Russian Civil Aviation: News

It would, but lifting bodies haven't shown much usage as of now. For crying out loud they could just redesign the wings and give them more lifting area. I'd rather have them more focussed on aerodynamics...

GarryB wrote:

It would, but lifting bodies haven't shown much usage as of now. For crying out loud they could just redesign the wings and give them more lifting area. I'd rather have them more focussed on aerodynamics...

You are missing the point... the fuselage on a standard transport is fairly high drag because it needs to carry large internal loads. Of course for a given load you will have different requirements... a 50 ton tank near the centre of gravity of a Il-476 would leave most of the internal area empty as it is a very high density load. A payload of 50 tons of feathers on the other hand could fill the internal volume of the aircraft to capacity.

What I am saying is that a large internal volume is good for low density payloads... like troops or a range of lighter goods.

The fact that the enlarged fuselage is part of a lifting body means that not only would it not be higher drag, it might even add to lift in forward flight and improve flight performance while at the same time increasing the amount of low density payloads that can be carried.

The An-225 is an example of what you have to do with very large low density payloads that wont fit inside. Carrying externally greatly increases drag and requires a serious redesign of the aircraft tail surfaces...

Note I am not talking about a flying wing or anything.

Head of Industry and Trade told about the main agreements signed at the exhibition "Gidroaviasalon 2014" Russian aircraft for flight in Crimea, airliner Superjet and other long-term projects of the domestic aviation industry. 

- Let's start with "Gidroaviasalon." As far as the models that are presented at the exhibition, interesting to foreign customers, and how they can displace foreign counterparts from the domestic market?

- Here is a technique in which interested customers as Russian and foreign: it is 100% Russian development and production, and joint products. If you've been paying attention, the exhibition samples of unmanned aircraft that use the aircraft of foreign design, but he has already collected in Russia and has a Russian "stuffing." It turns out such a joint Russian-Austrian and Russian-Czech project.

As for new products, which are typical of the "Gidroaviasalon" - a winged "Orion-14", located at the junction of the marine and aviation equipment. On this basis, there is a long debate as to which components are those programs that our ministry is co-financed within the framework of the federal target program of development, civil marine equipment.

- With regard to the model of the Be-200. As far as I know, she is interested in France, and negotiations are under way. Is that true? And how interesting this model to overseas buyers?

- These machines are in demand, primarily in the Russian market and, of course, the foreign. The main challenge facing today aircraft manufacturers - is to ensure the timeliness and comprehensiveness of delivery orders, which currently comes from the Ministry of Emergency Situations and the Ministry of Defence. These are the main customers and consumers of the aircraft. The next few years the entire production program typeset, and the main problem, as I have already said - is to perform timely delivery. We expect that the rate of which is assembled Beriev. GM Beriev, and will continue to grow rapidly.

This will provide an opportunity to fulfill orders for prospective foreign partners. As you mentioned, the French government is interested in firefighting. We also periodically performs one-time orders from our foreign partners from Spain, Portugal and other countries who buy from EMERCOM airplanes and helicopters to critical periods when burning wood in Europe.

- When possible deal with France?

- We are ready and as soon as the signing of the contact, but with delayed deliveries because, as I said, we loaded capacity. They should be expanded in order that we can execute orders from foreign countries. The second question relates to the certification.

- To stop contracts "Mistral". How this may impact on Russia, and France?

- You know, this question is more in the purview of the Ministry of Defence, who bought at the time these ships. They judge how it will affect. As far as I am aware, the stop will not affect the performance of military doctrine. It's a shame is that, under the draft prepared infrastructure and invested in it. If there is a task to build similar ships, it will not be a problem as they are absolutely simple in terms of performance.

- That is, they can produce a Russian?

- Yes, of course. We also participated in the cooperation, and the filling in of the control system will be Russian. And this is the main thing.

- What are the major agreements were signed on the "Gidroaviasalon"? And what is the amount of transactions?

- I would start with a really meaningful for our aviation industry contract between the Ministry of Defence and the "Irkut" on more than 12 billion rubles for the supply of seven SU-30 for the purpose and the needs of the Navy. The second agreement - the development of a helicopter-based cluster Bataiysk city, where is the military unit of the Defense Ministry. Airfield infrastructure will be used for the development of capacities Rostvertol as flight test station as a training center.

- Russia and China create a joint long-haul aircraft. When we are able to fly on it and what is the amount of investment? I heard a rating of 7 - $ 8 billion.

- We have agreed to work together to develop in the first place, modern materials (this composite materials, and new modern alloys), as well as modern engines that should go on the characteristics that provide fuel efficiency. In this case, we should go ahead with respect to our foreign colleagues, producers, who at the moment in this niche. Next year, we must move from research papers, which are now underway to development work. Therefore, the real beginning of the test - not earlier than five years. Before, we would just not physically ready to go to this stage of development. Therefore, in 2020 - this is the most appropriate term to which one would go into the financial plan and come up with a proposal for the tools which will be involved in this program.

- Earlier, I said that the government will provide a subsidy for airlines that will fly to the Crimea on the domestic production of aircraft (Tu-204 and Sukhoi Superjet-100). When a final decision?

- First of all, we already have a traditional support tools and incentives purchase our aircraft. There are also measures to stimulate the production of new aircraft. This means, in fact, on the development of the technology itself in program activities. If we are talking about non-program part - is the subsidy on technological modernization of our aircraft manufacturers. Passing by the consumers - is subsidized loans, which involved the purchase of aviation equipment by the airlines; is the compensation cost of leasing companies for supply of aircraft.

With regard to the Crimea as a region, where the need to fly the aircraft and carry passengers, then we come out with an application in the first place, to finish the Tu-204 in different versions that are available today in the backlog "Aviastar". There are about 11, but they are in various stages of readiness. Also work on aircraft Superjet, which are already in the standard.

In this years we have almost doubled the volume of production: last year it was 24 aircraft, but this year we have to reach the level of 40 aircraft. Therefore, we are ready to order from the Ministry of Transport to ensure that we clearly understand the term to download "Aviastar". Now the company expects only to the public order of the Ministry of Defense, Ministry of Emergency Situations, Ministry of Internal Affairs and other government customers.

We are ready to agree with them redistribution on the basis of urgent details to ensure traffic in the Crimea. Everything here depends on the speed of decisions of the Ministry of Transport. In addition, we are ready to consolidate on the specialized company, which is now the Ministry of Transport defines as the flagship for the start of operations with technology, already available in the manual. Then parallel to complement aviation aircraft built by "Aviastar".

- Recently introduced a new plane - Business modification Superjet. What are the prospects of this project in the future?

- It is a pity that we have not taken the time to develop timely solutions to this type of aircraft in parallel with the passenger version, which is available today, and the Russian and foreign customers. This idea came later, already in operation. We understand that this aircraft demand, has good performance characteristics for this segment of aviation. In addition, comfort flies on it compensates distance towards uzkofizyulyazhnym business aircraft.

In the first stage, we have already put Rosoboronexport first aircraft with a range of about 5,500 kilometers. The same aircraft in the next year will get under operation for more toplivnyme tanks, and the range will increase to 6500. From 2016 onwards, will be specially made changed the geometry of the wing will be changed, will be changed slightly winglets, tail. There will also be increased fuel capacity, so that the range should be about eight thousand. With the evolution of the aircraft will appear customers. The following year, guaranteed delivery of three aircraft for the aviation ministry. I think that the development of this direction we need to go out for five - six, or even ten, aircraft per year.


- Now the Government renews recycling program, but only for four months. As far as possible, that the program will be extended? And when?

- We proceeded from the assumption that the market for seven months showed, unfortunately, quite negative results to a particular segment of automotive products: this trucks, buses, light commercial vehicles. Therefore, we expect that this program should enable it to dampen the fall, which occurred in seven months. It primarily is directed to these segments. We must always be guided by the second or third quarter of next year in order to monitor the dynamics of the market. After that will be made certain decisions. We believe that the market has to live through market mechanism and hope that other sectors of the consumer market will also gradually come to life. This will be reflected on the fact that the cars will be purchased in large volumes.

Ok, "lifting body" typically means a blended fly wing etc.

If haven't already, go look up the yf-25... - It is a fighter design, but it perfectly incorporates a lifting body and blended body etc.

GarryB wrote:

Ok, "lifting body" typically means a blended fly wing etc.

If haven't already, go look up the yf-25... - It is a fighter design, but it perfectly incorporates a lifting body and blended body etc.

That is right, so for a transport aircraft, instead of trying to make a compact circular fuselage to carry the payload that otherwise generates drag, the fuselage can be reshaped and redesigned to hold ore payload and generate lift which will reduce drag and improve performance.

Or do you think a big draggy cigar tube fuselage is an efficient way of carrying cargo around?

It isn't... I just originally thought that you meant a flying wing kind of design. - The "cigar tube" is more aerodynamic than it seems. There is a reason most planes today still use that design.

GarryB wrote:

It isn't... I just originally thought that you meant a flying wing kind of design. - The "cigar tube" is more aerodynamic than it seems. There is a reason most planes today still use that design.

It wont exactly be a flying wing... but look at the Tu-160 and compare it with the Tu-128.

A cigar shape is low drag as long as the cigar is very thin and long... the Tu-95 can't actually carry a lot of very heavy bombs like the FAB-9000 because it is too narrow and it is narrow to keep the drag down for very long range flights.

the Tu-160 also flys long range flights but it has a lifting fuselage to allow more fuel and internal weapons to be carried at lower drag than a cigar design would have resulted in.

Not are "cigar tubes" are fat, and not all are fat...

GarryB wrote:

Not are "cigar tubes" are fat, and not all are fat...

For a future transport aircraft it would need to be a fat cigar shape if it was a cigar shape to hold as much as possible.

Keep in mind the Tu-95 has a slim body because it is still the worlds fastest propeller driven aircraft... it is faster than many jets.

A transport doesn't need to be that high speed... long range and payload are more important so they can have fatter tubes, but a lifting body allows even larger internal payloads....

Mike E wrote:

GarryB wrote:

Not are "cigar tubes" are fat, and not all are fat...

For a future transport aircraft it would need to be a fat cigar shape if it was a cigar shape to hold as much as possible.

Keep in mind the Tu-95 has a slim body because it is still the worlds fastest propeller driven aircraft... it is faster than many jets.

A transport doesn't need to be that high speed... long range and payload are more important so they can have fatter tubes, but a lifting body allows even larger internal payloads....

Like you said, it could be flattened out a little with a "lifting body" and "blended wings". Both of which, as you know, would increase the payload and range.

Tu-95 doesn't need to carry "fat objects", but lots of smaller bombs. Hence the reason it is "slim".

Whereas other parts of the Russian aerospace industry are much more inward looking – a fact of life when under state ownership – the country’s newest pretender to the aeronautical throne has a much more international outlook.

Based in a non-descript [url=http://www.flightglobal.com/landingpage/Moscow Domodedovo International.html]Moscow[/url] office building, the Rosavia consortium last year launched its concept for a new high-capacity, medium-haul airliner dubbed the Frigate Ecojet. Featuring a highly elliptical fuselage and a triple-aisle interior, the clean-sheet twinjet is designed, the company says, to address a market for a 300-350-seat widebody that can be efficiently operated on routes of around 1,890nm (3,500km), particularly from slot-constrained airports.

The concept dates back a number of years to research and designs produced during the Soviet era. However, the programme’s active phase, says marketing director Sergey Grachev, is covered by the last three years.

Rosavia is aiming to achieve first flight in 2018-2019, with the aircraft to enter serial production and commercial service around 2021, following EASA certification.
Grachev admits the timeline is an ambitious one. "It is a very tight schedule – we need to concentrate all our focus to fulfil this plan,” he says.

However, there are signs that the programme is accelerating. On 3 July, Rosavia announced it had created a specific company – Frigate Ecojet – to direct the programme, taking over all rights to the project. Former United Aircraft and NPO Saturn executive Vasily Danilov was recruited to lead the effort.

A little over a week later on 11 July, Frigate Ecojet announced a second round of windtunnel testing would begin later this year to validate the performance characteristics of the fuselage. To take place in the European Transonic Windtunnel in Cologne, Germany, Frigate Ecojet says the main objective of the trials – which will run until January 2015 – is “to identify aerodynamic parameters that most closely resemble actual flight conditions”.

An earlier phase of windtunnel evaluations carried out in 2013 at the TsAGI Central Institute of Aerohydrodynamics in Moscow confirmed the initial configuration, the firm says, but since then the design has been enhanced.

The model to be used during the tests will be manufactured by Bremen-based Deharde Maschinenbau – a company which, says Frigate, specialises in “the design and manufacture of both windtunnel models and full scale flight articles”. Germany’s ThyssenKrupp System Engineering will oversee the test programme.

Additionally, the company will produce a 14m-long section of the fuselage to validate the shape’s ability to withstand pressurisation, Grachev says. Company documents suggest testing of the barrel is likely to be conducted by another German firm, IMA Dresden, which has previously carried out similar tasks for the [url=http://www.flightglobal.com/landingpage/Airbus A380.html]Airbus A380[/url].

Grachev says the project is now in the definition phase, and a design freeze is anticipated by June next year. This will usher in a critical period for the company as it looks to sign up the programme’s key suppliers.

Grachev rules out developing a new engine specifically for the twinjet, instead preferring to see what the market can offer in the “18-25t” thrust class – about 39,000-55,000lb-thrust (173-245kN).


The type is designed to addess a market for a widebody that can be efficiently operated on routes of around 1,890nm


However, those requirements seem to rule out the next-generation powerplants being developed for narrowbody applications, with Pratt & Whitney’s PW1100G for the [url=http://www.flightglobal.com/landingpage/Airbus A320neo.html]Airbus A320neo[/url] capped at 35,000lb-thrust, for example, and the CFM International Leap-1A at 32,900lb-thrust.

A derated version of the [url=http://www.flightglobal.com/landingpage/Trent 1000.html]Rolls-Royce Trent 1000[/url] could creep into the upper end of that range, but so far the engine manufacturer has not certificated anything below 69,200lb-thrust.

Nonetheless, Grachev says the company has started “communications” with a number of engine manufacturers to “discuss possibilities”, and is aiming to finalise an engine selection within the next 12 months.

Other possibilities could include Russian-built engines, including the future Aviadvigatel PD-18R geared turbofan – which would boast 39,600-44,100lb-thrust – and the same manufacturer’s PS-90A20.

Proposed developments at rival airframers could spur engine development, adds Grachev. Boeing has already hinted at studies exploring a replacement for the [url=http://www.flightglobal.com/landingpage/Boeing 757.html]757[/url], with observers putting its requirement in the 30,000-50,000lb-thrust bracket
“The message from the market is that a project for this kind of engine will maybe become a reality,” he says.

Of course, any 757 successor would be a rival of sorts to the Frigate Ecojet. But, says Gravhev, this would only tackle a small share of the market – and does not specifically address Frigate’s target segment of 1,890nm legs with 300 passengers, flown from slot-restricted airports where airlines are already operating aircraft "not optimised for these routes".

A revived 757 would be a "reaction to the demands of the market", he adds, although he notes that a typical offering from Boeing or Airbus is designed around the average customer, rather than every customer. The Frigate Ecojet would, he argues, allow carriers to replace two narrowbody flights with a single widebody service, cutting costs and freeing up airport capacity.

Grachev adds: "We need to change the classical mindset of airlines. Remember that many years ago when Freddie Laker started Skytrain, many people said it was impossible.

"We try to create a new mindset at the airlines. We will not compete with Boeing or Airbus but introduce something special. We hope we are bringing choice to the market.”

Early discussions have already been held with a number of undisclosed airlines, he adds, but the twinjet is being pitched at those that “think differently”. He cites Ryanair and AirAsia as examples, as carriers working to a “classical model” are unlikely to be convinced by the programme’s potential.

An analysis carried out by Flightglobal in 2013 into the short- and medium-haul markets for widebodies concluded that 50% of all widebody passenger scheduled sectors flown at that time were shorter than 2,500nm, and 70% under 4,000nm. Only a tiny proportion – under 0.4% – exceed the 8,000nm that long-range widebody twins are capable of flying.

Writing in the same report, Rob Morris, head of consultancy at Flightglobal's advisory service Ascend, says: "Aircraft optimised for shorter range have typically not sold well as airlines (and more importantly financiers) believe range flexibility is key to their fleet planning decisions, and consequently residual value retention.

“So, airlines continue to select long-range aircraft and suffer their sub-optimal economics on short- and medium-range sectors."

Nonetheless, he suggests airlines at present seem more likely to order “regional” variants of long-haul airliners than anything optimised for the segment, and will accept the lower performance in return for better "fleet commonality and scheduling flexibility".

Grachev is undeterred, however. Pointing to research conducted by IATA Consulting, he says there is a market over a 10-15-year period for around 600 aircraft in the segment, and he believes Frigate Ecojet will provide at least 250 of these. "That would be enough for us, but it is a pessimistic view,” he says.

In fact, he cites the relative success – in sales terms at least – of the Bombardier CSeries against the smallest members of the [url=http://www.flightglobal.com/landingpage/Boeing 737 Max.html]Boeing 737 Max[/url] and Airbus A320neo families. “Look at the sales of the smallest [url=http://www.flightglobal.com/landingpage/Boeing 737.html]737[/url] or the A319neo,” he says. “The CSeries can tackle them.”

“That is what we are trying to do for another part of the market. Sometimes I ask who our competitor is – I think we don't have a direct competitor. In reality it is something like the [out of production] [url=http://www.flightglobal.com/landingpage/Airbus A300.html]Airbus A300[/url] or the Ilysuhin [url=http://www.flightglobal.com/landingpage/Ilyushin Il-86.html]Il-86[/url]," he says.


Early designs feature a highly elliptical fuselage and a 300-350-seat cabin layout

Production at full rate will be around 25 aircraft per year, Grachev says, although the where and how of that assembly work is still up for discussion.

Frigate Ecojet continues its search for potential production sites for the widebody. The company has so far identified a number of viable locations across both western and eastern Europe – interestingly none in Russia – although company documents suggest “various plants in Germany” have made the shortlist. It aims to make a final selection later this year.

The initial 14m fuselage section for evaluation work is to be fabricated by a German company known for working with aluminium – but not necessarily in the aerospace industry, as competencies can be transferred across. The firm is "finalising the technical preparations", Grachev says, adding that "we hope in the coming months [to] start to develop and produce this barrel".

This unorthodox approach was partly driven by the likelihood that if Frigate went to one of the big aerostructure manufacturers requesting a one-off job, this would be met initially with a “no”, ultimately followed by a very expensive “yes”. "In this case we try to look for different possibilities,” says Grachev.

"How many of its own factories does Apple have? None. That's why we have looked outside [of aerospace]. We have chosen a company with the expertise and ability to produce what we need," he says.

It is using aluminium rather than composite, however, "as it is a proven solution that decreases the technical risk".

Discussions over investment in the programme as a joint venture alongside a potential “strategic partner” are also ongoing, Grachev adds, with funding also coming from Frigate Ecojet’s parent Rosavia.

Ultimately, however, the company will sink or swim based on pulling in orders for the unusually shaped jet. The Ecojet is a "targeted solution for a certain market niche”.
“We are proposing a product that is tailor-made for certain operations,” argues Grachev. “It doesn't matter how it looks. If it gives you the possibility of making more money then who cares?"

Production of medium-haul aircraft Tu-204SM can be deployed in Iran. Moscow and Tehran have confirmed their mutual interest in the project. Legal obstacles to its implementation, which existed before, now there is.


United Aircraft Corporation (UAC) is taken in Iran to organize the assembly of Tu-204SM. It also carried out on the supply of ready-made aircraft and their service, said Energy Minister Alexander Novak after a meeting of the bilateral

intergovernmental commission. "Aircraft Tupolev always been the most reliable. They are still flying in the skies of Russia, used in other countries. As for the new series, it has the highest level of reliability and security, "- said the Minister. Russia and Iran have discussed the possibility of deliveries of Tu-204SM.

But a deal with Tehran to these liners is planned a few years ago, was actually blocked because of the position the State Department as a plane set PS-90A2, intellectual property rights in that part belonged to the American group "Pratt & Whitney» (Pratt & Whitney) . In February of this year, Deputy Minister of Industry Yuri Slusar reported that the rights to the engine redeemed. "Actually, for Iran project Tu-204SM and created. Intellectual property rights in the engine Tu-204SM (PS-90A2), partly owned by the American "Pratt & Whitney" redeemed ", - explained while the deputy minister. Tu-204SM - deeply modernized version of the Tu-204, which uses two new engines with enhanced service life and reliability.


The aircraft is equipped with an auxiliary power unit TA-18-200M. It installed the most modern navigation equipment on the basis of domestic systems, the latest on-board measurement system air data, monitoring the technical condition, pressure control, and so on. N. Compared with the basic version of the new model by 10-12 percent improved fuel efficiency and operational manufacturability. Tu-204SM has a capacity of 166 to 215 passengers. It can stay in the air for about nine hours. Range with maximum load - 4200 kilometers.

Mike E wrote:Here is an absolutely terrible slideshow from Jet Expo 2014; http://rbth.com/multimedia/slideshows/2014/09/18/new_developments_in_business_aviation_on_display_in_mos_39877.html

Firebird wrote:

Mike E wrote:Here is an absolutely terrible slideshow from Jet Expo 2014; http://rbth.com/multimedia/slideshows/2014/09/18/new_developments_in_business_aviation_on_display_in_mos_39877.html

I don't tend to notice those types of things. But God, that is TERRIBLE slideshow.

Was it done by a 70s porn director who'd developed Parkinsons Disease.
Wow that is bad.

Shame because I think RBTH can be a terrific publication.
Someone deserves to be fired tho..lol

TOMSK, September 23 (RIA Novosti) - Russian scientists will create the first in Russia portable thermal flaw detector by 2015, the device will be able to find hidden defects on the airplanes panels, Vladimir Vavilov, professor of the Tomsk Polytechnic University, told RIA Novosti on Tuesday.
"The matter concerns the defects in the panels made of coal-plastic – fuselages, ailerons, wing flaps, rudders – hit by luggage during the loading, by birds, hailing and other reasons alike," Vavilov said, adding that sometimes these defects cannot be noticed simply by examining the panel's surface, as they tend to "get inside" the material posing danger to the further exploitation of a plane. "We offer a new way to find defects," Vavilov said, explaining that currently such defects are being find with the use of the ultrasonic method.
Vavilov sad that the scientists will also develop the software for similar foreign devices on commission of the Airbus aircraft manufacturer.
The budget of the joint project is 14 million rubles (about $363,000), one half of it will come from the Tomsk Polytechnic University while the second half will be paid by the Airbus.
According to Vavilov, in the late 1980s the scientists, working at the Tomsk Polytechnic University, received a soviet patent for application of the principle of thermal tomography and that currently the University is working on a new type of device, which will be able to find the hidden defects in the composite materials used in aircraft manufacturing.
The scientist has emphasized that the new method is safe for the personnel and ensures high productivity of the tests.