Russian Civil Aviation: News #2

Dima wrote:

Regardless of the often formed opinion of it being an outdated aircraft by those ill read people, it still is in the class of whats flying in the form of B737 and A320 series. Its simply that MS-21 is more advanced than all the above three in its construction, materials used and design.

But Tu-204 was top class and it retained those qualities except for in sales. For example (below article, from another forum), we get to know few design feats of the Tu-204...

Its designers says Tu-204's 22 meter wings doesn't have a single joint.
They also say that, compared to the aircraft it was meant to replace, the Tu-154, the Tu-204 had 70% lesser body joints!
Not sure if Airbus and Boeing also claim such feats on their aircrafts which it replaced?

I wonder if MS-21 can come up with such a figure as to how much of an improvement it has over the basic Tu-204 airframe and body joints.

In addition, MS-21 is not running into multiple 1000s in orders, its order number is still modest and there is not yet a situation which warrant all the production lines to be that of MS-21 so as to meet the customer demand.

MS-21 is not going to be cheaper than Tu-204 and there is a need to have a Tu-204 production line, particularly the updated 2-crew Tu-204SM.

PapaDragon wrote: Let's wait until first one is assembled at least

Firebird wrote:I wonder how this will work. Will this Il-96 eventually be replaced by a Russian-Chinese widebody?
I read that Russia plans to use this to get started for the Russia-China venture.

Or will the joint plane be sold in China. With Russia doing her own variant for domestic use and her own customers
ie in the same way Brahmos is for India, with Russia having her own Zircon missile for domestic use?

A prototype of the 19-seat all-composite aircraft STR-40DT, developed at the Siberian Scientific Research Institute of Aviation (SibNIA) named after SA Chaplygin, will be presented by the end of 2018. The aircraft will be adapted for the harsh conditions of the Russian North and can fly for a distance of up to 4000 km. This was toldTASS scientific supervisor of SibNIA Alexei Seryoznov.

"By the end of the year, we will demonstrate a prototype of a 19-seat aircraft, which will be adapted for Russian conditions, and its service will be no more than $ 250 per hour, like a similar US airplane." Now the world's aircraft maintenance costs about $ 1,500 per hour, "said he.

Seriousov specified that the class of 19-seat aircraft in Russia has not yet been submitted. According to him, such a plane will be in demand for the northern regions of the country, for example, in Yakutia. "Now Canadian planes fly there, our plane will be able to travel long distances and will be more suitable for flights in the cold," he added.

"Aviation of Russia" has already talked about a new aircraft, which is being developed in SibNIA on the basis of a Soviet light jet for local airlines Yak-40. Work on the all-composite aircraft STR-40DT with capacity for 19 seats began in 2013 at the request of the Ministry of Industry and Trade of Russia within the framework of the Federal Target Program "Development of Civil Aviation Equipment in Russia for 2002-2010 and for the Period until 2015".

STR-40DT will completely repeat the aerodynamic scheme of its predecessor: it is a twin-engine, all-composite, monoplane with a trapezoidal wing, a T-shaped tail unit with a significant excess over the fuselage. The Yak-40 wing has an elongation of 8.93 and a span of 25 m. Obviously, the new integral-wing wing will have a much longer elongation, so that it is possible to fly over long distances - up to 4000 km.

Main technical characteristics of STR-40DT:

Empty weight - 6500 kg
the maximum weight is 13000 kg
number of passengers - 19-32 people
flight range - 4000 km
altitude of the flight is 9500-10000 m
running start - 800 m
mileage - 600 m
carrying capacity - 3200 kg
the cruising speed is 650-700 km / h
fuel consumption - 500-550 kg / h

The developed aircraft is a demonstrator of the capabilities of polymer composite materials technologies when used in light turbojet passenger aircraft at high flight speeds (600-700 km / h). In the framework of the state order, the Institute carried out studies of PKM technologies in aircraft construction, allowing 2-3 times to increase the productivity of new aircraft and to reduce the cost of their production by 50%. Obtained demonstrators are a by-product not intended for commercial use. They only confirm the possibility of developing and constructing a fully composite production vehicle with the required flight characteristics, as well as characteristics of strength and economic efficiency.

Hole wrote:

Firebird wrote:I wonder how this will work. Will this Il-96 eventually be replaced by a Russian-Chinese widebody?
I read that Russia plans to use this to get started for the Russia-China venture.

Or will the joint plane be sold in China. With Russia doing her own variant for domestic use and her own customers
ie in the same way Brahmos is for India, with Russia having her own Zircon missile for domestic use?

Brahmos is a vesion of the Onyx. Got Nothing to do with Zirkon.

Firebird wrote:

So I'm wondering if a similar thing will happen with China ie CR929 for China. But Russia produces its own plane separately too?
Maybe differing in range or TO weight or whatever? Does that make sense?

GunshipDemocracy wrote:

Firebird wrote:

So I'm wondering if a similar thing will happen with China ie CR929 for China. But Russia produces its own plane separately too?
Maybe differing in range or TO weight or whatever? Does that make sense?

perhaps because CR-929 (Berkut is partially Russia and partially Chinese and all Il-96 is made in Russia? Thus makes it a good platform for military applications (tankers AWACS, ASW...)

Firebird wrote:

GunshipDemocracy wrote:

Firebird wrote:

So I'm wondering if a similar thing will happen with China ie CR929 for China. But Russia produces its own plane separately too?
Maybe differing in range or TO weight or whatever? Does that make sense?

perhaps because CR-929 (Berkut is partially Russia and partially Chinese and all Il-96 is made in Russia? Thus makes it a good platform for military applications (tankers AWACS, ASW...)

Yeah I can see the IL-96 being used for military stuff even after CR929 is done.

But the big moneyspinner is civilian. So if say Russia's partners (excluding China) want a widebody in 2025 or whenever, I wonder if UAC will give them a CR929 ie joint venture assembled in China. Or whether they will offer a Russian made plane that's very similar and maybe a little more advanced?

After all, the tech expertise is coming from Russia, even if CHina is providing much of the money for CR929.

Militarov wrote:

Firebird wrote:

GunshipDemocracy wrote:

Firebird wrote:

So I'm wondering if a similar thing will happen with China ie CR929 for China. But Russia produces its own plane separately too?
Maybe differing in range or TO weight or whatever? Does that make sense?

perhaps because CR-929 (Berkut is partially Russia and partially Chinese and all Il-96 is made in Russia? Thus makes it a good platform for military applications (tankers AWACS, ASW...)

Yeah I can see the IL-96 being used for military stuff even after CR929 is done.

But the big moneyspinner is civilian. So if say Russia's partners (excluding China) want a widebody in 2025 or whenever, I wonder if UAC will give them a CR929 ie joint venture assembled in China. Or whether they will offer a Russian made plane that's very similar and maybe a little more advanced?

After all, the tech expertise is coming from Russia, even if CHina is providing much of the money for CR929.

All tech expertise comes from Russia? Highly unlikely, if that was the case the project would never ever exist.

miketheterrible wrote:

Let me guess, cause Russia makes nothing, right?

You are also expert in airplane electronics and all forms of engineering too?

This site is too tiring. Too many "experts" or IKE's

miketheterrible wrote:

After all, the tech expertise is coming from Russia, even if CHina is providing much of the money for CR929.

Militarov wrote:
Honeywell and United Technologies are to be suppliers for many components as agreed in 2016.

Firebird wrote:Yeah I can see the IL-96 being used for military stuff even after CR929 is done

But the big moneyspinner is civilian. So if say Russia's partners (excluding China) want a widebody in 2025 or whenever, I wonder if UAC will give them a CR929 ie joint venture assembled in China. Or whether they will offer a Russian made plane that's very similar and maybe a little more advanced?

After all, the tech expertise is coming from Russia, even if China is providing much of the money for CR929.

RUSSIA’S $2.6 BILLION JET ENGINE TO BE MADE USING ADDITIVE MANUFACTURING
BEAU JACKSON APRIL 17TH 2018 - 3:10PM

The Aviadvigatel PD-35 is Russia’s next generation airline jet engine. With a projected budget of 160 billion rubles ($2.6 billion) development of the engine is expected for completion in the next 5 years, and additive manufacturing (or additive technology) is tipped to be an important part of the plan.

For the engine’s development, Russian commercial aircraft developer and builder Aviadvigatel is working with gas turbine manufacturer ODK-Saturn – a company home to the state-funded Additive Technology Center.

A United project

PD-35 development is funded in part by the United Engine Corporation (UEC), a member of Russian state corporation Rostec, and China’s AECC Commercial Aircraft Engine Co.

When completed, PD-35 turbines will fly the C929 long-haul, widebody passenger airliner.

From 2019 onwards, the United Engine Corporation also expects that additive technologies will be integrated in certified gas turbine engines.

So far, the UEC has allocated 64.3 billion rubles ($1.13 billion) in state funding for PD-35 research and development.


Metal 3D printed component. Photo via United Engine Corporation

Additive manufacturing is “the only solution”

Topology optimization, i.e. lightweighting parts to reduce the cost but maximize the strength, is a key part of next generation engine development at ODK-Saturn. According to Denis Fedoseyev, deputy chief engineer at ODK-Saturn, “In many cases of topology optimization, additive technologies are the only solution for production of complex-profile parts.”

So far, ODK-Saturn has leveraged topology optimization and metal 3D printing techniques to make small and complex components including brackets, mechanical elements and components used inside combustion chambers.

By UEC deputy chief designer Dmitry Karelin’s count, “In 2016, Saturn used [additive technologies] to produce over 600 gas turbine elements made of stainless steel, cobalt and titanium alloys,”

Additive applications for the PD-35 were gleaned from the design for the Aviadvigatel PD-14 civil aircraft engine, scheduled for flight tests running 2019 through 2021.


ODK-Saturn workshop. Photo via United Engine Corporation

An international competition

I line with the aims of the PD-35 project, at the All-Russian Research Institute for Aircraft Materials (VIAM) additive manufacturing was used to make a combustion chamber within 5 days, a project that would typically take around 4 months to complete.

VIAM’s general director Evgeny Kablov says, “The world now competes who will reach ideal parameters in engines. The competitiveness depends on weight, performance and design effectiveness.”

Indeed, GE has had marked success with additive manufacturing for turbines in the West. A third of the parts in its Advanced Turboprop (ATP) Engine are now 3D printed, and the 3D printing enabled LEAP engine generated $27 billion in sales at the 2017 Paris Air Show.

Kablov concludes, “[Additive technologies] helps to resolve at once issues of materials, technology and design. And all that should be integrated decisively, at development stage.”

Rostec State Corporation is also developing a UEC Based Additive Technologies Center in association with the administration of Gyeonggi province, South Korea.

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Featured image shows the PD-35 predecessor – Aviadvigatel PD-14 engine. Photo by Vitaly V. Kuzmin

Firebird wrote:

GunshipDemocracy wrote:

Firebird wrote:

So I'm wondering if a similar thing will happen with China ie CR929 for China. But Russia produces its own plane separately too?
Maybe differing in range or TO weight or whatever? Does that make sense?

perhaps because CR-929 (Berkut is partially Russia and partially Chinese and all Il-96 is made in Russia? Thus makes it a good platform for military applications (tankers AWACS, ASW...)

Yeah I can see the IL-96 being used for military stuff even after CR929 is done.

But the big moneyspinner is civilian. So if say Russia's partners (excluding China) want a widebody in 2025 or whenever, I wonder if UAC will give them a CR929 ie joint venture assembled in China. Or whether they will offer a Russian made plane that's very similar and maybe a little more advanced?

After all, the tech expertise is coming from Russia, even if CHina is providing much of the money for CR929.