Beruflich Dokumente
Kultur Dokumente
Su-30MKM
[p.48]
December 2011
Editor-in-Chief
Andrey Fomin
Deputy Editor-in-Chief
Vladimir Shcherbakov
Editor
Yevgeny Yerokhin
Columnists
Alexander Velovich Artyom Korenyako
Special correspondents
Alexey Mikheyev, Victor Drushlyakov, Andrey Zinchuk, Valery Ageyev, Natalya Pechorina, Marina Lystseva, Dmitry Pichugin, Sergey Krivchikov, Sergey Popsuyevich, Piotr Butowski, Alexander Mladenov, Miroslav Gyurosi
Dear reader, You are holding in your hands another issue of the Take-off magazine, a supplement to Russian aerospace monthly VZLET. This issue is timed to the LIMA 2011 international aerospace and maritime exhibition. The show on the Malaysian island of Langkawi dates back 20 years and is the 11th one this time around. Over the two decades since LIMAs inception, the show has grown much in terms of scale and participation, having turned into a major regional aerospace and naval business forum in Southeast Asia. Russia has been a regular major participant in LIMA shows owing, to a large degree, to the increasing scale of aerospace cooperation between the two nations. In the mid-1990s, the Royal Malaysian Air Force commissioned into service the MiG-29N fighter developed in line with its order. A bit later, Malaysian fire-fighting service Bomba received Russian-made Mi-17-1V and then Mi-171 helicopters. Today, the most advanced and perfect multirole combat aircraft in service with RMAF is the Russian-built Su-30MKM fighters delivered by the Irkut Corporation in an 18-ship batch during 200709. Last year, Malaysia became the launch customer for the advanced new-generation MC-21 short/ medium-haul airliner under development by Irkut in Russia. In November this year, the Irkutsk Aviation Plant (a subsidiary of Irkut Corp.) was visited by Malaysian Defence Minister Dato Seri Ahmad Zahid Hamidi, who familiarised himself with the production of Su-30MK and Yak-130 aircraft and the productionising of the MC-21 and was pleased very much with what he had seen. What I have seen here is impressive and mind-boggling, said Dato Seri Ahmad Zahid Hamidi. We are discussing the feasibility of further programmes, and Malaysian companies are always willing to cooperate with Irkut in this sphere. Malaysia is not only a customer to us; rather, it is a key partner. We would like to consolidate our good partnership with the Malaysian aerospace industry, Irkut President Alexey Fyodorov said in turn. In addition to the Su-30MKM programme, the parties have discussed the cooperation under the MC-21 advanced airliner family programme, with the delivery to Malaysia slated for 2017. In addition, the Malaysian defence minister displayed interest in the Yak-130 programme and indicated the feasibility of cooperation in this field as well. The Malaysian defence ministers visit has become an important milestone towards the stepping up Russian-Malaysian cooperation in the aerospace sphere, with the LIMA 2011 show to become an excellent venue to pursue the cooperation further. Sincerely, Andrey Fomin, Editor-in-Chief, Take-off magazine
Translation
Yevgeny Ozhogin
Cover picture
Andrey Fomin
Publisher
Director General
Andrey Fomin
Marketing Director
George Smirnov
News items for In Brief columns are prepared by editorial staff based on reports of our special correspondents, press releases of production companies as well as by using information distributed by ITAR-TASS, ARMS-TASS, Interfax-AVN, RIA Novosti, RBC news agencies and published at www.aviaport.ru, www.avia.ru, www.gazeta.ru, www.cosmoworld.ru web sites 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. The magazine is registered by the Federal Service for supervision of observation of legislation in the sphere of mass media and protection of cultural heritage of the Russian Federation. Registration certificate PI FS77-19017 dated 29 November 2004
Aeromedia, 2011
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 http://www.take-off.ru
contents
Mil helicopters: From light to versatile ones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Irkut gearing up for MC-21 production . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 PD-14 New-generation engine for MC-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
12
AIR DEFENCE
Almaz-Antey on global market . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
16
MILITARY AVIATION
T-50 What we learnt of it at MAKS 2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Yuri Bely: PAK FAs AESA radar development is right on schedule . . . . . . . . . . . . . . 30
24 30
32
COMMERCIAL AVIATION
Polyot and UIA launch An-148 services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Another Il-114-100 kicks off commercial operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
42
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take-off december 2011
Jordan takes delivery of two Il-76MFs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Algerian pilots learning Yak-130 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Construction of new MiG-29K batch kicks off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RMAF mulling over beefing up its Su-30MKM fleet . . . . . . . . . . . . . . . . . . . . . . . . . . .
46 46 47 48
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64150) in April. As is known, it first flew in Ulyanovsk on 29 December 2010 and was ferried to Tupolevs Zhukovsky Flight Test and Development Facility at Gromov LIIs airfield. Aviastar is manufacturing the third Tu-204SM (No. 64152) now. The certification tests are to be wrapped up in 2012, when deliveries of the first production aircraft may be launched. The Tu-204SM differs from the production Tu-204 and Tu-214 in improved flight and operating characteristics, with the operating experience of its predecessors taken into account during its devel-
opment. The Tu-204SMs features include the advanced PS-90A2 engines from Aviadvigatel JSC in Perm, developed in cooperation with Pratt&Whitney and productionised by the Perm Engine Company, and an advanced avionics suite that has allowed a crew reduction down to two members. Close attention is paid during the Tu-204SMs development to the introduction of an after-sales maintenance system meeting international standards. The aircraft with the 108-tonne maximum takeoff weight takes 215 passengers in the single-class lay-
out out to 4,800 km or 166 in the two-class layout to a distance of 6,100 km. The design life of the Tu-204SM is 60,000 flying hours, 45,000 flights or 25 years in service. At present, UAC and Tupolev are in talks with potential launch customers for the Tu-204SM, particularly, VIM-Avia and some other Russian carriers. In addition, Tupolev late in September reported the signature of the memorandum of understanding with Syrian carrier Syrianair on delivery of three Tu-204SMs starting from 2013 and then setting up a maintenance centre for aircraft of the type on the premises of Syrianair.
Rossiya in October 2010 and the latter (RA-64520) in January this year. The government-awarded order for two Tu-214SUS aircraft is to be fulfilled before year-end. The second aircraft of the type (RA-64524) was rolled out right on the heels of the first Tu-214SUS. Once it is delivered, the Kazan-based aircraft maker will have fulfilled the order from the Presidential Property Management Department for six special aircraft derived from the Tu-214. The aircraft fleet of the presidential air detachment is to be beefed up with
other new domestically-built types as well. In October, the Aviastar-SP close corporation in Ulyanovsk rolled out two Tupolev Tu-204-300A airliners (RA-64057 and RA-64059) at once. RA-64057 first flew on 29 October, controlled by a crew led by Tupolev JSC test-pilot Victor Minashkin. According to Tupolev, the Tu-204-300As slated for the presidential air detachment are equipped with a VIP cabin that has been soundproofed effectively, furnished with up-to-date telephone communications systems and provided with Internet access.
Tupolev
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Ildar Valeyev
Alexey Mikheyev
Aircraft family with expanded operational capabilities and a new level of economic efciency
1215% operational cost reduction in comparison with existing analogues. Innovative design solutions for airframe. Optimal fuselage cross-section to increase the comfort level or to reduce the turnaround time. Cooperation with the world leading suppliers of systems and equipment. Matching future environmental requirements. Expanded operational capabilities.
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2011 in August. The mockup displayed is a stand for testing and debugging avionics and airborne equipment and for training test pilots in flying the upgraded plane. Assembly of the fuselage sections of the first two Il-76TD-90As began in Aviastars assembly shop in 2009. A year later, manufacture of new-design wing panels commenced there. To speed up the construction, some of the airframes assemblies for the first two planes (empennage and wingtips) have been ordered from TAPC in Tashkent. The prototype of the upgraded Il-76 is expected to fly for the first time in Ulyanovsk early in 2012. Aviastar plans to launch production of the upgraded aircraft once the prototypes have completed their test programme. Manufacture of parts
for the first three production planes started as far back as July of last year. The plant is going to make three production aircraft a year at first, with the subsequent output rate to grow up to seven planes per annum. Not only the Il-76MD-90A airlifter and Il-76TD-90A commercial transport versions are planned to be made in Ulyanovsk under the Ilyushin 476 programme, but a number of special variants as well. For instance, Ilyushin 476 is to be used as the platform for a new tanker plane intended to replace the Il-78 and Il-78M built in Tashkent previously. A model of the future AEW&C aircraft based on the Ilyushin 476 airframe was shown during the International Air Transport Forum in Ulyanovsk in April this year, with the aircraft featuring a redesigned wing, PS-90A-76 engines and other design features of future Aviastar-made Il-76s. The plane has all of the accoutrements of the A-50 AEW&C aircraft and its latest versions and upgrades, e.g. a radar
in the spine-mounted rotodome, other extra antenna systems and equipment, cooling air intakes set in various parts of the airframe, metal fuselage nose section instead of the characteristic Il-76 airlifters navigators glass bubble, in-flight refuelling system, etc. That the advanced AEW&C system will be based on the Ulyanovskupgraded Il-76 was told to the media in August by Russian Air Force chief Col.-Gen. Alexandr Zelin: There is full backing by the chief of the General staff, there is financial support. The aircraft is to be developed by 2016, and the platform itself is to be ready about 201314. The Russian Defence Ministry is expected to be the launch customer for the Ulyanovsk-made Ilyushin 476, after which domestic and foreign commercial operators may apply too. Aviastar Director General Sergei Dementyev estimates the overall volume of the 476 programme throughout 2020 at about a hundred aircraft.
Take-off's archive
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Yuri Ponomarev
Take-off's archive
MiG-35
INTELLECT / POWER / SAFETY
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Beriev
4 October 2011 saw a new Beriev Be-200ChS amphibian named Pyotr Streletsky (registered as RF-31121, c/n 301) take off from the TaganrogYuzhny airfield for its maiden flight. The aircraft is built for the Russian Emergencies Ministry. The crew of
Beriev test pilots Yevgeny Yurasov (commander) and Nikolai Kuleshov (co-pilot) flew the amphibian. According to the pilot, all systems operated normally on a three-hour flight, with the crew pronouncing the stability and controllability of
the version higher than those of the earlier ones were. Due to the shifting of Be-200 amphibian production from the Irkutsk Aircraft Plant (an affiliate of the Irkut corporation) to Taganrog, the Irkutsk-built
Aviation School of Civil Aviation in the first place. However, that the order will be placed is no longer for sure, because the Federal Air Transport Agency complains of the development slipping behind schedule and of the economic terms of the possible deal and subsequent operation. It is an open secret that the flying school in Ulyanovsk has had Austrian-made Diamond DA42 twin-diesel planes bought, with the Diamond DA42s fuel consumption being even less than that of the main flying desk of Russian airline pilots the Yak-18T single-pistonengine primary trainer.
In addition to its primary purpose, the Rysachok powered by two M-601F turboprops rated at 750 hp each can carry 10 passengers or 1,570 kg of cargo on commuter lines, or 15 parachutists, or six casualties on stretchers, accompanied by a medic. It also can conduct patrol, search and rescue (SAR) and air surveillance operations, etc. It will be clear pretty soon whether the plane will be needed in any of these capacities or the programme, which is rather attractive, albeit loosing the support of the Ministry of Transport, will have to be discontinued.
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Alexey Mikheyev
Ka-32A11BC
BEYOND COMPETITION IN EXTREME SITUATIONS
A bi-turbine helicopter with a dual rotor system. Highly efficient in fire fighting operations, due to large water discharge capacity, manoeuvrability and fast cruising speed. Used in different application versions: firefighting, SAR, HEMS, land and sea surveillance, ecological monitoring, transportation of fire brigade, external lift, heliborne operations and transport. more at www.rus-helicopters.ru
E X P E R I E N C E & I N N O VAT I O N
29 bld. 141, Vereyskaya st., Moscow,121357, Russian Federation Tel: +7 (495) 627-5545 Fax: +7 (495) 981-6395 E-mail: info@rus-helicopters.com
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Sergey Krivchikov
Alexey Mikheyev
United Engine Corporation Bldg. 141, 29 Vereyskaya str., Moscow, 121357, Russia Tel./fax: +7 (495) 232-91-63 www.uk-odk.ru
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Alexey Mikheyev
MIL HELICOPTERS
FROM LIGHT TO VERSATILE ONES
Russian international air show MAKS 2011 became a venue of numerous helicopter debuts, e.g. the Russian Helicopters holding company unveiled several helicopter types in the form of full-scale examples, with experts noting the Mil Mi-38 medium helicopters version powered by Russian engines TV7-117V and the upgraded Mi-34C1 light helicopter from the Mil Moscow Helicopter Plant. Take-offs Deputy Editor-in-Chief Vladimir Shcherbakov asked Mil Designer General Alexei Samusenko for comment on these and other programmes. A top priority among Russian helicopter development programmes is that of the Mi-38 multirole helicopter. We saw its new version, the Mi-382, at MAKS 2011. What has been done under the programme and when will the market be able to get its production-standard variant? The Mi-38 development programme is important not only to our company, but also to Russia as a whole. Moreover, I am certain that the Mi-38 will be in demand on the global market as well. The programme has been given high priority and support by the government. Having met some of potential buyers, we have seen their positive response. Representatives of air carriers have familiarised themselves with a live machine and the advanced technical solutions embodied in it to make it easier for flying and ground crews to operate it. Mention also should be made that according to our estimates, the innovation introduced as part of the programme can influence the advanced helicopters flight hour cost heavily. This is a considerable competitive factor under the current economic conditions. The Mi-38 is in trials now. It is the second prototype, the OP-2, that virtually reflects the configuration sought. We plan that the OP-2 will have completed the factory flight tests in 2011, and we will launch the certification check trials. At the same time, the OP-1 powered by TV7-117Vs (it was designated as Mi-382) is going to complete the developmental tests and, in 2012, will begin its certification trials. In addition, the Kazan Helicopters is completing the construction of the third prototype (OP-3) powered by Russian engines and fitted with a Russian avionics suite; the OP-4, the fourth prototype, will follow it during 201213 to become the standard for Mi-38 production. Overall, we plan to complete the whole of flight test programme during 201213 and switch to full-scale production of the helicopter in 2014. What might be the Mi-38s flight hour cost as planned by Mil? How superior of the in-service Mi-8 and Mi-17 will the advanced
helicopter have to be to prompt keen interest of potential buyers? The issue of flight hour cost is not as simple as it may seem on the face of it. The flight hour cost is generated mostly by the cost of the remuneration of flying and ground crews and the cost of fuel. The influence of the share of the aircraft maintenance cost on the flight hour cost is insignificant. As for the second part of your question, the Mi-38 should be similar to the Mi-8 in terms of flight hour cost, which will prompt potential customers opt for the Mi-38, considering the strengths of the advanced helicopter. Strictly speaking, the Mi-38s service entry with operators may result in a drastic change in their approach to operation. While present-day Mi-8s have to have their main rotor blades replaced every seven to eight years, this will have to be done far less
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often, if all goes to plan. Under the Mi-38 programme, a new service life policy is being implemented along with introduction of other up-to-date engineering and technological solutions. Will the twin-powerplant Mi-38 concept persist and how can this influence its demand by Russian and foreign customers? The Mi-38 programme is double-track, using a Pratt& Whitney Canada engine and the Russian-made Klimov TV7-117V. This is the philosophy of the programme. In the outcome, the Mi-38 will have two variants of powerplant. We believe this can influence the price of the production machine and cause the interest of foreign operators, on the one hand, and woo Russian customers (both civilian and uniformed one), on the other. I would like to stress that Russian uniformed services have been keen on the Mi-38 due to their need in aircraft like that. Foreign companies have shown interest too. The advanced helicopter is among the best in terms of carrying capacity. Unlike the Mi-8, it hauls 6 t of internal cargo, rather than 4 t, and up to 7 t slung under belly. In addition, the Mi-38 features low vibration and reduced noise and can be flown by a reduced crew of two. What other features, do you think, will attract potential customers? I believe the Mi-38 is a 21st-century helicopter, because we have succeeded in implementing cutting-edge design solutions in it, including up-to-date electronics and materials. By the way, composites make up over 30% of the total volume of materials used in the machine. Such key structural elements as the main and tail rotor blades and fuselage parts are made of composites. We plan that the helicopter will have an extended service life. We assume the Mi-38 will, possibly, have no service life limits, but will be operated on condition instead. In addition, we have equipped it with the Aerosila TA-14 auxiliary power unit (APU), which allowed easier engine start-up and enhanced the quality of ground maintenance. The reason is that the APU will feed power to the heating or air conditioning system and cargo handling equipment on the ground when ambient temperature is too high or too low. The need for an APU like that has been proven by practice; hence, operators require it, especially in case of operations from austere helipads. The helicopter also has been furnished with the third auxiliary hydraulic system enhancing the ease of cargo handling in terms of ground clearance alteration and variation of the ramp position for rolling hardware on and off. Thus, the onboard cargo handling mechanisation system got a generation system of its own and can operate round the clock without excessive noise and emissions. Special mention should be made of the advanced flight navigation system from the Transas company, which we have mounted on the Mi-38. The system is state-of-the-art in terms of automation of helicopter navigation, flight and route modes. The flight navigation system makes it much easier for the pilot to fly, especially in limited weather minimum, in atmospheric precipitations and stiff wind. In addition, Transas has been vested with developing a Mi-38 simulator. Probably, it is the first time in this country when a simulator is being developed at the same time with the development of a helicopter. The simulator we plan to offer to potential customers will imitate the cockpit and agility of the helicopter, responding to the controls and simulating surrounding environment. Transas and we are looking into the feasibility of developing of a separate Mi-38 simulator centre. What is the prospect for the Mi-8/17 family? The Mi-8/17 family has undergone several modernisations, but we believe that its upgradeability has not been exhausted yet and, which is more, they are still in demand throughout the world. Therefore, we are running the so-called reverse upgrade of the family, i.e. use some of the solutions featured by the advanced Mi-38 in older machines. In the near future, most modifications can be applied to the main rotor that we are going to borrow from the Mi-38. We expect it to enable the Mi-38 to fly faster and higher and ensure a new approach to the service life of the rotor system, though no substantial modernisation of the airframe is planned. The Russian Helicopters holding company is running a heavy upgrade programme for the helicopters of the family, with the upgraded machine dubbed Mi-171A2. The Mi-171A1 version, which holds an up-todate airworthiness certificate and international recognition, is to be upgraded. A key objective of the upgrade is to retain the current slice of the market in the niche and enhance the machines safety. The latest model will have a main rotor with allcomposite blades, with the tail rotor to be made of composites too. The main and tail rotors are to feature advanced aerodynamic configurations based on the latest scientific advances and TsAGIs wealth of experience. All the above will facilitate long-term calendar-time operation a considerable increase in service life. At the modelling stage, we managed to produce a speed of 280 km/h with power and control margins remaining. The advanced aircraft also will feature extended range 800 km in
Andrey Fomin
Mi-38 fist flying prototype re-engined by Klimov TV7-117V turboshafts got Mi-382 designation
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Mil Moscow Helicopter Plant
the baseline configuration. The upgraded helicopter also is to carry a flight navigation system handling the same functions its counterpart on the Mi-38 does. During MAKS 2011, we demonstrated the upgraded Mi-17-1V, for which development we paid out of pocket. It is fitted with the IBKV-17 flight navigation system from Transas. Once the machines test programme had been complete, we offered the aircraft to the Russian Defence Ministry and foreign customers. Not long ago, Russian Vice-Premier Sergei Ivanov said 800 light helicopters would be needed throughout 2020 to renovate the civil aviation aircraft fleet. Light helicopters have been in special demand abroad of late owing to their ability to shoulder some of the functions handled by medium helicopters at
far lower unit and operating costs. In this connection, could you tell us of the work Mil is doing in the light helicopter field and what has been emphasised in this segment of the Russian helicopter industry? Right, light helicopters are an important thing Mil has been dealing with for quite a while. Today, the Mi-34 is our priority in this class, it was developed from the outset to ensure basic training of helicopter pilots and participation of Russian helicopter sports teams in competitions. The development of the Mi-34 was launched as far back as the Soviet times with the use of the specifications requirement from the Soviet Defence Ministry. The machine cleared its official trials milestone in 1986, its compliance with the specifications requirement was confirmed and a
report recommending its full-scale production was issued. Actually, the helicopter proved to be a success, with a takeoff weight of 1,450 kg. Its design enabled its crew to pull of aerobatics more inherent in fixed-wing aircraft than in helicopters, e.g. the loop and roll. On the other hand, the Mi-34, which later found itself in a different country under different economic conditions in fact, could not always rival some of the foreign helicopters in the class, e.g. those from Robinson or Schweitzer. Given request from civilian customers, however, we have had the helicopter certificated and we have dubbed it Mi-34C. The next phase of the Mi-34 programme kicked off several years ago. As part of working out an advanced helicopter family by Russian Helicopters holding, we took due account of the high demand of up-to-date light helicopters, and the Mi-34 then got its second wind, in fact. The latest helicopter has been designated as Mi-34C1. It has retained all of the advantages of the baseline sports version, but has gained commercial traits that are so important to operators. In particular, we have managed to extended its range out to 450 km, its engine has been replaced with a more powerful one, the degree of comfort has grown and the appearance of the machine has improved, i.e. we have implemented what normally stems from successful sales of any advanced aircraft. This summer, we made two prototypes dubbed OP-1 and OP-2 a trainer variant for Russian Defence Ministry flight schools and a commercial version respectively. Early in August, the OP-2 conducted its maiden flight on the premises of the Mil Moscow Helicopter Plant in Tomilino, Moscow Region. The advanced machine was demonstrated as part of MAKS 2011s flight programme, evoking keen interest on the part of civilian and military potential customers. To date, tentative agreement has been achieved or orders for dozens of machines have been awarded by a number of Russian and foreign helicopter users, particularly, the UTair company. Foreign customers have shown interest in the Mi-34C1 too. We expect the Mi-34C1 to meet the requirements of most exacting consumers. The Mi-34C1 certification programme is slated for completion by year-end 2011. This will allow the machine to enter fullscale production at the Progress plant in Arsenyev and kick off its deliveries in 2012. In our opinion, the Mi-34C1 will be in high demand as an initial training helicopter. Now, it will be more comfortable to both the instructor-pilot and the rookie. What are the features of the latest Mi-34 version?
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Mi-34C1 second flying prototype (OP-2) in commercial version
Mil Moscow Helicopter Plant
The Mi-34C1 features a modified configuration, the upgraded M9FV engine and improved flight performance, as well as an advanced control system. As is known, the simplicity and cost of the first version of the Mi-34 were maximised; in particular, its control system was mechanical and required that the pilot should make a lot of physical effort in certain operating modes. The helicopter has been furnished with the hydraulic system, so even a woman will be able to control it without too much effort. We have used foreign-made components. The Goodrich company is our partner in
Andrey Fomin
terms of components. It has provided the hydraulic actuators it has developed and made. Now, the machine will surpass the popular Robinson R44 in terms of performance, in particular, the Mi-34C1 will have a higher static ceiling. The helicopter seats three passengers and a pilot or 400 kg of cargo. With the 1,450-kg maximal takeoff weight, it flies at a maximum speed of 220 km/h out to 450 km (as far as 910 km on extra tanks). Special mention should be made that the traditional steam-gauge type instruments can be replaced at the customers request with the
Mi-34C1 first flying prototype (OP-1) in a trainer version for Russian Air Force
glass cockpit, where all data are shown on colour multifunction liquid-crystal displays. We have scrutinised the major foreignbuilt helicopters in the class, introduced modifications and got a well-designed machine with high design flight and operating characteristics that, hopefully, will be fully proven during the trials. Throw a rather attractive price in for good measure. Could you give us more detail on the Mi-34C1s advantages over the R44? As is known, full-fledged competition requires the best or comparable economic efficiency and flight hour cost in addition to top-rate flight performance and streamlined maintenance. Probably, UTair has preferred the Mi-34C1 to the R44 for a reason, hasnt it? Under the Mi-34 modernisation specifications requirement, we needed a considerable service life extension we intend to achieve a helicopter service life of 15,000 flight hours and the 5,000-flight-hour service life of the assemblies as well as ensure a 1,0001,500-h increase in the time between overhauls at first and then extend it even further up to 1,700 flight hours. It will be a helicopter on a par with Western analogues or even better in terms of service life. As far as the Mi-34C1s service life and flight hour cost are concerned, the machine will be rather competitive. To my mind, its flight hour cost will be at least 1.5 times lower than that of its foreign rivals. Therefore, we are optimistic about the future of our machine both in Russia and abroad.
take-off december 2011
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Alexey Mikheyev
Andrey FOMIN
IRKUT GEARING UP
FOR MC-21 PRODUCTION
The development and production of the MC-21 short/medium-haul airliners designed to seat from 150 to 210 passengers is to become the key advanced commercial aircraft programme of the Russian aircraft industry. At the MAKS 2011 air show in August, experts and the public were shown a full-size MC-21s cabin and flightdeck mockup and full-scale components of the future airliners wing that will be all-composite. The Irkut corporation was appointed prime contractor for the MC-21 development and production under the Russian presidents directive dated 6 June 2010. The Irkutsk Aviation Plant, a subsidiary of Irkut Corp., will make prototypes and then all production-standard aircraft of the MC-21 family. The Take-off editor has had an opportunity to see the company gearing up for the MC-21 production during his recent visit to the plant. At present, the Irkutsk Aviation Plant is a major player of the Russian aircraft industry and, probably, its branchs leader in terms of output. Sukhoi Su-30MKI multirole supermanoeuvrable fighters and Yakovlev Yak-130 combat trainers are built in Irkutsk now. According to Irkutsk Aviation Plant Director General Alexander Veprev, the company manufactured 38 Su-30MKI fighters, including knockdown kits for licence production in India, and nine Yak-130s in 2010 overall, 47 aircraft that make up more than half of the planes built in Russia last year. Irkut launched deliveries of A320 airliner components to Airbus under an international cooperation programme in 2007. The plant had productionised three assemblies for A320 family airliners the nose wheel bay, keel beam (the basic load-bearing element of the lower fuselage in the wing centre section area) and flap rail. The volume of the deliveries to Airbus has been on the rise steadily. For instance, the two first nose wheel bays were delivered in 2007, as many as 21 in 2008, 82 in 2009 and 104 in 2010. The keel beam deliveries began in 2008 with the first four units, as many as 34 keel beams went to Toulouse from Irkutsk in 2009 and 71 in 2010. Considering that Airbus sold about 400 A320 family airliners per annum in 200910, every fourth of them is fitted with an Irkutsk-made nose wheel bay and every sixth of them with an Irkutskmanufactured keel beam. Fulfilling the orders awarded by Airbus in its time kicked off a drastic modernisation of the production facilities and engineering processes of the Irkutsk Aviation Plant. Acquisition of advanced equipment, training of personnel in using it and introduction of stringent quality control systems began. According to Irkut President Alexey Fyodorov, the plant has invested 10.8 billion rubles (about $360 million) in the production facilities modernisation over the past six years, which became the first and rather impressive step towards the production of the advanced MC-21 airliner. At the first stage of the technical reequipment, the company has switched to
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the up-to-date regulatory framework by having introduced more than 200 standards, introduced digital design and productionising methods and updated over 280 units of equipment machines, laboratories and testing facilities. An up-to-date quality management system has been adopted (EN9100 standard) and advanced global logistics schemes and lean manufacturing technologies have been implemented. This resulted in the output per worker totalling 4.2 million rubles (about $140,000) in 2010 the best showing in Russias aircraft industry. A revolution has taken place in the informatisation of the production facilities through introduction of CAD/CAM/CAE/PDM technologies for mathematic modelling of the planes aerodynamic configuration, engineering and kinematic analysis of items, 3D design and manufacture of parts with subsequent automated quality control by means of measurement inspection machines, laser/optics-assisted final assembly, design and shop-floor documentation and data and their use in managing the company. To date, Irkut has had over 1,300 jobs for design and preproduction planning based on CAD/CAM/CAE/PDM technologies. A considerable upgrade has taken place at the blank punching and mechanical assembly shops, where technologies relevant to MC-21 production have been introduced. The Irkutsk Aviation Plant is especially proud of its electroplating facility the
Alexey Mikheyev
Alexey Fyodorov, Irkut Corp. President: Airbus orders for A320 components manufacturing forced us to begin modernisation of Irkutsk Aviation Plant production facilities which became the first step to MC-21 production preparation
Alexey Mikheyev
Every fourth A320-family airliner now has Irkutsk-maid nose wheel bay
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shop applying coatings and performing chemical processing of parts. No other Russian aircraft manufacturer can rival it yet. To date, over 40 special processes have been introduced in Irkutsk both under the ongoing programmes and for the future production of the MC-21. They include aluminium and titanium alloy part anodising, aluminium part dimensional chemical etching, vacuum titanium alloy part thermal processing, luminescent control, etc. Modernisation of the assembly shop has begun. As part of the effort, the mechanical riveting process has been mastered, as it will be a key MC-21 manufacturing technology, advanced aggregate assembly technologies have been introduced and used in production of components for Airbus and an automated mating concept has been tested. This has resulted to the existing Irkutsk Aviation Plant facilities being even now fit for manufacture of MC-21 prototypes for static, endurance and flight tests. However, a radical revamp of the aggregate and final assembly shops will be needed for subsequent full-scale production with the output planned. Phase II of the plants technical update will mostly be focused on this in the coming year. Automatic aircraft assembly mating processes are to be introduced. Provision has been made for designing and manufacturing a specialised MC-21 aggregate and final assembly line. At the same time, there will be an increase in the blank punching and mechanical assembly shops capabilities, and the launch of advanced special processes, e.g. electroplating and painting, will have been completed. At the Le Bourget air show in June this year, Irkut and German company DURR Systems GmbH clinched a deal on setting up an MC-21 aircraft assembly production line on the premises of the Irkutsk Aviation Plant. A contract for delivery of the complete set of the MC-21 assembly line with the use of advanced digital technologies was awarded to DURR Systems GmbH at the MAKS 2011 air show in August. Under the contract, DURR System GmbH shall develop, manufacture and assemble MC-21 assembly systems, including programmable positioning and laser measurement systems, at the Irkutsk Aviation Plant. The equipment will be used for assembly of both future production-standard and all prototype examples of the advanced airliner, which will allow the productionising and certification process to speed up. In so doing, the shops to house the production line are planned to be re-sited, fully reconstructed and fitted with up-to-date equipment, the technol-
Developers cooperation
Irkut Corp., the prime contractor Tupolev Sukhoi Civil Aircraft Company Beriev company Hydromash/Liebherr
Manufacturers cooperation
ORPE Tekhnologiya
Purchased components
ogy is to be developed and personnel is to be trained accordingly. The cutting-edge assembly lines will be installed on the current premises of the plant. Irkut President Alexey Fyodorov emphasised that their dimensions were quite enough for that, given the annual MC-21 full-scale production rate planned, and that no new capital development for that purpose was needed. The Irkut Aviation Plants final assembly shop was built in its day to churn out Antonov An-12 transports, which dimensions are comparable to those of the MC-21. At present, there are over 30 Su-30MKIs and Yak-130s at the shop at various degrees of fabrication. According to Alexey Fyodorov, the MC-21 assembly line will be set up on one side of the current assembly shop, where work on the Su-30MKI fighters is under way so far. Further down the road, however, in the second half of the decade, their production will diminish gradually, thus freeing up room for the MC-21 in the shop. The assembly
of Yak-130s initially will go on side by side with that of the MC-21 line without getting in its way, but can be moved to some other shop in case the airliners output rate picks up. Alexander Veprev says the issue has been given thought to. As of last year, the aggregate volume of investment in the MC-21 programme was estimated at 37 billion rubles (over $4.5 billion), of which 97 billion rubles (just over $3 billion) fell on development, while the technical modernisation of both the Irkutsk Aviation Plant and other plants involved in the programme claimed 40 billion rubles ($1.3 billion). Alexey Fyodorov said, however, that the figures had been and the costs would be reduced a little. In his opinion, about $600 million are to be invested in advanced assembly lines. Under the MC-21 cooperation programme, the Aviastar plant in Ulyanovsk, VASO, ORPE Tekhnologiya and a number of other companies will participate in the MC-21 production in addition to the
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Irkut
industry | report
Alexey Mikheyev
Alexander Veprev, Irkutsk Aviation Plant Director General: Todays area of production facilities is quite enough for annual assembly of up to 70 MC-21s
Irkutsk Aviation Plant. All fuselage section, save for the tail section to be made by ORPE Tekhnologiya, will be made in Irkutsk, the composite wing in Ulyanovsk and the wing high-life devices, fairings and composite empennage in Voronezh. Hydromash in Nizhny Novgorod, which has a joint venture with Liebherr, will supply the landing gear. The final assembly of the airliner is the preserve of the Irkutsk Aviation Plant, but its further customising can be handled in Ulyanovsk. The designing of the MC-21 involves an even greater number of subcontractors. Irkuts engineering centre, based on the Yakovlev design bureau, has designed the F1 and F3 fuselage sections and wing torsion boxes and performs overall project coordination. The Sukhoi Civil Aircraft Company, the developer of the Sukhoi Superjet 100 aircraft, is responsible for the F2 and F4 fuselage sections, Tupolev JSC for the horizontal stabilisers, wing high-lift devices and fuselage tail section and Beriev
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for the vertical stabiliser and fuselage tail section. To date, the general configuration of the plane and its basic systems has been complete, aerodynamic, strength and other calculations and experiments have been conducted, strength and engineering examples (including a black-reinforced plastic wing torsion box prototype) have been under testing, suppliers of all avionics systems have been selected and negotiations on long-term contracts with them have been launched. The composite wing is a feature of the advanced airliner. The 10.2-m-long, 2.9-m-wide composite wing torsion box was unveiled at the MAKS 2011 air show. It had been developed by Russian company Aerokompozit in cooperation with Sukhoi Civil Aircraft Company and made cooperatively by Aerokompozit and Austrian company Fischer Advanced Composite Components (FACC). The production of composite wings to fit the MC-21 and then
other aircraft is planned to be launched in Ulyanovsk in 2014. According to Alexander Veprev, the manufacture of the first parts for MC-21 prototypes is to begin as soon as this year. In all, Irkut intends to build eight MC-21 prototypes for its certification trials six flying prototypes in two versions (the MC-21-200 and MC-21-300), a static test one and an endurance test one. The maiden flight of the first flying prototype is slated for 2014 while the certification completion and delivery beginning for 2016. Irkut maintains that the MC-21 programme is on schedule. The total output of all MC-21 versions under its production programme devised to span through 2035 has been set at 1,180 units worth a total of almost $50 billion. The MC-21 programme will create 8,000 10,000 jobs with the plants in Irkutsk, Ulyanovsk and Voronezh and 4,0005,000 more with other Russian companies supplying components and materials. In this connection, Irkut attaches special importance to training new workforce. This is facilitated by the school college advanced training refresher training personnel renewal programme launched in 2005. Under the aegis of the Irkutsk Aviation Plant, there is a cutting-edge training and production centre that trains about 5,000 personnel annually, including about 500 newly hired workers. As a result, the Irkutsk Aviation Plant is manned to the full, and the average age of its personnel is below 40 years old, which is the Russias aircraft industrys record too. The MC-21 orderbook comprises as many as 220 orders and options. During MAKS 2011, the Russian Technologies state corporation represented by its subsidiary, leasing specialist Aviakapital-Servis LLC, and the Irkut corporation made a contract for 50 airliners, including 35 MC-21-300s and 15 MC-21-200s, worth a total of $3.8 billion in the list prices with 35 options, to be delivered from 2017 to 2022. Under the contract, the customer may have its MC-21s powered by engines of two types the Russian-made PD-14 or Pratt & Whitney PW1400G. The planes will be delivered to the Russian carriers of the Aeroflot group, of which the Russian Technologies is a shareholder. Other MC-21 customers include Malaysian investment company Crecom Burj (a contract for 25 MC-21-300s and 25 MC-21-200s was awarded in July 2010), leasing company Ilyushin Finance Co. (a contract for 28 airliners with 22 options), VEB-Leasing (15 firm orders and 15 options) and the Nordwind carrier (three orders and two options).
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Irkut
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Despite the Irkut corporations selection of the US-made PW1400G engine as the basic powerplant of the MC-21 advanced short/medium-haul airliner family in a tender, there is an option for equipping the aircraft with the Russian new-generation engine, the PD-14, that is under development now. The United Engine Corporation (UEC) has named the PD-14 engine family development a priority of the Russian aircraft engine industry. The MC-21 is supposed to become the launch user of the engines baseline model. In the future, however, the PD-14s common core engine and modular design will allow the developer to create a whole family of turbofans with a thrust of 818 t for powering airliners with the 70350-seat capacity and transport planes with a lifting capacity of 1060 t. The baseline core engine also will ensure the development of the 10,000-hp PD-12V helicopter turboshaft engine and several industrial gas turbine installations ranging in power from 6MW to 16MW (gas transfer units, electric powerplants, etc.).
Andrey FOMIN
PD-14
The Perm-based Aviadvigatel joint stock company and Central Institute of Aircraft Engines started the conceptual design of the future engine as far back as the early 2000s. There were several objectives, e.g. a 1015% fuel burn reduction compared with the existing engines, a 1520% life cycle cost drop and much lower noise and emission levels. The programme began to flesh out and receive sufficient funding after UEC had placed it on its list of promising models. A decision was taken to have almost all of the UEC subsidiaries involved in the programme, with the Perm-based companies developer Aviadvigatel and manufacturer Perm Engine Company to remain its leaders.
Gate III implying a final engine configuration decision was cleared in July this year. A slightly more than a year between Gates II and III saw, in addition to the devising of the conceptual design, the manufacture of the core engine demonstrator and passing of the first stage of its tests, completion of the first stage of the trials by the high-pressure (HP) compressor, manufacture and installation of advanced-materials efficient-cooling HP turbine blades on the core engine and manufacture of unit demonstrators of composite high-load parts. In August, Igor Maximov, Aviadvigatel deputy Designer General and PD-14 family chief designer, said that the approval of the preliminary design allows Aviadvigatel and other companies participating in the programme to start the engineering design of the baseline PD-14. The basic design documentation has been worked out, units and systems of the engine technology demonstrator slated for unveiling to the customers in 2012 has begun, Igor Maximov said. A decision was taken to make the PD-14 a two-shaft turbofan engine with fan directdrive. All engines of the family have a common core engine with the eight-stage HP compressor, low-emission annular combustor and two-stage HP turbine. The PD-14s baseline model will be fitted with a 1,900-mmwww.take-off.ru
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Andrey Fomin
diameter single-stage fan (its size the same as that of the PS-90As fan), three-stage low-pressure (LP) compressor and six-stage LP turbine. The PD-14s baseline model with the 14,000 kgf takeoff thrust is designed to power the MC-21-300 aircraft. The airliners shrunk version, the MC-21-200, is to be equipped with PD-14A with a thrust of 12,500 kgf, while the MC-21-400 stretched variant is to be powered by the PD-14M version with the thrust increased to 15,600 kgf. According to the design data, the PD-14 is among its top foreign rivals (PW1400G, LEAP-X) in terms of cruising specific fuel burn, while having a somewhat lower bypass ratio. Compared with the production Russian-made PS-90A turbofan in the same thrust class, the PD-14 features a 13% cruising specific fuel burn reduction, an almost twofold bypass ratio increase and a dry weight drop by 6.5% (10% in the as-received condition). The bench tests of the PD-14s core engine demonstrator began in Perm last autumn with the first bench burn on 26 November 2010. At present, the core engine demonstrator is ready for the second stage of its tests, including the one involving supercharged and heated air at the core engines inlet. The assembly and installation of the HP turbine for tests on the TS-2 test bench in the Baranov Central Institute of Aircraft Engines is nearing the end. At the same time, Aviadvigatel has been making and assembling an engine demonstrator since 2009. It is to be ready for tests by mid-2012 and for starting its flying testbed
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tests in 2013. The certification of the baseline PD-14 is planned for 2014, which is to enable it to hit the market in 201516, right by the time the MC-21 is certificated. The PD-14s certification tests will use both the test benches of Aviadvigatel and CIAM and the open test bench of NPO Saturn JSC in Poluyevo near Rybinsk the only one of the kind in Russia and one of a few in the world. The Perm Engine Company has launched the productionising of the advanced engine. A laser cutting, perforation installation and a vacuum furnace have been bought while a new heat-resistant coating shop has been built and is being furnished with the unique robotised electron-bean evaporation system from German firm ALD. In addition to the two prime contractors, the PD-14 development programme involves other UEC companies as subcontractors, as well as aircraft engine maker MMPP Salut that is not a subsidiary of the corporation yet. Perm Engine Company Managing Director Sergey Mikhalyov says: Our plant is the prime contractor for manufacture of the PD-14. This means that the key units of the advanced engine will be made by Perm Engine Company, with the rest to be supplied by the subcontractors. For instance, fan blades will be made by out partners in Ufa. For this purpose, UMPO JSC has acquired a cutting-edge complex of imported equipment presses, furnaces, etc. and is learning operation of the complex now. The LP compressor module is the preserve of NPO Saturn, with the compressors booster stage module being co-designed by Aviadvigatel and NPO Saturn. The Ufa-based Motor scientific production association and Aviadvigatel have been tasked with designing the LP turbine for the PD-14, with UMPO to be its manufacturer. Mention also should be made that MMPP Salut has been asked to develop and manufacture the compressor intermediate casing and accessory gearbox, the Mashinostroitel plant the engine nacelle, reverser and composite mufflers and Metallist-Samara metal-alloy mufflers. STAR JSC will supply the FADEC-type control system, fuel-metering and measurement equipment. In addition to final assembly, Perm Engine Company itself will manufacture the combustor, HP compressor and HP turbine, i.e. the basic components of the core engine. A rather important task for the Perm engine makers to
fulfil is HP turbine production. Provision has been made that all turbine blades both rotor and stator ones will be cast single-crystal. The advanced casting technique was introduced into the production of turbine blades for the PS-90A engine, and the experience has come in handy. The PD-14 development programmes worth is estimated at 70 billion rubles (about $2.3 billion), of which 35 billion rubles fall on the federal budget investments and 35 billion rubles more on the developers extrabudgetary resources. The governmental financing is supposed to cover the basic costs of developing the key technologies under the programme and design, manufacture and testing of prototype engines. The extrabudgetary funds are earmarked for spending on the engines productionising and debugging. The programme for 918 t thrust advanced civil aircraft engine development was included into the revised version of the Russian Aircraft Development in 200210 and throughout 2015 Federal Programme, and the funding to the tune of 3.88 billion rubles (including 2.71 billion budgetary and 1.17 billion extrabudgetary rubles), of which 2 billion government-allocated rubles were slated for the core engine concept definition and designing. According to the programmes director, Aviadvigatel Designer General Alexander Inozemtsev, the 200911 governmental investments in the PD-14 development programme stand at 15 billion rubles being spent on developing the commonised core engine as well as updating the equipment and technologies. On 3 May 2011, an open auction resulted in the Russian Industry and Trade Ministry and UEC signing a governmental contract on the Development of the Engine Demonstrator and Detail Design of the Future Baseline Turbofan Engine for Commercial Aviation (PD-14) development work in 201112, worth a total of 7.53 billion rubles, of which 5.29 billion rubles are invested by the government and 2.24 billion rubles are extrabudgetary resources. Will the PD-14s developers manage to remain on schedule and, which is more, meet the technical requirements and ensure operational reliability promised? Time will tell. So far, the programme is under way in a rather dynamic manner, does not lack the funds and, hence, may well start producing early concrete results.
PW1431G 14,000 0.520.53 7.2 46 2,850 3,860 12 42 2,050 n/a 3,800 1+G+3+82+3 LEAP-X1C 13,600 0.51 10 50 1,830 n/a n/a 1+4+102+6
Takeoff thrust, kgf Specific fuel burn in cruising flight, kg/(kgf*h) Bypass ratio Compression ratio Fan diameter, mm Weight, kg Weight, engine nacelle included, kg Number of stages
Comparative data of PD-14 and its foreign rivals PD14A PD-14 PD-14M 12,500 14,000 15,600 0.526 8.6 38 2,770 3,780 8.5 41 1,900 2,770 3,780 1+3+82+6
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The Almaz-Antey Corp. is the largest integrated entity of the Russian defence industry, established to date. The corporation is the parent company for most of the Russian developers and manufacturers of Russian air defence, naval and army air defence surface-to-air missile (SAM) systems and ground-based radar systems as well. The corporations products claim a considerable portion of the total Russian combat gear exports.
100 rating by US weekly Defense News, the corporations gains from selling goods, products, work and services accounted for more than $4.4 billion in 2010, of which $3.9 billion were generated by selling weapons. The corporations exports are performed through the Rosoboronexport company. At the same time, Almaz-Antey is entitled to export spare parts, instruments, components, special, training and auxiliary equipment and technical documentation and to provide maintenance independently. The export of air defence systems remains the mainstay of Almaz-Anteys operations, though the number of orders awarded by the Russian Defence Ministry has been growing continuously.
ALMAZ-ANTEY
ON GLOBAL MARKET
Uniting Russian air defence system developers
Almaz-Antey emerged as a result of the merger of the two competing SAM system development schools the Almaz scientific and production association, which was a long-term developer of air defence weapons for the Air Defence Force and is famous for its S-300P SAM system, and the Antey corporation, a traditional developer of the SAM systems for the Armys Air Defence units, known for its S-300V SAM system. The Almaz-Antey corporations establishment in 2002 as a joint stock company was decreed by then Russian President Vladimir Putin on the basis of the Antey industrial company, Almaz scientific and production association and almost all other branch research institutes, design bureaux and other relevant companies in Russia. Thus, the new entity became the exclusive parent organisation for all Russian air defence system manufacturers, except some of short-range and man-portable air defence systems. The government owns 100% of the Almaz-Antey Corp. which became one of the first integrated holding companies that sprung up because of the reform of the Russian defence industry. Currently, the Almaz-Antey corporation consists of upwards of 50 Russian companies, research institutes and design bureaux in 17 regions of the country, and its workforce totals 93,000 personnel. Based on the export results produced in 200710, the corporation is among the worlds major arms suppliers and is the Russian leader in terms of the arms production and export sales. According to the annual Top
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Andrey Fomin
T-50
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take-off december 2011
Andrey FOMIN
Aircraft
Actually, no surprises concerning the T-50s design were expected from its debut demonstration at MAKS 2011. The customer did not allow static display of the fighter, and its takeoffs and landings even had to be performed at a distance from the crowd. To this end, every day, early in the morning, the tarpaulin-clad prototypes would be towed from the Sukhoi flight test facilitys apron to a spot in a taxiway near the end of the runway and be towed back at night. Takeoffs would be performed far away from the crowd too, with the run commencing from about the middle of the runway, which length, thankfully, exceeds 5,400 m. By the way, given todays advances in photographic gear, this did not prevent numerous reporters and aviation spotters from taking many quality pictures of the fighter from all aspects possible both on takeoff and
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No doubt, the spice of the MAKS 2011 air show in Zhukovsky, Moscow Region, in August was the long-awaited unveiling of prototypes of the Future Tactical Fighter (Russian acronym PAK FA) Russian fifth-generation fighter T-50 the Sukhoi company is developing in cooperation with its engine, aircraft material, avionics, airborne systems and weapons subcontractors. The PAK FA made its debut on the second day of the show, when both flying T-50 prototypes were demonstrated in flight to Russian Premier Vladimir Putin. They flew as a pair, after which the Sukhoi design bureaus test pilot Sergey Bogdan flew aerobatics on the T-50-1. On the following days of MAKS 2011, the second T-50 prototype, the T-50-2, was used in the flight demonstration programme. It would first lead a Sukhoi aircraft troika with a Su-34 and a Su-35 as its wingmen and then perform solo aerobatics. Although no characteristics of the plane have been published officially, many interesting things related to the PAK FA programme to a certain degree could be seen in the pavilions of MAKS 2011. So, what did we learn about the Russian fifthgeneration fighter during the air show?
PAK FAs second flying prototype airlifted from Komsomolsk-on-Amur in early April is flying in Zhukovsky since 10 August 2011
landing, on the one hand, and during its flypasts and aerobatics. Again, the T-50s demonstration did not serve any surprise as its design and layout features had been known in advance owing to the official pictures published by Sukhoi since the maiden flight of the T-50-1 on 29 January 2010 and to numerous photos on the Internet, which were taken during the demonstrations to Russian and Indian national and military leaders in 201011. A rather large T-50 model was on display for the first time at Sukhois stand in the UAC pavilion, but it was impossible to see in it anything capable of adding to what had been known from the pictures. A full-scale exhibit on display at the stand of the ORPE Tekhnologiya company a composite fuselage midsection panel. As is known, a sizeable part of the T-50s structure is made of composites, including the
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large-size load-bearing panels, and this is a feature of the plane, setting it apart from the previous-generation Russian fighters. According to Sukhoi, both PAK FA flying prototypes had logged 84 sorties by the beginning of MAKS 2011. Following another demonstration to an Indian delegation on 14 June, the T-50-1 was being given scheduled improvements, in the course of which it was fitted, inter alia, with the antispin chute in a special container housed by the tip of the central tail boom. This may be an indication of the planes preparedness for operating envelope expansion tests, including flying at high alpha. With the improvements introduced, the plane was flown out on 4 August. The aircraft flew several missions more as part of preparations for the show, pulled off aerobatics with certain g-load and speed limitations after the flypast with the T-50-2 and then was not demonstrated at the show any longer.
The second flying prototype that first flew in Komsomolsk-on-Amur on 3 March this year was airlifted by an An-124 to Sukhois flight test facility in Zhukovsky on 3 April, but it had been flown out here only a week before the show, on 10 August. For four months, it had been subjected to the debugging and improvement programme too. The T-50-2 (side number 52, or 052), is similar to the first prototype, including in terms of the paintjob. It differs only in minor details. For instance, it carries several sensors of the integrated electro-optical system instead of the mockups equipping the T-50-1, and the design of the movable section of the cockpit canopy has been modified. During the two-ship flypast at the official opening of MAKS 2011 on the afternoon of 17 August, the T-50-2 was flown by Sukhois test pilot Roman Kondratyev, with the programme
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Yuri Stepanov
Andrey Fomin
K-36D-5 ejection seat with a dummy pilot in PPK-7 g-suit and ZSh-10 helmet
by thousands of onlookers and filmed by TV cameras on 21 August made quite a stir among the public. The aircraft and engine developers, however, assured that it was no drama, rather a routine thing in the trials of a prototype and that the plane would return to flight in the near future. Indeed, the T-50-2 flew under the flight test programme with a swing in September. This autumn, KnAAPO completed the assembly of the PAK FA third flying prototype. Its maiden flight at Komsomolsk-on-Amur took place on 22 November 2011. The T-50-3 is to be fitted with the main forward looking AESA radar and a complete integrated electrooptical system as well as other advanced avionics making it more like the future productionstandard aircraft. The fourth flying prototype and assemblies for subsequent aircraft are being manufactured too.
chief test pilot, Hero of Russia Sergey Bogdan, flying on the remaining days. On the final day of the show, the T-50-2 experienced a right engine surge while taking off in difficult weather conditions. The surge was caused by FADEC malfunction with a large flame exiting the nozzle. Sergei Bogdan had to abort the takeoff. Having deployed the drag chute and applied the brakes in an emergency manner, he stopped the plane before the end of the runway and taxied in to the apron. The incident seen
Engine
The so-called first-stage engine to equip the PAK FA is in the preliminary trials now, Yevgeny Marchukov, General Designer, Lyulka Scientific and Technical Centre (Moscow affiliate of NPO Saturn Scientific and Production Association), said at MAKS 2011. The preliminary stage includes bench and flight tests. It is the most labour-intensive period in terms of both time and money. Some of the elements of what has been implemented in the advanced
first-stage engine had built upon the solutions developed for the 117S engine to fit the Su-35 fighter, particularly, the designing techniques and technologies of processing most sophisticated structural elements. A cutting-edge automatic control system has been developed for the engine and it has been based on Russian-made componentry for the first time. The systems architecture and control algorithm are Russian too, Yevgeny Marchukov said, adding that more than 20 engines were built to date. The engines performance has been proven beyond any doubt through bench tests. Its flying performance will have been evaluated by year-end, and we should be ready to launch the official test programme by 2013, he specified. The engine itself, known as 117, was not shown at MAKS 2011. The same time, United Engine Corp.s exposition at Oboronproms pavilion sported the known 117S afterburning turbofan powering the Su-35 and Su-35S fighters now. First-stage engines will not only power all T-50 prototypes and LRIP aircraft, but, probably, the early production planes as well. In the future, the fighter is going to be fitted with the so-called second-stage engine now under development by NPO Saturn as part of the United Engine Corporation. The work has begun. We will fulfil it on schedule, Oboronprom Director General
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T-50-1 got an antispin chute in its fuselage tail section during scheduled improvements held since mid-June through early August 2011 for operation envelope expansion tests
Ejection seat
During the air show, many interesting things could be seen at the stand of the Zvezda Scientific and Production Association named after Guy Severin. There, the new K-36D-5 ejection seat for the fifth-generation fighter was unveiled, as was the pilots equipment comprising the PPK-7 g-suit, ZSh-10 helmet and KM-36M oxygen mask. The K-36D-5 ejection seat is a next spiral of the evolution of the K-36D-3.5
ejection seat fitting the advanced versions of the MiG-29 and Su-27 (Su-30) fighters. According to Zvezda, it differs from the baseline model in the extended pilot weight and operating temperature brackets, enhanced minimal ejection altitude characteristics and reduced maintenance time. It was reported that, combined with the pilots protective gear, the K-36D-5 ejection seat enables the aircrew to withstand manoeuvring g-load from -4 g to +9g, longitudinal g-load from -6g to +6g and lateral g-load from -4g to +4g. Safe ejection is ensured for the 020,000-m altitude
bracket and 01,300-km/h IAS bracket, including the 00 mode, with an ambient temperature from -60 to +74 deg. C and pilots weight of 55125 kg.
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Ivan Kirillov
Yevgeny Yerokhin
demonstrated the second AESA prototype embodying a number of improvements stemming from the lab bench tests. The array is an ellipse measuring about 0.9x0.7 m. In addition to the AESA, the developer displayed during MAKS 2011 a full-scale multichannel T-R module the AESA is made up of and an L-band AESA to be housed in the wing leading edge. According to Tikhomirov-NIIP Director General Yuri Bely, the third AESA example, which has passed its bench tests, will have been delivered to Sukhoi and mounted on the third T-50 flying prototype this year. More AESAs are being manufactured (for more detail on the AESA radar for the PAK FA, see Yuri Belys interview in this issue). Tikhomirov-NIIPs old-time partner, State Ryazan Instrument Plant (GRPZ), demonstrated at the airshow the units of the N-036EVS computer system supporting the operation of the AESA radar and designed to receive and process high-capacity analoguedigital signals and control and automate complex processes in real time. The N-036EVS computer system comprises two high-performance digital computers based on the united switching computing environment and united
Andrey Fomin
Tikhomirov-NIIP X-band AESA and one of its multichannel T-R modules (upper left)
into a single computer system by means of high-performance optical interfaces. Other novelties from GRPZ at MAKS 2011 were the 4283E AESA two-band digital IFF interrogator and 4280MSE multifunction integrated IFF responder. A surprise sensation at the airshow was made by the Urals Optical and Mechanical Plant (UOMZ), which demonstrated the basic mod-
ules of the integrated optronic system displayed at MAKS 2011 as Product 101KS. According to the materials disseminated during the show, the T-50s optronic system will comprise the 101KS-V IRST for aerial target acquisition, identification, pinpointing and tracking, the 101KS-U aerial and ground situation awareness subsystem, the 101KS-O optronic defensive aids suite and the 101KS-N podded IRST
Andrey Fomin
Top: 101KS-V air-to-air IRST station (left) and 101KS-N podded air-to-ground optronic system (right) Bottom: 101KS-U missile launch detection system (left) and 101KS-O optronic defensive suite (right)
Andrey Fomin Andrey Fomin
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ensures multichannel data exchange via highcapacity enhanced frequency band channels and implementation of the reprogrammable radio concept, flexible comms gear architecture software/hardware rearrangement and quick adaptation to simultaneous operation in different comms systems and networks. Tidbits of information on the weapons suite of the future PAK FA were avail-
able at the stand of the Tactical Missiles Corporation, which showcased, inter alia, internal carriage missiles with the export designations Kh-38MLE and Kh-58UShKE and the advanced KAB-250 smart bomb as well (for detail on latest weapons from Tactical Missiles Corp., which could make their way to the fighters weapons suite, see further in the issue).
T-50-2 rolls after another demo flight at MAKS 2011. On 3 November 2011 it performed the 100th PAK FAs test flight
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Alexey Mikheyev
Sergey Lysenko
YURI BELY
take-off december 2011
Mr. Bely, let us start with the main innovative programme of Tikhomirov-NIIP, the AESA radar for the fifth-generation fighter. What is the status of the programme? What did you achieve? PAK FAs AESA radar system development is right on schedule approved by the prime contractor for the plane, the Sukhoi company. Under the schedule, two prototypes are being rig-tested, with one more being ready for installation on a PAK FA prototype. This, third, AESA radar prototype will be handed over to Sukhoi, and it will begin to work on board the third flying PAK FA aircraft. Manufacture of more radars is under way, e.g. the fourth set is being assembled to fit another PAK FA prototype and the fifth ones manufacture has begun. The first AESA radar has logged two years on our test rig, most of its issues have been ironed out and its software is being refined now. The second AESA complete set has been placed on a test rig earlier this year and will soon be handed over to Sukhoi as part of the PAK FA avionics suite for rig testing. The third example has completed its rig tests and now is ready for mounting on a plane. The fourth set is to be made before year-end. Our institute performs the assembly, adjustment and rig testing of the AESA radars so far, and at the same time, its productionising is underway at the State Ryazan Instrument Plant (GRPZ) that is setting up new manufacturing lines and buying advanced equipment and has erected a special shop to this end. The plant also has taken part in the manufacture of the AESA radar since its early examples had been made; in particular, it has been making the distribution system, waveguide
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While working on the AESA, you do not neglect passive phased-array radars either, do you? Certainly, we have developed the unique phased-array radar, the Irbis-E, with an airborne target acquisition range of 400 km. Three prototypes of the radar have been undergoing their flight trials on two Su-35 prototypes and a Su-30MK2 flying testbed for several years now. This year, the first production Su-35S fighter built by KnAAPO Komsomolsk-on-Amur Aircraft Production Association under the Russian Defence Ministry-awarded contract has entered its trials. It carries a full production-standard Irbis set made by GRPZ plant at its production line. Tikhomirov-NIIP staff has been proactive in supporting the radars flight tests, its productionising by GRPZ and settling all issues cropping up in the process. Mention should be made that the radar has a good prospect not only on board the Su-35. We have received inquiries as to the feasibility of using Irbis-E derivatives on board ships and as part of ground-based radar systems. We have not neglected the Irbiss predeces-
sor, the Bars phased-array radar, which is in mass production and exported extensively as part of the Su-30MKI fighters and its versions to India, Malaysia and Algeria. As is known, the Russian Defence Ministry, too, has recently decided to buy a batch of aircraft like that, designated as Su-30SM, in the near future. We have got a contract with the Sukhoi company for development of a Bars version to fit these fighters. We also are taking part in the programme on upgrade of the Indian Air Force Su-30MKIs. Provision has been made for enhancing the performance of the Bars radar and its current phased array and, possibly, fitting the radar with an AESA further down the road. However, we believe that such an upgrade of the Bars should be conditioned on the programme for development of an AESA radar for the Fifth-Generation Fighter Aircraft (FGFA) being co-developed by Russia and India, so that our experience in developing the AESA can be used in subsequent upgrade of in-service Su-30MKI fighters. Do you continue to upgrade other airborne radars you developed? We certainly do. We are further honing our first phased-array radar, the Zaslon, used on the MiG-31 interceptor. The upgraded MiG-31BM has kicked off the second phase of its official trials recently. Advanced operating modes are being implemented into its Zaslon radar, to which new long- and medium-range missiles are being adapted as well. The MiG-31s tactical capabilities will grow by far owing to the ongoing upgrade. In addition, Su-27SM(3) fighters have been fielded with Russian Air Force combat units this year. We have upgraded their N001 fire control radar again, with advanced operating modes introduced and modified medium-range missile application ensured. The work is going on.
take-off december 2011
Tikhomirov-NIIP
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Andrey Fomin
The organisers of the Tactical Missiles Corp.s exposition at the MAKS 2011 air show in Zhukovsky last August altered their approach to demonstrating their advances to a more pragmatic one. During the news conference in the course of the show, Tactical Missiles Corp.s Director General Boris Obnosov noted that the companys exposition displayed only the new weapon systems that were in the final stages of the official trials or had passed them this year. All of the displays are to be manufactured both in the export version and in the configuration designed for the Russian Air Force, with some of them being prototypes of the weapons to fit the star of the air show the Future Tactical Fighter, or the Sukhoi T-50 fifth-generation fighter.
The Raduga Kh-58UShKE antiradiation missile displayed at MAKS 2011 is designed for both internal and external carriage. Its weight is 650 kg and its range measures 76245 km when launched externally. It differs from the venerable Kh-58E in a shorter length, a pop-up wing, shorter-span vanes and a single wideband passive radar homer acquiring all known air defence radar bands. A big TV screen at Tactical Missiles Corp.s stand at MAKS 2011 displayed an animation clip showing how four missiles of the type would be housed by the inner bay of the fifthgeneration fighter. According to Mr. Obnosov, the official tests of the Kh-58UShKE are to be wrapped up next year. Another missile to be used as part of the fifth-generation fighters weapons suit and fit its internal bays is the Tactical Missiles Corp.s parent companys Kh-38ME newgeneration modular multipurpose air-tosurface missile weighing up to 520 kg with a reach of up to 40 km. It is designed to wipe out a wide spectrum of armoured, hardened and exposed ground single or multiple tar-
gets and waterborne targets in the littorals. During the previous MAKS 2009 show in Zhukovsky, where the Kh-38ME missile family made its debut, it was reported that the missiles of the family could carry various guidance packages a semiactive laser homer on the Kh-38MLE, an active radar homer on the Kh-38MAE, a thermalimaging heat-seeker on the Kh-38MTE and a satnav-guided one on the Kh-38MKE cluster-type missile. The Kh-38MLE laser beam rider was displayed at MAKS 2011. According to Boris Obnosov, its development is on schedule and is expected to be completed in a couple of years. A spice of the show was the 250-kg KAB-250 smart bomb from the Region company. Owing to its compact dimensions, it can be not only mounted on the PAK FAs external weapons stations, but carried internally as well. The KAB-250 is an internalcarriage weapon designed for the PAK FA but capable of being used by other planes as well. Only the basic dimensional parameters of the advanced 250-kg bomb were offered at
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the show, e.g. a length of 3.2 m, a diameter of 255 mm and a wingspan of 550 m. It is too early to go into detail on the KAB-250, Mr. Obnosov said. The type of guidance used has not been unveiled yet either. When speaking about using GPS and GLONASS receivers for cuing smart bombs to their targets, however, the Tactical Missiles Director General said, There are 500-kg bombs like that, namely the KAB-500S-E, and the satnav capability has been provided for virtually all next-generation bombs in the 1,500, 500 and 250-kg class. Thus, the KAB-250 will presumably carry a combined guidance package comprising the satnav system and one of the homing heads. Other advanced and upgraded air-tosurface missiles from the Tactical Missiles Corporation, which export versions were displayed at MAKS 2011 could be also carried by PAK FA, albeit externally. For instance, they include the Kh-31PD highvelocity antiradiation missile and heavily upgraded Kh-31AD and Kh-35UE antiship missiles. All of them are made by Tactical Missiles Corp.s parent company. The Kh-31AD supersonic antiship missile, for which development the company is paying out of pocket, is in the final stages of development. It features an extended range, enhanced ECM immunity and a cutting-edge active radar homing head. Its test programme is expected to be wrapped up in 2013 or 2014. The Kh-35UEs official trials are slated for completion as soon as the end of this year. Boris Obnosov noted that the Kh-35UE development was no cakewalk because the missile, albeit a dead-ringer for the Kh-35E baseline model outwardly, is equipped with an advanced short-burn turbojet engine, a sophisticated homer and a satnav system in addition to the inertial navigation system, which has improved the weapons basic characteristics much. For instance, its maximal range has doubled from 130 km to 260 km, with an insignifiwww.take-off.ru
cant increase in its air-launched versions launch weight from 520 to 550 kg. The Kh-35UE is a versatile weapon for use, among other things, by the upgraded Uran and Bal shipborne and coastal defence missile systems. It also has been adapted for use by virtually all tactical warplanes and naval helicopters. Also displayed at MAKS 2011 were the latest members of the Kh-59ME subsonic missile family under development by the Raduga design bureau the Kh-59MK
Kh-38MLE
with the active radar homing head to kill a wide range of radio-contrast targets, Kh-59M2E with TV-command guidance and Kh-59MK2 with a combined guidance system. Depending on the version, their launch weight varies from 900 kg to 960 kg and their max range is up to 285 km (115140 km for the Kh-59M2E). According to Boris Obnosov, the launch of the Kh-59MKs production is slated for early next year. The missile of the type is designed for application by the Sukhoi
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competition, Boris Obnosov reminisces about the competition during MAKS 2011. I hold products from Novator in high esteem. But it looks like the tender ended not in favour of Novators weapon. According to Mr. Obnosov, Tactical Missiles Corps work on the long-range missile is on schedule, a production-standard version has been selected, and its tests are to be finalised before year-end. The missile has been productionised for the past two year. This is a formidable weapon with nothing to rival it either in country or abroad. It flies with a swing and hits its targets, added the Director General proudly. According to the official information disseminated during the air show, the new missiles performance is far more advanced over that of the well-known long-range R-33E. It is not easy to compare the RVV-BD and R-33E, however. It is clear at first sight that they are utterly different. Presumably, the RVV-BD is likely to be a derivative of the long-range missile prototype Vympel developed in 1980 1990s to equip latest versions of the MiG-31 interceptor (for instance, at MAKS 1997, six missiles like that were seen on the underbelly hardpoints of the MiG-31M No. 057 at the static display ground). Mention should be made that the lateral dimensions of the MAKS 2011-displayed RVV-BD are unlikely to allow its internal carriage by the PAK FA. The missiles pamphlet disseminated during the show indicated that only the external AKU-410-1 and AKU-620 ejectors were to be used to attach it to and launch it. Judging by the example displayed at the show, only the vanes of the RVV-BD were foldable for conformal carriage, but the
wing remained fixed, to boot. Also, specifying the weapons designed for internal carriage, Boris Obnosov did not mention the RVV-BD. Most probably, the RVV-BD is an export version of the advanced longrange missile being developed under the programme of MiG-31 interceptor upgrade in service with the Russian Air Force (an upgraded MiG-31BM was shown at a static display during MAKS 2011). Nonetheless, the lessons learnt from the programme are certainly to be relevant to the development of a long-range missile for internal carriage on the fifth-generation fighter. The RVV-BD is taken to the target area by the inertial guidance system with radio-frequency updates and subsequent active terminal radar homing. According to adverts circulated, the RVV-BD will be able to destroy various air threats (fighters, attack aircraft, bombers, airlifters, helicopters, cruise missiles) from any aspect at long range round the clock despite heavy ECM, including multiple-channel launch-andleave capability. Owing to the missiles top-notch aerodynamics and high-performance bi-pulse solid-fuel rocket motor, its range may well be several hundred kilometres. Speaking at MAKS 2011, Boris Obnosov said the RVV-BDs export version would have a range of up to 200 km. To date, no missile in the class can boast a range like that, Mr. Obnosov concluded. The missile can eliminate threats jinking hard at 8 g at an altitude of 1525,000 m. The RVV-BDs launch weight stands at 510 kg. The weapon packs a 60-kg HE/ fragmentation warhead with proximity and impact fuses.
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expendables needed for aircraft and helicopter operation. The training center, created at the premises of Joint Stock Company "558 Aircraft Repair Plant", is an efficient facility for giving new knowledge to aviation specialists. Owing to its great experience in repairs and overhaul of aviation materiel of different types, well developed production base and advanced technologies, our enterprise provides training to customer's technical staff and pilots on the high professional level. Both theoretical and practical training on operation and maintenance of aviation materiel are based on the training programs elaborated according to the relevant operation and maintenance manuals. Modern computer technologies are widely involved in the training program. The efficient training process is ensured by: - highly qualified instructors; - full set of technical documentation, posters and aids; - using new educational technologies; - training on modern methods of diagnostics of aircraft components; - training on modern methods of repairs and upgrade of different types of aircraft and helicopters; - training of pilots with the use of multifunctional simulators; - opportunity to study aircraft units and systems directly in the workshops and at testing workbenches. Modern diagnostics methods of componentry for aviation materiel training program includes: - diagnostics of radio-electronic cards; - testing of turbocoolers; - diagnostics of onboard radio-electronic equipment units; Modern training program of overhaul methods includes: commercial
- laser welding and surfacing for elimination of faults appearing because of corrosion and wear-out; - restoration of glazing optical features; - restoration of mechanical or corrosion damages of parts with the use of metal polymers; - non-abrasive ultrasound finishing of metals for reducing surface roughness and elimination of tension; - plasma spraying on parts having continuous mechanical or corrosion surface damages up to 0,8 mm in depth. Over the last years more than 300 foreign specialists have been trained by Joint Stock Company "558 Aircraft Repair Plant" on operation and repairs of Su-22, Su-25, Su-27, MiG-29 aircraft, Mi-8 and Mi-24 helicopters. The enterprise ensures high level of training, being always open for cooperation. Moreover, our experience allowed us to elaborate the standard project of training center, which is delivered "ready for use". Our enterprise pays special attention to conformity with international and national standards of quality. JSC "558 Aircraft Repair Plant" possesses an official authorization to perform overhaul, upgrade and service of aviation materiel operated in Belarus and abroad. Rich experience and good production capabilities enable developing modern aviation materiel overhaul programs. JSC "558 Aircraft Repair Plant" obtained international authority as a reliable partner. It ensures the prospects of successful cooperation. 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 http://www.558arp.by
take-off december 2011
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Alexey Mikheyev
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Alexey Mikheyev
Marina Lystseva
Mikhail Zherdev
all of the surveillance equipment cleared by the agreement, namely four airborne photo cameras, three TV cameras, a synthetic aperture radar and an infrared linear scanner. The mission equipment
is housed behind special fuselage hatches and fairings, with operator and observer workstations in the cabin. At MAKS 2011, the Tu-214ON (serial RA-64519) was both shown
as a static display and demonstrated in flight, and the media were given an opportunity to familiarise with its airborne surveillance system equipment and the operator workstations.
warplanes of the type have been delivered, including knockdown kits for licence production in India. The Su-30MKI orderbook has swelled up to 292 aircraft and expected to hike up to 374, once the anticipated new order for 42 extra Su-30MKIs has been awarded by India and the Russian Defence Ministry has placed its order for 40 Su-30SMs.
To date, Irkut has fulfilled the contracts for 90 Su-30MKIs for India (the first deal was made in 1996, with two more in 2007), 28 Su-30MKI(A) for Algeria under the 2006 contract and 18 Su-30MKMs for Malaysia under the 2003 contract. Deliveries of Su-30MKI knockdown kits to India carry on under the contract for 140 fighters, and a new batch of Su-30MKI(A) aircraft is being prepared for shipping to
Algeria under the second contract for 16 aircraft, which was signed in 2010. The manufacturing plants Director General Alexander Veprev told the media that the company had made 38 Sukhoi aircraft and knockdown kits of the type last year. Taking into account the orderbook, the Su-30MKI production will have continued in Irkutsk until the second half of this decade at the least.
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Andrey Fomin
Mikhail Zherdev
Alexey Mikheyev
Take-off's archive
October through December 2010). The Budyonnovsk-based aircraft feature blue serials from 01 through 17 and the Korenovsk-stationed ones red serials from 01 through 08. In September this year, six Mi-28Ns from both units were involved in large-scale combined exercise Union Shield 2011 at the Ashuluk training range in the Astrakhan Region. To date, Rostvertol has delivered as many as almost 40 productionstandard Mi-28Ns. Recently, Russian Helicopters holding and Russian Defence Ministry have signed a new long-term contract for more helicopters of the type for the period
throughout the decade. Meeting the media this spring, Rostvertol Director General Boris Slyusar said the company would have productionised the Mi-28NM upgraded version by 2015. Probably, the derivative will mount the long-awaited radar, cutting-edge defensive aids suite and advanced weapons. The Mi-28UB fitted with twin sets of controls is being prepared for construction too. In addition, RusAF has ordered more than two dozen Mi-35M attack helicopters that have been built only for export until recently. The first Mi-35Ms earmarked for RusAF are already in trials at Rostvertol.
Rostvertol
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Rostvertol
Take-off's archive
In December 2010, four production Ka-52s were fielded with the Army Aviation Combat and Conversion Training Centre in the town of Torzhok for operational evaluation, and May 2011 witnessed the delivery of an eight-ship production-standard Ka-52 batch to the Chernigovka Army Aviation Base in the Russian Far East, which had operated Mi-24V/P helicopters. Thus, Progress has made and delivered as many as 15 productionconfiguration Ka-52s within less than three years. This autumn, the plant was handling the final assembly of the further eight helicopters with four more machines undergoing their acceptance tests prior to their fielding with a combat unit. They are being fitted with FH01 radar systems the Phazotron-NIIR corporation shipped to Arsenyev. The four Ka-52s, too, will have been fielded with the Chernigovka air base before yearend. Further down the road, radars of the type will be retrofitted to the inservice early production helicopters. Russian Helicopters holding company Director General Dmitry Petrov
said in early September that the Russian Defence Ministry awarded a new long-term order for more than 140 Ka-52 helicopters on 31 August 2011. It is significant that the helicopter of the type is planned for adoption with not only the Army Aviation, but also the Russian Navy. As is known, the Ka-52K shipborne multirole combat helicopter is to become the mainstay of the strike power of the air groups to be carried by the Mistral-class amphibious assault ships. Kamov is running the development of the shipborne version that will have the folding main rotor blades and folding wings and a number of other modifications as well. Progress Managing Director Yury Denisenko told the media that the Ka-52Ks full-rate production and deliveries were slated for 2014. In addition, Russian Helicopters and Kamov, coupled with Rosoboronexport JSC, are cooperating in promoting the Ka-52A export version to the global market. A number of countries displayed keen interest in buys such helicopters as far as several years ago.
Take-off's archive
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Andrey Fomin
Alexey Mikheyev
to launch tourist services to Egypt, Spain, Italy, the UAE, Israel, etc. Under the contract signed by Polyot, Sberbank-Leasing and VASO plant last year, the carrier shall lease 10 An-148-100Es. They shall be in the 68-seat layout (8 seats in the business class and 60 in the economy class) but will be able to be converted quickly to the 75-seat single-class layout. Unlike the six
An-148-100Bs made in Voronezh, the Polyot-intended planes feature an extended range. The first An-148-100E (c/n 41-04, RA-61709) first flew in Voronezh in early June of this year and was delivered to Polyot on 20 July 2011. The second aircraft (c/n 41-06, RA-61710) flew for the first time on 6 July and its acceptance report was signed on 31 August 2011. In September, VASO completed another Polyot-destined plane (c/n 41-07, its registration number will be RA-61711) that performed its first flight on 4 October. According to Anatoly Karpov, the company is going to have it on services before year-end and receive the fourth aircraft from VASO in the first quarter of 2012. Meanwhile, a new An-148 operator appeared in Ukraine as well. On
3 August, Antonov handed over a new production An-148-100B built earlier this year in Kiev to the new customer, Ukraine International Airlines (UIA). The carriers aircraft fleet, which has been made up of Boeing planes only (according to UIAs official website, it comprises 19 Boeing 737s in various versions), was extended by the second production-standard An-148 built in Kiev (reg. UR-NTD, c/n 01-10). It first flew in Kiev on 13 January 2011. In September, UIA received another An-148 (reg. UR-NTA, c/n 01-01) that had been flown by the Aerosvit airline from June 2009 to August 2011. Aerosvit also operated the first production An-148 made in Kiev (c/n 01-09, reg. UR-NTC) since May 2010 till September 2011. This plane is seemed to start its operations with UIA too.
Vyacheslav Smigunov
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Andrew Dyubin
Alexey Boyarin
Superjet in Armavia
Made in September 2007, the order of two SSJ100s by Armenian airline Armavia with three more options did not turn many heads at first. By then, 110 advanced airliners had been ordered (in the form of both firm orders and options) by several air carriers, including the foreign launch customer in Italy. A considerable discount to the list price was offered to Armavia, as it was offered to other early customers. Besides, Armavia ordered the configuration close to the baseline one, i.e. lacking expensive trimmings. The planes were leased through Russian company VTBLeasing. Under the contract, the first aircraft was to be delivered as far back as late 2008, but
the delivery slipped by far just like the delivery to Aeroflot did. Some of the orders considered to be firm were put on the back burner or cancelled altogether, as the SSJ programme was slipping further behind schedule. Suddenly, Armavia, along with Aeroflot, found itself the launch customer, probably, to its own surprise. The first production SSJ100-95B (c/n 95007) first flew on 4 November 2010 and then underwent the certification check test programme held for the first time as part of certification by the Interstate Aviation Committees Aircraft Registry. During the tests, a production-standard aircraft had to log at least 150 flight hours on standard routes. The Superjet certification check tests com-
menced in December 2010, following Aircraft 95007 ferry flight from Komsomolsk-on-Amur to Zhukovsky in the Moscow Region. With the tests completed, the plane returned to Komsomolsk-on-Amur, where it was subjected to final improvements before its delivery. Participation in a long-term certification check test programme, which lasted for almost two months, came as a very useful breaking-in to the advanced plane. It allowed the troubleshooting of the most obvious teething troubles inherent to the first production aircraft and benefited the beginning of its operation further down the road. On 19 April 2011, the aircraft flew from the manufacturers airfield in Komsomolskon-Amur to the customers base airport, Zvartnots in the city of Yerevan. In Armenia, the SSJ100 registered as EK-95015 and named Yuri Gagarin was given the red-carpet treatment. The first commercial flight of the new aircraft took place as soon as the next day after its delivery, 21 April. In the very beginning of its operation, it was clear that the carrier was not going to go easy on its first Superjet 100 just because it was a new plane. The aircraft had conducted services to seven
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The first production Sukhoi Superjet 100 (c/n 95007) started its commercial operations with Armavia airline as EK-95015 on 21 April 2011
aircports in five nations (Moscow, Aleppo, Athens, Donetsk, Odessa, Simferopol and Tehran), which became a mini-pattern of its subsequent operation, during which it flies to Russia, Ukraine, other European countries and the Middle East. The SSJ100s hour of triumph in service with Armavia came in mid-June when the airline decommissioned as many as two A320s. Coupled with the seasonal hike in the number of the carriers flights, this stepped up the operational tempo for its remaining aircraft up to an average of two return flights a day. Many remote European destinations, which had been handled by the airbuses before that, fell on the SSJ100. As a result, 45-hour flights to Europe out to 2,5003,500 km became a routine, virtually daily job to the plane. The services to Amsterdam, Barcelona, Lyon, Marseille, Rome, Venice and Zurich became the Armenian Superjets standard routes. The advanced Russian-built airliners first three months in the commercial operation by Armavia were very fruitful. The diversified route network enabled the plane to be tested not only on short regional services, but on long ones as well. The Superjet flew to 20 airports. It mastered its European lines that proved the range stated by the manufacturer. The aircraft also proved its ability to operate in the adverse climatic conditions of Armenias
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hot mountainous terrain. The aircraft logged 200-plus flight hours as soon as its third month of operation, which is good for a new aircraft in the class. In October, the Armenian Superjet flew from Yerevan to Moscows Vnukovo and Domodedovo, to Samara, Ufa, Tbilisi and over 10 cities in the far abroad Amsterdam, Athens, Berlin, Lyon, Marseille, Venice, Aleppo, Beirut, Dubai, Tehran and Tel Aviv. It had conducted more than 530 operations with a total of 1,300 flight hours by the end
of November. In the first six months of its operation, its average monthly flying time has accounted for about 180 flying hours (the maximal flying time 205 hours was logged in July 2011) with an average flight slightly exceeding 2.5 h and an average daily flying time being slightly less than 6 h (an average of five services are flown every two days). Armavias SSJ100 did not fly only five days in October, which indicates a rather high degree of operability and reliability of the carriers only aircraft of the type. The second Superjet
Armavias SSJ100 passenger cabin interior
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and Aeroflot
The Russian flag carrier, Aeroflot, got the first of the 30 SSJ100s, ordered in December 2005, in mid-June 2011. New regional jet with c/n 95008 and registration number RA-89001 named after Mikhail Vodopyanov conducted its first commercial service from Moscow to St. Petersburg on 16 June and then launched operations to Nizhny Novgorod, Yekaterinburg and then Ufa. Unlike the first production SSJ100, which was delivered to Armavia and had been debugged during its 150-hour certification check tests, despite the fact that Aeroflots first SSJ100 did not get to the customer soon after its maiden flight on 30 January 2011, it had completed only a limited number of acceptance tests. Possibly, this was a reason for the carrier having to ground its new plane several times in the initial stages of operation to fix problems. For instance, following an aggressive start in June (46 flights performed during the first 12 days, with almost 80 flight hours logged), RA-89001 flew only for 14 days in July. Nevertheless, it has no longer encountered considerable technical problems since later July, which has enabled it to fly up to eight services a day without any delays worth mentioning. The intensity of operation of the new-type aircraft by Aeroflot increased further in the wake of the delivery of its second Superjet late in August. The aircraft with c/n 95010
The first Aeroflots Sukhoi Superjet 100 (c/n 95008, RA-89001) entered regular services on 16 June 2011
An average flight of the Superjets on the Russian flag carriers routes lasts for about 1.5 hours (the longest flights last 2.5 hours in services from Moscow to Yekaterinburg, Chelyabinsk and Astrakhan). The average flying time per plane in Aeroflot stands at a bit less than 6 h (on the average, each of the aircraft flies four operations a day). The first SSJ100s average monthly flying time has accounted for about 180 flying hours over the four months in
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service, and the second airliners average flying time during the first two months of its scheduled operations equalled about 210 h (the average monthly flying time per two-aircraft fleet is slightly less than 200 h per plane). Aeroflot will have been able to receive several more Superjets before year-end. In October, there were seven more Aeroflotdestined aircraft in final assembly. The fourth Aeroflots SSJ100 (c/n 95012, RA-89004)
first flew in Komsomolsk-on-Amur on 7 November 2011 and was to be followed by 95015, 95013 and 95016 soon. The fuselage of the 13th production aircraft (c/n 95019) was brought to SCACs final assembly shop in Komsomolsk-on-Amur on 1 October 2011. SCAC is making efforts to step up the output rate hampered so far by delayed deliveries of production-standard SaM146 engines. In September, Igor Vinogradov, SCAC first vicepresident for development and certification, said that extra jobs would be created in the final assembly shop, which would allow 10 aircraft to be assembled there instead of six. In addition, aircraft components will be brought to the
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shop pre-assembled, part of wing panel assembly will be handled by KAPO plant in Kazan while the assembly of the cabin interior will be carried out in Ulyanovsk starting with the ninth production aircraft (c/n 95015). Owing to the measures being taken, 28 SSJ100 planes are planned for production next year, Igor Vinogradov said. Along with the continued Superjet deliveries to Aeroflot and Armavia in 2012, SCAC and the Superjet International joint venture plan to start deliveries to new customers that might include Russian carriers Yakutiya and UTair and the SSJ100s first foreign operators from Mexico, Indonesia, Laos, etc
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The first Il-76MF (c/n 96-02), designed for Jordan and issued side number 76954 for the duration of the trials, conducted its maiden flight in Tashkent on 30 September 2010 and was ferried to Zhukovsky a month later for remaining equipment to be fitted and special flight trials conducted. The other aircraft (c/n
94-01, side number 76953) first flew on 12 May this year and moved to the airfield of the Gromov Flight Research Institute on 31 May. Painted in the colours of the customer and given the insignia of Jordan carriers Royal Falcon and JIAC, the planes were issued their registration numbers JY-JID and
JY-JIC. Their tests were completed during the spring and early summer, and their flying and ground crews were trained on them in Zhukovsky. Finally, the Il-76MF (76953 or JY-JIC) departed from Gromov LIIs airfield for Jordan on 29 June, followed by the other Il-76MF (76954 or JY-JID) on the next day.
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Sergey Lysenko
be supplied to MiGs Production Complex 2. Here, the rest fuselage assemblies, including the basic loadbearing element the central fuel tank, are made and the fuselage is assembled to be then sent to MiGs Production Complex 1 in the town of Lukhovitsy out of Moscow, which manufactures the wings, empennage and composite structural elements and performs the final assembly and tests of the planes. In addition to the work under the MiG-29K/KUB programme, MiG is fulfilling another major order placed by the Indian Defence Ministry, the one for upgrading 62 MiG-29 fighters in service with IAF. The first four aircraft are being upgraded by MiG Corp. while the two MiG-29UBs by Sokol plant. Initial MiG-29UPG made its maiden flight after upgrade
on 4 February 2011 to be followed by the second one and the first MiG-29UPG-UM in May. Two more IAF singleseaters were upgraded at MiGs Production Complex 1 this summer and the second twinseater at Sokols facility in Nizhny Novgorod. The remaining 56 aircraft will be upgraded in India using parts and units supplied by Russia. An IAF pilot flew the first upgraded MiG-29UPG-UB fighter in Zhukovsky on 7 October. The sortie lasted for an hour and a half and was smooth. The Indian pilot appreciated the new capabilities of the upgraded aircraft. On the same day, two MiG-29UPG singleseaters upgraded by MiG Corp. flew from Zhukovsky to the airfield of the Russian Defence Ministry State Flight Test Centre in Akhtubinsk for continued tactical trials.
Another contract being fulfilled by MiGs Moscow-based facility is the construction of MiG-29 fighters for the Republic of Myanmar. According to MiGs Production Complex 2 Director Vyacheslav Artemyev, the first three aircraft were delivered this spring and three more were flight-tested in Lukhovitsy in August, after which they were headed for Myanmar too. The plant is assembling a next batch of MIG-29s for the Myanmarese. The line production method is used for assembly, ensuring higher effectiveness and quicker work. The production line set up in Production Complex 2 comprises six stations where fuselages are beefed up consecutively with the rest of structural components and systems. Recurring to the MiG-29K/KUB carrierborne fighters, mention should be made that MiG expects the Russian government to award an order in the near future for a batch of aircraft like that for the Russian Defence Ministry. The aircraft are to be fielded with the independent carrierborne fighter regiment of the Russian Navys Northern Fleet. Talks also are under way on MiG-35 fighters for the Russian Air Force. Besides, MiGs Engineering Centre Director Vladimir Barkovsky said in August that the first MiG-29M/M2 multirole fighter prototypes were to be completed by year-end, with the fighters being manufactured under a contract with foreign customer. They will be heavily commonised with the production-standard MiG-29K/KUB carrierborne fighters in terms of design, avionic and weapons.
Andrey Fomin
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Andrey Fomin
The Irkutsk Aviation Plant, a subsidiary of the Irkut Corporation, was visited by Malaysian Defence Minister Dato Seri Ahmad Zahid Hamidi on 16 November 2011. During the visit, Irkut President Alexey Fyodorov showed his guest the key divisions of the plant, where the Su-30MK and Yak-130 aircraft and Airbus A320 components are manufactured. The purpose of my visit to Irkutsk is to see with my own eyes where the Royal Malaysian Air Forces multirole combat aircraft
are made, Dato Seri Ahmad Zahid Hamidi said. What I have seen here is impressive and mind-boggling. I am certain that the aircraft is facing a bright future. We also are discussing the feasibility of further programmes, and Malaysian companies are always willing to cooperate with Irkut in this sphere. Irkut has delivered 18 Sukhoi Su-30MKM supermanoeuvrable multirole fighters to Malaysia as part of its cooperation with RMAF. Finer points of another contract for the
production of the multirole aircraft are under discussion now, reads Irkuts official release on the Malaysian defence ministers visit to the plant. The first contract for 18 Su-30MKM was signed by RMAF in 2003. It stipulated deriving from the Su-30MKI fighter, which had been delivered to the Indian Air Force by then, a modified supermanoeuvrable multirole combat aircraft with an international avionics suite beefed up with cutting-edge foreign-made self-defence gear. The first two production Su-30MKMs were accepted by RMAF in May 2007, with the official ceremony of the first Su-30MKM batchs service entry taking place in Malaysia on 10 August 2007. Two years later, in August 2009, the last of the 18 aircraft ordered were delivered. The Su-30MKMs were fielded with the RMAF 11th Air Squadron stationed at the Gong Kedak air base situated north of the Malaysian capital.
During the LIMA 2009 show at the Malaysian island of Langkawi two years ago, the Take-off editor had an opportunity to be granted an exclusive interview by the chief of the Royal Malaysian Air Force, General Dato Sri Rodzali bin Daud. Sharing his impressions of the Russian-made Su-30MKM fighters in service with RMAF, Gen. Rodzali bin Daud said the following: We are very pleased with the technical performance and tactical capabilities of the Sukhoi fighter we have received. Firstly, the Su-30MKMs have satisfied our need of long-range multirole fighters dualhatted as both the fighter and the strike aircraft capable of operating above land and sea. Previously, we had had no planes in the class and needed them much. Secondly, owing to the top-notch flight and technical characteristics, manoeuvrability, cutting-edge avionics and weapon suites, the Su-30MKMs brought RMAF to a radically higher technical level and heavily influenced the development of Malaysias aerospace industry, since we had from the outset participated in the Su-30MKM development by selecting its international avionics and weapons suites comprising the best Russian and Western systems. One of the reasons, for which the Su-30MKM was selected, was our rather long knowledge of Russian aircraft, because RMAF had operated the Mi-29N fighters for a decade and a half by then and had been satisfied with the cooperation with your country on the whole. Again, we have got no problem with the Su-30MKM aircraft itself and we are very satisfied with this bargain.
Andrey Fomin
Andrey Fomin
Andrey Fomin
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