Airfleet_04_2014

№ 1.

4. 2013 2014

“HIND” the story of the warrior p. 32

4.2014 (105)

CONTENTS Technology Mi‑171A2:

General Director Valeriy Stolnikov Deputy General Director Aleksey Leonkov

on the path towards success . . . . . . . . . . 2 Motor Sich . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Irreplaceable perfection . . . . . . . . . . . . . 8

Dmitry Drozdenko Chief Editor Vladimir Karnozov Redactors Viktor Waygert Dmitry Drozdenko Marketing Director Anton Vozhevatov Iliya Kolikov

Airshows HeliRussia-2014: take off permitted! . . . . . . . . . . . . . . . . . . . 12 GidroaviASalon-2014: between the sky and water. . . . . . . . 18

Designers Arthur Yegorov Aleksey Pirozhkov Timofey Babkin

Big boss talking IFC: to China with hope. . . . . . . . . . . . . 24

Associate Editor Translation Team Coordinator Egor Dakhnov

History Photos in this issue Vladimir Karnozov, Dmitry Drozdenko,

What helicopters are kissed for?. . . . 28

Viktor Waygert, open sources and courtesy of advertizing companies

“HIND”: The story of a warrior . . . . . . . . . . . . . . . . 32

Circulation: 10000

Golden standard of helicopter

The magazine is registered in the Committee for Press

development . . . . . . . . . . . . . . . . . . . . . . . . 36

of the Russian Federation. Certificate № 016692 as of 20.10.1997. Certificate № 77-15450 as of 19.05.2003.

Global partnership © AIR FLEET, 2014 ADDRESS

Superjet International

P.O. Box 77, Moscow, 125057, Russia Tel.: + 7 495 459 9072

means business . . . . . . . . . . . . . . . . . 40

Fax.: + 7 495 459 6042 E-mail: market@a4press.ru

Airbus in Moscow for business . . . . . . 44

Technology

Mi‑171A2: On the path towards success

Russian Helicopters holding will present its latest technological developments and achievements and demonstrate possibilities of using their helicopters for business and military purposes on Dubai Helishow 2014 exhibition. The holding will present Ka‑32A11BC in firefighting modification and search-and-rescue version of Mi‑171A2.

Mi‑171A2, being developed on basis of Mi‑8/17 family, combines large experience of operation, hi-tech technologies and new design solutions. Due to that, it became possible to achieve a significant improvement in performance characteristics, economic efficiency of the helicopter and extended functionality.

During the development process, which began in 2009, the developers made a comprehensive analysis of compliance units, systems and structural elements of today's domestic and international rules and requirements and developed a plan to bring them into full conformity with new realities. In addition, the process included constant meetings with potential buyers and operators of the new helicopter to consider their suggestions. The results of this collaboration turned out to be very effective. The helicopter will be modernized with over 100 different innovations that will improve performance characteristics.

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Technology

Heart The changes affected virtually all major units of the helicopter. Primarily, this concerned the "heart" of the aircraft, its engine.

Mi‑171A2 will be powered by two turboshaft VK‑2500PS‑03 engines with anti-surge protection, developed by Klimov JSC. Modified VK‑2500PS‑03 engine has a higher power capacity (up to 2800 hp at emergency mode) and increased resource.

The VK‑2500PS‑03 is equipped with a digital control system of FADEC type. Flexibility in terms of settings allows it to be operated with maximum efficiency. And this, in turn, reduces operating costs.

Body Significant changes have been introduced to the design and manufacture technology of transmission and the support system of the helicopter. In particular, the modernization of the support system will increase the thrust of the main rotor of the helicopter, rotor blades resource and cruising speed. Manufacture technology of the rotor blades of composite materials has already been tested on the Mi‑38 helicopter. The helicopter is equipped with X‑shaped tail rotor. All these innovations A I R F L E E T

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will increase resources of individual elements by 2–3 times and provide a 10 percent margin of stability directional control.

Fuselage design allows quick configuration change to passenger or transport variant, ability for mounting a variety of additional equipment. Climate control system provides onboard temperature of 15 °C at an ambient temperature of –50 °C below zero and the temperature on board 22 °C ambient temperature of 40 °C. Brain Mi‑171A2 will be equipped with CCD‑17 onboard system developed by Ulyanovsk Instrument Design Bureau JSC. Currently Russian Helicopters holding together with concern of the radio technology KRET began testing the Mi‑171A2 at the Mil Moscow Helicopter Plant.

“During hovering tests, two helicopters were used: flying laboratory on basis of mass production Mi‑8/17 and first prototype of Mi‑171A2. Second flying prototype of the helicopter is being built on Mil Moscow Helicopter Plant. It will then join the tests” – says holding press-release.

With the new navigation complex, Mi‑171A2 was able to safely carry out mis-

sions at day/night and in adverse weather conditions. Complex implements the principle of so-called "glass cockpit". The structure of the CCD‑17 includes four LED displays of 6x8 inches, which displays flight and navigation information and data on onboard systems. Center 15‑inch LED broadcast data from an external review of the optical system, which covers the front and the lower hemisphere of the helicopter. The complex is equipped with a displayed satellite system (GPS/GLONASS), planning and navigation system (VOR/ILS), as well as obstacles alarm system (power lines, poles, free standing trees). The use of this complex will allow to establish a crew with two people, and also to optimize the composition of cockpit equipment.

In addition, CCD‑17 complex can be equipped with day/night CBS‑17 observation systems on-demand.

Mi‑8/17 series helicopters proved themselves during the search-and-rescue missions in various regions of the world and the Mi‑171A2 is a new stage in the development of these series, able to perform all tasks more efficiently Dmitry Drozdenko

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Technology

Motor Sich Motor Sich JSC is a company specialized in development, manufacture, after sales support and overhaul of gas turbine engines for civil and military aviation, as well as gas turbine drives, gas turbine power generating sets and gas pumping units with these drives. Quality and reliability of manufactured products has been confirmed by their long-term operation on airplanes and helicopters throughout the world.

Vyacheslav Boguslayev President of Motor Sich JSC Nowadays Motor Sich is intensely working on creation, overhaul and upgrading of helicopters within the framework of helicopter project.

For launching production of domestic high-performance helicopter and promotion of helicopter products to the market our company founded Motor Sich Helicopters Company.

The up-to-date market of the helicopter products requires reliable, fuel-efficient multipurpose helicopter equipped with upgraded avionics and navigation equipment, and Mi‑8MSB helicopter suits these

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requirements. For improvement of Mi‑8 type helicopters performance and reliability, extension of their operating life and efficiency increase, Motor Sich developed and incorporated the program of helicopters upgrading in Mi‑8MSB profile by installing new ТV3–117VМА-SBМ1V 4E engines of own production. The upgraded helicopter has the following advantages: • maintains stable power of the engines within the entire operational range of altitudes and temperatures; • considerably higher service ceiling; • considerably larger TBO and total service life of the engines, which decreases expenditures for their maintenance; • simplicity in maintenance, high reparability and reliability; • increased flying range due to reduction in hourly fuel consumption; • significant increase in airfield altitude up to 4200 meters, which facilitates starting in high and hot conditions.

The light multi-purpose transport-passenger Мi‑8 МSB helicopter upgraded at the company may be represented in several versions. The helicopter is intended for transport, passenger, training, rescue, ambulance, and fire-fighting missions.

On customer’s request, for international flights the Мi‑8 МSB helicopter may be completed by radio communication, navigation, landing equipment and air traffic management control in compliance with ICAO, as well as with a large set of equipment, which provides possibility of its efficient use day and night in ordinary and rough weather condwitions, in mountains

and in plane, in hot climate at all permissible altitudes and flight speeds.

In August 2013, the Мi‑8 МSB helicopter powered by the ТV3–117VМА-SBМ1V, Series 4E, engines set a series of world records including absolute-class record of the horizontal flight altitude in Е‑1 class — 9150 m.

Motor Sich mastered overhaul of Mi‑2 helicopters in standard configuration. If necessary, avionics and radio equipment of the overhauled helicopters may be upgraded and compartment retrofitted.

For improving efficiency of Mi‑2 helicopters, Motor Sich develops and implements the program of Mi‑2 upgrading in MSB‑2 version.

Creation of MSB‑2 helicopter with improved flight performance and ergonomical characteristics includes two upgrading stages: The first stage includes: • installation of up-to-date AI‑450M engines with better fuel efficiency and higher power; • upgrading of helicopter transmission; • installation of new composite nose section; • installation of up-to-date flight navigation complex.

The second stage envisages heavy upgrading of the helicopter: • improvement in design of the main rotor blades and hub; • installation of a new fuel system; • installation of main fuel tanks of increased capacity outside the cabin; • reinforcement of the fuselage structure for increasing effective volume of the cabin;

Technology

TV3-117VMA-SBM1V 4E series

• installation of rear cargo and passenger door; • installation of a new compartment.

The Мi‑2 helicopters are upgraded in Mi‑2MSB version by installing the AI‑450M engines of new generation. The upgrading is carried out simultaneously with overhaul and reconditioning thereby ensuring the reserve of calendar and service life of the helicopter and its accessories at reasonable for Operators prices.

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As compared with Мi‑2 helicopter, the Мi‑2 МSB helicopter has the following advantages: • reduction in hourly fuel consumption by 30%; • increase in service ceiling by15%; • increase in maximum takeoff weight by 10%.

The Mi‑2MSB helicopter is powered with efficient up-to-date AI‑450M engines with takeoff weight up to 465 hp

created jointly by Motor Sich JSC and Ivchenko Progress SE, new avionics and improved control system.

On July 2014, the upgraded Мi‑2 МSB helicopter made its maiden flight at Motor Sich flying test facilities.

Motor Sich provides in-service support of manufactured products throughout operation, continuously communicating with its representative offices all over the world. The Motor Sich service

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Technology

АI-450М

level enables to restore manufactured products with high quality not only at Motor Sich facilities, but also in any operating conditions.

The tasks of the company’s large after-sales service network are aimed at provision of products efficient operation, low operating expenses and high quality of services. Hi-tech technologies and advanced production facilities allow Motor Sich in short term to perform high-quality overhaul of products and to restore their original service life and all operating characteristics.

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Motor Sich has been certified for all kinds of repair and maintenance. Technical support during the whole period of products operation is carried out in service centers and regional representative offices.

Nowadays, Motor Sich activity to the full extent meets the criteria of the world economy. The strategy of our company is aimed at increase of products output and sales, launching serial production of new promising articles, expansion of products sales markets, and getting maximum profit from all types of activities.

MOTOR SICH JSC 15, Motorostroiteley Avenue Zaporozhye 69068 Ukraine Tel.: (+38061) 720-48-14 Fax: (+38061) 720-50-05 E-mail: eo.vtf@motorsich.com http//www.motorsich.com

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Technology

Irreplaceable perfection

more info...

The fire originated on the hundredth floor of a resplendent skyscraper. Unexpectedly, as it always does. Of course, the powerful fire-extinguishing system of the building turned on, flooding rooms, but the fire did not give up just that easily. Firefighters had already started to make their way to the source of fire, but they were hampered by the fact that the fire originated right in the middle of the building. Time ran away and every second counted: the fire was getting to the top floor, where people sheltered being cut off by the fire.

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Technology

An unusual twin-screw helicopter appeared in the sky. Turned around quickly despite strong gusts of wind, hovered directly opposite the burning windows.

A jet of water an foam came directly from its nose part and got to the level of the burning floor and hit the tongues of fire. The fire hissed, shrouded… and as it seemed for a few seconds – the fire would have been defeated. But the nature did not hurry to subdue its rage.

Then the helicopter turned around – and with a smooth arc flew to a nearby lake. Hovering at a height of several meters, he descended its hose into the water for a minute to fill its tanks. A couple of minutes flying – and here it is again hovering in front of the burning skyscraper. Again, a powerful jet of water hit the smoky windows. Again, insidious flame choking in cloudy windows. It became less and less …

Finally, fire brigades broke through and finished the fight with fire.

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I have to admit, this has being my fantasy. Luckily, there was no such a horrible fire, capturing building. Everything was made up. Except the helicopter.

Tall buildings give their habitants a feeling of importance and prestige. But do they give a feeling of absolute safety?

Of course, they are equipped with hi-tech control systems to prevent most of possible dangerous situations, but when things become critical, how would people evacuate from 101st floor? And how a problem of rescuing people from a skyscraper can be solved, if all of the standard methods, like retractable fire ladders can’t be used in this situation?

Russian decision for this case is the Ka‑32A11BC helicopter. Ka‑32A11BC is a symbol of Global Helicopter Firefighting Initiative – a program aimed at increasing the efficiency of specialized firefighting helicopters kitted out with suspended firefighting systems, water cannons and other firefighting equipment.

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Technology

Ka‑32A11BC has more than 40 options of firefighting equipment, including Bambi-Bucket and Simplex systems, water cannons for horizontal firefighting. It is capable of extinguishing fire in heavy smoke conditions, on upper floors of skyscrapers and on oil and gas industry facilities.

Depending on the equipment being used, the helicopter is able to pour the fire source with from 3 up to 5 tons of water. With the use of water gun, the helicopter can extinguish dot combustion sources. Moreover, withdrawals can be made from ​​ any open water reservoir nearby. A helicopter hovers, for example, over the nearest city pond – and the pump raises the required amount of water in the tank. And then, on the site of the disaster, the water cannon provides effective firefighting in a horizontal distance of 45 meters.

But it’s not just various types of equipment, that makes Ka‑32A11BC a recognized leader in its class. What are its main differences from existing analogues?

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The helicopter itself is unique. Main difference of Ka‑32A11BC that can be told even by look is the absence of tail rotor and coaxial rotor design. Kamov Design Bureau has developed series of coaxial rotor helicopters. Those include compact size, high power, high maneuverability and friendly way of operating.

Comparison of coaxial rotor design and single rotor helicopters The size of Ka‑32A11BC is rather small (less than 16 meters by area of rotor blades), that allows the helicopter to operate efficiently in dense urban areas, difficulty accessible mountainous and forested regions and can also land on small vessels, drilling platforms, and on un-prepared, hard to access sites. With the absence of a possibility of tail rotor being damaged, it increases safety (about 27% of all helicopter crashes are caused by tail rotor damaged).

The aircraft becomes more resistant to lateral and tail winds. The Ka‑32 can take off, land and work with

wind up to 20 meters per second, which is inaccessible to anyone else. In a particularly strong gust of wind the helicopter would just safely deploy towards the wind direction. Helicopters of single rotor design being hit by such gusts can lead to dangerous consequences.

No need to compensate reactive torque from the main rotor, as in single rotor, it provides an additional increase of power, up to fifteen percent, which improves the flight characteristics of the helicopter.

Ka‑32A11BC is equipped with two TV3–117VMA engines, with power up to 2400 hp each. Twin-engine propulsion system allows to continue horizontal flight, perform a safe landing, landing in conditions of aborted take-off or continue the take-off in case of failure of one engine. Engines mounted on the helicopter are working effectively in zones of high temperatures and altitudes, smoke and dust areas.

Duplication of the main systems of the helicopter provide high safety in any moment of the flight. To ensure the

Technology ditching and subsequent evacuation the helicopter can be equipped with ballonets.

Ka‑32A111BC does not provide great comfort for 13 passengers (in medevac modification – 9). In a relatively small cabin there is no comfort! But the main purpose of the helicopter is to participate in search-and-rescue missions. It extinguishes fires, perform search-and-rescue missions on land and at sea, in the most unlikely and difficult conditions. And being one, Ka‑32A111BC is great.

But that is not the limit of it’s characteristics. We have already noted 15% increase in power, which is obtained through a coaxial rotor design.

As a result, the helicopter can easily pick up to five tons of oversized cargo on external sling. Note, that at a body weight of 5000 kg, it is not available to lift and carry cargo of 5000 kg for any other helicopter in this class!

Resistant to lateral and tail winds aerodynamic design and the absence of a tail rotor seriously facilitate control of the aircraft, making it comfortable and friendly for a pilot. In addition, the Ka‑32A11BC is equipped with a powerful automatic control system that allows different kinds of flight in automatic mode, hovering over land and water, performing flight route and return to any point, as well as landing approach along different trajectories in the most difficult conditions.

Incredible precision of hovering and ease of operating give the pilot an opportunity to perform assembly operations at high altitude, despite adverse weather conditions, such as high winds.

Now imagine another story involving our "protagonist". Not fearsome one, but joyful. Imagine a completed construction of a beautiful modern high-rise building.

A small helicopter appears far away, carrying a long spire, glittering in the sun.

Hot winds throw the aircraft from side to side, but as a tethered helicopter hovers at a point, slowly lowering the spire on the roof of a new architectural masterpiece …And it is not very fancy. Compound of unique design solutions makes the Ka‑32 an indispensable tall building engineer.

Helicopter avionics is also excellent.

The aircraft is equipped with radar, allowing to "see" an individual in the open sea with most hi-tech electronic equipment.

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The Ka‑32A11BC meets FAR‑29, AP‑29 requirements, and is EASA certified. It has operated successfully in Austria, Azerbaijan, Brazil, Canada, China, Indonesia, Japan, Kazakhstan, Portugal, Russia, South Korea, Spain and Switzerland.

It is very economical – with low operating costs, and an extended service life of 32,000 flight hours. In supporting the police and special forces, the Ka‑32A11BC

can be fitted with modern surveillance equipment, tracking and loudhailer communications, and can be used to transport a landing force. Its high-precision hover capacity and maneuverability make it more effective in urban situations. Reliability and low cost of operation make this aircraft welcome all over the world.

Dave Bird

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HeliRussia-2014: view on innovations Moscow hosted annual helicopter exhibition HeliRussia–2014, which by tradition was attended by leading developers, producers, operators and after-sales service of helicopters companies.

In the current difficult political situation «Heli Russia» is a significant event in the global helicopter industry.

Exhibition area of “Heli Russia‑2014”, in comparison with previous years, increased by 20% and was about 14 thousand square meters. There have been presented more than 20 natural samples and working models of helicopters, and business program involved more than 1,300 participants of differ-

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ent fields of the helicopter industry.

American Helicopter Association formally refused participation in «Heli Russia‑2014". But helicopters of overseas manufacturers were presented, including American companies Bell (Bell 407 and Bell 429) and MD Helicopters (MD 520), and light helicopters by Robinson (R‑22, R‑44 and R‑66).

European helicopters were represented by AW 109 manufactured by

AugustaWesland and AW 139 joint Russian-Italian factory HeliVert, as well as helicopter EC 175 by Airbus Helicopters conern.

Here is what Deputy Minister of Industry and Trade Yuri Slusar, CEO of Russian Helicopters Alexander Mikheev and Director General of UTair aircompany Andrey Martirosov think about the current state of helicopter development industry

Airshows Slusar Yuri The primary focus of the development strategy of the Russian helicopter industry in the coming years should be diversifying of the lineup, that is, the gradual transition from a large number of combat helicopters developments and dual-use technology to the development of the commercial sector projects directly. Main bid will then be made on ​​no improvement on the traditional "Mi-8" and its modifications, but on an entirely new base of promising high-speed helicopter. According to the head of Russian Helicopters, it can be used for the creation of new models of helicopters in the class of 12-13 t, and would gradually replace the core platform of Mi-8 / Mi-17.

Alexander Mikheev - Russian Helicopters participated in the exhibition in new line-up and for the first time I had a chance to attend the event of international importance as a CEO. The current exhibition is a convenient place for meetings, negotiations and communication with colleagues. Our holding partners on joint projects were invited to the exhibition, and today we are in the active phase of partnership with the AugustaWestland company, having periodic consultations held with Airbus Helicopters. Our company has a great program of talks and meetings on domestic sales of helicopters ahead of us. Russian Helicopters is counting on dialogue with both domestic and foreign operators of helicopters of Russian development.

Andrey Martirosov - I would like to emphasize that the HeliRussia exhibition has become one of the significant events in the global helicopter industry. In Russia a helicopter is not just an aircraft, not just a transport, it is like a part of our national idea. Russia was and remains a powerful helicopter nation, both in terms of operation of helicopters and their production. In turn UTair is the largest helicopter operator in Russia and the largest Russian Helicopters customer. Therefore, we are here and ready to cooperate.

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Yuri Slusar An important event in the helicopter industry was the signing of the Memorandum on May 22-23 on starting works on the creation of a new cluster during the economic forum in St. Petersburg.

It is assumed that a modern helicopter cluster will be located on the territory of 800 hectares in Bataisk - the satellite city of Rostov-on-Don. It is an industrial center, which will be the basis for mass production of helicopters, including the promising high-speed helicopter.

It is planned to organize the production of various parts and components for helicopters - for example, the rotor blades - made ​​of composite materials, which is important in connection with the global trend of increasing the share of composites in the construction of helicopters. It is assumed, and the development of related activities, in particular - the creation of a modern service center for helicopters with repair enterprise functions. The basis of the future helicopter cluster will also act as a training center helicopter pilots. According to preliminary data, in general, about 20,000 jobs can be created at the enterprises of the cluster..

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Alexander Mikheev - Marketers and experts conducted analysis showing that speed is not an absolute priority for commercial operators. The ratio of operating costs, the cost of acquisition and life cycle and the speed of the helicopter are not linearly dependent variables. Therefore, the task of creating a helicopter, which is conventionally called as Helicopter 2020 - is, above all, the creation of an economically attractive product. Today Russian Helicopters is at the stage of conceptual design of perspective highspeed helicopter. Among experts and the international community there is a discussion about the feasibility of achieving high speeds. Over the past 15-20 years helicopters experienced achieving speed of 450-470 km / h, but the commercial products with these characteristics are not demanded on the market. Developer generates scientific-engineering task to develop a new helicopter by 20252030. However, task for cruising speed was not yet set by experts and marketers.

Developers have an idea of ​​how and where to move the development of the northern territories and creation of infrastructure projects in the Far East. There is no developed airfield network there - so rotorcraft for these plans is becoming the most urgent. A more precise definition of the concept of Helicopter - 2020 is expected to be made in the next year and a half. To start the project it needs to confirm the potential of the market or to find an anchor customer to be done.

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Andrey Martirosov The market can not wait for the emergence of competitive domestic developments, and there appear lighter helicopters

by Robinson, Bell and Eurocopter companies. We can only regret about the actual closing of the Russian project Mi-34, which was suspended, and then collapsed, due to the lack of a suitable piston engine of domestic production. And we need that kind of a helicopter.

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Yuri Slusar Among the priority programs that are actively supported by the state through the provision of Russian Helicopters with 50% co-financing, will remain programs of Ka-62 (in 6,5t dimension) and Mi-38. The volume of federal funds for these projects will be 6 and 7 billion rubles respectively, with the serial production of the Mi-38 is planned to be given a special attention in field of the development of various modifications: from offshore versions to search and rescue.

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Andrey Martirosov - The company planned to buy a large number of Mi-34 helicopters, but due to well-known reasons the project never happened. The Russian market, until recently, did not need newcomers, as airlines were influenced with almost free Mi-8T. I remember a time in the early 1990s, when the Mi-8, weighing 12 tonnes with 20 seats, had a cost of $ 300 per flight hour, so the market was corrupted. However, today the situation changed dramatically, in addition, the Mi-2 has left the market,so there is a massive influx of foreign production helicopters on the market.

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Airshows

Gidroaviasalon-2014: Between the sky and water 20

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In September 2014 Gelendzik became home of the tenth Gidroaviasalon exhibition. A unique event, combining exhibition of technologies and science conference of aircraft and ship development problems.

The exhibition was opened by the Vice-Prime Minister of Russia, Dmitry Rogozin, and Industry and Trade Minister Denis Manturov, chairman of the organizing committee of the exhibition.

Dmitry Rogozin, read a welcome letter to participants from the Russian President Vladimir Putin. The main thing in the speech of Deputy Prime Minister was the fact that due to the expansion of Arctic exploration prospects, Russia faced new challenges in the development of marine and aviation hydraulic engineering Industry and Trade Minister Denis Manturov, in turn, read out greetings to the participants from the Prime Minister of the Russian Federation Dmitry Medvedev, which stated the priority role of high-tech industries.

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The opening ceremony concluded with awards ceremony of helicopter race “Cup of Mil Design Bureau” organized

by Russian Helicopter Systems company and Russian Helicopters JSC. The race was started on September 2 from the new heliport Barvikha. It was won by the crew of the newest Russian multipurpose helicopter Ansat. Kazan Helicopter Plant pilots Golotenko S. and Mikhailov M were awarded with Cup handed by Denis Manturov.

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"Gidroaviasalon" continued with the meeting of the Presidium of the Maritime Board at the Government of the Russian Federation, chaired by Dmitry Rogozin. During the meeting, they discussed the prospects of building a high-speed passenger ships and highspeed freight lines in the Azov-Black Sea basin. The issue of improving the operation of crossing through the Kerch Strait was also raised at the meeting.

This year the Gidroaviasalon exhibition gathered more than 200 participating

companies. Among the foreign guests were the US, the Netherlands, China, Lithuania, Germany, Ukraine, Switzerland and Israel representatives. Despite the difficult political situation, interest in international cooperation has not quenched, and Gelendzhik opened a new perspective for it.

During the exhibition at fixed positions and in flight it have been demonstrated more than 50 types of aircraft for various purposes. Including – multipurpose amphibious aircraft Be‑200ES, light amphibi-

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ous aircraft Be‑103, amphibious aircraft SC‑12 "Orion", Che‑29 and L‑42M, flying laboratory IL‑114, helicopters Ansat, Mi‑8MSB, Eurocopter EC‑130 and P‑30.

Club Rotor from Kumertau presented float equipped 2‑seat light helicopters RotorflyP‑30 and 2‑seater microplane "Ptenec 2".

Aerobatics skills were demonstrated during demonstrations of "Striji" pilot team on the MiG‑29. For the first time participated aerobatic team "Sokoli Rossii" on the Su‑27 and Su‑30SM, A I R F L E E T

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and the aerobatic team "Berkuti" on the Mi‑28.

During the flight program of Gidroavialon‑2014 were set 12 world records in the P‑2 (seaplanes) class on amphibious aircraft Be‑200ES (21512). Record time of height gathering of 3000, 6000 and 9000 meters, without cargo and with payload of 1000, 2000, 5000 kg!

Constant attention of spectators experienced WIG Orion‑14, transported to the exhibition accompanied by warships of the Black Sea Fleet. In addition, the Gidroaviasalon showed rich exposition of boats and marine yachts.

New Zealand shipbuilders presented Sealegs amphibious boats. This high-tech development so far has no analogues in the world, and is already well known in our country. Since 2014 the boat is being successfully used on the territory of Russian Federation and around the world.

Business program of Gidroaviasalon included more than 30 events. The exhibition featured the presentation of maritime historical and cultural projects: underwater park “Black Sea” and “Sea maritime promenade of Russia”, prepared by specialists from St. Petersburg.

For the first time it was paid close attention to the development of the fishing industry – forum for the development of the fishing industry of the Black and Azov Seas went quite actively.

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September 6–7, 2014 in the branch of the All-Russian Scientific Research Institute of Aviation Materials – Gelendzhik center climatic test within Gidroaviasalon was hosted the International Scientific Conference "Corrosion, aging and biological stability of materials in the maritime environment." The conference was attended by over one hundred and thirty delegates, including those from the Ministry of Education of Russia, state-owned corporations and integrated structures, design bureaus, aviation industry, public

research centers of Russia, RAS institutes and national research universities.

Perhaps the main event of the congress program became a forum "Transport security of the coastal regions as one of the main elements of the integrated development of territories and coastal waters." The forum lasted for two days and gathered representatives of federal and regional authorities responsible for the development of transport policy and strategy, as well as independent experts.

One of the key issues of the Forum was the creation of a single information and communication space that would allow to coordinate actions of the implementation of investment projects in transport systems and transport technologies.

As part of the congress program exhibition hosted a round table on "Safety Culture of Russian civil aviation helicopters". The event was organized by the Committee on Safety of Helicopter Industry Association and the Coordinating Council on safety on helicopters in the CIS IHST-CIS. The roundtable participants raised the issue of reducing the qualifications of pilots, unjustified absence of the training system and non-simplifying the procedure for obtaining a commercial pilot certificate. The results of the round table will be the basis for setting the agenda of VII-th Helicopter Forum on 27–28 November 2014.

During the exhibition, the Ministry of Industry, Government of the Rostov region and the

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state corporation Rostech signed a memorandum on the establishment of the helicopter cluster in the Rostov region in the terminal area of Bataiysk. The cluster will include flighttesting facility, assembly production of Mi‑28, Mi‑35 and Mi‑26, as well as of perspective helicopter of middle class, a competence center for the production of composite rotor blades and other products made from composite materials. In addition, as part of the cluster will act support center and a branch of the Academy for Training and Retraining of helicopter specialists in the interests of the Defense Ministry and in the framework of military-technical cooperation.

Russian Ministry of Defense and the Corporation Irkut signed a contract to supply seven Su‑30SM for Russian naval aviation. Total cost of the agreement exceeds 12 billion rubles.

An agreement was signed between the SSC RF CVTs "Technologia" and NPO Lavochkin S. A. "Companies will work together to create a space system "Arctica". Obninsk facility will develop and manufacture multilayer carbon fiber construction, acting A I R F L E E T

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simultaneously as the body of the spacecraft and the site for the payload.

A scientific conference on amphibious and non-based aviation took place within the exhibition. The conference consisted of seven sections, which reports were read from various scientific and engineering organizations on the subject of creation, design, development, manufacture, certification and operation of amphibious and non-based aircraft. At the plenary session and its sections 108 reports were submitted. All submitted papers were published in a book of abstracts and a two-volume collection of reports. The reports reflected modern trends. The features of the conference topics were the sharp rise in the number of reports on the development and testing of airfoil units, as well as the establishment of non-based aircraft.

New growth of interest in WIG and non-based aviation is driven by needs of the economy and the country's security agencies in the effective high-speed vehicles, requiring minimum maintenance. The reports were accompanied by meaning-

ful discussions, a significant number of questions and comments. The total number of participants exceeded 160 people.

The Russian participants were presented by about 40 companies and organizations involved in the design and manufacture of aircraft and amphibious non-based aircraft. During the round table, summing up the conference, the participants appreciated the organization and content of the conference. Adapting the draft decision of the conference stated the success of its implementation, and outlines ways to identify promising avenues of research and development activities. For the first time, Gidroaviasalon hosted fireworks festival.

Professional fireworks specialists from Moscow, Nizhny Novgorod, Novosibirsk, Samara, Rostov, Krasnodar, Kazan and Crimea arranged unforgettable fireworks show for guests and exhibitors.

Altogether Gidroaviasalon was visited by over 33 thousand people, which makes it one of the largest aviation and maritime events in Russian Federation and Europe.

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Big boss talking

toIFC: China with hope Interview with Alexander Roubtsov, general director, Ilyushin Finance Company (IFC) Q. With the latest chain of events taken into account, is China becoming more interesting to Russian businessmen?

— Yes, certainly. The current situation is characterized by the fact that most of the Russian banks and other financial institutions are cut from the global markets by US and EU suctions. In this situation, China’s importance as one of the world’s major financial markets, is growing. That is why the great majority of Russian banks and lessors have turned they eyes to China and Southeast Asia. My expectation is that the coming months will see increasing number of meetings that the Russian banks and lessors hold; the number will grow by the order of times.

They will be searching for some alternative funding for those airliners that have already been marked for delivery to Russian carriers. Primarily, this statement is to do with Boeing, Airbus, Bombardier and ATR designs. The reason is simple. Export agencies of the western countries have almost

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cancelled funding for the aircraft contracted

by Russian customers. The only worthwhile alternative for the latter is to get the necessary funding from large Chinese banks.

Q. Is IFC planning a presence at China Airshow 2014?

— Yes, IFC is planning to take part in the airshow in Zhuhai. Our decision for it can be explained by the fact that we are one of the largest buyers for the Bombardier C Series.

With these new Canadian aircraft on our order book, we will be meeting clients from Southeast Asia, as well as with financiers who wants to take part in structuring financial packages for our airline customers. Today, I am not in a position to name certain banks or financial institutions we are talking to. I can only say that IFC will hold a few meetings at the show in Zhuhai. Presumably, our colleagues, too, will be doing the same thing.

What will come out of it? Let’s see. But we look forward to Zhuhai with apprehension.

Q. Is there a hope in the hearts of the Russian exhibitors?

— Oh, yes! Some sort of concern about the current situation is certainly present in the offices of Russian companies involved in aircraft finance. Airlines are also concerned about the situation. The airlines want to know whether their new aircraft be coming or not? Deals signed long ago and approved long ago should not be subjected to the newly imposed US and EU sanctions. That’s the theory. The reality is not exactly that way. Decisions announced publically several months ago and earlier are now subject for change.

And they change as we speak! There is no certainty whether the European community, US and Canada would stay with earlier made decisions regarding Russia.

Evolution is the word to describe their policy. Sadly, this evolution has gone the wrong way. Even though there are signs of some progress in the Ukraine –

Big boss talking truce holds more or less. Admittedly, the situation is not stable yet. That’s why the Chinese vector is going to prevail.

Q.You spoke in length about hired capital. What can be said about sales of Russian aircraft into China?

— To my best knowledge, Sukhoi Civil Aircraft Company (SCAC) negotiates with a number of Chinese airlines talking them into acquiring its products. IFC is ready to take part on the ways of structuring financial packages for would-be deals including those to do with the IFC quota for newly assembled Sukhoi jets. This is one of the reasons why IFC managers are going to Zhuhai. We need to know what sort of interest the local players have. Hopefully, the Sukhoi Superjet 100 will be on display at Airshow China 2014. The previous event in Zhuhai saw a Superjet in the static area, one in the colors of Yakutia airline. In the case of Superjet, we are following SCAC’s marketing policy and that of Superjet International. If there is a client for their product, we are ready to structure aircraft finance package for it. Besides, we are looking for airlines to place with them those airplanes that we are going to have in frame of out quota. There is a schedule of meetings between IFC and its clients from Southeast Asia that are going to attend Airshow China 2014. There will be meetings and discussions on the topic of placing eight Superjets out of our portfolio. We signed for these eight at Farnborough’2014.

Q. It is widely known that the Chinese banks are keen to fund local manufacturers and support sales of “Made in PRC” labelled products worldwide. Is there a chance that the Chinese banks that would team up with their Russian counterparts, will, in one way or other, fund their own industry?

— The Chinese aerospace industry has announced a great number of civil aircraft designs. Very few of those actually reached the market. At the airshows the MA-60 regional turboprop flew well. But we hear about some problems these aircraft experience in revenue service. These problems are to do with reliability. Deliveries are suspended. Sometimes we even read in the press about possible grounding of the entire MA-60 fleet.

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IFC general director Аlexander Roubtsov and Bombardier CEO Pierre Beaudoin The ARJ-21 regional jet is yet to win type certification. Is this rather long story ever going to have a happy-end? Most recently, COMAC publically displayed a central fuselage section of the С919 narrow body jetliner. That’s a milestone! It provides evidence that the Chinese aerospace programs go on. Yet, there is no a mature, ready-touse product done well and proper! There is no “made in PRC” labelled aircraft that can be acquired in numbers with high quality embedded. Sometime ago IFC considered a 19-seat commuter airplane. What a nice design! After its manufacturer had failed four times in a roll to meet certification deadlines, we lost interest in this airplane.

There is one thing we have learned well.

The Chinese aerospace industry suffers from a system problem: they lack a positive experience with certification of their civil aircraft designs. They can develop an aircraft and produce it in metal, but have difficulty in mastering the process of aircraft certification. We observe that they are having the very same issue with any type of civil aircraft without exception.

Q. That said, is it really worth going to Zhuhai for aircraft?

— Oh, my colleagues and I have always enjoyed visiting Airshow China, taking great interest in inspecting Chinese wares on display! We have attended the show in Zhuhai on several occasions. And brought with us the Il-96, Tu-204, An-148 – samples of these designs were on display statically and

in the air. I can’t say these produced much impression. There were great many visitors, but mostly those seeing sides and taking fun; and few of those really interested in making business with us. IFC held product presentations for several airlines. Contacts did not follow because of a very rigid, centralized system of decision-making in the country when it comes to procurement of imported jets. That’s on one side. On the other: if you do not present yourself, do not keep presence in the given marketplace, you will never be able to sell anything. The Chinese market is one of the biggest in the world. Therefore, I think the Russian aircraft manufacturers and leasing companies need to maintain their presence out there.

Q. Should the Chinese manufacturers master aircraft certification, will IFC consider their products?

— We considered the MA-60 as well as the 12-19 seater turboprop airplane, visited the plants manufacturing these aircraft. The issues with certification have made us postpone the whole thing for a later time. The ARJ-21 looks great, but does not interest us since we have signed for the Superjet with a similar passenger capacity. IFC portfolio also contains the An-148 and An-158 regional jets. That’s why IFC does not consider the ARJ-21. Now, the C919: a machine of mystery. It is difficult to foretell what this aircraft is going to be.

A big widebody jet – the one recently announced - has even more uncertain future.

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Big boss talking At Airshow China, we expect to see the airlines operating or willing to operate these types of airplanes, as well banks that fund aircraft acquisition programs. In addition, there will be manufacturers with their wares on display. So, I am really looking forward to Airshow China’2014!

Q. Can a worthwhile stake in IFC be sold to an Asian partner?

— I would not exclude such a possibility. Some time ago, we held rather large number of meetings with potential Chinese investors, and touched on this matter during negotiations. The situation around a stake in IFC continues to evolve. There is an ongoing dialogue; it will continue during the days of Airshow China’2014.

What it is going to look like? What sort of design targets will the developers pursue?

IFC has a vision of our own. We have carried out a big study into the market for such a widebody jet, trying to formalize requirements to it. IFC is ready to share these findings with the aircraft developers, and offer them to joint forces on shaping the future aircraft. By its complex nature, development of a wide body jet may take seven-eight years or even more. We rejoiced when heard the news of Russia and China coming to agreement on joint development of this aircraft, acronym ShFS (first letters for Wide Body Aircraft, in Russian). It is certainly a big development and a very interesting joint project.

We all need to demonstrate credibility. China’s COMAC needs to do this on the ARJ-21 and C919, Russia on the MC-21. Today, Russia looks a bit stronger in this field. My country has already proved the requisite performance during the Sukhoi Superjet 100 program – this airplane has won EASA type certification. Our Chinese partners

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are yet to win EASA or FAA certification for the passenger jet of their own.

Q. Apart from China, what sort of interest do you have in Pacific Rim countries?

— The plan IFC has drawn up for Airshow China 2014 calls for meeting with potential Chinese partners and visitors from Malaysia, Indonesia, Vietnam, Laos, Singapore and neighboring countries. The Pacific Rim has been developing fast. Many carriers serve this region. Some of the local airlines have already signed for aircraft present in our portfolio. We want to talk to them.

The region is served by a wide variety of banks and leasing companies that may become our partners on structuring financial packages for aircraft acquisitions by IFC. We see the need in communication, to hold discussions on how we can possibly cooperate and make business together on the projects already announced by IFC. These projects are to do with jetliners made in Russia as well as other countries.

Q. You have mentioned the MC-21. Is there any Chinese connection?

— Oh, yes! Certainly, we bear the MC-21 in mind when making plans for the AsiaPacific markets. It is too early to speak about any certain actions we are going to make, though. IFC would make a move on with active marketing for the MC-21 after the airplane begins to fly. Flight trials shall provide evidence whether the advertised performance correspond to the real one in flight tests. Aircraft on design board is one thing.

That same same aircraft in the air is quite another story. The maker then applies to civil aviation authorities for certification. What figures will the MC-21 makers lay down on the table when talking to the certification body? This would make one more story!

I believe that the MC-21 is a good airplane with big future. There is no doubt about it. We need to work hard to make this airplane a reality. Lots of work lay ahead of us. The program has been progressing.

Maiden flight is expected in 2015, closer to the year-end. The aircraft manufacturer - Irkut Corporation – has started making structural members for operable prototypes.

Metal cuts have been made. Some airframe parts are being machined and otherwise treated. Already in the making are structural members and skin panels. To my best knowledge, Irkut will proceed with prototype assembly in late 2014 or early 2015.

Let’s see. I am really looking forward to the maiden flight next year!

Vladimir Karnozov

Big boss talking

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History

What helicopters are kissed for?

Gavrilov N.F – Hero of Russian Federation, Lieutenant-General, Head of FSB Aviation Department. His personal records include more than 3000 flight hours, including operations in “hot-spots” of military actions.

It can be expected, that a pilot with such experience would not be impressed by any task given, but…

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– So, in the end of the 2006, my crew was given a totally unexpected mission: to reach the South Pole on helicopters – tells Gavrilov – to say the truth, nobody has ever done it before!

smaller that of a plane. And to provide a helicopter with fuel, that ends very fast, in conditions of an arctic deserts it would be required constant refuel bases throughout the whole flight route.

Q. Maybe this question will sound a little strange, but – with what purpose?

Flight range of most helicopters is not that big, and there already is a working system of supplying pole bases by using regular aircraft.

– There was a lot of discussion about this task. Your question was made not only by journalists, but pilots themselves. Why risk, if there are planes in the Antarctican skies?

Indeed, helicopters flight range is much

Q. Seems like an expensive thing to make…

– I agree, non-profitable even for our country. But here, you don’t have a lot of options – either you establish fully functional runways for long-range aviation on ice, or small refuel stations for helicopters. Both options are very expensive to realize in Antarctic climate, considering how far it is, but the helicopter option seems to be easier.

History Q. When things are starting to get cold, Americans use aircraft units with ski gear, therefore making it possible to take off from icy aerodrome.

This eliminates the need to make a concrete runway.

– We had thoughts like this too. But, unfortunately, we don’t have a necessary type of plane at the moment – R&D activities are currently being proceeded by several design bureaus. But there is a long way to go from a concept to mass production and we can’t expect this aircraft to be ready to use any soon.

That’s why Antarctic Air Expedition Chief Chilingarov A. Considered to use what we already have – reliable and affective Mi‑8 helicopters.

Q. So, the record flight had test purposes in the first place?

– It was important to work out the concept of interaction between different departments, to approve the possibility itself of achieving flight mission in extreme conditions. It is already a considerable result that has a big practical meaning. So – no records just for records, only mindful risk here – for sake of state interests! Antarctic air expedition cleared a way for solving a whole list of economic and technical problems. And political ones as well. Russian sea captain Bellinsgausen F, was one of the first to reach shores of Antarctica in 1819. But up for today, it is very unexplored region of the world. It contains rich conceal untold mineral reserves, but the climate here – is the main source of problems.

This land can give much – but only to those, who is ready to face the most unhuman challenges. Here it is a center of a clash of geopolitical interests of many nations, being even on the different side of the globe. But everyone see the necessity of announcing their presence on the continent. According to International Agreement of 1959, having been acting for 50 years, and recently reconsidered by countries involved, Antarctic was a land of piece and science. Development of the Earth's interior has been banned here for some time – making it an emergency ration for all of the humankind. It’s not allowed here to establish military bases. And to have a voice in discussing all the problems A I R F L E E T

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of Antarctic, Russian Federation has to find ways of strengthen its presence. Our fight – was a way to do so.

Q. What did you need to make a world record?

– It was a large strategic air operation, involving all kinds of aviation: Ruslan plane by the Volga-Dnepr company, our Mi‑8 helicopter units and An‑74 of the Gazpromavia company. To flight at the South Pole – is a difficult task for helicopters, as was already said. Not being hard enough, our course included flight over the Drake Passage, well known for its unstable nature. To reach the Pole – it means to overcome a thousand kilometers above the lifeless desert of snow, in extreme conditions for helicopters.

Q. Those were standard mass production models?

– Mi‑8, manufactured by Kazan helicopter plant. One helicopter was transport modification with warmer cabin, other – mass production cargo carrier.

Both were equipped with extra fuel tanks and stoves for heating the crew members and passengers.

Q. Before a hard mission it is usually necessary to pass through training activities in close-to-mission

conditions. But, perhaps it would be impossible to simulate Antarctica even in our country with its vast expanses.

– This is true, Antarctica is an unique continent and it is impossible to recreate it’s flight conditions. And they are very peculiar there. Pure “crystallized” atmosphere makes all ranges seem smaller, than they truly are. But it happens only on a nice, sunny day. Other “feature” of Antarctica is that it is the place, where all the weather is being “born” and greets pilot with unexpected surprises. Something kind of similar can be observed only on the North Pole, so we trained near it.

Q. And by December 2006, pre-mission training was over…

– On the eve of New Year holidays of 2007, An‑124 “Ruslan” took off from Vnukovo airport. This air transport is the biggest in the world. In his massive “belly” two Russian Mi‑8 helicopters were being carried on special fixing gear, completely prepared for the expedition, just with rotor blades being removed.

Along with all the necessary equipment for the expedition: food, fuel, even warm clothes. Landed at Chili city of PuntaArenas, An‑124 rested there for a while – waiting for our return. And we began final stages of preparation.

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History Q. Helicopter expedition – and blessing?

– What’s so special about it? You know, every pilot, regardless of political and religion views, learns to play Lord, when covered with ice aircraft is irresistibly being pulled down. I am a Christian, and I don’t have any problem mentioning it. Before the expedition I visited church in order to pray and ask for God’s mercy. It is my tribute to Russian ways and sedation for a soul.

Q. What happened next?

– Shor-term rest, refuel, machinery check – and we took off. When the church was long way beneath us, we had more than 3000km ahead of us till the next landing station.

Q. I guess, it’s very beautiful there, over the endless land of ice?

– Of course, it’s beautiful, but rather hard too.. One of the hardest tasks during the flight was path between British Rotery station and Chili Patriot Hills of 1600 km. It was partly over ocean and partly over mountains. So not only icy desert there! Antarctic mountains are 5400 meters high, by the way.

Q. There were the insidious waters of the Drake passage, where all weather is being born on a big factory of the sea ahead of you…

– Surprisingly, but after taking off from Chili we managed to pass through this unfortunate passage rather easily. We flew 1300 km above the waves and celebrated New Year airborne. By January 1st we landed at March aerodrome on Antarctic island of King George.

Bellinsgausen F. and Lazarev M. for the first time explored shores of Western Antarctica, they named this tiny piece of a frozen land as the island of Waterloo – to honor the great victory against Napoleon. In 1819 it was the most fresh memory of historical events.

And so, in Russia we still call this island – Waterloo. There are several science bases over there, Russian Bellinsgauzen being first of them.

Q. It’s the name of the island on British maps. But it happened to have another name – Russian.

– It’s true. Well, I won’t call it as true Russian name, but indeed, it was given by Russian sailors. When the discoverers of the region,

Q. They even built an orthodox church there.

– Yeah, Church of Lifebringing Trinity – the only orthodox church of the continent.

There is even a polar priest there, father Kallistrat. He met us all with warmth and blessed for a journey.

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Q. Like the Caucasian mountains?

– Yes, one can find something similar at Elbrus. We had to sidetrack high mountains – with height air becomes rarefied, and its rather dangerous for rotor blades. Mostly, our flight took plave over the snow desert. But there is difficulty of hardly tracking real horizon line.

Q. With a feed of Chili meteorologists in airwaves you were called nether less but as “crazy Russians”.

– …They even predicted out inevitable death in land of snow, calling our expedition a pure venture. But there was no craziness at all – we took the risk mindfully and ready for any surprises Antarctica had for us. It was our job – difficult but necessary work in extreme conditions. People, who work in Antarctica, often have to face something, never ever heard of and find ways of solution, sometimes very risky ones.

Q. Were there any special occasions during your flight?

History – In fact, there were dozen of them.

For example – landing of An‑74 on a glacier near the Patriot Hills station. It was necessary to deliver fuel to the station, and there was no experience of An‑74 landing on ice before. Previously, it was done only

by Il‑76. Chief Yasnov. V took the risk and for the first time, An‑74 successfully landed on ice. There were also these colorful clouds that distracted us several times.

Q. Colorful clouds?

– It’s something that can be observed only near poles. And it’s better to observe it from land, I have to say. In Antarctica you often have to fly with no optical vision, even at nice weather. At low altitudes snow horizon unites with sky and it is very difficult to make out what is what. On higher altitudes of 3.5–4 km, these colorful clouds appear. One some other continent it would just be a rainbow, but here, a whole cloud filled with icy pieces of water start to be colorful. It is very beautiful, but you don’t want to pass through it! Once you collide – the helicopter is immediately icing and you start to fall down. Pretty scary, if you ask me.

Q. So how did you deal with it?

– There is a term "partial loss of control" – well, so we managed to do it on these “partials”. Our next landing was on Til station. When we say polar station, we mean some kind of a small village with power generator and electronic equipment.

But here it was just a warehouse of supplies.

There were tank fuels delivered there specially for us. So, we took a little break and went on with the expedition.

Q. It was your last landing before the South Pole?

– Yeah, at that moment we had a straight path to the pole. There is an American station nearly pole center, called Amundsen-Scott. This name – to honor early explorers, the first of humankind to try to reach the southern "crown of the world". Amundsen of Norway have reached the pole, while British Scott have given out his life to do so. Currently Amundsen-Scott station is the biggest and most well-equipped station, providing everything it requires for comfort living in those hard conditions and do the science. But even those brave people, who are facing unhuman tasks everyday were shocked when hearing our radio-signal.

Q. I can’t imagine what they could have thought, reading “Expedition from Russia asks permission to land”.

– I can only guess of how surprised they were. We gave them the message of us being Russian expedition of two Mi‑8 helicopters and they kept asking – who, why? We repeated and they were silent for about five minutes, analyzing this information. For this time we managed to reach the Pole, land and establish Russian flag. Those are kind of things you never forget.

Extra: For the execution of an important government task all the crew members of the two "Mi‑8" helicopters of the Russian Antarctic expedition were awarded and promoted. Pismenniy V. navigator received the title of Hero of Russia.

January 13, 2007 at Moscow's Vnukovo airport landed the Ruslan aircraft. Heroes of the trip to the South Pole and their aircraft within the AN‑124, were met by journalists, deputies of the State Duma, members of the Government.

President Vladimir Putin sent a written greeting for members of the expedition.

Once again – said expedition leader Arthur Chilingarov – was done an ​​impossible task. Russian aviation has demonstrated its power, and Russian pilots – their professional skills. Now, if necessary, they will be able to assist in any part of the planet, even if it's the South Pole.

Q. But there was returning…

– Our return was being made by wellknown scheme. But this time Drake Passage managed to show us its true nature.

When we first pass through it, it seemed no harder than a flight from Moscow to Sochi, and on the return we had to flight at 100–300 m altitude with visibility not further than 500–600 m. Not enough under terrible rain and headwind of more than 100 km/h.

Q. How can a helicopter advance, facing such a wind?

– We were practically hovering at same place and counted our fuel. That was rather scary.

Q. To hear the word “scary” from you, the Hero of Russia…

– Perhaps it was the first time after battlefield where I had a thought – I can die here. And I had two crew members under my command. There was this moment, when helicopters start to fall down to the sea and it seemed there is no way we can make it out alive. We were airborne for already 8 hours and there was a little fuel to make it out to the base.

Q. We wouldn’t speak now if you haven’t find a solution.

– We found a non-ordinary way that then seemed to be the only right option – we raised our altitude for up to 5000 m, and overcame cloud zone. Thankfully, on this stage of flight with very little fuel, helicopter became lighter and we were granted with absolute calm. We reached standard velocity and made it out to the Chili base. This situation speaks of how good our aircraft is and brave and intellect of pilots, who operate it.

Q. Members of the expedition told, that after the landing you gave your helicopter a kiss. Is that true?

– Well, it is! Couldn’t handle my emotions. Tired and exhausted, I gave my gratitude to the helicopter for not failing us. I am a military person and I execute orders. But I don’t suggest anyone to repeat our flight without extra planning and supplying means.

Viktor Waygert

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History

“HIND”

THE STORY OF A WARRIOR

more info...

…His appearance is known worldwide.

Helicopter with the grace of a predator which appearance immediately causes respect. According to the classification of the NATO countries it is called «Hind». In Russia, it has its own unofficial name - "Crocodile" ...

Well, aircraft so perfect can be associated only with a perfect creation of nature!

Both "nicknames" belong to the same aircraft - Russian attack helicopter Mi-24. This year marks the forty-five years after its first flight.

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History PROJECT

Mi‑24D cabin was replaced by the familiar much more precision.

"Mi‑24" was developed in the Mile "tandem" one, where the pilot and the • Rotated and wide tail keel. In horizontal design bureau in record time. Developoperator of arms are in different compartflight it compensates up to 20% power ment of the helicopter began in 1968, ments separated by armor fences. It has an to the tail rotor, and thus reduces power and in September 1969 the prototype added windshield glazing, which significosts to compensate reactive torque from was already in the sky, operated by cantly increased the chances of survival in the main rotor. pilot Herman A. combat of helicopter crew. The cockpit of • The wings on which the suspension arms Such a high rate of work was helped the helicopter has become sealed, so it can are inclined at an angle of 12 degrees. with widespread use of parts and comperform its tasks in the atmosphere, conIn horizontal flight, they create extra lift, ponents of Mi‑8, as well as design on the taminated with dangerous gases or harmful unloading rotor for up to 25%. This is concept of helicopter gunships the design microorganisms. especially felt in the performance of vertibureau already has. Compatibility of Mi‑24 is a very fast and powerful cal maneuvers, such as "hill" or "combat components and assemblies of Mi‑24 and helicopter. Its maximum speed reaches turn." Thanks to wings «Hind» just "jumps" Mi‑8 have seriously improves their effi330 km\h, and power of each of the two upwards. However, in this case, overciency of mutual exploitation.

TV3–117V engines is 2200 hp. load may reach 4 g.

Production of Mi‑24 began in the Far East, As a project it included a lot of new at an aircraft plant in the town of Arsenyev design solutions. The most interesting and WEAPONS (nowadays Arsenyev Aviation Company unusual for that time, there were three: What kind of weapons was equipped Progress named after Nicholay Sazykin, • The fuselage of the helicopter was with the famous attack helicopters? is a part of Russian Helicopters holding "twisted" to the shaft of the rotor for a At first Mi‑24A helicopters it was company) in 1969. By 1990, more than few degrees. It is almost not visible, and established ATGM Falanga complex. This 2,200 units have been produced. an outside observer can hardly notice missile was not a novelty at that time, and, that the helicopter body "leads to the to be honest, has a number of drawbacks.

CONSTRUCTION side" a little. However, when the heliIt is manually operated by joystick, and Mi‑24 was originally designed as a copters takes off … single-rotor design commands passed through the wire, which powerful attack helicopter, a kind of "flyhelicopters are flying and hovering a stretched after the missile. ing tank". This is no exaggeration: many little sideways, and Mi‑24, because Later it was replaced by a modern elements and components of the helicopof its structural features, removes all of its supersonic Sturm – V missile with autoter were armored.

3 wheels from the ground at the same mated guidance Raduga-Sh complex.

On any photo connoisseur immeditime, and hovers absolutely straight from Sturm – V was guided over the air autoately catches cabin – first model had the point of view of the crew. And it is matically and could penetrate even the quite unfamiliar to most pilots "veranda". not just for the comfort of pilots! With most high-quality armor with thickness However, starting with the modification of that position fire while hovering becomes up to 40 mm.

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History Machine gun on the Mi‑24A was initially weak – single A‑12.7. But on the following versions, starting with Mi‑24D already had quadruple automatic gun Yak-B 12.7mm machine gun (4500 rds\min, caliber 12.7mm) with ballistic computer. Machine gun control was carried by a KPS‑53AV sighting station (the prototype of modern "smart helmet").

Further modifications of Hind were equipped with cannon armament. For example, in Mi‑24P was installed two-barrel 30mm GSH‑30K gun.

Besides guided weapons described above, Mi‑24 was carrying caliber from 50 to 240 millimeters non-guided missiles, and a bomb weighing up to 500 kg, universal gun pods, including a set of 12.7 caliber machine guns and 7.62 or 30 mm grenade launchers.

Armored carried up to 8 fully-equipped paratroopers. If necessary, the cargo cabin glazing reclined, and you can fire from handguns from every window.

Hind is a wild cloven-hoofed animal of a bovids kind. Something like a deer. If we compare the helicopter with horned forestdwellers, then, in my opinion, much better would suit our helicopter a name "elk".

And it really like a n elk passing through taiga woods, Mi‑24 is able to smash through almost any enemy defenses.

Now imagine, what's going on in the soul of the enemy's infantry, who even at the bottom of the deepest trench will not feel safe when this shooting “dragon” is coming from above…

OPINION Recently I found an old article by William L. Smallwood about an American pilot, who experienced flight on the Mi‑24 helicopter. Here are some parts of this article: « Senior Sergeant Jeff Stayton, the pilot of the US Army, understands what a dangerous enemy Hind may be ».

A veteran of two combat campaigns, combat helicopter pilot at Stayton, now flies Hind across the country, taking part in exercises on a Soviet helicopter to simulate attacks on American troops. This is a hard work – high-speed flights on the extremely low altitude requires 48‑year-old pilot's excellent knowledge of the aircraft on which he had never thought of flying.

Stayton met Hind somewhere in the mid‑1980s, when one of the US ghost

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History agencies got Mi‑24 into their hands and took it to a remote airfield in the United States. At this time, Stayton experienced new combat helicopter «McDonnell Douglas AH‑64 Apache». And one day he was informed that he was required to perform a secret mission.

A few days later Staton appeared in dimly lit hangar, glancing at Hind.

– My knees trembled, – says Stayton, – and my first thought was: "Well, the hefty fool!"

Empty it weighed 21,000 pounds (9513 kg) – three times more than Bell AH‑1 Cobra and about 1.5 times more than Apache.

The pilot was impressed with half-inch layer of armor that surrounded the cabin and the pilot’s cockpit, protecting vital parts of the engine and transmission. He was also impressed with the large round windscreen in front of the two cabins. Engineers of ballistics defined refractive index of glass and calculated that it is almost as bulletproof as the steel armor.

What really distinguishes Hind from other helicopters – is the fact that it has wings. Not just the tabs on the body for the installation of pylons with weapons, but full-scale, though short, wings, which, according to the calculations of engineers, provide up to a quarter of the lifting power during flight.

Raising Hind in the air, Stayton was impressed with smooth and quiet flight.

– Then, after about two-thirds of the flight, we started to feel more confident, and I began to look into the missile sight. "I just pretend launching missiles" – I thought, and pressed the switch that on AH‑1 Cobra button is launching missiles. Immediately we went through three compulsory elevation changes, and the direction of rotation.

I went into the "Dutch banking" and other maneuvers that I was not going to produce.

What a flight it was!

The fact is that by touching, as he thought, "missile launch button" Stayton included flight stabilization system, which began to compensate previous maneuvers that led to this positive maneuvering …

Hind is quiet, smooth, powerful and fast. And in the conversation after the flight Stayton and his comrade, Army pilot Steve Davidson made many ​​ admiring comments: – Tough as a tractor!

– Put it in the barn for a year, then charge the battery, and you can immediately fly.

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With our helicopters it will not work out.

– In flight, the helicopter goes smoothly, like rolling on a good road an old "Cadillac" of 1962.

– Oil it properly, and you will be able to fly on it for hundreds of hours.

Finally, Stayton said, what in my opinion, is the highest accolade. One day, during a conversation, he leaned back and said: – You know, if I wanted to fly a helicopter just for myself, it’s no doubt, Hind turned out to be a notorious when choosing priorities.

When a helicopter pilot of opposing engineering school has this opinion, then the aircraft is really good.

45 years – and still to come!

Russian «Hind» had a long and glorious path, and its story is not over yet, because it still is in service in the armies of many countries, including Russian Federation.

However, place of Russian Air Force veteran is already beginning to be occupied its successors. Stronger, smarter helicopters, such as Mi‑35, Mi‑28 Night Hunter and Ka‑52 "Alligator". What to do, these are the laws of technical evolution, as inexorable as the evolution in nature.

But, performing a number of combat missions, famous "Mi‑24" is still needed by armed forces. His power is still protecting its people peaceful sleep.

Dmitry Drozdenko

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History

GOLDEN STANDARD

OF HELICOPTER DEVELOPMENT

More than 50 years have passed since 2 of august 1962, first prototype of Mi-8 took off. Nobody that day, including genius Soviet engineer Mil M.L couldn’t expect such a long a rich history for this helicopter.

Mi‑8 project overall passed through 130 modifications of civil and military versions. And today it is a multipurpose helicopter, being used in more than 100 countries around the world – in the snow and over the desert, above the mountains and over the seas … plants producing MI helicopters, have secured orders for advanced modification of Mi‑8 for 2 years ahead that speaks to the commercial appeal of these helicopters.

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It all began from an empty sheet…

Sixty-second year of the twentieth century. Modest test area in the suburbs of Moscow city. On a concrete slab – helicopter barely strayed from an assembly shop…

When children draw a helicopter, it is usually looks just like that one. Thick round body with dragonfly "eyes" of the cockpit windows, a huge main rotor, thin tail boom with a small vertical tail rotor …Who would have thought then that this helicopter is

destined to become the most popular aircraft in the national economy of our country, an ancestor of a whole line of more than 13 thousand aircraft for various purposes, and is still used in160 countries?

Back in the late fifties, the chief designer of the plant number 329 Mil M. started thinking about replacing serial Mi‑1 and Mi‑4 with a new, more load capacity and multi-functional aircraft. Desirably – with dual-engines. The fact is that one engine helicopters weigh less, consume less fu-

History el, and it would seem advantageous. But to have two engines it will be much safer, in case of failure of one engine, the second goes to the emergency mode, and will ensure for some time the flight to site selection for a quiet landing.

Michael L. and said: "To economy with aircraft – this is undoubtedly most important factor. But much more important are the lives of people on board. " Helicopters are capable of everything!

At first, the Soviet leadership reacted to the idea of ​​a new helicopter with doubts: the fact that in those years MI‑4 quite successfully operated on domestic air routes. The helicopter flies well, all the necessary work is done …Is it the right time for new projects?

In order to get governmental financing of new project, Michael Leontievich even had to make some trick, however, it is quite permissible to talented people.

He announced his new project as not a brand new helicopter, but as a modification of Mi‑4 for a gas turbine power plant.

Mile particularly relied on the fact that reliable machine would be handy for military forces, standing to expand the fuselage to increase capacity, and to transport up to 20 passengers. Or troops…

From the beginning, Mi‑8 (or B‑8, as it was called in the project) was conceived as a multi-functional. For example, if you put a gun, you get a formidable attack aircraft. Utility cabin was intended transporting goods with a total mass of up to two tons. On the power cabin floor there were installed rollers and tie-down assemblies for securing cargo, and in front of the cab – a handling winch. Large cargo gets to the cabin by outboard ladders through a hatch at the rear of the cargo compartment, small – through a side door on the left side of the cabin, speeding up loading. To perform rescue operations there was a setting of the onboard, lifting 150 kg. Especially for transportation of bulky cargo for the first time it was installed a hinged-pendulum system of external load with carrying capacity up to 2500 kg.

The first helicopter presented was in the passenger version. Its comfortable cabin has 18 passenger seats. The helicopter could be easily converted into a flying A I R F L E E T

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"Ambulance" – with 12 beds for bedridden patients and chairs for medical workers. And if you deploy the equipment in the cabin – you can transport government delegations to important negotiations.

Path to perfection The development of the Mi‑8 helicopter was carried out by the best engineers of Milevsky KB. The works were supervised by Deputy Chief Designer Kuznetsov V. A. G. Remezov was appointed on position of lead designer which afterwards succeeded by Nikiforov V. A. Since gas turbine engines of the new type were not yet ready, development started with elaboration and testing of avionics towing machine with one airplane engine. Meanwhile, the helicopter modification with office was shown to Nikita Khrushchev. And the head of the Soviet state could not resist the desire to have it as part of a government convoy. The Council of Ministers approved the state order …

Finally, the bureau number 117 under the leadership of designer Izotov S.P, created new engines for the helicopter. Second prototype unit already had two engines. Improving of the design of the helicopter continued: with improved transmission, increased visibility from the cockpit, landing gear became a tricycle. There were now five rotor blades that will evenly distribute the load and reduce vibration in flight. Ver-

tical hinge rotor head did not damper, as before, but hydraulic. Electro-thermal deicing system allowed to hope that the machine will be able to fly even above the Arctic Circle. Jumping ahead a little: "all-weather" range of these helicopters was afterwards fully confirmed when the Mi‑8 visited the North Pole of the globe, and even the South …

One – engine experimental helicopter first took off June 24, 1961 under the control of a test pilot Zemskov B. V. Within two weeks after the first flight, on July 9, the new helicopter was shown on parade in Tushino, and then – on the ENEA exhibition. In the cabin of the helicopter, adapted for guests and equipped accordingly to the "Operations Staff", the head of the Soviet state Khrushchev spent operative meeting of the Politburo of the CPSU. And on 2 August of 1962 test pilot Leshin N.V made ​​its first flight on a twin-engine helicopter.

On March 1963, the first Mi‑8 passed on state tests. Helicopter imrovement continues. Landing variant was established – with sliding doors blister to facilitate leaving of the passenger compartment. Om April 19, 1964 the crew of a test pilot Koloshenko V. set two world records. First – the distance record on the closed route – 2465.7 kilometers. Then – the speed record on the basis of 2000 km – 201.8 km/h.

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History

From troops to mammoth …

– And then the Mi‑8 helicopter was given female crew – says test pilot Kopec I. A. – and we set five more world records – height and speed and duration of flight. This had a special meaning: that the helicopter is so easy to operate so that even a lady easily deals with it …Of course, it was not easy after light Mi‑2. But I remember the wonderful feeling of complete union with a powerful, strong and reliable aircraft. There is the soul of the helicopter in the hands of a good pilot. Here's our most unusual cargo flight: in the Arctic, paleontologists have found a glacier mammoth. Not separated bones, as usually happens, but a whole body. We had to take him to the Research Institute. And just imag-

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History Kazan plant № 387. Already in late 1965, the assembly line of the plant released first production models.

ine: a helicopter flies, and on the external load of it – a wooden container with huge chunks of ice, and in it – an unprecedented antediluvian elephant …Probably more of such goods no helicopter in the world had transported!

In November 1964, the commission recommended test helicopter to launch a fullscale production, and its amphibious transport option – to the adoption. Mass production of the helicopter was tasked Kazan plant № 387. Already in late 1965, the assembly line of the plant came the first production models.

In November 1964, the commission recommended test helicopter to launch fullscale production, and its transport option – to the adoption by military forces. Mass production of the helicopter was taken by A I R F L E E T

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The beautiful and the dangerous The introduction of Mi‑8 of mass production only once was overshadowed by the tragic event – in January 1966, during one of the regular factory test flights helicopter fell to the ground due to engine failure. Pilot Leshin V. was dead – the same person that flew the first twin-engined car. As cause of the accident it was recognized defect of bearing rotor. The system was developed, and there were no more accidents.

By this time, the helicopter was almost brought to perfection, the majority of its resource units reached 500 hours of work. In June it was presented at the International Air Show in Paris. Foreign experts have recognized the helicopter as the best one in the world among the middle class. And our pilots unanimously called Paris debutant as Vasilisa the Beautiful. As is known, this character of Russian fairy tale had not only outer perfection, but could do wonders…

And in the meantime production of Mi‑8 helicopters for the army had launched. Military version has truss fastened console with holder for blocks rockets CARS 57 or bombs on the sides of the fuselage. The program included a flight test firing stage – with destruction of missiles and bombing ground targets simulating tanks. But cannons or machine guns had to be abandoned in favor of increasing missile and bomb load.

By the time of admission into service resource of major parts of the helicopter has been brought up to 1000 hours of operation. Now Mi‑8 was being produced not only by Kazan, but Ulan Ude helicopter plant as well.

Nominated flight resource of modern Mi‑8T modifications exceeds 20,000 hours.

Engines, bearing gear and navigation equipment are continued to be improved.

There are modifications for use in the desert – with protection against ingress of dust into the turbine and sand, for the tropics – to withstand high humidity, especially cold-resistant – for flying over the North and South poles of the planet

Pilots speak Test pilot Maslov S. was among those who raised the first serial Mi‑8: – Amazing machine. Fifty years in the service … but still indispensable. Equipped with modern satellite navigation system, with increased seating capacity and load-carrying capacity, Mi‑8 continues to serve the people. Here, even recently, our main competitor in the global arena, the United States, came to the conclusion that they need Mi‑8 for use in Afghanistan and ordered a whole lot for its military contingent in Afghanistan.

And Kazan along with Ulan-Ude plants are two years ahead with orders to modern modifications of Mi‑8. Reliable aircraft does not become obsolete.

Test-pilot Karapetyan G, Hero of the Soviet Union: – I remember my first meeting with the Mi‑8. After Mi‑1 it seemed very large, afterwards I operated heavier, up to Mi‑26, but those times it seemed for me as a giant.

But after I lay hands on the steering wheel of a warm, finely vibrating in time with a perfectly balanced engine – and gravity is gone. Lightness, maneuverability, excellent visibility from the cockpit …But are all the "pros" listed? Ask those who fought in Afghanistan, as sometimes the aircraft landed on a tiny snout on one wheel – the other two were nowhere to be omitted – and hung until release of wounded soldiers or immerse …At Chernobyl it wouldn’t be achieved victory against radiation rushing from the destroyed nuclear plant, if the fourth block wouldn’t be filled with air deactivators our helicopters. No wonder they do fly for half a century!

Today on the site at the main office building of Russian Helicopters building, on a green hill it is installed one of the first Mi‑8, finished long years of service with an honorable dismissal and the role of a museum exhibit. The helicopter is painted in golden color, making resemblance to the mechanical dragonfly only increases. There are burning letters on the polished granite stele: "Mi‑8" – the golden section of helicopter development". Take off with a period of half a century continues today.

A4 Press publishing house thanks Nadejda Mil – daughter of legendary Mikhail Mil. and Vadim Mikheev for information given.

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Global partnership

Superjet International

means business

JetExpo’2014, a big business aviation exposition at Moscow Vnukovo airport took place in September. The event was marked by the first international debut of the Sukhoi Superjet 100 (SSJ100) in a new version. On display was an airframe with registration RA‑97009. The platform of this hundred seat passenger airplane provided platform for Sukhoi Superjet 100–95B VIP with an estimated sticker price of US dollar 50 million. This version is a first step towards Sukhoi Business Jet (SBJ), a purposely made aircraft for transportation of state officials, businessmen and for corporate use. At the show, we spoke to Nazario Cauceglia, Chief Executive Officer at Superjet International (SJI)

Nazario Cauceglia: I think this is a very important day for the company, for the program, and for the partnership. Today this beautiful aircraft – a version of the Superjet 100 – makes its entrance into the market of the business aviation. I am sure that there will be many others as we try to do better and better, case by case.

I am very glad, feeling very proud to be here today. In my view, this is an important event, and is a milestone for the program.

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Q. What is the market size for the business jet version?

I think the market for the business jet – the market that we can capture – is maybe in the order of one hundred aircraft.

What is the target audience for the business jet version? There are so many other beautiful airplanes around!

Yes, there are many other aircraft on display here, at Vnukovo. I think one of the biggest advantages of this aircraft,

as compared to some rivals in this market, is the fact that the Superjet 100 has a wider cross section. Internal volume of our aircraft gives us a lot of flexibility to arrange a jet for the business community. Do not forget that this aircraft – in the given class of one hundred seats – is the only in-production aircraft with five abreast seating. The cross section of our airplane is unique and is comparable to narrow body jets from Airbus and

Global partnership

Boeing. So, again, when you develop a business jet version, space becomes the most important aspect. That is the big advantage we have over the competition. And that is why I have been so optimistic about the future of the Superjet project.

Q. Who are your main competitors in the business aviation market? Embraer, perhaps?

I think that our direct competitors are ACJ, BBJ and most of all, Embraer. That said, we do not compete with the people who work on business jets as their core business. In fact, we compete with the people who develop and produce passenger airliners and then make a business version.

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Q. Embraer has recently introduced a new version with brand-new engines.

Does that concern you?

Not much if we speak about the E‑2. I am not much concerned about it. The reason has been that the Superjet 100 in this category is the only new-technology aircraft flying today. I think that our technology is state of the art. The high level of technology we have in this airplane allows us to be competitive not only with those aircraft that are flying today, but also with the newer ones that are coming in a few years’ time. The main point is that the Superjet 100 already operates on revenue flights, whilst another is yet to come. So, this is the only new regional aircraft flying today.

This is a fact. The aircraft you mentioned is yet to come.

Q. SCAC is going to produce about forty aircraft this year. What will be SJI’s share in deliveries?

This year we, as Superjet International, deliver aircraft only to Interjet. So far this is the only western customer that we have.

But we are very active on the market. We are involved in many other bids and competitions. I hope our potential customers would take notice of Interjet’s positive experience with the type. It will give us a lot of credit as a provider of highly competitive aircraft to the western market. This year we are going to deliver eleven aircraft to Interjet. The reminder of aircraft on the Interjet’s order will deliver next year.

Q. What can be said about Interjet?

Are they going well?

Oh, yes. Yesterday we delivered ninth aircraft. So today Interjet has nine aircraft flying. The first thing I do in the morning in my office is that I turn my computer on and check what’s the status of their fleet? I check if all of their airplanes are flying. And I feel satisfied when all of their airplanes are flying successfully with a very high level of dispatch reliability. The airline is quite happy with the service experience they have had so far with this aircraft.

I hope that before the end of this month we should be able to deliver two more aircraft.

So, by the end of September, Interjet’s Su-

Q. Are you happy with the engine performance? Is the airline happy with the SaM.146?

Oh yes. We are happy with the engine.

And the airline people also. Engine’s fuel consumption is good. In fact it is even better than the nominal value. From the maintenance point of view, the engine has been doing well. Do not forget that the SaM.146 was specifically designed for this aircraft. And this is a big advantage. Because usually other makers do not have an engine that, from the design point of view, matches their aircraft… Only an engine designed from scratch can perfectly match your aircraft. In our case, it is ex-

perjet fleet may grow in size to eleven units.

We are working hard to achieve that goal.

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Global partnership

Nazario Cauceglia, SJI Chief Executive Officer talks to Alexander Neradko, head of Russian civil aviation authority at JetExpo'2014 actly like that. And this means we have not only new technology on the engine – the SaM.146 is a Safran technology. In addition to that, this engine has been designed and conceived to match this kind of aircraft. Safran, and its Russian partners, developed their engine to match our aircraft, and they delivered their promises.

the kind will see growing involvement of Superjet International Q. When would the westernized version of the Sukhoi Business Jet appear?

I would say 2017, or, perhaps even 2016.

Q. What can be said about ComLux? Is it still considered a SBJ customer?

Yes, we are still in discussion with them.

Q. What is the main challenge for SJI now?

Get new customers. This is our challenge now. We are happy with the aircraft. We are happy with our launch customer. We are happy with our production capacity – of course, we try to improve day by day.

We are satisfied with the level of customer support being provided to our customer.

Again, our biggest challenge right now is to get new customers.

Q. What about winglets?

Winglets – you had better ask mister Pogosyan. I know that SCAC is working on that issue. Probably by the time we have a SBJ for Comlux and the western market, we will also have winglets available. Winglets are very important for SBJ as they help increase range.

Q. Italians are very good at interiors.

This airplane comes with a Russian interior. Do you think Italian companies can supply interiors for the business jet version?

Yes, they can! I can tell you that with SCAC we are discussing now a cooperation model that would allow SCAC and SJI to cooperate on the next version of SBJ. So, you are right: this aircraft is a completely Russian in terms of interior and that the Italians are good at interiors. Next aircraft of

Q. There are two versions of Superjet in production now, the Basic and the Long Range. For Superjet International specifically, which model would you expect to sell better?

I can tell you that probably both. So far our clients have been interested in both. For instance, in the competitions we are bidding in, the intended customers do not have a strict requirement for long ranges. But there are some airlines that may have such a requirement.

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So far, we have been doing well with the Basic version of the aircraft. All Superjet aircraft going to Interjet are Basic version. That said, long range is important for business aviation. Before shipments start, we should have western certification for the Long Range version.

Q. Sukhoi had some trouble with Avionics. What is the situation like now?

The Superjet 100 is a good package overall. They are happy with the whole of the aircraft.. Our customer is happy, too.

Maybe I should tell you this. Interjet made a passenger survey. They interviewed all the passengers with a questionaire. They asked the passengers to express their judgments on the aircraft, and to compare our aircraft with the Airbus A320 that Interjet also operates. On the positive side, the outcome was a very-very much in favor of our aircraft.

Global partnership

Q. Why? Because of many things. First of all, the level of comfort. The passengers said they like how interior is made, seats, luggage bins and the cabin design. They appreciated it very much. Surely, passengers cannot express a judgment on the technology of the whole airplane because they do not know much about it.

But they can express a judgment on comfort. And they appeared to be very happy with space of the luggage bins, the cross section of the cabin, the seats etc. They liked it very much.

When an aircraft bound for Interjet was on display at Paris airshow last year, certain Russian customers for the Superjet inspected it. They said that the Italian interior is much better than the factory’s standard.

I also think that the Superjets going to Internet have a nice interior. I am confident that we can do really good job on the business jet.

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Q. What can you say about SJI relations with Aeroflot?

Relationship with Aeroflot is basically a direct relationship between SCAC and the airline. Remember that the contract with that airline was signed in December 2005, before Superjet International was established. Of course, we are doing our best to support Aeroflot as we do with Interjet. In fact, Aeroflot and Interjet are our two most important customers; their satisfaction is the key to the success of the whole program. Aeroflot was the launch customer for SCAC, and Internet was the same for Superjet International. We keep doing our best to support them in the best way. As you may understand, sometimes the process can get more complex that initially expected. There are different factors to be taken into account, including regulation, etc. We support SCAC so that they are able to provide a better support to Aeroflot.

Q. Please confirm if Superjet International is still training crews for Aeroflot and Interjet?

Yes, we are still training crews of airline customers, their pilots. At the same time, Aeroflot has a simulator. Interjet has decided that they will buy one for themselves. Interjet is to buy a simulator as Aeroflot already did. The reason is obvious. If you have such a big – and growing – fleet, at a certain point you had better become independent with training of your pilots. You cannot keep sending crews for the entire life of the aircraft program into Zhukovsky or Venice. It would cost too much!

Q. When can the simulator be installed in Mexico?

Not for quite a while: they have just ordered one! It is going to take more than one year. Right now the airline continues to train its pilots in Italy.

Q. Thank you so much sir!

My pleasure.

Vladimir Karnozov

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Global partnership

Airbus

in Moscow for business

Andreas Kramer and Mukhail Vasilenko The study into the rich people habits and preferences done by Ledbury Research of London shows that Russian billionaires have some things in common with their Chinese counterparts and in some way off their similar flock in the US and Middle East. In all, there are 2,500 billionaires in the four aforementioned geographic areas. By their numbers, the Russian riches have outgrown the Middle East, and the Chinese the US.

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The research took a close look at 250 billionaires, with input from those around them and 25 suppliers of luxury goods and services. The study was commissioned by Airbus which shared some of the findings with Russian aviation community on September 3, 2014 at Business Aviation Forum 2014 organized by ATO events.

Chinese and Russian billionaires are same age, averaging 50 and 49 years old

respectively. As opposed to the many of their flock in the US and Middle East (averaging 66 and 61 y. o. accordingly), they are younger and self-made (few inherited wealth from parents or relatives). They tend to spend more and show their wealth, whilst the Americans and Arabs try to stay discreet and showing a greater interest in passing their wealth on to the younger.

“Russian and Chinese billionaires are more interested in spending, and this finds reflection in the aircraft they buy or hire”, says David Velupillai, director for marketing, Airbus Corporate Jets. ”Airplanes add wings to their lifestyle”, he adds.

Chinese and Russian riches tend to travel relatively small distances, less than 3–4 hours – shorter than average for the Arabs and Americans. Both often travel inside their home countries. As per foreign destinations, Russians fly to Europe and the Mediterranean Sea coast in particular, while the Chinese go to Singapore, Hong Kong, Macao. Long-haul flights are rare for them.

“They do not travel much to the United States, yet the Russians sometimes get interested to go places in the Caribbean”, Vilupillai says.

Although the lifestyle is different in China, the specially developed Phoenix interior concept – with a big circular table, red and gold colors – is also promoted in Russia, even though red is no longer the most favorite color in this country.

The European maker was very much present visibly at JetExpo: it brought the largest aircraft to the show in Vnukovo one

Global partnership

more time in 2014. We asked David Velupillai: what’s the reason behind bringing the same aircraft type (an ACJ based on the A320 family) to every JetExpo? In 2013 Airbus came with a Tyrolean, in 2012 an Acropolis, and 2011 a Comlux. “Each time we want to show a particular cabin layout

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to our local customers”, he answered. A newer cabin is a priority, but sometimes it is limited by availability of aircraft.

To date, Airbus sold over 170 ACJ to roughly equal groups of customers: governments, corporations and individuals. Last year the manufacturer delivered six ACJs. It

has a plan to sell ten ACJs this year. About fifteen companies offer ACJs for a VVIP charter. “There is a reasonable number of aircraft for us to hire”, Velupillai says.

How an aircraft is selected for demonstration at a particular airshow? “It is always a deal with one of the operators. We tend to charter aircraft [for an airshow], making a particular agreement with the operator for more attractive rate. They share our interest in promoting the cabin. Customers can be different for Airbus and the operator. The difference is that we sell aircraft, and they sell hours in the aircraft. But showing a [particular] cabin to potential customers is interesting for us and them”.

Have EU sanctions against Russia changed the way of doing things for Airbus? “We are a manufacturer… essentially to get on doing business. Airbus has a client base of private and corporate aircraft owners in Russia, and takes titanium from VSMPO. Naturally, we

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Global partnership

are looking to continue normal business relationships with the aircraft operators and the industry. Today, this is “business as usual”, continue to sell aircraft and get titanium for our aircraft”.

In the times of growing misunderstanding between Moscow and Brussels over the situation in Ukraine, and expanding regime of mutual sanctions, does an airframer need courage or boldness to exhibit here? “No”, Velupillai says, “We go to a lot of business aviation shows round the world to show our aircraft and highlight the cabin. Brochures or photos are not that as good as real aircraft and its cabin. At an airshow, customers can see small, medium jets and the big one and make their choice.

We like the ability to show ACJ to Russian customers at JetExpo”.

At the time we were speaking to Velupillai, Airbus Helicopters’ Russian fleet came to 150 units. If skies over the city of Moscow get open for flights of corporate and privately held helicopters, the current annual volume of sales into Russia, at 28 units in 2013, may rise by 15–20 units above the normal increase in sales year to year of 25–26%. This statement was

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Global partnership

made at Business Aviation Forum 2014 by Artyom Fetisov, commercial director in the manufacturer’s Moscow office. According to him, the Russian fleet already contains over 150 flying machines made

by Airbus Helicopters. Most of those are in the hands of non-government owners. The number of local companies approved by the national aviation authorities and the manufacturer for servicing and maintaining Airbus Helicopters products has exceeded twenty. Fetisov and other Forum speakers refused to make predictions of such a time the capital city might get open. At the same time, they gave examples of other big political and industrial centers, air traffic over which has recently been liberalized. Since 2007 we have been active in arranging deliveries to Russian customers.

These include two major ways: one being a customer going to France to accept a newly built machine from out there and second being the maker bringing the machine to Moscow or other big city for subsequent deliver to a customer.

We interacted with Velupillai and Fetisov several weeks after an A350XWB prototype had landed in Moscow. The A350– 900 demo plane MSN 005 was making A I R F L E E T

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a daily stop in Sheremetievo airport during the new airliner’s concluding Tour Four of the worldwide demonstration.

The Russian flag carrier signed a rather controversial order for 22 A350s placed seven years ago. Will this order stay in a new political and economic environment characterized by the US and US sanctions imposed on Russia? Andreas Kramer, Airbus vice-president for Eastern Europe and Central Asia, tried to alley fears by saying that “a financier is often chosen 5–6 months before delivery, so it is too early to speak of it”.

The Russian economy faces in a slump due to the worsening situation in the neighboring Ukraine and the tightening regime of US/EU sanctions. Yet Kramer insisted that the traffic generated by local airlines will continue to grow at an average rate of 5.9% per annum.

If so, then the Russian passenger traffic would double in the next twelve years, creating a need for 1,300 new jetliners.

Airbus shared these figures with the local media on 12 August. “We are in Moscow to show the A350XWB to our airline customers and to demonstrate that it can operate without any additional airport

equipment [to that already in place]”, Kramer said. “The A350XWB is partially a Russian aircraft since some parts of it have been developed by Airbus engineering center in Moscow, one of the best engineering centers of the kind round the world”, he added. Russian engineers did some work on the fuselage and shaping its sections.

The A350 arrival in Sheremetievo was timed to the 55‑year anniversary of the airport that has long been the main gateway into Russia; during the Cold War period it served the lion’s share of westerners crossing the Iron Curtain.

Kramer said that the Russian flag carrier remains on the list of the type’s buyers, containing 38 names. “Aeroflot was one of the early customers for the A350, as it signed for 22 aircraft in 2007”, he reminded. Even though that order was for the A350–800 and placed before the Airbus dropped the original design in favor of the more specious XWB, the manufacturer still counts Aeroflot orders among the grand total of 742 orders collected so far.

The A350XWB’s root-proving has so far been confined to transatlantic and

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Global partnership

transpacific flights (a total of 27 routes tried till now). Even though North Polar overfly has been planned (between Germany and Canada), there is still some uncertainty about the A350’s ability to operate commercially on the trans-Siberian and cross-Polar routes in the view of the early announced requirements to foreign-made and foreign registered aircraft using Russian air space. The local civil aviation authorities demand that foreign aircraft overflying Russia must navigate by the signals coming from the GLONASS satellite constellation and its ground augmentation stations.

The A350 might also need additional testing to prove its ability to withstand the extremely cold air above the North Pole.

On the scheduled revenue flights along cross-Polar routes, once pioneered by the Singapore Airlines A340–500/600, the A350 promises considerable fuel

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savings, up to 25%, but might need additional testing similar to that once performed on the aforementioned quads prior to regular service opening.

The need for the airplane to meet all recent regulations adds to the issue of the 2007 contract revision. Igor Chalik, deputy general director and head of flight operations with Aeroflot, said the airline is yet to decide how to convert its earlier order, and which of the currently available models could be taken instead of the A350–800.

“Everything depends on how our network of routes be developing, as we want to maximize the seat loading [factors]. Since we placed the order, things have changed. The currently available –900 and –1000 versions have larger cabins”. Aeroflot plans to open A350 revenue operations in 2018, “so that the choice [of a model] is not something for today, we can make it later”, Chalik concluded. Other sources in Aeroflot told us

that the airline is considering the A330neo as a less expensive alternative to the A350, and requiring less crew conversion efforts.

Earlier this year Aeroflot announced that its previous flagman Ilyushin‑96–300 had been replaced on scheduled long-haul operations by the A330–300 and Boeing 777, but continues to perform occasional charters. The A350XWB looks like a natural successor to the Il‑96–300 due to some similarities. They have a similar fuselage cross section and nine-abreast seating in typical factory’s arrangement of three blocks each with three seats. In typical factory’s configuration, the Airbus seats 265 passengers against 262.

In the current shape, the A350–900 has a MTOW of 268 tons – the figure to be increased to 275 tons later on – against 250 tons for the Il‑96–300.

Vladimir Karnozov