Su-30MKM - Take

Transcription

Su-30MKM - Take

december 2011 • Special edition for LIMA 2011
SSJ100
half-year in operation
[p.42]
MC-21
Irkut gearing up
for production launch
[p.16]
Mi-34C1 & Mi-382
enter trials
[p.12]
Su-30MKM
more fighters for RMAF?
Almaz-Antey
air defence systems
hit the market
[p.22]
[p.48]
T-50: what we learnt of it at MAKS 2011 [p.24, 30, 32]
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
Design and pre-press
Grigory Butrin
Translation
Yevgeny Ozhogin
Cover picture
Andrey Fomin
Publisher
Director General
Andrey Fomin
Deputy Director General
Nadezhda Kashirina
Marketing Director
George Smirnov
Business Development Director
Mikhail Fomin
News items 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
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 LIMA’s
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 2007–09. 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 minister’s 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
contents
INDUSTRY
Two Tu-204SMs already in trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
New aircraft for presidential air detachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Ilyushin 476 first flying prototype nearing completion . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Another Be-200 delivered to Russian Emergencies Ministry. . . . . . . . . . . . . . . . . . . . . . 8
Who will bank on the Little Trotter? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Mi-34C1 has taken to the sky!. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
MiG unveils 3D simulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
December 2011
4
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 FA’s AESA radar development is right on schedule” . . . . . . . . . . . . . . 30
24
30
32
Forging arms for T-50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
RusAF Training Centre got 10 Yak-130s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Russian-made An-140s earmarked for military use? . . . . . . . . . . . . . . . . . . . . . . . . . .
Tu-214ON: Open Skies without secrets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RusAF to receive supermanoeuvrable fighters of Su-30MKI family. . . . . . . . . . . . . . . .
Six more Mi-28Ns delivered to RusAF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rostvertol resumes Mi-26 deliveries to Russian Defence Ministry . . . . . . . . . . . . . . . .
Arbalet-fitted Ka-52 wraps up its trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
36
36
37
37
38
38
39
COMMERCIAL AVIATION
Polyot and UIA launch An-148 services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Another Il-114-100 kicks off commercial operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Sukhoi Superjet 100
Half a year in operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
CONTRACTS AND DELIVERIES
42
2
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
www.take-off.ru
industry | news
The second flying prototype of
the upgraded Tupolev Tu-204SM
medium-haul airliner conducted
its first flight from the factory airfield of the Aviastar-SP corporation
in Ulyanovsk on 3 August 2011.
The prototype was given number
64151. It spent 52 min. in flight,
controlled by the crew made up
of pilot Alexander Zhuravlyov (honoured test pilot of Russia), co-pilot
Victor Minashkin (Tupolev chief pilot
and honoured test pilot of Russia),
flight engineer V. Salatov and programme test engineer N. Fanurin.
The flight was a success, with all
systems functioning well and the
plane’s stability and controllability
praised by the crew.
In mid-August, the aircraft was
ferried to Zhukovsky, Moscow
Region, and used as a static display
in the MAKS 2011 air show. There,
one could see the interior of the
cabin and flightdeck of the upgraded
airliner.
Aviastar having constructed the second flying prototype
allows speeding up the Tu-204SM
certification tests kicked off by
the first flying prototype (No.
Alexey Mikheyev
Two Tu-204SMs already in trials
64150) in April. As is known,
it first flew in Ulyanovsk on 29
December 2010 and was ferried
to Tupolev’s Zhukovsky Flight
Test and Development Facility at
Gromov LII’s 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-204SM’s 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-204SM’s 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.
Tupolev
On 27 October 2011, the airfield of the Kazan Aviation
Production Association named after
S.P. Gorbunov (KAPO) witnessed the
maiden flight of the new Tupolev
Tu-204SUS special-purpose aircraft (RA-64522) built on order by
the Russian Presidential Property
Management Department. The aircraft was piloted by a crew led by
KAPO test-pilot Alexey Ryabov. The
aircraft carrying a “special communications centre” (SUS in Russian), is
the fifth airliner out of the six special
Tu-214 derivatives ordered by the
4
Presidential Property Management
Department.
The first two aircraft the department ordered from the Kazan-based
aircraft manufacturer – Tu-214SR
relay aircraft (RA-64515 and
RA-64516) – were built in 2008 and
handed over to the Rossiya special air
detachment in a ceremony on 1 June
2009. Last year, KAPO assembled two
more aircraft under the Presidential
Property Management Department
order. They were Tu-214PU VIP airborne command posts. The former of
the two (RA-64517) was received by
Ildar Valeyev
New aircraft for presidential air detachment
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”.
www.take-off.ru
Aircraft family with expanded operational capabilities
and a new level of economic efﬁciency
12–15% 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.
www.irkut.com
industry | news
Take-off's archive
6
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
Aviastar’s assembly shop in 2009. A
year later, manufacture of new-design
wing panels commenced there. To
speed up the construction, some of
the airframe’s 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
Yuri Ponomarev
The Aviastar-SP close corporation
in Ulyanovsk is to complete and roll
out the first flying prototype of the
Il-76TD-90A (Project 476) transport
aircraft before year-end. The flying
prototype’s (c/n 01-02) airframe joining and general assembly was over
in August, after which installation of
aircraft systems began. At the same
time, the plant was making an example
for endurance tests (c/n 01-01), and its
fuselage central section with the wing
centre section and wing panels was
sent to Zhukovsky, Moscow Region,
in late September for testing by TsAGI.
The upgraded Il-76 productionising programme is under way at
Aviastar-SP under the governmental
resolution dated 20 December 2006.
The feature setting Aircraft 476 radically apart from the Il-76 previously
built in Tashkent is to be a redesigned
wing with wing panels that are singlepiece throughout their wingspan. The
wing panels lack the middle spar in
the wing box and with the stringer set
riveted to the wing panels. The designers expect the solutions to slash the
structural weight by far. The planes to
be made in Ulyanovsk will be powered
by PS-90A-76 engines as some of the
last versions of the Tashkent-made
Il-76 are. Ulyanovsk-manufactured
transports will carry an up-to-date avionics suite that will show information
on six 6x8-inch multifunction displays
(MFD). All technical documentation
relevant to the plane is issued in the
digital form.
The ‘all-glass’ flight-deck of the
upgraded Il-76 was unveiled at MAKS
Take-off's archive
Ilyushin 476 first flying prototype nearing completion
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 airlifter’s navigator’s ‘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 2013–14”.
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.
www.take-off.ru
MiG-35
INTELLECT / POWER / SAFETY
www.migavia.ru
industry | news
Beriev
Another Be-200 delivered to Russian Emergencies Ministry
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
Be-200ChS (c/n 301) was handed
over to the Beriev company in
mid-2010 for finalising the production cycle at Beriev’s manufacturing facilities. The new-series
amphibian embodies the solutions prompted by the critique
stemming from the opeval by the
Russian Emergencies Ministry and
the validation process as part of
the EU certification.
The new Be-200ChS performed
successful takeoffs, splashdowns
and water scoops out in the Azov
and Black seas on 7 and 9 October.
In all, six sorties were flown
between 4 and 9 October 2011, and
a total of 20 h 12 min were logged,
including over 20 water scoops
and drops. The handover ceremony
to Russian Emergencies Ministry
took place on 21 October, with the
aircraft departing to its new station,
the Emergencies Ministry Siberian
Regional Centre in Krasnoyarsk.
The MAKS 2011 air show held
in Zhukovsky in August was where
a new light twin-engined turboprop
plane dubbed Rysachok (Russian
for Little Trotter) made its debut.
The aircraft was developed by the
Technoavia scientific and design
company in Moscow and made
by the TsKB-Progress rocket and
spacecraft centre in Samara under
the contract on an advanced trainer
aircraft for civilian flying schools,
signed with the Russian Ministry
of Transport in June 2007. As
many as two flying prototypes of
the Rysachok are undergoing tests
at the Gromov Flight Test Institute
(Gromov LII).
Prototype c/n 00-01 took to the
air on its maiden flight from the
Bezymyanka airfield in Samara on
3 December last year. The debugging
and factory test phase in Samara
was completed six months later, after
which the plane was handed over to
the developer, Technoavia, for certification tests at Gromov LII. The first
Rysachok (side number 777) was
ferried from Samara to Gromov LII’s
airfield in Zhukovsky on 3 June.
8
Also in June, TsKB-Progress
assembled the second flying prototype (c/n 00-03). Following its initial
flight tests in Samara and its painting
by the Ulyanovsk-based company
Spektr-avia, the aircraft with side
number 778 came to Gromov LII’s
airfield on 23 July. Both prototypes
were shown during MAKS 2011, with
the first one performing demo flights
almost every day and the second one
shown as static display.
Following the completion of the
certification trials that will involve
another flying prototype (c/n 00-05),
the decision to launch the Rysachok’s
production at TsKB-Progress’s facilities may be taken. A total of five
prototypes are to be built under the
current contract with the Russian
Ministry of Transport. The static
tests prototype (c/n 00-02) was the
first to be made in 2010. It has been
undergoing structural tests in TsAGI,
with aircraft c/n 00-04 to be used for
endurance tests.
The current contract stipulates
the manufacture of at least 30 production aircraft for Russian civilian
flying schools, the Ulyanovsk Higher
Alexey Mikheyev
Who will bank on the Little Trotter?
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 DA42’s 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.
www.take-off.ru
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
industry | news
Mi-34C1 has taken to the sky!
Arsenyev in a more powerful engine,
the nine-cylinder piston M9FV with
forced air cooling and a takeoff power
of 365 hp; introduction of hydraulic
actuators to the helicopter control
system; modified nose section, and
a number of other features aimed
at enhancing its efficiency, reliability
and service life. At the customer’s
request, the traditional ‘steam-gauge’
instruments can be replaced with the
‘all-glass’ cockpit, with all data shown
on colour multifunction LCDs.
The Mi-34C1 can be used for training of military and commercial pilots,
for sports and for handling a wide
range of tasks inherent in all light
helicopters. It seats three passengers and a pilot or carries 400 kg
of cargo and flies at a maximum
speed of 220 km/h (cruising speed
of 180 km/h) to a distance of 450 km
(910 km with additional tanks) with a
maximum takeoff weight of 1,450 kg.
The completion of the trials and
issuance of the type certificate
supplement are slated for late this
year. Then, the Mi-34C1 will enter
production at the Progress joint
stock company (Russian Helicopters
subsidiary). Deliveries are to commence in September 2012. The
UTair company has already ordered
10 machines for its training centre.
Keen interest in the Mi-34C1 also
has been displayed in Europe, where
the new aircraft is far less expensive
than its Western rivals are, but is
similar or even better in terms of
performance. Russian Helicopters
also expect deliveries to Russian Air
Force fluing schools. “We count on a
market of 1,000 helicopters in various versions”, Mil Designer General
Alexei Samusenko stressed.
is the complete illusion of real flight,
and even a rookie pilot can easily
guess the range to and the size of the
objects he sees.
The advanced 3D simulator from
the MiG corporation comprises the
cabin imitating the combat station
of the pilot of the up-to-date fighter
of the MiG-29 type with real aircraft,
engine and basic system controls,
a projection system with a display,
and digital computers with relevant
software, controlling the operation
of the simulator. A graphic example
of the implementation of 3D effects
in MiG’s advanced simulator is the
imitation of mid-air refuelling, during which the contact between the
virtual image of a tanker plane’s
refuelling drogue and the real refuelling probe fitting the 3D simulator
cabin is rendered.
The advantages offered by the 3D
simulator’s 3D surrounding environment imagery has been appreciated
by not only MiG’s test pilots, but
pilots from other Russian aircraft
developers and the Air Force. Foreign
pilots sat in MiG’s 3D simulator when
it was unveiled in Zhukovsky during MAKS 2011 in August this year.
Many of them gave it raving reports,
for there are no systems in Russia,
Europe and the United States to rival
the simulator.
Alexey Mikheyev
Not long before the MAKS 2011 air
show this summer, the Mil Moscow
Helicopter Plant (a subsidiary of the
Russian Helicopters holding company) completed two prototypes of the
upgraded Mi-34C1 light helicopter –
the OP-1 (side number 343) trainer
version for Russian Air Force flying
schools and the OP-2 (side number
342) for commercial operators. The
prototype of the commercial version
of the Mi-34C1 made its first hover
on the premises of Mil in Tomilino,
Moscow Region, early in August.
Honoured Test Pilot Sergei Barkov
took it for its maiden mission on a circuit flight on 4 August and practiced a
demonstration set of manoeuvres for
display during MAKS 2011.
During the show in Zhukovsky, the
black-painted Mi-34C1 (OP-2) was
shown at the Russian Helicopters
display area and flew demo flights
virtually every day, while the military
version prototype, the OP-1, wearing
the new grey paintjob of the Russian
Air Force, could be seen at static
display near Oboronprom’s pavilion.
The upgraded machine differs
from the Mi-34C built by Progress in
At Dubai air show in November
2011, the MiG corporation has
unveiled its latest product – the
unique 3D simulator allowing simulated piloting of up-to-date fighters
of the MiG-29 type throughout their
flight envelope with 3D visualisation.
There are many simulators of
advanced warplanes, used for training of aircrews. As a rule, they have
a projection system, whose projectors generate lookup and lookdown
imagery on a flat or spherical display. The current display visualisation
techniques simulate the surrounding
environment but lack the 3D visual
effect. This hampers the pilot’s accurate ranging of the objects seen and
estimation of their dimensions, which
is very important for fulfilling several
specific piloting tasks, e.g. formation
flying, mid-air refuelling and traditional landing approach.
Imitation of remote objects in the
surrounding environment is ensured
10
by collimator visual systems. Owing
to the system of projectors, prisms
and mirrors, such simulators generate lookup and lookdown imagery
going to infinity. The shortcomings of
collimator visual system simulators
are their being cumbersome, lack
of the 3D visual effect, limited field
of view and ability to see the surrounding environment from the pilot’s
station only.
The MiG corporation has developed a drastically novel type of
advanced fighter simulator, which
lacks these shortcomings and allows
a high degree of accuracy in simulating the 3D surrounding environment
the pilot sees from the cockpit. The
simulator is based on the concept
of generating 3D lookup and lookdown imagery with the use of special
spectacles similar to those used in
3D cinemas. Just don the spectacles
and the double flat image on the
screen goes 3D. Owing to this, there
Sergey Krivchikov
MiG unveils 3D simulator
www.take-off.ru
United Engine Corporation
Bldg. 141, 29 Vereyskaya str., Moscow, 121357, Russia
Tel./fax: +7 (495) 232-91-63
www.uk-odk.ru
Alexey Mikheyev
industry | interview
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 helicopter’s version powered by Russian engines TV7-117V and the
upgraded Mi-34C1 light helicopter from the Mil Moscow Helicopter Plant. Take-off’s
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 helicopter’s flight
hour cost heavily. This is a considerable
12
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 2012–13 to
become the standard for Mi-38 production.
Overall, we plan to complete the whole of
flight test programme during 2012–13 and
switch to full-scale production of the helicopter in 2014.
What might be the Mi-38’s 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-38’s 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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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 machine’s 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 TsAGI’s 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
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
Mi-38 fist flying prototype re-engined
by Klimov TV7-117V turboshafts got Mi-382 designation
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13
Mil Moscow Helicopter Plant
Mi-34C1 prototype entered flight tests
in early August 2011
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 machine’s 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
14
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 2011’s 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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Mil Moscow Helicopter Plant
Mi-34C1 second flying prototype (OP-2) in commercial version
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 customer’s request with the
Andrey Fomin
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
Mi-34C1 first flying prototype (OP-1) in a trainer version
for Russian Air Force
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‘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-34C1’s 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, hasn’t 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
1,000–1,500-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-34C1’s 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.
15
Alexey Mikheyev
industry | report
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-21’s cabin and
flightdeck mockup and full-scale components of the future airliner’s wing that will
be all-composite. The Irkut corporation was appointed prime contractor for the
MC-21 development and production under the Russian president’s 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 branch’s 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.
16
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 2009–10, 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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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
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 Russia’s 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 plane’s 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
industry | report
Alexey Mikheyev
A320’s keel beam manufacturing at Irkutsk Aviation Plant
Every fourth A320-family airliner now has Irkutsk-maid nose wheel bay
www.take-off.ru
17
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 plant’s 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-
18
Irkut
industry | report
MC-21 development
and production cooperation
Developers cooperation
Irkut Corp., the prime contractor
Tupolev
Sukhoi Civil Aircraft Company
Beriev company
Hydromash/Liebherr
Manufacturers cooperation
ORPE Tekhnologiya
Irkutsk
Aviation Plant
VASO
VASO/Aviastar/
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
Plant’s 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 airliner’s 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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Alexey Mikheyev
industry | report
Irkut
Alexander Veprev, Irkutsk Aviation Plant Director General: “Today’s area of production facilities is
quite enough for annual assembly of up to 70 MC-21s”
MC-21 airliners assembly line project
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. Irkut’s 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 4,000–5,000
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 Russia’s
aircraft industry’s 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).
19
industry | programme
Despite the Irkut corporation’s 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 engine’s baseline model.
In the future, however, the PD-14’s
common core engine and modular
design will allow the developer to create a whole family of turbofans with a
thrust of 8–18 t for powering airliners
with the 70–350-seat capacity and
transport planes with a lifting capacity
of 10–60 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
new-generation
engine for MC-21
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 10–15%
fuel burn reduction compared with the existing engines, a 15–20% 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.
20
Gate I, during which the PD-14 concept
review took place, was cleared in July 2008.
Since then, the full-scale work on designing
the engine’s components and developing and
productionising technologies necessary for
the development of the new turbofan family
has kicked off in Perm.
The conceptual design review (Gate II) took
place in March 2010. Analysis indicated that
the approved thermodynamic parameters of the
baseline engine as well as design and production solutions would ensure the new-generation
turbofan’s development within the timeframe
required, with the turbofan to leave the existing
domestically built engines far behind and be
able to rival similar advanced western engines.
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-14’s baseline model will be fitted with a 1,900-mmwww.take-off.ru
Andrey Fomin
industry | programme
diameter single-stage fan (its size the same
as that of the PS-90A’s fan), three-stage
low-pressure (LP) compressor and six-stage
LP turbine.
The PD-14’s baseline model with the
14,000 kgf takeoff thrust is designed to power
the MC-21-300 aircraft. The airliner’s ‘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-14’s 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 engine’s 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
www.take-off.ru
tests in 2013. The certification of the baseline
PD-14 is planned for 2014, which is to enable
it to hit the market in 2015–16, right by the
time the MC-21 is certificated.
The PD-14’s 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 compressor’s 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
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
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 programme’s
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 developer’s 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 engine’s productionising and debugging.
The programme for 9–18 t thrust advanced
civil aircraft engine development was included
into the revised version of the Russian Aircraft
Development in 2002–10 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 2009–11 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 2011–12, 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-14’s 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.
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+8–2+6
7.2
46
2,850
3,860
PW1431G
14,000
LEAP-X1C
13,600
0.52–0.53
0.51
12
42
2,050
n/a
3,800
1+G+3+8–2+3
10
50
1,830
n/a
n/a
1+4+10–2+6
21
Dmitry Pichugin
air defence | company
100 rating by US weekly Defense News, the
corporation’s 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 corporation’s 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-Antey’s operations, though the number of orders awarded by
the Russian Defence Ministry has been growing
continuously.
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
corporation’s products
claim a considerable
portion of the total
Russian combat gear
exports.
On the world market
S-400 surfasce-to-air missile launch
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 Army’s Air Defence
units, known for its S-300V SAM system.
The Almaz-Antey corporation’s 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
22
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 2007–10, the corporation is among
the world’s major arms suppliers and is the
Russian leader in terms of the arms production
and export sales. According to the annual Top
Almaz-Antey’s position on the international
market of air defence weapons is peculiar because
the company can offer virtually the full range of
SAM systems covering all applicable ranges. The
corporation is the developer and manufacturer
of antimissile systems and the S-400 Triumph,
S-300PMU2 Favorit and S-300V long-range
SAM systems as well as the Buk medium-range
and Tor short-range SAM systems. Its subsidiaries
also make the Tunguska family of self-propelled
SAM/AA gun systems developed by the Tulabased KBP design bureau. In addition, AlmazAntey is developing the advanced long-range,
medium-range and short-range SAM systems.
The corporation offers upgrade solutions for the
venerable Soviet-made SAM systems and facilitates indigenous AD weapon development by a
number of nations on a commercial basis, to boot.
Almaz-Antey also develops and manufactures the backbone of the Russian Navy’s air
defence gear, including the Fort (Rif) longrange, Shtil medium-range as well as Klinok
and Kolchan short range SAM systems and
the Gibka very short-range air defence system.
The Redut medium-range and Poliment-Redut
short-range missile systems are being developed
to equip the Russian corvettes and frigates being
built at present.
No other manufacturer in the world, including US corporation Raytheon and european
missile association MBDA that are the leaders
of foreign air defence system manufacturers,
can offer such a wide range of land-based and
shipborne SAM systems. Coupled with development and production of air defence radars,
other target acquisition hardware, radars and
automated air defence control systems, the above
enables Almaz-Antey, firstly, to offer customers
large-scale integrated layered air defence solutions and, secondly, tailor its offers depending on
the requirements and solvency of its customers.
The present-day SAM evolution tendencies are the increasing multiple-target acquisition, tracking and engagement capability and
high-velocity (including ballistic) target engagewww.take-off.ru
air defence | company
Consolidating the positions
Since its establishment in 2002, the AlmazAntey corporation has made quite a progress in
air defence system export. In the first place, mention should be made of the lucrative contracts
awarded by China in 2004–06 for 16 battalionsize S-300PMU-2 batches that make up the
backbone of the PRC’s air defence. Two battalion-size S-300PMU1 consignments have been
delivered to Vietnam, and Algeria has awarded
contracts for four battalion-size S-300PMU2
batches. Cyprus has received Buk-M1-2 systems, while Syria has ordered cutting-edge
Buk-M2Es. The venerable Soviet-made Kvadrat
SAM systems in service with the Egyptian and
Iranian militaries have been upgraded to the
Buk-M1-2 standard, with the two countries also
having taken delivery of Tor-M1 self-propelled
SAM systems. A number of countries have been
provided with upgraded Pechora-2A SAM systems. Rif-M and Shtil-1 naval SAM systems
have been delivered to China and India. A whole
spectrum of R&D programmes has been run in
support of China, India and South Korea. The
overall air defence exports and export support
work by Almaz-Antey in 2002–08 is estimated
www.take-off.ru
at $7 billion, with its exports growing with every
passing year.
Despite the financial crisis commencing in
later 2008, the corporation, which has partnered with Rosoboronexport, has been successful in maintaining the growing dynamics of
its air defence materiel exports, with the latter
estimated at being higher than an average of
$1 billion a year.
For instance, 2009 saw the successful completion of the 2006 China-awarded contract, with
China accepting the last eight of the battalionsize S-300PMU2 batches ordered. Supplies
of 9M317 SAMs and relevant equipment for
China-operated ground- and ship-based SAM
systems continue. Shtil-1 systems incorporating
the same SAMs are delivered to equip the frigates under construction by Russian and Indian
shipyards for the Indian Navy.
Two major successes of Almaz-Antey in the
last two years have been the contracts for SAM
systems for Venezuela and Azerbaijan. In 2009,
Venezuelan President Hugo Chavez announced
the development of a layered national air defence
based on Russian SAM systems that have had
nothing to rival them in Latin America. As part
of its contribution to the effort, Almaz-Antey
shall deliver a battalion-size batch of S-300VM
systems, a number of Buk-M2Es and Tor-M2Es,
air defence radars and automatic control systems. In 2010, Azerbaijan ordered two battalionsize batches of brand-new S-300PMU2 SAM
systems, which cost is estimated at $300 million.
The delivery has been completed.
In South Korea, Almaz-Antey has virtually
completed its share of work on the development
of the KM-SAM medium-range SAM system
for the country, with the KM-SAM system being
wrapped around the new SAM system under
development for the Russian Defence Ministry.
Russian arms exports to the international
market have repeatedly faced the increas-
ing resistance by Western competitors. For
instance, Almaz-Antey’s bidding in the Turkish
tender for long-range and medium-range SAM
systems is being accompanied by a large-scale
campaign unleashed by the Americans trying
to sell their Patriot PAC-3 SAM system to
the Turks. US ranking political and military
officials have publicly voiced ‘recommendations’ that Turkey by no means should buy
Russian SAM systems as they are allegedly
incompatible with NATO’s command, control
and communication (C°) system standards.
Several years ago, the United States persuaded
the United Arab Emirates into refusing to
buy the S-300V or S-300P SAM systems in a
similar manner. However, the very willingness
of Turkey as well as several other countries
(the UAE and Saudi Arabia) to regard AlmazAntey’s SAM systems as a feasible alternative
to the Patriot PAC-3 offered by its ally speaks
volumes about the high appeal of the Russian
SAM systems. In addition, the S-300P and
Tor-M1 SAM systems have been integrated
with the Hellenic Armed Services successfully.
At present, Russian air defence systems are
taking part in several international tenders. In
addition, intensive negotiations are under way
on delivery of Almaz-Antey-made SAM systems
to several customers. To top it off, Russian SAM
systems may well penetrate new markets, particularly, in Latin America and Southeast Asia.
More opportunities for air defence weaponry
export increase will be provided by the export
of the latest heavily upgraded versions of Buk
and Tor as well as advanced S-400 SAM system,
which has just begun.
Thus, Almaz-Antey’s air defence system
exports in the near future are expected to remain
steady at the high level attained after 2009. The
highly lethal SAM systems from the AlmazAntey Corp. are certainly to remain a Russian
defence industry trademark abroad.
Buk-M2E
Andrey Fomin
ment capability that ensure effective antimissile
defence. Long-range and medium-range systems
are considered to be a means to destroy nonICBM threats (e.g. battlefield, shorter-range and
intermediate-range ballistic missiles) and cruise
missiles and also are being honed to maximise
their multiple-target engagement capability. The
development of short-range air defence missile
systems is mostly designed to enable them to
eliminate precision-guided munitions, artillery
projectiles and rockets. The latest trend is to
have a single SAM system to integrate SAMs
differing in range. Almaz-Antey’s current and
future designs are in line with these tendencies
and requirements. This affords Russia successful promotion of its air defence systems on the
world market.
Recently, the growing importance of aviation
and air-launched weapons in present-day wars
has facilitated a surge in air defence arms acquisition by many countries. Another key factor of
the growing air defence hardware market is the
complete obsolescence of the widespread previous-generation SAM systems, e.g. the Sovietmade S-75, S-125, Krug, Kvadrat and Osa,
US-made Hawk, etc., and the need to replace
them. Finally, a significant trend is the interest
on the part of many customers in limited missile
defence systems to defend against battlefield and
shorter-range ballistic missiles. This contributes
to the growth of the air defence systems market
and the increase in the sales of Russian materiel,
with Almaz-Antey facing bitter competition in
this market segment because several new manufacturers, e.g. Israeli and Chinese ones, are trying
to get their slice of the market too.
23
Alexey Mikheyev
military aviation | debut
T-50
WHAT WE LEARNT
OF IT AT MAKS 2011
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 bureau’s 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?
24
Andrey FOMIN
Aircraft
Actually, no surprises concerning the
T-50’s 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
facility’s 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 today’s 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
www.take-off.ru
PAK FA’s 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-50’s
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 2010–11.
A rather large T-50 model was on display for the first time at Sukhoi’s 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-50’s structure is made of composites, including the
www.take-off.ru
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 plane’s 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
Sukhoi’s 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 Sukhoi’s test pilot
Roman Kondratyev, with the programme
25
Yuri Stepanov
Two PAK FA prototypes complete
their formation demo flight
Andrey Fomin
K-36D-5 ejection seat
with a dummy pilot
in PPK-7 g-suit and
ZSh-10 helmet
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
26
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.
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 system’s architecture and control algorithm are Russian
too”, Yevgeny Marchukov said, adding that
“more than 20 engines” were built to date.
“The engine’s 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
Oboronprom’s 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
www.take-off.ru
Yevgeny Yerokhin
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
Andrey Reus said in this connection during
MAKS 2011.
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 pilot’s 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
pilot’s 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 0–20,000-m altitude
bracket and 0–1,300-km/h IAS bracket,
including the 0–0 mode, with an ambient
temperature from -60 to +74 deg. C and
pilot’s weight of 55–125 kg.
Avionics and weapons
A key element of the PAK FA’s multirole integrated radar system – the forwardlooking X-band active electronically scanned
array with more than 1,500 transmit-receive
(T-R) modules – was unveiled by its developer, Tikhomirov-NIIP, at the previous air
show, MAKS 2009, as the first experimental
example. This time around, Tikhomirov-NIIP
Ivan Kirillov
Russian ‘troika’ comprising T-50-2 as a leader
and Sukhoi Su-34 and Su-35 as wingmen
www.take-off.ru
27
Andrey Fomin
Andrey Fomin
Tikhomirov-NIIP X-band AESA
and one of its multichannel
T-R modules (upper left)
ules of the integrated optronic system displayed
at MAKS 2011 as Product 101KS. According
to the materials disseminated during the show,
the T-50’s 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
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-
Andrey Fomin
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 Bely’s
interview in this issue).
Tikhomirov-NIIP’s 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
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)
28
www.take-off.ru
T-50-1 and T-50-2 in formation flight
at the opening ceremony
of MAKS 2011 airshow,
17 August 2011
Sergey Lysenko
for ground target acquisition, identification,
pinpointing and tracking.
UOMZ Director General Sergei Maksin
said at MAKS 2011 that the PAK FA’s optronic
system comprising a panoply of sensors “will
ensure total control of the situation around the
aircraft in all optical wavebands”, with some
of the sensors being “unique from the point of
view of both their performance and application
philosophy”. The complete system is supposed
to fit the third T-50 flying prototype.
The 101KS-V IRST will be installed in the
PAK FA at the place customary to Russian
fighters Su-27 and MiG-29 – the ball-type fairing in front of the cockpit. The ball housing
the 101KS-O DAS subsystem, which is likely
designed to interfere with heat-seekers, will be set
on top the fuselage aft the cockpit. The 101KS-U
subsystem, designed for “providing the aircrew
with information on the situation in the air and
on the ground”, is likely a set of UV sensors
alerting the crew to missile launches. Finally, the
aircraft can be equipped with a pod housing the
101KS-N IRST to deal with ground targets.
Another advanced system to come in handy
to the PAK FA was demonstrated at MAKS
2011 by the NPP Polyot company based in
Nizhny Novgorod. It was the “S-111-N airborne communications system” mated with
the “Aist-50 airborne integrated antennafeeder system”. It was specified at Polyot’s
stand that the system ensured “a considerable increase in the functional-technical,
operating and economic showings” over the
production-standard TKS-2M system equipping Sukhoi planes at present. The S-111-N
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 fighter’s weapons suite, see
further in the issue).
Alexey Mikheyev
T-50-2 rolls after another demo flight
at MAKS 2011. On 3 November 2011
it performed the 100th PAK FA’s test flight
www.take-off.ru
29
Andrey Fomin
military aviation | interview
YURI BELY
“PAK FA’s AESA radar development
is right on schedule”
The PAK FA future tactical fighter, which prototypes made their debut at the MAKS
2011 air show, will feature, inter alia, a highly automated multifunctional integrated
active electronically scanned array (AESA) radar system under development by
the Tikhomirov Scientific Research Institute of Instrument Design (TikhomirovNIIP). To date, Tikhomirov-NIIP has made several X-band AESA prototypes and
L-band experimental AESA examples and performed a considerable volume of
tests, with the AESA radar soon to be mounted on the fighter. Tikhomirov-NIIP’s
X-band AESA prototype, L-band example and their transmit/receive (T-R) modules
could be seen at the company’s booth at MAKS 2011. We spoke with TikhomirovNIIP Director General Yuri Bely about the state of the AESA programme and other
topical matters.
30
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 FA’s 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 one’s 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
www.take-off.ru
military aviation | interview
Tikhomirov-NIIP
Tikhomirov-NIIP X-band
AESA first prototype
during rig-tests
www.take-off.ru
L-band AESA in fighter’s wing leading
edge mock-up
Andrey Fomin
runs, T-R module cases, etc. We have been
handing radar part manufacture off to the
plant gradually; thus, the plant will productionise the AESA radar in full. We will
be able to launch its production as soon as
next year.
What problems do you encounter in AESA
development?
Since the AESA radar is a drastically
novel product not only to us at TikhomirovNIIP, but to the whole of Russian industry
as well, it is no secret that there are problems, mostly due to electronic componentry, specifically due to the productionising
of T-R modules under way at the Istok
scientific and production association and
to ensuring their reliability. Hence, many
things have to be done over and reconsidered. As far as characteristics are concerned, we are satisfied now with the T-R
modules supplied to us, but their reliability
is yet to be enhanced. The cause of the current situation is the slippage of Istok’s production facilities renovation programme,
due to which some work is still done using
obsolete equipment with lower precision.
The financing is in a stop-and-go manner;
hence, Istok is experiencing problems with
its production facilities renovation and,
therefore, with the reliability of the early
T-R modules they made. Nevertheless,
I would like to stress again that we have
been settling all issues with success no
matter what and the programme has been
on schedule.
The AESA radar development is gradual,
given the scale of the job to be done. First,
priority is given to the forward-looking
AESA and its integration with the electronic countermeasures (ECM), IFF and
other avionics. In parallel, other units and
systems are being developed, and the radar
system is beefed up as they are developed.
In the end, we will get a full-fledged multifunctional integrated radio-electronic system of the fifth-generation aircraft.
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 radar’s 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 Irbis’s 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-31’s 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.
31
military aviation | weapons
FORGING ARMS FOR T-50
Yevgeny YEROKHIN
Photos by the author
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 company’s 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.
Designed for Gen 5 and more
“Series orders have already been placed
for many of the items of weapons we show.
We are manufacturing pilot batches, and the
production will go full-scale starting from
2013 or 2014”, Boris Obnosov said during
MAKS 2011. “This year, we are to complete
the official trials of four or five devices.
Next year and 2014 will be very tough too,
because we will have to integrate the whole
range of weapons under development with
the fifth-generation aircraft”.
Asked which of the weapons on display
were almost complete for the fifth-generation fighter, the corporation’s leader said
internal carriage weapons needed to be considered first in that context. According to
Boris Obnosov, the RVV-MD and RVV-SD
air-to-air missiles displayed at the show this
time are designed for external carriage so
far, but are, essentially, prototypes that will
have spawned refined versions by 2014 to fit
the PAK FA. They will become the backbone of its weapons suite in the dogfight and
medium-range air-to-air missile classes.
32
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
76–245 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 fighter’s weapons suit and
fit its internal bays is the Tactical Missiles
Corp.’s parent company’s 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 FA’s
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
www.take-off.ru
KAB-250
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-35UE’s 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
weapon’s 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 version’s
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
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 (115–140 km for the Kh-59M2E).
According to Boris Obnosov, the launch
of the Kh-59MK’s production is slated
for early next year. The missile of the type
is designed for application by the Sukhoi
Kh-38MLE
Kh-58UShKE
33
RVV-BD long-range air-to-air missile
Su-30, Su-34 and Su-35 aircraft in the first
place.
Longest-range air-to-air missile
No doubt, the star of the air-launched
weapon segment of the air show in
Zhukovsky was the RVV-BD long-range
air-to-air missile unveiled by the Tactical
Missiles Corporation.
That the Vympel design bureau is developing the missile has been known for a
while. As far back as his news conference during the MAKS 2009 air show,
Boris Obnosov confirmed that Vympel was
developing a long-range weapon in addition to the RVV-SD medium- and RVVMD short-range missiles. Last year, paperwork for an export version, designated as
RVV-BD, was finalised, which cleared it for
display at MAKS 2011.
A tender is known to have been issued
for development of an advanced long-range
air-to-air missile. In addition to the Vympel
design bureau (a subsidiary of Tactical
Missiles Corp.), the Yekaterinburg-based
Novator design bureau joined the competition. Its full-sale mockups of a long-range
missile, dubbed AAM tentatively, could be
seen suspended under wing on the Su-35
prototype and laid out on the apron in front
of it during MAKS 2007. “There was stiff
RVV-BD long-range missile main data
Length, m
Diameter, m
Wing span, m
Tail span, m
Launch weight, kg
Warhead weight, kg
Max forward-looking range, km
Target designation angles, deg.
G-load on manoeuvring targets, g
Target altitude, km
34
4.06
0.38
0.72
1.02
up to 510
60
up to 200
±60
8
0.015-25
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 Novator’s weapon.
According to Mr. Obnosov, Tactical
Missiles Corp’s 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 missile’s 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 missile’s 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 missile’s 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-BD’s 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 15–25,000 m.
The RVV-BD’s launch weight stands at
510 kg. The weapon packs a 60-kg HE/
fragmentation warhead with proximity and
impact fuses.
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558 ARP OFFERS COOPERATION
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aviation materiel and its support during their
whole operation life.
The main goals of JSC "558 Aircraft Repair
Plant” includes design and implementation of
advanced developments for materiel service and
training of specialists.
The enterprise is able to create logistic support
and service centers on customer's territory. The
main advantage of such center is efficiency,
quality and low cost of aviation materiel repair.
Such center provides:
• efficient operation of aircraft with high
level of reliability and flight safety during the
whole life of helicopters (Mi-8, Mi-24), aircraft
(Su-27, Su-17, Su-25, MiG-29, An-2) and
their versions;
• prompt diagnostics and repair of failed
devices of onboard equipment with the purpose
of maintaining aircraft's constant working order
and their readiness for action.
• performing preventive replacements of the
least reliable electronic components of aircraft
and helicopter onboard equipment during
operation;
• permanent control of technical condition
of aircraft and helicopters, diagnostics of
the most vital construction elements, works
performed for increasing operational reliability
of the materiel;
• training of customer's staff on repair of
onboard equipment units;
• permanent consulting of customer's staff
on the questions of aircraft and helicopter
operation, as well as elaborating the appropriate
instructions;
• prompt gathering and accomplishment
of enquiries for supply of spare parts and
www.take-off.ru
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
35
military aviation | news
RusAF Training Centre got 10 Yak-130s
plant in Nizhny Novgorod flew from
the factory airfield to the Air Force
Training Centre in Borisoglebsk,
Voronezh Region.
The first five Yak-130s (serials 21
through 25) arrived in Borisoglebsk
Alexey Mikheyev
The government order for 12
new-generation Yakovlev Yak-130
combat trainers for the Russian Air
Force was fulfilled this summer,
when the last three aircraft of the
batch built by the Sokol aircraft
on 6 April this year. Two more
aircraft (90 and 91) came in from
Lipetsk in mid-June. Along with
two other planes (92 and 93), they
had been delivered to the RusAF
State Aviation Personnel Training
and Operational Evaluation Centre
during February through April last
year.
The final three Yak-130s under
the first contract signed with the
Russian Defence Ministry were
assembled by Sokol this spring.
With their factory acceptance
tests completed the planes issued
serials 26 through 28 were ferried
to Borisoglebsk on 30 June.
Borisoglebsk is home to the
training air regiment giving basic
and advanced flight training
to future pilots of attack and
bomber aircraft – the cadets of
the Krasnodar flight school.
The instructor-pilots of the
Borisoglebsk training centre have
mastered Yak-130s, and the first
cadets are to begin their training
on them in the near future.
On 8 November 2011, during
his visit to Irkutsk Aviation Plant
(subsidiary of the Irkut Corp.)
Russian Air Force Commander-inChief Alexander Zelin announced
that a new order for 65 more
Yak-130s for RusAF will be signed
soon. Irkut will become the main
supplier under this contract and
all other Yak-130 combat trainers
to be ordered both by Russian and
foreign customers.
Russian-made An-140s earmarked for military use?
36
the Russian government issued
Resolution on the signature of the
Protocol by the Government of the
Russian Federation and the Cabinet of
Ministers of Ukraine on cooperation
in aircraft development, production,
delivery and operation. The protocol
lists, inter alia, several new An-140
versions, e.g. the An-140-110 and
An-140-200 airliners, An-140C-100,
An-140T-100 and An-140T-210
freighters and An-140MP patrol
aircraft.
The An-140T-100 freighter
with a lifting capacity of 6 t is an
in-production An-140-100 derivative
with the cargo tail ramp. Antonov
offers the An-140T-210 with a
greater lifting capacity, which is a
derivative of the in-development
68-seat An-140-210 stretch. Since
take-off decemeber 2011
the Defence Ministry’s advanced light
airlifter acquisitions are stipulated by
the 2020 Governmental Armament
Acquisition Programme, it is possible
that planes to be acquired may
be latest ramp-equipped An-140
versions under development by
Antonov, given the rejection of the
Il-112V and the An-140-100 airliner
order landed by Aviakor recently.
In addition, Aviakor and Radar
MMS, a major Russian developer and
integrator of special airborne radioelectronic gear, made an agreement
during MAKS 2011 to look into the
feasibility of fitting Radar MMS
systems to the An-140. Probably, they
are going to develop the An-140MP
maritime patrol aircraft mentioned
in the 6 May 2011 governmental
resolution.
It also was reported during
MAKS 2011 that the Samara-built
An-140 was promising enough in
terms of export as well. During the
show, Aviakor and Rosoboronexport
agreed to cooperate, with their
agreement providing for the
feasibility of the An-140 becoming
part of Rosoboronexport’s export
programme. “The agreement signed
indicates keen interest of the major
Russian combat gear supplier in
Aviakor’s business processes and
plane”, Aviakor Director General
Sergei Gusev said. “Now, Aviakor has
got an order for an An-140 batch for
the Russian Defence Ministry. The
cooperation with Rosoboronexport
will enable us to offer our main
product to defence ministries of other
nations”.
Alexey Mikheyev
The static displays of the MAKS
2011 air show, which took place
in Zhukovsky, Moscow Region in
August, featured the new An-140-100
turboprop sporting an unusual darkgray paintjob. The aircraft with side
number 41254 is the first An-140
made by the Aviakor plant in Samara
on order of the Russian Defence
Ministry. It performed its maiden
flight on 6 August of this year and
arrived in Zhukovsky a week later for
the airshow.
Aviakor has built only three
production An-140s delivered to the
Yakutiya air carrier during 2006–09.
The full-fledged productionising of
the An-140 in Samara is attributed
to a contract signed by Aviakor
and the Russian Defence Ministry
recently. Having ordered its first
An-140 (c/n 002) shown at MAKS
2011, the Russian Defence Ministry
in May ordered nine more planes
to be delivered within three years.
All of them will be in the standard
52-seat passenger layout and oust
the obsolete An-24s and An-26s used
for top brass carriage.
The An-140 also may see new
vistas opening up owing to lastyear’s refusal of the Russian
Defence Ministry to keep on funding
the Ilyushin Il-112V light airlifter
development programme. On 6 May,
www.take-off.ru
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
Mikhail Zherdev
Mikhail Zherdev
Marina Lystseva
The Tu-214ON specialised airborne
surveillance aircraft developed under
the Open Skies programme was a
spice of the MAKS 2011 air show.
It took to the skies for the first time
from the airfield of the Kazan Aircraft
Production Association (KAPO) on
1 June of this year and is undergoing
tests. The plane was developed by
Tupolev and built by KAPO on order
of the Vega corporation, the prime
contractor under the Open Skies
programme. Once its trials have been
complete, it will be delivered to the
Russian Defence Ministry.
On its inspection flights under
the Open Skies international
agreement, Russia has used two
types of aircraft, the Tu-154M-LK-1
and An-30B. To enhance the
effectiveness of missions, Tupolev
was contracted to develop a
dedicated derivative of the Tu-214
airliner, fitted with the up-to-date
multifunction air surveillance
system from Vega. According
to the system’s developer, the
Tu-214ON “is the first plane among
those of the 34 signatories to carry
Alexey Mikheyev
Tu-214ON: Open Skies without secrets
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.
The Russian Defence Ministry is
going to order in the near future from
Irkut Corp. a batch of Su-30SM twoseat supermanoeuvrable multirole
fighters derived from the Su-30MKI
aircraft exported by the company.
Irkut President Alexei Fyodorov told
the media that a contract was in
the pipeline for 28 aircraft for the
Russian Air Force with 12 options
that could be fielded with the air arm
of the Russian Navy. The order is to
be placed next year, but the Irkutsk
Aircraft Plant is already making two
first Su-30SMs intended to enter the
test programme in the configuration
approved by RusAF. According to
Alexander Veprev, Director General,
Irkutsk Aircraft Plant, the two
Su-30SM prorotypes will be able to
launch their trials before year-end.
The production and delivery of
Su-30MKI family fighters is Irkut’s
most successful programme in the
past decade. Since 2000, more
than 170 production-configuration
www.take-off.ru
Andrey Fomin
RusAF to receive supermanoeuvrable fighters of Su-30MKI family
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 plant’s 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.
37
and 46, have the Mi-28N’s traditional
camouflage paintjob of various shades
of green, with the remaining four (47
through 50) having the new gray
paintjob of RusAF.
The Mi-28N entered service with
RusAF by a presidential decree dated
15 October 2009. Last year, the
first RusAF air squadron stationed
in Budyonnovsk was converted to
the Mi-28N (Rostvertol had built 16
helicopters for it, of which 10 were
delivered in 2009), and deliveries
started to another RusAF unit
stationed in Korenovsk (according
to the Russian media, the first eight
Mi-28Ns were shipped there in
Take-off's archive
Another six-ship batch of Mil
Mi-28N advanced attack helicopters
was delivered to RusAF in an official
ceremony at the airfield of the
Rostvertol joint stock company, a
subsidiary of the Russian Helicopters
holding company, on 8 October 2011.
The machines were headed for the
Army Aviation Combat and Conversion
Training Centre in the town of Torzhok.
It has been the second RusAF Mi-28N
delivery this year. The first batch of
four Mi-28Ns has been shipped to
Torzhok this summer and given yellow
side numbers 09, 10, 11 and 12.
The first two machines of the new
batch, with yellow side numbers 45
Take-off's archive
Six more Mi-28Ns delivered to RusAF
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 resumes Mi-26 deliveries to Russian Defence Ministry
Rostvertol
start taking deliveries of a new version
based on the Mi-26T2 heavily upgraded
helicopter now under trials. The
advanced version will feature a cuttingedge flight navigation system allowing
a reduction in crew members, a glass
cockpit, round-the clock operation
equipment, modified engines and a
number of other improvements. The
Mi-26T2 is taking part in the tender
issued by the Indian Air Force for 15
heavy-lift helicopters.
38
According to the Russian media,
the Defence Ministry and the Russian
Helicopters holding company have
made a long-term deal for 15 Mi-26
heavylifters. This spring, Rostvertol
was assembling the first four machines
under the contract. The lead helicopter
was rolled out and started its tests in
May.
The brand-new Mi-26s differ from
those previously supplied to RusAF
in slightly upgraded avionics. Further
down the line, combat units are to
Rostvertol
Two brand-new Mil Mi-26 heavylift helicopters made this year under
a contract with the Russian Defence
Ministry departed the airfield of
Rostvertol JSC on 25 October. These
are the first machines of the type fielded
with the Russian Air Force recently,
with the previous Mi-26 having been
shipped to the customer over a decade
ago. Having been given side numbers
05 and 06 and RusAF’s new gray
paintjob, the machines will be operated
in the Eastern Military District.
www.take-off.ru
weapons suite. The preparations
for the official tests of the upgraded
Ka-52 kicked off in 2006. To take
part in the trials, the Progress aircraft plant in Arsenyev had manufactured two more prototypes (side
numbers 062 and 063) in 2008.
On 26 December 2008, Russian
Air Force chief Col.-Gen. Alexander
Zelin signed the preliminary report
on the first stage of the Ka-52 official test programme, which recommended a low-rate initial production
batch manufacturing. The first three
production-standard machines
(serials 51, 52 and 53) were built
in Arsenyev in 2009 and entered the
official trials too. At the same time,
the plant launched the full-scale
production of the Ka-52 under the
late 2009 governmental order for
36 helicopters.
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-52K’s 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.
Andrey Fomin
Take-off's archive
The official trials of the Kamov
Ka-52 multirole combat helicopter
equipped with the Arbalet radar system (FH01) from the Phazotron-NIIR
corporation were completed successfully in November 2011. In midNovember, the acceptance report
recommending the Ka-52 with its
FH01 radar system for full-scale
production and service entry was
signed.
The first Ka-52 two-seat multirole combat helicopter prototype
(side number 061) was made by
the Kamov company as far back
as 1997. The preliminary stage of
its official test programme, which
provided for assessment of its
flight performance, was completed
in 2003. Later on, the helicopter
was upgraded, getting an improved
avionics and an expanded guided
Alexey Mikheyev
Arbalet-fitted Ka-52 wraps up its trials
www.take-off.ru
39
commercial aviation | news
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
Vyacheslav Smigunov
9 September saw the first operational flight of the An-148-100E
(RA-61709) of the Polyot airline, the
second Russian user of the advanced
regional airliners made in Voronezh.
The 1 h 40 min flight with 56 passengers on board was conducted from
Voronezh to St. Petersburg. The aircraft came back to Chertovitskoye
airport in Voronezh on the return
flight on the same day.
An hour-long An-148-100E
service was also launched to
Moscow’s Domodedovo airport on
29 September. By then, the carrier’s airliner fleet had been beefed
up with another aircraft of the type,
RA-61710. As its own crews are
trained and the maintenance system
is set up in its home airport, Polyot is
going to expand its operational network and intensify the operations.
Polyot Director General Anatoly
Karpov said: “The characteristics
of the An-148-100E will enable the
company to connect the regions
in central Russia with the regional
centres in the Urals and Siberia and
Alexey Boyarin
Polyot and UIA launch An-148 services
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 carrier’s aircraft
fleet, which has been made up of
Boeing planes only (according to
UIA’s 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.
Another Il-114-100 kicks off commercial operation
40
for six aircraft with upgraded avionics suite.
TAPC rolled it out and moved
it to the in-house flight test facility on 6 June, with the plane performing its maiden flight on 8
July of this year. The first four
Il-114-100s made under the 2007
contract entered service during
2008–10, while the very first aircraft of the type (c/n 02-02) was
made in Tashkent as far back as
1999 and has flown on Uzbekistan
Airways routes since 2003. The
Il-114-100s operate on domestic
operations and on services to other
CIS countries.
The six and last Il-114-100
(c/n 02-09) under 2007 contract
is expected to fly next year. The
prospect of future Il-114 production by TAPC remains uncertain
despite the backlog the plant has.
Andrew Dyubin
On 26 August 2011, in the runup to the 20th anniversary of the
independence of the Republic of
Uzbekistan, Tashkent hosted the
ceremony of acceptance by flag
carrier Uzbekistan Airways of
another Ilyushin Il-114-100 regional turboprop (c/n 02-08) built by
the Tashkent Aircraft Production
Corp. (TAPC) named after Valery
Chkalov. Assigned registration
number UK-91108, it became the
sixth Il-114-100 in the aircraft fleet
of the Uzbek flag carrier and the
fifth one under the 2007 contract
www.take-off.ru
Marina Lystseva
commercial aviation | report
Anton LAVROV,
Andrei FOMIN
SUKHOI SUPERJET 100
Half a year in operation
The Sukhoi Superjet 100 advanced regional airliner development programme pursued by Russia’s Sukhoi Civil Aircraft Company (SCAC) in cooperation with several
foreign aircraft equipment and system suppliers has passed a few key milestones
this autumn. Firstly, October marked six months since the first production SSJ100
kicked off regular services with Armenian carrier Armavia on 21 April 2011. Secondly,
Armavia’s new-type airliner cleared the 1,000-flying-hour milestone on scheduled
services in the same month. A week later, on 16 October, Russia’s Aeroflot crossed
the same threshold, having operated two SSJ100s by then (one of them entered passenger operations on 16 June 2011 and the other on 27 August 2011). By the end of
November, the Superjets have performed a total of 1,500 commercial flights, having
logged over 2,800 flying hours.
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
42
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
Committee’s 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 manufacturer’s airfield in Komsomolskon-Amur to the customer’s 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
www.take-off.ru
Yuri Stepanov
The first production Sukhoi Superjet 100
(c/n 95007) started its commercial operations
with Armavia airline as EK-95015 on 21 April 2011
www.take-off.ru
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 Moscow’s 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).
Armavia’s SSJ100 did not fly only five days in
October, which indicates a rather high degree
of operability and reliability of the carrier’s
only aircraft of the type. The second Superjet
Armavia’s SSJ100 passenger cabin interior
43
Andrey Fomin
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 SSJ100’s 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 carrier’s 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, 4–5-hour flights
to Europe out to 2,500–3,500 km became
a routine, virtually daily job to the plane.
The services to Amsterdam, Barcelona, Lyon,
Marseille, Rome, Venice and Zurich became
the Armenian Superjet’s standard routes.
The advanced Russian-built airliner’s 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 Armenia’s
(c/n 95009) is to be delivered to Armavia in
2012, if all goes to plan.
…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 Aeroflot’s
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
conducted its maiden flight in Komsomolskon-Amur on 11 July and then was headed for
Ulyanovsk to be painted in the customer’s
livery. Having been given registration number
RA-89002 and named after Dmitry Yezersky,
it was delivered to Aeroflot on 25 August and
conducted its first scheduled flight as soon as
two days later. The new Superjet’s flying time
exceeded 230 fight hours during the very first
month in service, with the two aircraft flying
up to 14 services a day during September and
October.
The Moscow–Astrakhan route, which was
flown in the first fortnight of September, was
added to the existing lines to Nizhny Novgorod,
St. Petersburg and Ufa. On 1 October, the
first international flight, Moscow–Minsk, was
added to the schedule of Aeroflot’s SSJ100s,
and the services to Chelyabinsk (the SSJ100s
had flown to Yekaterinburg until 17 September)
and Kazan started on 3 October and 24
October respectively. The Superjet’s reliability
and operability are highlighted by the fact that
there were only two days in September, when
neither of Aeroflot’s SSJ100s took to the sky,
with no such days in October.
The third Aeroflot-ordered airliner
(c/n 95011, RA-89003) made its maiden flight
in Komsomolsk-on-Amur on 11 September
2011 and was delivered to the customer on
7 November, entering regular services since
8 November. By the end of November, the
Aeroflot’s Superjets had performed more than
1,000 flights, logging 1,600 flight hours. The
1000th commercial flight milestone was passed
on 23 November 2011.
(Sergey Sergeyev
An average flight of the Superjets on the
Russian flag carrier’s 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 SSJ100’s
average monthly flying time has accounted for
about 180 flying hours over the four months in
The first Aeroflot’s Sukhoi Superjet 100
(c/n 95008, RA-89001) entered regular
services on 16 June 2011
44
www.take-off.ru
Elnar Mansurov
SSJ100 c/n 95010 (RA-89002) is carrying
passengers since 27 August 2011
Sergey Sergeyev
service, and the second airliner’s 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
Aeroflot’s SSJ100 (c/n 95012, RA-89004)
Aeroflot’s Superjet economy class cabin
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 SCAC’s 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 SSJ100’s first foreign operators
from Mexico, Indonesia, Laos, etc
45
contracts and deliveries | news
The contract for delivery of two
brand-new Ilyushin Il-76MF airlifters
to Jordan was fulfilled last summer.
The Russian-Jordanian deal on two
Il-76MFs was clinched in August
2005, during the MAKS 2005 air
show. The Rosoboronexport company was earmarked as supplier,
with construction itself to be handled
by the Tashkent Aircraft Production
Corp. (TAPC). The difficulties experienced by the manufacturer plant and
its disagreements with the Russian
party as to the terms of the deal
resulted in slippage. Ilyushin and
TAPC signed a contract for two airlifters as late as 4 July 2007, but the
actual work on the aircraft kicked
off only after Rosoboronexport and
Jordan in December 2009 made a
supplementary agreement providing
for a certain postponement of the
delivery.
Sergey Lysenko
Jordan takes delivery of two Il-76MFs
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 LII’s
airfield for Jordan on 29 June, followed by the other Il-76MF (76954
or JY-JID) on the next day.
this summer. A minor slip behind
schedule was due to the customer
having added extra requirements
several times. The implementation of
the additional requirements called for
more development work, tests and
modifications pertaining to the planes
made. In the end, the parties agreed on
the final configuration of the Yak-130,
and nothing prevents the manufacturer
to ship the products now.
Rosoboronexport and Irkut are in
pre-contract talks on Yak-130 deliveries to a number of other countries
as well. The launch contract for 12
Yak-130s built by Sokol in Nizhny
Novgorod for the Russian Air Force
was fulfilled in June of this year. A
governmental contract for more than
60 Yak-130s to be manufactured by
the Irkutsk Aircraft Plant is in the pipeline. In anticipation of more orders,
construction of more Yak-130s by the
Irkutsk Aircraft Plant is in full swing.
In July, the plant’s Director General
Alexander Veprev said that assembly
of the 35th Yak-130 had begun in
Irkutsk by then.
Algerian pilots learning Yak-130
trained in operating and maintaining
the Yak-130.
Delivery of the Yak-130 combat
trainer to Algeria is slated for this
autumn. As is known, the 2006 contract stipulates that Irkut shall deliver
16 aircraft of the type to Algeria. The
first production Yak-130 under this
order had made its maiden flight in
Irkutsk on 21 August 2009 and 12
new jet trainers for Algerian Air Force
were assembled at Irkutsk Aircraft
Plant by 2011. The final several planes
were in the final stages of assembly
Andrey Fomin
On 1 September, Algerian Air Force
pilots performed their first solo flights
on Yak-130 combat trainers at the
airfield of the Irkutsk Aircraft Plant, an
affiliate of the Irkut corporation.
Their flights had been preceded by a
three-month-long ground school, during which the Algerian pilots logged a
total of 100-plus sorties on Yak-130s
together with Irkut’s test pilots in the
role of their instructor pilots and were
cleared for solo flights. Prior to that,
a large group of Algerian military
engineers and technicians had been
46
www.take-off.ru
Andrey Fomin
In early August, the MiG corporation commenced the assembly of the
first MiG-29K/KUB fighters under the
contract made last spring for 29 more
fighters of the type for the Indian Navy.
As is known, the first contract
for 16 MiG-29K/KUB multirole carrierborne fighters for the Indian Navy
was signed in January 2004. Having
developed the plane and completing
its flight tests, MiG started full-rate
production of the MiG-29K/KUB that
became the first members of the
new MiG-29 family comprising the
MiG-29M/M2 and MiG-35 as well.
In August 2011, MiG Director
General Sergei Korotkov said that 11
MiG-29K/KUB planes had been delivered under the first contract – the
first six in late 2009 and five more in
May 2011. The remainder will have
been delivered by year-end 2011. At
the same time, MiG began to implement the 29 options that firmed up in
March last year.
This summer, units of the first
MiG-29K/KUB airframes under
a new contract were laid down in
the fuselage assembly jig at MiG’s
Production Complex 2 in Moscow
(previously known as the Banner
of Labour plant of MAPO association). The fighters are being built in
cooperation with several subcontractors. For instance, the fuselage
nose section is being made by Sokol
plant in Nizhny Novgorod and will
www.take-off.ru
Andrey Fomin
Construction of new MiG-29K batch kicks off
be supplied to MiG’s 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 MiG’s
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 MiG’s Production Complex 1
this summer and the second twinseater at Sokol’s 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 MiG’s Moscow-based facility is
the construction of MiG-29 fighters for the Republic of Myanmar.
According to MiG’s 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 Navy’s Northern Fleet. Talks
also are under way on MiG-35 fighters for the Russian Air Force.
Besides, MiG’s 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.
47
Andrey Fomin
RMAF mulling over beefing up its Su-30MKM fleet
Andrey Fomin
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
Force’s multirole combat aircraft
48
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 Irkut’s
official release on the Malaysian
defence minister’s 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 batch’s 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.
RMAF chief Gen. Rodzali
bin Daud about Su-30MKM
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 Malaysia’s 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”.
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Su-30MKM - Take

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