Professional Documents
Culture Documents
5 Russian move
GENERATION
[p.20]
Mi-171M upgrade
[p.12]
Helicopter-type UAVs
[p.14]
july 2010
Editor-in-Chief
Andrey Fomin
Deputy Editor-in-Chief
Vladimir Shcherbakov
Editor
Yevgeny Yerokhin
Columnist
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 another issue of the Take-off magazine, an addendum to Russian national aerospace monthly VZLET. This issue has been timed to another Farnborough air show that has always been highly regarded by aerospace companies from Russia and the CIS as a major international aerospace event. It is Farnborough where Russia 22 years ago, in 1988, unveiled its fourth-generation combat aircraft, the MiG29 fighters, for the very first time. Four years afterwards, in 1992, it was Farnborough that hosted the debut of the Russian Generation 4+ fighters, the MiG-29M and Su-35. In 1996, it was Farnborough where the Su-37 super-manoeuvrable fighter won the hearts of the public with its unrivalled flight performance. This time, Farnborough participants and guests will see several brandnew aircraft from all over the world with Airbus A400M military transport, Boeing 787 airliner and Chinese JF-17 fighters just to name a few. Russian and Ukrainian aircraft-makers also prepared for Farnboroughs debut their new products. Sukhoi will bring here its SuperJet 100 regional airliner for the first time while Antonov will show its An-158 stretched regional jet. Sukhois SSJ100 featuring a bright example of growing international cooperation between Russian aerospace industry and leading Western companies is now at the final stages of its certification tests, and by the year end the first production aircraft of the type are to become operational with their launch customers. The next step of such cooperation could be implemented in development of Irkut MC-21 prospective medium and short haul airliner which could become a serious rival to the new versions of Boeing 737NG and Arbus A320 jets at domestic and international markets. A brand-new full-scale mockup of the MC-21s cockpit and passenger cabin will be among this Farnborough main attractions. By the way not only commercial aircraft development is in Russian aerospace industry priority list. Earlier this year the first prototype of the Sukhois PAK FA fifth generation fighter flew for the first time. Now it undergoes flight tests and only three to four years later the first preproduction aircraft could be fielded for operational evaluation with the Russian Air Force. Due to the highest priority of the programme, we decided to make an article about Sulhois new fighter the central topic in this issue. As usual, Take-off is offering a digest of other key events in the Russian and CIS aerospace industry over the past several months. I hope that the issue will help you to get a better grasp of the Russian displays in Farnborough and be abreast of the latest developments in aerospace industry of our country. On behalf of Take-offs staff, I wish Farnborough 2010s participants and visitors interesting meetings, useful contacts and lucrative contracts as well as enjoying unforgettable flight demonstration of planes and helicopters from all over the world! Sincerely,
Translation
Yevgeny Ozhogin
Cover picture
Alexey Mikheyev
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, 2010
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
INDUSTRY
Sukhoi SuperJet 100 gearing up for service entry. . . . . . . . . . . . . . . . . . . 4
July 2010
Mi-34S1: Robinson a la russe UEC and Salut shared fifth-generation engine Chernyshev steps up RD-33MK production Motor Sich proposes MS-500V construction in Russia
Mi-171M. New life of venerable helicopter Interview with Alexey Samusenko, Mil Helicopter Plant Designer General. . 12 Unmanned Russian Helicopters Interview with Gennady Bebeshko, Russian Helicopters Unmanned Helicopter Systems programme manager . . . . . . . . . . . . . . . . . 14
14
MILITARY AVIATION
Production-standard Ka-52 undergo trials Mi-28 fielding under way Air Force receives Yak-130s
20 30
Generation 5: Russian move PAK FA undergoing tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Advanced weapons for advanced warplanes Development of a new generation of precision guided munitions is nearing completion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
38
Russian helicopters over Amazon Mi-35M enters service with Brazilian Air Force . . . . . . . . . . . . . . . . . . . . . . 38
COMMERCIAL AVIATION
First Tu-214PU flown Volga-Dnepr received its third Il-76TD-90VD One more An-140 for Yakutia Gelenjik airport is finally open
44
MC-21 As future of Russian commercial aviation . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Addition to An-148 family An-158 trials kick off in Kiev while new Voronezh-built An-148s enter service. . . . . . . . . . . . . . . . . . . . . . . . . . 46
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take-off july 2010
OBORONPROM Corporation, a Russian Technologies State Corporation company, is a diversified industrial-investment group in the engineering and high technologies sectors. The Corporation integrates more than 25 leading Russian companies in helicopters and engines manufacturing.
Rostov-Don
Perm Ekaterinburg
Novosibirsk Ula-Ude
Arseniev
UNITED INDUSTRIAL CORPORATION OBORONPROM 27 Stromynka st., 107076 Moscow, Russia e-mail: oboronprom@oboronprom.ru www.oboronprom.ru
advertising
Russian Helicopters Company, a whole subsidiary of OBORONPROM Corporation, is the leading Russian designer and manufacturer of rotary-wing aircraft equipment
industry | programme
Alexey Mikheyev
Andrey FOMIN
industry | programme
body of the engine if rotor parts disintegrate. Fragments should only be able to exit via the nozzle rearwards and partially to forwards. The blade strip is performed at the maximum rpm of the fan rotor, i.e. about 6,800 rpm, by means of exploding the blades root, commented Georgy Konyukhov, Saturn deputy Director General and chief designer of the SaM146 programme. The SaM146 prototype passed the test. The results produced indicate that only one fan blade was stripped, engine fitting disintegration and subsequent fire was avoided and the fuel cut-out was switched off 15 sec after the blade strip as designed. The SaM146 certification programme was crowned with the medium-sized bird ingestion test on Prototype No. 001/02, held at the open-air test facility in Poluyevo on 26 May. The test was a success. It proved the operability and controllability of the engine in case of virtually simultaneous ingestion of four birds weighing 0.7 kg. According to PowerJet, the total hours logged by all of the SaM146 prototypes as of the completion of the certification trials accounted for 7,100 h, including about 3,500 h onboard a flying test-bed and SSJ100 prototypes. Meanwhile, the SSJ100 itself has passed another phase of its certification tests. The Sukhoi Civil Aircraft Company (SCAC) completed a series of experiments on protecting the planes engines from runway water ingestion. The tests took place at the airfield of Gromov LII in late May and early June 2010. A special pool measuring 70 m long and up to 40 mm deep was set up on the runway to this end. The SSJ100 c/n 95003 performed 27 runs with the use of the pool, using all combinations of speeds all the way to 275 km/h and engine operating modes, including the take-off mode and maximum thrust reversal. The tests proved that water does not get into the engines and auxiliary power unit when the aircraft is moving on the wet runway and the air data system sensors and airframe air-intake and drainage openings operate well when moving through the mantle of water. In addition, the aircrafts stability was being gauged during its travel via the pool, and the tests showed that the aircraft remains stable and easily controllable by an average-skills pilot all the way up to 275 km/h on a runway stretch covered with a thick layer of water. Three SSJ100 prototypes are being used under the certification flight tests now, namely c/n 95003, 95004 and 95005. The latter first flew in Komsomolsk-on-Amur on 4 February 2010 and has been undergoing trials at Sukhoi Civil Aircrafts flight test facility in Zhukovsky since 12 April, having been ferried to the
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Moscow Region. The prototype is being used for testing the whole of the SSJ100s avionics suite and fire-suppressant and neutral gas system and, together with aircraft c/n 95004, for testing the reliability of onboard systems. Prototype 95004 first flew on 25 July 2009. Late in February this year, SSJ No. 95004 passed a special series of tests in the extremely low ambient temperature environment in Yakutiya, after which it continued its avionics tests, including those in the course of Category CAT I and CAT II landings. The second flying prototype (c/n 95003) has flown since 24 December 2008. The very first flying prototype of the SuperJet , c/n 95001, performed its maiden flight on 19 May 2008 and completed its chunk of the certification programme in late December 2009, having logged a total of over 700 flying hours on 280 sorties. Overall, by the early June, the four flying Sukhoi SuperJet 100 prototypes had completed more than 700 sorties, having logged upwards of 1,500 flying hours. In addition to the four flying prototypes, the certification programme includes two groundtest prototypes. Prototype c/n 95002 has been subjected to static tests at TsAGI since January 2007. It has passed the phase of the operating load volume tests. Prototype c/n 95006 has been undergoing endurance trials in SibNIA (Novosibirsk) since November 2008. To get a type certificate from IACs Aircraft Registry, the prototype has to perform 6,000 lab flights, of which about 5,000 have been completed by this summer. When the first phase of the tests is over, the endurance trials of Prototype No. 95006 in Novosibirsk will have continued until the planes full service life is proven. The completion of the SSJ100 certification programme and issuance of its type certificate by IACs Aircraft Registry are slated for this
autumn, while the EASA certification for 2011, when production-standard Sukhoi SuperJet 100 deliveries to the launch foreign customers may begin. Aeroflot and Armavia are to become the launch customers for the SSJ100 in Russia and the CIS in late 2010. The first three production aircraft (c/n 95007, 95008 and 95009) are to be delivered to them before year-end. The first of the three has been given power supply in the final assembly shop of Sukhoi Civil Aircraft in Komsomolsk-onAmur in April and two were in the final stages of assembly. The fourth production SSJ100 (c/n 95010) had its airframe and wing mated in April, with the airframe of the fourth airliner being fitted with systems. Overall, 14 production aircraft (c/n up to 95020) were in different stages of assembly as of April 2010, of which five were in the SCACs final assembly shop. The plan for 2010 stipulates delivery of the first three production SSJ100s, with as many as 20 units slated for delivery in 2011. Then, the annual output rate is to grow up to 42 aircraft a year in 2012, up to 58 in 2013 and up to 70 in 2014. As of summer 2010, SCAC had 122 firm orders for the Sukhoi SuperJet 100.
Alexey Mikheyev
NPO Saturn
industry | news
Yevgeny Yerokhin
made into page, a cabin interior has been chosen, and financial matters have been adjusted and specified. In addition to purely business targets, we are pursuing an important strategic objective of ours as part of the Mi-34S1 production resumption to win a place in a global niche of light helicopters, believes Dmitry Rodin. Three to five more years of delays, and it will be impossible for Russia to do so. Currently about 1,000 light helicopters are sold in the world annually, with 80% of them built by the Robinson company. After having promoted the Mi-34S1 on the market for two to three years, it is quite possible to attain a 15% slice of the market in the near future,
explains Mr. Rodin. It would not have made sense for us to resume production of the Mi-34S1 without a well-grounded plan on its significant full-rate production, rather than piece manufacture. Currently, the baseline Mi-34S1 with the simplest avionics suite costs $500,000 to Russian customers while its main rival, the Robinson R44, sells in Russia for no less than $580,000. However, according to Russian Helicopters estimates, the Mi-34S1 will surpass the Robinson not only in terms of price. For this purpose, the Russian manufacturer has analyzed the relevant demands of potential customers, used the advanced more capable 375-hp M9FV engine, and
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Yevgeny Yerokhin
industry | news
United Engine Corporation (UEC) is the leading Russian industrial group in production of engines for aviation, launch vehicles, electric energy sector and gas pumping.
United Engine Corporation is a part and a subsidiary of United Industrial Corporation Oboronprom. UEC integrated more than 80% of assets of the Russian aviation engine-building industry.
www.take-off.ru
industry | news
Alexey Mikheyev
www.take-off.ru
industry | news
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industry | news
Andrey Fomin
A prominent position at the joint stand of the United Engine Corporation (UEC) during the Engines 2010 show in Moscow in April was occupied by the display of the Moscow-based Chernyshev company exhibiting two of its engines the RD-33MK turbofan and TV7-117SM turboprop. The RD-33MKs full-scale production by Chernyshev using the Klimov joint stock companys drafts has been underway since 2007. Compared to the productionstandard RD-33, the RD-33MK
has a 700-kgf increase in thrust, which totals 9,000 kgf in full afterburner, and a far longer service life, while having the same dimensions and virtually the same weight. The engine is equipped with a digital automatic control system, an advanced low-pressure compressor, an improved highpressure compressor, an enhancedcooling turbine and a sophisticated smokeless combustor. Chernyshev Director General Alexander Novikov told Take-off
that the company had made and delivered 28 RD-33MK engines by April this year to fit the MiG-29K/ KUB fighters delivered to India under the contract awarded in 2004. The remaining eight engines under the deal are slated for delivery this year. However, a contract for 29 more MiG-29K/KUB fighters for the Indian Navy was signed on 12 March 2010 during Russian President Vladimir Putins visit to India. Hence, Chernyshev landed an order for about 60 RD-33MKs more.
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Andrey Fomin
industry | news
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industry | interview
Late in June, the Mil Helicopter Plant held a mock-up review of an upgraded helicopter design given the in-house designation Mi-171M. It is symbolical that the actual kick-off of the programme on the upgrade of a most popular medium helicopter in the world took place on the verge of an anniversary: 35 years since the maiden flight of the Mi-8MT, later designated as Mi-17, will be marked in August 2010. The Mi-8/17 is the worlds most widespread Russianbuilt helicopter produced by two manufacturers the Kazan Helicopters (Mi-8MTV-1, Mi-8MTV-5, Mi-17-1V, Mi-17V-5, Mi-172) and Ulan-Ude Aviation Plant (Mi-8AMT, Mi-171). We asked Mils Designer General Alexey Samusenko to shed light on the key approaches to upgrading the machine. The current upgrade of the truly worldfamous Mi-8 helicopter family was announced as far back as last year, during the HeliRussia 2009 helicopter show. What is the status of the programme now? Indeed, we began to devise a programme on a heavy upgrade of the Mi-8 familys helicopters last year, having been given the green light by the Russian Helicopters holding company. We believe the time has come for a radical improvement of the characteristics of the helicopter. To date, the development of an upgraded Mi-8 variant is high on the priority list of the prime developer of Mil helicopters, the Mil Helicopter Plant. We stake on the baseline Mi-171, whose upgraded version has been dubbed Mi-171M tentatively and will be re-designated as Mi-171A2 once it has been certificated. The first Mi-171M prototype is to be made by the Ulan-Ude Aviation Plant in 2011. We expect the development work, tests and certification of the new helicopter to be completed prior to late 2012, with the Ulan-Ude plant to launch its full-scale production in 2013. Now, the engineering and performance specification have been devised under the upgrade programme. A mock-up review has been held recently to consider the preliminary design of the future machine. The programme is planned to be phased, and virtually all of the helicopters components to be upgraded in the end. What will be features of the upgraded helicopter? The new helicopter will feature cutting-edge design solutions refined on the Mi-28N and Mi-38 helicopters. Overall, the Mi-8 upgrade is aimed at enhancing the aircrafts technical and economic characteristics and expanding its operating envelope. Over 80 innovations are to be introduced to the machine. As to the key upgrade approaches, the airframe dimensions is to increase, the
Mi-171M
new life of venerable helicopter
rotor system is to be modernised through introducing composite rotor blades and modified main rotor hub. In addition, the advanced X-shaped tail rotor is going to be made of composites too. The Mi-171Ms powerplant will comprise two VK-2500 engines rated 2,400 hp at take-off and 2,700 hp in emergency power conditions. The TA-14 or Czech-made Safir will serve as the auxiliary power unit. The main reduction gearbox is slated for testing for the ability to operate for 30 min without lubricants and to transfer 2,400 hp from a single engine. The air intakes will be fitted with more efficient dust filters featuring an air purification degree of 95%. An advanced, more streamlined cockpit transparency is to be introduced. The upgrade also will cover the hydraulic and power supply systems and other helicopter equipment. The fuel tanks will be modified and the fuel system capacity will increase up to 3,400 litres, with the supply tank and combustion units under the cabin floor to be discarded. The improvements will extend the maximal range to 1,200 km and enable the helicopter to fly at a cruising speed of 265 km/h, with its maximal speed to be 280 km/h. The machines static ceiling is to account for 4,000 m and the service ceiling for 6,000 m. The -50/+50C operating temperature bracket will enable the helicopter to operate in various climes. The machine will be maintained on-condition, with the service life of the basic units to grow up to 12,000 h, time between overhauls up to 3,000 h and the helicopters service life up to 30 years. Composites have been introduced to aircraft on an ever-increasing scale of late. You have mentioned that the blades of the main and tail rotors would be made of them. What is the share of composites in the new machine going to be?
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industry | interview
As you realise, any aircraft requires a reasonable combination of structural weight and structural strength to ensure its sortie rate. The art of designer consists in optimising these parameters. However, this cat wont jump unless advanced materials, sophisticated calculation techniques and cutting-edge design solutions are used. Time dictates its rules. For this very reason, priority is given to composites during aircraft development, and the Mil Helicopter Plant applies such innovations on a large scale. Back to your question. We estimate the upgraded Mi-8 to comprise a total of 2030% of composite parts and units. How will the upgrade influence the machines lifting capacity? The basic weight characteristics of the upgraded helicopter will remain the same, namely: the normal take-off weight will remain 11 t and the maximum take-off weight will be 13 t with the weight of under-slung cargo standing at 5 t. However, we have plans to increase the payload volume of the cabin and develop two variants of the rear section of
the cabin. One will have a clamshell doors and the other a loading ramp. The customer will decide which he prefers. In addition, the cargo cabin will be able to be converted to the passenger one, in which case it will seat 21 passengers. Would you tell our readers about the planned upgrade of the avionics suite? Will the upgraded helicopter differ from its predecessors radically in this respect? I would like to stress that we are going to fit the machine with a drastically novel avionics suite, the so-called glass cockpit, and introduce automatic monitoring of the systems parameters, which will reduce flight planning time and the in-flight workload on the crew. Automated controls and up-to-date navaids and comms will allow a crewmember reduction from three to two, with the Mi-171M to be flown by two pilots. The flight mechanic will remain as a crewmember but will no longer be part of the aircraft control loop. Owing to the above, the cockpit layout will be modified as far as the controls of the systems are concerned. The latter
will become more accessible and easier to use. The LCDs used in the glass cockpit offers huge opportunities for displaying any information graphics, video, etc. Such displays are both reliable and have virtually an unlimited service life and a far lighter weight compared with electromechanical instruments. Overall, I would like to emphasise that the introduction of the PKV-171 digital flight control system and multifunction avionics will meet the latest standards. Are a weather radar and night vision systems going to be introduced? Yes, we are going to fit the upgraded helicopter with a weather radar as well as a surveillance station and a night vision system. Whom do you see as the launch customer for the upgraded helicopter? The Defence Ministry? No, we work on a commercial machine so far. However, a version of the Mi-171M may be of interest, say, to the Russian Emergencies Ministry and Ministry of Interior, in which case we would fit the machine with relevant gear.
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industry | interview
What is your view of the state of affairs in helicopter-type UAV development as a whole and what urgent tasks are facing the Russian Helicopters joint stock company in this sphere? Helicopter-type UAV development is a new line of work in the UAV field, which has been evolving fast over the past 5 to 10 years. Vertical take-off and landing (VTOL) systems used lag behind aeroplane-type UAVs due to their greater complexity and problems with automatic control system development. Several countries have resolved those problems and been working hard on developing VTOL UAVs. Some US and European programmes have produced good results (Boeings YMQ-18 Hummingbird, an unmanned variant of the Kaman K-Max helicopter, Northrop Grumman MQ-8B Fire Scout, Schiebel S-100 Camcopter, etc.), with unmanned helicopter development being in full swing in some other countries as well. Development of an aircraft as an unmanned system platform is easy to Russian Helicopters in technical terms. The principal problem is to get reliable automatic control system and develop its operating algorithms. It is this technical task that is high on our priority list. It also is important to ensure reconfiguration of the control system in case of a failure and backing it up as well. What is going to be done in the coming two to three years specifically? The Russian Helicopters joint stock company is ready to launch development of several unmanned helicopter systems next year, if there are relevant orders, on which we count very much. The company has launched a research programme of its own, dubbed Outlining the technical characteristics of a
Korshun
medium-range unmanned helicopter system. The programme provides for development of a prototype system ensuring the automatic operating mode for the unmanned helicopter under a preset programme. The research programme is designed to hash out the characteristics of the automatic control system exercising automatic control throughout the flight, including creation of a mathematical model and control algorithms and an operating prototype as well. The Patrul light helicopter developed in the city of Kumertau has been selected as the baseline platform for the flying testwww.take-off.ru
Russian Helicopters
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Russian Helicopters
In recent years, the Russian Helicopters joint stock company has repeatedly displayed at international shows various helicopter-type unmanned aerial vehicles ranging from light to heavy ones. Models of the future Mi-34BP heavy unmanned helicopter (a derivative of the Mi-34S1), MRVK future robotised helicopter system based on the technical solutions embodied in the future Mi-X1 high-speed helicopter, and several designs from the Kamov company, including the Ka-37 and Ka-137 developed as far back as the 90s were exhibited many times. This month full-size mock-ups of the future helicopter-type UAVs the Ka-135 and Korshun were unveiled during the Unmanned Multipurpose Vehicle Systems 2010 show held as part of the Machinebuilding Technologies 2010 forum from 30 June to 4 July this year. These are two of the four basic helicopter-type UAVs that are high on the priority list of Russian Helicopters company. On the eve of the show, Take-off Editor Yevgeny Yerokhin met Gennady Bebeshko, Unmanned Helicopter Systems programme manager of the Russian Helicopters JSC, and asked him to elaborate on the status of the helicopter-type UAV development in Russia and the plans of the Russian Helicopters in this field.
UNMANNED
RUSSIAN HELICOPTERS
industry | interview
bed designed to test the automatic control system, ground control system and mission payload. The Russian Helicopters holding company pays for the work out of pocket. The preparations are being completed, and plans are being coordinated with the subcontractors selected. Unfortunately, non-military organisations are in no rush to finance the development but are ready to buy ready UAVs once they have been developed. When the efforts go into the R&D stage, Russian Helicopters is to select subcontractors operating in the fields of
Kamov Ka-135 short-range UAV developed in 300 kg class which full-scale mockup was unveiled at UVS Tech 2010 exhibition in late June 2010
Medium-range 500kg-class Korshun UAV derived in Kumertau from Patrul light helicopter also debuted in a form of full-scale mockup at UVS Tech 2010 exhibition in late June 2010
engine, instrument, radio-technical, radar and composites development to tackle all aspects of the unmanned helicopter system development. What is the current VTOL UAV line from Russian Helicopters made of? What programmes are priorities? The Russian Helicopters company has limited itself to four baseline types of aircraft intended to ensure a competitive offer on the global market. Since the work is underway for uniformed services in the first place and based on analysis, nature and peculiarities of the missions to be handled by VTOL UAVs, the future family will comprise advanced systems designed for recce, attack, transport, relay and special-purpose missions. The short-range VTOL UAV class will be represented by the 300-kg Ka-135 unmanned helicopter system with a range of 100 km. It is going to be a cutting-edge coaxial-rotor piston-engine UAV with a ski-type landing gear.
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Two aircraft are being considered for the medium-range VTOL UAV niche. One is the Korshun, a Patrul helicopter derivative weighing 500 kg and having the 300 km range and 100 kg payload. The other is a heavier Ka-117 with a flight weight of 1,500 kg, a payload of 500 kg and a range of 400500 km. It will be a multirole unmanned helicopter system capable of a wide range of tactical missions. The basic long-range aircraft will be the Ka-126BV an unmanned singleengine derivative of the Ka-226 helicopter, weighing 3,500 kg and operating out to 1,000 km. All of these UAVs will be dual-purpose and capable of as many diverse missions as possible. There are to be three or four detachable modular payloads. The design modularity of the baseline VTOL UAVs and detachable payloads, coupled with automated pre-flight preparation gear, minimises such important characteristics
as assembly of the UAV from the travelling configuration to the operational one, preflight preparation time and time between flights. What about the Mi-34BP, MRVK and other designs displayed at air shows? You also have not mentioned short-range lightweight VTOL UAVs. We can offer various unmanned helicopters, including those that has not been part of the VTOL UAV family yet, those to feature characteristics requested by the customer. However, to reduce development risks, costs and time, it makes sense to develop unmanned helicopters being based on the existing manned helicopters. As for short-range VTOL UAVs able to fly out to 25 km, we deem it impractical to develop them now, because battlefield and tactical-level recce missions can be accomplished by aeroplane-configuration UAVs in a more effective and cheaper manner.
take-off july 2010
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Yevgeny Yerokhin
Yevgeny Yerokhin
Victor Drushlyakov
Production-standard machines joined the official test programme of the Kamov Ka-52 advanced multirole combat helicopter this spring. The first three of them serialled 51, 52 and 53 were built by the Progress aircraft company in Arsenyev last year and, following debugging and ground tests by Kamov out of Moscow, were ferried in March to the Russian Air Forces Army Aviation Combat and Conversion Training Centre (CCTC) in Torzhok for further tests. The machines were used in the preparations for the Victory Day parade, and one of them, No 53, flew over Red Square in Moscow on 9 May 2010 along with a pre-production Ka-52 (No. 063). Three prototype and preproduction machines have been involved in the Ka-52 official test programme until recently. The first flying prototype (serial 061) was built by Kamov as far back as 1996 and then has undergone several phases of upgrade. The second prototype Ka-52 serialled 062 was made by Progress two years ago and flew its maiden sortie on 27 June 2008. The preproduction machine (serial 063) took off in Arsenyev in October 2008. On 26 December 2008, the Flight Test Complex of the Russian Helicopters joint stock company in Chkalovsky, Moscow Region, hosted the final phase of the enlarged meeting of the governmental committee considering the outcome of the official trials of the advanced Mi-28N and
Ka-52 combat aircraft and Ansat-U trainer. The committee resolved that the Ka-52 prototypes had passed another stage of its official trials. This allowed the tentative conclusion recommending the manufacturing of a low-rate initial production batch to be issued. In January last year, Progress company Director General Yuri Denisenko said three more Ka-52s of the LRIP batch were being assembled at the moment and slated for delivery before the end of the year. We need to obtain a positive conclusion as to the Ka-52s official trials and launch full-scale production in late 2009, Denisenko said then. He had said earlier that an agreement had been reached on delivery of a total of
approx 30 Ka-52s to the Russian Defence Ministry. Progress built 10 helicopters for the Russian Defence Ministry in 2009, according to the 1 March 2010 official report by the Russian Helicopters JSC on the results produced by the Russian helicopter-making industry in 2009. Apparently, three of them are the above-mentioned early production Ka-52s. In all probability, the remaining seven machines are the Ka-52s that were being completed and tested in Arsenyev. Far Eastern news agency PrimaMedia reported in February this year that the manufacturers plan for 2010 made provision for building seven Ka-52s, because the company made a commitment
to deliver about 25 Ka-52 Alligator helicopters to the Russian Army. The aircraft makers gain from selling seven helicopters and Moskit antiship missiles in 2010 alone is to account for 8 billion rubles (over $250 million). The Ka-52 also features good exportability. The RIA Novosti news agency has quoted the Progress plants Director General as saying that three foreign countries had ordered the Ka-52. For example, according to the media, the acquisition of Ka-52 helicopters was high on the agenda during Libyan Defence Minister AbuBaqr Younis Jabers visit to Russia in late January 2010. Early deals on exporting the Ka-52 might be clinched before year-end.
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Victor Drushlyakov
in August 2009. Irkut plans to start deliveries to Algeria this year and finish it next year. In addition, it became known in February that the Irkut corporation had landed
another export contract for six Yak130s for the Libyan Air Force. The first two of them are expected to be sent there in 2011, with the four remaining in 2012.
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Yevgeny Yerokhin
Alexey Mikheyev
Alexey Mikheyev
industry | results
The 558 Aircraft Repair Plant JSC is the powerful enterprise which provides overhaul and modernisation of modern aviation materiel adopted by Belarusian Air Force and many foreign countries. Constant improvement of quality of repair, widening range of services enables the 558 Aircraft Repair Plant JSC to attract all new and new partners. The geography of enterprise cooperation covers a large number of countries in Africa, Asia, South America. Basis of production program of the 558 Aircraft Repair Plant is overhaul and modernisation of Su-27, MiG-29, Su-25, Su-17 (Su-22) combat aircraft and Mi-8 (i-17), Mi-24 (i-35) helicopters. Besides, overhaul of An-2 civil aircraft is provided. The important direction of work of the Plant is modernisation of aviation materiel of the fourth generation. The 558 Aircraft Repair Plant JSC is the only enterprise in Belarus, and one of the few companies in CIS which have such a wide range of services for repair and modernisation of aircraft. Whole complex of offered services allows to guarantee high reliability of the repaired aviation materiel. The 558 Aircraft Repair Plant JSC offers to develop the Center of logistical support and service for aircraft and helicopters during whole lifetime in the Customers territory. To organise the work of the Centre a group of highly qualified specialists of the 558 Aircraft Repair Plant JSC with all necessary equipment to perform diagnostic and operwww.take-off.ru
ational commissioning of failed on-board equipment items will be forwarded to the Customer. A new direction in this area is to develop a mobile service center, an advantage of which is possibility of service of aviation materiel in the field. Center for logistical support and service is equipped with measuring and test equipment required for search and elimination of malfunctions in products of onboard equipment of aircraft and helicopters. One of the 558 Aircraft Repair Plant JSC advanced products is Satellite system of aircraft radio engineering protection which have
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GENERATION 5
RUSSIAN MOVE
PAK FA UNDERGOING TESTS
Andrey FOMIN
The first flying prototype of the Sukhoi PAK FA Future Tactical Aircraft performed its maiden flight in Komsomolsk-on-Amur on 29 January 2010. It is a prototype of the T-50 aircraft developed by the Sukhoi company under the Russian fifth-generation fighter development programme. According to Russian Premier Vladimir Putin speaking at a session of the government on that day, aircraft of the type are to be issued to the Air Force Combat and Conversion Training Centre (CCTC) in Lipetsk in 2013, with combat units to start accepting production PAK FA fighters starting from 2015. Russia and the United States launched their fifth-generation fighter programmes almost three decades back. The US programme resulted in the F-22A Raptor that has been in USAF inventory since 2005. Another US-built fifth-generation fighter, the lighter F-35 Lightning II is to enter service a couple of years from now. In Russia, MiG Corp. and Sukhoi made their experimental fifthgeneration fighter prototypes the MFI multirole fighter (1.44) and S-37 (Su-47) swept-forward wing demonstrator respectively in the mid-90s. The programmes were discontinued due to the dire economic situation in Russia at the time and a change to the requirements to the aircraft of the type. However, about a decade ago, Sukhoi started the development of another fifth-generation fighter embodying all of the latest advances of the Russian aircraft industry in terms of aircraft design, material science, technology, powerplant, avionics and weaponry. The programme came on top in the Air Force-held tender and was given the green light in 2002. Having completed all phases of the development, Sukhoi managed to make three T-50 prototypes last year and kick off the flight tests earlier this year. The flight trials have been running at the Zhukovsky airfield in the Moscow Region since April 2010. On 17 June, the PAK FA was unveiled in flight to the media people covering the governmental delegation led by Prime Minister Vladimir Putin. The demonstration flight on 17 June was the 16th mission of the T-50s flight career.
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military aviation | hot topic Russian fifth generation fighter: second try
Given the forecasted economic situation in Russia in the early 21st century, a decision was taken to develop the future tactical fighter in the so-called medium class. It was to wedge in between the Mikoyan MiG-29 and Sukhoi Su-27 in terms of dimensions; hence, its takeoff weight was set at 2022 t. It was to be able to beat the F-35 and advanced Western Gen. 4+ fighters, including their future upgraded versions, and be on a par with the F-22 at the least, while having the multirole capability to handle most of the missions facing a tactical fighter. A new platform realising the so-called 3S principle (stealth, supermanoeuvrability and supercruise) inherent in fifth-generation planes and cutting-edge integrated avionics and weapons suites were to be developed. Based on these requirements, the Defence Ministry issued a tender in 2001 for the development of the PAK FA aircraft, with both traditional Russian fighter developers, MiG Corp. and Sukhoi, competing. Having scrutinised both proposals and considered Sukhois better financial standing owing to its active Su-30MKfamily fighter exports, which proceeds could be used for the fifth-generation aircraft development along with direct governmental financing, the Air Force opted for its T-50 project. Thus, Sukhoi was selected as prime contractor for the PAK FA in April 2002 and launched the designing of the new fighter. Alexander Davidenko was appointed chief designer to run the programme. The PAK FAs preliminary design was completed and submitted for the customer for approval in autumn 2004. The Air Force approved it in December of the same year. The next stage the technical design was completed in 2006, after which implementation engineering and productionising preparations kicked off. The manufacturer plant in Komsomolskon-Amur was earmarked to build prototypes and, further down the line, launch full-scale production of the fifth-generation fighter. A provision also was made that some of the parts and units would be made by another of Sukhois subsidiaries, the Novosibirsk Aircraft Production Association named after Valery Chkalov (NAPO). Manufacture of composite parts and panels (composites are aplenty in the fighters design) was assigned to the Technologiya company in Obninsk, which Sukhoi had known well in the wake of the S-37 (Su-47) programme. Development and manufacture of systems and bought-in components were handled by a large number of subcontractors, mostly the same that had been involved in other Sukhoi programmes pertaining to the Su-27 family (NPO Saturn and UMPO for the powerplant, MNPK Avionika for the flight control system, Tikhomirov-NIIP and GRPZ for the AESA fire control radar, UOMZ for the IRST, RPKB and Avionika concern for the navigation suite, integrated computer system and display systems, Tactical Missiles Corp. for weapons systems, etc.). Manufacture of T-50 prototypes began in 2007. Six prototypes, including four flying ones, were slated for construction. Interestingly, Sukhoi Director General Mikhail Pogosyan said as far back as August 2005 that the flight test programme was to start in 2009. The developer virtually managed to remain on schedule, with the prototype rolling out to the airfield and starting its taxi runs in December 2009, which is unprecedented for the present-day Russian aircraft industry. This was achieved owing to the effective organising of the whole work by the prime contractor and, of course, almost uninterrupted financing of the programme.
Maiden flight
Three prototypes of the advanced fighter had been under construction at KnAAPO by early last year. Summer 2009 saw the completion of the static test airframe of the so-called Prototype Zero (T50-0) and its handover to the Sukhoi design bureau. Two more prototypes were to be finished soon. One, which was dubbed integrated full-scale testbed (T50-KNS), was intended for ground tests of basic aircraft systems the advanced KSU-50 integrated flight control system, new powerplant of two engines designated as Item 117, and hydraulic, electrical, fuel and other systems in the first place. Actually, the T50-KNS had virtually the same design and onboard systems as the subsequent flying prototypes had. Having been fitted with the organic powerplant, the aircraft began its shop tests and airfield runs last autumn. It is the plane that performed the first taxi runs at KnAAPOs airfield on 23 December 2009, which became the key landmark on the way to the PAK FAs first flight. Test pilot Sergey Bogdan tested all onboard systems of the T50-KNS all the way to deploying the drogue chutes at the end of the runway, with all operating like clockwork. The first flying prototype, the T50-1, was assembled soon after the T50-KNS. Ground tests of the systems with the use of the T50-1 began last autumn too. KnAAPOs and the Sukhoi design bureaus teams worked on it virtually round the clock, with a short break taken for a couple of day only to celebrate the New Year Day. The T50-1 was rolled out of the assembly shop in January, and Sergey Bogdan used it to make taxi runs on 21 January 2010. On the same day, there was the first flight of the Su-27M No 710 flying testbed at Gromov LIIs airfield in the Moscow Region used for testing the PAK FAs powerplant. An advanced Saturn 117 engine was mounted on it instead of one of its organic AL-31Fs. In line with the rules, the maiden flight of the advanced aircraft powered by the new powerplant had to be preceded by several
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testing area without retracting its landing area, escorted by the Su-27UB. Having vanished from sight of hundreds of its creators who had gathered at the airfield to see their creature off on its maiden flight, the prototype is to test its key systems, retract and extend its landing gear for the first time and pull of its early manoeuvres. Onboard instruments register thousands of parameters, with the escort planes screw filming the new fighter and taking its pictures. All goes to plan, and about three quarters of hour later, the two fighters so closely related, yet so different at the same time reappear over the factory airfield. Buzzing over the runway, a pattern, and the T50-1s wheels gently touch the runway at 12 h 06 min local time. The 47-min maiden flight
Sukhoi T50-1 during its speed taxi test, Komsomolsk-on-Amur, 23 January 2010
Sukhoi
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Sukhoi
Sukhois test pilot Sergey Bogdan reports Mikhail Pogosyan after PAK FAs maiden flight, 29 January 2010
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On 1 March, Premier Putin held a visiting government session on the Sukhoi companys premises, which was dedicated to military aircraft development. Prior to the session, Vladimir Putin had been shown the static prototype of the fighter (T50-0) undergoing static tests and the design, computer modelling and test rigs for testing the integrated flight control system and avionics of the fighter. In his opening
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Sukhoi
Sukhoi
remarks, the Prime Minister shared his impression of what he had seen, We have seen the fifth-generation aircraft and been told how the work on it progresses. I would like yet again to congratulate the designers, engineers, workers and pilots who jointly let the aircraft take to the air. There have been three test missions flown. However, over 2,000 such sorties have to be performed until the aircraft enters full-rate production quite a job to do, quite a job! Still, judging by how it has progressed and how it has been organised, I am certain that we will go all the way down this path on schedule. Our armed services, the Air Force, will receive this up-to-date unique aircraft. Following the conference, Sukhoi Director General Mikhail Pogosyan told the media that three more flying prototypes were to join the trials to do the job on so tight a schedule. The second flying prototype, which is being assembled now, shall have flown until year-end 2010 to be followed by the third and fourth prototypes in 2011. In all, the test programme provides for the four flying prototypes to log upwards of 2,000 test sorties in Komsomolsk-on-
NIIP
Electro-optical sensor mockup; production aircraft probably will have here a module of integrated optronic sighting system developed by UOMZ Ural Optical and Mechanical Plant named after E.S. Yalamov
0-0 class ejection seat developed by NPP Zvezda named after G.I. Severin Electro-optical sensor mockup; production aircraft probably will have here a module of integrated selfdefence system detecting missile launches
PAK FA
first flying prototype general layout
Drawing by Alexey Mikheyev
Radio transparent panel which will probably cover side-looking X-band AESA Moving LERX Twin-wheel controllable nose landing gear Pitot tube with pitch and yaw angles vanes (prototype aircraft only) All-metal radome of the first flying prototype. Production aircraft will feature radio transparent radome housing forward-looking X-band AESA of the multifunctional integrated radar system developed by Tikhomirov NIIP
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Fuselage centre section housing main fuel cells and weapon bays
Wing slat which will probably incorporate L-band AESA Air cooling system inlet
Main landing gear with 1,050x365 mm wheel NPO Saturn 117 turbofan with take-off thrust of 15,000 kgf All-movable stabiliser Thrust vector control nozzle
Underwing fairing probably housing smaller weapon bay for short-range air-to-air missile
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Andrey Fomin
26 March, and preparations for ferrying the aircraft to Zhukovsky followed then. The prototype was airlifted by a Ruslan transport, to which end the fighter was partially disassembled. Upon its arrival at Sukhois flight test facility in Zhukovsky and subsequent assembly, the aircraft underwent another series of ground tests and checks and then kicked off another flight test stage late in April. It was flown out in Zhukovsky on 29 April after it had been reassembled.
Then two more flights followed on 14 and 25 May, with the 3 June flight becoming the 10th sortie of the Russian fifth-generation fighter. According to Mikhail Pogosyan, all test flights have been successful. As planned, the in-flight testing of their onboard systems, powerplant, flight control system, navigation suite, stability, controllability and manoeuvrability started. Mikhail Pogosyan confirmed that the flight test programme was designed for over
Sergey Kuznetsov
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Test pilot Sergey Bogdan acquaints Vladimir Putin with PAK FAs cockpit
Russian Prime-minister Vladimir Putin greets Sergey Bogdan after demo flight, 17 June 2010
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Sukhoi
undergoing tests at a special rocket facility of GKNIPAS in Faustovo (Moscow Region). Zvezda NPP Director General and Chief Designer Sergey Pozdnyakov said in May that the tests of the advanced ejection seat were to be completed before year-end. By then, the tests of other systems developed by Zvezda for the PAK FA (pilots gear, oxygen system and life support system) are supposed to be finished.
The testing of the AESA radar being developed by Tikhomirov-NIIP is in full swing. The first AESA radar prototype unveiled during the MAKS 2009 air show in August last year is undergoing a series of laboratory rig tests designed to debug the radars components and software. By late last year, Tikhomirov-NIIP had made the second AESA radar that has completed most of its rig tests now.
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Peter STONE
ons enhanced powerplant and combined aerogas-dynamic controls enable the RVV-MD to use higher angles of attack than the R-73E can, with the formers target designation angles ranging 60 degrees. It also can eliminate threats manoevring at as much as 12 g. The highly lethal RVV-SD medium-range missile is intended to deal with aerial threats, e.g. hostile fighters, attack aircraft, bombers, airlifters, helicopters and cruise missiles. Compared with the RVV-AE missile, the RVV-SD features a big increase in maximal
RVV-MD and RVV-SD AAMs
The design of the latest AGMs is heavily modularised. The approach has been embodied in the advanced Kh-38ME multi-purpose missile able to mount a number of combined guidance packages, including the inertial guidance system and terminal precision-guidance package variants wrapped around laser, thermal-imaging and radar or satnav homing heads. The missile can pack a formidable blast/ fragmentation or penetrator warhead, with a cluster-type warhead being an option. The dual-pulse solid-fuel rocket motor develops a velocity exceeding the sonic speed by more than twice. Table 1 offers a comparison of the basic characteristics of the Kh-38ME and the widely-known previous-generation Kh-25M AGM (the data pertaining to the Kh-38MLE and Kh-25ML laser beam-riding missiles). According to the table, the Kh-38MLE is virtually four times more effective than the Kh-25ML in terms of maximum range and warhead weight.
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Yevgeny Yerokhin
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Table 1. Basic characteristics of general-purpose air-to-ground missiles Kh-38MLE Kh-25ML Missile launch 2998 up to 520 weight, kg up to 250 86 Warhead weight, kg Range, km - from H=50 m 310 340 - from H=5,000 m 810 Launch altitude 20012,000 505,000 bracket, m inertial + semisemi-active laser Guidance system active laser beambeam-riding riding
Kh-38ME
The Kh-59MK2 air-to-ground missile has been developed to deal with a wide spectrum of stationary ground targets. It is effective against targets with the known grids, including the targets lacking the radar, IR and optical signatures. The missile is a fireand-forget weapon using the autonomous recognition of the terrain adjacent to the target. The Kh-59MK2s enhanced range accounts for 285 km and its formidable penetrator or cluster-type warhead has been increased up to 320 kg and 283 kg respectively. The Ovod-ME multi-purpose missile system wrapped around the Kh-59M2E guided missile eliminates surface targets identified visually by the weapon systems officer on the multifunctional display. The Kh-59M2E missile-based Ovod-ME system has the round-the-clock capability, including the ability to kill targets in low visibility.
Multirole PGMs also include guided bombs. The offer to foreign customers includes a whole series of smart bombs furnished with satellite navigation and laser beam-riding capabilities.
Table 2. Basic characteristics of high-velocity antiship and antiradiation missiles of the Kh-31 family Kh-31AD Kh-31A Kh-31PD Kh-31PK Kh-31P Launch weight, kg 715 610 715 60510 600 Warhead weight, kg 110 94 110 882,5 87,52,5 Maximum range from H=15,000 m, 120160 70 180250 up to 110 up 110 M=1.5, km Missile maximum (average) velocity, 1,000 1,000 1,000 >1,000 >1,000 m/s (600700) (720750) (600700) inertial + interchangeable interchangeable inertial + active autopilot + active Guidance system wideband passive passive radar passive radar radar homing radar homing radar homing homers homers
The evolution of subsonic sea-skimming antiship missiles has embodied in the Kh-35UE missile featuring considerable aerodynamics and powerplant improvements and more capable guidance and control systems compared with the previous-generation Kh-35E antiship missile. Refer to Table 3 for a comparison of the characteristics of the advanced Kh-35UE antiship missile and its predecessor Kh-35E. The new missile features a twofold increase in the maximum range. Its combined guidance system reliant on the inertial-guidance satnav active/passive radar homing capabilities allows the Kh-35UE a higher degree of precision and countermeasures immunity and a wider spectrum of targets it can take out, including those it can kill in the face of ECM. The target acquisition range of the advanced missile has more than doubled, with the Kh-35UE having the same dimensions the Kh-35E has, which makes them interchangeable. Developing and producing the new generation of PGMs calls for a design and technology level drastically different to that inherited from the previous century. The Tactical Missiles corporation is running a purposeful gradual upgrade of its technological capabilities to this end. At present, the corporation is running 17 programmes on updating and reconstructing its production capabilities. This enabled it to launch a series of development efforts on sophisticated PGMs. Special attention is being paid to refining the ground test facilities to enable them to ensure a high degree of sophistication of development work, thus slashing the number of flight tests. The work is currently right on schedule.
Table 3. Basic characteristics of subsonic antiship missiles of the Kh-35 family Kh-35UE Kh-35E Launch weight, kg - plane-launched missile 550 ~520 - helicopter-launched missile 650 ~610 145 145 Warhead weight, kg Range bracket, km 7260 5130 Sea-skimming altitude, m: - cruising leg 1015 1015 - terminal leg 4 ~4 Velocity (Mach) 0.80.85 ~0.8 Max post-launch horizontal turn 130 90 angle, deg. inertial + inertial + satnav + Guidance system active radar active/passive homing radar homing Homing heads maximum target 50 >20 acquisition and lock-on range, km
Kh-35UE
Yevgeny Yerokhin
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a demonstration example of the Zhuk-AE radar with the AESA measuring 500 mm in diameter and featuring 680 transmit-receive (T-R) modules. The Phazotron-NIIR corporation is the radars developer. The smaller AESA diameter of the radar is due to the layout peculiarities of the MiG-35 (serial 154) demonstrator, for which it was manufactured in 2007 and displayed on board the fighter at the air show in Bangalore. Later on, the aircraft performed several ground and flight tests of this variant of the Zhuk-AE radar. The tests showed its smooth operation in various modes. After the return of the two MiG-35s (serials 961 and 967) from India
where they performed demo tests from Indian airfields in October last year, including high-and-hot tests, the radar was mounted on the fighter serialled 967. IAF pilots flying the fighter in Russia in April saw that the radar operated smoothly in the most of its modes, including fighter-sized target acquisition out to 120130 km. Even a higher performance will be featured by the Zhuk-AE version with an AESA diameter of 620 mm and 1,016 T-R modules. The radar, which is going to be organic for the production-standard MiG-35, is being developed by Phazotron-NIIR. It is to feature a range increase of 160170 km with an insignificant
weight increase from 200210 kg to 260280 kg. The radar is expected to be mounted on the MiG-35 (serial 967) and demonstrated during the next Bangalore air show slated for next February. The April tests involving IAF pilots crowned the flight evaluation of the MiG-35 as part of the MMRCA tender. After similar evaluation of the rest of the contenders has been conducted, the parties will begin to negotiate the commercial and organisational aspects of the deal. The cheapest of the options meeting the IAF requirements will be selected in the end. A final decision is due in 2011. According to a number of experts, the strongest contenders are the Russian-made MiG-35 and US-built F-16IN, but the United States is known to be reluctant to transfer some systems production technologies, including the software codes, to the Indians. This beefs up the chances of the MiG-35, but a number of pundits deem it possible that India can decide to acquire both types. As is known, the MMRCA programme provides for IAF to get 126 fighters (86 singleseaters and 40 twinseaters), of which 18 are to be delivered by the best bidder, with the rest to be assembled by Indian corporation HAL. The deliveries are to kick off within three years from the date of clinching the deal and be complete within four years.
Victor Drushlyakov
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Sergey Lysenko
The Vietnamese Air Force has been operating four Su-30MK2V fighters since 2004. Last year Russia landed another contract for eight aircraft of the type to be delivered in 201011. Thus,
VietAF will have a fleet of 24 Su-30MK2s once the current contract is fulfilled. In addition, the service flies 12 Su-27SK and Su-27UBK fighters imported in the 90s.
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Beriev
Forcesdz.com
Andrey Fomin
Andrey Fomin
On the first day of HeliRussia 2010, the parties signed a requirements specification for an assembly shop to make AW139 helicopters in Russia. The document was signed by Oboronprom Director General Andrey Reus and AgustaWestland Executive Director Giuseppe Orsi. The ground for the assembly shop in Panki was broken on 22 June 2010, and the first AW139 might have been assembled in Russia by late 2011. Speaking at the signing ceremony, Andrey Reus said that cooperation between Russian and foreign helicopter makers would increase: We have been increasingly becoming partners, rather than rivals. The ceremony also was attended by Sergey Barkhatov, Director General of the Aviaservice company that had been the first Russian company awarded by AgustaWestland a contract for an AW139 to be delivered before yearend 2010. An Italian-made AW109 Grand helicopter has been operated by the company since 2008. Apparently, Aviaservice is to take delivery of an Italian-built AW139, because deliveries of
Russian-assembled machines of the type will begin in a year and a half at the earliest. The AW139 has not obtained a Russian certificate of the type yet. It is expected to have been certificated by IACs Air Registry this year. The production facilities of the Panki assembly centre are designed to roll out up to 20 AW139s annually. According to Andrey Reus, talks are underway with launch customers that prefer their names not to be mentioned at this stage. The Russian helicopter market has been growing year in, year out, and we are certain for this reason that there will be a niche for the AW139, he said. The AW139 is very popular on the global market. Since its deliveries commenced in 2003, AgustaWestland has landed firm orders for more than 430 units. Thirty countries, including major European states, as well as the United States, Japan, Australia, South Africa, etc., operate over 200 aircraft of the type. According to the media, the AW139 goes at about $21 million. The helicopter is designed to seat 1215 passengers or perform SAR, patrol, fire-suppressant and
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Andrey Fomin
Alexey Mikheyev
2005 in Australia. Until then, the M-55 No 55204 had performed five series of experiments in the upper atmosphere in Finland (December 1996 through January 1997), Seychelles (FebruaryMarch 1999), Argentina (SeptemberOctober 1999) Sweden (JanuaryMarch 2003) and Brazil (JanuaryFebruary 2005). The use of the M-55 Geophysics aircraft contracted by EU research organisations is an important line of work of the planes developer, the
Myasischev experimental plant, which was transformed from a federal unitary enterprise to a joint stock company in late April 2010, with the government owning 100% of its stock. Myasischev is to become part of the Special Aircraft Division of the United Aircraft Corporation (UAC). Today, Myasischev has two M-55s (No 55203 and 55204). The latter, which was built in 1991, is the one contracted under foreign research programmes. The other has seen its airworthiness expire. In all, the
Smolensk Aircraft Plant made four flying M-55s, of which the very first one (No 01552), which completed its maiden flight on 16 August 1988, was lost to a crash in Zhukovsky in May 1995, while another (No 55205) crashed in Akhtubinsk in November 1998. The Smolensk Aircraft Plant has never launched the planned full-scale production of the aircraft of the type. The M-55 Geophysics high-altitude aircraft is fit for experiments at an altitude of up to 21,500 m while carrying up to 2,000 kg of instruments.
Andrey Fomin
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Sergey Krivchikov
Vladimir SHCHERBAKOV
A WORLD OF OPPORTUNITIES
Rosoboronexport plans to present advanced air systems at Farnborough, one of the world's largest air shows held since 1948 on this aerodrome. Air systems and airborne munitions currently account for nearly 50% of the overall Russian defence exports. Yet market demand for them is continuously rising year by year despite the harsh competition. The Director General of Rosoboronexport Anatoly Isaykin says that the corporate order book is estimated to amount to more than USD 38 billion by the end of this June. One can distinguish among major buyers of Russian air systems such countries as India, Venezuela, Algeria and Malaysia. At present foreign customers focus their attention on the latest Su-35 fighter featuring the 5th generation technologies, Yak-130 combat trainer as well as MiG-35, MiG-29K and MiG-29M multi-role fighters. Helicopters, such as Mi-28NE, Ka-52, Mi-26T2, Ka-226T, Mi-17V-5 and Mi-171Sh, arouse keen interest. Each aircraft is distinguished by a set of unique performance characteristics providing considerable advantages over competitors. Special mention should be made of the expanding geographical reach of exports. For instance, Russia is steadily developing cooperation with Latin American countries thanks to a proactive marketing policy realised by Rosoboronexport. Supplies of the Mi-8/17 and Mi-35M helicopters to several countries in the region are good evidence
FOR ROSOBORONEXPORT
of the progress. Helicopter designers have made sure that these rotorcraft inherit a wealth of experience gained by the preceding modifications operated in dozens of countries all over the world under varied natural and climatic conditions. We have succeeded in putting relations with a number of states in the Middle East, SouthEast Asia and Africa into a higher gear. The quality of supplied arms maintenance and the level of specialist training proficiency are increased. Rosoboronexport implements a flexible pricing policy with the application of diverse payment schemes depending on economic potentials of importers, such as offset programmes and barter deals. The outcome of these activities is convincing: this year the amount of only helicopter exports are expected to increase by 30% compared with 2009, and will total more than USD 500 million. More than half of all orders for helicopter systems fall to the Mi-8/17 type helicopters. Last year they were delivered to more than 20 countries. It is also appropriate to mention the US experts high appraisal of these helicopters procured by the United States for the Afghanistan's armed forces. Brigadier General Michael R. Boera, the U.S. Air Force general in charge of rebuilding the Afghan air corps, acknowledged that "it is a very reliable and dependable aircraft". Never stops cooperation with our longstanding partners India and China. Rosoboronexport is now bidding in major tenders invited by Delhi for the delivery of 22 combat helicopters (with the Mi-28NE), 15 heavy-lift helicopters (with the Mi-26T2) and 197 observation and reconnaissance helicopters (with the Ka-226T). But no doubt all eyes are turned to the big contest for the delivery of 126 medium multi-role fighters in which the Russian MiG-35 equipped with the newest Zhuk-AE active electronically scanned phased array (AESA) radar stands good chances of success. Indians also show interest in additional procurement
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Ka-52
MiG-35
the globalisation on military technical cooperation. It relates primarily to joint research and development projects. International cooperation provides opportunities for Russian enterprises to satisfy to the maximum ever increasing customer requirements as well as to acquire new technologies and borrow the best achievements from the world-class manufacturers. Rosoboronexport has established steady relationships in the field of aircraft-building industry with a number of well-known companies specialised in developing and manufacturing avionic equipment, aeroengines and other components. Their list includes Thales, Safran, Elettronica, Selex Galileo and Selex Communications, MBDA, Denel Dynamics, ATE, just to name a few. The Su-30MKI and Su-30MKM combat aircraft, Russia's bestselling fighters in recent years, represent
one of striking examples of successful cooperation. The Ka-28 helicopter which is now being upgraded and Mi-28NE combat helicopter planned for export are equipped with onboard avionic systems made by leading European companies, whereas the Ka-226T helicopter is powered by French Turbomeca Arrius 2G turboshaft engines. Another example of such cooperation is the A-50EI early warning aircraft delivered to India after being upgraded in cooperation with Israelis. In general, upgrading of military equipment, including air systems, is still one of the most important lines of military technical cooperation. Soviet and Russianmade defence systems are in service with armed forces in dozens of countries all over the world; and it has been proven in practice that the best results are achieved if Russian specialists take part in their upgrading. Rosoboronexport offers integrated modernisation programmes tailored to meet customer requirements, including those for compliance with NATO standards. Such cooperation is advantageous for ex-Warsaw Pact member-countries, for instance. Besides qualitatively new capabilities gained by equipment, its upgrading provides substantial cost savings for pilot conversion training and allows retaining established servicing structures. Aviation has always been and still is a prime-mover for the development of our national industry, the more so that the growing demand abroad for Russian-made equipment favours development of modern systems satisfying most stringent customer requirements. Rosoboronexport therefore aims to do good work during Farnborough 2010, which must eventually bring in new contracts and uphold dynamic development of the industry.
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ed combat helicopter. It had not had such machines until then, with attack missions handled by H-50 Esquilos (HB-350L1), the armed version of the French AS350 Ecureuil, licence-produced by Helibras. The newly-delivered helicopters feature a whole range of capabilities Brazil aviators could only dream of previously. For instance, the Mi-35M handles a wide range of missions, including attacking with smart and dumb weapons under good and partially adverse
weather conditions. The machine is armoured and equipped with a 23-mm two-barrel cannon and APU-8/4-U multiple launchers for Shturm and Ataka (9K113K) antitank guided missiles. Its avionics suite includes the OPS-24N day/night surveillance/targeting system comprising the GOES-342 gyrostabilised electro-optical system. The cockpit lights of the Mi-35M are adapted for using Russian- and Western-made night vision goggles (NVG).
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At the ceremony dedicated to the Brazilian Air Force service entry of the first Mi-35M helicopters at Porto Velho air base, 17 April 2010. Brazilian Defence Minister Nelson Jobim (in the centre), Rosoboronexport Director General Anatoly Isaikin and FSVTS Deputy Director Alexander Fomin (to the right), Rostvertol Director General Boris Slyusar (first from left)
The Mi-35Ms design features include a X-shaped tail rotor enhancing directional control and reducing the machines acoustic signature. In addition, the Mi-35M is fitted with a main rotor with composite rotor blades boasting an extended service life and a better survivability. The powerplant is wrapped around a pair of VK-2500 engines differing from the TV3-117Vs, which powered the Mi-24 (Mi-35) earlier, in an enhanced power of 2,400 hp
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Tupolev
The first flight of the new aircraft was performed by the crew made up of test pilots A.I. Zhuravlyov (pilot) and D.Yu. Vyazankin (co-pilot), flight engineer E.B. Volkov, navigator Ye.A. Kudryavtsev and leading test engineer V.N. Filimoshkin. The Tu-214PU has become the third plane built by KAPO for the Administrative Office of the Russian President. Last year, the Rossiya special air detachment took delivery of two Tu-214SR relay aircraft (RA-64515 and RA-64516). They were ferried from Kazan to Rossiyas base in Vnukovo airport (Moscow) on 1 June 2009. Overall, the order awarded to KAPO by the Administrative Office of the Russian President provides for construction of six specialised aircraft two Tu-214SRs, two Tu-214PUs and Tu-214SUS airborne communications centres. All of them are to be powered by PS-90A engines from the Perm
Motors Group and are to feature a range extended to 10,500 km through installation of extra fuel cells under the cabin floor. The two Tu-214SRs in service with the Rossiya special air detachment ousted obsolete relay aircraft based on the turboprop-powered Ilyushin Il-18D, which supported the flights of Air Force 1. The advanced Tu-214PUs will be used by the national leaders along with the existing Il-96-300PU and Il-96-300PU(M). The first Tu-214PU (RA-64517) is expected to be delivered to Rossiya special air detachment this year to be followed by RA-64520 next year. KAPO also is to deliver two Tu-214SUS planes in 201112. In addition to KAPO-built aircraft, Rossiyas aircraft fleet will incorporate several aircraft from other manufacturers in the coming years. For instance, the Ulyanovskbased Aviastar-SP corporation
is building two Tu-204-300As (c/n 64057 and 64058) that may be delivered in 2011 (according to a recent statement by UAC head Alexey Fyodorov, the Administrative Office of the Russian President is supposed to issue a firm order for them late this year or in early 2011). Aviastar Director General Sergey Dementyev said in May that the customer was going to order four more aircraft like that to be delivered in 201213. In addition, in his interview with the
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Tupolev
Ildar Valeyev
meets all current and future ICAO requirements and has no limitations like that. In addition, it is notable for its improved efficiency, and its modernised avionics allows a reduction in navigation costs and in the number of crewmembers down to four. The first flight of the new aircraft (c/n 94-06) took place in Tashkent on 5 March this year. All of the hand-over tests were completed by TAPC in late March, the aircraft was officially handed over to the customer on 8 April and it flew to Ulyanovsk on 9 April for customs clearance, relevant paperwork execution and being painted in brand colours of the Volga-Dnepr airline. On 21 May, the new aircraft was included into the Aircraft Operator Certificate and was able to start its commercial flights. The Volga-Dnepr group launched an Il-76TD aircraft upgrade
programme in 2002. In July 2002, it made an agreement with the Perm Engine Company on the delivery of engines for the new plane. In 2003, the Ilyushin Aviation Complex and TAPC joined the upgrade programme. In 2004, the VolgaDnepr-Leasing company was set up to promote the programme. The first Il-76TD-90VD (RA-76950, c/n 93-05) aircraft was produced by TAPC in summer 2005 and performed its maiden flight in August of the same year. On 12 January 2006, an aircraft noise certificate was obtained, certifying that the standard design of the Il-76TD90VD meets the requirements of ICAOs Chapter 4, Annex 16. In June 2006, the three-year-long work on constructing and testing the new version was complete, and the first Il-76TD-90VD started its commercial flights. The second Il-76TD-90VD
(RA-76951, c/n 93-06) was handed over to Volga-Dnepr and came into commercial operation in October 2007. By this summer, the VolgaDnepr airline has performed more than 600 flights to 87 countries all over the world, including Australia, Japan and the United States, using its two Il-76TD-90VDs. Obtaining the third Il-76TD-90VD is another step in the implementation of the Volga-Dnepr Group aircraft fleet development strategy, implying an increase in the aircraft fleet of the type up to 1520 units by 2020, said Andrey Pakhomov, Director General of the Volga-Dnepr Leasing company. It is of prime importance that the third aircraft is entering service amid an increasing restriction on the use of old Il-76 aircraft all over the world. Delivery of next two airliners is expected in 201112.
RA-41253. When its updating (equipping with the terrain collision avoidance system in particular) was over, it arrived at the Krasnodar division of the Yakutia company on 11 June. The other aircraft (c/n 03-07, still in Mariupol in the colours of the previous user and with Ukrainian
registration number UR-14007) will follow it this summer. As Yakutia Deputy Director General Pavel Udod told a Take-off correspondent in April, both aircraft are going to be based in Krasnodar and operate the carriers routes throughout the south of Russia.
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Vitaly Zayets
Volga-Dnepr
Valdimir Karpenko
station, maintenance workshops and electrical and lighting flightsupport facilities. Gelenjik airport is now equipped with brand-new lighting, radio and meteorological equipment, including a modern automatic radio direction-finder, an aerodrome surveillance radar, a separate homer station and an up-todate radio-beacon landing system. A modern system of radio-technical flight support means provides full radar and radio-navigation data and aircraft radio communications required for flight operations and air traffic control. The first technical flight using the new runway of Gelenjik airport for landing and take-off took place on 25 December 2008 and was
performed by a Yak-42 airliner of Kuban Airlines. However, opening the airport officially and launching regular commercial flights took almost a year and a half. Take-off from and landing on Gelenjik airport are possible in one direction only (sea direction). The terminal handling capacity is only 140 passengers per hour now. At
holding company (it runs airports in Krasnodar, Sochi, Anapa and Gelenjik as well as the Kuban Airlines air company). The handling capacity of Gelenjik airport after coming into operation is considered to be up to 500,000 passengers per year (600 passengers per hour, including 100 passengers on international flights).
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Kuban Airlines
Valdimir Karpenko
Valdimir Karpenko
According to the Biblic legend the ancient architectures of the Tower of Babel couldnt complete their grand project because they used different languages between themselves and didnt understand each other. After several thousand years in XX century language divide could become an insuperable obstacle for international aviation passenger network creation. It couldnt be safe to use it if English language hasnt been chosen as an international language in aviation. The main factor of safe flights is a radio communication in English. Any misunderstanding is at a high price. There is a sad statistics of aviation accidents saying that communication failure between pilots and air controllers became the cause of a crash.
AIR ENGLISH education programmes will help you to learn the real aviation English!
NITA NEW INFORMATIONAL TECHNOLOGIES IN AVIATION 15 A, Vzlyotnaya str., St. Petersburg, 196210, Russia Tel.: + 7 (812) 704-18-72, fax: + 7 (812) 704-18-13 http://www.nita.ru
MC-21
AS FUTURE OF RUSSIAN COMMERCIAL AVIATION
With the programme on development of Russias advanced regional airliner Sukhoi Superjet 100 nearing its completion and the aircraft expected to launch operations this year, aviation specialists turned their eyes on another latest Russian commercial aircraft programme the development of the Irkut MC-21 family of short- and medium-range airliners. According to the developer, the family will feature a wide spectrum of operating capabilities, will be designed for the Russian and global markets and able to help carriers to achieve a radical improvement in operating efficiency, including doing so through slashing their direct operating costs by 15% compared to the existing airliners in the class. At present, the MC-21 programme is at the stage of detail engeneering and signing contracts with subcontractors. The results of the competitions held indicate that the MC-21 is to become a graphic example of cooperation between the Russian aircraft industry and major Western avionics, engine and aircraft system developers, as the Sukhoi Superjet 100 did. A full-scale mock-up of the MC-21s cockpit and passenger cabin is to be unveiled at the current Farnborough air show. The cabin meets the latest comfort and safety requirements. A number of important news pertaining to the programme is to be announced at Farnborough as well, including, possibly, the announcement of the early agreements on MC-21 deliveries to launch customers. The MC-21 short- and medium-haul airliner family comprises three baseline models the MC-21-200, MC-21-300 and MC-21-400 with seating capacities of 150, 181 and 212 in the single-class layout. Each of the baseline models is to have a number of variants differing in range. The baseline models will have the 5,0005,500-km range, but provision was made for extended-range (ER) versions and, as far as the MC-21-200 model is concerned, a long-range (LR) variant. The MC-21-200 prototype is slated for its maiden flight in 2014, and the completion of the certification tests and kickoff of deliveries for 2016. The MC-21 programme, jointly promoted by the Yakovlev design bureau and Ilyushin aviation complex, won in 2003 the tender issued by the Russian authorities for developing an advanced short- and medium-haul passenger aircraft designed to oust the Tu-154M fleet gradually and put up stiff competition to the Boeing 737 and A320 that have been increasingly demanded by Russian air carriers. The financing of the MC-21s conceptual designing began in 2005. By then, the prime developer, Yakovlev design bureau, joined the Irkut corporation (the official acquisition of Yakovlev took place in April 2004). Two years later, Ilyushin pulled out of the programme, having focussed on transport aircraft development, with Irkut appointed prime contractor for the MC-21 programme as part of the United Aircraft Corporation (UAC) in July 2007. Given the importance of the MC-21 programme to the United Aircraft Corporation, Oleg Demchenko, president of the Irkut corporation and Director General of the Yakovlev design bureau, was appointed UAC vice-president for the MC-21 programme in July 2008 and then was put in charge of UACs new division, UAC Commercial Aircraft. The new division will develop and produce all Russian airliners. Having analysed the results produced by the first stage of the programme, UAC took a decision in August 2007 to keep on pursuing the programme. Thus, the MC-21 passed its first gate. Prototype and production-standard MC-21s will be built by the Irkutsk Aircraft Plant of Irkut Corp., while the customisation of the airliners produced, including painting, fitting the cabins, etc., is expected to be handled at Aviastar plant in Ulyanovsk. In addition to prime developer Yakovlev, other players of the aircraft industry are taking part in designing the aircraft. For instance, Irkuts subsidiary Taganrog-based Beriev company is tasked with developing the tail section (Compartment F5), horizontal and vertical tails, auxiliary power unit (APU) compartment as well as control, air conditioning, fire-suppressant and hydraulic systems. Sukhoi Civil Aircraft was subcontracted to develop the composite wing. The initial design stage (the so-called second gate) was passed in September 2008, after which Irkut launched the preliminary design stage and selection of key systems suppliers. The third
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Andrey Fomin
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Vladimir SHCHERBAKOV
Marina Lystseva
gate, providing for the approval of the preliminary design was passed in the late 2009 early 2010, and Irkut commenced frontend engineering and began to contract the system suppliers selected. The first 11 winners in the tenders for systems to fit the MC-21 were named almost a year ago, on 20 August 2009. They include suppliers of the landing gear, APU, air conditioning system, electrical system, cabin interior, hydraulic, fuel, oxygen, anti-icing, inert gas and fire-suppressant systems. The suppliers of the key systems, e.g. the powerplant, avionics suite and integrated control system, had been selected by the end of the year, when Irkut announced the completion of the relevant tenders on 10 December 2009. The tenders for most of the MC-21 systems were won by major US and West European manufacturers who had submitted their proposals in cooperation with Russian companies.
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request for European certification is due to be passed to EASA in March 2012. Current plans provides for the maiden flight of the first MC-21 prototype in 2014 with the type certification of the baseline model by the Russian aviation authorities in 2015. EASA certification programme is to be finished in 2016 when the deliveries to launch customers could begin.
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ADDITION TO
AN-148 FAMILY
An-158 trials kick off in Kiev while new Voronezh-built An-148s enter service
A new 99-seat An-158 regional jet completed by Antonov this spring took off for its maiden flight from the companys Svyatoshin airfield in Kiev on 28 April 2010. The airliner is a stretched variant of the 6875-seat An-148-100B regional plane in production in Russia and Ukraine. It is designed to facilitate the meeting of the requirements of air carriers ordering An-148-family aircraft. There were other important events in the An-148 production programme in the recent months as well. The first production-standard An-148-100B assembled in Kiev made its first flight from the manufacturers airfield, the Rossiya state transport company launched operation of its third and fourth VASO-built airliners of the type, and VASO goes on with the next An-148s production. The maiden flight of the An-158 (registration number UR-NTN) continued 01 h 45 min. Following its landing at Kiev-Antonov airfield in Gostomel, there was an after-action review, during which the pilot, Test Pilot 1st Class S.M. Troshin, co-pilot, Test Pilot 1st Class A.V. Spasibo, and test engineer N.V. Sidorenko informed Antonovs Designer General Dmitry Kiva that the mission had been a success. We climbed to 8,600 m. The plane was stable and controllable at all altitudes, said Sergey Troshin. The crew is satisfied with the planes performance. All onboard systems performed well. As was expected, the An-158 is very easy to control. The An-158s maiden mission was attended by representatives of the partners under the programme, airlines and national leaders headed by Ukrainian President Victor Yanukovich. Congratulating Antonov staff on the accomplishment of another phase of the An-158 programme, the President said: This is a landmark event, a cause for celebration to all of the programme participants developing and building the aircraft, including 34 Ukrainian companies, 120 Russian ones and partners from 13 other countries. Designer General Dmitry Kiva emphasised, Now, we are faced with certification and productionising of the plane. Carriers are anticipating it already, because it benefits an operator to use a family of aircraft the An-148, An-158 in this case that feature a high degree of commonality while differing in the seating capacity. This means that they have a common aircrew training, maintenance and repair system. The Antonov head added that the An-158 certification test programme was to be completed by year-end 2010, after which fullscale production and deliveries may begin.
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Andrey Fomin
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Andrey FOMIN
Andrey Fomin
Andrey Fomin
The first An-158 is ready for roll-out from the Antonovs production plant assembly hall, 20 April 2010. The second production An-148-100B of Kiev-assembly (c/n 01-10) seen to the left
version is designated as An-168 in Ukraine and ABJ (Antonov Business Jet) in Russia. A next step might be development and construction of the An-148C cargo version fitted with a side cargo door and then the An-148T-100 advanced freighter that has recently been dubbed An-178 in Ukraine. The latter is to have a loading ramp and a wider fuselage. Its lifting capacity is to increase to 20 t, which will call for an advanced higher-thrust engines. Zaporozhye-based engine makers Ivchenko-Progress and Motor Sich are mulling over it now. Meanwhile, another production An-148-100Bs made in Voronezh continue to enter service in Russia. On 14 April, the Rossiya state transport company received its third airliner of the type (RA-61703, c/n 40-05), built earlier this year in Voronezh. In the same month it entered service and handles flights from St. Petersburg to Moscow, Samara, Rostov-onDon, Ufa, Arkhangelsk and Mineralnye Vody.
take-off july 2010
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Andrey Fomin
The first production An-148-100B assembled in Kiev (c/n 01-09, UR-NTC) which maiden flight took place on 10 April 2010 is now in service with Aerosvit airlines of Ukraine
The third Voronezh-assembled An-148-100B (c/n 40-05, RA-61703) flies on Rossiya state transport company passenger routes since 23 April 2010
The fourth An-148-100B (c/n 40-06, RA-61704) received by Rossiya carrier from VASO plant on 22 June 2010
on 22 June. Its first commercial service from St. Petersburg to Moscow took place five days later, on 27 June 2010. There is a fifth plane (RA-61705, c/n 40-07) in the final assembly shop of VASO, with the final sixth aircraft under the IFC-Rossiya deal being due this summer. Next customers for VASO-built An-148-100Bs are to be the Atlant-Soyuz and Polyot carriers. The former has ordered from IFC 15 An-148-100E extended-range aircraft, 10 An-148-200s (An-158) stretches and five An-148ABJ (An-168) business jets to be delivered from 2010 through 2012. The other is going to take delivery of 10 An-148-100Bs during the same period. IFC and VASO are making efforts to launch deliveries to these air companies before yearend. At the same time, VASO has other urgent An-148 orders to fulfil, e.g. a couple of tailor-made aircraft of the type have been ordered by the Administrative Office of the Russian President for the Rossiya special air detachment and several more have been ordered by foreign customers.
According to Yuri Grudinin, head of the Regional Aircraft Directorate of UAC, the growing demand for aircraft of the An-148 family in Russia, Ukraine and farther abroad will contribute to expanding the Russian-Ukrainian cooperation
Unified cockpit for all versions of An-148 and An-158 family
in production of airliners of the type. For this reason, VASO is not going to cease to import components from Ukraine while deepening the localisation of the An-148 production in Russia (for instance, VASO has productionised the F1 fuselage section and is productionising the F2 section). Moreover, according to our sources in Kiev, the two companies are looking into dividing their areas of operations, with VASO to continue to make all An-148-100 versions and Antonov in Kiev to specialise in the An-158 stretch (An-148200). The companies will supply each other with commonised components they make, to boot.
Alexey Rebik
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Sergey Popsuevich
Sergey Lysenko
The aircraft was delivered to Rossiya on the financial leasing terms under the current contract with the Ilyushin Finance Co. leasing company (IFC). Six An-148-100Bs are to be built and delivered to the customer under the contract. The fourth aircraft under the contract (RA-61704, c/n 40-06) was rolled out by VASO in late April and delivered to Rossiya carrier
Sergey Popsuevich