Russian Civil Aviation: News #3

Russia and CIS Observer New Issue

http://www.rusaviainsider.com/wp-content/uploads/2018/11/Observer-45-Juhai-2018-low.pdf

Good Details on Domestic Aircraft Program from officials , Looks like they are going to buy design of L-610 for 40 Seater type 

What does the domestic industry of regional aviation offer?


https://vpk.name/news/237702_chto_predlagaet_otechestvennaya_promyishlennost_regionalnoi_aviacii.html

What Do You Know About PW1400G, CFM LEAP-1 and PD-14?

https://aviationvoice.com/what-do-you-know-about-pw1400g-cfm-leap-1-and-pd-14-201606211719/

Even if it is not as fuel efficient, the PD-14 is part of a family of engines that cross a broad range of uses, that will be sanction proof for a lot of users who don't have good relations with the US in particular and the west in general.

The amount of fuel being used is not critical for military users, but for civilian users it is important in terms of profitability...

There are so many other factors however... If you look at the Il-76 using either D-30 engines or PS-90 engines... you can get a minor upgrade on the D30s to improve thrust and reduce fuel burn that results in an engine cost of 800K dollars US, but the PS-90 engines were 6 million dollars each... with four engines that means 3.2 million for the upgraded D-30s, but 24 million for the PS-90s... 20 million dollars buys you a lot of aviation fuel... it would take years for that to make any real difference to the costs of running the aircraft... especially if maintainence and spare parts are similarly priced... in fact unless you use those aircraft a lot you might never get to the point where the more expensive engines break even.

Obviously if there is an increase in power that also improves performance, and improved reliability then an engine upgrade could be much more warranted, but it really does not come down to.... engine X burns 2% less fuel than engine Y.

Another factor is... how well do they cope with the conditions where the planes will be operating... do they like minus 30 degree starts... or do you need to keep the engines running on the ground in a cold airfield... that will cost you more fuel and cold negate any fuel burn savings during the flight.

At the end of the day the PD-14 is intended to get around sanctions on western equipment, so Russian domestic sales and sales to other countries also subject to US sanctions will likely go ahead whether it is better or slightly worse than western engines.

Iranian carriers want to buy Sukhoi SSJ100 to renew their aging fleets

Tehran - Iran needs 500 commercial planes, and is ready to purchase the Sukhoi Superjet SSJ100 if Russia agrees to sell, Reuters reports, citing top Iranian civil aviation leaders

Iran is facing the task of renewing its aging commercial aircraft fleet. But the country is about to fail it due to ongoing US sanctions.

In 2015, Trump administration withdrew from the nuclear agreement with Iran and reimposed sanctions. Last year, the US Treasury Department revoked the licenses of Boeing and Airbus to sell passenger aircraft to Iran.

Most commercial airliners produced in the world include more than 10 percent U.S. parts. It is the threshold for U.S. Treasury approval.

According to Russian officials, Sukhoi is working on reducing the usage of U.S. made components in the production of SSJ100 to be able to sell the aircraft to Iran.

If the Iranian airlines want to use SSJ100 and the manufacturer agrees to sell it to Iran, the Civil Aviation Organization is ready to issue its final comment on this aircraft,
Ali Abedzadeh, head of the Civil Aviation Organization, told Fars news agency.

Iran Air, the national carrier of the country had ordered 200 passenger planes in 2016 -100 from Airbus (46 A320, 38 A330, 16 A350), 80 from Boeing (50 737 MAX 8, 15 777-300ER, 15 777-9) and 20 ATR 72-600 from Franco-Italian manufacturer ATR before U.S. licenses of these manufacturers were canceled.

In addition to Iran Air, another Iranian operator Aseman Airlines had placed an order for 30 737 MAX.

The airlines have proposals for aircraft purchases and we are trying to devise regulations that will ease their aircraft imports. Considering Iran’s vast market, we need 500 planes now,

Nice video on SSJ from take off to landing with full cockpit view 

[ltr]Sukhoi, UAC Planning Superjet With No Western Content[/ltr]


[ltr]by Vladimir Karnozov[/ltr]



[ltr]Following a series of consultations with authorities, suppliers, and customers, Sukhoi Civil Aircraft (SCAC) and its patron United Aircraft Corporation (UAC) have begun design work on a completely indigenous version of the Sukhoi Superjet regional jet. The companies have undertaken the development within the framework of a broader import substitution program ordered by the Kremlin.
Although SCAC has yet to encounter sanctions-related prohibitions against receiving components made in the U.S. and EU, the tightening Western sanctions on Russia could one day lead to disruption of the established international cooperation on the project. Western content now accounts for between 55 percent and 60 percent of an SSJ100’s unit cost.
So far, the Superjet program has proceeded uninterrupted despite the chill in the relations between Moscow and the West, which started with the civil war in Ukraine in late 2013 and further worsened with the annexation of Crimea in March 2014. Long-term agreements signed before the events remained in force, providing the manufacturer with an unbroken supply chain.
The first serious test the program failed to pass involved the intended shipment of some 40 aircraft to Iranian airlines. At the 2017 Eurasia Airshow in Antalya, Turkey, SCAC signed letters of intent with Iran Airtours and Iran Asman airlines calling for deliveries from 2020 to 2023. At the time SCAC believed that by removing U.S. parts from the factory-standard SSJ100 and replacing them with Russian or European substitutes would remove the aircraft from the regulatory scope of the U.S. Treasury’s Office of Foreign Assets Control (OFAC). In particular, SCAC reported plans to replace the airplane’s U.S.-made inertial navigation, auxiliary power unit, and cabin interior.
Over the course of the summer, a number of SCAC’s European partners informed the manufacturer that they will not risk losing U.S. market as a result of the White House’s possible retaliation for their non-compliance with President Donald Trump’s new policy toward Tehran.
Having reconsidered the situation, Moscow has decided to proceed with the indigenization of the Superjet to a greater extent than initially planned. After 2021, when SCAC introduces a version of the airplane without U.S. parts known as the SSJ100R, the companyplans to pursue a version devoid of all Western components, according to sources within UAC.
The Thales-integrated avionics package would give way to one from local manufacturer KRET. The airplane’s PowerJet SaM.146 engines would be replaced by the Aviadvigatel PD-9, effectively a scaled version of the PD-14 developed for the Irkut MC-21 narrowbody jetliner. Apart from indigenization, this, coupled with a new composite wing, would reduce fuel burn by between 5 percent and 8 percent.
Nevertheless, creation of a completely indigenous Superjet represents a challenge, given the fact that the majority of the airplane’s onboard systems come from the West. In theory, SCAC could consider Chinese parts, but the People’s Republic produces few appropriate for installation in the Superjet.
The SSJ100 first flew in 2008. Since entering commercial service in 2011, the type has logged more than 300,000 revenue flights lasting 460 hours. As of August 2016, 133 aircraft were in operation with eight airlines, as well as five governmental and business aviation organizations.
Most recently, Aeroflot and UAC signed a preliminary agreement calling for the delivery of 100 Superjets from 2019 to 2026. The September 10 announcement made no mention of whether any of the deliveries would involve the SSJ100R or an all-Russian-content Superjet.  

https://www.ainonline.com/aviation-news/air-transport/2018-09-10/sukhoi-uac-planning-superjet-no-western-content[/ltr]

[ltr]Sukhoi, UAC Planning Superjet With No Western Content[/ltr]




[ltr]by Vladimir Karnozov[/ltr]



[ltr]Following a series of consultations with authorities, suppliers, and customers, Sukhoi Civil Aircraft (SCAC) and its patron United Aircraft Corporation (UAC) have begun design work on a completely indigenous version of the Sukhoi Superjet regional jet. The companies have undertaken the development within the framework of a broader import substitution program ordered by the Kremlin.[/ltr]
[ltr]
Although SCAC has yet to encounter sanctions-related prohibitions against receiving components made in the U.S. and EU, the tightening Western sanctions on Russia could one day lead to disruption of the established international cooperation on the project. Western content now accounts for between 55 percent and 60 percent of an SSJ100’s unit cost.[/ltr]
[ltr]
So far, the Superjet program has proceeded uninterrupted despite the chill in the relations between Moscow and the West, which started with the civil war in Ukraine in late 2013 and further worsened with the annexation of Crimea in March 2014. Long-term agreements signed before the events remained in force, providing the manufacturer with an unbroken supply chain.[/ltr]
[ltr]
The first serious test the program failed to pass involved the intended shipment of some 40 aircraft to Iranian airlines. At the 2017 Eurasia Airshow in Antalya, Turkey, SCAC signed letters of intent with Iran Airtours and Iran Asman airlines calling for deliveries from 2020 to 2023. At the time SCAC believed that by removing U.S. parts from the factory-standard SSJ100 and replacing them with Russian or European substitutes would remove the aircraft from the regulatory scope of the U.S. Treasury’s Office of Foreign Assets Control (OFAC). In particular, SCAC reported plans to replace the airplane’s U.S.-made inertial navigation, auxiliary power unit, and cabin interior.[/ltr]
[ltr]
Over the course of the summer, a number of SCAC’s European partners informed the manufacturer that they will not risk losing U.S. market as a result of the White House’s possible retaliation for their non-compliance with President Donald Trump’s new policy toward Tehran.[/ltr]
[ltr]
Having reconsidered the situation, Moscow has decided to proceed with the indigenization of the Superjet to a greater extent than initially planned. After 2021, when SCAC introduces a version of the airplane without U.S. parts known as the SSJ100R, the companyplans to pursue a version devoid of all Western components, according to sources within UAC.[/ltr]
[ltr]
The Thales-integrated avionics package would give way to one from local manufacturer KRET. The airplane’s PowerJet SaM.146 engines would be replaced by the Aviadvigatel PD-9, effectively a scaled version of the PD-14 developed for the Irkut MC-21 narrowbody jetliner. Apart from indigenization, this, coupled with a new composite wing, would reduce fuel burn by between 5 percent and 8 percent.[/ltr]
[ltr]
Nevertheless, creation of a completely indigenous Superjet represents a challenge, given the fact that the majority of the airplane’s onboard systems come from the West. In theory, SCAC could consider Chinese parts, but the People’s Republic produces few appropriate for installation in the Superjet.[/ltr]
[ltr]
The SSJ100 first flew in 2008. Since entering commercial service in 2011, the type has logged more than 300,000 revenue flights lasting 460 hours. As of August 2016, 133 aircraft were in operation with eight airlines, as well as five governmental and business aviation organizations.
Most recently, Aeroflot and UAC signed a preliminary agreement calling for the delivery of 100 Superjets from 2019 to 2026. The September 10 announcement made no mention of whether any of the deliveries would involve the SSJ100R or an all-Russian-content Superjet.  

https://www.ainonline.com/aviation-news/air-transport/2018-09-10/sukhoi-uac-planning-superjet-no-western-content[/ltr]

Who sabotage the Russian aircraft industry?


https://topcor.ru/3748-kto-sabotiruet-rossijskoe-aviastroenie.html

Prototype of Russia’s new wide-body airliner to cost over $150 mln

First elements of the new aircraft are already being assembled

MOSCOW, December 16. /TASS/. Russia’s United Aircraft Corporation (UAC) will spend over 10 billion rubles ($150.5 million at the current exchange rate) to build the first experimental Il-96-400M long-range passenger jet, according to a tender posted on the government’s official database.

Manufacturing the plane itself will cost 7.6 billion rubles and should be completed by December 2019. The rest will be spent on preparing detailed engineering drawings of the plane’s avionics and other systems.

The prototype is expected to begin preliminary trials between November 2019 and January 2020. Additional certification tests are due between November 2019 and May 2020.

According to a source in the Voronezh Aviation Plant, first elements of the new aircraft are already being assembled.

The Il-96-400M is a long-range wide-body passenger jet on the basis of the Il-96-300 aircraft. Its planned seating capacity is up to 400 passengers. The aircraft’s serial production is expected to begin in 2020. The new plane will get a new cabin, a longer fuselage and will be equipped with more powerful PS-90A1 engines.

This year, Russia’s United Aircraft Corporation invested 4.5 billion rubles to modernize the Voronezh Aviation Plant’s production lines to produce Il-96-400M.


More:
http://tass.com/economy/1036287

Austin wrote:[size=38]Who sabotage the Russian aircraft industry?[/size]


https://topcor.ru/3748-kto-sabotiruet-rossijskoe-aviastroenie.html

I do not fully agree.

It is true that the foreign companies are trying to sabotage Russia, and that Boeing was trying to build a bad designed small passenger aircraft in the plants where Su27 and Su 30 were build, in order to destroy the military production and bankrupt the plants, but these plans were fortunately stopped.

In addition Boeing corrupted a lot of Russian officials and aviation businessman to.stop buying russian planes and so sabotage decent projects like the Tu 204 and the Il 96.

The civil aircraft industry was in disarray in the early 2000.  

And unfortunately due to.the lack.of proper maintenance in many of the small airlines in post soviet states, many soviet passenger aircrafts had fatal accidents and this gave a bad reputation to all the russian aviation industry, even if the fault was only due to criminal negligence from the operators and lack of proper spare parts.

The high western content of the superjet helped the aircraft get EASA and FAA certification.

As far as the engine, Russia did not have any engine in that thrust range (there was the D436 from Ivchenko-Progress/Motor Sich, but was an older generation engine and produced only in the Ukraine) and all the problem.with Snecma apart, Russia benefited.from the.cooperation and used also the experience in the.design.of the PD-14 engine.

Now they can substitute most of the foreign components.
They have just certified a modern APU for the superjet, that will replace the american honeywell, Kret can provide modern avionic and navigation systems, replacing those from.Thales and eventually there will be also a modern Russian engine (PD-7 for the superjet 75 and PD-9 for the superjet 100) that could be used also in the modernised beriev Be-200.

The prospects are not bad, unfortunately it takes a lot of time to recover from the mismanagement and crimes of.the nineties. It is not just a matter of assembly and production, the supply chain had to be completely rebuild.

Also Airbus could not.build an aircraft with only French and German parts, they have access to a supply chain divided in many countries. If their access to components manufactures abroad was stopped, they would not be able to produce aircrafts for a long time before finding a suitable replacement for the foreign parts...

Of course the media makes things worse... when there is a fatal crash most media can't wait to get the message out... media love that sort of thing anyway... but watch the discussion die when it turns out it was a Boeing or an Airbus that crashed...

Pretty much no country on the planet produces all the components to make most things, but western sanctions and pressure means Russia will likely become the exception to that rule and it benefits Russia to control all the components production...

GarryB wrote:Of course the media makes things worse... when there is a fatal crash most media can't wait to get the message out... media love that sort of thing anyway... but watch the discussion die when it turns out it was a Boeing or an Airbus that crashed...

Pretty much no country on the planet produces all the components to make most things, but western sanctions and pressure means Russia will likely become the exception to that rule and it benefits Russia to control all the components production...

Which is a shame Russia is doing most of it all over again, since Tu-204 was using all Russian made components.  Or most of at least.

With the Tu-204SM, it was supposed to be very competitive. But of course, it was dropped due to demand for western based jets - in other words, subsidies and corruption.

I was always adamant that the Russian government set up a state run airline company (there was plans at least couple years ago) where they could have purchased the Tu-204 and other Russian made jets.

miketheterrible wrote:

GarryB wrote:Of course the media makes things worse... when there is a fatal crash most media can't wait to get the message out... media love that sort of thing anyway... but watch the discussion die when it turns out it was a Boeing or an Airbus that crashed...

Pretty much no country on the planet produces all the components to make most things, but western sanctions and pressure means Russia will likely become the exception to that rule and it benefits Russia to control all the components production...

Which is a shame Russia is doing most of it all over again, since Tu-204 was using all Russian made components.  Or most of at least.

With the Tu-204SM, it was supposed to be very competitive.  But of course, it was dropped due to demand for western based jets - in other words, subsidies and corruption.

I was always adamant that the Russian government set up a state run airline company (there was plans at least couple years ago) where they could have purchased the Tu-204 and other Russian made jets.

Yeah the very corrupt Boeing lobby in Moskva is to blame for this.

Russia's Sukhoi Plans To Sign Deal With Slovenian Adria On Superjet-100 In Early 2019

https://www.urdupoint.com/en/world/russias-sukhoi-plans-to-sign-deal-with-slove-513128.html

Mexico's Interjet Ready To Buy 8 Modernized SSJ100 Jets - Manufacturer

https://www.urdupoint.com/en/world/mexicos-interjet-ready-to-buy-8-modernized-s-513129.html

Russian Aircraft Maker Says Deal In Pipeline For SSJ100 Sale To Thailand

https://www.urdupoint.com/en/world/russian-aircraft-maker-says-deal-in-pipeline-513137.html

Sukhoi Civil Aircraft plans to deliver 28 SSJ-100 aircraft in 2019

More:
http://tass.com/economy/1037378

I was always adamant that the Russian government set up a state run airline company (there was plans at least couple years ago) where they could have purchased the Tu-204 and other Russian made jets.

One financial support that Boeing uses is military aircraft... used as refuelling jets and other military based models... all custom made and expensive and good income earner for Boeing for purchases and maintenance contracts... it keeps her in the black even during tough times on the civilian market.

Russia should do the same and buy lots of converted civilian airliners to replace older model aircraft like the Il-38, Il-20/22, etc etc.

New platforms could be created using Il-96 and other platforms as well...

There are a lot of state-owned airlines, but they belong to republics/regions. The state could either strip them of their control and combine some of them or support them financialy so they could buy more new planes.

I suspect some one had sabotaged Tu-204SM program was a great aircraft to replace A-321 in Russian skies and A-320 

Why didnt RUssian government take action ?

Il-114-300
https://www.uacrussia.ru/en/aircraft/lineup/civil/il-114-300/#design-features


Updated website on Il-114-300

I was comparing Tu-204SM with MS-21-300

Full Payload for Tu-204SM is 23T 
Full Payload for MS-21-300 is  22.6 T

Full Range with Full Payload for Tu-204SM is  4,200 km http://www.tupolev.ru/en/civil_aviation/tu-204sm
Full Range with Full Payload for MS-21-300 is 6000 km 

Roughly payload is same with Tu-204SM carrying  400 kg more Payload but the range difference is a huge 1,800 km ! 

1,800 km is a huge difference to have shows how effecient new gen engine with 15 % more effeciency can create range difference plus new gen aerodynamics and materials