Russian Civil Aviation: News

IL-114 is not reached the customer  The Government considered the demand is too low

mutantsushi wrote:It seems that worldwide there is more than enough need for such a class.
Considering those markets, and those that UAC can reasonably sell to, would be the basis for a succesfull product.
India has alot of need in that class, and I believe is interested in localising a product in that class.
A JV also lowers the direct cost to Russia, making it more rational proposition from Russian end.
Bombardier and ATR products of this tier are of similar design age to begin with, so I don't see anything wrong with using Il-114 as basis.

Austin wrote:

IL-114 is not reached the customer  The Government considered the demand is too low

http://www.aviaport.ru/digest/2014/08/27/302857.html


So IL-114 is not economically feasible seems project de

Russian authorities attended to the aircraft industry. Prime Minister Dmitry Medvedev signed a decree №1614-r dated 25 August 2014 to provide state guarantees worth up to $ 400 million. To secure the obligations of JSC "Corporation" Irkut "on loans for the development of the aircraft MS-21 . As explained on the government website , the credit is involved in "Sberbank of Russia" for up to 10 years under a general agreement on the non-revolving credit line framework amounting to more than $ 1 billion.


In addition, it is reported that the total cost of the project is 3.947 billion dollars. Should be emphasized that this is the first estimate of the cost of the program MS-21 , heard from official sources.


The project to create ближнесреднемагистрального MC-21 aircraft - today in Russia is the most promising and most ambitious program. Above it is an active work , the first plane to be built in 2015 . According to its characteristics plane (more precisely, a family) is aimed at the most popular in the world market niche aircraft with a capacity of 150-220 passengers., which is the most intense competition. At present, this niche is firmly occupied by families of Airbus A320 and Boeing 737NG, while Airbus proposed modernization A320NEO with new high-performance engines, and Boeing responded to this project 737MAX. That is, two leading manufacturer in this segment are not only successful projects, but also a clear perspective of their development. Moreover, China plans to put on the same market your C919 , and the Bombardier CSeries and his family backs this niche "from below", from the aircraft of smaller capacity.


It is clear that the creation of a competitive product in this segment of the market is necessary to rely on the latest achievements of the global aviation industry and broad international cooperation. In particular, one embodiment of a propulsion system for the MS-21 - Pure Power engine family company with Pratt & Whitney geared fan drive, the same will be installed on A320NEO. However, there are works of Russian and alternative - PD-14 engine. A few days ago Corporation "Oboronprom" soobschida to place bonds for 3.266 billion rubles. to finance the development of advanced engines for civil aviation , in particular the family of PD-14. Flight tests of the PD-14 is scheduled to begin in 2015


Russia, of course, must be presented to the world market of aircraft, so that the Government's attention to the program of the MS-21 is good. However, we must emphasize the need for increased sales MC-21 aircraft already at this stage of their creation. After expanding the portfolio of orders not only strengthens the hope for the future success of the program, but also provides - through prepayments - additional ongoing funding of the project. And the money is significantly cheaper than Sberbank loans.


We can not say that the authorities are doing nothing to ensure sales - for example, proposed a mechanism to guarantee the residual value of the aircraft , which will be possible thanks to the operational leasing of these machines. At the same time, as shown by the results of the Farnborough Air Show, which unlike competitors Corporation "Irkut" has not announced about any new contract on the MC-21, over the sale to work. Then it will be possible to reduce the size of commercial lending program, and hence reduce the cost. So far, however, all projects to create new aircraft only increased in price.

GarryB wrote:Aerodynamics haven't changed much in the last few decades... A Il-114 with the original design digitised and modified and a complete update of its construction materials including newer lighter stronger composites and of course new more powerful but also more fuel efficient engines would make it a very competitive aircraft on the international market but unless there is a buyer prepared to spend money on it then it will not go anywhere.

In the 1990s that would mean it has no chance.... today the Russian military needs this plane to replace a lot of old obsolete aircraft in a wide range of roles and missions.

For those who think these aircraft are too small and light you need to ask yourself why the An-2 was so popular.... it was smaller and lighter and has much shorter range.

The point is that you wont fly from Moscow to some far flung corner of Siberia and land in an An-124 to deliver post... large heavy aircraft will deliver region to region over long distances with heavy payloads, but as the branches get smaller the loads get smaller and lighter and the distances get shorter too.

The "Frigate Ekodzhet" is a development of widebody medium-haul aircraft of the new generation.  This machine is focused on a relatively small but very popular and relatively free market niche - the carriage of passengers on busy routes for 3-4 thousand. Km.  A qualitatively new level of economic performance - 15-20% better than the existing aircraft - is achieved through a series of structural and aerodynamic features, chief among them - the fuselage with an elliptical cross-section, which provides extra lift and a large seating capacity in the cabin with three passages between armchairs.


Work on the project are from 2009 .;  an important feature of the program - a complete lack of public participation: all the work is still conducted under the auspices of "FPG" Rosaviakonsortsium "".


To date, the program "Frigate Ekodzhet" reached a stage of development where needed new mechanisms and principles of management.  For this reason, OAO "FPG" Rosaviakonsortsium "" established a project company "Frigate Ekodzhet", the main specialization of which - the development of aviation technology of the new generation.  In particular, the company is a single administrative center of the homonymous program "Frigate Ekodzhet" at all stages until the introduction of the aircraft into service.


"In the life of the program" Frigate Ekodzhet "comes a very important period: from the conceptual stage, we turn to the design and construction", - said Vasily Danilov, CEO of "Frigate Ekodzhet."


The new company is a competence center program "Frigate Ekodzhet", it transferred all the research and technologies developed by JSC "FPG" Rosaviakonsortsium "" since 2009 Rosaviakonsortsium This is one of the shareholders of the new business, whose capital will be attracted Russian and foreign financial investors.


"Company" Frigate Ekodzhet "will program the agent for interaction with the investment community, including in the framework of the process to find and attract a strategic investor," - said the director of marketing for the program "Frigate Ekodzhet" Sergei Grachev.


It is planned that the projected structure of the aircraft will be finally approved by the (frozen) in the next year, the first flight will take place in about 2018-2019., And commercial exploitation of the new aircraft will begin in 2021, "One of the first steps in this direction - the creation of an engineering center in Zhukovsky. Its main task is to coordinate and carry out further work on the design and integration ", - said Vasily Danilov.


Another important initiative is a series of studies, including the testing of full-scale fuselage section to confirm ensure structural strength given weight when exposed to excessive pressure, and test a model airplane in a cryogenic wind tunnel that will produce results as close to the real flight conditions.


For testing full-scale fuselage section discusses a contract with ThyssenKrupp System Engineering.  It is expected that the test will be conducted at the company IMA Dresden.  Also there is a search companies in Germany, which would take place the assembly of the fuselage section - for example, the plant is considered EADS Elbe Flugzeugwerke in Dresden.


To study the aerodynamics of the aircraft company "Frigate Ekodzhet" in July 2014 signed an agreement with the German ThyssenKrupp System Engineerimg to conduct aerodynamic testing model aircraft "Frigate Ekodzhet" in the European transonic wind tunnel cryogenic European Transonic Windtunnel (ETW).  Under the agreement, the joint team, "Frigate Ekodzhet", ThyssenKrupp System Engineering and ETW will test before January 2015 ThyssenKrupp System Engineering, an engineering division of the largest German company ThyssenKrupp, acts in this project integrator program aerodynamic testing.


Work in Germany will be the second stage of aerodynamic research model "Frigate Ekodzhet."  "In the first phase of tests in TsAGI in 2013, we confirmed the claimed aerodynamic characteristics. We spent revision aerodynamic layout to improve these characteristics. As part of the project, we aim to use the most advanced technologies available today in the global engineering industry. It was therefore decided to conduct the second phase of testing in a cryogenic wind tunnel in Germany ", - says Vladimir CHernousov, chief designer of" Frigate Ekodzhet. "  Besides, according to the ATO, the cost of such work in Germany was lower than in Russia.


The tests will be held on the equipment of ETW, which has the most modern infrastructure to conduct this kind of research.  During the tests, the flow is injected inside an insulated sealed compartment made of stainless steel.  Compressor power of 50 mW to circulate nitrogen gas at the temperature of about -50 ° C and a flux density consistent flight conditions at high altitudes.  These tests allow most accurately recreate the real situation, which ensures high reliability performed with measurements.


Model aircraft will be made by Deharde Maschinenbau GmbH, specializing in the design and manufacture of aircraft models for testing in wind tunnels, as well as full-size flight products.


Under the "Frigate Ekodzhet" formed on the basis of market research, it is planned for 10 years to produce and sell at least 224 aircraft.  Place to build assembly plant must be selected before the end of this year.

In May, the program "Frigate Ekodzhet" reached a new level - was registered LLC "Frigate Ekodzhet."  On the development of the program says CEO of the new company, Vasily Danilov, Alexander Klimov program manager and marketing director Sergei Grachev.


ATU: What was the need to create a company "Frigate Ekodzhet"?


A. To .: In the course of any aviation program, there are certain steps.  Technical project moves from the conceptual stage to the design phase, and then to the production stage, although not always pass these stages - a sequential process.  The "Frigate Ekodzhet" developed within Rosaviakonsortsiuma exactly to the period of transition to the design, to the successful completion of the conceptual stage.


At this stage of its development, the program has reached a stage where it needs a different level of resources, including financial and human resources.  That is what led us to believe that the program should develop independently, going beyond Rosaviakonsortsiuma.  Therefore created a new company - "Frigate Ekodzhet";  for the past two months, we are forming the engineering, financial, marketing team.


ATU: What decisions will be made ​​by the new shareholders?  What is the most willing to give up your share of the founder?


A. To .: We are looking for, are in talks with potential strategic investors who plan to attract and to participate in the share capital of OOO "Frigate Ekodzhet."


VD .: Our shareholder is well aware that in today's aviation world, one aircraft for the money does not create.  For successful implementation of the new partners are needed.


ATU: What are the immediate goals and plans of the new company?


VD .: Today we are in the stage of development of a new version of the business plan, which is going to get by September.  It will include a detailed implementation plan through the work schedule for all areas of marketing, development, certification, production, sales and after-sales service.  Much attention is paid to the financial component, which describes the entire project from the point of view of the effectiveness of attracting investors' funds.


A. To .: As the program gets a lot of interesting links, it involved a completely different professionals and companies.  During the site selection for future series production are in talks with two companies: consultants for Finance and evaluation area.  They have huge data banks of industrial sites in different countries.  This year we plan to enter the preparation of the short list of those areas, specific places where we will choose the site in accordance with our requirements.
Assembly line we will make ThyssenKrupp, and on the same production will be made and prototypes for static and flight tests.  In the future, production will be certified and will produce production aircraft.


VD .: Today we are launching the design - is an active discussion of cooperation of participants, an evaluation of the cost of these works.  Agreements for aerodynamic studies on creation of a purge model.  We are in the final stage of the selection of an experienced producer compartment of the fuselage, already have a tentative agreement to conduct its tests.


Plane "Frigate Ekodzhet" oriented to foreign markets and must be certified according to international standards.  Therefore, running a set of works for future certification of the aircraft as well as production in the EASA.  Defined partner and consultant, who will help us to go through familiarity with European certification bodies, to study and apply to all of the necessary procedures, which we will need to consider for a successful certification.


A. To .: I would add that in the structure of the company formed by the certification authority.


ATO: When your chart will be the first flight?


A. To .: first scheduled for the end of 2018 - beginning of 2019


VD .: We really understand that it is possible to carry out in the schedule.


ATU: How is possible at all in a Russian private company development and production of large passenger aircraft?  Traditionally, in general, the whole business or state or semi-state.


VD .: I will turn to the parallel and very close area.  Let's look at what is happening in the United States space program.  To date, the output payload of cargo into low orbits not running state-owned companies or corporations, and two private firms.  Imagine a situation 10-15 years ago, it was unbelievable, but now it's real.  So, in principle, ownership per se is not so important in this situation.


A. To .: Therefore, the question should probably be this: can the company, shall we say, unusual in our traditional understanding of today to engage in the production of long-haul aircraft?  Answer: Yes, it can.


It would be wrong to regard the state as a cashier for money for aircraft programs.  In fact, the state, and so provides support through a variety of mechanisms - that federal programs and subsidies for air travel and leasing rates, and loan guarantees, and much more.  Form of state can be completely different.  If we, for example, place the final assembly line in Ulyanovsk under the guarantees offered by the government of the Ulyanovsk region, is not that funding for the program?  If we agree with someone about the risk-shared, it will also be funded.  Do not see the state as a window in the box office.  There are different forms of financing, and no one says that the state can not support projects in which it is interested.


VD .: But not as a cashier, and as a potential investor.


A. To .: With this new way of organizing the project, which we use, can significantly reduce costs, we are already seeing in the course of work.  That is, we not only refute the myth that the plane must necessarily build a state, but also the myth that the plane must be very expensive.  We have to offer the market a competitive plane.


ATO: Basil, a question for you.  Do you have a wealth of experience in the Russian aviation industry, work in engine and the KLA.  And why do you dare to go into this project and to lead this company?  What prospects do you see this?


VD .: project is interesting in itself, it is extraordinary in terms of the concept of the aircraft, and in terms of organizational structure, as originally started to realize this project.  Second - the people who initiated this project.  They are no strangers to me, I am interested in working with them.  Besides, I do not rule out that our experience, if it is positive, in any case, will be useful for diversification approaches in relations between business and the state in the implementation of major capital projects in the engineering, not only in aviation.


On the one hand, we are implementing a specific program, that is our challenge - to design and build the new aircraft, certifying it in accordance with all the necessary requirements.  But we need to develop a management system that will effectively complete the task using a variety of funding sources, mainly as we have said, non-governmental.  And the experience that we gained in the management of such a project will be useful to other undertakings.  Because all that is happening in Russia, if we are talking about capital projects ranging from the construction of bridges and ending with the Olympic facilities in Sochi, gas, oil - it is basically part of the state.  Let us not dissemble, "Gazprom", "Rosneft", Railways - a state-owned companies, public money.


ATO: And yet the government takes any interest in your project?


VD .: interest of the structures that are responsible for the aviation industry of the Russian Federation, at the level of ministries and departments, the project management companies today do not.  But we really do not particularly worried now.  Why?  Because we are doing this project, because we have some confidence that it can work effectively.  If we were not sure of this, we would not engage in them.  And, accordingly, those investors that a private business, which now puts him in real money, he would not do that, too.  And most importantly, that we are probably common, - a love of aviation and a desire to design and build the new aircraft.  It sounds corny, but it's actually true.


ATO: You say the project is interesting.  But it would at least hurt to work just for the sake of the project.  How promising you find this plane as far as he is in demand on the market?  After a niche for it is not that big, and is easy to close more versatile long-haul wide-body aircraft, even if they are not as effective at these distances.


S. G .: First of all it should be noted that the market for large civil aircraft now duopolny, they are released only two companies in the world.  As a consequence of this, we understand that the reduced level of competition and manufacturers are starting to form their product line, the most convenient, efficient and profitable for themselves.  This creates quite rare today in the world situation, when the market does not belong to the buyer and the seller, which is actually dictating its terms.
What happened as a result?  There was not even a niche, and the huge gap between the single-aisle medium-range aircraft with a maximum capacity of 180-200 seats, on the one hand, and the wide-bodied long-haul aircraft with capacity of about 270 seats - on the other. 


Existing gap airlines forced to close by using long-haul aircraft, designed to fly at a range of 10-15 thousand. Km, exploiting them on the lines long, oddly enough, 1,5-2,0 thousand. Miles, because they have the necessary capacity .  Alternative - to increase the frequency of flights on smaller aircraft.  Naturally, in this situation, airlines are looking for ways to maximize the efficiency of inefficient use of available aircraft and come up with some kind of a legend, why they do it.


Our project is adjudged to be in exactly this gap: aircraft capacity of about 300 seats with a range of about 4.5 thousand. Km.  According to the results of marketing research, this gap is estimated at about 600 aircraft.


ATO: It's up to what year?


S. G .:'s roughly until 2030 Here we clearly understand that our project is rather unusual, and we - the newcomers in the market.  Therefore, we estimate our share of 224 aircraft as the most pessimistic, which allows you to make the project profitable.  We understand that after the appearance of the aircraft is unlikely to airlines that currently operate long-haul aircraft on the routes are not long, lined up for us in the queue.  But we hope that there is a certain number of carriers that are part of its large fleet of long-haul wide-body sun form a unit from a half to two dozen aircraft to maximize the economic impact of these specific routes.  Or in this niche market will be new airlines that will make a bet on the efficiency and possibly to loukost-carriage.
Furthermore, the intensity of air traffic is increasing.  At airports, airplanes, standing in line to take off with the already running engine, have become almost

commonplace;  Passengers seated in the aircraft and are, where this is happening, as a rule, in the most attractive for passengers time.  But no airspace, no terrestrial infrastructure is not rubber;  to increase the frequency of flights on routes saturated lacked the slots on the landing operation or throughput of the system of air traffic management.


The plane, which we develop, deliver forced airlines to increase frequency of flights.  In this case, by increasing the capacity of the decrease in consumption, that is, airlines will be able to become more competitive and offer more access to the market in the most intense and attractive for passengers time, which will increase the efficiency of transport.  That is, strictly speaking, our vision of the project demand.

Interview with Mikhail Pogosyan

"We have an advantage over Boeing and Airbus in terms of cost"

GarryB wrote:Actually I remember someone mentioning that the Russians were working on new large transport aircraft and that "Lifting body" designs were being considered... perhaps they will be related to these widebody designs?

It would certainly help with transporting armour, for which the Il-476 is considered a bit narrow...