to05

november 2006 • special edition for Airshow China 2006

Around Russia in 13 hrsAround Russia in 13 hrs p.8

SUKHOI FIGHTERS SUKHOI FIGHTERS

FOR CHINAFOR CHINAp.18

Russian ASMs on Global Market p.38

Russian Russian Knights in Knights in

Chinese Chinese skiesskies

p.12

Sukhoi Su-80 Sukhoi Su-80 in trialsin trialsp.36

Be-200's Be-200's contracts contracts and and recordsrecordsp.16

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Dear reader,

You are holding a new special issue of the Take-Off magazine – a

supplement to Russian national aerospace magazine Vzlyot. The issue

has been timed with Airshow China 2006. By tradition, the event in

Zhuhai has been attended by numerous Russian participants and

businessmen. Small wonder, because the Russian-Chinese aerospace

cooperation has been given a strong impetus over the past 15 years. As

a result, China has become a top importer of Russian aircraft, first and

foremost, military ones. Today, the Russian-made Sukhoi Su-27SK and

Su-30MKK aircraft have been the mainstay of PLAAF’s new-generation

fighter fleet. China imports Sukhoi jets, and its factories have mastered

their licence production. Engine deliveries also have been high on

the priority list of the Russo-Chinese aviation cooperation, with these

turbofans powering both Russia-supplied and advanced indigenous

Chinese fighters – J-10 and FC-1. Russian experts consult their Chinese

counterparts developing new aircraft, e.g. latest Chinese trainer L-15,

to power which an advanced Ukrainian-Russian turbofan engine of the

AI-222 family is being offered.

However, the Russian-Chinese cooperation does not limit itself to

warplanes. China operates Russian-made Mil Mi-8 and Mi-17 helicopters

and Ilyushin Il-76 freighters on a large scale, with early Beriev Be-103

light multipurpose amphibians and Tupolev Tu-204-120CE freighters

to start arriving to Chinese buyers this year. In the future, China

could begin acquisition of Ilyushin Il-96-400T long-range freighters,

Sukhoi Su-80 transport/passenger regional planes and Beriev Be-200

multipurpose amphibians. The cooperation has been on the rise, with

new big contracts for combat and commercial aircraft expected to be

placed soon. Therefore, the Russian-Chinese aviation cooperation is

central to this issue.

The Russian Air Force’s Russian Knights display team on Su-27

fighters and Anatoly Kvochur’s Su-30 crew of the Flight Research

Centre – both known well and liked by the China aviation enthusiasts

– are to participate in Airshow China 2006. Anatoly Kvochur’s team has

completed a record-breaking long-range non-stop flight exceeding

14,500 km. Both the Knights and Kvochur are covered by individual

articles in this issue. As usual, you are getting news on other key events

in the Russian and CIS aerospace fields over the past couple of months.

I hope the materials will come in handy for you to have a better grasp of

the large Russian exposition at the show and keep abreast of the latest

development in Russia’s aviation and space exploration fields.

I wish all participants in and guests of Airshow China 2006 to

meet interesting people, establish useful contacts and snag lucrative

contracts. See you at new air shows!

Sincerely,

Andrey Fomin

Editor-in-chief

Take-Off magazine

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

staff based on reports of our special correspondents, press

releases of production companies as well as by using information

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

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

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

The magazine is registered by the Federal Service for supervision of

observation of legislation in the sphere of mass media and protection

of cultural heritage of the Russian Federation. Registration certificate

PI FS77-19017 dated 29 November 2004

Print-run: 5600 copies

© Aeromedia, 2006

P.O. Box 7, Moscow, 125475, RussiaTel. +7 (495) 198-60-40, 798-81-19Fax +7 (495) 198-60-40E-mail: [email protected]://www.take-off.ru

November 2006

Editor-in-Chief Andrey Fomin

Deputy Editor-in-Chief Andrey Yurgenson

Columnists Alexander VelovichVladimir Shcherbakov Special correspondents Alexey Mikheyev, Victor Drushlyakov, Yevgeny Yerokhin, Andrey Zinchuk, Valery Ageyev,Alina Chernoivanova, Natalya Pechorina, Sergey Popsuyevich, Piotr Butowski, Alexander Mladenov, Miroslav Gyurosi

Design and pre-press Grigory Butrin

Web support Georgy Fedoseyev

Translation Yevgeny Ozhogin

Publisher

Director General Andrey Fomin

Deputy Director GeneralNadezhda Kashirina

Marketing DirectorGeorge Smirnov

Executive Director Yury Zheltonogin Published with support from Russian Knights foundation

Items in the magazine placed on this colour background or supplied

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

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

take-off november 2006 w w w . t a ke - o f f . r u2

c o n t e n t s

MILITARY AVIATION . . . . . . . . . . . . . . . . . . . . . . . 4 CCTC in Lipetsk gearing for early Su-34s

RusAF receives two upgraded Su-24Ms

First air regiment converted to Su-27SM upgraded fighters

Ka-50 production resumed for MoD

Upgraded MiG-31’s trials

Splav offers advanced derivatives of popular FFARs

Following Chkalov’s route

Anatoly Kvochur’s crew completes unique non-stop flightOn 8 September, the Flight Research Centre’s (FRC) pilots Anatoly Kvochur and Sergey

Korostiyev made an unprecedented-duration non-stop flight across Russia – from

Zhukovsky to Chkalov Island in the Far East and back. The flight on a Su-30 twinseat

fighter (side number 597), which included several mid-air refuellings, was dedicated

to the 70th anniversary of the historical flight by Valery Chkalov on the Tupolev ANT-25

to Udd Island now named after the legendary Soviet pilot. The FRC pilots covered over

12,400 km on the round trip within 13 h 09 min, having tested FRC-developed SRNK-21DV

satnav system on a real long-range mission. The system ensures self-contained mid-air

refuelling without information support from ground controllers. This made up a big

practical value for the flight, because the system tested may soon be fielded with the

Russian Air Force (RusAF), thus boosting their ability to fly across the vast expanses of

Russia. Andrey Fomin and Yevgeny Yerokhin tells about new Kvochur’s non-stop flight

and its importance for Russian Air Force development

Russian Knights in Chinese skiesThere are many display teams throughout the world, showcasing their airmanship on

aerobatic and trainer aircraft or light fighters. However, the Russian Air Force’s Russian

Knights display team seems to be unique since it alone flies formation aerobatics on

heavy fighters such as Sukhoi Su-27s. The total weight of the team’s six planes accounts

for about 150 t, with their combined wingspan measuring over 75 m in tight formation.

Having celebrated its 15th anniversary this spring, the Russian Knights have been invited

to perform at Airshow China in Zhuhai and promise to put up a most breathtaking

aerobatics show this year. Brief excursus to 15 years-long history of the Russian Knights

and their recent achievements – in the photo report by Andrey Zhirnov

CONTRACTS AND DELIVERIES . . . . . . . . . . . . . . . 16 Be-200’s contracts and records

First Tu-204-120CE ready for shipment to PRC

Be-103s finally go to China

Russian engines to power Chinese aircraft

Sukhoi fighters in China

Today and tomorrowRussian-made Sukhoi Su-27SK single-seat fighters have been in service with the China’s

People’s Liberation Army’s Air Force (PLAAF) for almost a decade and a half. The first

20 aircraft were delivered by KnAAPO in 1992, followed by 16 more fighters four years

later. In 1996, a contract was signed on tooling up the aircraft factory in the Chinese

city of Shenyang for licence-producing of 200 such aircraft. The first Shenyang-made

Su-27SK, designated as J-11, fulfilled its maiden flight on 15 December 1998. Over seven

years, KnAAPO had supplied the Shenyang plant with a hundred Su-27SK assembly kits

for licence production. However, the programme was suspended in early 2004 since

PLAAF had learnt to operate a more advanced Flanker version, the Su-30MKK multirole

twinseat fighter (Russia supplied 76 aircraft of the type in 2000–2003) and the Chinese

Navy was gearing up for receiving the even more sophisticated Su-30MK2 (KnAAPO

delivered 24 fighters of the type in 2004). Against such a backdrop, China decided against

continuing to make Su-27SKs whose combat capabilities were less sophisticated. A

number of options for resuming the J-11’s production were pondered, but in any case,

only upgraded multirole aircraft with the improved avionics and weapons suites were on

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the agenda, both Russian-made (Sukhoi and KnAAPO offered their upgrade programme

dubbed Su-27SKM) and indigenous Chinese ones. It looks like that the jury is still out. In

addition, not a single new delivery contract has been made since 2003: having contented

themselves with a hundred Su-30MKKs and Su-30MK2s during 2000–2004, the Chinese

seem to be waiting for the Su-35, a drastic upgrade of the Flanker. Now, Russia pins its

hopes for resuming fighter deliveries to China on this aircraft. There is one more Sukhoi

plane that could go to China in the future. It is a derivative of the Su-33 carrierborne

fighter, which, according to experts, could come in handy in tailoring carrier air groups

on future Chinese aircraft carriers. 15 years of Sukhoi fighters service with the PLAAF and

their new derivatives prospects in China are reviewed by Andrey Fomin

INDUSTRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Alexey Fyodorov: UAC to be registered this autumn

RRJ renamed SuperJet

SaM146 passes first stage of trials

Albatross to get second wind?

Ka-226 proves itself in mountainous terrain

Mi-38 reaches record-breaking flight altitude

An-148’s airlifter derivative makes its debut

Su-80GP in trials

Russian air-to-surface precision-guided weapons

on global marketIn spite of the snags hit in the 1990s, Russian defence contractors have retained

fundamental technologies and advanced weaponry’s development and production

principles. Russia has always been a world leader in combat aircraft development, with

its aircraft weapon makers renowned for their effective and dependable weapons at all

times.

The Russian arms-making school of thought rests upon the systemic approach and the

ability to pinpoint the gist of the matter and embody simple but promising solutions to

enable aircraft and weapons to operate in most demanding environments. It is this that

makes Russian designers different from their Western colleagues who mostly focus on

solving clear-cut limited problems. Therefore, many countries, especially those striving

to pursue an independent national security policy, have been paying closer attention

to the materiel offered by Russian companies for export. Peter Stone reviews modern

air-to-surface guided missiles now offered by Russia for international arms market

Ivchenko-Progress engines of the future

CIVIL AVIATION . . . . . . . . . . . . . . . . . . . . . . . . . 42 New Tu-214s for Russian airlines

Yakutiya receives first Russian-made An-140

Tu-154M production goes on

Be-103 enters service

New M-101Ts for civil aviation’s flying schools

Leasing as Russian commercial aircraft industry’s driving force

COSMONAUTICS . . . . . . . . . . . . . . . . . . . . . . . . 46 Soyuz TMA-9 brings new crew and first female space tourist to ISS

Clipper loses ground to upgraded Soyuz

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Before year-end, the Air Force

Combat and Conversion Training

Centre (CCTC) in the city of Lipetsk

is to have received the first two

Sukhoi Su-34 multirole tactical

bombers. Addressing 59 OSCE

observers in Lipetsk, the RusAF

Commander-in-Chief, Gen. Vladimir

Mikhaylov, said: “One of the aircraft

is due to the Lipetsk-based Centre

one of these days, and the other

in November.” The aircraft will be

used for converting RusAF flight

and ground crews and devising

their combat operational techniques

for combat units.

As is known, the Su-34’s official

trials are in the final stages, with

early production aircraft of the type to

start fielding with combat units soon.

The first production Su-34 built by

the Novosibirsk Aircraft Production

Association named after Valery

Chkalov (NAPO) was rolled-out on

6 July 2006 (right photo). It looks

like the bomber, which is to be given

side number 49, is to be one of the

two Su-34s slated for the CCTC in

Lipetsk this year. According to Gen.

Mikhaylov, the Sukhoi design bureau

will give the CCTC the other aircraft

that, probably, will be the eighth

Su-34 (side number 48) made by

NAPO to RusAF’s revised specification

requirements in December 2003 (pic.

below).

Having made six prototype and

LRIP Su-34s of the type during

1993–2003, NAPO launched

construction of the first production

aircraft last year. Visiting NAPO on

23 March 2006, Deputy Prime Minister

Sergey Ivanov, who is dual-hatted

as defence minister, said that under

the three-year contract, NAPO would

have supplied the Air Force with

24 Su-34 bombers by 2010 to field

the first air regiment on the bombers

of the type. Two aircraft have been

ordered from the manufacturer for

delivery this year, with construction

of six and ten Su-34s to be paid for

by the customer in 2007 and in 2008

respectively.

The Air Force is to have received

the first production bomber before

year-end. “I hope the aircraft will

be delivered to the customer on

schedule late this year,” Sukhoi’s

Director General Mikhail Pogosyan

said at the first production bomber’s

roll-out ceremony. The plane is

soon to be followed by another

one now under construction by

NAPO. According to NAPO Director

General Fyodor Zhdanov, the second

production Su-34 was moved from

the aggregate assembly shop to the

assembly shop in late June, and

the guests could see its fuselage

nearby the first aircraft during the

ceremony.

On the next days after rolling

out the first production Su-34,

7 July, Sergey Ivanov praised

the ceremony and told the press

that RusAF would have bought as

many as 58 Su-34s by 2015. Thus,

two or three RusAF bomber air

regiments will have converted from

the previous-generation Su-24M

bombers to the advanced aircraft

by the middle of next decade.

CCTC in Lipetsk gearing up for early Su-34s

According to the Sukhoi design

bureau’s Web site (www.sukhoi.org),

the first two Su-24M2 upgraded

tactical bombers were received by

the Russian Air Force from NAPO in

Novosibirsk in mid-August, having

been upgraded by the company.

On 15 August, the aircraft hopped

to from NAPO’s factory airfield to

RusAF’s Combat and Conversion

Training Centre (CCTC) in Lipetsk for

subsequent ferrying to their unit.

According to Sukhoi’s Web site,

the Su-24M’s upgrade provides for

improving its targeting/navigation

and fire control systems via

replacing its integral computer

systems, inertial navigation

system and displays; introducing

advanced control algorithms to

unguided weapons; and beefing up

its weapons suite with KAB-500Kr

and KAB-1500Kr guided bombs,

RBK-500U-PTAB cluster bombs

as well as Kh-31A and Kh-31P

missiles. This results in a 20–30

percent increase in lethality against

ground targets, an expanded

operating envelopment owing to

precise employment of ‘dumb’

weapons even in adverse weather,

a hike in self-contained navigation

precision and an improvement in

performance. Sukhoi completed

the official test programme of the

upgrade dubbed Su-24M2 in 2005,

which enabled it to start honing the

first two in-service aircraft at the

production plant.

Until then, similar work had

been done in cooperation with

the Gefest & T company. The

Lipetsk-based CCTC has operated

four Gefest & T-upgraded Su-24Ms.

In addition, NAPO last year fulfilled its

contract with the Algerian Air Force

on upgrading 24 Algerian Su-24MK2

bombers to the same standard.

RusAF receives two upgraded Su-24Ms

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5 take-off november 2006 w w w . t a ke - o f f . r u


As was reported by Take-Off,

the Progress company in the

town of Arsenyev started last year

the demothballing of its Kamov

Ka-50 helicopter production

line. The Ka-50 was ordered into

service by the Russian president

on 25 August 1995. Progress

kicked off its production as far

back as in 1991. However, only

nine machines were delivered,

with some of them received

by the Army Aviation’s Combat

and Conversion Training Centre

(CCTC) in Torzhok and the rest

were used by Kamov for further

tests to refine the design. The first

batch delivered, the funding of the

production programme was cut,

leaving another nine helicopters

incomplete at Progress.

In the end, the production

has been kick-started again.

According to Progress Director

General Yuri Denisenko,

continuous financing of the

programme resumed in 2006.

Under the programme, three of

the mothballed Ka-50s are to be

completed this year. The first of

the three is undergoing tests,

with Kamov’s test pilot Alexander

Smirnov made a maiden flight of

it in Arsenyev on 18 August.

Following a six-year lull in

production, the new machine’s

test mission was timed with the

70th anniversary of Progress.

The second brand-new Ka-50 is

to join the trials soon, with the

third machine to have following

suit before year-end. Next year is

to see another two machines made.

The remaining four half-finished

airframes are likely to be completed

to Ka-52 standard, according to

Yuri Denisenko. On 26 August,

Vice-Premier and Russia’s defence

minister Sergey Ivanov told the

media during his visit to the Russian

Far East: “Under the governmental

armament procurement programme,

12 Black Shark (Ka-50) helicopters

are planned for procurement

until 2015 in addition to the three

recently completed.”

Earlier, Ivanov had mentioned who

the new Kamov combat helicopters

were designed for. According to the

13 July report by ARMS-TASS agency,

Ivanov said: “Under the governmental

armament procurement programme,

12 such combat machines are to be

procured. All of them are intended for

the Main Intelligence Directorate to

handle special missions, including to

combat terrorists.”

KnAAPO delivered the final

six-ship batch of upgraded

Su-27SM fighters to RusAF’s 23rd

Fighter Air Regiment stationed at

Dzemgi AFB nearby. The delivery

crowned the three-year contract for

the company to upgrade 24 Su-27s

to Su-27SM standard. The 23rd

Reg’t at Dzemgi AFB has become

the first RusAF combat unit fully

equipped with Su-27SM fighters.

The news was voiced on 13 August

by RusAF Commander-in-Chief

Gen. Vladimir Mikhaylov on his

visit to the city of Khabarovsk to

attend the celebration of the Air

Force Day and 65th anniversary

of the 11th Air Army stationed

in the Russian Far East. During

the air show, the ground displays

included a Su-27SM upgrade (see

the picture).

The first five KnAAPO-upgraded

Su-27SM fighters were delivered

to RusAF’s Lipetsk-based CCTC on

26 December 2003, with flight and

ground crews starting conversion

and devising of maintenance and

operational recommendations for

combat air regiments.

The first RusAF air regiment

began to convert to the Su-27SM

in December 2004, having received

the first batch of seven fighters in

a ceremony. The next 11 aircraft

were upgraded by KnAAPO during

2005. Now, with the delivery of

the six final Su-27SMs, the first

three-year contract between the

company and MoD has been a

success. Another contract is in

the pipeline. According to Gen.

Mikhaylov, the Service plans to

convert another of its regiments to

the Su-27SM. Another 12 fighters

has been ferried to KnAAPO for

upgrade, with repairing six of

them having been launched. One

the funding kicks off under the

new contract, the company is to

start fitting the fighters with new

avionics and weapons.

First air regiment converted to Su-27SM upgraded fighters

Ka-50 production resumed for MoD

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The first stage of testing the

upgraded Mikoyan MiG-31BM

interceptor is drawing to an end at

the Chkalov State Flight Test Centre

(GLITs) in Akhtubinsk. A preliminary

report is due before year-end to

trigger a programme on upgrading

the Russian Air Force’s MiG-31

fleet. As was reported by Take-Off,

the first of the interceptors was

upgraded and flight-tested by the

Sokol company in Nizhny Novgorod

in September last year and then

was given to GLITs for further trials.

The second aircraft joined it soon

afterwards.

At Stage I, the MiG-31 receives

an improved fire control suite with

an advanced computer and the

latest software package, with its

CRT tactical display at the navigator/

weapons control officer’s combat

station ousted by a multifunction

LCD. Stage II is to see a more radical

change to the cockpit management

system: both crewmembers are to

get two multifunction LCDs each,

while the fire control suite is to

be modified to handle advanced

and upgraded air-to-air missiles.

The MiG-31’s upgrade concept was

promoted by Tikhomirov-NIIP – the

prime contractor for modernising

the MiG-31’s fire control suite and

developer of the Zaslon, the world’s

first fighter fire control system

wrapped around phased-array

radar. Sokol has modified MiG-31s

for tests, with the company also to

handle the upgrade of the rest of

RusAF’s MiG-31 fleet.

“The MiG-31 fighter, which

embodies a whole range of

unique technologies, has been

the mainstay of the national air

defence’s interceptor fleet,” General

Vladimir Mikhaylov, chief of the

Russian Air Force, told an OSCE

delegation in RusAF’s Combat

and Conversion Training Centre

(CCTC) in Lipetsk on 5 September.

According to Gen. Mikhaylov, the

MiG-31’s main strengths are an

extended acquisition range for

terrain-hugging threats, long-range

missiles to deal with such threats

and ability to operate as part of an

interceptor package while tracking

and engaging multiple aerial

threats.

“The plane’s increased ceiling and

speed serve the basis for boosting

its combat capabilities further,” the

service chief emphasized.

Upgraded MiG-31’s trials

A series of latest derivatives of

the popular 80mm S-8 folding-fin

aerial rockets (FFAR) from the

Tula-based Splav company

proved to be the most interesting

aviation novelty displayed at the

IDELF 2006 International Defence

Equipment for Land Forces Show

in Moscow last August. A team of

Tochmash’s (the former OKB-16

design bureau) engineers led by

legendary aerial cannon designer

A.E. Nudelman developed the early

rockets of the type as far back

as the 1960s. Further refinement

and modification of the S-8 rocket,

which became organic to the

Soviet Air Force tactical warplanes

and Army Aviation helicopters,

were handled by the Applied

Physics Institute in Novosibirsk.

The institute offered a number of

FFARs mounting shaped-charge/

fragmentation warheads (S-8A,

S-8M, S-8KO, S-8KOM, S-8T),

blast/penetrator warheads (S-8B,

S-8BM), blast/fragmentation and

fuel-air explosive (FAE) warheads

(S-8-OF and S-8D/DM respectively)

and flechette warheads (S-8AS,

S-8ASM). Recently, an API team,

who dealt with modernising FFARs,

went to work for Splav that tasked

them with carrying on their work on

the rockets to explore a new field.

During the IDELF 2006 arms

show, Splav displayed three latest

derivatives of the widespread

80 mm FFAR. Two of them – the

S-8-OFP1 with a blast/fragmentation

penetrator warhead and instant/

delayed-action impact fuse and the

S-8-OFP2 with a blast/fragmentation

warhead and instant impact

fuse – weight 16.7 kg, with their

warheads weighing 9.2 kg. The

most interesting S-8 variant,

no doubt, is the S-8KOR-1

steerable rocket designed to

kill thin-skinned and armoured

materiel. The weapon carries a

semi-active laser homer. On the

terminal leg of the trajectory, the

homer feeds data on the rocket’s

position relative to the target to

a dedicated gas-pulse steering

module that uses the explosive

gas energy. The module is in front

of the rocket’s centre of gravity

and comprises six fixed nozzles.

Such missiles can be fired both

individually and in salvo, with the

target having to be painted by the

laser designator.

Owing to introduction of the steering

module and homer, the S-8KOR1’s

length increased to 1,700 mm

compared with the S-8-OFP1’s 1,428

mm. It was fitted with advanced

small-size folding fins. The solid-fuel

motor burns a more effective fuel

mixture. Still, the S-8KOR1 retains the

launch weight typical of other FFARs

of the family – 16.7 kg. To fit the

weight and size of the baseline S-8,

the steerable variant was provided

with an advanced lighter body. The

weapon mounts a shaped-charge

warhead able to punch through about

350 mm of armour. The rocket is

intended to be fired by Sukhoi Su-25

attack aircraft from standard-issue

20-tube B-8M1 pods and by Kamov

Ka-50, Ka-52 and other helicopters

from B-8V20A pods.

A Splav spokesman told

our magazine that the S-8KOR1

rocket was “in the final stages of

development” and would be offered

to both the Russian Air Force and

foreign customers.

To date, Splav has upgraded

another popular Russian FFAR,

the 122 mm S-13. During the

IDELF 2006 show, two latest

derivatives – the S-13-OFS1 and

S-13-OFS2 – were unveiled. They

differ in the type of fusing. Both

have a launch weight of 70 kg

and a 38 kg blast/fragmentation

warhead, with the explosive filling

weighing 15.5 kg. The 2,780 mm

S-13-OFS1 is equipped with a

proximity fuse while the 2,750 mm

S-13-OFS2 has an instant-action

impact fuse. The rockets can

be fired by most of the tactical

warplanes and Army helicopters

from five-tube B-13L pods.

Splav offers advanced derivatives of popular FFARs

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On 8 September, the Flight Research Centre’s (FRC)

pilots Anatoly Kvochur and Sergey Korostiyev made an

unprecedented-duration non-stop flight across Russia – from

Zhukovsky to Chkalov Island in the Far East and back. The

flight on a Su-30 twinseat fighter (side number 597), which

included several mid-air refuellings, was dedicated to the 70th

anniversary of the historical flight by Valery Chkalov on the

Tupolev ANT-25 to Udd Island now named after the legendary

Soviet pilot. The FRC pilots covered over 12,400 km on the

round trip within 13 h 09 min., having tested FRC-developed

SRNK-21DV satnav system on a real long-range mission.

The system ensures self-contained mid-air refuelling without

information support from ground controllers. This made up a

big practical value for the flight, because the system tested

may soon be fielded with the Russian Air Force (RusAF),

thus boosting their ability to fly across the vast expanses of

Russia.

FOLLOWING FOLLOWING

CHKALOV’S CHKALOV’S ROUTEROUTE

take-off november 2006 8

Su-30

Il-78

Su-30 и Il-78

inflight refuelling

Moscow (Zhukovsky)

Syktyvkar

Ryazan (Dyagilevo) Nizhny Novgorod

Vorkuta

Igarka

Chkalov

island

(Udd)

Neryungri

Irkutsk

(Belaya)

Tomsk

Kemerovo

Yevgeny YEROKHIN,

Andrey FOMIN

2790 km1980 km

1480 km

900 km

2390 km

2870 km


9 w w w . t a ke - o f f . r u

Merited Test Pilot Anatoly Kvochur. He was born

on 16 April 1952, graduated from the Yeisk Air Force

School in 1973 and served in combat units of the Air

Force. He graduated from the Test Pilot School in 1978

and worked as test pilot for the Komsomolsk-on-Amur

Aircraft Plant during 1978–81 and for the Mikoyan

design bureau during 1981–91. He has been LII’s

test pilot since March 1991, getting dual-hatted as

LII’s deputy chief in 1995. Anatoly Kvochur tested

day/night in-flight refuelling on numerous fighters and

tried aerial combat techniques on them. He played his

role in testing the advanced avionics of the Su-27 and

Su-30. In December 1996, he became president of

the Flight Research Centre (FRC). Kvochur conducted

numerous flight tests in the ergonomics and satellite

navigation fields, during which he made several

extra-long-range flights on the Su-27 and Su-30. He

worked out the concept of the ‘glass cockpit’ for a

new-generation fighter. Now, Anatoly Kvochur is first

deputy Director of the Gromov LII Flight Research

Institute, chief of LII’s Flight Test Centre and president

of the Flight Research Centre. He holds the titles of

Hero of the Russian Federation and Merited Test Pilot

of the Soviet Union.

FOLLOWING

CHKALOV’S ROUTE

Test pilot 2nd class Sergey Korostiyev. He was born

on 9 January 1972, graduated from Kachinsk Air

Force School in 1994, served as a pilot with RusAF’s

Borisglebsk Aircraft Training Centre during 1994-95,

graduated from the Zhukovsky Air Force Engineering

Academy in 1998 and served as a instructor pilot

with RusAF’s Lipetsk Combat and Conversion

Training Centre (CCTC) during 1998–99. He started

flight-testing planes for LII in 1999, graduating from

the Test Pilot School in 2000. Sergey Korostiyev

participated in a series of flight test programmes run

by LII and in several non-stop long-range flights on the

Su-30 and was decorated with the Order of Valour.


Anatoly Kvochur’s Crew

Completes Unique

Non-Stop FlightPlanning

In support of the mission, FRC furnished

Su-30 twinseat fighter No 597 – one of the

three aircraft LII Flight Research Institute

test pilots led by Anatoly Kvochur had flown

to impress the public at numerous Russian

and foreign air shows since 1992. The three

aircraft – Su-27P No 595, Su-27PD No 598

and Su-30 No 597 (the latter two capable

of mid-air refuelling) – were bought by the

Jupiterus insurance company from KnAAPO

and the Irkutsk aircraft plant to equip Anatoly

Kvochur’s team. They were stationed at LII’s

airfield, and widely used by LII and FRC for

flight tests as well as displays and long-range

flights. For a number of reasons, Kvochur could

not fly them since early 2002, unfortunately,

with two of them even given a new paintjob.

However, the things have fallen back into

place. FRC’s President, Hero of the Russian

Federation and merited test pilot Anatoly

Kvochur returned to LII as its first deputy

chief and Flight tests head. This summer, the

Su-30 with side number 597 got its initial

red-white-blue paintjob back as well. The

driving force behind the long-range flight and

the Su-30’s pilot was Anatoly Kvochur himself,

and his colleague, test pilot 2nd class Sergey

Korostiyev, was the copilot.

RusAF had the 203rd Independent Guards

Tanker Air Regiment allocate two Il-78

tanker planes to refuel the fighter en route.

The regiment reports to the 37th Air Army

(a.k.a. Long Range Aviation) and is stationed

at Dyagilevo AFB vic. Ryazan. The tanker

with side number 50 piloted by LII’s merited

test pilot Vladimir Biryukov had been flown to

Vorkuta in advance while the second one (side

number 34, pilot – 203rd Regiment’s Pavel

Sharygin) was to tank the Su-30 up on the

latter’s final leg of the flight, having taken off

from Engels AFB.

The plan devised by FRC provided the

following. The Su-30 takes off from Zhukovsky

and the first Il-78 tanker from Vorkuta.

The aircraft rendezvous over Igarka for the

first refuelling of the mission. Then, they

fly together, and the Il-78 refuels the Su-30

again south of Yakutsk. This done, the Su-30

descends to 200 m and puss off two turns over

Chkalov Island in the mouth of the River

Amur. Soon, another refuelling takes place

vic. Neryungri, after which the tanker lands at

the Belaya airfield in the Irkutsk Region, with

the Su-30 continuing towards Moscow. The

second Il-78 takes off from Engels AFB to

meet and refuel it vic. Tomsk. With its mission

accomplished, the tanker returns to Dyagilevo

AFB, while the Su-30 lands at Zhukovsky.

The Su-30 was to cover 12,417 km on that

non-stop four-refuelling mission intended to

last about 15 hours. The mission had been

preceded by a series of training flights proving

the crew’s and fighter’s preparedness.

The MVK exhibition holding company was

among the sponsors of the flight, to which the

Russian Air Force, Aviasalon JSC (MAKS air

show’s organiser), AVIKOS-AFES insurance

group and One Russia parliamentary faction

made a huge support.

take-off november 2006

w w w . t a ke - o f f . r u10 take-off november 2006

Flight

In spite of rigorous training, the night

of 8 September was no small beer to the

organisers of the flight and the crew. Due to

foul weather along virtually the whole of the

route, Kvochur and Korostiyev’s departure

was delayed almost by three hours – they

left LII’s airfield at 02.36 hours. The flight’s

phases had to be somewhat adjusted due to

the weather and need for enhancing flight

safety by means of greater number of backup

airfields. As a result, five in-flight refuellings

instead of four had to be performed. The first

refuelling took place approximately mid-way

between Novy Urengoy and Igarka, with

the Il-78 (side number 50) showing up for

the rendezvous from Vorkuta. Two more

refuellings were performed on the leg to the

Chkalov Island, with the fourth one taking

place about 900 km down the road not far

from Neryungri. The last time the Su-30

tanked up in the vicinity of Tomsk from

the Il-78 (side number 34) that came from

Dyagilevo AFB.

The length of the route totalled 12,417 km.

the Su-30 remained airborne for 13 hours

09 min continuously. Having completed a

lap of honour over LII’s airfield, Anatoly

Kvochur landed smoothly at 15.45. There

were no technical or organisational problems

during the mission. “The plane and its

avionics operated uniquely,” Kvochur told

reporters after the landing. The flight took

place at an altitude ranging from 13,000 m

to 16,800 m at 900–1,100 km/h. The fighter

flew at a supersonic speed of Mach 1.35 on

the terminal leg of the flight. The cruising

speed throughout the flight averaged 955 km/

h. The first Il-78 had covered about 5,000 km

until landing at Belaya air base. The second

one covered a bit more than 5,700 km.

The 8 September flight along Chkalov’s route

proved to be the longest one in terms of both

range and duration of the non-stop long-range

missions completed by FRC’s pilots. Anatoly

Kvochur and navigator Gennady Ireykin flew

the Su-30’s 11.5-hour first long-range mission

from Zhukovsky to the North Pole and back

on 6 June 1992. During 1993–2001, Kvochur

completed a series of long-range flights on the

Su-27PD No 598 to participate in air shows

in the UAE, Australia, Indonesia, China and

Malaysia. Of them, special mention should be

made of the following routes: Zhukovsky –

Tashkent – Singapore – Melbourne – Darwin

and back (March 1995), Zhukovsky – Sharjah

– Colombo – Jakarta (June 1996), Zhukovsky

– Zhuhai (October 1996 and November 1998,

non-stop, 9 hrs 42 min and 8 hrs 58 min.

respectively) and Zhukovsky – Langkawi

(October 2001, non-stop, 10 hrs 42 min).

During similar hops on Su-30 No 597 and

Su-30KN No 302 to Zhuhai (China), Langkawi

(Malaysia) and Dubai (UAE) in 1996-2001,

Anatoly Kvochur was accompanied by pilots

Vladimir Loginovsky, Alexander Garnayev and

Alexander Pavlov. In addition, Kvochur in 1999

flew Su-27PD No 598 from Zhukovsky to the

North Pole and back within 11 hrs 31 min

and then accompanied 37th Air Army aircraft

from Tiksi to the North Pole and then returned

to Zhukovsky within 9 hrs 30 min during a

command-post exercise (CPX).

Prior to the latest mission to the Chkalov

Island, Kvochur and Korostiyev had flown

Su-30 No 597 from Zhukovsky to Zhangjiajie

(PRC) in March 2006 to perform during the

Eagle of Victory 2006 air show. The flight took

more than 10 hours. Until this September,

Kvochur and his colleagues had logged 36

long-range flights of 4 to 10 hours each and

four flights exceeding 10 hours on Su-27s and

Su-30s.

Practical importance

The Chkalov Island mission had a specific

practical purpose as well. It proved the ability

of an up-to-date warplane to make long-range

non-stop flights across the country with routine

mid-air refuellings, which is very important for

the Air Force’s operations. Search for and

approach to the tanker planes was handled

virtually in a self-contained manner, using

only radio comms and visual signals between

the fighter’s and tankers’ crews without

resorting to ground-based support aids. This

was achieved by fitting the Su-30 with the

SRNK-21DV modified precision satnav

system. The Il-78 tankers involved in the

operation carried the same gear. Data on the

tankers’ position relative to twhe fighter were

shown on the multifunction displays and HUD

in the Su-30’s cockpit. The SRNK-21DV’s

operating range accounted for 700–800 km.

“We have tested the system that enabled the

Su-30 fighter’s crew to pinpoint the tanker

plane travelling 600 km away. Moreover,

after refuelling, the system enabled the crew

to see the tanker out at 800 km after the

aircraft went their own ways,” Russian Air

Force commander Gen. Vladimir Mikhaylov

commented on the SRNK-21DV’s capabilities

during the news conference in the wake of the

arrival of Kvochur’s crew.

The SRNK-21DV was being developed by

FRC during 1995–2000 on order by RusAF,

reaching a high degree of readiness. Anatoly

Kvochur was testing it during the above flights to

the North Pole in July and September 1999.

Anatoly Kvochur reports RusAF Commander-in-Chief Gen. Mikhaylov on successful fulfilling his long-range non-stop mission

SRNK-21DV satnav system installed in the

Kvochur’s Su-30 No 597Glass cockpit of the Su-30 No 597

The Su-30 just landed after 13hrs-long

12,400 km-range non-stop flight


Yevg

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Yevg

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FR

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FR

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take-off november 2006 11 w w w . t a ke - o f f . r u

Over the past years, FRC have refined

their system. “The Su-30 carried an

improved SRNK-21DV version featuring

better algorithms,” SRNK lead engineer

Artyom Zinchenko said once Kvochur

had returned, “We were ahead of the

Americans in this field and would have

made the system fully automatic a long

time ago like the Americans did, if we

had had no problem of financing the

programme.”

Zinchenko stressed that the SRNK-21DV

could evolve into an automatic mid-air

refuelling system with a precise optical aiming

capability but this requires numerous flight tests

and improvements.

Welcoming Anatoly Kvochur’s crew,

Gen. Mikhaylov said that there would be

a report based on the mission’s results.

The report would include the Air Force’s

recommendations on in-flight refuelling

with the use of the satnav system. Having

praised the excellent skills and cohesion

of the Su-30’s and Il-78s’ crews as well as

the aircraft’s high reliability, the service

chief underlined that the navigation

system tested on that mission was to be

fitted to all types of RusAF’s combat and

transport aircraft.

As if to bolster Gen. Mikhaylov, the Air Force

used the SRNK-21DV-equipped Il-78 tankers

in a CPX in late September and early October

this year.

Su-30 refuelled five times during its record-breaking mission (top). Two Ilyushin Il-78 tankers were

used for this purpose (bottom)

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Ale

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The Russian Knights aerobatics team was

activated on the base of the Russian Air

Force’s (RusAF) 1st Sqn, 234th Composite

Air Reg’t in the Moscow Military District on

5 April 1991. The mainstay of the team was the

best military pilots operating from Kubinka

AFB and boasting top-notch aerobatics on

the Su-27 fighter. Since 1992, the Knights

have been an organic unit of RusAF’s 237th

Aircraft Demonstration Centre named after

Air Marshal Ivan Kozhedub.

Kubinka AFB started receiving Su-27

fighters in May 1989, having gotten as many

as 16 such aircraft by late 1990. A dozen

Su-27 singleseaters fielded with the 1st

Sqn, 234th Reg’t got side numbers from 01

to 12 while two twinseat combat trainers

were numbered 18 and 19. A fit later, three

more Su-27UB twinseaters were delivered

and given side numbers 20, 21 and 22. The

first two twinseaters were modified to mount

special navaids to enable the team to conduct

long-range flights for performing abroad. The

Su-27UBs with side numbers 18 and 19

were equipped with the Kvitok long-range

radio-navigation systems and other dedicated

flight navigation avionics.

Lt.-Col. Vladimir Bazhenov assumed

command of the 1st Sqn in August 1990.

The display team trained on Su-27s under his

leadership. In early 1991, the first six-man

team included leader Col. Vladimir Basov,

There are many display teams

throughout the world, showcasing their

airmanship on aerobatic and trainer

aircraft or light fighters. However, the

Russian Air Force’s Russian Knights

display team seems to be unique since

it alone flies formation aerobatics on

heavy fighters such as Sukhoi Su-27s.

The total weight of the team’s six

planes accounts for about 150 t, with

their combined wingspan measuring

over 75 m in tight formation. Having

celebrated its 15th anniversary this

spring, the Russian Knights have been

invited to perform at Airshow China in

Zhuhai and promise to put up a most

breathtaking aerobatics show this year.

RUSSIAN KNIGHTS RUSSIAN KNIGHTS IN CHINESE SKIESIN CHINESE SKIES



left wingman Lt.-Col. Alexander Dyatlov,

right wingman Maj. Sergey Ganichev, line

astern Lt.-Col. Vladimir Bukin, outer left

wingman Lt.-Col. Vladimir Bazhenov and

right outer wingman Maj. Alexander Lichkun.

Solo aerobatics were performed by Lt.-Col.

Vladimir Bazhenov.

The Russian Knights’ first foreign

performance took place in the UK in

September 1991. Two months later, the

Knights set off for long a road again to

fly during the LIMA ’91 air show on the

Malaysian island of Langkawi. It was their

first such a long flight. Suffice it to say that

they had to make five stopovers en route –

in Novosibirsk, Irkutsk, Beijing, Chansha

and Guangzhou. This was the Knights’ first

visit to China. They kept on coming there

repeatedly afterwards.

Today, the Russian Knights have dozens

of performances at foreign air shows

throughout the world under their belts

as well as hundreds of displays across

Russia. Spectators in the Austria, Belgium,

Canada, China, France, Luxembourg,

Malaysia, the Netherlands, Norway,

Slovakia, the UAE, the United States, etc.

applauded them.

Photo report by Andrey ZHIRNOV



The team’s aircraft have been sporting

a new bright peculiar paintjob since 1996

applied to nine fighters (Su-27s No 05, 08,

10, 15 and 16 and Su-27UBs No 18, 20,

24 and 25) during 1996–98. At the same

time, the personnel on the team changed

as well. Led by Alexander Lichkun, the

Knights (Ivan Kirsanov, Igor Tkachenko,

Vladimir Klimov and Vladimir Kovalsky)

began to perform in a five-ship formation in

1998. In November the same year, the team

made their debut at Airshow China ’98 in

Zhuhai. Their programme included flights

in the five-ship formation and solo flights

by Igor Tkachenko and was crowned with

aerobatics in the diamond formation. Two



years later, the Knights came to China six

men strong, with formation aerobatics flown

during Airshow China 2000 by Alexander

Lichkun, Igor Tkachenko, Vladimir Klimov,

Ivan Kirsanov, Dmitry Khachkovsky and

Victor Ashmyansky.

A new composition of the diamond

formation prepared for flight in autumn

2002 – Col. Igor Tkachenko (new leader),

Lt.-Col. Dmitry Khachkovsky, Lt.-Col. Igor

Shpak and Lt.-Col. Oleg Ryapolov. Not long

before, display teams Russian Knights on

their Su-27s and Swifts on their MiG-29s had

started joint training as part of a composite

team. The first formation flight of four

Su-27s and four MiG-29s took place on

24 September 2002. Later on, the formation

expanded to ten aircraft. The Russian

Knights’ ‘diamond’ was joined by six Swifts

spotting a new paintjob and flown by leader

Col. Nikolay Dyatel, Gennady Avramenko,

Lt.-Col. Mikhail Loginov, Victor Selyutin,

Vadim Shmigelsky and Igor Sokolov who

were known to the Chinese public for their

performance at Airshow China 2004.

The Knights and Swifts were honoured

with a flypast over Moscow during the

Russian Independence Day on 12 June 2003.

The teams flew over Red Square at an altitude

of 400 m in a 10-ship pyramid formation led

by six MiG-29s followed by four Su-27s.

Soon afterwards, the Knights began to learn

to fly in the reviving six-ship formation that

included new pilots – majors Oleg Yerofeyev

and Andrey Alexeyev.

Spring 2004 saw the Russian Knights and

Swifts launch training in a large formation

comprising nine Su-27s and MiG-29s. The

big composite ‘diamond’ was composed of

leader Igor Tkachenko on a Su-27, left inner

wingman Nikolay Dyatel (MiG-29), right

inner wingman Igor Sokolov (MiG-29), lead

solo Oleg Yerofeyev (Su-27), opposite solo

Andrey Alexeyev (Su-27), first line astern Igor

Shpak (Su-27), outer left wingman Gennady

Avramenko (MiG-29), outer right wingman

Victor Selyutin (MiG-29) and second line

astern Oleg Ryapolov (Su-27). It was the first

time that so large a team of Kubinka AFB’s

five Su-27s and four MiG-29s mastered

virtually the whole set of aerobatics

A great success of the Russian Knights

was their victory of FAI’s 23rd World Cup

in jet aerobatics in Al-Ain (UAE) on 11–15

January 2006. The international jury marked

their performance with 9,495 points, thus

giving the team first place. The three Su-27

singleseaters and two Su-27UB twinseaters

were flown in Al-Ain by Guards Col. Igor

Tkachenko (Merited Military Pilot of Russia,

sniper pilot, the Knight’s leader, chief of

the 237th Aircraft Demo Centre), Guards

lieutenant-colonels Igor Shpak (CO of the

team, sniper pilot) and Oleg Ryapolov (sniper

pilot) and Guards lieutenant-colonels Oleg

Yerofeyev, Andrey Alexeyev, Victor Melnik

and Alexey Kotomkin (all four – pilots 1st

class). The recent air show in Al-Ain is the

second one the Kubinka-based aerobatics

pilots participated in. Last year, they

performed there as a composite four-ship

formation of a pair of Su-27UBs and as

many MiG-29UBs. The composite team was

dubbed Russian Swifts by the local media

but performed hors concours. This time, the

Knights took first place by right.

The Russian Knights’ participation in

Airshow China 2006 is the team’s second

visit to China this year. March saw them

performing during the large-scale celebration

of the 60th anniversary of WWII’s end –

Victory Eagle air show in Zhangjiajie (China’s

Hunan province) dual-hatted as the opening

of the year of Russia in China.

Having celebrated their 15th anniversary

with breathtaking aerobatics at Kubinka AFB,

the Russian Knights went to Belarus in the

same month, where they performed during

the celebration of the 65th anniversary of the

Belarusian Air Force’s air base in Baranovichi.

On the Aviation Day in August this year,

the Knights performed in Khabarovsk, flying

ordinary Su-27 fighters organic to a Far

Eastern air regiment, rather than their own

ones. This highlighted their airmanship even

more. In September, the Knights took part in

the Gidroaviasalon 2006 air show in the Black

Sea city of Gelendzhik, flying both as part

of the composite Su-27/MiG-29 nine-ship

formation and the five-ship formation of

their own. Their performance included their

trademark solo and paired team-leaders

aerobatics.

The Russian Knights are going on a long

hop to Zhuhai on 21 October. Another

performance of the Russian aerobatics

pilots on Su-27 fighters, which are so

popular with the Chinese, promise a most

impressive item on the flight programme of

Airshow China 2006.


c o n t r a c t s a n d d e l i v e r i e s | i n b r i e f

16

There were as many as two Beriev

Be-200ChS amphibians displayed

in the recent Gidroaviasalon 2006

air show in Geledzhik. One of

them, Beriev-owned RF-21512, had

returned on the eve of the show

from Portugal that contracted it to

fight forest fires during the summer,

hence the bright inscription

Bombeiros in Portuguese on its

side. The Be-200ChS’s successful

operation in Portugal might lead

to the country becoming the first

foreign buyer of such amphibians.

According to Beriev’s Director

General Victor Kobzev speaking

during the show, the parties are

starting negotiating the terms

of contract for two Be-200ChS

amphibians, with two more aircraft

being an option.

The second Be-200ChS at the

show (RF-32767) was displayed

by the amphibian’s launch

customer, the Russia’s Ministry of

Emergencies. It is that aircraft that

reporters, including this author,

were lucky to board to become

the first passengers of a taking

off and splashing down amphibian.

Under the current contract the

Ministry of Emergencies is to

take delivery of seven Be-200ChS

aircraft. The first one (RA-21515,

later re-registered as RF-32765)

was received in July 2003 and

the second one (RF-32516, now

RF-32766) in February 2004. The

ministry’s third amphibian, which

flew this time in Gelendzhik, has

been in service since July 2005 (its

initial registration was RF-32517).

The remaining four amphibians

under the contract will have been

delivered before 2007 year-end.

They are being built by the Irkut

Corp.’s aircraft plant in Irkutsk, with

the production of the next Be-200s

planned to be moved to Taganrog. In

addition to future export orders, the

aircraft plant in Taganrog will make

amphibians under possible future

domestic contracts. According to

Victor Kobzev, the Russian Aerial

Forest Protection Service has

been keen on the Be-200, with

the combined requirement of the

service and Ministry of Emergencies

being estimated at 35–40 aircraft.

Touching upon the feasibility of

future orders for the Be-200, Victor

Kobzev said that its fire-fighting

variant would be promoted on the

market in the first place because

its certification to international

standards is the easiest and

quickest as compared with other

versions. In addition to Portugal,

the aircraft could be ordered by

Italy and Greece. A number of

Southeast Asian countries have

shown interest in such aircraft too.

Kobzev estimates the Be-200 market

capacity at about 60 planes. China

is interested in the Be-200 too, but

it does not need the fire-fighting

version that much. Therefore, the

cargo, SAR and passenger variants

will be offered there.

During the Gidroaviasalon 2006

show, the Be-200ChS (RF-21512)

completed four flights, breaking

eight world records in the C-2j

and C-3j classes (hydroplanes up

to 45 t and amphibians up to 45 t

respectively). On 6 September, the

amphibian accelerated to 650 km/

h on a 500-km circuit route in the

C-2 class. Interestingly, the co-pilot

in that flight was Gen. Vladimir

Mikhaylov, Commander-in-Chief

of the Russian Air Force. The

Be-200 was flown by Beriev’s

test pilot Nikolay Kuleshov, with

the crew including navigator Yuri

Gerasimov and operator Alexander

Ternovoy.

On 7 September, the amphibian

produced a speed of 653 km/h in

the same class on a 1,000 km circuit

route both empty and with 1 t and

2 t payloads. Its crew comprised

test pilot Nikolay Okhotnikov,

co-pilot Nikolay Kuleshov, navigator

Yuri Gerasimov and operator Sergey

Gundich. On 9 September 2006,

the amphibian made two flights,

including take-off and landing in

the airport of the city of Anapa and

take-off and splashdown on the sea,

and broke several world records

in the C-3 class. The plane flew at

669 km/h on a 500 km circuit route

and at 674 km/h on a 1,000 km

circuit route both empty and

with 1 t and 2 t payloads. Nikolay

Okhotnikov and Nikolay Kuleshov

alternated as pilot and co-pilot. Yuri

Gerasimov was the navigator and

Vladimir Karagodin and Konstantin

Lysogor the operators.

In all, eight world records

were broken during the four

flights and witnessed by FAI’s

representative – Tatyana Polozova,

a sports commissar of the Russian

National Aeroclub named after

Valery Chkalov. The results will

become official once they are

approved by FAI, which is to take

three months. Prior to these flights,

the Be-200 had set as many as

34 world records.

Be-200’s contracts and records

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The first two Beriev Be-103 light

multipurpose amphibians built by

KnAAPO in Komsomolsk-on-Amur

are to be shipped to the customer in

China at last on 31 October.

Under the evolving contract

with China, KnAAPO had been

building the first five Be-103

(series 35) amphibians

since spring 2003. In 2004,

the manufacturer launched

construction of next Series

37 amphibians for Chinese

customers. Also in 2004, an

agreement was reached that

China would order 20 Be-103

amphibians worth approximately

$1.1. million per unit. Russia’s

Aviaexport and China’s CATIC

and AVIC II were intermediaries

in that deal.

KnAAPO completed the first

five-ship batch for China during

2004–05, and CAAC (Civil Aviation

Administration of China) certified

the Be-103 on 22 December 2005,

having issued type certificate

VTC173A. In May 2006, the customer

made a firm order for the first two

aircraft. Despite the amphibians

being ready for shipping, the delivery

stalled, for which the Chinese party

was to blame. Quite paperwork

had to be handled. To cap it all,

the intermediaries changed. Now,

China’s regional authorities will

facilitate Be-103 deliveries to China.

Therefore, the amphibians will be

delivered in small batches several

aircraft each. The first two are about

to fly to Harbin.

Next three Be-103s may be

shipped to Guangzhou, with the

contract slated for signing during

the Airshow China at Zhuhai. They

are supposed to be flown in by a

transport aircraft. Yet another five

Be-103s may be shipped to Harbin

again.

In addition to the first two aircraft,

KnAAPO is ready deliver eight more

Be-103s before year-end. There are

as many as 12 complete amphibians

in the manufacturer’s flight test

shop, with the rest of the Series 37

aircraft being in different stages of

completion.

A Chinese delegation visited Russia

in September to discuss the delivery

of more. The parties are considering

the feasibility of license-producing

up to 50 Be-103s in China.

Be-103s finally go to China

On 2 August 2006, the

Ulyanovsk-based Aviastar-SP

plant completed the certification

flight tests of the first Tupolev

Tu-204-120CE cargo aircraft made

on order for the People’s Republic

of China. Paperwork for certifying

the aircraft in line EC airworthiness

standard JAR-25 is to wrap up this

autumn, after which the plane can

be delivered to the Air China Cargo

company.

The Tu-204-120CE is an

improved cargo derivative of the

baseline Tu-204-100 airliner. It is

powered by 19,300 kgf Rolls-Royce

RB211-535E4B75 turbofan engines

and cockpit management system in

English, using imperial standards

for displaying flight parameters. The

aircraft is designed for hauling up

to 27 t of cargo out at 3,000 km

or 10.5 t of cargo out at 7,400 km.

The Tu-204-120CE was certificated

by IAC’s Aviation Registry on

30 January 2004 (certificate

ST233-Tu-204-120CE).

A contract for five Tu-204-120CE

transports was signed on

8 September 2001. Three were to

be received by China Southwest and

two by China Northwest. Under the

contract, there was an option for

10 aircraft of the type. Following a

number of reshuffles of the Chinese

commercial aviation, Air China

Cargo, a subsidiary of Beijing-based

Air China, became the customer

for the three Tu-204-120CEs

and China Cargo (a subsidiary of

Shanghai-based China Eastern) for

the remaining two.

Due to the customers’ failure to fund

the development on schedule, Aviastar

furnished the first Tu-204-120CE (f/n

64030) for flight tests as late as this

spring. It first flew on 14 May. Under

the three-month EASA certification

programme, the aircraft completed

21 flights, logging a total of 35 h 40

min in flight. The test programme

was pronounced a success, with the

aircraft submitted for its acceptance.

Chinese pilots have already flown

it as part of the crew. The first

Tu-204-120CE was slated for delivery

in September but has been delayed

a little due to a delay in finalising

the certification paperwork. Aviastar

is completing the second freighter (f/n

64031) that could be built before the

end of the year, provided sufficient

financing is secured. The remaining

three aircraft – f/n 64034, 64035 and

64041 – are slated for completion

in 2007.

First Tu-204-120CE ready for shipment to PRC

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First Flankers for PLAAF

It is the Chinese order that, 15 years ago,

paved the way for the Sukhoi family fighters’

export that has been so large-scale in the

recent year.

The Chinese contract, secured in 1991,

envisioned delivering 24 fighters to the

country (20 Su-27SK single-seaters and four

Su-27UBK twin-seaters). The first export

Su-27SKs and Su-27UBKs differed but little

from their Russian Su-27 and Su-27UB

counterparts. The main differences comprised

a modified identification friend-or-foe (IFF)

system, a simplified electronic countermeasures

(ECM) system, and the export version of the

Tikhomirov NIIP’s N001E radar.

In addition to that, the first Su-27SKs and

Su-27UBKs were armed with R-27R1 and the

R-27T1 medium range missiles versions only

fitted with a semi-active radar and thermal

homing heads respectively, as well as the R-73E

or the R-60MK dogfight heat seeking missiles.

Later on the armament package of the Su-27SK

and the Su-27UBK incorporated the R-27ER1

and R-27ET1 advanced range missiles.

Moreover, at the customer’s request, their

design was modified in order to increase

the maximum take-off weight, while the

armament included unguided air-to-surface

weapon systems. The Su-27SK was capable

of carrying 100, 250 and 500kg unguided air

bombs, incendiary tanks, and 80, 122 and

266 mm rockets. The maximum combat load,

attached to ten pylons, totalled 8,000 kg.

At the request of the Chinese side the

Su-27SK was to operate with the full fuel

load and the maximum combat load, with

the aircraft take-off weight totalling 33,000 kg

(the take-off weight of the first Su-27s

and Su-27SKs was limited to 28,000 kg).

With this end in view, the landing gear was

strengthened.

The first dozen of Su-27s (eight singleseaters

and four twinseaters) arrived in China in

June 1992. In November of the same year

another 12 Su-27SKs carried out a non-stop

flight from the KnAAPO airfield to the Wuhu

airfield in China. Soon all 24 aircraft ordered

were fielded with the 3rd Air Division of the

Chinese Air Force, deployed at the Wuhu

airfield.

In 1995 an additional agreement on

delivering the second batch of fighters was

signed with China, and a year later another

16 single-seat Su-27SKs and six Su-27UBK

twin-seaters were delivered to the country.

The total cost of 46 fighters, procured by

China (including the necessary ground

18

Russian-made Sukhoi Su-27SK single-seat fighters have been in service with the China’s People’s Liberation Army’s

Air Force (PLAAF) for almost a decade and a half. The first 20 aircraft were delivered by KnAAPO in 1992, followed by

16 more fighters four years later. In 1996, a contract was signed on tooling up the aircraft factory in the Chinese city

of Shenyang for license-producing 200 such aircraft. The first Shenyang-made Su-27SK, designated as J-11, fulfilled

its maiden flight on 15 December 1998. Over seven years, KnAAPO had supplied the Shenyang plant with a hundred

Su-27SK assembly kits for license production. However, the programme was suspended in early 2004 since PLAAF had

learnt to operate a more advanced Flanker version, the Su-30MKK multirole twinseat fighter (Russia supplied 76 aircraft

of the type in 2000–2003) and the Chinese Navy was gearing up for receiving the even more sophisticated Su-30MK2

(KnAAPO delivered 24 fighters of the type in 2004). Against such a backdrop, China decided against continuing to make

Su-27SKs whose combat capabilities were less sophisticated. A number of options for resuming the J-11’s production

were pondered, but in any case, only upgraded multirole aircraft with the improved avionics and weapons suites were

on the agenda, both Russian-made (Sukhoi and KnAAPO offered their upgrade programme dubbed Su-27SKM) and

indigenous Chinese ones. It looks like that the jury is still out. In addition, not a single new delivery contract has been

made since 2003: having contented themselves with a hundred Su-30MKKs and Su-30MK2s during 2000-2004, the

Chinese seem to be waiting for the Su-35, a drastic upgrade of the Flanker. Now, Russia pins its hopes for resuming

fighter deliveries to China on this aircraft. There is one more Sukhoi plane that could go to China in the future. It is a

derivative of the Su-33 carrierborne fighter, which, according to experts, could come in handy in tailoring carrier air

groups on future Chinese aircraft carriers.

SUKHOI FIGTERS IN CHINASUKHOI FIGTERS IN CHINATODAY AND TOMORROWAndrey FOMIN

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equipment, armament, and spare parts, as

well as training and exercises of Chinese flight

personnel) is estimated to the tune of US $1.5

to 1.7 billion.

The disastrous typhoon, which raved in

China on 9 September 1996, inflicted heavy

damage on 17 Su-27SKs, deployed at one

of the local airfields. However, efforts of

KnAAPO maintenance experts resulted in

restoring and fielding all the fighters bar none

on short notice.

China, which is interested in upgrading its

PLAAF fleet and has extensive experience

in manufacturing Soviet-designed aircraft

at its own aircraft plants, has also expressed

its wish to get a license from Russia for

producing its own Su-27s. Following long

negotiations, the Russian government struck

a deal with China, and on 6 December 1996 a

$2.5billion contract, which foresees building

of 200 Su-27SKs at the Shenyang-based

plant over a period of five years, was signed.

China undertook a commitment not to

export Su-27s, manufactured in the country,

to third parties. The first aircraft were to

be assembled from the parts, supplied by

the KnAAPO while later on parts and

assemblies were supposed to be produced

by the Chinese aircraft industry (it has not,

however, gone to that). The license did not

cover the production of engines, avionics

and weapons for the Chinese Su-27SKs, so

they were delivered from Russia under the

contract.

The complete set of production forms

and records for licensed production of the

Flanker had been handed over to China by

summer 1997. The first Chinese Su-27SK,

designated there J-11, was assembled in

Shenyang and test-flown on 15 December

1998. Locally assembled fighters began

fielding with the PLAAF’s 1st Division,

deployed at the Anshan airfield near the

manufacturing plant.

In light with the planned considerable

increase of the Su-27 single-seat fighter fleet,

the PLAAF may face the problem of training

Chinese pilots for flying the aircraft. Since

the Chinese Air Force had only a dozen

Su-27UBK two-seat fighter trainers, it decided

to procure an additional batch of twin-seaters

from Russia. As a result, a contract was signed

in December 1999, in compliance with which

the Irkutsk Aircraft Industrial Association was

to deliver another 28 Su-27UBKs to China in

2000–2002.

According to the foreign press, KnAAPO

had supplied 105 aircraft kits to Shenyang

before early 2004 to license-produce

J-11s, and it looks like all of the aircraft

assembled have been fielded. Thus,

PLAAF received a total of almost 180

Su-27SK (J-11) and Su-27UBK fighters.

According to the www.sinodefense.com

site, by 2006 the aircraft has been in

service with as many as seven PLAAF air

divisions – the 1st Division in Anshan

(Shenyang Military region), 2nd Division

in Suixi (Guangzhou Military region), 6th

Division in Yinchuan (Lanzhou Military

region), 7th Division in Zhangjiakou

(Beijing Military region), 14th Division in

Zhangshu (Nanjing Military region), 19th

Division in Zhengzhou (Jinan Military

region) and 33rd Division in Baishiyi

(Chengdu Military region) as well as

PLAAF’s Flight Test and Training Centre

in Cangzhou (Beijing Military region).

19

Sukhoi Su-27SK (bottom) and Su-27UBK

(left) fielded with the PLAAF in 1992 were

followed in 1998 by locally produced under

Russia’s license J-11 single-seaters (above)

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Flanker became multirole

After mastering the operational potential of

the Russian-supplied Su-27SK air superiority

fighters and launching their licensed

production in Shenyang, in the late 1990s the

PRC declared its intention of ordering from

the Sukhoi Design Bureau and KnAAPO a

batch of upgraded aircraft boasting a broader

array of combat capabilities.

Unlike Su-27SK, the new fighters were

expected to be capable of killing surface

targets, using precision-guided munitions,

such as TV-guided missiles and bombs.

The aircraft were also to feature enhanced

air-to-air capability owing to the latest

RVV-AE medium-range active radar-guided

air-to-air missiles.

The avionics suite of the fighter was planned

to undergo extensive upgrade, too. The

obsolescent electromechanical instruments

in the cockpit were to be replaced by

multifunction full-colour LCDs. The fighter’s

communications and navigation system had

to be updated as well. The ECM equipment to

comprise a new ELINT set and an improved

active jamming system was to meet especially

rigorous requirements. The ELINT system

was called upon to provide automatic target

acquisition and designation for the Kh-31P

anti-radiation missiles. The introduction of

the new weaponry, such as air-to-surface

missiles, guided bombs and RVV-AE missiles,

dictated extensive modernisation of the fire

control system.

In addition, China wanted the upgraded

Flanker to have greater range and endurance.

To meet the requirements, the aircraft was to

be equipped with an in-flight refuelling system

and somewhat larger internal fuel tanks. What

is more, the Chinese side put special emphasis

on the aircraft being capable of taking off

with full external combat load and full fuel.

What happened before was that the Su-27SK’s

take-off weight (28,000 kg for the first batches

and 33,000 kg for later versions) limited the

number of bombs the aircraft was able to carry

with full fuel. Alternatively, the 8 t combat

load did not allow the fighter to take off with

full fuel. The maximum take-off weight of the

upgraded variant with the 8,000 kg combat

load and 9,640 kg fuel load could amount

to 38,800 kg, the increase requiring stronger

landing gear and a reinforced airframe.

Considering the broader scope of missions

the upgraded multirole fighter could fly, as

well as its in-flight refuelling capability and

longer endurance, it was decided to make it

a twin-seater. In turn, that would allow the

aircraft to be used for training purposes also.

The upgraded fighter met all the above

requirements was designated Su-30MKK.

Boasting a wealth of experience of

co-operation with China, including deliveries

of the earlier Su-27SKs and their licensed

production in Shengyang, KnAAPO was

named prime contractor for the new Chinese

contract on 38 Su-30MKKs delivery signed

in 1999. Incidentally, it was KnAAPO that

proposed the Su-30MKK initiative, on its own

completing the bulk of the design work on the

new elements of the airframe with the use of

state-of-the-art information technologies.

The Ramenskoye-based RPKB

Instrument-making Design Bureau was

assigned the developer of a new avionics suite

for the Su-30MKK, which, unlike that of the

Su-27, was to be an open architecture design

wrapped around multiplex data-exchange

channels and up-to-date digital computers.

RPKB integrated all the avionics equipment,

developed new software and designed the

main components of the suite, including the

BTsVM-486 computers, 6x8” MFI-10-5

multifunction full-colour LCDs and some

other systems.

The Su-30MKK’s fire control system

comprises two main subsystems, viz. the

SUV-VE air-to-air fire control component

and the SUV-P air-to-surface fire control

component, the latter is also used for

displaying all sighting/navigation data on

four multifunction LCDs (two displays in

each cockpit). These elements interact with

the L-150 ELINT set of the ECM system,

which generates and sends target acquisition

and designation data to the seekers of the

Kh-31P anti-radiation missiles, and the Tekon

system in the externally-mounted APK-9E

pod, which is used to guide the Kh-59ME

TV-command guided missiles. Weapons

launch preparation is facilitated by the

improved SUO-30PK armament management

system, a development of the Kursk-based

Aviavtomatika Design Bureau.

The SUV-VE air-to-air fire control

subsystem is made up of the RLPK-27VE

(N001VE) radar sighting system, the OEPS-30

optronic sighting system, the SEI-31-10

integrated display system with the ILS-31

head-up display, as well as an IFF interrogator.

The OEPS-30 system, in turn, comprises the

OLS-30 (52Sh) optical location station and

the Sura-K helmet-mounted target designator.

Though the composition of the Su-30MKK’s

SUV-VE air-to-air fire control system may

seem similar to the Su-27’s SUV-27, most of

its components are new-design or upgraded

systems.

A development of the Tikhomirov NIIP

Research Institute, the Su-30MKK’s N001VE

radar is an improved variant of the Su-27’s

Since the late 2000, Sukhoi Su-30MKK fighters

(above and above right) became the first

multirole Flankers in PLAAF inventory being

able to employ a wide range of air-to-air and

air-to-surface weapons including Kh-31P,

Kh-59M and KAB-1500Kr precision guided

munitions (left)

In 2004 Flankers came to PLANAF as well.

These were the further upgraded Su-30MK2

fighters featuring advanced air-to-surface

capabilities (right)

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N001 complemented by an air-to-surface

datalink. The radar is additionally equipped

with the Baget reprogrammable digital signal

processor, an air-to-surface datalink receiver,

the versatile MVK-RL computer and a data

exchange trunk-line adapter/switch. In

contrast to the baseline radar, the N001VE

ensures use of the RVV-AE air-to-air

missiles, including simultaneous engagement

of two targets with two missiles; all-weather

detection and location of radar contrast

ground and sea surface targets, using real

beam, Doppler beam and synthetic aperture

mapping; as well as selection of ground and

sea surface targets and aircraft-to-ground

range finding. The N001VE radar is capable

of detecting aerial fighter-type targets at

ranges of 90–110 km, with the detection

range for ground (surface) targets varying

from 70–80 km (for targets like a tank group

or a missile launcher) to 200–250 km (for

aircraft carriers and the like).

The Su-30MKK is equipped with the

new-design OLS-30 (52Sh) optical location

station and Sura-K helmet-mounted target

designator, featuring new software and

enhanced combat capabilities, instead of the

OLS-27 (36Sh) and Shchel-3UM systems

used on the Su-27SK. For example, the IR

tracking range of TsKB Geofizika’s 52Sh

optronic sight for aerial targets has increased

from 50 to 90 km, with the ranging distances

of the laser rangefinder for aerial and ground

targets rising to 6 km and 10 km respectively.

The SUV-P air-to-surface weapons control

subsystem enables the aircraft to employ

Kh-29T (TE), Kh-59ME (jointly with the

Tekon system), and Kh-31P (jointly with the

L-150 system) air-to-surface missiles, as well as

KAB-500Kr and KAB-1500Kr guided bombs.

The subsystem comprises four BTsVM-486

digital computers (the central avionics computer,

two display processing units, and the weapons

control system computer), four 158x211 mm

MFI-10-5 multifunction colour LCDs (two on

each control panel), the SUO-30PK armament

management system, which directly prepares

the weapons to be fired, and the A-737 satellite

navigation system, capable of being interfaced

with international GPS systems (NAVSTAR/

GLONAS).

Other avionics improvements of the

Su-30MKK include upgraded fly-by-wire

system, integrated flight and navigation

system, as well as more sophisticated radio

communications and ECM systems.

The Su-30MKK fighter carries R-27ER1,

R-27ET1, R-73E and RVV-AE air-to-air

missiles. To kill ground targets, the aircraft

can fire Kh-29T (TE) short-range TV-guided

missiles, Kh-31P anti-radiation missiles,

Kh-59ME medium-range TV-command

guided missiles, KAB-500Kr and KAB-1500Kr

TV-guided bombs as well as various unguided

weapons, including 100, 250, 500 and 1,500 kg

calibre bombs, incendiary tanks, disposable

cluster bombs, KMGU-type dispensers as

well as 80 mm and 122 mm rockets. Like

other Su-27 versopns, the upgraded fighter

is armed with the GSh-301 rapid-fire 30mm

gun. As many as 12 external pylons can

accommodate up to 8,000 kg of the missile

and bomb weaponry.

Deliveries and upgrades

The first Su-30MKK twin-seat multirole

fighter (side No 501) was built by KnAAPO in

the spring of 1999. On 19 May of the same year,

Vyacheslav Averyanov, Sukhoi’s test pilot, took

the aircraft for its first flight from the factory

airfield. In the summer of 1999, KnAAPO

completed a second production Su-30MKK

(No 502), soon followed by another two

(No 503 and 504). By late 2000, all of them,

along with the T10PU-5 flying testbed, had

successfully passed testing at the Russian MoD’s

Chkalov GLITs State Flight Testing Centre in

Akhtubinsk. By that time, KnAAPO had rolled

out the first batch of 10 production Su-30MKKs

that were transferred to the customer with great

fanfare on 20 December 2000. They made a

ferry flight to Wuhu to become part of the 3rd

Air Division of the PLAAF. In the course of

2001, KnAAPO built and sent to China the

remaining 28 Su-30MKKs, meeting all the

schedules under the 1999 contract.

Satisfied with the good buy as well

as the swiftness of Russia’s work and her

responsiveness (it took the Russian side a mere

two years to fully carry out the contract), the

Chinese government ordered a second batch

of 38 Su-30MKK twin-seaters from KnAAPO

in December 2001, with the deliveries to be

completed within the following two years.

In strict compliance with the commitments,

the first 19 Su-30MKKs were delivered in

two batches in August and December 2002.

The remaining 19 aircraft were shipped to

China during 2003. According to www.sino de-

fe nse.com, by 2006 Su-30MKK fighters have

been fielded with three PLAAF Air Divisions:

the 3rd Division in Wuhu (Nanjing Military

region), the 18th Division at Datuopu AFB

in Changsha (Guangzhou Military region)

and the 29th Division in Quzhou (Nanjing

Military region), flying also at the Flight Test

and Training Centre in Cangzhou.

Soon afterwards, China wished to beef up

its fleet of such aircraft, with the aircraft to be

fielded this time with the Chinese Navy’s air arm.

A batch of 24 modified Su-30MK2 multirole

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twinseat fighters with enhanced air-to-surface

capabilities was ordered in January 2003. The

fighters’ weapons suites were beefed up with

Kh-31A antiship active radar homing missiles.

To this end, its radar system was modified,

with additional units (particularly, an additional

Baget-55 signal processor) introduced to the

SUV-VEP fire control systems. The Chinese

Navy started receiving Su-30MK2s in February

2004, with the deliveries having been completed

before the end of the year. According to

www.sino defense.com, Su-30MK2 fighters

have been fielded with PLANAF 4th Division

in Ningbo (East Sea Fleet).

As a result, the total number of Su-27s and

Su-30s in service with the Chinese military

equalled approximately 280, of which over

60% (more than 170 aircraft) were delivered

directly from Russia.

With Chinese pilots learning to fly

Su-30MKKs and Su-30MK2s, upgrading the

earlier bought and far less capable Su-27SKs

and J-11s to their standard became high on the

agenda. According to media reports, China is

upgrading them, using the technical solutions

embodied in the Su-30MKK.

Experts believe that a relevant contract was

signed by the Chinese and Rosoboronexport

some time ago, with Tikhomirov NIIP and

the Ryazan State Instrument Plant teaming

up as prime contractors under the upgrade

programme and as suppliers of assembly kits

for upgraded Chinese fighters.

The Chinese Su-27SK’s fire control suite

is being improved to SUV-VE standard (the

same as the one on the Su-30MKK), with the

avionics suite being fitted with an additional

air-to-surface weapons control system, the

SUV-PE. Owing to this, the fighter’s weapons

suite is being beefed up with cutting-edge

RVV-AE air-to-air missiles and TV-homing

air-to-ground precision-guidance munitions –

the Kh-29T missiles, KAB-500Kr guided

bombs, etc. The cockpit management suite

is being under upgrade too, with most ‘steam

gauge’ instrument losing ground to a pair of

6x6” MFI-10-6M liquid-crystal multifunction

displays and the MFPI-6 multifunction

display. A number of other avionics upgrades

are being introduced, making the Su-27SK

(J-11) similar to the Su-30MKK in terms

of combat performance. There are reasons

to believe that not less than five dozens of

single-seat fighters have been improved in this

manner in China by now.

Chinese prospects of Su-33

The Chinese Navy has long been eager to

field aircraft carriers. The subject has been

actively mulled over for over 20 years now,

and a Chinese aircraft carrier development

programme is reported to have kicked off as far

back as 1992. The foreign press has repeatedly

reported that a Project 9935 aircraft carrier

displacing about 48,000 t was laid down at

the Shanghai Shipyard in 1999. However, the

Chinese government denied the reports in

June last year, calling them “unsubstantiated”.

According to other sources, the first Chinese

aircraft carrier is to be laid down in 2006 or

2007. Nonetheless, it is known for certain

that since the 1980s, Chinese experts have

been studying the state of aircraft carrier

programmes in France, Italy, Spain, Russia

and Ukraine, pondering various ways to buy

written-off carrier for further scrutiny to gain

expertise to be used to their own ends in this

fields.

Sukhoi Su-33 carrier-borne fighters in service with

the Russian NavyPhoto report from the board of the Admiral Kuznetsov carrier during her cruise

to the North Atlantics in 2005 by Alexander Dundin



First the Chinese managed in 1994 to buy

Australian aircraft carrier Melbourne for

$1.4 million as scrap metal, with the carrier

towed to China, stripped to individual units

and scrutinised by shipbuilders. Then in 1998,

China paid $5 million to South Korea for the

Minsk heavy through-deck cruiser that South

Korea had bought from Russia for scrapping.

Following a thorough study (the new buyer

got a ship with numerous electronic systems

intact), the Minsk was turned into the Minsk

World floating museum and entertainment

centre near the city of Shenzhen in the vicinity

of Hong Kong. It has been visited by as many

as several million tourists. Another former

Russian carrier, the Kiev, was bought for

$8.5 million by Chinese company Tianma in

2000 via an Austrian intermediary company. In

violation of the contract, she was not scrapped

but turned into a museum ship in the post city

of Tianjin. No doubt, she had been examined

through and through by Chinese shipbuilders

and naval personnel.

However, China’s main aircraft carrier buy

was the 70% complete Varyag carrier, the

second ship of Project 1143.5 after the Russian

Navy’s only aircraft carrier Admiral Kuznetsov.

The Varyag was bought from Ukraine via a

Macao company for $20 million in 1999. She

had been handed over to Ukraine by Russia

four years before that. Following an almost

two-year cruise from the Black Sea, the Varyag

finally made it to the pier of Chinese naval

base Dalian on 4 March 2002. Despite official

assurances, no one was going to turn her into

another attraction. In July 2005, the Varyag’s

hull was towed to a nearby shipyard, and work

on her kicked off in earnest. Ukrainian workers

from the Nikolayev shipyard, where the carrier

was built, are said to have been spotted working

on her proactively. Many experts believe that

even if the Varyag does not become China’s

first full-fledged aircraft carrier, she will, at

least, be used for testing technical solutions to

be applied to future Chinese aircraft carriers.

In particular, first Chinese carrier pilots could

start training on her.

What aircraft can be based on the Varyag

and future Chinese carriers? According to

expert opinion, there are only two options:

either a carrier-borne derivative of advanced

Chinese fighter J-10 or an aircraft similar

to the Sukhoi Su-33, which could be either

derived by the Chinese themselves from the

license-produced Su-27SK (J-11) or ordered

from Russia. Given a number of factors,

many tend to think that the latter option is

more probable. To boot, Chinese Web sites

have published the news that negotiations on

the feasibility of delivering Russian Sukhoi

carrier-based fighters to field CAGs of future

Chinese aircraft carriers had been drawing

to an end, with the first contract, possibly,

to be signed soon. Experts believe that, in

the coming five to ten years, the Chinese

Navy might need up to a hundred shipborne

multirole fighters, including up to 60 Su-33K

singleseaters and up to 40 twin-seat aircraft

that could be derived from the Su-27KUB

prototype. Early deliveries might have started

prior to 2010 to be completed within five or

more years.

The Su-33K multirole singleseat fighter (the

designation is tentative) will likely to be derived

from the production Su-33. 26 such aircraft

were made during 1992–95 by KnAAPO.

Most of them have been in service with the

279th Independent Carrier-borne Fighter

w w w . t a ke - o f f . r u take-off november 2006 23



1. Main pitot probe

2. Radome

3. N001VEP1 upgraded radar antenna

4. SUV-VEP1 upgraded fire control

system units

5. 52Sh optronic sighting system

6. Angle of attack vane

7. In-flight refuelling probe lamp

8. Backup pitot probe

9. Retractable in-flight refuelling probe

10. Cockpit canopy visor

11. Movable cockpit canopy element

12. Head-up display

13. New cockpit instrumentation with two

MFDs

14. Aircraft control stick

15. K-36DM ejection seat

16. Emergency pitot probe

17. Aerial

18. Radio compass omnidirectional aerial

19. Equipment bay aft of cockpit

20. GSh-301 cannon

21. Ammo load

22. Ammo box of 150 cartridges

23. Canards

24. Canards hydraulic actuator

25. Nose landing gear with twin-wheel

strut

26. Mudguard

Artist impression on the Su-33K ship-borne fighter

that can be ordered by PLANAF (drawing by Alexey Mikheyev)

27. Nose landing gear retracting

actuator

28. Nose landing gear wheel well door

29. Brake flap

30. Brake flap actuator

31. Cable assemblies

32. Fuel tank No 1

33. Filler neck

34. Main landing gear wheel well

35. Air intake front moving panel

36. Air intake rear moving panel

37. Panel actuators

38. Air by-pass outlets

39. Air replenishment doors

40. Air intake FOD grill

41. Air intake FOD grill actuator and

damper

42. Air intake duct

43. Fuel tank No 2

64. Stabiliser axis

65. Stabiliser control actuator

66. Stabiliser folding section

67. Folding section actuator

68. Stabiliser folding section lock

actuator

69. Ventral fin

70. Oil tank

71. Front fin attachment point

72. Rear fin attachment point

55. Avionics units

56. IFF aerial

57. Fuel tank No 4

58. Fuel system pipelines and elements

59. Units of passive jamming automatic

system

60. Aft ‘flipper’

61. Arrestor hook

62. Arrestor hook uplock fitting

63. Horizontal tail surfaces

44. Radio compass

45. Rudder controls

46. Salut AL-31F-M1 upgraded engine

47. Engine compressor casing

48. External aircraft assemblies gearbox

49. Engine oil tank

50. Variable-area nozzle

51. Nozzle actuators

52. Engine elements access hatches

53. Central tail boom

54. Central tail boom tip



73. Fin

74. Rudder

75. Rudder actuator

76. Steering assembly

77. Air-to-air heat-exchanger air intake

78. Radioparent fin tip

79. UHF radio aerial

80. Aerial system

81. Navigation light (white)

82. Radar warning system aerial

83. Fixed wing panel section

84. Folding wing panel section

85. Wing folding assembly

86. Wing actuator

87. Movable wing leading edge

88. Wing leading edge actuators

89. Wing leading edge hydraulic

control assembly

90. Flap

91. Flaperon

92. Flaperon actuator

93. Wing panel and centre wing

section joint

94. Main landing gear attachment

fitting

95. Main landing gear

96. APU-73 launcher

97. ECM system container

98. Navigation light (red)

99. Navigation light (green)

100. R-73E missile launching

device

101. R-73E short-range air-to-air

missile

102. R-27ET1 medium-range

air-to-air missile with IR

seeker

103. R-27ER1 medium-range

semi-active radar homing

air-to-air missile

104. RVV-AE medium-range active

radar homing air-to-air missile

105. Kh-31P antiradiation and

Kh-31A antiship high-speed

missiles

106. Kh-59MK long-range antiship

missile



Regiment of the Russian Navy’s Northern

Fleet. They are based on board the Admiral

Kuznetsov aircraft carrier. Unlike its Russian

baseline model, the Chinese Su-33 derivative

will likely feature more sophisticated avionics

and a greater choice of weapons boosting its

multirole capabilities.

The Su-33K is believed to be mounting

the SUV-VEP1 upgraded air-to-air fire

control system and SUV-PE air-to-surface

fire control system, a two-LCD cockpit

management system, advanced navigation,

communications, electronic warfare (EW) and

flight control systems, i.e. virtually everything

now carried by the Su-30MK2 bought by

China and by the Su-27SKM singleseat

upgrades offered. On the whole, the Su-33K

might be similar to them in the composition

of its warload as well. Compared to the Su-33,

the Su-33K will probably mount RVV-AE

air-to-air, Kh-31A antiship and Kh-31P

antiradiation missiles, KAB-500Kr guided

bombs, etc. The Russian Navy’s Su-33s has

got no such weapons yet. Further down the

road, the Su-33K might be fitted with some

systems and cutting-edge weapons supposed

to fit the future Su-35 multirole fighter. Similar

weapons and avionics suites might be furnished

to the twin-seat aircraft planned to be derived

from the Su-27KUB. For instance, a decision

has been taken that its fire control system

will be wrapped around the Irbis-E passive

phased-array radar developed by Tikhomirov

NIIP to equip the Su-35.

The carrierborne fighter’s powerplant is

supposed to be upgraded as well. For safe

carrier-borne operations, the production

Su-33s are powered by AL-31F Series 3 engines

featuring the so-called additional ‘special

mode’ with an enhanced thrust of 12,800 kgf.

The enhanced thrust mode eats up the engines’

service life that is only 700 h compared to the

1,500 h featured by the production AL-31F

Series 2 engines. The advanced aircraft may

be fitted with upgraded engines with thrust

enhanced to 13,500 kgf and the service life

extended to 4,000 h. There are two ways to

follow here as well. One engine is being offered

by the developer the AL-31F – NPO Saturn.

The company has bench-tested an upgrade with

the performance ensured mostly through an

increase in the fan’s diameter and introduction

of a digital engine control. The second option

is being offered by the traditional AL-31F

exporter to China – MMPP Salut production

plant. Its AL-31F-M1 derivative featuring a

similar performance completed its flight tests

on a RusAF’s Su-27SM fighter in October

2006 and got an approval for fielding. Taking

into account Salut’s wealth of experience in

cooperating with China, its offer might have

an edge over Saturn’s one. In the longer run,

both companies are ready to offer the customer

their variants of the next stage of upgrading the

AL-31F, featuring even more improvements

and even better performance.

Su-35 – a step away from fifth generation

The Sukhoi company pins its near future

at the global fighter market on the advent

of the Su-35 super-manoeuvrable multirole

fighter – a heavily upgraded Flanker-family

member intended to fill the gap between

various today’s versions of the Su-30MK and

a fifth-generation fighter whose deliveries

might kick off in the later 2010s. “The Su-35

is a Generation 4++ aircraft embodying

numerous Gen. 5 technologies. They ensure

the Su-35’s superiority over all other Gen.

4 fighters under development throughout the

world. During 2009–2015, the cutting-edge

technologies will make the Su-35 superior to

all future multifunction fighters on the global

market”, Sukhoi officials say. The Su-35 also

stokes hopes on the Chinese market as well,

with China have been awaiting such an aircraft

for quite a while.

What is the principal difference between the

Su-35 and current Su-30MK versions? Firstly,

the fighter will feature an improved airframe

embodying more titanium alloys, which will

extend its service life considerably – to 6,000 h

or 30 years of operation. Secondly, it will be

powered by the engine heavily upgraded by

NPO Saturn and known as 117S.

Irbis-E phased-array

radar with 400 km target

detection range

OLS-35 IR/laser/TV

optronic sighting system

In-flight refuelling probe

New generation

glass-cockpit

A new ‘heart’ of the future Su-35 – radically

upgraded Saturn 117S turbofan featuring

increased thrust and service life

The core of the Su-35’s fire control system –

NIIP’s Irbis-E phased array radar featuring

unprecedented target detection range of up to

400 km

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In terms of design, the engine is a production

AL-31F derivative relying on fifth-generation

technologies. It mounts an advanced fan with

a 3% increase in diameter (932 mm compared

with 905 mm), advanced low-pressure and

high pressure turbines and a sophisticated

digital control system. A provision has been

made for a thrust vector control nozzle

similar to that on the AL-31FP. The upgrade

resulted in a 16% thrust increase to 14,500 kgf.

Compared with the existing AL-31F, the

service life has increased by 2–2.7 times, with

the time between overhauls hiking from 500 h

to 1,000 h and the assigned life from 1,500 h

to 4,000 h.

To date, five engine prototypes have been

made. The first one has been rig-tested since

2003, and another two have been test-flown as

part of the powerplant on the Su-27M No710

flying testbed. The test flights began in March

2004. Stage I of the flight trials comprised

about 30 flights completed by the flying testbed

powered by a new engine, including five flights

when both engines powered the aircraft. New

stages of the trials have been planned for the

prototype engines. The fourth example will

replace the first one on the test bench, while

the fifth one will be used as a backup during

the flight tests. The production 117S engines

will be co-manufactured by the Ufa Engine

Production Association (UMPO) and NPO

Saturn Scientific Production Association in

Rybinsk.

To give the Su-35 longer legs, the fighter

carries a mid-air refuelling system. In addition,

it can haul two 1,800-litre drop tanks (drop

tanks have not been used by Su-27 family

fighters before). The internal fuel load has

grown by 20% to 11,500 kg.

However, the Su-35’s features setting it

apart from the existing Su-27 family’s aircraft

will certainly be a cutting-edge avionics and

weapons suite. The fighter’s fire control system

is based on the advanced Irbis-E phased-array

radar control system boasting the unique target

acquisition range. The Irbis-E was developed

by the Tikhomirov NIIP institute as a derivative

of the Bars radar that fits the Su-30MKI,

Su-30MKM and Su-30MKA fighters. The

Irbis-E is an X-band multifunction radar with

a 900 mm passive phased array mounted on

a hydraulic actuator operating in azimuth

and banking and the promising computing

system based on the Solo-35 digital computer.

The passed array electronically scans 60 deg.

sectors in azimuth and elevation, while the

hydraulic actuator additionally steers the array

mechanically to 60 deg. in azimuth and to

120 deg. in banking. With electronic control

and mechanical steering of the array, the

maximum beam angle increases to 120 deg.

in azimuth.

The Irbis features a simultaneous

30-target acquisition and tracking capability

in the track-while-scan mode. It engages

two targets simultaneously with two

Strengthened

landing gear

Sukhoi Su-35 multirole supermanoeuvrable figter main features

Upgraded and

new-generation

avionics and

communicationsModified strengthened airframe providing

service life increasing up to 6,000 h

New-generation EW system

Modified empennage with new tail fins shape

Saturn 117S turbofan with

TVC providing 14,500kgf

thrust and 4,000h service life

New weapons including Kh-59MK long-range antiship missiles as well as other upgraded and

new-generation air-to-air and air-to-surface guided weapons

New generation glass cockpit for Su-35 fighters

built around large-size LCDs and implementing

HOTAS concept

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semi-active radar homing missiles and up to

eight targets with eight active radar homing

missiles, including four of the targets out

at 300 km or more. In the ground-attack

mode, the radar handles terrain mapping

(both ground and water) and ground

target acquisition in the low-resolution

‘real-beam’, medium-resolution Doppler

beam sharpening (DBS) and high/

extra-high-resolution adaptive synthetic

aperture focusing modes. Operating against

aerial and ground threats at the same time,

the Irbis-E maps the ground while keeping

an eye on airspace or tracking an aerial

threat with precision sufficient for attacking

it with active radar homing missiles.

The system features a head-on acquisition

range of at least 350–400 km for aerial targets

with the 3 sq.m radar cross-section (RCS) and

a pursuit acquisition range of at least 150 km

with a target traveling at 10,000 m or higher.

The Irbis-E spots ‘super-low-observable’

threats with the 0.01 sq.m RCS out at 90 km.

As a derivative of the Bars radar, the Irbis

features far superior characteristics than its

predecessor, namely an operating frequency

band that has been expanded more than

twofold, the aerial target acquisition and

azimuth tracking zone that grew from 70 deg.

to 120 deg., a far greater range, enhanced

ECM immunity, etc. In these terms, the Irbis

is on a par with the latest foreign designs,

surpassing most of US and west European

passive and active phased-array radars and

rivaling the most sophisticated system in the

class – the AN/APG-77 radar of the USAF’s

Lockheed Martin F-22 Raptor.

Tikhomirov-NIIP has been developing

the Irbis-E since 2004. To date, two of its

prototypes have passed bench tests, with the

first prototype being ready for installation on

the flying testbed. The Su-30MK2 No503 may

start flying with the Irbis-E radar on board

before the end of the year. The Ryazan State

Instrument Plant will handle the Irbis-E’s

full-rate production.

Another latest subsystem within the Su-35’s

fire control suite is the OLS-35 optronic

sighting system triple-hatted as an IR sensor,

a laser rangefinder/target designator and a

TV sight. Up-to-date electronic componentry,

algorithms and software give the OLS-35 an

edge over the OLS-27 and OLS-30 optronic

sights of the Su-30MK family aircraft in terms

of range, precision and reliability. In addition, to

enable the fighter to use air-to-surface weapons

effectively, it can be fitted with the Sapsan-E

optronic pod to facilitate the employment,

among other things, of laser-guided bombs.

The Ural Optical Mechanical Plant named

after E.S. Yalamov (UOMZ) in Yekaterinburg

is the prime contractor for the optronic systems

to fit the Su-35.

Another important feature of the Su-35

is a radically innovative ‘glass’ cockpit. Its

mockup that made its debut in Farnborough

this summer will become a central display

of Sukhoi during this air show in Zhuhai.

The cockpit management system is wrapped

around two huge MFI-35 colour multifunction

LCDs, IKSh-1M wide-angle collimator HUD

and three smaller displays (one in the center of

the control panel and two on the sides of the

cockpit).

The 9x12” MFI-35 display measures

15 inches diagonally and has a resolution of

1,400x1,080 pixels. The IKSh-1M HUD with

the 30 deg. field of view can fit both the Su-35

and other advanced Russian fighters. One of

the three small displays is set by the pilot’s left

knee. It is a multifunction control panel to

manage weapons stores, the radio and other

systems. The second display installed under

the IKSh-1M HUD shows key targeting and

navigation data. The third display, which is

installed to the right of the pilot, is used as a

backup for showing flight data.

To control the avionics, aircraft systems and

weapons, the Su-35’s cockpit is fitted with

buttons and switches on the control column

and the throttles as well as push buttons

around the multifunction displays. Thus, the

HOTAS principle is being embodied in the

aircraft. The RPKB Ramenskoye Instrument

Design Bureau and other companies of

the Technocomplex Scientific Production

Corporation are developing displays and a

number of other avionics to fit the Su-35.

Advanced navaids and comms and EW gear

will equip the aircraft as well.

In addition to eight R-27ER1, four

R-27ET1 or R-27EP1 and twelve RVV-AE

medium-range AAMs and six R-73E dogfight

missiles, the Su-35’s weapons suite will

comprise five advanced long-range missiles.

The air-to-surface warload includes six

Kh-29TE or Kh-29L tactical missiles, six

Kh-31A antiship and Kh-31P antiradiation

missiles, five advanced Kh-59MK

long-range antiship missiles as well as five

Kh-58UShE extended-range antiradiation

missiles, three Club long-range antiship

missiles and a Yakhont heavy long-range

antiship missile. The guided bombs include

up to eight TV-guided KAB-500Kr (OD),

latest satellite-guided KAB-500S-E and

laser-guided LGB-250 weapons as well as

up to three KAB-1500Kr or KAB-1500LG

TV or laser-guided bombs. The Su-35’s

choice of bombs and rockets is the same as

the one of the Su-30MK, but in the future

it can employ improved or brand-new

500 kg and 250 kg bombs and 80, 122 and

266/420 mm rockets, including those with

laser guidance. The Su-35’s maximum

payload stands at 8,000 kg.

The first Su-35 prototype is expected to

kick off its trials in 2007. KnAAPO is making

four flying prototypes and a prototype for

static tests. The production and deliveries are

believed to start as early as in 2009 to last until

the fifth-generation fighter hits the market.

Su-35 main data

Length, m 21.9

Wing span, m 15.3

Height, m 5.9

Take-off weight, kg:

- normal 25,300

- max 34,500

Combat load, kg 8,000

Fuel, kg:

- internal tanks 11,500

- with two drop tanks 14,300

Max speed, km/h:

- at sea level 1,400

- at high altitude 2,400

Max Mach number 2.25

Service ceiling, m 18,000

G-load 9

Range, km:

- at sea level 1,580

- at high altitude 3,600

- ferry range with two drop tanks 4,500

Powerplant type Saturn 117S

Take-off thrust, kgf 2х14,500

Artist impression on Sukhoi Su-35 fighter now under construction at KnAAPO and slated to enter

flight tests next year with possible deliveries since 2009

KnA

AP

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30

With all current Russian-Chinese

combat aircraft contracts to be

fulfilled during 2004, sales of

Russian aeroengines to power

Chinese fighters have come to the

fore as far as the military and

technical cooperation between the

two countries is concerned.

In November last year,

Rosoboronexport snagged

a lucrative contract for 180

Salut-made AL-31F engines to

power the China-operated Sukhoi

Su-27SKs and Su-27UBKs,

estimated at $550 million. The

MMPP Salut machine-building

plant in Moscow, the traditional

supplier of AL-31F engines on

the Chinese market, is the prime

contractor under the deal.

China took delivery of the early

Su-27SKs and Su-27UBKs in 1992

and 1996, and it is them the new

engines under construction by Salut

are designed to power. The fact is

that the assigned life of the AL-31Fs

made in the 1990s is 900 hours,

and the engines have to be replaced

given the Su-27s’ heavy use by

PLAAF. As is known, having bought

a licence to make the Su-27SK,

China did not get a licence to make

engines to power them. Truth be

told, China has been developing

a similar indigenous engine, the

WS10, but new major orders for

Russian-made AL-31Fs indicate

that it will take the WS10 some

time to enter full-rate production.

Deliveries of new AL-31Fs for the

Chinese Su-27s kicked off this year

and are to have been completed by

mid-2007.

The November contract for 180

AL-31Fs had been preceded by

another major deal, with Salut in

July 2005 landing an order from

China for 100 AL-31FN engines

to power advanced Chinese J-10

fighters (pic. on right). The first

batch was shipped to the customer

in October last year, with the last

batch of AL-31FNs to be delivered

this autumn (bottom picture). In

addition, Salut and China in early

2005 signed a three-year contract

for overhauling earlier AL-31Fs and

supplying them with spares. The

deal’s worth is estimated at $100

million.

The AL-31FN with an afterburning

thrust of 12,500 kgf is designed

for powering the J-10 aircraft. It

differs from the baseline AL-31F

in the bottom-mounted accessory

gearbox, with the engine retaining

the basic performance of its

baseline model. As early as 1997,

China bought from Lyulka-Saturn

nine AL-31FN prototypes that were

mounted on early J-10 prototypes.

The AL-31FN’s production model

emerged in the year 2000. It was

developed by the Lyulka-Saturn

company and debugged by the Salut

design bureau. To power further

prototypes and early production

J-10s, China ordered 54 more

AL-31FNs that Salut delivered them

during 2001–2003.

The J-10 fighter programme is

in full swing and, hence, Salut

may soon land new contracts from

the great neighbour in the East.

According Salut’s Director General

Yuri Yeliseyev, last year’s deals

are “far from being last contracts

made with China”. “I suppose,”

Yeliseyev said, “a new contract

for an AL-31FN batch could be

placed as early as this year. In

addition, China is keen on buying

the upgraded AL-31F-M1 as well as

a licence to produce it.”

Yet another major deal for

Russian aeroengines was made by

Russia and China in April 2005.

It provides for 100 Klimov RD-33

turbofans to fit FC-1 (Super-7)

light multirole fighters – another

type of advanced Chinese aircraft.

The deal is worth estimated $267

million. Under the contract signed

by Rosoboronexport, the first

15 engines will be shipped by

the developer, the Klimov plant

in St. Petersburg, with the rest to

be shipped by the manufacturer,

the Chernyshev plant in Moscow.

In 2002–2003, Klimov sold China

several RD-93 prototypes that were

fitted to three FC-1 flying prototypes,

of which the first one completed its

maiden flight on 24 August 2003.

The RD-93 is a derivative of the

production RD-33 turbofan powering

the MiG-29 family fighters. Unlike

its baseline model, the derivative

has its accessory gearbox mounted

on its bottom and is modified for

installation on the single-engine

FC-1. Like its baseline model, the

RD-93 produces 8,300 kgf of thrust

with full reheat and 5,040 kgf in

maximum power.

Under the new contract, Klimov

shipped the first two RD-93s to the

customer in October 2005, while

the rest of 15 engines will have

been delivered by 2006 year-end,

with Chernyshev to launch its

deliveries at the same time. This

year, Chernyshev is to make and

deliver the first two dozen engines in

November and December, with the

contract to be fulfilled in 2008.

Considering the FC-1 fighter’s

pretty good export prospects (e.g.

the Pakistani Air Force plans to

but up to 150 such aircraft), the

RD-93’s orderbook could swell

significantly, totalling estimated

500 units worth over $1.3 billion.

Russian engines to power Chinese aircraft

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i n d u s t r y | i n b r i e f

32

MiG Corp. Director General/Designer

General Alexey Fyodorov, who is

believed to be the most likely candidate

for leadership of the fledgling United

Aircraft Corporation, offered his views

of the tasks at hand in integrating

the Russian aircraft industry during

the recent Gidroaviasalon 2006 in

Gelendzhik. According to Fyodorov, the

full set of papers relevant to registering

UAC had been worked out and a nod

by the Federal Antimonopoly Service

had been given, with evaluation of

UAC member companies’ assets

having been drawing to an end by

the time Gidroaviasalon 2006 kicked

off. The latter is to be completed in

October, thus enabling UAC to wrap up

its registration.

According to Fyodorov, the first

business unit to be set up as part

of UAC as early as this autumn

is a holding company tentatively

dubbed Transport Aircraft

Systems. It will unite developers

and manufacturers of transport

aircraft. The Civil Aviation holding

company may crop up next. It

may be followed in 2007 by a UAC

division specialising in hydroplanes

and amphibians and comprising the

Beriev design bureau and TAVIA

plant. Thus, a full-service company

is to be established in Taganrog to

develop, manufacture, maintain and

even dispose of amphibian aircraft.

However, hydroplanes and

amphibians will not become the

only scope of the Taganrog-based

branch of UAC, which will keep on

working on airborne early warning

and control aircraft. Beriev has been

running a proactive R&D programme

under the February 2005 contract

for three A-50EI aircraft for India.

They are based on the airframe

of Tashkent-made Il-76TD. Beriev

will fit them with advanced PS-90A

turbofans, fairings for Israeli-made

radar antennas and other latest

avionics. The first of the three

A-50EIs is slated for tests in earlier

2007 and is to be delivered to the

customer in a year afterwards.

Speaking of the most contentious

issue in setting up UAC, i.e.

establishing the Combat Aircraft

holding company, Alexey Fyodorov

emphasized that a schedule had not

been set and no haste in doing so was

welcome. “Sukhoi and MiG Corp. are

very effective,” he said, adding that

haste in merging the companies might

“kill the hen laying golden eggs”.

The Sukhoi company has launched

an aggressive advertising campaign

to promote its main commercial

project – the future regional aircraft

known as the RRJ (Russian Regional

Jet) until recently. Now, it is going

to be promoted on the market as

SuperJet 100, and the new brand

is to underline the Russian regional

plane’s superiority over its foreign

rivals, according to Sukhoi’s Director

General Mikhail Pogosyan and the

new advertising campaign’s author –

the UK’s Square Advertising Agency.

Sukhoi believes that the superiority

rests upon the SuperJet’s features that

they precede with the prefix ‘super’.

The former RRJ, they believe, is

characterised with ‘Super technology’,

‘economic superefficiency’, ‘Super

comfort’, ‘Super economics’, ‘Super

fuel savings’ and is being developed

by a ‘Super team’.

Time will show whether the

SuperJet is indeed a ‘superplane’ or

not. By now two of Sukhoi’s plants

participating in the programme

(KnAAPO in Komsomolsk-on-Amur

and NAPO in Novosibirsk) are

completing the manufacture and

assembly of the fuselage sections

and the wing to fit the first SuperJet

(see the picture below). The first

airframe is to have been completed

and begun its static tests before 2006

year-end. SuperJet’s maiden flight

remains scheduled on September

2007. Under the current schedule,

the whole of the certification trials

should fit within a bit longer than

a year. They are to have been

completed before the end of 2008

when the launch customer, Aeroflot,

is planned to start taking delivery of

early production aircraft. Hopefully,

the developer will be able to stick

to its tight schedule, and the recent

US sanctions slapped on Sukhoi will

have no impact on the programme.

Meanwhile, another high-profile

statement about another SuperJet

order was made during the recent

air show in Farnborough. On

19 July, Russian aviation alliance

AirUnion and Sukhoi Civil Aircraft

Company struck a financial leasing

deal for 15 SuperJet 100s in the

baseline 95-seat configuration

and an option for 15 more. Heads

of the KrasAir, Sukhoi and Ilyushin

Finance companies attended the

signing ceremony. Under the

contract, deliveries could begin

as early as late November 2008,

while a firm contract between

AirUnion’s members and Sukhoi

Civil Aircraft could be signed in

November this year.

RRJ renamed SuperJet

Alexey Fyodorov: UAC to be registered this autumn

Kn

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33

The NPO Saturn association

has completed the first stage of

bench-testing the first prototype

of new-generation engine SaM146

being jointly developed by Saturn

and Snecma of Safrane Group to

power the SuperJet 100 regional

airliner under development by

Sukhoi Civil Aircraft. The event was

the cause for a presentation in

Rybinsk on 13 September, attended

by Take-Off’s correspondent who

had an opportunity to see and hear

the SaM146 during bench tests.

As was reported by our

magazine, Saturn assembled the

first full-size SaM146 engine on

22 June 2006 and began its bench

tests on 5 July. Following eight

pilot tests, the first official run of

the engine took place on 12 July

on cutting-edge closed Bench 26

recently commissioned by Saturn.

Leaders of Snecma, Sukhoi Civil

Aircraft and Air France attended the

engine run. Before the run, the test

bench capable of monitoring about

2,000 parameters had been tested

with the use of French engine

CFM56-7 whose parts have been

produced by Saturn on ordered

from Snecma since 1997.

By mid-September, the SaM146

had logged as many as 72 hours

on the test bench, having proved all

basic design characteristics. This

served the reason for pronouncing

the first stage of the trials a

success and moving on to Stage II.

Before year-end, Saturn will have

assembled the second and third

prototype engines, with the fourth

one to be completed early next

year and start flight tests on

Gromov LII’s Il-76LL flying testbed

in March 2007. In all, under the

EASA and Russian airworthiness

certification test programme slated

for completion in March 2008, eight

full-size SaM146 engines as well as

units for 15 complete engine kits

and 32 engine overhauls are to be

made. All SaM146 engines will log

4,500 hours on the bench during

the certification tests.

In addition to Bench 26, Saturn is

making two more (numbers 27 and

28) that are to be commissioned

in 2007 for testing all prototype,

preproduction and production

SaM146 engines.

Also, late in September, a unique

open bench – the only bench in

its class in Europe – was built at

Saturn’s test facility in Poluyevo

24 km away from Rybinsk (pic.

below). It will be used for special

tests of the SaM146 and other

advanced engines with thrust of

up to 23,000 kgf that cannot be

conducted on closed benches.

Open-bench jobs include acoustic

and side wind tests (the latter

involve a dedicated side-wind

generator) as well as fan blade

loss, icing and hail, water and bird

ingestion tests. They also include

emission monitoring and long-term

cyclic tests. Mention should be

made that there have been only two

open benches for testing aircraft

engines in Russia (one in Perm and

the other in Samara) until recently,

but they are no match for the bench

in Poluyevo. Only General Electric

has a similar installation.

The scale and intensity of

the efforts to productionise and

test the SaM146 and build the

top-notch testing facility for the

engine gives hope that Saturn and

Snecma will be able to stick to

the schedule, thus making a kind

of world record in minimising the

time for developing a radically

advanced aircraft engine. It may

take the engine only six years

from the start of predesigning in

April 2002, when Sukhoi suggested

the then-nonexistent Russo-French

SaM146 (known as SM146 at the

time) should power its future RRJ

(now SuperJet), to its certification

(March 2008) and launch of full-rate

production. In such a case, it will

be unique for the global aeroengine

industry. In September 2007, two

SaM146s are to power the first

SuperJet 100’s flying prototype, as

was announced at the ceremony in

Rybinsk on 13 September.

SaM146 passes first stage of trials

And

rey F

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An

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34

By tradition, the world-largest

jet-powered amphibian, the Beriev

A-40 Albatross, became a feature

of the Gidroaviasalon 2006 in

Gelendzhik in September. Now, it

sports the A-42PE designation on

its sides. While during the previous

shows the Albatross, which marks

the 20th anniversary of its maiden

flight this year, flew mostly for the

sake of demonstration, it faces

good prospects now. During the

show, Beriev’s Director General

Victor Kobzev said that “the issue

of financing has been settled” and

his company had landed a Defence

Ministry order for developing and

flight-testing a new prototype,

the A-42, featuring “additional

capabilities”, with “deliveries of

aircraft of the type to begin in 2011”.

In the later 1980s, Beriev built

two A-40 Albatross ASW amphibian

prototypes, of which the second one

was displayed at the Gidroaviasalon

show. However, the lack of funding

resulted in their tests being put on

the back burner due to in the early

‘90s and their production by the

TAVIA plant in Taganrog failing to

begin. At the same time, Beriev had

to suspend the construction of the

third Albatross prototype – the A-42

search and rescue version.

The design work under the

programme carried on, however.

Since 1994, Beriev has been

developing the A-42PE upgraded

patrol/SAR amphibian powered by an

advanced powerplant (two 14,000 hp

D-27A propfans and a 5,200 kgf

RD-33AS turbofan booster engine)

and fitted with an up-to-date avionics

suite (pic. in the middle). Its take-off

weight was to increase up to 96 t and

range up to 11,500 km. The world’s

largest amphibian was to have a

max speed of 770 km/h and haul a

warload of 8,500 kg in sea-state 5

(i.e. waves up to 2 m high).

However, Russia’s pullout from

the An-70 programme and, hence,

loss of promising Ukrainian engine

D-27 made Beriev to seek other

powerplants. According to Victor

Kobzev speaking at the previous

Gidroaviasalon in September 2004,

the upgraded Albatross is to be

powered by modified PS-90A

turbofans that are 30 per cent

more powerful than the D-30KPV

powering the early two A-40s.

Naturally, the new aircraft will

mount more advanced avionics. The

NIIS, which is part of the Leninets

holding company, is developing

an integrated search and targeting

system on the base of the family of

commonised systems known as the

Sea Dragon. The flight navigation

suite will be wrapped around NIIAO’s

ARIA system mounted by production

Be-200 amphibians.

As far as the updated A-42 is

concerned, a SAR version is under

development so far, but its role is

planned to be expanded to include

maritime patrolling further down the

road, once advanced avionics are

developed.

In addition to the Russian MoD’s

contract, the up-rated Albatross could

have other promising prospects. The

Indian Navy has taken interest in the

amphibian. The Service is pondering

various variants of upgrading its

patrol and ASW aircraft fleet made

up mostly by the Russian-made

land-based Tu-142MEs and Il-38s.

An Indian Navy delegation led by

Rear Adm. Shekhar Sinha attended

Gidroaviasalon 2006, watched the

Albatross in flight, examined the

aircraft thoroughly and talked to

Beriev’s and Rosoboronexport’s

leaders about the feasibility of

ordering such amphibians.

Albatross to get second wind?

Ale

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35

A Kamov Ka-226 helicopter

conducted a series of special test flights

at the foothills of the Caucasus in the

Stavropol Region (Russia) this summer.

The flights were aimed at proving its

design performance in high-and-hot

environment. The maximum design

altitude of its helipad is 3,000 m, but

until recently, the machine has not

been based higher than 1,000 m, which

caused a restriction in its flight manual.

Since the customer – the Aviation

Department of the Federal Security

Service – wants to fly the Ka-226

across the whole spectrum of its

design characteristics, a series of test

flights was arranged in the Stavropol

region. A production Ka-226 powered

by Rolls-Royce Allison 250-C20B

engines and delivered late last year to

the customer was used for tests.

Three days of testing included flights

with the 3,400 kg max take-off weight

from helipads at 1,000 m and 1,500 m

in the mountains. Then, the altitude

was raised to 2,000 m and 2,500 m,

and, finally, the Ka-226 was tried at

an altitude up to 3,000 m. Thus, the

machine proved all of its design flight

characteristics within its operating

bracket. This boosts the customer’s

ability to use it.

The Allison 250-C20B-powered

Ka-226 helicopter obtained its type

certificate from the Interstate Aviation

Committee’s (IAC) Aircraft Register

on 31 October 2003 (type certificate

ST225-Ka-226). It is in production with

KumAPP in Kumertau and Strela in

Orenburg for Gazprom as well as the

Russian Ministry of Emergencies and

other uniformed services.

Ka-226 proves itself in

mountainous terrain

An Antonov An-148T multirole

transport aircraft mockup sporting

the Ukrainian Air Force paintjob was

among the most interesting displays

of the Antonov corporation at the

recent air show in Farnborough in

July. Antonov had for a long time been

known to be working on a transport

version of their latest airliner. Now,

experts and potential buyers had an

opportunity to see some of the future

transport with their own eyes.

According to Antonov, the

An-148T is designed for airlifting

military materiel, medical supplies

and other cargo weighing up

to 20 t in support of its military,

Emergencies Ministry and the UN’s

peacekeeping forces. It is to haul its

cargo on standard-issue pallets and

in containers. The plane’s cargo hold

can house two GAZ-66 lorries, or

two BMD airborne fighting vehicles,

or a light chopper, or 104 troops in

full combat gear, or 56 casualties on

stretchers along with 28 casualties

in sitting posture.

Since the airliner is turning into an

airlifter, it is getting both a transport

aircraft feature – a tail ramp – and

an advanced fuselage with a greater

cross-section. This will result in a

122 cu.m cargo hold (142 cu.m with

the ramp included) whose floor is

to measure 13.29 m in length (17.2

with the ramp included). The hold

will be 3.1 m wide and 2.7 m high.

The max range of the An-148T with

a 20 t payload will total 1,900 km at a

speed of 750–810 km/h at an altitude

of 10,000–11,000 m. When carrying

a 15 t payload, its max range will

be 3,160 km. The ferry range will

be 6,350 km. The An-148T’s take-off

weight increase over the baseline

An-148-100 will necessitate engines

that are more powerful. It looks

like they will be a pair of modified

D-436T3s producing 9,000–9,500 kgf

of thrust.

An-148’s airlifter derivative

makes its debutFlight trials of the new-generation

Mil Mi-38 medium multirole helicopter

carry on at the flight test facility of

the Mil Moscow Helicopter Plant out

of Moscow. The trials have produced

results exceeding the specification

requirements; in particular, the

machine has displayed a higher flight

speed and altitude that designed.

During a routine flight on

27 September under the factory and

certification flight test programmes,

Mil’s test crew comprising pilot

Vladimir Kutanin, co-pilot Sergey

Barkov and engineer Igor Klevantsev

climbed to a record-breaking altitude

of 8,170 m. As is known, helicopters’

service ceiling exceeds 8,000 m

seldom.

On that mission, the Mi-38’s

take-off weight equalled 11,100 kg,

with the fuel weighing over 1,100 kg.

A full kit of measuring and other test

equipment was on board in line with

the mission. Previously, the Mi-38 had

climbed to 5,900 m with the 14,200 kg

take-off weight and to 5,450 m with

the 15,600 kg take-off weight during

the factory tests. The trials to gauge its

static ceiling have been successful too.

With the 14,200 kg take-off weight, the

crew managed to exceed an altitude of

3,000 m by far. In addition, the Mi-38

proved capable of hovering out of

ground effect, with the take-off weight

standing at 16,350 kg.

Owing to the results produced during

the factory trials, Mil’s Director General

Andrey Shibitov said: “The flight altitude

reached on 27 September is not the

limit. The Mi-38 helicopter features a

great potential for improvement. We

are certain that our advanced machine

will serve a reliable base for us to

reinstating our national priorities and

bolstering the Russian helicopter

industry in the world’s aviation records

environment.”

Mi-38 reaches record-

breaking flight altitude

Grig

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36

The trials of the first

pre-production 30-seat Sukhoi

Su-80GP multipurpose transport/

passenger turboprop aircraft

continue in Komsomolsk-on-Amur.

As was reported by Take-Off, the

aircraft (c/n 01-05) was made by

KnAAPO and completed its maiden

flight from the factory airfield on

29 June this year.

As is known, the first Su-80

flight-test prototype (c/n 01-02,

registration number RA-82911)

has been undergoing flight tests

in Zhukovsky outside Moscow

since September 2001. Another

aircraft (c/n 01-01) underwent a

series of static bench tests at

the Siberian Aviation Research

and Development Institute

(SibNIA), and aircraft c/n 01-03

was submitted to the mock-up

commission for examination. The

development and the first stage

of tests resulted in a drastic

modification of the aircraft’s

design. The fuselage in front of the

centre wing section became 1.4 m

longer, the tail unit was modified,

and a number of improvements

were introduced into the aircraft

control system and the loading

ramp. These modifications were

for the first time introduced into

prototype c/n 01-04, sent to the

SibNIA for another round of bench

tests in December 2004, as well

as follow-up flight-test prototypes,

manufactured by KnAAPO. Aircraft

c/n 01-05, which is also the second

Su-80 flight-test prototype and

the first pre-production prototype,

became the first such aircraft.

KnAAPO has almost completed

two more aircraft as well (c/n 01-06

and 01-07). The three aircraft

will take part in the Su-80GP

certification tests, expected to be

completed in early 2008. After

that series production aircraft

will be delivered to customers,

under contracts signed. The

P e t r o p a v l o v s k - K a m c h a t s k y

airline, and such air carriers

as the Polyarnye Airlines, the

Khabarovskie Airlines, the Dalavia,

the Vostok, etc., may receive

the new aircraft in 2008–2010.

Russian uniformed services and

several foreign countries, e.g.

China, Vietnam, Thailand and

Malaysia, have been very keen on

the Su-80GP.

Following several early test

flights, the preproduction

Su-80GP was given top the

Sukhoi design bureau for further

tests. Its crew has logged about

10 acceptance and training

missions, with 18 more to go.

Late in November, the Su-80GP

is to be ferried to LII in Zhukovsky

for its certification trials.

Recently, the first preproduction

Su-80GP was given the standard

paintjob of aircraft of the type and

registration number 82912.

Su-80GP in trials

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According to Mikhail Dmitriyev,

Director of the Federal Military Technical

Cooperation Service, Russia has been

cooperating with more than 20 countries

in the field of arms trade. One can run into

Russian warplanes in many Southeast Asian

countries. MiG-29 fighters are in service

with the Royal Malaysian Air Force. The

MiG Corp. has been in close cooperation

with India that is to take delivery of 16

MiG-29K and MiG-29KUB carrier-borne

fighters in 2007/8. The corporation’s

orderbook also includes a more capable

Generation 4++ fighter, the MiG-35, which

has a good chance to compete successfully

for the light and medium tactical fighter

niche in certain regions of the world.

Various Su-30MK heavy fighter versions

tailored to meet the customers’ requirements

are in demand in China, Indonesia, Vietnam,

India, etc. Russian companies are eager to

pursue a closer cooperation, e.g. joint and

licence production. For instance, PLAAF

has taken delivery of about a hundred

licence-produced Su-27SK fighters.

In addition to the traditional Southeast

Asian market, prospects for Russian arms sales

have been promising in other corners of the

world as well. The Russian-Venezuelan deal

could pave the way to a closer cooperation

between Russia and the rest of the nations in

the region.

The nature of conflicts and the geographic

characteristics of the countries with long

maritime borders prompt these countries to

place emphasis on fielding their air forces

with combat aircraft capable of border

patrolling and other tactical missions.

The stable demand for Russian-made

fighters is not only due to their high

flight performance. To meet customers’

requirements, the fighters have been

increasingly given more multirole capabilities

by means of a rather wide range of their

organic weapons. At present, the main

Russian air-launched weapon supplier,

Tactical Missiles Corp., offers a wide range of

guided missiles to fit Russian-made multirole

fighters. See Table 1 for the types and

characteristics of the multirole air-to-ground

guided missiles and Table 2 for those of

air-launched antiship missiles on offer.

As far as multirole missiles are concerned,

mention should be made of the Tactical

Missiles Corp.’s latest designs – the

Kh-25MAE and Kh-25MSE. The former

has an active radar homer and the later relies

on satellite navigation aids. As the latest

derivatives of the Kh-25M product line, both

missiles strike a good balance between their

performance and cost. With their launch

weight slightly exceeding 300 kg, the missiles

can engage threats out at 40 km. Their 90 kg

warheads are lethal for a wide range of threats

on the battlefield and in the enemy’s tactical

defences.

These precision-guided munitions feature

the launch-and-leave, day/night and

RUSSIAN AIR-TO-SURFACE PRECISION-GUIDED

WEAPONS ON GLOBAL MARKET

(3,350)

In spite of the snags hit in the 1990s, Russian defence contractors have retained

fundamental technologies and advanced weaponry’s development and production

principles. Russia has always been a world leader in combat aircraft development,

with its aircraft weapon makers renowned for their effective and dependable

weapons at all times.

The Russian arms-making school of thought rests upon the systemic approach

and the ability to pinpoint the gist of the matter and embody simple but

promising solutions to enable aircraft and weapons to operate in most demanding

environments. It is this that makes Russian designers different from their Western

colleagues who mostly focus on solving clear-cut limited problems. Therefore,

many countries, especially those striving to pursue an independent national

security policy, have been paying closer attention to the materiel offered by

Russian companies for export.

Peter STONE

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


all-weather capabilities. This gives them an

edge over TV-guided and laser-beam-riding

weapons.

At the same time, the Kh-59ME TV/

command-guided missile with its 280–320 kg

warhead features a 2–3 CEP (circular

error probable) when used against large

well-protected surface targets.

Analysis of the characteristics of the

air-launched antiship missiles proves that

optimum antiship warloads can be tailored

for combat aircraft depending on specific

littoral-defence and straits-control missions.

Each of the weapons on offer features

strengths of its own.

The Kh-31A, which is among the fastest

missiles worldwide, can be employed

absolutely unexpectedly for the enemy.

Despite its rather lightweight 90 kg warhead,

the weapon can decisively defeat a wide

range of hostile ships owing to its high kinetic

energy. Its small size enables the Su-30

fighter to carry several missiles of the type. A

Kh-31A salvo assures guaranteed destruction

of large-enough well-protected ships in the

destroyer and cruiser classes.

The Kh-35E antiship missile has completed

its opeval on various platforms, including

ships, aircraft and mobile coast-defence

launchers. It is a hard target for hostile

weapons and electronic countermeasures

owing to its compact dimensions, high ECM

immunity and sea-skimming capability. The

Kh-35E can serve the combat mainstay of

integrated coastal defences, in which capacity

it is second to none worldwide in terms of

cost-effectiveness.

The Kh-59MK antiship missile with its

formidable warhead is effective against largest

threats.

Antiradiation missiles listed in Table 2

make up a special subclass of air-launched

weapons. No combat air operation can be

planned without resorting to such missiles

nowadays for penetration of the enemy’s air

and missile defences. The Tactical Missiles

Corp. now offers the latest Kh-31P missile

derivative designated as Kh-31PK. The

missile is very effective when used against

radars of up-to-date SAM systems due to

its proximity fuse and enhanced-lethality

warhead.

Guided bombs have been acquiring

advanced capabilities as well. Remaining an

inexpensive weapon, present-day glide bombs

are sometimes as effective as guided missiles

owing to aerodynamics advances and the

advent of rather cheap and precise guidance

packages to fit them.

Thus, Russian manufacturers can meet

virtually any customer requirement as far

as tactical precision-guided air-to-surface

weapon deliveries are concerned.

Multirole air-to-ground missiles main data (table 1)

Type Kh-29TE Kh-29L Kh-25ML Kh-25MAE Kh-25MSE Kh-59ME

Purpose surface threats small surface threats surface threats

Max range, km 30 10 10 40 40 115

Launch weight, kg 690 660 300 330 323 930

Warhead HE/penetrator HE HE or penetrator penetrator (cluster-type)

Warhead weight, kg 320 96 90 320 (280)

Guidance passive TV semiactive beam rider inertial + active radar homing

inertial + satellite

guidance

TV/command

Targets static heavily-protected static and mobile pinpointed with limited

mobility

well-protected with limited

mobility

Homing capability self-contained Lasing required self-contained operator’s tracking required

Operating capability visual range all weather, day and night visual range

Air-Launched antiship and antiradiation missiles main data (table 2)

Class Antiship missiles Antiradiation missiles

Type Kh-35E Kh-31A Kh-59MK Kh-31PK Kh-58E Kh-25MP

Targets ships displacing up to 5,000 t in the face of enemy fires

and ECM

ships up to destroyer inclusive

ships ground-based medium- and

long-range SAM radars**

ground-based medium- and

long-range SAM radars

ground-based medium-range SAM and AAA

radars

Max range, km 130 70 285* 110(H=15 km, M=1.5)

200(H=20 km, M=2.35)

40(H=10 km, M<1.1)

Launch weight, kg 520 610 930 605 610 315

Warhead weight, kg 145 95 320 90 149 86

Guidance inertial + active radar homing

active radar homing

inertial + active radar

homing

inertial + passive radar homing

autopilot + passive radar

homing

passive radar homing

Flight altitude vic. target, m

10–15 (down to 4) variable 10–15 (4–7)

… … …

Cruising speed (max), km/h

980 3,500 900 2,600–2,700 (3,600)

… 1,080–1,620(3,350)

Operating capability all weather, day and night

* against a destroyer-size threat** including those with antennae elevated up to 15 m

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

w w w . t a ke - o f f . r u take-off november 2006 39

в о е н н а я а в и а ц и я | р е п о р т а ж

w w w . t a ke - o f f . r u40 взлёт 10/2006 октябрь

Fedor MURAVCHENKO, Designer General, Doctor of Science (Engineering), Hero of Ukraine, Associate of the National Academy of Sciences of Ukraine.

For more than 60 years the

Zaporozhye Machine-Building

Design Bureau Progress

State Enterprise named after

Academician A.G. Ivchenko

(SE IVCHENKO-PROG-

RESS) is involved in design

of engines to power aircraft

and helicopters of various

types, industrial drives and

special equipment as well.

For this period of time the

engine-manufacturing plants

produced over 70,000 units

of piston and gas turbine

engines, industrial turbine

starters and drives. The

aeroengines designed by SE

IVCHENKO-PROGRESS

power 57 types of aircraft

operated in 109 countries of

the world.

The sphere of SE

IVCHENKO-PROGRESS

activities is as follows: design,

manufacture, certification,

overhaul, test, development,

putting into series production

and further improvement of

consumer’s characteristics of

aviation and industrial gas

turbine engines.

More than 60 certificates of

Bureau Veritas, AR MAK and

GosAviaSluzhba of Ukraine

confirm the quality, reliability

and the right to produce and

upgrade engines.

Currently there is a demand in advanced trainers

featuring stability and flight qualities of modern and

prospective fighters and a high “cost-effectiveness” factor,

as well as in light attack airplanes and fighters derived

from these trainers. Such aircraft require new engines.

The SE IVCHENKO-PROGRESS has designed the AI-222

engine featuring the performance of the world best

turbofans designed for trainer and combat aircraft.

AI-222-25AI-222-25The basic engine with a take-off thrust of 2500 kgf.

It is currently passing a programme of official tests

onboard the Yak-130 training combat aircraft. The

engine modular

design allows a

quick replacement

of modules, which

served out their

service life or

damaged in combat

operations. The

materials and

special coatings

offer an all-climate

engine operation.

AI-222-22AI-222-22The AI-222-25 engine version with a take-off

thrust of 2200 kgf. It has a smaller fan diameter and

reduced total air flow rate. The engine core is fully

unified with that of the basic AI-222-25 turbofan.

AI-222-25UVTAI-222-25UVTThe AI-222-25 engine version with a thrust vector

control (TVC). A swivelling jet nozzle, which is an

individual module, is installed on the rear turbine

bearing support flange. To increase the aircraft

manoeuvrability as well as take-off and landing

characteristics the all AI-222 family engines can be

equipped with the TVC systems which provide an

all-aspect deviation of a jet stream up to 20 deg. from

the engine axis.

AI-222-25FAI-222-25FThe AI-222-25 engine version with a take-off

thrust of 4300 kgf in a full afterburning mode. The

gas generator is completely unified with the basic

AI-222-25 engine. The experimental batch of the

AI-222K-25F engines is under manufacturing now

to power advanced trainers.

AI-222-28AI-222-28This modified

engine version

will be developed

by introducing a

turbine with an

improved cooling

system. This turbine

is designed using an

experience of the

D-18T and D-27 engines turbine development which

allows a significant increase in a gas temperature

while ensuring a thrust increasing up to 2800 kgf at

take-off and up to 3000 kgf at combat rating. The

compressor sections of the AI-222-25 and AI-222-28

engines are completely unified.

Due to optimum thrust and fuel efficiency values,

low noise and emission levels, high service life and

low operating cost which meet the requirements of

the XXIth century the AI-222 family engines will

allow to develop highly competitive airplanes and

UAVs.

AI-25TLShAI-25TLShThe AI-25TL engine upgraded version with a

take-off thrust of 1850 kgf. The main AI-25TLSh

a d v a n t a g e s

as compared

with the basic

engine are as

follows: a higher

maximum thrust,

a c c e l e r a t i o n

time is two times

lower. The flight

tests showed a

substantial improvement in the aircraft dynamic

characteristics (acceleration, rate of climb),

reduced take-off and manoeuvre time. The engine

has passed certification tests and is mounted in

the L-39U airplane, its installing in the JL-8

trainer is possible.

The upgraded engine when installed in the L-39

airplane extends its lifetime by 10–15 years.

IVCHENKO-PROGRESS IVCHENKO-PROGRESS ENGINES FOR ENGINES FOR

TRAINERS AND TRAINERS AND LIGHT COMBAT LIGHT COMBAT

AIRCRAFTAIRCRAFT

AI-222-25Max power thrust – 2500 kgf; SFC – 0.64 kg/kgf•h; Weight – 440 kg

AI-25TLShMax power thrust – 1850 kgfWeight – 350 kg

AI-222-28Max power thrust – 2800 kgfSFC – 0.677 kg/kgf•h

в о е н н а я а в и а ц и я | р е п о р т а ж

взлёт 10/2006 октябрь 41 w w w . t a ke - o f f . r u

D-27D-27A three-shaft propfan engine with a power

of 14,000 hp at take-off. It is designed to

power high efficient transports and military

cargo aircraft featuring the improved take-off

and landing performance. Four D-27

propfans are installed in the An-70 military

cargo aircraft.

AI-6500/8000AI-6500/8000A turboprop engine with a take-off power of

6500–8000 hp currently under development

on the basis of the AI-222-25 turbofan gas

generator to power transport airplanes with a

maximum take-off weight of 60–100 tons.

D-436МD-436МA turbofan with a thrust of 12,000–

14,000 kgf to power modern multi-purpose

transport airplanes is currently under

development.

ENGINES OF THE FUTUREENGINES OF THE FUTURE

SE IVCHENKO-PROGRESS

2, Ivanova st., 69068, Zaporozhye, Ukraine

Tel.: +38 (0612) 65-03-27 Fax : +38 (0612) 65-46-97, 12-89-22

E-mail: [email protected]

www.ivchenko-progress.com

The advantages of UAV employment

in a number of military conflicts for solving

reconnaissance tasks and conducting strike

operations, a necessity in solving a number of

civil problems such as patrolling power lines and

cross-country pipelines, ecological monitoring,

searching mineral resources, ground mapping,

inspecting the regions of nature disasters, etc.,

demonstrate the great prospects for this aviation

sector.

The SE IVCHENKO-PROGRESS considers a

promotion of the engines, designed to power

UAVs, to the markets of the Middle East and

South-Eastern Asia countries as a highly

prospective action because the countries of these

regions achieved a level which allows them

to design and manufacture UAVs, and they

extensively develop this trend of their activities.

Constructive and technological levels

of gas turbine engines designed by SE

IVCHENKO-PROGRESS allow to use them in

power plants of new and upgraded UAVs.

AI-450TP AI-450TP The AI-450 turboprop engine version with

a take-off power of 400–550 hp. The main

features of the engine are a provision of

air inlet into the engine and a design of

the transmission for propeller driving. As

compared with the basic turboshaft engine

this one features the changed reduction gear,

accessory gearbox and exhaust nozzle. It

can use both tractor and pusher propellers.

Turboshaft and turboprop versions of the

AI-450 engines family featuring shaft power

from 450 to 700 hp can be installed in UAVs

having various aerodynamic of rotary- and

fixed-wing configurations.

AI-222-40AI-222-40The AI-22 engine uprated version under

development now for the Tu-324 regional

passenger aircraft. A thrust increase by

10–20% is obtained by introducing the

AI-222-25 engine gas generator. A new

wide-chord noiseless fan is currently under

development. The engine has a thrust

reverser.

ENGINES FOR PROSPECTIVE ENGINES FOR PROSPECTIVE MILITARY CARGO AIRCRAFTMILITARY CARGO AIRCRAFT

ENGINES FOR UAVSENGINES FOR UAVS

D-27Take-off power – 14,000 hp; SFC – 0.170 kg/hp•hWeight – 1,650 kg

D-436MTake-off thrust – 12,430 kgf; SFC – 0.261 kg/kgf•hWeight – 2,400 kg

AI-222-40Take-off thrust – 4150 kgf; SFC – 0.381 kg/kgf•hWeight – 725 kg

AI-450TPTake-off power – 500 hp; SFC – 0.250 kg/hp•h Weight – 123 kg


c i v i l a v i a t i o n | i n b r i e f

42

On 30 August, the Kazan

Aircraft Production Association

(KAPO) delivered the fifth Tupolev

Tu-214 long-haul airliner with

registration number RA-64512

to the Khabarovsk-based Dalavia

airline. The airliner was financially

leased until 2020 under the 29 May

2003 contract with the Financial

Leasing Company (FLC). Under the

contract, Dalavia already received

two Tu-214s (RA-64507 and

RA-64510) in December 2003 and

July 2005. The first two Tu-214s

(RA-64502 and RA-64503) were

leased by this carrier for ten years

from FLC in May and November

2001 respectively.

Dalavia’s fifth Tu-214 was

completed by KAPO this summer,

with the aircraft making its first

flight on 11 July. The relevant trials

completed, the customer’s crew

flew it on the acceptance mission

on 29 August and then ferried it to

Khabarovsk on the next day.

In addition to Dalavia, the Tu-214

is operated by Krasair, a member of

the AirUnion alliance, with KrasAir

having leased its first airliner of the

type (RA-64508) from the Financial

Leasing Company in June last year.

Tu-214 deliveries to Transaero are

to start soon as well. Under the

14 February 2005 leasing contract

with the Financial Leasing Company,

Transaero, which operates an

all-foreign aircraft fleet, is to receive

ten Tu-214s from KAPO during

2006–08. It is expected that the first

of them will have been delivered by

November this year, with next four

aircraft to be made in 2007.

New Tu-214s for Russian airlines

The city of Yakutsk hosted on

6 September the official ceremony of

delivering to the Yakutiya air carrier

of the first of its Antonov An-140

regional turboprops made by Russian

aircraft plant Aviakor. In addition to

the leaders of the Samara-based

Aviakor plant, the ceremony was

attended by an impressive Ukrainian

delegation of participants in the

An-140 production programme,

including Antonov’s Director General

Dmitry Kiva, Motor Sich’s President

Vyacheslav Boguslayev, just to name

a few.

The advanced airliner with

registration number RA-41250

became the first An-140 made by

Aviakor. It was rolled out as far back

as December 2003 but its maiden

flight had been delayed until 2 August

2005. Two weeks afterwards – on

16 August, the Aviakor plant,

Financial Leasing Company (FLC)

and Yakutiya airline signed a leasing

contract during the MAKS 2005 air

show, under which the airline is to

take delivery of three Russian-made

An-140s. So, the lead aircraft has

been received by the customer. If

all goes to plan, Aviakor will have

delivered the other two airliners in the

An-140-100 configuration to Yakutiya

before the end of the year. The airline

intends to buy five more An-140-100s

from the Russian manufacturer.

However, new sales of Aviakor-made

An-140s are going to be handled by

another leasing company – Ilyushin

Finance Co.

During the recent Farnborough

air show, Ilyushing Finance Co.

(IFC) and Aviakor on 18 July

signed a general agreement on

delivery and after-sales support of

An-140 regional turboprops. Under

the agreement, Aviakor will have

delivered 25 aircraft to IFC within

the coming five years, with Ilyushin

Finance Co. to lease them to Russian

carriers.

At the handover ceremony, Antonov

Director General Dmitry Kiva said: “The

air services operated by the Yakutiya

airline run through cold areas. The

An-140 is just the thing for operating

in such an environment, which was

proven under its certification test

programme. It is Yakutiya where the

aircraft proved to be effective at –55

deg. Centigrade. Earlier, 16 Russian

carriers had shown willingness to

buy 160 An-140 aircraft. We are

certain that the An-140 will further the

positive operating record of Antonov’s

planes and passengers will give our

airliner its due for the comfort and

wide range of capabilities it offers.”

Yakutiya receives first Russian-made An-140

Ilda

r V

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Yuri K

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43

On 22 August, Kuban Airlines

(ALK) took delivery of a new

Tupolev Tu-154M medium-haul

airliner – its second this year. The

aircraft was built by the Aviakor

aircraft plant in Samara. Having

received registration number

RA-85795, the airliner first flew

from Aviakor’s airfield on 7 August.

Earlier this year, the manufacturer

had delivered another new

Tu-154M (RA-85123) to ALK. The

plane was flight-tested on 5 May

2006 and delivered on 6 June.

It conducted its first operation

Krasnodar – Moscow – Krasnodar

on 14 August (see the picture).

“Operating a new aircraft is an

important event. It will enable us

to expand our operational network

and launch new services,” ALK’s

Director General Vyacheslav

Kim said. Aviakor will to have

built another Tu-154M before

year-end on order by the Samara

Region authorities. The plant is

to make three more Tu-154Ms

next year.

Aviakor has manufactured

the Tu-154 for over 35 years.

Since 1984, it has been making

the Tu-154M version featuring

more efficient D-30KU-154

engines. Today, the Tu-154B and

Tu-154M are the most widespread

medium-haul airliners in Russia.

Many of them are in service with

other countries.

Tu-154M production goes on

On 13 September, Vitaly

Miroshkin, director of the

New Regional Aircraft Corp. (a

subsidiary of the Sokol aircraft

plant in Nizhny Novgorod) went

public with his plan of delivering

advanced M-101T Sokol

turboprops to Russian civil aviation

flying schools. Previously known

as Gzhel, the Myasishchev M-101T

is in full-rate production by the

Sokol plant. The Ulyanovsk-based

UVAUGA flying school is to get

two aircraft in November, and

another three planes are to go

to the Buguruslan-based BLUGA

flying school.

Flying schools started taking

deliveries of M-101T planes last

year on order by the chief of the

Federal Air Transport Agency.

The first two Sokols (RA-15103

and RA-15105) were received by

UVAUGA and BLUGA on 15 and

18 November 2005 respectively.

The plan provides for the M-101T

fleet operated by the Russian civil

aviation’s flying schools to have

grown up to seven aircraft by

next year. The M-101T Sokol is

designed to replace the obsolescent

Yakovlev Yak-18T used for training

airline pilots. The flying schools

will be able to buy up to 16 more

M-101Ts in 2007.

The Federal Air Transport

Agency’s order is not the only

one under the M-101T delivery

programme that has begun to

gain momentum at long last. The

AMG company began procurement

of such aircraft in spring this

year under the Dexter air taxi

programme. To date, the company

has received seven Sokols

(RA-15100, 15101, 15106, and

15109 through 15112) out of the

45 stipulated by the contract. In

all, at least 12 production M-101Ts

have been in service. The M-101T

was certificated by IAC’s Aircraft

Registry in December 2002.

New M-101Ts for civil

aviation's flying schools

The launch of passenger services

on Beriev Be-103 light multipurpose

amphibians was noted during

the recent Gidroaviasalon 2006

in Gelendzhik. Last year, the

manufacturer, KnAAPO, delivered

two production aircraft of the

type (c/n 3204 and 3205) to Beriev

company for use as part of the Beriev

Sea Airlines being established now.

The amphibians were given registration

numbers RA-01854 and RA-01855.

In addition to demonstration flights

including those as part of trio with

the Be-103 No 03102 (c/n 3102)

prototype, the two aircraft started

carrying passengers on sightseeing

flights. A ticket on a half-an-hour

tour, including take-off from and

splashdown at the Gelendzhik Bay,

cost a 1,500 rubles (approx. $55)

per person (three to four passengers

would board an amphibian) but the

price did not discourage people from

experiencing unforgettable feelings of

taking off from and splashing down

into water. Although each Be-103

would make at least 10 flights a day,

by the weekend the list of the willing

had been completed at least a day in

advance, and not all of the potential

passengers had an opportunity to

make their dream come true.

However, tourist rides in

Gelendzhik are a mere beginning

of the operations of Beriev’s

airline. Further down the road, the

company plans to set up a network

of services linking Krasnodar,

Anapa, Gelendzhik, Rostov,

Taganrog, Veshki, etc., on which

Be-103s could operate from airports

and hydrodromes after a number

of organisational issues have been

settled. In addition, once Beriev’s

two Be-200 jet-powered amphibians

have been slightly modified, they are

to be handed over to the company’s

air carrier too. In the near future,

the Be-200 is to be issued with a

type certificate addendum enabling

it to carry 44 passengers. In the

longer run, a dedicated passenger

amphibian is supposed to be derived

from the Be-200 to fly 68–72

passengers in comfort.

Be-103 enters service

Mik

ha

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Dm

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P

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44

This year promises to decide the

future of Russia’s aircraft industry.

At present, legal formalities of

setting up a united Russian aircraft

making holding company – United

Aircraft Corporation (UAC) – are

being finalised, with the industry’s

key players to join the corporation

by year-end. As far as commercial

aircraft construction is concerned,

major Russian developers

have been pooling their efforts

in developing future airliners,

and manufacturers have been

transforming into competence

centres focussing on various

aircraft components to avoid

parallelism, as well as launching

an upgrade of their production

capabilities. This is done to boost

full-rate production of the existing

aircraft models and transition

to future aircraft manufacture in

about 2015.

In line with UAC’s concept, the

major Russian leasing company,

Ilyushin Finance Co. (IFC), is

turning into a main Russian airliner

customer. Today, the company’s

activities can be characterised as

a breakthrough as for the first time

since the collapse of the Soviet

Union it has managed to entice

Russian and foreign air carriers

to place a rather big order for

latest Russian airliners, thus,

actually, ensuring the launch of

their production. In 2006 alone,

the Ilyushin Finance Co. placed

major orders for several dozen

aircraft in various classes with the

aircraft manufacturers in Voronezh,

Ulyanovsk and Samara.

Today, the company’s domestic

orderbook totals 83 aircraft,

including 19 Ilyushin Il-96 long-haul,

10 Tupolev Tu-204 medium-haul

and 54 Antonov An-140, An-148

and Ilyushin Il-114 regional airliners.

Thus, based on the existing orders,

there is a unique opportunity to

switch from low-number sales of

modern Russian airliners to their

large-scale production. Ilyushin

Finance Co.’s head Alexander

Rubtsov believes that a mass

order will cause full-fledged market

saturation and slash the prime

cost by 10–15 per cent due to a

larger scale. Such an order could

be fulfilled by five manufacturer

plants in Ulyanovsk, Voronezh,

Samara, Komsomolsk-on-Amur

and Kazan and total at least 20

Il-96s, 30 Tu-204/214s, 50 An-148s

and RRJs as well as 50 An-140

and Il-114 worth a total of about

$3.6 billion, with the planes to be

delivered during 2007–10.

Virtually all responsibility for

sales and after-sales support of

modern Russian airliners rests on

the IFC today. Such a solution is due

to the company’s unique expertise

gathered over the past five years,

during which it succeeded in

arranging an aircraft leasing scheme

with ensuing after-sales support by

specialist company IFC Technic.

The first customer, KrasAir, which

received two Ilyushin Il-96-300

long-haul airliners and a Tupolev

Tu-204-100 medium-haul one,

has been flying them on regular

and chartered services. KrasAir’s

aircraft have accomplished several

difficult missions in support of the

UN, airlifting the organisation’s

peacekeepers, civilian employees

and cargo from Western Europe to

Australia and Indonesia, from China

to the Middle East, etc.

Another major customer, Far

Eastern airline Vladivostok Avia,

has been smoothly operating four

IFC-delivered Tupolev Tu-204-300

long-haul airliners since last year,

with each aircraft logging 300–

400 flying hours monthly. The

narrow-body Tu-204-300 proved to

be the optimal solution to carriers

operating long low-traffic services,

on which widebody airliners are not

competitive. A unique product in its

market niche, the Tu-204-300 is a

perfect match to the point-to-point

flight strategy being exercised by

the world’s major aircraft makers

and users. Based on the successful

operation of the Tu-204-300, the

Ilyushin Finance Co. has called

for deriving from it the Tu-204SM

medium-haul airliner featuring an

advanced powerplant, reduced

weight and enhanced efficiency to

rival the bestseller in this market

niche – the Airbus A320.

Today’s role being played

by the Ilyushin Finance Co. in

Russia’s aircraft industry is, to a

large extent, due to its success

in exporting Russian airliners by

means of governmental support

for industrial product export. At

present, the company has got a

number of firm orders and options

for 53 airliners (19 Ilyushin Il-96s,

21 Tupolev Tu-204s and 13 regional

aircraft). There are Chinese carriers,

which have displayed interest in

the Il-96-400T long-haul transports,

among its major potential

customers. The deal is planned for

clinching once the Il-96-400T is

certificated in 2007. The largest

contract for Russian commercial

aircraft after the collapse of the

Soviet Union is being fulfilled by

the Ilyushin Finance Co. to export

airliners to Cuban air carrier Cubana

de Aviacion. The airline has taken

delivery of its first two Il-96-300s,

with five more – two Il-96-300s

and three Tu-204s in freighter and

passenger configurations – to go

before the end of 2007. Ilyushin

Finance Co. also plans to launch

exports to Zimbabwe, Syria and

Iran in 2007.

In addition to aircraft sales

contract, the company offers

after-sales support and maintenance

of planes it sells and personnel

training. These tasks are handled by

its partner IFC Technic.

The Ilyushin Finance Co.

finances its foreign customers

under the high-tech export support

programme run by the Russian

government. To encourage Russian

high-tech exports, the government

offers its guarantees of bank loans

covering up to 85 per cent of the

contractual worth of the deals for

10–12 years. Such contracts based

on intergovernmental agreements

are bolstered by guarantees of

sovereign states or first-class

banks, or hypothecation value of

the aircraft themselves. Interest

on the loans is fixed at the level

comparable to similar high-tech

export support programmes run by

major world powers.

Leasing as Russian commercial aircraft industry’s driving force

Ma

rina

Lysts

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c o s m o n a u t i c s | i n b r i e f

46

Another Russian Soyuz

spacecraft was launched to the

International Space Station (ISS)

in September. For the first time

in history of space exploration,

it was carrying a female space

t o u r i s t – I r a n i a n - A m e r i c a n

Anusheh Ansari.

Initially, the Soyuz was scheduled

for orbiting on 14 September, and

the RKK Energia Corp. had been

preparing the spacecraft based on

that date. However, due to the lack

of clarity as for the launch date

of the US space shuttle Atlantis,

the Russians agreed to a backup

date – 18 September. It was the

deadline, because otherwise the

ISS’s 13th mission would have

had to return to the Earth after

29 September and, hence, land

after dark, which would have been

very inconvenient for the search

and rescue party. As a result,

the Russian spacecraft followed

the Atlantis into orbit nine days

later – a day after she undocked

from the orbiter.

A Soyuz-FG LV, launched from

Baikonur at 08.17 Moscow time on

18 September, inserted the Soyuz

TMA-9 (11F732 No 219) into

low-Earth orbit, with the spacecraft

docking to the aft docking port

of the ISS’s Zvezda service

module on 20 September in the

morning. After the hatches had

been opened, two members of the

14th mission – Russian cosmonaut

Mikhail Tyurin and US astronaut

Michael Lopez-Alegria entered

the ISS. They came to replace

Pavel Vinogradov and Jeffrey

Williams and work together with

ESA’s astronaut Thomas Reiter,

with amateur astronaut Anusheh

Ansary coming along. She is the

first female space tourist and the

fourth tourist visiting the ISS.

The name of Ansari made its

mark among space explorers

several years ago after a family

of Iranian immigrants became the

principal sponsor of the X-Prize. In

their honour the competition among

nongovernmental organisations

able to launch a manned reusable

spacecraft was renamed Ansari

X-Prize. Burt Rutan’s company

Scaled Composites won the

competition along with the

$10-million prize in 2004. Anusheh

Ansari was the driving force behind

the idea of X-Prize sponsorship

and began paying closer attention

to all things celestial. Holding

a master’s diploma in electrical

engineering, she decided to earn

a master’s diploma in astronomy

and in 2005, asked the Space

Adventures company to arrange

her a flight to the ISS.

In February this year, Anusheh

Ansari started training at the

Gagarin Cosmonaut Training Centre

as a backup for another space

tourist – Daisuke Enomoto from

Japan. Her possible flight date was

unknown but Enomoto dropped

out on the health grounds and

Ansari was given the green light. “I

am thankful to Space Adventures

and Enomoto for the opportunity,”

she reacted to the news that her

dream of a space flight would come

true soon. At the news conference

prior to the flight, Ansari corrected

herself, saying she was sorry that

Enomoto’s dream would not yet

come true. “The news that I am

to fly in two weeks was quite a

surprise to me,” she said. “I tried

to brace myself up but, still, could

not sleep for a few nights.”

Since Ansari was pressed

for time in crafting a research

programme of her own, she agreed

to conduct two orbital experiments

in support of ESA and one in

support of Energia. At the same

time, she planned several ham

radio comms sessions and host a

series of educational programmes.

She took with her a fragment of

the SpaceShipOne (the winner of

the X-Prize), souvenirs for her

big family and prayers. By the

way, initially, Ansari’s spacesuit

had sported two flags: one was

that of the United States, which

she considers to be her second

homeland, and the other patch

was the Iranian tricolor (Ansari

said she was born in Tehran but

immigrated to the US when she

was 16). However, not long before

the launch, the news had come

that the United States had insisted

she should remove the Iranian

patch. Ansari also had to agree not

to make any political statements

while in space.

As far as the ISS’s main

crew is concerned, Tyruin and

Lopez-Alegria will have worked

hard the coming six months.

Having seen the Soyuz TMA-8 off

down to the Earth, they will re-dock

their Soyuz TMA-9 from the Zvezda

module’s aft docking unit to the

Zarya FCB’s docking unit, receive

two Progress cargo craft and two

US shuttles, continue to fit the

ISS with equipment and complete

applied research programmes. In

addition, they have as many as four

EVAs scheduled – three in EMU

spacesuits under a US programme

and one in Orlan-M spacesuits

under a Russian programme.

During the Russian EVA, Mikhail

Tyurin is, finally, to play space golf.

It was Pavel Vinogradov who was

supposed to hit a ball with a driver,

but NASA was apprehensive of the

advertising operation jeopardizing

the orbiter. Recently, NASA has

given its nod. Tyurin said during

the pre-flight news conference

that he was “lucky to have an

opportunity to do something new

in orbit”.

The reentry vehicle of the Soyuz

TMA-8 landed on 29 September at

05.13 Moscow time in Kazakhstan.

The capsule brought the ISS’s13th

crew – Pavel Vinogradov and

Jeffrey Williams – back to the

Earth safely along with Anusheh

Ansari who had worked under the

11th expedition’s programme on

the ISS. All of them feel well.

Soyuz TMA-9 brings new crew and first female

space tourist to ISS

Ro

sco

sm

os

Ro

sco

sm

os

Ro

sco

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c o s m o n a u t i c s | i n b r i e f

The Russian Space Agency

(Roscosmos) has terminated

the competition for developing a

new-generation reusable manned

spacecraft, the Clipper programme.

After the European Union agreed to

join the programme, the technical

side of the programme had to be

reconsidered drastically. The EU

demanded a heavily upgraded

Soyuz for Moon missions, rather

than the reusable Clipper whose

future is hazy.

Bids for developing the

new-generation reusable manned

space system were invited as far

back as November 2005. To bid

in a closed tender, the Russian

Space Agency invited three Russian

companies well versed in designing

manned spacecraft – RKK Energia,

Khrunichev and Molniya. At first,

the agency was going to name a

winner in February 2006 but its

spokesperson said on 3 February:

“The board concluded that none of

the bids fully met the competition

documentation requirements in

terms of the programme’s timely

technical feasibility and flight

safety.”

The matter is that in December

2005, the European Space Agency

(ESA) – the main investor and

the Russian Space Agency’s

potential partner under the Clipper

programme – failed to confirm

that it would participate in the

programme. ESA’s member states

refused to allocate 51 million euros

to be spent on research in this

field over the coming two years.

Germany, France and Italy, which

are the principal contributors to

ESA’s budget, responded to the

Clipper negatively, citing their

apprehension that EU would be

unable to exercise effective control

of the programme and would turn

into a mere industrial sponsor of

the Russian spacecraft.

The EU’s decision has put

both ESA and Roscosmos under

a disadvantage. To finance the

Clipper’s development, Roscosmos

had had the government cough

up a third of the money required,

i.e. 10 billion rubles (approx. $360

million) for 10 years, and expected

to get the rest of the money from

its foreign partners – EU and,

possibly, Japan. At the same time,

ESA, which refused to co-develop

the Clipper, found out itself with

no manned spacecraft of its own

(ESA was keen on joining a similar

US programme, but NASA made it

clear that it was to develop its CEV

on its own).

In such a situation, the talks on

the Clipper continued. While the

three bidders were refining their

bids, Roscosmos and ESA were

discussing the programme’s finer

point. As a result, ESA member

states agreed to participate, though

they slashed their initial research

contribution to 15 million euros

(ESA asked for 30 million euros for

two years). They decided that each

of the ESA member states would

have to decide independently after

2008 whether it was ready for

developing a joint EU-Russian

spacecraft or not. ESA’s board took

the decision in its headquarters in

Paris on 21 and 22 June, but the

news came unnoticed in Russia,

with Roscosmos modestly keeping

mum on such a victory. It is only

at the Farnborough 2006 air show

that the agency’s head Anatoly

Perminov said that the protracted

Clipper bidding had been

suspended due to ESA joining the

programme.

“Actually, the competition has

not taken place,” Perminov said,

because “requests made by our

European partners have radically

changed the competition’s

conditions. We have considered

the bids by Energia, Khrunichev

and Molniya. We have liked

Energia’s bid that met most of the

requirements, except the financial

one. A decision has been taken to

run the programme in a phased

manner”.

The six-month talks made the

Clipper, essentially, irrelevant to

Roscosmos. Instead of developing

the reusable spacecraft, Russia

committed to upgrading its Soyuz

to be used, among other things,

in support of future missions to

the Moon. The upgrade programme

is to be complete by 2011. An

Energia spokesman told Take-Off

that the improved Soyuz would

retain the current design and carry

a crew of three in orbit, but its

on-board equipment would be

replaced with advanced one. At

the same time, the corporation will

develop an advanced cargo craft,

designated as Parom (Russian

for ‘ferry’), to remain in orbit for

as long as 180 days, tow 4–13 t

cargo containers, Soyuzes and

Clippers to the ISS and operate as

part of the ISS or independently.

The Parom is being derived from

the Progress cargo craft. Unlike

the Progress, the derivative will

feature two docking units and latest

avionics commonised with those of

the upgraded Soyuz. The latter and

the Parom are to be lofted in orbit

by advanced Soyuz-2-3 launch

vehicles, starting in mid-2010.

Nonetheless, the development

of the reusable Clipper is not to

be terminated completely so far.

According to Perminov, it will be

developed “at the second stage

of the programme or in parallel

depending on how smooth the first

stage is going to be”. Energia and

Sukhoi carry on with designing it,

with the developers still hopeful of

building a five-ship fleet by 2016.

The first experimental launch of

the Clipper is slated for 2013,

and the first manned mission for

2014. However, the plan looks

less feasible in light of the recent

developments.

Clipper loses ground to upgraded Soyuz

Cabin module Reentry module Onboard systems section

Reentry vehicle Service module

Soyuz-TMA

Clipper

An

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KK

En

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ia

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