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Russian helicopter industry on the rise [p. 6, 8, 10, 14, 30, 31, 35]
june 2011
Editor-in-Chief
Andrey Fomin
Deputy Editor-in-Chief
Vladimir Shcherbakov
Editor
Yevgeny Yerokhin
Columnist
Alexander Velovich Artyom Korenyako
Special correspondents
Alexey Mikheyev, Victor Drushlyakov, Andrey Zinchuk, Valery Ageyev, Natalya Pechorina, Marina Lystseva, Dmitry Pichugin, Sergey Krivchikov, Sergey Popsuyevich, Piotr Butowski, Alexander Mladenov, Miroslav Gyurosi
Dear reader, You are holding another issue of the Take-Off magazine, the special supplement to Russian monthly aerospace magazine Vzlet, timed to the air show in Le Bourget. The event is considered the most authoritative and prestigious display of the latest achievements of the worlds aerospace industry, with virtually all aircraft manufacturers being eager to participate in the show. By tradition, the Le Bourget air show has been held in high esteem by Russian aerospace companies. It is also regarded as an excellent place to bolster international aerospace cooperation. A graphic example of such cooperation is the Sukhoi SuperJet 100 advanced regional airliner programme pursued by a close-knot team of Russian, French, US and several other foreign companies. This year Sukhoi SuperJet 100 takes part in the Paris Air Show for the second time, but now in a new status of a production airliner which already started its operation. In April 2011 the first production SSJ100 had entered service with Armavia airline while Aeroflot got its first aircraft of the type in early June. Another programme Russia cooperating heavily with its European and American partners is the Irkut MC-21 prospective short/medium-haul airliner which will be presented by a full-scale mock-up of a 20-m-long fuselage section housing pilots cockpit and passenger cabin for the first time at Le Bourget. Beriev Be-200 amphibian that was certified by EASA last autumn will become one more Russian participant of the flight display programme of this Paris Air Show. By the way Russian-made helicopters are still in great demand in the world market. Last year Russian helicopter industry produced 214 machines and the plan for this year stands for 260 with a future increase up to 300 in 2012. Now our country ranks third in helicopters production and its aim is to win not less than 15 per cent of the world market in the nearest years. Russian Helicopters holding company uniting most of the countrys rotorcraft developers and manufacturers recently has started some new programmes and is now intensifying helicopter production. Thats why Russias rotorcraft industry and its main programmes have become the important topics in this issue. As usual Take-Off offers you also a brief review of the other recent most important events in the Russian aerospace industry, commercial and military aviation. I wish all the participants and visitors of this air show in Le Bourget interesting meetings, useful contacts and lucrative contracts and, of course, the pleasure of unforgettable demonstration flights of aircraft from all over the world. Sincerely, Andrey Fomin, Editor-in-Chief, Take-Off magazine
Translation
Yevgeny Ozhogin
Cover picture
Alexey Mikheyev
Publisher
Director General
Andrey Fomin
Marketing Director
George Smirnov
News items for In Brief columns are prepared by editorial staff based on reports of our special correspondents, press releases of production companies as well as by using information distributed by ITAR-TASS, ARMS-TASS, Interfax-AVN, RIA Novosti, RBC news agencies and published at www.aviaport.ru, www.avia.ru, www.gazeta.ru, www.cosmoworld.ru web sites Items in the magazine placed on this colour background or supplied with a note Commercial are published on a commercial basis. Editorial staff does not bear responsibility for the contents of such items. The magazine is registered by the Federal Service for supervision of observation of legislation in the sphere of mass media and protection of cultural heritage of the Russian Federation. Registration certificate PI FS77-19017 dated 29 November 2004
Aeromedia, 2011
P.O. Box 7, Moscow, 125475, Russia Tel. +7 (495) 644-17-33, 798-81-19 Fax +7 (495) 644-17-33 E-mail: info@take-off.ru http://www.take-off.ru
contents
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Alexey Samusenko: The Mi-38 may well be called a 21st century helicopter . . . . . . . . . . . . . . 10 Mi-38: successor to legendary Mi-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
20
Amphibian changes its place of origin Be-200 series production in Taganrog kicks off. . . . . . . . . . . . . . . . . . . . . . 20
MILITARY AVIATION
PAK FA: two prototypes in trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Advanced Yaks for RusAF Borisoglebsk Air Force Training Centre receives five Yak-130s . . . . . . . . . . 24
Su-34 completes official trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Force accepting new Su-27SMs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . First Su-35S has flown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mi-28N production on the rise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ka-52 being learnt in Torzhok . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 26 28 30 31
22 24
36
COMMERCIAL AVIATION
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Russian An-148s launching operations to Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 An-158 gearing up for new orders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 MC-21 has got 190 orders and waiting for more . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
First Sukhoi Superjet launches operations . . . . . . . . . . . . . . . . . . . . . . . . 42 Rysachok: for flying schools and commuter airlines. . . . . . . . . . . . . . . . 44
FLIGHT SAFETY
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take-off february 2011
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presented at the forum. According to the diagram displayed, the first production-standard airliner (c/n 64153) could be made in July next year, with 2012 to see four production-standard aircraft made and two prototypes to be groomed for delivery (first, 64152 and then 64150). The Tu-204SM annual out-
put is to total eight aircraft in 2013, with c/n 64151 to get up to snuff at the same time. The manufacturer is prepared to make 10 and 11 production aircraft in 2014 and 2015 respectively, with the six final airliners to follow in 2016 (the final plane, c/n 64191, is slated for production in July 2016).
However, the future of the Tu-204SM programme remains hazy. In spite of the governmental decision to support the programme, Alexander Lebedev, a co-owner of the Red Wings airline, the launch customer for the advanced airliner, Vnesheconombank has failed to craft a Tu-204SM leasing mechanism and decisions on the planes price, delivery dates, penalty provisions, depreciation value, maintenance and spares have not been made yet. To cap it all, a key driving force behind the programme, the Ilyushin Finance Co. leasing company, is withdrawing from the programme. Ilyushin Finance Co. Director General Alexander Rubtsov himself has commented on the decision: After the Ilyushin Finance Co. had worked out the project and proposed the terms of its funding to the government and Vnesheconombank, a number of meetings have taken place, which have resulted in the governments position that the project is very complicated and difficult and has many factors calling for clarity and supervision. All of the parties have decided that a risky project like that should better be entrusted lock, stock and barrel to a governmental entity, which VEB-Leasing is. Thus, the future of the programme of production and delivery of 44 Tu-204SM hinges on the government-owned VEB-Leasing company. Time will tell if it is able to disentangle the web of problems still facing the programme.
Yevgeny Yerokhin
Sergey Alexandrov
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Tupolev JSC
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Mi-26T2 trials
Flight tests of the first upgraded Mil Mi-26T2 heavylift helicopter continue at Rostvertol JSCs flight test facility in Rostov-on-Don. The machine is a derivative of the production Mi-26T, from which it differs in having an up-to-date digital avionics suite allowing effective roundthe-clock operation and a flying crew reduction down to two. In addition, provision has been made for use of upgraded D-136-2 (AI-136T) turboshaft engines featuring enhanced power under hot-and-high conditions. The Mi-26T2s advanced avionics suite is wrapped around the NPK-90-2 flight/navigation system comprising an electronic display system of five multifunction liquid-
crystal displays (MFD), control panels, integral digital computer, NAVSTAR/GLONASS-capable satellite navigation systems and a digital flight suite. Optional gear includes night-vision goggles (NVG). To keep an eye on the externally slung cargo in daytime, there is an integral TV device
feeding full-colour imagery on to the multifunction display in the cockpit. At night, visual control of the cargo can be exercised by means of the extra TSl-1600 searchlight installed in the fuselage nose section. In addition to the standard mode, the searchlight has the infrared mode for use of NVGs. The Mi-26T2 helicopter hauls outsized cargo and vehicles weighing a total of 20 t both inside the cargo cabin and on the external sling. The troop carrier variant carries 82 troops, with its casevac version airlifting up to 60 casualties or sick personnel. The machine can be used for civil and erection works of various degrees of complexity, fire-suppression operations and fuel delivery, including self-contained refuelling of vehicles on the ground, and other operations.
The Mi-26T2 upgrade is a contender in the tender issued by the Indian Defence Ministry for 15 heavylift helicopters. A Mi-26T performed a successful series of demonstration flights in India, including some of them in mountainous terrain, and Indian pilots have tested a Mi-26T2 prototype in Rostov-on-Don recently. The potential customer has not spared praise for the aircraft, and experts rate the Mi-26T2s chances for coming up on top in the Indian tender high enough. The Russian Defence Ministry is eying the Mi-26T2 too. Following a long lull, it has resumed acquisition of a new Mi-26 batch recently. The first new helicopter for the Russian Air Force was rolled out to Rostvertols airfield and kicked off its flight test programme in May this year. The Russian military is expected to order the upgraded Mi-26T2 in the future.
Andrey Fomin
www.take-off.ru
Andrey Fomin
Rostvertol PLC
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United Engine Corporation (UEC) is the leading Russian industrial group in production of engines for aviation, launch vehicles, electric energy sector and gas pumping.
United Engine Corporation is a part and a subsidiary of United Industrial Corporation Oboronprom. UEC integrated more than 80% of assets of the Russian aviation engine-building industry.
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The Russian Federation ratified it on 26 May 2001. To date, as many as 34 states have signed the treaty. Russia has used two types of aircraft for inspection missions Tupolev Tu-154M-LK1 to fly over North America and Antonov An-30B for missions over Europe. According to the Vega corporation, the special equipment carried by the aircraft includes various photographic cameras. To perform more effective monitoring under the Treaty on Open
Skies, Tupolev was tasked with developing a special version of the Tu-214 airliner, fitted with an airborne surveillance system from Vega. According to official statements by the developer of the system, the Tu-214-ON is the first plane among the planes of the 34 signatories to the treaty, equipped with all means of observation allowed by the treaty four photographic and three TV cameras, synthetic aperture radar and a linear-scanning infrared sensor.
The first Tu-214-ON is to undergo the development trials and monitoring equipment tests, after which it will kick off its official test programme. The aircraft will have to pass international certification prior to starting its monitoring flights. A Vega news release reads that the planes delivery is slated for late 2011 and that another Tu-214-ON is being built by KAPO in support of the governments commitments under the Treaty on Open Skies.
Andrey Fomin
www.take-off.ru
Ildar Valeyev
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STRATEGIC PARTNER
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At the HeliRussia 2011 show in May this year, Russian helicopter makers unveiled to the public and experts their helicopters in various classes ranging from the light to heavylift ones. The Mil Moscow Helicopter Plant, a subsidiary of Russian Helicopters holding company, is a world leader in helicopter development and a most important asset of the holding. Several Mil machines including the advanced Mi-38, were presented to the exhibitors and public. Takeoffs Deputy Editor-in-Chief Vladimir Scherbakov has seen Mil Designer General Alexey Samusenko and asked him to speak about the Mi-38 and other ongoing programmes as well.
ALEXEY SAMUSENKO:
The Mi-38 may well be called a 21st-century helicopter
pass over to the certification trials next year. Also, we are waiting for completion by Kazan Helicopters of the third prototype powered by Russian-built engines and fully outfitted with flight navigation gear. The machine could become the standard for full-scale production further down the road. On the whole, we plan to complete the flight test programme during 20122013 and wrap up all the development segment of the programme and launch full-rate production of the advanced helicopter in 2014. What may be the Mi-38s flight hour cost, in your opinion? How superior could the new helicopter be in these terms to the in-service Mi-8/17 machines so that it prompts keen interest of potential customers? The issue of the flight hour cost is not as simple as it may seem on the face of it. The cost of the flight hour is generated mostly from the expenditure on the remuneration of flying and ground crews and the cost of fuel. The cost of maintaining the hardware itself has a very insignificant influence on the flight hour cost. As to the second question, I can tell you that the Mi-38 should be on a par with the Mi-8 in terms of the flight hour cost, which will result in potential customers opting for the Mi-38, given the strengths of the advanced helicopter. Strictly speaking, Mi-38 deliveries to operators may result in a drastic change in the approaches to operation. The thing is that the Mi-8s main rotor blades have to be replaced every seven to eight years, while we are going to do it much more seldom as far as the Mi-38 At the HeliRussia 2011 show, the Russian Helicopters unveiled a programme, which priority is very high to the Mil Moscow Helicopter Plant, the Mi-38. What has been done under the programme, and when will the market be able to receive the production-standard helicopters? The Mi-38 development programme is important not only to our company but also to Russia as a nation. The Mi-38 is being developed with governmental support, and, therefore, the status of the programme is good for a whole number of reasons. Firstly, the government has made up its mind about the funding of the programme. Secondly, we have got positive responses from representatives of potential Mi-38 operators, who have seen a real machine and learnt the advanced technical solutions implemented in the helicopter to make it easier for pilots and ground crews. Thirdly, according to our calculations, the innovations introduced as part of the programme could heavily influence the cost of the flight hour of the new helicopter, which is a key competitive edge under the current economic conditions. The Mil Moscow Helicopter Plant is running the factory tests of the Mi-38. They involve the second prototype, the OP-2, embodying virtually whole of the configuration of the future production-standard helicopter. We plan the OP-2 will complete the factory flight tests programme in 2011 and kick off its certification tests. At the same time, we plan to use the TV7-117V-powered OP-1 for the factory development flight tests and is concerned. Under the Mi-38 programme, a new resources policy is being implemented along with introduction of other up-to-date engineering and technological solutions. This is one of the reasons that a decision was taken to display the Mi-38 during the HeliRussia 2011 show. The public managed to see the second prototype, the OP-2, participating in the flight tests, carrying an up-to-date avionics suite from Russian Helicopters partner Transas company in St. Petersburg. Is the twin-engine concept of the new helicopter still on the table and how could it influence the helicopters demand by Russian customers, particularly, uniformed services? The Mi-38 programme provides for two variants of the machine one powered by engines from Pratt&Whitney Canada and the other by Russian-made TV7-117Vs developed by Klimov and being productionised by Chernyshev. This is the ideology of the programme. If all goes to plan, the Mi-38 will have two versions of the powerplant. We presume this will be able to influence the price of the production-standard helicopter and woo Russian operators both civilians and uniformed ones. I would like to emphasise that uniformed services have been rather keen on the Mi-38 owing to the need for machines of such dimensions. The advanced helicopter is among the best in terms of lifting capacity. Unlike the Mi-8, it carries 5 t of cargo, rather than 3 t, internally and 7 t slung externally. In addition, the Mi-38 has a low vibration level, a reduced extraneous noise level and can be flown by a crew of only two.
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Mi-38 second flying prototype arrives at HeliRussia 2011 airshow at Moscow's Crocus Expo, 18 May 2011
Alexey Mikheyev
I believe the Mi-38 may well be called a 21st-century helicopter, since we have succeeded in implementing cutting-edge design solutions, including up-to-date avionics and materials. By the way, composites make up over 30% of the materials used in the helicopter. Such sensitive design elements as main and tail rotor blades and parts of the fuselage are made of composites. The advanced machine is planned to feature an extended service life. We assume that it is possible that the Mi-38 will have no service life limits, but will be subject to on-condition maintenance. What about the simulator for the Mi-38? As is known, today, successful market promotion of any helicopter is regarded by potential customers from the viewpoint of availability of training aids as well, particularly simulators. The Mi-38 programme is one of the few, under which the development of the helicopter ran parallel to the development of its simulator. The task was given to the Transas company, the manufacturer of the flight navigation suite to fit the Mi-38. A Mi-38 helicopter simulator was displayed in Zhukovsky, Moscow Region, during the MAKS 2009 air show. The Mi-38 simulator, which we are going to offer to potential buyers of our advanced helicopter, is expected to simulate the cockpit and agility of the helicopter, responding to the controls and simulating the outside view. Mil and Transas are looking into the feasibility of developing a specialised Mi-38 helicopter simulator centre.
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What is the prospect of the Mi-8/17 helicopter family? The Mi-8/17 family has been upgraded repeatedly, but we believe it has not exhausted its upgradeability yet. As far as the Mi-8 is concerned, we are running the so-called reversed modernisation by applying some of the solutions embodied in the leader, the Mi-38, to the older machines. In the near future, change can be made to the main rotor that we are going to borrow from the Mi-38. If all goes to plan, this will enable the Mi-8 to fly faster and higher and will offer a novel approach to the service life of the rotor system, though no considerable modification of the airframe is planned. The Russian Helicopters holding company has cleared a heavy upgrade programme for
helicopters of the type, with the resultant machine to be dubbed Mi-171A2. The holding management has approved the requirements specification for the upgrade of the Mi-171A1 version certificated in line with the up-to-date air worthiness standards and recognised internationally. A priority of the upgrade is to retain the current market share in this niche and enhance the machines safety. The model is to mount a main rotor with all-composite blades. The tail rotor will be composite too. This will ensure a very long service life. The main and tail rotors are to feature an advanced aerodynamic configuration building on the latest scientific advances and TsAGIs wealth of experience. As a result, we managed at the modeling stage to attain a speed of 280 km/h
take-off june 2011
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Mil Moscow Helicopter Plant
with power and control margins remaining, another feature will be an increase in range, which could total 800 km in the baseline model. We also are looking into the feasibility of the helicopter upgrade to extend its range further. The upgraded helicopter is going to carry a flight navigation suite similar to that of the Mi-38 in terms of the tasks handled. Could you describe the status of the Mi-34 programme? This is one of the best programmes in the light helicopter segment of the Russian helicopter industry. We are working proactively on a new, commercially attractive version, the Mi-34C1, as part of the Russian Helicopters holding company. The updated version is supposed to have an extended range, hydraulic controls and the up-to-date M9FV engine in addition to a high degree of comfort for the pilot and passengers. The certification tests are planned to begin this year, to be more precise, we will have to confirm the latest modifications within the framework of the current certificate. Potential customers, including foreign ones, have shown interest in the Mi-34C1. We expect the Mi-34C1 to meet the requirements of most stringent customers both in Russia and
abroad. We studied the best world helicopters in this class. This has furnished us with a welldesigned machine with high design flight and operating characteristics that, hopefully, will be proven by tests. Add here a rather attractive price that is one of the objectives.
We plan to unveil the upgraded Mi-34C1 at the MAKS 2011 air show in August both on the ground and in the air. This will enable us to attract potential customers. The Mi-34C1 certification programme is to be completed by year end. This will allow the Progress plant in Arsenyev to launch full-scale production and early deliveries in 2012. The upgraded Mi-26T2 heavylifter has flown for the first time recently. How is the programme going? Under the Mi-26T2 upgrade programme, the helicopter is to be re-engined and fitted with an advanced flight navigation suite, and its main rotor hub is to be improved. The military version of the machine is to be equipped with an advanced defensive aids suite capable of duping heat-seeking missiles. The Russian Defence Ministry has showed the interest in the upgraded Mi-26. The helicopter also is a contender in the competition held by the Indian Defence Ministry. It was shown to its customer last year, with its mountainous terrain operating capabilities demonstrated. What stage is the Mi-28N programme at? The Mi-28N is being upgraded to refine its components. The upgrade is being done in the support of the Russian Defence Ministry and on its initiative. The result sought is supposed to increase the combat capabilities of the machine by far. Rosoboronexport is taking proactive marketing measures to woo foreign customers. The configuration of the export variant, the Mi-28NE, is similar to that of the Mi-28N, but the export version has got no mast-mounted radar yet.
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Kazan Helicopters
Mi-38
Andrey FOMIN
Background
At the turn of the 1980s, the Soviet Armed Forces started taking delivery of upgraded Mi-8MT multirole helicopters powered by advanced TV3-117MT engines, while civil aviation continued to put up with the ordinary Mi-8Ts fitted with less powerful TV2-117As. However, the aircraft, which had been in service for almost two decades, began to grow obsolete and needed upgrade to meet the
new requirements. As a result, the government issued a resolution on 30 July 1981, in which it authorised development of the Mi-8M upgraded medium transport/passenger helicopter that has gradually evolved into todays Mi-38. A principal requirement to the advanced helicopter was an increase in traffic profitability. Therefore, the Mi-8s upgrade was based on replacing the TV2-117 engine with the
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on cooperation in December 1992 and set up their Euromil joint venture in 1994 including the Mil Moscow Helicopter Plant, Kazan Helicopters, Klimov plant and Eurocopter company. Under the work sharing agreement between the partners, the Mil Moscow Helicopter Plant was to design and test the advanced helicopter, the Kazan Helicopters was tasked with making prototypes and production machines and with their after-sales support and the Klimov plant was responsible for the development of the TV7-117V helicopter engine rated at 2,500 h.p. (3,750 at the emergency rating) and, a bit later, offered an even more sophisticated next-generation engine TVa-3000 rated at 2,800 h.p. Eurocopter undertook the development of the flight/navigation suite, flight control system and cockpit and cabin interiors. It also promised to facilitate the Mi-38s international certification, promotion on the global market and after-sales support. The helicopters development by an international team was supported by the Russian government that included it into the Russian Civil Aircraft Development Programme for
Kazan Helicopters
had accounted for 5 t. An increase in the powerplants emergency rating had boosted flight safety when flying with one engine down. A technical and economic analysis had proven that the Mi-38 would be far superior to the Mi-8 by 1.8 times in payload weight, by 2 times in performance capacity and by 1.7 times in fuel efficiency. Civil aviation leaders approved the draft design, and the Kazan Helicopters began to gear up for productionising the Mi-38.
the Period through 2015. However, the funding of the programme by the government proved to be scarce. The problem was further exacerbated by the crisis of the late 90s and a number of federal laws that limited the amount of foreign capital in the Russian aircraft industry and, hence, banned foreign partners from managing joint venture in that branch of economy. This led to the Klimov plants pullout from the Euromil joint venture due to Klimovs dire financial situation. Then, Eurocopter followed suit, having been stripped of incentives to keep on participating in the programme. Only two companies, Mil and Kazan Helicopters, had stuck to the programme by 2003 when Kazan Helicopters completed the first Mi-38 prototype (OP-1). After Klimovs withdrawal from the programme, the Mi-38 project was tailored for use of Canadian PW127TS turboshaft engines with a takeoff power of 2,500 h.p. (3,750 h.p. at the emergency rating). A two-engine set was provided to the Mi-38 developers by Pratt & Whitney Canada anticipating the future market success of the programme and subsequent lucrative orders.
Mi-38 first flying prototype (OP-1) in its maiden flight, 22 December 2003
Yevgeny Yerokhin
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Kazan Helicopters
Mi-38 second flying prototype (OP-2) during its first hoverings, 3 November 2010
Powered by such a powerplant, the first Mi-38 conducted its maiden flight in Kazan on 22 December 2003, flown by a Mil crew of Vladimir Kutanin and Alexander Klimov.
to an altitude much higher than 3,000 m. In addition, the Mi-38 proved to be able to hover out of ground effect with its takeoff weight equalling 16,350 kg. The tests also produced a maximum speed of 320 km/h. The first phase of the Mi-38 OP-1 (reg. RA-38011) development test programme, during which 86 successful sorties were flown, was complete in October 2007. The helicopter was partially disassembled for analysis of the state of the systems after four years of trials and improvements. Meanwhile, an adjusted programme of further Mi-38 development work aimed at the soonest market entry of the advanced helicopter was devised. In so doing, a decision was taken to fit the Mi-38 the cutting-edge avionics suite from the Transas company in St. Petersburg. As part of the HeliRussia 2008 show on 15 May 2008, Russian Helicopters company, UMPO and TsIAM, on the one hand, and Pratt&Whitney Canada, on the other, signed a memorandum of understanding on cooperation in developing and manufacturing the PW127TS engine to equip the Mi-38 helicopter. Under the agreement made, the Canadian company was to complete the development of a turboshaft variant of the PW127 turboprop engine for use on the Mi-38, have it cer-
tificated and launch delivery of its knockdown kits to Russia for final assembly of production engines, which assembly was to be handled under licence by UMPO. However, Pratt&Whitney Canada later decided to suspend its participation in the programme. The Mi-38 again had to switch to the TV7-117V earmarked for the machine almost three decades ago from the outset. Georgy Sinelschikov, Mi-38 programme Director and Mil deputy chief designer, said at the presentation of the updated Mi-38 design in May 2009 that, though the switch to a different engine would delay the pace of the programme by two to three years, it will, nonetheless, allow a hike in several characteristics of the helicopter and an increase in its applications, e.g. the future medium troops carrier, which acquisition is being looked into by the Russian Defence Ministry. For instance, the more powerful Russianmade TV7-117V engine will increase the Mi-38s maximum takeoff weight up to 16,200 kg (the PW127TS-powered first Mi-38 prototype had that of 15,600 kg) and the maximum cabin cargo weight up to 6,000 kg (7,000 kg on the external sling). Given the 14,200-kg normal takeoff weight, the helicopter will have a maximal speed of 310 km/h and a cruising speed of 285 km/h, with its static ceiling to
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industry | programme
Alexey Mikheyev
Mi-38 first prototype (OP-1) under upgrade and re-engining at Mil facilities in Panki, May 2010
account for 3,840 m and its service ceiling for 6,400 m. Its endurance with a 30-min. emergency fuel reserve will be 880 km (1,000 km without the emergency fuel reserve). At the same time with the modification of the design owing to the replacement of the powerplant (the modifications will not be too substantial, because Mil developed the TV7-117Vpowered Mi-38 versions the cargo/passenger Mi-382 and Mi-383 troop carrier a long time ago), Transas launched the development and debugging of the advanced IBKO-38 integrated avionics suite. The IBKO-38 suite allows round-the-clock operation in various geographic and climatic conditions in the automatic, director and manual control modes. It has modular open architecture and comprises five new-generation 12.1-inch TDS-12 multifunction displays that show all relevant flight and navigation data, the status of the helicopter equipment, digital terrain map and imagery generated by the 38A-813 weather radar. In addition, the suite includes the redundant TNC-1G air navigation computer system with an integral GLONASS/GPS receiver, a mapping server, a helicopter system and engine data gathering and monitoring system, the TTA-12N terrain collision avoidance system, up-to-date radar
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and comms gear. The suite has the optional SVS collimator synthesised-vision head-up display. The suites open architecture allows the use of extra radio-technical and optronic equipment and introduction of new data display modes as well. It is important that the key components of the IBKO-38 integrated avionics suite are commonised with the IBKV-17 suite designed for upgraded versions of the Mi-8 (Mi-17). This ensures optimisation of the operation and MRO and enables aircrews to convert to a new type easily.
Productionising
The IBKO-38 suite was first installed on the second Mi-38 prototype (OP-2) assembled by Kazan Helicopters in August 2010. The second prototype is equipped with a pair of Canadian PW127TS turboshafts, as the first prototype (OP-1) was in its day. At the same time, unlike the OP-1, the OP-2 embodies a number of design improvements, such as the modified hydraulic and fuel systems, redesigned main rotor blades and standard feel-spring mechanisms introduced to the helicopter control system. This has resulted in a better controllability and stability.
The Mil crew of test pilots Vladimir Kutanin and Salavat Sadriyev and flight test engineer Igor Klevantsev put the advanced machine into a hover for the first time on 30 October 2010. In all, the second Mi-38 prototype had logged seven missions to test its hovering capabilities and fly slowly over the runway. Finally, Vladimir Kutanins crew performed a pattern flight in Kazan on 22 November on the helicopter with registration number RA-38012. Overall, there were three sorties on that day, on which speed was gradually increased up to 260 km/h. On 16 December, the Mi-38 OP-2 flew from Kazan to Tomilino in the Moscow Region where Mils flight test facility is. The first Mi-38 prototype (OP-1) is now being fitted with advanced Russian-made TV7-117V engines here. It is to fly soon. Meanwhile, Kazan Helicopters has been assembling the third Mi-38 prototype (OP-3) and which is intended to be powered by TV7-117V engines too. The time the third Mi-38 prototype joins the trials hinges on the preparedness of Klimov to supply the second set of TV7-117Vs. This is expected in 2011. The OP-3s airframe is at a high degree of completion, and the second IBKO-38 suite has been ordered from Transas. The Mi-38 certification programme is planned for completion in 2014, after which the helicopter will be fit for full-scale production and subsequent deliveries. It certification tests will kick off this year, with the second prototype powered by Canadian engines in the lead to be followed by the TV7-117V-powered first prototype and then the third one. Thus, if all goes to plan, deliveries of production-standard Mi-38s may well begin in four years. As far back as 2008, Russian Helicopters was reported to have had tentative orders for 75 Mi-38s from several Russian air carriers. The Mi-38 has a good prospect on the global market as well. With about a hundred Mi-17s (Mi-171s) exported annually, there is a good chance for the cutting-edge medium transport from Mil to succeed the legendary Hip. The Mi-38 programme is a key element of the long-term strategy of Russian Helicopters. No doubt, production of various variants of the Mi-8MTV (AMT) and Mi-17 (Mi-171), including the heavily upgraded Mi-8M (Mi-17M, Mi-171A2) version, by the plants in Kazan and Ulan-Ude will continue for years to come, because demand for them will persist in the coming years, especially after they have been upgraded. But anyway the market will demand new-generation medium transport helicopters, and the Mi-38 may well become the best offer of the Russian helicopter makers in the class starting from the middle of the decade.
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Sergey Lysenko
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and other passenger and cargo aircraft powered by cruise engines of D-436 family. It is intended to start cruise engines and supply compressed air and electric power to airplane onboard systems, with cruise engines inoperative. High AI-450-MS AGTE efficiency is attained through low specific fuel consumption that is a result of high thermodynamic cycle parameters, high efficiency of subassemblies, as well as a result of selecting air bleed from an ancillary compressor; and through low operation costs. Currently, efforts are undertaken to develop An-158 99-passenger airplane derived from An-148 regional jet with its maiden flight performed on 28 April 2010, An-168 corporate of Mi-2 helicopter fleet opens good prospects for AI-450M engine manufacture, with re-motorising a substantial part of the fleet being profitable. To increase helicopter performance and operational efficiency when operating at higher altitudes and higher temperatures, Motor Sich JSC has developed a new TV3-117VMA-SBM1V helicopter engine that possesses extended life limits: time before the first overhaul and time between overhauls (TBO) are 4,000 hours/cycles, total life is 12,000 hours/cycles. TV3-117VMA-SBM1V engine has the same weight and dimensions, overall and fitting to fit the engine to helicopter fitting
D-436-148
An-148
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i r y | c |o m p n ndust a y
tude of 5 km for 9 minutes only, which means 2.5-time increase in rate of climb. On 19 May 2010, Mi-8MTV helicopter powered by TV3-117VMA-SBM1V engines took off from the airfield of Konotop aircraft repair and overhaul plant. The helicopter climbed to the altitude of 8,100 m for 13 seconds in the course of tests, with the worlds record set up. Taking into consideration changes of the world helicopter market conditions, the company is undertaking efforts to develop a new generation of MS-500V family engines of 6001,000 hp power class, which are intended for utility helicopters whose take off weight is 3.5-6 t. As experts predict, the market sector of this class helicopters is going to be one of the most promising one in the coming up years due to helicopter versatility. A leading version of MS-500V model line is going to be an engine of takeoff power of 630 hp designed according to requirements specification by Kazan Helicopters JSC for Ansat type helicopter. Simple and effective design of MS-500V family engine is typical for engines of this class currently available. The core engine includes a one-step centrifugal compressor with high compression ratio, an annular reverse flow combustor, and a one-step turbine. Power developed by the one-step free turbine is transmitted to the main helicopter reduction gear through an integrated intermediate reduction gear. The engine possesses an advanced electronic control and monitoring system with hydromechanical redundancy. Currently, development efforts are undertaken by Ivchenko-Progress design bureau within AI-8000V engine project that is to be implemented along with Motor Sich JSC.
AI-136T
Mi-26T
The engine power is 8,250 hp at takeoff power setting and 9,300 hp at emergency power setting. The engine is intended for heavy cargo helicopters and utility helicopters of Mi-46 type. D-136 engine is the largest helicopter engine by Motor Sich JSC. It provides power of 11,400 hp at takeoff power setting at environment temperature of 15 and it has an unrivalled position in the world in terms of this parameter. D-136 engine is operated at Mi-26, the worlds largest heavy-lift helicopter. Currently, Ivchenko-Progress design bureau is designing D-136 engine upgrade project. A new engine has been designated AI-136T1, and it is to provide power of 11,650 hp at maximum takeoff power setting; the power specified is to be kept up to envi-
Mi-24
ronment temperature of 50. Emergency power setting has been introduced to provide power of 12,500 hp. AI-136T1 engine is intended to upgrade Mi-26 helicopters and to power new heavy-lift helicopters. A wide range of helicopter engines manufactured and prospective ones makes it possible to implement virtually any project of developing a new helicopter or re-motorising the ones available. Developing multipurpose unmanned aerial vehicles (UAVs) is considered one of the most prospective trends in the development of military aviation. Motor Sich JSC manufactured engines make it possible to develop UAVs and missiles of various types and purposes: from small UAVs powered by MS-100 engine to unmanned combat air vehicles (UCAVs) powered by versions of AI-25TL and AI-222 engine families, as well as strategic UAVs powered by AI-22 type engines. To summarise, it is pertinent to say that aeronautical propulsion industry of Ukrain can offer a wide range of engines that meet requirements of the international regulations. Developed and introduced by Motor Sich JSC, its advanced technical and design solutions are based on state-of-the-art achievements of science and technology. Close collaboration with designers and multiple partners allows the company to develop engines that assure the future of air transport.
Motor Sich JSC 15, Motorostroiteley av. Zaporozhye 69068, Ukraine Tel.: +38 (061) 720-48-14 Fax: +38 (061) 720-50-05 E-mail: motor@motorsich.com, eo.vtf@motorsich.com http://www.motorsich.com
TV3-117VMA-SBM1V
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Andrey Fomin
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Andrey Fomin
Wing centre section panel for the first Be-200 of Beriev company production in assembly rig
with potential customers including France, Spain and Greece. High expectation also is pinned on the Asian market, particular, India, where the Be-200 is bidding in several tenders at once. Also important is that the assembly jigs set up in Berievs shops to make the Be-200 amphibians are fit for manufacturing the non-amphibian Be-300 plane as well. According to Victor Kobzev, both aircraft have 7585% commonality. Essentially, the Be-300 and Be-200 differ only in the shape of the lower fuselage that has the conventional aeroplane shape, rather than that of a boat. Owing to the engines mounted on top of the wing (a solution borrowed from
the Be-200), the Be-300 can operate from unpaved airfields to handle a wide range of missions in the regions lacking a developed airfield network. The common aerodynamic configuration and flight performance similar to that of land-based aircraft provided the Be-200 with a high degree of upgradeability. This offers excellent opportunities for deriving a whole range of Be-200 versions, both amphibian and land-based, to accomplish a variety of civilian and military missions in an effective manner. The Be-210 passenger amphibian has been derived from the Be-200 and provision has been made for developing a cargo/ passenger and patrol derivatives. In addition,
the Be-200 and its Be-300 land-based version could be of interest as a versatile platform for specialist aircraft for military and civilian roles. Last spring, the Be-200ChS amphibian has proven its top-notch characteristics yet again during the FIDAE 2010 international air show in Chile, after which it toured several Latin American countries and the United States for the demonstration purpose. Overall, the aircraft covered upwards of 56,000 km within a total of 121 flying hours. The Be-200ChS flew over 14 countries on three continents. Earlier this year, the Be-200ChS has performed a series of demonstration flights in India and Israel.
Andrey Fomin
The last Irkut-production Be-200ChS c/n 302 arrived in Taganrog for outfitting before delivery to Russian Emercom due to take place before late November 2011
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PAK FA
The second flying prototype of the T-50 fifth-generation fighter, built by the Sukhoi company under the PAK FA Future Tactical Fighter programme, took from the airfield of the Komsomolsk-onAmur Aircraft Production Association (KnAAPO) on 3 March 2011. The 57-min. maiden flight was performed by Honoured Test Pilot Sergey Bogdan, who had taken the first prototype to the skies just over a year ago, on 29 January 2010. According to Sukhoi, the flight was a success and in line with the mission scenario, with the operation of the systems, powerplant, stability and controllability assessed. The plane performed well throughout the flight programme, the developers news release reads. By now, as many as four prototypes of the advanced aircraft are used under the PAK FA test programme, of which two are flying prototypes. The so-called zero static test prototype (T50-0) has been undergoing endurance tests at a dedicated facility of Sukhoi in Moscow since summer 2009. The T50-KNS integrated full-scale testbed is used for ground trials of onboard systems, including the fuel and hydraulic systems, powerplant, control system, etc. In 2009, it was moved to KnAAPOs airfield where it performed its first taxiing and high-speed runs. Then, it was airlifted on 8 April last year by an An-124 transport to Zhukovsky along with the first flying prototype and has carried on with the ground tests at
Sukhois flight test and debugging facility in the Moscow Region. The first flying prototype, T50-1, has been undergoing the flight tests in Zhukovsky since 29 April 2010, having logged six acceptance test sorties in Komsomolsk-on-Amur from 29 January to 26 March 2010. It had had about 40 flights under its belt by late autumn 2010, including several demonstration sorties when it was shown to Prime Minister Vladimir Putin on 17 June 2010 and an Indian delegation on 31 August 2010. Sukhois March news release reads: 36 flights have been performed on the first flying prototype in support of the flight test programme and the preliminary ground and flight test programme has been completed in full. Early in February this year, the T50-1 resumed flight tests after it had undergone a planned improvement programme that had begun last autumn. This done, its check flight took place on 10 February. The first flying prototype of the T-50 plane first broke the sonic barrier in the Moscow Region on a test flight on 9 March, with Test Pilot Sergey Bogdan, Sukhois project pilot under the PAK FA programme, at the controls. The T-50 started flying at supersonic speed owing to the prototypes operating envelope expansion based on the results produced by the preliminary test phase, during which its stability, controllability and other characteristics were evaluated against the backdrop of the gradually dwindling g-load, speed and altitude limits inherent in the phase of the initial
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Andrey FOMIN
Sukhoi
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to its permanent station, Borisoglebsk, on order of the Red Air Fleets chief of military educational institutions in early April 1923. The flying school was named after legendary Soviet pilot Valery Chkalov later on. It was converted into the Borisoglebsk Air Force Academy after WWII. In summer 1970, it started training its cadets on the L-29 jet trainer. The academy underwent another change on the verge of the 1990s, when it was reformed into the 1080th Air Force Training Centre named after Valery Chkalov and fielded with advanced fourth-generation MiG-29 fighters and, in February 1994, Su-25 attack aircraft. The 1080th Air Force Training Centre comprised as many as six air bases in Borisoglebsk, Buturlinovka, Bagai-Baranovka, Lebyazhye, Tonkoye and Uprun. Its purpose was theoretical and practical conversion of air force academy graduates from the L-39 trainer to RusAFs up-to-date tactical aircraft MiG-29, Su-24 and Su-25. In 2000, the 2nd Tactical Aviation Department of the Armavir Military Aviation Institute, which trained personnel for tactical bombers and ground attack aircraft was established in Borisoglebsk. Flight training was given on the L-39 and Su-25 in the 160th Training Air Regiment that was activated as far back as 1971 as part of the Borisoglebsk Air Force Academy.
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Lately, the Air Force aircrew training system has been changed as part of the reform of the Russian Armed Forces. A decision has been made to form the 786th Air Force Training Centre for aircrew conversion training (it absorbed the military posts in Borisoglebsk and Michurinsk) and reforming the 2nd department of the Armavir Military Aviation Institute. Under the governmental resolution dated 10 May 2001, the department of the disbanded Armavir Military Aviation Institute was assigned to the Krasnodar Military Aviation Institute as the 3rd Tactical Bomber and Attack Aircraft Department. Its cadets learnt to fly at training air regiments in Borisoglebsk and Michurinsk. Thus, there is a training air regiment stationed in Borisoglebsk these days, providing flying training to future attack air-
craft and bomber pilots cadets of the 3rd department of the Krasnodar affiliate of the Prof. Zhukovsky & Gagarin Air Force Command and Staff Academy. After the Borisoglebsk instructor-pilots have completed their conversion, cadets flight training on cutting-edge Yak-130s shall be launched here. The Sokol plant has promised to complete the construction, testing and delivery of three production aircraft more not later than June. The Nizhny Novgorod-based Sokol aircraft plant plans to deliver three Yak-130 combat trainers to the Russian Air Force and, thus, fulfil the contract for 12 aircraft of the type awarded by the Defence Ministry, Nizhny Novgorod Region Industry and Innovation Minister Vladimir Nefyodov told the RIA Novosti news agency late in March.
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based State Aviation Personnel Training and Operational Evaluation Centre in 2007, with the Centre having been given three productionstandard bombers serialled 02, 04 and 05 before December 2009. Late last year, the centre received four more production planes (serials 06
through 09) under the December 2008 five-year contract for 32 Su-34 bombers earmarked for fielding with the RusAF air base in Voronezh further down the line. This year, RusAF expects delivery of six production-standard Su-34s more under the contract.
all probability, the four Su-27SMs delivered in February were made in this particular version. At the same time with improving the fire control radar and beefing the weapons suite with upgraded medium-range missiles, the cockpit management system was refined, with the cockpit goes all-glass. The first four Su-27SM3s were ferried from KnAAPOs factory airfield to the south of Russia by
a group of pilots with the Lipetskbased Air Force State Aviation Personnel Training and Operational Evaluation Centre, who were led by Lt.-Col. Yuri Spryadyshev, honoured military pilot and sniper pilot. The group took off from Komsomolskon-Amur on 15 February and made their first stopover at Domna Air Force Base vic. Chita, where the Defence Ministry was giving a press tour to the Russian media. Their further itinerary included Novosibirsk and Perm to be completed in Krymsk successfully. With three stopovers, the four new fighters covered upwards of 7,000 km from the Russian Far East to the Krasnodar Region in the countrys south. Meanwhile, KnAAPO is gearing up for delivery of the remaining eight aircraft under the contract. They may well enter inventory of the Air Force this year.
Nikolay Anisimov
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Nikolay Anisimov
Sergey Chaikovsky
suite, set by the requirements specification. The tests had involved two prototypes of the export version of the plane before the first aircraft for the Russian customer has joined them. Now the new fighter has been furnished for the official trials. The results to be produced by their first stages
results will yield a preliminary report on the fighters compliance with the customers basic requirements and feasibility of its full-rate production for subsequent fielding with combat units of the Russian Air Force. The Su-35S-1s acceptance tests at KnAAPOs airfield, which included seven test sorties, had been completed with success by midMay, after which the preparation of the aircraft for handover to the Defence Ministry for the official test programme began. The programme will be pursued mostly at the Defence Ministrys State Flight Test Centre in Akhtubinsk where the plane was ferried in late May. The Su-35s key features setting it aside from other aircraft of the Su-27 family are a drastically innovative
avionics suite, wrapped around a digital information management system, and the cutting-edge Tikhomirov-NIIP Irbis phased array radar featuring the unique aerial target acquisition range and enhanced multiple-target simultaneous tracking and engagement capability (it tracks 30 and engages eight aerial threats or four and two ground targets respectively). The fighter is powered by advanced, NPO Saturn 117S thrust vector control turbofan engines. The Su-35 will pack a wide range of up-to-date and future weapons in all classes. The contract for the development and delivery of 48 Su-35S fighters to RusAF by 2015 was signed in August 2009. The production and delivery are supposed to continue afterwards.
KnAAPO
KnAAPO
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KnAAPO
Andrey Fomin
under the contract awarded in 2005. However, this is only the first phase, and the current contract is to be followed by others, since RusAFs total Mi-28N helicopter requirement stands at 300 machines at the least, as was repeatedly stated by the services brass. The helicopters developer, the Mil Moscow Helicopter Plant,
and manufacturer, Rostvertol, are making efforts to refine the machine further, in particular, the Mi-28UB combat trainer with twin controls is gearing up for construction, and work on the Mi-28Ns upgrade is under way in line with the helicopters official test programme report. Since late 2009, line units have been fielded with Mi-28Ns powered by advanced VK-2500-02 engines (the earlier-build machines are powered by TV3-117VMAs). Rostvertol Director General Boris Slyusar told the media in April that the company would productionise the upgraded version designated as Mi-28NM. It remains yet unknown what it will differ from the current production-standard aircraft in, but probably, it will mount a radar, more sophisticated electro-optical
systems, an effective defence aids suite (DAS) and latest weapons. Boris Slyusar also said the company planned to launch Mi-28NE deliveries for export from 2012. It had been reported previously that Algeria, Venezuela and several CIS countries (e.g. Belarus and Kazakhstan) had been keen on the type. In addition, the Mi-28NE is a contender of the tender for 22 combat helicopters, issued by the Indian Defence Ministry. Last autumn, the helicopter took part in the demonstration and test flight programme in India and won approval of the potential customer. In February this year, there were media reports that talks in 2010 had resulted in the first export contract for 12 Mi-28NEs, but who is the buyer remains unknown for the time being.
Andrey Fomin
Andrey Fomin
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Alexey Mikheyev
Alexey Mikheyev
Having assembled and prepared the machines after their delivery from the manufacturer plant and having trained flying and ground crews, CCTC in Torzhok launched flight operations on the Ka-52s early in February this year. To date, military pilots have flown new helicopters not only in daytime but also at night and under adverse weather conditions as well owing to the cutting-edge avionics suite equipping the Ka-52. It includes a gyro-stabilised electrooptical system, night vision goggles (NVG) and a radar that ensures the helicopters 24-hour all-weather combat capability. To facilitate and speed up the conversion of aircrews to the
Ka-52, the Dinamika scientific and technical services centre in the Moscow Region has developed the KTE-52 full-mission crew simulator, the company reported in a news release late in March. Kamovs order for developing the simulator was landed last year. In addition to the KTE-52 simulator, the complex, allowing the full cycle of air and ground crew training, includes an automated basic ground school system. The KTE-52 allows training and conversion training of aircrews for the Ka-52 as far as all basic flight, navigation and weapons use tasks are concerned. It enables aircrews to hone their skills in routine operating
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CSTS Dinamika
Alexey Mikheyev
M Radzi Desa
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Alexey Mikheyev
With its delivery this spring, the 2004 contract has been fulfilled. Nonetheless, the parties are gearing up for making another contract for three more aircraft. In particular, Rosoboronexport Deputy Director General Victor Komardin mentioned this at the Bangalore air show this February. He said the delivery of the third A-50EI will be followed by another three. We are waiting for the request, Mr. Komardin said in February. To manufacture next three A-50EIs, there is a plan to use TAPCs backlog of Il-76TD airlifters that will be refined, completed and fitted with PS-90A-76 engines by Beriev and
then equipped with the radar system and tested in Israel as it was done under the first contract. However, a final configuration of the deal will hinge on TAPCs preparedness and the Uzbek governments decision to take part in fulfilling a new export contract. As is known, to avoid dependence on Uzbek suppliers, the Aviastar plant in Ulyanovsk launched the productionising of an upgraded Il-76 version (Project 476) in line with the Russian governmental directive dated 20 December 2006. The first Russian-built flying protoype of the Il-76-TD-90A (c/n 01-02) is to be completed before the end of this
year. Aircraft like that are supposed to be made not only in the military airlifter and commercial freighter versions, but also as a platform for deriving a tanker plane, an AEW&C aircraft and other applications. For instance, at the late-April International Air Transport Forum in Ulyanovsk, a model of such a promising AEW&C aircraft based on the Project 476 airframe was unveiled to the participants in the forum and the public. The aircraft featured an advanced wing design, PS-90A-76 engines and other design peculiarities of the future Aviastarbuilt Il-76s. The aircraft has all of the properties of the A-50 AEW&C plane and its subsequent versions and upgrades the radar with the antenna in the disc-shaped radome on top of the fuselage, other extra antennae and equipment cooling air intakes in various sections of the airframe, fuselage nose section devoid of the navigators station characteristic of the transport versions of the Il-76, in-flight refuelling system, etc. Obviously, the unveiled model has the purely presentational purpose to demonstrate the prospect of Programme 476. However, it makes sense to assume that it is such a platform that this country will use further down the road to make advanced AEW&C aircraft both for its own military and for export.
Yevgeny Yerokhin
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Yochai Mossi
for outfitting and acceptance tests prior to the delivery. In April this year, TAPC assembled the second aircraft (c/n 94-01, test registration 76953) under the Jordanian order. It made its maiden flight in Tashkent on 12 May and ferried to Zhukovsky for acceptance tests on 31 May. Both aircraft are expected to be delivered this summer following the completion of acceptance trials and customers crews training.
Alexey Mikheyev
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Ivan Kirillov
Alexey Mikheyev
Mikhail Mizikayev
operations and in support of the Peruvian military fighting the rebels of the Sendero Luminoso extremist organisation. The deliveries under the contract are due for completion before year-end. Russian military aircraft appeared in Peru as far back as the 1970s. The Latin American country acquired 12 Mi-25 combat helicopters (the export variant of the Mi-24D) from the Soviet Union in 1982. Seven machines more are said to have been bought from Nicaragua in 1992. According to Flight International, the Peruvian Air Force had operated 16 aircraft of the type by late last year. The newly acquired Mi-35Ps differ from Perus Mi-25s in packing the formidable fixed gun mount with the 30-mm GSh-30K twin-barrel automatic gun instead of the swivelling 12.7-mm four-barrel machinegun and the sophisticated Shturm-V antitank guided missile (ATGM) system and the latest avionics as well. The Mi-35P is in production by Rostvertol concurrently with the modernised
Mi-35M. The first order for Mi-35Ms was awarded by Venezuela five years ago. 10 helicopter of the type were delivered from 2006 to 2008. In October 2008, a contract was signed for 12 machines of the type for Brazil (photo below). The first three of them were delivered on December 2009 and three more followed last summer. Thus, a third Latin American nation gets sophisticated Rostvertol helicopters. Mi-35P deliveries to Indonesia resumed last year after a sevenyear lull (left photo above). The first two machines were shipped in September 2003, and 2007 saw Russia and Indonesia make an intergovernmental agreement on a major loan to Indonesia for acquisition of various types of combat gear. A contract for three Mi-35P attack helicopters was signed as part of the agreement. They were assembled by Rostvertol last year and airlifted to Jakarta by an An-124 Ruslan on 23 September 2010.
The Republic of Myanmar became another buyer of Rostvertols Mi-35Ps last year (right photo above). A deal for such machines was part of the December 2009 package of contracts for advanced Russian aircraft designed for Myanmar. Rostvertol shipped the first four Mi-35Ps to the customer in August last year, and the remaining four had been prepared for shipping by February this year. The Mi-35M and Mi-35P shall remain an important part of
Rostvertols production programme for the near future. According to Rostvertol Director General Boris Slyusar, the orderbook for aircraft of the family is full until 2015. The media report that the talks with potential customers from a dozen countries have resulted in contracts for 28 Mi-35Ms and 30 Mi-35Ps. The major of them, probably, is the contract for 24 Mi-35Ms awarded by Azerbaijan last autumn. Rostvertol is poised to kick off the assembly of these machines in the near future.
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Andrey Fomin
Mikhail Mizikayev
Rostvertol
UPGRADE OF INDIAN
Tests of the first upgraded MiG-29UPGs are under way in Zhukovsky, Moscow Region, with the upgrades designed and performed by the MiG Corp. at the request by the Indian Defence Ministry. The first IAF MiG-29UPG serialled KBU3301 flew its maiden mission after the upgrade at the airfield of the LII Gromov Flight Research Institute in Zhukovsky on 4 February 2010. The aircraft remained airborne for about an hour and its flight was as planned. The MiG Corp.s chief of flight operations, senior test pilot Mikhail Belyayev, flew the plane. Two more upgraded aircraft including one twin-seater joined it in May when all three aircraft were demonstrated to Indian Air Force delegation headed by IAFs Chief of the Air Staff Air Chief Marshal Pradeep Vasant Naik at LII airfield in Zhukovsky on 23 May. The MiG Corp. has been implementing the MiG-29UPG programme under the contract signed on 7 March 2008 for integrated upgrade of the whole of the MIG-29 fleet of the Indian Air Force. In all, 62 aircraft, including several MiG-29UB two-seat combat trainers, are subject to upgrade. They are to be given more up-to-date avionics, with their weapons suite to be beefed up with advanced weapons. In addition, airframe and powerplant improvements will extend the fighters service life by far, and the aircraft will switch to on-condition maintenance. The fuel load will increase owing to a conformal spine fuel tank aft of the cockpit. At the same time, the fighters will get the mid-air refuelling capability. Overall, the concept of upgrading the IAF MiG-29s corresponds to that of the MiG-29SMT that has been in service with
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Phazotron-NIIR Zhuk-M2E slotted-array radar and OLS-UEM IRST with the laser, thermal-imager and TV capabilities from the NIIPP Precision Instrument Research Institute (now Precise Instrument System Scientific and Production Corporation, NPK SPP). The same radar and IRST fit the MiG-29K/KUB. The cockpit management system is based on colour multifunction liquid-crystal displays. The international segment of the avionics suite includes inertial/satellite navigation, communication and electronic warfare systems being produced and supplied by companies from France, India and some other countries. In addition to the conformal fuel cell behind the cockpit and the mid-air refuelling boom on the portside, visual differences between the MiG-29UPG and the baseline MiG-29 include the underwww.take-off.ru
wing chaff/flare dispensers from Bharat Dynamics and advanced antennae of the defence aids suite under wing and in the root of the right fin. The basic weapons carried by the MIG-29UPG are the same as those carried by the MiG-29SMT and MiG-29K/KUB. Unlike the weapons suite of production MiG-29s, they also include the RVV-AE medium-range active radar homing air-to-air missiles and such precisionguided air-to-surface weapons, as the Kh-29T general-purpose TV-homing missile, Kh-31A active radar homing antiship missile, Kh-31P
Under the contract, the first six IAF MIG-29s (four singleseaters and two twinseaters) shall be upgraded and tested in Russia, where they arrived from India in 2008. The remaining 56 aircraft will be upgraded in India at the production facilities of the IAF 11th Repair Base, using knockdown kits supplied from Russia. Mikhail Pogosyan, MiG Corp. Director General/ Designer General and UAC President, said at the Aero India 2011 air show that the first MiG-29UPG would be returned to the customer this year following the completion of the tests.
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Sergey Lysenko
Sergey Lysenko
Alexey Filatov
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Alexey Mikheyev
The Interstate Aviation Committee (IAC) of the CIS has completed the certification of the modified Antonov An-158 regional airliner by having issued Supplement to Type Certificate ST264-An-148 that had been issued for the An-148-100 on 26 February 2007. IAC Chairwoman Tatyana Anodina handed the document to Antonov President and Designer General Dmitry Kiva in a ceremony in Kiev on 28 February. At the same time, Ukrainian deputy Transport and Communication Minister Anatoly Kolesnik gave Antonovs boss a similar certificate issued by the Ukrainian State Aviation Administration. The An-158 is a 1.74-m-stretched version of the An-148-100 in production
by the aircraft plants in Voronezh and Kiev. In the single-class configuration, it carries 99 passengers out to 2,500 km, while the two-class configuration version seats 86 passengers on services out to 3,100 km (compare that to the An-148-100B that flies economyclass 75 passengers to a distance of 3,500 km). The An-158 prototype (UR-NTN) derived from An-148-100 c/n 01-02 first flew in Kiev on 28 April 2010. The An-158 logged 79 test sorties with their total duration of 147 flying hours under the certification test programme that included high-alpha, Category III landing and takeoff/landing performance tests, external and internal noise measurements, stability
and controllability tests, emergency passenger disembarkation, etc. In addition to the flight test programme, a sizeable part of the certification efforts was made as part of ground tests, which included the use of the Engineering Flight Test Bench. Antonov production plant in Kiev will handle the manufacturing of the An-158, with a considerable part of the components to be supplied by Russias VASO Voronezh Aircraft Production Association. Russian leasing company Ilyushin Finance Co. (IFC) became the An-158s launch customer in July last year, having awarded Antonov 10 firm orders with 10 options. IFC has declined to name the end user of the An-158s the company has ordered yet. Last autumn, Antonovs head, Dmitry Kiva, said that Russia had ordered 20 An-158s, and there were 87 options, including 12 for Russia, five for Ukraine, six for Cuba and 64 for Iran.
Actually, Iran could become a major customer for the Ukrainian An-148 and An-158 regional jets. A memorandum to that effect was signed with the Iranians as far back as 31 October 2008. It provides for delivery of up to 80 aircraft, with 60 may be licenceproduced by Iranian company HESA in Isfahan. The afore-said number may include 16 standard An-148-100s and 64 An-158 stretches. However, only Ilyushin Finance Co. has made firm orders for the An-158 so far, the company that has made the decisive contribution to the launch of the An-148s production in Russia and that is the launch customer for the plane of VASOs assembly. Despite its plans to diversify its business (IFC plans to start leasing foreignmade aircraft), the company remains committed to pursuing its programme of acquisition of the An-148 and An-158 to lease them to Russian carriers and for export.
Andrey Fomin
Sergey Popsuyevich
Andrey Fomin
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Antonov
Sergey Popsuyevich
two options, and a customer, who requested anonymity, ordered the same number of airliners. Overall, these deals clinched at Farnborough 2010 generated a good orderbook for the MC-21 developer, totalling 140 aircraft. Later on, in September, an agreement on delivery of 50 airliners to the Russian Technologies state corporation that manages assets of a number of major Russian air carriers was signed. The planes are to be delivered between 2016 and 2022. So, by 2011, the MC-21 orderbook has grown up to 190 units.
According to the developer, the MC-21 will one-up its closest foreign rival, the Airbus A320, in better efficiency, since its direct operating costs are expected to be 1215% less, fuel efficiency 25% higher and maintenance costs 30% lower. This is to be achieved through using cutting-edge equipment and systems from major foreign manufacturers and a number of ingenious design and layout solutions. For instance, a large part of the airliners design, 3537%, is composites, of which, in particular, the wing and empennage will be made in full. The most important component of the MC-21s competitive edge concept is the comfort unprecedented for aircraft in the class. The MC-21s cabin is 3.65 m wide, which is 12 cm more than that of the A320 and 19 cm of the cabin of the Boeing 737. This allows either using wider and more comfortable seats or increasing the width of the aisle, which will expedite boarding and disembarkation and enable passengers to pass clearly of service trolleys easily. Like the Dreamliner, the MC-21 will have larger passenger windows.
Irkut President Oleg Demchenko estimates that the MC-21 programme can win the company up to 10% of the global 150200-seat narrow-body airliner market. Leading Western companies, which joined the MC-21 programme, agree with him, believing the MC-21 output may exceed 1,000 aircraft. UAC President Alexey Fyodorov said, The MC-21 is UACs priority as far as civil aviation programmes are concerned. The plants in Ulyanovsk and Voronezh are coming on board; they will join UACs division being established on the basis of Irkut. The government is doing its best to facilitate the programme. Pursuing the MC-21 programme, we are developing a new-generation passenger plane and, hence, high-tech branches of Russias economy. There is little time left before the airliners maiden flight. Irkut plans that the first MC-21 will take to the skies in late 2014. If all goes to plan, its certification tests will have been complete by 2016 and then deliveries of early production-standard airliners to the launch customer will kick off.
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Andrey Fomin
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Grigory ARONOV
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The first SSJ100-95B for Aeroflot and next production Superjets in the SCAC's assembly hall, December 2010
The SSJ100 fights nicely Armavias strategic plans of developing its network of routes between the Middle East and Europe, using Zvartnots airport as a hub, stressed Armavia President Mikhail Bagdasarov. Established in 1996, Armavia is the leader of the Armenian air transport market, conducting over a hundred scheduled operations a week on 40 routes to 20 countries. In 2010, it carried about 800,000 passengers. Prior to receiving its first Superjet, its aircraft fleet comprised three Airbus A320s, three A319s, a Bombardier CRJ-200 and a few Il-86s and Yak-42s (some of the latter two have been decommissioned of late). During the first month of regular services with Armavia Sukhoi Superjet 100 has made
a total of 66 flights for the overall distance of 85,800 km carrying 2,885 passengers. The second SSJ100 earmarked for Armavia (c/n 95009) is nearing its completion by SCAC in Komsomolsk-on-Amur. According to the carriers head, Mikhail Bagdasarov, the second SSJ100 shall join Armavias fleet in June. In May, SCAC also was preparing the lead Superjet for delivery to Aeroflot. The aircraft c/n 95008 flew for the first time on 31 January this year and had been given the colours of the customer and registration number RA-89001 late last year. Its delivery flight from Komsomolsk-on-Amur to Moscow's Sheremetyevo took place on 9 June. In accordance with SCACs plans, at least 10 out of the 30 Superjets ordered are to be
delivered to Aeroflot this year with two aircraft are slated for Armavia. The Aeroflotintended SSJ100s are to be performed by the VEB-Leasing company, VTB-Leasing supports the fulfilling of the contract awarded by Armavia, and the yet-to-beclinched deal with Yakutiya was supposed to be fulfilled under a contract between SCAC and the Financial Leasing Company dated 17 August 2005. In addition, a firm order of 24 SSJ100s is to be placed by the UTair carrier, UTair Director General Andrey Martirosov has said recently, with Perm-based Aviaseasing, which awarded the contract for those aircraft to SCAC in June 2009, to act as a lessor.
SuperJet International
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RYSACHOK
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Rysachoks cockpit
Andrey FOMIN
austere airstrips pinpointed from the air, and perform aerial photography, environmental monitoring and other missions. The cockpit has combined instrumentation, including three colour multifunction displays and a number of electromechanical instruments and indicators. The Rysachoks maximum takeoff weight equals 5,700 kg, with its good power-to-weight ratio (the two M-601F turboprops produce 750 hp each) ensuring excellent take-off and amending performance. Even taking off with the maximum takeoff weight, the aircraft needs a runway of within 1,000 m, and when its maximum take-off weight stands at 5,000 kg, a 500-m-long unpaved airstrip is enough for take-off. The aircraft can operate from airfields sitting up to 2,000 m above sea level. Unlike the previous aircraft designed by Vyacheslav Kondratyev, manufacture of prototype and production Rysachok planes will be handled by the TsSKB-Progress in Samara. Over the past five decades, the company has been a specialist in development and production rocket-and-space hardware. It has been making all versions of the Soyuz launch vehicle and developing advanced rockets and spacecraft. However, the plant in Samara (Kuibyshev at the time) had been a major player of the nations aircraft industry before 1960, when it switched to developing and
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making space-related products. The plant had built over 42,000 planes from 1909 to 1960. Thus, TsSKB-Progress, a rocket-andspace developer and manufacturer, is using the Rysachok to regain its aircraft-making competences. Construction of five pre-production Rysachok planes began during 20082010 under the contract signed. The static tests plane (c/n 00-02) was built first. It was followed last autumn by the first flying example (c/n 00-01). After a number of ground tests of the powerplant and systems and test taxiing and runs, the aircraft had been prepared for its maiden flight by winter. On 3 December 2010, pilot Vladimir Makogonov and co-pilot Mikhail Molchanyuk took the Rysachok to the air. Having climbed to 400 m and completed two patterns over the Bezymyanka airfield situated on the eastern outskirts of Samara, the new aircraft landed safely 15 minutes later. The first Rysachok was painted at the nearby Aviakor plant in January. In March, US engine manufacturer GE Aviation reported that Technoavia had ordered from it H80 turboprops for 30 Rysachok planes with 30 more as options. The H80 is an upgraded version of the Czech-made M601, with power increased up to 800 hp and reduced fuel consumption. The GE Aviation and Technoavia agreement also provides for
cooperation in certificating the US engine in Russia and providing its after-sales support. In late January 2011, TsSKB-Progress Director General Alexander Kirilin said that the company was to make two more Rysachok planes this year. There are 30 options designed for flying schools in the first place. In the long run, we will launch line assembly. The productionising we have completed will enable us to make six planes a year. If the project becomes successful, the companys facilities allow production six planes a month to provide such planes for all airports that sit idle now, Mr. Kirilin said. The launch order by the Ministry of Transport, which cannot objectively be very big, may well be followed by new orders by regional airlines, flying clubs and uniformed services, and the Rysachok, its developers believe, is facing good prospects in this respect. For instance, the air arm of the Emergencies Ministry has been keen on the Rysachok. A plane in the An-2 class is needed by the country, opined Ravil Akhmetov, first deputy Director General, TsSKB-Progress. Just like the famous agricultural plane, it will be in high demand. The Rysachok is an up-to-date twin-engined aircraft. It is relevant for pilot training, inter- and intraregional operations, agriculture and airlifting of ill persons.
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TsSKB-Progress
TsSKB-Progress
Mi-26 in India
IAF bought its first two Mi-26 heavylifters in May 1986. The machines serialled Z2897 and Z2898 were fielded with the 126th helicopter unit activated at the same time. Two more aircraft (serials Z3075 and Z3076) were fielded with the air unit in February 1989. The four Mi-26s have been used proactively in India for over two decades to carry heavy cargo and conduct unique transport operations. For instance, an externally slung pontoon bridge was airlifted in February 1989 in a unique operation. Indian Mi-26s carried MiG-21 fighters from the crash sites to their air bases at least twice, in 1999 and 2002. In July 2002, a Mi-26 airlifted a Beechcraft passenger plane from the site of its incident at the Kangra airport, with the operation being unique also due to the duration of the flight with cargo on the external sling 3 h 25 min. Mi-26s hauled Mi-17 helicopters from hand landing sites at least twice, in February 2006 and September 2007. Last year, the Indian Mi-26s were widely used to airlift heavy
On 6 December 2010, the Mi-26 (Z3076) departed its air base in Chandigarh to Jammu and Kashmir to take part in airlifting heavy cargo as part of the construction of the railway there. At its destination, a 13.5-tonne tractor and long 1.7-tonne metalwork were loaded on board. Prior to the flight, the ground crew had spotted hydraulic system oil dripping from the KAU-140 combined control unit responsible for lateral control of the helicopter. The operator decided to replace the unit with a similar one from its own backup pool of components, which was done right at the Satwari airport on 12 December, the manufacturers guarantee team in Chandigarh was not informed and a certificate of damage was not issued. Following the replacement of the KAU-140, the replacement unit was tested from the NS-46 onboard hydraulic power unit and then, once the engines were started, in line with the operating flow chart. The control system operated normally. After
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that, the helicopter with its cargo took off and performed a test hovering. All was well. The problems began piling up when the crew started climbing and accelerating at the same time. The machine started rolling to the portside while starting veering off the runways centerline. Attempts to offset the roll were futile. According to the pilot, the controls became hard to move about and would not go to the right. In the end, the helicopter hit the ground first with the main rotor blades and then with the cockpit at a high angle of roll and a negative angle of pitch about 50 m away from the runway. The fuselage nose section with the cockpit was torn off, the machine rolled on its portside, the main and tail rotors disintegrated completely, and fractures of the tail boom and tail rotor pylon emerged. The crew of five, two flight operators and two official personnel were injured.
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Conclusions
To probe into the crash, IAF set up an investigating committee who considered several versions, e.g. piloting error, helicopter overloading and technical failure. The probe revealed that the cargo had been fastened well and its shift could not facilitate the incident. The helicopters load (14.5 t of cargo and 5 t of fuel), takeoff weight (48.4 t) and centre-of-gravity location were within the limits. The flight recorders and analysis of the helicopters structure and systems on site showed that the aircrew had not been the cause of the crash, but also indicated that the newly replaced KAU-140 combined lateral control unit, which had operated well enough, had started responding in a strange way to the inputs from the controls after the helicopter started accelerating. This was in the form of biting the rod of the actuator
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