3 13 mini by id a4

3.2013 (100)

Airshow CONTENTS Airshow Su-35S: “show stopper” at Le Bourget . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Director General Valeriy Stolnikov

Avionics Transas goes global . . . . . . . . . . . . . . . . . . . 6

Deputy Director General Alexander Zubakhin

Technologies

Marketing Director Sergey Matveyev

Visiting the future . . . . . . . . . . . . . . . . . . . . .10

Chief Editors Vladimir Karnozov

Propulsion Motor Sich -

Editors Maxim Khrustalev Kirill Yablochkin Alexander Bukharov Dmitry Sergeyev

Quality and Reliability . . . . . . . . . . . . . . .16

Airshow HeliRussia 2013 . . . . . . . . . . . . . . . . . . . . .

Designers Mariya Marakulina Timofey Babkin Ekaterina Lapteva

Rotorcraft Ansat improves . . . . . . . . . . . . . . . . . . . . . .

Print Manager Anton Patsovsky

Innovations

IT-develop Maxim Yurkov

Airbus unveils A350 and smart baggage . . . . . . . . . . . . . . . . . .28

Cover photo Vladimir Karnozov Photos in this issue Vladimir Karnozov, open sources and courtesy of advertizing companies

Bloggers Russia is back on jetliner market

. . . . .32

Success story IL-76MD-90A . . . . . . . . . . . . . . . . . . . . . . . .36 Circulation: 10000

The magazine is registered in the Committee for Press of the Russian Federation. Certificate № 016692 as of 20.10.1997. Certificate № 77-15450 as of 19.05.2003.

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Tenders Choice of Brazilian Air Force: Gripen vs Rafale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

Jubilee MiG celebrates . . . . . . . . . . . . . . . . . . . . .

Big Boss Talking Kiran Rao: Duopoly will stay . . . . . . . . .48

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SU-35S:

“SHOW STOPPER” AT LE BOURGET

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This time Sukhoi is sending to Paris air show an example of the Russian air force Su-35S fighter. This particular airframe is one in the initial production batch destined for squadron service with the primary customer. The Side 07 will be flown over Le Bourget by Sukhoi senior test-pilot Sergei Bodgan. He carries the title of the Honored Test Pilot of the Russian Federation. For his performance during testing of Russia’s new fighter jets, Bogdan won the nation’s highest decoration, the Star “Hero of Russia”.

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On the eve of the show Sukhoi issued a press release saying that training flights of the Su-35S took place at the Zhukovsky airfield of the Mikhail Gromov’s Flight and Research Institute in preparation for participation to Le Bourget demo flight program. Sergei Bogdan was rehearsing two sets of aerobatics - for normal and adverse weather conditions. “The newest multirole Su-35S fighter will be presented for the first time in a foreign air show. Its premiere flight program was held at the MAKS-2009 air show in Russia. Participants and visitors of the largest exhibition of the world aircraft industry achievements will be able to watch such a complex and spectacular flight figures as spatial barrels, somersaults, a flat spin, and, of course, the famous Pugachev's Cobra”, the press release says. “The aircraft will fly to France to continue getting ready for the flight program of the air show”, the document adds. The manufacturer depicts Su-35S as “a deeply modernized super-maneuverable multirole fighter of the "4 + +" generation. The applied technologies of the 5th generation provide for the superiority of Su-35S aircraft over similar class fighters. The aircraft has a much better flight characteristics compared with standing analog fighters and more perfect on-board avionics.” Sukhoi further asserts that “the aircraft characteristics exceed all European tactical fighters of the 4th and "4 +" generation like Rafale and Eurofighter 2000, as well as upgraded American fighters such as F-15, F-16 and F-18. The Su-35S can also successfully counter the 5th generation fighters F-35 and F-22A”. In particular, the Su-35S is the fastest (2,400 km/h at an altitude of 11,000m) of the above mentioned fighter types. Besides, it has a higher thrust. “The Su-35S also has an almost two-fold benefit to the modern French (Rafale) and Swedish (Gripen)

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fighters in the flight range (without externally carried fuel tanks - 3600 km). The Gripen NG aircraft, for example, has only one engine, so it has a smaller combat survivability and reliability. The American F/A-18 fighter is inferior to the Russian Su-35S in the flight altitude”. Today, the Su-35 is the most advanced Russian heavyweight multirole fighter available for export. In its current form, the Su-35 flew for the first time in 2008. It represents a further development of the Su-27. While retaining aerodynamics shape and outward appearances, the Su-35 differs in having a totally new pack of avionics including Tikhomorov’s NIIP N-035 Irbis radar with passive electronic scanning replacing the N-001 Mech with Cassegrain parabolic antenna with mechanical beam scanning. To attain supersonic cruise (supercruise) capability, the Su-35 is powered by a pair of NPO Saturn Item 117S motors each delivering 14,500kg [31,967lb] of thrust at full afterburner and 8,800kg [19,400lb] at military power. Partly, the Su-35 development was funded with refundable loans, including those from VEB, one of the five large state banks under Kremlin’s control. The Russian MoD placed a first firm order in 2009, for 48 airplanes, while Rosoboronexport continues negotiations with Venezuela, Vietnam and Indonesia. Su-35 prototypes have made nearly 700 test flights in frame of the type certification program, which is not yet complete. Initial batch of six Su-35s is expected for delivery later this month; series production shall commence next year. The Russian air force commander Gen. Bondarev says the service expects 250 deliveries of newly built Sukhoi fighters of the Su-34, Su-35 and PAKFA types in 2012-2020 timeframe. The Su-35S has already won its first foreign order. It came from China. The deal on 24 exportable Su 35s is esti-

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Sergei Bogdan mated at US$ 1.5billion. Deliveries of newly built Su-35s to China are expected to start in 2015, after the plant in Komsomolsk-on-Amur deliveries a sufficient number of the newly built Su35s to the Russian air force. In the aftermath of the decisions made during Russian defense minister Sergei Choigu's visit to Beijing in November 2012, China and Russia signed, in January 2013, an intergovernmental agreement on the Su35. This statement was made by Vyacheslav Dzirkaln, deputy director at Russia’s Federal Service for MilitaryTechnical Cooperation (acronym FSVTS), during the press briefing of the Russian delegation to IDEX’2013. Dzirkaln, who headed the Russian delegation to the arms show in Abu

Dhabi, added that the work on firm contract is ongoing “in a planned manner” as the sides are “detailing” delivery terms. “There will be direct shipments only, not license production”, he clarified. Last time China purchased fighters from Russia in 2004, adding 24 Su-30MK2s and bringing grand total of Flanker series aircraft procured from Russia to 283. Meantime, China is expected to undertake modernization of earlier delivered Sukhoi Su-27SK/UB and Su30MKK/MK2 fighters (NATO codename Flanker) says Sergei Kornev, head of Rosoboronexport's department for aviation. "Equipment such as this normally undergoes two or three mid-life upgrade and modernization programs", he insisted. Kornev con-

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firmed that Russia has submitted its proposal on the matter, and that the Chinese customers are considering those. In particular, the Russians propose adding "more modern, more precise guided missiles and other munitions", the sources collaborated. At the same time, China has been looking at integration of its own PGMs onto Sukhoi fighters operated by the PLA Air Force and Navy Air Arm. Should China make a move with the Su-30 modernization, this may entail resumption of Russian missile deliveries after a pose of several years. Moscow had long been ready to sell China a quantity of Su-35 fighters provided Beijing would place a worthwhile order, ‘not merely a couple of A I R

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specimens for reverse engineering’. Negotiations went for several years, with Russia insisting on larger – a minimum of 48 - and China on a smaller number of aircraft. Using Airshow China 2012 as a convenience, President of United Aircraft Corporation Mikhail Pogosyan and Russian air force commander Gen. Victor Bondarev met with their Chinese hosts to discuss issues pertaining to the Su-35 and other advanced weapons on offer. During the Airshow in Zhuhai, the Russian air force commander, his deputies, pilots and technicians of the Russian Knights team on the Su-27 had "many meetings" with their Chinese colleagues "who were very open to communications". The Su-35 deal heralds a new era

in the long-lasting Sino-Russian fighter relationship, which was in stagnation since 2004. That time the Kremlin learnt about China making unlicensed copies of the Su-27SK in the form of the J-11. At the same time, China terminated license assembly of the Su27SKs after completing 105 units out of 200 in the license agreement. With unlicensed Su-27 "clones" taken into account, the numerical strength of the Chinese Flanker fleet is estimated at 400 units. Vladimir Karnozov

Avionics

Igor Strokin

TRANSAS GOES GLOBAL

The most important in the short term is to establish more “economically-wise” control system for the company to ensure the market needs are addressed and met in a timely and proper manner. “We are doing this right now”, says the newly appointed general manager Igor Strokin. In more general terms, development of a new strategy in the field of aviation largely focused on innovations and high-tech products is another high priority for the company. “We see ourselves are one of the key suppliers in major airplane and rotorcraft programs”, the general manager says. The goal is to see Transas products present on all new Russian aircraft of promising designs, both military and civilian – “… civilian in the first place”. “Our products must be compliant to most modern international standards and be able to facilitate improvements in flight safety. A very important part of our new strategy is to see our products on end-user products from western manufacturers”, Strokin says. 6

Avionics Today, Transas maintains a strong presence in the market for advanced maritime and aviation equipment. The company is a world leader in ship simulators and marine navigation systems. In the sphere of avionics, Transas offers comprehensive solutions for general aviation, commuter and regional aircraft, rotorcraft of all sizes, as well as various modules and component for other makers’ avionics packages. The company is also a prominent supplier of flight simulators to both military and civil airplanes and helicopters. Transas has developed a line of integrated avionics sets for Russian rotorcraft, starting with the hugely popular Mi-8/17 and Mi-24/35 series, and also including packages for such promising designs as the Mi-38 and the Ka-62. For the latter Transas is working on avionics set primarily intended for civilian users, and is ready to cooperate and share some work with another Russian specialist in avionics, Ramenskoye Design House, which has been long working on military avionics package for the Ka-60. “We have taken a good portion of the market for ground proximity warning systems”, the general manager says proudly. Initially, those systems were developed primarily for use on Russian aircraft in conjunction with Russianmade measuring instruments. More recently a step forward was made in this field, through acquisition of Thommen. The Austrian company is now integrated in Transas corporate structure and is a member in the group of companies led by Transas and its sister R.E.T. Kronshtadt. With the aviation world becoming more global and integrated, a mix of avionics items made in Russian and Austria are becoming popular on both Russian aircraft and those made in other countries. Over six hundred sets of measuring equipments are in use on a number of aircraft types. The acquisition of Thommen encouraged Transas to be more active in its search towards a closer cooperation A I R

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with western companies. “We believe Transas can find a worthy place in the global market in cooperation with other avionics makers, and through this ensure that best Russian suppliers can work hand-in-hand for mutually beneficial outcomes. Instead of competing, we can focus our efforts on developing and packaging modern, highly innovative solutions for leading aircraft manufacturers and take a good portion of the global market”. The area where Transas products have won good reputation is digital maps. Although meeting strong competition from foreign rivals, Transas often takes upper hand in open competition by offering systems with a wider functionality. “We would like to unite our efforts with other Russian makers in order to improve technological and competitive level of the Russian products”. The aviation branch of the company, Transas-Aviation, employs about 600 people working on civil aviation programs. Initially, the aviation business trailed that of maritime which made the company the brand name in the global market. “Our aviation business started later and initially focused on the domestic market which at that time had some distinct market niches to be filled, and which Transas has proved able to occupy.” Most recently, the aviation business has been rising much faster and outgrown that of the maritime. Transas says that now aviation and maritime programs are in a good balance and by profitable growth potential well matches each other. Materializing its strategy towards involvement in programs of leading western aircraft makers, Transas has already made some successful steps. “We have been quite active in getting our equipment installed on western helicopters. This is unique for Russian avionics makers. There are no other Russian avionics makers to achieve that”, the general manager says. In particular, Transas supplies its equipment to Eurocopter. At HeliRus-

sia’ 2013 Transas signed agreement with Jet Transfer, Russian arm of Textron, about equipping specified Bell helicopter types with Transas satellite-aided navigation systems. “AgustaWestland is also interested. I believe we can sign agreement on supply of our equipment with them also”. Keen to widespread the use of Glonass services and make those services popular with end-users, the Kremlin has set deadlines for equipping Russian-registered aircraft with Glonass receivers. Starting in 2017, all imported airplanes and helicopters must have Glonass-based navigation systems. Transas looks at it in a wider context, observing that, unlike several years ago, Glonass satellite constellation is in full strength now, and provides a global coverage of the Earth surface with precise timing and navigation signals. Combined GPS/Glonass (better known as multi-system) receivers features much better performance [then single-system analogues], demonstrating high accuracy and reliability of positioning and timing services rendered to end-users. This is especially beneficial to users operating in the extreme north and mountain regions, as well as urban areas. Besides, multi-system receiv-

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Avionics

ers have huge potential in relation to aircraft at landing and in maneuvering. Solvent demand for combined satellite systems is not only strong in Russia (and further stimulated by the Kremlin), but also by China, India and other countries. Political issued aside, the use of multi-system receivers (GPS, Glonass, Beidou, Galileo etc.) is going to be a major driving force in the engineering efforts on flight safety improvement in the foreseeable future. Even now talks are held that newly launched satellites carry onboard emitters for two or more systems. It must be noted that there is no other area in which the United States and Russia cooperate most closely than space: just to mention the International Space Station. Popularity of multisystem receivers will grow after US, Russia and Europe agree

Dauphin

to a common standard to such devices. This will contribute to higher flight safety and, coupled with due software packages, enable precise maneuvering and at landing. Transas is no.1 company in Russia on flight simulators and in the world on ship simulators. Having gained a substantial portion of the market for ships and helicopters, the company has recently been active in expanding its presence on the market for flight simulators of passenger aircraft, up to level D. Transas has established series production of such devices for Mil Mi-8/17 and 24/35. Number of flight simulators already made only for the Mi-8/17 series has come to about forty, both with and without motion. It has recently added

Ka-62

one for the Kamov Ka-32, and is working on that for the Ka-62. Simulators for passenger aircraft are those for the Antonov-148, Tupolev-204, Boeing 737, Airbus A320 and ATR42/72. Orders come from both commercial airliners and governmental organizations. Transas is proud to have been put on the list of Eurocopter suppliers, following AS9100 certification and winning EASA certificates for some of the companyâ&#x20AC;&#x2122;s avionics items. Now, Eurocopter customers, not necessarily from Russia, can select Transas equipment from options available out of some 300 Eurocopter helicopter configurations available. A number of rotorcraft made in Europe is already in operation with Russian-built avionics items (satellite based navigation, TAWS, maps etc.).

Mi-17

Avionics World’s largest commercial rotorcraft operator – Russia’s UTair – is the launch customer for the EC175. Since the Kremlin legislated for the use of Glonass for all local airspace users, the manufacturer had to comply, and the full compliance is achieved through use of Transas systems. For the first time, the EC175 will have Transas-supplied Glonass/GPS module, TAWS and other systems integrated into its factory standard’s integrated avionics package from outset. Series produced Russian-made vendor items will equip EC175s coming to customers worldwide. These will supplement hundreds of Russian-made Mi-8/17 helicopters already flying with Transas systems (including ABRIS, KBO-17 elements of “glass cockpit” packages). These include rotorcraft of the Special Air Detachment serving the Russian government. Having amassed larger experience in various avionics items, Transas is now offering completely packaged “glass cockpits” for rotorcraft on which technologies the company has been working since 2000. A good example is the IBKO-17 [IBKV-17] for the Mi-17 series. Similar packages are being developed for the Mi38 and Ka-62, based on same principles and hardware so as to have cross-type commonality, ease logistics and customer support. Transas has developed core technologies and skills related to small civilian flying vehicles by shaping avionics package for the Akkord-221 light aircraft powered by two piston engines – this one has achieved certification and is available on the market. The company continues working on reduction of costs so that to have the right price and performance for the given market. Optimization

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Igor Strokin of cost-effectiveness is the key to worthwhile sales in the avionics market for general aviation, regional, commuter aircraft. In accordance to the company’s strategy, all newly developed avionics items are

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subjected to EASA certification. Transas has set a goal to have all of its civilian products certified to European standards. Vladimir Karnozov

Mi-38

Technologies Russia is an experienced player on the global aerospace market. Russian companies have been maintaining partnership relations with many countries for a long time. This cooperation concerns the metallurgical sphere as well especially the production of titanium – an alloy that features extra-high durability but at the same time makes the aircraft structures much lighter. Titanium is considered the best “friend” of composite materials that are employed in the aircraft industry more and more widely. Manufacturers are becoming increasingly interested in titanium products. No wonder that at least three foreign delegations have visited Russian titanium manufacturer VSMPO-AVISMA Corporation (VSMPO-AVISMA) this year, namely US Boeing, Airbus of France and Chinese aircraft company SAMC and COMAC.

VISITING THE FUTURE 10

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Boeing visitors May 2013 In April, VSMPO was attended by a delegation of Airbus Procurement Department chiefs, particularly Senior Vice-President Procurement, Strategy and Business Operations Olivier Cauquil, Vice-President of Titanium Procurement Olivier Dreier as well as leaders and managers of Procurement and Supply Chain Quality Departments. A two-day visit allowed the guests to get information about the past and future of Russia’s titanium valley. Airbus officials visited melting and extrusions sections of workshop #32 as well a construction site of a 4,000-t press located in the forging division. Also, they watched forging operations of the widely-known 75,000-t press and machining operations of Cincinnati machines. The guests got acquainted with the full cycle of titanium products manufacturing. Afterwards, Vice-President Procurement, Strategy and Business Operations Olivier Cauquil said it was a big honour to visit VSMPO. It was important to observe the full cyclical turnaround – how titanium sponge turns into a ready-made product used in our aircraft, he added. Discussing our cooperation with Russian partners we confirmed that we have to maintain close relations as it is vital for any business. The VSMPO Corporation manufactures over 60% of titanium products for Airbus, he stressed. The delegation of Boeing that visited all main VSMPO’s production facilities in May was led by Kent Fisher, Vice-PresA I R

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Melting Metal

New tooling at Ural Boeing Manufacturing JV

ident and General Manager Supplier Management. And while Mr.Fisher for the first time saw how metal employed in all types of Boeing aircraft is produced, his colleague John Burn, a Boeing Vice-President, knows the Salda-based production in detail having visited its workshops as a Chairman of the Board of joint venture UralBoeingManufacturingmany times within several years. – Last time I visited Verkhnyaya Salda last autumn. Now I see a lot of changes have been made. I mean new equipment, upgrading many workshops. I also paid attention to bright colors of workshop facades. Everything looks new and clean. dwelt Mr.Burn on his impressions.

Top ranking managers asked VSMPO-AVISMA General Director Mikhail Voevodin many questions mainly relating to the company’s capabilities at the present time now that a major reconstruction has been completed. In 2012, VSMPO-AVISMA manufactured 30,000 t of titanium, of which Boeing received a major part. At present, Russia’s enterprize provides 40% of Boeing’s respective requirements. In May 2012, VSMPO-AVISMA was attended by a delegation from China representing aircraft manufacturer SAMC and corporation COMAC. Commenting on the aim of the visit, head of China’s delegation, SAMC President Mr.Shen, said that the coop-

Technologies

eration of SAMC and VSMPO-AVISMA had begun five years before from the joint work on the ARJ-21 regional jet project. Now, the both companies are cooperating on the Chinese 190seat COMAC C919 long-haul aircraft programme, he also said. According to Mr.Shen, his company is going to start works on a large wide-body jet and it wants to invite VSMPO-AVISMA to take part.

Promising Contracts It should be stressed that VSMPO products satisfy not only the aforementioned manufacturers but many foreign and Russian partners as well who often prefer them to those of competing companies. The aerospace sector of the world’s titanium market includes a number of US and Europeans melting and forging enterprizes. But Russia’s VSMPO-AVISMA is the largest manufacturer of aircraft titanium. It now accounts for a quarter of the global market of titanium, thus

making Russia its major producer respectfully. And this is not raw materials exports – the company manufactures hi-tech value-added items featuring unique chemical composition, unmatched combination of durability characteristics and advanced shape of the end product. Now, VSMPOAVISMA is able to fabricate products from Russian and foreign titanium alloys. With that, specific alloys are being created to meet given operational characteristics of the end product. The company’s product quality management system is acknowledged by almost all world’s major aircraft and engine manufacturers including Boeing, EADS, General Electric, Pratt&Whitney, Rolls-Royce, SNECMA, Goodrich and others. Certificates for quality control systems, single products as well as production, control and testing procedures are being constantly upgraded and renewed according to current international standards.

VSMPO-AVISMA is a well-known major titanium producer, the only company in Russia manufacturing finished titanium products, of which a major part is represented by cutting-edge valueadded goods. Its marketing experts are doing their best to promote them to developing markets. VSMPO-AVISMA’s marketing services have held successful negotiations with companies from mainland China which civil aircraft production began to rapidly grow a decade ago. This development included, along with domestic aircraft building, carrying out contractor services for world’s major aircraft builders – Boeing and Airbus. Expanding the range of products has led to diversification processes and raising the quality of titanium products. For instance, VSMPO-AVISMA, Shanghai Aircraft Manufacturing Co. Ltd.(SAMC) and the COMAC final assembly and production centre have concluded a long-term contract for purchasing pressed titanium products for the COMAC C919 aircraft project. This contract is intended for 10 years, till December 2021. Also, VSMPOAVISMA has signed a memorandum of cooperation with the State Industrial Coal Mineral Corporation (VINACOMIN) from Vietnam. The objective is to establish a joint venture on a parity basis in Vietnam dealing with creating and developing advanced and environment-friendly facilities designed to process titaniferous minerals into products with higher added value.

Factory of Quality Any aircraft part should meet extremely strict life cycle requirements – it should be guaranteed that it will have trouble-free operation for 20-30 years. VSMPO-AVISMA’s significant scientific achievements can be proved by the fact that it has increased its order portfolio by several times in the recent years. In summer 2011, it was among the 10 major participants of Le Borget-2011 – VSMPO-AVISMA struck

Technologies

a number of deals for supplying pressed titanium items for the nose gear of A350-family aircraft made by German company Liebherr-Aerospace, titanium and aluminum semiproducts for Chinese International Holding Corporation AVIC, etc. In that very summer 2011, VSMPOAVISMA reached other long-term agreements with its constant partners during the MAKS-2011 airshow. It signed three long contracts with Rolls-Royce for manufacturing semiproducts, disk and ring pressings in 2011-2015. The total cost of these three agreements to be implemented within five years is expected to exceed $250 million. In autumn 2012, VSMPO-AVISMA and Boeing inked a memorandum of expanding cooperation on titanium deliveries at the expense of raising capacity of the Ural-based joint venture dubbed Ural Boeing Manufacturing. The expansion will lead to increased efficiency of Boeing gear truck mechanical processing. The joint venture has already bought four new advanced machines that are to be installed in 2013. They will be used to maintain the growing production of Boeing’s most popular 737-family aircraft. The sides will continue cooperating in the R&D sphere, too, namely in the development of new alloys and technologies. VSMPO-AVISMA has also signed A I R

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Mechanical treatment for forgings

a memorandum of strategic understanding with Airbus on supplying it with value-added products in line with jointly-developed projects. A long-term tri-lateral agreement among Airbus, UTAS (former Goodrich) and VSMPO-AVISMA provides that the latter is to deliver titanium forgings for the main undercarriage legs of the A-350-1000 aircraft till 2020. VSMPO-AVISMA will deliver 100% of landing gear titanium forgings. Also, an agreement with the world’s largest manufacturer of civil aircraft with a capacity of up to 120 passengers, Brazilian

company Embraer, was prolonged till 2020. In addition to the abovementioned agreements struck at MAKS-2011, VSMPO-AVISMA signed a long-term deal with Pratt & Whitney Canada on expanding the range of supplied disk forgings. In early 2012, the company’s permanent customer Airbus made an offer to participate in creating a new model of a well-known aircraft – the A320 NEO. This medium-haul aircraft with slightly curved winglets will be powered by new CFM International and Pratt&Whitney engines providing for 15% fuel

Technologies

Panoramic view for plant in Salda

Airbus visitor saving against the traditional A320. The upgraded type is to emerge on market in 2015. VSMPO-AVISMA will deliver mechanically-processed forgings for this aircraft. This Airbus’s order for titanium forgings is not large – a kind of touchstone. If it proves successful, VSMPO-AVISMA will later get a quite big deal. At the last Farnborough-2012 airshow, the company was awarded a $1.4 billion of contracts. For example, on July 09, 2012, it signed an agreement with Perm Engine Company for manufacturing titanium products in the period from 2013 to 2015. It is the first time in a longlasting cooperation between these companies that such a long contract has been made. The three-year contract is worth over $45 million. Last year, VSMPO-AVISMA and Sukhoi inked a five-year agreement on

cooperation with the aim to supply the manufacturer’s combat and civil aircraft plants with titanium products. The Sukhoi company was the first Russian aircraft producer to sign such a deal with VSMPO-AVISMA. On July 10, 2012, VSMPO-AVISMA and Messier-Bugatti-Dowty (Safrangroup) announced the prolongation of the existing agreement for manufacturing and processing titanium forgings. The total deliveries to be made by 2015 are estimated at more than $200 million.

Stake on Future We have already mentioned that titanium is the metal of the future. “The devil is in the detail. Strangely enough, composites do not play the most important role in present-day aircraft. We are forecasting diminishing demand for aluminum alloys

and a quick surge in orders for titanium. Titanium’s most important feature is its good compatibility with composite materials, which means it will play the main role in future aircraft manufacturing”, say experts of the Russian Research Institute of Aviation Materials. Indeed, advanced composites make an aircraft 15% lighter, which allows taking on board extra fuel and extending the flight range. In 2012, VSMPO-AVISMA fabricated titanium forgings for wings of six newer MS-21 aircraft. A young enterprize, AeroComposit, manufacturing the composite wing converted the forgings into ready-made parts. Now, the final assembly is underway with the first flights to be accomplished soon. Airbus is employing its advanced technologies in A330-, A350- and

Technologies

A380-family aircraft. Boeing has introduced them in the 787 Dreamliner. All these planes are made with the wide employment of composites. Say, 50% of Boeing 787’s elements are made of carbon composites, while they accounted for only 9% in the Boeing 777 of the previousgeneration. Thus, the 787 is lighter and stronger than aluminum-body aircraft. Moreover, its operational performance is 40% more efficient. Titanium has long been employed in the aircraft industry – its extremely high strength-to-weight ratio makes it the best choice for airframe and landing gear load-bearing elements. Heat-resistant titanium alloys are used to fabricate blades, disks and other fan parts and low-pressure compressor stages of aircraft engines. While the wide employment of composites in aircraft making can pose a threat to other materials, it is an advantage speaking of titanium prospects. Composite materials contribute to raising its role in this sphere. Rapid development of the global aerospace industry allows for the high demand for titanium products. In 2012, the global aerospace sales reduced against the recordbreaking 2011, but still remain high as customers keep on renewing and expanding their aircraft inventories thus contributing to manufacturers’ portfolios. For instance, two giants – Boeing and Airbus – secured orders for a total of 2,253 aircraft in 2012, of which more than a half (1,339 aircraft) were obtained by the US company chiefly owing to its B737-family narrowbodies (1,124 aircraft). The European concern received orders for 914 aircraft in 2012. Global civil aircraft orders increased by 12% in 2012 and currently total 9,679 aircraft. The February 2013 edition of Airline Monitor forecasts the global fleet of civil aircraft is to grow by 27,057 in a period between 2013 A I R

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and 2035. The average annual deliveries in 2013-2020 will reach 1,644 aircraft and will account for 2,100 planes from 2021 to 2035. The global passenger traffic will grow by 4.8% per year on the average from 2012 to 2035, predicts Airline Monitor. The unprecedented portfolio upsurge makes the aircraft makers boost their production thus inducing all the supply chain to bolster activities to keep up with the tempo. Davenport&Co. analysts think a demand for titanium products with increase from 49.7 to 71.5 million tonnes in a period between 2013 and 2017. A significant order backlog, development and series production of new models as well as launching fuel-efficient upgrades of existing aircraft types proves the global aircraft industry will steadily grow in the long run. Forecasts say aircraft production will reach peakhigh figures in the coming decade given a slight fall during aircraft generation replacements.

Citius, Altius, Fortius So far, the main VSMPO-AVISMA’s objectives have been expanding and diversifying manufacturing processes in order to make hi-tech value-added products, strengthening its vertical integration as well as production cooperation with its partners. Now, it is working in the direction of supplying premachined products, which allows raising its added value and put the cuttings into production process again. All this measures are improving production feasibility providing the company with additional advantages over its rivals. The closest attention is paid to developing production of titanium items with high processing depth, namely a wide range of forgings including complex-shape landing gear and structure forms as well as thin sheets and tubes. Since late 1990’s, VSMPO-AVISMA has been steadily

increasing the share of forgings in its production line. As of now, it manufactures over 400 types of forgings for Western partners and more than 1,500 – for Russia’s ones. These numbers are constantly growing as the company is participating in all new aircraft projects. The efforts resulted in raising deliveries of titanium products to foreign customers by 4.6% and supplies to Russian and CIS clients – by 57% year-onyear. In 2012, VSMPO-AVISMA’s exports of titanium products had the following structure: the US – 21%, EU-24%, Middle East and South-Eastern Asia – 3%, North and South American (without the US) – 3%. Building a stable vertical structure is another element of the corporation’s strategy. VSMPO-AVISMA has established a cyclical turnaround – from titanium sponge to ready-made goods, which is an undoubted advantage allowing efficient cost and follow-up control as well as product quality management within the full production cycle. The corporation has also increased titanium sponge production and started forming own raw material base. It intends to invest $800 million into production development by 2015. The investment programme for 2009-2015 is aimed at raising manufacturing capacities, raising product quality and production cost reduction. A special attention is being paid to introducing advanced technologies for the purpose of fabricating goods with high added value. Renewing production assets and upgrading capital equipment as well as launching top-notch hi-tech solutions are being applied to all company production spheres.

Propulsion

MOTOR SICH -

QUALITY AND RELIABILITY Motor Sich JSC is dedicated to development, manufacture, and post-sale technical support of gas turbine civil and military aircraft engines, industrial gas turbine drives, gas turbine power plants and gas-pumping units powered by those drives. Moreover, recently, the company has started working extensively to develop helicopter industry in Ukraine. Participation in international aviation exhibitions is a recognized criterion of company success, and Motor Sich JSC is a permanent participant of air shows held in France, Russia, Germany, the United Kingdom, India, China, the United Arab Emirates and other countries. Therefore, following these good traditions, we are participating in Paris Air Show, one of the most prestigious air shows worldwide. Nowadays, the range of our engines, both commercially manufactured and those under development, for passenger, cargo, and military transport aircraft, covers turboprops and turbopropfans of 400 to 14,000 h.p., and by-pass engines of 1,500 to 23,400 kgf, with D-436-148 engine for An-148 passenger airplane family among them. The D-436-148 engine is a new D-436T1 engine version meeting current ICAO requirements in terms of emissions, and ensuring An-148 noise level lower than the norms set. The engine is commercially manufactured, and its performance is as good as that of foreign competitor products.

Vyacheslav Boguslayev President, Motor Sich JSC

Motor Sich JSC has developed AI-450-MS two-shaft auxiliary power unit (APU) for various versions of An-148 and other passenger and cargo aircraft powered by propulsion engines of D-436 engine family. The APU is used to start propulsion engines and supply compressed air and electricity to on-board aircraft systems when propulsion engines are out-of-operation. High AI-450-MS efficiency is attributed to low specific fuel consump-

tion resulting from high parameters of thermodynamic cycle, high efficiency of its units, design of air bleed from the auxiliary compressor, and low run costs as well. Various An-148-100 aircraft versions can carry up to 80 passengers with high comfort level and the distance range of 2,000 to 5,200 kilometers. With regard to cost/quality ratio, An-148-100 is superior to all the competitor products. High aircraft performance and its ability to be operated on the substandard quality airfields due to a high engine location over the runway, and a low life cycle cost allow us to hope that the aircraft in question will draw customersâ&#x20AC;&#x2122; attention. The An-148 aircraft family program is implemented by 214 cooperating companies from 14 countries worldwide, with France among them. Antonov State Company engineers are developing An-168 administrative version and An-178 medium cargo version of 18-20-tons weight-lift ability, which are to be powered by D-436-148 engine and D-436-148FM engine, respectively. Commercial manufacture of AI-222-25 engine has already been launched. This engine of 2,500 kgf has been designed for Yak-130 combat trainer that has already come to the flight training centres in Air Forces of Russia and Algeria. The contract has been signed to deliver Yak-130 aircraft to the Republic of Belarus. We hope that flights at Paris Air Show will demonstrate

Propulsion

TV3-117VMA-SBM1V SERIES 4E Mi-8MSB

that high performance of AI-222-25 engine along with Yak-130 perfect aerodynamics ensure the aircraft maneuvering performance similar to that in forth and fifth generation fighters. The AI-222K-25 (unaugmented) and AI-222K-25F (augmented) engine versions are intended for L-15 twoengine supersonic combat trainer manufactured by Hongdu Aviation Industrial (Group) Corporation (HAIC). In 2008, L-15 aircraft powered by AI-222K-25 engines made its first A I R

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flight. Shown in tests, the performance of L-15 powered by augmented AI-222K-25 engine, as well as its marketing research showed that this aircraft version is attractive for a number of would-be customers, and, thus, may be manufactured and supplied to the aviation market as a subsonic trainer for basic and advanced training (L-15AJT aircraft version (Advanced Jet Trainer)), as well as an aircraft version powered by augmented engines.

In October 2010, L-15 LIFT (Lead in fighter trainer) aircraft made its first flight; the aircraft is intended for basic training to pilot fighters, such as Russian Su-30, Chinese J-10, J-11, and J-15, and other advanced fighters. Aircraft and engine flight tests are under way. It is supposed that supplies of L-15 family aircraft may be launched in 2013. In 2007, Motor Sich JSC finalized development of TV3-117VMA-SBM1V engine to enhance helicopter hot and

Propulsion

high performance and effectiveness. The engine performance meets current technical requirements; it has Type Certificates issued by Aviation Register of Interstate Aviation Committee and Aviation Administration of Ukraine in September 2007, and it has been in the Ukrainian inventory since 2009. Design solutions tried out on earlier models of TV3-117 engine family and on TVЗ-117VMA-SBM1 turboprop, as well as vast experience in developing, manufacturing, operating, and overhauling helicopter engines produced by Motor Sich JSC for over 60 years, allowed us to develop a brand-new engine with total service life of 12,000 hours/12,000 cycles and life to first overhaul of 5,000 hours/5,000 cycles. Engine power ratings are adapted in the best possible way to operation conditions at various types of helicopters. When testing the engine at the factory, the engine automatic control system makes it possible to adjust engine takeoff power to 2,500, 2,400, 2,200 or 2,000 h.p. and is able to make the rated power flat up to higher environment temperature and flight altitude as compared to other versions of TV3-117V engines available, including VK-2500 engine. The 2.5-minute and 60-minute power ratings, both equal to 2,800 h.p., and 60-minute power rating equal to takeoff power are provided to increase safety of OEI flight (with one engine inoperative). Continuous takeoff power rating is provided to operate two engines continuously at takeoff power rating in case of need for over 5 minutes (up to 30 minutes) to enhance helicopter performance. In 2010, when testing Mi-8MTV helicopter powered by TV3-117VMA-SBM1V engine at AVIAKON Konotop aircraft repair plant, the helicopter climbed to record altitude of 8,100 m. In 2011, TV3-117VMA-SBM1V engine passed successfully state bench tests in Russia, for compliance with Design Specifications Requirements of the Ministry of Defence of the Russian Federation.

In 2012, TV3-117VMA-SBM1V engine passed successfully preliminary flight tests in Mi-8MTV-5-1 helicopter at Mil JSC; the helicopter was transferred to the Ministry of Defence of the Russian Federation later on; and currently it is tested in flight in the city of Torzhok, Russia. The TV3-117VMA-SBM1V engines of 4 and 4Е series (with air or electric start systems respectively), which are TV3-117VMA-SBM1V versions, are intended for remotorization of earlier Mi-8T helicopter types to enhance their performance, especially, during hot and high operation. The engines have their rated power flat up to higher environment temperatures and altitudes of flight and deployment in comparison with TV2-117 engines currently operated in Mi-8T helicopters. The engines in question have inherited the best design solutions ensuring higher parameters and service life values proven in TV3-117VMA-SBM1V basic engine, which makes it possible to extend the total service life to 15,000 hours/cycles for TV3-117VMA-SBM1V engines of 4 and 4Е series and to introduce contingency 2.5-minute and 60-minute power ratings of 1,700 h.p. with one engine inoperative, and 60-minute power equal to that of takeoff power rating (those power ratings are unavailable in TV2-117 engine). On 10 November, 2010, the maiden flight of Mi-8Т helicopter powered by new TV3-117VMA-SBM1V engines of 4Е series took place at Motor Sich JSC airfield. In 2011, Motor Sich JSC obtained Supplemental Type Certificate issued by Aviation Register of Interstate Aviation Committee for propulsion TV3-117VMA-SBM1V engines of 4 and 4Е series. In September 2012, Mi-8MSB helicopter climbed to 8,250 m, thus, setting a new world record in E-lg class (FAI category for helicopters with takeoff weight of 6,000

to 10,000 kg) at AVIASVIT-2012 Air Show. Nowadays, activities of Motor Sich JSC match criteria of market-oriented economy. Our extensive experience allows us to be flexible and effective when operating in the markets worldwide. Quality and reliability of Motor-Sich-made engines are confirmed by wealth of experience in operating them in aircraft and helicopters. Our main goal is manufacturing durable, reliable, and userfriendly products that meet customers’ requirements in full. We seek further consolidation of positive Motor Sich JSC image as a well-established, reliable and reputable business partner.

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

Airshow

HELIRUSSIA-2013 The exhibition is held in accordance with the Decree of the Government of the Russian Federation dated July 28, 2011 #1310-r. It is organized by the Ministry of Industry and Trade of the Russian Federation. The Title Sponsor of the event – Russian Helicopters JSC, General Sponsor - Eurocopter Vostok, Official Partner of the exhibition – Novikombank. 205 companies from 18 countries took part in the 6-th International Exhibition of Helicopter Industry. Compared with the previous years, the exhibition demonstrates a steady growth. Thus, in 2011, 161 companies from 16 countries participated in the exhibition; in 2010 - 156 companies from 14 countries. In comparison with the first exhibition held in 2008, the total number of exhibitors and countries increased by 60%.

This year, over 10k people visited the exhibition to see the range and new products by the world's largest manufacturers of helicopters. Last year, the exhibition attracted about 9k of Muscovites and guests of the capital. Also, over 300 representatives of the Russian and foreign mass media were accredited at the event. This year, the attendees included political and Government leaders, foreign delegations, representatives of domestic and foreign law enforcement agencies, businessmen, professionals, industry representatives and representatives of the Russian and foreign mass media, as well as people simply interested in helicopters. The area of the exhibition HeliRussia-2013 increased by almost 1,000 sq. m. and equaled 12,706 sq.m. to hold the products of 205 (165 Russian and 40 foreign) companies, including the global market leaders such as Russian

Helicopters JSC, Eurocopter, Sikorsky Aircraft, AgustaWestland, Bell Helicopter, MD Helicopters, Robinson, Motor Sich, Turbomecca, Transas PANH, UTAir, and many others. For the first time in Russia, the exhibition included a revolutionary machine - the world’s first aircraft of composite construction - KC-518 by Composite Helicopters, New Zealand. Visitors were also able to see the newest multi-role helicopter AW139, first assembled in Russia at the joint venture of Russian Helicopters JSC and AgustaWestland JP HeliVert. By the way, the same helicopter, but of the Italian origin, is used by the Prime Minister of Russia, D.A. Medvedev. One of the key themes of the exhibition was the development of the air ambulance in Russia. The vision of modern machines for ambulance and evacuation works was presented by Rus-

Airshow

sian Helicopters JSC with their light multi-purpose helicopter Ka-226T of medical specifications, and Eurocopter with a specially equipped EC-145 shown at their stand. For the first time, the newly-formed company Russo-Balt presented their engines of V6 and V12 schemes. A distinguishing feature of the engines is versatility. With minor alterations, they can be used in aviation, sea and road transport. At the exhibition entrance, there were two helicopters displayed: Mi-35M and a light multi-purpose helicopter by Ansat, plant in Kazan. At HeliRussia-2013, the Ukrainian company Motor Sich presented an updated Mi-2 developed by their experts. As Vyacheslav Boguslaev, General Director Motor Sich, told us - MI-2 was a prototype of a new helicopter called MSB-2. "We left only blades from the old helicopter. The machine was developed in the Design Engineering Department established in Motor Sich”, - informed Boguslaev. What prompted the company was the number of idle Mi-2 in the world at the moment. Over 5k of such machines were constructed. In the North and Far east of Russia alone i900 of Mi-2 helicoptersare operated, almost all of them remain landed because they are overaged and have the outdated engine TB2. In total, 16 machines of the Russian and foreign manufacturers were presented at the exhibition, including: Gazelle SA341, Robinson R-22, R-66 and two machines R-44, AgustaWestland AW119 Koala, Eurocopter EC-130 T2 and EC-145, Ка-226Т, MD-520, Bell-429, Ansat, AgustaWestalnd AW-139, Aviaproject AP-55, Mi-2 - MSB-2 upgraded by the Ukrainian plant Motor Sich and a military transportation Mi-35M. The official opening ceremony of the exhibition held on May 16, 2013 in the Pavilion 1 of IEC Crocus Expo was attended by: • Dmitry Rogozin, Deputy Prime Minister of the RF Government; • Denis Manturov, Minister of Industry and Trade of the Russian Federation; • Sergey Chemezov, General Director of PC Rostechnologies; • Vyacheslav Shtyrov, Deputy Chairman of the Federation Council of the Federal Assembly of the RF; • Anatoly Punchuk, Deputy Director of the A I R

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Federal Service for Military and Technical it is a completely different, completely new Cooperation; machine of the international cooperation with • Dmitry Lelikov, General Director of UIC a modern, entirely new engine. I believe that Oboronprom OJSC; these international connections of the Russian • Dmitry Petrov, General Director of Russian helicopter industry will keep growing". Helicopters JSC; Sergey Chemezov noted the increased • Mikhail Kazachkov, Chairman of the Board share of Russian helicopters in the world market. of the Association of Helicopter Industry "Consolidating of helicopter construction assets and other officials. within Russian Helicopters Holding has proved The participants, organizers and guests of to be perfect,” said the head of Rostechnolothe exhibition were addressed by the telegram gies at the opening ceremony of the exhibition, from Vladimir Putin, President of the Russian “The Russian helicopter equipment remains Federation. consistently in high demand. Over the past Dmitry Rogozin, Deputy Prime Minister, who five years, the export volume has increased has participated in the opening of the exhibiby more than a third, and the production has tion for years, spoke first saying, "HeliRussia almost quadrupled. Russian Helicopters takes establishes the competence of our country. a tenth of the civil and a fifth of the military Russia needs not only competition but coopera- segments of the world market. Today, it is a tion as well. Look, enjoy, admire. Nothing more dynamic international company that manufacelegant than a modern helicopter has been tures new products". invented by the human thought”, said Dmitry After the opening of the exhibition, Yury Rogozin. Slyusar, Deputy Minister of Industry and Trade, According to Dmitry Rogozin, Russia has conferred a decoration ‘Honorary Aircraft become the "strongest helicopter power in Builder of the Russian Federation’ on Cesario the world”. Deputy Prime Minister noted that Kacci and Alberto Ponti, representatives of in the recent years the country managed not AgustaWestland. only to recover its competence but significantly According to the Company, already in June strengthened it. Also, as Dmitry Rogozin said, of this year the first AW139 assembled in Rusthe Russian legislation on the use of helicopters sia will be delivered to the client who ordered in large cities requires further liberalization two machines. The second one will be shipped because "this is the only transportation option in autumn. All helicopters will be in the VIP for the police, ambulance and other rescue configuration with integrated anti-icing system and operational services to any point of the that allows to operate the machines under any city”. Therefore, according to the Deputy Prime weather conditions. Minister, it is necessary to intensify the construcAt their stand, Eurocopter presented two tion of additional helicopter landing sites. machines – a light helicopter EC-145 prepared Denis Manturov, Minister of Industry and for medical emergencies and casualty evacuTrade of the Russian Federation, noted that the ation, as well as the company’s bestseller – an number of participants was increasing every upgraded light helicopter EC-130 T2 which is year. by far the most noise-free helicopter in its class. When welcoming the participants and guests For EC-130 T2 only, the order quantities in of the exhibition, the head of Russia's Ministry 2012 exceeded 70 pcs. of Industry and Trade said, "We are witnessing The key element of the Russian exposition the creation of new projects. This is a joint projwas a joint stand of PC Rostechnologies which ect with AgustaWestland. Not only in relation included the displays of such companies as UIC to helicopters which today have already been Oboronprom OJSC, Concern of Radio-Elecconstructed and presented here. Right now the tronic Technologies (KRET) OJSC, a joint stand work is underway on a new helicopter in the of Rosoboronexport and Concern of Aviation category of 2.5 tons. I hope that in 2016 the Equipment. helicopter will be certified and the first shipIn addition to the above-mentioned Ka-226T, ments to customers will be performed. We are Mi-35M and Ansat, at their stand Russian Heliwitnessing the second birth of a helicopter Kacopters presented the layouts of all helicopters 62 created in the late 1980's-early 90's. Today, manufactured by the company at the moment.

Airshow

Before the show, the company also announced that it would resume the process of renovation of its light helicopter Mi-34. The updated machine, the dates of manufacturing of which have yet to be determined, will be manufactured at a joint Russian and Italian venture HeliVert near Moscow. A member of Oboronprom, United Engine Construction Corporation (ODK) showcased a number of new engines, including a fifthgeneration turboshaft engine VC-800V with high efficiency and low cost of production. Schwabe Holding demonstrated a survey and search system GOES-337M for for helicopters Mi-17. It provides 24-hour detection, identification, seizure and automatic tracking of ground targets. KRET enterprises presented several models of platform-free inertial navigation systems used to determine the location of planes, missiles and ships. KRET is the main manufacturer of avionics for Ka-52, one of the most advanced military helicopters in the world. Concern of Aviation Equipment presented more than 40 items of its development. In particular, RPE Respirator which is part of Concern of Aviation Equipment, presented an oxygen supply unit BKP-3-210P with a significantly reduced mass and fire extinguisher with the upgraded pyrohead with small dimensions. For the first time at the exhibition, Aviaproject presented not only a full-size layout of its newest light four-seat helicopter of coaxial configuration AP-55, but also its main gearbox. According to the company’s representatives, the production facilities of the venture are prepared to manufacture up to 60 machines per year. The planned flight range of AP-55 is 515 km, working load - 300 kg, static ceiling - 3,600 m. Traditionally, the business program of the exhibition was eventful. This year, at HeliRussia-2013, 46 different presentations, masterclasses, conferences and round tables were held. The key event was the 2d Interagency Research and Practice Conference - Air Ambulance and Medical Evacuation-2013, held on May 16-17. At the Conference, the issues related to ambulance aviation in Russia were discussed. The representatives of public executive bodies, organizations of medical professionals with experience in medical evacuation of patients using planes and helicopters,

organizations involved in the development, manufacture and certification of aviation and medical technology delivered their speeches at the Conference. In the framework of the Conference, there were the master classes "Work of an aviation medical team during evacuation of a patient for a long distance", held by the professional training centre for aviation medical teams, AllRussian Centre for Disaster Medicine Zaschita of the Ministry of Healthcare of Russia, using a helicopter Ka-226T; and “Emergency medical assistance to victims at the scene by ambulance helicopters» held by the members of Research and Practice Centre of Emergency Medical Assistance of the Healthcare Department of Moscow using a helicopter Eurocopter EC-145. The participants were very interested in signing of an agreement in the area of airworthiness and its implementation procedures between the AR IAC and the Directorate of Civil Aviation of Peru. The document facilitates the issuance of export certificates of airworthiness and makes a registration procedure of new Russian-made helicopters in the aviation register of the Republic easier and, actually, opens the Peru sky to Russian helicopters. On May 17, Russian Helicopters signed an agreement with PANH on joint work on expanding use of civil helicopters. The document provides for cooperation in the field of leading exploitation of new and modified types of the Russian helicopters in the production conditions, research of customers’ requirements appearance, technical and economic characteristics of commercial helicopters, peculiarities of their use and application in Russia and other countries of the world. The companies also intend to jointly evaluate the technological level and competitiveness of existing and prospective civilian rotary-wing aircraft, and to determine general direction of the modernization of the Russian civilian helicopter technique in accordance with the requirements of the aviation market. In addition, among the projects outlined in the agreement is the creation, manufacture and use of simulators for training of new Russian helicopters. On the first day of the exhibition, AgustaWestland helicopter distributor in Russia, the company Exclases Holdings signed a new contract on supply of five helicopters AW139 of the Russian manufacture. The machines

will be delivered in the VIP and transportation configuration. Transas Aviation CJSC of Transas Group and Jet Transfer, an official representative of the American manufacturer of helicopters Bell Helicopter, signed a cooperation agreement on installation of GLONASS / GPS into helicopters Bell-407 and Bell-429. Equipping Bell helicopters with GLONASS / GPS TSS (Transas Satellite System) receiver-indicator by Transas will be carried out in accordance with the Decree of the Government of the Russian Federation on equipping all foreign-made aircraft operating in the Russian Federation with GLONASS by January 2017. Also, a lot of attention of the exhibitors was paid to the international conference "Market of helicopters: realities and perspectives" organized by the Association of Helicopter Industry and the industry agency Aviaport. The conference considered the options of the Russian helicopter market from the perspective of consumers and producers of helicopter machinery with participation of representatives of the leading operators and manufacturers of helicopters. According to the moderator of the Conference, Executive Director of the industry agency Aviaport - Oleg Panteleyev, today Russian companies prefer to buy foreign light helicopters instead of the heavy domestic ones. Domestic machines of Mi-8/17 class are replaced with lighter machines of foreign production. In 2012, the Russian manufacturers summarily supplied 20 civilian machines to the domestic market, most of them were for public customers and federal departments. At the same time, 97 foreign machines were supplied to the Russian market last year. The biggest share belongs to the lightest helicopter Robinson-44: last year, in the domestic market of Russia 58 machines of this model were sold. "The tendency of Robinson-44 domination indicates that the cost of this machine per flight hour is the lowest” noted, in turn, Chairman of the Board of the Association of Helicopter Industry, Mikhail Kazachkov, “Customers vote with their money. Robinson-44 offers the lowest prices, it is in the lead. This is a major trend: customers seek to minimize the cost of transport services. If in the future producing of helicopters the domestic companies will increase the cost per flight hour, light single-engine helicopters will prevail”.

Airshow

Sergei Chemezov and Dmitry Rogozin at Motor Sich stand At the research and practice conference “Avionics”, discussed were the issues related to the current condition and prospects of development of onboard equipment the role of which for modern helicopters is growing steadily. Within the conference, a round table "Forecast of avionics development for advanced helicopters” was held. Moderators: Ganjgava Givi Ivlianovich, General Designer of Concern of Radio and Electronic Technologies OJSC, doctor of technical sciences, Professor, honoured worker of science of the Russian Federation, laureate of the public awards; and Makareikin Vladimir Stepanovich, Director on Innovative Development and Public Programs of Russian Helicopters JSC. The event was attended by representatives of the Government of the Russian Federation, Russian Ministry of Industry and Trade, Ministry of Economic Development of Russia, Ministry of Defense of Russia, Federal Security Service, Ministry of Internal Affairs, Ministry of Emergency Situations, Rustech PC, Russian Helicopters JSC, Concern of Radio and Electronic Technologies JSC, foreign and Russian companies in the avia and helicopter construction industry, as well as specialized mass media. The future of the world helicopter industry, as well as practice and prospects of use of composite materials, certification and safe operation of equipment categories, use of innovative materials were discussed during the round table "Use of composite materials in rotorcraft aviation A I R

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technology" organized by the technology platform “Aeronautical portability and aviation technologies", Department of Aviation Industry of the Ministry of Industry and trade of the Russian Federation and Russian Helicopters JSC. The key event was the opening of the first Russian heliport on May 17 on the roof of Crocus Expo. The joint project of Russian Helicopter Systems and Russian Helicopters has a full waiting room, area of examination and registration zone. Customers and guests can use a business center with the Internet access, a bar and a seating area. The uniqueness of the first Russian heliport lies not only in its modern equipment but also in its transport accessibility – actually, the heliport clients will be able to use all of the existing forms of transport: in the immediate vicinity of the heliport are the Moscow ring road (MKAD), Marshala Zhukova Ave. going to Novorizhskoe Shosse, Crocus-City Yacht Club, and the metro station Myakinino. The first passengers of RHS Heliport were a famous couturier Valentin Yudashkin who arrived by helicopter at the opening from his residence, and General Director of UTair Airlines Andrey Martirosov who made an official departure from the heliport. Traditionally, HeliRussia is not only the main European venue to demonstrate the helicopter machinery and equipment, it is also an interactive platform which is interesting not only to the helicopter industry professionals but to aviation

fans as well, regardless of age and other hobbies. The ceremonial event of the year for members of the helicopter community has become the annual award ceremony AVI. This year, the 68 candidates were nominated for AVI. The results were announced in the presence of the heads of major companies producing helicopters, as well as honourary member of the Association, Sergei Sikorsky, son of the legendary inventor of the helicopter, a Russian and an American aviator - Igor Sikorsky. Also, at the exhibition, the results of the sixth international photo contest for the best work on the subject “Beauty of rotary-wing machines” were summed up. In total, for the period of the competition, over 600 photos were sent, 12 winners were selected in four categories: "Helicopter-Worker”, “HelicopterSoldier”, “Helicopter-Athlete" and "Helicopter and Nature". The smallest visitors of the exhibition, in addition to being able to see helicopters, be photographed with the pilots on their background and even sit inside, also participated in the decoration of the "world" helicopter layout assembled in scale 1:3. HeliRussia team has organized the largest European event in the helicopter industry at the highest level for six years. Every year, several hundreds of exhibitors and thousands of visitors could appreciate the development of the Russian helicopter market, its prospects and trends; get acquainted with the novelties of the world helicopter industry; participate actively in the business program of the exhibition and exchange experiences with colleagues from around the world; as well as directly and without intermediaries - present their own vision of the future of the helicopter industry to producers of helicopters and helicopter equipment and relevant authorities. The exhibition has once again reinforced Russia's status as one of the strongest and fastest-developing world helicopter industries which was noted by almost all parties of HeliRussia-2013. Undoubtedly, the next exhibition will be even more attractive to its participants, and its results would benefit the helicopter engineering and progress in general. Kirile Yablochkin

Rotorcraft

ANSAT

IMPROVES

The story of Ansat is the one in which certain bold and advanced design solutions proved right, but their refinement and the absence of well-formulated airworthiness requirements have led to extensive delays devaluing big initial investments.

The Russian Helicopters is working on improvement of the Ansat lightweight multirole rotorcraft developed by the design house of the Kazan Helicopter Plant, Russian acronym KVZ. At HeliRussia 2013 expo held in Moscow 16-18 May, KNITU-KAI, the Kazan National Research Technical University said it has been allocated Rouble 162 million out of [no precise figure] funding available for the program “Development of modernized Ansat helicopter with hydra-mechanical control system. Modernization of

the Kazan Helicopter Plant manufacturing facilities for numerical production of the modernized Ansat”. The University has performed 80% of all certification trials so far done on the Ansat relating to proving tests and checks on the airframe, onboard systems and major vendor items. Today, the work relates to: extended use of composite materials in the Ansat airframe so as to reduce construction weight; improvement of reliability and extend service life; development of anti-icing system and the system improv-

ing artificial stability and handling qualities of the helicopter; improvement of Ansat’s electrical system using CALS technologies; development and introduction of automated management system for KVZ manufacturing facilities. In frame of this work, the University has already come up with proposals on reworked “fuselagedoor” attachment, refined bonnet designs employing multi-layer structures and bonnets made of composite materials. Some of those improvements were visible on the Ansat with exhibited at HeliRus-

Rotorcraft

sia’2013 – this machine had a VIP cabin configured for six travelers. The biggest obstacle to Ansat sales has been this helicopter being equipped with the completely digital KSU-A “Comprehensive Control System” (developed by ANPK Avionika) coupled with fly-bywire (FBW) flight controls - a very bold but questionable engineering solution for the rotorcraft of the given size. Although the Ansat did win type certificate from CIS civil aviation authorities ARMAK in December 2004 and had relatively easy entry-into-service in Russia and Republic of Korea, a series of technical failures culminating in the crash of a RoK forestry service –operated machine in July 2006 has eventually led to introduction of some restrictions to the type certificate – the Ansat has been forbidden to carry passengers. The latter has been partly caused by the lack of well-formulated requirements to civilian FBW rotorcraft. Meantime, KVZ keeps slow-rate output of militarized Ansat-U (suffix for “Uchebnyi” or “Training”), a customized version for the Russian air force flying school in Syzran. It features wheeled undercarriage instead of skies, a revised avionics set and MTOW boosted to 3,600kg (7,937lb). Deliveries counted five in 2012, eight in 2011, three in 2010 and six in 2009 under a framework agreement on 30 Ansat-Us. In order to overcome the civil certification difficulties, in 2012 KVZ revealed the Ansat-GMSU version with mechanical flight controls (in lieu of the KSU-A/ FBW set). Its certification was set for end2012 but is yet to be awarded. KVZ reports about having soft civilian orders to support annual production of up to 20 such machines and plans to re-engine the helicopter with Klimov VK-800V motors developing 1,000hp and strengthened gearbox for MTOW up to 4.5 tons (9,920lb). The Ansat project originates in the 1995 when KVZ launched development of a lightweight rotorcraft with MTOW of 3.3 tons (7,275lb) – the first helicopter design for the design house of its own. The latter was established on the base of KazanA I R

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Ansat in bizav configuration

based branch of the Mil Design House supporting series production of Mil designs at KVZ, but disbanded following the economic crisis in Russia after breakup of the Soviet Union. Despite the name – which in the Tartar language means “easy, simple”, the Ansat was a highly ambitions and technologically risky project through use of certain design solutions in the rotor system and completely digital “Comprehensive Control system” KSU-A coupled with FBW, digital subsystems and a glass cockpit. The Ansat was meant to successfully compete with best western designs in the given category. In the absence of suitable indigenous motor, the Ansat was from the start powered by a pair of 630-hp PW PW207K engines, making it the first case when a Russian rotorcraft to have a western motor. Maiden flight occurred in May 1997, leading to type certification by CIS civil aviation authority ARMAK seven years later. KVZ clinched several orders; first deliveries occurred to the Republic of Korea’s border guards and forestry service, followed by those to the Russian defense ministry and Federal Security Service. KVZ developed a twin seat armed reconnaissance version Ansat-RTs (suffix for Reconnaissance, Target-illuminator). It was flight-tested but did not find customers. Despite a number of technical issues encountered during initial operations (which led to restrictions to the original type cer-

tificate), the Ansats continue flying with the Russian military, who are generally happy with the rotorcraft design features and performance. They, however, report about the difficulty novice pilots experience at the controls of the classic Mi8 or Mi-24 with their cross-channel (pitch, bank, yaw) co-influence after the Ansat’s refined [simplified] handling qualities thanks to the KSU-A/FBW. At the same time, a number of intended customers refused to accept Ansats due to the operational restrictions in relation to commercial operations, and the fact that these are likely to last indefinitely in the view of the absence of well-formulated requirements to FBW rotorcraft in civil service. In order to overcome this cul-de-sac, KVZ and its patron Russian Helicopters made decision to develop the Ansat-GMSU with mechanical flight controls, while continuing their strive to make the KSU-A/ FBW set compliant and perfected. In addition to that, the original helicopter design shall undergo a series of refinements aimed to make it truly competitive in the global markets. These include a weight reduction program that shall see some airframe parts made of aluminum replaced with sleeker shaped composite panels. Besides, relatively heavy Russian wires shall be replaced by lighter western analogues. KVZ continues to lead the Ansat effort, while Mil design house helps with

Rotorcraft

MSB-2

design refinement along with KNITU-KAI. The work shall culminate in a number of complimentary certificates to the original type certification. Ukraine’s aero engine company Motor Sich demonstrated the MSB-2 medium multirole helicopter at HeliRussia 2013 exposition which took place 16-18 May in the Russian capital city of Moscow. The MSB-2 bears feasible resemblance to the Mil Mi-2, and differs in a sleeker fuselage with some of the panels made of composite materials. It has a more spacious passenger cabin “which makes it possible to improve comfort and ergonomics”, the manufacturer says. “The main passenger door is relocated to ease the embarkation/disembarkation of passengers and to facilitate lift operations using winch in the search-and-rescue version”. Instead of two ancient 400-hp GTD350s on the Mi-2, the MSB-2 relies on

Mi-2

the far more modern 464-hp AI-450M turboshafts from Motor Sich. “The use of the new engines results in a more powerful helicopter with an increase in payload capability (from 700 to 1,000 kg or 1,543 to 2,205lb), cruise (200 to 210 or 108 to 113kt) and

maximum speeds (210 to 235km/h or 113 to 127kt), and improvement in fuel efficiency by 25% (range without additional fuel tanks rises 325 to 550km or 175 to 297nm) as well as extension of the helicopter’s flight envelope for ambient temperatures and

Rotorcraft

higher altitudes, and improvement in flight performance”, the manufacturer says. There is a new gearbox and a rotor system employing a reworked main rotor now featuring “highly efficient blades made of composite materials”, able to sustain the notable increase in shaft power. The rotorcraft has maximum takeoff weight of 4tons (8,820lb), marking a 450kg (992lb) increase to the Mi2’s figure. Dial instruments are replaced with a glass cockpit on five LCDs coupled with modern navigation system. The MSB-2 is offered in a number of cabin configurations, including passenger for 7-9 travelers, cargo and combi, as well as VIP. The latter can accommodate up to five travelers. Motor Sich has developed a cabin layout featuring two individual chairs separated by a square table on one side, and three seats in line along the other side of the fuselage. A medical evacuation version can accommodate one patient lying on a stretches and up to three of medical personnel. “Appearance of this machine will help meet growing demand in helicopters from the side of governmental Today, Russia keeps strong positions in the global market for rotorcraft in a number of segments, notably super heavy helicopters (with Mi-26), attack helicopters (Mi-24/25/35/35M series, Mi-28N, Ka-50/52), deck helicopters (Ka-27/28/29/31) and their civil derivatives (Ka-32). At the same time, following termination of the Mi-2 production and so-far-unsuccessful newer designs, Russia has lost its niche in the sector of light/medium helicopters. The Ansat, together with the Kamov Ka226A/T and the Mil Mi-34 are meant to amend this situation. Despite the certification obstacles and teething problems discovered during initial operational trials, the Ansat, along with Kamov and Mil stable mates, remain “dark horse” which one day win the race. A I R

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structures and private companies, and will boost development of Ukraine’s high-tech sector of economy through expansion of manufacturing and scientific base of the helicopter industry and adjoining areas“, Motor Sich says in its statement. The MSB-2 is a part of the Ukraine’s ambitious plan to become self-sufficient in rotorcraft. Pursuing this goal, the government contracted Motor Sich to head the project on modernization of used Mi-2s and Mi-8s at the governmental repair plants in Vinnitsy and Orsha. Last year Motor Sich reported having re-built 16 Mi-2s into Mi2MSB standard with the work involving replacement of the engines and avionics, and installation of a new cabin. The MSB-2 is a next step in refining the original Mi-2. Apparently, the Ukrainians are using some of the solutions that the Mil Design House developed in the course of the slow-going Mi-2A program centering on a strengthened gearbox able to sustain the more powerful AI-450 engines. Ukraine’s market for “improved Mi2” rotorcraft is estimated at 300 for civil, and 100-160 for governmental

Mi-26 structures. Today, Ukraine’s civil register has about two hundred helicopters (while similar number was withdrawn from active service this century). The military operate 150 Soviet-era machines. For the defense ministry, Motor Sich is offering the MSB-2MO armed version able to carry up to six B8V20A unguided rocket launchers or UPK23250 23-mm two-barrel automatic gun pods on two study wings. In a more distance future, the MSB-2 shall provide a base for development of an allnew rotorcraft in the MTOW class of six tons. Vladimir Karnozov

Ka-52

Innovations

AIRBUS UNVEILS A350 AND SMART BAGGAGE On the eve of the Paris air show 2013 the European manufacturer invited over hundred and a half journalists from all over the world for two days of lectures and presentations devoted to its plans, achievements and innovations. The event culminated with the demonstration, on June 6th, of the first operable example of the A350-900 XWB and smart baggage with the logo ÂŤAirbus Bag2GoÂť. Passenger jets made in Europe have been popular round the world. Their manufacturing slots are distributed to buyers for a long duration of time. The backlog is seven years for any of the popular models. As of early June, Airbus held 4928 firm orders, including 1769 for A320ceo, 2125 A320neo, 62 A330, 613 A350 XWB and 159 A380. In January - May 2013 inclusive, the first five months of this year, the manufacturer delivered 246 new airplanes, or 20 more than the same period previous year. The plan for the entire 2013 is to make over six hundred shipments. 28

Innovations A350 ready to fly Maiden flight of the first operable A350900 XWB did not happen as expected during the Innovation Days, while so many media members were present in the Blagnac area. The journalists were told that the much expected event «will happen within a week» or, in other words, before the air show in Paris opens. A350 XWB Project test pilot Frank Chapman spoke to media members both in the conference hall and beside the airplane (although no strangers were allowed into the cockpit). The MSN001 was described as «ready for flight», and awaiting go-ahead from the civil aviation authorities to let it happen. The second airframe MSN002 was said as nearly ready and soon be joining MSN001. The flight tests program is for 2,500 flight hours to be logged on five operable airframes including two with passenger cabin installed. Certification and entry into service is expected in October-November 2014. Frank Chapman told me that, starting in January 2013, the А350 XWB flight simulator saw twenty test-pilots trying it along with a dozen of airline pilots. The latter came from airlines operating in different regions of the world (Europe, United States, Middle East, Asia-Pacific, Latin America) so as to encompass many cultures and understand at an early stage whether the airplane's handling qualities are good enough for airline pilots. Chapman said that preference was given to airline pilots with relatively moderate experience of flying Airbus types. Even without seeing the real thing in the air, a total of 34 customers have placed orders for as many as 613 A350 XWBs. The A350-900 competes with the Boeing 787-10X and 777-8X. Extended-fuselage A350-1000 is to fly in 2016. It is advertized as having fuel efficiency 25% higher than the Boeing777-300ER. The A3501000 can take payload 40 tons more than the competition. The share of composite materials in the airframe structural weight exceeds 50% compared to 25% for the A380 and 10-15% for the A320 family. Computer modeling has seen a widespread use, for a total of sixty million computer models created for the airplane's virtual tests. A I R F L E E T

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"This airplane is [no longer] a paper tiger. The operable prototype has been completed and will soon be flying; the A350-1000 will enter service in 2017", Fabrice Bregier, Airbus President and CEO, told the media. Airplanes of this family will be produced with rate of ten airframes a month, added Didier Evrand, EVP head of A350 WXB program.

A380 generated $30 billion revenue Since entering service in October 2007, the world's largest passenger jet has performed 109 thousand flights lasting 922 thousand hours and transported 40 million passengers. According to Airbus, operational A380s generated their operators revenues amounting to 30 billion US dollars. As of early June, 106 А380s were in service with nine airlines, with the backlog being 159 units. Giving these figures, Airbus people pointed out that the A380 had EIS only a year before the world's "most severe financial crisis" struck. They further said that the big airplane had its initial operations in the time of recession, in other worlds the environment far from being favorable for the new market entrants with the given size and complexity. This had an effect on sales. In the foreseeable future the A380 production will be kept at 25 units a year (planned figure for 2013) to 30. The project is expected to breakeven in 2015. Airbus lecturers reckoned that R&D and production setup costs for the Boeing Dreamliner were more than two times exceeding those for the A380. Today, operational А380s have an average seat count of 490 and fly with 80% seat-load factor. Should airlines be looking for a larger capacity, Airbus can offer them a new standard cabin seating 560 travelers. The manufacturer is considering the possibility of 11-abreast seating instead of tenabreast on today's factory standard cabin. Although this would reduce comport for economy class passengers, it level be still comparable to that on Air France standard cabin across the Boeing 777 fleet. Tom Williams, Airbus EVP Programs told the audience that introduction of a higher density cabin layout has been a tendency for Boeing airplanes. He gave one example to illustrate his statement. Although the Triple Seven was designed for nine-abreast

Fabrice Bregier

Tom Williams Frank Chapman

Innovations

Didier Evrand seating, 75% of 777s delivered so far to the airlines have ten-abreast cabins. It is interesting to observe that the Ilyushin Il-96, which was developed and introduced into service at the time of the Triple Seven, has same fuselage diameter and nine-abreast seating - something the type operators never considered too generous for economy class passengers. Engineers in Toulouse introduced a number of improvements into the initial factory standard, making it possible to increase the maximum takeoff weight (MTOW) from 560 to 575 tons. This enables the airplane to transport 525 passengers 8500 nautical miles compared to 8000 previously. Wing box has been reinforced and wing's twist

"tweaked" with changes to within "half-adegree", Tom Williams said. First airframes with all recent changes introduced will soon go to British Airways which has ordered 12 aircraft. First A380 in the livery of the UK flag carrier is on the list of exhibits for Paris air show 2013.

A330 outsells 787 "five to one" Investments into improvements on the Airbus Đ?330 family aircraft have recently been coming at the rate of Euro 150 million a year, Tom Williams stated. Work done on the airframe permits increase in the A330300 maximum takeoff weight from 235 to 242 tons. This extends the range with 300 passengers onboard from 5,700 to 6,100

nautical miles. This fills the gap between the A330-300's payload-range performance and that of the 787-9 (10). Likewise, the A330-200 has its range with 246 passengers boosted to 7,250 nm against far more newer 787-8's 7,350nm with the same payload (at 227.9t MTOW). Thanks to constant improvement since EIS in 1994, the Đ?330 continues to sell well, even after introduction of a very serious competitor in the form of the Boeing 787 Dreamliner. Monthly production rate grew from 7.5 in 2009 to ten in 2013. As of early June 2013, the type won 1246 orders of which 984 were executed. After the launch of the Dreamliner, Airbus sold eight hundred A330s, Williams said. During five recent years they added 389 more orders against 73 for the Boeing 787 (which makes 5 to 1 ratio in favor of the A330). However, in this size of aircraft, Boeing also sold 97 767300ERs and 10 777-200ERs.

Smart baggage On the sixth of June, Airbus unveiled an innovative design of the smart baggage with a logo of Bag2Go. Apparently, the idea of a computerized, sensor- and modem- equipped product came to minds of Airbus engineers after one more loss of their baggage. According to statistics quoted by Airbus, every year a total of five million bags, sacks, boxes and other pieces of baggage worth US dollar 2.6 billion get lost somewhere between the airports of departure and destination. The idea prototyped into metal and plastic (of which the demo bag is made) was

Innovations

brought before journalists by Yann Bardaux. He is the first leader of the innovation group, a new unit in the Airbus corporate structure. It will have 20-25 employees in the central office and a network of local representatives on major locations in Europe. Bardaux accepted the newly created post of chief innovation officer (CIO) four weeks before the Innovation Days event. In this capacity he reports directly to Airbus President and CEO Fabrice Bregier. "Innovation is at the heart of Airbus, it is part of our DNA and a fundamental ingredient in ensuring our long term growth and profitability. I am convinced that the new CIO function will enable us to respond to and anticipate future trends quicker for the overall benefit of our customers", Bregier said. Among the new unit's tasks is to stimulate the sixty-thousand strong team of Airbus to generate interesting ideas, collect, systemize and analyze them. Fast tract shall be given to those whose that might find a commercial application and bring revenue to the company. The group will see to prototying and technology demonstrators, and their

Yann Bardaux with Bag2Go A I R

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subsequent induction. Experts will assemble at the first session of the Innovations Board in September. Apparently, these experts will not be asked to assess the smart baggage idea and issue their verdict on the matter since the prototype already carries Airbus logo on it together with those of T-Mobile mobile network operator and Rimowa, a German marker of traveler's bags. Bag2Go is intended for airline passengers and can be a useful tool in easing baggage procedures in departure, transit and destination airports. Tracking is made easy through use of a satellite-based navigation chip. An incomplete list of other built-in equipment includes electronic scales and 2/3G modem. The RFID technology is used for identification. It might be suggested that the smart baggage items will also have a built-in processor and interfaces to plug-in various additional equipment that might be carried inside the bag. Thanks to the modern technology, location of the smart baggage items can also be monitored by the owner, and various airport, airline and security services. Targeting future users of the smart bags, T-Mobile has developed software applications for smart phones. In particular, there is Bag2Go gadget for iPhone. The software displays information on the current location of the baggage and let its owner know about its being open or searched through.

As of this time, there is no clear decision whether the smart bags be available to consumers and be sold in the shops. There is an alternative solution: the bags will be owned by airlines which will rent them to passengers for a short time use. A close look at the prototype and word exchange with Airbus people revealed that the product is too immature for series production. Many things in its design and contents are yet to be given a thorough think-over. "The bag is not yet available [to end-users]. We have to mature it before it goes on sale... but the idea is clearly able to generate much interest from the side of consumers. If we open sales now, we will be overbooked...", Yann Bardaux told journalists desperate for details on this innovative invention. Many ordinary travelers may place their order simply because they like the very idea, and in the end get something they paid for but not knowing what their new purchase can do and what cannot. It is interesting to observe that Bag2Go can make a new step in the evolution of Airbus business. Should the novelty proceeds from "a wow-effect" prototype to mass production and widespread use, this will entail an extension of Airbus activities into the consumer market. Vladimir Karnozov

Bloggers

RUSSIA IS BACK

ON JETLINER MARKET

During the past twenty years after the collapse of the Soviet Union, Russia has produced a modest number of passenger jets. Even the domestic market is now dominated by foreign manufacturers. Airplanes in service with Russian airlines carry registration of certain â&#x20AC;&#x153;bananaâ&#x20AC;? islands. Passengers are now used to the fact that routes from one regional airport inside Russia to another one are served by good looking and capacious Boeing or Airbus aircraft. But this service is quite often via Moscow, where the passengers need to change planes. Every flight on an aged Ilyushin or Tupolev is a stress to these passengers. Indigenous airplanes are often old: the aviation industry of the big country produced new civil and cargo planes at a rate of some ten units annually. And those ten airplanes came off production lines of several gigantic plants. Because of the low productivity, these plants were often covered in the dust of laziness, clever hands and banal indifference, supported by regular injections from the government on feed-

ing big teams of these plants â&#x20AC;&#x201C; big on paper only. Design houses, as though in agreement, launched activities not related to their core business. At the same time, they began selling real estate in Moscow inherited from the Soviet times, benefiting from the inflated

property and land prices in the city. Sukhoi design house is one of the very few that managed without this humiliating novelty. The team continued to work in their premises within the Sokol region of Moscow city. Before the age of 27, I lived in the city Aeroflot SSJ100 cabin

Bloggers

MSN 95032

of Khabarovsk, watching closely activities of KnAAPO, the Komsomolsk-upon-Amur Aviation Industrial Organization named after Yuri Gagarin, where most of Sukhoibrand warplanes were produced. As time went, the production output gradually decreased. In the 1990s the Russian defense ministry did not have enough funds even for keeping their in-service aircraft combat ready. There were no talks about purchasing new equipment. The government invented various schemes and projects that would one way or another keep the industry alive. Then, a portion of the fresh air came in the form of export orders. In the early years of the new century, some governmental funding became available for an increase in national defense orders. But here came another problem. While we were fighting for survival, the modern war concept changed dramatically. The need in a massive fleet of piloted airplanes crewed by specially qualified humans has gone. Missiles of various types and firing ranges, unmanned air vehicles and spacecraft can do the job with much higher efficiency, and without risking pilots’ lives – and their lives are very precious, literally. Once that change takes effect, production runs of fighter jets will never be counted by thousands. Sukhoi had few options. Either die slowly or find a new A I R

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PowerJet SaM.146 niche. The latter meant the company needs to expand into the civilian aviation sphere. To be successful the Sukhoi Superjet 100 project needed good partners - not merely partners, but those who have massed experience how to survive in adverse weather conditions and how to solve tasks in the interests of the nation. People such as those live in Eastern Siberia and are employed by Yakutia Airlines. Those are the people who know how to keep operational some mod-

ern high-tech aviation equipment in extraordinary situations. Yakutia Airlines has taken delivery of two Sukhoi Superjet 100 aircraft. Now, they fly revenue services from Yakutsk to Khabarovsk, Novosibirsk and Harbin. Together with blogger colleagues and journalists I flew one of those airplanes recently, on the Khabarovsk-Yakutsk round trip. I also witnessed this airplane being prepared for proof-route mission to Harbin. In the conditions of northern latitudes (up

Bloggers

Superjet in Aeroflot livery to 78 degrees) and ambient air temperatures dropping to almost minus 60 degree Celsius, the airline’s ground crews did their job well, without grumbling. Flight tests had been done in same conditions, to check for proper functioning of the avionics, notably the inertial navigation system and the satellite-aided navigation with help of GPS and GLONASS. Airplane: what is this? For some people this is an air vehicle in which to travel. Like a car, yet a lot faster. It is so fast that one with an airline ticket can arrive on the other end of the planet within few hours. For some other people the airplane is also their passion, an object of esthetics and perfection. Amateur photographers who like picturing airliners in the airport often hear from security agents on guard: “that’s a strategic object”. You can be certain: there are very few people absolutely indifferent to aviation. For me the airplane is a source of impression. Regardless of what one dreams of, the most important thing in his life is about impressions. It is about getting to know other countries and

cultures, breathing in the Atlantic breeze and watching sunset at Bali, running for happiness and enjoying company of the beloved person. You may lead any way of life, be a romantic person or a pragmatic, jobless or billionaire, but everything you do, you do for impression. It still a puzzle to me how pieces of metal taken from inside the Earth, lose their cumbersome looks and turn into an elegant, flyable design. The design that is quintessence of human genius. Even though I saw with my own eyes how a winged machine is born, I am still puzzled… and I am happy about it. Not long ago we attended the rollout ceremony. Now, a whole bevy of birds are getting alive in the KnAAPO workshops: airplanes for Gazpromavia, LAO Airlines, Interjet, Sky Aviation, Aeroflot… Life is boiling here, and there is a very tasty smell there, the smell of newly painted jetliners. They will unfold their wings soon... Before allocating budgetary funds for reanimation of the local aircraft manufacturing, the government consolidated various airframers under a single roof by establish-

ing the United Aircraft Corporation (UAC). The government has united independent and often competing enterprises into large mergers specialized in airplanes, helicopters and engines. Russia has once again had a chance to take a prominent place in the global aviation market together with Boeing and Airbus. Sukhoi Superjet 100 is the first project meant to bring Russia back to the league of aircraft-manufacturing nations. I am not talking about airplanes as such. This is a strategic project, whose materialization has led to reappearance of equipment and cadre for a fully-fledged system of aircraft, engine and component development, manufacture and certification by European standards. This is something not present in the Ukraine, which was, historically, a second center of the Soviet aircraft design and manufacturing. They also have a project, the Antonov-148. A direct competitor to the Superjet made using the Soviet experience and legacy items. Funds for series production and perfecting the design were available only in Russia; the Ukraine could not have managed it alone.

Bloggers

This is why the Ukrainians did all they could to place this burden on us, Russians. For the sake of keeping friendship and good neighbor relations, as well as to keep the aviation plant in Ulianovsk alive (and not letting it die from absence of orders), a hard decision was made to produce a batch of An-148 airplanes in Russia. Afterwards, we bought them for ourselves, sending 70% of the respective funding to the Ukraine. Sometimes politics contradicts with economics. Finally, everybody understood: this airplane gives nothing to us. Outdated, it dries up our industry, depriving it of resources, eating them out together with market prospects. Thanks God, the jump out of it has been made, and the production of the product from which are unable to gain has been curtailed. At the same time, we saved our plants by launching (instead) into production a new version of the Il-476 freighter. United Aircraft Corporation, Sukhoi Civil Aircraft Company, United Engine Corporation, NPO Saturn and its joint venture with Snecma, PowerJet, are no longer listed among corrupted structures invented to channelize public funds. Now these are viewed as companies that have attained international level and proved able to produce competitive products – aircraft and engines – in sufficient numbers. A regional aircraft as of this time, but this is only a starting point for materialization of more ambitious plans. The production run is already about second dozen copies, and those

already in service transport passengers daily, making profit for their owners. Series production is established; current production rate is one aircraft per month. It will soon be increased two-three fold. Orders are sufficient for three to four years. Their number will increase as the airplanes are delivered to airline customers and prove their worth in service. On the wave made by the Superjet team, and using the infrastructure they have created, a new airplane project is being pursued, the UAC/Irkut MC-21. This is a replacement to the ageing Tupolev-204. There is no need to argue in favor of using best vendor items available worldwide, not only those available from local makers and those in the Ukraine. Busily shaping the wings and the fuselages, UAC had for about five years been ignoring the fact that a couple of central TV reports with Putin wearing pilot’s helmet year on year is not a sufficient information background to support the aviation project of the national scale. In the routine of economic tasks and accomplishments present in every business, advertising, PR and news were often moved to the third level of importance. There was a complete lull on the subject in the social networks and blogs. As a result, the empty space in the global information field has been occupied by certain masters of the pen, battalions of those paid by competitors both inside and out of the country. UAC has recently come to its senses; it has

become more open and talkative. The corporation began encouraging its employees to share trustworthy information with bloggers. Leaders of the company and of its industrial partners have begun speaking to cameramen clearly, without using Soviet-style cliches. On February 28, 2013, the Sukhoi Superjet 100 registration RA-89011 in the Yakutia livery flew from Yakutsk in Russia to Harbin in China for the first time. The inbound service was flown with 59 passengers onboard, while the outbound went with a full cabin. Flight time was 2.5 hours. There had been a long-living rumor that the engine for the Russian-made SSJ100 is imported. In fact, the engine was designed and assembled by us in cooperation with the French partners. Two-thirds of the engine is produced in Russia. Officially, the SSJ100 had entry-intoservice in April 2011. As of February 2013, deliverable examples of the Sukhoi Superjet 100 have been in airline service for one year and ten months. In February 2012 the European agency for aviation safety (EASA) issued type certificate for the Sukhoi Superjet 100 (model RRJ-95B). This document provides evidence that the Sukhoi Civil Aircraft Company demonstrated compliance of the SSJ100 to the current EASA airworthiness requirements and ecological standards. This EASA certificate permits commercial operations on the SSJ100 (RRJ-95B) airplanes to European airlines and airlines in those countries that accept EASA certificates and standards. The Sukhoi Superjet 100 is the first Russian passenger jetliner certified to have been certified to CS-25 airworthiness requirements set by EASA. Source: http://freekaliningrad.ru/livefly_articles/ 2012 © freekaliningrad.ru. This text was translated by A4 Publishing House under agreement with UAC. The original Russian text was prepared by Alexander Klimenok.

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Innovations

ACCEPTANCE TRIALS FOR

IL-76MD-90A Ilyushin and Russian defense ministry have commenced “joint flight test and certification” program on the Il-76MD90A four-engine air lifter, with the first flight in frame of that program taking place on 18 March 2013, using the first operable airframe that took to the air for the first time in September 2012. In early February this airplane was ferried from the Aviastar manufacturing plant in Ulianovsk where it was built to LII, Gromov’s Flight Test and Research Institute, in Zhukovsky near Moscow. To enable the joint program to start, Ilyushin installed additional testing equipment, checked for flaws in onboard systems and conducted testing for integrity and frequency compliancy on the avionics and electrical systems. The first phase of the joint program calls for 22 test missions. Speaking to media earlier this month, Ilyushin general director Victor Livanov, who also holds the post of general designer for Russian air force air lifters, said that the advent of the Il-76MD-90A “means restoration of our in-country skills to design and manufacture air lifters. This was something we lost after the Soviet Union had collapsed, since the Il-76 was in production

in Uzbekistan… While Antonov is now a Ukrainian company, and none of their air lifter designs is in series production right now. In plain words, we had to start from a zero point in 2006, when we recommended re-launching into production a redeveloped Il-76, the initiative supported by the Russian government in December 2006. Aviastar was ordered to undertake production”. Livanov further said that in 2006 Aviastar had only ten computers, and Ilyushin design house with workforce of 2,600 only a little more. In addition to purchase and mastering of the computer aided design technologies, Aviastar has restored 500 machine tools and modernized them with new re-programmable units in frame of the Il-76MD-90A effort. Redevelopment of the Il-76 commenced in earnest in 2008, with simultaneous digitizing of the old drawings. The new wing was modeled from that of the Il-96 and now features very long structural members, lower weight and higher lifetime. “About 70% of the original onboard systems were replaced by new ones”, Livanov said, adding that only hydraulics largely remained unchanged. Almost all vendor items for the Il-76 were

out of production and have been replaced with newer analogues available in the market. Lamps gave way to LED lights throughout the airplane. The Il-76MD-90A received a new avionics set and a digital flight control system. “In the end, we have redeveloped the whole airplane”, Livanov insisted. “Any new airplane requires 6-8 years to be developed, and certain western jets actually required 10-12 years due to extensive use of brand-new technologies whose mastering requires more time”. Livanov insisted that Aviastar is on track to hand over the Russian air force a first pair of deliverable aircraft as planned in 2014 under the contract for 39 Il-76MD-90As worth Rouble 140 billion placed in October last year. Aviastar shall gradually gear up production rate until it reaches 20 aircraft annually. The Russian air force operates nearly a hundred of Il-76s, and various special mission aircraft on its platform raise the number by over fifty. “We will need to replace them all at some point in time, some will be withdrawn by 2020, while the remaining ones will undergo modernization for 15-20-year lifetime extension”, Livanov said. “There

Success story is rule in aviation. If the airframe is good, make the longest possible use of it, and you can change engine and systems”, he added. The Il-76MD-90A is made capable of carrying and air dropping the BDM-4 infantry fighting vehicle, a newly developed replacement to lighter and more compact BMD-3 now equipping the Russian paratrooper units. The baseline four-engine quad had its maiden flight in 1971 and entry-into-service three years later. It was built in nearly a thousand copies. Among other nations, the type continues in service with the Russian air force (over 250 examples including special versions), Indian air force (16 Il-76MD air lifters, 6 Il-78MKI tankers and three AI flying radars), Pakistan (four Il-78 tankers acquired from Ukraine after overhaul) and China (about fifteen aircraft) as well as Algeria. Presumably, by placing the large order for the Il-76MD-90A, Moscow meant to convey a signal to potential customers in China and India. These countries already operate a number of “classic” Il-76 quads on which the Il-76MD-90A design is based. Beijing and New Delhi

Russian air force Il-76MD have long been targeted as primary foreign buyers of the newer airlifter able to transport a 114,500-lb payload over a range of 2,700 nm. The launch order for the Il-76MD-90A was placed on 3 October, when Vladimir Putin visited Aviastar-SP plant in Ulianovsk. After witnessing a demonstration flight by the type’s first operable prototype, the Russian president said that the Rouble 140 billion ($4.5 billion) contract [or $115 million per aircraft] is expected to be followed

by foreign sales. He especially mentioned China as a potential client for the renewed Il-76. “Some six years ago we were talking to our partners in the Asian countries, including the People’s Republic of China. They were ready to buy form us some 50 airplanes. I am sure this new airplane will be in demand both in Russia and our potential partners abroad”, Putin said. Vladimir Karnozov

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CHOICE OF BRAZILIAN

AIR FORCE: GRIPEN VS RAFALE

Brazil – the world’s fifth largest country, both by geographical area and by population (over 201 million people as of 2010) traditionally provides a peaceful foreign policy playing an important and key role in the system of collective security and economic cooperation of South America. Defense expenditures of Brazil amount to approximately 1.1% of country’s GDP. Historically, Brazilian Air Force was focused on fighting with not only external but also internal threats. As a matter of such experience, the fleet of Brazilian Air Force mainly formed of aircrafts tasked to control the vast sparsely populated areas of this country and to operate in limited intensity combat actions, such as antiterrorist and police operations. At the same time, Brazilian Air Force is equipped with 46 Northrop F-5E/ F-5F Tiger

II fighter-bombers produced in 1970s and 10 relatively new Dassault Mirage 2000 fighterinterceptors produced in 1980s that allow fighting with external enemy equipped with upto-date aircrafts and air defense armament. Of course, for country with a total area of 8,514,876 km² oriented to become a regional and world leader, the above mentioned force is not enough for today. It seems, that Brazilian leadership realizes the imbalance between economic, culture and political status of their country and real capabilities of national armed forces (first of all, the most dynamic army branches – Air Force), yielding not only to the major world powers, but also a number of less significant regional States. It will be wrong to ignore the fact, that increase of country’s status makes its interests more global

and this, in turn, changes the nature of its external threats, which are becoming more diverse and unpredictable. Upgrading of the existing fleet of fighter aviation, performing by Brazil at present time, obviously, is only a temporary measure allowing partial reduce of problem for a short period of time. Therefore, the Brazilian Ministry of Defense is intended to conduct a more radical upgrading of its fighter aviation through re-equipment with aircraft of new generation, designated as F-X2 program. It is planned to purchase within the frames of this program 36 multi-purpose 4+ generation aircraft. The first aircraft must be delivered to national Air Force in 2015. Moreover, it is expected that Brazil will increase a number of ordered aircraft up to 120.

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The aircraft type should be selected through procedure of international tender, where the main participants will be – Dassault Rafale (France), Boeing F/А-18E/F Super Hornet (USA) and Saab JAS 39 Gripen NG (Sweden) aircrafts. In 2009, the ex-President of Brazil Luiz Inasio Lulada Silva announced that Rafale aircraft will be selected for F-X2 program. However, this decision was later reconsidered as it was adopted without performance of required procedures. In January 2011, the country's new President Dilma Vana Rousseff announced that the results of the tender were postponed to a later date due to financial reasons. At the same time, Brazilians decided to leave the list of tender participants unchanged. We have to say that initially, according to opinion of international expert’s community, the leader of Brazilian tender was Dassault Rafale, however nowadays, taking into account new economic realities, they give preferencies to Swedish Gripen NG aircraft. Both competing fighters are maneuverable aircrafts with moderate supersonic speed of 1.8-2.0 Мach. Fighters were constructed approximately at the same time. So, Rafale performed its first flight in 1986 and entered the service in 2004. As for Gripen, the period of its construction was shorter – from 1988 to 1997. Both aircrafts were designed in close technological level – generation 4+ and have a similar airplane configuration, so called “tailless” configuration with pressurized instrument section.

has also low operating costs. In 2012, Saab Company announced that the cost of one flight hour on Gripen aircraft was only $4,700. In comparison with Gripen, the cost of one flight hour on US F-16 was $7,000 and on other western fighters 4/4+ generation including Rafale was more expensive. However, we have to say that Gripen of new generation – Gripen NG (Next Generation), which, in fact, is a matter of Brazilian interest, currently does not yet exist. It is only planned to construct such an aircraft. Available today, Gripen NG aircraft, displayed at international aviation shows can be considered, in spite of the optimism of the Swedes, only as a technology demonstrator which has to grow from prototype to serial fighter. According to the statement made by Swedish Minister of Defense Karin Enstroem, Ministry of Defense is going to purchase 60 Saab JAS 39 Gripen upgraded fighters – Gripen NG. It is expected that construction of the serial aircraft configuration technological project will begin in 2013 and the first aircraft of this type will enter the service of Royal Air Force in the second quarter, 2018 after overall tests. The full combat readiness of the aircraft will be achieved by 2023. It is also planned that all 60 fighters will be finally delivered by 2027. According to the previous statements in December 11, 2012, Parliament of Sweden by

a majority vote approved a purchase plan for 40-60 Gripen NG type fighters. Besides that, the total budget of the program cost is 90 billion Swedish crones (about $14 billion). The said sum also included operation and maintenance expenditures for Gripen NG aircraft for the period up to 2042. In turn, members of Swedish parliament have set a condition for the government to gain export orders for not less than 20 Gripen type aircraft by 2014. Otherwise, the Gripen NG program may be blocked. The only country capable to execute a contract for JAS 39 fighters purchase by designated date is Switzerland. Thus, the appearance of Gripen NG (including in Swedish Air Force) and, probably, the future face of Brazilian Air Force will depend on final decision of Switzerland. The incoming contract with Switzerland includes purchase of 22 Gripen NG fighters. These aircrafts may cost EUR1.82 billion that is 44% less than the initial calculations made by Saab Company. In January 20, 2013 Federal Council of Switzerland sent the Government an official proposal to buy 22 JAS 39 NG fighters within the frameworks of Arms program-2012. It is expected that new aircrafts must replace US F-5E Tiger II fighters of the second generation in Switzerland Air Force. These jets together with 33 Boeing F/A-18С/D Hornet will provide air defense system of Switzerland.

Saab JAS 39 Gripen E/F Single-engine and single-seat JAS 39 Gripen is a light fighter. The same design have such foreign aircrafts as Chengdu FC-1 Xiaolong light multi-purpose fighter (China), HAL Tejas LCA (India) and KAIА-50 (South Korea) aircrafts. It is well-known that the cost of the aircrafts belonging to the same generation is directly proportional to its weight. Therefore, the small Swedish fighter has a very important advantage – reasonable price. Weight of empty serial Gripen С fighter is 6800 kg and its maximum take-off weight is 14 000 kg. The estimate cost of Brazilian contract for 36 JAS 39 aircrafts is $6.0 billion. The cost of the similar contract for F/А-18E/F Super Hornet fighters will be $7.7 billion, and for Rafale fighters will be more expensive. The small aircraft A I R

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Swiss Minister of Defense considers Gripen E – serial aircraft designed on the platform of Gripen NG prototype, meets all air force requirements most of all and is more preferred comparing to other contenders such as Rafale and EF2000, especially concerning financial conditions. While waiting for JAS 39 NG to be delivered, the Swiss government is considering a possibility to lease (beginning from 2016) 8 JAS 39 NG jets and three twin-seat operational trainer planes JAS 39D belonging to Swedish Air Force. It confirms the fact that appearance of serial JAS 39E aircraft is not expected in the nearest future. In the beginning of 2012, the Swedish Air Force was totally armed with 134 JAS 39 Gripen A/B including 50 JAS 39A, 13 JAS 39B, 60 JAS 39C and 11 JAS 39D fighters. The total number of manufactured aircrafts of this type was 264. It is worthy of note that with regard to orders distribution between single-seat and twin-seat fighters, the Swedish Air Force officers said in November, 2012 that development and production of twin-seat jets Gripen F would be economically feasible if the minimal number of single-seat jets Gripen E to be ordered was 60 units. Speaking in London conference Swedish Air Force lieutenant-colonel Rickard Jester Nystrom said that production of Gripen F was obstructed by the necessity of additional funding to design a rear seat station, as well as additional expenses for personnel if a twin-seat operational aircraft has been put into service.

In spite of all difficulties, Saab Company looks forward to its project. In September, 2012 Saab stated that within the next 10 years it was planning to sell approximately 300 JAS 39 Gripen NG type fighters. According to Eddy de la Motte, Saab representative, if the planned volumes of export contracts will be successful, then the company share in global market may reach 10%. Thus, Saab is planning to make Gripen NG a world leader among light-weight multi-purpose single engine fighters. De la Motte also said that the company was looking forward to create a ship-based modification of Gripen fighter which would be oriented for export exclusively, as Sweden has no its own air-craft carriers. When talking about main technical differences between Gripen C/D and Gripen E/F fighters, we have to mention about the test aircraft for demonstration flights Gripen Demo. According to De la Motte, a total number of flight hours of this demo fighter within the last 18 months – by the end of 2012, reached 150 hours including flights in India and Great Britain. We have to say that Saab Company began to research the technical configuration of the Gripen perspective modifications in the beginning of the 21st century. In June, 2005 the company decided to upgrade the twin-seat serial JAS 39В operational trainer into Gripen Demo demonstration flight aircraft designed to research the perspective technological designs that can be used not only on existing types of the aircraft, but also on Gripen NG fighter.

Meanwhile, the Saab specialists believe that Gripen NG fighter combat capabilities will approach the characteristics of US Lockheed Martin F-35А Lightning II generation 5 aircraft with a much lower purchase and operational costs. On May 27, 2008 the first demonstration flight was performed at Saab test airfield in Linköping. In comparison with serial aircraft, for design of demo fighter were used almost 3 500 of new parts, units and systems. Volvo Aero RM12 differential phase turbojet engine (General Electric F404 engine type with 8 220 kg(f) thrust power) was replaced by General Electric F414G engine with 20% increased thrust power (the same differential phase turbojet engines have US F/A-18E/F fighters 4+ generation). It was expected that new engine allowed the aircraft to perform cruising flight at a speed of 1.1 Mach. Integral tank capacity of Gripen Demo was increased by 40% due to use of wing root space. It allowed increase the ferry range without in-flight refueling up to 2 200 km. As a result of such upgrading, the maximum take off weight of Gripen Demo aircraft increased up to 16 000 kg (for example, JAS 39C/D take off weight is 14 000 kg). The fuselage nose section was oversized in order to equip the aircraft with perspective onboard phased-array radar. The central section of fuselage was also widened in order to install F414G engine, as well as air intake section was oversized due to increased airflow of new engine. Landing gears were strengthened that allowed loading with two GBU-10 guided aviation bombs with caliber of 907 kg mounted on belly external load system. At the international air show in Farnborough (UK) held on July, 2012 for the first time was demonstrated Gripen fighter prototype equipped with Selex Galileo ES-05 Raven radar with Active Electronically Scanned Array – AESA antenna. AESA antenna has mechanical adjusting system that provides the scanning angle in azimuth +/-100 degrees. The scanning angles of other on-board phased-array radars are +/-60-70 degrees, except Russian Н035 Irbis radar with electronic scanning and mechanical adjusting system of phased antenna, installed on Su-35 aircraft, which scanning angle is +/-120 degrees. The new Swedish radar was installed on JAS 39 «39-7» flying laboratory at Saab plant in

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Linköping on June 16, 2012. It should become the platform for weapons control system of Gripen E/F aircraft. The flight tests of JAS 39 «39-7» with AESA were supposed to start in September, 2012. It was supposed also that Swiss pilots will take part in these tests. In addition to on-board radar with AESA, all innovative technologies related to airframe construction demonstrated on Gripen Demo should be realized on serial Gripen E/F jet. Besides that, the following technologies should be realized on upgraded fighter: - the new data-control field of cockpit with full-color LCD display; - Selex Skyward-G infrared-censored guidance system; - the laser homing and warning system; - MAWS advanced missile approaching warning system developed by South African and Swedish Saab Astronix Company located in Republic of South Africa. It was designed on the platform of MAW-300 system used also on Russian Su-30МКМ fighters currently delivering to Malaysian Air Force; - the advanced communication complex; - the updated complex of air-launched weapons. Among the new features of Gripen E/F aircraft avionics aimed to provide flight safety – implementation of low level flights. For this purpose, the aircraft should be equipped with Ground Collision Avoidance System – GCAS, Automatic Collision Avoidance System – ACAS and terrain avoidance system getting data from on-board radar. Furthermore, Gripen should be equipped with advanced dual-band missile approaching warning system operating in IR and UV ranges. All abovementioned innovations were tested or will be tested by JAS 39 «39-7» flying laboratory. In 2013 Saab plans to begin integrating Selex Galileo ES-05 radar station with AESA type antenna, with MBDA Meteor extended range (110 km) advanced missile. It is expected that Gripen E/F will be equipped with this guided missile by the beginning of 2014. Besides that, Gripen E/F should be equipped with AIM-120С and MICA air-to-air medium range guided missiles, IRIS-T air-to-air short range guided missiles, munitions dispenser with semi-active laser guidance, RBS-15 anti-ship missiles and so on. A I R

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But the main advantage of JAS 39 aircraft over the other fighters 4/4+ generation are its take-off and landing characteristics. Initially it was developed for operation in field conditions at runways with length of 800 m and width up to 15 m (for example, undamaged highway sections). If we talk about characteristics of Gripen E/F fighter, today we can do it hypothetically, but even now it is obvious that there will be only insignificant differences from the characteristics of Gripen Demo jet. Moreover, in contrast to the French Rafale fighter, Gripen has excellent, if we can say so, “export history” due to successfully and actively advancing to the world markets of aircraft equipment. So, Republic of South Africa signed a contract in 1999 for 26 Gripen С/D aircraft delivery. Currently, Air Force of this country is equipped with 10 Gripen С and 8 Gripen D fighters. It is expected that 9 Gripen D will be delivered in the nearest future. Thailand also announced about its intentions to purchase 12 Gripen type aircrafts. The total number of required aircrafts for Thailand is about 40 fighters of this type. De la Motte hopes, that alongside with Thailand another countries of the Asia-Pacific region, such as Malaysia, Philippines and Indonesia will become buyers of Gripen aircrafts and, probably, Vietnam will display its interest to Swedish fighter in the nearest future. 12 JAS 39С fighters and 2 JAS 39D operational trainers are in service of Hungarian Air Force (were leased from Sweden). Currently, Saab Company negotiates with the Czech Republic which took a principal decision in

2012 on extension of the leasing term for its Gripen aircrafts after 2015. Today this country has 12 JAS 39С fighters and 2 JAS 39D operational trainers. Another ongoing question is aircraft sales to Bulgaria, Rumania, Slovakia and Croatia. Besides that, company considers a possibility of Gripen E/F promotion in Denmark and the Netherlands, although both countries participate in F-35 program. At Farnborough air show representatives of Saab Company and Republic of South Africa announced about their decision to establish the international training centre for combat employment of JAS 39 type fighters – Gripen Fighter Weapons School (GFWS) at Overberg airbase of South African Air Force. The pilots training should be focused on operation of Gripen E/F type perspective multi-purpose aircraft. It will combine the program of training flights with in-depth theoretical classes. The first part of pilot-trainee (from six to seven persons) should visit the centre already in October, 2013. According to Magnus Levis-Ollson, the head of Saab Company Office in Republic of South Africa, who previously worked as a test-pilot in this company, two-months training course will be changed annually. However, it will not be the same like US Red flag training courses, where simultaneously up to 20 scenarios can be exercised. This program will focus on one key element of combat employment - low-altitude reconnaissance, use of gun or, for example, long range air strikes. GEWS must train two groups of trainees annually and the number of each group will be from six to twenty pilots. South Africa, which Air Force, as already mentioned, is already equipped with Gripen

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type aircrafts, was selected as location for this center due to climatic peculiarities of the country providing excellent conditions for year-round training of pilots. At the same time, the use of electronic warfare, as well as use of South African army units equipped with ADMS in educational process can be wider than in Europe. Simulators, training classes, accommodation and other infrastructure must be deployed on the territory of this centre. The GEWS will be close to South African normally operating air base. The centre is to be established by Saab Company in cooperation with South African aviation industry. Currently, JAS 39 training courses are conducted at Ronneby airbase in Sweden. Pilots from Sweden, the Czech Republic, Hungary and Republic of South Africa are trained there. There are also observers from Thailand. Twin-seat Gripen aircrafts are used by British Empire Test Pilot School since 1999 for pilots and test engineers training. All flights are performing at Linköping test airbase of Saab Company under control of Swedish Air Force. Frederick Gustafson, the head of Saab Regional Office in South America, stated that victory of Gripen E/F in Brazilian tender will open new market perspectives for this fighter including other Latin-American countries. As he said, certain shifts in this direction can be expected over the next five years.

Dassault Rafale The main rival of the Gripen E/F aircraft on Brazilian market – fighter Dassault Rafale is one of the most frequently discussed by the world media combat aircraft of the last decades. As

Gripen, it was designed contrary to popular belief, that the single European country, even with title of “great country”, already unable to develop and produce its own up-to-date combat aviation complex. Prototype aircraft performed its first flight on July 4, 1986, and in 2004-2006, the fighters of this type entered into service of the French Navy (Rafale M) and French Air Force (Rafale C/D). As of September 2012, the French armed forces were equipped with 111 aircrafts including 31 ship-based Rafale M. At the same time, we have to mention that Gripen fleet in the Swedish Air Force has 134 units. Meanwhile, contrary to the expectations of the French, the promotion of this fighter on the international aviation market for a long time was not successful. Such a situation gave grounds to the Minister of Defense of France Gérard Longuet to declare in December 2011, that production of this aircraft will be completely shut down after the Dessault Company perform its duties on paid by French Ministry of Defense order for delivery of 180 fighters, in case if the company will not receive any foreign order for Rafale aircraft. However, on January 31, 2012 the government of India announced that Rafale won the tender for Medium Multi-role Combat Aircraft (MMRCA), which provides the supply of Indian Air Force by 126 multi-purpose fighters. Thus, India became the first country, excluding France itself, which decided to purchase Rafale aircraft. However, while France was announced as a winner of MMRCA tender, where its rival was another European fighter – Eurofighter EF2000 Typhoon, contract with Dassault Company for the aircraft delivery is still

not signed due to a number of reasons. Therefore, the real perspectives of this contract are in doubt. Another potential buyer of Rafale fighter are the United Arab Emirates with total number of required aircraft – 60 fighters. On September, 2012 the first serial Rafale fighter equipped with AESA Tales RBE2 installed on-board radar performed its first flight at Dassault factory airfield in Mérignac. Fighter designed for French Armed Forces is related to new F3 aircraft batch. The first serial on-board radar with RBE2 AESA installed on Rafale fighter was designed by Tales Company and delivered to Dassault factory in Mérignac in February, 2012. Previously Tales Company designed 3 prototypes of RBE2 AESA stations used for flight tests on flying laboratories, which were created on the platform of Dassault Mystere XX and Dassault Mirage 2000В aircrafts, as well as on Rafale М fighter designed for new radar tests. The main advantage of this radar is increased by 50% air target acquisition range, which allows the Rafale F3К fighter use without limits its advanced MBDA Meteor missile with increased range and equipped with air ducted engine. Maximum range of action of this guided missile is 110 km. At the same time, maximum diameter of Rafale radio-transparent nose dome section (550 mm), on experts opinion, proved insufficient to correspond the target acquisition range capabilities of such aircrafts equipped with AESA as F-15, F/A-18E/F or EF2000, even with use of AESA (160–190 km with 3 m² radar cross section). However, similar size has a radar compartment of JAS 39 aircraft. Therefore, we can suppose that the mutual target acquisition

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range of compared fighters is approximately equivalent and is 120-140 km (minimum radar cross section at heading surface, according to some open sources, is 2-3 m2). The avionics of Rafale F3В also includes MBDA DDM-NG infrared-censored missile approaching warning system that provides spherical monitoring of situation (the flight tests of DDM-NG on flying laboratory started in 2010) and upgraded Tales/Sagem OSF-IT optical-electronic forward in-flight view system. Lack of information does not allow comparing the capabilities of the French optical-electronic complex with Selex Skyward-G system, which is to be installed on upgraded JAS 39. Besides that, upgrading of Damocles target acquisition pod-system of Rafale aircraft is continuing. According to representatives of Talec Company, the upgraded version of this system – Damocles XF is the best one all over the world. Maintaining the weight and size characteristics of its previous version with weight of 280 kg, Damocles XF has improved performance at small and medium ranges, as well as maintained previous characteristics at long ranges. At the same time, the system has a new feature – it is capable to transmit the received images of a target to other air or ground stations.

The data system installed on Rafale Block F3 is tasked to provide a spherical situational awareness. Use of on-board radar with AESA type antenna for automatic flights at low levels, according to French representatives, allow the upgraded fighter to perform its flights above flat ground surface at a speed of 1 000 km/h and altitude up to 20 m. It should be noted also, that initially in 1999, the minimum altitude of flight for Rafale was only 150 m. While on-board system was upgraded, the altitude was decreased to 90 m above ground level and 30 m above sea level in 2002. Currently, the company specialists are tasked to decrease the above mentioned characteristics to 30 and 15 m. Rafale continues to evolve as an aircraft platform. The М88-Есо (М88-3) engines with thrust power of 9 000 kg(f), decision on full-scale development of which was made in 2009, should provide the improved thrust/ weight rate of the aircraft (at normal take-off weight equal to 1.09-1.10 vs the upgraded 0.97) and, consequently, improved characteristics of fighter which, according to representatives of the Dassault Company, “…able to meet all the requirements of potential customers”. The use of engines with increased thrust power rate will allow increasing the maximum take-off

Rafale and Gripen NG main characteristics Type of aircraft

Rafale

Gripen NG

Wingspan (m)

10.80

8.40

Length of aircraft (m)

15.27

14.10 (sem tubo pitot)

Height of aircraft (m)

5.34

4.50

Wing area (m²)

45.70

25.50

Weight of empty aircraft (kg)

10460

7100

Standard take-off weight (kg)

16500

11200

Maximum take-off weight (kg)

24500

16000

Internal tanks fuel capacity (kg)

4700

3300

External tanks fuel capacity (kg)

7500

6000

Operational load (kg)

6000

Maximum speed (Mach)

2.0

1.8

Low altitude maximum speed (km/h)

1390

1320

Rate of climb (m/sec)

305

Service ceiling (m)

17000

Operational range without external tanks (km)

2100

2200

Ferry range with external tanks – 6 600 liters (km)

3700

4070

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weight of the fighter up to 27 000 kg that, in turn, should increase the amount of weapons on board aircraft and to increase its operational range due to mounting fuel tanks. If we compare characteristics of Rafale and Gripen NG, we can conclude that thrust/weight rate characteristics of French fighter in its current configuration is better than on Sweden fighter – 0.97 vs 0.89 (if minimum take-off weight), but wing loading characteristic is worse – 390 vs 360 kg(f)/m2. However, these differences are not so significant to affect an advantage of a fighter in maneuverable air combat. At the same time, the accelerating characteristics and initial climb rate of French aircraft a little better than on Gripen NG fighter. Armed with “formidable” missile systems twin-engine Rafale with 1.5 times greater take-off weight, this aircraft can be more effective if it will be used as air defense fighter. Characteristics of the flight range of both fighters are approximately equal. This is due to approximately equal fuel efficiency of both aircrafts – 0.45 vs 0.46 at a close level of aerodynamic cleanness, as well as a comparable engine characteristics, although, perhaps, up-to-date and, obviously, fuel-efficient General Electric F414G differential phase turbojet engine gives insignificant advantage for Swedish aircraft. There is a lack of information on another important issue – the economic side of the competition. It was announced that offset proposals of France, if Brazil take a decision to purchase Rafale fighters, will include a purchase of 10 Embraer КС-390 medium transport/flying tanker aircrafts for French Air Force. The US response to the French program, in case if Brazil will make its choice in favor of Boeing F/А18E/F Super Hornet, may be – a purchase of 100 Embraer Super Tukano trainer aircrafts for US Navy. In general, both aircrafts offered to Brazil by Sweden and France approximately equivalent. French aircraft has advantage in flight characteristics and equipped with more powerful onboard weapon systems for air strikes and air-toair combat, but Swedish fighter has advantage in operational characteristics, it can be based at airfields with limited length of the runway and has a lower cost. In any case, the final choice will be made by Brazilian government. Vladimir Iline

Jubilee

MIG CELEBRATES Russian Aircraft Corporation "MIG" (RAC MiG) invited journalists on May 31 to visit its plant in Lukhovitsy on the occasion of the sixtieth anniversary since its foundation. During the event the media members were told that the company won contract from Russia's ministry for industry and trade on shaping a future UCAV. RAC MiG general director Sergei Korotkov says the contract was awarded last month. "We continue working together with Sukhoi on the theme of UCAV... Earlier, we ran the program called SKAT, during which we created some technologies that are now being used in the new design". Korotkov expects Russian MoD to become launch customer for the MiG-35. "Today, we are the stage of preparing contract documents. Our proposals and [manufacturing costs] calculations were submitted to MoD past week. Should they are accepted, contract signing can happen in June". The initial order for 24 aircraft may come with an option increasing the total number to about forty.

The expected MiG-35 order would follow that on 24 MiG-29K/KUB deck fighters for the Russian navy, awarded last year. RSK MiG shall deliver four aircraft in 2013 and the rest in even quantities in 2014 and 2015. "First airplane is complete and awaits customer acceptance, second and third are in the final assembly shop and fourth is being mated", Korotkov said. He added that MoD orders shall en-

able RSK MiG to maintain a steady level of ten shipments to the main customer annually in foreseeable future. Simultaneously, MiG will continue making MiG-29K/ KUBs for the launch customer being Indian navy, which has received twenty aircraft and awaits 25 more shipments. Touching on "another foreign order for more than ten aircraft" [MiG-29M2], Korotkov said: "The Syrian delegation is in

Jubilee

Moscow now... talks are being held regarding the destiny of their order". The MiG-35 is a further evolution of the MiG-29M/M2, meant to be more combat efficient and versatile. Major change is replacement of mechanically steered radar with AESA. Phazotron-NIIR is offering the Zhuk-MAE whose specimens were flight-tested in the cause of the Medium Multirole Combat Aircraft tender. "We participated in the Indian competition with the MiG-35 but did not get into short-list due to political reasons. However, since the tender has been difficult to finalize, "we keep our hopes", Korotkov said. Addressing media on the occasion of the 60-year anniversary since foundation for the Lukhovitsy plant, Korotkov said: "We celebrate the anniversary in a new condition, the one that permits us accept large orders and fulfill them. We have waited long for substantial orders from the local customer, and now our dream materializes. Today, we are again in a state permitting us deliver combat jets in worthwhile quantities". To win Russian MoD orders, RSK MiG had to comply to the customer's strict requirements to manufacturing costs and their reduction over time. "It was difficult for us to meet these requirements... We had to make all possible efforts to attain compliance", Korotkov told the media. "Today we are compliant". This was achieved thanks to introduction of modern high-performance machine tools and through mastering of lean manufacturing technologies. Driven by cost reduction necessity, RSK MiG had to relocate MiG-29/35 main production facilities from the Manufacturing Complex no.2 (Factory no.30 "Banner of Labor") in Moscow city to Lukhovitsy, where Manufacturing Complex no.1 is located. The former accepts the role of primary type assembler starting this year. "Some of the Moscow manufacturing equipment has already been transferred to Lukhovisty. We can accommodate the rest of it", says Oleg Shilov, MC1 director. The complex has a workforce of 4,500, with average monthly salary Rouble 26,000. "I believe aircraft manufacturA I R

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ing business has great prospects here in Lukhovisty", Shilov says. Unlike many other Russian plants, MC1 has managed to keep the skilled core of its team in place in the period of Russia's transition from command to market-driven economy. MC1 capacity are to be expanded by a galvanic workshop and a composite parts line being built on the money of the Russian government. Further increase in production efficiency

shall be attained with integration of NAZ Sokol plant in Nizhny Novgorod into RAC MiG. "All respective decisions have been made. We are half-way through the legal process which shall complete in 2014. From then on, we'll be a united company", Sergei Korotkov said. On several occasions past spring Russia approached India again with the MiG35 offer. The move is made in the background of continuing delays with finaliza-

Sergei Korotkov

MiG-29KUB

Jubilee

tion of a contract with Dassault of France on the Rafale named the winner in the Medium Multirole Combat Aircraft (MMRCA) competition. Explaining the move, Sergei Korotkov told the Russian media: “Our [sales] expectations [in India] are, in the first place, connected to the MiG-35. Although we had lost the [MMRCA] tender for the 125 multirole combat aircraft, we, nonetheless, met all the requirements set by the tender committee. The demonstrator aircraft performed well and sometimes even beyond expectations. I hope that, taking account of the baggage of the knowledge that India received in the process of conducting that tender, the MiG35 theme will finally have a continuation worthy of our common history and the fifty years of our partnership. We hope that India would consider the possibility of placing a MiG-35 delivery contract”. Although RAC MiG has so far failed to clinch a firm order for the MiG-35, Korotkov stated the negotiations on the subject with the Russian MoD are ongoing; he expects a firm order to be awarded in the second half of 2013. Last year the local customer ordered 24 MiG-29K/KUB deck fighters. Korotkov insisted the maker is on track to commence deliveries later this year and confirmed that these aircraft - for the first time in the recent Russian pro-

curement history – come equipped with French-made components including SAGEM navigation systems and Thales helmet-mounted sights. The Russian navy is second customer for the ship-borne MiGs after India, which has already received 20 such aircraft out of 45 on order (worth nearly US$2billion), and expects four more later this year. On 20 April, 2013 the Indian defense ministry awarded RAC MIG a contract for training of the Indian Navy Air Arm pilots in the MiG-29K/KUB. The move was timed to celebrations of 50-year anniversary of Indo-Russian military-technical cooperation: India signed for MiG-21 deliveries in 1962 and received first aircraft the following year. Ten-week syllabus is commencing shortly after the INS Vikramaditya resumes sea trials in the Arctic waters before delivery to India as planned later this year. Besides, RAC MiG specialists will help with completion of the special training facility for ship-borne fighter pilots being built in India. At the same time, Korotkov insisted that the current naval pilot training system available at MiG “permits to conduct training without the need in such special facilities” as the Nitka complex at Saki AFB on the Black Sea coast of Ukraine. The modernization program on the In-

dian air force MiG-29 fleet proceeds well. Korotkov refused to reveal the costs: “what I can say is that it is much less expensive than the upgrade effort on the Mirage 2000Hs”. Three reworked aircraft were shipped last year and three more MiG29UPGs are due in 2013. The maker has also commenced deliveries of upgrade kits for performing the work at Indian bases. “We have not been simply selling our aircraft to India, but also transferring technologies, and these facilitate development of the respective industry in India, especially large industrial centers and maintenance enterprises. <…> Our cooperation with India has been a success story and we expect this story to be continued with the MiG-35”, RAC MiG head said. In addition to the highly successful MiG29 series, RAC MiG continues modernization and upgrade efforts on the MiG31. NAZ Sokol in Nizhny Novgorod delivered, to the Russian defense ministry in 2012, 15 MiG-31BM multirole aircraft produced from earlier built MiG-31 interceptors, according to the plant’s general director Alexander Karezin. “This is a considerable contribution into the national defense of the country”, he insisted, “the plant holds a firm order for about sixty MiG-31BMs due for delivery in 20112018”.

Jubilee

Past spring the Russian parliament held hearings “Resumption of MiG-31 production”, during which the key speakers released the following information. The Russian air force has an active fleet of “80 strategic bombers, 150 long-range bombers and 953 aircraft of tactical aviation, a total of 1,614 combat jets”, whereas the NATO block is able to form up a strike group of about five thousand aircraft and fire over six thousands Tomahawk cruise missiles during an imaginary first strike on Russia. The existing Russian space and air defense system (VKO) is believed capable of intercepting 60-65% of the strike assets. The parliamentarians found this “insufficient”, urging the government to provide extra funds, to increase the fleet of interceptors and improve radar coverage, which currently covers the vast Russian territory only by 31% on low and 51% on high altitudes. Speakers in support of the MiG-31 production restoration believed a mix of [newly built] Sukhoi Su-35S and MiG31BM aircraft would make a potent air component of Russia’s VKO, noting that S-300 and S-400 long range SAM alone are not sufficient due to the vastness of the Russian territory. They insisted an increase in the number of operable MiG31s from 120 currently shall give “a considerable boost” to the nations’ air defense capability. Parliamentary research into the issue revealed that “quite a few” of stored MiG-31s (out of production run of 500) can be restored into a flying condition, while production restoration at Sokol is also possible at an expense of Rouble 25 billion. During the past ten years no-one new MiG-31 airframe has been started, but several earlier-laid airframes were completed for Kazakhstan. Eight more were also under work for Syria, but remain incomplete after cancelation of the respective order. The MiG-31 first flew in 1976. The MiG-31M with improved maneuverability through use of reworked flight control system followed in 1985. The MiG-31D appeared in 1987 and demonstrated its ability to fly at Mach M=2.83 with a load of six to ten R-37 missiles; to have a typiA I R

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cal intercept mission lasting for 3.5 hours. During a trial in 1994 a developmental MiG-31 destroyed a low-flying target at a distance of 300km. The most recent MiG-31BM attributed to generation 4+ is a multirole aircraft able to defeat aerial and low-orbit space targets, as well deliver strike strikers on ground and sea-going targets with precision guided munitions. A group of four aircraft is able control a front line 800-900km wide.

Contradicting most speakers at the parliamentary hearings, Russian air force commander gen. Victor Bondarev said the MiG-31 development potential is “almost exhausted” and the basic platform is “already morally outdated”, so that it is better to focus the funds available to national defense projects on development of newer Sukhoi jets. Vladimir Karnozov

MiG-31s on V-Day fly-past

Big Boss Talking

KIRAN RAO: DUOPOLY WILL STAY During one of the Innovations Days, we approached Dr. Kiran Rao, EVP, Strategy and Marketing at Airbus, with the following question about the new entrants to the market of commercial airplanes. We asked: "What share of the commercial aircraft market can these realistically pretend to have in 2030? Are they a real threat to Airbus/Boeing duopoly?" Mister Rao answered that once upon a time he was advised by a wise man, who told him: “You should not laugh at what they are doing because people laughed at Airbus 20-30 years ago”. So, our interviewee said, we do not laugh at what they've got to do. He carried on, saying: "For sure, they can build good airplanes, but it will get them some time to get to the point. We see that the AVIC C919 from China and the Sukhoi Superjet 100 from Russia are simply not competitors relatively to our A320 family as we have it today. Not

even Bombardier’s CSeries is really competitive with our airplanes. With the A320neo we are ahead of any of the new entrants coming. That makes us strong up till 2030. At that time Airbus and Boeing will still maintain the lead and be far ahead of any of the new entrants". But when it comes to real customers At the same time, Rao made a point that with the money and real completion for there are growing domestic markets in Russia high-yield markets, the products of the new and China. These are big enough to justify the programs of the local manufacturers. "Besides, entrants do not shine. "I think that Airbus will not see real competitors among the new there is a growing market in Africa which, entrants until 2030. They are no challenge from the financial point of view, could be to us, and no challenge to the duopoly until quite attractive when it comes to Chinese-built 2030. And when you get to 2030, then we airplanes". China has long been mounting its are going to make another leap in technolpresence on the Black continent, sending its ogy. This will ensure than anybody that workers and wares to many African places. would be trying to catch us up in the next Sales of products with "Made in PRC" stickers fifteen years, will have even tougher times have been much facilitated by export encouragement measures set by the PRC government, after 2030", Kiran Rao stated. such as low-interest long-term interest rates for hired capital. Vladimir Karnozov