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march 2010 • Special edition for FIDAE 2010

Russian airliners production in 2009 [p.8]

Yak-130 in Lipetsk

FOR EVERY NEED

[p.12]

Sukhoi fighters for Latin America [p.24] The United Aircraft Corporation (UAC) was established by the Russian President Vladimir Putin on 20 February 2006 (Decree #140). The goal of the Corporation is to maintain and enhance the scientific potential and production capability of the Russian aircraft manufacturing industry, to ensure the national security and defense capability, to pool intellectual, industrial and financial resources for implementation of new aircraft development programs. UAC controls Sukhoi, Irkut, MiG Corporation, KnAAPO, NAPO, Ilyushin, Sokol, Tupolev, KAPO, Ilyushin Finance, Finance Leasing and Taganrog Aviation.

Russian military aircraft deliveries in 2009

BE-200 Russian amphibian crosses Atlantic [p.3]

www.uacrussia.ru JSC “United Aircraft Corporation”, 101000, Moscow, Russia, 22 Ulansky Pereulok, building 1 phone: +7 (495) 926-1420, fax: +7 (495) 926-1421, e-mail: office@uacrussia.ru

Fifth generation Russian style: PAK FA flew [p.16]

[p.26]


OBORONPROM Corporation, a Russian Technologies State Corporation company, is a diversified industrial-investment group in the engineering and high technologies sectors. The Corporation integrates more than 25 leading Russian companies in helicopters and engines manufacturing.

St.Petersburg Rybinsk Moscow

Rostov-Don

Kazan

United Engine Corporation (UEC) is the leading Russian industrial group in production of engines for aviation, launch vehicles, electric energy sector and gas pumping.

Perm

Ufa Ekaterinburg

Samara Kumertau

Novosibirsk Ula-Ude

“Russian Helicopters” Company, a whole subsidiary of OBORONPROM Corporation, is the leading Russian designer and manufacturer of rotary-wing aircraft equipment “United Engine Corporation”, a whole subsidiary of OBORONPROM Corporation, is the leading Russian industrial group producing engines for aircraft, aerospace industry, gas compression stations and power plants

UNITED INDUSTRIAL CORPORATION “OBORONPROM” 27 Stromynka st., 107076 Moscow, Russia e-mail: oboronprom@oboronprom.ru www.oboronprom.ru

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Arseniev

United Engine Corporation is a part and a subsidiary of United Industrial Corporation Oboronprom. UEC integrated more than 80% of assets of the Russian aviation engine-building industry.


march 2010 Editor-in-Chief Andrey Fomin

Deputy Editor-in-Chief Vladimir Shcherbakov

Editor Yevgeny Yerokhin

Columnist Alexander Velovich

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

Design and pre-press Grigory Butrin

Web support Georgy Fedoseyev

Translation Yevgeny Ozhogin

Cover picture Alexey Mikheyev

Publisher

Director General Andrey Fomin

Deputy Director General Nadezhda Kashirina

Marketing Director George Smirnov

Business Development Director Mikhail Fomin

News items for “In Brief” columns are prepared by editorial staff based on reports of our special correspondents, press releases of production companies as well as by using information distributed by ITAR-TASS, ARMS-TASS, Interfax-AVN, RIA Novosti, RBC news agencies and published at www.aviaport.ru, www.avia.ru, www.gazeta.ru, www.cosmoworld.ru web sites Items in the magazine placed on this colour background or supplied with a note “Commercial” are published on a commercial basis. Editorial staff does not bear responsibility for the contents of such items. The magazine is registered by the Federal Service for supervision of observation of legislation in the sphere of mass media and protection of cultural heritage of the Russian Federation. Registration certificate PI FS77-19017 dated 29 November 2004

© Aeromedia, 2010

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

Dear reader, You are holding another issue of Take-off, a special supplement to Russian aerospace monthly VZLET, timed with the FIDAE 2010 air show being held in late March 2010 in Chile and considered a major and most popular event of the kind in Latin America. FIDAE has always been held in high regard by its Russian patricipants. This is quite understandable, since Russian aircraft have been operated in the region for a long time, having earned well-deserved regard in several Latin American nations. Recently, the cooperation between Russian aircraft manufacturers and customers in the region has been given several new impetuses. The cutting-edge Sukhoi Su-30MK2 fighters as well as Mil Mi-35M, Mi-26T and Mi-17-V5 helicopters have entered service with the Venezuelan Air Force. The Republic of Cuba has launched operation of its new Russianbuilt Tupolev Tu-204-100E (CE) airliners and freighters and Ilyushin Il-96-300 passenger aircraft. Recently the Brazilian Air Force has taken delivery of Russian-made combat helicopters Mi-35M becoming the first Russian-made combat aircraft in the country. Talks are underway on a number of other potential contracts for delivery of combat and commercial fixed-wing and rotary-wing aircraft to Brazil, Venezuela, Cuba, Ecuador, etc. Today, such modern Russian aircraft, as the Sukhoi Su-35 and Su-30MK2 fighters, Yakovlev Yak-130 combat trainer, helicopters of the Mi-17, Mi-35 and Mi-26 families, advanced An-148 regional airliners, etc., are offered on the Latin American market. The unique Beriev Be-200 multirole amphibian expected to cross the Atlantic for the first time to take part in FIDAE 2010 may prompt keen interest of experts and the public as well. The maiden flight of the Russian fifth-generation fighter from Sukhoi became a most important thing had happened in Russia not long before the opening of this fair. A key article in this issue is dedicated to its development. As usual, Take-off also covers other important events in Russian aviation over the past several months. We hope that this will help FIDAE 2010 participants and visitors to understand better what the Russian aircraft industry is now and what aircraft it can provide to Latin American customers. Sincerely, Andrey Fomin, Editor-in-Chief, Take-off magazine


contents

FIDAE 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Be-200: Russian amphibian crosses Atlantic

INDUSTRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

March 2010

Russian An-148s start operations PS-90A2 obtains type certificate Fourth SuperJet kicks off trials MC-21 subcontractors selected

Russian commercial aircraft production in 2009. “Supply has exceeded demand for the first time”

8

By tradition, early in the year, Take-off analyses the results produced by the Russian aircraft industry in terms of production and delivery of passenger and cargo planes in the previous year. Unfortunately, last year brought no drastic change: due to the global economic crisis, actual status of the advanced aircraft development programmes and orders landed, the manufacturers had managed to deliver only 13 airliners by the end of 2009. UAC President Alexey Fyodorov stated that 2009 had seen the aircraft industry’s supply for the first time exceed the demand of the Russian carriers badly hit by the crisis, with some of them having to reject the aircraft being made for them. At the same time, several things happened in 2009, serving the reason for cautious optimism. For instance, the deliveries and actual operation of the VASO-built An-148 regional airliners and Il-96-400T freighters began, the plant in Ulyanovsk launched construction of the upgraded Tu-204SM prototypes, etc.

MILITARY AVIATION . . . . . . . . . . . . . . . . . . . . . . 12 Yak-130 already in Lipetsk

12

The Russian Air Force took delivery of its first production standard Yak-130 combat trainer ferried from the Sokol aircraft manufacturing plant in Nizhny Novgorod to the Combat and Conversion Training Centre in Lipetsk on 18 February. The aircraft was flown by the crew with the Russian Defence Ministry’s Chkalov State Flight Test Centre, who participated in the Yak-130 successful official trials completed late last year. Now, CCTC’s instructorpilots will devise training and combat instructions for future combat pilots of the Russian Air Force will master the aircraft. CCTC expects several production Yak-130s more this spring, and then advanced combat trainers will start fielding with the Air Force academy in Krasnodar where most of RusAF flying personnel are trained.

Fifth generation Russian style: PAK FA flew

16

The first flying prototype of the Future Tactical Aircraft (Russian acronym PAK FA) performed its maiden flight in Komsomolsk-on-Amur on 29 January 2010. It is a prototype of the T-50 aircraft developed by the Sukhoi company under the Russian fifth-generation fighter development programme. According to Russian Premier Vladimir Putin speaking at a session of the government on that day, aircraft of the type are to be issued to the Air Force Combat and Conversion Training Centre in Lipetsk in 2013, with combat units to start accepting production PAK FA fighters starting from 2015. The programme came on top in the Air Force-held tender and was given the green light in 2002. Having cleared all relevant development phases, the Sukhoi managed to manufacture T-50 prototypes last year and has launched the flight trials recently.

CONTRACTS AND DELIVERIES . . . . . . . . . . . . . . . 22 MiG-29K/KUB enter service with Indian Navy Vietnam to get more Sukhoi jets

Sukhoi fighters for Latin America

24

Sukhoi fighters remain the mainstay of Russia’s combat aircraft exports to various corners of the world. For instance, almost 40 Su-30MK-family aircraft, including knockdown kits, were shipped to India, Malaysia, Algeria and Indonesia last year. Sukhoi fighters are well-known in Latin America as well, for Su-30MK2s have for several years been operated by the Venezuelan Air Force, which flying crews and command have given them rave reports. Su-35 took part in the Brazilian Air Force’s future fighter competition, and there are good reasons to believe that Sukhoi Su-35 and Su-30MK2 fighters will beef up the region’s air forces in the near future.

Record-setting hundred Russian military aircraft deliveries in 2009

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take-off march 2010

For the first time in almost two decades since the collapse of the Soviet Union, the Russian aircraft industry managed in 2009 to build and deliver just over a hundred new and upgraded combat aircraft, which is almost a 1.5-times increase over the previous year. The largest increase was seen in the deliveries to the Russian Defence Ministry, with the number of fielded warplanes exceeding 60 during 2009. For the first time since the early 1990s, RusAF took delivery of as many as 31 brand-new MiG fighters. Aircraft manufacturers also made good headway in aircraft export. As before, the best results were produced by the Irkut Corporation that exported to India, Malaysia and Algeria a total of 38 Su-30MKI-family warplanes. Other important events of the year included the delivery of the first batch of MiG-29K/KUB carrierborne fighters to India and the first Beriev ‘EI’ AEW&C aircraft. Overall, the total number of the Russian-made aircraft exported last year stands at 46 units.

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FIDAE 2010 | event

The western hemisphere debut of the unique Russian-made Beriev Be-200 amphibian is slated for the coming FIDAE 2010 air show. Although the aircraft has been operated by the Russian Emergencies Ministry, put out fires in Europe, on its Mediterranean coast and in Southeast Asia, it is to cross the Atlantic for the first time. The Be-200 multipurpose amphibian was developed by the Beriev company building on its 75-year experience in hydroplane development and on the latest technologies and advances in material science. It has an airtight fuselage, which increases the number of missions it can handle considerably. In this respect, the Be-200 is unique. It is multipurpose. Its baseline model is designed for suppressing forest fires with water or fire-suppressant liquid from the air. In addition, the aircraft can haul passengers and cargo, conduct search and rescue operations, monitor the environment and patrol the maritime border and economic exclusion zone. The Be-200 was used for deriving the Be-200ChS version for the Russian Emergencies Ministry, which entered service with the ministry’s air arm in 2003. The Be-200ChS aircraft fleet of the Emergencies Ministry has been on alert duty at airfields during the fireprone season since June 2004.

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Beriev used the Be-200ChS to derive the Be-210 passenger amphibian, with a cargo/passenger and patrol versions being under development. In 2007, the Be-200ChS was issued a type certificate supplement allowing it to seat 43 passengers on medium-haul routes while operating from both airfield and water. Work is underway to have the amphibian certificated in line with EU standards. In so doing, Beriev is cooperating closely with European aerospace corporation EADS. The EASA certification of the Be-200ChS-E derivative is nearing the completion. The Be-200 has been displayed and has suppressed forest fires in France, Germany, Portugal, Italy, Greece, Malaysia and China repeatedly. In addition to Russian crews, it has been flown by French, US and Italian pilots, all of whom have given raving reports about its performance and capabilities. In 2008, another production-standard Be-200ChS amphibian was delivered to the first foreign customer, the Azeri Emergencies Ministry. The sixth production Be-200ChS is being completed and the construction of the seventh one is in full swing at the aircraft manufacturing plant in Irkutsk. With these completed, the production of the amphibian for Russian and foreign

buyers will move to the city of Taganrog. Beriev will handle the production in cooperation with the TAVIA production plant. The manufacturing equipment for full-scale production has been delivered from Irkutsk to Taganrog. At the same time, the large-scale cooperation with the Irkutsk Aircraft Plant will be preserved, with the plant in Irkutsk to keep on making wing kits and wing high-lift devices for all Be-200s to be built in Taganrog. Russian amphibians have been annually fighting fires in Europe since 2004. In particular, Beriev and Italian company Sorem have run experimental Be-200ChS operation in the forest fire-fighting role in 2004 and in July through September 2005. The work was done throughout Italy by joint Russo-Italian air crews.

A Be-200ChS was used for suppressing forest fires in Portugal in 2006 under a contract between the Portuguese Ministry’s of Interior National Firefighting and Civil Defence Service and Beriev. In the same year, Be-200ChS amphibians showed up in Southeast Asia as well, with two Russian Emergencies Ministry aircraft fighting forest fires on Indonesian islands Kalimantan and Sumatra. In 2007, Be-200ChS amphibians went to Portugal again. Two aircraft logged 58 firefighting sorties, or a total of 167 h 35 min. During the firefighting operations, 2,560 t of water were airdropped onto the fires. A good example of the Be-200’s rapid reaction and quality work was the suppression of a large fire jeopardising Lisbon’s Sintra suburb, the former summer residence of Portuguese kings and an historic monument that UNESCO put on its world’s heritage list. In summer 2007, there was another crisis – the one in Greece – caused by the large-scale forest fires there. At the request by the Greek prime minister, Russian planes and helicopters, including two Be-200s, were used in the firefighting operations there. Greek experts and officials praised the job done by the Russian amphibians in the land of Hellas. No doubt, the Be-200 is a radical innovation in hydroaviation. Beriev works continuously to tailor the aircraft to the needs of its specific customers, and, hopefully, Russian amphibians will find a niche in Latin America as well.

Beriev

Beriev

Be-200: Russian amphibian crosses Atlantic

take-off march 2010

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industry | news

The first An-148-100B regional airliner built last summer by the VASO plant in Voronezh and leased by the Ilyushin Finance Co. to the launch customer, the Rossiya state transport airline, on 1 October, commenced its scheduled services in late December last year. The aircraft (RA-61701) hauled its first passengers from Pulkovo airport in St. Petersburg to Domodedovo airport in Moscow on 21 December, starting its regular Pulkovo-Domodedovo operations on 24 December. The second An-148-100B (RA-61702) arrived at Rossiya’s base airport on the verge of the New Year, on 30 December. Following the settling of formalities, it launched its operations, too, in late January. In line with the schedule, the An-148-100Bs have been flying daily on the St. Petersburg – Moscow – St. Petersburg route since earlier this year. In addition to the line to Moscow, Rossiya is gradually putting its An-148s on other services as well. The aircraft started flying from St. Petersburg to Rostov-on-Don and Samara in later January, with

Alexey Mikheyev

Russian An-148s start operations

such destinations as Arkhangelsk, Murmansk, Yekaterinburg, Ufa and Mineralnye Vody being next on the list. The first foreign destinations for the new airliner are to be Stockholm and Helsinki. Overall, Rossiya has awarded six firm An-148-100B orders. VASO had completed the third aircraft (RA-61703) by last year’s end, and it has been flown out and acceptance-tested in January 2010. Three An-148s are expected to follow suit

this year in April, July and September. The Polyot (Flight) airline, too, expects its first An-148-100B before year-end. Polyot is intent on expanding its regional passenger operations in 2010 proactively, having ordered 10 aircraft of the type. A contract signed during the MAKS 2009 air show provides for An-148 deliveries to another Russian carrier, the Moscow city hall-owned Atlant-Soyuz. The company ordered 15 An-148-100Es in the stand-

ard configuration, 10 An-148-200 stretches and five ABJ bizjets. Another 10 An-148-100E firm orders were awarded by the Moskoviya airline in June 2008. Thus, there have been 56 firm orders for VASO-built An-148s, placed by Russian carriers. All contracts have been made as financial leasing arrangements via the Ilyushin Finance Co. The company has signed precontract agreements for 54 more aircraft of the type in various versions.

PS-90A2 obtains type certificate

Perm Engine Company

The Aircraft Registry of the Interstate Aviation Committee (IAC) issued the Perm-based Aviadvigatel joint stock company Type Certificate ST309-AMD for its advanced PS-90A2 turbofan engine that will be powering upgraded Tu-204SM airliners in the near future.

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Pratt & Whitney of the USA took part in developing the PS-90A2. The engine is a heavily upgraded derivative of the production-standard PS-90A engine powering the Tu-204, Il-96 and Il-76 families of aircraft. The primary purpose of developing the PS-90A2 was to create an aircraft engine fully meeting relevant

international flight worthiness and environment protection standards (AP-33 and AP-34 respectively) and ensuring a 35–37% life cycle cost reduction and reliability increase over the baseline PS-90A. While developing the PS-90A2 and having it certificated, Aviadvigatel performed a large volume of design work and experiments on developing engine units and systems from scratch and modifying some of the existing ones. Unlike the baseline model, the PS-90A2 is equipped with a high-pressure turbine fitted with monocrystal blades, as well as an advanced FADEC system. The company mastered sophisticated design and manufacturing solutions ensuring localisation of fan blade breaks and introduced second-generation noise-reduction structures and a latest digital electronic regulator.

For the first time in their practice, Aviadvigatel ran a 150-hour test in line with the AP-33 standard that stringently regulate the engine’s ability to maintain its thrust for 18 h 45 min in the extreme conditions of the takeoff mode with the high- and low-pressure rotors in their maximal rpm and the inlet temperature being maximal too. The engine had to be able to maintain its thrust for 45 hours in the extreme conditions of climb. A PS-90A2 prototype underwent its flight tests on board the Tu-204 flying testbed (RA-64048) in October through November last year. It is important that concurrently with the PS-90A2’s certification, the Perm Engine Plant productionised the engine. This will allow the launch of production PS-90A2 deliveries to fit Tu-204SM planes, which deliveries are slated for 2011.

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industry | news

The fourth flying prototype of the SSJ100 (c/n 95005) completed its maiden flight in Komsomolsk-on-Amur on 4 February. Sukhoi Civil Aircraft (SCAC) test pilots Sergey Korostiyev and Alexander Ivanov flew the aircraft. The mission lasted 2 h 45 min. Aircraft c/n 95005’s configuration includes all the modifications resultant from the certification test programme and meet the requirements of the Superjet’s final standard certification configuration. During the certification trials, the aircraft is to be used for gauging the whole of its aircraft systems and avionics suite and testing its systems or fail safety. It also is to be used for starting flight training of the launch customer’s flying crews. Since the certification flight test programme has to be completed smoothly in the face of the delay in the delivery of the advanced powerplant, Aircraft c/n 95005 was equipped with the engines dismounted from the first flying prototype (SSJ100 c/n 95001) that had completed its flight test

SCAC

Fourth Superjet kicks off trials

programme of 280 sorties by late last year. “Aircraft c/n 95005’s certification programme entry will ensure logging 75 sorties a month on the average. This is good as far as certification tests are concerned”, SCAC President Vladimir Prisyazhnyuk said in the wake of the maiden flight of the plane. “On condition of the timely certification and engine delivery, this will enable the aircraft to obtain its type certificate in the middle of 2010”. Meanwhile, a third flying SSJ100 prototype, c/n 95004, landed at

Yakutsk’s airport on 25 February for the low-temperature phase of the certification test programme. The standard procedures of pre-flight preparation after brief (up to 2 h) and long (at least 12 h) periods on the ground are to be tested there. The tests are intended to assess the time to warm up the aircraft before the flight and check the cabin and flight deck temperature. The bulk of the tests are focused on the engine start-up procedure and operation of the fuel and air conditioning systems. Due to the requirements of this phase of

the trials, the developer selected Prototype c/n 95005 fitted with a full set of passenger equipment, e.g. the cabin, hand luggage racks and galley and lavatory modules. To monitor all parameters during the start-up and operation under low-temperature conditions, the airliner is equipped with a special onboard instrumentation system. Russian aircraft makers have used the airport in Yakutsk, situated near the cold pole, as an extremely low-temperature test site, with the monthly temperature averaging -35°C in Yakutsk.

production. In addition, the Russian engines being developed by UEC under the federal aircraft engine programme are to be used under the MC-21 programme. As is known, subcontractors for 11 other systems to fit the MC-21 – landing gear, auxiliary power unit, air conditioning, fuel, fire-suppressant, hydraulic, electrical, oxygen-generating, anti-icing and inert gas systems and interior – had

been selected earlier last year, which Irkut reported on 20 August 2009. The MC-21 programme, which prime contractor is Irkut, provides for development of a family of short/ medium-haul airliners featuring excellent operating capabilities and intended for the Russian and global markets. They will enable air carriers to achieve a drastically higher economic efficiency of operation and ensure a 15% drop in the direct operating costs over the aircraft in service now. The family will comprise three models – the MC-21-200, MC-21-300 and MC-21-400 with seating capacities of 150, 181 and 212 respectively in the single-class passenger cabin. Each model will have several versions differing in flight range. If all goes to plan, the MC-21-200 will be the first one to kick off the trials, with its maiden flight slated for 2014. The service entry of MC-21-family planes is planned for 2016.

MC-21 subcontractors selected

Andrey Fomin

10 December 2009 the Irkut Corp. officially announced the completion of the tenders designed to select subcontractors to make key systems under the MC-21 short/medium-haul airliner development programme. The joint proposal of Russian corporation Avionika and US company Rockwell Collins was selected as far as avionics are concerned. Irkut assumed the

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function of avionics integrator. The joint proposal by Aviapribor-Holding (Russia), Goodrich (France) and Rockwell Collins (US) was selected as far as the integrated flight control system is concerned. The tender for the powerplant was won by Pratt & Whitney with its advanced PW1000G geared turbofan. Russia’s United Engine Corporation (UEC) is supposed to take part in the engine’s development and

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industry | results

RUSSIAN COMMERCIAL AIRCRAFT PRODUCTION IN 2009

Dmitry Kanunnikov

“Supply has exceeded demand for the first time”

Andrey FOMIN By tradition, early in the year, Take-off analyses the results produced by the Russian aircraft industry in terms of production and delivery of passenger and cargo planes in the previous year. Unfortunately, last year brought no drastic change: UAC originally planned to deliver 53 passenger planes and transports in 2009. A year ago, the target was slashed to 22 aircraft due to the global economic crisis, actual status of the advanced aircraft development programmes and orders landed, but the manufacturers had managed to deliver only 13 airliners by the end of 2009, in fact. UAC President Alexey Fyodorov stated that 2009 had seen the aircraft industry’s supply for the first time in years exceed the demand of the Russian carriers badly hit by the crisis, with some of them having to reject the aircraft being made for them or put off the acceptance of the complete ones. At the same time, several things happened in 2009, serving the reason for cautious optimism. For instance, the deliveries and actual operation of the VASO-built An-148 regional airliner and Il-96-400T freighter began, the plant in Ulyanovsk launched construction of the upgraded Tu-204SM prototypes and the first Il-76 under the 476 programme, and key system suppliers were selected for the future MC-21 short/medium-haul airliner that is now entering the detail design phase.

Plans and results After the infeasibility of the initial plan to build 30 production-standard Sukhoi Superjet 100s in 2009 and the need for adjusting the output of UAC’s other commercial aircraft in line with the situation on the market had become clear, UAC’s border of directors approved an adjusted 2009 production plan in late April last year. The plan provided for making 22 aircraft before year-end, including 10 Tu-204/214s, four Il-96s, four An-148s, two SSJ100s and two

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Be-200ChS amphibians. These included six planes flown out before 2009 but undelivered for some reason then. It had become clear by the end of the year that the adjusted plan had been fulfilled in terms of the Il-96 and Tu-214 only. Under the contract signed on 25 February 2009, three VASO-made Il-96-400Ts were financially leased to the Polyot (Flight) airline that launched commercial cargo operations of the first aircraft in late September, with the second one following suit in October (the

third freighter first flew in September and was delivered in December). Another Ilyushin widebody, test-flown in March (a 157-seat Il-96-300 airliner with nine seats in the VIP class and 24 in the business class), entered service with the Rossiya (Presidential) special flight detachment. On 1 June, it was followed to the Presidential flight detachment by two Tu-214SR relay aircraft – the first two in a series of at least six specialised Tu-214 derivatives ordered by the presidential administrative office from KAPO that joined UAC in 2009. www.take-off.ru


industry | results

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Russian commercial aircraft output and deliveries in 2009 Manufacturer

Customer (airline) Red Wings

Type Tu-204-100B Tu-204-100B

Air Koryo (PDRK)**

Tu-204-100B Aviastar

Tu-204-300A Tu-204-100C Tu-204-100C Tu-204CE

VTB-Leasing

Leasing company IFC IFC

Reg. number RA-64049 RA-64050 RA-64048 P-633**

Serial number 64049 64050

Acceptance flight date 25 Dec 2008 22 Feb 2009

64048

08 May 2009

4 Mar 2010

13 Aug 2009 *** 09 Aug 2009 29 Oct 2009

(2010) (2010)

Delivery date 16 Feb 2009 31 Mar 2009

RA-64010

64010

Aviastar-TU****

IFC

RA-64051 RA-64052

64051 64052

Cubana Aviacion (Cuba)

IFC

CU-C1703

64037

2008

18 Feb 2009

IFC

RA-96101 RA-96102 RA-96103

01001 01002 01003

Mar 2008 14 Aug 2007 Sept 2009

23 Apr 2009 01 Oct 2009 14 Dec 2009

Il-96-400T Il-96-400T Il-96-400T

Polyot*

(2010)

Rossiya special IFC RA-96019 02019 Mar 2009 23 Apr 2009 air detachment An-148-100B Rossiya state RA-61701 40-03 19 Jul 2009 01 Oct 2009 transport IFC An-148-100B RA-61702 40-04 22 Nov 2009 30 Dec 2009 company Tu-214 Transaero FLC RA-64518 018 05 Aug 2009 02 Oct 2009 KAPO Tu-214SR RA-64515 015 27 Apr 2008 01 Jun 2009 Rossiya special – air detachment Tu-214SR RA-64516 016 10 Dec 2008 01 Jun 2009 Aviakor An-140-100 Yakutiya FLC RA-41252 09A014 Aug 2009 25 Sept 2009 KnAAPO (SCA) SSJ100 SCAC***** – 97004 95004 25 Jul 2009 – Silk Way Il-76TD – 4K-AZ70 93-10 2009 25 Jun 2009 (Azerbaijan) TAPOiCh (Uzbekistan) Il-114-100 UK-91106 02-06 2007 23 Feb 2009 Uzbekiston Uzavialeasing Khavo Yullari Il-114-100 UK-91104 02-04 2009 24 Nov 2009 The table shows all new Russian-developed commercial aircraft with a seating capacity of at least 15 seats and freighters and/or delivered by Russian and Uzbek manufacturers in 2009. * Initially, RA-96101 and 96102 were intended for the Atlant-Soyuz carrier and then for Aeroflot-Cargo. The Il-96-400T RA-96101 is a conversion of Il-96T with the same serial that first flew on 16 May 1997. ** At first, the aircraft was meant for Red Wings that refused to accept it after it had been built and flown out. During October through November 2009, it was converted to a flying testbed for testing the PS-90A2 engine, upon completion of which a decision was taken to export it to the PDRK. *** The aircraft is a conversion of the Tu-204 (c/n 64010) built in 1993. **** The planes were initially designed for the Air Bridge Cargo company, a subsidiary of the Volga-Dnepr group. ***** Prototype aircraft for the certification flight trials VASO

Il-96-300

Russian commercial aircraft output and delivery in 2007-09 Type

Manufacturer

Il-96 Tu-204 Tu-214 Tu-154M An-148 SSJ100 An-140 Be-200ChS Il-76 Il-114

VASO Aviastar KAPO Aviakor VASO KnAAPO Aviakor Irkut TAPC TAPC

Produced (including for export) 2007 2008 2 1 3 (3) 7 (1) – 3 1 – – – – 2* 1 – 1 – 1 1 (1) 1 (1) –

2009 2 5 (1) 1 – 2 1* 1 – 1 (1) 1 (1)

Delivered (including exports) 2007 2008 2009 1 – 4 4 (4) 6 (1) 3 (1) 1 1 3 1 – – – – 2 – – – 1 – 1 – 1 (1) – 2 (1) 1 (1) 1 (1) – 1 (1) 2 (2)

Total: by Russian aircraft 8 (3) 13 (1) 12 (1) 8 (4) 8 (2) 13 (1) manufactures with Uzbek aircraft industry 10 (4) 14 (2) 14 (3) 10 (5) 10 (4) 16 (4) participating The Produced graph shows only new aircraft that first flew in 2009. The Delivered graph shows the aircraft (including earlier-built ones) that were actually delivered to Russian and foreign buyers in 2009. * Prototypes

The first Tupolev Tu-214SR relay aircraft (RA-64515) of a pair delivered by KAPO plant the Presidential Rossiya special air detachment in June 2009

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Andrey Fomin

Both aircraft were made as far back as 2008 but their advanced equipment and modified fuel system necessitated special tests that were wrapped up last spring. The third Tu-214 KAPO delivered in 2009 went to Transaero airline. It turned out to be pretty quick, taking less than two months between its maiden flight in early August and its delivery. The Red Wings air carrier, which became the major buyer of Aviastar-made Tu-204s in 2008, had a considerable influence on Aviastar’s production schedule in 2009. In addition to Tu-204 c/n 64049 that had been built in late 2008, the carrier was supposed to accept two more new Tu-204-100Bs (c/n 64050 and 64048), completing the August 2007 contract for six aircraft of the type, and then sign up for nine more aircraft, with two of them supposed to be delivered before yearend. Hence, the manufacture of parts and components of the aircraft c/n 64053 and 64054 had begun prior to the signing of the firm contract. However, reality proved to be less optimistic. Having received the last year-built Tu-204 (RA-64049) and the 50th production Tu-204 (RA-64050) in the first quarter of 2010, Red Wings refused to accept Tu-204 c/n 64048 and sign a new contract. The reason, probably, is that the airline had been unable to expand its aircraft fleet due to the operating problems it had experienced in using its Tu-204s and the overall unfavourable situation on the financial market. This led to the aircraft c/n 64048 remained sitting at the plant, though it was flight-tested as far back as early May 2009. By autumn, an original role had been thought out for it – a flying testbed for testing the advanced PS-90A2 engine designed to power the Tu-204SM upgrade. From 17 October to 19 November 2009, the aircraft had logged 18 missions with a PS-90A2 on its wing. The test flights facilitated the new engine’s certification programme that was crowned by the issue of its type certificate on 25 December 2009. Then, the organic PS-90A was put back on board the Tu-204 c/n 64048, with the aircraft itself being given the paintjob of its new customer, North Korean airline Air Koryo. The airliner was delivered to its new customer in early March 2010. Two brand-new Tu-204-100C freighters (c/n 64051 and 64052) changed their customer in 2009 too. The two had a lifting capacity increased up to 30 t and were built by Aviastar under the Aviastar-IFC deal for the Volga-Dnepr group. The former was flight-tested in early August and the latter in late October 2009, but it was clear as early as summer that Volga-Dnepr was about to cancel its order. At the same time, the AviastarTU air carrier got keen on them, itself being an operator of three Tu-204C freighters. It


Alexey Mikheyev

industry | results

The 50th production Tupolev Tu-204 airliner built at Ulyanovsk-based Aviastar plant. In March 2009 this Tu-204-100B (RA-64050) was delivered to Red Wings carrier

Sergey Lysenko

Yevgeny Yerokhin

The third Ilyushin Il-96-400T (RA-96103) cargo plane built y VASO in 2009 for Polyot airline

awarded the contract for them during the MAKS 2009 air show, but both aircraft, which had been ready for delivery as far back as November, had not been delivered or even painted in the customer’s colours before year-end 2009. Experts believe this was the carrier’s financial problems similar to those facing Red Wings with its Tu-204 new orders. Nonetheless, the manufacturer and leasing company are optimistic about their chances to deliver the two Tu-204100C’s in the near future. Another Tu-204 passed its trials in 2009, with its delivery slipping to this year too. It is the upgraded Tu-204-300A VIP plane for VTB-Leasing, converted from the Tu-204 airliner (c/n 64010) made in 1993. On 26 December 2009, it performed a 9,600km 12-hour-plus nonstop flight that was unique for the aircraft of the family and proved to be the wrap-up of its test programme. The plane is slated for delivery early this year.

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Regional novelties On 21 December 2009, the first load of passengers was hauled from St. Petersburg to Moscow by the first commercial flight of the advanced An-148-100B regional airliner productionised by VASO. The first production aircraft performed its maiden flight from VASO’s airfield on 19 July 2009 and, having completed its test programme, was accepted by the Rossiya state-owned transport company, the launch customer for the Russian-built An-148. Under the firm order dating back to August 2007, Rossiya is to take delivery of six An-148-100Bs, four of which were slated for construction in 2009. Actually, VASO had managed to deliver two planes before yearend and had completed the third one that first flew early in January 2010. The achievements of the other regional aircraft development programme, Sukhoi Superjet 100, boiled down last year to the launch of the trials of the third flying prototype c/n 95004. Despite the developer’s

assurances, it had failed not only to complete the certification tests and start deliveries of production aircraft (two were planned for delivery) but also conduct the maiden flight of the fourth aircraft c/n 95005. One of the key reasons for slipping behind the schedule is believed to be the delay in delivery of new SaM146 engines, caused by the problems of financing their construction and testing by NPO Saturn before last autumn. By the end of the year, SSJ100 c/n 95005 had been almost ready for flying but lacked the engines. At the same time, the general assembly of the two production-standard Superjets had been complete, with the two being fitted with onboard equipment. Mention should be made, nonetheless, that the Superjet’s certification tests in 2009 were rather intensive despite the objective difficulties and debugging inherent in any radically advanced aircraft. According to official information by the Sukhoi Civil Aircraft Corp., the three flying prototypes logged 499 sorwww.take-off.ru


industry | results

Alexey Mikheyev

The first production An-148-100B (RA-61701) assembled by VASO plant in 2009 finished its inauguration commercial flight with Rossiya airline from St.Petersburg to Moscow, 24 December 2009

Sukhoi SuperJet 100 third flying prototype (c/n 95004), the only aircraft of the type assembled by SCAC in 2009

the government, the Aviakor aircraft plant in Samara completed the third An-140-100 turboprop airliner and deliver it to the Yakutiya airline late in September. Uzbek aircraft manufacturer Tashkent Aircraft Production Corp., which makes Russian-developed planes, delivered two more Il-114-100 regional turboprops, built in 2007 and 2009, to Uzbek flag carrier Uzbekistan Airways and an Il-76TD to Azerbaijan.

Brief summary

ties totalling almost 1,287 flying hours as of 11 December 2009. Concurrently, aircraft c/n 95002 was undergoing its static tests in TsAGI and aircraft c/n 95006 its endurance tests at SibNIA. Real preconditions for remaining on schedule in engine supply had appeared by 2010. NPO Saturn and SNECMA had conducted numerous tests of SaM146 prototypes, including a number of special tests. According to NPO Saturn, all SaM146 engines logged 5,570 hours, including 2,550 flying hours, as of 16 December 2009. This shows that there is hope for the Superjet’s international team of developers to complete its certification within several coming months. IAC’s Aircraft Registry may issue its certificate of type in July, after which deliveries to the launch customers, Aeroflot of Russia and Armavia of Armenia, could kick off. In conclusion, a few words are due about the products from other manufacturers that were not UAC’s subsidiaries in 2009. In addition to the delivery of a new Tu-154M ordered by www.take-off.ru

In 2009, most new Russian-built aircraft were acquired as before through financial leasing deals with leasing companies that would buy the aircraft from their manufacturers. The Ilyushin Finance Company (IFC) has been the leader in this field for several years now, financing manufacturer of the overwhelming majority of Russian long-haul and regional airliners. For instance, under contracts with IFC, all new Il-96, Tu-204 and An-148 aircraft were built and delivered last year. The contribution for the Financial Leasing Company to leasing new aircraft in 2009 was limited to the delivery of a Tu-214 to Transaero and an An-140-100 to Yakutiya. Meanwhile, new players have cropped up on the aircraft leasing market, e.g. the VEB-Leasing is funding the ongoing construction of SSJ100s for Aeroflot while the VTB-Leasing – that of planes of the same type for Armavia. Summing up the results produced by the Russian aircraft industry in 2009, it is the fact that the output remained the same as the one in 2008, having totalled 12 aircraft, including two Il-96s, five Tu-204s, two An-148s, a Tu-214, an An-140 and an SSJ100. If the actual deliveries are used as a yardstick, the growth exceeded 60%, if the 2009-built planes are accounted for as 2009 buys. The 13 Russian-made aircraft delivered include four Il-96s, three Tu-204s,

three Tu-214s, two An-148s and an An-140. The delivery of four more complete Tu-204s slipped to 2010. Three TAPC-built Russiandesigned planes (two Il-114s and an Il-76) can be added to the above figure.

Plans Addressing the Russian State Duma on 27 January, Industry and Commerce Minister Victor Khristenko announced the current industrial plans of the Russian aircraft industry for the coming three years. UAC is to make 165 commercial planes in 2010–12. “Under the UAC aircraft production plan, 54 airliners are to be built in 2010 through 2012, including 38 Tu-204s, 10 Tu-214s and six Il-96s. The regional aircraft fleet will be beefed up with 72 Superjet 100s and 39 An-148s”, Victor Khristenko said. The minister did not mention how many airliners were to be made in 2010, but analysis of the figures he gave shows that at least 30 aircraft are planned for construction and delivery this year. Considering the existing firm orders awarded and actual capabilities of the aircraft industry, Take-off has worked out a brand-new aircraft delivery estimate of its own. The estimate has proved to be rather modest – 20–24 aircraft, including six to 10 Tu-204s, three Tu-214s, an Il-96, six An-148s and four SSJ100s, with some of them made and tested in 2009. However, this is almost twice as many as delivered last year and thrice as many as delivered in 2007 and 2008. Hopefully, the actual results of 2010 will be as good as our estimate. If there is a miracle and the results exceed the expectations, we will be glad for the Russian aircraft industry trying in the face of the economic crisis to develop and attempting desperately to put up competition to the expansion of foreign planes onto the Russian aircraft market. take-off march 2010

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Alexey Mikheyev

The Russian Air Force took delivery of its first production-standard Yak-130 combat trainer ferried from the Sokol aircraft manufacturing plant in Nizhny Novgorod to the Combat and Conversion Training Centre (CCTC) in Lipetsk on 18 February. The aircraft was flown by the crew with the Russian Defence Ministry’s Chkalov State Flight Test Centre (GLITs), who participated in the Yak-130 successful official trials completed late last year. Now, CCTC’s instructor-pilots will devise training and combat instructions for future combat pilots of the Russian Air Force will master the aircraft. CCTC expects several production Yak-130s more this spring, and then advanced combat trainers will start fielding with the Air Force academy in Krasnodar where most of RusAF flying personnel are trained.

already in Lipetsk

Sokol plant

Yak-130’s pilot Col. Mansur Nizamov (left) and the Lipetsk-based CCTC chief Maj.-Gen. Alexander Kharchevsky at the welcome ceremony

Yak-130

Yak-130 (’91 red’) taking off from NAZ Sokol airfield to shape its course to Lipetsk, 18 February 2010

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Alexey Mikheyev

military aviation | report In the skies over Lipetsk Yak-130 was welcomed and escorted by another new aircraft of the RusAF CCTC, Sukhoi Su-34 (’05 red’) with Maj.-Gen. Alexander Kharchevsky at the controls

Andrey FOMIN

GLITs military test pilots Col. Mansur Nizamov and Col. Dmitry Samodurov brought the first Yak-130 from Sokol’s airfield to Lipetsk. “It is an excellent plane”, said Mansur Nizamov after having landed in Lipetsk. “It is so easy to control that all I had to do after taking off in Nizhny Novgorod was to turn the autopilot on, and the aircraft has brought us to Lipetsk all by itself. Another of its strengths is that both rookies can learn the ropes on it and old hands can fly it to hone their skills. In addition, the Yak-130 can be used as both a trainer and a combat aircraft”. In the skies over Lipetsk, the new aircraft was met by CCTC chief Maj.-Gen. Alexander Kharchevsky flying a Su-34 tactical bombwww.take-off.ru

Alexey Mikheyev

Yak-130 taxing after its first landing at Lipetsk airfield

er. “This is the first combat trainer built in this country over the past 50 years”, Maj.-Gen. Kharchevsky told the media during the first Yak-130’s acceptance ceremony. “Lipetsk-based CCTC is to accept five more aircraft like this. Our personnel will learn the Yak-130 through and through and work out methodological recommendations for all RusAF air units and training centres. Then, Yak-130 deliveries to the Air Force academy in Krasnodar will begin for cadets, our future pilots, to refine their flying skills”. As is known, RusAF selected the Yak-130 as the baseline combat trainer for basic and advanced flight training in a tender in 2002. Then, the Russian Defence Ministry awarded the launch order for 12 production aircraft to the Sokol plant in Nizhny Novgorod. However, the advanced aircraft had had to undergo an extensive test programme prior to its service entry. The first prototype in the production-standard configuration took to the skies in Nizhny Novgorod on 30 April 2004. The second flying prototype followed suit a year afterwards, with the third one in March 2006. Alas, the latter was lost to a flight accident on 26 July 2006 and was replaced with another flying prototype in summer 2008. Those aircraft shouldered the bulk of the official tests from 2005 to 2009. The preliminary report, which cleared the manufacture of the early production combat trainers for the Russian Air Force, was issued in November 2007 in the wake of the first phase of the trials, during which the Yak-130 was tested in its trainer capacity. April 2009 saw the Yak-130 complete the combat trainer phase of its official trials, carrying the baseline weapons suite, with the combat trainer hauling an expanded weapons suite in December the same year. RusAF take-off march 2010

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In the cockpit of the production Yak-130

this plane has not been given to a combat unit, because a decision has been taken to use it for a number of special tests. Once these have been over, it will follow other production Yak-130s in RusAF’s stable. The first Yak-130 to arrive to CCTC in Lipetsk was the second production aircraft (c/n 01-02, side number 91). The third aircraft, which was test-flown in Nizhny Novgorod as far as last year, is ready for delivery to CCTC. Overall, this spring is to see CCTC accepting six production-standard Yak-130s. Once the pilots master the aircraft and devise a training regimen, they will train instructor pilots with Air Force academies and training centres, and then Yak-130 will start fielding with the Air Force academy in Krasnodar and its affiliates as well. According to Sokol Director General Alexander Karezin, the company is going to fulfil the contract for 12 production-standard Yak-130 before the end of the year. RusAF is intent on getting more than six dozen such aircraft prior to 2015, opined Oleg Demchenko, Designer General of the Yakovlev design bureau and Irkut Corp. president. “The Yak-130 is the first aircraft designed from scratch and built in the post-Soviet period”, Demchenko says. “We have not only developed and built the aircraft but have established an up-to-date production facilities for its large-scale production as well. The Yak-130’s service entry will allow an improvement in the flying skills RusAF

pilots in the run-up to mastering new-generation warplanes”. The Yak-130 is designed for combat training of air crews and combat operations in any weather against aerial and ground threats, Oleg Demchenko says. Its total warload on its nine weapons stations is 3,000 kg. Advanced aerodynamics, new-generation

Sokol plant

Alexey Mikheyev

Commander-in-Chief Col.-Gen. Alexander Zelin signed the Yak-130 combat trainer’s official test completion report on 17 December 2009, clearing the warplane for service with his command. By then, Sokol had made three early production Yak-130s, with the fourth one being completed. The first production aircraft (c/n 01-01), serialled 90 after getting its paintjob, first flew on 19 May last year. At the MAKS 2009 air show, it was shown as a static display of the Russian Air Force that officially accepted it in late July. However,

Alexey Mikheyev

military aviation | report

Yak-130 taxing for take-off for ferry flight to Lipetsk, Nizhny Novgorod, 18 February 2010

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military aviation | report Russian and foreign in-service and future warplanes, including fifth-generation fighters. To boot, the Yak-130 is the basic component of the Russian Air Force training complex including an integrated flight data recording system, computerised classrooms and flight and specialised simulators. There have been orders for the Yak-130 from foreign customers as well. The Irkutsk Aircraft Plant, a subsidiary of Irkut Corp., has productionised the aircraft for foreign buyers. Its first Yak-130 completed its maiden flight on 21 August 2009. It was built under the contract for 16 Yak-130s, awarded by Algeria in 2006. It became known in January 2010 that the Libyan Air Force had ordered a number of Yak-130s, too. According to the media, six aircraft of the type have been ordered. Talks on Yak-130 sales are under way with several other countries. The first Yak-130 at Lipetsk CCTC ramp

Alexey Mikheyev

avionics, latest aircraft systems and sophisticated powerplant ensure effective training and fighting, high flight safety and low flying-hour and life cycle costs. The Yak-130’s flight performance and manoeuvrability in subsonic flight are similar to those of up-to-date fighters. The combat trainer will ensure cutting-edge training of pilots for

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take-off march 2010

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Sukhoi

miltary aviation | event

The first flying prototype of the Future Tactical Aircraft (Russian acronym PAK FA) performed its maiden flight in Komsomolskon-Amur on 29 January 2010. It is a prototype of the T-50 aircraft developed by the Sukhoi company under the Russian fifth-generation fighter development programme. According to Russian Premier Vladimir Putin speaking at a session of the government on that day, aircraft of the type are to be issued to the Air Force Combat and Conversion Training Centre (CCTC) in Lipetsk in 2013, with combat units to start accepting production PAK FA fighters starting from 2015. Russia and the United States launched their fifth-generation fighter programmes almost three decades back. The US programme resulted in the F-22A Raptor that has been in USAF inventory since 2005. Another US-built fifth-generation fighter, the lighter F-35 Lightning II is to enter service a couple of years from now. In Russia, MiG Corp. and Sukhoi made their experimental fifth-generation fighter prototypes – the MFI multirole fighter (1.44) and S-37 (Su-47) swept-forward wing demonstrator respectively – in the mid-‘90s. The programmes were discontinued due to the dire economic situation in Russia at the time and a change to the requirements to the aircraft of the type. However, about a decade ago, Sukhoi started the development of another fifth-generation fighter embodying all of the latest advances of the Russian aircraft industry in terms of aircraft design, material science, technology, powerplant, avionics and weaponry. The programme came on top in the Air Force-held tender and was given the green light in 2002. Having cleared all relevant development phases, the Sukhoi managed to manufacture T-50 prototypes last year and has launched the flight trials recently.

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FIFTH GENERATION RUSSIAN STYLE: PAK FA flew Russian fifth generation fighter: second try Given the forecasted economic situation in Russia in the early 21st century, a decision was taken to develop the future tactical fighter in the so-called medium class. It was to wedge in between the MiG-29 and Su-27 in terms of dimensions; hence, its takeoff weight was set at 20–22 t. It was to be able to beat the F-35 and advanced Western Gen. 4+ fighters, including their future upgraded versions, and be on a par with the F-22 at the least, while having the multirole capability to handle most of the missions facing a tactical fighter. A new platform realising the so-called 3S principle (supermanoeuvrability, stealth and supercruise) inherent in fifth-generation planes and cutting-edge integrated avionics and weapons suites were to be developed. Based on these requirements, the Defence Ministry issued a tender in 2001 for the development of the PAK FA aircraft, with both traditional Russian fighter developers, MiG Corp. and Sukhoi, competing. Having scrutinised both proposals and considered Sukhoi’s better financial standing owing to its active Su-30MK-family fighter

exports, which proceeds could be used for the fifth-generation aircraft development along with direct governmental financing, the Air Force opted for its T-50 project. Thus, Sukhoi was selected as prime contractor for the PAK FA in April 2002 and launched the designing of the new fighter. Alexander Davidenko was appointed chief designer to run the programme. The PAK FA’s preliminary design was completed and submitted for the customer for approval in autumn 2004. The Air Force approved it in December of the same year. The next stage – the technical design – was completed in 2006, after which implementation engineering and productionising preparations kicked off. The manufacturer plant in Komsomolskon-Amur was earmarked to build prototypes and, further down the line, launch full-scale production of the fifth-generation fighter. A provision also was made that some of the parts and units would be made by another of Sukhoi’s subsidiaries, the Novosibirsk Aircraft Production Association named after Valery Chkalov (NAPO). Manufacture of composite parts and panels (composites are www.take-off.ru


miltary aviation | event flying ones, were slated for construction. Interestingly, Sukhoi Director General Mikhail Pogosyan said as far back as August 2005 that the flight test programme was to start in 2009. The developer virtually managed to remain on schedule, with the prototype rolling out to the airfield and starting its taxi runs in December 2009, which is unprecedented for the present-day Russian aircraft industry. This was achieved owing to the effective organising of the whole work by the prime contractor and, of course, almost uninterrupted financing of the programme.

Maiden flight

aplenty in the fighter’s design) was assigned to the Technologiya company in Obninsk, which Sukhoi had known well in the wake of the S-37 (Su-47) programme. Development and manufacture of systems and bought-in components were handled by a large number of subcontractors, mostly the same that had been involved in other Sukhoi programmes pertaining to the Su-27 family (NPO Saturn and UMPO for the powerplant, MNPK Avionika for the flight control system, Tikhomirov-NIIP and GRPZ for the AESA fire control radar, UOMZ for the IRST, RPKB and Avionika concern for the navigation suite, integrated computer system and display systems, Tactical Missiles Corp. for weapons systems, etc.). Manufacture of T-50 prototypes began in 2007. Six prototypes, including four

Russian Prime Minister Vladimir Putin accompanied by Sukhoi Director General Mikhail Pogosyan, Deputy Prime Minister Sergey Ivanov (right) and the UAC President Alexey Fyodorov (left) inspects PAK FA static prototype at the Sukhoi design bureau, 1 March 2010

premier.gov.ru

One, which was dubbed ‘integrated fullscale testbed’ (T50-KNS), was intended for ground tests of basic aircraft systems – the advanced KSU-50 integrated flight control system, new powerplant of two engines designated as Item 117, and hydraulic, electrical, fuel and other systems in the first place. Actually, the T50-KNS had virtually the same design and onboard systems as the subsequent flying prototypes had. Having been fitted with the organic powerplant, the aircraft began its shop tests and airfield runs last autumn. It is the plane that performed the first taxi runs at KnAAPO’s airfield on 23 December 2009, which became the key landmark on the way to the PAK FA’s first flight. Test pilot Sergey Bogdan tested all www.take-off.ru

take-off march 2010

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Three prototypes of the advanced fighter had been under construction at KnAAPO by early last year. Summer 2009 saw the completion of the static test airframe of the so-called Prototype Zero (T50-0) and its handover to the Sukhoi design bureau. Two more prototypes were to be finished soon.


onboard systems of the T50-KNS all the way to deploying the drogue chutes at the end of the runway, with all operating like clockwork. The first flying prototype, the T50-1, was assembled soon after the T50-KNS. Ground tests of the systems with the use of the T50-1 began last autumn too. KnAAPO’s and the Sukhoi design bureau’s teams worked on it virtually round the clock, with a short break taken for a couple of day only to celebrate the New Year Day. The T50-1 was rolled out of the assembly shop in January, and Sergey Bogdan used it to make taxi runs on 21 January 2010. On the same day, there was the first flight of the Su-27M No 710 flying testbed at Gromov LII’s airfield in the Moscow Region used for testing the PAK FA’s powerplant. An advanced Saturn 117 engine was mounted on it instead of one of its organic AL-31Fs. In line with the rules, the maiden flight of the advanced aircraft powered by the new powerplant had to be preceded by several flight tests of a same-type engine on board the flying testbed. On Saturday, 23 January, Sergey Bogdan performed in Komsomolskon-Amur several series of taxi runs and highspeed runs on the first T-50, with the last of the series wrapped up with accelerating to the rotation speed and subsequent drogue chute-retarded deceleration. All was ready for the maiden flight, but by tradition, it had to be cleared by Gromov LII’s methodological council. The council convened in Zhukovsky on Monday,

Sukhoi

miltary aviation | event

Sukhoi’s test pilot Sergey Bogdan reports Mikhail Pogosyan after PAK FA’s maiden flight, 29 January 2010

25 January. Having reviewed all of the materials submitted, including the results produced by the ground tests and early taxi runs of the T50-KNS and T50-1, endurance tests of the T-50-0 static test prototype, bench and flight tests of Engine 117 and other aircraft systems (other aircraft, including the Su-27M No 708 and S-37 Berkut, were used as flying testbeds to gauge the systems for the future PAK FA), the council cleared the T-50 for flight trials. The morning of the last Friday of January came. The T50-1’s cockpit was occupied by Honoured Test Pilot of Russia Sergey Bogdan, who flight-tested another of Sukhoi’s plane, the Su-35, two years before. The engines were roaring, all systems were

Sukhoi

Sukhoi

Sukhoi T50-1 during its speed taxi test, Komsomolsk-on-Amur, 23 January 2010

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miltary aviation | event go. A Su-27UB twinseater escort took off. It was the historical event thousands of employees of Sukhoi and its numerous subcontractors had striven for, the one everybody had anticipated. Sergey Bogdan took the PAK FA prototype off the runway for the first time at 11 h 19 min on 29 January 2010 local time. The plane takes to the air easily

runway at 12 h 06 min local time. The 47-min. maiden flight is a success – the first flight of a fifth-generation fighter. “We have performed the initial assessment of the aircraft’s controllability, operation of the engine and key systems. The plane retracted and extended its landing gear smoothly. It performed well throughout the flight and was easy and comfortable to

to military aircraft development. Prior to the session, Vladimir Putin had been shown the static prototype of the fighter (T50-0) undergoing static tests and the design, computer modelling and test rigs for testing the integrated flight control system and avionics of the fighter. In his opening remarks, the Prime Minister shared his impression of what he had seen, “We have

PAK FA first flying prototype in its maiden flight, 29 January 2010

and quickly and heads for the testing area without retracting its landing area, escorted by the Su-27UB. Having vanished from sight of hundreds of its creators who had gathered at the airfield to see their creature off on its maiden flight, the prototype is to test its key systems, retract and extend its landing gear for the first time and pull of its early manoeuvres. Onboard instruments register thousands of parameters, with the escort plane’s screw filming the new fighter and taking its pictures. All goes to plan, and about three quarters of hour later, the two fighters – so closely related, yet so different at the same time – reappear over the factory airfield. Buzzing over the runway, a pattern, and the T50-1’s wheels gently touch the www.take-off.ru

control”, test pilot Sergey Bogdan said after the landing.

Gearing up for full-rate production Congratulating the PAK FA designers on the aircraft’s maiden flight, Russian Premier Vladimir Putin unveiled its service entry schedule in public. “The first batch is to be delivered to the Armed Forces in 2013, with series acquisition to start in 2015”, the Russian prime minister said. “The low-rate initial production (LRIP) batch should be delivered to CCTC in Lipetsk so that pilots can start training on them in 2013”. On 1 March, Premier Putin held a visiting government session on the Sukhoi company’s premises, which was dedicated

seen the fifth-generation aircraft and been told how the work on it progresses. I would like yet again to congratulate the designers, engineers, workers and pilots who jointly let the aircraft take to the air. There have been three test missions flown. However, over 2,000 such sorties have to be performed until the aircraft enters full-rate production – quite a job to do, quite a job! Still, judging by how it has progressed and how it has been organised, I am certain that we will go all the way down this path on schedule. Our armed services, the Air Force, will receive this up-to-date unique aircraft”. Following the conference, Sukhoi Director General Mikhail Pogosyan told the media that three more flying prototypes take-off march 2010

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accordance with their flight plans. As planned, they were used to flight-test the aircraft systems, powerplant, navigation system, stability, controllability and manoeuvrability. Mikhail Pogosyan confirmed that the flight test programme had been designed for more than 2,000 flights, with the schedule and specific tasks of its stages may be adjusted by a joint decision of the customer and developer depending on the results produced and actual degree of readiness of the advanced avionics and weapons designed for use on

Andrey Fomin

Tikhomirov-NIIP X-band AESA radar for PAK FA

PAK FA cockpit interior

Tikhomirov-NIIP

were to joint he trials to do the job on so tight a schedule. The second flying prototype, which is being assembled now, shall have flown until year-end 2010 to be followed by the third and fourth prototypes in 2011. In the near months, the first prototype and T50-KNS are to be ferried to Zhukovsky to continue their tests. This is expected to take place in April. In all, the test programme provides for the four flying prototypes to log upwards of 2,000 test sorties in Komsomolsk-on-Amur and Zhukovsky and at the Defence Ministry’s test ranges, where the fighter’s tactical capabilities will be gauged. By the time Vladimir Putin held the conference at Sukhoi’s in March, the T50-1 had flown three test flights. After its landmark maiden flight on 29 January, the aircraft was painted in a grey-and-blue camouflage pattern with the Russian Air Force markings, serialled 51 and flew again on 12 February. The second mission took about an hour. The third sortie took place on Saturday, 13 February, after which the aircraft was subjected to the planned debugging. It is to fly about four missions in Komsomolskon-Amur in March and April and then come to Zhukovsky. According to Mikhail Pogosyan, the three test flights have taken place in

Sergey Lysenko

Su-27M No 710 flying testbed is being used for new NPO Saturn 117 turbofan engine tests since January 2010

the future PAK FA production fighters. For instance, no testing of a number of special avionics systems and weapons on the first two prototypes has not been provided for, as is the norm worldwide. Flight trials of the AESA fire control radar, IRST systems, self-defence suite and air-launched weapons are slated for tests on subsequent prototypes starting from 2011–12. Following the construction the three remaining prototypes, KnAAPO and its

subcontractors will launch the manufacture of early LRIP planes next year. The LRIP aircraft may be fielded with the Russian Air Force Combat and Conversion Training Centre in Lipetsk for the personnel to learn to fly and maintain them and devise flight and tactical operation recommendations. At the same time, the official test programme will continue, with the programme, according to Mikhail Pogosyan, supposed to be wrapped up in 2015 and RusAF combat units to start taking delivery of production-standard aircraft.

picasaweb.google.ru

This picture of T50-1 and Su-35UB prototypes gives a vivid comparison of Sukhoi 4th and 5th generation fighters dimensions

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miltary aviation | event

T-50 first flying prototype

Drawing by Alexey Mikheyev

Estimated data Length, m ............................................................20 Wing span, m ......................................................14 Height, m ............................................................4.8 Normal take-off weight, t .....................................22 Max Mach number .................................................2 Supercruising speed, M ......................................1.5 Max g-load.............................................................9

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contracts and deliveries | news

Rosoboronexport Director General Anatoly Isaikin told a news conference on 28 January that last year’s arms exports performed by Rosoboronexport itself had accounted for $7.4 billion, a 10% increase over 2008. The Russian arms exports increased by 2.4 times between 2001 and 2009. The lion’s share of the deliveries fell on aircraft (50% of the exports in 2009) followed by army materiel (19%), air defence weapons (13.3%), naval hardware (13.7%) and special gear, simulators, infrastructure, etc. (4%). According to Anatoly Isaikin, Rosoboronexport landed arms delivery contracts worth a total of $15 billion in 2009, with the company’s order book swelling to $34 billion as of late last year. ---------------- ---------------Last December, a new contract for MiG-29 family fighters was reported to have been signed. According to the Vedomosti daily, the order for 20 aircraft of the type, estimated at 400 million euros, was placed by Burma that had taken delivery of 12 MiG-29 fighters in 2002–03. Under the contract, the country is supposed to receive aircraft in the MiG-29B, MiG-29SE and MiG-29UB versions. They will be built using the backlog of the MiG corporation and Sokol aircraft plant. The deliveries may begin in 2011–12. ---------------- ----------------

In December 2009 the Brazilian Air Force got its first three Mil Mi-35M attack helicopters made by Rostvertol JSC. The contract for 12 Mi-35Ms was signed in November 2008 during Russian President Dmitry Medvedev’s visit to Brazil, paving the way for Russian combat aircraft to the country. The whole of the contract could be fulfilled in 2010. However, the Brazilian media have reported that in addition to the Brazilian Air Force with its 12 Mi-35Ms, the Brazilian Army Aviation has shown interest in the helicopter as well, indicating its willingness to order four Mi-35Ms.

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MiG-29K/KUB enter service with Indian Navy

Maj Dipak Das / DPR Defence

----------------

Indian air base Hansa at Goa hosted a ceremony for the first four MiG-29K/KUB fighters entering service with the Indian Navy on 19 February. As is known, the first six-ship batch of fighters of the type was shipped to India in December last year. The aircraft were fielded with 303 Sqn (INAS 303) of the Indian Navy dubbed Black Panthers led by Cdr. A.D. Theophilus. Before the delivery, Indian Navy flying and ground crews had been trained in flying and maintaining the MiG-29K/KUBs in Russia. According to Indian defence website bharat-rakshak.com, as many as 10 pilots of the squadron had been prepared for operating their MiG-29K/KUBs and four more had been receiving training.

Defence Minister Arakkaparambil Kuryan Antony and Navy Commander-in-Chief Nirmal Verma represented India at the ceremony. The Indian defence minister said, “Russian-made MiG-29K/KUB fighters’ service entry with the Indian Navy will facilitate enhancing the defence might of India and further strengthening of the strategic partnership between our states”. Russia was represented by Industry and Commerce Minister Victor Khristenko, Ambassador Extraordinary and Plenipotentiary Alexander Kadakin, Deputy Industry and Commerce Minister Denis Manturov, First Deputy Director of the Federal Military Cooperation Service Alexander Fomin and MiG

Corp. Director General Mikhail Pogosyan. “The Indian Navy’s adoption of the MiG-29K/KUB aircraft for service is an important event in implementing the long-term programme. MiG Corp. is carrying on with the contract for delivery of such aircraft to India in line with the schedule approved by the customer”, said Mikhail Pogosyan. The aircraft fielded on 19 February included two MiG-29K singleseaters (serialled IN801 and IN802) and two MiG-29KUB twinseaters (IN671 and IN672). During the ceremony, both single-seat fighters performed a formation demonstration flying in the company of an Indian Navy Sea Harrier VSTOL jet.

Vietnam to get more Sukhoi jets Another contract for new Sukhoi warplanes was awarded by Vietnam in early February. Under the deal, the Vietnamese Air Force will receive 12 more Su-30MK2 multirole two-seat fighters to be made by the Komsomolsk-on-Amur Aircraft Production Association (KnAAPO). The contract provides for delivery

of auxiliary equipment, spares and air-launched weapons, including those for earlier-delivered aircraft. Owing to this, the value of the contract is about $1 billion, according to the Infox.ru hews agency. The Vietnamese Air Force has been operating four Su-30MK2V fighters since 2004. Early last year,

a next contract was made for eight more aircraft of the type for delivery in 2010–11. Thus, with the closure of the current deal, the Vietnamese Air Force will have as many as 24 Su-30MK2 fighters. In addition, the service operates 12 Su-27SK and Su-27UBK fighters delivered in the ‘90s.

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industry | results

SUKHOI FIGHTERS for Latin America The Su-30MK2 two-seat multifunction fighter emerged about a decade ago with the Sukhoi design bureau deriving a more capable warplane from the production-standard Su-27SK at a customer’s request. The new aircraft’s precisionguided weapons – guided missiles and bombs – were capable against surface threats. To enhance the fighter’s dogfighting capabilities, its weapon suite was expanded with the RVV-AE mediumrange active radar-homing air-to-air missiles. Its avionics suite was revamped considerably. The electromechanical instruments vacated the cockpit, ousted by multifunction colour liquidcrystal displays, and advanced communications and navigation systems were installed along with modern flight data recorders. The electronic countermeasures (ECM) system ensures automatic target designation for the Kh-31P anti-radiation missile introduced into the fighter’s weapons suite. Fitting the aircraft with the mid-air refuelling system extended its range and increased its endurance. Due to introducing new strengthened landing gear the aircraft can take off with full fuel load and full war load on its external stores. Maximum takeoff weight with the 8,000-kg combat load and 9,500 kg of fuel increased to 38,000 kg.

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Given the greater number of missions feasible and the long-endurance midairrefuelled flight capability, a twin-seat variant of the upgraded fighter has been ordered. The twin-seat layout enables it to be used effectively for training rookies as well. The two-seat multirole fighter meeting these requirements entered full-rate production at the KnAAPO and was designated Su-30MK2. Over the past decade, upwards of 130 aircraft have been shipped to China, Indonesia, Vietnam and Venezuela. Now, a contract for eight Su-30MK2s more for Vietnam is being fulfilled, while a new deal for 12 more aircraft of the type has just been clinched by Russia and Vietnam. Rosoboronexport’s landing a contract for 24 Su-30MK2s for Venezuela in summer 2006 proved to be a true breakthrough of Sukhoi to the Latin American market. Mention should be made that before the contract was awarded, two Su-30MK2s had flown to Venezuela to participate at the 5 July 2006 military parade in commemoration of the Independence Day of the country. The super long flight and spectacular performance of the Russian fighters during the parade left quite an impression on the Venezuelan

Sukhoi fighters remain the mainstay of Russia’s combat aircraft exports to various corners of the world. For instance, almost 40 Su-30MK-family aircraft, including knockdown kits, were shipped to India, Malaysia, Algeria and Indonesia last year. Sukhoi fighters are well-known in Latin America as well, for Su-30MK2s have for several years been operated by the Venezuelan Air Force, which flying crews and command have given them rave reports. Su-35 took part in the Brazilian Air Force’s future fighter competition, and there are good reasons to believe that Sukhoi Su-35 and Su-30MK2 fighters will beef up the region’s air forces in the near future. authorities. The whole of 24 Su-30MK2 batch was shipped to Venezuela in the shortest time possible, from late 2006 to summer 2008. Venezuelan pilots have mastered the warplanes, including fighting with the use of advanced guided weapons. The Venezuelan leadership has highly praised the aircraft. Sukhoi pegs its hopes on a new Su-35 aircraft to succeed on the global fighter market in the coming five to seven years. It is designed to occupy the niche between the current Su-30 in various variants and the future fifth-generation fighter, which flight tests Sukhoi kicked off in January this year and which export might begin in the later half of the decade. www.take-off.ru


The Su-35’s cockpit management system is based on two 15-inch colour multifunction LCDs, a multifunction console with an integral display processor, a 20x30-deg. HUD and a control panel. The avionics, systems and weapons controls in the Su-35’s advanced cockpit are in the form of the buttons and switches situated on the control stick and throttles and pushbutton displays as well. Thus, the HOTAS concept has been implemented in the aircraft.

foreign airborne radars including AESA ones as far as these characteristics are concerned. The second information channel of the Su-35’s fire control system is an advanced extended-range infrared search and track (IRST) sensor. The fighter’s other cuttingedge avionics include latest navigation and communications aids, systems supporting group action, and an advanced highperformance ECM suite, which specific composition meets the customer’s requests.

by-wire controls to control it for all three axes. The sophisticated integrated control system from the MNPK Avionika company has boosted the fighter’s flight performance and manoeuvrability, with the integrated control system doing the jobs of several separate systems at once. A principal feature setting the Su-35 apart from other Su-27-family planes is its advanced enhanced-thrust 117S engines from the NPO Saturn, which are in full-scale production with the UMPO. In terms of design, the 117S is a production-standard AL-31F derivative using some fifth-generation technologies. It mounts an advanced fan, cutting-edge highand low-pressure turbines, a latest FADEC digital control system and a thrust vector control nozzle. The upgrade has given the engine a 16% increase in thrust (14,500 kgf) in the special afterburner mode and 8,800 kgf in the non-afterburning full-power conditions. Compared with the current AL-31F, the 117S’s service life will extend by 2 times. The Su-35’s key feature is its drastically innovative avionics suite. It is wrapped around an information management system designed for functional, logical, information and software integration of the avionics into a united integrated system and ensuring man-machine interface. The information management system comprises two central digital computers, switching and data processing equipment, and display system implementing the glass cockpit concept.

The core of the Su-35’s fire control system is the new sophisticated Irbis-E phased array radar featuring unique characteristics in terms of target acquisition range. The Irbis-E was developed by the Tikhomirov-NIIP and in terms of design is an X-band multifunction radar with a phased array on a two-stage azimuth and roll hydraulic actuator. The antenna electronically scans in the 60-deg. azimuth and elevation zones. In addition, the two-stage hydraulic actuator turns the antenna additionally in azimuth by 60 deg. and in roll. The combination of electronic scanning and additional mechanical steering increases the maximum beam deflection angle to 120 deg. in azimuth. The Irbis-E radar has a 30-target simultaneous acquisition and tracking capability in the track-while-scan mode, with its simultaneous engagement capability standing at eight targets. The radar acquires, selects and tracks up to four ground targets in several terrain mapping modes with different degrees of resolution up to 400 km while keeping an eye on airspace. It spots air threats flying head-on at a distance of up to 400 km. As a continuation of the Tikhomirov-NIIP’s phased-array radar line for Sukhoi fighters, the Irbis-E has much higher performance, e.g. its target acquisition and tracking zone has grown from 70 to 120 deg. in azimuth, its range has hiked by 2–2.5 times, its ECM immunity has improved, etc. The Irbis-E beats all modern

In addition to the whole spectrum of weapons used by other Russian aircraft, the Su-35 carries new types of air-to-air and airto-surface weapons, including long-range ones. The Su-35’s maximum combat load hauled on 12 hardpoints weighs 8,000 kg. At present, the first two Su-35s are in flight trials. The first of them completed its maiden flight on February 19, 2008, with the second one following suit in October of the same year. More of the aircraft of the type will join them soon, since the Russian Defence Ministry ordered last August an initial batch of Su-35 production standard fighters. The launch order kicks off the programme of the Su-35’s production by the KnAAPO, Sukhoi’s main production facility, and gives a hefty shot in the arm to the appeal of the new aircraft on the global market. The Su-35 export deliveries can start in 2012. According to a number of experts, the Generation 4++ Su-35 single-seat multifunctional fighters, coupled with the Su-30MK2 two-seat multirole aircraft capable of being used for flight training, can in the near future become the best choice for a number of air forces pondering a modernisation of their aircraft fleets. The Su-35 and Su-30MK2 combination may be in special demand in certain countries of Latin America, the region where Sukhoi fighters have already been given their due.

Sukhoi

The Su-35 is a Generation 4++ aircraft embodying several fifth-generation technologies giving it an edge on all other fourth-generation fighters in production and under development in the world. What novelties are there in the Su-35’s design? Firstly, the fighter got an improved airframe allowing a service life extension of up to 6,000 flying hours or 30 years of operation. The plane has the same aerodynamic configuration the Su-27 has, and it has full fly-

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contracts and deliveries | results

RECORD-SETTING HUNDRED Russian military aircraft deliveries in 2009 For the first time in almost two decades since the collapse of the Soviet Union, the Russian aircraft industry managed in 2009 to build and deliver just over a hundred new and upgraded combat aircraft, which is almost a 1.5-times increase over the previous year. The largest increase was seen in the deliveries to the Russian Defence Ministry, with the number of fielded warplanes exceeding 60 during 2009. For the first time since the early 1990s, RusAF took delivery of as many as 31 brand-new MiG fighters – MiG-29SMTs and MiG-29UBs. In addition, the year saw the construction of the first production-standard new-generation combat trainer, the Yak-130. The key event of the year was the signing of governmental contracts for 64 advanced multirole Sukhoi fighters – Su-35s, Su-27SMs and Su-30M2s – to be delivered to the Russian Defence Ministry within the coming five years. The fulfilling of the five-year governmental contract for 32 advanced Su-34 tactical bombers, which was awarded late in 2008, kicked off at the same time. Aircraft manufacturers also made good headway in aircraft export. As before, the best results were produced by the Irkut Corporation that exported to India, Malaysia and Algeria a total of 38 Su-30MKI-family warplanes, having completed the Malaysian and Algerian contracts within a year. In addition, Irkut built the first production Yak-130 combat trainers under the Algerian contract in 2009. Other important events of the year included the delivery of the first batch of MiG-29K/KUB carrierborne fighters to India and the first Beriev EI airborne early warning and control (Il-76TD-based AEW&C) aircraft. Overall, the total number of the Russian-made aircraft exported last year stands at 46 units.

New aircraft for Russian military The number of the advanced aircraft bought by the Defence Ministry last year was published on 14 January, during Russian President Dmitry Medvedev’s visit to the Vystrel training area in the Moscow Region, covered by all major Russian TV broadcasters. In his report to the Supreme Commander-in-Chief, Defence Minister Anatoly Serdyukov said among other things, “You assigned this task to us during the final session of the ministry’s board last March. We tried to implement part of your instructions as early as 2009. First off, we

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Andrey FOMIN

placed emphasis on buying the latest pieces of materiel, and it seems to me that we have done a lot this year… Actually, we have reduced repair work deemed not quite effective… The money saved was spent on acquisition of latest models, naturally… I mean there have been real breakthroughs. While we acquired one plane in 2007 and two in 2008, we bought as many as 43 in 2009”. The growth is impressive indeed! Actually, the ministry’s advanced combat aircraft acquisition had been limited to single units until last year. For instance, the Russian Air Force took delivery of a new Tu-160 strategic

bomber and an advanced Su-34 multirole tactical bomber in 2008. No doubt, the principal contribution to last year’s deliveries was made by newly built MiG-29SMT fighters. The aviation centre in Lipetsk accepted its first two MiG-29SMTs in February 2009, with ten more aircraft delivered to the fighter air regiment in Kursk soon afterwards. In the run-up to the New Year’s Day, RusAF accepted the second large batch of MiG warplanes. This resulted in the air base in Kursk by 2010 having had 25 new aircraft, including 21 MiG-29SMT singleseaters and www.take-off.ru


The first MiG-29SMT fighters delivered to the Russian Air Force in early 2009

New and upgraded combat aircraft deliveries to RusAF in 2009 Type Supplier Quantity MiG-29SMT MiG 25 MiG-29UB Sokol 6 Su-34 NAPO 2 Yak-130 Sokol 3* Su-27SM** KnAAPO 8 Su-24M2** NAPO 2 Su-25SM** 121st ARZ 12 MiG-31BM** Sokol n/a Total over 60 * The planes had been made but not delivered to the Air Force before year-end 2009. ** overhauled and upgraded aircraft

in summer. “We handed the first production Yak-130 over to the Defence Ministry in late July”, Mr. Karezin said at the time. Before the end of the year, Sokol had managed to make two more production Yak-130s, with the completion of the fourth aircraft put off for 2010. Three contracts for 64 advanced Sukhoi aircraft to be delivered between 2010–15, which were awarded by RusAF to KnAAPO on 18 August 2009, were a considerable achievement last year. The warplanes ordered include 48 Su-35S multirole supermanoeuvrable fighters slated for delivery in 2010–15, 12 upgraded Su-27SMs and four Su-30M2 two-seaters to be delivered before the expiry of 2011.

five MiG-29UB two-seaters upgraded to the same standard by the Sokol plant in Nizhny Novgorod, and the unit in Lipetsk having had four MiG-29SMTs and a twinseater. Thus, the actual volume of brand-new MiG-29SMT and MiG-29UB fielded last year totalled 31 aircraft. UAC President Alexey Fyodorov referred to the number during his traditional pre-New Year’s Day news conference. Fyodorov specified that the delivery of the remaining three planes had been put off for early 2010. Sukhoi delivered another two cutting-edge aircraft to RusAF last year. Another pair of www.take-off.ru

In-service aircraft upgrading Irkut

Yakovlev Yak-130 combat trainers for Algerian Air Force under assembly at Irkut Corp.’s plant in Irkutsk, July 2009

Su-34s serialled 04 and 05 flew to the Combat and Conversion Training Centre (CCTC) in Lipetsk from NAPO’s airfield in Novosibirsk on 19 December 2009. Delivery to RusAF of the first four of the 12 new-generation Yak-130 combat trainers ordered as far back as 2005 was slated for 2009. This was told to the media in August last year by Sokol Director General Alexander Karezin, who added then that the contract would have been fulfilled by year-end 2010. Sokol built the first production Yak-130 last spring. The combat trainer completed its maiden flight on 19 May and was delivered

Although during his meeting with Defence Minister Anatoly Serdyukov, President Dmitry Medvedev reemphasised the switch from overhaul to brand-new aircraft delivery, the percentage of combat aircraft overhauled and heavily upgraded for the Air Force remained high in the total volume of deliveries last year. For instance, KnAAPO fulfilled on 20 November 2009 a three-year contract on upgrading the second 24-ship Su-27 batch, having delivered the four last planes. Overall, eight Su-27SM upgrades returned to their air base near Vladivostok in September and November 2009. Thus, the second Russian Air Force air regiment (air base) completed its conversion to the Su-27SM. On 10 December 2009, a Sukhoi spokesperson said another Sukhoi subsidiary, NAPO, had fulfilled its three-year contract take-off march 2010

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Sergey Kuznetsov

contracts and deliveries | results


contracts and deliveries | results Exports 2009 was virtually identical to 2008 in terms of the number of Russian warplane exports, though the structure of the exports underwent a number of changes. All of the 44 aircraft exported were Sukhoi-made 2008, with KnAAPO having delivered the last eight Su-30MK2s to Venezuela and two to Indonesia and Irkut having shipped two complete Su-30MKIs and 14 licence-production knockdown kits to India, six Su-30MKMs to Malaysia and eight Su-30MKI(A)s to Algeria (four more aircraft like that were accepted by the customer but remained in Russia for Algerian pilots to train them). In 2009, the volume of Sukhoi fighters’ deliveries accounted for 39 – a Su-30MK2 was shipped by KnAAPO to Indonesia on 19 January 2009 and the remaining 38 were made by Irkut. The said 38 included six

Yevgeny Yerokhin

on upgrading Su-24M tactical bombers by delivering the two last planes to the Air Force. During 2007–09, the manufacturer delivered 20 Su-24M2 upgrades, having converted a bomber air regiment near Khabarovsk. The upgrade of Su-25s by the 121st Aircraft Repair Plant in Kubinka, the Moscow Region, continued in 2009. Throughout the year, the plant handed 12 Su-25SM upgrades over to the customer, which crowned the conversion of two attack aircraft squadrons of the air base in Budyonnovsk, the Stavropol Territory. MiG-31 interceptors were upgraded last year too. In early December, Alexander Karezin, Director General of the Sokol aircraft plant in Nizhny Novgorod, told the media that the company had been doing that under a long-term contract since 2006. In addition to several aircraft undergoing tests at subsequent stages of the upgrade

Day, UAC President Alexey Fyodorov said the first six production aircraft had been shipped to the customer and the remaining 10 under the 2007 contract might be delivered in the next year. Recently, the media have reported that Russia and India were close to making a deal on 29 more MiG-29K/KUB fighters as an option to the current contract. The Beriev EI AEW&C aircraft developed under the trilateral contract signed in 2005 arrived in India from Israel on 25 May 2009. The aircraft was derived by Beriev from a Tashkent-built Il-76TD airframe and fitted with PS-90A-76 engines from the Perm Engine Company. The second aircraft under the contract first flew in Taganrog on 11 January last year and then went to Israel for installation of its radar system. It is slated for delivery in 2010. Also in 2010, Beriev is to make and deliver

The first production Yak-130 combat trainer built in 2009 for the Russian Air Force by Sokol plant in Nizhny Novgorod

(their fire control systems are being upgraded by Tikhomirov-NIIP), Sokol delivered the first two MiG-31BM upgrades to the Savasleika-based affiliate of Lipetsk-based CCTC and then launched deliveries of updated interceptors to the Air Force’s fighter air regiments. The presidential order for switching from overhauling the current aircraft fleets to buying brand-new advanced warplanes, which was issued by the President in Kubinka AFB in April last year, will be reflected in the 2010 acquisition programme. At least, there is no information about any new governmental contracts awarded for upgrading the in-service Su-27 fighters and Su-24M tactical bombers. In all probability, manoeuvre units should not expect more Su-27SM and Su-24M2 upgrades this year at the least, while the Su-25SM and MiG-31BM upgrade programmes are likely to continue.

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final Su-30MKMs, which delivery in August fulfilled the contract for 18 fighters for the Royal Malaysian Air Force (RMAF), and 12 Su-30MKI(A)s that completed the 28-plane contract made with the Algerian Air Force. The remaining 20 aircraft were the Su-30MKIs delivered to India throughout the year as both complete aircraft and knockdown kits for licence production by HAL. Irkut will continue in 2010 to fulfil its contracts signed with India. KnAAPO is planning to make three Su-27SKM multirole single-seat fighters for the Indonesian Air Force under the deal clinched in 2007 and launch deliveries of the eight Su-30MK2s to Vietnam under the contract awarded in January 2009. The MiG Corp. issued an official statement on 8 December that it had shipped the first batch of MiG-29K/KUB multirole carrierborne fighters to India. During his press conference in the run-up to the New Year’s www.take-off.ru


contracts and deliveries | results Russian warplane exports in 2009 Type Supplier MiG-29K/KUB MiG Su-30MK2 KnAAPO Su-30MKI Irkut Su-30MKM Irkut Su-30MKI(A) Irkut EI Beriev Total * including 18 knockdown kits

Customer India Indonesia India Malaysia Algeria India

Quantity 6 1 20* 6 12 1 46

MiG-31BM upgraded interceptor, one of the first aircraft of the type delivered to RusAF by Sokol plant

Prototype aircraft construction No doubt, the principal event of the year in military aircraft prototype construction was

Another Su-25SM upgraded attack aircraft after acceptance flight at Kubinka airfield, April 2009

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Alexey Mikheyev

Alexey Mikheyev

to its Israeli partner the third EI. In addition, the media reported in January that Russia and India could sign a contract for three more aircraft of the type before year-end. In 2009, Ilyushin completed the testing of the two final upgraded Il-38SD maritime patrol aircraft for the Indian Navy’s air arm under the contract dating back to 2001. Unlike the first three planes under the contract, which were shipped to Russia right from India (the first of them returned to the customer in January 2006), those two Il-38SDs are conversions of the Il-38s earlier in service with the Russian Navy. In conclusion, a few words are due about an important export contract, which fulfilment kicked off last year. The first production Yak-130 combat trainer, made under the 2006 contract for 16 aircraft for the Algerian Air Force, flew its maiden sortie from the airfield of the Irkutsk Aircraft Plant (subsidiary of Irkut Corp.) on 21 August 2009. According to Irkut President Oleg Demchenko, as many as nine Yak-130s had been built in Irkutsk by year-end 2009. Their delivery to Algeria is slated for 2010.


contracts and deliveries | results Key Russian-made combat aircraft export contracts in 2000–2009 Contractor

Quantity

Delivery years

Status

Irkut Irkut KnAAPO Irkut MiG KnAAPO MiG MiG Ilyushin MiG KnAAPO KnAAPO KnAAPO KnAAPO Irkut MiG MiG TANTK MiG Irkut Irkut KnAAPO KnAAPO KnAAPO Irkut Irkut MiG KnAAPO MiG

32 28 38 140* 6 38 12 12 5** 2 24 2 2 4 18 20 16 3 34 28 16 24 3 3 18 40 62** 8 20

2002–2004 2000–2002 2000–2001 since 2004 2000–2002 2002–2003 2002–2003 2004 2006–2010 2005 2004 2003 2003 2004 2007–2009 2004–2005 2009–2010 2009–2011 2006–2007 2007–2009 2009–2010 2006–2008 2010 2008–2009 2008–2009 since 2008 from 2010 2010–2011 from 2011

completed completed completed under way completed completed completed completed completed completed completed completed completed completed completed completed under way under way cancelled completed under way completed under way completed completed under way under way under way under way

KnAAPO’s assembly of the Future Tactical Fighter (Russian acronym – PAK FA) first prototypes. In summer 2009, KnAAPO built its first airframe for static tests and shipped it to Sukhoi. By early winter, the manufacturer had built two more prototypes, the one used for ground tests and for the first taxiing tests on 23 December 2009 and another to become the first flying prototype. Another novelty of the year was a new MiG-35 single-seat fighter prototype (Aircraft No 961) built by MiG Corp. by September 2009 with the use of airframe components of the production-standard MiG-29K/KUB shipborne fighters for the comparative trials as part of the Indian Air Force-held competition

RSK MiG

Year of contract Aircraft type Customer signature 1996 Su-30MKI India 1999 Su-27UBK PRC 1999 Su-30MKK PRC 2000 Su-30MKI India 2000 MiG-29 Eritrea 2001 Su-30MKK PRC 2001 MiG-29 Burma 2001 MiG-29SE/UB Sudan 2001 Il-38SD** India 2002 MiG-29SMT Eritrea 2003 Su-30MK2 PRC 2003 Su-27SK Indonesia 2003 Su-30MK Indonesia 2003 Su-30MK2 Vietnam 2003 Su-30MKM Malaysia 2003 MiG-29SMT/UB Yemen 2004 MiG-29K/KUB India 2005 EI India 2006 MiG-29SMT/UB Algeria 2006 Su-30MKI(A) Algeria 2006 Yak-130 Algeria 2006 Su-30MK2 Venezuela 2007 Su-27SKM Indonesia 2007 Su-30MK2 Indonesia 2007 Su-30MKI India 2007 Su-30MKI India 2008 MiG-29UPG** India 2009 Su-30MK2 Vietnam 2009 MiG-29SE/UB Burma * delivery of knockdown kits for licence production ** upgrade of the earlier-delivered aircraft

under the MMRCA programme. A MiG-35 twin-seat prototype (Aircraft No 967) was derived from the MiG-29KUB prototype at the same time. Both aircraft underwent flight evaluation in India in October 2009. On the eve of the New Year’s Day, Tupolev JSC in a statement on its official Web site reported that a “special aircraft derived from the Tu-214” on order from the Russian Defence Ministry had flown on 24 December on its maiden mission from an airfield in Kazan. It is expected to enter service once it has completed its tests in 2010–11. In parallel, KAPO in Kazan is completing the first flying example of the Tu-214-ON (RA-64519) under the Open Sky international programme, with the aircraft slated to roll out in 2010. Last year, Beriev company and the Vega concern as well as the customer completed the whole range of the official tests of the A-50U upgraded airborne warning and control aircraft, which had lasted for almost five years. The relevant report was signed by the Russian Air Force commander on 26 November. The RusAF A-50s in service with RusAF will soon start to be converted to the A-50U standard.

MiG-29KUB carrier-borne fighter in a test flight. Six MiG-29K/KUB aircraft were delivered to Indian Navy in December 2009

Sukhoi

The final third Su-30MK2 arrived to Indonesia in January 2009

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www.take-off.ru


contracts and deliveries | results As for Russian combat aircraft export in 2010, it may exceed 50 units, including 10 MIG-29K/KUB for India, three Su-27SKM for Indonesia, 16 Yak-130s for Algeria, at least 16 Su-30MKIs for India, several Su-30MK2s for Vietnam, etc. In addition, 2010 will see the kickoff of a major contract for upgrading 62 MiG-29 fighter operated by IAF. The volume of export in several coming years, along with the implementation of the deals clinched (e.g. continuous deliveries of complete Su-30MKIs and their knockdown kits to India, MiG-29s to Burma, upgrade of the IAF MiG-29s), will depend considerably on the outcome of the MMRCA tender

On of the production Su-30MKI(A) fighters for Algerian Air Force made by Irkut Corp. in 2009

signature in the near future (the media have repeatedly reported that the Defence Ministry is close to signing contracts for the batches of MiG-29K/KUB carrierborne fighters for the Navy’s air branch and possibly MiG-35 multirole fighters for the Air Force), the number of advanced combat aircraft earmarked for service entry with the Russian Armed Forces in the coming ten years (prior to 2020) is estimated at 350 warplanes.

(it will, essentially, predetermine the future of the MiG-35) and on landing new contracts for the Su-35 and Yak-130. In any case, the volume of export is estimated to be on a par with that of 2008–09 in the near future and, possibly, will exceed it considerably. Along with the sizeable improvements in domestic warplane acquisition, this serves a cause for optimism as to the future of Russian military aircraft manufacturers.

Su-30MKM multirole fighter from the final batch delivered to Royal Malaysian Air Force by Irkut Corp. in August 2009

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Alexey Mikheyev

Short-term forecast This year, the volume of delivery of Russian-made combat aircraft may be some-

what below that of 2009, because the Russian Air Force received virtually the whole of its MiG-29SMT batch last year and governmental contracts for upgrading the in-service Su-27s and Su-24Ms and for Sukhoi fighter exports to Malaysia and Algeria were fulfilled as well. At the same time, the whole 12-ship batch of Yak-130 combat trainers is to be delivered to the Russian Air Force and the deliveries of advanced Sukhoi aircraft (Su-34, Su-27SM, Su-35S) are to kick off in 2010. As a result, the total volume of delivery to be taken by the Russian Air Force in 2010 is estimated at about 27 aircraft. Given the announced governmental contracts being in the pipeline for

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31

Andrey Fomin

In addition, the productionising of the Il-76MD-90A airlifter upgrade (Project 476) by the Aviastar plant and the advanced Il-112V tactical airlifter by VASO continued in 2009. The plant in Ulyanovsk began to assemble the fuselage compartments of the first flying example of the 476, while the one in Voronezh started making the parts and components for Il-112V prototypes. The lead aircraft of both types could be rolled out and subjected to tests in 2011.


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558 ARP is always open for cooperation

Joint Stock Company "558 Aircraft Repair Plant” is one of the most prosperous and flourishing enterprises in the Republic of Belarus. All over CIS countries you can find only few companies similar to JSC “558 ARP”, rendering so wide range of services on overhaul and modernization of different types of aviation materiel. Due to new approach to production process the plant is becoming one of the most advanced enterprises. Special attention is paid to designing of new service equipment and realization of new technology. The main activity of the enterprise is overhaul and modernization of combat aircraft such as Su-27, Su-25, Su-22, MiG-29 types, An-2 airplanes and Mi-8 (Mi-17), Mi-24 (Mi-35) helicopters, as well as overhaul and production of aircraft components and spare parts. Presently JSC “558 ARP” pays special attention to development of service equipment and to implementation of new engineering procedures meant for overhaul of aviation materiel. At the enterprise is employed well-trained personnel what is approved by high quality of repair works. The whole process of the aircraft’s overhaul is performed strictly in accordance with valid aviation rules. Quality management system of the enterprise completely meets the requirements of international standards. JSC “558 ARP” was certified by the world oldest certification company – “Bureau Veritas Quality International” for compliance to ISO 9001-2000 standard and to IAQS 9001-2000 international aerospace standard, as well as to standard of Interstate Aviation Committee (IAC). Possessing the whole set of testing equipment and workbenches, the enterprise is able to overhaul any kind of onboard equipment used at aircraft and helicopters. A number of modern

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electronic systems, allowing to detect and rectify defects in radio electronic and aircraft equipment with the accuracy up to separate element (such as Svityaz automated workplace, Naroch automated testing equipment, Unipro multifunctional measuring equipment, Vector testing and diagnostic system, control panel of bipolar code) were developed and implemented at the enterprise. One of JSC “558 ARP” advanced products is Satellite system of aircraft radio engineering protection against high precision radar-guided weapons. Nowadays it is the unique device for jamming missiles with “surface-to-air” and “air-to-air” active homing heads. Functional concept of Satellite system is based on creation of disturbances for enemy radars in the channels of angular data measurement. Main advantages of this equipment are: with high-expectancy it eliminates the possibility of hitting the protected object by missiles with radar guided homing heads; jamming is created automatically to all attacking enemy radars; jamming impact is formed at all stages of interception. It also should be noted that this equipment can be installed both on combat and civil airplanes either in containers or inside airframe. The training center, created at the premises of JSC "558 Aircraft Repair Plant”, is an efficient

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facility for giving new knowledge to aviation specialists. Today, owing to accumulated experience in overhaul of different types of aviation materiel, well-developed production base and cutting-edge technologies, the enterprise can provide high-level training to Customer’s technicians and pilots; theoretical and practical training on operation and maintenance of aircraft is given in compliance with Maintenance Manual and Operation Manual. Training is based on wide application of computer educational technologies. Our experience enabled us to elaborate the standard design of training center to be delivered “ready for use”. During recent years, more than 400 foreign specialists passed training on operation and repairs of Su-22, Su-25, Su-27, MiG-29 aircraft and Mi-8, Mi-24 helicopters. Optionally, training can be organized at the Customer’s territory. Productive potential of JSC “558 ARP” provides total cycle of design, production and service support of aviation training equipment. At the enterprise is paid much attention to quality of service and overhaul of aviation materiel and to technical support of own products during the whole lifetime. JSC “558 ARP” undertakes warranty obligations at the high level for all offered training equipment. JSC “558 ARP” specialists elaborated the system of logistic support for delivered services and products aiming to provide the Customers with materials and information over the whole lifetime of aviation training equipment. JSC “558 ARP” provides full set of services for overhaul and technical support of aircrafts and helicopters. JSC “558 ARP” is always open for cooperation. Your business offers are invited. Bldg. 7, 50 let VLKSM str., 225320, Baranovichi, Brest region, Republic of Belarus Tel.: +375 (163) 42-99-54 Fax: +375 (163) 42-91-64 E-mail: box@558arp.by http://www.558arp.by

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