-21
aircraft made it possible to implement
the function of secondary electric power
distribution by solid-state protection and
communication units, to implement the
protection function of interfaced systems
and aircraft feeder from current overload, to
reduce mass and nomenclature of aircraft
equipment control and monitoring means,
to increase testing coverage of aircraft
equipment, to reduce failure probability of
aircraft equipment control channels, reduce
the time for preflight maintenance, implement
fault-tolerant system control architecture,
to realize the possibility of performing
catastrophic level functions, to apply builtin lightning protection in solid-state cockpit
glass heating control units. System units have
no constraints upon equipment areas.
IM-21-2 multifunctional display unit
is designed to provide the crew with the
information from flight navigation complex,
the information on power plant status and
parameters, aircraft systems and alert
information. IM-21-2 was developed in
accordance with DO-297 as IMA platform
based on VxWorks 653 Platform 2.2.4 operating
system and ARINC 653. IMA platform
makes it possible to perform independent
development and qualification of its function
applications. UIMDB develops the platform
and part of applications. Avionics full-duplex
switched Ethernet (AFDX) is used as a main
interface in the display unit in accordance with
ARINC 664.
BUK-17 control and monitoring unit is

designed to control and monitor complex air
conditioning system, wing anti-icing systems,
subsystem for air preparation for neutral gas
system, to provide pressurization, heating/
cooling and ventilation of cockpit and
passenger cabin as well as avionics cooling.
The architecture solutions applied in BUK-17
unit, made it possible to provide delay time of
8 ms max from the moment of pressure change
up to the moment of BUK-17 output signal to
the actuator (with regard to airflow regulation).
ISRP-21 integrated standby instrument
system is comprised of IM-24-5 multifunctional
display unit, MVD-21-1 air data module,
PPD-21 total pressure probe, BKO-21-1
heating control unit. ISRP-21 is designed to
provide the crew with the information on
aircraft attitude, flight altitude-speed and
navigation parameters as well as information
from the adjacent systems.
SIVSP-21 comprising of multifunctional air
data measuring unit and P-104 temperature
pressure sensor is designed to measure altitudeairspeed parameters. SIVSP-21 corresponds to:
P-21 category , 4754/ARP4754A
level , -178(project)/DO-178C
level A, -254/DO-254 level A.
PUI-17L and PUI-17P control display units,
PT-3L and PT-3P trackball control panels,
MFPU-2 multifunctional control panels,
delete and disaster panels correspond to:
P-21 category B, 4754/ARP4754A
level B, -178(project)/DO-178C level
B, -254/DO-254 level B.
UIMDB JSC develops and manufactures
products meeting the recommendations
and requirements of international

standards: ARP4754A, DO-178C, DO-254,
DO-160G, EASA CM-SWCEH-001,
EASA CM-SWCEH-002, ARP4761,
ARINC 624 etc.
To develop the equipment in accordance
with recommendations and requirements of
international standards, there was changed
the organizational structure of the enterprise
and formed the departments responsible
for planning, validation, verification, safety
assessment processes and etc. UIMDB JSC
created a regulatory base (company standards,
guideline documents, etc.) providing the
compliance of the developed products to the
requirements of the international standards.
Today UIMDB JSC numbers more than
3,000 highly skilled engineers and workers.
The main task of the company management
team is to provide optimal conditions for work
and career progress of the employees, their
professional education and further training,
decent earnings, to develop production
standards and aesthetics, labor health
protection. A specific of the scientific and
technological activity of UIMDB JSC requires
paying attention to the training of engineers
scientists and highly skilled specialists. UIMDB
has a long-term cooperation with the leading
universities of the country. 28 candidates of
Engineering Sciences work at the enterprise.
In 2016 UIMDB has challenging goals
aimed at implementation of the strategic policy
of the company, definition of its competitive
advantages and recognition of UIMDBs
position as a leading enterprise in the field of
avionics development and production.
Milestones of avionics design process development
MC-21
Mi-171A2
Tu-204SM
Yak-130
2000
www.take-off.ru
2004
2010
2014
2016
take-off july 2016
17
industry | programme
-62
KICKS OFF TRIALS
The advanced Kamov Ka-62 medium multirole helicopter started its
flight tests in the town of Arsenyev,
Primorsky Territory in the Ruissias
Far East, on 28 April 2016. The Kamov
design bureau has developed the
machine, which manufacture has been
handled by the Progress company
(both Kamov and Progress are subsidiaries of Russian Helicopters holding
company). On 28 April, a Kamov crew
of pilot-in-command Vitaly Lebedev
and co-pilot Nail Azin took the Ka-62s
first flying prototype OP-1 for its first
hover with minor movement in all
planes and limited pitch, yaw and
longitudinal manoeuvring. At the
HeliRussia 2016 show, Take-off had
an opportunity to talk with the helicopters chief designer, Alexander Vagin,
who offered details on the ongoing
flight test programme.
18
take-off july 2016
According to Alexander Vagin, Ka-62

OP-1s first hover kicked off the preliminary flight test phase preceding the manufacturers flight test phase. Based on the
outcome of the trials, including several
hovers with minor axis-wise movement
and limited manoeuvring, tests on the
Iron Bird bench in Kumertau and other
ground-based tests, the Methodology
Council of the Gromov LII Flight
Research Institute will decide on the feasibility of the first circuit flight that will
be the first of manufacturers flight tests.
Initially, the latter will be conducted in
Arsenyev and then may be performed at
Russian Helicopters and Kamovs facility
in the Moscow Region.
Presumably, the factory flight tests will
comprise 122 sorties designed to test all
of the helicopters systems under various
conditions and to gauge its basic characteristics. Then, the certification phase will
Andrey FOMIN
commence. It is to include 450 sorties by

three flying prototypes.
The second Ka-62 flying prototype
(OP-2) is to join the trials by this autumn.
Its assembly is nearing completion at
Progress. The third flying prototype, OP-3,
is due to follow suit in early 2017, with its
fuselage being almost complete.
The Ka-62s full-scale ground tests began
in 2015. They involved the Iron Bird test
rig essentially, a Ka-62 airframe fitted with
the organic powerplant, power train, rotor
system, tail rotor and other equipment
and static-test prototype. The Iron Bird is
being tested at a special facility in Kumertau,
Bashkortostan. Aviatest company in Riga is
performing the static tests of the airframe,
using the Ka-62 with factory number 0102
exhibited in the static display area of the
MAKS 2013 air show in August 2013. As is
known, Russian Helicopters announced then
that the Ka-62 would start its flight trials
www.take-off.ru
Yevgeny Yerokhin
Kamov
Demonstration example of the

instrument panel of the Ka-62s
glass cockpit that is part of the
KBO-62 avionics suite from
the TAV company (a subsidiary
of Kronstadt Group) at the
HeliRussia 2016 show
The first Kamov Ka-62

flying prototype (OP-1)
in its first hover.
Arsenyev, 28 April 2016
before year-end 2013. However, the numerous

cutting-edge solutions being implemented in
cooperation with numerous West European
partners have adjusted the plans.
Russian Helicopters key foreign partners
under the Ka-62 programme are Safran
Helicopter Engines (known as Turbomeca
before May 2016) the manufacturer and
supplier of the 1,780-hp Ardiden 3G turboshaft engine (1,940 hp for 2.5 min. at the
emergency rating with one of the engines
down), Austrias Zoerkler the manufacturer of the main and intermediate gearboxes and power train units, and Frances
Aerazur Zodiac responsible for the fuel
system.
The Technologies for Aviation joint
stock company (TAV) a subsidiary of the
Kronstadt group is the developer of the
Ka-62s KBO-62 avionics suite. A KBO-62
demo example the glass cockpit was
displayed at HeliRussia 2016. It is designed
www.take-off.ru
for a two-man crew to fly VFR and IFR

round the clock in various climates and
types of terrain on airways and regional
services and outside of them as well. The
avionics suite meets the AP-29 and FAR-29
flight rules applicable to the avionics of
Category A helicopters.
The KBO-62 is wrapped around flight and
navigation displays including a digital moving map, a redundant navigation system, an
airborne systems/engine diagnostics system, communication radios, radio navigation aids and an automatic control system.
The suite includes two TDS-84 8.4-inch
1,024x768-pixel LCDs for navigation,
engine and airborne equipment information; two TDS-12 12.1-inch 1,024x768-pixel flight displays; two MFPU-1 multifunction control consoles with a 5-inch LCD
and a keyboard; VTs-3 digital computers
with a RISC processor for navigation calculations and integrated data processing;
SAU-62 automatic control system for automatic route flying and landing approach,
comprising the hover automatic controller;
TTA-12N terrain avoidance and warning
system including a terrain and cultural features database; and TDC-17 controllers
with heading and course selectors.
What is important is that the KBO-62
is commonised heavily with another
helicopter integrated avionics suite from
Kronstadt the IBKO-38 designed for the
advanced Mil Mi-38 helicopter certificated in December 2015. Part of the suite
was improved due to the Ka-62s smaller
cockpit and tougher standards applied to
exposure factors, which required extra
tests.
According to Vadim Smirnov, chief of
Kronstadts aviation equipment division,
the company has made, tested and supplied
three KBO-62 sets to Kamov to fit Ka-62
prototypes.
take-off july 2016
19
Since the Ka-62 has prompted interest of

not only commercial buyers but governmental agencies as well, e.g. the Russian Defence
Ministry, a version made of Russian components and systems only is planned. Under
the Russian governments directive dated
30 September 2014, Industry and Trade
Minister Denis Manturov approved the
Russian Federation Commercial Aircraft
Production Import Substitution Plan (see
the ministrys website) on 31 March 2015.
As applied to the Ka-62 programme, the
plan stipulates the development of a Russian
variant of the powertrain by 2017, fuel system by 2018 and engine by 2022 as well as
the DC generator system, engine air particle
separator, extra fuel cells, etc.
Russian Helicopters Deputy Director
for Production Andrei Shibitov said in
May last year that given the political
nuances, we are actively looking into the
feasibility of maximising the customisation and localisation of the foreign made
hardware used in the helicopter now,
which is important because we are going
to offer the Ka-62 to governmental agencies as well. According to Mr Shibitov,
Kamov has been developing the fuel
system to fit the Ka-62, and a powertrain production programme has been
launched, with the first prototype powertrain expected as far back as last year.
Andrei Shibitov also said that Russian
Helicopters and Klimov company were
in talks about the development of a
Russian engine to power the Ka-62. The
Technodinamika corporation unveiled its
crash-resistant fuel system for the Kamov
Ka-226T helicopter at HeliRussia 2016.
A similar system will be offered to equip
other up-to-date Russian helicopters as
20
take-off july 2016
well. Technodinamika is a subcontractor

under the Ka-62 programme, responsible
for the landing gear and DC generator
systems.
The Ka-62 has the classic single-rotor
design uncharacteristic of Kamov and
comprising the five-blade main rotor and
shrouded tail rotor. The aircraft has a maximum takeoff weight of 6,500 kg and is
designed to carry 15 passengers or 2,200 kg
of cargo (2,500 kg on the external sling) at
a cruising speed of 290 km/h (max speed
310 km/h) out to 720 km. In addition,
provision has been made for the Ka-62 to

operate in the search-and-rescue, medevac,
patrol, trainer and other roles.
The advanced Ka-62 helicopter will be a
worthy addition to the commercial versions
of the venerable and worlds most popular
Mi-8/17 helicopters, filling the very relevant
niche in the class of helicopters with a takeoff
weight of 67 tonnes, Russian Helicopters
Director General Alexander Mikheyev said,
calling the beginning of the Ka-62s flight
tests very significant to the corporation, a
natural result of our work.
Kamov
Kamov
The first of the three Ka-62s

flying prototypes earmarked
for flight and certification tests
www.take-off.ru
advertisement
industry | company
Vyacheslav BOGUSLAYEV,
President, MOTOR SICH JSC
In 2007, Ukraines aeroengine

manufacturing industry was united
under the umbrella of the A. Ivchenko
Research and Production Association.
The association was founded by
Motor Sich JSC and the IvchenkoProgress State Enterprise located on
the same territory and inseparable
throughout their history.
Motor Sich JSC is the heart of the
A. Ivchenko Research and Production
Association, with this company comprised of more than 15 divisions
located all over Ukraine and with
its divisions employing more than
24,000 personnel.
Motor Sich JSC specializes in the
design, manufacture and after-sales
service of gas-turbine engines for
civil and military aircraft, industrial
gas-turbine drives, and gas-turbine
power plants powered by the drives
mentioned. Recently, the company
has been actively working on the
development of helicopter manufacturing industry in Ukraine.
The quality and reliability of the
aeroengines manufactured by this
company have been proven by their
decades-long powering of planes and
helicopters in more than 100 countries worldwide.
The Ivchenko-Progress State
Enterprise is the worlds renowned
designer of aircraft engines that have
been manufactured commercially by
Motor Sich JSC.
The list of aircraft engines, which
are currently at various stages of
commercial production for both passenger and cargo aircraft, includes
turboprop and turbopropfan engines
of 40014,000 h.p. as well as turbofan
engines of 1,500 to 23,900-kgf thrust.
22
take-off july 2016
MOTOR SICH
ENGINES
FOR ANY NEEDS
Among the above engines,
one should draw attention to the
D-436-148 turbofan for the An-148
passenger aircraft family: the engine
meets modern ICAO requirements
and can rival its foreign analogues.
Versions of the n-148 aircraft can
transport 6889 passengers as far as
2,1004,400 km in comfort. The aircraftss high performance allows
craft
Motor Sich JSC produced the

TV3-117VMA-SM1V
turboshaft
engine to enhance helicopters performance and improve their efficiency
on operations in high and hot environment. The engines power settings are
optimally adapted to the operational
conditions on various types of helicopters. The automatic control system
For improving safety of OEI

flight the 2.5-minute and 60-minute
power ratings of 2,800 hp, as well
as 60-minute takeoff power rating
are introduced. For improvement
of the helicopter performance the
continuous takeoff power rating was
introduced envisaging, if necessary,
continuous operation of both engines
at takeoff power for more than 5 (up
to 30) minutes.
Currently, the company is carrying out the upgrade of Mi-24 and
Mi-8MTV helicopters as part of the
programs of the Ministry of Defense
of Ukraine. Motor Sich JSC is upgrading the helicopter power plants by
replacing the standard engines with
TV3-117VMA-SBM1V ones.
An-148
attracting air carriers from all of the

continents. The Republic of Cuba has
launched the operation of the n-158,
a version of the baseline n-148.
Currently, Motor Sich JSC is
collaborating with the IvchenkoProgress State Enterprise in the
development of a new-generation
AI-28 turbofan engine family of the
710-tonne thrust class. The familys
basic engine is developed on the
basis of both research and development practices accumulated and
up-to-date technologies, and it will
have ultra-high bypass ratio using
the fan gearbox drive. The engine is
designed to power future passenger
and cargo fixed-wing aircraft, while
high-performance turboprop and turboshaft engines may be built around
its core engine.
D-436-148
allows adjusting one of the following takeoff power parameters: 2,500,

2,400, 2,200 or 2,000 h.p. It also
ensures the engine rated power flat up
to higher environment temperatures
and higher flight altitudes compared to
the current versions of the TV3-117V
engine, including VK-2500 engines
that power Mil and Kamov helicopters.
commercial
Later in 2012, TV3-117VMA-SBM1V

engines incorporated into a Mi-8MTV
helicopter passed flight tests at Mil
Moscow Helicopter Plant, including the
tests in the high-mountain and hightemperature conditions.
At present, Ka-32 helicopters powered by TV3-117VMA
(VMA Series 02) engines are widely
www.take-off.ru
industry | company
used to carry external loads with
numerous utilization of the takeoff power setting during the flying
cycle. Motor Sich JSC used the
TV3-117VMA-SBM1V engine to
derive the TV3-117VMA-SBM1V-02K
model with adapted power performance for the Ka-32 helicopter to
improve the types characteristics and
competitiveness. In late 2015, the IAC
Aircraft Registry issued Certificate
No. CT267-AMD/OGI-13 for this
engine model. The service life of
the TV3-117VMA-SBM1V-02K engine
before its first overhaul in the flying cycle conditions with underslung
cargo comprises 3,320 h with no
need to replace parts of the engines
hot section in service, which is four
times as long as the service life of
the hot section of the TV3-117VMA
(VMA Series 02) engine operated in
the same conditions.
The company is developing a FADEC
variant of the TV-117VMA-SBM1V
Series 1 to power advanced helicopters, which will make it possible
to improve helicopter engine performance. The TV3-117VMA-SBM1V
Series 4 and 4E engines (with pneumatic or electric starting systems) are
versions of the TV3-117VMA-SBM1V,
which are designed to replace the
engines designed for Mi-8T-type helicopters in order to improve their flight
performance.
The engine has its nominal power
flat at higher environment temperatures and at higher flight altitudes
compared to engine that currently
powers Mi-8T-type helicopters.
In August 2013, a Mi-8MSB helicopter upgraded by Motor Sich JSC
and powered by TV3-117VMA-SBM1V
Series 4 engines set a number
of world records, including that in
climbing to an altitude of 9,150 m,
which is 300 m higher than Mount
Everest, the worlds highest peak.
The TV3-117VMA-SBM1V Series 5
engine is a new design. It is designed
in collaboration with the IvchenkoProgress State Enterprise. The engine
power is 2,800 h.p. in takeoff mode
and 3,750 h.p. in emergency mode.
Two versions of the engine are
planned: a turboshaft version for
1516 tonnes-class helicopters like
the Mi-38, and a turboprop version (TV3-117VMA-SBM2) for the
An-140-type cargo aircraft.
Small aircraft are high on demand
these days; therefore, Motor Sich JSC
www.take-off.ru
is an active participant in the work

being carried out by the IvchenkoProgress State Enterprise to design
small-sized turboshaft engines of the
AI-450 family, which basic engine
was initially designed to power the
Kamov Ka-226.
On 15 April 2015, the upgraded I-450M engine with a takeoffmode power of 400, 430 or 465 h.p.
(depending on the adjustment of the
automatic control system) passed its
endurance and certification tests and
version with the 630-h.p. takeoff

power and the 810-h.p. MS-500V-01
were certificated by the IAC Aircraft
Registry.
In 2014, the company launched
the development of MS-500V-02
and MS-500V-03 engines of direct
and reversal design respectively. The
engines will ensure the takeoff power
of 1,100 h.p. The company is now
working on MS-500V-S turboprop
version with takeoff power of 950 to
1,100 h.p.
Mi-8MSB helicopters may be manufactured in a number of versions:

cargo, passenger (including VIP configuration), search-and-rescue and
medevac.
The Mi-2 is another helicopter
being upgraded by Motor Sich JSC
by installing new-generation AI-450M
engines. The upgrade is carried out
along with overhaul and reconditioning to extend its calendar service
life. The advantages of the upgraded
Mi-2 are as follows: a 30% decrease
in fuel flow rate per hour; a 15%
increase in service ceiling; and a 10%
in
increase in maximum takeoff weight.
in
TThe helicopter passed its flight tests
in December 2014.
One of the priority vectors of the
ccompanys helicopter efforts is the
ddevelopment of the MSB-2 helicopter
oon the platform of Mi-2 helicopter,
which will feature higher flight perw
fformance and ergonomics.
Mi-8MSB
obtained its type certificate issued by

the IAC Aircraft Registry.
On 1 August 2015, the company
launched the commercial production
of the AI-450M engine designed to
re-engine the earlier manufactured
Mi-2 helicopters.
The company is simultaneously
working on AI-450 turboprop derivatives the AI-450S and AI-450S-2
to power general-purpose and training aircraft, which takeoff power is
within a range of 450495 h.p. and
630750 h.p. respectively. Currently,
the AI-450S is undergoing flight
tests as part of a DA50-JP7 aircraft
manufactured by Diamond AI, the
worlds famous Austrian company.
The AI-450S-2 is designed to power
a version of the Czech EV-55 twinengined multipurpose aircraft.
Keeping in mind changes on the
global helicopter market, the company is developing a new-generation
MS-500V turboshaft engine family
with a takeoff power of 6001,100 h.p.,
designed to power helicopters of various purposes with a take-off weight of
3.56.0 tonnes. According to experts
forecasts, the market segment secured
by this class of helicopters will be one
of the most promising in the upcoming years due to a multipurpose nature
of such helicopters. The MS-500V
TV3-117VMA-SBM1V Series 4E
Motor Sich JSC is actively developing the helicopter segment of its

business from upgrading and replacing engines of the existing helicopters to developing and certifying the
helicopters designed by itself, followed by further helicopter commercial production.
The upgrade of the Mi-8T helicopter by bringing it to Mi-8MSB standard allows for fitting with innovative TV3-117VMA-SBM1V series 4
engines. As a result, the helicopter
will have new advantages: a 62%
increase in service ceiling (up to
7,300 m) and a substantially increased
altitude of stationing, a 14% decrease
in fuel flow rate per hour, an increase
in operational range on two ferry fuel
tanks up to 1,210 km. Within the
helicopter upgrade programme, the
company is working on re-equipping
the Mi-8MSB helicopter with a set
of navigation instruments meeting
the EASA and ICAO requirements.
commercial
Now Motor Sich JSCs activities fully meet the worlds economy
criteria. The companys strategy is
focused on increasing its output
and on the marketing of products,
design and development of commercial manufacture of innovative and
prospective goods, expansion of its
sales markets, and making the maximum profit of all company business
activities.
MOTOR SICH JSC

15, Motorostroiteley av.,
Zaporozhye, 69068, Ukraine.
Phone: +38 (061) 720-48-14
Fax: +38 (061) 720-50-00
E-mail: eo.vtf@motorsich.com
www.motorsich.com
take-off july 2016
23
commercial aviation | programme
SSJ100
Andrey FOMIN
FIVE YEARS ON AIR ROUTES

The commercial operation of the advanced Russian-made Sukhoi Superjet 100
regional airliner commenced in Russia five years ago, on 16 June 2011. The aircrafts
launch customer is Russian flag carrier Aeroflot that had to shoulder the service
entry of the airliner radically novel to Russian aviation, including converting its flying
and ground crews to the type, arranging its maintenance, overcoming its teething
troubles and ensuring a gradual increase in the types reliability and regular flights.
Today, five years later, the difficult phase has become a thing of the past. Now,
Aeroflot operates as many as 30 Superjets that have carried over 3.5 million passengers. Overall, Russian airlines operate half hundred SSJ100s now: Yamal started
flying them in April this year and IrAero in June, joining the club of such experienced
SSJ100 operators as Yakutia, Gazprom Avia and Red Wings. In addition, 21 Superjets
have been used rather effectively by Mexican carrier Interjet, and the first West
European customer for the type, Irelands CityJet, began to use the SSJ100 in June
2016. The number of production-standard aircraft built has exceeded one hundred
to date. Considering the manufacturers measures to improve the aftersales support
and the governments assistance in promoting the airliner on the market in todays
hard economic situation, one is hopeful that the number of SSJ100 operators and the
pace of the Superjets operations will keep on growing.
In the flag carriers aircraft fleet

Aeroflot is the launch customer for the
Russian-made Sukhoi Superjet 100 newgeneration regional passenger aircraft developed by Sukhoi Civil Aircraft Company JSC
(SCAC) and a large pool of Western subcontractors supplying the engine, avionics and
airborne systems (SCACs strategic partner
was Alenia Aermacchi of the Finmeccanica
group, now Leonardo Finmeccanica). The
flag carrier placed a firm order for 30 airliners in December 2005 two and a half
years before the maiden flight of the first
prototype that first flew on 19 May 2008.
24
take-off july 2016
The manufacturer started the delivery of

production-standard planes after the SSJ100
had been certificated by the Interstate
Aviation Committees Aircraft Registry:
Type Certificate 332-RRJ-95 was issued
in 28 January 2011 (the planes certification
designation is RRJ-95B). On 3 February
2012, the manufacturer received EASAs
type certificate, which was a serious achievement, because the SSJ100 became the first
Russian-built airliner certificated under the
EU air rules.
Aeroflot leased the first ten SSJ100-95Bs
from VEB-Leasing between June 2011 and
September 2012. Then, their contract-stipulated replacement with the fully configured
aircraft took place from May 2013 to June
2014. All of Aeroflots Superjets have twoclass 87-seat cabin layout (12 business-class
seats and 75 economy ones). The fully outfitted airliners feature a modified avionics suite
and higher comfort for passengers. In particular, they have an updated flight control
system, a weather radar with the wind shear
detection capability, an extra flight attendant
station, the third lavatory and the fourth
galley module. Passengers are provided with
individual air ventilation above their seats.
The first revenue service of Aeroflots
SSJ100-95B registration number RA-89001
took place on the MoscowSt.Petersburg
route on 16 June 2011. Operations to Nizhny
Novgorod and Yekaterinburg began on the
next day, followed by flights to other destinations. Despite the new airliners commercial
operations teething troubles unavoidable to
any new type of aircraft, Aeroflots SSJ100s
performed well enough during their first year
in operation, having flown 3,710 revenue
services with a total flight time of 6,865 h and
220,000 passengers carried from June 2011 to
June 2012. Some of the planes logged up to
250 flight hours monthly, with one of them
setting a daily flight time record of 16 h.
The delivery of the next 10 aircraft to
Aeroflot started in November 2014 and had
www.take-off.ru
Sergei Sergeyev
gone on until May 2015. They were leased

from Sberbank Leasing this time round,
and then Aeroflot took out the operating
lease on the last 10 aircraft of the type
from Sberbank Leasing again. Their delivery
started in October 2015. Four of them had
entered operation by late last year, two more
in January 2016, the seventh plane in April,
the eighth one in late May and the ninth
aircraft on 1 June. The last 30th airliner
under the 2005 contract is to be received by
Aeroflot by the end of June 2016. However,
the SSJ100 delivery to Aeroflot will not stop
at that, because the airline ordered 20 more
in January 2015. They are expected to arrive
to the flag carriers subsidiaries in 201718.

Thus, there will be as many as 50 Superjets in
Aeroflots aircraft fleet in several years.
According to the Transport Clearing
Chamber, Aeroflots SSJ100s in 2015 have
performed over 19,300 flights carrying
1,291,000 passengers almost 2.4 times
more than in 2014 (a bit more than 549,000).
The increase was owing not only to the
growth of the SSJ100 fleet (14 by 2014, 16 by
2015, 24 by 2016), but an increasing pace
of operations owing to a higher operability
and a drop in downtime caused by malfunctions and the waiting for spares. The design
improvements introduced by the design
bureau and manufacturer and the fixes to the

in-service airliners allowed overcoming most
of the teething troubles plaguing the planes
initially.
To increase the Superjets operating effectiveness further, SCAC and Aeroflot are
implementing the Joint Plan of Aftersales
Support Improvement expected to sharply
increase the operability of Aeroflots SSJ100s
starting from 2017 Q1.
In June 2016, Aeroflots Superjets have been
operating routes from Moscows Sheremetyevo
to three dozen destinations in Russia, Belarus,
Estonia, Finland, Germany, Kazakhstan, Latvia,
Lithuania, Norway, Poland and Romania.
Aeroflot
Sukhoi Superjet 100 bearing the jubilee MSN 95100

became Aeroflots 28th aircraft of the type.
It entered service in late May this year
www.take-off.ru
take-off july 2016
25

SSJ100 jets operated by Russian carriers
in June 2016
No
Registration
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
RA-89014
RA-89015
RA-89017
RA-89022
RA-89023
RA-89032
RA-89024
RA-89025
RA-89026
RA-89027
RA-89028
RA-89041
RA-89042
RA-89044
RA-89045
RA-89043
RA-89046
RA-89047
RA-89052
RA-89051
RA-89061
RA-89062
RA-89057
RA-89058
RA-89056
RA-89063
RA-89064
RA-89059
RA-89065
RA-89060
1
2
3
RA-89011
RA-89012
RA-89021
1
2
3
4
5
6
7
8
9
10
RA-89018
RA-89020
RA-89019
RA-89029
RA-89030
RA-89031
RA-89048
RA-89049
RA-89050
RA-89054
RA-89001
1
2
3
RA-89034
RA-89035
RA-89036
1
2
RA-89002
RA-89008
RA-89053
MSN
Maiden flight
Aeroflot
95025
22 Feb 2013
95029
02 Jul 2013
95035
15 Sep 2013
95039
18 Oct 2013
95041
21 Nov 2013
95043
01 Dec 2013
95044
23 Jan 2014
95047
19 Feb 2014
95051
05 Mar 2014
95053
08 Apr 2014
95059
16 Apr 2014
95063
14 Jun 2014
95068
04 Aug 2014
95076
10 Oct 2014
95079
29 Oct 2014
95074
10 Nov 2014
95082
15 Nov 2014
95084
27 Nov 2014
95088
21 Jan 2015
95089
18 Feb 2015
95090
24 Jul 2015
95091
10 Apr 2015
95097
08 Oct 2015
95098
29 Jul 2015
95094
15 Apr 2015
95099
06 Nov 2015
95101
10 Nov 2015
95100
16 Sep 2015
95107
25 Mar 2016
95103
01 Dec 2015
Yakutia
95019
13 Aug 2012
95020
25 Nov 2012
95021
03 Jun 2012
Gazprom Avia
95033
09 Aug 2013
95055
09 Dec 2013
95056
14 Dec 2013
95057
10 Mar 2014
95058
31 Mar 2014
95064
23 Jun 2014
95073
30 Sep 2014
95078
16 Dec 2014
95080
21 Dec 2014
95092
23 Apr 2015
Red Wings
95008
31 Jan 2011
Yamal
95062
07 Jun 2014
95067
24 Jul 2014
95070
23 Aug 2014
IrAero
95010
11 Jul 2011
95016
02 Mar 2012
RusJet
95009
29 Jun 2013
Delivery date
31 May 2013
28 Aug 2013
16 Dec 2013
27 Dec 2013
29 Jan 2014
30 Jan 2014
28 Mar 2014
30 Apr 2014
13 May 2014
27 Jun 2014
26 Nov 2014
27 Nov 2014
04 Dec 2014
18 Dec 2014
23 Dec 2014
24 Dec 2014
19 Feb 2015
20 Feb 2015
16 Apr 2015
25 May 2015
28 Oct 2015
17 Nov 2015
29 Dec 2015
30 Dec 2015
20 Jan 2016
21 Jan 2016
19 Apr 2016
31 May 2016
01 Jun 2016
Jun.2016*
17 Dec 2012
31 Jan 2013
11 Jun 2016
17 Oct 2013
28 Jan 2014
29 Jan 2014
18 May 2014
30 May 2014
25 Aug 2014
26 Nov 2014
05 Mar 2015
30 Jun 2015
10 Jul 2015
02 Apr 2015
28 Mar 2016
19 May 2016
20 May 2016
10 Jun 2016
16 Jun 2016
02 Oct 2015
SSJ100 jets operated by foreign airlines

in June 2016
No
Registration
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
XA-JLG
XA-IJR
XA-JLV
XA-ABM
XA-NSG
XA-OAA
XA-PBA
XA-JLP
XA-LME
XA-BMO
XA-ALJ
XA-LLV
XA-GCD
XA-OUI
XA-PPY
XA-BVM
XA-NGO
XA-VER
XA-VAS
XA-DAS
XA-JBA
1
EI-FWA
2
EI-FWB
* planned delivery
26
MSN
Maiden flight
Interjet (Mexico)
95023
12 Sep 2012
95024
16 Dec 2012
95028
24 Mar 2013
95036
19 Jun 2013
95034
28.082013
95038
06 Oct 2013
95040
02 Nov 2013
95042
12 Nov 2013
95045
22 Dec 2013
95048
30 Dec 2013
95046
28 Dec 2013
95049
19 May 2014
95052
19 Mar 2014
95050
06 Feb 2014
95066
16 Jul 2014
95054
29 Jul 2014
95071
20 Sep 2014
95081
08 Dec 2014
95065
09 Jul 2014
95072
23 Dec 2014
95085
13 Jan 2015
CityJet (Ireland)
95102
11 Dec 2015
95108
14 Jan 2016
take-off july 2016
Delivery date
18 Jun 2013
02 Aug 2013
05 Nov 2013
21 Dec 2013
01 Feb 2014
14 Mar 2014
25 Apr 2014
07 Jun 2014
04 Sep 2014
03 Oct 2014
21 Oct 2014
17 Dec 2014
26 Feb 2015
20 Apr 2015
18 May 2015
04 Jul 2015
07 Nov 2015
21 Nov 2015
15 Dec 2015
03 Mar 2016
01 Apr 2016
02 Jun 2016
Jun 2016*
Over the five years in service with Aeroflot,

the SSJ100s have conducted more than
55,000 flights, having carried over 3.5 million passengers. Based on the Transport
Clearing Chambers 2015 passenger traffic data (1.52 billion passenger-kilometre),
Aeroflots SSJ100 flights averaged just less
than 1,200 km.
Yakutia story
Russian air carrier Yakutia (it bears the
name of a region of Russia), which ordered
two SSJ100s in August 2009, is the second
Russian airline to launch the operation of
the type in early 2013. Initially, they were to
be leased to Yakutia by the Financial Leasing
Company (FLC) that had signed a contract with SCAC for 10 Superjets in August
2005. However, due to the bankruptcy of
FLC, Yakutia signed a 10-year financial leasing agreement for two SSJ100-95Bs with
VEB-Leasing in late 2012. Unlike Aeroflot,
Yakutia got 93-seat airliners, with eight seats
in business class and 85 in economy class.
The first aircraft (RA-89011) was delivered in December 2012 and the second
(RA-89012) in January 2013. The former
flew its first scheduled revenue service from
Yakutsk to Khabarovsk on 23 January 2013.
Soon afterwards, other destinations throughout Russias Far East and Siberia and to
China and South Korea were added to the
schedule of Yakutias Superjets with charter
flights to Japan commenced as well.
The operability of Yakutias Superjet fleet
proved much higher than that of Aeroflots
one in the first year despite a much harsher
operational environment. Probably, there
were following reasons for that. One was
that Yakutia considered the lessons learnt
by the Russian flag carrier that had used its
SSJ100s for more than 18 months by the
time Yakutia received its Superjets. Another
was a somewhat different approach to using
them. Sceptics proved wrong about possible
problems of operating the SSJ100s in the
harsh environment of Siberian winter. When
the planes were being phased into the airlines flight schedule, ambient temperature
in Yakutsk had hovered around -47C for
a month, while the airliners had no heated
hangars to be parked in.
Yakutias two Superjets logged 2,940 flight
hours on almost 1,200 services in the first
year, with the average flight time per plane
being about 130 h. In 2014, their total flight
time grew by over 50% to 4,724 h and the
average flight time to nearly 200 h per month
(279 h in July). In August 2014, one of the
airliners logged 16 flight hours on a single
day. In 2015, the two aircraft accumulated
a total of 4,600 h, and their average flight
time per aircraft stood at 193 h. According
to the Transport Clearing Chamber, they

carried 99,000 passengers last year (90,700 in
2014) on 2,004 services, of which 1,778 were
scheduled ones.
Given the Superjets good effectiveness
proven in Yakutias harsh environment, the
carrier decided to beef up its Superjet fleet.
It ordered three brand-new SSJ100-95LR
extended-range airliners to be delivered from
2017. The contract was awarded to SCAC
in the form of a bilateral agreement during
the Le Bourget air show last year and stipulated a firm order with two options. During
MAKS 2015, Yakutia and the State Transport
Leasing Company (GTLC) signed an agreement while the GTLC itself, supported by
the government, bought 32 Superjets from
the SCAC.
The agreement with GTLC provides for
a lease of five aircraft, including two supplied to Yakutia by VEB-Leasing in 2013.
Yakutias practical cooperation with GTLC
has begun. On 8 June 2016, the two clinched
a deal for a 12-year operating lease of the
SSJ100-95B (RA-89021).
Built in 2012, aircraft RA-89021
(MSN 95021) was flown by Moskovia in
201314 and was supplied to Red Wings
in January 2015, with the carrier having
used it before May this year. The plane has
belonged to GTLC since November 2015. It
was given Yakutias paintjob by the SpektrAvia company in Ulyanovsk in early June
2016 and was ferried to its home station in
Yakutsk on 10 June. RA-89021 performed
its first revenue operation in Yakutias livery
www.take-off.ru
Eduard Borisenkov
Yakutia took delivery of its third SSJ100 in June 2016.

Unlike the first two operated by the carrier since early 2013,
its lease rate has been nominated in rubles
In service for Gazprom

Another Russian operator of the Sukhoi
Superjet 100, Gazprom Avia, took delivery
of its first airliner of the type in a ceremony
during the MAKS 2013 air show in August
2013. The aircraft MSN 95033 (RA-89018)
was the first production extended-range aircraft the SSJ100-95LR certificated on
20 August 2013 as RRJ-95LR-100.
The LR variant hauls the same number
of passengers at a distance of 4,580 km (the
baseline SSJ100-95B out to 3,050 km). The
www.take-off.ru
Gazprom Avia has had ten SSJ100s since the previous

summer, but the carrier has phased them in gradually
Alexey Mikheyev
on the YakutskNovosibirskYekaterinburg
route on 12 June 2016. At the same time, the
airline continues to use the first two SSJ100s,
while expecting the resolution of their financial lease refinancing problem. According
to the companys spokesperson, Yakutia is
intent on receiving the fourth SSJ100 from
GTLC in September 2016 and the fifth one
in the spring of next year.
Yakutias SSJ100s have been flying scheduled operations from Yakutsk to Vladivostok,
Ulan-Ude
and
Khabarovsk,
from
Khabarovsk to Mirny and from Novosibirsk
to Yekaterinburg and Neryungri in June
2016. There are international services from
Yakutsk to Harbin and Seoul and from
Yuzhno-Sakhalinsk to Tokyo. According
to the Transport Clearing Chamber, the
Superjets had carried 260,000 passengers of
the Yakutia airline on 5,010 flights, including 4,510 scheduled ones, since the beginning of their operation in January 2013 to
March 2016.
range extension was owing to its maximum

takeoff weight increase from 45,880 kg to
49,450 kg with minor structural modifications. The airliners in the LR variant are
powered by SaM146-1S18 engines featuring
a 5% increase in thrust.
Gazprom Avia ordered ten SSJ100-95LRs
in August 2011. The planes ordered had
the 90-seat economy-class layout, with the
first two rows of seats (10 in total) having a
pitch of 34 inches (864 mm) and the rest 16
rows behind the partition having a pitch of
30 inches (762 mm). The Superjets gradually ousted the Yak-42s and Tu-154Ms out of
Gazprom Avias aircraft fleet.
Mention should be made that Gazprom
Avias peculiarity is that it prioritises the
interests of Gazprom Corp. and, hence, its
passenger aircraft are often used on shift
rotation and health resort charter flights
in addition to their scheduled revenue

operations. Given the actual needs of the
airline, the latter phased its Superjets in
without undue haste. For instance, its first
Superjet (RA-89018) was ferried to its base in
Ostafyevo (Moscow Region), on 17 October
2013 and commenced the operations only
five months later, with its first service from
Vnukovo airport to Sovetsky (Khanty-Mansi
Autonomous District) taking place on
4 March 2014.
The delivery of the 10 planes to Gazprom
Avia was complete last summer, when the
last SSJ100-95LR (RA-89054) arrived in
Ostafyevo on 10 July 2015.
Gazprom Avias SSJ100s in 2015 flew a
total of 1,435 services, including 677 scheduled ones, having carried over 50,000 passengers (13,000 in 2014). In all, the first two
years of the types operation by the airline
take-off july 2016
27
False dawn of Red Wings

High hopes for the very high operating
effectiveness of Sukhoi Superjet 100 regional
airliners were vested in the Red Wings airline
not that long ago. Red Wings started operating them in February 2015 and had managed
to one up the rest of the Russian operators of
the type in terms of flight time per plane by
the middle of the year.
The carrier took three SSJ100-95Bs on
operating lease from SCAC under the contract signed on 30 October 2014. Built in
201112, RA-89001 and RA-89002 were
operated by Aeroflot in 201113 and then
by Moskovia before August 2014, while the
third one (RA-89021) was initially built for
Armavia but leased to Moskovia too (the
carrier had flown it for a year since August
2013). All of them had the 93-seat twoclass layout with eight business-class and
85 economy-class seats as ordered by the
previous operator. RA-89021 was delivered
to Red Wings on 19 January, RA-89002 on
6 February and RA-89001 on 2 April 2015.
Red Wings Superjets started their scheduled services on 6 February last year from
Moscows Domodedovo to Grozny and
Makhachkala and then to Gelendzhik,
Kazan, Nalchik and Ulyanovsk and other
destinations as well. Also, the Pulkovo
Makhachkala route had been operated since
April 2015.
As is known, Red Wings had had a fleet of
eight 210-seat Tu-204 medium-haul airliners
before it started receiving its SSJ100s. The
introduction of the 93-seat Superjets made it
easier for the carrier to operate its new routes.
With only three SSJ100s, Red Wings had
had them carry over 120,000 passengers in
the first six months, with their monthly
per-aircraft flight time averaged the recordbreaking 287 h in July 2015.
Given their high operating effectiveness,
Red Wings leased from SCAC on 28 July
2015 two more SSJ100-95Bs made in 2012
and previously operated by Aeroflot. One of
them (RA-89008) was delivered on 31 July
and the other (RA-89010) on 12 November
last year. The company planned the acquisi-
28
take-off july 2016
tion of five more Superjets before year-end

2016 brand-new 103-seat SSJ100-95LRs
this time round.
However, problems had begun to mount
in the relations between the airline and the
manufacturer by late 2015: the carrier had
accumulated large lease payment arrears. As
a result, news came in April 2016 that SCAC
was taking the fourth and fifth Superjets from
the carrier. RA-89008 was returned to the
manufacturer on 1 April 2016 and RA-89010
on 25 April 2016. Red Wings had operated
RA-89002 and RA-89021 before the end of
May, after which they were re-painted and
provided to new operators IrAero and
Yakutia respectively.
As a result, Red Wing had had only one
SSJ100 RA-89001 by summer 2016. In
June, it has been flying from Domodedovo
to Grozny, Saratov and Ivanovo and from
Ivanovo to St. Petersburg and back. Red
The fifth, and last, SSJ100 received by

Red Wings last year. The carrier shall
cease flying its Superjets from July 2016
Yamal has launched the operation

of three 103-seat SSJ100-95LR
airliners by June 2016
Mikhail Lisovsky
(March 2014 to March 2016) saw the passenger traffic growing to almost 100,000 passengers and the number of flights to 1,975,
including 1,018 scheduled ones.
In June 2016, Gazprom Avias Superjets
have been flying from Moscows Vnukovo to
Anapa, Gelendzhik, Yekaterinburg, Nadym,
Novy Urengoi, Simferopol, Surgut, Tyumen,
Ufa and Yamburg and among these cities as
well. The Superjets also fly numerous charter services to Bovanenkovo, Nadym, Novy
Urengoi, Noyabrsk, Talakan, Tyumen, Ufa,
Yamburg, etc.
Yuri Stepanov
Wings is to discontinue its SSJ100 operations on 1 July 2016. The carrier has
always praised the aircraft and its operating
effectiveness, but, alas, the harsh financial
reality facing Red Wings and the aviation
industry as a whole has proven to be unsurmountable.
According to the Transport Clearing
Chamber, the SSJ100s of Red Wings logged
3,934 flights, including 3,919 scheduled
ones, in 2015 and had flown 4,711 services, including 4,640 scheduled ones, by
1 April 2016. The carrier has not disclosed
its Superjet passenger traffic volume, but
it might be at least 250,000 passengers last
year, according to the Take-offs estimates.
Superjets come to Yamal

During MAKS 2015, there was the presentation of the Sukhoi Superjet 100 in the livery
of the Yamal air transport company that has
recently become another operator of the
type. At the show, Yamal and GTLC signed
a leasing agreement for 25 SSJ100-95LR aircraft. The delivery was slated for last autumn,
but had to be put off due to lease financing
delays.
Yamal and GTLC made an operating
lease contract for the first of the aircraft
(RA-89034, MSN 95062) on 29 February
2016. The single-class 103-seat plane was
made in 2014 for UTair but had to be put
on hold due to financial problems encounwww.take-off.ru
Alexey Korshunov
IrAeros first SSJ100 is going

on its first revenue service
on 14 June 2016
tered by that carrier. Prior to the delivery

to Yamal, it had been improved in line with
the new customers requirements emanating
from the peculiarity of operations in high
latitudes.
The airliner arrived in Yamals base station, Salekhard, on 28 March 2016 and
departed on its first revenue service from
Moscows Domodedovo to Tyumen on
30 April. In the next month, the airline
received from GTLC two more aircraft
of the type, which had been built for
UTair in 2014 too but had not been used
before. Aircraft RA-89035 was delivered
on 19 May and RA-89036 on 20 May 2016.
They launched scheduled passenger operawww.take-off.ru
tions early in June and have been handling

Yamals services from Salekhard to Tyumen
and Nadym, from Tyumen to Anapa,
Gelendzhik, Yekaterinburg, Nadym, Novy
Urengoi, St. Petersburg and Simferopol
and from Domodedovo to Krasnoyarsk,
Murmansk, Nadym, Novy Urengoi,
Tyumen, Khanty-Mansiisk, etc.
The three aircraft have the single-class
103-seat cabin layout. According to GTLC,
Yamal will receive airliners with the 100-seat
cabin layout able to be converted by the
operator into the 93-seat cabin, with eight
business-class and 85 economy-class seats.
According to Yamal Director General Vassily
Kryuk, the airline expects to receive up to
seven SSJ100s this year. The fourth plane

is due this summer and the fifth one in the
autumn.
and Baikal
This summer, the Sukhoi Superjet 100 has
got itself another Russian operator in the
person of the IrAero carrier operating out of
Irkutsk. IrAero has used 50-seat Bombardier
CRJ-200 regional jets and Antonov An-24
turboprops until now. It announced its plans
for receiving four Superjets in March this
year. Later, it became clear that it meant
previously used planes leased by GTLC.
IrAero and GTLC signed a contract to that
effect in April.
take-off july 2016
29
Marina Lystseva
Mexicos Interjet has operated as many

as 21 SSJ100s by summer 2016
and expects the remaining nine
to be delivered before year-end 2017
IrAeros first Superjet was RA-89002

(MSN 95010) made in 2011 and previously
operated by Aeroflot and Red Wings. The
93-seat aircraft was given IrAeros modest
white livery in early June by Spectr-Avia in
Ulyanovsk, with the airliner arriving at Irkutsk
on 10 June 2016. Its first revenue flight on the
IrkutskOmskSochi route took place on
14 June. By then, another Superjet that had
flown with Red Wings before April this year
and with Aeroflot before that RA-89008
(MSN 95016) built in 2012 was painted in
IrAeros livery in Mineralnye Vody.
The carrier stationed its first two SSJ100s
in Omsk, from which they have been flying
scheduled services to Anapa, Gelendzhik,
Krasnodar, Mineralnye Vody, Sochi,
Moscows Domodedovo and Irkutsk.
In the skies of Latin America

To date, the Sukhoi Superjet 100s greatest
success on the global market was its career
with Mexicos second-largest air carrier,
Interjet, that became prime customer for the
type in the Western hemisphere.
Interjet ordered 15 airliners in January 2011
but then increased the order to 20 and early
last year to 30. Aircraft for Interjet are supplied by Russo-Italian joint venture SuperJet
International, which facility in Venice installs
the cabin interior designed by Italys design
company Pininfarina, paints the planes and
trains the customers flying and ground crews.
Interjets Superjets have a single-class 93-seat
cabin, but the thinner seats offer an unusually wide 34-inch (864-mm) pitch. There is an
entertainment system in the cabin.
30
take-off july 2016
The first two SSJ100s arrived in Mexico in

summer 2013 and started their revenue operations on 18 September 2013. Interjet had
had as many as 21 SSJ100-95Bs by July 2016,
three more had been customised in Venice,
the aircraft plant in Komsomolsk-on-Amur
had built two more and one more was in
final assembly by this summer. According to
SuperJet International, the delivery of the
30 planes to Interjet is slated for completion
in 2017.
Interjet produced very good results at
the very beginning of the types operation in Mexico owing to SuperJets good
aftersales support and the airlines wealth
of experience in minimising downtime in
airports. Suffice it to say that the Superjets
averaged 210 flight hours monthly and
each of the planes flew almost 200 services
a month as soon as the early months of
their operation in Mexico. According to
the carrier, the SSJ100s are as good as its
long-used Airbus A320s in terms of flight
readiness, with the formers readiness
being higher than 99% for a long time.
The SSJ100s fly to several dozen Mexican
cities mostly from Mexico City, Toluca,
Monterrey, Guadalajara and Leon and
abroad to the United States, Guatemala,
Cuba, etc. Interjet launched its international operation on the MonterreySan
Antonio (Texas) route in September 2014,
and then its Superjets started flying to
Houston, Miami and other US cities.
By this summer, Interjets SSJ100s have
flown over 50,000 revenue services, having
logged about 60,000 flight hours. In 2015,
their average monthly flight time stood at

177 h, with the daily flight time of some of
them being 16 h on peak days last November,
with the average flight being only 1 h 10 min.
The high effectiveness of the Superjets
operated by Interjet is owing to SuperJet
Internationals effective SuperCare aftersales
support programme providing payment per
flight hour. To supply spares as quickly as
possible, SuperJet International has a storage facility in Fort Lauderdale, Florida, that
supplies Interjet with spares in a prompt
manner. It has a team of maintainers on
Interjets premises continuously, and its customer consultation support center works in
Venice without weekends.
Interjet is the first Western customer for the
SSJ100 to have received the planes and conducted their revenue operations. The results
produced by its Superjets during almost three
years of revenue flights are quite good. No
doubt, a key Sukhoi Superjet 100 programme
event of this year the beginning of revenue
services in Europe has begun owing to the
SSJ100s Mexican success.
European breakthrough
Irish air carrier CityJet took delivery of
its first Sukhoi Superjet 100 early in June
2016, having become the first West European
operator of the type.
CityJet announced its intention to buy
SSJ100s to update its aircraft fleet and
develop its route network at the European
Regions Airline Association (ERA 2015)
general assembly in Berlin in October 2015.
The agreement signed by Sukhoi Civil
www.take-off.ru

CityJets second aircraft, MSN 98108, first
flew on 14 January 2016, had been customised in Venice by June and was to be delivered
before end of the month. The third aircraft
(MSN 95110) conducted its first flight on 31
March 2016 and had been in Venice by the
summer. It is earmarked for delivery in the
autumn. The rest of the Superjets ordered
will be delivered starting from 2017.
CityJet plans to use its first three SSJ100s
on charter flights throughout Europe, carrying sports teams and tourists to resorts in
France and Spain. In addition, they may
be wet-leased to other European airlines.
In the future, after the airliner is certificated for short-runway steep-glide path
airports, e.g. London City Airport sitting
right inside the British capital and receiving most of CityJets flights, it is going to
handle the carriers scheduled services that
are operated by Avro RJ85 planes now.
The modified aircraft is to be certificated

in 2018.
Prospects
As many as 105 production-standard
SSJ100s have left the final assembly shop
of Sukhoi Civil Aircraft Company by June
2016 in addition to the four flying prototypes
and three for static and endurance tests.
The types operators have been flying 76
airliners, 23 of them abroad. Mexican carrier
Interjets positive experience in operating the
SSJ100 and CityJets launch of services using
the type are opening up new vistas for the
Superjets promotion on the global market,
while the improvements in its aftersales support in Russia and the governments willingness to facilitate the airliners introduction
to Russian carriers aircraft fleets makes one
hopeful for a further growth of the number of
its domestic operators.
CityJet
Aircraft Company, SuperJet International

and CityJet Airlines provides for a firm order
of 15 aircraft, with the delivery to start in
2016. At the same time, CityJet and SuperJet
International signed the SuperCare agreement on the aftersales maintenance of its
airliners for 12 years since their service entry
with CityJet. SuperJet International also will
train CityJets crews at its training facility in
Venice.
The first SSJ100-95B for CityJet
(MSN 95102) first flew in Komsomolskon-Amur on 11 December 2015. SuperJet
International in Venice fitted it with a 98-seat
cabin similar to that equipping Interjets
SSJ100s. Its customisation was completed in
May 2016. The aircraft was accepted by the
customer, given Irish registration EI-FWA
and handed over to the customer in a ceremony on 24 May. It was ferried from Venice
to the carriers base in Dublin on 2 June 2016.
Following a series of training flights with
landings at Irelands airports, the Superjet
conducted its first revenue service on the
DublinParis route to the Le Bourget airport
on 8 June 2016, having brought the Irish
national football team for UEFA Euro 2016.
CityJet Executive Chairman Pat Byrne said in
this connection: We are absolutely delighted
to play our part as Official Airline Partner
of the FAI. It is a great honour to have the
opportunity of flying the Boys in Green to
France and to continue as ongoing partner
to the FAI. CityJet is a pan-European airline
with services across the continent, ranging
from the Nordic regions down to Italy and a
major operation in France, so we look forward
to working with the FAI at a time when the
world of football focuses on Europe. During
the championship, the airliner has performed
numerous flights among Irish, British and
French cities in support of the football team.
SuperJet International
The first SSJ100 was delivered in a ceremony to Irish air carrier CityJet
on 24 May 2016 and has been used in support of the Irish national
football team as soon as June during the UEFA Euro 2016 (top)
www.take-off.ru
take-off july 2016
31
Marina Lystseva
cosmonautics | event
A new space launch centre, Vostochny,
appeared in Russia at 5 a.m. Moscow
time on 28 April 2016. Although its
construction kicked off as far back as
nine years ago, it has actually been
completed only recently, when a
Soyuz-2.1a launch vehicle with the Volga
upper stage the first space rocket
to blast off from Vostochny inserted
the Mikhailo Lomonosov, Aist-2D and
Contact-Nanosputnik satellites into their
orbits. The first launch went smoothly
and was a success.
Igor AFANASYEV,
Dmitry VORONTSOV
VOSTOCHNY:
FIRST LAUNCH
32
take-off july 2016
Nonetheless, the first launch campaign

was quite glitch-free. The Soyuz-2.1a launch
vehicle was brought to the cosmodrome from
the manufacturer, the Progress Rocket and
Space Centre in the city of Samara, as far
back as September 2015. At the time, the
first launch was scheduled for December.
However, Russian President Vladimir Putin,
who had come to Vostochny for an inspection two months in advance, ordered the
launch postponed because the ground infrastructure was clearly not complete.
The construction of the facilities and the
assembly and testing of the systems were
completed during the winter and spring
2016. The launch vehicle and its payload
were checked at the same time. There was
the so-called dry run in March 2016, with
the Soyuz-2.1a placed onto the launcher and
all prelaunch operations performed, save for
the fueling of the rocket and the starting of its
engines. The dress rehearsal led to the launch
date scheduled for 27 April.
President Vladimir Putin, Vice-Premier
Dmitry Rogozin, Roscosmos Corp. Director
General Igor Komarov and other ranking
officials arrived to attend the landmark event.
At first, everything went on smoothly,
but the final countdown was terminated
2.5 minutes before the launch, because the
automatics did not receive a confirmation
of the activation of a valve in the fuel tank
pressurisation system. Termination of the
pre-flight procedures due to a malfunction
of the automated control systems is, actually, routine (e.g. launches are often put off
for months in the United States, and Elon
Musks Falcon 9 often takes off not on the
first attempt), and it is no drama. Moreover,
the smart automatics may prevent far more
negative consequences in such a case.
Fortunately, the cause of the countdown
termination was pinpointed and fixed on the
same day the repairmen replaced the faulty
electronics that could affect the prelaunch
work. The state commission had decided
30 minutes before midnight to conduct the
launch on the next day. Such things happen.
Launches are postponed not that often in this
www.take-off.ru
www.take-off.ru
the Trans-Volga State Telecommunications

and Informatics University has developed a
unique P-band radar. In all, Aist-2D carries
eight research equipment units, of which
six are from the Samara State Aerospace
University.
Contact-Nanosputnik SamSat-218, which
is in the cubesat class, weighs less than
10 kg and has been developed by the Samara
State Aerospace University too. The satellite
is designed for technological and educational purposes and is used mostly for testing small satellite spatial orientation control
algorithms, with its designers intending to
develop a control technology reliant on a
GlobalStar satphone system.
The three spacecraft started downlinking
their telemetry and mission data down to
the Earth as soon as they were inserted into
their orbits.
The Soyuz-2.1a launch vehicle (the type
has been operating from the Baikonur and
Plesetsk launch centres since November
2004, having 19 successful flights to its credit) can carry 28-tonne payloads to various
orbits. It was modified and upgraded for
operations from Vostochny. The rocket was
furnished with an up-to-date digital computer, the size of the wiring of its control
system was reduced considerably and highperformance nickel-cadmium cells ousted
the zinc-silver ones that had taken too long
to charge.
The modified LV also has special valves
allowing draining fuel components outside of the mobile service tower erected at
Vostochny, because gaseous oxygen in confined space poses fire hazard.
A latest advance made by Russias rocket
and space industry, the Volga upper stage is
designed for precise insertion of payloads

into medium-altitude orbits that are out
of the baseline Soyuzs reach. Owing to
the ability of its main engine to have up
to 50 burns, the Volga can handle pretty
complicated orbits. The 28 April launch
was the upper stages third one, albeit the
first launch flight on the Soyuz-2.1a. Before
then, the Volga had logged two missions
from Plesetsk as part of the Soyuz-2.1v
light LVs on 28 December 2013 and on
5 December 2015.
The first launch from Vostochny was the
culmination of the years-long efforts of
builders, rocket makers and ground infrastructure manufacturers. The advanced
Russian space launch centre passed its first
milestone, which took it eight years and a
half.
A new cosmodrome was necessary due to
Russias need of unimpeded full access to
space, which implied the countrys ability
to launch light, medium and heavy LVs to
all possible orbits and trajectories relevant to
the defense, scientific and economic needs,
including manned missions.
After the collapse of the Soviet Union,
Russia lacked this kind of space access.
Baikonur the only launching facility fit
for manned flights and geostationary satellite insertions remained in the Republic
of Kazakhstan. Russias northern military
cosmodrome, Plesetsk, could handle only
light and medium rockets, while Kapustin
Yar in the south of the country was too small
and able to launch only light LVs in a limited
number of directions.
The first attempt at gaining independent
space access was the establishment of the
Svobodny cosmodrome on the premises of
Roscosmos Director General
Igor Komarov at the Vostochny
space launch centre
Marina Lystseva
country, cosmonaut Roman Romanenko,

Hero of Russia, said calmly. There is always
a backup day for this.
The launch went without a hitch on the
second attempt. The rocket easily lifted off
the launch pad and rushed to the morning
sky in the northwest direction. Two minutes
into the flight, four first-stage engines separated and later dropped in the middle of the
designated area in the Amur Territory.
The nose fairing was jettisoned almost
4 minutes into the flight. Its elements hit the
ground in a designated area in Yakutia. When
the second-stage engine finished its burn,
the third-stage one kicked in. Soyuz rockets
use the so-called hot separation. A couple
of seconds after the separation, the second
stage separated, followed by three leaves of
the tail section of the third stage. The separated hardware continued its ballistic flight
until it hit the ground in a designated area
in Yakutia.
The third stage had burnt for 4 minutes
and switched off, leaving the Volga upper
stage in elliptical transfer orbit. The powerplant of the Volga upper stage kicked in
40 minutes after the separation. After a
3-min. burn, it increased the apogee altitude
up to 500 km and turned on again 45 minutes
later, ensuring a near-circular orbit within
2 minutes. The Contact-Nanosputnik satellite separated from the upper stage about 30
minutes after the launch. The other two satellites followed suit 10 minutes later. Having
done its job, the Volga upper stage performed
a decelerating burn, deorbited and burnt in
the atmosphere over a remote area in the
Pacific at about midnight Moscow time.
Three up-to-date research satellites
became the first spacecraft orbited from the
new cosmodrome in the Russian Far East on
that day.
The 625-kg Mikhailo Lomonosov satellite
was co-developed by Lomonosov Moscow
State University students and VNIIEM Corp.
It is designed for research into luminous phenomena in the Earths upper atmosphere
and radiation characteristics of its magnetosphere and for fundamental cosmologic
research as well. According to its designers,
the university funded the satellites development for the first time in Russia.
Aist-2D weighting 531 kg was co-developed
by the Samara State Aerospace University
and Progress Space Rocket Centre. It is
designed for experiments and for the tests
and certification of remote sensing mission payloads. Its radar and optical systems
are capable of round-the-clock all-weather
surveillance of the Earths surface. They can
even see objects covered by foliage or clouds.
According to the designers, there is nothing of the kind like this in the world yet:
take-off july 2016
33
Marina Lystseva
First trial carriage of

a Soyuz-2.1a launch vehicle
from the technological
complex at the Vostochny
cosmodrome in March 2016
the Strategic Missile Force division stationed

in Uglegorsk in the Amur Region. Plans
provided for the operation of the Angara
space rocket complex there by the early 21st
century (the development of the Angara
began in 1992). However, only five Start-1
light solid-propellant LVs have blasted off in
Svobodny over the past decade. The Yasny
launching facility in the Orenburg Region
did not remedy the problem either, because
Yasny launches only Dnepr LVs converted
from the RS-20B (SS-18) intercontinental
ballistic missiles mostly in the interests of
foreign customers.
Meanwhile, the complicated international situation and the military conflicts
highlighting the importance of space-based
assets the recent decades have proven the
relevance of free access to outer space. As
a result, President Vladimir Putin issued
in November 2007 an executive decision
on setting up a space launch facility in the
Russian Far East. Two sites were considered:
one in Uglegorsk (the location of Svobodny
that had been closed down by then) and the
other in Sovetskaya Gavan in the Khabarovsk
Territory on the Pacific coast.
The proximity to the equator, position
of the impact fields, industrial and transport infrastructure and seismic activity were
considered as part of choosing the site for
the cosmodrome. Seismic activity was the
consideration that tipped the scale in favor
of Uglegorsk.
34
take-off july 2016
The preparations paperwork, reconnaissance survey, design work had taken

five years from 2007 to 2011. The de-facto
construction began in 2012, though the commemorative stone bearing the name of the
Vostochny cosmodrome was emplaced in a
ceremony in 2010.
Initially, the then in-development Rus-M
medium launch vehicle with an increased
lifting capacity was supposed to be launched
in the Amur Region. It was supposed to orbit
satellites and carry new-generation manned
spacecraft, using two launch sites. The plans
set the date of the first unmanned spacecraft
launch for 2015 and the first manned one
for 2018. Vostochny also was planned to be
equipped in due time with launch sites for
the MRKS-1 reusable space rocket system
with a lifting capacity of 2065 t and then
for a super-heavy LV designed for manned
expeditions to the Moon and Mars.
Alas, the draft design of the Rus-M launch
vehicle indicated that its development costs
would be comparable to or higher than the
cosmodromes construction costs and the
deadline would be unbelievably remote
all this without any advantages over the
Angara system that had passed virtually all
of its ground tests by 2011. Against this
background, the Roscosmos head Vladimir
Popovkin bolstered by the national leadership discontinued the Rus-M programme.
The alternative was the proposal to build
launch sites for the Soyuz-2 and Angara
LVs at Vostochny. The decision, criticized

by many, allowed the schedule to be met
while ensuring independent space access. It
expedited the construction, albeit with the
design being revised and the design documentation being issued haphazardly. This
predetermined the slippage of the cosmodromes facilities, of which some slipped
behind schedule for several months.
Problems with the subcontractors contributed to the delays in the construction.
The leaders of the space rocket industry and
the nation assumed stringent control of the
work to remedy the situation. Conferences of
Roscosmoss top managers and Vice-Premier
Dmitry Rogozin were held several times a year.
President Vladimir Putin and Prime Minister
Dmitry Medvedev visited the construction site
several times. Their efforts allowed the cosmodrome commissioning date to be harmonized
with the schedule as much as possible.
For truths sake, it is worth mentioning the
complexity of the facilities built as a cause of
the delay. The phrase for the first time is
used often as applied to Vostochny.
For the first time in Russia, the construction of a space launch centre started with
the housing and social infrastructure, rather
than the launching equipment. In any case,
the town now called Tsiolkovsky was being
built at the same time with the launching and
support facilities. Its residents the cosmodromes personnel and their families will
number about 25,000.
www.take-off.ru
www.take-off.ru
facilities. It measures only 700 sq.km, while

Baikonurs area is 6,717 sq.km and Plesetsk
is 1,762 sq.km.
The April launch will be the cosmodromes only one this year, but as many as
two launches have been scheduled for 2017.
We have planned two launches for next
year, Igor Komarov said. One will orbit
two Canopus satellites and the other, possibly, will loft a Meteor and other payloads
into space. Vostochny will start working to
capacity in 2018.
No doubt, a truly historical event took
place on 28 April 2016. Huge work, enormous efforts of millions of people finally
came to fruition: the Vostochny cosmodrome
does exist, it has been borne today, Rano
Jurayeva, acting Director General of the
TsENKI company, said after the launch.
The first launch from Vostochny and the
latters emergence are significant in themselves. However, it is equally important that
Russia has proven, albeit not without difficulties, to be able to implement complex
systems programmes in high-tech spheres.
As was planned, the new space launch centre
will be a driving force behind the Russian Far

Easts development, facilitating the resolution of the territorys economic and demographic problems.
The next phase of Vostochnys development will commence this year with the
construction of the launch infrastructure for
LVs of the Angara modular family. All versions from the light one to the heavy one
as well as the Angara-A5P (Angara-5.2) and
Angara-A5V will blast off there. The latter, capable of inserting 38-t payloads into
low Earth orbit, will ensure multiple-launch
expeditions to the Moon both those to
fly around it and to land on it. The first
manned mission from Vostochny has been
scheduled for 2023.
Heavier launch vehicles will be able to
operate from the cosmodrome after 2025.
We have started looking into building the
infrastructure to handle super-heavy LVs,
manned spacecraft launched here, Russian
President Vladimir Putin told the builders
and personnel of the Vostochny cosmodrome
after the first launch. I am certain that
together we will do it.
Soyuz-2.1a on the launch pad
of the Vostochny cosmodrome.
The mobile servicing tower can
be seen behind the LV
Marina Lystseva
For the first time, the preparatory and

assembly operations at the new cosmodrome
will be handled indoors in a single building, which reduces the risk of damaging
the LV and its payload during their outdoor
transportation typical of the current Russian
space launch centres.
For the first time in Russia, the single
cosmodrome technological complex (CTC)
is established for simultaneous preparation of
two launch vehicles of different types instead
of separate assembly/testing facilities. First,
CTCs segment designed for assembling,
preparing and checking a Soyuz LV is commissioned to be followed by one designed
for the Angara. CTC also will include floors
for preparing satellites, upper stages and
nose cones and for rocket forebody integration. All floors are linked with a transfer car
gallery, through which rocket and payload
components are moved about in the horizontal plane.
Four Soyuz-2 LVs can be assembled in
CTC at the same time. The facility comprises
the administrative/production and assembly/
testing segments. Being over 37 m high, the
assembly hall is comparable to a 12-storey
building and is equipped with two overhead
cranes with a lifting capacity of 50 t each.
Interestingly, a wall of the assembly room has
a floor-to-ceiling glazing with a total area of
over 6,000 sq.m. Administrative personnel
will occupy 700 rooms of the seven-storey
building divided into three temperature/
seismic-enhanced segments for the sake of
reliability.
An enclosed servicing tower has been built
at the launch pad for Soyuz LVs for the
first time in Russia. The analogue of the
impressive 50-m-high 1,600-t structure is
at the Guiana Space Centre, but it protects rocket and launching personnel mostly
against tropical heat and rain, while ambient
temperature at Vostochny drops to -40C in
winter and rises to +40C in summer. Above
all, the enclosed servicing tower will afford
the launching personnel a more comfortable operating environment despite wind,
rain or snow outside, which will ensure
a higher quality of prelaunch preparations
and, hence, a higher overall reliability of the
launch.
In all, the cosmodrome has 121 service
structures with an overall area of 170,000 sq.m.
Over 500 buildings and structures, including the housing and associated infrastructure
with a total area of 42 hectares, are to be
built in Vostochny. The planned infrastructure will include nitrogen/oxygen and hydrogen plants, an airfield, 115 km of vehicular
roads and 125 km of railways. Its novelty and
sophistication notwithstanding, Vostochny is
the most compact of Russias space launch
take-off july 2016
35
industry | news
HI-TECH PRODUCTION
FOR AIRCRAFT ENGINEERING
558 Aircraft Repair Plant JSC is
a modern enterprise performing its
activity not only on the territory of the
Republic of Belarus but far beyond.
The plant retains its leading positions
on overhaul and upgrade of MiG29, Su-22, Su-25, Su-27, Su-30 and
An-2 aircraft as well as Mi-8 (Mi-17,
Mi-171) and Mi-24 (Mi-35) helicopters. Quality and reliability of services
rendered have become signature features of the plant, that have made the
enterprise well-known among FSU
countries and beyond.
However, being specialised in overhaul and upgrade of aircraft, enterprise
aims for new markets. With this objective in view, 558 ARP JSC expands
types of activities, increases range of
goods and services for consumers,
updates its equipment. Expanding of
capacities on production of parts and
components for aviation materiel is
one of the top-priority directions of
business development nowadays.
Execution of project of production
capacity widening on manufacture of
aviation materiel components was
started at the enterprise in 2014. It is
planned that manufactured articles of
modernised production will be delivered to aircraft building enterprises.
In the course of project execution
36
take-off july 2016
mechanical processing workshop

was built (2,160 sq. m). It is fitted
out with state of the art hi-tech equipment.
Varied range of machine tool holding allows to perform part cutting of
different complexity and nomenclature. These are elements of airframe
carrying system (hatches, bulkheads,
fittings, beams, ribs, longerons),
parts and components of alighting
gear hydraulic-gas systems and powerplant items and other elements.
Multifunctional milling machining
centers, manufactured by Huron,

Fehlmann companies, allows us to
perform five-sided process cutting
at one set-up of the work. These
machines allow to perform processing of high-force materials from aluminium and titanium alloys, steel and
provides contour and profile processing of raw parts with a high precision.
Cut dimensions can measure up to
6,000 mm in length, 2,300 mm in
width and 800 mm in height.
New equipment gives an opportunity to manufacture cylindrical, conical, combined, step special cutting off
tool from different modern materials
in a single processing cycle.
Providing of corrosion resistibility
of aviation materiel parts happens with
the help of galvanic operations and protective coating system. More than 30
processes of galvanic processing are
incorporated at the enterprise, such as
silver-plating, cooper plating, chrome
plating, hard anodising, electrolytic
bronze plating, electrochemical polishing, cadmium plating, tin plating, sulfated anodising, chemical oxidation, etc.
Plant mastered production of
more than 60 nominations of hydraulic aggregates for Be-200 aircraft,
including door up-latch cylinders,
commercial
door lock cylinders, hydraulic cylinders of emergency half-door opening

and gear locks cylinders, which are
delivered to aviation plant.
Range of products and services
of 558 ARP JSC has been constantly
expanding. Besides overhaul mastering of new types of aviation materiel, enterprise works on design and
development of tactical unmanned
aerial systems, complicated testbench equipment and test and control
equipment, organises service (postsale) maintenance, is concerned with
design and creation of logistic support centers, repair and maintenance
customer training.
So far, 558 ARP JSC has gained a
reputation of reliable partner on repair
and upgrade of aviation materiel,
manufacture of aviation materiel parts.
High quality mark of the enterprise is
well-known among partners of many
countries in Europe, Asia, Middle East,
South America and Africa.
558 Aircraft Repair Plant JSC
Bldg. 7, 50 let VLKSM, Baranovichi,
Brest region, 225320, Republic of Belarus
Tel.: +375 (163) 42-99-54
Fax: +375 (163) 42-91-64
E-mail: box@558arp.by
www.558arp.by
www.take-off.ru
advertisement
advertisement
PD-14
Prospective engine
for short/medium-haul airliners
United Engine Corporation

16, Budyonnogo avenue, Moscow, 105118, Russia
www.uecrus.com
july 2016 Special edition for Farnborough International Airshow 2016
PD-14 turbofan
and its derivatives
Ka-62
enters flight tests
[p.12]
[p.18]
UIMDB
avionics
for MC-21
MC-21
Vostochny
first launch
[p.8]
advertisement
rolled out
[p.16]
SSJ100: five years on air routes [p.24]
[p.32]

To 36

Hochgeladen von

Dokumentinformationen

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

To 36

Hochgeladen von

Copyright:

Verfügbare Formate

july 2016 Special edition for Farnborough International Airshow 2016

SSJ100: five years on air routes [p.24]

United Engine Corporation

Editor, avionics and weapons sections

Design and pre-press

Deputy Director General

Business Development Director

News items are prepared by editorial staff based on reports of our

P.O. Box 7, Moscow, 125475, Russia

First Yak-152s under construction in Irkutsk. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

VASO starts building Il-112V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Launch customer for Mi-38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Ansat with hydromechanical control system enters production . . . . . . . . . . . . . . . . . . . 7

-21 rolled out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

UIMDB advanced developments for MC-21 aircraft . . . . . . . . . . . . . . . . . . 16

Ka-62 kicks off trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Motor Sich engines for any needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

take-off July 2016

Best new wings

Visit us at Farnborough International Airshow 2016 / Chalet A4

ILYUSHIN FINANCE CO.

On 30 May 2016, the city of Taganrog

take-off july 2016

The design of the Beriev-built

delivered in late 2013 and the rest

pick up pace soon. UAC President

Beriev rolled-out its first Be-200ChS

Plant near the static-test prototype

completed and the manufacture of the

Yak-130 empennage and now with the

On 7 June 2016, in the run-up to the

First Yak-152s under construction in Irkutsk

take-off july 2016

Il-96-400s second wind

as last year, but this has not happened

2016. VASO remains the prime

sion in recent years. In November

In addition to converting the

work was supposed to be complete

The newly converted Ilyushin

VASO starts building Il-112V

take-off july 2016

mentioned details of the implementation of the programme in the April

Launch customer for Mi-38

At the HeliRussia 2016 show on

The decision provides for the joint

mum lifting capacity of 4,200 kg. The

Ansat with hydromechanical flight control system enters production

manufacturer of consumer goods, e.g.

The next production-standard Ansat

In addition, Russian Helicopters

News came during the HeliRussia

take-off july 2016

take-off july 2016

Russian Prime Minister Dmitry Medvedev,

cation is concerned. Certainly, it will be a very

A large pool of subcontractors, including

MC-21-200 prototypes are slated for assembly in 201718.

Russian Premier Minister Dmitry Medvedev

take-off july 2016

Fuselage of the MC-21-300s

and aircraft final assembly. Aviastar-SP in

take-off july 2016