Russian Civil Aviation: News #5

Well, they need it. Problem solved.
They are already working on the engine development for a long while, and they were doing preliminary design of wings and engine nacelle for the CR929.

As far as the rest, possibly they can reuse some of the work for the Il-96-400M and for other things some of the internal systems for the MC-21 could be reused or scaled.

As far as Tanker or MRTT (multi role tanker transport), that is a given that will be done, even if the initial priority is for the civil passenger aircraft.
Furthermore it will be used also as civilian cargo plane.

Russia does not have an excessively large civilian demand, but once the aircraft is in service, I do not doubt that other customers could be interested, especially if the MC-21 reveals itself as a success and has a good MRO and spare part support (which was the Achilles's heel for SJ-100 in foreign airlines).

Boeing is not anymore untouchable, China with C929 and later C939 will get a good chunk of the market, but china is not able to do the aircrafts on its own yet.

Except it is not in serial production. They stopped production and moved it to an entirely new building. It also used some Western avionics and other systems which will now have to be replaced. And tested.

Doesn't the fact that they moved it suggest they want it to continue... as opposed to stopping production and not moving it anywhere...

The presence of western components is as much the fault of Russian airlines as the design bureaus... that is what they pay for.

This is false. Because the Tu-214 uses the exact same engine and avionics suppliers as the MC-21. Aviadvigatel and KRET. Worse of all is that the PS-90 engines the Tu-214 uses are more labor intensive than the PD-14 engines used in the MC-21. i.e. it is a worse engine that takes longer to build.

Convert them to the new Russian engines as quickly as possible then.

What it will do is ensure the further longevity of the PS-90 engine and further pushes back increases in PD-14 production. Which does not help the industry in any way.

The industry is the problem in the first place. They neglected domestic products and domestic companies and now let them pay the price.

It seems like the Ministry of Industry and Trade has finally seen the light. Aeroflot will cancel its Tu-214 and SJ-100 purchases. These will be replaced with MS-21-300 and MS-21-200 aircraft.

No big deal. Just frees up SJ-100 and Tu-214s for other airline orders. and puts more pressure on MS-21 to deliver.

Tu-214 production is delayed. And let's not even talk about the SJ-100. The PD-8 engine is still not certified and even after it is certified for production it will need to be tested flying with the actual aircraft. It will probably take another two years for SJ-100 to start deliveries if not more. We have to remember it normally takes a decade to develop an engine. PD-8 engine development has not been running for that long.

It will take as long as it takes.

In comparison the MS-21 already has a certified PD-14 engine, test aircraft with partially import substituted components are already flying.

So it has foreign parts too?

Nice confirmation the one about the widebody.

They should start working on it if they want to have chances being ready around 2028 for tests and maybe 2030 for entry into service (provided that the PD-35 Will be ready by that time).

Further justifies funding and work being done on the PD-35.

Russia is already facing a huge cash crunch developing both MS-21 and SSJ-100. But the worst thing is the lack of experienced personnel.

And all the work they have to do means in a year or three they are going to have a lot more experienced personnel than they have had in a while... remember they didn't need experienced personnel to buy from Airbus and Boeing...

I hope they make a whole new aircraft and not rehash the Il-86 airframe again.

You just said they lack experienced personnel and they are being pushed to produce the aircraft they want to make to replace western types and now you want them to recreate something they already have and can just put new engines on to make what they need?

Let's face it the Tu-214 is obsolete, and the current SSJ-100 is just too small for a company focused on international flights as the mainline carrier.

It is younger than the western planes it is replacing isn't it?

Would be nice if they could just cancel everything and design from scratch new aircraft in every weight and size category.... but that is going to waste a lot of time and money and in many cases not really make much difference in performance at all.

Development of military transport aircraft with the PD-35 engines probably makes a lot more sense. Such an aircraft with twin engines could replace the Il-76.

I rather doubt that... the Il-476 has 12-14 ton thrust engines, so replacing four engines with two of 35 ton thrust would just be silly... and also rather short sighted.

With two PD-35 engines you should be able to get 80-90 ton payload capacity in a modern transport plane and then unify the design with a heavier longer plane with larger wings and four PD-35 engines to replace the An-22 and An-124.

They have only just got the Il-476 into serial mass production... making a replacement now is dumb considering all the other gaps that have appeared and are growing.

Rather than pissing money away replacing the Il-476 they should be working on an An-12 and An-22 replacements...

The only way a pure civilian widebody will pay for itself is if it is also used for military purposes like tanker aircraft, AEW&C, and the like.

There is your clue except it is flawed now.

Before Russia did everything through the west so apart from flights to Cuba they didn't really need long range aircraft, but now they are turning to the rest of the world long range aircraft start to make more sense... as does a decent maritime force and a decent navy to support their operations.

The Russian military could certainly use a long range heavy aircraft like the Il-96 with two engines in the roles of AWACS and inflight refuelling aircraft, and plenty of other roles too.

But more importantly the Russian military has a lot of obsolete aircraft based on civilian airliner types that also need to be replaced over the next few years and picking the right aircraft is important.

Like it or not but the open skies plane that scared the US to the point where they left the agreement for fear of what it would reveal was an obsolete Tupolev....

I hope they make a whole new aircraft and not rehash the Il-86 airframe again.

The fuselage of the A330, including neo version is based on the fuselage of the airbus A300-600, with many common parts. A300-600 was an improved and slightly stretched version of the baseline A300, which first flew in 1972 and entered service in1974.
The fuselage of the 777x is also mostly the same as the baseline 777.

Russia needs a new twin engine widebody with PD-35 but based on the il-96 to enter service in 2030 latest.

After the MC-21-400 is in service, they could also concentrate on a brand new widebody to be developed "from scratch" which will enter service in the second half of the next decade.

Let's face it the Tu-214 is obsolete, and the current SSJ-100 is just too small for a company focused on international flights as the mainline carrier.

Tu-214 is a backup project for the civilian industry and it is important that is pursued to avoid putting all eggs into one basket. Even if it ends up entering serial production after the MC-21. It is called risk mitigation.

Furthermore it may still have its own niche in civilian roles as a more rugged plane, maybe for some developing countries.
Also it can be used as a cargo plane.
And yes, in a few years it could even have a new PD-16 engines (currently not the priority).

Engine production for PD-14 family could also be expanded to meet the needs. Maybe after Zaporozhye is liberated Perm engines will open a new production and supply line in the former premises of Motor Sich.

As far as the SJ100, it is not a A320 or B737 but it covers another niche.

Eventually it will need both a stretched (130 passengers) and a shortened version (75 passengers).

Embraer regional jets (E-jets and EJets2) are also in a similar niche and they sell without too many issues.


https://www.embraercommercialaviation.com/orders-and-deliveries/

Embraer has already delivered over 1800 units of E-Jets E1 and E2.

Furthermore some routes have traffic that increase based on seasons. In such routes SSJ100 could be used during low passenger request while MC-21 or Tu-214 in the high season.

https://www.aerotelegraph.com/abgestuerzter-superjet-war-mangelhaft-gewartet-worden

Poor maintenance
Gazpromavia is no longer allowed to fly with Superjet after crash
After the crash of the Gazpromavia Superjet, Russian authorities are taking a close look at the maintenance site. The deficiencies are major.

24.07.24 - 6:02 | Benjamin Recklies

It is the most recent crash in Russian aviation history. On July 12, a Superjet 100 crashed in a forest area southeast of Moscow , just eight minutes after takeoff. All three people on board lost their lives. The ten-year-old aircraft with the registration RA-89049 belonged to the Gazprom airline Gazpromavia and was to be transferred from the shipyard in Lukhovitsy to Moscow-Vnukovo.

After initial speculation that bird strikes might have been responsible for the crash, voices quickly began to blame faulty maintenance for the tragedy. Four days after the crash, the manufacturer Yakovlev informed in a circular that it was imperative that the angle of attack sensors were installed correctly during maintenance.

Maintenance location comes into focus
This brought the maintenance facility in Lukhovitsy into focus. The plant is a branch of the aircraft construction consortium UAC. In addition to the Russian aviation authority Rosaviatsiya, the law enforcement and inspection authorities also took a close look at the site and discovered something astonishing.

Superjets have only been serviced at the site since this year. The plant won a tender to service the Gazpromavia fleet. So far, so normal. What is not normal is that the authorities discovered systematic violations of the applicable rules for maintenance work on the Superjet 100 during random checks, writes the Aviatorshina portal.

Defects on second Superjet
In addition, the task of the quality control specialist for monitoring maintenance work was assigned to an employee who had not passed the qualification commission. The authorities examined the Gazpromavia Superjet with the registration RA-89029, which was in Lukhovitsy for maintenance from March 20 to May 6.

Serious defects were discovered. Measurements on the rudders and ailerons were not carried out completely and were not properly documented in the Technical Operations Manual (RTE). The wear test on the aileron linkages was also not carried out correctly. When checking the main landing gear, a screw was measured that was below the permissible tolerance. Nevertheless, the aircraft was released.

Gazpromavia to shut down affected Superjet
Due to the violations identified, the State Aviation Inspectorate ordered Gazpromavia's head, Andrei Ovcharenko, to stop operating the aircraft until the defects are remedied. According to the aviation data portal CH Aviation, Gazpromavia operates twelve aircraft: two Boeing 737-700s, one Boeing 737 BBJ and nine Superjet 100s.

https://aerotelegraph.imgix.net/production/uploads/2024/07/Superjet_100_gazpromavia.jpg

A Superjet 100 from Gazpromavia: The airline operates a total of twelve aircraft.

Furthermore some of the changes would make it less interesting for the military.

Tupolev basically wants to redesign the whole Tu-214 aircraft.

Does that surprise you?

They have invested in serial production facilities and as the article you posted states the original design is from the 1990s... not 1890s, and the design was further upgraded in the 2000s.

Currently, the airliner is experiencing a rebirth in commercial aviation. However, the manufacturer is not committed to releasing the Tu-214 into a wide series in its previous form. Instead, it is planned to modernize both the machine itself and production. One of the key areas of modernization is reducing the weight of the aircraft. About how they are going to implement this, told Managing Director of Tupolev JSC Konstantin Timofeev.

So they are going to upgrade the design to make it lighter and presumably make the changes that Aeroflot were asking for in terms of crew size and of course making it fully Russian designed and with all Russian components.

I would that that is a good thing and with make the aircraft more appealing for Russian airlines, the Russian military and Russian government as well as airlines and military around the world. Aeroflot don't want any which means other airlines will get more but it creates an opportunity to upgrade the aircraft before serially producing it...

According to him, to reduce the weight of the Tu-214, the avionics complex and the aircraft control system will be updated. Improving the ergonomics, information content and reliability of the new systems will make it possible to reduce redundant navigation systems.

So removing the flight engineer and having a two man crew.

These people are insane. The whole point of the Tu-214 was to have some sort of aircraft available before the MS-21 was ready for production.

For everyone outside of Tupolev it is a stopgap aircraft that will fill the gaps left by the withdrawal of western types, but Tupolev will be interested in international sales too so they will want to upgrade the aircraft and improve it every chance they get and doing this now they get a better aircraft and improved production rate and production capacity.

There is no point in having two single aisle transport aircraft. At this rate the Tu-214 will start serial production after the much more advanced MS-21.

That is possible but the Tu-214 might be cheaper to buy, or some customers might prefer it.

The Russian airplane market is not large enough to justify two new aircraft programs in the same segment.

To be fair there were half a dozen different western types in the market including the planes we are talking about... the new one is the MS-21 but the withdrawal of all the western types is going to leave a gap that two or three planes are not going to fill easily... and once the gap is filled then exports to other customers as well as military versions need to be looked at.

I am starting to suspect they were building the Tu-214 using a pre-existing stock of parts which just aren't available for production anymore and this is just cover.

I am thinking they are thinking like they should and realising if they just make what they have been making and don't listen to what the airlines want then they will make a batch of planes and then sit idle for a period before realising no one wants a plane that does not adapt and improve based on customer demands.

If you replace the airframe materials, the avionics, cockpit, actuators, what is left? The basic shape of the fuselage?
This is idiotic.

Many of these changes needed to be made years ago and shifting to all Russian parts might be the reason for some of the changes.

As I thought this Tu-214 program, as currently envisioned, will be a waste of time and resources.

Rubbish. Even if it takes two years to get the new upgraded improved Tu-214M into serial production it is all changes that Aeroflot was asking for and the reasons it rejected buying the aircraft. Now Aeroflot might not change its mind but the other airlines might appreciate the improvements anyway because they make the plane more suitable for their needs anyway.

This is making the plane better.

The modernisation of the avionics makes sense, of course.

The Tu-214 aircraft has a 4-fold redundant flight control system, these are three digital and one hydromechanical. Konstantin Timofeev believes that the latter must be eliminated and switch to a fly-by-wire control system, which has already proven its effectiveness and reliability in aviation. This will reduce the complexity, weight, and manufacturing time of the aircraft

The presence of the hydromechanical redundant flight control system, while "outdated" and heavy, could be considered  actually an advantage for the military modifications of the aircraft (instead of having only redundant digital systems).

Concerning the other structural changes, they will be probably introduced "gradually".

Basically they want to do for the Tu-214 similar kinds of upgrades that the boing 737 and airbus a320 have in their latest modification.

I know that this is partially redundant due to the presence of the MC-21, but it is also possible that they have identified a potential niche for the modernised Tu-214 (cargo planes, export to some other countries), other modifications, etc.

Furthermore it is possible that Russia does not want to be anymore in the situation in which it does not have alternatives, so they want to be able to choose the right platform for the job.

In addition, sometimes there could be airworthiness directives that ground an entire fleet due to an unseen before problem. Having alternatives means that in case of unseen problems with MC-21 which need some time to fix while all the aircraft are kept on the ground the airlines could lease some Tu-214M (with pilots) and cover the routes.

The issue is also that making a new plane is a seriously large and extremely time consuming series of tasks.
For Tu-214 they have a plane that can be on par with foreign analogues with some upgrades. Most of the work has already been done and the Tupulev team and the Kazan plants want to finish it.
As long as this does not cause delays to the MC-21 program and to the new widebody from Ilyushin (il-96 -400M derivative with new composite wing and 2 PD-35 engines) why not?

It would not make sense for Tupulev to work on a brand new aircraft program in the same niche as the MC-21, but upgrading an existing aircraft project is a different matter.

They have already done most of the work for it, sometimes is good to have a mix of the latest tech (MC-21) and reliable modernised projects (upgraded Tu-214).

Of course this kind of upgrade work should have been done at least 15 years ago (a part of it was done, for the Tu-204SM, but it was full of American content (and still a bit too heavy).

Personally I would prefer it they would work on the Tu-324 /Tu-414 regional jets and on the Tu-330 military cargo plane (which is a Tu-204/214 derivative, so some of the upgrades to the Tu-214 could also be benegicial to the Tu-330), but hopefully they will come as well (and possibly even the Tu-304/ frigate ecojet short/medium range twinjet widebody with oval fuselage).

GarryB wrote: Even if it takes two years to get the new upgraded improved Tu-214M into serial production it is all changes that Aeroflot was asking for and the reasons it rejected buying the aircraft. Now Aeroflot might not change its mind but the other airlines might appreciate the improvements anyway because they make the plane more suitable for their needs anyway.

This is making the plane better.

Yeah, even if they are ready 2 years after the MC-21 is already in service this is not a problem.
Western airlines are still buying 737, which are a modernised version of an aircraft which is more than 20 years older than the Tu-204.

Actually better, since they will not need to rush with it.

The presence of the hydromechanical redundant flight control system, while "outdated" and heavy, could be considered actually an advantage for the military modifications of the aircraft (instead of having only redundant digital systems).

Doesn't that rather depend on what they are actually doing... hydromechanical sounds to me like it is the hydraulic backup systems... if they are removing those... which might even be foreign made or use lots of foreign made components, and therefore be further russianising the aircraft, is actually a good thing.

Certainly replacing the hydraulics would remove a massive amount of weight and flammable material... using all electric actuators would make things lighter and cheaper and simpler.

Concerning the other structural changes, they will be probably introduced "gradually".

It was designed in the 1990s so it likely is not made of heavy lead corrugated sheeting... Tupolev do have some experience upgrading large aircraft designs and adding composite material to reduce weight... and unlike the Tu-160 and Tu-22M3M the Tu-214 is not supersonic so heating is not really a factor.

I know that this is partially redundant due to the presence of the MC-21,

For Tupolev it is not redundant because I suspect they want to be more than just a stopgap aircraft that they make a bunch of and then suddenly not have any more sales for.

but it is also possible that they have identified a potential niche for the modernised Tu-214 (cargo planes, export to some other countries), other modifications, etc.

Improved avionics and lighter weight will appeal to all potential users... including military ones even if it wont be their highest priority, it will still be a factor.

Furthermore it is possible that Russia does not want to be anymore in the situation in which it does not have alternatives, so they want to be able to choose the right platform for the job.

What sort of plane would it end up being if they were told it is just a stop gap plane... don't spend any money or effort to make it better... just sell it as it is and we till buy it up until 2030 and then your opposition will be able to produce what we need and we will stop buying your stopgap plane?

Of course they should try to make it better... and I think it is funny that people complained that they didn't upgrade it by making it lighter and better and improved its avionics so it was more cost effective to crew it, now object to them making those very changes now.

In addition, sometimes there could be airworthiness directives that ground an entire fleet due to an unseen before problem.

If the improvements are problematic they could still make the older versions till it is ready, but why assume there will be problems?

I also think they should make MiG-35s right now, but if there are any upgrades they can add they should add, like AESA radar, but just because they will be making them you still work on 5th gen light fighters to eventually supplement them and if they are suitable to even replace them.

Having alternatives means that in case of unseen problems with MC-21 which need some time to fix while all the aircraft are kept on the ground the airlines could lease some Tu-214M (with pilots) and cover the routes.

Well if there are problems with the MS-21 wouldn't it be better to lease Tu-214s with a two man crew instead of needing extra crewmen?

For Tu-214 they have a plane that can be on par with foreign analogues with some upgrades. Most of the work has already been done and the Tupulev team and the Kazan plants want to finish it.
As long as this does not cause delays to the MC-21 program and to the new widebody from Ilyushin (il-96 -400M derivative with new composite wing and 2 PD-35 engines) why not?

Why would improvements to the Tu-214 effect those other programmes?

Aeroflot don't even want Tu-214s so it should not now effect their plans.

It would not make sense for Tupulev to work on a brand new aircraft program in the same niche as the MC-21, but upgrading an existing aircraft project is a different matter.

It is not a new plane... it is replacement for avionics and changing materials in a few places to reduce weight.

It is not a new plane, it is an optimisation of the design before they start massive serial production...

They have already done most of the work for it, sometimes is good to have a mix of the latest tech (MC-21) and reliable modernised projects (upgraded Tu-214).

Tupolev have been upgrading large planes for a while... they are not transforming the aircraft... they are just improving the navigation system and automating the avionics and modifying the flight control system and replacing some materials to make it lighter.

Of course this kind of upgrade work should have been done at least 15 years ago

Better late than never?

Personally I would prefer it they would work on the Tu-324 /Tu-414 regional jets and on the Tu-330 military cargo plane

With these improvements the aircraft becomes more than just the stopgap aircraft people want it to be and it becomes a much more viable airliner... not necessarily to replace the Superjet or MS-21 in the Russian market, but in international markets replacing western types for airlines that have issues with western governments.

Yeah, even if they are ready 2 years after the MC-21 is already in service this is not a problem.
Western airlines are still buying 737, which are a modernised version of an aircraft which is more than 20 years older than the Tu-204.

With these improvements the Tu-214 will be further improved and an interesting option for African and Asian and Central and South American airlines to buy instead of Boeing or Airbus aircraft.

Except they are basically designing a new aircraft.

No they aren't. They are removing the hydraulic flight controls and going all fly by wire, and they are upgrading the navigation system to automate it so a navigator is no longer needed and they are replacing some components with composites to reduce weight.

The wings and engines and pretty much everything else remains the same... it might warrant an M as Tu-214M, but it doesn't warrant a new number.

More importantly it is essentially what Aeroflot has been whining and demanding for the last few decades, so the other airlines should be happy and Aeroflot might reconsider not buying them.

More importantly, internationally other countries around the world might consider buying some too.

Because of it competing with MS-21 both aircraft will be produced in lower numbers. They will have lower economies of scale so both aircraft will cost more per unit.

Without the changes it is a disposable aircraft and is doomed to be in serial production until enough MS-21s can be made to get the job done and they it is gone.

With these upgrades it is a viable airliner for airlines around the world... many of which want to join BRICS and many of which might be punished by the US and EU by refusing to let them buy Boeings or Airbuses...

Without these changes it is not as attractive to the rest of the world, but with the changes it becomes a very good alternative which likely is cheaper to buy that the western equivalents and with these changes much cheaper to run than in its current form.

Even the US, a much larger aviation market, does not have two civilian airliner manufacturers anymore ever since Boeing and Douglas merged together.

And when the trial of Boeing ends they might not be making planes either...

Tupolev should focus on bombers.

Sounds a bit like western advice for Russia to just sell energy and don't worry about growing food because the money you make selling energy to the EU can be spend buying food from the EU...

If Tupolev focussed on making just bombers what happens if Yak or Sukhoi decide to make bombers too?

When the price of oil was high Venezuela could just import food... but when the price of oil collapses because the US is trying to damage Russia then your people starve... in the west it is "Don't keep all your eggs in one basket".

Tupolev have an airliner in production and currently Russian airlines need a replacement for western airliners that are sanctioned.

Tupolev, making design improvements requested by their Russian airline customers, to the planes they are making is a good thing... the airlines will bitch but they will end up getting better more useful planes... they are busy organising spare parts and their own support for the western types so it is not like everyone will have to walk or anything.

If they are upset then they should have bought Russian planes 20 years ago and they wouldn't have any problems at all.

Instead they funded the enemy.

Like speeding up PAK DA or putting Tu-22M3M in service.

Upgrades to Tu-214 production are not going to effect either of those projects.

If they want to work on civilian aircraft they should try addressing holes in the market.

They are working on the civilian aircraft market and these changes are the changes that Aeroflot demanded... so they are addressing problems identified by their customers.

Should they ignore them?

For example making the Tu-324.

AFAIK they are also working on that aircraft too... you do understand Tupolev is a design bureau so the factories making Tu-214s can make them while Tupolev works on these improvements and upgrades which a factory can then make for testing... and if it works the factories making the plane will get new construction documents and new parts and start making the improved designs after they have been tested.

Another possibility would be assigning to Tupolev the task of designing the Il-276 so it can get into the market sooner.

Why do you think they can get it going faster than Ilyusion?

Giving it to another design bureau might just make it take a lot longer.

According to this video they have improved production for the Il-476... it seems unit assembly now takes 27 days rather than previous 34 days, and 29 days instead of 41 days on the slipway and another process has reduced the time by 7 days, so a saving of 7 days plus 12 days plus another 7 days, so that is 26 days saving in the manufacture time. Also changes in the work place makes production faster and easier and more comfortable.

Flight tests of MC-21 jet with import substitution to start by year-end — company

https://tass.com/defense/1826939

So it sounds like they don't need 170-240 new planes be built each year to 2030, and that demands will be closer to 60 per annum.



Perhaps the extra production capacity can go to exports, or perhaps the extra aircraft will enable airlines to get rid of foreign types faster than they need to.

Rostec presented the import-substituting Ansat at Army-2024, 08.13.2024.

The Russian Helicopters holding company of the Rostec State Corporation presented the import-substituting Ansat helicopter at the Army-2024 International Military-Technical Forum. The machine was manufactured at the Kazan Helicopter Plant and is presented in an ambulance version - with a medical module for transporting the sick and injured. This was reported by AVIA.RU.

The helicopter received new onboard radio-electronic equipment, as well as several other domestic components and systems. The machine is equipped with two Russian VK-650 V engines. In addition, the modernized Ansat can be equipped with an additional fuel tank. Thanks to this, the flight range of the machine will increase to 800 km.

The helicopter is equipped with a special medical module with an artificial lung ventilation system, tele-ECG and other specialized equipment. It allows maintaining vital functions and providing intensive therapy to patients in flight.

"Ansat is a modern Russian helicopter that has proven itself in action. For example, these machines are used by the National Air Ambulance Service of Rostec. In the first five months of 2024 alone, helicopters helped save more than five thousand people, including almost a thousand children. Today, for the first time, we are showing a demonstrator of the Ansat in a completely import-substituted form. All foreign components of the helicopter's control system and autopilot have been replaced with domestic ones, and Russian-made engines have been installed. Currently, Kazan Helicopters, together with the Central Aerohydrodynamic Institute named after N. Ye. Zhukovsky, are conducting frequency tests of the machine's control system and preparing the machine for ground and flight tests," said Vladimir Artyakov, First Deputy Director General of Rostec State Corporation.

The helicopter has the most spacious cabin in its class. It can be operated at temperatures from -45 to +50 degrees Celsius and fly in high mountains. Ansat is highly maneuverable and easy to maintain. This allows the machine to be used to solve various aviation tasks, including in dense urban areas.



https://sdelanounas.ru/blogs/161773/

https://www.rbc.ru/business/19/08/2024/66bee2ec9a79470a191c6de3?from=from_main_2

The Baikal aircraft was offered to be purchased at a price almost three times higher than the base price

The cost of the Baikal aircraft for delivery in 2025 is 455 million rubles. When ordering the aircraft in 2019, the Ministry of Industry and Trade indicated that the price should not exceed 120 million rubles.

The cost of the Baikal aircraft (LMS-901), which is supposed to replace the Soviet An-2, in the first year of expected delivery - 2025 - is 455 million rubles. This follows from a letter from the State Transport Leasing Company (STLC) to potential operators of the aircraft (RBC reviewed the document, its authenticity was confirmed by a source familiar with the contents).

“At the moment, STLC, together with the Ural Civil Aviation Plant JSC (UZGA; aircraft developer and manufacturer. - RBC) is exploring the possibility of implementing an investment project for the purchase of aviation equipment within the framework of the state civil order with the involvement of funds from the National Welfare Fund, which involves the purchase of aircraft vessels such as LMS-901 “Baikal”, LMS-192 “Osvey”, as well as TVRS-44 “Ladoga” and transfer of financial leasing to Russian airlines,” says Deputy General Director of State Transport Leasing Company Mikhail Parnev.

Based on the letter, starting from 2025, the cost of the aircraft will increase every year by approximately 4% and by 2032 will amount to 587 million rubles. (the final cost of the aircraft is determined upon approval of its final specification). STLC offers operators to lease aircraft for ten years, the leasing rate for one Baikal in 2025 will be 5.4 million rubles. per month.



The lessor asked the airlines to inform which of them are ready to order an aircraft with such financial parameters, and also “in case of disinterest due to the high leasing payment” to inform what rate would be cost-effective for them.
STLC itself is the executor of the investment project for the supply of Russian equipment for the Far Eastern airline Aurora. According to the investment project approved in February 2023, the carrier should receive ten Baikals: five in 2025 and another five in 2026. For Aurora, the investment project is calculated in the following proportion: 90% of costs are financed from the National Welfare Fund, 10% are borrowed funds. The total amount of capital investments was estimated at 55.1 billion rubles. (for all aircraft, including Superjet New and Mi-171A2/171A3 helicopters). According to the materials of the investment project, the first five Baikals were valued at 1.4 billion for Aurora (accordingly, one car costs 275.8 million rubles). “Baikals” from the second delivery batch (2026) - 286.9 million rubles each. In addition, at the Eastern Economic Forum last year, the manufacturer, State Transport Leasing Company and Aurora agreed on the preliminary delivery of 95 Baikals in 2026–2030. A revision of the price under an already signed contract is not being considered, UZCA told RBC.

During the work on the creation of “Baikal”, its cost has already changed several times. The conditions of the Ministry of Industry and Trade competition for the development of such an aircraft stated that its price should not exceed 120 million rubles. Last fall, Deputy Prime Minister and Presidential Envoy to the Far Eastern Federal District Yuri Trutnev already drew attention to the fact that the price of a basic aircraft had increased to 178 million rubles. “Unfortunately, our price began, as is sometimes customary, to increase abruptly, which began to cause risks for the actual implementation of the aircraft construction program,” the Deputy Prime Minister noted then. He instructed VEB to check the price of the aircraft.

According to official representative Yuri Trutnev, based on the results of the audit, VEB made a number of proposals to reduce the cost of operating Baikal: develop a subsidy program from the federal budget to reimburse operating costs for aviation fuel, provide a federal subsidy to the regions for local transportation, use existing support measures from the Ministry of Industry and Trade - reimbursement of lease payments and interest costs on loans.
"The cost of the Baikal LMS has been adjusted to take into account modifications for operation in the Far Eastern Federal District (for example, instrument flights, the presence of an automatic control system, an onboard collision avoidance system, etc.), including in air ambulance and forest protection," the Deputy Prime Minister's representative told RBK. In addition, the replacement of foreign components with Russian analogues (turboprop engine, propeller and other foreign-made onboard equipment) is being considered. The cost of the basic version of the aircraft (the minimum set of equipment for performing visual flights) in 2023 prices is 151 million rubles, according to UZGA, she added.

What the manufacturer and key customer say

Aurora declined to comment on the prices for Baikal and other investment project indicators. “We continue to work with relevant ministries and regional governments to analyze and calculate the relevant parameters for operating new aircraft on socially significant routes and to develop the most effective model for their operation, taking into account all economic indicators, including the price of the aircraft and the size of the lease payment,” the airline’s press secretary, Artur Di, told RBK.
He added that the Baikals are planned to operate flights on socially significant local routes in the Far Eastern Federal District, where transportation at commercial rates is impossible, so it is necessary to resolve the issue of subsidizing them. “Given that the cost of transportation is determined taking into account the price of the aircraft, when performing subsidized transportation, its price is compensated through a subsidy mechanism. Thus, the price of aircraft will also influence the amount of subsidy required to operate such aircraft,” concluded Arthur Dee.

“Price escalation is a global practice in the aircraft industry, used by all players without exception,” a UZGA representative answered RBC.  — In the case of the LMS-901 aircraft, the cost parameter of the aircraft was fixed by the technical specifications issued by the Russian Ministry of Industry and Trade. The cost is 120 million rubles. fixed at 2019 prices. For subsequent years, the maximum price for an aircraft in the basic configuration is calculated using official forecast deflator indices established by the Ministry of Economic Development.” Developers in their activities are also constantly faced with “objective macroeconomic conditions and a disproportionate increase in prices for purchased components and materials.” UZGA is working to reduce costs, the plant added. The manufacturer refused to comment on the prices for aircraft indicated in the STLC letter.

An RBC source close to the Ministry of Industry and Trade says that the prices for the new Baikal, Ladoga and Osvey aircraft indicated in the STLC letter, and the pricing for them, are approximate, since these aircraft have not yet been created. He emphasized that the basic version of the aircraft with a minimum set of equipment is expected to cost around 200 million rubles. More expensive modifications will be equipped with modern equipment and systems.

According to the comprehensive program for the development of the Russian aviation industry until 2030, a total of five Baikals are planned to be delivered to carriers next year, 25 aircraft per year in 2026–2029, and 34 aircraft per year in 2030 (139 aircraft in total).  Initially, the volume of the program was 154 “Baikals” until 2030.

RBC asked the State Transport Leasing Company for comment, as well as a number of operators operating in Siberia and the Far East. The Ministry of Industry and Trade declined to comment.

Sounds pretty normal, but I hope they are sensible and have a basic model that is actually cheap to buy and simple to operate and maintain, because no doubt as new engines and systems get made and their prices go down with volume production someone else might come up with designs that are good enough and are cheaper and they will end up with a white elephant.

Often prices are high for new systems and the price comes down as costs come down and parts become available and serial production kicks off properly.

Electric cars are currently expensive, but Chinese models prove investment in the technology and production can make them become cheaper quickly enough.

caveat emptor wrote:https://www.rbc.ru/business/19/08/2024/66bee2ec9a79470a191c6de3?from=from_main_2

The Baikal aircraft was offered to be purchased at a price almost three times higher than the base price
...
The cost is 120 million rubles.  fixed at 2019 prices.
...
An RBC source close to the Ministry of Industry and Trade says that the prices for the new Baikal, Ladoga and Osvey aircraft indicated in the STLC letter, and the pricing for them, are approximate, since these aircraft have not yet been created.  He emphasized that the basic version of the aircraft with a minimum set of equipment is expected to cost around 200 million rubles.  More expensive modifications will be equipped with modern equipment and systems.

You haven't even tried to read what you're referring to.
So, this is the new math for the retarded: 200 : 120 = 3,5

An-2, TVS-2MS or LMS-901 – who will take out light aviation?, by Andrey Velichko for Aviation of Russia. 08.29.2024.

The need to replace the An-2 has been long overdue. In fact, it currently supports a significant portion of all intraregional passenger and cargo transportation, as well as air traffic with hard-to-reach and remote settlements in Siberia and the Far East. As an example: on August 14, 2024, for the first time in 30 years, the An-2 operated a regular passenger flight from the Omsk airport to the village of Ust-Ishim. Now, residents of the village will need only two hours to get to the regional center instead of 12 by bus.

In order to support light passenger aviation and regional airlines, the Siberian Scientific Research Institute of Aviation named after S. A. Chaplygin (SibNIA, Novosibirsk) began design work on re-engining the An-2 in October 2010. The main objective of the modernization was to switch from aviation gasoline B-91 and its analogues to aviation kerosene TS-1, due to which a significant reduction in operating costs was achieved. It was also necessary to increase the engine's service life between repairs, ensure autonomy and independence from ground services during maintenance and preparation of the aircraft for flight, and improve the temperature conditions in the cabin and cockpit. At the same time, the main qualities of the base machine had to be preserved.

Due to the lack of a modern, economical and lightweight engine in Russia, SibNIA decided to install a Honeywell TRE-331-12 turboprop engine with a capacity of 1,100 hp on the An-2 instead of the piston ASH-62IR. The aircraft received the designation TVS-2MS. In 2011, Rusaviaprom LLC was established in Novosibirsk specifically for the implementation of the An-2 re-engining project. By a joint decision of the Ministry of Industry and Trade and the Ministry of Transport of Russia, the enterprise was appointed the manufacturer of the TVS-2MS aircraft in the territory of the Russian Federation.

Comparing the An-2 and TVS-2MS, pilots first of all note the thrust-to-weight ratio of the re-engined machine. This is especially noticeable at high temperatures, when the thrust of the ASH-62IR engine drops noticeably. On the TVS-2MS, the engine operates in the heat without losing power, but the problem is that the TRE-331-12 is an American engine, and since the spring of 2022, official deliveries of imported aircraft components for Russian civil aviation have been terminated and will not resume in the foreseeable future.

Given the lack of a domestic engine with similar characteristics, Rusaviaprom LLC has initiated a project to develop a Russian turboprop engine using reverse engineering. The development of such a turboprop engine in Russia will give a serious boost to aviation - both passenger and aerobatic aircraft, both civil and military, as well as UAVs. This class of engine is currently in dire need in the Russian Federation.

The new flagship of light aviation should be the LMS-901 Baikal aircraft, developed by the Ural Civil Aviation Plant Design Bureau. One experimental flight version has been released, but it is also equipped with an imported General Electric H80-200 power plant, and until the domestic VK-800SM turboprop engine is ready, this aircraft will not appear on local routes. However, this is not even its main problem. There are two - the timing and the cost of the aircraft for airlines.

The plenipotentiary representative of the President of the Russian Federation in the Far Eastern Federal District, Yuri Trutnev, spoke about the deadlines. “The An-2 aircraft was created for two years: on March 6, 1946, a design bureau was formed at the Novosibirsk Aviation Plant, and on August 31, 1947, the aircraft first took to the skies, and in August 1948 it was accepted into service with the Soviet Union’s aviation; all the work took two years. And now everything looks something like this: we have been working on the Baikal aircraft since 2018, and colleagues say that it will go into production at best in early 2024. This means that over 75 years we have learned to work three times worse than in the Soviet Union, and this is in a situation when, on the contrary, [it is necessary] to work faster and more intensively,” Trutnev said at a meeting on October 20, 2022 in Khabarovsk.

But the aircraft did not go into production in 2024. UZGA does not provide information about the work on either the VK-800SM engine or the LMS-901 aircraft. The Comprehensive programme development of the aviation industry in its version of May 17, 2024, provides for the release of five Baikal aircraft in 2025. At the same time, back in early April 2023, the general designer of the Engines division of UZGA Sergey Vakushinreported, that by the end of 2023, the VK-800SM should be sent for flight tests as part of the Yak-40LL flying laboratory at SibNIA, and the first flight of the Baikal aircraft with a VK-800SM engine is planned for the third quarter of 2024. Completion of the LMS-901 certification is scheduled for the end of 2025.

For UZGA, building five LMS-901 airframes is not a problem, but they will remain in the plant's workshops until the VK-800SM is fully ready for safe operation on an airplane with passengers. Considering that the engine has not yet been submitted for certification tests, the deadlines for the start of commercial operation of the Baikals are guaranteed to be disrupted once again.

As for the cost of the aircraft for operators, in 2019 the Ministry of Industry and Trade set the task for UZGA to meet the 120 million ruble mark. The same price of "Baikal" was included in the technical specifications for the development of the aircraft and it should not exceed 120 million rubles in 2020 prices, the cost of a flight hour excluding leasing is 40 thousand rubles.

On January 10, 2021, in an interview with Rossiyskaya Gazeta, the Minister of Industry and Trade of the Russian FederationDenis Manturov clarified, that the contract sets the cost of a flight hour for the Baikal aircraft at 30 thousand rubles, the aircraft should be cheaper than the Cessna Caravan and Kodiak: 100-120 million rubles versus 170 million and 165 million, respectively.

However, it is not possible to stay within these price limits. In the summer of 2023, it became known that the estimated base cost of the aircraft would be 178 million rubles. But already in the fall, at the exhibition and forum "Russia", the head of the Ministry for the Development of the Russian Far East Alexey Chekunkov reportedTASS reports that the base cost of the LMS-901 Baikal aircraft will be more than 200 million rubles, and taking into account leasing payments, the full cost may be slightly higher than this amount.

On August 19, 2024, an article was published on the RBC website, which indicated that in the first year of the expected delivery (2025), the price of the aircraft would already be 455 million rubles, which exceeds the cost of the technical specifications and the development contract by 3.8 times... At the same time, the State Transport Leasing Company (GTLK) informed potential operators that, starting in 2025, the cost of the aircraft would increase every year by approximately 4% and by 2032 would be 587 million rubles. GTLK offers operators to lease the aircraft for ten years, the leasing rate for one Baikal in 2025 will be 5.4 million rubles per month.

“The lessor asked the airlines to inform which of them would be willing to order an aircraft with such financial parameters, and also, “in the event of disinterest due to the high size of the lease payment,” to inform what rate would be cost-effective for them,” writes RBC.

GTLK is the executor of the investment project for the supply of domestic aircraft for the Far Eastern airline Aurora. According to the investment project approved in February 2023, the first five Baikals were estimated for Aurora at 1.4 billion or 275.8 million rubles. the cost of one aircraft. In the second batch of deliveries in 2026, the LMS-901 was estimated at 286.9 million rubles. In addition, at the Eastern Economic Forum in 2023, UZGA, GTLK and Aurora agreed on the preliminary supply of 95 Baikals in 2026-2030. UZGA reported that changing the price under the already signed contract is not being considered.

The bottom line is that small private regional airlines have nothing to renew their fleet of aircraft for transporting passengers and cargo on local airlines. The only alternative is the TVS-2MS. For example, in the Republic of Bashkortostan, a regional leasing company provided financial support to AviaSfera LLC in the amount of 30 million rubles. This amount will be used to purchase a TVS-2MS aircraft, which will be used by RusAvia. Leasing support is provided within the framework of a national project aimed at developing small and medium-sized businesses.

RusAvia, founded in 2016 and part of the Light Air group of companies, already has a fleet of 10 An-2 aircraft and six Robinson R-44 helicopters. The company's main activities include aviation chemical work, as well as aerial photography and geomagnetic surveys. The new aircraft will allow the carrier to expand operations, improve the efficiency and availability of aviation services.

The project to modernize the An-2 aircraft into TVS-2MS is being implemented by the manufacturer Rusaviaprom LLC and the distributor PMI Aero. In the eight years since the release of the first serial aircraft, 26 aircraft have been manufactured. Currently, three more TVS-2MS aircraft are in operation. This number of aircraft is due, among other things, to the use of a highly resourceful engine, which increases the cost of TVS-2MS in comparison with the An-2 several times.

"TVS-2MS is the only Russian aircraft for small aviation, the operation and production of which continues to this day. And our enterprise is the only one in Russia that serially produces light aircraft approved for commercial air transportation. The company has the competence and experience in the development, testing, certification, serial production, operation, including ground infrastructure, of aircraft weighing up to 5700 kg. The company covers the vital need for light, practical and reliable aircraft that operate in remote regions that cannot be reached by large mainline aircraft," Rusaviaprom told the Aviation of Russia website.

According to the company representative, the TVS-2MS aircraft has all the best characteristics of the An-2, namely the aircraft’s design and operational features – unpretentiousness to operating conditions, airframe reliability and ease of maintenance, the ability to perform flights from unpaved areas, and accessibility for pilots of any classification.

"As a result of upgrading the An-2 aircraft to TVS-2MS, its flight performance characteristics have significantly improved, expensive aviation gasoline has been replaced with more affordable kerosene, noise and vibration have been reduced, comfort for pilots and passengers has been improved, and, what is important for the operator, the ability to use the existing infrastructure and aviation personnel with experience in operating An-2 aircraft has been preserved," the company added.

In addition to Ufa's Light Air, customers and operators of the TVS-2MS aircraft include the Kolyma Aviation State Unitary Enterprise, the Amur Air Base State Autonomous Institution, the SiLa airline, the Aeroservice airline, the Nimbus airline, the Minsk DOSAAF flying club of the Republic of Belarus, the Saratov DOSAAF ASK of Russia, and the Tomsk company SibAeroKraft.

Rusaviaprom takes An-2 aircraft for modernization in airworthiness and after major repairs. "The designated service life of the An-2 fuselage is 20 thousand hours, and at the same time, many An-2 aircraft at aviation enterprises have only 3-5 thousand flight hours. According to our estimates, An-2 aircraft can be operated in Russia for another 10-15 years, and 500 or more An-2 aircraft with a large remaining service life can be modernized, and this is quite a lot," says Alexey Kryukov, General Director of Rusaviaprom LLC.

The process of upgrading the An-2 to TVS-2MS consists of several stages. According to the developer's specifications, the An-2 airframe arrives at the company's workshop after a major overhaul at one of the aircraft repair enterprises. This could be AVIASPEKTR, MARZ or SHARZ. At Rusaviaprom, the nose section undergoes modernization: the engine frame, fuel, air, oil, electrical and fire-fighting systems are replaced. A new engine, cowlings and propeller are installed, as well as a number of engine control instruments in the pilot's cabin.

After the aircraft is assembled, ground tests are carried out first, and then test flights. Flight tests in accordance with the current license of the Ministry of Industry and Trade are carried out by test pilots of the in-house flight test complex. At the customer's request, the aircraft can be equipped with heat- and sound-insulating panels in the passenger cabin, a hatch for aerial photography and airborne laser scanning, a medical module and equipment for work on medical tasks, as well as equipment for dropping parachutists.

Over the past few years, the situation regarding the TVS-2MS aircraft has become controversial. On the one hand, such a machine is urgently needed in regions where there are problems with transport accessibility. At the same time, the TVS-2MS has proven its reliability and efficiency during its operation.

"It has been flying and carrying passengers on local airlines for more than eight years, the type has more than 25,000 flight hours. The aircraft has received good reviews from operators, flight and engineering personnel, as well as passengers. The high importance of the An-2 modification project to TVS-2MS is evidenced by the attention to it from the country's president. Vladimir Putin gave two orders, the first in 2014 to put the aircraft into operation and the second in 2021 to certify the aircraft," explained Alexey Kryukov.

He added that the aircraft is also included in the subsidy programs applied in accordance with Government Resolutions No. 1212 and No. 1242, which allow it to be used with maximum economic efficiency. Butcomprehensive programThe aviation industry development plan until 2030 does not provide for the production of TVS-2MS, it was not included. Rusaviaprom explains this by the fact that the manufacturer is not supported by either the aircraft developer or the relevant ministries. The Ministry of Industry and Trade does not provide assistance to private companies, giving priority to the LMS-901 project. Also, the systemic problem regarding the regulatory status of the standard design of the An-2 and its modifications has not been resolved. The second presidential order to issue a type certificate for the TVS-2MS aircraft has not yet been fulfilled.

Alexey Kryukov believes that it is absolutely wrong for the government not to include the TVS-2MS aircraft in the aviation industry development plan. "We still hope that this mistake will be corrected. The promised new equipment does not exist, but new routes and airfields need to be opened now, and with the TVS-2MS aircraft this can be done with minimal costs," he explained to our website.

So, what aircraft is capable of keeping local and intraregional transportation afloat? There is no clear answer to this question. The An-2 has been in operation for over 70 years and requires urgent replacement. The appearance of LMS-901 in sufficient quantities in the next 10 years to replace Antonov aircraft is a bold and optimistic expectation, and at the same time, the Ministry of Industry and Trade is not considering full financing and intensification of re-motorization of the An-2 into TVS-2MS, despite the fact that significant funds from the state budget were allocated for this project at one time.

At the same time, having foreign components in its design, TVS-2MS continues to be mass-produced, and the Novosibirsk enterprise itself is developing in other directions. Thus, an aviation training center has been opened here to train specialized specialists, a flight test complex has been created within the company, and a design bureau has been created for further modification of TVS-2MS.

The Rusaviaprom company is confident that the aircraft has great potential for modernization; at present, specialists from the plant’s design bureau are preparing to implement a domestic glass cockpit on the aircraft.

https://aviation21.ru/an-2-tvs-2ms-ili-lms-901-kto-vyvezet-lyogkuyu-aviaciyu/

I would think more focus should have been applied to engines... the RD-600V turboshaft engines for the Ka-62 could be adapted to a turboprop with a couple of extra propeller blades to absorb the power and derated from 1,400hp to maybe 1,300hp... or maybe use an improved propeller that can use the extra power.

Extra blades might reduce noise and increase cruise speeds and perhaps reduce takeoff runs and increase safety margins.

Might also allow floats or adjusted landing gear to be used as standard to improve performance further?

You would think something standardised with a helicopter engine that is or will be widely used would be a good idea...

GarryB wrote:I would think more focus should have been applied to engines... the RD-600V turboshaft engines for the Ka-62 could be adapted to a turboprop with a couple of extra propeller blades to absorb the power and derated from 1,400hp to maybe 1,300hp... or maybe use an improved propeller that can use the extra power.

Extra blades might reduce noise and increase cruise speeds and perhaps reduce takeoff runs and increase safety margins.

Might also allow floats  or adjusted landing gear to be used as standard to improve performance further?

You would think something standardised with a helicopter engine that is or will be widely used would be a good idea...

Yes but this turboshaft (helicopter engine) is not the RD-600v, but the VK-1600V. The RD-600V was a stillborn Saturn project, but it has been probably canceled in favour of the the Klimov VK-1600.

The standard max takeoff power is 1400 hp.

Already 2 years ago there was a presentation, showing a a table with the characteristics of a potential turboprop (aircraft engine) derivative VK-1600S with the same power and also a derated version with 1200 hp and comparisons with existing foreign engines, including the
Garrett (now Honeywell) TRE-331-12 of the TVS-2MS.

I posted a picture of this presentation in this very same thread.

I do not know why they are also doing a reverse engineering of the Garrett (now Honeywell) engine, which is also several decades old, but possibly they do not want to put all the eggs on one basket

Note, in order to avoid misunderstandings:
the SibNIA TVS-2MS is a metal aircraft and it is mainly a modernised An-2 with turboprop engine and new internal systems. No composites there.

The ones with composite parts are the:
SibNIA TVS-2-DT – Fitted with new composite wings (with no bracing struts or wires) and tail. First flight 10 June 2015.

And the
SibNIA TVS-2-DTS – TVS-2-DT fitted with new all-composite fuselage.

These two are mainly experimental studies similar to the one on the Yak-40 with composite wings, called STR-40DT, which has also old American Garrett (now produced by Honeywell) engines, in this case 2 x TFE731-5BR turbofans instead of 3 × Ivchenko AI-25 turbofans.

Noone is interested in buying the composite derivative of the An-2, but there is a lot of interest for the modernised An-2 (called TVS-2MS until Kiev is back in russian hand and Antonov a russian aircraft manufacturer name again).

Concerning the more time needed for the LMS-901 development in comparison to the An-2, it is normal.
In 1946 there were much less requirements and needed tests to certify an aircraft. Now without a long series of component, subsystems, engine and aircraft tests you cannot certify anything.

I believe both the modernised An-2 (TVS-2MS) and the LMS-901 Baikal can be of interest and produced as the same time (provided russian engines will be available for both). Of course, the An-2 will need special exceptions in the rule to allow 12 or 13 passengers instead of 9 (max allowed by current rules for single engine aircrafts).

Finally, the problem for the lack of engines in this power or thrust range is due to the fact that in soviet union times small engines were not produced in Russia (except for some exceptions like glushenkov engines), but in Czech republic (which company has now being bought by the American GE) and most of civilian small and big turbofans were made in Ukraine (Zaporozhye).

The American engines used in Russian made aircrafts until a few years ago were all modernised versions of engines designed decades ago, like the Garrett TPE-331 turboprop, (first run in 1960), the Garrett TFE731 turbofan (first run in 1970).

In addition, the GE H80 turboprop of the modernised Let L410 turboprop is nothing else but a modernisation of the original Czech Walter M601 turboprop (first run 1967).

Concerning Glushenkov engines, mentioned earlier, I do not know why they were not modernised or considered for such aircrafts instead of foreign ones.

https://aeroenginesaz.com/en/brand_glushenkov