Military Forum for Russian and Global Defence Issues
JohninMK wrote:Trying to hold back the 'all parts Russian' moves wherever the Western manufacturers can.
26 August, 2019 SOURCE: FlightGlobal.com BY: Garrett Reim Moscow
Western aircraft parts suppliers are trying to grab what they see as a growing market for air travel in Russia.
These manufactures are bringing optimism to the MAKS air show in Moscow despite the struggles of the Russian economy and the difficulties of the country’s aerospace manufacturing sector. Several manufacturers have been burned in the past by Russian aviation projects that haven't panned out, such the Sukhoi Superjet 100 airliner, which was engined via PowerJet, a 50-50 joint venture between France’s Safran and NPO Saturn of Russia.
The growing air travel market in Russia still seems worth it to these manufacturers. For instance, CFM International, a 50-50 joint venture between Safran and GE Aviation, believes the number of airline passengers in Russia will grow annually at about 5% to 160 million passengers by 2024. That’s slightly faster than the 4.5% annual growth rate of airline passengers worldwide, it says. As a result CFM says it is pitching its Leap engine at the show to a number of Russian airlines. The Leap high-bypass turbofan debuted in Russia in October 2018 aboard a Boeing 737 Max received by S7 Airlines. Upcoming Leap deliveries include NordStar, Utair, Belavia Belarusian Airlines and Pobeda Airlines, says the manufacturer. Russia and the Commonwealth of Independent States (a group of nine former Soviet republics) represent an important market for CFM International, as the company says its older turbine, the CFM56, has a 90% market share in those regions.
Collins Aerospace-owned Ratier-Figeac of France is also making moves to grab pieces of the Russian market. The company supplies a number of parts for the Irkut MC-21, the narrow-body twin-engined jet airliner that is Russia’s latest attempt to break the Western world’s grip on commercial aviation. Ratier-Figeac supplies the MC-21 with a full cockpit controls suite, including two active side stick units, as well as cabin equipment for the aircraft’s doors. Parent company Collins Aerospace provides primary and secondary flight controls actuation, electric power generation and distribution systems. Even though the MC-21 hasn’t received much interest outside of Russian airlines – some of which are backed by Moscow with state finance – Ratier-Figeac sees a solid aircraft. “The MC-21 is definitely a great airplane born from an advanced design,” says Jean-Francois Chanut, general manager of propeller systems and president of Ratier-Figeac. “We have received very good feedback from the flight test team and are confident that the aircraft, with our system onboard, will perform very well in operations.”
The company is also eyeing supplying parts for the Chinese-Russian wide-body project, the CRAIC CR929. Moreover, it sees synergy in supplying Russian and Chinese development projects, including the narrow-body Comac C919. “We believe that building a family of platforms, reusing the most recent technologies developed successfully on the MC-21 or C919 is a good opportunity to offer a wider fleet to airlines at a reduced development cost and lower programme risks,” says Chanut.
The UAC has entered into an agreement of intent for the supply of 20 MS-21 aircraft, said the head of the civil division of the corporation, Ravil Khakimov. So, ten airplanes can be purchased by the Kazakh airline Bek Air, another five vessels - the Russian “Yakutia”. The potential buyer of the remaining five aircraft in the UAC was not disclosed. Mr. Khakimov also said that he expects to sign a firm contract for an additional 35 MS-21 for Aeroflot in the first quarter of 2020.
The United Aircraft Corporation, the manufacturer of the medium-range MC-21 aircraft, on Wednesday at the Zhukovsky air show signed an agreement of intent to supply new aircraft with Kazakhstan's Bek Air (ten aircraft) and Russian Yakutia (five aircraft). This was reported to reporters by the head of the UAC civil division Ravil Khakimov. In addition, an agreement was concluded for another five aircraft with an unnamed customer.
Ravil Khakimov also said that the UAC expects to sign a firm contract with Aeroflot for 35 MS-21 (in addition to the 50 already ordered) in the first quarter of 2020.
We are in constant dialogue with Aeroflot, the day before yesterday we met with the General Director Vitaly Gennadevich Savelyev. The agreement has been reached, the terms for signing the contract - I think we will sign it before the first quarter of 2020, "said Mr. Khakimov.
In June, the head of Rostec (it includes the UAC) Sergey Chemezov set the deadline for signing the contract until the end of the year. Ravil Khakimov also recalled that the first deliveries of the MS-21 will begin in the second half of the year 2021.
According to Mr. Khakimov, the catalog price of the MS-21 will be 20% lower than that of competitors. They are considered the most common in the mid-range segment of the Airbus 320 and Boeing 737 families. "I carefully examined all existing prices. Based on the sources that I have, the price is 20% lower than direct competitors on average. Take the catalog price of Boeing and Airbus and the method simple arithmetic will get a price. I’ll definitely tell you that, "said Ravil Khakimov.
Firm contracts for 175 MS-21 have now been signed, but the vast majority of them have been concluded with leasing companies affiliated with Rostec and UAC. Thus, Rostec’s Aviakapital-Service structure subscribed to 80 machines, of which 50 are for Aeroflot, and Ilyushin Finance, controlled by the UAC, has 50 airplanes. VEB Leasing (30 cars) and IrAero Airlines (10) also have contracts.
Compared to PS-90, the degree of localization of production at UEC-PM is reduced from 70-80 to 40-45%. The total number of external suppliers is 120.
United engine corporationmiketheterrible wrote:What is UEC-PM?
PD-14 is all Russian thats four sure.
(...)the engine’s predominantly Russian-made components make it “independent of currency fluctuations,” Durnovtsev points out.
However, he admits that it has not been possible to completely avoid foreign-made parts. “At present, there are 142 part positions which are imported, mostly for economic reasons. For example, it is cheaper to purchase gaskets and washers elsewhere, than in Russia. Key elements such as the combustion chamber are made in Russia. If required though, within two or three years, we’ll be able to make the switch to solely Russian-made parts, but it will have a slightly negative effect on the weight. And when it comes to weight, we are strictly limited by Irkut’s requirements,” Durnovtsev further explains.
For example, it is cheaper to purchase gaskets and washers elsewhere, than in Russia. Key elements such as the combustion chamber are made in Russia. If required though, within two or three years, we’ll be able to make the switch to solely Russian-made parts, but it will have a slightly negative effect on the weight. And when it comes to weight, we are strictly limited by Irkut’s requirements,” Durnovtsev further explains.
GarryB wrote:For example, it is cheaper to purchase gaskets and washers elsewhere, than in Russia. Key elements such as the combustion chamber are made in Russia. If required though, within two or three years, we’ll be able to make the switch to solely Russian-made parts, but it will have a slightly negative effect on the weight. And when it comes to weight, we are strictly limited by Irkut’s requirements,” Durnovtsev further explains.
Well how the hell are those Russian part makers going to improve the performance or weight of their components if you aren't fucking buying them you moron.
If they don't sell their product to Russian aircraft makers who are they going to sell them to?
When they go out of business and the US adds its next tranche of sanctions over Skripal and there are no Russian makers of these parts WTF are you going to do then?
How about man up and buy the local parts... spend some extra money and ask them to improve their products by making them lighter?
Totally agree with you. And it would be silly to not be able to deliver engines in time because of the lack of washers and gaskets. We are not talking about the crucial and technologically challenging components of the engine, but you still need them.GarryB wrote:For example, it is cheaper to purchase gaskets and washers elsewhere, than in Russia. Key elements such as the combustion chamber are made in Russia. If required though, within two or three years, we’ll be able to make the switch to solely Russian-made parts, but it will have a slightly negative effect on the weight. And when it comes to weight, we are strictly limited by Irkut’s requirements,” Durnovtsev further explains.
Well how the hell are those Russian part makers going to improve the performance or weight of their components if you aren't fucking buying them you moron.
If they don't sell their product to Russian aircraft makers who are they going to sell them to?
When they go out of business and the US adds its next tranche of sanctions over Skripal and there are no Russian makers of these parts WTF are you going to do then?
How about man up and buy the local parts... spend some extra money and ask them to improve their products by making them lighter?
GarryB wrote:Actually the situation for the US is much worse... they released a report some years ago... 2017 I think where they mentioned that the last US company that made tent fabric had closed so all US Army tents are now made with imported fabric, and it is rather worse than just a shortage of tents... the material used for Rocket fuel they bought from CHINA, a lot of materials they used for high tech items also came from China, and many other foreign sourced products considered critical to Americas ability to fight a war in the future... it is quite long and boring but I will have a look and see if I can find it.
This is the path that Russia is on in the long run. Putin will not be there forever to keep watch.
BTW, the cold hard reality of capitalist economics justifies no term limits and "kings" like Putin. As long as the electorate can elect a
real leader (this is no longer possible in NATO countries, including the USA and "maverick" Trump) he/she should be able to crack the whip
over profiteers and crooks for as long as necessary.
If Putin is to leave a lasting legacy of his epic achievements, he needs to make sure that legislation is in place that secures those achievements.
In addition, the constitution must be changed to remove the BS two term limit and to stop the CBR from being a private entity like the US Fed.
State ownership and tight regulation of the military industrial complex and other critical sectors should be enshrined in the constitution. At
some point the Duma will be owned by oligarchs and then they will rape the country. Tying their hands a priori is the only correct approach.
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