T-50: what we learnt of it at MAKS 2011 [p.24, 30, 32]

SSJ100half-year in operation

[p.42]

MC-21 Irkut gearing up

for production launch[p.16]

Mi-34C1 & Mi-382 enter trials

[p.12]

Almaz-Anteyair defence systems

hit the market[p.22]

SSuu-30MKM-30MKMmore fighters for RMAF?[p.48]

december 2011 • Special edition for LIMA 2011

Dear reader,

You are holding in your hands another issue of the Take-off magazine,

a supplement to Russian aerospace monthly VZLET. This issue is timed

to the LIMA 2011 international aerospace and maritime exhibition. The

show on the Malaysian island of Langkawi dates back 20 years and

is the 11th one this time around. Over the two decades since LIMA’s

inception, the show has grown much in terms of scale and participation,

having turned into a major regional aerospace and naval business forum

in Southeast Asia.

Russia has been a regular major participant in LIMA shows owing,

to a large degree, to the increasing scale of aerospace cooperation

between the two nations. In the mid-1990s, the Royal Malaysian Air

Force commissioned into service the MiG-29N fighter developed in line

with its order. A bit later, Malaysian fire-fighting service Bomba received

Russian-made Mi-17-1V and then Mi-171 helicopters. Today, the most

advanced and perfect multirole combat aircraft in service with RMAF is

the Russian-built Su-30MKM fighters delivered by the Irkut Corporation

in an 18-ship batch during 2007–09. Last year, Malaysia became

the launch customer for the advanced new-generation MC-21 short/

medium-haul airliner under development by Irkut in Russia.

In November this year, the Irkutsk Aviation Plant (a subsidiary of Irkut

Corp.) was visited by Malaysian Defence Minister Dato Seri Ahmad

Zahid Hamidi, who familiarised himself with the production of Su-30MK

and Yak-130 aircraft and the productionising of the MC-21 and was

pleased very much with what he had seen. “What I have seen here is

impressive and mind-boggling”, said Dato Seri Ahmad Zahid Hamidi.

“We are discussing the feasibility of further programmes, and Malaysian

companies are always willing to cooperate with Irkut in this sphere”.

“Malaysia is not only a customer to us; rather, it is a key partner.

We would like to consolidate our good partnership with the Malaysian

aerospace industry”, Irkut President Alexey Fyodorov said in turn. In

addition to the Su-30MKM programme, the parties have discussed the

cooperation under the MC-21 advanced airliner family programme,

with the delivery to Malaysia slated for 2017. In addition, the Malaysian

defence minister displayed interest in the Yak-130 programme and

indicated the feasibility of cooperation in this field as well.

The Malaysian defence minister’s visit has become an important

milestone towards the stepping up Russian-Malaysian cooperation in

the aerospace sphere, with the LIMA 2011 show to become an excellent

venue to pursue the cooperation further.

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, 2011

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

December 2011

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 Butrin

Translation Yevgeny Ozhogin

Cover pictureAndrey Fomin

Publisher

Director General Andrey Fomin

Deputy Director GeneralNadezhda Kashirina

Marketing DirectorGeorge Smirnov

Business Development DirectorMikhail Fomin

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 december 2011 w w w . t a ke - o f f . r u2 2

c o n t e n t s

INDUSTRY Two Tu-204SMs already in trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

New aircraft for presidential air detachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Ilyushin 476 first flying prototype nearing completion . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Another Be-200 delivered to Russian Emergencies Ministry. . . . . . . . . . . . . . . . . . . . . . 8

Who will bank on the Little Trotter? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Mi-34C1 has taken to the sky!. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

MiG unveils 3D simulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Mil helicopters:From light to versatile ones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Irkut gearing up for MC-21 production . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

PD-14 New-generation engine for MC-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

AIR DEFENCEAlmaz-Antey on global market . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

MILITARY AVIATIONT-50What we learnt of it at MAKS 2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Yuri Bely: “PAK FA’s AESA radar development is right on schedule” . . . . . . . . . . . . . . 30

Forging arms for T-50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

RusAF Training Centre got 10 Yak-130s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Russian-made An-140s earmarked for military use? . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Tu-214ON: Open Skies without secrets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

RusAF to receive supermanoeuvrable fighters of Su-30MKI family. . . . . . . . . . . . . . . . 37

Six more Mi-28Ns delivered to RusAF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Rostvertol resumes Mi-26 deliveries to Russian Defence Ministry . . . . . . . . . . . . . . . . 38

Arbalet-fitted Ka-52 wraps up its trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

COMMERCIAL AVIATION Polyot and UIA launch An-148 services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Another Il-114-100 kicks off commercial operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Sukhoi Superjet 100Half a year in operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

CONTRACTS AND DELIVERIES Jordan takes delivery of two Il-76MFs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Algerian pilots learning Yak-130 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Construction of new MiG-29K batch kicks off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

RMAF mulling over beefing up its Su-30MKM fleet . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

32

December 2011

12

4

24

16

42

30

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4

The second flying prototype of

the upgraded Tupolev Tu-204SM

medium-haul airliner conducted

its first flight from the factory air-

field of the Aviastar-SP corporation

in Ulyanovsk on 3 August 2011.

The prototype was given number

64151. It spent 52 min. in flight,

controlled by the crew made up

of pilot Alexander Zhuravlyov (hon-

oured test pilot of Russia), co-pilot

Victor Minashkin (Tupolev chief pilot

and honoured test pilot of Russia),

flight engineer V. Salatov and pro-

gramme test engineer N. Fanurin.

The flight was a success, with all

systems functioning well and the

plane’s stability and controllability

praised by the crew.

In mid-August, the aircraft was

ferried to Zhukovsky, Moscow

Region, and used as a static display

in the MAKS 2011 air show. There,

one could see the interior of the

cabin and flightdeck of the upgraded

airliner.

Aviastar having construct-

ed the second flying prototype

allows speeding up the Tu-204SM

certification tests kicked off by

the first flying prototype (No.

64150) in April. As is known,

it first flew in Ulyanovsk on 29

December 2010 and was ferried

to Tupolev’s Zhukovsky Flight

Test and Development Facility at

Gromov LII’s airfield. Aviastar is

manufacturing the third Tu-204SM

(No. 64152) now. The certification

tests are to be wrapped up in 2012,

when deliveries of the first produc-

tion aircraft may be launched.

The Tu-204SM differs from the

production Tu-204 and Tu-214

in improved flight and operating

characteristics, with the operat-

ing experience of its predecessors

taken into account during its devel-

opment. The Tu-204SM’s features

include the advanced PS-90A2

engines from Aviadvigatel JSC

in Perm, developed in coopera-

tion with Pratt&Whitney and pro-

ductionised by the Perm Engine

Company, and an advanced avi-

onics suite that has allowed a

crew reduction down to two mem-

bers. Close attention is paid during

the Tu-204SM’s development to

the introduction of an after-sales

maintenance system meeting inter-

national standards.

The aircraft with the 108-tonne

maximum takeoff weight takes 215

passengers in the single-class lay-

out out to 4,800 km or 166 in the

two-class layout to a distance of

6,100 km. The design life of the

Tu-204SM is 60,000 flying hours,

45,000 flights or 25 years in service.

At present, UAC and Tupolev are

in talks with potential launch cus-

tomers for the Tu-204SM, particular-

ly, VIM-Avia and some other Russian

carriers. In addition, Tupolev late in

September reported the signature

of the memorandum of understand-

ing with Syrian carrier Syrianair on

delivery of three Tu-204SMs starting

from 2013 and then setting up a

maintenance centre for aircraft of the

type on the premises of Syrianair.

On 27 October 2011, the air-

field of the Kazan Aviation

Production Association named after

S.P. Gorbunov (KAPO) witnessed the

maiden flight of the new Tupolev

Tu-204SUS special-purpose air-

craft (RA-64522) built on order by

the Russian Presidential Property

Management Department. The air-

craft was piloted by a crew led by

KAPO test-pilot Alexey Ryabov. The

aircraft carrying a “special communi-

cations centre” (SUS in Russian), is

the fifth airliner out of the six special

Tu-214 derivatives ordered by the

Presidential Property Management

Department.

The first two aircraft the depart-

ment ordered from the Kazan-based

aircraft manufacturer – Tu-214SR

relay aircraft (RA-64515 and

RA-64516) – were built in 2008 and

handed over to the Rossiya special air

detachment in a ceremony on 1 June

2009. Last year, KAPO assembled two

more aircraft under the Presidential

Property Management Department

order. They were Tu-214PU VIP air-

borne command posts. The former of

the two (RA-64517) was received by

Rossiya in October 2010 and the lat-

ter (RA-64520) in January this year.

The government-awarded order

for two Tu-214SUS aircraft is to be

fulfilled before year-end. The second

aircraft of the type (RA-64524) was

rolled out right on the heels of the

first Tu-214SUS. Once it is deliv-

ered, the Kazan-based aircraft maker

will have fulfilled the order from the

Presidential Property Management

Department for six special aircraft

derived from the Tu-214.

The aircraft fleet of the presidential

air detachment is to be beefed up with

other new domestically-built types as

well. In October, the Aviastar-SP close

corporation in Ulyanovsk rolled out

two Tupolev Tu-204-300A airliners

(RA-64057 and RA-64059) at once.

RA-64057 first flew on 29 October,

controlled by a crew led by Tupolev JSC

test-pilot Victor Minashkin. According

to Tupolev, the Tu-204-300As slated

for the presidential air detachment

are equipped with “a VIP cabin that

has been soundproofed effectively,

furnished with up-to-date telephone

communications systems and pro-

vided with Internet access”.

Two Tu-204SMs already in trials

New aircraft for presidential air detachment

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12–15% operational cost reduction in comparison with existing analogues.

Innovative design solutions for airframe.

Optimal fuselage cross-section to increase the comfort level or to reduce the turnaround time.

Cooperation with the world leading suppliers of systems and equipment.

Matching future environmental requirements.

Expanded operational capabilities.

Aircraft family with expanded operational capabilities and a new level of economic effi ciency

take-off december 2011 w w w . t a ke - o f f . r u

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

6

The Aviastar-SP close corporation

in Ulyanovsk is to complete and roll

out the first flying prototype of the

Il-76TD-90A (Project 476) transport

aircraft before year-end. The flying

prototype’s (c/n 01-02) airframe join-

ing and general assembly was over

in August, after which installation of

aircraft systems began. At the same

time, the plant was making an example

for endurance tests (c/n 01-01), and its

fuselage central section with the wing

centre section and wing panels was

sent to Zhukovsky, Moscow Region,

in late September for testing by TsAGI.

The upgraded Il-76 production-

ising programme is under way at

Aviastar-SP under the governmental

resolution dated 20 December 2006.

The feature setting Aircraft 476 radi-

cally apart from the Il-76 previously

built in Tashkent is to be a redesigned

wing with wing panels that are single-

piece throughout their wingspan. The

wing panels lack the middle spar in

the wing box and with the stringer set

riveted to the wing panels. The design-

ers expect the solutions to slash the

structural weight by far. The planes to

be made in Ulyanovsk will be powered

by PS-90A-76 engines as some of the

last versions of the Tashkent-made

Il-76 are. Ulyanovsk-manufactured

transports will carry an up-to-date avi-

onics suite that will show information

on six 6x8-inch multifunction displays

(MFD). All technical documentation

relevant to the plane is issued in the

digital form.

The ‘all-glass’ flight-deck of the

upgraded Il-76 was unveiled at MAKS

2011 in August. The mockup displayed

is a stand for testing and debugging

avionics and airborne equipment and

for training test pilots in flying the

upgraded plane.

Assembly of the fuselage sections

of the first two Il-76TD-90As began in

Aviastar’s assembly shop in 2009. A

year later, manufacture of new-design

wing panels commenced there. To

speed up the construction, some of

the airframe’s assemblies for the first

two planes (empennage and wing-

tips) have been ordered from TAPC in

Tashkent. The prototype of the upgrad-

ed Il-76 is expected to fly for the first

time in Ulyanovsk early in 2012.

Aviastar plans to launch produc-

tion of the upgraded aircraft once

the prototypes have completed their

test programme. Manufacture of parts

for the first three production planes

started as far back as July of last year.

The plant is going to make three pro-

duction aircraft a year at first, with the

subsequent output rate to grow up to

seven planes per annum.

Not only the Il-76MD-90A airlifter

and Il-76TD-90A commercial transport

versions are planned to be made in

Ulyanovsk under the Ilyushin 476 pro-

gramme, but a number of special vari-

ants as well. For instance, Ilyushin 476

is to be used as the platform for a new

tanker plane intended to replace the

Il-78 and Il-78M built in Tashkent pre-

viously. A model of the future AEW&C

aircraft based on the Ilyushin 476

airframe was shown during the

International Air Transport Forum in

Ulyanovsk in April this year, with the

aircraft featuring a redesigned wing,

PS-90A-76 engines and other design

features of future Aviastar-made Il-76s.

The plane has all of the accoutrements

of the A-50 AEW&C aircraft and its lat-

est versions and upgrades, e.g. a radar

in the spine-mounted rotodome, other

extra antenna systems and equipment,

cooling air intakes set in various parts

of the airframe, metal fuselage nose

section instead of the characteristic

Il-76 airlifter’s navigator’s ‘glass bub-

ble’, in-flight refuelling system, etc.

That the advanced AEW&C sys-

tem will be based on the Ulyanovsk-

upgraded Il-76 was told to the media

in August by Russian Air Force chief

Col.-Gen. Alexandr Zelin: “There is full

backing by the chief of the General

staff, there is financial support. The

aircraft is to be developed by 2016,

and the platform itself is to be ready

about 2013–14”.

The Russian Defence Ministry is

expected to be the launch customer for

the Ulyanovsk-made Ilyushin 476, after

which domestic and foreign commer-

cial operators may apply too. Aviastar

Director General Sergei Dementyev

estimates the overall volume of the

476 programme throughout 2020 at

about a hundred aircraft.

Ilyushin 476 first flying prototype nearing completion

Take

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www.migavia.ru

take-off december 2011 w w w . t a ke - o f f . r u

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

8

The MAKS 2011 air show held

in Zhukovsky in August was where

a new light twin-engined turboprop

plane dubbed Rysachok (Russian

for Little Trotter) made its debut.

The aircraft was developed by the

Technoavia scientific and design

company in Moscow and made

by the TsKB-Progress rocket and

spacecraft centre in Samara under

the contract on an advanced trainer

aircraft for civilian flying schools,

signed with the Russian Ministry

of Transport in June 2007. As

many as two flying prototypes of

the Rysachok are undergoing tests

at the Gromov Flight Test Institute

(Gromov LII).

Prototype c/n 00-01 took to the

air on its maiden flight from the

Bezymyanka airfield in Samara on

3 December last year. The debugging

and factory test phase in Samara

was completed six months later, after

which the plane was handed over to

the developer, Technoavia, for certi-

fication tests at Gromov LII. The first

Rysachok (side number 777) was

ferried from Samara to Gromov LII’s

airfield in Zhukovsky on 3 June.

Also in June, TsKB-Progress

assembled the second flying proto-

type (c/n 00-03). Following its initial

flight tests in Samara and its painting

by the Ulyanovsk-based company

Spektr-avia, the aircraft with side

number 778 came to Gromov LII’s

airfield on 23 July. Both prototypes

were shown during MAKS 2011, with

the first one performing demo flights

almost every day and the second one

shown as static display.

Following the completion of the

certification trials that will involve

another flying prototype (c/n 00-05),

the decision to launch the Rysachok’s

production at TsKB-Progress’s facili-

ties may be taken. A total of five

prototypes are to be built under the

current contract with the Russian

Ministry of Transport. The static

tests prototype (c/n 00-02) was the

first to be made in 2010. It has been

undergoing structural tests in TsAGI,

with aircraft c/n 00-04 to be used for

endurance tests.

The current contract stipulates

the manufacture of at least 30 pro-

duction aircraft for Russian civilian

flying schools, the Ulyanovsk Higher

Aviation School of Civil Aviation in

the first place. However, that the

order will be placed is no longer

for sure, because the Federal Air

Transport Agency complains of the

development slipping behind sched-

ule and of the economic terms of

the possible deal and subsequent

operation. It is an open secret that

the flying school in Ulyanovsk has

had Austrian-made Diamond DA42

twin-diesel planes bought, with the

Diamond DA42’s fuel consumption

being even less than that of the

main ‘flying desk’ of Russian airline

pilots – the Yak-18T single-piston-

engine primary trainer.

In addition to its primary pur-

pose, the Rysachok powered by two

M-601F turboprops rated at 750 hp

each can carry 10 passengers or

1,570 kg of cargo on commuter

lines, or 15 parachutists, or six

casualties on stretchers, accompa-

nied by a medic. It also can conduct

patrol, search and rescue (SAR)

and air surveillance operations, etc.

It will be clear pretty soon whether

the plane will be needed in any of

these capacities or the programme,

which is rather attractive, albeit

loosing the support of the Ministry

of Transport, will have to be dis-

continued.

4 October 2011 saw a new Beriev

Be-200ChS amphibian named Pyotr

Streletsky (registered as RF-31121,

c/n 301) take off from the Taganrog-

Yuzhny airfield for its maiden flight.

The aircraft is built for the Russian

Emergencies Ministry. The crew of

Beriev test pilots Yevgeny Yurasov

(commander) and Nikolai Kuleshov

(co-pilot) flew the amphibian.

According to the pilot, all systems

operated normally on a three-hour

flight, with the crew pronouncing

the stability and controllability of

the version higher than those of the

earlier ones were.

Due to the shifting of Be-200

amphibian production from the

Irkutsk Aircraft Plant (an affili-

ate of the Irkut corporation)

to Taganrog, the Irkutsk-built

Be-200ChS (c/n 301) was handed

over to the Beriev company in

mid-2010 for finalising the pro-

duction cycle at Beriev’s manu-

facturing facilities. The new-series

amphibian embodies the solu-

tions prompted by the critique

stemming from the opeval by the

Russian Emergencies Ministry and

the validation process as part of

the EU certification.

The new Be-200ChS performed

successful takeoffs, splashdowns

and water scoops out in the Azov

and Black seas on 7 and 9 October.

In all, six sorties were flown

between 4 and 9 October 2011, and

a total of 20 h 12 min were logged,

including over 20 water scoops

and drops. The handover ceremony

to Russian Emergencies Ministry

took place on 21 October, with the

aircraft departing to its new station,

the Emergencies Ministry Siberian

Regional Centre in Krasnoyarsk.

Who will bank on the Little Trotter?

Another Be-200 delivered to Russian Emergencies Ministry

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take-off december 2011 w w w . t a ke - o f f . r u

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

10

Not long before the MAKS 2011 air

show this summer, the Mil Moscow

Helicopter Plant (a subsidiary of the

Russian Helicopters holding compa-

ny) completed two prototypes of the

upgraded Mi-34C1 light helicopter –

the OP-1 (side number 343) trainer

version for Russian Air Force flying

schools and the OP-2 (side number

342) for commercial operators. The

prototype of the commercial version

of the Mi-34C1 made its first hover

on the premises of Mil in Tomilino,

Moscow Region, early in August.

Honoured Test Pilot Sergei Barkov

took it for its maiden mission on a cir-

cuit flight on 4 August and practiced a

demonstration set of manoeuvres for

display during MAKS 2011.

During the show in Zhukovsky, the

black-painted Mi-34C1 (OP-2) was

shown at the Russian Helicopters

display area and flew demo flights

virtually every day, while the military

version prototype, the OP-1, wearing

the new grey paintjob of the Russian

Air Force, could be seen at static

display near Oboronprom’s pavilion.

The upgraded machine differs

from the Mi-34C built by Progress in

Arsenyev in a more powerful engine,

the nine-cylinder piston M9FV with

forced air cooling and a takeoff power

of 365 hp; introduction of hydraulic

actuators to the helicopter control

system; modified nose section, and

a number of other features aimed

at enhancing its efficiency, reliability

and service life. At the customer’s

request, the traditional ‘steam-gauge’

instruments can be replaced with the

‘all-glass’ cockpit, with all data shown

on colour multifunction LCDs.

The Mi-34C1 can be used for train-

ing of military and commercial pilots,

for sports and for handling a wide

range of tasks inherent in all light

helicopters. It seats three passen-

gers and a pilot or carries 400 kg

of cargo and flies at a maximum

speed of 220 km/h (cruising speed

of 180 km/h) to a distance of 450 km

(910 km with additional tanks) with a

maximum takeoff weight of 1,450 kg.

The completion of the trials and

issuance of the type certificate

supplement are slated for late this

year. Then, the Mi-34C1 will enter

production at the Progress joint

stock company (Russian Helicopters

subsidiary). Deliveries are to com-

mence in September 2012. The

UTair company has already ordered

10 machines for its training centre.

Keen interest in the Mi-34C1 also

has been displayed in Europe, where

the new aircraft is far less expensive

than its Western rivals are, but is

similar or even better in terms of

performance. Russian Helicopters

also expect deliveries to Russian Air

Force fluing schools. “We count on a

market of 1,000 helicopters in vari-

ous versions”, Mil Designer General

Alexei Samusenko stressed.

At Dubai air show in November

2011, the MiG corporation has

unveiled its latest product – the

unique 3D simulator allowing simu-

lated piloting of up-to-date fighters

of the MiG-29 type throughout their

flight envelope with 3D visualisation.

There are many simulators of

advanced warplanes, used for train-

ing of aircrews. As a rule, they have

a projection system, whose projec-

tors generate lookup and lookdown

imagery on a flat or spherical dis-

play. The current display visualisation

techniques simulate the surrounding

environment but lack the 3D visual

effect. This hampers the pilot’s accu-

rate ranging of the objects seen and

estimation of their dimensions, which

is very important for fulfilling several

specific piloting tasks, e.g. formation

flying, mid-air refuelling and tradi-

tional landing approach.

Imitation of remote objects in the

surrounding environment is ensured

by collimator visual systems. Owing

to the system of projectors, prisms

and mirrors, such simulators gener-

ate lookup and lookdown imagery

going to infinity. The shortcomings of

collimator visual system simulators

are their being cumbersome, lack

of the 3D visual effect, limited field

of view and ability to see the sur-

rounding environment from the pilot’s

station only.

The MiG corporation has devel-

oped a drastically novel type of

advanced fighter simulator, which

lacks these shortcomings and allows

a high degree of accuracy in simulat-

ing the 3D surrounding environment

the pilot sees from the cockpit. The

simulator is based on the concept

of generating 3D lookup and look-

down imagery with the use of special

spectacles similar to those used in

3D cinemas. Just don the spectacles

and the double flat image on the

screen goes 3D. Owing to this, there

is the complete illusion of real flight,

and even a rookie pilot can easily

guess the range to and the size of the

objects he sees.

The advanced 3D simulator from

the MiG corporation comprises the

cabin imitating the combat station

of the pilot of the up-to-date fighter

of the MiG-29 type with real aircraft,

engine and basic system controls,

a projection system with a display,

and digital computers with relevant

software, controlling the operation

of the simulator. A graphic example

of the implementation of 3D effects

in MiG’s advanced simulator is the

imitation of mid-air refuelling, dur-

ing which the contact between the

virtual image of a tanker plane’s

refuelling drogue and the real refuel-

ling probe fitting the 3D simulator

cabin is rendered.

The advantages offered by the 3D

simulator’s 3D surrounding environ-

ment imagery has been appreciated

by not only MiG’s test pilots, but

pilots from other Russian aircraft

developers and the Air Force. Foreign

pilots sat in MiG’s 3D simulator when

it was unveiled in Zhukovsky dur-

ing MAKS 2011 in August this year.

Many of them gave it raving reports,

for there are no systems in Russia,

Europe and the United States to rival

the simulator.

Mi-34C1 has taken to the sky!

MiG unveils 3D simulator

Ale

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

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

A top priority among Russian helicopter development programmes is that of the Mi-38 multirole helicopter. We saw its new version, the Mi-382, at MAKS 2011. What has been done under the programme and when will the market be able to get its production-standard variant?

The Mi-38 development programme is

important not only to our company, but also

to Russia as a whole. Moreover, I am certain

that the Mi-38 will be in demand on the

global market as well.

The programme has been given high pri-

ority and support by the government. Having

met some of potential buyers, we have seen

their positive response. Representatives of

air carriers have familiarised themselves

with a ‘live’ machine and the advanced

technical solutions embodied in it to make

it easier for flying and ground crews to oper-

ate it. Mention also should be made that

according to our estimates, the innovation

introduced as part of the programme can

influence the advanced helicopter’s flight

hour cost heavily. This is a considerable

competitive factor under the current eco-

nomic conditions.

The Mi-38 is in trials now. It is the second

prototype, the OP-2, that virtually reflects

the configuration sought. We plan that the

OP-2 will have completed the factory flight

tests in 2011, and we will launch the cer-

tification check trials. At the same time,

the OP-1 powered by TV7-117Vs (it was

designated as Mi-382) is going to complete

the developmental tests and, in 2012, will

begin its certification trials. In addition,

the Kazan Helicopters is completing the

construction of the third prototype (OP-3)

powered by Russian engines and fitted with a

Russian avionics suite; the OP-4, the fourth

prototype, will follow it during 2012–13 to

become the standard for Mi-38 production.

Overall, we plan to complete the whole of

flight test programme during 2012–13 and

switch to full-scale production of the heli-

copter in 2014.

What might be the Mi-38’s flight hour cost as planned by Mil? How superior of the in-service Mi-8 and Mi-17 will the advanced

helicopter have to be to prompt keen interest of potential buyers?

The issue of flight hour cost is not as sim-

ple as it may seem on the face of it. The flight

hour cost is generated mostly by the cost of

the remuneration of flying and ground crews

and the cost of fuel. The influence of the

share of the aircraft maintenance cost on the

flight hour cost is insignificant.

As for the second part of your question,

the Mi-38 should be similar to the Mi-8 in

terms of flight hour cost, which will prompt

potential customers opt for the Mi-38, con-

sidering the strengths of the advanced heli-

copter.

Strictly speaking, the Mi-38’s service

entry with operators may result in a dras-

tic change in their approach to operation.

While present-day Mi-8s have to have their

main rotor blades replaced every seven to

eight years, this will have to be done far less

MIL HELICOPTERSFROM LIGHT TO VERSATILE ONESRussian international air show MAKS 2011 became a venue of numerous heli-

copter debuts, e.g. the Russian Helicopters holding company unveiled several

helicopter types in the form of full-scale examples, with experts noting the Mil

Mi-38 medium helicopter’s version powered by Russian engines TV7-117V and the

upgraded Mi-34C1 light helicopter from the Mil Moscow Helicopter Plant. Take-off’s

Deputy Editor-in-Chief Vladimir Shcherbakov asked Mil Designer General Alexei

Samusenko for comment on these and other programmes.

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often, if all goes to plan. Under the Mi-38

programme, a new service life policy is being

implemented along with introduction of

other up-to-date engineering and techno-

logical solutions.

Will the twin-powerplant Mi-38 concept persist and how can this influence its demand by Russian and foreign customers?

The Mi-38 programme is double-track,

using a Pratt& Whitney Canada engine and

the Russian-made Klimov TV7-117V. This is

the philosophy of the programme.

In the outcome, the Mi-38 will have

two variants of powerplant. We believe this

can influence the price of the production

machine and cause the interest of for-

eign operators, on the one hand, and woo

Russian customers (both civilian and uni-

formed one), on the other. I would like to

stress that Russian uniformed services have

been keen on the Mi-38 due to their need

in aircraft like that. Foreign companies have

shown interest too.

The advanced helicopter is among the

best in terms of carrying capacity. Unlike the

Mi-8, it hauls 6 t of internal cargo, rather

than 4 t, and up to 7 t slung under belly. In

addition, the Mi-38 features low vibration

and reduced noise and can be flown by a

reduced crew of two.

What other features, do you think, will attract potential customers?

I believe the Mi-38 is a 21st-century

helicopter, because we have succeeded in

implementing cutting-edge design solutions

in it, including up-to-date electronics and

materials. By the way, composites make up

over 30% of the total volume of materials

used in the machine. Such key structural

elements as the main and tail rotor blades

and fuselage parts are made of composites.

We plan that the helicopter will have an

extended service life. We assume the Mi-38

will, possibly, have no service life limits, but

will be operated on condition instead.

In addition, we have equipped it with the

Aerosila TA-14 auxiliary power unit (APU),

which allowed easier engine start-up and

enhanced the quality of ground mainte-

nance. The reason is that the APU will feed

power to the heating or air conditioning

system and cargo handling equipment on

the ground when ambient temperature is

too high or too low. The need for an APU

like that has been proven by practice; hence,

operators require it, especially in case of

operations from austere helipads.

The helicopter also has been furnished

with the third auxiliary hydraulic system

enhancing the ease of cargo handling in

terms of ground clearance alteration and

variation of the ramp position for rolling

hardware on and off. Thus, the onboard

cargo handling mechanisation system got a

generation system of its own and can oper-

ate round the clock without excessive noise

and emissions.

Special mention should be made of the

advanced flight navigation system from the

Transas company, which we have mounted

on the Mi-38. The system is state-of-the-art

in terms of automation of helicopter navi-

gation, flight and route modes. The flight

navigation system makes it much easier for

the pilot to fly, especially in limited weather

minimum, in atmospheric precipitations

and stiff wind.

In addition, Transas has been vested with

developing a Mi-38 simulator. Probably,

it is the first time in this country when a

simulator is being developed at the same

time with the development of a helicopter.

The simulator we plan to offer to potential

customers will imitate the cockpit and agility

of the helicopter, responding to the controls

and simulating surrounding environment.

Transas and we are looking into the feasibil-

ity of developing of a separate Mi-38 simula-

tor centre.

What is the prospect for the Mi-8/17 family?

The Mi-8/17 family has undergone sev-

eral modernisations, but we believe that its

upgradeability has not been exhausted yet

and, which is more, they are still in demand

throughout the world. Therefore, we are

running the so-called reverse upgrade of the

family, i.e. use some of the solutions featured

by the advanced Mi-38 in older machines.

In the near future, most modifications can

be applied to the main rotor that we are

going to ‘borrow’ from the Mi-38. We expect

it to enable the Mi-38 to fly faster and higher

and ensure a new approach to the service life

of the rotor system, though no substantial

modernisation of the airframe is planned.

The Russian Helicopters holding com-

pany is running a heavy upgrade programme

for the helicopters of the family, with the

upgraded machine dubbed Mi-171A2. The

Mi-171A1 version, which holds an up-to-

date airworthiness certificate and interna-

tional recognition, is to be upgraded. A

key objective of the upgrade is to retain

the current slice of the market in the niche

and enhance the machine’s safety. The lat-

est model will have a main rotor with all-

composite blades, with the tail rotor to be

made of composites too. The main and tail

rotors are to feature advanced aerodynamic

configurations based on the latest scientific

advances and TsAGI’s wealth of experience.

All the above will facilitate long-term

calendar-time operation a considerable

increase in service life. At the modelling

stage, we managed to produce a speed of

280 km/h with power and control mar-

gins remaining. The advanced aircraft also

will feature extended range – 800 km in

And

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the baseline configuration. The upgraded

helicopter also is to carry a flight naviga-

tion system handling the same functions its

counterpart on the Mi-38 does.

During MAKS 2011, we demonstrated

the upgraded Mi-17-1V, for which devel-

opment we paid out of pocket. It is fitted

with the IBKV-17 flight navigation system

from Transas. Once the machine’s test pro-

gramme had been complete, we offered the

aircraft to the Russian Defence Ministry and

foreign customers.

Not long ago, Russian Vice-Premier Sergei Ivanov said 800 light helicopters would be needed throughout 2020 to renovate the civil aviation aircraft fleet. Light helicopters have been in special demand abroad of late owing to their ability to shoulder some of the functions handled by medium helicopters at

far lower unit and operating costs. In this connection, could you tell us of the work Mil is doing in the light helicopter field and what has been emphasised in this segment of the Russian helicopter industry?

Right, light helicopters are an important

thing Mil has been dealing with for quite a

while. Today, the Mi-34 is our priority in

this class, it was developed from the outset to

ensure basic training of helicopter pilots and

participation of Russian helicopter sports

teams in competitions.

The development of the Mi-34 was

launched as far back as the Soviet times

with the use of the specifications require-

ment from the Soviet Defence Ministry. The

machine cleared its official trials milestone

in 1986, its compliance with the specifi-

cations requirement was confirmed and a

report recommending its full-scale produc-

tion was issued.

Actually, the helicopter proved to be a

success, with a takeoff weight of 1,450 kg. Its

design enabled its crew to pull of aerobatics

more inherent in fixed-wing aircraft than in

helicopters, e.g. the loop and roll.

On the other hand, the Mi-34, which later

found itself in a different country under dif-

ferent economic conditions in fact, could

not always rival some of the foreign helicop-

ters in the class, e.g. those from Robinson or

Schweitzer. Given request from civilian cus-

tomers, however, we have had the helicopter

certificated and we have dubbed it Mi-34C.

The next phase of the Mi-34 programme

kicked off several years ago. As part of work-

ing out an advanced helicopter family by

Russian Helicopters holding, we took due

account of the high demand of up-to-date

light helicopters, and the Mi-34 then got its

second wind, in fact. The latest helicopter

has been designated as Mi-34C1. It has

retained all of the advantages of the baseline

sports version, but has gained commercial

traits that are so important to operators. In

particular, we have managed to extended

its range out to 450 km, its engine has been

replaced with a more powerful one, the

degree of comfort has grown and the appear-

ance of the machine has improved, i.e. we

have implemented what normally stems from

successful sales of any advanced aircraft.

This summer, we made two prototypes

dubbed OP-1 and OP-2 – a trainer variant

for Russian Defence Ministry flight schools

and a commercial version respectively. Early

in August, the OP-2 conducted its maiden

flight on the premises of the Mil Moscow

Helicopter Plant in Tomilino, Moscow

Region. The advanced machine was demon-

strated as part of MAKS 2011’s flight pro-

gramme, evoking keen interest on the part of

civilian and military potential customers. To

date, tentative agreement has been achieved

or orders for dozens of machines have been

awarded by a number of Russian and for-

eign helicopter users, particularly, the UTair

company. Foreign customers have shown

interest in the Mi-34C1 too. We expect the

Mi-34C1 to meet the requirements of most

exacting consumers.

The Mi-34C1 certification programme

is slated for completion by year-end 2011.

This will allow the machine to enter full-

scale production at the Progress plant in

Arsenyev and kick off its deliveries in 2012.

In our opinion, the Mi-34C1 will be in high

demand as an initial training helicopter.

Now, it will be more comfortable to both the

instructor-pilot and the rookie.

What are the features of the latest Mi-34 version?

Mi-34C1 prototype entered flight tests in early August 2011

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The Mi-34C1 features a modified con-

figuration, the upgraded M9FV engine and

improved flight performance, as well as

an advanced control system. As is known,

the simplicity and cost of the first version

of the Mi-34 were maximised; in particu-

lar, its control system was mechanical and

required that the pilot should make a lot of

physical effort in certain operating modes.

The helicopter has been furnished with the

hydraulic system, so even a woman will be

able to control it without too much effort.

We have used foreign-made components.

The Goodrich company is our partner in

terms of components. It has provided the

hydraulic actuators it has developed and

made. Now, the machine will surpass the

popular Robinson R44 in terms of perfor-

mance, in particular, the Mi-34C1 will have

a higher static ceiling.

The helicopter seats three passengers and

a pilot or 400 kg of cargo. With the 1,450-kg

maximal takeoff weight, it flies at a maxi-

mum speed of 220 km/h out to 450 km

(as far as 910 km on extra tanks). Special

mention should be made that the tradition-

al ‘steam-gauge’ type instruments can be

replaced at the customer’s request with the

‘glass cockpit’, where all data are shown on

colour multifunction liquid-crystal displays.

We have scrutinised the major foreign-

built helicopters in the class, introduced

modifications and got a well-designed

machine with high design flight and operat-

ing characteristics that, hopefully, will be

fully proven during the trials. Throw a rather

attractive price in for good measure.

Could you give us more detail on the Mi-34C1’s advantages over the R44? As is known, full-fledged competition requires the best or comparable economic efficiency and flight hour cost in addition to top-rate flight performance and streamlined maintenance. Probably, UTair has preferred the Mi-34C1 to the R44 for a reason, hasn’t it?

Under the Mi-34 modernisation specifi-

cations requirement, we needed a consider-

able service life extension – we intend to

achieve a helicopter service life of 15,000

flight hours and the 5,000-flight-hour ser-

vice life of the assemblies as well as ensure a

1,000–1,500-h increase in the time between

overhauls at first and then extend it even

further up to 1,700 flight hours. It will be a

helicopter on a par with Western analogues

or even better in terms of service life.

As far as the Mi-34C1’s service life and

flight hour cost are concerned, the machine

will be rather competitive. To my mind, its

flight hour cost will be at least 1.5 times

lower than that of its foreign rivals. Therefore,

we are optimistic about the future of our

machine – both in Russia and abroad.

Mi-34C1 second flying prototype (OP-2) in commercial version

Mi-34C1 first flying prototype (OP-1) in a trainer version for Russian Air Force

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At present, the Irkutsk Aviation Plant is a

major player of the Russian aircraft industry

and, probably, its branch’s leader in terms of

output. Sukhoi Su-30MKI multirole super-

manoeuvrable fighters and Yakovlev Yak-130

combat trainers are built in Irkutsk now.

According to Irkutsk Aviation Plant Director

General Alexander Veprev, the company

manufactured 38 Su-30MKI fighters, includ-

ing knockdown kits for licence production in

India, and nine Yak-130s in 2010 – overall,

47 aircraft that make up more than half of the

planes built in Russia last year.

Irkut launched deliveries of A320 airliner

components to Airbus under an interna-

tional cooperation programme in 2007. The

plant had productionised three assemblies

for A320 family airliners – the nose wheel

bay, keel beam (the basic load-bearing ele-

ment of the lower fuselage in the wing cen-

tre section area) and flap rail. The volume

of the deliveries to Airbus has been on the

rise steadily. For instance, the two first nose

wheel bays were delivered in 2007, as many

as 21 in 2008, 82 in 2009 and 104 in 2010.

The keel beam deliveries began in 2008 with

the first four units, as many as 34 keel beams

went to Toulouse from Irkutsk in 2009 and

71 in 2010. Considering that Airbus sold

about 400 A320 family airliners per annum

in 2009–10, every fourth of them is fit-

ted with an Irkutsk-made nose wheel bay

and every sixth of them with an Irkutsk-

manufactured keel beam.

Fulfilling the orders awarded by Airbus in

its time kicked off a drastic modernisation

of the production facilities and engineer-

ing processes of the Irkutsk Aviation Plant.

Acquisition of advanced equipment, train-

ing of personnel in using it and introduc-

tion of stringent quality control systems

began. According to Irkut President Alexey

Fyodorov, the plant has invested 10.8 billion

rubles (about $360 million) in the produc-

tion facilities modernisation over the past

six years, which became the first and rather

impressive step towards the production of

the advanced MC-21 airliner.

At the first stage of the technical re-

equipment, the company has switched to

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IRKUT GEARING UP FOR MC-21 PRODUCTION

The development and production of the MC-21 short/medium-haul airliners

designed to seat from 150 to 210 passengers is to become the key advanced com-

mercial aircraft programme of the Russian aircraft industry. At the MAKS 2011 air

show in August, experts and the public were shown a full-size MC-21’s cabin and

flightdeck mockup and full-scale components of the future airliner’s wing that will

be all-composite. The Irkut corporation was appointed prime contractor for the

MC-21 development and production under the Russian president’s directive dated

6 June 2010. The Irkutsk Aviation Plant, a subsidiary of Irkut Corp., will make pro-

totypes and then all production-standard aircraft of the MC-21 family. The Take-off

editor has had an opportunity to see the company gearing up for the MC-21 pro-

duction during his recent visit to the plant.

Andrey FOMIN

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the up-to-date regulatory framework by

having introduced more than 200 standards,

introduced digital design and productionis-

ing methods and updated over 280 units

of equipment – machines, laboratories

and testing facilities. An up-to-date qual-

ity management system has been adopted

(EN9100 standard) and advanced global

logistics schemes and lean manufacturing

technologies have been implemented. This

resulted in the output per worker total-

ling 4.2 million rubles (about $140,000) in

2010 – the best showing in Russia’s aircraft

industry.

A revolution has taken place in the infor-

matisation of the production facilities through

introduction of CAD/CAM/CAE/PDM

technologies for mathematic modelling

of the plane’s aerodynamic configura-

tion, engineering and kinematic analysis

of items, 3D design and manufacture of

parts with subsequent automated quality

control by means of measurement inspec-

tion machines, laser/optics-assisted final

assembly, design and shop-floor documen-

tation and data and their use in managing

the company. To date, Irkut has had over

1,300 jobs for design and preproduction

planning based on CAD/CAM/CAE/PDM

technologies.

A considerable upgrade has taken place at

the blank punching and mechanical assem-

bly shops, where technologies relevant to

MC-21 production have been introduced.

The Irkutsk Aviation Plant is especially

proud of its electroplating facility – the

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Alexey Fyodorov, Irkut Corp. President: “Airbus orders for A320 components manufacturing forced us to begin modernisation of Irkutsk Aviation Plant production facilities which became the first step to MC-21 production preparation”

A320’s keel beam manufacturing at Irkutsk Aviation Plant

Every fourth A320-family airliner now has Irkutsk-maid nose wheel bay

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shop applying coatings and performing

chemical processing of parts. No other

Russian aircraft manufacturer can rival it

yet. To date, over 40 special processes have

been introduced in Irkutsk both under the

ongoing programmes and for the future

production of the MC-21. They include

aluminium and titanium alloy part anodis-

ing, aluminium part dimensional chemical

etching, vacuum titanium alloy part thermal

processing, luminescent control, etc.

Modernisation of the assembly shop has

begun. As part of the effort, the mechanical

riveting process has been mastered, as it will

be a key MC-21 manufacturing technology,

advanced aggregate assembly technologies

have been introduced and used in produc-

tion of components for Airbus and an auto-

mated mating concept has been tested.

This has resulted to the existing Irkutsk

Aviation Plant facilities being even now fit

for manufacture of MC-21 prototypes for

static, endurance and flight tests. However,

a radical revamp of the aggregate and final

assembly shops will be needed for subse-

quent full-scale production with the output

planned.

Phase II of the plant’s technical update

will mostly be focused on this in the coming

year. Automatic aircraft assembly mating

processes are to be introduced. Provision

has been made for designing and manufac-

turing a specialised MC-21 aggregate and

final assembly line. At the same time, there

will be an increase in the blank punch-

ing and mechanical assembly shops’ capa-

bilities, and the launch of advanced special

processes, e.g. electroplating and painting,

will have been completed.

At the Le Bourget air show in June this

year, Irkut and German company DURR

Systems GmbH clinched a deal on setting

up an MC-21 aircraft assembly produc-

tion line on the premises of the Irkutsk

Aviation Plant. A contract for delivery of

the complete set of the MC-21 assembly

line with the use of advanced digital tech-

nologies was awarded to DURR Systems

GmbH at the MAKS 2011 air show in

August. Under the contract, DURR

System GmbH shall develop, manufacture

and assemble MC-21 assembly systems,

including programmable positioning and

laser measurement systems, at the Irkutsk

Aviation Plant. The equipment will be

used for assembly of both future produc-

tion-standard and all prototype examples

of the advanced airliner, which will allow

the productionising and certification pro-

cess to speed up. In so doing, the shops to

house the production line are planned to

be re-sited, fully reconstructed and fitted

with up-to-date equipment, the technol-

ogy is to be developed and personnel is to

be trained accordingly.

The cutting-edge assembly lines will be

installed on the current premises of the

plant. Irkut President Alexey Fyodorov

emphasised that their dimensions were

quite enough for that, given the annual

MC-21 full-scale production rate planned,

and that no new capital development for

that purpose was needed. The Irkut Aviation

Plant’s final assembly shop was built in its

day to churn out Antonov An-12 trans-

ports, which dimensions are comparable

to those of the MC-21. At present, there

are over 30 Su-30MKIs and Yak-130s at

the shop at various degrees of fabrication.

According to Alexey Fyodorov, the MC-21

assembly line will be set up on one side of

the current assembly shop, where work on

the Su-30MKI fighters is under way so far.

Further down the road, however, in the sec-

ond half of the decade, their production will

diminish gradually, thus freeing up room

for the MC-21 in the shop. The assembly

of Yak-130s initially will go on side by side

with that of the MC-21 line without getting

in its way, but can be moved to some other

shop in case the airliner’s output rate picks

up. Alexander Veprev says the issue has been

given thought to.

As of last year, the aggregate volume of

investment in the MC-21 programme was

estimated at 37 billion rubles (over $4.5 bil-

lion), of which 97 billion rubles (just over

$3 billion) fell on development, while the

technical modernisation of both the Irkutsk

Aviation Plant and other plants involved in

the programme claimed 40 billion rubles

($1.3 billion). Alexey Fyodorov said, how-

ever, that the figures had been and the costs

would be reduced a little. In his opinion,

about $600 million are to be invested in

advanced assembly lines.

Under the MC-21 cooperation pro-

gramme, the Aviastar plant in Ulyanovsk,

VASO, ORPE Tekhnologiya and a num-

ber of other companies will participate in

the MC-21 production in addition to the

Irkut

Developers cooperation

Manufacturers cooperation

Irkutsk Aviation Plant

Irkut Corp., the prime contractor

Tupolev

Sukhoi Civil Aircraft Company

Beriev company

Hydromash/Liebherr

ORPE Tekhnologiya

VASO

VASO/Aviastar/

ORPE Tekhnologiya

Purchased components

Purchased components

Purchased components

MC-21 development and production cooperation

i n d u s t r y | r e p o r t

w w w . t a ke - o f f . r u18 take-off december 2011

Irkutsk Aviation Plant. All fuselage section,

save for the tail section to be made by ORPE

Tekhnologiya, will be made in Irkutsk, the

composite wing in Ulyanovsk and the wing

high-life devices, fairings and composite

empennage in Voronezh. Hydromash in

Nizhny Novgorod, which has a joint ven-

ture with Liebherr, will supply the landing

gear. The final assembly of the airliner is

the preserve of the Irkutsk Aviation Plant,

but its further customising can be handled

in Ulyanovsk.

The designing of the MC-21 involves

an even greater number of subcontrac-

tors. Irkut’s engineering centre, based on

the Yakovlev design bureau, has designed

the F1 and F3 fuselage sections and wing

torsion boxes and performs overall project

coordination. The Sukhoi Civil Aircraft

Company, the developer of the Sukhoi

Superjet 100 aircraft, is responsible for the

F2 and F4 fuselage sections, Tupolev JSC

for the horizontal stabilisers, wing high-lift

devices and fuselage tail section and Beriev

for the vertical stabiliser and fuselage tail

section.

To date, the general configuration of the

plane and its basic systems has been com-

plete, aerodynamic, strength and other cal-

culations and experiments have been con-

ducted, strength and engineering examples

(including a black-reinforced plastic wing

torsion box prototype) have been under

testing, suppliers of all avionics systems

have been selected and negotiations on

long-term contracts with them have been

launched.

The composite wing is a feature of

the advanced airliner. The 10.2-m-long,

2.9-m-wide composite wing torsion box

was unveiled at the MAKS 2011 air show.

It had been developed by Russian company

Aerokompozit in cooperation with Sukhoi

Civil Aircraft Company and made coop-

eratively by Aerokompozit and Austrian

company Fischer Advanced Composite

Components (FACC). The production of

composite wings to fit the MC-21 and then

other aircraft is planned to be launched in

Ulyanovsk in 2014.

According to Alexander Veprev, the

manufacture of the first parts for MC-21

prototypes is to begin as soon as this year.

In all, Irkut intends to build eight MC-21

prototypes for its certification trials –

six flying prototypes in two versions (the

MC-21-200 and MC-21-300), a static test

one and an endurance test one. The maiden

flight of the first flying prototype is slated

for 2014 while the certification comple-

tion and delivery beginning for 2016. Irkut

maintains that the MC-21 programme is

on schedule.

The total output of all MC-21 versions

under its production programme devised

to span through 2035 has been set at 1,180

units worth a total of almost $50 billion.

The MC-21 programme will create 8,000–

10,000 jobs with the plants in Irkutsk,

Ulyanovsk and Voronezh and 4,000–5,000

more with other Russian companies supply-

ing components and materials.

In this connection, Irkut attaches special

importance to training new workforce. This is

facilitated by the school – college – advanced

training – refresher training personnel renew-

al programme launched in 2005. Under the

aegis of the Irkutsk Aviation Plant, there is a

cutting-edge training and production centre

that trains about 5,000 personnel annually,

including about 500 newly hired workers. As

a result, the Irkutsk Aviation Plant is manned

to the full, and the average age of its person-

nel is below 40 years old, which is the Russia’s

aircraft industry’s record too.

The MC-21 orderbook comprises as

many as 220 orders and options. During

MAKS 2011, the Russian Technologies

state corporation represented by its subsid-

iary, leasing specialist Aviakapital-Servis

LLC, and the Irkut corporation made

a contract for 50 airliners, including 35

MC-21-300s and 15 MC-21-200s, worth a

total of $3.8 billion in the list prices with

35 options, to be delivered from 2017 to

2022. Under the contract, the customer

may have its MC-21s powered by engines

of two types – the Russian-made PD-14

or Pratt & Whitney PW1400G. The planes

will be delivered to the Russian carriers of

the Aeroflot group, of which the Russian

Technologies is a shareholder.

Other MC-21 customers include

Malaysian investment company Crecom

Burj (a contract for 25 MC-21-300s and

25 MC-21-200s was awarded in July 2010),

leasing company Ilyushin Finance Co. (a

contract for 28 airliners with 22 options),

VEB-Leasing (15 firm orders and 15

options) and the Nordwind carrier (three

orders and two options).

Irkut

Alexander Veprev, Irkutsk Aviation Plant Director General: “Today’s area of production facilities is quite enough for annual assembly of up to 70 MC-21s”

MC-21 airliners assembly line project

Ale

xey

Mik

heye

vi n d u s t r y | r e p o r t

19 w w w . t a ke - o f f . r u take-off december 2011

The Perm-based Aviadvigatel joint stock

company and Central Institute of Aircraft

Engines started the conceptual design of the

future engine as far back as the early 2000s.

There were several objectives, e.g. a 10–15%

fuel burn reduction compared with the exist-

ing engines, a 15–20% life cycle cost drop and

much lower noise and emission levels.

The programme began to flesh out and

receive sufficient funding after UEC had

placed it on its list of promising models. A

decision was taken to have almost all of the

UEC subsidiaries involved in the programme,

with the Perm-based companies – developer

Aviadvigatel and manufacturer Perm Engine

Company – to remain its leaders.

Gate I, during which the PD-14 concept

review took place, was cleared in July 2008.

Since then, the full-scale work on designing

the engine’s components and developing and

productionising technologies necessary for

the development of the new turbofan family

has kicked off in Perm.

The conceptual design review (Gate II) took

place in March 2010. Analysis indicated that

the approved thermodynamic parameters of the

baseline engine as well as design and produc-

tion solutions would ensure the new-generation

turbofan’s development within the timeframe

required, with the turbofan to leave the existing

domestically built engines far behind and be

able to rival similar advanced western engines.

Gate

III implying

a final engine configuration decision

was cleared in July this year. A slightly more

than a year between Gates II and III saw,

in addition to the devising of the concep-

tual design, the manufacture of the core

engine demonstrator and passing of the first

stage of its tests, completion of the first

stage of the trials by the high-pressure (HP)

compressor, manufacture and installation

of advanced-materials efficient-cooling HP

turbine blades on the core engine and manu-

facture of unit demonstrators of composite

high-load parts.

In August, Igor Maximov, Aviadvigatel

deputy Designer General and PD-14 family

chief designer, said that the approval of the

preliminary design allows Aviadvigatel and

other companies participating in the pro-

gramme to start the engineering design of the

baseline PD-14. “The basic design documen-

tation has been worked out, units and systems

of the engine technology demonstrator slated

for unveiling to the customers in 2012 has

begun”, Igor Maximov said.

A decision was taken to make the PD-14

a two-shaft turbofan engine with fan direct-

drive. All engines of the family have a com-

mon core engine with the eight-stage HP

compressor, low-emission annular combustor

and two-stage HP turbine. The PD-14’s base-

line model will be fitted with a 1,900-mm-

Despite the Irkut corporation’s selec-

tion of the US-made PW1400G engine

as the basic powerplant of the MC-21

advanced short/medium-haul airliner

family in a tender, there is an option

for equipping the aircraft with the

Russian new-generation engine, the

PD-14, that is under development now.

The United Engine Corporation (UEC)

has named the PD-14 engine family

development a priority of the Russian

aircraft engine industry. The MC-21

is supposed to become the launch

user of the engine’s baseline model.

In the future, however, the PD-14’s

common core engine and modular

design will allow the developer to cre-

ate a whole family of turbofans with a

thrust of 8–18 t for powering airliners

with the 70–350-seat capacity and

transport planes with a lifting capacity

of 10–60 t. The baseline core engine

also will ensure the development of

the 10,000-hp PD-12V helicopter tur-

boshaft engine and several industrial

gas turbine installations ranging in

power from 6MW to 16MW (gas trans-

fer units, electric powerplants, etc.).

Andrey FOMIN

PD-14 new-generation

engine for MC-21

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

w w w . t a ke - o f f . r u20 take-off december 2011

diameter single-stage fan (its size the same

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

low-pressure (LP) compressor and six-stage

LP turbine.

The PD-14’s baseline model with the

14,000 kgf takeoff thrust is designed to power

the MC-21-300 aircraft. The airliner’s ‘shrunk’

version, the MC-21-200, is to be equipped with

PD-14A with a thrust of 12,500 kgf, while the

MC-21-400 ‘stretched’ variant is to be pow-

ered by the PD-14M version with the thrust

increased to 15,600 kgf.

According to the design data, the PD-14

is among its top foreign rivals (PW1400G,

LEAP-X) in terms of cruising specific fuel burn,

while having a somewhat lower bypass ratio.

Compared with the production Russian-made

PS-90A turbofan in the same thrust class, the

PD-14 features a 13% cruising specific fuel

burn reduction, an almost twofold bypass ratio

increase and a dry weight drop by 6.5% (10% in

the as-received condition).

The bench tests of the PD-14’s core engine

demonstrator began in Perm last autumn with

the first bench burn on 26 November 2010.

At present, the core engine demonstrator is

ready for the second stage of its tests, includ-

ing the one involving supercharged and heated

air at the core engine’s inlet. The assembly

and installation of the HP turbine for tests on

the TS-2 test bench in the Baranov Central

Institute of Aircraft Engines is nearing the end.

At the same time, Aviadvigatel has been

making and assembling an engine demonstra-

tor since 2009. It is to be ready for tests by

mid-2012 and for starting its flying testbed

tests in 2013. The certification of the baseline

PD-14 is planned for 2014, which is to enable

it to hit the market in 2015–16, right by the

time the MC-21 is certificated.

The PD-14’s certification tests will use both

the test benches of Aviadvigatel and CIAM and

the open test bench of NPO Saturn JSC in

Poluyevo near Rybinsk – the only one of the kind

in Russia and one of a few in the world. The Perm

Engine Company has launched the productionis-

ing of the advanced engine. A laser cutting, per-

foration installation and a vacuum furnace have

been bought while a new heat-resistant coating

shop has been built and is being furnished with

the unique robotised electron-bean evaporation

system from German firm ALD.

In addition to the two prime contractors,

the PD-14 development programme involves

other UEC companies as subcontractors, as

well as aircraft engine maker MMPP Salut

that is not a subsidiary of the corporation

yet. Perm Engine Company Managing

Director Sergey Mikhalyov says: “Our plant

is the prime contractor for manufacture of the

PD-14. This means that the key units of the

advanced engine will be made by Perm Engine

Company, with the rest to be supplied by the

subcontractors. For instance, fan blades will

be made by out partners in Ufa. For this pur-

pose, UMPO JSC has acquired a cutting-edge

complex of imported equipment – presses,

furnaces, etc. – and is learning operation

of the complex now. The LP compressor

module is the preserve of NPO Saturn, with

the compressor’s booster stage module being

co-designed by Aviadvigatel and NPO Saturn.

The Ufa-based Motor scientific production

association and Aviadvigatel have been tasked

with designing the LP turbine for the PD-14,

with UMPO to be its manufacturer.

Mention also should be made that MMPP

Salut has been asked to develop and manu-

facture the compressor intermediate casing

and accessory gearbox, the Mashinostroitel

plant – the engine nacelle, reverser and com-

posite mufflers and Metallist-Samara – met-

al-alloy mufflers. STAR JSC will supply the

FADEC-type control system, fuel-metering

and measurement equipment.

In addition to final assembly, Perm Engine

Company itself will manufacture the combus-

tor, HP compressor and HP turbine, i.e. the

basic components of the core engine. “A rather

important task for the Perm engine makers to

fulfil is HP turbine production. Provision has

been made that all turbine blades – both rotor

and stator ones – will be cast single-crystal. The

advanced casting technique was introduced into

the production of turbine blades for the PS-90A

engine, and the experience has come in handy”.

The PD-14 development programme’s

worth is estimated at 70 billion rubles (about

$2.3 billion), of which 35 billion rubles fall on

the federal budget investments and 35 billion

rubles more on the developer’s extrabudgetary

resources. The governmental financing is sup-

posed to cover the basic costs of developing the

key technologies under the programme and

design, manufacture and testing of prototype

engines. The extrabudgetary funds are ear-

marked for spending on the engine’s produc-

tionising and debugging.

The programme for 9–18 t thrust advanced

civil aircraft engine development was included

into the revised version of the Russian Aircraft

Development in 2002–10 and throughout

2015 Federal Programme, and the funding

to the tune of 3.88 billion rubles (including

2.71 billion budgetary and 1.17 billion extra-

budgetary rubles), of which 2 billion govern-

ment-allocated rubles were slated for the core

engine concept definition and designing.

According to the programmes’ director,

Aviadvigatel Designer General Alexander

Inozemtsev, the 2009–11 governmen-

tal investments in the PD-14 development

programme stand at 15 billion rubles being

spent on developing the commonised core

engine as well as updating the equipment

and technologies. On 3 May 2011, an open

auction resulted in the Russian Industry and

Trade Ministry and UEC signing a govern-

mental contract on the ‘Development of the

Engine Demonstrator and Detail Design

of the Future Baseline Turbofan Engine for

Commercial Aviation (PD-14)’ development

work in 2011–12, worth a total of 7.53 bil-

lion rubles, of which 5.29 billion rubles are

invested by the government and 2.24 billion

rubles are extrabudgetary resources.

Will the PD-14’s developers manage to

remain on schedule and, which is more, meet

the technical requirements and ensure opera-

tional reliability promised? Time will tell. So

far, the programme is under way in a rather

dynamic manner, does not lack the funds

and, hence, may well start producing early

concrete results.

Comparative data of PD-14 and its foreign rivalsPD14A PD-14 PD-14M PW1431G LEAP-X1C

Takeoff thrust, kgf 12,500 14,000 15,600 14,000 13,600

Specific fuel burn

in cruising flight, kg/(kgf*h)0.526 0.52–0.53 0.51

Bypass ratio 8.6 8.5 7.2 12 10

Compression ratio 38 41 46 42 50

Fan diameter, mm 1,900 2,050 1,830

Weight, kg 2,770 2,770 2,850 n/a n/a

Weight, engine nacelle included, kg 3,780 3,780 3,860 3,800 n/a

Number of stages 1+3+8–2+6 1+G+3+8–2+3 1+4+10–2+6

And

rey

Fom

in

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

21 w w w . t a ke - o f f . r u take-off december 2011

Uniting Russian air defence system developers

Almaz-Antey emerged as a result of the merger

of the two competing SAM system development

schools – the Almaz scientific and production

association, which was a long-term developer of

air defence weapons for the Air Defence Force

and is famous for its S-300P SAM system, and

the Antey corporation, a traditional developer

of the SAM systems for the Army’s Air Defence

units, known for its S-300V SAM system.

The Almaz-Antey corporation’s establish-

ment in 2002 as a joint stock company was

decreed by then Russian President Vladimir

Putin on the basis of the Antey industrial compa-

ny, Almaz scientific and production association

and almost all other branch research institutes,

design bureaux and other relevant companies

in Russia. Thus, the new entity became the

exclusive parent organisation for all Russian

air defence system manufacturers, except some

of short-range and man-portable air defence

systems. The government owns 100% of the

Almaz-Antey Corp. which became one of the

first integrated holding companies that sprung

up because of the reform of the Russian defence

industry.

Currently, the Almaz-Antey corporation

consists of upwards of 50 Russian companies,

research institutes and design bureaux in 17

regions of the country, and its workforce totals

93,000 personnel. Based on the export results

produced in 2007–10, the corporation is among

the world’s major arms suppliers and is the

Russian leader in terms of the arms production

and export sales. According to the annual Top

100 rating by US weekly Defense News, the

corporation’s gains from selling goods, products,

work and services accounted for more than $4.4

billion in 2010, of which $3.9 billion were gener-

ated by selling weapons.

The corporation’s exports are performed

through the Rosoboronexport company. At the

same time, Almaz-Antey is entitled to export

spare parts, instruments, components, special,

training and auxiliary equipment and techni-

cal documentation and to provide maintenance

independently. The export of air defence systems

remains the mainstay of Almaz-Antey’s opera-

tions, though the number of orders awarded by

the Russian Defence Ministry has been growing

continuously.

On the world market

Almaz-Antey’s position on the international

market of air defence weapons is peculiar because

the company can offer virtually the full range of

SAM systems covering all applicable ranges. The

corporation is the developer and manufacturer

of antimissile systems and the S-400 Triumph,

S-300PMU2 Favorit and S-300V long-range

SAM systems as well as the Buk medium-range

and Tor short-range SAM systems. Its subsidiaries

also make the Tunguska family of self-propelled

SAM/AA gun systems developed by the Tula-

based KBP design bureau. In addition, Almaz-

Antey is developing the advanced long-range,

medium-range and short-range SAM systems.

The corporation offers upgrade solutions for the

venerable Soviet-made SAM systems and facili-

tates indigenous AD weapon development by a

number of nations on a commercial basis, to boot.

Almaz-Antey also develops and manufac-

tures the backbone of the Russian Navy’s air

defence gear, including the Fort (Rif) long-

range, Shtil medium-range as well as Klinok

and Kolchan short range SAM systems and

the Gibka very short-range air defence system.

The Redut medium-range and Poliment-Redut

short-range missile systems are being developed

to equip the Russian corvettes and frigates being

built at present.

No other manufacturer in the world, includ-

ing US corporation Raytheon and european

missile association MBDA that are the leaders

of foreign air defence system manufacturers,

can offer such a wide range of land-based and

shipborne SAM systems. Coupled with devel-

opment and production of air defence radars,

other target acquisition hardware, radars and

automated air defence control systems, the above

enables Almaz-Antey, firstly, to offer customers

large-scale integrated layered air defence solu-

tions and, secondly, tailor its offers depending on

the requirements and solvency of its customers.

The present-day SAM evolution tenden-

cies are the increasing multiple-target acquisi-

tion, tracking and engagement capability and

high-velocity (including ballistic) target engage-

Dm

itry

Pic

hugi

n

The Almaz-Antey

Corp. is the largest

integrated entity of

the Russian defence

industry, established to

date. The corporation

is the parent company

for most of the

Russian developers

and manufacturers of

Russian air defence,

naval and army air

defence surface-to-air

missile (SAM) systems

and ground-based radar

systems as well. The

corporation’s products

claim a considerable

portion of the total

Russian combat gear

exports.

ALMAZ-ANTEY ON GLOBAL MARKET

S-400 surfasce-to-air missile launch

a i r d e f e n c e | c o m p a n y

22 take-off december 2011 w w w . t a ke - o f f . r u

ment capability that ensure effective antimissile

defence. Long-range and medium-range systems

are considered to be a means to destroy non-

ICBM threats (e.g. battlefield, shorter-range and

intermediate-range ballistic missiles) and cruise

missiles and also are being honed to maximise

their multiple-target engagement capability. The

development of short-range air defence missile

systems is mostly designed to enable them to

eliminate precision-guided munitions, artillery

projectiles and rockets. The latest trend is to

have a single SAM system to integrate SAMs

differing in range. Almaz-Antey’s current and

future designs are in line with these tendencies

and requirements. This affords Russia success-

ful promotion of its air defence systems on the

world market.

Recently, the growing importance of aviation

and air-launched weapons in present-day wars

has facilitated a surge in air defence arms acqui-

sition by many countries. Another key factor of

the growing air defence hardware market is the

complete obsolescence of the widespread pre-

vious-generation SAM systems, e.g. the Soviet-

made S-75, S-125, Krug, Kvadrat and Osa,

US-made Hawk, etc., and the need to replace

them. Finally, a significant trend is the interest

on the part of many customers in limited missile

defence systems to defend against battlefield and

shorter-range ballistic missiles. This contributes

to the growth of the air defence systems market

and the increase in the sales of Russian materiel,

with Almaz-Antey facing bitter competition in

this market segment because several new manu-

facturers, e.g. Israeli and Chinese ones, are trying

to get their slice of the market too.

Consolidating the positions

Since its establishment in 2002, the Almaz-

Antey corporation has made quite a progress in

air defence system export. In the first place, men-

tion should be made of the lucrative contracts

awarded by China in 2004–06 for 16 battalion-

size S-300PMU-2 batches that make up the

backbone of the PRC’s air defence. Two battal-

ion-size S-300PMU1 consignments have been

delivered to Vietnam, and Algeria has awarded

contracts for four battalion-size S-300PMU2

batches. Cyprus has received Buk-M1-2 sys-

tems, while Syria has ordered cutting-edge

Buk-M2Es. The venerable Soviet-made Kvadrat

SAM systems in service with the Egyptian and

Iranian militaries have been upgraded to the

Buk-M1-2 standard, with the two countries also

having taken delivery of Tor-M1 self-propelled

SAM systems. A number of countries have been

provided with upgraded Pechora-2A SAM sys-

tems. Rif-M and Shtil-1 naval SAM systems

have been delivered to China and India. A whole

spectrum of R&D programmes has been run in

support of China, India and South Korea. The

overall air defence exports and export support

work by Almaz-Antey in 2002–08 is estimated

at $7 billion, with its exports growing with every

passing year.

Despite the financial crisis commencing in

later 2008, the corporation, which has part-

nered with Rosoboronexport, has been suc-

cessful in maintaining the growing dynamics of

its air defence materiel exports, with the latter

estimated at being higher than an average of

$1 billion a year.

For instance, 2009 saw the successful comple-

tion of the 2006 China-awarded contract, with

China accepting the last eight of the battalion-

size S-300PMU2 batches ordered. Supplies

of 9M317 SAMs and relevant equipment for

China-operated ground- and ship-based SAM

systems continue. Shtil-1 systems incorporating

the same SAMs are delivered to equip the frig-

ates under construction by Russian and Indian

shipyards for the Indian Navy.

Two major successes of Almaz-Antey in the

last two years have been the contracts for SAM

systems for Venezuela and Azerbaijan. In 2009,

Venezuelan President Hugo Chavez announced

the development of a layered national air defence

based on Russian SAM systems that have had

nothing to rival them in Latin America. As part

of its contribution to the effort, Almaz-Antey

shall deliver a battalion-size batch of S-300VM

systems, a number of Buk-M2Es and Tor-M2Es,

air defence radars and automatic control sys-

tems. In 2010, Azerbaijan ordered two battalion-

size batches of brand-new S-300PMU2 SAM

systems, which cost is estimated at $300 million.

The delivery has been completed.

In South Korea, Almaz-Antey has virtually

completed its share of work on the development

of the KM-SAM medium-range SAM system

for the country, with the KM-SAM system being

wrapped around the new SAM system under

development for the Russian Defence Ministry.

Russian arms exports to the international

market have repeatedly faced the increas-

ing resistance by Western competitors. For

instance, Almaz-Antey’s bidding in the Turkish

tender for long-range and medium-range SAM

systems is being accompanied by a large-scale

campaign unleashed by the Americans trying

to sell their Patriot PAC-3 SAM system to

the Turks. US ranking political and military

officials have publicly voiced ‘recommenda-

tions’ that Turkey by no means should buy

Russian SAM systems as they are allegedly

incompatible with NATO’s command, control

and communication (C°) system standards.

Several years ago, the United States persuaded

the United Arab Emirates into refusing to

buy the S-300V or S-300P SAM systems in a

similar manner. However, the very willingness

of Turkey as well as several other countries

(the UAE and Saudi Arabia) to regard Almaz-

Antey’s SAM systems as a feasible alternative

to the Patriot PAC-3 offered by its ally speaks

volumes about the high appeal of the Russian

SAM systems. In addition, the S-300P and

Tor-M1 SAM systems have been integrated

with the Hellenic Armed Services successfully.

At present, Russian air defence systems are

taking part in several international tenders. In

addition, intensive negotiations are under way

on delivery of Almaz-Antey-made SAM systems

to several customers. To top it off, Russian SAM

systems may well penetrate new markets, par-

ticularly, in Latin America and Southeast Asia.

More opportunities for air defence weaponry

export increase will be provided by the export

of the latest heavily upgraded versions of Buk

and Tor as well as advanced S-400 SAM system,

which has just begun.

Thus, Almaz-Antey’s air defence system

exports in the near future are expected to remain

steady at the high level attained after 2009. The

highly lethal SAM systems from the Almaz-

Antey Corp. are certainly to remain a Russian

defence industry trademark abroad.

And

rey

Fom

in

Buk-M2E

23 take-off december 2011w w w . t a ke - o f f . r u

a i r d e f e n c e | c o m p a n y

Aircraft

Actually, no surprises concerning the

T-50’s design were expected from its debut

demonstration at MAKS 2011. The cus-

tomer did not allow static display of the

fighter, and its takeoffs and landings even

had to be performed at a distance from

the crowd. To this end, every day, early in

the morning, the tarpaulin-clad prototypes

would be towed from the Sukhoi flight test

facility’s apron to a spot in a taxiway near

the end of the runway and be towed back at

night. Takeoffs would be performed far away

from the crowd too, with the run commenc-

ing from about the middle of the runway,

which length, thankfully, exceeds 5,400 m.

By the way, given today’s advances in photo-

graphic gear, this did not prevent numerous

reporters and aviation spotters from taking

many quality pictures of the fighter from

all aspects possible both on takeoff and

T-50 WHAT WE LEARNT OF IT AT MAKS 2011No doubt, the spice of the MAKS 2011 air show in Zhukovsky, Moscow Region, in

August was the long-awaited unveiling of prototypes of the Future Tactical Fighter

(Russian acronym – PAK FA) – Russian fifth-generation fighter T-50 the Sukhoi

company is developing in cooperation with its engine, aircraft material, avionics,

airborne systems and weapons subcontractors. The PAK FA made its debut on the

second day of the show, when both flying T-50 prototypes were demonstrated in

flight to Russian Premier Vladimir Putin. They flew as a pair, after which the Sukhoi

design bureau’s test pilot Sergey Bogdan flew aerobatics on the T-50-1. On the fol-

lowing days of MAKS 2011, the second T-50 prototype, the T-50-2, was used in the

flight demonstration programme. It would first lead a Sukhoi aircraft ‘troika’ with a

Su-34 and a Su-35 as its wingmen and then perform solo aerobatics.

Although no characteristics of the plane have been published officially, many

interesting things related to the PAK FA programme to a certain degree could be

seen in the pavilions of MAKS 2011. So, what did we learn about the Russian fifth-

generation fighter during the air show?

Andrey FOMIN

Ale

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

landing, on the one hand, and during its

flypasts and aerobatics. Again, the T-50’s

demonstration did not serve any surprise

as its design and layout features had been

known in advance owing to the official pic-

tures published by Sukhoi since the maiden

flight of the T-50-1 on 29 January 2010 and

to numerous photos on the Internet, which

were taken during the demonstrations to

Russian and Indian national and military

leaders in 2010–11.

A rather large T-50 model was on dis-

play for the first time at Sukhoi’s stand in

the UAC pavilion, but it was impossible

to see in it anything capable of adding to

what had been known from the pictures.

A full-scale exhibit on display at the stand

of the ORPE Tekhnologiya company – ‘a

composite fuselage midsection panel’. As is

known, a sizeable part of the T-50’s struc-

ture is made of composites, including the

large-size load-bearing panels, and this is a

feature of the plane, setting it apart from the

previous-generation Russian fighters.

According to Sukhoi, both PAK FA fly-

ing prototypes had logged 84 sorties by the

beginning of MAKS 2011. Following another

demonstration to an Indian delegation on 14

June, the T-50-1 was being given scheduled

improvements, in the course of which it was

fitted, inter alia, with the antispin chute in a

special container housed by the tip of the cen-

tral tail boom. This may be an indication of

the plane’s preparedness for operating enve-

lope expansion tests, including flying at high

alpha. With the improvements introduced, the

plane was flown out on 4 August. The aircraft

flew several missions more as part of prepara-

tions for the show, pulled off aerobatics with

certain g-load and speed limitations after the

flypast with the T-50-2 and then was not dem-

onstrated at the show any longer.

The second flying prototype that first

flew in Komsomolsk-on-Amur on 3 March

this year was airlifted by an An-124 to

Sukhoi’s flight test facility in Zhukovsky

on 3 April, but it had been flown out here

only a week before the show, on 10 August.

For four months, it had been subjected

to the debugging and improvement pro-

gramme too. The T-50-2 (side number 52,

or 052), is similar to the first prototype,

including in terms of the paintjob. It differs

only in minor details. For instance, it car-

ries several sensors of the integrated elec-

tro-optical system instead of the mockups

equipping the T-50-1, and the design of

the movable section of the cockpit canopy

has been modified. During the two-ship

flypast at the official opening of MAKS

2011 on the afternoon of 17 August, the

T-50-2 was flown by Sukhoi’s test pilot

Roman Kondratyev, with the programme

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

PAK FA’s second flying prototype airlifted from Komsomolsk-on-Amur in early April is flying in Zhukovsky since 10 August 2011

chief test pilot, Hero of Russia Sergey

Bogdan, flying on the remaining days.

On the final day of the show, the T-50-2

experienced a right engine surge while tak-

ing off in difficult weather conditions. The

surge was caused by FADEC malfunction

with a large flame exiting the nozzle. Sergei

Bogdan had to abort the takeoff. Having

deployed the drag chute and applied the

brakes in an emergency manner, he stopped

the plane before the end of the runway and

taxied in to the apron. The incident seen

by thousands of onlookers and filmed by

TV cameras on 21 August made quite a stir

among the public. The aircraft and engine

developers, however, assured that it was no

drama, rather a routine thing in the trials of

a prototype and that the plane would return

to flight in the near future. Indeed, the

T-50-2 flew under the flight test programme

with a swing in September.

This autumn, KnAAPO completed the

assembly of the PAK FA third flying prototype.

Its maiden flight at Komsomolsk-on-Amur

took place on 22 November 2011. The T-50-3

is to be fitted with the main forward looking

AESA radar and a complete integrated electro-

optical system as well as other advanced avion-

ics making it more like the future production-

standard aircraft. The fourth flying prototype

and assemblies for subsequent aircraft are being

manufactured too.

Engine

The so-called first-stage engine to

equip the PAK FA is in the preliminary

trials now, Yevgeny Marchukov, General

Designer, Lyulka Scientific and Technical

Centre (Moscow affiliate of NPO Saturn

Scientific and Production Association), said

at MAKS 2011. “The preliminary stage

includes bench and flight tests. It is the most

labour-intensive period in terms of both

time and money. Some of the elements of

what has been implemented in the advanced

first-stage engine had built upon the solu-

tions developed for the 117S engine to fit

the Su-35 fighter, particularly, the designing

techniques and technologies of processing

most sophisticated structural elements. A

cutting-edge automatic control system has

been developed for the engine and it has

been based on Russian-made componentry

for the first time. The system’s architec-

ture and control algorithm are Russian

too”, Yevgeny Marchukov said, adding that

“more than 20 engines” were built to date.

“The engine’s performance has been proven

beyond any doubt through bench tests. Its

flying performance will have been evalu-

ated by year-end, and we should be ready

to launch the official test programme by

2013”, he specified.

The engine itself, known as 117, was

not shown at MAKS 2011. The same

time, United Engine Corp.’s exposition at

Oboronprom’s pavilion sported the known

117S afterburning turbofan powering the

Su-35 and Su-35S fighters now. First-stage

engines will not only power all T-50 pro-

totypes and LRIP aircraft, but, probably,

the early production planes as well. In the

future, the fighter is going to be fitted

with the so-called second-stage engine

now under development by NPO Saturn

as part of the United Engine Corporation.

“The work has begun. We will fulfil it on

schedule”, Oboronprom Director General

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Two PAK FA prototypes complete their formation demo flight

K-36D-5 ejection seat with a dummy pilot

in PPK-7 g-suit and ZSh-10 helmet

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

Andrey Reus said in this connection during

MAKS 2011.

Ejection seat

During the air show, many interesting

things could be seen at the stand of the Zvezda

Scientific and Production Association named

after Guy Severin. There, the new K-36D-5

ejection seat for the fifth-generation fighter

was unveiled, as was the pilot’s equipment

comprising the PPK-7 g-suit, ZSh-10 helmet

and KM-36M oxygen mask.

The K-36D-5 ejection seat is a next

spiral of the evolution of the K-36D-3.5

ejection seat fitting the advanced versions

of the MiG-29 and Su-27 (Su-30) fight-

ers. According to Zvezda, it differs from

the baseline model in the extended pilot

weight and operating temperature brackets,

enhanced minimal ejection altitude char-

acteristics and reduced maintenance time.

It was reported that, combined with the

pilot’s protective gear, the K-36D-5 ejec-

tion seat enables the aircrew to withstand

manoeuvring g-load from -4 g to +9g,

longitudinal g-load from -6g to +6g and

lateral g-load from -4g to +4g. Safe ejec-

tion is ensured for the 0–20,000-m altitude

bracket and 0–1,300-km/h IAS bracket,

including the 0–0 mode, with an ambient

temperature from -60 to +74 deg. C and

pilot’s weight of 55–125 kg.

Avionics and weapons

A key element of the PAK FA’s multi-

role integrated radar system – the forward-

looking X-band active electronically scanned

array with more than 1,500 transmit-receive

(T-R) modules – was unveiled by its devel-

oper, Tikhomirov-NIIP, at the previous air

show, MAKS 2009, as the first experimental

example. This time around, Tikhomirov-NIIP

Yev

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T-50-1 got an antispin chute in its fuselage tail section during scheduled improvements held since mid-June through early August 2011 for operation envelope expansion tests

Russian ‘troika’ comprising T-50-2 as a leader and Sukhoi Su-34 and Su-35 as wingmen

demonstrated the second AESA prototype

embodying a number of improvements stem-

ming from the lab bench tests. The array is an

ellipse measuring about 0.9x0.7 m. In addition

to the AESA, the developer displayed during

MAKS 2011 a full-scale multichannel T-R

module the AESA is made up of and an L-band

AESA to be housed in the wing leading edge.

According to Tikhomirov-NIIP Director

General Yuri Bely, the third AESA example,

which has passed its bench tests, will have been

delivered to Sukhoi and mounted on the third

T-50 flying prototype this year. More AESAs

are being manufactured (for more detail on the

AESA radar for the PAK FA, see Yuri Bely’s

interview in this issue).

Tikhomirov-NIIP’s old-time partner,

State Ryazan Instrument Plant (GRPZ),

demonstrated at the airshow the units of the

N-036EVS computer system supporting the

operation of the AESA radar and designed “to

receive and process high-capacity analogue-

digital signals and control and automate com-

plex processes in real time”. The N-036EVS

computer system comprises two high-perfor-

mance digital computers “based on the united

switching computing environment and united

into a single computer system by means of

high-performance optical interfaces”. Other

novelties from GRPZ at MAKS 2011 were the

4283E AESA two-band digital IFF interroga-

tor and 4280MSE multifunction integrated

IFF responder.

A surprise sensation at the airshow was made

by the Urals Optical and Mechanical Plant

(UOMZ), which demonstrated the basic mod-

ules of the integrated optronic system displayed

at MAKS 2011 as Product 101KS. According

to the materials disseminated during the show,

the T-50’s optronic system will comprise the

101KS-V IRST for aerial target acquisition,

identification, pinpointing and tracking, the

101KS-U aerial and ground situation aware-

ness subsystem, the 101KS-O optronic defen-

sive aids suite and the 101KS-N podded IRST

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w w w . t a ke - o f f . r u28 take-off december 2011

Tikhomirov-NIIP X-band AESA and one of its multichannel

T-R modules (upper left)

Top: 101KS-V air-to-air IRST station (left) and 101KS-N podded air-to-ground optronic system (right)Bottom: 101KS-U missile launch detection system (left) and 101KS-O optronic defensive suite (right)

for ground target acquisition, identification,

pinpointing and tracking.

UOMZ Director General Sergei Maksin

said at MAKS 2011 that the PAK FA’s optronic

system comprising a panoply of sensors “will

ensure total control of the situation around the

aircraft in all optical wavebands”, with some

of the sensors being “unique from the point of

view of both their performance and application

philosophy”. The complete system is supposed

to fit the third T-50 flying prototype.

The 101KS-V IRST will be installed in the

PAK FA at the place customary to Russian

fighters Su-27 and MiG-29 – the ball-type fair-

ing in front of the cockpit. The ball housing

the 101KS-O DAS subsystem, which is likely

designed to interfere with heat-seekers, will be set

on top the fuselage aft the cockpit. The 101KS-U

subsystem, designed for “providing the aircrew

with information on the situation in the air and

on the ground”, is likely a set of UV sensors

alerting the crew to missile launches. Finally, the

aircraft can be equipped with a pod housing the

101KS-N IRST to deal with ground targets.

Another advanced system to come in handy

to the PAK FA was demonstrated at MAKS

2011 by the NPP Polyot company based in

Nizhny Novgorod. It was the “S-111-N air-

borne communications system” mated with

the “Aist-50 airborne integrated antenna-

feeder system”. It was specified at Polyot’s

stand that the system ensured “a consider-

able increase in the functional-technical,

operating and economic showings” over the

production-standard TKS-2M system equip-

ping Sukhoi planes at present. The S-111-N

ensures “multichannel data exchange via high-

capacity enhanced frequency band channels”

and implementation of the “reprogrammable

radio” concept, flexible comms gear archi-

tecture software/hardware rearrangement and

quick adaptation to simultaneous operation in

different comms systems and networks.

Tidbits of information on the weapons

suite of the future PAK FA were avail-

able at the stand of the Tactical Missiles

Corporation, which showcased, inter alia,

internal carriage missiles with the export

designations Kh-38MLE and Kh-58UShKE

and the advanced KAB-250 smart bomb as

well (for detail on latest weapons from

Tactical Missiles Corp., which could make

their way to the fighter’s weapons suite, see

further in the issue).

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29 w w w . t a ke - o f f . r u take-off december 2011

T-50-1 and T-50-2 in formation flight at the opening ceremony of MAKS 2011 airshow,

17 August 2011

T-50-2 rolls after another demo flight at MAKS 2011. On 3 November 2011

it performed the 100th PAK FA’s test flight

Mr. Bely, let us start with the main innovative programme of Tikhomirov-NIIP, the AESA radar for the fifth-generation fighter. What is the status of the programme? What did you achieve?

PAK FA’s AESA radar system develop-

ment is right on schedule approved by the

prime contractor for the plane, the Sukhoi

company. Under the schedule, two proto-

types are being rig-tested, with one more

being ready for installation on a PAK FA

prototype. This, third, AESA radar proto-

type will be handed over to Sukhoi, and it

will begin to work on board the third flying

PAK FA aircraft. Manufacture of more

radars is under way, e.g. the fourth set is

being assembled to fit another PAK FA

prototype and the fifth one’s manufacture

has begun.

The first AESA radar has logged two

years on our test rig, most of its issues have

been ironed out and its software is being

refined now. The second AESA complete

set has been placed on a test rig earlier

this year and will soon be handed over to

Sukhoi as part of the PAK FA avionics

suite for rig testing. The third example has

completed its rig tests and now is ready for

mounting on a plane. The fourth set is to be

made before year-end.

Our institute performs the assembly,

adjustment and rig testing of the AESA

radars so far, and at the same time, its

productionising is underway at the State

Ryazan Instrument Plant (GRPZ) that is

setting up new manufacturing lines and

buying advanced equipment and has erect-

ed a special shop to this end. The plant

also has taken part in the manufacture of

the AESA radar since its early examples

had been made; in particular, it has been

making the distribution system, waveguide

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YURI BELY “PAK FA’s AESA radar development

is right on schedule”The PAK FA future tactical fighter, which prototypes made their debut at the MAKS

2011 air show, will feature, inter alia, a highly automated multifunctional integrated

active electronically scanned array (AESA) radar system under development by

the Tikhomirov Scientific Research Institute of Instrument Design (Tikhomirov-

NIIP). To date, Tikhomirov-NIIP has made several X-band AESA prototypes and

L-band experimental AESA examples and performed a considerable volume of

tests, with the AESA radar soon to be mounted on the fighter. Tikhomirov-NIIP’s

X-band AESA prototype, L-band example and their transmit/receive (T-R) modules

could be seen at the company’s booth at MAKS 2011. We spoke with Tikhomirov-

NIIP Director General Yuri Bely about the state of the AESA programme and other

topical matters.

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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

runs, T-R module cases, etc. We have been

handing radar part manufacture off to the

plant gradually; thus, the plant will pro-

ductionise the AESA radar in full. We will

be able to launch its production as soon as

next year.

What problems do you encounter in AESA development?

Since the AESA radar is a drastically

novel product not only to us at Tikhomirov-

NIIP, but to the whole of Russian industry

as well, it is no secret that there are prob-

lems, mostly due to electronic componen-

try, specifically due to the productionising

of T-R modules under way at the Istok

scientific and production association and

to ensuring their reliability. Hence, many

things have to be done over and recon-

sidered. As far as characteristics are con-

cerned, we are satisfied now with the T-R

modules supplied to us, but their reliability

is yet to be enhanced. The cause of the cur-

rent situation is the slippage of Istok’s pro-

duction facilities renovation programme,

due to which some work is still done using

obsolete equipment with lower precision.

The financing is in a stop-and-go manner;

hence, Istok is experiencing problems with

its production facilities renovation and,

therefore, with the reliability of the early

T-R modules they made. Nevertheless,

I would like to stress again that we have

been settling all issues with success no

matter what and the programme has been

on schedule.

The AESA radar development is gradual,

given the scale of the job to be done. First,

priority is given to the forward-looking

AESA and its integration with the elec-

tronic countermeasures (ECM), IFF and

other avionics. In parallel, other units and

systems are being developed, and the radar

system is beefed up as they are developed.

In the end, we will get a full-fledged multi-

functional integrated radio-electronic sys-

tem of the fifth-generation aircraft.

While working on the AESA, you do not neglect passive phased-array radars either, do you?

Certainly, we have developed the unique

phased-array radar, the Irbis-E, with

an airborne target acquisition range of

400 km. Three prototypes of the radar

have been undergoing their flight trials on

two Su-35 prototypes and a Su-30MK2

flying testbed for several years now. This

year, the first production Su-35S fighter

built by KnAAPO Komsomolsk-on-Amur

Aircraft Production Association under the

Russian Defence Ministry-awarded con-

tract has entered its trials. It carries a

full production-standard Irbis set made

by GRPZ plant at its production line.

Tikhomirov-NIIP staff has been proactive

in supporting the radar’s flight tests, its

productionising by GRPZ and settling all

issues cropping up in the process. Mention

should be made that the radar has a good

prospect not only on board the Su-35. We

have received inquiries as to the feasibility

of using Irbis-E derivatives on board ships

and as part of ground-based radar systems.

We have not neglected

the Irbis’s predeces-

sor, the Bars phased-array radar, which is

in mass production and exported exten-

sively as part of the Su-30MKI fighters

and its versions to India, Malaysia and

Algeria. As is known, the Russian Defence

Ministry, too, has recently decided to buy

a batch of aircraft like that, designated

as Su-30SM, in the near future. We have

got a contract with the Sukhoi company

for development of a Bars version to fit

these fighters. We also are taking part in

the programme on upgrade of the Indian

Air Force Su-30MKIs. Provision has been

made for enhancing the performance of

the Bars radar and its current phased array

and, possibly, fitting the radar with an

AESA further down the road. However, we

believe that such an upgrade of the Bars

should be conditioned on the programme

for development of an AESA radar for the

Fifth-Generation Fighter Aircraft (FGFA)

being co-developed by Russia and India,

so that our experience in developing the

AESA can be used in subsequent upgrade

of in-service Su-30MKI fighters.

Do you continue to upgrade other airborne radars you developed?

We certainly do. We are further hon-

ing our first phased-array radar, the

Zaslon, used on the MiG-31 intercep-

tor. The upgraded MiG-31BM has kicked

off the second phase of its official trials

recently. Advanced operating modes are

being implemented into its Zaslon radar,

to which new long- and medium-range

missiles are being adapted as well. The

MiG-31’s tactical capabilities will grow by

far owing to the ongoing upgrade.

In addition, Su-27SM(3) fighters have

been fielded with Russian Air Force com-

bat units this year. We have upgraded

their N001 fire control radar again, with

advanced operating modes introduced and

modified medium-range missile applica-

tion ensured. The work is going on.

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L-band AESA in fighter’s wing leading edge mock-up

Tikhomirov-NIIP X-band AESA first prototype during rig-tests

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31 w w w . t a ke - o f f . r u take-off december 2011

Designed for Gen 5 and more

“Series orders have already been placed

for many of the items of weapons we show.

We are manufacturing pilot batches, and the

production will go full-scale starting from

2013 or 2014”, Boris Obnosov said during

MAKS 2011. “This year, we are to complete

the official trials of four or five devices.

Next year and 2014 will be very tough too,

because we will have to integrate the whole

range of weapons under development with

the fifth-generation aircraft”.

Asked which of the weapons on display

were almost complete for the fifth-gener-

ation fighter, the corporation’s leader said

internal carriage weapons needed to be con-

sidered first in that context. According to

Boris Obnosov, the RVV-MD and RVV-SD

air-to-air missiles displayed at the show this

time are designed for external carriage so

far, but are, essentially, prototypes that will

have spawned refined versions by 2014 to fit

the PAK FA. They will become the back-

bone of its weapons suite in the dogfight and

medium-range air-to-air missile classes.

The Raduga Kh-58UShKE antiradiation

missile displayed at MAKS 2011 is designed

for both internal and external carriage. Its

weight is 650 kg and its range measures

76–245 km when launched externally. It dif-

fers from the venerable Kh-58E in a shorter

length, a pop-up wing, shorter-span vanes

and a single wideband passive radar homer

acquiring all known air defence radar bands.

A big TV screen at Tactical Missiles Corp.’s

stand at MAKS 2011 displayed an animation

clip showing how four missiles of the type

would be housed by the inner bay of the fifth-

generation fighter. According to Mr. Obnosov,

the official tests of the Kh-58UShKE are to be

wrapped up next year.

Another missile to be used as part of the

fifth-generation fighter’s weapons suit and

fit its internal bays is the Tactical Missiles

Corp.’s parent company’s Kh-38ME new-

generation modular multipurpose air-to-

surface missile weighing up to 520 kg with a

reach of up to 40 km. It is designed to wipe

out a wide spectrum of armoured, hardened

and exposed ground single or multiple tar-

gets and waterborne targets in the littorals.

During the previous MAKS 2009 show

in Zhukovsky, where the Kh-38ME mis-

sile family made its debut, it was reported

that the missiles of the family could carry

various guidance packages – a semiactive

laser homer on the Kh-38MLE, an active

radar homer on the Kh-38MAE, a thermal-

imaging heat-seeker on the Kh-38MTE and

a satnav-guided one on the Kh-38MKE

cluster-type missile. The Kh-38MLE laser

beam rider was displayed at MAKS 2011.

According to Boris Obnosov, its develop-

ment is on schedule and is expected to be

completed in a couple of years.

A spice of the show was the 250-kg

KAB-250 smart bomb from the Region com-

pany. Owing to its compact dimensions, it

can be not only mounted on the PAK FA’s

external weapons stations, but carried inter-

nally as well. “The KAB-250 is an internal-

carriage weapon designed for the PAK FA

but capable of being used by other planes as

well”. Only the basic dimensional parameters

of the advanced 250-kg bomb were offered at

FORGING ARMS FOR T-50

The organisers of the Tactical Missiles Corp.’s exposition at the MAKS 2011 air

show in Zhukovsky last August altered their approach to demonstrating their

advances to a more pragmatic one. During the news conference in the course of

the show, Tactical Missiles Corp.’s Director General Boris Obnosov noted that

the company’s exposition displayed only the new weapon systems that were

in the final stages of the official trials or had passed them this year. All of the

displays are to be manufactured both in the export version and in the configura-

tion designed for the Russian Air Force, with some of them being prototypes of

the weapons to fit the star of the air show – the Future Tactical Fighter, or the

Sukhoi T-50 fifth-generation fighter.

Yevgeny YEROKHINPhotos by the author

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

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the show, e.g. a length of 3.2 m, a diameter of

255 mm and a wingspan of 550 m. “It is too

early to go into detail on the KAB-250”, Mr.

Obnosov said. The type of guidance used has

not been unveiled yet either. When speaking

about using GPS and GLONASS receivers

for cuing smart bombs to their targets, how-

ever, the Tactical Missiles Director General

said, “There are 500-kg bombs like that,

namely the KAB-500S-E, and the satnav

capability has been provided for virtually all

next-generation bombs in the 1,500, 500 and

250-kg class”. Thus, the KAB-250 will pre-

sumably carry a combined guidance package

comprising the satnav system and one of the

homing heads.

Other advanced and upgraded air-to-

surface missiles from the Tactical Missiles

Corporation, which export versions were

displayed at MAKS 2011 could be also

carried by PAK FA, albeit externally. For

instance, they include the Kh-31PD high-

velocity antiradiation missile and heavily

upgraded Kh-31AD and Kh-35UE antiship

missiles. All of them are made by Tactical

Missiles Corp.’s parent company.

The Kh-31AD supersonic antiship mis-

sile, for which development the company

is paying out of pocket, is in the final stages

of development. It features an extended

range, enhanced ECM immunity and a

cutting-edge active radar homing head. Its

test programme is expected to be wrapped

up in 2013 or 2014.

The Kh-35UE’s official trials are slat-

ed for completion as soon as the end of

this year. Boris Obnosov noted that the

Kh-35UE development was no cakewalk

because the missile, albeit a dead-ringer

for the Kh-35E baseline model outwardly,

is equipped with an advanced short-burn

turbojet engine, a sophisticated homer and

a satnav system in addition to the inertial

navigation system, which has improved the

weapon’s basic characteristics much. For

instance, its maximal range has doubled

from 130 km to 260 km, with an insignifi-

cant increase in its air-launched version’s

launch weight from 520 to 550 kg. The

Kh-35UE is a versatile weapon for use,

among other things, by the upgraded Uran

and Bal shipborne and coastal defence mis-

sile systems. It also has been adapted for use

by virtually all tactical warplanes and naval

helicopters.

Also displayed at MAKS 2011 were the

latest members of the Kh-59ME subsonic

missile family under development by the

Raduga design bureau – the Kh-59MK

with the active radar homing head to kill

a wide range of radio-contrast targets,

Kh-59M2E with TV-command guidance

and Kh-59MK2 with a combined guid-

ance system. Depending on the version,

their launch weight varies from 900 kg

to 960 kg and their max range is up to

285 km (115–140 km for the Kh-59M2E).

According to Boris Obnosov, the launch

of the Kh-59MK’s production is slated

for early next year. The missile of the type

is designed for application by the Sukhoi

KAB-250

Kh-38MLE

Kh-58UShKE

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

33 w w w . t a ke - o f f . r u take-off december 2011

Su-30, Su-34 and Su-35 aircraft in the first

place.

Longest-range air-to-air missile

No doubt, the star of the air-launched

weapon segment of the air show in

Zhukovsky was the RVV-BD long-range

air-to-air missile unveiled by the Tactical

Missiles Corporation.

That the Vympel design bureau is devel-

oping the missile has been known for a

while. As far back as his news confer-

ence during the MAKS 2009 air show,

Boris Obnosov confirmed that Vympel was

developing a long-range weapon in addi-

tion to the RVV-SD medium- and RVV-

MD short-range missiles. Last year, paper-

work for an export version, designated as

RVV-BD, was finalised, which cleared it for

display at MAKS 2011.

A tender is known to have been issued

for development of an advanced long-range

air-to-air missile. In addition to the Vympel

design bureau (a subsidiary of Tactical

Missiles Corp.), the Yekaterinburg-based

Novator design bureau joined the competi-

tion. Its full-sale mockups of a long-range

missile, dubbed AAM tentatively, could be

seen suspended under wing on the Su-35

prototype and laid out on the apron in front

of it during MAKS 2007. “There was stiff

competition”, Boris Obnosov reminisces

about the competition during MAKS 2011.

“I hold products from Novator in high

esteem”. But it looks like the tender ended

not in favour of Novator’s weapon.

According to Mr. Obnosov, Tactical

Missiles Corp’s work on the long-range mis-

sile is on schedule, a production-standard

version has been selected, and its tests are to

be finalised before year-end. The missile has

been productionised for the past two year.

“This is a formidable weapon with nothing

to rival it either in country or abroad. It flies

with a swing and hits its targets”, added the

Director General proudly.

According to the official information dis-

seminated during the air show, the new mis-

sile’s performance is far more advanced over

that of the well-known long-range R-33E. It is

not easy to compare the RVV-BD and R-33E,

however. It is clear at first sight that they are

utterly different. Presumably, the RVV-BD

is likely to be a derivative of the long-range

missile prototype Vympel developed in 1980–

1990s to equip latest versions of the MiG-31

interceptor (for instance, at MAKS 1997, six

missiles like that were seen on the underbelly

hardpoints of the MiG-31M No. 057 at the

static display ground).

Mention should be made that the lateral

dimensions of the MAKS 2011-displayed

RVV-BD are unlikely to allow its internal

carriage by the PAK FA. The missile’s pam-

phlet disseminated during the show indi-

cated that only the external AKU-410-1 and

AKU-620 ejectors were to be used to attach

it to and launch it.

Judging by the example displayed at the

show, only the vanes of the RVV-BD were

foldable for conformal carriage, but the

wing remained fixed, to boot. Also, speci-

fying the weapons designed for internal

carriage, Boris Obnosov did not mention

the RVV-BD. Most probably, the RVV-BD

is an export version of the advanced long-

range missile being developed under the

programme of MiG-31 interceptor upgrade

in service with the Russian Air Force (an

upgraded MiG-31BM was shown at a static

display during MAKS 2011). Nonetheless,

the lessons learnt from the programme are

certainly to be relevant to the development

of a long-range missile for internal carriage

on the fifth-generation fighter.

The RVV-BD is taken to the target

area by the inertial guidance system with

radio-frequency updates and subsequent

active terminal radar homing. According

to adverts circulated, the RVV-BD will be

able to destroy various air threats (fighters,

attack aircraft, bombers, airlifters, helicop-

ters, cruise missiles) from any aspect at long

range round the clock despite heavy ECM,

including multiple-channel launch-and-

leave capability.

Owing to the missile’s top-notch aero-

dynamics and high-performance bi-pulse

solid-fuel rocket motor, its range may well

be several hundred kilometres. Speaking

at MAKS 2011, Boris Obnosov said the

RVV-BD’s export version would have a

range of up to 200 km. “To date, no missile

in the class can boast a range like that”,

Mr. Obnosov concluded.

The missile can eliminate threats jinking

hard at 8 g at an altitude of 15–25,000 m.

The RVV-BD’s launch weight stands at

510 kg. The weapon packs a 60-kg HE/

fragmentation warhead with proximity and

impact fuses.

RVV-BD long-range missile main dataLength, m 4.06

Diameter, m 0.38

Wing span, m 0.72

Tail span, m 1.02

Launch weight, kg up to 510

Warhead weight, kg 60

Max forward-looking range, km up to 200

Target designation angles, deg. ±60

G-load on manoeuvring targets, g 8

Target altitude, km 0.015-25

RVV-BD long-range air-to-air missile

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

w w w . t a ke - o f f . r u34 take-off december 2011

Joint Stock Company "558 Aircraft Repair

Plant" history dates back to the 26th of June,

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At present, JSC "558 ARP" provides full cycle

of overhaul of Su-22, Su-25, Su-27, MiG-29

and An-2 aircraft, Mi-8 and Mi-24 helicopters

of all versions as well as upgrade of Su-27 and

MiG-29 fighters and Mi-8 helicopters.

Our enterprise has a fame of one of the

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• efficient operation of aircraft with high

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(Su-27, Su-17, Su-25, MiG-29, An-2) and

their versions;

• prompt diagnostics and repair of failed

devices of onboard equipment with the purpose

of maintaining aircraft's constant working order

and their readiness for action.

• performing preventive replacements of the

least reliable electronic components of aircraft

and helicopter onboard equipment during

operation;

• permanent control of technical condition

of aircraft and helicopters, diagnostics of

the most vital construction elements, works

performed for increasing operational reliability

of the materiel;

• training of customer's staff on repair of

onboard equipment units;

• permanent consulting of customer's staff

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The training center, created at the premises

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its great experience in repairs and overhaul

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developed production base and advanced

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Modern computer technologies are widely

involved in the training program. The efficient

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- highly qualified instructors;

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- using new educational technologies;

- training on modern methods of diagnostics

of aircraft components;

- training on modern methods of repairs

and upgrade of different types of aircraft and

helicopters;

- training of pilots with the use of

multifunctional simulators;

- opportunity to study aircraft units and

systems directly in the workshops and at testing

workbenches.

Modern diagnostics methods of componentry

for aviation materiel training program includes:

- diagnostics of radio-electronic cards;

- testing of turbocoolers;

- diagnostics of onboard radio-electronic

equipment units;

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methods includes:

- laser welding and surfacing for elimination

of faults appearing because of corrosion and

wear-out;

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- restoration of mechanical or corrosion

damages of parts with the use of metal polymers;

- non-abrasive ultrasound finishing of metals

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- plasma spraying on parts having continuous

mechanical or corrosion surface damages up to

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Over the last years more than 300 foreign

specialists have been trained by Joint Stock

Company "558 Aircraft Repair Plant" on

operation and repairs of Su-22, Su-25, Su-27,

MiG-29 aircraft, Mi-8 and Mi-24 helicopters.

The enterprise ensures high level of training,

being always open for cooperation. Moreover,

our experience allowed us to elaborate the

standard project of training center, which is

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Our enterprise pays special attention to

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558 Aircraft Repair Plant JSC

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

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

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E-mail: box@558arp.by

http://www.558arp.by

558 ARP OFFERS COOPERATION

commercial 35 w w w . t a ke - o f f . r u take-off december 2011

take-off decemeber 2011 w 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

36

The government order for 12

new-generation Yakovlev Yak-130

combat trainers for the Russian Air

Force was fulfilled this summer,

when the last three aircraft of the

batch built by the Sokol aircraft

plant in Nizhny Novgorod flew from

the factory airfield to the Air Force

Training Centre in Borisoglebsk,

Voronezh Region.

The first five Yak-130s (serials 21

through 25) arrived in Borisoglebsk

on 6 April this year. Two more

aircraft (90 and 91) came in from

Lipetsk in mid-June. Along with

two other planes (92 and 93), they

had been delivered to the RusAF

State Aviation Personnel Training

and Operational Evaluation Centre

during February through April last

year.

The final three Yak-130s under

the first contract signed with the

Russian Defence Ministry were

assembled by Sokol this spring.

With their factory acceptance

tests completed the planes issued

serials 26 through 28 were ferried

to Borisoglebsk on 30 June.

Borisoglebsk is home to the

training air regiment giving basic

and advanced flight training

to future pilots of attack and

bomber aircraft – the cadets of

the Krasnodar flight school.

The instructor-pilots of the

Borisoglebsk training centre have

mastered Yak-130s, and the first

cadets are to begin their training

on them in the near future.

On 8 November 2011, during

his visit to Irkutsk Aviation Plant

(subsidiary of the Irkut Corp.)

Russian Air Force Commander-in-

Chief Alexander Zelin announced

that a new order for 65 more

Yak-130s for RusAF will be signed

soon. Irkut will become the main

supplier under this contract and

all other Yak-130 combat trainers

to be ordered both by Russian and

foreign customers.

The static displays of the MAKS

2011 air show, which took place

in Zhukovsky, Moscow Region in

August, featured the new An-140-100

turboprop sporting an unusual dark-

gray paintjob. The aircraft with side

number 41254 is the first An-140

made by the Aviakor plant in Samara

on order of the Russian Defence

Ministry. It performed its maiden

flight on 6 August of this year and

arrived in Zhukovsky a week later for

the airshow.

Aviakor has built only three

production An-140s delivered to the

Yakutiya air carrier during 2006–09.

The full-fledged productionising of

the An-140 in Samara is attributed

to a contract signed by Aviakor

and the Russian Defence Ministry

recently. Having ordered its first

An-140 (c/n 002) shown at MAKS

2011, the Russian Defence Ministry

in May ordered nine more planes

to be delivered within three years.

All of them will be in the standard

52-seat passenger layout and oust

the obsolete An-24s and An-26s used

for top brass carriage.

The An-140 also may see new

vistas opening up owing to last-

year’s refusal of the Russian

Defence Ministry to keep on funding

the Ilyushin Il-112V light airlifter

development programme. On 6 May,

the Russian government issued

Resolution on the signature of the

Protocol by the Government of the

Russian Federation and the Cabinet of

Ministers of Ukraine on cooperation

in aircraft development, production,

delivery and operation. The protocol

lists, inter alia, several new An-140

versions, e.g. the An-140-110 and

An-140-200 airliners, An-140C-100,

An-140T-100 and An-140T-210

freighters and An-140MP patrol

aircraft.

The An-140T-100 freighter

with a lifting capacity of 6 t is an

in-production An-140-100 derivative

with the cargo tail ramp. Antonov

offers the An-140T-210 with a

greater lifting capacity, which is a

derivative of the in-development

68-seat An-140-210 stretch. Since

the Defence Ministry’s advanced light

airlifter acquisitions are stipulated by

the 2020 Governmental Armament

Acquisition Programme, it is possible

that planes to be acquired may

be latest ramp-equipped An-140

versions under development by

Antonov, given the rejection of the

Il-112V and the An-140-100 airliner

order landed by Aviakor recently.

In addition, Aviakor and Radar

MMS, a major Russian developer and

integrator of special airborne radio-

electronic gear, made an agreement

during MAKS 2011 to look into the

feasibility of fitting Radar MMS

systems to the An-140. Probably, they

are going to develop the An-140MP

maritime patrol aircraft mentioned

in the 6 May 2011 governmental

resolution.

It also was reported during

MAKS 2011 that the Samara-built

An-140 was promising enough in

terms of export as well. During the

show, Aviakor and Rosoboronexport

agreed to cooperate, with their

agreement providing for the

feasibility of the An-140 becoming

part of Rosoboronexport’s export

programme. “The agreement signed

indicates keen interest of the major

Russian combat gear supplier in

Aviakor’s business processes and

plane”, Aviakor Director General

Sergei Gusev said. “Now, Aviakor has

got an order for an An-140 batch for

the Russian Defence Ministry. The

cooperation with Rosoboronexport

will enable us to offer our main

product to defence ministries of other

nations”.

Ale

xey

Mik

heye

v

RusAF Training Centre got 10 Yak-130s

Russian-made An-140s earmarked for military use?

Ale

xey M

ikh

eyev

37 take-off decemeber 2011w 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

The Tu-214ON specialised airborne

surveillance aircraft developed under

the Open Skies programme was a

spice of the MAKS 2011 air show.

It took to the skies for the first time

from the airfield of the Kazan Aircraft

Production Association (KAPO) on

1 June of this year and is undergoing

tests. The plane was developed by

Tupolev and built by KAPO on order

of the Vega corporation, the prime

contractor under the Open Skies

programme. Once its trials have been

complete, it will be delivered to the

Russian Defence Ministry.

On its inspection flights under

the Open Skies international

agreement, Russia has used two

types of aircraft, the Tu-154M-LK-1

and An-30B. To enhance the

effectiveness of missions, Tupolev

was contracted to develop a

dedicated derivative of the Tu-214

airliner, fitted with the up-to-date

multifunction air surveillance

system from Vega. According

to the system’s developer, the

Tu-214ON “is the first plane among

those of the 34 signatories to carry

all of the surveillance equipment

cleared by the agreement, namely

four airborne photo cameras, three

TV cameras, a synthetic aperture

radar and an infrared linear

scanner”. The mission equipment

is housed behind special fuselage

hatches and fairings, with operator

and observer workstations in the

cabin.

At MAKS 2011, the Tu-214ON

(serial RA-64519) was both shown

as a static display and demonstrated

in flight, and the media were given

an opportunity to familiarise with

its airborne surveillance system

equipment and the operator

workstations.

The Russian Defence Ministry is

going to order in the near future from

Irkut Corp. a batch of Su-30SM two-

seat supermanoeuvrable multirole

fighters derived from the Su-30MKI

aircraft exported by the company.

Irkut President Alexei Fyodorov told

the media that a contract was in

the pipeline for 28 aircraft for the

Russian Air Force with 12 options

that could be fielded with the air arm

of the Russian Navy. The order is to

be placed next year, but the Irkutsk

Aircraft Plant is already making two

first Su-30SMs intended to enter the

test programme in the configuration

approved by RusAF. According to

Alexander Veprev, Director General,

Irkutsk Aircraft Plant, the two

Su-30SM prorotypes will be able to

launch their trials before year-end.

The production and delivery of

Su-30MKI family fighters is Irkut’s

most successful programme in the

past decade. Since 2000, more

than 170 production-configuration

warplanes of the type have been

delivered, including knockdown

kits for licence production in India.

The Su-30MKI orderbook has

swelled up to 292 aircraft and

expected to hike up to 374, once

the anticipated new order for 42

extra Su-30MKIs has been awarded

by India and the Russian Defence

Ministry has placed its order for 40

Su-30SMs.

To date, Irkut has fulfilled the

contracts for 90 Su-30MKIs for India

(the first deal was made in 1996, with

two more in 2007), 28 Su-30MKI(A)

for Algeria under the 2006 contract and

18 Su-30MKMs for Malaysia under the

2003 contract. Deliveries of Su-30MKI

knockdown kits to India carry on under

the contract for 140 fighters, and a

new batch of Su-30MKI(A) aircraft

is being prepared for shipping to

Algeria under the second contract for

16 aircraft, which was signed in 2010.

The manufacturing plant’s Director

General Alexander Veprev told the

media that the company had made 38

Sukhoi aircraft and knockdown kits of

the type last year.

Taking into account the orderbook,

the Su-30MKI production will have

continued in Irkutsk until the second

half of this decade at the least.

RusAF to receive supermanoeuvrable fighters of Su-30MKI family

Tu-214ON: Open Skies without secrets

Ale

xey M

ikheyev

M

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Ma

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Mik

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An

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in

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

38

Another six-ship batch of Mil

Mi-28N advanced attack helicopters

was delivered to RusAF in an official

ceremony at the airfield of the

Rostvertol joint stock company, a

subsidiary of the Russian Helicopters

holding company, on 8 October 2011.

The machines were headed for the

Army Aviation Combat and Conversion

Training Centre in the town of Torzhok.

It has been the second RusAF Mi-28N

delivery this year. The first batch of

four Mi-28Ns has been shipped to

Torzhok this summer and given yellow

side numbers 09, 10, 11 and 12.

The first two machines of the new

batch, with yellow side numbers 45

and 46, have the Mi-28N’s traditional

camouflage paintjob of various shades

of green, with the remaining four (47

through 50) having the new gray

paintjob of RusAF.

The Mi-28N entered service with

RusAF by a presidential decree dated

15 October 2009. Last year, the

first RusAF air squadron stationed

in Budyonnovsk was converted to

the Mi-28N (Rostvertol had built 16

helicopters for it, of which 10 were

delivered in 2009), and deliveries

started to another RusAF unit

stationed in Korenovsk (according

to the Russian media, the first eight

Mi-28Ns were shipped there in

October through December 2010).

The Budyonnovsk-based aircraft

feature blue serials from 01 through

17 and the Korenovsk-stationed ones

red serials from 01 through 08. In

September this year, six Mi-28Ns

from both units were involved in

large-scale combined exercise Union

Shield 2011 at the Ashuluk training

range in the Astrakhan Region.

To date, Rostvertol has delivered

as many as almost 40 production-

standard Mi-28Ns. Recently, Russian

Helicopters holding and Russian

Defence Ministry have signed a

new long-term contract for more

helicopters of the type for the period

throughout the decade. Meeting the

media this spring, Rostvertol Director

General Boris Slyusar said the

company would have productionised

the Mi-28NM upgraded version by

2015. Probably, the derivative will

mount the long-awaited radar,

cutting-edge defensive aids suite and

advanced weapons. The Mi-28UB

fitted with twin sets of controls is

being prepared for construction too.

In addition, RusAF has ordered

more than two dozen Mi-35M attack

helicopters that have been built only

for export until recently. The first

Mi-35Ms earmarked for RusAF are

already in trials at Rostvertol.

Two brand-new Mil Mi-26 heavy-

lift helicopters made this year under

a contract with the Russian Defence

Ministry departed the airfield of

Rostvertol JSC on 25 October. These

are the first machines of the type fielded

with the Russian Air Force recently,

with the previous Mi-26 having been

shipped to the customer over a decade

ago. Having been given side numbers

05 and 06 and RusAF’s new gray

paintjob, the machines will be operated

in the Eastern Military District.

According to the Russian media,

the Defence Ministry and the Russian

Helicopters holding company have

made a long-term deal for 15 Mi-26

heavylifters. This spring, Rostvertol

was assembling the first four machines

under the contract. The lead helicopter

was rolled out and started its tests in

May.

The brand-new Mi-26s differ from

those previously supplied to RusAF

in slightly upgraded avionics. Further

down the line, combat units are to

start taking deliveries of a new version

based on the Mi-26T2 heavily upgraded

helicopter now under trials. The

advanced version will feature a cutting-

edge flight navigation system allowing

a reduction in crew members, a glass

cockpit, round-the clock operation

equipment, modified engines and a

number of other improvements. The

Mi-26T2 is taking part in the tender

issued by the Indian Air Force for 15

heavy-lift helicopters.

Six more Mi-28Ns delivered to RusAF

Rostvertol resumes Mi-26 deliveries to Russian Defence Ministry

Take

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39 take-off decemeber 2011w 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

The official trials of the Kamov

Ka-52 multirole combat helicopter

equipped with the Arbalet radar sys-

tem (FH01) from the Phazotron-NIIR

corporation were completed suc-

cessfully in November 2011. In mid-

November, the acceptance report

recommending the Ka-52 with its

FH01 radar system for full-scale

production and service entry was

signed.

The first Ka-52 two-seat multi-

role combat helicopter prototype

(side number 061) was made by

the Kamov company as far back

as 1997. The preliminary stage of

its official test programme, which

provided for assessment of its

flight performance, was completed

in 2003. Later on, the helicopter

was upgraded, getting an improved

avionics and an expanded guided

weapons suite. The preparations

for the official tests of the upgraded

Ka-52 kicked off in 2006. To take

part in the trials, the Progress air-

craft plant in Arsenyev had manu-

factured two more prototypes (side

numbers 062 and 063) in 2008.

On 26 December 2008, Russian

Air Force chief Col.-Gen. Alexander

Zelin signed the preliminary report

on the first stage of the Ka-52 offi-

cial test programme, which recom-

mended a low-rate initial production

batch manufacturing. The first three

production-standard machines

(serials 51, 52 and 53) were built

in Arsenyev in 2009 and entered the

official trials too. At the same time,

the plant launched the full-scale

production of the Ka-52 under the

late 2009 governmental order for

36 helicopters.

In December 2010, four pro-

duction Ka-52s were fielded with

the Army Aviation Combat and

Conversion Training Centre in the

town of Torzhok for operational

evaluation, and May 2011 witnessed

the delivery of an eight-ship pro-

duction-standard Ka-52 batch to the

Chernigovka Army Aviation Base in

the Russian Far East, which had

operated Mi-24V/P helicopters.

Thus, Progress has made and

delivered as many as 15 production-

configuration Ka-52s within less than

three years. This autumn, the plant

was handling the final assembly of

the further eight helicopters with four

more machines undergoing their

acceptance tests prior to their fielding

with a combat unit. They are being

fitted with FH01 radar systems the

Phazotron-NIIR corporation shipped

to Arsenyev. The four Ka-52s, too,

will have been fielded with the

Chernigovka air base before year-

end. Further down the road, radars of

the type will be retrofitted to the in-

service early production helicopters.

Russian Helicopters holding com-

pany Director General Dmitry Petrov

said in early September that the

Russian Defence Ministry awarded a

new long-term order “for more than

140 Ka-52 helicopters” on 31 August

2011.

It is significant that the helicopter

of the type is planned for adoption

with not only the Army Aviation,

but also the Russian Navy. As is

known, the Ka-52K shipborne multi-

role combat helicopter is to become

the mainstay of the strike power

of the air groups to be carried by

the Mistral-class amphibious assault

ships. Kamov is running the devel-

opment of the shipborne version

that will have the folding main rotor

blades and folding wings and a num-

ber of other modifications as well.

Progress Managing Director Yury

Denisenko told the media that the

Ka-52K’s full-rate production and

deliveries were slated for 2014.

In addition, Russian Helicopters and

Kamov, coupled with Rosoboronexport

JSC, are cooperating in promoting the

Ka-52A export version to the global

market. A number of countries dis-

played keen interest in buys such heli-

copters as far as several years ago. A

lexe

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ikheyev

Take

-off'

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Arbalet-fitted Ka-52 wraps up its trials

An

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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

40

9 September saw the first oper-

ational flight of the An-148-100E

(RA-61709) of the Polyot airline, the

second Russian user of the advanced

regional airliners made in Voronezh.

The 1 h 40 min flight with 56 passen-

gers on board was conducted from

Voronezh to St. Petersburg. The air-

craft came back to Chertovitskoye

airport in Voronezh on the return

flight on the same day.

An hour-long An-148-100E

service was also launched to

Moscow’s Domodedovo airport on

29 September. By then, the car-

rier’s airliner fleet had been beefed

up with another aircraft of the type,

RA-61710. As its own crews are

trained and the maintenance system

is set up in its home airport, Polyot is

going to expand its operational net-

work and intensify the operations.

Polyot Director General Anatoly

Karpov said: “The characteristics

of the An-148-100E will enable the

company to connect the regions

in central Russia with the regional

centres in the Urals and Siberia and

to launch tourist services to Egypt,

Spain, Italy, the UAE, Israel, etc”.

Under the contract signed by

Polyot, Sberbank-Leasing and VASO

plant last year, the carrier shall lease

10 An-148-100Es. They shall be

in the 68-seat layout (8 seats in

the business class and 60 in the

economy class) but will be able to

be converted quickly to the 75-seat

single-class layout. Unlike the six

An-148-100Bs made in Voronezh,

the Polyot-intended planes feature

an extended range.

The first An-148-100E (c/n 41-04,

RA-61709) first flew in Voronezh

in early June of this year and was

delivered to Polyot on 20 July

2011. The second aircraft (c/n

41-06, RA-61710) flew for the first

time on 6 July and its acceptance

report was signed on 31 August

2011. In September, VASO com-

pleted another Polyot-destined plane

(c/n 41-07, its registration number

will be RA-61711) that performed its

first flight on 4 October. According

to Anatoly Karpov, the company is

going to have it on services before

year-end and receive the fourth air-

craft from VASO in the first quarter

of 2012.

Meanwhile, a new An-148 opera-

tor appeared in Ukraine as well. On

3 August, Antonov handed over a

new production An-148-100B built

earlier this year in Kiev to the new

customer, Ukraine International

Airlines (UIA). The carrier’s aircraft

fleet, which has been made up of

Boeing planes only (according to

UIA’s official website, it comprises

19 Boeing 737s in various versions),

was extended by the second produc-

tion-standard An-148 built in Kiev

(reg. UR-NTD, c/n 01-10). It first

flew in Kiev on 13 January 2011.

In September, UIA received another

An-148 (reg. UR-NTA, c/n 01-01)

that had been flown by the Aerosvit

airline from June 2009 to August

2011. Aerosvit also operated the

first production An-148 made in Kiev

(c/n 01-09, reg. UR-NTC) since May

2010 till September 2011. This plane

is seemed to start its operations with

UIA too.

On 26 August 2011, in the run-

up to the 20th anniversary of the

independence of the Republic of

Uzbekistan, Tashkent hosted the

ceremony of acceptance by flag

carrier Uzbekistan Airways of

another Ilyushin Il-114-100 region-

al turboprop (c/n 02-08) built by

the Tashkent Aircraft Production

Corp. (TAPC) named after Valery

Chkalov. Assigned registration

number UK-91108, it became the

sixth Il-114-100 in the aircraft fleet

of the Uzbek flag carrier and the

fifth one under the 2007 contract

for six aircraft with upgraded avi-

onics suite.

TAPC rolled it out and moved

it to the in-house flight test facil-

ity on 6 June, with the plane per-

forming its maiden flight on 8

July of this year. The first four

Il-114-100s made under the 2007

contract entered service during

2008–10, while the very first air-

craft of the type (c/n 02-02) was

made in Tashkent as far back as

1999 and has flown on Uzbekistan

Airways routes since 2003. The

Il-114-100s operate on domestic

operations and on services to other

CIS countries.

The six and last Il-114-100

(c/n 02-09) under 2007 contract

is expected to fly next year. The

prospect of future Il-114 produc-

tion by TAPC remains uncertain

despite the backlog the plant has.

Polyot and UIA launch An-148 services

Another Il-114-100 kicks off commercial operationA

ndre

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Superjet in Armavia …

Made in September 2007, the order of two

SSJ100s by Armenian airline Armavia with

three more options did not turn many heads

at first. By then, 110 advanced airliners had

been ordered (in the form of both firm orders

and options) by several air carriers, including

the foreign launch customer in Italy.

A considerable discount to the list price was

offered to Armavia, as it was offered to other

early customers. Besides, Armavia ordered

the configuration close to the baseline one,

i.e. lacking expensive trimmings. The planes

were leased through Russian company VTB-

Leasing. Under the contract, the first aircraft

was to be delivered as far back as late 2008, but

the delivery slipped by far just like the delivery

to Aeroflot did. Some of the orders considered

to be firm were put on the back burner or can-

celled altogether, as the SSJ programme was

slipping further behind schedule. Suddenly,

Armavia, along with Aeroflot, found itself the

launch customer, probably, to its own surprise.

The first production SSJ100-95B

(c/n 95007) first flew on 4 November 2010

and then underwent the certification check

test programme held for the first time as part

of certification by the Interstate Aviation

Committee’s Aircraft Registry. During the

tests, a production-standard aircraft had to

log at least 150 flight hours on standard routes.

The Superjet certification check tests com-

menced in December 2010, following Aircraft

95007 ferry flight from Komsomolsk-on-Amur

to Zhukovsky in the Moscow Region. With

the tests completed, the plane returned to

Komsomolsk-on-Amur, where it was subjected

to final improvements before its delivery.

Participation in a long-term certifica-

tion check test programme, which lasted for

almost two months, came as a very useful

breaking-in to the advanced plane. It allowed

the troubleshooting of the most obvious teeth-

ing troubles inherent to the first production

aircraft and benefited the beginning of its

operation further down the road.

On 19 April 2011, the aircraft flew from

the manufacturer’s airfield in Komsomolsk-

on-Amur to the customer’s base airport,

Zvartnots in the city of Yerevan. In Armenia,

the SSJ100 registered as EK-95015 and

named Yuri Gagarin was given the red-carpet

treatment. The first commercial flight of the

new aircraft took place as soon as the next

day after its delivery, 21 April. In the very

beginning of its operation, it was clear that

the carrier was not going to go easy on its first

Superjet 100 just because it was a new plane.

The aircraft had conducted services to seven

The Sukhoi Superjet 100 advanced regional airliner development programme pur-

sued by Russia’s Sukhoi Civil Aircraft Company (SCAC) in cooperation with several

foreign aircraft equipment and system suppliers has passed a few key milestones

this autumn. Firstly, October marked six months since the first production SSJ100

kicked off regular services with Armenian carrier Armavia on 21 April 2011. Secondly,

Armavia’s new-type airliner cleared the 1,000-flying-hour milestone on scheduled

services in the same month. A week later, on 16 October, Russia’s Aeroflot crossed

the same threshold, having operated two SSJ100s by then (one of them entered pas-

senger operations on 16 June 2011 and the other on 27 August 2011). By the end of

November, the Superjets have performed a total of 1,500 commercial flights, having

logged over 2,800 flying hours.

SUKHOI SUPERJET 100Half a year in operation

Anton LAVROV,

Andrei FOMIN

Mar

ina

Lyst

seva

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

w w w . t a ke - o f f . r u42 take-off december 2011

aircports in five nations (Moscow, Aleppo,

Athens, Donetsk, Odessa, Simferopol and

Tehran), which became a mini-pattern of its

subsequent operation, during which it flies to

Russia, Ukraine, other European countries

and the Middle East.

The SSJ100’s hour of triumph in service

with Armavia came in mid-June when the

airline decommissioned as many as two A320s.

Coupled with the seasonal hike in the number

of the carrier’s flights, this stepped up the

operational tempo for its remaining aircraft

up to an average of two return flights a day.

Many remote European destinations, which

had been handled by the airbuses before that,

fell on the SSJ100. As a result, 4–5-hour flights

to Europe out to 2,500–3,500 km became

a routine, virtually daily job to the plane.

The services to Amsterdam, Barcelona, Lyon,

Marseille, Rome, Venice and Zurich became

the Armenian Superjet’s standard routes.

The advanced Russian-built airliner’s first

three months in the commercial operation

by Armavia were very fruitful. The diversified

route network enabled the plane to be tested

not only on short regional services, but on

long ones as well. The Superjet flew to 20

airports. It mastered its European lines that

proved the range stated by the manufacturer.

The aircraft also proved its ability to operate in

the adverse climatic conditions of Armenia’s

hot mountainous terrain. The aircraft logged

200-plus flight hours as soon as its third

month of operation, which is good for a new

aircraft in the class.

In October, the Armenian Superjet flew

from Yerevan to Moscow’s Vnukovo and

Domodedovo, to Samara, Ufa, Tbilisi and

over 10 cities in the ‘far abroad’ – Amsterdam,

Athens, Berlin, Lyon, Marseille, Venice,

Aleppo, Beirut, Dubai, Tehran and Tel Aviv.

It had conducted more than 530 operations

with a total of 1,300 flight hours by the end

of November. In the first six months of its

operation, its average monthly flying time

has accounted for about 180 flying hours (the

maximal flying time – 205 hours – was logged

in July 2011) with an average flight slightly

exceeding 2.5 h and an average daily flying

time being slightly less than 6 h (an average

of five services are flown every two days).

Armavia’s SSJ100 did not fly only five days in

October, which indicates a rather high degree

of operability and reliability of the carrier’s

only aircraft of the type. The second Superjet

Yur

i Ste

pano

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ndre

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omin

The first production Sukhoi Superjet 100 (c/n 95007) started its commercial operations with Armavia airline as EK-95015 on 21 April 2011

Armavia’s SSJ100 passenger cabin interior

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

43 w w w . t a ke - o f f . r u take-off december 2011

(c/n 95009) is to be delivered to Armavia in

2012, if all goes to plan.

…and Aeroflot

The Russian flag carrier, Aeroflot, got the

first of the 30 SSJ100s, ordered in December

2005, in mid-June 2011. New regional jet

with c/n 95008 and registration number

RA-89001 named after Mikhail Vodopyanov

conducted its first commercial service from

Moscow to St. Petersburg on 16 June and then

launched operations to Nizhny Novgorod,

Yekaterinburg and then Ufa.

Unlike the first production SSJ100, which

was delivered to Armavia and had been

debugged during its 150-hour certification

check tests, despite the fact that Aeroflot’s

first SSJ100 did not get to the customer soon

after its maiden flight on 30 January 2011,

it had completed only a limited number of

acceptance tests. Possibly, this was a reason

for the carrier having to ground its new plane

several times in the initial stages of operation

to fix problems. For instance, following an

aggressive start in June (46 flights performed

during the first 12 days, with almost 80 flight

hours logged), RA-89001 flew only for 14

days in July. Nevertheless, it has no longer

encountered considerable technical problems

since later July, which has enabled it to fly

up to eight services a day without any delays

worth mentioning.

The intensity of operation of the new-type

aircraft by Aeroflot increased further in the

wake of the delivery of its second Superjet

late in August. The aircraft with c/n 95010

conducted its maiden flight in Komsomolsk-

on-Amur on 11 July and then was headed for

Ulyanovsk to be painted in the customer’s

livery. Having been given registration number

RA-89002 and named after Dmitry Yezersky,

it was delivered to Aeroflot on 25 August and

conducted its first scheduled flight as soon as

two days later. The new Superjet’s flying time

exceeded 230 fight hours during the very first

month in service, with the two aircraft flying

up to 14 services a day during September and

October.

The Moscow–Astrakhan route, which was

flown in the first fortnight of September, was

added to the existing lines to Nizhny Novgorod,

St. Petersburg and Ufa. On 1 October, the

first international flight, Moscow–Minsk, was

added to the schedule of Aeroflot’s SSJ100s,

and the services to Chelyabinsk (the SSJ100s

had flown to Yekaterinburg until 17 September)

and Kazan started on 3 October and 24

October respectively. The Superjet’s reliability

and operability are highlighted by the fact that

there were only two days in September, when

neither of Aeroflot’s SSJ100s took to the sky,

with no such days in October.

The third Aeroflot-ordered airliner

(c/n 95011, RA-89003) made its maiden flight

in Komsomolsk-on-Amur on 11 September

2011 and was delivered to the customer on

7 November, entering regular services since

8 November. By the end of November, the

Aeroflot’s Superjets had performed more than

1,000 flights, logging 1,600 flight hours. The

1000th commercial flight milestone was passed

on 23 November 2011.

An average flight of the Superjets on the

Russian flag carrier’s routes lasts for about

1.5 hours (the longest flights last 2.5 hours

in services from Moscow to Yekaterinburg,

Chelyabinsk and Astrakhan). The average fly-

ing time per plane in Aeroflot stands at a bit less

than 6 h (on the average, each of the aircraft

flies four operations a day). The first SSJ100’s

average monthly flying time has accounted for

about 180 flying hours over the four months in

(Ser

gey

Ser

geye

v

The first Aeroflot’s Sukhoi Superjet 100 (c/n 95008, RA-89001) entered regular services on 16 June 2011

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

w w w . t a ke - o f f . r u44 take-off december 2011

service, and the second airliner’s average flying

time during the first two months of its sched-

uled operations equalled about 210 h (the aver-

age monthly flying time per two-aircraft fleet is

slightly less than 200 h per plane).

Aeroflot will have been able to receive

several more Superjets before year-end. In

October, there were seven more Aeroflot-

destined aircraft in final assembly. The fourth

Aeroflot’s SSJ100 (c/n 95012, RA-89004)

first flew in Komsomolsk-on-Amur on

7 November 2011 and was to be followed by

95015, 95013 and 95016 soon. The fuselage

of the 13th production aircraft (c/n 95019)

was brought to SCAC’s final assembly shop

in Komsomolsk-on-Amur on 1 October 2011.

SCAC is making efforts to step up the out-

put rate hampered so far by delayed deliveries

of production-standard SaM146 engines. In

September, Igor Vinogradov, SCAC first vice-

president for development and certification,

said that extra jobs would be created in the final

assembly shop, which would allow 10 aircraft

to be assembled there instead of six. In addi-

tion, aircraft components will be brought to the

shop pre-assembled, part of wing panel assem-

bly will be handled by KAPO plant in Kazan

while the assembly of the cabin interior will be

carried out in Ulyanovsk starting with the ninth

production aircraft (c/n 95015). Owing to

the measures being taken, “28 SSJ100 planes

are planned for production next year”, Igor

Vinogradov said.

Along with the continued Superjet deliver-

ies to Aeroflot and Armavia in 2012, SCAC

and the Superjet International joint venture

plan to start deliveries to new customers that

might include Russian carriers Yakutiya and

UTair and the SSJ100’s first foreign operators

from Mexico, Indonesia, Laos, etc

Ser

gey

Ser

geye

v

Eln

ar M

ansu

rov

SSJ100 c/n 95010 (RA-89002) is carrying passengers since 27 August 2011

Aeroflot’s Superjet economy class cabin

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

45 w w w . t a ke - o f f . r u take-off december 2011

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46

Ser

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nko

The contract for delivery of two

brand-new Ilyushin Il-76MF airlifters

to Jordan was fulfilled last summer.

The Russian-Jordanian deal on two

Il-76MFs was clinched in August

2005, during the MAKS 2005 air

show. The Rosoboronexport com-

pany was earmarked as supplier,

with construction itself to be handled

by the Tashkent Aircraft Production

Corp. (TAPC). The difficulties experi-

enced by the manufacturer plant and

its disagreements with the Russian

party as to the terms of the deal

resulted in slippage. Ilyushin and

TAPC signed a contract for two air-

lifters as late as 4 July 2007, but the

actual work on the aircraft kicked

off only after Rosoboronexport and

Jordan in December 2009 made a

supplementary agreement providing

for a certain postponement of the

delivery.

The first Il-76MF (c/n 96-02),

designed for Jordan and issued side

number 76954 for the duration of the

trials, conducted its maiden flight in

Tashkent on 30 September 2010 and

was ferried to Zhukovsky a month

later for remaining equipment to

be fitted and special flight trials

conducted. The other aircraft (c/n

94-01, side number 76953) first flew

on 12 May this year and moved to

the airfield of the Gromov Flight

Research Institute on 31 May.

Painted in the colours of the

customer and given the insignia of

Jordan carriers Royal Falcon and

JIAC, the planes were issued their

registration numbers JY-JID and

JY-JIC. Their tests were completed

during the spring and early summer,

and their flying and ground crews

were trained on them in Zhukovsky.

Finally, the Il-76MF (76953 or

JY-JIC) departed from Gromov LII’s

airfield for Jordan on 29 June, fol-

lowed by the other Il-76MF (76954

or JY-JID) on the next day.

On 1 September, Algerian Air Force

pilots performed their first solo flights

on Yak-130 combat trainers at the

airfield of the Irkutsk Aircraft Plant, an

affiliate of the Irkut corporation.

Their flights had been preceded by a

three-month-long ground school, dur-

ing which the Algerian pilots logged a

total of 100-plus sorties on Yak-130s

together with Irkut’s test pilots in the

role of their instructor pilots and were

cleared for solo flights. Prior to that,

a large group of Algerian military

engineers and technicians had been

trained in operating and maintaining

the Yak-130.

Delivery of the Yak-130 combat

trainer to Algeria is slated for this

autumn. As is known, the 2006 con-

tract stipulates that Irkut shall deliver

16 aircraft of the type to Algeria. The

first production Yak-130 under this

order had made its maiden flight in

Irkutsk on 21 August 2009 and 12

new jet trainers for Algerian Air Force

were assembled at Irkutsk Aircraft

Plant by 2011. The final several planes

were in the final stages of assembly

this summer. A minor slip behind

schedule was due to the customer

having added extra requirements

several times. The implementation of

the additional requirements called for

more development work, tests and

modifications pertaining to the planes

made. In the end, the parties agreed on

the final configuration of the Yak-130,

and nothing prevents the manufacturer

to ship the products now.

Rosoboronexport and Irkut are in

pre-contract talks on Yak-130 deliver-

ies to a number of other countries

as well. The launch contract for 12

Yak-130s built by Sokol in Nizhny

Novgorod for the Russian Air Force

was fulfilled in June of this year. A

governmental contract for more than

60 Yak-130s to be manufactured by

the Irkutsk Aircraft Plant is in the pipe-

line. In anticipation of more orders,

construction of more Yak-130s by the

Irkutsk Aircraft Plant is in full swing.

In July, the plant’s Director General

Alexander Veprev said that assembly

of the 35th Yak-130 had begun in

Irkutsk by then.

And

rey

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Jordan takes delivery of two Il-76MFs

Algerian pilots learning Yak-130

47 take-off december 2011w w w . t a ke - o f f . r u

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In early August, the MiG corpora-

tion commenced the assembly of the

first MiG-29K/KUB fighters under the

contract made last spring for 29 more

fighters of the type for the Indian Navy.

As is known, the first contract

for 16 MiG-29K/KUB multirole car-

rierborne fighters for the Indian Navy

was signed in January 2004. Having

developed the plane and completing

its flight tests, MiG started full-rate

production of the MiG-29K/KUB that

became the first members of the

new MiG-29 family comprising the

MiG-29M/M2 and MiG-35 as well.

In August 2011, MiG Director

General Sergei Korotkov said that 11

MiG-29K/KUB planes had been deliv-

ered under the first contract – the

first six in late 2009 and five more in

May 2011. The remainder will have

been delivered by year-end 2011. At

the same time, MiG began to imple-

ment the 29 options that firmed up in

March last year.

This summer, units of the first

MiG-29K/KUB airframes under

a new contract were laid down in

the fuselage assembly jig at MiG’s

Production Complex 2 in Moscow

(previously known as the Banner

of Labour plant of MAPO associa-

tion). The fighters are being built in

cooperation with several subcon-

tractors. For instance, the fuselage

nose section is being made by Sokol

plant in Nizhny Novgorod and will

be supplied to MiG’s Production

Complex 2. Here, the rest fuselage

assemblies, including the basic load-

bearing element – the central fuel

tank, are made and the fuselage is

assembled to be then sent to MiG’s

Production Complex 1 in the town

of Lukhovitsy out of Moscow, which

manufactures the wings, empennage

and composite structural elements

and performs the final assembly and

tests of the planes.

In addition to the work under the

MiG-29K/KUB programme, MiG is

fulfilling another major order placed

by the Indian Defence Ministry, the

one for upgrading 62 MiG-29 fight-

ers in service with IAF. The first

four aircraft are being upgraded by

MiG Corp. while the two MiG-29UBs

by Sokol plant. Initial MiG-29UPG

made its maiden flight after upgrade

on 4 February 2011 to be followed

by the second one and the first

MiG-29UPG-UM in May. Two more

IAF singleseaters were upgraded

at MiG’s Production Complex 1

this summer and the second twin-

seater at Sokol’s facility in Nizhny

Novgorod. The remaining 56 aircraft

will be upgraded in India using parts

and units supplied by Russia.

An IAF pilot flew the first upgraded

MiG-29UPG-UB fighter in Zhukovsky

on 7 October. The sortie lasted for

an hour and a half and was smooth.

The Indian pilot appreciated the new

capabilities of the upgraded aircraft.

On the same day, two MiG-29UPG

singleseaters upgraded by MiG Corp.

flew from Zhukovsky to the airfield of

the Russian Defence Ministry State

Flight Test Centre in Akhtubinsk for

continued tactical trials.

Another contract being fulfilled

by MiG’s Moscow-based facility is

the construction of MiG-29 fight-

ers for the Republic of Myanmar.

According to MiG’s Production

Complex 2 Director Vyacheslav

Artemyev, the first three aircraft

were delivered this spring and

three more were flight-tested in

Lukhovitsy in August, after which

they were headed for Myanmar too.

The plant is assembling a next batch

of MIG-29s for the Myanmarese.

The line production method is

used for assembly, ensuring higher

effectiveness and quicker work. The

production line set up in Production

Complex 2 comprises six stations

where fuselages are beefed up con-

secutively with the rest of structural

components and systems.

Recurring to the MiG-29K/KUB

carrierborne fighters, mention

should be made that MiG expects

the Russian government to award an

order in the near future for a batch

of aircraft like that for the Russian

Defence Ministry. The aircraft are

to be fielded with the independent

carrierborne fighter regiment of the

Russian Navy’s Northern Fleet. Talks

also are under way on MiG-35 fight-

ers for the Russian Air Force.

Besides, MiG’s Engineering Centre

Director Vladimir Barkovsky said in

August that the first MiG-29M/M2

multirole fighter prototypes were to

be completed by year-end, with the

fighters being manufactured under a

contract with foreign customer. They

will be heavily commonised with the

production-standard MiG-29K/KUB

carrierborne fighters in terms of

design, avionic and weapons.

Construction of new MiG-29K batch kicks off

And

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48

The Irkutsk Aviation Plant, a sub-

sidiary of the Irkut Corporation, was

visited by Malaysian Defence Minister

Dato Seri Ahmad Zahid Hamidi on

16 November 2011. During the visit,

Irkut President Alexey Fyodorov

showed his guest the key divisions

of the plant, where the Su-30MK and

Yak-130 aircraft and Airbus A320

components are manufactured.

“The purpose of my visit to

Irkutsk is to see with my own eyes

where the Royal Malaysian Air

Force’s multirole combat aircraft

are made”, Dato Seri Ahmad Zahid

Hamidi said. “What I have seen here

is impressive and mind-boggling.

I am certain that the aircraft is

facing a bright future. We also are

discussing the feasibility of further

programmes, and Malaysian com-

panies are always willing to cooper-

ate with Irkut in this sphere”.

Irkut has delivered 18 Sukhoi

Su-30MKM supermanoeuvrable mul-

tirole fighters to Malaysia as part of

its cooperation with RMAF. “Finer

points of another contract for the

production of the multirole aircraft are

under discussion now”, reads Irkut’s

official release on the Malaysian

defence minister’s visit to the plant.

The first contract for 18

Su-30MKM was signed by RMAF in

2003. It stipulated deriving from the

Su-30MKI fighter, which had been

delivered to the Indian Air Force

by then, a modified supermanoeu-

vrable multirole combat aircraft

with an international avionics suite

beefed up with cutting-edge for-

eign-made self-defence gear. The

first two production Su-30MKMs

were accepted by RMAF in May

2007, with the official ceremony of

the first Su-30MKM batch’s service

entry taking place in Malaysia on

10 August 2007. Two years later,

in August 2009, the last of the 18

aircraft ordered were delivered. The

Su-30MKMs were fielded with the

RMAF 11th Air Squadron stationed

at the Gong Kedak air base situated

north of the Malaysian capital.

RMAF mulling over beefing up its Su-30MKM fleet RMAF chief Gen. Rodzali bin Daud about Su-30MKM

During the LIMA 2009 show at

the Malaysian island of Langkawi

two years ago, the Take-off editor

had an opportunity to be granted an

exclusive interview by the chief of the

Royal Malaysian Air Force, General

Dato’ Sri Rodzali bin Daud. Sharing

his impressions of the Russian-made

Su-30MKM fighters in service with

RMAF, Gen. Rodzali bin Daud said

the following:

“We are very pleased with the

technical performance and tactical

capabilities of the Sukhoi fighter

we have received. Firstly, the

Su-30MKMs have satisfied our need

of long-range multirole fighters dual-

hatted as both the fighter and the

strike aircraft capable of operating

above land and sea. Previously, we

had had no planes in the class and

needed them much. Secondly, owing

to the top-notch flight and techni-

cal characteristics, manoeuvrability,

cutting-edge avionics and weapon

suites, the Su-30MKMs brought

RMAF to a radically higher techni-

cal level and heavily influenced the

development of Malaysia’s aerospace

industry, since we had from the out-

set participated in the Su-30MKM

development by selecting its inter-

national avionics and weapons suites

comprising the best Russian and

Western systems.

One of the reasons, for which the

Su-30MKM was selected, was our

rather long knowledge of Russian

aircraft, because RMAF had operated

the Mi-29N fighters for a decade and

a half by then and had been satis-

fied with the cooperation with your

country on the whole. Again, we have

got no problem with the Su-30MKM

aircraft itself and we are very satisfied

with this bargain”.

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