Russian Civil Aviation: News

AgustaWestland and Russian Helicopters sign Heads of Agreement to develop a new 2.5t helicopter
30 Aug 2013

Russian Helicopters, a subsidiary of Oboronprom, part of State Corporation Rostec, and AgustaWestland, a Finmeccanica company, are pleased to announce that they have signed a Heads of Agreement at the MAKS 2013 air show defining the joint design and development programme for a new 2.5-tonne class single-engine helicopter. The agreement was signed by Daniele Romiti, CEO of AgustaWestland, and Russian Helicopters CEO Dmitry Petrov.

The preliminary assessment of the helicopter's technical design and commercial opportunities is expected to be completed in the next few months. The programme, first announced by the partners in summer 2012, is intended to be shared on a 50/50 basis, with the new helicopter being designed for the worldwide market and a wide range of applications.

Dmitry Petrov, CEO of Russian Helicopters, said: "This agreement is a new step in the mutually beneficial cooperation between our companies. Russian Helicopters as a global rotorcraft market player is actively involved in international projects on manufacturing localization and the development of new helicopter models. Our cooperation with AgustaWestland is moving forward successfully and has become one of our key priorities."

Daniele Romiti, AgustaWestland CEO said: "This agreement with Russian Helicopters expands our successful partnership which started with the establishment of the joint venture HeliVert, for the local assembly of the best selling AW139 model. We are delighted to be progressing to the next stage of this programme covering the design and development stages. The soon to be completed technical and market assessment will allow us to define the basis for a modern, cost/effective product to successfully compete globally."

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AgustaWestland, a Finmeccanica company, is a major force in commercial and military helicopter markets around the world and offers an unrivalled range of helicopters, training and support solutions to satisfy customer's mission requirements. AgustaWestland's main facilities are located in Italy, the United Kingdom, Poland and the United States of America.

Russian Helicopters, JSC is a subsidiary of UIC Oboronprom, which in turn is a part of State Corporation Rostec. It is one of the global leaders in helicopter production and the only helicopter design and production powerhouse in Russia. Russian Helicopters is headquartered in Moscow. The company comprises five helicopter production facilities, two design bureaus, a spare parts production and repair facility, as well as an aftersale service branch responsible for maintenance and repair in Russia and all over the world. Its helicopters are popular among Russian ministries and state authorities (Ministry of Defence, Ministry of Internal Affairs, Emergency Control Ministry), operators (Gazpromavia, UTair), major Russian corporations. Over 8000 helicopters of Soviet/Russian make are operated in 110 countries worldwide. Traditionally the demand is highest in the Middle East, Africa, Asia-Pacific, Latin America, Russia, and CIS countries. Russian Helicopters was established in 2007. In 2012 its IFRS revenues increased 21% to RUB 125,7billion. Deliveries reached 290 helicopters.

UIC Oboronprom, JSC is a multi-profile industrial and investment group established in 2002. It is a part of Russian Technologies State Corporation. Its main tasks include: helicopter engineering (Russian Helicopters, JSC) and engine-building (United Engine Industry Corporation managing company).

Rostekhnologii State Corporation (Rostec) is a Russian corporation established in 2007 in order to facilitate the development, manufacturing and export of high-technology industrial products of military and civil purposes. Today it comprises over 663 companies, which form 8 military-industrial and 5 civil industry holdings. Rostec's subsidiaries are located in 60 regions of Russia and supply their products to over 70 countries worldwide. In 2012 revenues of the Corporation amounted to RUB 931 billion, net profits were RUB 38.5 billion and total taxation exceeded RUB 109 billion.

A joint project of Rostech and DAI has been approved by the government
Russian Aviaton » Thursday October 17, 2013 17:25 MSK

The joint project of Rostech and Diamond Aircraft Industries (DAI) for launching the production of multi-role aircraft seating from 9 to 19 passengers has been approved by the Presidential Commission on Development of General Aviation, press-service of Rostech reports.

It was unveiled during the meeting of the Presidential Commission on Development of General Aviation held in Ulyanovsk. The implementation of this project will allow the parties to transfer unique technologies in the area of design, manufacture and certification of next-generation aircraft. Thus Rostech will be able to expand its presence at the domestic light aircraft market, Rostech’s press-service reports.

Initially the engines and airframes will be assembled in Austria. At the second stage of the project the production of some components will be launched in Russia (this refers to composite components manufactured by RT-Khimkompozit and diesel engines with a power of 450 and 750 h.p.). At the final stage (by 2016) up to 60 composite aircraft powered by diesel engines will be manufactured in Russia. The enterprise will be certified in accordance with EASA and AR IAC standards, Rostech noted.

“The cooperation with DAI will enable transfer of state-of-the-art technologies which are of great importance for Russian industry. These technologies will help reduce production and operational costs for light aircraft and increase their fuel-efficiency”, - Aleksey Fedorov, the managing director on aviation projects of Rostec, said. This will allow us to keep the market price of the aircraft at the level of 80 million rubles (9-seat) and 120 million rubles (19-seat) which is twice cheaper as compared to the all-metal and hybrid analogues”.

The total investments in the project will be around 10 billion rubles by 2018. At present 90% of the operated light aircraft are accounted for outdated An-2s. 89% of the commercial aircraft and 79% of general aviation aircraft will be put out of operation by 2025. Russia will require a total of 1310 light multi-role airliners. Rostech intends to manufacture and sell about 800 aircraft by that time, the press-service noted.

RED Aircraft plans to establish an engineering center in Tatarstan
Russian Aviaton » Friday October 18, 2013 18:38 MSK

RED Аircraft GmbH (Germany) plans to establish an engineering center in Tatarstan, RIA Novosti reports with reference to press-service of the president of Tatarstan.

"RED Аircraft GmbH is focused on expansion of its presence in Russia. The company is considering the possibility of establishing an engineering center in Tatarstan", — CEO of the company, Vladimir Raikhlin, told the president of Tatarstan, Rustam Minnikhanov, during the president’s visit to the RED Аircraft GmbH plant.

It is planned that the engineering center in Tatarstan will be responsible for development of high-tech engines and provision of comprehensive range of services – from development to testing and production.

President of Tatarstan in his own turn expressed confidence that the center will be popular with the leading Russian and foreign companies. He also noted that the republic is ready to support German companies willing to implement their projects in Tatarstan.

Raikhlin explained that all the engines developed by RED Aircraft for aircraft, cars or other vehicles are designed assembled and manufactured by the company’s own efforts. The products are also fitted with electronic control units developed by RED Аircraft GmbH. He presented a draft design of RED A03 V12 diesel engine to Minnikhanov.

RED Аircraft GmbH was founded in 1995 in Germany by the Russian engineer Vladimir Raikhlin. The company’s assemble workshops (Adenau, Rhineland-Palatinate state, Germany) intended for production of hi-tech RED Аircraft GmbH engines have a total area of over 2 thousand square meters. They are fitted out with the state-of-the-art equipment.

Alexey Sinitsky, Maxim Pyadushkin

Buoyed by strong operating results, Russian Helicop­ters plans to further expand its products line. Up until now the corporation’s success has been mostly based on robust domestic and international demand for the Mil Mi-8/17 family of heavy transport helicopters. Now Russian Helicopters wants to further improve its bestseller and introduce several new models.

The corporation ended 2012 solidly in the black with 9.4 bln rubles (about $300 mln) in profit, or 35.2% up on the previous year. Its revenue stood at 125.7 bln rubles (+21% year-on-year). Revenues from helicopter sales amounted to 99 bln rubles; revenues from services and support stood at 18.4 bln rubles.

Russian Helicopters explains its financial growth by a 10.7% increase in deliveries: 290 airframes of nine different types were delivered last year to customers in 19 countries. The firm backlog had reached 817 helicopters by the end of 2012, worth a total of 359.9 bln rubles. The corporation reported several major orders last year from India, China and Brazil. Its 2013 plan for deliveries is thus completely secured by firm orders.

The Russian manufacturer says its cost of sales amounted to 79.9 bln rubles (+26.3% year on year) last year, and that its operating expenses equalled 30.6 bln rubles (+18,2%). The solid financial indicators are also attributable to the fact that the company’s cash CAPEX decreased to 13 bln rubles (–5.5%). In particular, investment in production facilities dropped by 16.4% to 7.6 bln rubles.

Russian Helicopters is working to develop the latest iteration of the Mi-8/17 family, to be known as the Mi-171A2. The upgraded version is derived from the Mi-171A1 design, which is currently in production at the Ulan-Ude aviation factory, the corporation’s subsidiary, and has been certified in Russia and Brazil. The new helicopter’s range without auxiliary fuel tanks is expected to be 850 km, against the Mi-171A1’s 610 km. External payload capacity will be increased by 1,000 kg to 5,000 kg.

The first Mil Mi-171A2 prototype may be unveiled at the MAKS 2013 air show outside Moscow in August. The airframe, referred to internally as OP-1, is under construction in Ulan-Ude. The new aircraft’s rotor system is being tested on a dedicated flying testbed. Russian Helicopter reports good progress with the tests: vibration has been considerably reduced and the planned maximum speed of 300 km/h has already been achieved. Thanks to the use of advanced composite materials in the rotor system, the trials have demonstrated a 700-kg increase in main rotor thrust.

Certification work is already underway and should be completed in late 2014. The Mi-171A2 is expected to go into series production in 2015. Russian Helicopters is believed to have received several commercial launch contracts; deliveries should begin in 2015 or 2016.

Another new model to make an appearance at MAKS 2013 may be the 6.5-ton Kamov Ka-62 medium utility helicopter. Russian Helicopters hopes that one of the two Ka-62 prototypes currently being assembled at the Arsenyev Progress production plant will join the flying display at the air show. This would be the first public demonstration of the helicopter in flight. "The Ka-62 will be flying at MAKS if we are completely satisfied that it can perform a spectacular sequence," says the Russian Helicopters’ general director Dmitry Petrov. "It is important that we demonstrate to our current and future customers what the new Russian helicopter is capable of."

French powerplant specialist Turbomeca has delivered 1,680-hp Ardiden 3G turboshaft engines to Russia to power the first Ka-62 prototype. Russian Helicopters says the engines have been successfully tested to validate the correspondence of their performance parameters to the design specifications. The first example of the transmission system designed by Austrian specialist Zoerkler should have been delivered in May.

Russian Helicopters applied for national certification of the Ka-62 in late 2012; the process is expected to be completed by the end of 2014, followed by deliveries from 2015. The Ka-62 seats 12 to 15 passengers and can be used for VIP and shuttle services, freight transportation, emergency medical operations, and various other forms of aerial work.
Among the launch customers is the Brazilian operator Atlas Tаxi Aеreo, which should receive the first of its initial two aircraft in the first quarter of 2015; deliveries will last until 2017 and may comprise a total of 14 airframes. Under the contract, Russian Helicopters and its regional partners will help set up an aftersales maintenance center for Russian-built rotorcraft in Brazil.

Russian Helicopters also continues work on the new Mi-38 transport helicopter, which is aimed as a niche product between the Mi-8/17 and the giant Mi-26. The Mi-38 program has reached another milestone with the roll-out of the third prototype (OP-3) at the Kazan Helicopters facility. This airframe, the first one to be powered by a pair of Klimov TV7-117V turboshafts, will soon be handed over to the type developer, Mil Moscow Helicopter Plant, for flight tests. In the meantime, Klimov continues with bench tests of the new powerplant. Two TV7-117V test engines were handed over to Kazan in May for ground tests on OP-3. If the trials prove successful, the helicopter may enter the flight testing phase in July this year. The first two Mi-38 prototypes are powered with an alternative powerplant, the Pratt & Whitney PW127XS.

Kazan Helicopters is preparing to build the fourth Mi-38 prototype. The fuselage should be ready in the first half of 2013. Designated OP-4, the helicopter will differ from OP-3 in having larger windows and a crash-resistant fuel system by Aerazur. This will be the final Mi-38 prototype; it is intended for producing the final test data required for commencement of commercial operations. In addition to the four flying prototypes, a fuselage and sets of individual components have been manufactured this year for fatigue and other tests.
The Mi-38 can carry 7 tons of payload externally. Series production should begin in Kazan in 2015. The Russian Ministry of Defense and several other domestic government agencies are believed to be interested in the type.

Despite its primary focus on the larger types, Russian Helicopters may yet revive the program to re-engine the Mil Mi-34 light helicopter. The effort to develop the Mi-34S1 was suspended in 2012, following the corporation’s failed attempt to secure production of the M9FV piston engine at Voronezh Mechanical Plant. The Mi-34ʼs original M14V26V powerplant is considered to be obsolete.

Roman Chernyshev, deputy general director for programs and projects at Russian Helicopters, said in May the corporation was in talks with a foreign piston engine manufacturer. Talks are also on with an investor over a launch order for the Mi-34S1. Final agreements may be announced this summer.

According to Chernyshev, the idea to use the Turbomeca Arrius 2F gas-turbine engine for the Mi-34 has been scrapped following last year’s announcement that Russian Helicopters would be developing a new 2.5-ton light single helicopter in conjunction with AgustaWestland. Russian Helicopter expects the new design to go into production at the HeliVert JV in Tomilino outside Moscow. According to Russia’s Minister of Industry and Trade Denis Manturov, the new helicopter is expected to be certified in 2016.    

- Sergey Leonidovich, which is a project of "The plane-2020"?

- "Airplanes 2020" - the code name of the state contract that we signed with the Ministry of Industry. It will last until 2015. We TSAGI serving as head performer, although this work we immediately agreed to do in partnership with the main potential consumer of the results - the United Aircraft Corporation (UAC).

At first glance it may seem that the project "Airplane 2020" aims to create a plane that has to climb into the sky in 2020, but this is not the case. "The plane-2020" - is primarily a technological basis of the aircraft of the future, then there is a certain set of innovative technologies that are at the turn of 2020 will form the basis of a new competitive domestic aircraft.

- What will be the concrete result of this work?

- We want to work out some potentially attractive market for future aircraft concepts, or, in other words, the technology demonstrators.

- There is a belief that "the aircraft-2020" will be in demand in the market?

- Monitoring of market trends will be carried out throughout the three years of the project. These tasks are mainly engaged in the KLA.

- What market niches found most promising?

- We consider the multiple market niches: in wide-body aircraft segment explores options for long-haul and medium-haul, single-aisle segment interesting options for a capacity of about 130 and 220 seats, which will complement the range of domestic aircraft Sukhoi Superjet 100 (SSJ 100) and MS-21. We also consider the concept of a new regional jet, the new transport aircraft, as well as a supersonic business jet.

All niches have their own characteristics. For example, is important for long-haul efficiency and speed at cruising area. Here we have, in addition to the traditional layout of the fuselage, wing, consider a non-traditional layout "flying wing". This scheme allows a 20-25% improve aerodynamic efficiency, reduce resistance for the same weight. For regional aircraft, flying at close range, on the contrary, the speed is not so important. But the big difference here is fuel efficiency and therefore profitability to ensure the availability of transport. Also, all the more important for this class of aircraft are environmental requirements. Therefore, as one of the options we are considering regional turboprop aircraft machine. But it is important for the transport plane, so that he can use for short take-off and landing, and sometimes unpaved strip.

- There is much said about the use of composites in aircraft construction. You are working in this direction?

- The new domestic aircraft MS-21, which should reach the market in 2017, the first time used to create a composite wing. This allowed to increase the wing aspect ratio and thus improve the aerodynamics. The experimental wing now produced in Austria, our TSAGI them from there delivered to the test. In the subsequent production of the wings of the Russian company will "Aerocomposite" now under construction on new plants in Ulyanovsk and Kazan. Subject composites will be reflected in the project "The plane-2020."

- You mentioned the supersonic aircraft. We are talking about the revival of the Tu-144?

- Not really. The Tu-144 was designed for about 150 passengers and weighed about 200 tons Today we are talking about a new generation of supersonic aircraft, which from the point of view of the market will be in a niche business aviation. It is an expensive machine, focused on wealthy people for whom time is important. In the framework of the project "The plane-2020" we consider supersonic aircraft flying at cruising speed 1.8-2M, which is about twice the speed of sound. This speed is a technological barrier for use in a conventional aluminum airframe materials. If fly at a faster rate, the aircraft will be heated so that the aluminum starts to lose its strength properties. Other technological barrier is the use of jet engines. Up to 3M can use regular turbojet engines, and at higher speeds, they cease to be effective. It is necessary to use the so-called ramjet engine.

It has been over 40 years since the establishment of the Tu-144, which, along with the Anglo-French Concorde was the first generation supersonic passenger aircraft. From these machines refused for reasons of efficiency (supersonic flight of more than subsonic), as well as the problems associated with the sonic boom. We have made progress in supersonic technology and better understand how to look like a supersonic jet. There are serious developments to reduce the sonic boom. As we work together with JSC "Company" Sukhoi "already offered images of supersonic aircraft weighing about 50 tons, representing business jets. Study is under 100-ton supersonic aircraft.

- It is known that the SSJ 100 was created in international cooperation and there are a lot of foreign components. The same applies to the MS 21. Recur if the story was a "plane-2020"?

- We need to create a competitive plane, it's the main thing. Therefore, providers are able to offer competitive systems for aircraft, should be involved in its creation.

When you create a plane and we have a serious organizational problem - after the plane is created, it is necessary to certify, not only in Russia but also abroad. Certification agencies in Europe and the United States have always supported their business. Therefore, if the vendor is reputable among businesses of this region, this certification is a lot easier. SSJ 100 certification in Europe took place in record time thanks to the fact that a number of suppliers of critical systems such as avionics, landing gear, control system, were European.

Today, there are instances when our companies - suppliers of specific systems or subsystems compete with Western. For example, the Ulyanovsk Instrument Design Bureau delivers display systems for aircraft. This system of category "A" if it fails, the plane will fly blindly. This company has won the tender for the supply of display systems for the MC-21, the company Thales. In the case of the aviation industry is gradually improving, and I am confident that our companies can and should be providers of a first and second levels for our aircraft manufacturers.

TheArmenian wrote:Well, Rogozin has spoken.

It is not a re-branding. MS-21 was never the name of the plane, it was just a "project" name.

I am glad that the Yak brand is surviving.

Firebird wrote:...

But to the average Westerner, a Yak is a dirty, smelly camel-like animal that spits and is used by toothless midgets to carry old blankets/baskets of coca in the Andes. Or something like that.

...

a89 wrote:MS-21 is going to be rebranded Yak-242:

http://www.aex.ru/news/2013/10/23/112280/

Irkut has boosted its MC-21 backlog, signing deals for a total of 62 of the in-development narrowbody during the MAKS air show.

The agreements, supplemented by Sberbank's letter of intent covering 20 aircraft, raise total commitments for the twinjet to 276 aircraft, including 175 firm orders, says Irkut vice-president of marketing and sales Kirill Budaev.

VEB Leasing placed the largest order during the event, for 30 MC-21s. Ilyushin Finance finalised a deal for 22 of the type, while regional airline IrAero ordered another 10.

Irkut also revealed its progress with manufacturing the MC-21. The airframer has passed the critical "first metal cut" milestone, meaning that the first components of the aircraft are now in production, Budaev says.

The programme remains on track for the start of final assembly in 2014, first flight in 2015, and certification and service entry in 2017.

The MC-21's launch customer Aeroflot, meanwhile, has already received and started operating the first full-motion flight simulator for the jet, Budaev says.

One of Irkut's major suppliers also made another major announcement at MAKS. Aviadvigatel, which is developing the PD-14 engine for the MC-21, displayed the first full engine technology demonstrator at the show.

The PD-14, which has been chosen by MC-21 customer Avia Capital Services, is one of two engines selected to power the aircraft - the other being the Pratt & Whitney PW1400G geared fan

Although the PD-14's bypass ratio of 8.5:1 pales in comparison with the PW1400G standard of 12:1, both engines should offer similar fuel efficiency, Budaev says.

The MC-21 mock-up at MAKS was displayed with a Rockwell Collins integrated avionics suite in the cockpit, but that is likely to change within the next year, with systems from Collins and Thales under consideration.

Although the PD-14's bypass ratio of 8.5:1 pales in comparison with the PW1400G standard of 12:1, both engines should offer similar fuel efficiency, Budaev says.

GarryB wrote:

Although the PD-14's bypass ratio of 8.5:1 pales in comparison with the PW1400G standard of 12:1, both engines should offer similar fuel efficiency, Budaev says.

Which is why bypass ration is a stupid way to compare engines... thrust and fuel consumption make rather more sense.

Using the promising medium-haul passenger aircraft MS-21 wing of composite materials will improve the fuel efficiency of the liner by 6-8% compared to their foreign counterparts, said at the conference "Composites Without Borders", held in the framework of the forum, "Open Innovation" General Director of JSC " AeroComposite "Anatoly Gaydansky.

He noted that the JSC "AeroComposite" subsidiary "United Aircraft Corporation" (UAC) is Russia's first national center of competence in the field of innovation, production and sale of components and composite structures for the aviation industry. "One of the key tasks of the center - the creation of a completely new, high-quality products for different segments of the aviation industry, able to compete in the global market", - said A.Gaydansky.

Until the end, UAC will plant for the production of parts made of composite materials for aircraft in Ulyanovsk, which will be the largest composite production of domestic aviation industry. The plant will manufacture composite structures for the main wing box prospective passenger aircraft MS-21 (integrated panels, spars, construction of center) on the infusion of technology. Also in Ulyanovsk will be the final assembly of the wings and the center section of the MS-21.

A.Gaydansky reminded that the leading aircraft manufacturers increase the share of composite materials in the construction of new aircraft. In particular, the mass fraction of composites in the design of the Boeing 787 and Airbus A350 is at about 50%. Share of the composite materials in the construction of aircraft SSJ-100 is about 12%, the proportion of composite materials in a newly built ship MS-21 will reach 40%.