Russian Civil Aviation: News #3

The first production IL-114-300 turboprop aircraft, manufactured at the MiG Corporation’s aircraft plant in Lukhovitsy, will fly into the sky in November 2020. How are the work on creating a new passenger airliner moving forward and whether its problems with overweight will affect its effect, as happened with the Il-112V, in an interview with "Expert"said the general director of PJSC" Il "Yuri Grudinin.

Answering a question about the Il-112V overweight and its comparison in this regard with the Il-114-300, he explained that these are different machines, despite the unification of some systems. "Il-114-300 is a classic passenger plane, and Il-112V is a transport one. Of course, there is a certain unification of the systems, but the complexes and designs themselves are different. And there are no difficulties with the Il-114-300 - work is in full swing "said the head of Ilyushin." We are doing everything in our power to raise the car at the end of next year. "

Yuri Grudinin added that PJSC Il has already signed several protocols of intent for a total of 19 aircraft. GTLK expressed interest in acquiring 50 cars, which is ready to start leasing them in 2025. "I think that the potential market for the Il-114-300 is somewhere around 60 machines. In addition, the Indians are very interested in the production of this machine - the company HAL. We are now working on various cooperation schemes, localizing the production of individual elements of this aircraft in India. Local air transportation is developing very actively there between the states - turboprops of this class are in high demand. But first we need to get a type certificate for IL-114 in Russia and then go to India, "said the director general of Ilyushin.

Touching upon the issue of competition between the Il-114-300 and the French-Italian ATR-72 aircraft, which produce more than 100 units annually, Yuri Grudinin explained that Il’s fuel consumption is 500 kilograms per hour of flight, which is less than on the ATR-72. The capacity is about the same, and the range of a Russian aircraft is about five thousand kilometers versus 3.6 thousand for ATR.

Concluding the topic of IL-114-300, Yuri Grudinin explained that it was planned to install an automated assembly line in Lukhovitsy similar to that installed at the Aviastar-SP plant in Ulyanovsk to assemble the IL-76MD-90A. "We have already held a meeting on this topic, preparations are underway at the plant," Grudinin summed up.

Irkut Corporation PJSC (as part of United Aircraft Engineering PJSC) continues to develop the program for creating the new generation MC-21 family of passenger aircraft. In November, the program will be presented at DUBAI AIRSHOW 2019 in Dubai, where the project will be presented as part of the joint exhibition UAC PJSC:

At exhibitions and salons, the

Dubai Airshow International Air Show will be held from November 17 to 21, 2019 near the Al Maktoum International Airport in Dubai, the United Arab Emirates. Dubai Airshow is one of the largest international aviation -Space exhibitions, this year the exhibition will be held for the sixteenth time.

The previous bright debut of the MC-21-300 aircraft took place at the TEKNOFEST 2019 Festival of Aviation, Space and Technology, which was held in Istanbul (Turkey). This was the first (!) Foreign visit of the MS-21-300 aircraft, which caused almost hype interest in it.

Then, during a flight from the airfield of the city of Zhukovsky (Moscow region) to the latest Ataturk airport in Istanbul, the MS-21-300 aircraft overcame more than 2,400 km in 3.5 hours. The plane was piloted by a crew of test pilots Vasily Sevastyanov and Oleg Mutovin.

After the landing, Vasily Sevastyanov said: "The flight went normally. The machine and its systems performed well in flight. Part of our route passed over the sea for the first time." The MS-21-300 aircraft, presented at an exhibition in Istanbul, is equipped with a two-class passenger cabin. He took part in the flight program and was open for visits by specialists and potential customers.

As Industrial Weekly has already said, the premiere of the MS-21-300 aircraft in Russia took place in August this year at the MAKS-2019 International Aviation and Space Salon. On August 27, 2019, the liner was visited by Russian President Vladimir Putin and Turkish President Recep Tayyip Erdogan.

New generation aircraft

The MS-21-300 aircraft, as the lead contractor, is developed, tested and built by Irkut Corporation PJSC. MS-21-300 is a new generation mid-range passenger aircraft with a capacity of 163 to 211 passengers. This airliner is targeted at the most sought after segment of the growing passenger transportation market. Demand in the MC-21 segment until 2038 in Russia is projected in the amount of about 1,000 aircraft, in the world - over 30,000 aircraft.

The design of the aircraft is based on the latest developments in the field of aircraft and engine building, on-board equipment and systems. High flight performance and reduced operating costs, in comparison with analogues, are achieved thanks to advanced aerodynamics, engines and systems of the latest generation.

Increased aerodynamic quality is achieved due to the wing of greater elongation made of polymer composite materials. The share of composites in the construction exceeds 30%, which is unique to aircraft of this class.

At the customer’s choice, the MS-21-300 aircraft is equipped with two types of new generation power plants: PW1400G-JM from Pratt & Whitney (USA) or PD-14 of the United Engine Corporation (Russia). Both versions of the power plant provide reduced fuel consumption, reduced noise and emissions of harmful substances, reduced life cycle costs.

Advantages and benefits

One of the key design decisions of the MS-21 project is the largest fuselage diameter in its class - 4.06 m. For passengers this provides a number of significant advantages, including: expanding personal space; increase in freedom of movement - it is possible to pass by a service trolley; the opportunity to take more hand luggage - the volume of luggage racks increased by 20-25%.

In the interest of passenger comfort, the size of the portholes has been increased. The pressure in the cabin corresponds to an altitude of 1830 m, against 2400 m for existing narrow-body aircraft. Airlines can order optional solutions that increase passenger comfort. These include a satellite communications system, Wi-Fi for passengers, an on-board entertainment system, multi-color passenger compartment lighting, electrical outlets in passenger seats and much more.

A wide aisle allows you to accelerate the boarding and alighting of passengers, and, accordingly, reduce turnaround time at the airport. The luggage compartments enlarged due to the expansion of the fuselage allow transporting more commercial cargo.

PJSC "Corporation" Irkut "formed the starting portfolio of firm orders for 175 aircraft MS-21 were among the first operators of aircraft MS-21-300 -. The airline" Aeroflot "has begun production of the first aircraft MS-21-300, intended for delivery to customers..

Tests and validation

Currently, the MS-21 program is at the stage of certification testing according to Russian standards, followed by validation according to European standards. In flight tests, launched in 2017, three MS-21-300 aircraft are participating. In 2019, the fourth experimental aircraft MS-21-300 will join flight tests. Also under construction is the MS-21-300 aircraft, which will undergo flight tests with Russian PD-14 engines.

During flight tests, the aircraft performed flights at altitudes and speeds that are characteristic of the main operating modes. The maximum values ​​of the indicators were achieved: altitude - 12500 m, M - 0.89, true speed - 949 km / h, flight duration - 6.2 hours. Flight tests confirm the correctness of the basic design and technological solutions.

The flights are performed by test pilots of the "Yakovlev Design Bureau" (part of the Irkut Corporation), expert pilots of the Flight Research Institute. M.M. Gromov, State Research Institute of Civil Aviation and the European Aviation Safety Agency (EASA).

This summer, European Union Aviation Safety Agency experts completed the second flight session as part of the MS-21-300 aircraft validation program. During flight tests, EASA specialists evaluated the behavior of the MC-21-300 aircraft in various modes up to an altitude of 12,000 m. Flights were carried out with large and low take-off weight, in the conditions of front and rear alignment. The operation of an integrated aircraft control system in the main mode is demonstrated. Testers evaluated the behavior of the aircraft at the minimum evolving takeoff and landing speeds, including those simulating engine failure.

UAC President Yuri Slyusar noted: “The MC-21-300 aircraft is undergoing flight tests in order to obtain Russian and European type certificates. The completion of the second cycle of certification flights by EASA testers is another step in this direction. At the same time, we are deploying at the Irkutsk Aviation Plant production of MS-21-300 aircraft for delivery to first customers. "

The first EASA certification flight was held in January 2019. EASA specialists obtained admission to flights on MS-21-300 aircraft based on the results of a theoretical and practical training course that took place in September 2018.

Status program

According to experts, the creation of the new MS-21 aircraft is the most vivid example of the possibility of traditional defense industry players entering the civilian market - in this case, the Irkut Aircraft Corporation, which accumulated the engineering staff of the former Yakovlev Design Bureau and the production facilities of the Irkutsk Aircraft Plant, previously known primarily on the Su-30.

We also note that at MAKS-2019 there was a reporting press conference on the status of the MS-21 program. In total, more than 200 flights were completed. By the end of the year, a fourth should join the three aircraft undergoing tests; it is now at the acquisition stage. It has been confirmed that the completion of certification tests and the receipt of a basic type certificate for a basic look aircraft (with American P & W1431G-JM engines) is planned for the next year, 2020. Deliveries to customers of this option are planned in the second half of 2021.

Active work is underway to increase the share of domestic components in the design. In April of this year, an application was submitted for the start of tests in 2020 with Russian PD-14 engines on a completed fifth flight model - to obtain an additional certificate for the version with this power plant, which is planned to be implemented in 2021.

The engine itself passed the test program at the stands and flying laboratory based on the IL-76 and is certified by the Federal Air Transport Agency. In relation to a car with Russian engines, the MS-21-310 index is sometimes used. In this option, the reconstruction of the first prototype is also planned.

In addition to the basic modification of the MS-21-300 for 163 passengers in a two-class layout (211 in the version for low-cost airlines), a set of design documentation for the shortened MS-21-200 has been prepared. However, the “-200” variant was actually frozen several years ago due to reasons of extremely low demand on the market of younger modifications in analog families. On the contrary, an active study of the elongated conditional “-400” is underway, an excise project has been prepared, but at the moment the final decision to create this modification has not been made.

In the event of a favorable order situation, by 2025 it is planned to reach the production rate of 72 MS-21 aircraft per year. A small step towards this was made during the MAKS, when three memorandums of intent were signed to buy the MS-21: with the Russian airline Yakutia (five cars), Kazakhstan's Bek Air (10 cars) and some unnamed buyer for another five cars. The volume of firm contracts so far is a total of 175 boards.

In the face of a natural decline in the volume of state defense orders in the foreseeable future, there will simply not be needed such emergency purchases of aircraft as were necessary to replace physically and morally extremely outdated Soviet-made equipment. Irkut, with its bold enterprise, shows an example of the implementation of military competencies in the civilian field.

All according to plan!

Deputy Chairman of the Government of Russia Yuri Borisov, speaking about the MS-21 program, notes: “We will not change our plans: the task is to complete the certification in 2020, and to go into mass production in 2021. I think that all this is feasible. My dream "We need to switch to serial production above 100 aircraft. And there are opportunities for this."

Concerning the issue of the engines of the MC-21-300 aircraft, he said: "We are not giving up partnership with Pratt & Whitney, we will not take any measures to worsen this partnership." At the same time, Yuri Borisov noted that "under certain circumstances, we will be ready to switch only to domestic engines." During the visit, it was announced that the PD-14 engine will be installed on the first MS-21-300 aircraft manufactured using serial technologies. Modified for the installation of PD-14 engines, the aircraft will be involved in flight tests.

At a special meeting on the implementation of this program, Russian Prime Minister Dmitry Medvedev emphasized that "the MS-21 project is important for the development of our civil aviation." He specified that in 2018 the number of air passengers in Russia increased by more than 10 million people. However, the Russian fleet lacks short- and medium-haul passenger aircraft, which are especially needed on regional routes. “We have to buy them abroad, and this is not cheap for our airlines and, accordingly, slows down the development of our aviation market. Thanks to innovative materials, original design solutions, an aircraft such as MS-21, we hope, will have high competitiveness, it should become reliable safe and comfortable for passengers. "

At the same time, it was emphasized at the meeting that the process of rolling out serial production had practically begun. Parts and assemblies of MS-21-300 are being manufactured for delivery to customers. Completion of certification tests is scheduled for the second half of 2020. “Everything is on schedule. We have no doubt,” and then Yuri Borisov emphasized, “that the plane will fly on the wing precisely on time.”

The PD-14 basic turbofan engine is the first fully domestic engine for passenger aircraft created in our country over the past decades. Since 2008, work on its design has been carried out in a wide cooperation of enterprises of the United Engine Corporation (the lead contractor for the program is UEC, a member of Rostec, the lead developer is UEC-Aviadvigatel, and the lead manufacturer is UEC-Perm Motors). The Russian engine type certificate was received ten years after the start of development - in October 2018. However, the project’s implementation doesn’t end there: ahead of the PD-14 test as part of the power plant of the MS-21-300 passenger aircraft, before which there are very few left, the organization of an effective after-sales service system, as well as work to improve the engine and create its modifications. About the current status of the PD-14 program and its further development is in the material of "AviaPort".

Flight tests continue The

new-generation narrow-body mid-range passenger aircraft MS-21-300, for which the PD-14 engine is intended, is already flying up from the airfield of the M.M. Flight Research Institute Gromova in Zhukovsky near Moscow. At present, Irkut Corporation PJSC (the developer and lead contractor of the liner program, which is being implemented by leading enterprises of the United Aircraft Corporation) continues to test the aircraft in order to obtain Russian and European type certificates. All three aircraft on which certification flights are performed, equipped with PW1400G engines manufactured by Pratt & Whitney (USA).

The PD-14 flies in the same place, in Zhukovsky, but so far separately from the MC-21-300: the motor mounted under the wing of the IL-76LL flying laboratory passes the third stage of flight tests. “The third phase of flights is underway, two engines have already been there, almost all altitudes have been checked. A very modern stand, two thousand parameters are dumped to the ground online. The engine flies in Zhukovsky, and here we are (in Perm -“ AviaPort ”) we can watch all the parameters, "said Alexander Inozemtsev, Managing Director and General Designer of UEC-Aviadvigatel JSC at a meeting with reporters in August.

Recall that in June the Minister of Industry and Trade of the Russian Federation Denis Manturov, in an interview with Zvezda television channel, said that tests of the aircraft with a domestic engine will start in early 2020: PD-14 will be installed on the fifth MC-21-300 in a row. "Now the third car has joined the tests. Until the end of the year we will connect the fourth car to the tests. The PD-14 will be put on the first production, but at the same time on the fifth car by serial number. This work will begin at the beginning of next year. I mean the cycle tests from PD-14 to MS-21, ”the head of the department assured.

In the future, customers of the MS-21-300 will be offered both engine options. A. Inozemtsev believes that, in the first place, the choice in favor of the PD-14 will be affected by the lower cost of the flight hour. “Everything will determine the cost of the flight hour. Airplanes, when we filled out the relevant documents with them, admitted that we beat Pratt & Whitney about 3-5%,” A. Inozemtsev stated.

There are no boundaries for perfection

The type certificate issued by the Federal Air Transport Agency (Rosaviatsia) actually confirmed the readiness of the PD-14 for sale and operation in our country. “After almost a quarter century of inactivity, we were able to make the engine in ten years, our Western colleagues work in approximately the same way. The certificate is the first paper. This document allows the engine to be mass-produced, put on a plane and transport passengers,” said A. Inozemtsev.

During the implementation of the PD-14 program, critical technologies were developed and new materials were created, thanks to which the developer, in collaboration with other UEC enterprises and leading industry institutes, managed to catch up with Western fellow engine builders who began developing their motors 10 years earlier. “We haven’t done anything for 25 years, and the Americans were moving forward at that time. In order not to be inferior to Pratt & Whitney, we created and introduced new technologies and materials into production,” A. Inozemtsev emphasized, adding that complexity created 16 critical technologies and about two dozen new materials. So, for example, innovations touched one of the sites of the manufacturer: in preparation for the production of PD-14, the specialists of the ODK-PM foundry mastered the technology of thin-walled casting,

The developer claims that in terms of technical characteristics PD-14 is no worse than its foreign counterparts that are currently in operation, and surpasses them in a number of parameters (in terms of air emissions, noise, and so on). Nevertheless, work on its further improvement continues. In July, AviaPort reported that the Design Bureau sent to Rosaviatsia applications for major changes to the PD-14, necessary to improve the operational characteristics of the motor and increase its competitiveness. By that time, work had already been completed to replace the material of the typical design of the blades of the nozzle apparatus of the second stage of a high-pressure turbine. Also, Aviadvigatel specialists conducted additional lengthy tests of the PD-14 in redline mode (with the maximum allowable values ​​of the main parameters). In total, we are talking about eleven changes: five of them will be introduced this year, three next year, and five more - in 2021. “After the slightest changes, additions to the certificate are made. In other countries, work related to certification and validation of technical specifications usually ends when the last engine is written off,” the head of design bureau noted. “We have a three-year contract (to make changes - AviaPort” ), but the work will not end in 2021. The engine will be improved, we will begin to treat "childhood diseases". associated with the certification and validation of technical specifications, as a rule, end when the last engine is written off, ”the head of design bureau noted. - We have a three-year contract (to make changes - “AviaPort”), but the work will not end in 2021 either. The engine will be improved, we will begin to treat "childhood diseases." associated with the certification and validation of technical specifications, as a rule, end when the last engine is written off, ”the head of design bureau noted. - We have a three-year contract (to make changes - “AviaPort”), but the work will not end in 2021 either. The engine will be improved, we will begin to treat "childhood diseases."

Now UEC-Aviadvigatel continues to work on the validation of a certificate of type PD-14 by the European Aviation Safety Agency (EASA). According to current plans, it will be completed next year. “There is such a thing - shadow certification. They (EASA representatives - AviaPort) sit here and look at all our materials. We agree with them in advance that we will not remodel, re-test, and they accept all our Russian materials. This is the validation of the Russian certificate, that is, we do not do any special tests, because we made sure that the entire scope of the work was recognized not only by EASA, but also by the American FAA (Federal Aviation Administration, Federal Aviation Administration of the USA - "Av Fetch "), - explains Alexander Inozemtsev.

Worldwide production

Almost all plants of the United Engine Corporation and other industrial enterprises of the Russian Federation take part in broad cooperation under the PD-14 program. So, for example, the Perm enterprise JSC "ODK-STAR" has developed and launched the release of an automatic control system (ACS), which has improved reliability indicators and can work without a hydromechanical reserve (electronics is responsible for all engine operation modes - from start to stop). Only modern Russian components and components are used in the design of self-propelled guns. PJSC "UEC-Ufa Engine-Building Production Association" (UEC-UMPO) is assigned the production of more than 30% of parts and assembly units of the PD-14 engine. In particular, The plant’s area of ​​responsibility includes the manufacture of hollow titanium fan blades (such blades were not previously made in Russia), a high-pressure compressor rotor, a separation housing, castings for the drive assembly housing, a central drive and a shaft shaft, as well as development of design documentation and manufacture of a low turbine module pressure with a back support. In addition, PJSC UEC-Saturn, Salyut Industrial Complex UEC UEC, Metallist-Samara AO, Obninsk Scientific and Production Enterprise Technologiya named after A take part in the supply of parts and assemblies PD-14 .G. Romashina, PJSC Voronezh Joint-Stock Aircraft Manufacturing Company, Perm Plant Mashinostroitel JSC and other industrial enterprises.

Earlier, UEC did not create engines in such a broad cooperation, so now enterprises are trying to come to common standards, are establishing interaction with each other. "If the level of localization of the production of PS-90 engines (at the OEC-PM - AviaPort site) is 70-80%, then in the PD-14 we only do about 40-45% on our own," said the managing director of JSC UEC-Perm Motors "Sergey Popov. - Cooperation management has acquired a semantic load. Enterprises that participate in cooperation are used to working according to slightly different standards. But in preparation for mass production of PD-14, we are developing relationships that align our standards. We try so that all enterprises were at the level that we and EASA set. "

The entire assembly cycle of PD-14 is carried out at the site of the ODK-PM plant - in workshop No. 53, where the PS-90 engine and its modifications are also assembled (installed on Tu-204, Tu-214, Il-76 and Il-96 aircraft ) The workshop is divided into two parts: PS-90 assembly sections are located on the right side, and PD-14 assembly sections are on the left. The production process is built according to the flow diagram, starting from the assembly of units and ending with the final assembly of the engine, its inspection and registration for testing. For convenience, PD-14 tooling is indicated in bright orange. Due to new technologies, including the manufacture of modules (low-pressure turbines, separation casing, and others), the labor intensity of the assembly was reduced by half compared to the PS-90. When manufacturing a new motor, UEC-PM uses modern digital technologies. There are both mobile and stationary stations with monitors in the workshop, and the installed software allows the assembler to receive all the engine information online, including information about ongoing improvements and upcoming tests. According to the head of the workshop, Ivan Bogdanov, 362 people are working on the assembly of engines here today. Most sections of the workshop work in two shifts five days a week, with the exception of section No. 6 (a total of 60 people work in this section in three shifts). Each collector, as a rule, is assigned to perform a certain operation. “There are people who can do everything, but there are few of them,” said I. Bogdanov. including information on ongoing improvements and upcoming tests. According to the head of the workshop, Ivan Bogdanov, 362 people are working on the assembly of engines here today. Most sections of the workshop work in two shifts five days a week, with the exception of section No. 6 (a total of 60 people work in this section in three shifts). Each collector, as a rule, is assigned to perform a certain operation. “There are people who can do everything, but there are few of them,” said I. Bogdanov. including information on ongoing improvements and upcoming tests. According to the head of the workshop, Ivan Bogdanov, 362 people are working on the assembly of engines here today. Most sections of the workshop work in two shifts five days a week, with the exception of section No. 6 (a total of 60 people work in this section in three shifts). Each collector, as a rule, is assigned to perform a certain operation. “There are people who can do everything, but there are few of them,” said I. Bogdanov. performance of a certain operation is fixed. “There are people who can do everything, but there are few of them,” said I. Bogdanov. performance of a certain operation is fixed. “There are people who can do everything, but there are few of them,” said I. Bogdanov.

After assembly, all engines pass a performance test at the ODK-PM suburban testing station (ZIS) in the village of Novye Lyady (Perm Territory). Reconstruction of test bench No. 1 was completed in December 2017. As part of this project, not only the stand itself was completely reconstructed, but also two halls for preparing engines for testing. The total investment in the project over three years amounted to about 1 billion rubles. Today this stand is the most modern in Russia. Thanks to the adapter technology, it is possible to test different types of engines on it (now there are adapters for PD-14 and PS-90A on the ZIS). “A relatively inexpensive product - an adapter - allows you to test different types of engines on an expensive stand. The second advantage is that all the routine preparatory and final operations are taken to the training room. If at stands Nos. 3 and 4 the preparation of the PS-90A engine takes about 9 hours, then at this stand it takes only 30 minutes. After preparation, the engine moves to the test box, in just a few minutes it connects to the stand at the expense of the quick-disconnect connection board, and immediately after that the test process can begin, "explained Nikolai Andreev, Director of Infrastructure at ODK-PM. - The serial stand removes about 200 parameters, but the system allows you to take up to 2000 parameters. Of course, this is not an experienced stand, but, nevertheless, there is such an opportunity. "

In the future, UEC plans to produce up to 50 PD-14 aircraft engines per year. According to S. Popov, the ODK-PM plant expects to reach its design capacity by 2025. At the moment, the capacities of workshop No. 53 allow assembly of only 12 PD-14 engines per year (for comparison, the capacity of the PS-90 assembly site is seven engines per month). While the assembly of one PD-14 takes from 14 to 22 days, depending on complexity. However, a small remark needs to be made here: while all motors are being assembled, partially disassembled and reassembled before shipment to the customer. Therefore, after the transition to a one-time assembly, which will become possible with the start of commercial operation of engines, the throughput will immediately almost double. At the same time, several projects are already being implemented at UEC-PM which will continue to increase the pace of production in accordance with the needs of customers. In particular, they suggest the allocation of additional space and the purchase of new equipment for the planned increase in throughput. Part of the equipment has already been purchased and installed in the shops of the plant.

Since the start of production development of PD-14, "ODK-PM" together with "ODK-Aviadvigatel" assembled 16 motors. The first 13 of them were intended solely for conducting internal "experiments." These motors have passed a large number of natural tests, including the throwing of birds and ice. Three more engines (Nos. 14, 15 and 16) were assembled by order of Irkut for testing as part of MS-21-300, while they remain in Perm for safekeeping. As of August 2019, motor No. 14, which will be mounted on the left wing of the MC-21-300, was located in the ODK-PM assembly shop, its understudy (No. 15) was on the ZIS, and No. 16 was in the Aviadvigatel ( was installed on the open test bench KB). In addition, last month the manufacturing plant began assembling two more engines for Irkut (Nos. 17 and 18): this work is expected to be completed in the first quarter of 2020. The first serial engine will be engine number 19, its assembly will begin next year. “This engine will no longer be supplied to Irkut’s flying laboratories, it will be used for aircraft manufacturing. We must begin assembling this engine next year,” S. Popov said.

In parallel with the work of the Design Bureau to validate the type certificate in EASA, the ODK-PM plant is engaged in certification of PD-14 production according to European standards. At the recent International Aviation and Space Salon MAKS-2019, S. Popov told reporters that the Perm company plans to receive a certificate next year. “In 2017, we applied and for the whole of 2018 we prepared a package of documents for EASA, made a description of the organization, formed documents according to their requirements, translated everything into English. The first audit was held in March this year, the second audit will be held in October-November 2019 “The task that we set for ourselves is to obtain an EASA certificate by the end of 2020,” said the head of UEC-PM.

Everything for the convenience of operators

One of the main objectives of the PD-14 program, which will be phased in the next few years, is to create a high-quality, efficient, and most convenient for customers after-sales service (PPO) system. As AviaPort has already written, UEC will offer operators a comprehensive solution for the supply of a new engine, taking into account the life cycle cost, including software. The corporation previously noted that the modular design of the engine in conjunction with a digital automatic control system, an integrated diagnostic system and the organization of a software system will ensure the successful application of the concept of engine operation in technical condition.

Extensive work on the formation of a software system is already in full swing at once in several directions. Today, a "technical kit" for Irkut has actually been formed, it will include spare parts that may be needed by the corporation in the first phase of operation. “Already there is an understanding of what details will be in demand in the initial period, at the moment this“ technical kit ”is being filled,” S. Popov commented.

At the same time, UEC is negotiating with partners and potential operators. At this stage, issues of creating a pool of replacement engines, which will be managed by the parent company, as well as launching repair shops and training personnel, are discussed. “First of all, in terms of developing the software system, we are working with partners who can support us in this project. We have already met with representatives of S7 Technics and discussed the possibility of their participation in the software PD-14. They have certain capacities at Domodedovo, and their employees already have experience with CFM56 engines (installed on Boeing 737 and Airbus A320 aircraft, AviaPort). This is what we are doing in the field, ”S. Popov said.“ A detailed manual is being developed inside the plants operation, release of technical publications, which will allow changing modules and replacing parts. It will be impossible to do without it after 2022, when the serial operation of the aircraft with the PD-14 engine will begin. ”

The UEC intends to create several centers where the PD-14 engines of various degrees of complexity will be repaired. It is expected that they will be located close to future operators, which will minimize possible downtime. Most likely, the modular repair shop will appear first in the Moscow region, from where the majority of potential customers make flights. “We understand 90% that this will be a Moscow hub, but at Sheremetyevo or Domodedovo it’s not so fundamental. The list of start-up operators is approximately clear: Aeroflot, Red Wings, IrAero had a desire to participate. Also it is necessary to agree who will do the boroscopy, whether it is necessary to train personnel (airlines - “AviaPort”) in replacing the fan blades after bird contact. These are the nuances that are being spoken to with the operators right now, ”S. Popov commented. - The operator should not feel any inconvenience. By the beginning of operation, that is, by 2022, all these elements should be ready. "He added that a large overhaul workshop will appear a little later, the UEC expects to implement this project by 2023-2025.

Finally, for the convenience of customers, UEC plans to launch a special portal where all the necessary information about motors will be presented. “Now the parent company is developing common standards that we can use not only for PD-14, but also other UEC products, including military engines. Creating a portal is a complex work of the parent company, design bureau, UEC-PM and others cooperation enterprises. By combining our efforts, we must create an interface that will allow customers and operators to obtain the information they need both about the condition of the engines being used and about existing commercial offers, "commented S. Popov.

Of course, the organization of an effective software system, including the initial filling of spare parts warehouses and the creation of a pool of replacement engines, requires large financial investments, so the UEC cannot do without state assistance. In August, at a meeting with media representatives, S. Popov noted that the relevant applications for state financing had already been submitted to the Ministry of Industry and Trade, and so far it was allotting about 36 billion rubles in the period until 2030. The final amount of public investment, divided into several stages, will vary slightly depending on the number of engines used. "There is a certain constant - the organization of repair production, the creation of a network of field representatives, an information system, but a certain part of the investments that will be required to fill the reserve pool, will depend on the fleet of aircraft flying with UEC motors, ”S. Popov explained. “I expect this funding to begin next year.”

Looking to the future

In conclusion, we add that in the future KB Aviadvigatel plans to develop several modifications of the PD-14. "For a heavier aircraft, MS-21-400, we plan to make a forced engine, which will be called PD-14M. We will also work on a deformed PD-14 with a thrust of 10 tons for a near-medium-haul aircraft," - shared the plans of A. Inozemtsev .

A family of industrial gas turbine plants will definitely be created on the basis of the PD-14 gas generator - UEC announced this in December 2018. At that time, the corporation’s press service reported that as part of a cooperation program with Gazprom PJSC, designed until 2030, UEC is going to implement a project to develop a family of gas turbine units (GTU) for industrial purposes with a capacity of 6-8 and 12-16 MW. The head of the design bureau confirmed that work on the design of gas turbines with a capacity of 12 MW in the interests of the energy company has already begun.

In addition, the scientific and technical backlog obtained during the creation of the PD-14 will be used in the development of the promising PD-35 large thrust engine. This motor will be installed on wide-body civilian airliners and transport aircraft. It is possible that the Russian-Chinese wide-body CR929 aircraft being created now will also be equipped with this engine (a joint project of the United Aircraft Corporation and Commercial Aircraft Corporation of China, mass production should be launched by 2025-2027). The engine demonstrator of PD-35 technologies will be created in 2023, and it will be able to start mass production of ODK-PM in 2028.

“We have already approved the additional capitalization of GTLK for 4.9 billion rubles. We plan to purchase two Sukhoi Superjet-100, five L-410 and 10 helicopter equipment and eight Ansat helicopters. In the future we will deal with both Mi-38 and Ka -62 <...> Everything related to Russian aircraft, with the exception of rare cases, is more and more social projects, "said Korolev at the plenary meeting of the XII Helicopter Forum. According to him, "profitability on helicopter programs is about 1%, for Sukhoi - about 0.5%." “At the same time, we face all the difficulties of non-payments, but we understand all the difficulties with the helicopter market and Sukhoi,” he explained.

Korolev noted that the GTLK leasing portfolio in 2019 grew to 1 trillion rubles, and investments in the transport industry amounted to about 900 billion rubles. “GTLK now has the largest fleet of aircraft, <...> we invest 350 billion rubles in air transport, including Russian and Western equipment,” he said.

Austin wrote:In the future, customers of the MS-21-300 will be offered both engine options. A. Inozemtsev believes that, in the first place, the choice in favor of the PD-14 will be affected by the lower cost of the flight hour. “Everything will determine the cost of the flight hour. Airplanes, when we filled out the relevant documents with them, admitted that we beat Pratt & Whitney about 3-5%,” A. Inozemtsev stated.

GarryB wrote:Now that I have read the article it does mention the issues of cost for the composite materials, and that most of the time repair is not really the easy option, and that replacement becomes necessary.

Obviously considering these aircraft are not going to be used by super rich people those damaged parts will likely not be destroyed but may be reused... which carries danger of the materials not being repaired correctly and failing.

In such a situation using metal makes rather better sense...

It also mentions the American engine as being an obstacle to the aircraft being adopted too... which is another issue that needs to be addressed.

Wonder if they could use the Saturn TVD-1500B... 1,300hp take off thrust is good, though it seems to be rather longer than the American engine...

http://www.npo-saturn.ru/?sat=105

Two other projects have been launched with the designers of these engines UEC-Klimov.

- The first is the VK-650V engine for the Ka-226. Based on the solutions for this engine, a family of power plants from 500 to 700 horsepower can be created. It will be offered for Ansat also.

The second project is VK-1600V. This is the main engine that will be installed on the Ka-62 helicopter as a replacement for a French engine Ardiden 3G.

Austin wrote:

Austin wrote:In the future, customers of the MS-21-300 will be offered both engine options. A. Inozemtsev believes that, in the first place, the choice in favor of the PD-14 will be affected by the lower cost of the flight hour. “Everything will determine the cost of the flight hour. Airplanes, when we filled out the relevant documents with them, admitted that we beat Pratt & Whitney about 3-5%,” A. Inozemtsev stated.

I was checking cost of the flight hour , It included multiple factors quora.com/How-is-cost-per-hour-of-flight-calculated-on-an-aircraft

So aa 3-5 % cost advantage with PD-14/MS-21 over PW1000G/MS-21 is a big advantage for any one to ignore. Even 1 % gain translates to million of dollar over aircraft entire life.

Russia needs to build a Global Maintenance and MRO base for its Superjet , MS-21 and other civil aircraft programs and then it can leverage it t
o sell its aircraft in bigger numbers.

Rodion_Romanovic wrote:Baikal airplane will be build in aluminium alloys and not in composites.


It is probably  a right choice. Composites offer advantages in weight  and new possibilities for the design, but are more expensive and much more difficult to repair.  For aircrafts that have to be quite rugged and relatively cheap and able to operate far from the main repair centers composites could be a problem.

https://aviation21.ru/v-samolyote-bajkal-vmesto-kompozitov-planiruetsya-ispolzovat-alyuminievye-splavy/

Rodion_Romanovic wrote:

Austin wrote:

Austin wrote:In the future, customers of the MS-21-300 will be offered both engine options. A. Inozemtsev believes that, in the first place, the choice in favor of the PD-14 will be affected by the lower cost of the flight hour. “Everything will determine the cost of the flight hour. Airplanes, when we filled out the relevant documents with them, admitted that we beat Pratt & Whitney about 3-5%,” A. Inozemtsev stated.

I was checking cost of the flight hour , It included multiple factors quora.com/How-is-cost-per-hour-of-flight-calculated-on-an-aircraft

So aa 3-5 % cost advantage with PD-14/MS-21 over PW1000G/MS-21 is a big advantage for any one to ignore. Even 1 % gain translates to million of dollar over aircraft entire life.

Russia needs to build a Global Maintenance and MRO base for its Superjet , MS-21 and other civil aircraft programs and then it can leverage it t
o sell its aircraft in bigger numbers.

Well, they could start investing in Sardinia (Italy).
Airitaly, the private airline that bought Meridiana (former Alisarda), that was the second largest airline in italy and that had a good and large maintenance center in the airport of Olbia (Nord-east of Sardinia) is moving all the maintenance operations and assets to the airport of Malpensa (near Milan).

They have also abandoned Olbia as main hub of the company and soon there will be hundreds of jobs missing.

What about proposing to have some MRO centre there, maybe providing support also to an eventual airline covering the gap left by former meridiana? (Possibly also operating ssj100 and mc-21

Vladislav Filev, owner and head of the S7 Group, Russia’s second biggest airline grouping, and undoubtedly the most efficient airline business in the region, claims that Russia’s ministry for industry and trade has decided to abandon the Superjet 75 project, the shortened version of Russia’s Superjet 100 regional jet. S7 Airlines had, in April 2018, shown strong interest in – and indeed signed a letter of intent – for 50 SSJ75s, with an option for up to 25 more of the 75-seater aircraft.

(...)

Filev suspects that the actual reason for abandoning the project is the airline’s requirement to include its own experts on the board of the SSJ75 flight testing programme to ensure its conformity with airworthiness standards. It also put forward the demand to redesign the wheel wells and replace the composite section of the passenger cabin floor after the SSJ100 crash proved that the composite was unable to withstand the 240 degrees C heat that, according to international safety standards, it should, he explains.

By contrast, several industry professionals have earlier expressed the certainty that S7’s order was merely a demonstrative posture for the government, and that the airline in fact had no need for such aircraft. “Throughout its history S7 has not once reduced itself to bluff,” Filev counters. ”Everything we did was for real and we were equally serious about the 75-seater aircraft project. For its domestic market, Russia needs precisely a 75-seat aircraft, something similar to the Soviet Tupolev Tu-134 regional jet [now no longer in operation]. The SSJ75 could have become the replacement for this aircraft. Besides, the SSJ was initially designed with 75 seats and that’s the configuration we ordered back in 2004. But later it was stretched into a 100-seater,” Filev recalls.

(...)

Rodion_Romanovic wrote:http://www.rusaviainsider.com/s7-owner-russian-industry-scrapped-superjet-75-project/

I missed this interview from September. According to the head of S7 airlines  (the largest private airline in Russia) the project of the 75 seater superjet has been scrapped. I know that they ordered (or they promised to order) several of the aircrafts, but I did not read any official statement from either the government or UAC announcing the cancellation of the 75 seater version.

Maybe they are just playing to cancel the order and they did not want any bad advertisement for it...

Vladislav Filev, owner and head of the S7 Group, Russia’s second biggest airline grouping, and undoubtedly the most efficient airline business in the region, claims that Russia’s ministry for industry and trade has decided to abandon the Superjet 75 project, the shortened version of Russia’s Superjet 100 regional jet. S7 Airlines had, in April 2018, shown strong interest in – and indeed signed a letter of intent – for 50 SSJ75s, with an option for up to 25 more of the 75-seater aircraft.

(...)

Filev suspects that the actual reason for abandoning the project is the airline’s requirement to include its own experts on the board of the SSJ75 flight testing programme to ensure its conformity with airworthiness standards. It also put forward the demand to redesign the wheel wells and replace the composite section of the passenger cabin floor after the SSJ100 crash proved that the composite was unable to withstand the 240 degrees C heat that, according to international safety standards, it should, he explains.

By contrast, several industry professionals have earlier expressed the certainty that S7’s order was merely a demonstrative posture for the government, and that the airline in fact had no need for such aircraft. “Throughout its history S7 has not once reduced itself to bluff,” Filev counters. ”Everything we did was for real and we were equally serious about the 75-seater aircraft project. For its domestic market, Russia needs precisely a 75-seat aircraft, something similar to the Soviet Tupolev Tu-134 regional jet [now no longer in operation]. The SSJ75 could have become the replacement for this aircraft. Besides, the SSJ was initially designed with 75 seats and that’s the configuration we ordered back in 2004. But later it was stretched into a 100-seater,” Filev recalls.

(...)

"Technodynamics" will create a landing gear for the aircraft SSJ-New

Posted by 11/13/2019 | @AviaRu |  447

Until 2023, the Technodinamika Holding of the Rostec State Corporation will develop and supply the customer with an experimental batch of new chassis for the Sukhoi Superjet - New (SSJ-New) short-haul narrow-body airliners. This was reported in the press service of the holding.
The work will be carried out by specialists of the Samara-based Aviaagregat enterprise. To date, the company’s designers have already completed the first stage of the preliminary design for the development of the chassis system, represented by chassis units, a steering system for turning the wheels of the front support and the “cleaning-release” system.
After the completion of the conceptual and technical projects, Technodinamika will begin to develop design documentation within the framework of the R&D. At the beginning of 2021, the holding plans the first supply of landing gear units intended for a static aircraft. After that, Tekhnodinamika plans to hand over to the customer a few more sets of landing gear designed for SSJ-New prototypes and life tests. 


“The importance of this project is obvious and undeniable for us. The new Sukhoi Superjet family liners will feature improved strength characteristics. In addition, due to the tightening of requirements for the level of comfort, options are being developed to improve the chassis shock absorption parameters. The new chassis will also receive a parameter control system, ”said the Director General of Technodinamika Holding, curator of the Ulyanovsk and Penza branches of the Russian Engineering Union, a member of the Bureau of the Defense Enterprises Promotion League Igor Nasenkov.
The SSJ-New project, initiated by the Ministry of Industry and Trade of Russia, involves the modification of the SSJ-100 aircraft with maximum import substitution of components and systems. It is planned to increase the share of Russian components to 50-60%. Simultaneously with the import substitution of components, processes related to, inter alia, the reliability of systems, increasing comfort, safety and maintaining airworthiness will also be improved.
It is planned that the SSJ-New aircraft with an increased share of Russian components will be created by 2024.

Sukhoi Design Bureau failed to cope with the Superjet and will be suspended from subsequent work on the aircraft.

The latest scandals with the brainchild of the Sukhoi Design Bureau by the SSJ-100 short-haul aircraft have finally led to real action on the part of the joint aircraft building corporation and the Russian government. It was decided to radically redesign the aircraft structure. The Yakovlev Design Bureau will be engaged in fine-tuning the aircraft. Sukhoi Design Bureau did not justify the tasks assigned to him and will be suspended from subsequent work on the aircraft.


Modernization work will begin in 2020 and at the first stage a decision was made to replace the aircraft wing with a composite one. The metal wing is the weakest element in the design of the aircraft. A miscalculation with an overly "fighter" fastening of the chassis to the wing spar leads to the destruction of the wing when the chassis load is exceeded, and subsequent fuel spill. Fuel flowing freely from the wing leads to an airplane fire.
The new composite wing from the design bureau developing the mid-range MS-21 will not only make it easier to design the aircraft, reduce weight, but also make the SSJ-100 fireproof, thereby fulfilling the European standards for certification of aircraft.
In parallel with the constructive modernization of the aircraft, aircraft production will be transferred from the Sukhoy home base in Komsomolsk-on-Amur to the home base of the Yakovlevites in Irkutsk, where the production of medium-range MS-21 is already underway.

The existing negative image of the aircraft will be corrected by rebranding the name of the aircraft in the manner of MS-21, or it will be presented as a new model of the Yakovlev Design Bureau aircraft.
Plans for the modernization of the aircraft are long overdue. In addition to eliminating gross design errors, the aircraft needs a new reliable engine. Perhaps the aircraft will be equipped with PW-1500 engines from the European A220, which, however, as already written on our channel, also has problems with the resource. They can seriously engage in the design of a Russian engine based on the PD-14 gas generator. In any case, the chosen strategy of action is a correct and belated reaction to weak sales of the aircraft.

Rodion_Romanovic wrote:https://zen.yandex.ru/media/analitika/kb-suhogo-ne-spravilos-s-superdjetom-i-budet-otstraneno-5dcfa0f4f2583c491d72e8d8

Sukhoi Design Bureau failed to cope with the Superjet and will be suspended from subsequent work on the aircraft.

The latest scandals with the brainchild of the Sukhoi Design Bureau by the SSJ-100 short-haul aircraft have finally led to real action on the part of the joint aircraft building corporation and the Russian government. It was decided to radically redesign the aircraft structure. The Yakovlev Design Bureau will be engaged in fine-tuning the aircraft. Sukhoi Design Bureau did not justify the tasks assigned to him and will be suspended from subsequent work on the aircraft.


Modernization work will begin in 2020 and at the first stage a decision was made to replace the aircraft wing with a composite one. The metal wing is the weakest element in the design of the aircraft. A miscalculation with an overly "fighter" fastening of the chassis to the wing spar leads to the destruction of the wing when the chassis load is exceeded, and subsequent fuel spill. Fuel flowing freely from the wing leads to an airplane fire.
The new composite wing from the design bureau developing the mid-range MS-21 will not only make it easier to design the aircraft, reduce weight, but also make the SSJ-100 fireproof, thereby fulfilling the European standards for certification of aircraft.
In parallel with the constructive modernization of the aircraft, aircraft production will be transferred from the Sukhoy home base in Komsomolsk-on-Amur to the home base of the Yakovlevites in Irkutsk, where the production of medium-range MS-21 is already underway.

The existing negative image of the aircraft will be corrected by rebranding the name of the aircraft in the manner of MS-21, or it will be presented as a new model of the Yakovlev Design Bureau aircraft.
Plans for the modernization of the aircraft are long overdue. In addition to eliminating gross design errors, the aircraft needs a new reliable engine. Perhaps the aircraft will be equipped with PW-1500 engines from the European A220, which, however, as already written on our channel, also has problems with the resource. They can seriously engage in the design of a Russian engine based on the PD-14 gas generator. In any case, the chosen strategy of action is a correct and belated reaction to weak sales of the aircraft.

It make sense, they can so more easily optimise and unify the design with MC21.

In this case the creation of a shortened 75 passenger aircraft and a enlonged 120 passenger aircraft (to compete with the Airbus A220-100 which has 116 typical / 135 max passengers) will be delayed a few years.

I hope Irkut will also present the MC21-200
to compete with the Airbus A220-300 which has 141 typical / 160 max passengers)

If they move production away from Konsomolsk on Amur, I would be curious to understand with the additional production capability... Maybe they plan to increase military production there and or leave Irkut to civilian production only... (In this case Irkut sukhoi production could be moved to Novosibirsk (where they produce the su34 or to Konsomolsk on Amur

Firebird wrote:To say the wing on the SSJ isn't strong enough all sounds like a smear campaign from the West.
If people are referring to the Moscow crash then its clear the pilot acted extremely poorly - just look at the bouncing and the speed of landings.
The undercarriage gear was foreign made, and ofcourse undercarriage is NOT the wing.

Anyway, I expect over time that the Russian SSJ will merge into a type of "mini MS-21".

In the Far East, it is planned to create an airline with Superjet fleet

Posted by 11/18/2019 | @AviaRu |  827

The Ministry of Development of the Far East and the Arctic is considering the possibility of launching a new airline based in Khabarovsk with a fleet of SSJ100 aircraft and serving the Russian Far East, the Khabarovsk news site reports. DV-Novosti.
Little details so far, but the government said that the airline will fly only in the Far East, it will not operate flights to Moscow due to the remoteness of the region. Russia already has experience in creating a regional airline, the fleet of which consists only of SSJ100 aircraft - this is Azimut. The average Superjet raid is the highest of all the liner operators, including Aeroflot. Azimut is based at Platov Airport and operates flights from the cities of southern Russia to the cities of the Central Federal District, the Volga Region, Western Siberia, Armenia and Kyrgyzstan.
The project to create a new regional airline is supported by the Rostec state concern, which includes UAC, in turn, GSS JSC, a producer of Superjets, is a UAC structure. Therefore, we can assume that the management of the new airline will be transferred to Rostec.

Currently, the only local airline is Khabarovsk Airlines. The regional government-owned airline operates three L-410UVP-E20s, three An-24RVs and two An-26Bs. The region is also served by Aeroflot's subsidiary, Aurora.
In the east of Russia, two airlines operating the SSJ100 are based - IrAero and Yakut Airlines, but now there is no regional carrier on this type of aircraft in the Far East.