Russian Civil Aviation: News #2

flamming_python wrote:Nothing on the Ka-62 in that helicopter presentation.

Ilyushin Aviation Complex, which forms part of the United Aircraft Corporation (UAC), participated in the working process of the Sixth International Conference and Exhibition «Regional Aviation of Russia and the CIS – 2016». The report on the Il-144 program implementation, presented by the chief designer of Il OJSC Nikolai Talikov, was of particular interest to the audience.

“Il-114-300 turbo-prop passenger aircraft will have key capabilities which are necessary for a Russia-made aerial vehicle designed for regional and local air transportation», Nikolai Talikov pointed out.

Il-114-300 will be an energy-efficient aircraft. Modern scientific and technological achievements aimed at securing the required levels of aerodynamic cleanness and weight efficiency of an aircraft and a power unit will ensure a high rate of fuel efficiency of the aircraft. The specific fuel consumption is to be kept within 550-580 g/km; the flight range with the maximum number of passengers will amount to 1900 km. While a lot flights to the neighbouring regions still have to be carried out via Moscow, Il-114-300 will deal with this problem, allowing the passengers to save more time and money.

Il-114-300 will be a comfortable aircraft. The experience of operating Il-114 shows that the aircraft is low-noise both outside and inside. During the flight, the passengers can calmly, without raising their voices, speak to their neighbours. In accordance with the demands of our time, the passenger cabin design is to be changed. Being subject to modernization, it will become up-to-date, yet maintaining its current comfort, and will allow using the internal space onboard the aircraft in the best possible way.

Il-114-300 will be a safe aircraft. The systems configuration is implemented in such a way so that to exclude the influence of failures on the operation of the remaining systems. They possess the necessary redundancy level, and well-proven materials are used in their design.

For the purposes of successful fulfillment of pilot duties and in order to reduce the aircrew’s workload, the aircraft is equipped with a new version of a digital flight and navigational complex, which ensures a take-off and a landing under the meteorological conditions corresponding to category II of the International Civil Aviation Organisation (ICAO). All flight and navigational data and information on the aircraft systems operation are shown on five colour LCDs.

Il-114-300 will be a low-maintenance aircraft. It can operate on unprepared airfields with both concrete and ground surface with the soil density amounting to 7.5 kg/cm2. That is particularly important for the regions of this country, including the arctic ones.

Moreover, the aircraft is designed for autonomous operation in underequipped airports. Il-114-300 has integral air stairs allowing the passengers to enter and to exit. There is also an immediate and easy access to all the aircraft components and devices which are to be easily approachable as per the maintenance program.

Il-114-300 will be a maintenance-friendly aircraft. For Il-114-300 aircraft, they adopted a method of operation as per the technical state without overhauling, which allows maintaining the required level of airworthiness at minimum maintenance costs within the limits of the design service life amounting to 30,000 flight hours, or 30,000 flights, and the operational endurance amounting to 30 years.

Now, Il OJSC is developing a system of after-sale service and aircrew training as an important part of the Il-114-300 sales policy.

In the beginning, the period of prompt delivery of spare parts will amount to no more than 72 hours from the moment of order. Later on, these terms will be reduced.

For the purposes of pilot training there are a full-sized simulator cockpit with an imaging direct projection system (viewing angles 60x180 degrees) and a computer classroom providing automated training and performance monitoring of flight and technical personnel during individual and group sessions.

Il-114-300 will be a fully home-made aircraft. All the components will be manufactured at Russian enterprises.

Il-114-300 is a universal platform that allows making aircraft of various application on its basis, namely air-freighters, multi-purpose passenger-and-freight aircraft, special aviation aircraft (patrol, medical, flying command post, aerial survey, etc), aircraft with ski-and-wheel systems.

The development of Il-114-300 as transport platform is confirmed by the experience of real operation of the freight version of Il-114T and Il-114LL flying test-bed, which is the prototype of patrol aircraft of various application.

Nikolai Talikov finished his report with the words: “We are absolutely sure that Il-114-300 will be a huge success».

The conference «Regional Aviation of Russia and the CIS – 2016» is an annual sectoral event, most important in Russia and the CIS, during which key issues of development of regional and local aviation are discussed at the State and business levels. The conference hosts up to 300 managers and leading experts in the aviation field on an annual basis.

Austin wrote:An-148/158 Family

http://www.pakukrainecentre.com/trade%20files/AN-148-158%20Family%2012-2013_%20Eng.pdf

The Ilyushin design house has issued its first official presentation of the Il-96-400M, a four-engine design meant to fulfill Russia’s aspirations to develop a new indigenous widebody as a contingency in the event a planned joint Russian-Chinese program fails to materialize. Ilyushin general designer Nikolai Talikov presented the details during a recent conference of Il-96 operators organized by the Russian civil aviation authority Rosaviatsiya. Plans call for the latest iteration of the widebody quadjet to carry a 90,000-pound payload as far as 4,860 nautical miles. Officials expect the first prototype to fly in 2019 and become factory standard the following year.

Designed for a maximum takeoff weight of 595,000 pounds, the Il-96-400M incorporates the same fuselage used on the Il-96M/T stretch that won U.S. FAA shadow certification in 1997. It will go into production at United Aircraft Corporation (UAC) plant in Voronezh (VASO), which has so far assembled 103 Il-86s and 30 Il-96s—the only commercially available widebody passenger jets of Russian origin. Three Il-96-300s remain in service with Cubana de Aviacion, and about a dozen with Russian government bodies.

The Kremlin instructed UAC to boost Il-96 production to guarantee air links between the European part of the country and big cities in Siberia and on the Pacific coasts in case escalation of East-West relations further limit the use of imported jets. The Russian government has approved construction of an initial batch of six to ten quads for government structures as a first step to revive widebody jet production at VASO.

Talikov said the factory could boost Il-96 production from one to two airframes in recent years to the eight to 10 it used to build during Soviet times. “I believe that, responding to the call to buy Russian having considered the new capabilities of the Il-96-400M, the airlines will place their orders,” he concluded.

Last year the Russian government allocated 53 billion rubles ($925 million) for the program, of which half will go to a leasing company—IFC or GTLK—that would place newly built airplanes with airlines on operating lease terms. The remaining half will go to the industry, including 10 billion rubles ($175 million) to the Ilyushin design house for modifications to the already certified Il-96 platform.

Ilyushin won a formal contract for -400M development on December 29 of last year. Officials expect a short flight-test program given that earlier versions had already won a number of certificates, including the 1997 U.S. FAA shadow certification of the Il-96T/M. Talikov told AIN designers have begun a special effort to replace old wiring as a weight-saving measure, promising to cut operating empty weight (OEW) by one to two tons.

Planning to limit Western content to an absolute minimum, Ilyushin will consider only Perm-based Aviadvigatel engines. The PS-90A1 has won certification and became operational on the stretched freighter, whose maximum takeoff weight exceeds that of the baseline Il-96-300 by some 45,000 pounds. Polet operated four Il-96-400Ts between 2009 and 2013, before going bankrupt. Polet’s operational experience, however, allowed the industry to find and fix teething problems associated with the PS-90A1 and subsequently reach average time between removals of 10,000 flight hours, generally considered a good figure for a Russian engine.

Since Cubana took deliveries of the last Il-96-300 airliners in 2007, design of a completely reworked interior has begun. Ilyushin has invited completion companies to compete in an associated tender.

Although designers have settled on a specification, Talikov said the terms aren’t so firm that the winner will not enjoy room for creativity. However, he said the Il-96-400M must come with a central luggage bin, which neither the Il-86 nor Il-96-300 feature because their designers wanted to create “spacious” impression. However, passengers now tend to bring more hand luggage into aircraft cabins, requiring more space than available with the existing left- and right-hand bins.

PapaDragon wrote:
And now something interesting:

Institute СибНИА is testing Yak-40 jetliner with composite wings. But at the end of the year they plan to rebuild the whole airplane out of composites. On top of everything they already removed one engine and now it flies with just two newer engine types (Honeywell TFE731).

PapaDragon wrote:
Another SSJ-100 completed. This is 7th this year. This one flew on 12. April. Last year's 7th flew on 18. June. So 2 months faster than last year, not bad.

https://sdelanounas.ru/blogs/92379/

PapaDragon wrote:
Another SSJ-100 completed. This is 7th this year. This one flew on 12. April. Last year's 7th flew on 18. June. So 2 months faster than last year, not bad.

https://sdelanounas.ru/blogs/92379/







And now something interesting:

Institute СибНИА is testing Yak-40 jetliner with composite wings. But at the end of the year they plan to rebuild the whole airplane out of composites. On top of everything they already removed one engine and now it flies with just two newer engine types (Honeywell TFE731).






Stock Yak-40 for reference:

PapaDragon wrote:

If they plan to build fuselage and wings of composite then it is better they use an equivalent Russian Engine.

Whats the point in using US engine in such a new project

Why would they bother with that so early in the project? Objective is to make composite airplane, not make new engines.

Once they get that part done finding different engines should not be a problem. Besides, why not use available engine regardless of manufacturer? This is civilian project.

PapaDragon wrote:

......

Coz Russia can build an engine similar to Honeywell and there is no guarantee that a year from now even Civilian projects might come under sanctions , infact they would should relations sour more.

Using any US tech today knowing the climate and the long term intention of US government , is tantamount to standing on the rail track to commit sucide , it would just happen when the train passes that way question of time.  

Dramatic much?

This is small project by one institute. A proof of concept.

If it works then they can localize engines. What's the rush?