Russian helicopter industry: steady growth [p.8, 10, 21, 30]

Su-35Sin trials[p.16]

SSJ100 one yearof operation[p.42]

Airborne radars from Russia[p.18, 28]

YYakak-130-130combat trainer

already in service[p.12]

july 2012 • Special edition for Farnborough International Airshow 2012

MiG-29M2debuts at KADEX[p.6]

Dear reader,

You are holding another issue of the Take-off magazine, an addendum

to Russian national aerospace monthly VZLET. This issue has been

timed to Farnborough International Airshow 2012 that has always been

highly regarded by aerospace companies from Russia and the CIS as

a major international aerospace event. It is Farnborough where Russia

24 years ago, in 1988, unveiled its fourth-generation combat aircraft, the

MiG-29 fighters, for the very first time. Four years afterwards, in 1992, it

was Farnborough that hosted the debut of the Russian Generation 4+

fighters, the MiG-29M and Su-35. In 1996, it was Farnborough where the

Su-37 super-manoeuvrable fighter won the hearts of the public with its

unrivalled flight performance.

This time, Farnborough participants and guests will see several

brand-new aircraft from all over the world. Russian aircraft-makers also

prepared for Farnborough’s debut their new products. Irkut will bring here

its Yak-130 combat trainer for the first time. Recently Yak-130 was fielded

with the Russian Air Force while in late 2011 the first export contract was

successfully fulfilled. Sukhoi Civil Aircraft Company is going to present its

SuperJet 100 regional airliner which started its operations last year with

Russia’s flag carrier, Aeroflot, and Armenian Armavia airline.

Sukhoi’s SSJ100 featuring a bright example of growing international

cooperation between Russian aerospace industry and leading Western

companies. The next step of such cooperation could be implemented

in development of Irkut MC-21 prospective medium and short haul

airliner which could become a serious rival to Boeing 737MAX and

Airbus A320neo jets at domestic and international markets. A full-scale

mockup of the MC-21’s cockpit and passenger cabin will be among this

Farnborough main attractions.

As usual, Take-off is offering a digest of other key events in the

Russian and CIS aerospace industry over the past several months. I

hope that the issue will help you to get a better grasp of the Russian

displays in Farnborough and be abreast of the latest developments in

aerospace industry of our country.

On behalf of Take-off’s staff, I wish Farnborough 2012’s participants

and visitors interesting meetings, useful contacts and lucrative contracts

as well as enjoying unforgettable flight demonstration of planes and

helicopters from all over the world!

Sincerely,

Andrey Fomin,

Editor-in-Chief,

Take-off magazine

News items for “In Brief” columns are prepared by editorial

staff based on reports of our special correspondents, press

releases of production companies as well as by using information

distributed by ITAR-TASS, ARMS-TASS, Interfax-AVN, RIA Novosti,

RBC news agencies and published at www.aviaport.ru, www.avia.ru,

www.gazeta.ru, www.cosmoworld.ru web sites

The magazine is registered by the Federal Service for supervision of

observation of legislation in the sphere of mass media and protection

of cultural heritage of the Russian Federation. Registration certificate

PI FS77-19017 dated 29 November 2004

© Aeromedia, 2012

P.O. Box 7, Moscow, 125475, RussiaTel. +7 (495) 644-17-33, 798-81-19Fax +7 (495) 644-17-33E-mail: info@take-off.ruwww.take-off.ru

July 2012

Editor-in-Chief Andrey Fomin

Deputy Editor-in-Chief Vladimir Shcherbakov

EditorYevgeny Yerokhin

Columnists Alexander VelovichArtyom Korenyako

Special correspondents Alexey Mikheyev, Victor Drushlyakov,Andrey Zinchuk, Valery Ageyev,Natalya Pechorina, Marina Lystseva,Dmitry Pichugin, Sergey Krivchikov,Sergey Popsuyevich, Piotr Butowski,Alexander Mladenov, Miroslav Gyurosi

Design and pre-press Grigory ButrinMikhail Fomin

Translation Yevgeny Ozhogin

Cover pictureAlexey Mikheyev

Publisher

Director General Andrey Fomin

Deputy Director GeneralNadezhda Kashirina

Marketing DirectorGeorge Smirnov

Business Development DirectorMikhail Fomin

Special Projects DirectorArtyom Korenyako

Items in the magazine placed on this colour background or supplied

with a note “Commercial” are published on a commercial basis.

Editorial staff does not bear responsibility for the contents of such items.

take-off july 2012 w w w . t a ke - o f f . r u2 2

c o n t e n t s

MILITARY AVIATION Third PAK FA entering flight tests in Moscow Region . . . . . . . . . . . . . . . . . . . . . . . . . . 4

RusAF to receive over 120 Su-34 bombers by 2020 . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

RusAF to get 30 Su-30SM fighters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

MiG-29M2 makes its debut in Kazakhstan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

New upgraded Su-25SMs from Kubinka . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

First Mi-35s for Russian Air Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Mi-28N helicopters being fielded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

More Ka-52s for Air Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Yak-130 debuts at Farnborough . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Su-35S in trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Tikhomirov radars: from Yak-130 to Tu-160Interview of Tikhomirov-NIIP Director General Yuri Bely . . . . . . . . . . . . . . . 18

INDUSTRY Ilyushin 476 gearing up for maiden flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

SaM146’s full-rate production certificated by EASA . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Russian Helicopters: continued growth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Ka-62: maiden flight in a year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Mi-38 to hit the market in 2015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Mi-171A2 preparing to pick up the baton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Ka-226T deliveries to kick off in 2013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Ansat gearing up for getting back to global market . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

UEC ramping up output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

PD-14: technology demonstrator kicks off tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Upgraded D-18T to power new Ruslans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

PD-30: future Russian thirty-tonner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

TV3-117VMA-SBM1V – now for Mi-8T as well . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Salut continues to upgrade AL-31F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

RD-33: output on the rise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Phazotron’s radars for MiGs, helicopters and moreInterview of Phazotron-NIIR Corporation General Designer Yuri Guskov . . . 28

Mi-26T2 is ready to take over leadership . . . . . . . . . . . . . . . . . . . . . . . . 30

PS-90A: 3 million hours in the sky . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

CONTRACTS AND DELIVERIES Russian Navy ordering MiG-29K . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Demand for Mi-35 remains stable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

First Ka-32s for Brazil and Kazakhstan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

Helicopters of Mi-17 family still leading market . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

COMMERCIAL AVIATION Significant milestone of MC-21 programme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Volga-Dnepr commissions its fifth Il-76TD-90VD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

New L-410s for Russian airlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Sukhoi Superjet 100: a year in service . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Airliners for Russian regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

42

July 2012

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4

Mid-June saw the kickoff of the

flight trials of the third flying prototype

of the Sukhoi PAK FA Future Tactical

Aircraft at Sukhoi’s flight test and

developmental base in Zhukovsky,

Moscow Region. Sukhoi’s test pilot

Hero of Russia Sergei Bogdan flew

the T-50-3 (side number 053) on

its first flight in the Moscow Region

on 21 June 2012. As is known, the

maiden flight of the third PAK FA

prototype took place in Komsomolsk-

on-Amur on 22 November 2011

with Sergei Bogdan at the controls.

Following its acceptance tests and

painting, the aircraft had been airlifted

by Antonov An-124 Ruslan heavylifter

to Zhukovsky on the eve of the New

Year Day, on 28 December 2011.

The aircraft had been assembled

after the delivery and undergone

debugging and system testing

at Sukhoi’s testing facility for five

months. In particular, the aircraft

was for the first time fitted with

a Tikhomirov-NIIP AESA radar

prototype, whose functioning as

part of the avionics suite was tested.

During mid-June, the T-50-3 was

taken to the airfield and began its first

taxi runs. Once all faults had been

ironed out, a decision was made for a

check flight, and Sergei Bogdan took

the aircraft off LII Gromov’s tarmac

for the first time at about 15.20 on

21 June 2012. The check ride took

about an hour, with the plane and its

system functioning up to snuff. In the

near future, the T-50-3 will start flight

trials of the AESA radar and other

systems that has not been installed in

the earlier prototypes.

Now the second PAK FA prototype

is involved in the flight tests too. Sergei

Bogdan first flew it on 3 March 2011.

A month later, the T-50-2 was brought

to Zhukovsky and has been flying in

the Moscow Region since mid-August.

It has logged about 50 sorties. As far as

the first flying prototype is concerned,

it has been debugged since its being

unveiled at MAKS 2011 in August

last year. By then, it had had about

75 sorties under its belt, starting from

the very first one in Komsomolsk-on-

Amur on 29 January 2010 (the T-50-1

had flown in Zhukovsky since April

2010).

The 100th test flight under the PAK

FA test programme was conducted on

3 November 2011 by Sergei Bogdan

flying the T-50-2. To date, the total

number of the flights logged by the

three prototypes is around 130 and

will keep on increasing owing to the

third prototype having joined the trials.

The fourth aircraft now in assembly

by KnAAPO is expected to be flight-

tested in Komsomolsk-on-Amur in

autumn. It will then join the first three

in Zhukovsky after its ferry flight under

its own power from the Russian Far

East to the Moscow Region, if all goes

to plan.

As is known, in February, Col.-Gen.

Alexander Zelin, the then-commander

of the Russian Air Force, told the RIA

Novosti news agency in his interview

that 14 PAK FA fighters were planned

to be made and put into tests by

2015. The first four flying prototypes

are to be joined by two more next

year, after which KnAAPO will launch

the manufacture of the low-rate initial

production batch. The official PAK FA

test phase is supposed to commence

at the Air Force State Flight Test

Centre in Akhtubinsk with the official

objective of handing early planes

over to the customer. According to

media reports, about 60 production-

standard PAK FA fighters are planned

to be fielded since 2016 through

2020. Obviously, the deliveries will

continue beyond 2020.

Vic

tor

Dru

shly

akov

Vic

tor

Dru

shly

akov

Third PAK FA entering flight tests in Moscow Region

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hoi

A most large-scale Russian Air

Force re-equipment programme

is the deliveries of advanced

Sukhoi Su-34 multirole combat

aircraft replacing the previous-

generation Su-24M tactical

bombers.

By tradition, the Sukhoi

company’s Novosibirsk Aircraft

Production Association (NAPO)

named after Valery Chkalov hands

its aircraft over at year-end.

During 2011, the plant made six

Su-34 bombers under the five-

year contract for 32 aircraft of

the type, signed late in 2008.

This is a 50% increase over the

previous year’s output. Four of

them (serials 01, 02, 03 and 04)

were ferried from Novosibirsk

to the Baltimore airfield near

Voronezh on 12 December 2011,

having become the first Su-34s

available to the air base that is

among the largest air bases of

the Russian Air Force. 10 days

later, on 22 December, they were

followed by two more bombers

(side numbers 05 and 10) that

had been given a new camouflage

pattern (dark grey top and blue

bottom). All Su-34s will be

painted like that from now on.

Three out of six aircraft, which

arrived in Voronezh, are a modified

version with the onboard auxiliary

powerplant. In December 2011, the

six new Su-34 were joined by four

more aircraft of the type (serials

05, 06, 07 and 08) – the first ones

made under the 2008 contract,

which had been based at the airfield

of the Combat and Conversion

Training Centre in Lipetsk since

December 2010. Thus, the first

line squadron of Su-34 bombers

has virtually been stood-up in

Voronezh. This year, the air base

is anticipated to receive another

10 bombers of the type, while the

fulfilment of the five-year contract

is slated for late 2013.

On 1 March 2012, the Sukhoi

company announced a new long-

term contract for 92 Su-34s

more for the Russian Air Force

to be fulfilled by 2020. The deal

is unprecedented in terms of

volume and value. Construction

and delivery of the bombers

under the new deal are planned to

commence in 2014–2015, as soon

as Sukhoi has fulfilled the 2008

contract for 32 aircraft.

The Irkut corporation on 22 March

2012 issued an official statement

about having landed a Russian Air

Force order for a batch of Su-30SM

twin-seat supermanoeuvrable

multirole fighters. The contract to

this effect was signed by Defence

Minister Anatoly Serdyukov and Irkut

President Alexei Fyodorov. Under the

government-awarded contract, Irkut

will have supplied RusAF until 2015

with 30 Sukhoi Su-30SM aircraft,

a derivative of the Su-30MKI the

corporation makes for export.

According to Anatoly

Serdyukov, the upcoming service

entry of the advanced Su-30SM

supermanoeuvrable twinseater will

boost the combat power of the

Russian Air Force. In addition, the

aircraft’s performance allows higher

skills of aircrews, which is especially

important due to an increase in

new-generation combat aircraft

acquisition.

Alexei Fyodorov said Irkut

operating hand in glove with Sukhoi

would of its utmost to meet the

government-awarded fighter

contract on schedule. The large-

series production of various Su-30

versions, which has been run by the

Irkutsk Aviation Plant, ensures high

quality of the aircraft the corporation

manufactures both for RusAF and

for export.

The first two Su-30SM fighters

are expected to be ready for flight

tests as soon as this year and

deliveries to the Defence Ministry

are believed to commence in

2013, when Irkut is to supply the

customer with several Su-30SM

jets for the official trials.

RusAF to get 30 Su-30SM fighters

RusAF to receive over 120 Su-34 bombers by 2020

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6

The Generation 4+ MiG-29M2

multirole fighter shown by the

MiG corporation proved to be the

headturner of the KADEX 2012

armament show in the Kazakh

capital city of Astana in early May

2012. The fighter’s appearance

became the key event for sure. The

MiG-29M2’s display in Kazakhstan

was the plane’s international debut,

because it entered its trials in late

last year only.

MiG Director General Sergei

Korotkov said: “This is an utterly

different aircraft that has just

inherited the designation MiG-29

from the fighter that used to be

made during the Soviet times. It is

a far cry from the regular MiG-29

in terms of the capabilities and

missions the Air Forces needs to

be accomplished. The MiG-29M2

embodies all latest aerodynamic

and technological advances,

carries a radically different avionics

suit, and can use all types of

air-launched weapons existing in

Russia, with its design allowing the

introduction of weapons, whose

deliveries have not even begun

yet. This is owing to the open

architecture of its avionics suite”.

The MiG-29M2 is part of the

latest commonised family of the

MiG-29 fighter’s derivatives, which

includes the MiG-29K/KUB multirole

carrierborne fighters as well as

MiG-35 and MiG-35D Generation 4++

fighters. Two more members of the

family – the MiG-29M singleseater

and MiG-29M2 twinseater – share

the MiG-29K/KUB’s airframe but lack

the folding wing and arrestor hook.

Their avionics suite has been slightly

modified too, having lost foreign-

made components.

A prototype of the MiG-29M2

twinseater (side number 747 for the

duration of the trials) first flew from

the MiG corporation’s Production

Facility No. 1 in Lukhovitsy, Moscow

Region, on 24 December 2011

and was ferried to MiG’s facility

in Zhukovsky three days later for

flight tests. In February 2012, it was

followed by the single-seat MiG-29M

(side number 741) that performed

its first flight in Lukhovitsy on

3 February 2012 with MiG’s test pilot

Stanislav Gorbunov at the controls.

From the outset, the MiG-29M/M2

were developed for export, but also

were offered to the Russian Defence

Ministry that procured upgraded

MiG-29SMT fighters and has

ordered a batch of carrierborne

MiG-29K/KUB aircraft earlier this

year. RusAF’s acquisition of the

MiG-35 or MiG-29M/M2 fighters

in 2015 through 2020 is stipulated

by the governmental armament

programme.

In Astana, the MiG-29M2 in a

static display area was scrutinised

by Kazakh President Nursultan

Nazarbayev, who then watched the

aerobatics being performed by MiG

test pilots Mikhail Belyayev and

Stanislav Gorbunov.

Kazakhstan’s combat pilots

badly need advanced aircraft. The

country is mulling over updating

its aircraft fleet. According to

UAC President Mikhail Pogosyan,

Russia unveiled the MiG-29M2

at KADEX 2012 exactly in this

context. “From our point of view,

the MiG-29M2 is one of the best

variants of developing the Kazakh

Air Force’s aircraft fleet”, the UAC

head believes. “The aerobatic

demonstrated by Mikoyan’s chief

test pilot Mikhail Belyayev and the

plane’s characteristics we will show

to our colleagues in Kazakhstan

create a good prospect for further

promotion of the MiG-29M2 and

consideration of the feasibility of

cooperation in other spheres”.

During the show, Kazakh pilots

had an opportunity to try the

advanced aircraft and see how

much it has changed compared

with the baseline MiG-29. Kazakh

Air Force First Deputy Commander

Ulan Karbinov flew with Stanislav

Gorbunov. He liked what he saw in

flight that was not a pattern fight,

rather a well-thought-out mission

involving the accomplishment

of a training task. Comparing

the MiG-29M2 and MiG-29, Ulan

Karbinov said; “The difference is

quite great and it concerns not only

their flight capabilities. The MiG

has turned into a truly multirole

complex in the first place”.

Kazakh Air Defence Force

commander-in-chief Lt.-Gen.

Alexander Sorokin shares his

opinion. After the sortie, he said:

“The MiG-29M2 is a good plane,

a multirole one. It is an excellent

aircraft operating in all modes –

against aerial and surface targets”.

MiG-29M2 makes its debut in Kazakhstan

Ser

gey

Kuz

nets

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erge

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uzne

tsov

Mar

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8

The 121st Aircraft Repair

Plant (121st ARP), a subsidiary

of Aviaremont JSC, continues to

upgrade Sukhoi Su-25 ground

attack aircraft in service with the

Russian Air Force. During the tra-

ditional open day at Kubinka air-

base in the Moscow Region in

late March 2012, one could see

more Su-25SM aircraft upgraded

by 121st ARP and put to accep-

tance tests. Unlike the previous

Su-25SMs, these ones sport the

new grey camouflage pattern

RusAF has adopted recently.

Upgrade of the Su-25 attack aircraft

began in Kubinka 10 years ago. First,

several Su-25SMs were prepared here

for official trials, and the so-called

series upgrade followed. The first six

Su-25SMs were returned to RusAF in

a ceremony in December 2006 follow-

ing their overhaul and upgrade. In all,

more than 40 Su-25SMs have been

‘rejuvenated’ for combat units over the

past five years.

Another three-year contract for over-

haul and upgrade of in-service Su-25

aircraft to Su-25SM standard was

signed on 7 November 2011. According

to the official statement on the website

of a governmental acquisitions agency

(zakupki.gov.ru), the government-

awarded contract stipulates overhaul

and upgrade of a total of 36 Su-25s

and Su-25BMs during 2011–2013. The

first eight Su-25SMs shall have been

returned to RusAF by late June 2012, 16

more by year-end and the remaining 12

by late 2013. The statement also reads

the contract covers the aircraft start-

ing from Su-25SM-44. Thus, RusAF

shall have as many as 80 upgraded

Su-25SM attack aircraft after the con-

tract will have been fulfilled by the end

of next year.

The Su-25 upgrade programme pro-

vides for equipping the attack aircraft

with a more advanced targeting and

navigation system, the PrNK-25SM,

with a number of other avionics to be

replaced as well. A visual signature

setting the Su-25SM apart from the

older Su-25 is the lack of the outer

pair of under-wing weapon stores that

total eight now, while the types and

quantity of the weapons hauled by the

aircraft remain unchanged. The Sukhoi

Attack Aircraft Corporation is running

the next Su-25 upgrade phase that

provides, among other things, the fit-

ting of the aircraft with a sophisticated

defence aids suite. A prototype of

the Su-25SM2 attack aircraft mount-

ing such a system was demonstrat-

ed to Russian Vice-Premier Dmitry

Rogozin and the media at an airfield in

Voronezh on 31 January 2012. It was

said during the demonstration that its

official tests were to be completed by

year-end 2012.

A novelty of the Russian Air

Force’s aircraft fleet has been the

Mil Mi-35M attack helicopter that

entered production with Rostvertol

JSC in 2006. Aircraft of the type have

been only exported until recently

(10 Mi-35Ms went to Venezuela in

2006–2008, and deliveries to Brazil

commenced in December 2009).

However, an official statement

was released in May 2010 that the

Russian Defence Ministry was about

to order more than 20 Mi-35Ms too.

As is known, the last new Mi-24P

and Mi-24VP helicopters were

received by Russia’s military over

two decades ago.

The manufacture of the first

batch of Mi-35Ms for RusAF

began last year, with the first four

machines shipped by the manu-

facturer on 17 December 2011.

The deliveries continue this year.

Mi-35Ms have been received

by the air base in the town of

Budyonnovsk and by the Army

Aviation Combat and Conversion

Training Centre in Torzhok.

Another Russian Army Aviation

air base is to take delivery of

Mi-35Ms in the near future.

Vya

ches

lav

Bab

ayev

sky

Erik

Ros

tovS

potte

r

New upgraded Su-25SMs from Kubinka

First Mi-35s for Russian Air Force

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10

The Mil Mi-28N attack helicopter,

which is in full-rate production by

Rostvertol JSC (a subsidiary of the

Russian Helicopters holding compa-

ny), entered service with the Russian

Army Aviation under the presiden-

tial executive order dated 15 October

2009. By early last year, the Russian

Air Force had received about 24 pro-

duction-standard machines of the type

and fielded them with the unit stationed

at the air bases in Budyonnovsk and

Korenovsk (before that, the first four

production-standard aircraft had been

received by Combat Conversion and

Training Centre in Torzhok in 2008).

Last summer, Rostvertol shipped four

more Mi-28Ns to Torzhok, followed

by six more in October. By year-end

2011, the manufacturer had completed

the assembly of and delivered another

batch of six aircraft.

The Mi-28N deliveries to RusAF

continued in 2012. Machines of the

type are expected to be fielded with

another air base. In addition, this year

is to see the beginning of the trials of

a Mi-28UB combat trainer prototype

fitted with twin controls. The proto-

type is being manufactured on the

basis of the pre-production Mi-28N

serialled 37. Work also continues on

the baseline model’s upgrade aimed

at developing a more sophisticated

version, the Mi-28NM, which full-scale

production is slated for the middle

of the decade. In particular, the pre-

production Mi-28N serialled 36 has

recently resumed the trials of its mast-

mounted radar.

The Russian Air Force awarded

another long-term Mi-28N contract

in 2011. The service’s commander

has repeatedly said RusAF’s overall

Mi-28N requirement stood at 300

machines at the least.

The Arsenyev-based Progress air-

craft company – a subsidiary of the

Russian Helicopters holding compa-

ny – is ramping up the output of Kamov

Ka-52 multirole army combat helicop-

ters. The machine’s governmental tri-

als were complete last November, and

the helicopter was cleared for service

entry. The first four production-stan-

dard Ka-52s built by Progress were

shipped to the Army Aviation Combat

and Conversion Training Centre in

the town of Torzhok in December

2010. Delivery of production-standard

Ka-52s to the Chernigovka air base in

the Russian Far East kicked off in May

2011, with eight machines shipped

there at first and then followed by

four more by the year end. Thus, the

Russian Air Force’s first full-fledged

Ka-52 air squadron was stood up in

Chernigovka. Another five brand-new

Ka-52s made by Progress by late

2011 joined the aircraft fleet of the

Army Aviation Combat and Conversion

Training Centre in Torzhok earlier this

year (unfortunately, one of the latest

aircraft was lost in a fatal air crash on

12 March 2012, with the probe failing

to reveal any hardware fault).

The Russian Helicopters man-

agement issued an official state-

ment about having signed a long-

term contract in August 2011 for

“over 140” Ka-52 helicopters for

the Russian Defence Ministry. The

deal will keep Progress busy almost

throughout the decade. More impor-

tantly, the Ka-52 has been selected

as the baseline attack helicopter for

the air groups to be deployed on

the Mistral-class amphibious assault

ships the Russian Navy is buying.

As far back as late November 2009,

a navalised Ka-52 prototype passed

tests designed to see if it was fit for

deployment on deck of a Mistral. The

tests took part during a Mistral-class

ship’s port call to Russia. Kamov has

launched development of a ship-

borne version of the helicopter, des-

ignated as Ka-52K.

Mi-28N helicopters being fielded

More Ka-52s for Air Force

Ale

xey M

ikheyev

Ale

xey M

ikh

eyev

11 take-off july 2012w w w . t a ke - o f f . r u

m i l i t a r y a v i a t i o n | n e w s

Yak-130 entering service

A decade ago, in 2002, the Yak-130 was

selected in a tender as the baseline combat

trainer for basic and advanced training of

Russian Air Force pilots, after which the

Defence Ministry ordered the first 12-ship

batch from the Sokol Nizhny Novgorod

Aircraft Plant. However, the new aircraft

had to undergo a large-scale test programme

before line units could accept it. The first

production-configuration aircraft conduct-

ed its maiden flight in Nizhny Novgorod on

30 April 2004. It was followed by the second

one a year later, and by yet another one in

March 2006. The fourth Yak-130 flying pro-

totype flew in summer 2008. These aircraft

were used for conducting the bulk of official

tests during 2005 through 2009.

Proceeding from the first phase of the

official trials, during which the Yak-130

was tested as a trainer, the preliminary

report paving the way for manufacture of

the first planes for the Russian Air Force

was approved in November 2007. In April

2009, the Yak-130 passed the combat trainer

phase of its official trials, having flown

with its basic payload, and it flew with

its expanded weapons suite in December.

In the wake of the tests, the then RusAF

Commander Col.-Gen. Alexander Zelin

w w w . t a ke - o f f . r u12 take-off july 2012

m i l i t a r y a v i a t i o n | d e b u t

YAK-130DEBUTS ATFARNBOROUGH

Andrey FOMIN

The debutant of the current air show in Farnborough is

advanced Russian combat trainer Yak-130 unveiled by

the Irkut corporation producing and promoting it. Last

year was a milestone to the Yak-130 programme. In

June 2011, deliveries of the first batch of 12 production-

standard aircraft to the Russian Air Force fulfilled, with

10 of the combat trainers fielded with the Borisoglebsk

Air Force Training Centre. Early in December 2011, the

government awarded a new order for 55 aircraft of the

type, which are to be delivered to the Russian Defence

Ministry by 2015. In addition, the Irkut corporation com-

menced export deliveries of Yak-130s to the foreign

launch customer in late November, and all 16 aircraft

had been delivered to Algeria by the end of December.

Ser

gey

Kriv

chik

ov

signed the Yak-130 combat trainer accep-

tance report on 17 December 2009, clearing

the aircraft’s operation by RusAF units.

The first deliveries took place two years

ago, when the first four production-stan-

dard Yak-130s built by the Sokol plant

were delivered to the RusAF Combat and

Conversion Training Centre (now Air

Force Training and Operational Evaluation

Centre) in Lipetsk during February through

April 2010. Soon afterwards, on 9 May

2010, they were flown as part of the Victory

Day Parade in Red Square in Moscow in

commemoration of the 65th anniversary of

the great victory in WWII.

The next five production-standard

Yak-130s were brought from the Sokol plant

to Air Force Training Centre in Borisoglebsk,

Voronezh Region, early in April 2011.

The Borisoglebsk training centre provides

advanced flight training to the cadets of the

Krasnodar Air Force flying school (now

an affiliate of the Air Force Training and

Research Centre), who then are posted to

attack aircraft and tactical bomber units.

Five more aircraft (two from Lipetsk

and three brand-new ones from Nizhny

Novgorod) were given to the Borisoglebsk

training centre during June 2011. This com-

pleted the activation of the Yak-130 squad-

ron in the centre. Instructor pilots have

studied their planes through and through,

with the first cadets to start flying training

sorties on them this year.

With the governmental contract for

the 12 production-standard Sokol-built

Yak-130s for the Defence Ministry fulfilled,

a decision was taken to award subsequent

orders for aircraft of the type to the Irkut

corporation that had begun to run full-scale

Yak-130 production for export.

On 7 December 2011, Russia’s Defence

Minister Anatoly Serdyukov and Irkut

President Alexei Fyodorov signed a contract

for a new major batch of Yak-130 combat

trainers for the Air Force. Under the con-

tract, Irkut will have delivered 55 Yak-130s

to the Air Force until 2015. According to

Irkut’s news release, a total of 65 Yak-130s

are to be bought under the 2011–2020

Governmental Armament Acquisition

Programme.

The finer points of the contract were

agreed on during Col.-Gen. Alexander

Zelin’s visit to the Irkutsk Aviation Plant

(a subsidiary of Irkut corp.) on 8 November

2011. Accompanied by Irkut President

Alexei Fyodorov and Irkutsk Aviation

Plant Director General Alexander Veprev,

Gen. Zelin toured the unit assembly and

final assembly halls of the plant and flight-

test facility. On completion of his visit,

Alexander Zelin said: “There is no problem

with the fulfilment of the governmental

armamnet procurement programme here.

We realise that in this country, there is sim-

ply no other company capable of making

the Yak-130 as well as Irkut does. I am glad

that the corporation has started exporting

the product. I guess Irkut has opened up

new vistas. Documents are being mulled

over, under which Irkut will become the sole

manufacturer of Yak-130 for the Russian

Defence Ministry”.

“The signature of the contract with the

Russian Air Force is a hallmark event to

us. We have not delivered planes to our

military for about 20 years, though the

Irkutsk Aviation Plant has made hundreds

of warplanes for foreign customers. Now,

the historical record has been put straight,

with the Russian Air Force ordering aircraft

from us. I quite agree with the Gen. Zelin

that the Irkut corporation is quite prepared

to fulfil the governmental order placed” said

Irkut President Alexei Fyodorov.

The first Yak-130s intended for the

Russian Air Force are in final assembly at

the Irkutsk Aircraft Plant. They are expect-

ed to be shipped as soon as this year.

Not long before landing the new lucra-

tive order from the Russian Defence

Ministry, Irkut had launched export deliv-

eries of Yak-130s. The first three-ship batch

was brought from Irkutsk to Algeria on

29 November 2011.

The Rosoboronexport company signed

the contract for 16 Irkut-made Yak-130s for

13 w w w . t a ke - o f f . r u take-off july 2012

m i l i t a r y a v i a t i o n | d e b u t

The first Yak-130 of Irkut production, assembled in 2009,is now being used for flight tests under aircraft upgrade programme

Five Yak-130 combat trainers delivered to RuisAF’sBorisoglebsk Training Centre in April 2011

Ale

xey

Mik

heye

vY

evge

ny Y

erok

hin

the Algerian Air Force in spring 2006. The

first aircraft under the contract was made

and submitted for testing in August 2009.

After the customer had provided its final

vision of the configuration it wanted and

the relevant modifications had been intro-

duced to the aircraft made, a large-scale

Yak-130 ground school and flight training

programme for Algerian flying and ground

crews kicked off in Irkutsk last summer. The

16 Yak-130s had been delivered to Algeria

and started flying by late last year.

“Algeria became the launch customer

for the Yak-130”, Irkut President Alexei

Fyodorov said in connection with the begin-

ning of the export of advanced Yakovlev air-

craft. “The Russian Air Force has already

been operating aircraft of the type. There

is keen interest in the plane, and I guess a

great future is in store for it”. Irkut is in talks

with a number of new foreign customers on

Yak-130 deliveries. According to Irkut, the

Yak-130 market capacity in the period prior

to 2015 is estimated at 250 aircraft.

Main features and advantages

The Yak-130 combat trainer is designed

for basic and advanced training of air force

cadets for fourth- and fifth-generation war-

planes, for combat unit pilots to hone their

skills and for combat missions in local

conflicts.

The aircraft allows practicing 95% of the

pilot training programme. The Yak-130 can

simulate the control algorithms of up-to-

date fighters. Owing to its reprogrammable

fly-by-wire flight control system, it can eas-

ily be adapted to the requirements of the air

forces in various countries in terms of both

technical and operating characteristics.

The Yak-130’s simple design, high reli-

ability of its airframe, powerplant and air-

borne systems, long service life, complete

self-contained capability and high operabil-

ity, coupled with its low life-cycle cost and

high flight performance, allow quality train-

ing of flying crews quickly and accomplish

missions effectively.

The Yak-130 can serve the basis for a

panoply of derivatives featuring the 80%

or more commonality, e.g. a light strike

aircraft, a carrierborne trainer, an attack

aircraft, an electronic countermeasures

aircraft, a reconnaissance aircraft and an

unmanned strike/recce aircraft. A single-

seat light strike aircraft may become one

of the most promising derivatives of the

Yak-130. Like the combat trainer, it is

designed for operations in low-intensity

conflicts in the first place.

The Yak-130 is a classic mid-wing mono-

plane with the swept wing and all-moving

horizontal stabilisers. Its aerodynamic con-

figuration as well as characteristics of the

flight control system and powerplant enable

the aircraft to fly in virtually all modes

w w w . t a ke - o f f . r u14 take-off july 2012

m i l i t a r y a v i a t i o n | d e b u t

inherent in up-to-date and future combat

aircraft. The large leading-edge root exten-

sions (LERX) allow stable controlled flight

at an angle of attack up to 35 deg.

The Yak-130 is powered by a pair

of AI-225-25 turbofans with a thrust of

2,500 kgf produced by the Salut Gas Turbine

Scientific and Production Centre in Moscow

in cooperation with the Motor Sich joint

stock company in Zaporozhye. The air

intake grills, which are deployed when the

aircraft runs or rolls, prevent foreign object

damage to the engine on takeoff and land-

ing. The TA-14-130 auxiliary power unit

with the AC generator ensures self-contained

operation from austere airfields and can be

used in flight in an emergency. The aircraft

is equipped with retractable tricycle landing

gear with low-pressure tyres, ensuring opera-

tion from unpaved airfields.

Each combat station in the cockpit is fur-

nished with 0–0 ejection seats ensuring ejec-

tion through the cockpit canopy and, thus, a

safe bailout in an emergency throughout the

whole altitude and speed bracket.

The cockpit management system includes

three 6x8-inch multifunction liquid crystal

displays at each combat station and the

head-up display at the front seat to display

all relevant data. The avionics features a

sophisticated flight data recorder system

recording the operation of onboard systems

and actions taken by the pilots.

The Yak-130 carries up to 3,000 kg of

combat load on nine external hardpoints.

The open-architecture avionics suite allows

using various types of weapons.

Operation of Yak-130 combat trainers by

air force flying schools, combat units and

combat training centres to train cadets and

hone combat skills of pilots allows a four-

to-fivefold drop in the operating costs and

save the service life of the combat twinseat-

ers used for these purposes at present.

The Yak-130’s key competitive advan-

tages include its cutting-edge avionics suite,

manoeuvrability, reliability and a long ser-

vice life. The Yak-130 as a combat trainer

combines a wide spectrum of training capa-

bilities and fourth- and fifth-generation

aircraft simulation, on the one hand, and

the feasibility of tactical use while carrying

a 3-tonne payload.

According to Irkut, the Rosoboronexport

company has received requests from foreign

countries for a total of over 150 Yak-130s,

on which preliminary talks are in progress,

with the total volume of potential Yak-130

export orders estimated at 300.

Further improvement in the aircraft’s

export appeal would be facilitated by refin-

ing its training and tactical capabilities

through upgrade of its avionics and by

deriving various spinoffs from the Yak-130,

particularly, a light combat aircraft, a deck-

based trainer, etc.

15 w w w . t a ke - o f f . r u take-off july 2012

m i l i t a r y a v i a t i o n | d e b u t

Ale

xey

Mik

heye

v

New Yak-130s in the final assembly hall of Irkutsk Avation Plant, July 2011

The contract for 48 Su-35S fighters to be

delivered to RusAF until 2015 was signed at the

MAKS 2009 air show in August 2009.

The first aircraft under the contract, the

Su-35S-1, was flight-tested by Sukhoi

design bureau test pilot Sergei Bogdan in

Komsomolsk-on-Amur on 3 May 2011 and

flew three weeks later to the Russian Defence

Ministry’s State Flight Test Centre (GLITs) in

Akhtubinsk for the official trials. According to

Sukhoi’s official news release, flights under the

official test programme in Akhtubinsk com-

menced on 15 August 2011, in fact, using the

Su-35-1 and Su-35-2 prototypes (built in an

export version in 2008) that were joined by the

first ‘Russianised’ version, the Su-35S-1.

The second aircraft ordered by the Defence

Ministry, the Su-35S-2, took off on its maiden

flight on 2 December 2011 with Sergei Bogdan

at the controls and flew to Akhtubinsk this year,

with the ferry flight from Komsomolsk-on-

Amur taking place on 20–21 January. There

are as many as four Su-35S fighters based in

Akhtubinsk now (all of them are painted in a

blue camouflage pattern and bear new RusAF

insignia and side numbers 01, 02, 03 an 04).

The first Su-35S assembled this year,

the Su-35S-3, conducted its first flight in

Komsomolsk-on-Amur on 17 January 2012,

flown by Sukhoi design bureau test pilot Taras

Artsebarsky. In mid-February, following the

factory and acceptance test flights and applica-

tion of the blue camouflage pattern, side num-

ber 03 and GLITs emblem, it was redeployed to

Akhtubinsk (its ferry flight from Komsomolsk-

on-Amur to Akhtubinsk included two stopovers

at the Belaya airfield near Irkutsk and Shagol

airfield vic. Chelyabinsk and was performed by

GLITs test pilot Col. Mansur Nizamov.

The fourth Su-35S, now used under the

official test programme, performed its maiden

flight at KnAAPO on 19 February 2012 with

Taras Artsebarsky at the controls. On the next

day, Komsomolsk-on-Amur hosted a confer-

ence on Russian defence industry develop-

ment, attended by Vladimir Putin and Dmitry

Rogozin, vice-premier supervising defence

industry matters. While giving Vladimir Putin

a tour of KnAAPO shops, UAC’s boss Mikhail

Pogosyan told him that eight Su-35S were

slated for production this year, according to

the Interfax-AVN news agency. 2013 and 2014

each are supposed to see 12 aircraft of the type

made, with the final 14 under the contract to be

constructed in 2015. The deliveries of Su-35S

Su-35S in trialsIn the coming several years, the Russian Air Force shall field almost 50 cutting-

edge Sukhoi Su-35S supermanoeuvrable multirole fighters in production by the

Komsomolsk-on-Amur Aircraft Production Association (KnAAPO), a subsidiary

of the Sukhoi company. Last year, the early production fighters of the type were

handed over to the Russian Defence Ministry for their official tests. A preliminary

report is due before year end on the first stage of the trials. It is to clear the fighter’s

full-scale production and their operation by line units.

Andrey FOMIN

Photos by Vadim Beloslyudtsev

w w w . t a ke - o f f . r u16 take-off july 2012

m i l i t a r y a v i a t i o n | p r o g r a m m e

fighters are likely to continue after 2015 as

well. A new long-term contract is expected to

be made, with its volume hardly to be less than

that of the current contract.

However, Su-35s deliveries to RusAF line

units should be preceded by the completion of

the official test programme, under which hun-

dreds of test sorties are due to test the sophisti-

cated avionics and weapons suites.

According to Sukhoi’s official statements,

the Su-35 fighter’s features setting it radically

apart from other aircraft of the Su-27 fam-

ily are its drastically novel avionics suite based

on a digital information management system

and the cutting-edge Tikhomirov-NIIP Irbis

phased array radar boasting the unique tar-

get acquisition range (400 km) and enhanced

multiple-target tracking and engagement capa-

bilities (tracking 30 aerial targets and engaging

eight of them or tracking four ground targets

and attacking two of them).

Tikhomirov-NIIP Director General Yuri

Bely told the Take-off that three Irbis pro-

totypes have been undergoing flight tests for

several years on board the first two Su-35

prototypes and Su-30MK2 flying testbed. The

Su-35S fighters being built under the 2009

contract awarded by the Russian Defence

Ministry are fitted with the full Irbis radar

set series-produced by the Ryazan State

Instrument-making Enterprise. Flight tests

have proven all basic characteristics of the

advanced phased array radar, and most of its

operating modes have been tested in flight

too. In particular, test sorties have proven the

unique capabilities of the Irbis in terms of its

ability to acquire aerial threats at a range of

about 400 km.

The avionics suite also includes an advanced

infrared search-and-track (IRST) system

from the Precision Instrument Systems sci-

entific and production company, up-to-date

navigation and communications systems, a

sophisticated defence aids suite including

incoming missile and laser illumination warn-

ing equipment in addition to the traditional

radar warning receiver (RWR) and electronic

countermeasures (ECM) systems. The cock-

pit management system comprises two wide-

angle 15-inch multifunction colour liquid

crystal displays and a wide-angle collimated

head-up display.

The fighter is powered by advanced

NPO Saturn 117S engines featuring a thrust

enhanced to 14,500 kgf in special mode

and an extended service life. The 117S was

developed by the NPO Saturn scientific and

production association and produced in

cooperation with UMPO JSC. The engine

is equipped with a thrust vector control

jet nozzle. Compared to other Su-27 ver-

sions, the Su-35’s internal fuel capacity has

increased by over 20%, the fighter has the

mid-air refuelling capability and can haul

large drop tanks.

The Su-35’s weapons suite is planned to com-

prise both in-service smart and dumb weapons

and upgraded and in-development missiles in all

classes, and smart bombs as well.

17 w w w . t a ke - o f f . r u take-off july 2012

m i l i t a r y a v i a t i o n | p r o g r a m m e

Mr. Bely, how is the work on the AESA radar for the fifth-generation fighter going?

Earlier this year, following tests and

adjustment on Tikhomirov-NIIP’s test

benches, the third prototype AESA radar

set was shipped to the Sukhoi company and

installed on the third flying PAK FA proto-

type brought for trials from Komsomolsk-

on-Amur to Zhukovsky in late 2011. It

has completed the cycle of ground tests

onboard the aircraft and has been turned

on several times. The aircraft entered flight

tests in Zhukovsky in June, and we will be

facing the key phase – flight tests of the

AESA radar.

At the same time, we have manufactured

another – the fourth – AESA radar set.

To date, we have almost completed its test-

ing and alignment and soon will be ready

to hand it over to the customer. It will be

shipped to Komsomolsk-on-Amur where

it will be mounted on the fourth flying

PAK FA prototype. We hope that as soon as

the aircraft is ready, the full AESA radar set

will have been able to kick off its flight trials

prior to year-end. Now, manufacture of two

more sets, designed for subsequent PAK FA

prototypes, is under way.

Timely delivery of more AESA radar

sets to the customer is ensured through the

institute having as many as two test rigs.

One of them, the chief designer’s rig is

being used for testing the AESA radar pro-

totype to enhance its operating envelope

as well as introduce advanced operating

modes and improved software packages.

The other one is being used for tuning

more radar sets before mounting them on

follow-on aircraft. Overall, we are satisfied

with the results produced but realise full

well that a lot remains to be done – attain-

ing the required reliability and reducing

the prime cost of Istok company-supplied

transmit-receive (T-R) modules in the first

place.

I would also like to note that Tikhomirov-

NIIP has been appointed prime contractor

for the development of an AESA radar for

the FGFA fifth-generation Fighter Aircraft

(PMI in Russian) being co-developed by

Russia and India. The preliminary design of

the aircraft is to be submitted for approval

this summer. We have prepared the basic

materials required for this purpose.

How is your development of passive phased-array radars?

We are running several programmes

at once in this field. Firstly, it is the

Bars phased-array radar for the Sukhoi

And

rey

Fom

in

TIKHOMIROV RADARS: from Yak-130 to Tu-160Interview of Tikhomirov-NIIP Director General Yuri BelyThe V. Tikhomirov Scientific-Research Institute of Instrument Design (Tikhomirov-

NIIP) is launching flight tests of an active electronically scanned array (AESA)

radar onboard the Sukhoi PAK FA Future Tactical Aircraft. An AESA radar

prototype has been installed this year in the third PAK FA prototype and has

cleared a series of ground tests. At the same time, the institute is taking part in

the government trials of Su-35S multirole fighters fitted with production-standard

examples of the Irbis phased-array radar. Recently, the decision has been taken

to use this radar as the basis for deriving a radar to upgrade Tupolev Tu-22M3

and Tu-160 missile carriers. The company is also devising a proposal pertaining

to light phased-array radars designed for Yakovlev Yak-130 light combat trainer

versions and unmanned aerial vehicles being developed by Russian companies.

The institute’s Director General Yuri Bely is speaking about these and other

programmes in his interview with the Take-off magazine below.

AESA radar for PAK FA fighter

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m i l i t a r y a v i a t i o n | i n t e r v i e w

Su-30MKI family’s fighters, which has won

recognition throughout the world. Series

deliveries of radars of the type are handled

by our long-term partner Ryazan State

Instrument-making Enterprise that also

has assisted the Indians to launch licence

production of the Bars on their premises.

Tikhomirov-NIIP is participating in the

upgrade of the Bars, including the furnish-

ing of it with an AESA. As is known, the

decision in principle on that was made a

rather long time ago. Such radars will fit

the upgraded Su-30MKIs in service with

the Indian Air Force. However, the contract

has not been signed yet, and the ball is in

the customer’s court.

There has been another important

event in this sphere. In May, Ryazan State

Instrument-making Enterprise supplied the

first two sets of the ‘Russianised’ Bars radar

to the Irkutsk Aviation Plant, subsidiary of

the Irkut corporation. They are designed

for equipping the first two Su-30SM fight-

ers intended for the Russian Air Force. As

is known, the Russian Defence Ministry

ordered from Irkut 30 Su-30SMs – a ver-

sion of the Su-30MKI – for RusAF this

spring. To date, three air forces in the world

have operated more than 200 Su-30MKI-

family fighters carrying Barses. Thus, the

Bars radar is coming to our Air Force as

well. A preliminary report on the first phase

of the official trials of the Bars-equipped

Su-30SM aircraft is due before year-end,

after which production-standard aircraft of

the type may commence.

More on the subject: a report on the offi-

cial tests of the upgraded MiG-31BM inter-

ceptor mounting the upgraded Tikhomirov-

NIIP Zaslon phased-array radar is to be

signed by the end of the year. As is known,

the Zaslon developed by Tikhomirov-NIIP

as far back as the 1970s was the first

fighter-carried phased-array radar in the

world. Our priority in this field is indisput-

able. MiG-31BM interceptors upgraded

under Phase 1 of the upgrade programme

have been returned to their units. Phase 2

upgrade tests are nearing the completion.

Phase 2 will give the interceptor advanced

medium- and long-range air-to-air mis-

siles. Hence, its radar is being adapted and

new operating modes are being introduced.

Once the official trials report has been

issued, aircraft like that will start being

fielded too.

Finally, a few words are due about the

Irbis that, no doubt, is the peak of the

phased-array radar technology. Suffice it

to say that the flight tests of the radar have

proven its 400-km-plus aerial target acqui-

sition range that is unique as far as airborne

radars are concerned.

The flight tests of Irbis prototypes

have been underway on board the flying

Su-30MK2 testbed and two Su-35 pro-

totypes for several years. Last year, the

Defence Ministry took delivery of the first

two KnAAPO-built production-standard

Su-35S fighters for the official state trials.

Two more have joined them this year. All

of them are fitted with production-stan-

dard Irbises, which production has been

launched by Ryazan State Instrument-

making Enterprise with support by

Tikhomirov-NIIP. The radar’s basic char-

acteristics have been proven by the flight

tests, but there remain tactical application

test flights with the use of various weapons.

A preliminary report on the first stage of the

state trials of the Irbis phased-array radar-

equipped Su-35S is due by the end of the

year. This will allow the Su-35S’s operation-

al evaluation by the Air Force. As is known,

the government-awarded contract provides

for manufacture of 48 Su-35S fighters for

RusAF throughout 2015, with their deliver-

ies to continue thereafter.

That we have been recently tasked with

using the Irbis to derive a phased-array

radar for the Tupolev Tu-22M3 and Tu-160

long-range bombers is a recognition of its

top-notch performance. This is going to be

a new line of work to us, since we have not

developed radars for long-range missile-

carrying bombers yet. However, the experi-

ence we have gained in Irbis development

makes us optimistic about our ability to ful-

fil the task. The first upgraded Tu-22M3 and

Tu-160 bombers fitted with our radars are

slated for tests within two years at the most.

What other new lines of work has Tikhomirov-NIIP been pursuing of late?

The Irkut corporation has asked us

recently for proposals for a light radar

that could be used on board new versions

of the Yak-130 combat trainer, which are

being mulled over by the Yakovlev design

bureau. As is known, production-standard

Yak-130s have been delivered to RusAF

since 2010, and their export began last year.

At the same time with ramping up the pro-

duction of the Yak-130 that is not equipped

with radars, Irkut is pondering other roles

for the aircraft, e.g. a light strike aircraft,

a light attack aircraft, a light fighter, etc.

It is these versions that are in need of a

radar that must be light and small, but

also handle numerous tasks, such as aerial

and ground target seeking and acquisition,

ground mapping, etc.

Tikhomirov-NIIP is experienced in small

phased-array radar development, e.g. early

in the last decade, we developed the Osa

compact passive phased-array radar for fit-

ting the upgraded MiG-29UBT twin-seat

fighter as well as Yak-130, MiG-AT and

other light combat trainers and warplanes.

Unfortunately, this line of work stalled at

the time, but the experience gained, cou-

pled with introduction of advanced tech-

nologies and sophisticated software proven

as part of our more advanced radars (e.g.

the Irbis) will, undoubtedly, enable us fulfil

the task quickly and effectively. The ball is

in the customer’s court. If the customer is

interested in our offers and the development

of new Yak-130 versions continues, we are

ready to provide them with up-to-date top-

notch inexpensive phased-array radar.

Another new sphere for our institute

to explore may be development of light

radars for unmanned aerial vehicles. As is

known, the St. Petersburg-based Transas

company and the Sokol design bureau in

Kazan were selected as prime contractors

for the light and medium UAVs last autumn

based on the outcome of the tender held

by the Defence Ministry. It looks like UAC

will handle the development of the future

heavy UAV. All of them have invited us to

cooperate. We will be ready to submit our

proposals as soon as the requirements to the

radars for such UAVs have been determined

and provided to us.

Thus, the scope of the work being done

by Tikhomirov-NIIP is increasing. While

we used to make radars for fighters only

(MiG-31, Su-27, Su-30 and its derivatives,

Su-35, PAK FA) as far as airborne radars

are concerned, now the number of carriers

is growing. I believe that the application of

Tikhomirov-NIIP radars will range all the

way from the lightweight Yak-130 to the

heavy Tu-160 in the near future.

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The Ulyanovsk-based Aviastar-SP

close corporation earmarked as UAC’s

principal production centre specialising

in transport aircraft production is groom-

ing the first Ilyushin Il-76MD-90A (476)

aircraft for the kickoff of its flight trials.

Under the 20 December 2006 Russian

government’s resolution, authorising

the development and production of the

upgraded Il-76 in Ulyanovsk, Ilyushin

476 was to get a redesigned wing, more

powerful and more efficient PS-90A-76

turbofan engines and a modern flight

navigation suite.

The construction of the two first

Il-76MD-90A prototypes by Aviastar

began in 2009, with c/n 01-01 designed

for static tests and c/n 01-02 for flight

ones. A set of the static test proto-

type’s structural assemblies – the F2

fuselage section, centre wing section

and wing panels – had been manu-

factured by autumn 2011 and brought

to Zhukovsky in the Moscow Region

on 1 October for static tests in Central

Aerohydrodynamic Institute (TsAGI).

15 December 2011 witnessed a

ceremony of completion of the 476’s

first flying prototype in Ulyanovsk. It

had been used for mounting onboard

systems and avionics during the

subsequent months. The first flying

Il-76MD-90A is to be rolled out to

Aviastar’s flight testing facility in July.

The aircraft is expected to conduct its

maiden flight in August 2012.

At the same time, three more

aircraft of a low-rate initial produc-

tion batch entered construction by

Aviastar under a contract with UAC –

Transport Aircraft in 2010. According

to the plant’s Director General Sergei

Dementyev, two of them are to be

completed in 2013.

The Russian Defence Ministry

shall be the launch customer for the

production-standard Il-76MD-90A

freighters. Early in June 2012,

Russian Air Force Military Transport

Aviation commander Lt.-Gen.

Victor Kachalkin said 40 brand-new

Il-76MD-90As were planned to be

received by 2020. Potential buyers

include the air branch of the Russian

Emergencies Ministry, and further

down the line, a number of com-

mercial carriers operating Il-76TDs

and interested in updating and beef-

ing up their aircraft fleets might

acquire the Il-76TD-90A commercial

version. The baseline model is also

supposed to be used for deriving the

Il-78MD-90 tanker plane and some

special-purpose aircraft.

At the same time, RusAF is intent on

ordering an upgrade of the in-service

Il-76MD freighters and Il-78M tank-

ers. According to Lt.-Gen. Kachalkin,

the transport aviation command is to

take delivery of about 40 re-engined

Il-76MDMs (an upgraded version of

the earlier Il-76MD, which is powered

by PS-90A-76 engines and equipped

with a more advanced avionics suite).

The Il-78M tanker plane’s version

upgraded in the same manner may be

designated as Il-78M2.

The European Aviation Safety

Agency (EASA) certificated the

SaM146 series production by the

NPO Saturn joint stock company on

2 April 2012.

The programme of development

of the SaM146 engine to power

Sukhoi Superjet 100 airliners is

being run by the PowerJet joint

venture set up on a parity basis in

July 2004 by Russia’s NPO Saturn

association and French company

Snecma, a Safran subsidiary. The

French company is responsible for

the core, control system, power-

plant integration and flight tests,

while Saturn for the ‘cold’ segment

of the engine, final assembly and

ground trials. In June 2010, the

engine’s baseline model was certifi-

cated by EASA and then by the IAC

Aircraft Registry, which not only

guarantees high quality of the prod-

uct, but also opens up new export

vistas for it.

EASA certificated a new SaM146

version, the 1S18 that features a 5%

thrust increase, on 17 January 2012.

The modified engine is designed

to power advanced variants of the

Sukhoi Superjet 100 regional airlin-

er, particularly the extended-range

SSJ100/95LR (RRJ-95LR) version.

Saturn specialists and their

French colleagues are working on

further improvement of the engine.

However, today’s priority is to

make as many production-standard

engines as required by the current

SSJ100 orderbook.

This year is to become the water-

shed for the SaM146 full-scale pro-

duction programme. While Saturn

made and delivered 15 engines to

the Sukhoi Civil Aircraft Company

in 2011, this year’s anticipated

standard production is thrice as

many – 48 units, with a subsequent

increase to 96 engines in 2013. As

of June 2012, there were 18 pro-

duction-standard SaM146s in com-

mercial service on eight SSJ100s

operated by the Aeroflot (routine

flights began in June 2011) and one

SSJ100 used by Armavia (delivered

in April 2011).

Ilyushin 476 gearing up for maiden flight

SaM146’s full-rate production certificated by EASA

UA

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In early April, the Russian

Helicopters joint stock compa-

ny, the Oboronprom joint stock

company’s subsidiary uniting the

assets of all major Russian heli-

copter developers and manufactur-

ers, announced its official 2011

results. The company’s consolidat-

ed receipts in 2011 equalled 103.9

billion rubles (over $3.5 billion) – a

27.8% increase over 2010. The

profit grew by 12.7% to 7 billion

rubles (more than $230 million),

and the EBITDA profitability index

totaled 17.3%.

The holding company’s sub-

sidiaries delivered 262 new heli-

copters – a 22.4% increase over

2010. Helicopters were exported

to 19 countries and were of nine

basic types. As before, the bulk of

the output fell on export orders,

but the tendency for increasing

domestic sales, to the Russian

Defence Ministry in the first place,

was apparent in 2011. The latter

also influenced the holding com-

pany’s orderbook that doubled

over the year – from 430 to 859 to

the tune of in excess of 330 billion

rubles (upwards of $11 billion).

According to the official data of

Russian Helicopters, the key factor

of the fast swelling of the order-

book was the long-term contracts

signed with the Russian Defence

Ministry in 2011 for delivery of

“over 600 helicopters until 2020”.

Last year, the company continued

the upgrade of the manufacturing

facilities of its subsidiaries, investing

in the upgrade 9.1 billion rubles – a

65.5% increase over the previous

year. This resulted in three centres

of competence: one for magnesium

casting production on the prem-

ises of Progress JSC, another for

part machining on the premises of

Kazan Helicopters (first stage) and

yet another for development and

manufacture of helicopter units,

powertrains and test benches on the

premises of Reductor-PM JSC.

In 2011, the investment in

research and development showed

a considerable increase too, having

accounted for 4.6 billion rubles –

a 2.7-fold growth compared with

2010. The heaviest investment

was made in the key advanced

projects – the Ka-226T, Mi-38,

Ka-62, Mi-171A2 and Advanced

High-Speed Helicopter (PSV).

Commenting on the results pro-

duced in 2011, Russian Helicopters

Director General Dmitry Petrov

said: “The company continues its

active development and demon-

strated impressive growth dynam-

ics. Last year, we consolidated

leading positions in global heli-

copter industry. We delivered 262

aircraft to 19 countries, which

enabled us to gain about 14%

of the global market in monetary

terms. In addition, we succeeded

in increasing our firm orderbook

twice, with it accounting for 859

helicopters and with its value

exceeding 330 billion rubles as of

late 2011. Our strategic goal is to

continue strengthening our posi-

tions on the global market through

honing our competitive edge and

increasing our operating efficiency

and to do our utmost to increase

the shareholder value of the com-

pany. We are going to remain pro-

active in laying the groundwork for

the future by means of intensive

research and development in 2012.

We will continue to refine our ser-

vice and after-sales maintenance

system, production facilities reno-

vation and modernisation and will

carry on improving our manage-

ment system”.

The holding company’s produc-

tion 2012 plans stipulate a further

increase in the helicopter output

that may exceed 300 machines.

Russian Helicopters: continued growth

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22

No doubt, the star of the fifth

HeliRussia 2012 international heli-

copter show held at the Crocus Expo

centre in Moscow on 17–19 May

2012 was Kamov Ka-62 advanced

medium helicopter full-size mock-up

set up in the middle of the expo-

sition of the Russian Helicopters

holding company. The mock-up’s

manufacture had been time to the

date of the show. It offers the full

grasp of the appearance of the future

Russian helicopter with a takeoff

weight of 6.5 t, designed for carriage

of 15 passengers of 2,000 t of cargo

(2,500 kg on the external sling).

While looking the same as known

military Ka-60, the commercial

Ka-62, which being developed with

an eye on the upcoming certification

both in Russia and in the EU, has a

number of significant differences. Let

us dwell on just a few of them. Firstly,

the powerplant, rotor system and

powertrain have been modified. The

main rotor has gotten the fifth blade.

Introduction of Turbomeca Ardiden

3G engines with the 1,780-hp takeoff

power (1,940 hp in the emergency

power mode) has resulted in a cer-

tain modification to engine nacelles

outline. The developer and supplier

of the powertrain, including the main

and tail rotor gearboxes, is Austrian

company Zoerkler.

Secondly, the cabin’s glazing has

increased by far, with each of the

side windows being emergency exit

for safe egress of the aircraft in

case of an emergency and overturn-

ing. For thus purpose, the comfort-

able passenger seats are set three

abreast. Thirdly, the landing gear

has become semi-retractable into

fairings on the fuselage sides and

under the tailboom.

Russian company Transas handles

the development and delivery of the

avionics suite for the Ka-62. The heli-

copter has the glass cockpit, in which

the pilot is seated on the right.

The Progress plant in the town

of Arsenyev is now manufacturing

parts and units to fit the early Ka-62

prototypes. The example intended for

ground tests of the powerplant, pow-

ertrain and rotor system is expected

to kick off its tests by year-end.

The first flying prototype is slated

for manufacture in spring 2013 and

may fly for the first time as soon as

May 2013. In all, the certification test

programme provides for using four

prototypes. The Ka-62’s certification

and productionising in Arsenyev are

slated for 2015.

The intent of the Russian

Helicopters holding company to carry

on with the development of the Mil

Mi-38 future multirole medium-lift

helicopter to unveil it on the market

in 2015 was reaffirmed during the

HeliRussia 2012 show in May. During

the programme presentation, it was

said that the Mi-38’s only competitor

was the Agusta Westland AW101 that

has enjoyed good demand.

The second Mi-38 (OP-2) prototype

powered by Pratt & Whitney Canada

PW127TS engines is in trials now.

Last year, the first prototype (OP-1)

was converted to the Mi-382 version

equipped with Russian-made TV7-117V

turboshafts. The beginning of the flight

tests has been put off till summer due

to the need of debugging the main gear-

box. Meanwhile, Kazan Helicopters is

completing the third prototype (OP-3),

with the TV7-117V engines having been

delivered to the manufacturer to fit it. In

addition, the OP-4’s construction has

begun, with the prototype to serve as

the baseline model for subsequent full-

scale production.

A Russian Helicopters spokes-

man said at HeliRussia 2012 that

the company is mulling over devel-

opment of the search-and-rescue

and convertible passenger/cargo

variants of the Mi-38 for Russian

governmental agencies. In addition,

the Mi-38 is competing in several

international competitions for SAR

helicopters.

Ka-62: maiden flight in a year

Mi-38 to hit the market in 2015A

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Based on the current orderbook, it

is a safe bet to say that the Mil Mi-8

(Mi-17, Mi-171) helicopters output by

the Russian Helicopters holding com-

pany’s plants in Kazan and Ulan-Ude

will have remained high in the near

future. To maintain the machines’

competitive edge further down the

line, the Mil Moscow Helicopter Plant

and Ulan-Ude Aviation Plant (UUAP)

are performing a heavy upgrade of

the model. The upgraded version,

designed for commercial operators

and designated as Mi-171A2, will get

an advanced powerplant made up

of VK-2500PS-03 engines, the Safir

auxiliary power unit, advanced com-

posite main rotor blades, X-shaped

tail rotor and up-to-date KBO-17 avi-

onics suite including the glass cockpit

with five multifunction displays. The

under-slung cargo lifting capacity of

the advanced helicopter will grow

from 4 t to 5 t, and its cruising

speed will increase by 13%. There

will be a considerable improvement

in its operating characteristics, e.g.

the main rotor blade service life is

to surge by 4.5 times, that of the

engine will double, and the number

of rotor system lubricating points will

be halved. The helicopter will carry

24 passengers (18 if advanced crash-

absorbing seats are used).

Now, the Mil Moscow Helicopter

Plant is assembling the first

Mi-171A2 prototype (OP-1)

equipped with the baseline avion-

ics fit. The prototype is based on

the airframe the Ulan-Ude Aviation

Plant manufactured in January 2012.

Assembly of the second prototype

(OP-2) fitted with the complete

avionics suite for operations in all

weather is to commence late this

year. Completion of the Mi-171A2

certification trials, issuance of an IAC

Aircraft Registry type certificate (and

then that of the European Aviation

Safety Agency) and launch of pro-

duction by UUAP are slated for 2014.

Deliveries to launch customer may

begin the same year.

Similar measures to upgrade the

avionics suite, powerplant and rotor

system are planned for gradual appli-

cation to the Kazan Helicopters-made

Mi-17V-5 as well.

The Russian Helicopters holding

company is completing the certifica-

tion tests of the upgraded Kamov

Ka-226T light multipurpose coaxial

helicopter. Production of the Allison

250-C20B-powered baseline Ka-226

is under way at Kumertau Aircraft

Production Enterprise, Russian

Helicopters holding company sub-

sidiary, and Strela Production

Association in Orenburg. The

machine was productionised in 2000.

The plant in Kumertau has specialised

mostly in fulfilling orders awarded

by Russian uniformed agencies, e.g.

the Ministry of Interior and Federal

Security Service Aviation Department

that have taken about 15 aircraft of

the type to date. The company in

Orenburg has had orders awarded

by the Gazpromavia company and

Russian Emergencies Ministry. In

addition, PA Strela delivered two

Ka-226s in 2008, which are operated

in the flying ambulance role in the

Orenburg Region.

In March 2012 the Russian Air

Force took delivery of KumAPE-built

Ka-226s, with five aircraft brought

to Syzran Air Force flying school

(affiliate of the Air Force Military

Training and Scientific Centre). In

all, the Defence Ministry is intent on

receiving about 16 aircraft of the type

by year-end 2013 and using them

for training pilots for Ka-52 combat

helicopters. Longer-term plans pro-

vide for delivery of 40 Ka-226s prior

to 2020.

The future of the Ka-226 hinges on

the completion of the trials and launch

of the production of the Ka-226T ver-

sion powered by Turbomeca Arrius

2G1 engines that features a better

power-to-weight capability and can

operate at a higher altitude. Two

Ka-226T prototypes have been in

flight trials since 2009. Their cer-

tification programme is planned to

be complete before year-end, with a

supplemental type certificate in the

first quarter of 2013. The Ka-226T is

supposed to enter full-rate production

with KumAPE in 2013 and, possibly,

with PA Strela further down the road.

Russia furnished the Ka-226T for

the Indian Ministry’s of Defence ten-

der for acquisition and licence pro-

duction of 197 light multirole helicop-

ters for the Indian Army Aviation and

Air Force. The Russian Emergencies

Ministry has indicated its willing-

ness to buy 16 Ka-226T medevacs

in the near future, and about a dozen

Ka-226TMs in the shipborne variant

will be able to enter service with the

Russian Border Guard Service later in

the decade. Russian Helicopters mar-

keting personnel estimated the overall

Ka-226 and Ka-226T market capacity

at about 180 machines throughout

2020 (apparently, exclusive of the

Indian tender).

Mi-171A2 preparing to pick up the baton

Ka-226T deliveries to kick off in 2013

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The Russia’s United Engine

Corporation (UEC) is increasing

its aircraft engine output. In 2011,

UEC’s subsidiaries manufactured

about 650 engines for planes and

helicopters. UEC General Designer

Alexander Ivakh mentioned this at

the 12th Engines international salon

in Moscow in April 2012. “Overall,

230 helicopter engines and about 420

plane engines were manufactured

and sold last year”, he said.

Speaking of deliveries of the

engines designed to fit fixed-wing air-

craft, he noted AL-31F, AL-31FP and

AL-31N turbofans powering the fight-

ers of the Sukhoi Su-27/Su-30 family,

Su-34 tactical bombers and foreign-

made fighters as well as RD-33 and

RD-33MK engines designed for the

fighters of the MiG-29 family. “Sales

of AI-222-25 and PS-90A turbofans

go on. 26 PS-90A family engines

were sold last year”, Alexander Ivakh

said.

According to Mr. Ivakh, plans for

2012 stipulated production of around

500 engines to power fixed-wing

aircraft. The UEC General Designer

commented that the output increase

was owing to both the increasing

export sales and the deliveries under

the governmental defence acquisition

programme. He highlighted, among

other things, a new lucrative order for

D-30KP-2 turbofan engines. “There

also will be an increase in the vol-

ume of aircraft engine repairs, includ-

ing the ones for Russian operators”,

Alexander Ivakh concluded.

UEC, a subsidiary of the

Oboronprom corporation, manages

85% of the assets of Russia’s aircraft

engine industry. The consolidation of

companies under the auspices of UEC

was mostly wrapped up in 2010. At

present, UEC manages eight Russian

aircraft engine-making majors –

Aviadvigatel and the Perm Engine

Company in Perm, NPO Saturn in

Rybinsk, the Ufa Engine Industrial

Association (UMPO) in Ufa, Klimov

in St. Petersburg, Chernyshev MME

in Moscow, Kuznetsov in Samara and

NPP Motor in Ufa. Mention should

be made that most of these compa-

nies also develop and manufacture

ground-based powerplants derived

from aircraft engine technologies and

repair aircraft engines.

The Ansat light multipurpose

helicopter powered by Canadian-

made PW207K engines has been

in full-rate production by Kazan

Helicopters since 2004. The first six

production-standard machines have

been exported to South Korea, two

have been delivered to the Russian

Federal Security Service Aviation

Department, a medevac version to

the Kazan Air Detachment, a flying

testbed to Radar MMS company and

a patrol aircraft to Tatarstan’s police.

The Ansat-U trainer version with

twin controls and wheeled landing

gear entered full-sale production,

having passed its governmental tri-

als in November 2008. Its devel-

opment had been ordered by the

Russian Air Force. In spring 2010,

the first three of them were shipped

to the RusAF Army Aviation Combat

and Conversion Training Centre

in Torzhok, and five more went in

autumn 2010 to the Syzran affiliate

of the Air Force Military Training

and Scientific Centre specialising in

training helicopter pilots for RusAF.

Last year, Kazan Helicopters deliv-

ered five more production-standard

Ansat-Us delivered to the flying

school in Syzran in January of this

year. The instructor-pilots have

learnt flying them, and cadets are

soon to start learning the ropes on

them too. Six more aircraft of the

type are due to Syzran this year.

In its day, the Ansat was the

world’s first light commercial heli-

copter featuring an advanced fly-

by-wire flight control system that

turned out a certain hurdle in its

promotion on the global market

despite the machine’s advantag-

es and type certificate issued by

the Interstate Aviation Committee

Aircraft Registry in 2004. The

cause was the lack of certifica-

tion standards for fly-by-wire light

helicopters, and the lack persists.

After the commercial operation of

the Ansat in South Korea had been

suspended, Kazan Helicopters did a

lot in 2007–2010 to conduct addi-

tional certification tests, and its

efforts resulted in the IAC Aircraft

Registry certificating the Ansat-K

with the FBW control system in

March 2010. However, due to the

lack of international standards for

light helicopters equipped with a

control system like that, the certifi-

cate was limited and did not cover

passenger operations.

At the same time, Kazan

Helicopters launched development

of a variant fitted with the traditional

hydromechanical control system to

remove the Ansat commercial sales

limitations. To date, two prototypes

have been made, with the model

earlier known as the Ansat-1M (now

simply the Ansat). One of them is

undergoing ground tests and the

other commenced its flight trials in

May 2012. The certification tests

of the latest Ansat version are due

to wrap up before year-end, after

which new type certificate is to be

issued and Ansat will be offered to

potential buyers. Kazan Helicopters

believes that the output and sales

volume of the Ansat’s commercial

versions can account for 20 aircraft

a year in the future.

UEC ramping up output

Ansat gearing up for getting back to global market

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The United Engine Corporation

(UEC) pins its hopes for the prog-

ress of Russian airliner and freight-

er engine-making on the new-gen-

eration 12,500–15,600-kgf PD-14

turbofan engine development pro-

gramme. The PD-14 is the first one

in the family of advanced 9–18-tf

engines under development by a

large pool of UEC’s subsidiaries

with Aviadvigatel JSC in Perm as

prime contractor.

30 May 2012 saw the completion

of the assembly of the first PD-14

demonstrator prototype in Perm,

and the engine entered its bench

tests in June. A full-scale PD-14

mockup will be unveiled by UEC at

this airshow in Farnborough.

The PD-14 is a two-shaft split-

exhaust direct-drive turbofan

engine. All engines in the family

have a common core with the eight-

stage high-pressure compressor,

annular low-emission combustor

and two-stage high-pressure tur-

bine. The PD-14 baseline model

will be fitted with the 1,900-mm

single-stage fan (the same diameter

as that of the PS-90A), three-stage

low-pressure compressor and six-

stage low-pressure turbine.

The baseline model of the

PD-14 with the 14,000-kgf take-

off thrust is designed for power-

ing the MC-21-300 airliner. The

shorter version, the MC-21-200,

is supposed to be equipped with

12,500-kgf PD-14A engines, and

the PD-14M enhanced-thrust

(15,600 kgf) variant is designed to

fit the MC-21-400 stretch.

According to calculations, the

PD-14 is on a par with its for-

eign rivals PW1400G and LEAP-X

in terms of fuel efficiency, while

having a slightly lower bypass ratio.

The engine development and

production efforts have involved

most of UEC’s subsidiaries, with

the leading part being played by

Perm-based Aviadvigatel as prime

contractor responsible for the

development of the core, fan, low-

pressure compressor, low-pressure

turbine, engine nacelle, reverser,

accessory drive assembly and

noise-eliminating structures and

by the Perm Engine Company as

prime manufacturer responsible

for the manufacture of the core,

engine nacelle and reverser and for

final assembly. NPO Saturn is tak-

ing part in the development of the

fan and low-pressure compressor,

UMPO in the manufacture of the

fan, low-pressure compressor and

low-pressure turbine, NPP Motor

in the development of the low-

pressure turbine, Salut (soon to join

UEC in coming years) in the devel-

opment and manufacture of the

compressor interstage casing and

accessory drive assembly, STAR in

the development and manufacture

of the FADEC system, etc.

Research into advanced commer-

cial aircraft engines was launched

in Perm with support of CIAM as

far back as 1999. The require-

ments specification for the engine

to power the MC-21 was released

in late 2007. Gate I, during which

the PD-14 concept was proven,

was passed in July 2008. After that,

full-scale engine unit designing as

well as development and produc-

tionising of critical technologies rel-

evant to the development of a new

turbofan family had been launched

in Perm within two years. The con-

ceptual design approval (Gate II)

took place in March 2010.

Gate III, which provides the

final decision on the engine con-

figuration and preliminary design

approval, was cleared in July

2011. In a little more than a year

between Gates II and III, the core

engine demonstrator was devel-

oped and put through the first

stage of tests, the high-pressure

compressor cleared the first stage

of its trials, high-pressure turbine

blades were made of advanced

efficient-cooling materials and

mounted on the core engine and

demonstrator units were made of

high-strength composite parts in

addition to the approval of the

preliminary design.

The bench tests of the PD-14’s

core demonstrator commenced

in Perm in autumn 2010. Its first

bench start took place on 26

November 2010. Concurrently,

Aviadvigatel launched the manu-

facture and assembly of the engine

technology demonstrator. The lat-

ter’s bench tests began in June. In

2014 the demonstrator is planned

for kicking off the flight test phase

using a Il-76LL flying testbed. The

certification of the PD-14’s baseline

model is slated for 2014, which is to

enable the engine to hit the market

in 2015–2016 – bang in the run-up

to the emergence of the MC-21.

On 12 April 2012, the leadership

of the Volga-Dnepr group announced

the upcoming signature of a contract

with UAC for 20 advanced Antonov

An-124-111 and An-124NG (next gen-

eration) heavylift cargo planes with 20

options. In addition to sophisticated

avionics and other technical solutions,

the An-124-111s and An-124NGs

will be equipped with uprated D-18T

engines from MOTOR SICH.

The An-124-111 will be pow-

ered by D-18T Series 3M engines

compliant with the ICAO Chapter IV

standard in terms of noise and

emissions and superior to the cur-

rent D-18T Series 3 by 2% in terms

of fuel efficiency. According to

Volga-Dnepr Vice-President Valery

Gabriel, the An-124-111 may be

built as soon as 2016. The invest-

ment in the upgrade of the D-18T

Series 3 engine to D-18T Series 3M

standard is estimated at $25 mil-

lion.

The An-124NG is due to be pow-

ered with D-18T Series 5 engines

that will boost the heavylifter’s

efficiency by 15%. The engine’s

development is under way by the

Ivchenko-Progress company in

Zaporozhye. The overall investment

in the D-18T Series 5’s development

is estimated at $600 million. The

appearance of the advanced engine

may take place in 2016–2017. The

D-18T Series 5 will have a take-

off thrust of 27,850 kgf over the

23,400 kgf of the D-18T Series 3

and a specific fuel consumption of

0.541 kg/kgf*h in cruising mode.

The fan diameter will measure

3,050 mm and the engine weight

will equal 5,700 kg.

PD-14: technology demonstrator kicks off tests

Upgraded D-18T to power new Ruslans

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26

The Samara Kuznetsov JSC, a

subsidiary of the United Engine

Corporation (UEC), known for its pow-

erful engines mounted by long-range

bombers, is running pilot work on

an advanced turbofan with a thrust

of 30 tf for airliners and freighters,

designated as PD-30. In the future,

such an engine could power future

passenger and cargo planes, being

developed under the Aircraft 2020 pro-

gramme, and the upgraded Antonov

An-124-300 Ruslan heavylifter as well.

To date, the most powerful com-

mercial turbofan in the former Soviet

states is the Ivchenko-Progress

D-18T with a thrust of 23.4 tf. It is

built by MOTOR SICH company in

Zaporozhye, Ukraine. Russia has no

higher-thrust engine, though the need

of it has been for long. As far back as

the 1990s, Kuznetsov designed the

NK-44 turbofan with a thrust of about

40 tf. At the time, the economic situa-

tion prevented the development to be

completed. Several years ago, there

were reports of the second attempt –

the commencement of the work

on the NK-65 engine with a thrust

of 18–30 tf. It was admitted that

developing an engine from scratch

would be long and very expensive.

Therefore, the developer emphasised

using the backlog available – the

upgraded NK-32 afterburning turbo-

fan’s core and the experience drawn

from the long-suffering NK-93 – but

also using advanced technologies,

materials and a digital design system.

Now, the company is trying

to address the problem yet again.

According to Kuznetsov General

Designer Dmitry Fedorchenko, the

PD-30 design is a derivative of the

NK-65. Its development is not overly

ambitious: the PD-30 is only to achieve

‘up-to-date’ characteristics and be on

a par with such foreign analogues,

as the Rolls-Royce Trent, General

Electric GEnx and CF6-80E1, GP7270,

PW4460, etc.

To reduce risks, R&D costs and

development time and optimise full-

scale production, Kuznetsov is going

to use its gearbox and low-emission

combustor technology advance and

take the production NK-32’s modified

core as a basis of the future design.

The government ordered a resumption

of the full-rate production of the NK-32

in support of the Defence Ministry, but

the volume of production required is

small, which will make the use of its

core under other programmes, par-

ticularly, the PD-30, come in handy.

“The PD-30 engine will have the

bypass design with the gearbox and

split exhaust in the ducts”, said

Dmitry Fedorchenko. “The modifi-

cation of the core engine should

be aimed at ensuring the stated

parameters, including a consider-

able increase in the gas-dynamic

characteristics of the blade units. In

the course of the modification, the

low-pressure turbine and compres-

sor, gearbox, single-stage fan and

control, monitoring and diagnostic

system are designed anew. The

gearbox will ensure the optimal rev-

olutions of the fan and low-pressure

turbine and also transfer the power

to the fan by means of the shaft of

the low-pressure turbine inside the

medium-pressure turbine”.

According to the design data

released during the Engines 2012

salon in April, the PD-30 will have a

takeoff thrust of 29,500 kgf along with

a bypass ratio of 8.7, an airflow rate of

1,138 kg/s and an inlet air temperature

of 1,570K. The specific fuel burn will

equal 0.535 kg/kgf*h in cruising mode

(H=11 km, M=0.76). According to the

requirements specification, the PD-14

fan diameter measures 2,950 mm,

and the weight of the engine without

its reverser accounts for 5,140 kg. The

design and technological solutions

implemented in the PD-30 include

the use of blisk technologies in the

high- and medium-pressure compres-

sors, monocrystal cast blades of the

high- and medium-pressure turbines,

hollow fan and low-pressure turbine

blades, etc.

The development of the PD-30 is

planned to build on the expertise resul-

tant from the development of another

advanced Russian engine, the PD-14.

To manufacture the engine demonstra-

tor and then run the production of the

PD-30, proposals have been made

to subcontract other Russian compa-

nies, e.g. UMPO, Salut, NPO Saturn,

Aviadvigatel, etc.

The MOTOR SICH joint stock com-

pany in Zaporozhye, Ukraine, carries

on upgrade the world’s most popular

turboshaft engine, the TV3-117VMA,

which production it runs. New ver-

sions of the MOTOR SICH-developed

TV3-117VMA-SBM1V family are

designed to re-engine the existing

helicopters of various types. The

new engines resulted from a heavy

upgrade of the TV3-117VMA with

the use of design solutions tried pre-

viously on the TV3-117VMA-SBM1

turboprop that powers the An-140

regional passenger plane.

The TV3-117VMA-SBM1V engine

designed to power the Mi-8MTV

(Mi-17, Mi-171) and Mi-24 (Mi-35)

was certificated by the IAC Aircraft

Registry in September 2007. It

also passed its official bench tests

in Russia in June 2011, proving its

compliance with the requirements

specification of the Russian Defence

Ministry.

Of special interest is the

TV3-117VMA-SBM1V Series 4E

derivative with the electrical starting

system designed for re-engining the

earlier-built Mil Mi-8T helicopters

still powered by the TV2-117, which

production has long been discon-

tinued. The version’s takeoff power

equals 1,500 hp and is maintained

until ambient temperature reaches

+55°C. The 1,700-hp emergency

rating has been added.

The flight trials of the engine

onboard a MOTOR SICH-modified

Mi-8T, dubbed Mi-8MSB, began in

November 2010 and have demon-

strated a considerable improvement

in the machine’s flight performance,

especially when operated under

high and hot conditions. Based on

the tests, the TV3-117VMA-SBM1V

Series 4 and 4E engines were certifi-

cated by the IAC Aircraft Registry last

year and issued Supplemental Type

Certificate No. ST267-AMD/D04.

Having tested the

TV3-117VMA-SBM1V Series 4E

on board two Mi-8MSB proto-

types, MOTOR SICH launched the

re-engining of the first Mi-8Ts

for commercial customers. One

of the machines fitted with the

new powerplant was unveiled at

the HeliRussia 2012 air show in

Moscow in May.

PD-30: future Russian thirty-tonner

TV3-117VMA-SBM1V – now for Mi-8T as well

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i n d u s t r y | n e w s

According to the Salut Gas Turbine

Research and Production Centre’s

Director General Vladislav Masalov,

the company manufactured about a

hundred AL-31F turbofans in several

variants in 2011. Over 75% of them, in

the AL-31FN version in the first place,

were exported. The rest were made

for the Russian Defence Ministry.

To fit the aircraft in service with the

Russian Air Force, the company has

for several years supplied AL-31F

Series 42 engines upgraded by the

in-house design bureau and known as

AL-31F-M1.

The AL-31F-M1 passed its official

trials in 2006 and has been ordered

by the Defence Ministry since 2007 to

equip Sukhoi Su-27SM fighters. Last

year, Salut shipped another batch of

engines of the type, which were used

for fitting the Su-27SM(3) fighters

delivered to RusAF under the contract

signed in 2009. A decision in principle

was taken to fit the RusAF-ordered

Sukhoi Su-34 bombers with Salut-

built AL-31F Series 42s. Unlike the

baseline AL-31F, the upgraded engine

has an advanced enlarged-diameter

fan (924 mm) and an automatic con-

trol system with a digital integrated

governor, which has increased the

thrust up to 13,500 kgf and extended

the service life.

The next stage of the Salut-

conducted upgrade is to become the

AL-31F-M2 engine, which thrust in spe-

cial mode will increase to 14,500 kgf

and the service life to 3,000 h or more.

Early this year, Salut hosted a

meeting of the scientific and techni-

cal board attended by personnel of

the Sukhoi design bureau, Lyulka

scientific and technical centre (an

affiliate of NPO Saturn JSC), United

Aircraft Corporation and United Engine

Corporation. The board met to con-

sider the results produced by the

development work on upgrade the

second-stage AL-31F (AL-31F-M2).

All work pertinent to the second stage

of the engine’s upgrade is on schedule.

To date, the engine has completed its

special bench tests in Central Institute

of Aviation Motors thermal vacuum

chamber, which have proven the fea-

sibility of a static thrust of 14,500 kgf

and the manufacturer’s performance

ratings. The upgraded engine has a

9% increase in thrust in flight modes

over the AL-31F-M1.

“The upgrade of the AL-31F engine

does not involve modifying its dimen-

sions and is aimed at retaining the

feasibility of re-engining the whole of

the Su-27 aircraft fleet without extra

modifications to the airframe or engine

nacelles”, Salut General Designer

Gennady Skirdov said.

Until year-end 2012, the special

bench and endurance test programme

is to be completed and the special

flight test programme is to begin.

The flight trials of the AL-31F-M2 are

supposed to involve using a Su-27SM

the Sukhoi company may provide or

Gromov LII’s Su-27 flying testbed used

for testing the AL-31F-M1.

According to Salut Director General

Vladislav Masalov, series deliveries of

upgraded engines may well begin in

2013. “The AL-31F-M2 engine is an

inexpensive option for re-engining the

Su-27, Su-30 and Su-34 aircraft fleets

in service with the Russian Air Force

and for export”, the Salut Director

General said. To meet the require-

ments specification in a fuller man-

ner, the Su-27SM and Su-34 need

an enhanced-thrust reduced-fuel-burn

engine. The AL-31F-M2 is just the

thing, as representatives of the Sukhoi

design bureau have agreed. To cap it

all, replacing the AL-31F with it neces-

sitates no modifications to the aircraft

and can be performed in the field.

According to UEC General

Designer Alexander Ivakh speaking

at the Engines 2012 salon in April,

about 70 engines of the RD-33 fam-

ily were made in Russia last year.

Their production is run now by

the Chernyshev Mashine-Building

Enterprise in Moscow. Previously,

the RD-33 Series 2 had been in pro-

duction with the Baranov OMO enter-

prise in Omsk (at present, an affiliate

of the Salut Gas Turbine Research and

Production Centre), but the fact that

customers order now RD-33 Series 3

and RD-33MK engines only has left

Omsk-based plant with repairing and

overhauling Baranov-made engines,

while the production of new engines

has moved to Moscow.

Chernyshev’s near-term produc-

tion programme is determined by

its current orderbook for the second

batch of 29 MiG-29K/KUB carrier-

borne fighters to India (the first batch

of 16 aircraft powered by Chernyshev-

built RD-33MKs was delivered during

2009–2011) and the recent Russian

Defence Ministry order for 24 fight-

ers of the type. In addition, the plant

supplied RD-33MK turbofans to fit

the first two MiG-29M/M2 fighter pro-

totypes.

The first MiG-29K/KUB jets are

due to the Russian Navy’s air arm as

soon as 2013, but the RD-33MK first

has to pass its official bench tests

for compliance with peculiar require-

ments of the Russian Armed Forces.

Klimov JSC kicked off the tests on 28

January 2012.

An important position in

Chernyshev’s production plans is also

occupied by the deliveries of RD-33

Series 3 knockdown kits to India

under the January 2007 contract on

licence production of 120 engines

of the type there. The programme is

about half-complete.

Finally, the RD-93, a RD-33 deriva-

tive with the low-mounted acces-

sory gearbox, is exported to China

to fit FC-1 (JF-17) light single-engine

fighters. The deal for 100 RD-93s

with an option for 400 more was

clinched in April 2005. The first 15

engines were assembled by Klimov,

and Chernyshev has handled the rest

of the deliveries since 2006. The

contract is half-complete, and the

deliveries shall resume as soon as the

customer submits its request.

At the same time with the full-rate

production in Moscow, Klimov JSC

in St. Petersburg continues to refine

the RD-33MK and RD-93. According

to Klimov, the company’s jet engine

priorities are the development of the

modified RD-93MA with the thrust

enhanced to 9,300 kgf for a foreign

customer and the development of the

upgraded RD-33MKM with a thrust

of 9,500 kgf for the MiG corporation.

Salut continues to upgrade AL-31F

RD-33: output on the rise

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Mr. Guskov, what airborne radar programmes are the Phazotron-NIIR corporation’s priorities now?

First off, mention should be made that

Phazotron-NIIR completed 2011, having

achieved a record of its own in the volume

of sales. This was mostly achieved through

delivery of cutting-edge FH01 radars designed

for Kamov Ka-52 helicopters in service with

the Russian Air Force. In addition, work was

performed in support of the upgrade of the

Ka-27 helicopters. Overall, about 70% of our

2011 deliveries fell on helicopter applications,

and the heliborne radar-related workload will

remain stable. The rest is the work on radars

designed for MiG fighters.

Let us begin with Phazotron-NIIR’s traditional sphere, radars for MiGs.

Phazotron-NIIR continues the deliveries

of several versions of the upgraded Zhuk-ME

slot-array radar: FGM-129s for the Indian

Navy-ordered MiG-29K/KUB multirole car-

rierborne fighters and FGM-229s to fit the

Indian Air Force’s MiG-29UPG fighters (the

first upgraded aircraft are nearing the end of

their tests in Russia at present). In addition,

two sets of the radar of the type were delivered

for the first two MiG-29M/M2 fighter pro-

totypes, with one of the aircraft successfully

demonstrated at the KADEX 2012 interna-

tional air show in Kazakhstan in May.

We shall continue the Zhuk-ME radar

deliveries under the orders of both the Indians

and the Russian Defence Ministry. The

MiG corporation is known to have landed

in February 2012 an order for 24 carrier-

borne MiG-29K/KUB fighters intended for

the Russian Navy’s air arm. We are to deliver

the first batch of radars as soon as this year.

Concurrently, we are refining the radar of the

type and associated software further.

Does the company continue to develop an AESA radar?

It does. We are going to launch a new phase

of the programme in the near future – the flight

tests of the full-scale Zhuk-AE (FGA-35) radar

on the MiG-29. As you know, the development

of the Zhuk’s version fitted with the AESA was

launched by Phazotron-NIIR in the mid-2000s.

A demo variant of the radar – the FGA-29 with

a 500-mm AESA – was made and put through

some of the bench tests in 2006. Early in 2007, it

was mounted on the MiG-35 demonstrator (side

number 154) and displayed at the Aero India

2007 air show in Bangalore. In April 2010, the

radar as part of the MiG-35D (side number 967)

was involved in the flight trials conducted by both

RusAF and IAF pilots, including live firing tests

at missile ranges, and was praised high enough.

We have developed a Zhuk-AE version

featuring an increased-diameter 688-mm

Pio

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PHAZOTRON’S RADARSfor MiGs, helicopters and moreInterview of Phazotron-NIIR Corporation General Designer Yuri Guskov

The Phazotron-NIIR corporation is known throughout the world for its fire

control radars designed for MiG fighters. The MiGs in service with the air

forces of more than 30 countries are fitted with its radars. Zhuk-ME radar

variants, which fit the advanced MiG-29SMT, MiG-29K/KUB, MiG-29M/

M2 and IAF’s upgraded MiG-29UPG fighters, are in full-rate production.

Tests of the Zhuk-AE (FGA-35) AESA radar designed for the MiG-35

and for upgrade of in-service MiG-29 versions are underway. Recently,

Phazotron-NIIR has placed heavier emphasis on heliborne radars as part

of its production programme. Corporation has completed the trials and

launched full-scale production of the FH01 radar systems designed to

equip the RusAF’s Kamov Ka-52 combat helicopters and launched its

deliveries of late. In addition, the FHA radar intended for upgrade of the

Navy’s Ka-27 helicopters is in trials. In the run-up to the Farnborough

air show, Take-off met with Phazotron-NIIR General Designer Yuri

Guskov and asked him to speak about the company’s key airborne radar

development programmes.

FGA-29 AESA radar onboard MiG-35 technology demonstrator

w w w . t a ke - o f f . r u28 take-off july 2012

i n d u s t r y | i n t e r v i e w

AESA – the FGA-35 – for use on production-

standard fighters. The number of the AESA’s

T-R modules has grown by almost 50% to

slight more than a thousand. The radar’s per-

formance will improve considerably with an

insignificant weight increase. The improve-

ment is planned for demonstration during the

flight tests using the MiG-29SMT (side num-

ber 777) prototype, the tests scheduled for late

summer. Based on the outcome of the trials,

RusAF will make up its mind which version of

the MiG fighters will be bought by the Defence

Ministry in the later 2010s – MiG-35 equipped

with the AESA radar or MiG-29M/M2 with

the less expensive Zhuk-ME slot-array radar. I

am certain that we will be able to highlight the

far more advanced capabilities of the AESA

radar, for such radars own the future.

You have said that the mainstay of Phazotron-NIIR’s production programme is helicopter radars, the one designed for the Ka-52 in the first place. Would you tell us about these efforts?

Phazotron-NIIR kicked off the development

of a radar system to fit Kamov Ka-52 helicop-

ter as far back as the mid-‘90s. We completed

the preliminary design in 1996. However, the

times were tough then, and defence-related

programmes were given virtually no funding.

Against the backdrop like that, Kamov’s and

Phazotron-NIIR’s directors general decided

jointly to launch the development of the radar’s

export version designated as Arbalet. In 1997,

we developed Arbalet radar and started flight-

testing it on board a Ka-52 prototype, which

had lasted until 2002. Normal financing of the

government’s combat gear acquisition resumed

in 2002, which allowed the resumption of the

work on the baseline model of the system,

which version is designated as FH01 now.

We have performed all of the trials, including

bench, acceptance, interdepartmental, flight

and, finally, official state tests. At first, we used

the hardware that had been involved in the

development since the later 1990s, but then

switched over to a new example borrowed from

the backlog prepared for full-rate production.

The system completed its official trials early

in 2011, thus enabling us to launch series

deliveries. Last year, we shipped the first pro-

duction-standard radars to the Progress heli-

copter plant in Arsenyev, and all of the Ka-52s

supplied by the plant to the RusAF’s Combat

and Conversion Training Centre in Torzhok in

2011 are equipped with these radars. This year,

we are to provide the Arsenyev-based plant a

new batch of heliborne radar systems to fit all

new production-standard Ka-52s.

What new capabilities are offered by beefing up the Ka-52’s avionics suite with a radar? What functions does the radar handle and how does it expands the machine’s operating envelope?

First off, the Ka-52’s crew gets the high-

resolution terrain-mapping capability and the

ability to select moving ground targets and

track them effectively in look-down mode.

This makes it much easier for them to get

their bearings in poor visibility conditions and

enables them to designate the targets acquired

for the integral optronic systems and relevant

weapons. Compared to optronic systems, the

radar features a far wider scan zone and is effec-

tive in fog and dust, round the clock, including

the ungodliest pitch-dark hours. It should be

admitted, however, that the target acquisi-

tion range of the radar diminishes sharply in

heavy precipitation, but this is a peculiarity

of the Ka-band with the 8-mm wavelength. It

is worth adding that the heliborne radar eas-

ily spots ground obstacles jeopardising flight

safety, e.g. transmission towers and even the

cables running between them. In addition, it

makes possible to detect low-flying aircraft.

What other heliborne radar programmes are being run by Phazotron-NIIR?

The second major helicopter-related pro-

gramme is the development of the FHA heli-

copter-mounted radar (Kopyo-A) to equip

Kamov Ka-27 antisubmarine warfare helicop-

ter family. As is known, the Russian Navy is

to begin to buy helicopters of the type as soon

as next year. The upgraded Ka-27 will get a

sophisticated search-and-track system com-

prising a whole range of systems, e.g. the radar,

radio-frequency sonobuoy subsystem, magnet-

ic anomaly detector and other gear. Under the

Ka-27 upgrade programme, Phazotron-NIIR

is both the developer of the advanced radar and

the integrator of the search-and-track system.

The Kopyo-A radar has undergone a series

of rig tests and will be flight-tested in the

near future. We are going to complete the

flight trials of the FHA radar on board the

Ka-27 by year-end so that we can launch

series deliveries next year. We have got the

same radar planned for installation on board

an advanced search-and-rescue helicopter to

be derived from the Ka-27 or Ka-32. We have

already been tasked to do so.

Thus, Phazotron-NIIR is a manufacturer of

radars designed for various helicopter types in

service with both the Air Force and Navy.

Russian combat trainer Yak-130 makes it sdebut at the current Farnborough air show. It lacks a radar so far, but versions, to which a radar may come in handy, are known to have been mulled over. Are you prepared to offer something for fitting them?

Indeed, current Yak-130 combat trainers

delivered to the Russian Air Force and export-

ed carry no radar yet. However, the aircraft’s

developer is considering options of its further

refining, particularly, as a light strike aircraft

that features a high degree of exportability,

according to expert opinion.

Beefing up the Yak-130s’ capabilities and tacti-

cal effectiveness is to be achieved through fitting

the plane with an infrared search-and-track fire

control system and an integral radar. The lat-

ter will provide the day/night combat capability

using the whole of the weapons suite against aerial

and ground threats in fair and adverse weather.

The Phazotron-NIIR corporation offers the

FK130 small-size slot-array radar designed for

new versions of the Yak-130. The radar’s devel-

opment builds on the lessons learnt from devel-

oping and manufacturing the Kopyo radar car-

ried now by IAF’s upgraded MiG-21bis UPG

(Bison) fighters (Phazotron-NIIR once deliv-

ered 125 sets of Kopyo radar to India). The

Kopyo-M radar has been derived from it to

fit the upgraded Su-39 attack aircraft, to boot.

The key target of development of the FK130

radar tailored to the Yak-130 aircraft family is

to minimise its weight (80 kg) and dimensions

while retaining the top-notch characteristics in

air-to-air and air-to-surface modes.

Certainly, the radar equipping the

Yak-130 versions will jazz up their appeal

on the market.

Ale

xey

Mik

heye

v

FH01 radar onboard Ka-52 helicopter

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29 w w w . t a ke - o f f . r u take-off july 2012

Russian heavy-lift Mi-26, which first flew

on 14 December 1977, revolutionised rotor-

craft building in its day by setting new heavy-

lift helicopter standards. It was able to carry

up to 80 troops in combat gear or 60 casual-

ties on stretchers, or cargo weighing up to

20 t in its cargo cabin or on the external sling.

Its foreign rivals have been unable to beat it

at this yet.

A graphic proof of the superiority of the

Russian machine over its US competition

is the widely known facts of history of the

combat operations in Afghanistan, when the

Mi-26’s services had to be resorted to so as

US Chinooks downed in mountainous areas

can be recovered.

Visiting the 5th HeliRussia International

Helicopter Industry Exhibition, Vice-

premier of the Russian government, Dmitry

Rogozin, gave a high assessment of domestic

developments and remembered the delight

with which he showed NATO’s representa-

tives photos with the Russian Mi-26 heli-

copter evacuating an US CH-47 helicopter

in Afghanistan.

However, to remain on the cutting edge of

technological progress and meet the require-

ments of potential customer in a better man-

ner, Russia kicked off heavy upgrade of the

Mi-26 six years ago. The upgraded helicopter

was designated as Mi-26T2. Its key features

will include the round-the-clock operation

capability, advanced digital avionics allow-

ing a crew reduction down to two pilots, and

uprated engines.

The BREO-26 avionics suite of the

Mi-26T2 upgrade is wrapped around the

NPK-90-2 flight navigation system com-

Mi-26T2is ready to take over leadershipRussia has retained its competence in production of the heavy-lift helicopters of

the Mi-26 family, featuring the world’s best lifting capacity. Designed by Mil Moscow

Helicopter Plant and being in full-rate production by Rostvertol JSC (both are the

subsidiaries of Russian Helicopters company), helicopters of the Mi-26 family provide

excellent capability to their military and civil owners in many countries. In recent years

three newly-built Mi-26TC helicopters were delivered to Chinese customers that have

been using them actively on fire fighting, disaster relief and special transport opera-

tions. Recently, the Russian Defence Ministry has resumed acquisition of newly-built

Mi-26s too. According to the Russian press, it has given the Russian Helicopters hold-

ing company a long-term contract for more than 10 aircraft of the type. First Mi-26s,

produced under the contract, were delivered in October last year, while the next few

helicopters were completed by Rostvertol last December and are operated in the

Urals. According to the Russian Defence Ministry website, “about five” more Mi-26s

will enter the Air Force’s inventory in 2012. In the future, the company is to supplement

the production of the present-day Mi-26, Mi-26T and Mi-26TC with the Mi-26T2 upgrade

powered by modified engines and equipped with a sophisticated avionics suite allow-

ing, among other things, a crew reduction down to two pilots. A Mi-26T2 prototype was

made in Rostov in 2010 and is undergoing its flight tests.

w w w . t a ke - o f f . r u30 take-off july 2012

i n d u s t r y | u p g r a d e

prising a digital display system, control

consoles, a digital computer, a satellite

navigation system and a digital flight con-

trol system. In addition, the Mi-26T2’s

avionics suite includes a day/night gyro-

stabilised surveillance optronic system, an

up-to-date communications suite and an

integral test system. Optional gear includes

night-vision goggles. According to expert

estimates, the BREO-26 avionics suite

will boost the Mi-26T2’s reliability, flight

safety, stability, controllability and hover-

ing precision, the latter being especially

important when using the external sling

(for example, during building and assem-

bly jobs, cargo operations and fire-fighting

missions).

Owing to its advanced avionics suite, the

Mi-26T2 can fly round the clock in any

weather and above sea surface. Another advan-

tage of the machine is a reduction in mission

planning time and in-flight workload on the

crew owing, among other things, to automatic

onboard systems health monitoring.

The Mi-26T2 carries outsize cargo and

vehicle weighing a total of 20 t both in its

cargo cabin and on the external sling. Its

military variant hauls 82 troops while its

casevac version 60 casualties. The machine

also can handle construction and erection

work of various degrees of complexity, fire

fighting, quick fuel delivery with on-the-

ground refuelling of vehicles, etc.

Certainly, the upgraded Mi-26T2 heavy-

lift helicopter has bright vistas not only in

Russia, but also on the international market

where interest in rotary-wing heavylifters

remains keen. The Russian-made Mi-26T2

will retain its edge over its foreign competi-

tion in terms of a number of basic character-

istics, in the first place, maximum carrying

capacity and heavily-laden range.

For this reason, analysts foresee interest in

the Mi-26T2 advanced heavy-lift helicopter

on the part of countries from all over the

world, including European NATO members

whose defence need in an advanced heavy-lift

helicopter will never be met even by upgrad-

ed US CH-47F Chinook and CH-53K Super

Stallion. According to NATO officials, they

are unable to carry all of the materiel in ser-

vice with the militaries of the NATO mem-

bers. With its carrying capacity of 20 t, the

Mi-26T2 remains unchallenged, given that

the normal lifting capacity of the upgraded

CH-47F being fielded with the US Army

and several other armies is up to 11 t and that

of the CH-53K designed mostly for the US

Marine Corps stands at around 16 t.

Ther e is a lot of work for the future

Mi-26T2 in Asia, Africa and the Middle East

as well, of them being traditional Russian

aircraft markets. This indicates a niche for

the advanced Russian all-weather day/night

heavy-lift helicopter meeting the most strin-

gent requirements.

The Mi-26T2 bids in the tender issued by the

Indian Ministry of Defence for 15 advanced

heavy-lift helicopters. The potential customer

is rather pleased with its assessment, and

experts deem the Mi-26T2’s chances for win-

ning in the Indian tender as high.

“We demonstrated the helicopter to the

potential customer and it exceeded almost

all the requirements, including operations

in mountainous regions”, told the General

Designer of the Mil Moscow Helicopter

Plant Alexey Samusenko. “Indian pilots,

admitted to the flight tests, highly prized

the upgraded helicopter, especially its new

avionics”.

The Russian Defence Ministry and

Ministry for Emergencies can order

Mi-26T2s too.

Vladimir SHCHERBAKOV

mili

tary

ph

oto

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et

And

rey F

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in

Ale

xey M

ikheyev

31 w w w . t a ke - o f f . r u take-off july 2012

i n d u s t r y | u p g r a d e

Now, engines of the PS-90A family power

82 long-haul aircraft operated by 11 Russian

and five foreign carriers. Throughout its

operation, the PS-90A has been repeatedly

improved in terms of design, and its manu-

facturing technology has been refined, which

has stepped up its reliability and service life.

In all, 370 PS-90A engines have been made in

Perm in the four basic versions, the PS-90A,

PS-90A1, PS-90A2 and PS-90A-76, used

on Ilyushin Il-96-300, Il-96-400T, Tupolev

Tu-204, Tu-214, Ilyushin Il-76TD-90,

Il-76MF and other planes.

The PS-90A-76, a PS-90A version,

cleared another important hurdle early in

April 2012 by having logged more than

9,000 flight hours as part of the Il-76TD-90

of Azeri air company Silk Way Airlines with-

out having been detached for repairs.

The PS-90A76 was certificated in 2003

and has been in full-rate production by the

Perm Engine Company since 2004. It has

been selected as the main engine to power

the upgraded Il-76MD-90A (‘476’) airlifter,

which first flight is slated for this summer.

The fifth new Il-76TD-90VD aircraft fitted

with engines of the type was delivered to

the Volga-Dnepr air company in May 2012.

In addition, a programme is in the pipeline

on re-engining in-service RusAF Il-76MD

airlifters and Il-78M tanker planes with

PS-90A-76s. The Russian Emergencies

Ministry and a number of commercial oper-

ators are mulling over the re-engining of

their Il-76TDs with PS-90A-76s and acqui-

sition of advanced Il-76TD-90As (‘476’)

powered by engines of the type.

“The PS-90A is the main product made

by our plant. Its core serves the basis for

several versions of aircraft engines and gas

turbine plants used by oil and gas pro-

ducers and power generation companies”,

Perm Engine Company Managing Director

Alexei Mikhalyov says. “We attach great

importance to ramping up its production

and honing its manufacturing technology.

Our priority is landing the governmen-

tal order for over 500 PS-90A-76s to be

made during 2012–2020 on order from

the United Aircraft Corporation to fit the

future Il-76MD-90A transport. This would

allow keeping the company busy and ensur-

ing the Perm Engine Company’s necessary

development pace and re-equipment during

the productionising of the PD-14 fifth-

generation engine”,

Proof of the high quality of PS-90A

engines is the fact that it powers all advanced

Russian aircraft operated by the Presidential

aircraft unit, the Rossiya special air detach-

ment, including the Presidential aircraft

itself. At present, Rossiya flies 16 airliners

powered by PS-90As – five Il-96-300s, two

At present, all medium- and long-haul airliners and freighters made in Russia

are powered by PS-90A turbofan engines developed by the Perm-based

Aviadvigatel company and produced by the Perm Engine Company. In April, the

total flight hours logged by PS-90A engines exceeded three millions. The good

showing turned out to be a kind of present timed to the 20th anniversary of the

PS-90A’s certification in April 1992.

PS-90A3 MILLION HOURSIN THE SKY

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i n d u s t r y | e n g i n e sP

erm

Eng

ine

Com

pany

George SMIRNOV

Tu-204-300s and nine Tu-214s in various

versions. From December 2011 to April

2012, the Presidential air detachment

received five airliners equipped with PS-90A

engines – two Tu-204-300s, two Tu-214s

and an Il-96-300. Another Tu-214 is due

to Rossiya’s aircraft fleet before year-end.

Overall, the Perm Engine Company manu-

factured 13 PS-90A last year in response to

an order by the President Support Office,

with the deliveries to continue this year.

“In 2012, the Perm Engine Company

ought to fulfil the order for seven special-

purpose PS-90A engines, which was placed

by the President Support Office”, says

Alexei Mikhalyov. “It is very important to

us that aircraft powered by our engines are

trusted by top national leaders. We continue

to pursue a very stringent quality manage-

ment policy so that our engines continue to

meet the most stringent requirements”.

In all, the Perm Engine Company made

and delivered 23 engines of the PS-90A

family in 2011. Four of them were PS-90A1s

mounted on the fourth Il-96-400T cargo

plane designed for the Polyot air company,

while two were in the PS-90A2 variant and

were mounted on the second Tu-204SM

that entered the certification trials in 2011.

The 2012 plan makes provision for the

Perm Engine Company to manufacture 22

engines of the PS-90A family.

Overall, upwards of 370 PS-90A engines

in all versions have been built in Perm. 270

of them are operated in Russia, Azerbaijan,

India, Jordan, Cuba and the North Korea.

In the near future, the Perm-based engine

maker is to focus on promoting another

version of the engine on the market – the

commonised PS-90A3u derived from the

PS-90A with the use of latest turbine design

solutions embodied in the PS-90A2 vari-

ant. It is designed to replace the PS-90A on

board the Tu-204, Tu-214, Il-96 and Il-76

aircraft, as it features a much longer service

life and a far better reliability.

The principal design difference of the

PS-90A3u and PS-90A2 from the base-

line PS-90A will be an improved high-

pressure turbine designed specifically for

the high cycle life of its parts. According

to Aviadvigatel JSC, the use of up-to-date

technologies – turbine first- and second-

stage monocrystal blades made of the

ZhS-36MONO alloy, ceramic blade heat-

insulation coatings, EP471NP granulated

alloy for turbine blades and modified tur-

bine design – will double the high-pressure

turbine’s service life. The developer believes

that throughout the service life, the engine’s

time in repairs and overhaul will drop from

50 months to 22 months, while the mainte-

nance labour-intensity reduction, achieved

by means of an increased periodicity and a

maintenance volume reduction, will slash

the maintenance costs by 30%.

The Perm Engine Company is inter-

ested in upgrading the whole of the PS-90A

engine fleet now in service. Carriers will get

more reliable hardware featuring a lower

operating cost, and the commonalisation

of the Perm Engine Company’s products

will enable the manufacturer to cut the

prime cost of production and overhaul.

Suggestions to order PS-90A3u engines

instead of the earlier PS-90A variants or

upgrade the latter to PS-90A3u standard

during overhaul have been made by the

Perm Engine Company to all air carriers

operating these engines. Memoranda of

understanding on using the PS-90A3u have

been signed by the plant, on the one hand,

and the Cubana airline, Ilyushin Finance

leasing company and Aviastar-Tu air car-

rier. A proposal is being worked out for the

Russian Defence Ministry to transform the

anticipated major order for the PS-90A-76

to power the Il-76MD-90A into an order for

the PS-90A3u-76.

The Perm Engine Company has launched

the productionising of the commonised

PS-90A3u.

Ale

xey

Mik

heye

vP

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Eng

ine

Com

pany

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34

In late February 2012, the

Russian Defence Ministry and

the MiG Corp. signed the long-

awaited contract for a 24-ship

batch of MiG-29K/KUB multirole

carrierborne fighters. Defence

Minister Anatoly Serdyukov and

MiG Corp. Director General Sergei

Korotkov signed the contract.

Under the deal, the manufacturer

shall have delivered 20 single-seat

MiG-29K fighters and four two-seat

MiG-29KUB combat trainers to the

Russian Navy from 2013 to 2015.

The warplanes will be fielded with

the Northern Fleet’s carrierborne

fighter air regiment and operated

as part of the carrier air group

(CAG) of the Admiral Kuznetsov

aircraft carrier.

According to the MiG Corp.’s

news release circulated on the

occasion of the signature of the

contract, the aircraft to be deliv-

ered will be in line with the Defence

Ministry’s new requirements spec-

ification. To date, the company

has built 16 production-standard

MiG-29K/KUB fighters and deliv-

ered them to the Indian Navy under

the 2004 contract. The deliveries

took place during 2009–2011. Last

year, the corporation commenced

the construction of another

MiG-29K/KUB batch for the Indian

Navy under the 2010 contract for

29 aircraft of the type.

“The signature of the contract

is a true contribution to the imple-

mentation of a long-term pro-

gramme aimed at re-equipment the

Russian Armed Forces”, Defence

Minister Anatoly Serdyukov said

in connection with the clinching

of the deal for 24 MiG-29K/KUB

fighters ordered by the Russian

Navy. “Following the Air Force,

the Navy’s air arm will get up-

to-date warplanes rivalling the

best foreign designs”. MiG Corp.

Director General Sergei Korotkov

said the government-awarded

order resulted from the long-term

efforts to develop advanced MiG

fighters and launch their mass

production. “The MiG-29K and its

future derivatives will ensure a

stable workload on the produc-

tion facilities of the corporation in

the medium term”, the MiG Corp.

boss concluded.

Mention should be made that

the Russian Defence Ministry

was expected to have ordered the

MiG-29K as far as two years ago,

and then they believed the order

would have been awarded in 2011.

The main cause of the contract

signature dragging its feet is said to

have been the disagreements over

the price of the fighter: the price

offered by the military made the

fighter unprofitable, the manufac-

turer said. Only late in January of

this year did First Deputy Defence

Minister Alexander Sukhorukov told

the media that the disagreements

had finally been settled and the con-

tract would be signed in the near

future, mentioning that 28 fighters

were to be bought. The final version

of the contract stipulated 24.

The first MiG-29K/KUBs are

believed to be able to start flying

as part of the Admiral Kuznetsov’s

CAG in 2014 and will oust her Su-33

deck-based fighters gradually. The

Su-33 production by KnAAPO was

put on the backburner following the

completion of 26 production-stan-

dard aircraft on 1996. Ten Su-33s

took part in the Admiral Kuznetsov’s

two-month-long combat training

cruise to the North Atlantic and

Mediterranean, which was wrapped

up in mid-February 2012. Actually,

they are virtually everything that

remains airworthy of the aircraft of

the type. Although KnAAPO contin-

ues Su-33 overhaul and life exten-

sion, the assigned life of the carrier-

borne fighters is shorter than that of

the land-based versions due to the

conditions of their employment, and

the last of the Su-33s are expected

to be decommissioned by the middle

of the decade. Another important

factor is that the Su-33’s weap-

ons suite includes air-to-air missiles

and ‘dumb’ air-to-surface weapons

only, while that of the MiG-29K/KUB

comprises a wide range of guided

weapons in all classes and the two’s

avionics suite is more advanced.

In late September 2009, a pro-

totype and a production-standard

model of the MiG-29K/KUB were

tested for being fit for basing on

ski-jump ramp-equipped aircraft

carriers, with a series of test

flights performed off the Admiral

Kuznetsov in the Barents Sea.

Russian Navy ordering MiG-29K

Ser

gey

Lyse

nko

Pav

el N

oddl

ov

35 take-off july 2012w w w . t a ke - o f f . r u

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Erik

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Demand for the Mil Mi-35M and

Mi-35P attack helicopters made by

Rostvertol JSC remains high, with

Azerbaijan’s lucrative order awarded

autumn 2010 for 24 new Mi-35Ms

being a good case in point. The first four

machines were delivered to Baku on

12 December 2011 and fielded with the

Azeri Border Guard. Another four-ship

Mi-35M batch, designed for the Azeri

Air Force, was shipped in April 2012.

Last spring, Rostvertol prepared

for delivery three more Mi-35Ms built

under the October 2008 contract for 12

helicopters ordered by the Brazilian Air

Force. The first six aircraft of the type

were shipped to Brazil during 2009–

2010, but the fulfilment of the deal was

put on the backburner after the new

Brazilian government had revamped its

armament acquisition financing plans.

The resumption of the deliveries is

expected to resume this year.

By the way, the order for two

Mi-35P helicopters for Peru, which

was placed in July 2010, was fulfilled

last year. Both aircraft, given an origi-

nal paintjob on the customer’s request,

were shipped to the Latin American

country in April 2011.

The Mi-35M and Mi-35P will remain

a priority under Rostvertol’s produc-

tion programme in the near future.

According to the company’s Director

General Boris Slyusar, the plant’s order-

book for the machines of the family is

full throughout 2015 at the least.

Late in March, the Russian

Helicopters holding company report-

ed the delivery to a Brazilian cus-

tomer its first Kamov Ka-32A11BC

multipurpose medium transport

helicopter, stressing that the deliv-

ery was “right on schedule under

the contract signed in December

2010”. The customer is the Helipark

helicopter centre situated near Sao

Paulo, and the actual operator will be

the Helicargo company being set up

under its auspices for special cargo

operations.

According to Helicargo’s offi-

cial website (helicargo.com.br),

the company’s four-pilot and six-

maintainer group had been trained

in operating and maintaining the

Ka-32A11BC at Kamov and Kumertau

Aircraft Production Enterprise from

16 January to late March 2012, and

the machine registered as PR-HCG

was brought to Brazil in April.

The Ka-32A11BC is planned for

commercial industrial under-slung

cargo haulage in inaccessible areas

in Brazil’s Amazon basin. It also

is supposed to be used as part of

national infrastructure development

work under way as part of Brazil’s

preparations for World Cup 2014 and

the 2016 Olympic Games.

The Ka-32A11BC’s delivery to

Brazil had been preceded by its

certification by the local aviation

authorities last year. As is known,

the Ka-32A11BC was certificated by

Canada in 1998, Mexico in 2005,

Chile in 2007 and China, Indonesia

and South Korea in 2008. The

machine was issued its EASA type

certificate in 2009 and certificated in

India last year.

Recently one more new opera-

tor for Ka-32A11BC helicop-

ters emerged. In early May 2012

Russian Helicopters holding com-

pany delivered the first aircraft of

the type to Kazakhstan’s Emergency

Ministry under the contract for two

Ka-32A11BCs clinched in August

2011. The helicopter got registra-

tion UP-K3202 and will be used

for medevac and firefighting opera-

tions. The second Ka-32A11BC

will be delivered to Kazakhstan’s

Emergency Ministry later this year.

Demand for Mi-35 remains stable

First Ka-32s for Brazil and Kazakhstan

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36

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AZ

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omin

The helicopters of the Mi-8/17 fam-

ily remain a true bestseller on the

global and domestic markets. Last

year, about two-thirds of the deliveries

of Russian-made helicopters fell on

them, with customers receiving over

170 machines of the type. They are

in production with two of the sub-

sidiaries of the Russian Helicopters

holding company. Kazan Helicopters

makes the Mi-8MTV-1 transport and

passenger versions, which export

designation is Mi-17-1V, and the

Mi-8MTV-5 (Mi-17V-5) troop car-

rier in various variants. The Ulan-Ude

Aviation Plant is the manufacturer of

the Mi-8AMT and Mi-171 transports

(export designation – Mi-171E) as well

as Mi-8AMTSh troop carrier (export

designation – Mi-171Sh).

According to the April state-

ment by Kazan Helicopters Director

General Vadim Ligai, the company

delivered “more than 90” helicop-

ters last year and expects an out-

put growth of 10–15% in 2012. The

Ulan-Ude Aviation Plant, in turn, made

85 Mi-8AMTs and Mi-171s in various

versions last year and is going to ramp

up its output to 95 machines in 2012.

According to Vadim Ligai, the

exports accounted for 71% of last

year’s deliveries of Kazan Helicopters.

The rest falls on the orders placed

by the Russian Defence Ministry

and other governmental agencies.

Interestingly, the Russian Defence

Ministry has ordered Mi-8 family

choppers from both manufacturers,

with Kazan Helicopters supplying it

with Mi-8MTV-5-1 helicopters and

the Ulan-Ude Aviation Plant with

Mi-8AMTSh ones. The official web-

site of the Russian Defence Ministry

maintains, “about 30 troops carriers

from the Mi-8 helicopter family will

be delivered to the Air Force in 2012”.

During the MAKS 2011 air show

in August 2011, Russian Helicopters

landed two lucrative orders for Ulan-

Ude-built Mi-171s and Mi-8AMTs

intended for Russian commercial

operators – the UTair air carrier

ordered 40 more aircraft of the type

and Gazpromavia opted for 39. The

deliveries are to begin this year.

The fattest export orders for Mi-17s

and Mi-171s have been awarded

by India, the PRC, Egypt and, oddly

enough, the United States. The most

impressive one of them is the Indian

order for 80 Mi-17V-5s fitted with a

sophisticated avionics suite. The order

was awarded by the Indian Ministry

of Defence in December 2008 and is

worth upwards of $1.2 billion. The first

batch under the order was shipped to

India last autumn and entered service

with the Indian Air Force in a ceremony

at Palam air base on the outskirts of

New Delhi on 17 February 2012. By

then, the customer had received as

many as 20 new Mi-17V-5s. According

to Kazan Helicopters Director General

Vadim Ligai speaking with the media

in April, the deliveries under the con-

tract are to be wrapped up by the

middle of next year, and he might well

have an offer for the Indians – they

consider the feasibility of ordering 59

Mi-17V-5s more for IAF and 12 for the

Indian Ministry of Interior.

The contract for 32 Ulan-Ude-

manufactured Mi-171Es to be made

for China was signed in December

2009. Deliveries kicked off in autumn

2010 and were completed last year,

and a new major deal for more of the

same was clinched with the PRC late

in 2011.

Egypt placed an order with Kazan

Helicopters for 24 Mi-17V-5 in 2009.

The first machines were built in 2010,

and the deliveries are, probably, to be

fulfilled this year.

A considerable contribution to the

production programme of both plants

keeps on to be made by US orders

for Mi-171Es designed for Iraq and

Mi-17V-5s for Afghanistan. US com-

pany ARINC ordered 22 Mi-171Es for

Iraq from the Ulan-Ude Aviation Plant

in December 2007. Prior to delivery

to Iraq, the machines were fitted with

extra gear in the UAE. The first eight

helicopters were commissioned for

service in autumn 2010 and the last

ones of the second batch made up of

14 aircraft followed suit in the summer

of 2011. Kazan Helicopters snagged

the US DoD’s order for 21 Mi-17V-5s

in May 2011. The first nine choppers

were headed for Afghanistan late in

2011 and the rest 12 are slated for

delivery during this year.

Other export deliveries by Kazan

Helicopters last year included the

shipment of Mi-17-1Vs to Azerbaijan

and Poland as well as Mi-17V-5s to

Thailand, Indonesia and South Sudan.

The Ulan-Ude Aviation Plant supplied

Peru with six Mi-171Sh helicopters

and Ecuador with two Mi-171Es. In

addition, Azerbaijan’s International

Handling Company took delivery of

four Mi-171s in February of last year.

New customers for Ulan-Ude-

made helicopters have been Brazil

and Argentina. The former ordered

two Brazil-certificated commercial

Mi-171A1s in December 2010, with

the helicopters planned for use in

the Amazon basin in support of the

government-owned Petrobras oil and

gas company. December of last year

saw a pair of Mi-171Es crop up in

Argentina as well. The Argentinean

Defence Ministry and Russia’s

Rosoboronexport made the deal in

August 2010. The machines were sup-

posed to be operated on transport and

search-and-rescue (SAR) operations

in the Antarctic.

Helicopters of Mi-17 family still leading market

JSC “558 Aircraft Repair Plant” has

been dealing with overhaul of aircraft and

helicopters for more than 70 years. The

plant is known far beyond the borders of

the Republic of Belarus. This repute is a

result of the overall history of the plant

and reliable quality of overhauled aviation

materiel. JSC “558 ARP” performs overhaul

and modernization of Su-17 (Su-22), Su-25,

MiG-29, Su-27, L-39, An-2 aircraft and

Мi-8 (Мi-17), Мi-24 (Мi-35) helicopters of

all versions.

The plant is a dynamically developing,

economically prosperous enterprise, the

leader in its domain. JSC “558 ARP”

constantly offers new products and services

to the customers: production and supply of

spare parts, creation of service maintenance

and repair centers at the customer’s territory,

training of pilots, technicians and repair

mechanics, delivery of special technological

equipment.

Nowadays one of the advanced products

which successfully passed tests at the

plant and on the customers’ territory is

SATELLITE ECM system – an onboard

equipment of radio engineering protection

of all types of aircraft against high precision

radio guided weapons.

The operating principle of the equipment

is based on creation of interference to

goniometrical channels of radar means of

weapons control. SATELLITE system has

several main advantages: it almost eliminates

the threat of hitting the protected object by

missiles with radar guided homing heads,

the jamming impact is formed automatically

to all attacking enemy radars at all stages of

combat mission. SATELLITE is a lightweight

and small-size equipment, it requires only

minor modifications of the object during

installation, occupies no separate suspension

point on the aircraft; it is much more reliable

than other existing ECM systems, besides, it

does not require any special ground support

means, being exceptionally easy to operate.

When the enemy radar weapon control

means operate in the scanning (target

search) mode, the system creates masking

interference in the channels of range and

angular data. As a result, numerous false

target marks appear on the enemy displays

making it difficult to identify the true target

amidst the false ones.

In the tracking mode, the equipment

destroys the front of the incident

electromagnetic wave and compels the

tracking systems to change into the mode

of tracking the maneuvering decoy target,

providing hidden driven withdrawal of

goniometric tracking systems which leads to

appearance of considerable sign-alternating

errors in the targeting circuit of missiles.

However, no signs of the jamming impact

can be observed on the displays of weapon

control radar means, so guided missiles

can be launched on maneuvering decoy

target without any hindrance. The missile

follows considerable false angular control

commands, thus quickly loses its speed which

leads to decrease of flight range, growth of

current miss and, as a consequence, to non-

killing the target.

Besides, the equipment has a mode of

compulsory loss of automatic tracking by the

enemy’s weapon control radars at any stage

of attack.

SATELLITE equipment, being a unique

product with no analogues worldwide,

allows performing a combat mission without

distracting the pilot’s attention for initiation

of jamming to irradiating radar stations. The

equipment is continuously active, it does not

interfere the operation of own radar means

of weapon control. The equipment may be

installed both on military and civil aircraft.

JSC “558 ARP” earned well-deserved

authority among the airmen all over the

world owing to accumulated experience

of the plant, unique qualification of the

personnel, advanced equipment of industrial

facilities, high quality of services, accurate

and timely execution of orders.

558 Aircraft Repair Plant JSC

Bldg. 7, 50 let VLKSM, Baranovichi, Brest region,

225320, Republic of Belarus

Tel.: +375 (163) 42-99-54

Fax: +375 (163) 42-91-64

E-mail: box@558arp.by

http://www.558arp.by

558 ARP OFFERS SATELLITE

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38

Early in June, there were two

significant milestones passed by

the programme on development of

a family of Irkut MC-21 advanced

short/medium-haul passenger air-

craft designed to seat 150–210

passengers. Both pertained to the

powerplant of the future airliner.

On 5 June 2012, the Irkut cor-

poration, prime contractor for the

MC-21 programme, and Pratt &

Whitney announced the closure

of an agreement on the PW1400G

engine for the MC-21 aircraft fam-

ily. Under the contract, the engine

will be the only foreign-made

powerplant to fit the MC-21. At

the same time, Irkut and Pratt &

Whitney selected Short Borthers,

a subsidiary of Bombardier

Aerospace of Canada, as the sole

supplier of engine nacelles for the

PW1400G engine family.

Irkut reported that the PW1400G-

powered MC-21’s maiden flight

was slated for 2015 and its service

entry for 2017.

An engine variant is designed

for each of the MC-21 versions

under development, e.g. the base-

line MC-21-300 is to be fitted with

PW1431G geared turbofans with

a thrust of about 14,000 kgf, the

shrunk MC-21-200 will be equipped

with 12,700-kgf PW1428G engines

while the MC-21-400 stretch is

to be powered by PW1433G tur-

bofans with a takeoff power of

about 15,000 kgf. The latter is

the most powerful variant in the

PW1000G family today along with

the PW1133G designed for use on

the Airbus A321neo.

“We are glad to confirm our

readiness to provide the PurePower

engine for the MC-21, thus ensur-

ing the economic and environment

friendliness advantages offered by

the aircraft”, said Todd Kallman,

president of Pratt & Whitney’s

commercial aircraft engine divi-

sion. “This revolutionary engine

family is totally compliant with the

technical performance and pro-

gramme schedule targets. We are

proud of being able to offer Irkut

the product allowing maximising

the reduction in fuel consumption,

noise level, emissions and operat-

ing costs”.

“Pratt & Whitney PurePower

engines boost the competitiveness

of the MC-21 through the real

efficiency increase that customers

dream of”, said Irkut President

Alexei Fyodorov. “Just as impor-

tant is the fact that the advanced

engine features improved environ-

ment friendliness”.

Meanwhile, significant events

have taken place in the city of

Perm, where work is in prog-

ress on a domestic engine to

power the MC-21. Aviadvigatel

JSC completed the assembly

of and handed the first fifth-

generation PD-14 (No. 100-1)

engine demonstrator for trials on

30 May 2012. The first start-up

of the PD-14 demonstrator on a

stand of Aviadvigatel JSC took

place on 9 June. Aviadvigatel

General Designer Alexander

Inozemtsev said: “Four years

have passed since the launch

of the Engines to power MC-21

aircraft programme. Development

of fifth-generation engines on

the basis of a commonised core

engine is under the 2002–2015

Russian Commercial Aircraft

Development federal programme.

The key target of the programme

is to gain at least a 10% slice of

the market of aircraft engines in

the 9–18-tonne thrust class. The

PD-14 is the baseline model of

the new family”.

According to Alexander

Inozemtsev, the flight tests of a

PD-14 prototype on the Il-76 flying

testbed are scheduled for 2014.

The availability of two compet-

ing powerplants intended for the

MC-21 family will allow technical

risk reduction and an increase in

the number of potential customers

for the new airliner family.

16 May 2012 saw the Volga-

Dnepr carrier receive in Ulyanovsk

another Ilyushin Il-76TD-90VD

transport aircraft that was given

registration number RA-76511.

The freighter became the fifth air-

craft of the type in the customer’s

aircraft fleet and, in all probability,

the last Il-76 made by the Tashkent

Aircraft Production Corp.

The work on upgrading the Il-76

by powering it with PS-90A-76

turbofan engines and fitting with

the up-to-date Kupol-III-76MVD

flight navigation suite was initiat-

ed by Volga-Dnepr carrier in 2002.

In all, the customer ordered five

Il-76TD-90VDs with 15 options.

The first two aircraft (RA-76950

and RA-76951) entered service in

2006–2007. The construction of

the follow-on three was handled in

Tashkent under the 2007 contract

between Volga-Dnepr-Leasing

LLC and UAC – Transport Aircraft

JSC. The third Il-76TD-90VD

(RA-76952) joined the company’s

aircraft fleet in April 2010 and

the fourth one (RA-76503) in

November 2011.

The fifth Il-76TD-90VD

(c/n 94-08) made its first flight in

Tashkent on 10 April 2012. With

its factory tests complete, it was

ferried to Ulyanovsk for painting

and customs clearance on 27 April

and delivered officially on 16 May.

RA-76511’s first commercial flight

was slated for mid-June.

Volga-Dnepr is interested in

beefing up its PS-90A-76-powered

Il-76 fleet to 20 units by 2030.

However, it is obvious that new

aircraft will be manufactured in

Ulyanovsk, rather than Tashkent.

Significant milestone of MC-21 programme

Volga-Dnepr commissions its fifth Il-76TD-90VD

Vol

ga-D

nepr

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c o m m e r c i a l a v i a t i o n | n e w s

We lease the wingsto let you win

Over a decade we have gained the experience to challenge the Russian aviation market making the leasing a something more than just a fi nancial service.

With sharp feeling of the local environment and dedication to diversify our business we aim to comfort the airlines with the best aircraft and financing solutions.

.

Visit us at Farnborough International Airshow 2012, Chalet A4

www.ifc-leasing.com

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40

Czech aircraft manufacturer Aircraft

Industries (trademark LET), which

principal shareholder Russia’s Ural

Mining and Metallurgical Company

has become recently, continues to

supply Russia with advanced 19-seat

turboprop commuter and regional pas-

senger planes.

On 19 May 2012, two more

L-410UVP-E20 aircraft (c/n 2804 and

2805, registration numbers for the

duration of the tests and ferry flight

OK-ODO and OK-ODM), which had

been made for the Yamal airline last

autumn, flew to Russia from the fac-

tory airfield in Kunovice. The flight with

stopovers in Kosice, Kiev, Voronezh

(where the customs were cleared),

Samara and Yekaterinburg was com-

pleted with success in Tyumen’s

Roschino airport.

The aircraft were leased from the

Western Siberian Leasing Company.

They are to start operations in coming

August, when the air carrier’s flying

and ground crews will have com-

pleted their conversion to the type.

Yamal’s L-410 shall operate out of

Novy Urengoi on commuter services.

Krasnoyarsk-based KrasAvia will

become another new operator of

L-410UVP-E20s in the near future.

Earlier this year, the carrier issued

tenders to leasing companies for five

new L-410UVP-E20 aircraft – three

in 2012 and two in early 2013. The

financial leasing agreement for the first

three L-410UVP-E20s for KrasAvia

was awarded to the State Transport

Leasing Company.

The first L-410UVP-E20 (c/n 2812,

temporary reg. OK-SLZ) had been

prepared for delivery in early June

2012. Its arrival to Krasnoyarsk’s

Yemelyanovo airport took place on

18 June. Two more aircraft (c/n 2813

and 2814, temporary reg. OK-ODJ

and OK-ODS) are due in Krasnoyarsk

in July. They were undergoing their

acceptance trials in Kunovice, with

their departure slated for 24 June.

KrasAvia’s new L-410s are sup-

posed to enter operation in August

or September upon completion of the

conversion of the flying and ground

crews and issuance of the operator’s

certificate. The planes will fly services

from the city of Krasnoyarsk through-

out the Krasnoyarsk Territory and, pos-

sibly, to neighbouring regions.

Following a long break, the

deliveries of new L-410s to Russia

resumed in 2009, with two newly-built

L-410UVP-E20s were commissioned

by Russian carrier UTair-Express into

its aircraft fleet. The Petropavlovsk-

Kamchatsky Air Company took deliv-

ery of three L-410UVP-E20s in 2010.

In addition, three new aircraft of the

type were received by the civil avia-

tion flying school in Sasovo in 2009

through 2011 and seven planes were

received by the Russian Defence

Ministry since 2011, including three in

February and March of this year.

LET has run production of the L-410

since 1971. Over 1,100 aircraft have

been made to date, of which in excess

of 400 remain in service worldwide,

according to the manufacturer. During

the 1970s and 1980s, the average

output rate exceeded 50 units per

annum, but the political change in

Eastern Europe on the verge of the

1990s and the subsequent collapse

of the Soviet Union, a major customer

for the type, resulted in a sharp decline

in demand. As a consequence, two to

five aircraft would leave the assembly

shop in Kunovice in the ‘90s and none

during 2000 and 2003 through 2005

whatsoever.

The situation began to improve

in the later 2000s. Privately-owned

Czech company PAMCO bought LET

in September 2005, and Russia’s Ural

Mining and Metallurgical Company

(UMMC) acquired 51% of its stock in

June 2008. UMMC’s assuming control

of the Kunovice-based aircraft plant

has borne fruit. The output and deliv-

eries of the company’s main product,

the L-410UVP-E20 aircraft, picked up

in 2009, with the plane being certifi-

cated in 2005 by EASA and the avia-

tion authorities of the Czech Republic,

Russia, Australia, Argentina, Brazil,

Indonesia, Cuba, the Philippines and

Chile and cleared for operation in a

number of African, Asian and Latin

American nations.

The growth of the output of new

L-410s in Kunovice kicked off in the late

2000s. While the company built four

aircraft in 2007 and 2008, it churned

out as many as seven in 2009. Of the

eight L-410UVP-E20s manufactured in

2010, three were headed to Russia and

two were procured by Brazilian com-

pany NOAR, with the Slovak Air Force,

Bulgarian airline Heli Air Services and

French Guyana’s Air Guyane Express

buying one aircraft each.

The manufacturer wrapped up

2011 by having delivered 12 new

L-410UVP-E20s, of which eight had

been made for Russian operators,

one for a Kazakh customer, two for

Air Guyane Express and one for the

Djibouti Air Force.

Aircraft Industries is intent on

ramping up the L-410 production.

According to the manufacturer, 13 air-

craft are slated for delivery this year,

16 in 2013 and 20 in 2014, and the

annual output rate is to reach 24 air-

craft starting from 2015.

New L-410s for Russian airlines

Ale

xey

Boy

arin

Pet

r K

lund

uk

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c o m m e r c i a l a v i a t i o n | n e w s

United Engine CorporationBldg. 141, 29 Vereyskaya str., Moscow, 121357, Russia

Tel./fax: +7 (495) 232-91-63www.uk-odk.ru

According to the Sukhoi Civil Aircraft

Company (SCAC), Aeroflot’s operation

of its SSJ100s has shown their efficiency

both on regional tight-schedule services and

short-haul trunk airlines. Aeroflot’s SSJ100

can flight three return operations a day, and

the daily flight time during such a heavy use

exceeds 10 hours. After a year in service of

Aeroflot’s SSJ100, the best showings in terms

of monthly flight time were produced in

May 2012 by RA-89003 and RA-89008 with

their 249 hours and 240 hours respectively.

The greatest number of flights per month

was logged by RA-89002 and RA-89001 in

September and August 2011 – 151 and 157

respectively. The maximum daily flight hours

logged would account for 16 flight hours.

“We consider the results produced in the

first year of the SSJ100 operation by our

company to be positive, given the same tough

standards have been applied to the technical

state of the Russian airliner as were to our in-

service Airbuses and Boeings”, says Yevgeny

Voronin, commander of Aeroflot’s SSJ100

flight detachment. “Since the SSJ100 is in

the initial phase of operation, we paid spe-

cial attention to it. Taking into account

Aeroflot’s high quality standards, we expect

the efforts, which are aimed at enhancing the

effectiveness of the maintenance system of

SCAC and its partners, to have an effect on

the improvement of the operational showings

of the SSJ100 fleet in the near future”.

“The Sukhoi Superjet 100 is a new-type

aircraft, and, overall, we are satisfied with the

results our aircraft have shown in commer-

cial service with Aeroflot in their first year”,

said SCAC President Vladimir Prisyazhnyuk.

“The results produced by the joint efforts of

the carrier’s flying and ground crews, SCAC

and our partners SuperJet International and

PowerJet have exceeded the first-year results

of the many advanced airliners being com-

missioned now. It is important to us that

the SSJ100 has displayed a high degree of

flight safety and was given raving reports by

Aeroflot pilots. We work continuously to

enhance the quality of production and the

efficiency of coordination among all of the

parties involved in the operation so that

Aeroflot is pleased with our aircraft”.

Mid-June marked a year sharp after advanced Russian regional airliner Sukhoi

Superjet 100 had started flying for the Russian flag carrier, Aeroflot. By then,

the company had taken delivery of eight SSJ100s that logged over 3,700 com-

mercial flights with a total duration of almost 6,900 h. The airliners carried more

than 220,000 passengers from Moscow’s Sheremetyevo to a total of 27 airports

throughout Russia (Anapa, Astrakhan, Volgograd, Gelenjik, Yekaterinburg,

Kazan, Nizhnevartovsk, Nizhnekamsk, Nizhny Novgorod, Orenburg, Perm,

Samara, St. Petersburg, Ufa and Chelyabinsk), Ukraine (Donetsk and Odessa),

Belarus (Minsk) and European Union (Budapest, Bucharest, Vilnius, Dresden,

Copenhagen, Krakow, Oslo, Sofia and Stockholm).

Two months before, Armenia’s flag carrier Armavia marked the first year of oper-

ating its first production-standard SSJ100: its first commercial flight took place

on 21 April 2011. Over the year, the aircraft had flown 763 services with a total

flight time of 1,867 flight hours. By early June, when the airliner was sent for

scheduled maintenance, the aggregate flight time had grown to upwards of 2,200

flight hours in almost 900 flights. This year, the Armenian SSJ100 has flown from

Yerevan to Moscow’s Vnukovo and Domodedovo, St. Petersburg, Yekaterinburg,

Nizhny Novgorod, Krasnodar, Ufa, Samara and Mineralnye Vody in Russia as well

as Paris, Lyons, Venetia, Amsterdam, Tel Aviv, Dubai and Beirut.

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c o m m e r c i a l a v i a t i o n | r e p o r t

SUKHOI SUPERJET 100A YEAR IN SERVICE

During the first year of operation, efforts

were made to set up and streamline an

after-sales support system. Over the past six

months alone, the introduction of the opera-

tions monitoring system has minimised the

number of issues emerging during aircraft

handover, allowed a threefold reduction in

the number of deficiencies of the mainte-

nance documentation, ensured the spares

delivery time reduction down to 48 hours and

halved the troubleshooting time.

Close attention also has been paid to train-

ing the airline’s aircrews and maintainers,

earmarked for the SSJ100, at the Aviation

personnel Training Centre in Zhukovsky. The

training has been under way since April 2011.

45 crews (90 pilots, including 48 ones lacking

a previous experience in flying ‘glass cockpit’

aircraft), 24 instructor-flight attendants and

142 engineering specialists have been trained

by late May of this year. 11 crews more are

being given training now. A full-flight simu-

lator is to be delivered to Aeroflot’s Aviation

Personnel Training Centre in October 2012.

UAC’s production plans provide for man-

ufacture and delivery 24 SSJ100s in 2012,

including the early aircraft under export con-

tracts for Indonesian, Mexican and Laotian

carriers (the aircraft has been certificated by

EASA on 3 February 2012).

Aeroflot took delivery of its eighth SSJ100

(reg. RA-89006, c/n 95014) in May. The

aircraft was handed over officially on 17 May

2012 and performed its first commercial

Ser

gey

Ser

geye

v

And

rey

Fom

inY

uri K

aber

nik

43 w w w . t a ke - o f f . r u take-off july 2012

c o m m e r c i a l a v i a t i o n | r e p o r t

The sixth SSJ100 in Aeroflot’s fleet delivered in February 2012 wears SkyTeam livery

The first production SSJ100 flies with Armavia since April 2011

The latest Superjet delivered to Aeroflot by early July 2012, RA-89009

Victor ANDREYEV

flight from Moscow’s Sheremetyevo a week

later, on 25 May. The ninth Superjet for the

Russian flag carrier (RA-89009, c/n 95017)

first flew in Komsomolsk-on-Amur on 29

April 2012 and became the first airliner of

the type, which cabin interior was assembled

by the Aviastar plant in Ulyanovsk, rather

than SCAC in Komsomolsk-on-Amur. Upon

completion of the work, which had lasted

since early May, and painting, it came back

to Komsomolsk-on-Amur on 11 June for

acceptance by the customer. The acceptance

was expected to take place before the end

of June. The 10th – and final – SSJ100 of

the 10-ship batch designed for Aeroflot (reg.

RA-89010, c/n 95018) had been in final

assembly by early June. It is believed to enter

commercial operation in July.

Once this has been done, Aeroflot will

start receiving modified-completion air-

craft. The first of them (the 11th one) with

c/n 95025 was in SCAC’s final assembly hall

in Komsomolsk-on-Amur in early June, and

the next one was (c/n 95029) in the aggregate

assembly shop at KnAAPO. Overall, Aeroflot

is counting on receiving four new-comple-

tion aircraft by year-end. However, whether

the plan comes true or not depends on the

stepping-up of the output rate by the plants

in Komsomolsk-on-Amur and Rybinsk (it is

an open secret that delays in the delivery of

production-standard SaM146 engines have

been considered to be a key cause of disrup-

tion of SCAC’s production plans), because

all preceding slots in the programme have

been given to other customers.

Meanwhile, the SSJ100 bearing c/n 95021

took to the sky on its maiden flight on 3 June

2012. Under the adjusted plan, it will become

the second aircraft of the type in service with

Armavia. As early as 6 June, it was ferried to

Ulyanovsk for painting and may be delivered

before mid-summer. The future of the 2010-

built aircraft c/n 95009, initially intended

for Armavia, which has not been flown yet,

remains undecided. One of the early produc-

tion aircraft, which assembly was suspended

a year ago due to the financial problems fac-

ing the customer, it is facing a series of design

improvements that, possibly, will make it the

first SSJ100 with a VIP cabin.

The third user of Superjets is supposed

to be the Yakutiya airline that has leased

two SSJ100s from the Financial Leasing

Company. Both aircraft (c/n 95019 and

95020) had been in the final stages of

completion by early June and may fly this

summer.

Proactive work also is under way on

several airframes designed for export to

Indonesia, Mexico and Laos. In June, there

were the first SSJ100 for Indonesia’s Sky

Aviation (c/n 95022), two for Mexico’s

Interjet (c/n 95023 and 95024) and the

first one for Laotian carrier Lao Central

Airlines (c/n 95026) under final assem-

bly. The first Indonesian-ordered aircraft

is expected to fly in July and the Mexican-

ordered one in August. While SCAC itself

will hand the aircraft over to the Indonesian

and Laotian customers, Russo-Italian joint

venture SuperJet International will handle

the delivery to Mexico. Only the so-called

‘green’ aircraft will be assembled and flown

out in Komsomolsk-on-Amur, while the

cabin interior assembly and painting will

take place in Italy.

Under the current contracts, Sky Aviation

is to buy 12 Superjets, Interjet – 15 with five

options and Lao Central Airlines –three with

six options. As of June, the SSJ100 orderbook

filled with orders from seven foreign carriers

and leasing companies from far abroad com-

prised 108 firm orders and 30 options.

In Russia, firm orders for Superjets

have been landed from UTair (24 airlin-

ers via VEB-Leasing) and Gazpromavia

(10 via its in-house leasing company

Gazpromkomplektatsiya) in addition to

Aeroflot and Yakutiya. Deliveries to both

shall kick off in 2013. In addition, Transaero

awarded a firm order for six SSJ100s worth

$212.4 million at catalogue prices during the

16th St. Petersburg International Economic

Forum on 21 June. The aircraft have been

ordered in the two-class 90-seat configura-

tion (eight seats in business class and 82 in

economy class). The contract stipulates 10

options.

Thus, the total SSJ100 orderbook had

stood at 182 units by early July, with 10

already delivered.

Mention should be made that all Superjet

customers have issued official statements

that the crash of the SSJ100 prototype

(c/n 95004) on a demo flight in Indonesia

on 9 May 2012 will by no means impact their

plans to acquire the aircraft.

UA

C

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c o m m e r c i a l a v i a t i o n | r e p o r t

Future Superjets in SCAC final assembly hall, April 2012

45 w w w . t a ke - o f f . r u take-off july 2012

MC-21Maximizing Cash, Minimizing CostsMuch passenger CareMore Clever ideas

The MC-21 Family philosophy is to combine the best experience and skills from around the world. Cooperation with the world leading suppliers makes MC-21 a true multinational project. The clean sheet designed aircraft family provides 12—15 % operational cost reduction, eco-minded solutions and new level of passenger care.

To learn more invite MC-21 team (sales@irkut.com).

www.irkut.com

An-148: regional jet for any environment

According to UAC’s annual report pub-

lished in June, Voronezh Aircraft Production

Association (VASO) plans to deliver nine

new Antonov An-148-100E regional jet air-

liners in 2012, of which seven will have

been built this year. To date, eight VASO-

made An-148s have been operated in Russia.

Ilyushin Finance delivered six An-148-100Bs

to Rossiya airline in 2009–2010 and two

An-148-100Es were supplied by Sberbank-

Leasing to Polyot carrier in 2011. The Polyot-

awarded contract provides for delivery of 10

aircraft, but has been put on the back burner

due to financial disagreements between the

airline and lessor. In this connection, the

third An-148-100E intended for the carrier

(RA-61711 that was flown out as far back as

October 2011 and painted in the customer’s

corporate livery) remains at the plant so far.

On 26 March 2012, Ilyushin Finance and

VASO made a contract for this year’s delivery

of three An-148-100E jets to the Angara air

carrier operating out of Irkutsk. The pre-

liminary agreement on Angara’s financial

lease of 10 An-148-100Es (five firm orders

and five options) was signed in Irkutsk on 10

November 2011 by Ilyushin Finance, Angara

and the Eastland managing company (a tour-

ist holding company and Angara’s major

stockholder) in pursuance of the orders by

the Russian President and Prime Minister

on development of regional and commuter

airlines and on urgent regional aircraft fleet

modernisation measures.

The first plane under the contract,

RA-61713, first flew in Voronezh on 22

March 2012 and has recently been painted in

the new livery of Angara. The second aircraft

(RA-61714) is to start its flight tests prior to

mid-summer. Angara’s third An-148 could

be the delivery-ready RA-61711 that has not

been claimed by Polyot yet. The three airlin-

ers are planned for service entry this summer

as soon as all financial issues pertinent to the

deal have been tackled. Angara expects to

receive two more An-148-100Es under the

current five-aircraft contract in 2013.

The deliveries to Polyot and Angara are

the only current commercial contracts on

VASO-built An-148s. At the same time, the

A major Russian aircraft leasing company, Ilyushin Finance Co. (IFC) with a

wealth of regional aircraft deliveries (it is this company that fulfilled the contract

for six Antonov An-148-100B regional jets for the Rossiya airline and is fulfilling

the one for five An-148-100E airliners for Angara carrier), has researched the

Russian regional passenger traffic market of late. The research has shown that,

actually, 11 carriers handle regional passenger air transport in the European

part of the country, 35 out of the 36 runways in the airports used have the

concrete surface, and typical distances covered range from 200 km to 800 km.

According to IFC experts, given the lack of viable proposals by Russian aircraft

manufacturers in terms of up-to-date turboprop airliners, ATR and Bombardier

Q400 turboprops seem to be the best choice for operational conditions like

that. The things are different beyond the Urals. There, regional air transport is

the preserve of 18 carriers at the most, almost half (43%) of the airports have

unpaved runways and typical operating distances measure 400–3,000 km. The

ATR-72 may be not enough for a market like that while the Q400, Antonov

An-140 (being not in mass production now) as well as jet-powered An-148 are

the best options. Overall, Ilyushin Finance estimates the Russia’s regional air-

craft market capacity at about 200 aircraft throughout 2030.

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AIRLINERSFOR RUSSIAN REGIONS

Ale

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tov

plant has several contracts for manufacture of

An-148 aircraft ordered by the government.

In all probability, they will heavily influ-

ence the future of the An-148’s production

in Voronezh. There are four aircraft in the

assembly hall now under these contracts: two

An-148-100EMs for the Russian Emergencies

Ministry’s air arm and two An-148-100EAs

for the Rossiya special air detachment (the lat-

ter two ordered by the Administrative Support

Office of the Russian President). All of them

are to enter their trials this autumn and be

commissioned before year-end. Contracts

are being devised on more An-148s for gov-

ernmental agencies, including the Russian

Defence Ministry, Emergencies Ministry, etc.

In addition, there are two An-148-100Es

in an export version (with the so-called

‘English’ flightdeck) stored at the plant.

They were previously designed for the

Myanmarese Defence Ministry. UAC is in

talks with potential foreign buyers who might

acquire the aircraft. One of them, which

had side number 61707 during the trials,

conducted its maiden flight as far back as 22

November 2010, and the other (side number

61712) first flew a year later, on 21 November

2011.

In addition to assembly of aircraft, VASO

supplies Antonov with An-148 and An-158

assembly sets for aircraft construction in

Kiev under the VASO-Antonov coopera-

tion agreement. According to VASO’s 2011

annual report, four assembly sets were

shipped to Kiev in 2011, including the

F3 fuselage tail section with the empen-

nage, composite parts and components,

etc. However, new aircraft are still manu-

factured by the Antonov plant on a case-

by-case basis. Only two production-stan-

dard aircraft have entered operation – c/n

01-09 (UR-NTC) in 2010 and c/n 01-10

(UR-NTD) in 2011. They are now fly-

ing with Ukraine International Airlines.

Commercial operation of the An-148 in

Ukraine began three years ago, on 2 June

2009, when the Aerosvit airline started

passenger services using the An-148-100B

c/n 01-01 (UR-NTA) in cooperation with

Antonov Airlines. Since last autumn, the

aircraft has flown under the flag of Ukraine

International Airlines too.

Before late last year, Antonov had planned

to make the third production-standard

An-148-100B (c/n 03-08) and then the lead

production-standard An-158 (c/n 201-01),

but, in all probability, their delivery was

postponed for this year. In all, four produc-

tion-standard An-148s and two An-158s are

planned for construction in Kiev in 2012. In

November 2011, Antonov General Designer

Dmitry Kiva said that they planned to manu-

facture 24 An-148 and An-158 aircraft a year

in Kiev by 2015. Probably, the plan’s has had

to be adjusted yet due to the current produc-

tion financing capabilities.

As is known, the launch order for the

An-158 was snagged at the Farnborough 2010

air show two years ago, when Russian leasing

company Ilyushin Finance ordered 10 air-

craft of the type. The 10 options for An-158s

morphed into 10 firm orders during last

year’s Le Bourget air show. Under the con-

tract signed by Antonov’s head Dmitry Kiva

and Ilyushin Finance’s Director General

Alexander Rubtsov, the delivery will take

place during 2012 through 2014. The final

recipient of the Ilyushin Finance-ordered

planes has not been named yet. Alexander

Rubtsov has only specified that the aircraft

would be delivered to the Latin American

market in the first place.

Turboprop aircraft:salvation in operational leasing?

Unfortunately, today, Russia’s aircraft indus-

try is unable to meet the needs of air carriers in

advanced efficient turboprop regional aircraft

to replace the An-24 being retired now.

In recent years, turboprop airliners pro-

duction has been handled in the former

Soviet Union by three manufacturers –

Aviakor plant in Samara licence-produces

Antonov An-140, using Kharkov-supplied

components; KSAMC in Kharkov, which

has not built a complete An-140s since 2005

and now only makes components for assem-

bly in Samara and Iran, as well as TAPC

in Tashkent, which is wrapping up the

production of Il-114-100 for Uzbekistan’s

flag carrier.

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An-148 regional jets in assembly hall of VASO plant, May 2012

The first An-148-100E in Angara airline livery which first flew in Voronezh on 22 March 2012

Ale

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Mikhail SUNTSOV

Aviakor’s An-140 commercial programme

was limited to delivery of only three 52-seat

aircraft to the Yakutia airline in 2006–2009

(the aircraft were finance-leased by the FLC).

Last year, Aviakor snagged a governmental

order for nine An-140-100s intended for the

Russian Defence Ministry. The first of them

(RA-41254) took to the air on 6 August 2011

and was delivered in late December. Its opera-

tional evaluation by RusAF began this spring.

The second plane had been completed only

by late spring 2012. It conducted its first sortie

on 17 May. In spite of the customer-allocated

funds, the production is clearly behind sched-

ule: the first three aircraft were planned for

delivery as far back as last year and as many as

six An-140s were to be delivered before year-

end 2012. Therefore, commercial carriers are

in no hurry to order the An-140-100 airliners

from Aviakor, though the aircraft would be a

logical choice as a successor to the An-24 that

is widespread among Russia’s regional carriers.

As for the production of the Ilyushin Il-114

in Tashkent, it is being discontinued by order of

the Uzbek government. Recently, the plant has

been fulfilling the contract for six Il-114-100s

for Uzbek flag carrier Uzbekistan Airways. In

August 2011 TAPC delivered the fifth air-

craft (UK-91108). The final sixth aircraft

(UK-91109) was rolled out to the plant’s flight

test facility on 17 May 2012. It is expected to

start flying commercial services in July, and,

probably, that will be the end of the Il-114

production programme in Tashkent. The fate

of the Il-114 airframes remaining at TAPC

(about 10 ready airframes and component sets)

has not been sealed yet.

Actually, of the 14 production-standard

Il-114 aircraft made in Tashkent over 20

years and brought to the flying state (five

Il-114s powered by TV7-117S engines, seven

Il-114-100s powered by PW-127H and two

Il-114T freighters), only six aircraft remain in

service in Uzbekistan (all of them of Il-114-100

version) and one in Russia (the Il-114LL fly-

ing testbed c/n 01-09, RA-91003, supplied to

the Radar MMS company in St. Petersburg in

2005). The two only Il-114, which had been

in commercial operation with Russia’s Vyborg

carrier, RA-91014 and RA-91015 made in

1993–1994, have not flown since 2010 and

been mothballed.

Under these conditions, Russian carriers,

needing a replacement to their An-24s that are

being discarded from service, have no option

other than to turn to foreign-made turboprop

aircraft. However, the situation is not so simple.

In the wake of the much-publicised instruc-

tions by the national leadership, which fol-

lowed last year’s series of high-profile fatal inci-

dents, the government issued Resolution 1212

in December 2011, providing for subsidizing

leasing payments for aircraft with a seating

capacity of up to 55 seats, powered by engines

of any type, and up to 72 seats, powered by

turboprop engines. Actually, a one-time subsidy

allows one to make the advance payment for

leasing a plane. A good measure, no doubt, but

it also should be taken into account that high

customs duty persist for aircraft seating 50–110

passengers (including turboprop planes that the

Russian aircraft industry does not manufac-

ture for commercial operators), which fact will

negate a sizeable portion of subsidies. Obviously,

the customs duty for turboprop aircraft with a

seating capacity of up to 72 passengers (just as

ATR-72 and Q400 have) should be cancelled to

encourage carriers to update their aircraft fleets.

The issue has to be tackled within the framework

of the Customs Union of Belarus, Kazakhstan

and Russia, to boot.

“There has been a disjointed approach used

so far: the Premier’s instructions have been

fulfilled pro forma, but the effect is low”, says

Ilyushin Finance Director General Alexander

Rubtsov. “What is needed is a comprehensive

programme on aircraft fleet renovation and

airline subsidies. It is necessary also to con-

sider the expenditure on airport re-equipment

and certification, personnel training and ATC

system modernisation. Another fundamental

problem is encouragement of operational leas-

ing, which requires modifications to the law

governing leasing and application of govern-

mental subsidies to operational leasing as well”.

In spite of Ilyushin Finance’s having dealt

mostly with financial leasing of aircraft, the

company realises full well that small region-

al carriers, which lack the financial resources

available to major airlines, are more interest-

ed in operational leasing. Operational leasing

agreements are signed for a shorter term (five

years, as a rule), which is less expensive for a car-

rier, on the one hand, for it does not have to buy

the aircraft after the expiration of the financial

leasing agreement, and allows renovation of its

aircraft fleet more often, on the other.

However, promotion of operational leas-

ing, which is turning into a sine qua non for

the encouragement of regional air transport,

call not only for improvements to the legisla-

tion but also for Russian leasing companies to

develop new competencies, particularly, will-

ingness to shoulder all risks pertinent to aircraft

supplied. A

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Airp

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The only An-140-100 assembled by Aviakor plant in 2011. Now Aviakor has orders

for An-140s from Russian Defence Ministry only

Popularity of foreign-made regional turboprops like this Bombardier Q400 with Russian airlines who need to replace their aging An-24s (seen in the background) will depend on improvements to the legislation and operational leasing procedures