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

SSJ100half-year in operation

[p.42]

Mi-34C1 & Mi-382 enter trials

[p.12]

KKaa-52-52production grows up[p.16]

november 2011 • Special edition for Dubai Airshow 2011

Dear reader,

You are holding the latest issue of Take-off magazine, special English-

language supplement to VZLET Russia’s national aerospace magazine,

dedicated this time to the Dubai Airshow that has been among the major

respectable international aerospace exhibitions. Russian participants’

interest in it grows up as the Middle East and North Africa region

becomes one of the leaders in Russian-made aircraft procurement and

establishing international aerospace cooperation.

Earlier this year two brand-new Ilyushin Il-76MF transport planes

were delivered to Jordan while Irkut corporation goes on with Sukhoi

Su-30MKI(A) deliveries to Algeria and is to start handing over Yakovlev

Yak-130 combat trainers to this country. Russian-made transport

and combat helicopters traditionally have a high popularity in the

region. Today Russian Helicopters holding company consolidating major

Russia’s rotor-wing aircraft developers and manufacturers offers its new

products – both military and commercial ones. In this issue you can

find information about some recent Russian Helicopters programmes,

including new-generation Mil Mi-38 medium transport machine, Mi-34C1

multipurpose light helicopter as well as Kamov Ka-52 and Mil Mi-28N

combat helicopters which deliveries to Russian Air Force are growing

fast.

Just about two months before this Dubai Airshow, the town

of Zhukovsky in the Moscow Region saw the completion of the

10th International Aviation and Space Salon MAKS 2011 – the aviation-

related event of the year in Russia. According to numerous MAKS 2011

exhibitors and visitors, the show became far more impressive, with the

number of exhibitors growing noticeably, number of foreign delegations

increasing and infrastructure of the show improving. The status of

MAKS as a business event and a place to conduct scientific fora and

conferences has been bolstered.

Sukhoi T-50 being the Russia’s PAK FA fifth generation fighter

prototype became the main star of the show. That’s why here in this

issue we tell our readers what we learnt of the new fighter, its avionics

and weapons at MAKS 2011.

As usually we also focus our attention on the main events in Russian

aerospace industry of recent months, with preference given to those of

them that could be of special interest to the current and potential users

of Russian aircraft in the Middle East and North Africa.

I wish you fruitful work at the Dubai Airshow, useful contacts and

lucrative contracts!

Sincerely,

Andrey Fomin,

Editor-in-Chief,

Take-off magazine

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

staff based on reports of our special correspondents, press

releases of production companies as well as by using information

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

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

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

The magazine is registered by the Federal Service for supervision of

observation of legislation in the sphere of mass media and protection

of cultural heritage of the Russian Federation. Registration certificate

PI FS77-19017 dated 29 November 2004

© Aeromedia, 2011

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

November 2011

Editor-in-Chief Andrey Fomin

Deputy Editor-in-Chief Vladimir Shcherbakov

EditorYevgeny Yerokhin

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

Design and pre-press Grigory Butrin

Translation Yevgeny Ozhogin

Cover pictureAlexey Mikheyev

Publisher

Director General Andrey Fomin

Deputy Director GeneralNadezhda Kashirina

Marketing DirectorGeorge Smirnov

Business Development DirectorMikhail Fomin

Items in the magazine placed on this colour background or supplied

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

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

take-off november 2011 w w w . t a ke - o f f . r u2 2

c o n t e n t s

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

MC-21 development on schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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

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

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

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

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

MIL helicopters:

From light to versatile ones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

"Alligators" homeland

Report from Arsenyev. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Motor Sich at Dubai airshow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

MILITARY AVIATIONT-50:

What we learnt of it at MAKS 2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Yuri Bely:

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

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

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

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

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

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

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

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

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

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

Sukhoi Superjet 100:

Half a year in operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

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

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

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

Russian helicopters for Mistral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

32

November 2011

12

4

24

16

42

30

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The second flying prototype of

the upgraded Tupolev Tu-204SM

medium-haul airliner conducted

its first flight from the factory air-

field of the Aviastar-SP corporation

in Ulyanovsk on 3 August 2011.

The prototype was given number

64151. It spent 52 min. in flight,

controlled by the crew made up

of pilot Alexander Zhuravlyov (hon-

oured test pilot of Russia), co-pilot

Victor Minashkin (Tupolev chief pilot

and honoured test pilot of Russia),

flight engineer V. Salatov and pro-

gramme test engineer N. Fanurin.

The flight was a success, with all

systems functioning well and the

plane’s stability and controllability

praised by the crew.

In mid-August, the aircraft was

ferried to Zhukovsky, Moscow

Region, and used as a static display

in the MAKS 2011 air show. There,

one could see the interior of the

cabin and flightdeck of the upgraded

airliner.

Aviastar having construct-

ed the second flying prototype

allows speeding up the Tu-204SM

certification tests kicked off by

the first flying prototype (No.

64150) in April. As is known,

it first flew in Ulyanovsk on 29

December 2010 and was ferried

to Tupolev’s Zhukovsky Flight

Test and Development Facility at

Gromov LII’s airfield. Aviastar is

manufacturing the third Tu-204SM

(No. 64152) now. The certification

tests are to be wrapped up in 2012,

when deliveries of the first produc-

tion aircraft may be launched.

The Tu-204SM differs from the

production Tu-204 and Tu-214

in improved flight and operating

characteristics, with the operat-

ing experience of its predecessors

taken into account during its devel-

opment. The Tu-204SM’s features

include the advanced PS-90A2

engines from Aviadvigatel JSC

in Perm, developed in coopera-

tion with Pratt&Whitney and pro-

ductionised by the Perm Engine

Company, and an advanced avi-

onics suite that has allowed a

crew reduction down to two mem-

bers. Close attention is paid during

the Tu-204SM’s development to

the introduction of an after-sales

maintenance system meeting inter-

national standards.

The aircraft with the 108-tonne

maximum takeoff weight takes 215

passengers in the single-class lay-

out out to 4,800 km or 166 in the

two-class layout to a distance of

6,100 km. The design life of the

Tu-204SM is 60,000 flying hours,

45,000 flights or 25 years in service.

At present, UAC and Tupolev are

in talks with potential launch cus-

tomers for the Tu-204SM, particular-

ly, VIM-Avia and some other Russian

carriers. In addition, Tupolev late in

September reported the signature

of the memorandum of understand-

ing with Syrian carrier Syrianair on

delivery of three Tu-204SMs starting

from 2013 and then setting up a

maintenance centre for aircraft of the

type on the premises of Syrianair.

During MAKS 2011, one of the

central places in UAC’s pavilion was

allocated to the MC-21 short-to-

medium-range airliner under devel-

opment by the Irkut corporation. The

future airliner’s full-scale flight-deck

and cabin mockup known from the air

shows in Farnborough and Le Bourget

was shown in Russia for the first

time. Nearby, one could see a full-

scale mockup of the Pratt&Whitney

PW1400G geared turbofan engine

that had come up on top in the tender

for a powerplant to power the MC-21.

One also could see for the first time

a full-scale prototype of the ‘black’

wing of the MC-21 that had been

undergoing static trials in TsAGI since

May this year.

The composite wing is a fea-

ture of the new airliner. The pro-

totype torque box shown at MAKS

2011 measured 10.2 m in length

and 2.9 m in width and had been

developed by Russian company

Aerokompozit in cooperation with

the SCAC and made jointly by

Aerokompozit and Austrian com-

pany Fischer Advanced Composite

Components (FACC). Plans provide

for launching production of the

composite wing for the MC-21 and

then for other planes in Ulyanovsk

in 2014, with production of wing

high-lift devices and other compos-

ite elements in Kazan.

The Irkutsk Aircraft Plant, an

affiliate of the Irkut corporation,

is going to handle MC-21 fuse-

lage production and final assem-

bly. During MAKS 2011, Irkut and

German company D rr Systems

made a deal for a complete man-

ufacturing line for assembly of

MC-21s with the use of up-to-date

digital technologies. Under the con-

tract, D rr Systems will develop,

manufacture and assemble sophis-

ticated MC-21 assembly systems

at the Irkutsk Aircraft Plant, includ-

ing software-controlled positioning

and laser measuring systems. The

equipment will be used for assem-

bly of not only future production-

standard MC-21s but all of its pro-

totypes as well. This will expedite

the productionising and certifica-

tion process.

According to Irkut, the MC-21

development programme is on

schedule, with the maiden flight of

a prototype slated for late 2014 and

completion of the certification tests

and commencement of deliveries

for 2016.

The MC-21 orderbook totals

220 aircraft, including options.

During MAKS 2011, the Russian

Technologies State Corporation, rep-

resented by its leasing company

subsidiary Aviakapital Servis LLC,

and Irkut clinched a deal for 50

airliners of the type (including 35

MC-21-300s and 15 MC-21-200s)

from 2017 to 2022 with a total

list price of USD 3.8 billion plus

35 options. Under the contract, the

MC-21s can be fitted with two types

of the engines – the Russian-made

PD-14 or Pratt&Whitney PW1400G –

on the customer’s own volition. The

aircraft will get at the disposal of

the Aeroflot group’s Russian carriers

controlled by Russian Technologies

State Corporation.

Other MC-21 customers include

Malaysian investment company

Crecom Burj (a contract for 25

MC-21-300s and 25 MC-21-200s

was awarded in July 2010),

Ilyushin Finance Co. leasign com-

pany (a contract for 28 airliners with

22 options), VEB-Leasing (a contract

for 15 aircraft plus 15 options) and

Nordwind air carrier (a contract for

three planes with two options).

Two Tu-204SMs already in trials

MC-21 development on schedule

Ale

xey

Mik

heye

v

www.irkut.com

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

Innovative design solutions for airframe.

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

Cooperation with the world leading suppliers of systems and equipment.

Matching future environmental requirements.

Expanded operational capabilities.

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

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

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6

The Aviastar-SP close corporation

in Ulyanovsk is to complete and roll

out the first flying prototype of the

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

aircraft before year-end. The flying

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

ing and general assembly was over

in August, after which installation of

aircraft systems began. At the same

time, the plant was making an example

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

fuselage central section with the wing

centre section and wing panels was

sent to Zhukovsky, Moscow Region,

in late September for testing by TsAGI.

The upgraded Il-76 production-

ising programme is under way at

Aviastar-SP under the governmental

resolution dated 20 December 2006.

The feature setting Aircraft 476 radi-

cally apart from the Il-76 previously

built in Tashkent is to be a redesigned

wing with wing panels that are single-

piece throughout their wingspan. The

wing panels lack the middle spar in

the wing box and with the stringer set

riveted to the wing panels. The design-

ers expect the solutions to slash the

structural weight by far. The planes to

be made in Ulyanovsk will be powered

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

last versions of the Tashkent-made

Il-76 are. Ulyanovsk-manufactured

transports will carry an up-to-date avi-

onics suite that will show information

on six 6x8-inch multifunction displays

(MFD). All technical documentation

relevant to the plane is issued in the

digital form.

The ‘all-glass’ flight-deck of the

upgraded Il-76 was unveiled at MAKS

2011 in August. The mockup displayed

is a stand for testing and debugging

avionics and airborne equipment and

for training test pilots in flying the

upgraded plane.

Assembly of the fuselage sections

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

Aviastar’s assembly shop in 2009. A

year later, manufacture of new-design

wing panels commenced there. To

speed up the construction, some of

the airframe’s assemblies for the first

two planes (empennage and wing-

tips) have been ordered from TAPC in

Tashkent. The prototype of the upgrad-

ed Il-76 is expected to fly for the first

time in Ulyanovsk early in 2012.

Aviastar plans to launch produc-

tion of the upgraded aircraft once

the prototypes have completed their

test programme. Manufacture of parts

for the first three production planes

started as far back as July of last year.

The plant is going to make three pro-

duction aircraft a year at first, with the

subsequent output rate to grow up to

seven planes per annum.

Not only the Il-76MD-90A airlifter

and Il-76TD-90A commercial transport

versions are planned to be made in

Ulyanovsk under the Ilyushin 476 pro-

gramme, but a number of special vari-

ants as well. For instance, Ilyushin 476

is to be used as the platform for a new

tanker plane intended to replace the

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

viously. A model of the future AEW&C

aircraft based on the Ilyushin 476

airframe was shown during the

International Air Transport Forum in

Ulyanovsk in April this year, with the

aircraft featuring a redesigned wing,

PS-90A-76 engines and other design

features of future Aviastar-made Il-76s.

The plane has all of the accoutrements

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

est versions and upgrades, e.g. a radar

in the spine-mounted rotodome, other

extra antenna systems and equipment,

cooling air intakes set in various parts

of the airframe, metal fuselage nose

section instead of the characteristic

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

ble’, in-flight refuelling system, etc.

That the advanced AEW&C sys-

tem will be based on the Ulyanovsk-

upgraded Il-76 was told to the media

in August by Russian Air Force chief

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

backing by the chief of the General

staff, there is financial support. The

aircraft is to be developed by 2016,

and the platform itself is to be ready

about 2013–14”.

The Russian Defence Ministry is

expected to be the launch customer for

the Ulyanovsk-made Ilyushin 476, after

which domestic and foreign commer-

cial operators may apply too. Aviastar

Director General Sergei Dementyev

estimates the overall volume of the

476 programme throughout 2020 at

about a hundred aircraft.

Ilyushin 476 first flying prototype nearing completion

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

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8

The MAKS 2011 air show held

in Zhukovsky in August was where

a new light twin-engined turboprop

plane dubbed Rysachok (Russian

for Little Trotter) made its debut.

The aircraft was developed by the

Technoavia scientific and design

company in Moscow and made

by the TsKB-Progress rocket and

spacecraft centre in Samara under

the contract on an advanced trainer

aircraft for civilian flying schools,

signed with the Russian Ministry

of Transport in June 2007. As

many as two flying prototypes of

the Rysachok are undergoing tests

at the Gromov Flight Test Institute

(Gromov LII).

Prototype c/n 00-01 took to the

air on its maiden flight from the

Bezymyanka airfield in Samara on

3 December last year. The debugging

and factory test phase in Samara

was completed six months later, after

which the plane was handed over to

the developer, Technoavia, for certi-

fication tests at Gromov LII. The first

Rysachok (side number 777) was

ferried from Samara to Gromov LII’s

airfield in Zhukovsky on 3 June.

Also in June, TsKB-Progress

assembled the second flying proto-

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

flight tests in Samara and its painting

by the Ulyanovsk-based company

Spektr-avia, the aircraft with side

number 778 came to Gromov LII’s

airfield on 23 July. Both prototypes

were shown during MAKS 2011, with

the first one performing demo flights

almost every day and the second one

shown as static display.

Following the completion of the

certification trials that will involve

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

the decision to launch the Rysachok’s

production at TsKB-Progress’s facili-

ties may be taken. A total of five

prototypes are to be built under the

current contract with the Russian

Ministry of Transport. The static

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

first to be made in 2010. It has been

undergoing structural tests in TsAGI,

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

endurance tests.

The current contract stipulates

the manufacture of at least 30 pro-

duction aircraft for Russian civilian

flying schools, the Ulyanovsk Higher

Aviation School of Civil Aviation in

the first place. However, that the

order will be placed is no longer

for sure, because the Federal Air

Transport Agency complains of the

development slipping behind sched-

ule and of the economic terms of

the possible deal and subsequent

operation. It is an open secret that

the flying school in Ulyanovsk has

had Austrian-made Diamond DA42

twin-diesel planes bought, with the

Diamond DA42’s fuel consumption

being even less than that of the

main ‘flying desk’ of Russian airline

pilots – the Yak-18T single-piston-

engine primary trainer.

In addition to its primary pur-

pose, the Rysachok powered by two

M-601F turboprops rated at 750 hp

each can carry 10 passengers or

1,570 kg of cargo on commuter

lines, or 15 parachutists, or six

casualties on stretchers, accompa-

nied by a medic. It also can conduct

patrol, search and rescue (SAR)

and air surveillance operations, etc.

It will be clear pretty soon whether

the plane will be needed in any of

these capacities or the programme,

which is rather attractive, albeit

loosing the support of the Ministry

of Transport, will have to be dis-

continued.

4 October 2011 saw a new Beriev

Be-200ChS amphibian named Pyotr

Streletsky (registered as RF-31121,

c/n 301) take off from the Taganrog-

Yuzhny airfield for its maiden flight.

The aircraft is built for the Russian

Emergencies Ministry. The crew of

Beriev test pilots Yevgeny Yurasov

(commander) and Nikolai Kuleshov

(co-pilot) flew the amphibian.

According to the pilot, all systems

operated normally on a three-hour

flight, with the crew pronouncing

the stability and controllability of

the version higher than those of the

earlier ones were.

Due to the shifting of Be-200

amphibian production from the

Irkutsk Aircraft Plant (an affili-

ate of the Irkut corporation)

to Taganrog, the Irkutsk-built

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

over to the Beriev company in

mid-2010 for finalising the pro-

duction cycle at Beriev’s manu-

facturing facilities. The new-series

amphibian embodies the solu-

tions prompted by the critique

stemming from the opeval by the

Russian Emergencies Ministry and

the validation process as part of

the EU certification.

The new Be-200ChS performed

successful takeoffs, splashdowns

and water scoops out in the Azov

and Black seas on 7 and 9 October.

In all, six sorties were flown

between 4 and 9 October 2011, and

a total of 20 h 12 min were logged,

including over 20 water scoops

and drops. The handover ceremony

to Russian Emergencies Ministry

took place on 21 October, with the

aircraft departing to its new station,

the Emergencies Ministry Siberian

Regional Centre in Krasnoyarsk.

Who will bank on the Little Trotter?

Another Be-200 delivered to Russian Emergencies Ministry

Ber

iev

Ale

xey

Mik

heye

v

29 bld. 141, Vereyskaya st.,Moscow,121357, Russian FederationTel: +7 (495) 627-5545 • +7 (495) 981-6395 E-mail: info@rus-helicopters.comE X P E R I E N C E & I N N O VAT I O N

Mi-34C1FLYING ON THE EDGEChallenging the skies Mi-34C1, with its speed and high

manoeuvrability, makes you feel like a fighter jet pilot.

Small but vigorous, this helicopter is just perfect for

sports and regular flights.

Eco-friendly, perfect fit for acting on the edge of the

rotorcraft possibilities.

more at www.rus-helicopters.ru

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

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

10

Not long before the MAKS 2011 air

show this summer, the Mil Moscow

Helicopter Plant (a subsidiary of the

Russian Helicopters holding compa-

ny) completed two prototypes of the

upgraded Mi-34C1 light helicopter –

the OP-1 (side number 343) trainer

version for Russian Air Force flying

schools and the OP-2 (side number

342) for commercial operators. The

prototype of the commercial version

of the Mi-34C1 made its first hover

on the premises of Mil in Tomilino,

Moscow Region, early in August.

Honoured Test Pilot Sergei Barkov

took it for its maiden mission on a cir-

cuit flight on 4 August and practiced a

demonstration set of manoeuvres for

display during MAKS 2011.

During the show in Zhukovsky, the

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

shown at the Russian Helicopters

display area and flew demo flights

virtually every day, while the military

version prototype, the OP-1, wearing

the new grey paintjob of the Russian

Air Force, could be seen at static

display near Oboronprom’s pavilion.

The upgraded machine differs

from the Mi-34C built by Progress in

Arsenyev in a more powerful engine,

the nine-cylinder piston M9FV with

forced air cooling and a takeoff power

of 365 hp; introduction of hydraulic

actuators to the helicopter control

system; modified nose section, and

a number of other features aimed

at enhancing its efficiency, reliability

and service life. At the customer’s

request, the traditional ‘steam-gauge’

instruments can be replaced with the

‘all-glass’ cockpit, with all data shown

on colour multifunction LCDs.

The Mi-34C1 can be used for train-

ing of military and commercial pilots,

for sports and for handling a wide

range of tasks inherent in all light

helicopters. It seats three passen-

gers and a pilot or carries 400 kg

of cargo and flies at a maximum

speed of 220 km/h (cruising speed

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

(910 km with additional tanks) with a

maximum takeoff weight of 1,450 kg.

The completion of the trials and

issuance of the type certificate

supplement are slated for late this

year. Then, the Mi-34C1 will enter

production at the Progress joint

stock company (Russian Helicopters

subsidiary). Deliveries are to com-

mence in September 2012. The

UTair company has already ordered

10 machines for its training centre.

Keen interest in the Mi-34C1 also

has been displayed in Europe, where

the new aircraft is far less expensive

than its Western rivals are, but is

similar or even better in terms of

performance. Russian Helicopters

also expect deliveries to Russian Air

Force fluing schools. “We count on a

market of 1,000 helicopters in vari-

ous versions”, Mil Designer General

Alexei Samusenko stressed.

At this Dubai air show, the MiG

corporation has unveiled its latest

product – the unique 3D simulator

allowing simulated piloting of up-

to-date fighters of the MiG-29 type

throughout their flight envelope with

3D visualisation.

There are many simulators of

advanced warplanes, used for

training of aircrews. As a rule,

they have a projection system,

whose projectors generate lookup

and lookdown imagery on a flat

or spherical display. The current

display visualisation techniques

simulate the surrounding environ-

ment but lack the 3D visual effect.

This hampers the pilot’s accurate

ranging of the objects seen and

estimation of their dimensions,

which is very important for fulfill-

ing several specific piloting tasks,

e.g. formation flying, mid-air

refuelling and traditional landing

approach.

Imitation of remote objects in the

surrounding environment is ensured

by collimator visual systems. Owing

to the system of projectors, prisms

and mirrors, such simulators gener-

ate lookup and lookdown imagery

going to infinity. The shortcomings

of collimator visual system simula-

tors are their being cumbersome,

lack of the 3D visual effect, limited

field of view and ability to see the

surrounding environment from the

pilot’s station only.

The MiG corporation has devel-

oped a drastically novel type of

advanced fighter simulator, which

lacks these shortcomings and

allows a high degree of accuracy

in simulating the 3D surrounding

environment the pilot sees from

the cockpit. The simulator is based

on the concept of generating 3D

lookup and lookdown imagery with

the use of special spectacles similar

to those used in 3D cinemas. Just

don the spectacles and the double

flat image on the screen goes 3D.

Owing to this, there is the complete

illusion of real flight, and even a

rookie pilot can easily guess the

range to and the size of the objects

he sees.

The advanced 3D simulator

from the MiG corporation com-

prises the cabin imitating the

combat station of the pilot of the

up-to-date fighter of the MiG-29

type with real aircraft, engine and

basic system controls, a projec-

tion system with a display, and

digital computers with relevant

software, controlling the opera-

tion of the simulator. A graphic

example of the implementation of

3D effects in MiG’s advanced sim-

ulator is the imitation of mid-air

refuelling, during which the con-

tact between the virtual image of

a tanker plane’s refuelling drogue

and the real refuelling probe fit-

ting the 3D simulator cabin is

rendered.

The advantages offered by the 3D

simulator’s 3D surrounding environ-

ment imagery has been appreciated

by not only MiG’s test pilots, but

pilots from other Russian aircraft

developers and the Air Force. Foreign

pilots sat in MiG’s 3D simulator

when it was unveiled in Zhukovsky

during MAKS 2011 in August this

year. Many of them gave it raving

reports, for there are no systems in

Russia, Europe and the United States

to rival the simulator.

The Dubai air show’s exhibitors

and visitors can size up the strengths

of MiG’s unique product by them-

selves, because the 3D simulator is

open to experts and the public, and

everybody who sat in its cabin and

tried to practice in-flight refuelling

will catch himself at wanting to stick

an arm out of the cockpit and touch

the virtual refuelling probe.

Mi-34C1 has taken to the sky!

MiG unveils 3D simulator

Ale

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

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

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

The Mi-38 development programme is

important not only to our company, but also

to Russia as a whole. Moreover, I am certain

that the Mi-38 will be in demand on the

global market as well.

The programme has been given high pri-

ority and support by the government. Having

met some of potential buyers, we have seen

their positive response. Representatives of

air carriers have familiarised themselves

with a ‘live’ machine and the advanced

technical solutions embodied in it to make

it easier for flying and ground crews to oper-

ate it. Mention also should be made that

according to our estimates, the innovation

introduced as part of the programme can

influence the advanced helicopter’s flight

hour cost heavily. This is a considerable

competitive factor under the current eco-

nomic conditions.

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

prototype, the OP-2, that virtually reflects

the configuration sought. We plan that the

OP-2 will have completed the factory flight

tests in 2011, and we will launch the cer-

tification check trials. At the same time,

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

designated as Mi-382) is going to complete

the developmental tests and, in 2012, will

begin its certification trials. In addition,

the Kazan Helicopters is completing the

construction of the third prototype (OP-3)

powered by Russian engines and fitted with a

Russian avionics suite; the OP-4, the fourth

prototype, will follow it during 2012–13 to

become the standard for Mi-38 production.

Overall, we plan to complete the whole of

flight test programme during 2012–13 and

switch to full-scale production of the heli-

copter in 2014.

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

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

The issue of flight hour cost is not as sim-

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

hour cost is generated mostly by the cost of

the remuneration of flying and ground crews

and the cost of fuel. The influence of the

share of the aircraft maintenance cost on the

flight hour cost is insignificant.

As for the second part of your question,

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

terms of flight hour cost, which will prompt

potential customers opt for the Mi-38, con-

sidering the strengths of the advanced heli-

copter.

Strictly speaking, the Mi-38’s service

entry with operators may result in a dras-

tic change in their approach to operation.

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

main rotor blades replaced every seven to

eight years, this will have to be done far less

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

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

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

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

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

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

Samusenko for comment on these and other programmes.

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

programme, a new service life policy is being

implemented along with introduction of

other up-to-date engineering and techno-

logical solutions.

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

The Mi-38 programme is double-track,

using a Pratt& Whitney Canada engine and

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

the philosophy of the programme.

In the outcome, the Mi-38 will have

two variants of powerplant. We believe this

can influence the price of the production

machine and cause the interest of for-

eign operators, on the one hand, and woo

Russian customers (both civilian and uni-

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

stress that Russian uniformed services have

been keen on the Mi-38 due to their need

in aircraft like that. Foreign companies have

shown interest too.

The advanced helicopter is among the

best in terms of carrying capacity. Unlike the

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

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

addition, the Mi-38 features low vibration

and reduced noise and can be flown by a

reduced crew of two.

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

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

helicopter, because we have succeeded in

implementing cutting-edge design solutions

in it, including up-to-date electronics and

materials. By the way, composites make up

over 30% of the total volume of materials

used in the machine. Such key structural

elements as the main and tail rotor blades

and fuselage parts are made of composites.

We plan that the helicopter will have an

extended service life. We assume the Mi-38

will, possibly, have no service life limits, but

will be operated on condition instead.

In addition, we have equipped it with the

Aerosila TA-14 auxiliary power unit (APU),

which allowed easier engine start-up and

enhanced the quality of ground mainte-

nance. The reason is that the APU will feed

power to the heating or air conditioning

system and cargo handling equipment on

the ground when ambient temperature is

too high or too low. The need for an APU

like that has been proven by practice; hence,

operators require it, especially in case of

operations from austere helipads.

The helicopter also has been furnished

with the third auxiliary hydraulic system

enhancing the ease of cargo handling in

terms of ground clearance alteration and

variation of the ramp position for rolling

hardware on and off. Thus, the onboard

cargo handling mechanisation system got a

generation system of its own and can oper-

ate round the clock without excessive noise

and emissions.

Special mention should be made of the

advanced flight navigation system from the

Transas company, which we have mounted

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

in terms of automation of helicopter navi-

gation, flight and route modes. The flight

navigation system makes it much easier for

the pilot to fly, especially in limited weather

minimum, in atmospheric precipitations

and stiff wind.

In addition, Transas has been vested with

developing a Mi-38 simulator. Probably,

it is the first time in this country when a

simulator is being developed at the same

time with the development of a helicopter.

The simulator we plan to offer to potential

customers will imitate the cockpit and agility

of the helicopter, responding to the controls

and simulating surrounding environment.

Transas and we are looking into the feasibil-

ity of developing of a separate Mi-38 simula-

tor centre.

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

The Mi-8/17 family has undergone sev-

eral modernisations, but we believe that its

upgradeability has not been exhausted yet

and, which is more, they are still in demand

throughout the world. Therefore, we are

running the so-called reverse upgrade of the

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

by the advanced Mi-38 in older machines.

In the near future, most modifications can

be applied to the main rotor that we are

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

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

and ensure a new approach to the service life

of the rotor system, though no substantial

modernisation of the airframe is planned.

The Russian Helicopters holding com-

pany is running a heavy upgrade programme

for the helicopters of the family, with the

upgraded machine dubbed Mi-171A2. The

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

date airworthiness certificate and interna-

tional recognition, is to be upgraded. A

key objective of the upgrade is to retain

the current slice of the market in the niche

and enhance the machine’s safety. The lat-

est model will have a main rotor with all-

composite blades, with the tail rotor to be

made of composites too. The main and tail

rotors are to feature advanced aerodynamic

configurations based on the latest scientific

advances and TsAGI’s wealth of experience.

All the above will facilitate long-term

calendar-time operation a considerable

increase in service life. At the modelling

stage, we managed to produce a speed of

280 km/h with power and control mar-

gins remaining. The advanced aircraft also

will feature extended range – 800 km in

And

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the baseline configuration. The upgraded

helicopter also is to carry a flight naviga-

tion system handling the same functions its

counterpart on the Mi-38 does.

During MAKS 2011, we demonstrated

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

opment we paid out of pocket. It is fitted

with the IBKV-17 flight navigation system

from Transas. Once the machine’s test pro-

gramme had been complete, we offered the

aircraft to the Russian Defence Ministry and

foreign customers.

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

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

Right, light helicopters are an important

thing Mil has been dealing with for quite a

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

this class, it was developed from the outset to

ensure basic training of helicopter pilots and

participation of Russian helicopter sports

teams in competitions.

The development of the Mi-34 was

launched as far back as the Soviet times

with the use of the specifications require-

ment from the Soviet Defence Ministry. The

machine cleared its official trials milestone

in 1986, its compliance with the specifi-

cations requirement was confirmed and a

report recommending its full-scale produc-

tion was issued.

Actually, the helicopter proved to be a

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

design enabled its crew to pull of aerobatics

more inherent in fixed-wing aircraft than in

helicopters, e.g. the loop and roll.

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

found itself in a different country under dif-

ferent economic conditions in fact, could

not always rival some of the foreign helicop-

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

Schweitzer. Given request from civilian cus-

tomers, however, we have had the helicopter

certificated and we have dubbed it Mi-34C.

The next phase of the Mi-34 programme

kicked off several years ago. As part of work-

ing out an advanced helicopter family by

Russian Helicopters holding, we took due

account of the high demand of up-to-date

light helicopters, and the Mi-34 then got its

second wind, in fact. The latest helicopter

has been designated as Mi-34C1. It has

retained all of the advantages of the baseline

sports version, but has gained commercial

traits that are so important to operators. In

particular, we have managed to extended

its range out to 450 km, its engine has been

replaced with a more powerful one, the

degree of comfort has grown and the appear-

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

have implemented what normally stems from

successful sales of any advanced aircraft.

This summer, we made two prototypes

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

for Russian Defence Ministry flight schools

and a commercial version respectively. Early

in August, the OP-2 conducted its maiden

flight on the premises of the Mil Moscow

Helicopter Plant in Tomilino, Moscow

Region. The advanced machine was demon-

strated as part of MAKS 2011’s flight pro-

gramme, evoking keen interest on the part of

civilian and military potential customers. To

date, tentative agreement has been achieved

or orders for dozens of machines have been

awarded by a number of Russian and for-

eign helicopter users, particularly, the UTair

company. Foreign customers have shown

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

Mi-34C1 to meet the requirements of most

exacting consumers.

The Mi-34C1 certification programme

is slated for completion by year-end 2011.

This will allow the machine to enter full-

scale production at the Progress plant in

Arsenyev and kick off its deliveries in 2012.

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

demand as an initial training helicopter.

Now, it will be more comfortable to both the

instructor-pilot and the rookie.

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

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

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The Mi-34C1 features a modified con-

figuration, the upgraded M9FV engine and

improved flight performance, as well as

an advanced control system. As is known,

the simplicity and cost of the first version

of the Mi-34 were maximised; in particu-

lar, its control system was mechanical and

required that the pilot should make a lot of

physical effort in certain operating modes.

The helicopter has been furnished with the

hydraulic system, so even a woman will be

able to control it without too much effort.

We have used foreign-made components.

The Goodrich company is our partner in

terms of components. It has provided the

hydraulic actuators it has developed and

made. Now, the machine will surpass the

popular Robinson R44 in terms of perfor-

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

a higher static ceiling.

The helicopter seats three passengers and

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

maximal takeoff weight, it flies at a maxi-

mum speed of 220 km/h out to 450 km

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

mention should be made that the tradition-

al ‘steam-gauge’ type instruments can be

replaced at the customer’s request with the

‘glass cockpit’, where all data are shown on

colour multifunction liquid-crystal displays.

We have scrutinised the major foreign-

built helicopters in the class, introduced

modifications and got a well-designed

machine with high design flight and operat-

ing characteristics that, hopefully, will be

fully proven during the trials. Throw a rather

attractive price in for good measure.

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

Under the Mi-34 modernisation specifi-

cations requirement, we needed a consider-

able service life extension – we intend to

achieve a helicopter service life of 15,000

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

vice life of the assemblies as well as ensure a

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

overhauls at first and then extend it even

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

helicopter on a par with Western analogues

or even better in terms of service life.

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

flight hour cost are concerned, the machine

will be rather competitive. To my mind, its

flight hour cost will be at least 1.5 times

lower than that of its foreign rivals. Therefore,

we are optimistic about the future of our

machine – both in Russia and abroad.

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

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

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Early September marked the 75th anniversary of the Arsenyev-based Progress aircraft company named after N.I. Sazykin, a

subsidiary of the Russian Helicopters holding company. Over three quarters of the century, the company has made almost 9,500

Yakovlev trainer and aerobatic planes, built Antonov’s light transports and sports gliders and, for the past half a century, missiles

for the Soviet and Russian Navy. However, helicopters have become the best-known product of the plant. The famous Mi-24

had been in production here for two decades before it was succeeded by Kamov machines – first the Ka-50 and then the Ka-52.

Serious changes began at the plant after it had become a subsidiary of Russian Helicopters holding: a radical production facility

modernisation kicked off, governmental orders for Ka-52 construction have been awarded and work on resuming the production of

the upgraded Mi-34C1 and productionising the Ka-62 new-generation multirole medium helicopter is underway. Owing to the kind

invitation by Russian Helicopters, the Take-off magazine editor has been to the company and seen how advanced technologies

and cutting-edge manufacturing equipment are being phased in and how Progress’s current product, the Ka-52 combat helicopter,

is assembled.

"ALLIGATORS" HOMELANDReport from Arsenyev

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Historical features

The helicopter epoch of the Progress

plant in Arsenyev, which had made light

planes for three decades by then and

naval missiles for a decade, commenced

in the late 1960s, when the decision was

taken to make the plant the Soviet aircraft

industry’s prime contractor for the then-

advanced Mil Mi-24 attack helicopters

production. Since then, helicopters have

been the mainstay of the company’s prod-

ucts. The first production-configuration

Mi-24A was rolled out in 1970, and the

plant switched to making the modified

Mi-24V in the mid-‘70s. Mi-24P gun-

ships were in production in Arsenyev in

1981–89, with the last version in pro-

duction being the Mi-24VP mounting a

23-mm automatic cannon. In all, the two

decades of making Mi-24-family choppers

in Arsenyev accounted for 2,443 machines

built.

On the verge of the ’90, a decision was

taken that the Mi-24 would be succeeded

by the advanced Kamov Ka-50. By then,

the Kamov company had made five V-80

prototypes that were at various stages of

testing. The first Arsenyev-assembled Ka-50

entered the trials in 1991. A year before

that, the Soviet government’s Military

Industrial Commission had resolved that

Progress would manufacture a 12-ship low-

rate initial production (LRIP) batch of

Ka-50s. However, only eight had been made

by 1996, after which the financing of their

construction was terminated despite the

presidential decree on the Ka-50’s service

entry, dated 25 August 1995. The Arsenyev

plant managed to assemble its ninth pro-

duction-standard Ka-50 only in 2000, after

which the funding had been cut again for

long six years.

The same goes for another helicopter,

which production Progress launched in the

early ‘90s, the lightweight sports Mi-34.

The first production Mi-34 was built in

Arsenyev in 1993, but only 13 machines

had been built, of which five were exported.

The late ‘90s and earlier 2000s were, prob-

ably, the hardest time to the company since

its inception (it was transformed into a

joint stock company in 1993 and named

Arsenyev-based Progress aircraft company

named after N.I. Sazykin). The Ka-50 and

Mi-34 backlog sit idle, and the company

had to slash its workforce heavily, with only

the production of Moskit naval missiles

for export and overhaul of the in-service

Mi-24s enabling the manufacturer to make

the ends meet.

The dire straits, in which Arsenyev’s

major company was in the middle of the

new century, caught the eye of Russian law-

makers, who made the government resume

the Ka-50 production programme and have

the backlog completed. Another new Ka-50

completed its maiden flight in Arsenyev

in August 2006. Late in the year, another

machine was flown out, with two more

aircraft completed afterwards. After that,

the Ka-50 production by Progress ended,

in fact, with the final three Ka-50 single-

seaters delivered in 2009 and then different

helicopters entering production in line with

a governmental order for the first time since

‘90s. It is the Ka-52 that the new stage of

the company’s life is attributed to, with

the company experiencing a drastic output

increase following its joining the Russian

Helicopters holding company in 2008.

New times

The Oboronprom corporation’s estab-

lishing its Russian Helicopters subsid-

iary in 2006 launched a consolidation of

the Russian helicopter industry and its

reaching a new stage of evolution. During

2008–10, Russian Helicopters became the

managing company for all key Russian

helicopter developers and manufacturers,

including Progress, made up its mind on

its future product line and started ramping

up the helicopter output and deliveries.

Progress was tasked with launching pro-

duction of the Ka-52 combat helicopter

and resuming production of the lightweight

Mi-34 in upgraded Mi-34C1 version as

well as productionising the new-generation

Ka-62 medium multirole helicopter. In

addition, Russian Helicopters not only

launched a proactive campaign of nego-

tiations with the government and poten-

tial commercial customers about rotorcraft

promotion and new orders, but began to

invest heavily in renovating the production

facilities, buying cutting-edge manufac-

turing equipment and building advanced

helicopters as well. Thus, the things looked

up following almost a decade and a half of

Progress’s stagnation, and new helicopters

started rolling out of the shops at an ever-

increasing rate in 2008.

Andrey FOMIN

Aircraft production by Progress plantAircraft type Years of production Output rate

UT-2 1941–1948 3,818

Yak-18 1948–1955 3,063

Yak -18U 1955–1957 940

Yak -18A 1957–1961 927

Yak-18P 1961–1962 125

Yak-18PM 1970–1972 25

Yak-50 1973–1986 314

Yak-55 1986–1991 108

Yak-55M 1991–1994 110

Yak-54 since 2008 5*

An-14 1965–1970 330

Mi-24 (A, V, P, VP) 1970–1990 2,443

Mi-34 since 1993 13*

Ka-50 1991–2009 12

Ka-52 since 2008 20*

* Production is going on

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Since Kamov built its Ka-52 prototype as

far back as 1996 and the helicopter’s design

had been upgraded several times since then,

several prototypes more were required in

support of completing the official test pro-

gramme and honing all advanced avion-

ics. Making them was how Progress began

to work under the programme. In 2008,

Progress used the remaining Ka-50 backlog

to make the second and third Ka-52 proto-

types (serials 062 and 063) handed over to

Kamov for trials.

By late 2009, the plant had made the first pro-

duction batch of three helicopters (side numbers

51, 52 and 53) that entered the official test pro-

gramme too. Under the late 2009 government-

awarded order, Progress was manufacturing

more production-standard machines without

waiting for the tests’ completion. According to

the media, the order stipulated the delivery of

36 production-configuration Ka-52s. However,

that was only the beginning…

In December 2010, four production

Ka-52s were brought to the Army Aviation

Combat and Conversion Training Centre

(CCTC) in Torzhok for opeval, with the

machines given serials 92, 93, 94 and 95.

In May of this year, the first eight-ship

production-configuration Ka-52 batch was

delivered to the Army Aviation air base in

Chernigovka in the Russian Far East, near

the manufacturing plant.

Thus, Progress has built and delivered

15 production Ka-52s over less than three

years. As of early September, the assembly

shop contained nine more machines of the

fourth, fifth and sixth production batches at

different degrees of completion, with three

more aircraft having been handed over to

the flight test facility by then. One of them

flew under the demonstration flight pro-

gramme on 3 September on the occasion of

the company’s 75th anniversary.

Attending the company’s anniversa-

ry celebration at the time, Oboronprom

Director General Andrey Reus and Russian

Helicopters holding Director General

Dmitry Petrov officially announced to the

media the signature of a new long-term

contract for “over 140 Ka-52s” for the

Russian Defence Ministry throughout 2020.

According to Dmitry Petrov, the contract

was signed on 31 August, e.g. right in the

run-up to the 75th anniversary of Progress,

having become the best anniversary present

to the team of the plant.

It is important that the Russian Navy,

too, plans to order helicopters of the type

in the near future. As is known, the Ka-52K

shipborne multirole combat helicopter is

A Ka-52 of the 6th production batch under assembly

20th production Ka-52 is to roll out later this year

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

to become the main strike capability of the

air groups to be deployed on Mistral-class

amphibious assault ships. Kamov is devel-

oping a shipborne variant of the machine

to be furnished with folding main rotor

blades and folding wings as well as a number

of other modifications. Progress Managing

Director Yuri Denisenko told the media

that the Ka-52K was planned to enter full-

rate production in 2014. In addition, pro-

active efforts are being made in coopera-

tion with the Rosoboronexport company to

promote the Ka-52A export version on the

global market. Several countries showed

keen interest in buying such a helicopter

several years ago.

Orders for the Ka-52 will have a consider-

able influence on the workload of Progress in

the near future. However, the manufacturer

will not limit itself to making the Ka-52

alone. Next year is supposed to see the kick-

off of production of the upgraded Mi-34C1

light helicopter. Initially, the manufacture

of the early production-standard Mi-34C1s

will have to rely on the Mi-34C backlog

preserved, with five airframes of the third

and fourth production batches sitting in

the assembly shop now. The Mil Moscow

Helicopter Plant launched the flight tests

of the Mi-34C1 prototypes in August. The

type certificate supplement is expected to

be obtained by early 2012, which may be

followed by the first deliveries next year. The

UTair company has ordered 10 aircraft, and

a preliminary agreement has been reached

with a French company to promote the

Mi-34C1 on the West European market. In

addition, possible deliveries to the Russian

Defence Ministry for use as a primary train-

ing light helicopter look rather promising

too.

Another high-profile programme for

Progress to run is development and pro-

duction of the Ka-62 medium multirole

helicopter designed to carry 14 passengers

or 2,000–2,700 kg of cargo. Kamov is fin-

ishing the design, working out the design

documentation and handing it over to the

manufacturing plant. According to Russian

Helicopters Director General Dmitry

Petrov, the first Ka-62 prototype can be

built in Arsenyev as soon as 2012. Probably,

he meant the airframe of the prototype.

Turbomeca is expected to deliver its first

several Ardiden engines by late 2012 under

the contract signed this spring. The Ka-62

prototype will be able to take to the air in

2013 after it has been assembled and fit-

ted with the powerplant and avionics. The

same year, Progress is to make two more

flying prototypes and a static-test one. The

certification trials are set to be completed in

2015, with deliveries of production Ka-62s

anticipated to begin in 2016. From the

outset, the helicopter has been developed to

meet stringent EASA requirements, which

is to ensure its success on the Russian and

global markets owing to its performance

being similar to that of its foreign rivals and

its price being less expensive. According to

Dmitry Petrov, the Ka-62 is to be cheaper

than its AgustaWestland and Eurocopter

competitors by about a quarter. In addi-

tion, the 2020 Governmental Armament

Programme stipulates delivery of a milita-

rised Ka-62 version to the Russian Defence

Ministry.

Modernisation and output increase

In 2007, the Oboronprom corporation

approved a Progress JSC comprehensive

development plan providing for renova-

tion of its production facilities and estab-

lishment of foundry and machining com-

petence centres by the company. During

2009–10, an advanced foundry facility

wrapped around cutting-edge equipment

from Italian company IMF was commis-

sioned in Arsenyev. All of the company’s

foundry facilities have been pooled in a

Andrey Reus, Oboronprom Director General, and Dmitry Petrov, Russian Helicopters Director General, announced the signature of a newlong-term contract for “over 140 Ka-52s” for the Russian Defence Ministry

Remaining production backlog of Mi-34C airframes will be used for manufacturing of the new Mi-34C1 helicopters initial batch

And

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

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

single spacious shop housing Russia’s only

Italian-made integrated mechanised manu-

facturing to make aluminium, magnesium

and cast iron/steel moulds and casts. The

advanced technology allows enhanced pre-

cision casts, improvements in their char-

acteristics and manufacture of moulds for

magnesium, aluminium, steel and cast iron

with the use of the same equipment. With

the introduction of an advanced foundry,

Progress will make cases for helicopter main

and accessory gearboxes for both the Ka-52

and other machines made by the subsidiar-

ies of Russian Helicopters holding.

Since 2009, the machining facility has

been upgraded heavily too. It has been

beefed up with a software-controlled

machining shop using the latest lathes and

five-coordinate turn-mill machining cen-

tres from Germany’s DMG and Japan’s

MAZAK as well as lathes from CTX. This

has boosted the precision of machining of

odd-shaped parts and the labour productiv-

ity. Sophisticated instrumentation systems

acquired by the company are used for qual-

ity assurance.

The upgrade of Progress’s foundry and

machining facilities has been a cause of its

output rate increase under contracts made

of late. According to the annual report

published at the company’s website, the

marketable output revenue grew fivefold-

plus between 2007 and 2010. An almost

twofold increase over last year’s showings

is expected this year, with the revenue to

account for 14.2 billion rubles, of which

about 67% are to fall on Ka-52 helicopters

and 27% on naval missiles.

The output rate growth has resulted

in more jobs created, which number has

increased by 1.5 times over the past five

years – from 3,700 in 2007 to 5,500 in 2011.

The company hires 300–500 personnel

annually. According to Progress Managing

Director Yuri Denisenko, the workforce

exceeds 6,000 personnel, of whom a third

are young people aged up to 35. The average

age of workers has diminished from 48 to 43

years in the last four years.

The recently-landed lucrative govern-

mental order for Ka-52s and upcoming

productionising of the Mi-34C1 to be fol-

lowed by the Ka-62 indicates that Progress’s

output rate will keep on increasing and the

company, which used to build a hundred

Mi-24s a year during the ‘70s and ‘80s,

will reclaim the status of a major helicopter

maker in the country.

Yuri Denisenko, Progress company Managing Director, told media that the plant will be ready to start production of the Ka-52K ship-borne helicopters in 2014

Ale

xey

Mik

heye

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lexe

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ikhe

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New Ka-52s under assembly at the Progress company

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

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

17th production Ka-52 took part at the airshow dedicated to the Progress company 75th anniversary on 3 September 2011

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

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

MOTOR SICH JSC is a multi-profile science

intensive company dedicated to engineering,

production, testing, support in operation and

repair of up-to-date airplane and helicopter

engines for various purposes. Aircraft powered

by aeroengines manufactured by MOTOR

SICH JSC are operated in more than 120 coun-

tries of the world.

Many of the engines became world leaders in

their class. So, AI-25TL engine lifts to the sky

the L-39 trainer from Czech Republic which is

operated in 41countries. Turboshaft engines of

TV3-117 family ensure flights in 63 countries of

virtually all middle capacity helicopters made in

Russia. D-18 engine is designed for Ruslan and

Mriya transport airplanes, and D-136 engine,

the most powerful in the world, for Мi-26

helicopters.

Today, production of D-436-148 engine for

new regional airplanes of An-148 family is one

of the priorities of MOTOR SICH JSC activ-

ity. This engine complies with modern require-

ments of ICAO to pollutant emissions and

ensures noise level of Аn-148 airplanes below

established standards. АI-450-MS two-shaft

auxiliary gas turbine unit is created at MOTOR

SICH JSC for various versions of An-148 and

other passenger and transport airplanes powered

by engines of D-436 family. It ensures starting

of propulsion engines and supply of compressed

air and electric power to on-board systems

of airplane when propulsion engines are not

operating.

High effectiveness of utilization of

AI-450-МS auxiliary gas turbine unit is

achieved due to low specific fuel consump-

tion resulted from high parameters of ther-

mo-dynamic cycle, high efficiency of compo-

nents and selection of a scheme with air bleed

from service compressor, as well as due to low

operational expenses.

Nowadays, small aircraft are in big demand

in the world, and for that reason MOTOR

SICH JSC aside from participating in the works

of building up small-size turbo-shaft engines

of AI-450 family with 450 to 600 hp capacity

carried out by IVCHENKO-PROGRESS SE,

carries out itself R&D work related to similar

family of MS-500V engines of 600 to 1,000 hp

capacity class.

Now, the efforts of these two enterprises are

concentrated on AI-450М version intended

for replacement of GTD-350 engines in Mi-2

helicopters manufactured earlier.

Turboshaft engines of МS-500V family are

intended to be installed in helicopters for vari-

ous purposes with take-off weight of 3.5 to

6 tons. At present time, MOTOR SICH JSC

carries out test bench finalizing of gas-dynamic

parameters and finishing work for single-shaft

gas generators and full-size engines. In the

course of developing MS-500V, such design

solutions were used that allow future creation

of its turboprop and turbofan versions, as well as

auxiliary engines.

AI-222 family engines are capable to provide

maximum thrust from 2,200 to 3,000 kgf, and

up to 5,000 kgf with afterburner installed. Batch

production of AI-222-25 engine with maxi-

mum thrust of 2,500 kgf has begun for Yak-130

combat trainers that already started to arrive to

Air Force pilot training centers in Russia and

Algeria.

AI-222К-25 (without afterburner) and

AI-222К-25F (with afterburner) versions are

designed for L-15 twin-engined combat trainer

built up by Hongdu Aviation Industrial (Group)

Corporation from China. AI-222К-25F became

the first afterburner engine designed and manu-

factured in Ukraine. Now it is in the process of

flight testing in L-15 LIFT (Lead-In Fighter

Trainer) airplane. It is possible that in future this

engine will be installed in combat versions of

Yak-130 aircraft.

On 23rd of June, 2011, at MOTOR SICH

JSC facilities, the first starting of MS-14 tur-

boprop engine of 1,500 hp capacity class was

performed. It is intended to be used as replace-

ment engine for An-2 airplane and also can be

installed in other aircraft of similar class.

TV3-117VMA-SBM1 turboprop, the pre-

decessor of MS-14, is installed in An-140 pas-

senger regional airplanes which perform regular

flights in Ukrainian and foreign airlines. Its

operation in severe conditions of Yakutia is

especially intensive.

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

take-off november 201122 w w w . t a ke - o f f . r ucommercial

MOTOR SICH AT DUBAI AIRSHOW

Vyacheslav BOGUSLAYEVChairman of the Board,MOTOR SICH JSC

D-436-148

An-158

-

-

ar

ts

is

D-436-148

п р о м ы ш л е н н о с т ь | и т о г и

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

In year 2007, MOTOR SICH JSC received

certificate for TV3-117VMA-SBM1V – a new

helicopter engine designed by the company. This

engine was built up bearing in mind the purpose

of enhancement of helicopters flight performance

and their combat effectiveness, especially when

operated in high mountain areas of hot climate

countries. By its characteristics, it meets contem-

porary technical requirements. It has total service

life of 12,000 hours or 12,000 cycles and time till

first overhaul of 4,000 hours or 4,000 cycles.

Engine power conditions are appropriately

adapted to operational conditions of various

types of helicopters. Its automatic control sys-

tem allows to set up one of the following take-off

power ratings: 2,500, 2,400, 2,200 or 2,000 hp

and ensures keeping it flat to higher ambient

air temperature and flight altitude, if com-

pared with existing versions of TV3-117V family

engines including VK-2500 installed in Mil's

and Kamov's helicopters.

In order to increase safety of flight with one

engine inoperative, 2.5-min power rating equal

to 2,800 hp and 30-min power rating equal to

take-off power were introduced. The possibility

was also confirmed to use two variations of con-

tinuous power rating equal to 2,800 hp with one

engine inoperative during 60 minutes.

Installation of TV3-117VMA-SBM1V

engines in helicopter allows to increase its

climbing capacity and practical ceiling altitude,

as well as to maintain high flight performance

characteristics of helicopters with dust protec-

tion and exhaust shield devices installed.

In the course of flight testing, Mi-24 heli-

copter powered by TV3-117VMA-SBM1V

engines demonstrated record climbing capac-

ity: it climbed the altitude of 5 km in 9 minutes

only, while Mi-8MTV helicopter powered by

TV3-117VMA-SBM1V engines reached the

record altitude of 8.1 km.

Official bench tests of

TV3-117VMA-SBM1V engine according

to program approved by Russian Air Force

Commander-in-Chief and agreed with Mil

Moscow Helicopter Plant and Kamov JSC

were successfully completed in June this year at

the Russian Ministry of Defence aircraft repair

plant in Gatchina.

The work is in progress to upgrade the engine

as a result of implementation of new technical

solutions. First of all, they deal with engine

Automatic Control System which will be

replaced with a digital system (FADEC) built up

by STAR JSC (Perm). Utilization of this ACS

shall result in further enhancement of engine

and helicopter performance.

TV3-117VMA-SBM1V series 4 and 4Е

versions (with air and electrical starting sys-

tems) are intended to be used as replacement

engines for Mi-8T helicopters produced

earlier with TV2-117 engines in order to

enhance their flight performance, particu-

larly when they are operated in hot climate

conditions and high mountain take-off plat-

forms. They inherited the best design solu-

tions aimed to ensure higher parameters

and life time which were worked through

in TV3-117VMA-SBM1V base engine. This

allowed to set total life time of 15,000 hours/

cycles and introduce 2.5-min and 30-min

emergency power ratings for operation with

one engine inoperative.

This year, during Dubai Airshow 2011 exhibi-

tion, on the basis of MOTOR SICH JSC center

in UAE, the 2nd international scientific and

technical conference Improvement of After-sale

Service of Aeroengines will be carried out. We

are sure that such kind of conferences shall

result in establishment of mutual understanding

and trust between operators and engine manu-

facturer and contribute to the solution of our

principal task – to ensure trouble-free operation

of planes and helicopters.

Today MOTOR SICH JSC carries out active

and consistent searching of reliable partners,

extends existing and discovers new segments of

world market of aeroengines. We hope that these

efforts shall materialize in absolutely concrete

results of cooperation with aviation industry of

other countries. MOTOR SICH JSC is capable

to offer a large variety of state-of-the-art engines

for new airplanes, helicopters and UAVs devel-

opment.

w w w . t a ke - o f f . r u 23 commercial

Motor Sich JSC15, Motorostroiteley av.Zaporozhye 69068, UkraineTel.: +38 (061) 720-48-14Fax: +38 (061) 720-50-05E-mail: motor@motorsich.com, eo.vtf@motorsich.comhttp://www.motorsich.com

take-off november 2011

Yak-130

TV3-117VMA-SBM1V

Ka-52

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

AI-222-25

only, while Mi-8MTV helicopter powered by

TV3-117VMA-SBM1V engines reached the

record altitude of 8.1 km.

Service

are su

result i

and tru

facture

princip

of plan

Tod

and co

extend

world m

efforts

results

other c

to offe

for new

opmen

Motor15, MZaporTel.: +Fax: +E-maieo.vtfhttp://

TV3-117VMA-SBM1V

Ka-52

Aircraft

Actually, no surprises concerning the

T-50’s design were expected from its debut

demonstration at MAKS 2011. The cus-

tomer did not allow static display of the

fighter, and its takeoffs and landings even

had to be performed at a distance from

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

the morning, the tarpaulin-clad prototypes

would be towed from the Sukhoi flight test

facility’s apron to a spot in a taxiway near

the end of the runway and be towed back at

night. Takeoffs would be performed far away

from the crowd too, with the run commenc-

ing from about the middle of the runway,

which length, thankfully, exceeds 5,400 m.

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

graphic gear, this did not prevent numerous

reporters and aviation spotters from taking

many quality pictures of the fighter from

all aspects possible both on takeoff and

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

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

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

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

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

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

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

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

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

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

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

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

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

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

generation fighter during the air show?

Andrey FOMIN

Ale

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Mik

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v

w w w . t a ke - o f f . r u24 take-off november 2011

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

landing, on the one hand, and during its

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

demonstration did not serve any surprise

as its design and layout features had been

known in advance owing to the official pic-

tures published by Sukhoi since the maiden

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

to numerous photos on the Internet, which

were taken during the demonstrations to

Russian and Indian national and military

leaders in 2010–11.

A rather large T-50 model was on dis-

play for the first time at Sukhoi’s stand in

the UAC pavilion, but it was impossible

to see in it anything capable of adding to

what had been known from the pictures.

A full-scale exhibit on display at the stand

of the ORPE Tekhnologiya company – ‘a

composite fuselage midsection panel’. As is

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

ture is made of composites, including the

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

feature of the plane, setting it apart from the

previous-generation Russian fighters.

According to Sukhoi, both PAK FA fly-

ing prototypes had logged 84 sorties by the

beginning of MAKS 2011. Following another

demonstration to an Indian delegation on 14

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

improvements, in the course of which it was

fitted, inter alia, with the antispin chute in a

special container housed by the tip of the cen-

tral tail boom. This may be an indication of

the plane’s preparedness for operating enve-

lope expansion tests, including flying at high

alpha. With the improvements introduced, the

plane was flown out on 4 August. The aircraft

flew several missions more as part of prepara-

tions for the show, pulled off aerobatics with

certain g-load and speed limitations after the

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

onstrated at the show any longer.

The second flying prototype that first

flew in Komsomolsk-on-Amur on 3 March

this year was airlifted by an An-124 to

Sukhoi’s flight test facility in Zhukovsky

on 3 April, but it had been flown out here

only a week before the show, on 10 August.

For four months, it had been subjected

to the debugging and improvement pro-

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

or 052), is similar to the first prototype,

including in terms of the paintjob. It differs

only in minor details. For instance, it car-

ries several sensors of the integrated elec-

tro-optical system instead of the mockups

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

the movable section of the cockpit canopy

has been modified. During the two-ship

flypast at the official opening of MAKS

2011 on the afternoon of 17 August, the

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

Roman Kondratyev, with the programme

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

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

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

chief test pilot, Hero of Russia Sergey

Bogdan, flying on the remaining days.

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

experienced a right engine surge while tak-

ing off in difficult weather conditions. The

surge was caused by FADEC malfunction

with a large flame exiting the nozzle. Sergei

Bogdan had to abort the takeoff. Having

deployed the drag chute and applied the

brakes in an emergency manner, he stopped

the plane before the end of the runway and

taxied in to the apron. The incident seen

by thousands of onlookers and filmed by

TV cameras on 21 August made quite a stir

among the public. The aircraft and engine

developers, however, assured that it was no

drama, rather a routine thing in the trials of

a prototype and that the plane would return

to flight in the near future. Indeed, the

T-50-2 flew under the flight test programme

with a swing in September.

KnAAPO is to complete the assembly of

the third flying prototype and launch its

testing this summer. The T-50-3 is planned

to be fitted with the main forward looking

AESA radar and a complete integrated elec-

tro-optical system as well as other advanced

avionics system making it more like the

future production-standard aircraft. The

fourth flying prototype and assemblies for

subsequent aircraft are being manufactured

too.

Engine

The so-called first-stage engine to

equip the PAK FA is in the preliminary

trials now, Yevgeny Marchukov, General

Designer, Lyulka Scientific and Technical

Centre (Moscow affiliate of NPO Saturn

Scientific and Production Association), said

at MAKS 2011. “The preliminary stage

includes bench and flight tests. It is the most

labour-intensive period in terms of both

time and money. Some of the elements of

what has been implemented in the advanced

first-stage engine had built upon the solu-

tions developed for the 117S engine to fit

the Su-35 fighter, particularly, the designing

techniques and technologies of processing

most sophisticated structural elements. A

cutting-edge automatic control system has

been developed for the engine and it has

been based on Russian-made componentry

for the first time. The system’s architec-

ture and control algorithm are Russian

too”, Yevgeny Marchukov said, adding that

“more than 20 engines” were built to date.

“The engine’s performance has been proven

beyond any doubt through bench tests. Its

flying performance will have been evalu-

ated by year-end, and we should be ready

to launch the official test programme by

2013”, he specified.

The engine itself, known as 117, was

not shown at MAKS 2011. The same

time, United Engine Corp.’s exposition at

Oboronprom’s pavilion sported the known

117S afterburning turbofan powering the

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

engines will not only power all T-50 pro-

totypes and LRIP aircraft, but, probably,

the early production planes as well. In the

future, the fighter is going to be fitted

with the so-called second-stage engine

now under development by NPO Saturn

as part of the United Engine Corporation.

“The work has begun. We will fulfil it on

schedule”, Oboronprom Director General

Yur

i Ste

pano

vA

ndre

y F

omin

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

w w w . t a ke - o f f . r u26 take-off november 2011

Two PAK FA prototypes complete their formation demo flight

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

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

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

Andrey Reus said in this connection during

MAKS 2011.

Ejection seat

During the air show, many interesting

things could be seen at the stand of the Zvezda

Scientific and Production Association named

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

ejection seat for the fifth-generation fighter

was unveiled, as was the pilot’s equipment

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

and KM-36M oxygen mask.

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

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

ejection seat fitting the advanced versions

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

ers. According to Zvezda, it differs from

the baseline model in the extended pilot

weight and operating temperature brackets,

enhanced minimal ejection altitude char-

acteristics and reduced maintenance time.

It was reported that, combined with the

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

tion seat enables the aircrew to withstand

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

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

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

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

bracket and 0–1,300-km/h IAS bracket,

including the 0–0 mode, with an ambient

temperature from -60 to +74 deg. C and

pilot’s weight of 55–125 kg.

Avionics and weapons

A key element of the PAK FA’s multi-

role integrated radar system – the forward-

looking X-band active electronically scanned

array with more than 1,500 transmit-receive

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

oper, Tikhomirov-NIIP, at the previous air

show, MAKS 2009, as the first experimental

example. This time around, Tikhomirov-NIIP

Yev

geny

Yer

okhi

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an K

irillo

v

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

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

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

demonstrated the second AESA prototype

embodying a number of improvements stem-

ming from the lab bench tests. The array is an

ellipse measuring about 0.9x0.7 m. In addition

to the AESA, the developer displayed during

MAKS 2011 a full-scale multichannel T-R

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

AESA to be housed in the wing leading edge.

According to Tikhomirov-NIIP Director

General Yuri Bely, the third AESA example,

which has passed its bench tests, will have been

delivered to Sukhoi and mounted on the third

T-50 flying prototype this year. More AESAs

are being manufactured (for more detail on the

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

interview in this issue).

Tikhomirov-NIIP’s old-time partner,

State Ryazan Instrument Plant (GRPZ),

demonstrated at the airshow the units of the

N-036EVS computer system supporting the

operation of the AESA radar and designed “to

receive and process high-capacity analogue-

digital signals and control and automate com-

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

computer system comprises two high-perfor-

mance digital computers “based on the united

switching computing environment and united

into a single computer system by means of

high-performance optical interfaces”. Other

novelties from GRPZ at MAKS 2011 were the

4283E AESA two-band digital IFF interroga-

tor and 4280MSE multifunction integrated

IFF responder.

A surprise sensation at the airshow was made

by the Urals Optical and Mechanical Plant

(UOMZ), which demonstrated the basic mod-

ules of the integrated optronic system displayed

at MAKS 2011 as Product 101KS. According

to the materials disseminated during the show,

the T-50’s optronic system will comprise the

101KS-V IRST for aerial target acquisition,

identification, pinpointing and tracking, the

101KS-U aerial and ground situation aware-

ness subsystem, the 101KS-O optronic defen-

sive aids suite and the 101KS-N podded IRST

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

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

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

T-R modules (upper left)

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

for ground target acquisition, identification,

pinpointing and tracking.

UOMZ Director General Sergei Maksin

said at MAKS 2011 that the PAK FA’s optronic

system comprising a panoply of sensors “will

ensure total control of the situation around the

aircraft in all optical wavebands”, with some

of the sensors being “unique from the point of

view of both their performance and application

philosophy”. The complete system is supposed

to fit the third T-50 flying prototype.

The 101KS-V IRST will be installed in the

PAK FA at the place customary to Russian

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

ing in front of the cockpit. The ball housing

the 101KS-O DAS subsystem, which is likely

designed to interfere with heat-seekers, will be set

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

subsystem, designed for “providing the aircrew

with information on the situation in the air and

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

alerting the crew to missile launches. Finally, the

aircraft can be equipped with a pod housing the

101KS-N IRST to deal with ground targets.

Another advanced system to come in handy

to the PAK FA was demonstrated at MAKS

2011 by the NPP Polyot company based in

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

borne communications system” mated with

the “Aist-50 airborne integrated antenna-

feeder system”. It was specified at Polyot’s

stand that the system ensured “a consider-

able increase in the functional-technical,

operating and economic showings” over the

production-standard TKS-2M system equip-

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

ensures “multichannel data exchange via high-

capacity enhanced frequency band channels”

and implementation of the “reprogrammable

radio” concept, flexible comms gear archi-

tecture software/hardware rearrangement and

quick adaptation to simultaneous operation in

different comms systems and networks.

Tidbits of information on the weapons

suite of the future PAK FA were avail-

able at the stand of the Tactical Missiles

Corporation, which showcased, inter alia,

internal carriage missiles with the export

designations Kh-38MLE and Kh-58UShKE

and the advanced KAB-250 smart bomb as

well (for detail on latest weapons from

Tactical Missiles Corp., which could make

their way to the fighter’s weapons suite, see

further in the issue).

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

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

17 August 2011

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

it performed the 100th PAK FA’s test flight

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

PAK FA’s AESA radar system develop-

ment is right on schedule approved by the

prime contractor for the plane, the Sukhoi

company. Under the schedule, two proto-

types are being rig-tested, with one more

being ready for installation on a PAK FA

prototype. This, third, AESA radar proto-

type will be handed over to Sukhoi, and it

will begin to work on board the third flying

PAK FA aircraft. Manufacture of more

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

being assembled to fit another PAK FA

prototype and the fifth one’s manufacture

has begun.

The first AESA radar has logged two

years on our test rig, most of its issues have

been ironed out and its software is being

refined now. The second AESA complete

set has been placed on a test rig earlier

this year and will soon be handed over to

Sukhoi as part of the PAK FA avionics

suite for rig testing. The third example has

completed its rig tests and now is ready for

mounting on a plane. The fourth set is to be

made before year-end.

Our institute performs the assembly,

adjustment and rig testing of the AESA

radars so far, and at the same time, its

productionising is underway at the State

Ryazan Instrument Plant (GRPZ) that is

setting up new manufacturing lines and

buying advanced equipment and has erect-

ed a special shop to this end. The plant

also has taken part in the manufacture of

the AESA radar since its early examples

had been made; in particular, it has been

making the distribution system, waveguide

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YURI BELY “PAK FA’s AESA radar development

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

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

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

the Tikhomirov Scientific Research Institute of Instrument Design (Tikhomirov-

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

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

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

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

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

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

topical matters.

w w w . t a ke - o f f . r u30 take-off november 2011

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

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

handing radar part manufacture off to the

plant gradually; thus, the plant will pro-

ductionise the AESA radar in full. We will

be able to launch its production as soon as

next year.

What problems do you encounter in AESA development?

Since the AESA radar is a drastically

novel product not only to us at Tikhomirov-

NIIP, but to the whole of Russian industry

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

lems, mostly due to electronic componen-

try, specifically due to the productionising

of T-R modules under way at the Istok

scientific and production association and

to ensuring their reliability. Hence, many

things have to be done over and recon-

sidered. As far as characteristics are con-

cerned, we are satisfied now with the T-R

modules supplied to us, but their reliability

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

rent situation is the slippage of Istok’s pro-

duction facilities renovation programme,

due to which some work is still done using

obsolete equipment with lower precision.

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

hence, Istok is experiencing problems with

its production facilities renovation and,

therefore, with the reliability of the early

T-R modules they made. Nevertheless,

I would like to stress again that we have

been settling all issues with success no

matter what and the programme has been

on schedule.

The AESA radar development is gradual,

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

priority is given to the forward-looking

AESA and its integration with the elec-

tronic countermeasures (ECM), IFF and

other avionics. In parallel, other units and

systems are being developed, and the radar

system is beefed up as they are developed.

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

functional integrated radio-electronic sys-

tem of the fifth-generation aircraft.

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

Certainly, we have developed the unique

phased-array radar, the Irbis-E, with

an airborne target acquisition range of

400 km. Three prototypes of the radar

have been undergoing their flight trials on

two Su-35 prototypes and a Su-30MK2

flying testbed for several years now. This

year, the first production Su-35S fighter

built by KnAAPO Komsomolsk-on-Amur

Aircraft Production Association under the

Russian Defence Ministry-awarded con-

tract has entered its trials. It carries a

full production-standard Irbis set made

by GRPZ plant at its production line.

Tikhomirov-NIIP staff has been proactive

in supporting the radar’s flight tests, its

productionising by GRPZ and settling all

issues cropping up in the process. Mention

should be made that the radar has a good

prospect not only on board the Su-35. We

have received inquiries as to the feasibility

of using Irbis-E derivatives on board ships

and as part of ground-based radar systems.

We have not neglected

the Irbis’s predeces-

sor, the Bars phased-array radar, which is

in mass production and exported exten-

sively as part of the Su-30MKI fighters

and its versions to India, Malaysia and

Algeria. As is known, the Russian Defence

Ministry, too, has recently decided to buy

a batch of aircraft like that, designated

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

got a contract with the Sukhoi company

for development of a Bars version to fit

these fighters. We also are taking part in

the programme on upgrade of the Indian

Air Force Su-30MKIs. Provision has been

made for enhancing the performance of

the Bars radar and its current phased array

and, possibly, fitting the radar with an

AESA further down the road. However, we

believe that such an upgrade of the Bars

should be conditioned on the programme

for development of an AESA radar for the

Fifth-Generation Fighter Aircraft (FGFA)

being co-developed by Russia and India,

so that our experience in developing the

AESA can be used in subsequent upgrade

of in-service Su-30MKI fighters.

Do you continue to upgrade other airborne radars you developed?

We certainly do. We are further hon-

ing our first phased-array radar, the

Zaslon, used on the MiG-31 intercep-

tor. The upgraded MiG-31BM has kicked

off the second phase of its official trials

recently. Advanced operating modes are

being implemented into its Zaslon radar,

to which new long- and medium-range

missiles are being adapted as well. The

MiG-31’s tactical capabilities will grow by

far owing to the ongoing upgrade.

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

been fielded with Russian Air Force com-

bat units this year. We have upgraded

their N001 fire control radar again, with

advanced operating modes introduced and

modified medium-range missile applica-

tion ensured. The work is going on.

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

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

Tik

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

Designed for Gen 5 and more

“Series orders have already been placed

for many of the items of weapons we show.

We are manufacturing pilot batches, and the

production will go full-scale starting from

2013 or 2014”, Boris Obnosov said during

MAKS 2011. “This year, we are to complete

the official trials of four or five devices.

Next year and 2014 will be very tough too,

because we will have to integrate the whole

range of weapons under development with

the fifth-generation aircraft”.

Asked which of the weapons on display

were almost complete for the fifth-gener-

ation fighter, the corporation’s leader said

internal carriage weapons needed to be con-

sidered first in that context. According to

Boris Obnosov, the RVV-MD and RVV-SD

air-to-air missiles displayed at the show this

time are designed for external carriage so

far, but are, essentially, prototypes that will

have spawned refined versions by 2014 to fit

the PAK FA. They will become the back-

bone of its weapons suite in the dogfight and

medium-range air-to-air missile classes.

The Raduga Kh-58UShKE antiradiation

missile displayed at MAKS 2011 is designed

for both internal and external carriage. Its

weight is 650 kg and its range measures

76–245 km when launched externally. It dif-

fers from the venerable Kh-58E in a shorter

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

and a single wideband passive radar homer

acquiring all known air defence radar bands.

A big TV screen at Tactical Missiles Corp.’s

stand at MAKS 2011 displayed an animation

clip showing how four missiles of the type

would be housed by the inner bay of the fifth-

generation fighter. According to Mr. Obnosov,

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

wrapped up next year.

Another missile to be used as part of the

fifth-generation fighter’s weapons suit and

fit its internal bays is the Tactical Missiles

Corp.’s parent company’s Kh-38ME new-

generation modular multipurpose air-to-

surface missile weighing up to 520 kg with a

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

out a wide spectrum of armoured, hardened

and exposed ground single or multiple tar-

gets and waterborne targets in the littorals.

During the previous MAKS 2009 show

in Zhukovsky, where the Kh-38ME mis-

sile family made its debut, it was reported

that the missiles of the family could carry

various guidance packages – a semiactive

laser homer on the Kh-38MLE, an active

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

imaging heat-seeker on the Kh-38MTE and

a satnav-guided one on the Kh-38MKE

cluster-type missile. The Kh-38MLE laser

beam rider was displayed at MAKS 2011.

According to Boris Obnosov, its develop-

ment is on schedule and is expected to be

completed in a couple of years.

A spice of the show was the 250-kg

KAB-250 smart bomb from the Region com-

pany. Owing to its compact dimensions, it

can be not only mounted on the PAK FA’s

external weapons stations, but carried inter-

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

carriage weapon designed for the PAK FA

but capable of being used by other planes as

well”. Only the basic dimensional parameters

of the advanced 250-kg bomb were offered at

FORGING ARMS FOR T-50

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

show in Zhukovsky last August altered their approach to demonstrating their

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

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

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

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

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

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

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

Sukhoi T-50 fifth-generation fighter.

Yevgeny YEROKHIN

Photos by the author

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

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

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

Obnosov said. The type of guidance used has

not been unveiled yet either. When speaking

about using GPS and GLONASS receivers

for cuing smart bombs to their targets, how-

ever, the Tactical Missiles Director General

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

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

capability has been provided for virtually all

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

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

sumably carry a combined guidance package

comprising the satnav system and one of the

homing heads.

Other advanced and upgraded air-to-

surface missiles from the Tactical Missiles

Corporation, which export versions were

displayed at MAKS 2011 could be also

carried by PAK FA, albeit externally. For

instance, they include the Kh-31PD high-

velocity antiradiation missile and heavily

upgraded Kh-31AD and Kh-35UE antiship

missiles. All of them are made by Tactical

Missiles Corp.’s parent company.

The Kh-31AD supersonic antiship mis-

sile, for which development the company

is paying out of pocket, is in the final stages

of development. It features an extended

range, enhanced ECM immunity and a

cutting-edge active radar homing head. Its

test programme is expected to be wrapped

up in 2013 or 2014.

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

ed for completion as soon as the end of

this year. Boris Obnosov noted that the

Kh-35UE development was no cakewalk

because the missile, albeit a dead-ringer

for the Kh-35E baseline model outwardly,

is equipped with an advanced short-burn

turbojet engine, a sophisticated homer and

a satnav system in addition to the inertial

navigation system, which has improved the

weapon’s basic characteristics much. For

instance, its maximal range has doubled

from 130 km to 260 km, with an insignifi-

cant increase in its air-launched version’s

launch weight from 520 to 550 kg. The

Kh-35UE is a versatile weapon for use,

among other things, by the upgraded Uran

and Bal shipborne and coastal defence mis-

sile systems. It also has been adapted for use

by virtually all tactical warplanes and naval

helicopters.

Also displayed at MAKS 2011 were the

latest members of the Kh-59ME subsonic

missile family under development by the

Raduga design bureau – the Kh-59MK

with the active radar homing head to kill

a wide range of radio-contrast targets,

Kh-59M2E with TV-command guidance

and Kh-59MK2 with a combined guid-

ance system. Depending on the version,

their launch weight varies from 900 kg

to 960 kg and their max range is up to

285 km (115–140 km for the Kh-59M2E).

According to Boris Obnosov, the launch

of the Kh-59MK’s production is slated

for early next year. The missile of the type

is designed for application by the Sukhoi

KAB-250

Kh-38MLE

Kh-58UShKE

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

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

place.

Longest-range air-to-air missile

No doubt, the star of the air-launched

weapon segment of the air show in

Zhukovsky was the RVV-BD long-range

air-to-air missile unveiled by the Tactical

Missiles Corporation.

That the Vympel design bureau is devel-

oping the missile has been known for a

while. As far back as his news confer-

ence during the MAKS 2009 air show,

Boris Obnosov confirmed that Vympel was

developing a long-range weapon in addi-

tion to the RVV-SD medium- and RVV-

MD short-range missiles. Last year, paper-

work for an export version, designated as

RVV-BD, was finalised, which cleared it for

display at MAKS 2011.

A tender is known to have been issued

for development of an advanced long-range

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

design bureau (a subsidiary of Tactical

Missiles Corp.), the Yekaterinburg-based

Novator design bureau joined the competi-

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

missile, dubbed AAM tentatively, could be

seen suspended under wing on the Su-35

prototype and laid out on the apron in front

of it during MAKS 2007. “There was stiff

competition”, Boris Obnosov reminisces

about the competition during MAKS 2011.

“I hold products from Novator in high

esteem”. But it looks like the tender ended

not in favour of Novator’s weapon.

According to Mr. Obnosov, Tactical

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

sile is on schedule, a production-standard

version has been selected, and its tests are to

be finalised before year-end. The missile has

been productionised for the past two year.

“This is a formidable weapon with nothing

to rival it either in country or abroad. It flies

with a swing and hits its targets”, added the

Director General proudly.

According to the official information dis-

seminated during the air show, the new mis-

sile’s performance is far more advanced over

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

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

however. It is clear at first sight that they are

utterly different. Presumably, the RVV-BD

is likely to be a derivative of the long-range

missile prototype Vympel developed in 1980–

1990s to equip latest versions of the MiG-31

interceptor (for instance, at MAKS 1997, six

missiles like that were seen on the underbelly

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

static display ground).

Mention should be made that the lateral

dimensions of the MAKS 2011-displayed

RVV-BD are unlikely to allow its internal

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

phlet disseminated during the show indi-

cated that only the external AKU-410-1 and

AKU-620 ejectors were to be used to attach

it to and launch it.

Judging by the example displayed at the

show, only the vanes of the RVV-BD were

foldable for conformal carriage, but the

wing remained fixed, to boot. Also, speci-

fying the weapons designed for internal

carriage, Boris Obnosov did not mention

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

is an export version of the advanced long-

range missile being developed under the

programme of MiG-31 interceptor upgrade

in service with the Russian Air Force (an

upgraded MiG-31BM was shown at a static

display during MAKS 2011). Nonetheless,

the lessons learnt from the programme are

certainly to be relevant to the development

of a long-range missile for internal carriage

on the fifth-generation fighter.

The RVV-BD is taken to the target

area by the inertial guidance system with

radio-frequency updates and subsequent

active terminal radar homing. According

to adverts circulated, the RVV-BD will be

able to destroy various air threats (fighters,

attack aircraft, bombers, airlifters, helicop-

ters, cruise missiles) from any aspect at long

range round the clock despite heavy ECM,

including multiple-channel launch-and-

leave capability.

Owing to the missile’s top-notch aero-

dynamics and high-performance bi-pulse

solid-fuel rocket motor, its range may well

be several hundred kilometres. Speaking

at MAKS 2011, Boris Obnosov said the

RVV-BD’s export version would have a

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

in the class can boast a range like that”,

Mr. Obnosov concluded.

The missile can eliminate threats jinking

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

The RVV-BD’s launch weight stands at

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

fragmentation warhead with proximity and

impact fuses.

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

Diameter, m 0.38

Wing span, m 0.72

Tail span, m 1.02

Launch weight, kg up to 510

Warhead weight, kg 60

Max forward-looking range, km up to 200

Target designation angles, deg. ±60

G-load on manoeuvring targets, g 8

Target altitude, km 0.015-25

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

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

36

The government order for 12 new-

generation Yakovlev Yak-130 combat

trainers for the Russian Air Force

was fulfilled this summer, when the

last three aircraft of the batch built

by the Sokol aircraft plant in Nizhny

Novgorod flew from the factory

airfield to the Air Force Training

Centre in Borisoglebsk, Voronezh

Region.

The first five Yak-130s (serials 21

through 25) arrived in Borisoglebsk

on 6 April this year. Two more aircraft

(90 and 91) came in from Lipetsk

in mid-June. Along with two other

planes (92 and 93), they had been

delivered to the RusAF State Aviation

Personnel Training and Operational

Evaluation Centre during February

through April last year.

The final three Yak-130s under the

first contract signed with the Russian

Defence Ministry were assembled by

Sokol this spring. With their factory

acceptance tests completed the

planes issued serials 26 through 28

were ferried to Borisoglebsk on 30

June.

Borisoglebsk is home to the

training air regiment giving basic

and advanced flight training to future

pilots of attack and bomber aircraft –

the cadets of the Krasnodar flight

school. The instructor-pilots of the

Borisoglebsk training centre have

mastered Yak-130s, and the first

cadets are to begin their training on

them in the near future.

The static displays of the MAKS

2011 air show, which took place

in Zhukovsky, Moscow Region in

August, featured the new An-140-100

turboprop sporting an unusual dark-

gray paintjob. The aircraft with side

number 41254 is the first An-140

made by the Aviakor plant in Samara

on order of the Russian Defence

Ministry. It performed its maiden

flight on 6 August of this year and

arrived in Zhukovsky a week later for

the airshow.

Aviakor has built only three

production An-140s delivered to the

Yakutiya air carrier during 2006–09.

The full-fledged productionising of

the An-140 in Samara is attributed

to a contract signed by Aviakor

and the Russian Defence Ministry

recently. Having ordered its first

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

2011, the Russian Defence Ministry

in May ordered nine more planes

to be delivered within three years.

All of them will be in the standard

52-seat passenger layout and oust

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

for top brass carriage.

The An-140 also may see new

vistas opening up owing to last-

year’s refusal of the Russian

Defence Ministry to keep on funding

the Ilyushin Il-112V light airlifter

development programme. On 6 May,

the Russian government issued

Resolution on the signature of the

Protocol by the Government of the

Russian Federation and the Cabinet of

Ministers of Ukraine on cooperation

in aircraft development, production,

delivery and operation. The protocol

lists, inter alia, several new An-140

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

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

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

freighters and An-140MP patrol

aircraft.

The An-140T-100 freighter

with a lifting capacity of 6 t is an

in-production An-140-100 derivative

with the cargo tail ramp. Antonov

offers the An-140T-210 with a

greater lifting capacity, which is a

derivative of the in-development

68-seat An-140-210 stretch. Since

the Defence Ministry’s advanced light

airlifter acquisitions are stipulated by

the 2020 Governmental Armament

Acquisition Programme, it is possible

that planes to be acquired may

be latest ramp-equipped An-140

versions under development by

Antonov, given the rejection of the

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

order landed by Aviakor recently.

In addition, Aviakor and Radar

MMS, a major Russian developer and

integrator of special airborne radio-

electronic gear, made an agreement

during MAKS 2011 to look into the

feasibility of fitting Radar MMS

systems to the An-140. Probably, they

are going to develop the An-140MP

maritime patrol aircraft mentioned

in the 6 May 2011 governmental

resolution.

It also was reported during

MAKS 2011 that the Samara-built

An-140 was promising enough in

terms of export as well. During the

show, Aviakor and Rosoboronexport

agreed to cooperate, with their

agreement providing for the

feasibility of the An-140 becoming

part of Rosoboronexport’s export

programme. “The agreement signed

indicates keen interest of the major

Russian combat gear supplier in

Aviakor’s business processes and

plane”, Aviakor Director General

Sergei Gusev said. “Now, Aviakor has

got an order for an An-140 batch for

the Russian Defence Ministry. The

cooperation with Rosoboronexport

will enable us to offer our main

product to defence ministries of other

nations”.

Ale

xey

Mik

heye

v

RusAF Training Centre got 10 Yak-130s

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

Ale

xey M

ikh

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

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

The Tu-214ON specialised airborne

surveillance aircraft developed under

the Open Skies programme was a

spice of the MAKS 2011 air show.

It took to the skies for the first time

from the airfield of the Kazan Aircraft

Production Association (KAPO) on

1 June of this year and is undergoing

tests. The plane was developed by

Tupolev and built by KAPO on order

of the Vega corporation, the prime

contractor under the Open Skies

programme. Once its trials have been

complete, it will be delivered to the

Russian Defence Ministry.

On its inspection flights under

the Open Skies international

agreement, Russia has used two

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

and An-30B. To enhance the

effectiveness of missions, Tupolev

was contracted to develop a

dedicated derivative of the Tu-214

airliner, fitted with the up-to-date

multifunction air surveillance

system from Vega. According

to the system’s developer, the

Tu-214ON “is the first plane among

those of the 34 signatories to carry

all of the surveillance equipment

cleared by the agreement, namely

four airborne photo cameras, three

TV cameras, a synthetic aperture

radar and an infrared linear

scanner”. The mission equipment

is housed behind special fuselage

hatches and fairings, with operator

and observer workstations in the

cabin.

At MAKS 2011, the Tu-214ON

(serial RA-64519) was both shown

as a static display and demonstrated

in flight, and the media were given

an opportunity to familiarise with

its airborne surveillance system

equipment and the operator

workstations.

The Russian Defence Ministry is

going to order in the near future from

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

seat supermanoeuvrable multirole

fighters derived from the Su-30MKI

aircraft exported by the company.

Irkut President Alexei Fyodorov told

the media that a contract was in

the pipeline for 28 aircraft for the

Russian Air Force with 12 options

that could be fielded with the air arm

of the Russian Navy. The order is to

be placed next year, but the Irkutsk

Aircraft Plant is already making two

first Su-30SMs intended to enter the

test programme in the configuration

approved by RusAF. According to

Alexander Veprev, Director General,

Irkutsk Aircraft Plant, the two

Su-30SM prorotypes will be able to

launch their trials before year-end.

The production and delivery of

Su-30MKI family fighters is Irkut’s

most successful programme in the

past decade. Since 2000, more

than 170 production-configuration

warplanes of the type have been

delivered, including knockdown

kits for licence production in India.

The Su-30MKI orderbook has

swelled up to 292 aircraft and

expected to hike up to 374, once

the anticipated new order for 42

extra Su-30MKIs has been awarded

by India and the Russian Defence

Ministry has placed its order for 40

Su-30SMs.

To date, Irkut has fulfilled the

contracts for 90 Su-30MKIs for India

(the first deal was made in 1996, with

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

for Algeria under the 2006 contract and

18 Su-30MKMs for Malaysia under the

2003 contract. Deliveries of Su-30MKI

knockdown kits to India carry on under

the contract for 140 fighters, and a

new batch of Su-30MKI(A) aircraft

is being prepared for shipping to

Algeria under the second contract for

16 aircraft, which was signed in 2010.

The manufacturing plant’s Director

General Alexander Veprev told the

media that the company had made 38

Sukhoi aircraft and knockdown kits of

the type last year.

Taking into account the orderbook,

the Su-30MKI production will have

continued in Irkutsk until the second

half of this decade at the least.

RusAF to receive supermanoeuvrable fighters of Su-30MKI family

Tu-214ON: Open Skies without secrets

Ale

xey M

ikheyev

M

ikha

il Z

herd

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Ma

rina

Lysts

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Mik

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

38

Another six-ship batch of Mil

Mi-28N advanced attack helicopters

was delivered to RusAF in an official

ceremony at the airfield of the

Rostvertol joint stock company, a

subsidiary of the Russian Helicopters

holding company, on 8 October 2011.

The machines were headed for the

Army Aviation Combat and Conversion

Training Centre in the town of Torzhok.

It has been the second RusAF Mi-28N

delivery this year. The first batch of

four Mi-28Ns has been shipped to

Torzhok this summer and given yellow

side numbers 09, 10, 11 and 12.

The first two machines of the new

batch, with yellow side numbers 45

and 46, have the Mi-28N’s traditional

camouflage paintjob of various shades

of green, with the remaining four (47

through 50) having the new gray

paintjob of RusAF.

The Mi-28N entered service with

RusAF by a presidential decree dated

15 October 2009. Last year, the

first RusAF air squadron stationed

in Budyonnovsk was converted to

the Mi-28N (Rostvertol had built 16

helicopters for it, of which 10 were

delivered in 2009), and deliveries

started to another RusAF unit

stationed in Korenovsk (according

to the Russian media, the first eight

Mi-28Ns were shipped there in

October through December 2010).

The Budyonnovsk-based aircraft

feature blue serials from 01 through

17 and the Korenovsk-stationed ones

red serials from 01 through 08. In

September this year, six Mi-28Ns

from both units were involved in

large-scale combined exercise Union

Shield 2011 at the Ashuluk training

range in the Astrakhan Region.

To date, Rostvertol has delivered

as many as almost 40 production-

standard Mi-28Ns. Recently, Russian

Helicopters holding and Russian

Defence Ministry have signed a

new long-term contract for more

helicopters of the type for the period

throughout the decade. Meeting the

media this spring, Rostvertol Director

General Boris Slyusar said the

company would have productionised

the Mi-28NM upgraded version by

2015. Probably, the derivative will

mount the long-awaited radar,

cutting-edge defensive aids suite and

advanced weapons. The Mi-28UB

fitted with twin sets of controls is

being prepared for construction too.

In addition, RusAF has ordered

more than two dozen Mi-35M attack

helicopters that have been built only

for export until recently. The first

Mi-35Ms earmarked for RusAF are

already in trials at Rostvertol.

Two brand-new Mil Mi-26 heavy-

lift helicopters made this year under

a contract with the Russian Defence

Ministry departed the airfield of

Rostvertol JSC on 25 October. These

are the first machines of the type fielded

with the Russian Air Force recently,

with the previous Mi-26 having been

shipped to the customer over a decade

ago. Having been given side numbers

05 and 06 and RusAF’s new gray

paintjob, the machines will be operated

in the Eastern Military District.

According to the Russian media,

the Defence Ministry and the Russian

Helicopters holding company have

made a long-term deal for 15 Mi-26

heavylifters. This spring, Rostvertol

was assembling the first four machines

under the contract. The lead helicopter

was rolled out and started its tests in

May.

The brand-new Mi-26s differ from

those previously supplied to RusAF

in slightly upgraded avionics. Further

down the line, combat units are to

start taking deliveries of a new version

based on the Mi-26T2 heavily upgraded

helicopter now under trials. The

advanced version will feature a cutting-

edge flight navigation system allowing

a reduction in crew members, a glass

cockpit, round-the clock operation

equipment, modified engines and a

number of other improvements. The

Mi-26T2 is taking part in the tender

issued by the Indian Air Force for 15

heavy-lift helicopters.

Six more Mi-28Ns delivered to RusAF

Rostvertol resumes Mi-26 deliveries to Russian Defence Ministry

Take

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

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

40

9 September saw the first oper-

ational flight of the An-148-100E

(RA-61709) of the Polyot airline, the

second Russian user of the advanced

regional airliners made in Voronezh.

The 1 h 40 min flight with 56 passen-

gers on board was conducted from

Voronezh to St. Petersburg. The air-

craft came back to Chertovitskoye

airport in Voronezh on the return

flight on the same day.

An hour-long An-148-100E

service was also launched to

Moscow’s Domodedovo airport on

29 September. By then, the car-

rier’s airliner fleet had been beefed

up with another aircraft of the type,

RA-61710. As its own crews are

trained and the maintenance system

is set up in its home airport, Polyot is

going to expand its operational net-

work and intensify the operations.

Polyot Director General Anatoly

Karpov said: “The characteristics

of the An-148-100E will enable the

company to connect the regions

in central Russia with the regional

centres in the Urals and Siberia and

to launch tourist services to Egypt,

Spain, Italy, the UAE, Israel, etc”.

Under the contract signed by

Polyot, Sberbank-Leasing and VASO

plant last year, the carrier shall lease

10 An-148-100Es. They shall be

in the 68-seat layout (8 seats in

the business class and 60 in the

economy class) but will be able to

be converted quickly to the 75-seat

single-class layout. Unlike the six

An-148-100Bs made in Voronezh,

the Polyot-intended planes feature

an extended range.

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

RA-61709) first flew in Voronezh

in early June of this year and was

delivered to Polyot on 20 July

2011. The second aircraft (c/n

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

time on 6 July and its acceptance

report was signed on 31 August

2011. In September, VASO com-

pleted another Polyot-destined plane

(c/n 41-07, its registration number

will be RA-61711) that performed its

first flight on 4 October. According

to Anatoly Karpov, the company is

going to have it on services before

year-end and receive the fourth air-

craft from VASO in the first quarter

of 2012.

Meanwhile, a new An-148 opera-

tor appeared in Ukraine as well. On

3 August, Antonov handed over a

new production An-148-100B built

earlier this year in Kiev to the new

customer, Ukraine International

Airlines (UIA). The carrier’s aircraft

fleet, which has been made up of

Boeing planes only (according to

UIA’s official website, it comprises

19 Boeing 737s in various versions),

was extended by the second produc-

tion-standard An-148 built in Kiev

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

flew in Kiev on 13 January 2011.

In September, UIA received another

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

that had been flown by the Aerosvit

airline from June 2009 to August

2011. Aerosvit also operated the

first production An-148 made in Kiev

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

2010 till September 2011. This plane

is seemed to start its operations with

UIA too.

On 26 August 2011, in the run-

up to the 20th anniversary of the

independence of the Republic of

Uzbekistan, Tashkent hosted the

ceremony of acceptance by flag

carrier Uzbekistan Airways of

another Ilyushin Il-114-100 region-

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

the Tashkent Aircraft Production

Corp. (TAPC) named after Valery

Chkalov. Assigned registration

number UK-91108, it became the

sixth Il-114-100 in the aircraft fleet

of the Uzbek flag carrier and the

fifth one under the 2007 contract

for six aircraft with upgraded avi-

onics suite.

TAPC rolled it out and moved

it to the in-house flight test facil-

ity on 6 June, with the plane per-

forming its maiden flight on 8

July of this year. The first four

Il-114-100s made under the 2007

contract entered service during

2008–10, while the very first air-

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

made in Tashkent as far back as

1999 and has flown on Uzbekistan

Airways routes since 2003. The

Il-114-100s operate on domestic

operations and on services to other

CIS countries.

The six and last Il-114-100

(c/n 02-09) under 2007 contract

is expected to fly next year. The

prospect of future Il-114 produc-

tion by TAPC remains uncertain

despite the backlog the plant has.

Polyot and UIA launch An-148 services

Another Il-114-100 kicks off commercial operationA

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CIVIL DEFENCE FUTURESSPACE UAS SECURITY

FIA O Vzelt.indd 1 29/07/2011 16:02

Superjet in Armavia …

Made in September 2007, the order of two

SSJ100s by Armenian airline Armavia with

three more options did not turn many heads

at first. By then, 110 advanced airliners had

been ordered (in the form of both firm orders

and options) by several air carriers, including

the foreign launch customer in Italy.

A considerable discount to the list price was

offered to Armavia, as it was offered to other

early customers. Besides, Armavia ordered

the configuration close to the baseline one,

i.e. lacking expensive trimmings. The planes

were leased through Russian company VTB-

Leasing. Under the contract, the first aircraft

was to be delivered as far back as late 2008,

but the delivery slipped by far just like the

delivery to Aeroflot did. Some of the orders

considered to be firm were put on the back

burner or cancelled altogether, as the SSJ pro-

gramme was slipping further behind sched-

ule. Suddenly, Armavia, along with Aeroflot,

found itself the launch customer, probably, to

its own surprise.

The first production SSJ100-95B

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

and then underwent the certification check

test programme held for the first time as

part of certification by the Interstate Aviation

Committee’s Aircraft Registry. During the

tests, a production-standard aircraft had to

log at least 150 flight hours on standard

routes. The Superjet certification check tests

commenced in December 2010, following

Aircraft 95007 ferry flight from Komsomolsk-

on-Amur to Zhukovsky in the Moscow

Region. With the tests completed, the plane

returned to Komsomolsk-on-Amur, where it

was subjected to final improvements before

its delivery.

Participation in a long-term certifica-

tion check test programme, which lasted for

almost two months, came as a very useful

breaking-in to the advanced plane. It allowed

the troubleshooting of the most obvious teeth-

ing troubles inherent to the first production

aircraft and benefited the beginning of its

operation further down the road.

On 19 April 2011, the aircraft flew from

the manufacturer’s airfield in Komsomolsk-

on-Amur to the customer’s base airport,

Zvartnots in the city of Yerevan. In Armenia,

the SSJ100 registered as EK-95015 and

named Yuri Gagarin was given the red-carpet

treatment. The first commercial flight of the

new aircraft took place as soon as the next

day after its delivery, 21 April. In the very

beginning of its operation, it was clear that

the carrier was not going to go easy on its first

Superjet 100 just because it was a new plane.

The aircraft had conducted services to seven

The Sukhoi Superjet 100 advanced regional airliner development programme pursued

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

aircraft equipment and system suppliers has passed a few key milestones this autumn.

Firstly, October marked six months since the first production SSJ100 kicked off regular

services with Armenian carrier Armavia on 21 April 2011. Secondly, Armavia’s new-

type airliner cleared the 1,000-flying-hour milestone on scheduled services in the same

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

having operated two SSJ100s by then (one of them entered passenger operations on

16 June 2011 and the other on 27 August 2011). By early November, the Superjets have

performed a total of 1,200-plus flights, having logged over 2,300 flying hours.

SUKHOI SUPERJET 100Half a year in operation

Anton LAVROV,

Andrei FOMIN

Mar

ina

Lyst

seva

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

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

aircports in five nations (Moscow, Aleppo,

Athens, Donetsk, Odessa, Simferopol and

Tehran), which became a mini-pattern of its

subsequent operation, during which it flies to

Russia, Ukraine, other European countries

and the Middle East.

The SSJ100’s hour of triumph in service

with Armavia came in mid-June when the

airline decommissioned as many as two A320s.

Coupled with the seasonal hike in the number

of the carrier’s flights, this stepped up the

operational tempo for its remaining aircraft

up to an average of two return flights a day.

Many remote European destinations, which

had been handled by the airbuses before that,

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

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

a routine, virtually daily job to the plane.

The services to Amsterdam, Barcelona, Lyon,

Marseille, Rome, Venice and Zurich became

the Armenian Superjet’s standard routes.

The advanced Russian-built airliner’s first

three months in the commercial operation

by Armavia were very fruitful. The diversified

route network enabled the plane to be tested

not only on short regional services, but on

long ones as well. The Superjet flew to 20

airports. It mastered its European lines that

proved the range stated by the manufacturer.

The aircraft also proved its ability to operate in

the adverse climatic conditions of Armenia’s

hot mountainous terrain. The aircraft logged

200-plus flight hours as soon as its third

month of operation, which is good for a new

aircraft in the class.

In October, the Armenian Superjet flew

from Yerevan to Moscow’s Vnukovo and

Domodedovo, to Samara, Ufa, Tbilisi and

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

Athens, Berlin, Lyon, Marseille, Venice,

Aleppo, Beirut, Dubai, Tehran and Tel Aviv.

It had conducted more than 450 operations

with a total of 1,100 flight hours by early

November. In the first six months of its opera-

tion, its average monthly flying time has

accounted for about 180 flying hours (the

maximal flying time – 205 hours – was logged

in July 2011) with an average flight slightly

exceeding 2.5 h and an average daily flying

time being slightly less than 6 h (an average

of five services are flown every two days).

Armavia’s SSJ100 did not fly only five days in

October, which indicates a rather high degree

of operability and reliability of the carrier’s

only aircraft of the type. The second Superjet

Yur

i Ste

pano

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ndre

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omin

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

Armavia’s SSJ100 passenger cabin interior

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

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

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

2012, if all goes to plan.

…and Aeroflot

The Russian flag carrier, Aeroflot, got the

first of the 30 SSJ100s, ordered in December

2005, in mid-June 2011. New regional jet

with c/n 95008 and registration number

RA-89001 named after Mikhail Vodopyanov

conducted its first commercial service from

Moscow to St. Petersburg on 16 June and then

launched operations to Nizhny Novgorod,

Yekaterinburg and then Ufa.

Unlike the first production SSJ100, which

was delivered to Armavia and had been

debugged during its 150-hour certification

check tests, despite the fact that Aeroflot’s

first SSJ100 did not get to the customer soon

after its maiden flight on 30 January 2011,

it had completed only a limited number of

acceptance tests. Possibly, this was a reason

for the carrier having to ground its new plane

several times in the initial stages of operation

to fix problems. For instance, following an

aggressive start in June (46 flights performed

during the first 12 days, with almost 80 flight

hours logged), RA-89001 flew only for 14

days in July. Nevertheless, it has no longer

encountered considerable technical problems

since later July, which has enabled it to fly

up to eight services a day without any delays

worth mentioning.

The intensity of operation of the new-type

aircraft by Aeroflot increased further in the

wake of the delivery of its second Superjet

late in August. The aircraft with c/n 95010

conducted its maiden flight in Komsomolsk-

on-Amur on 11 July and then was headed for

Ulyanovsk to be painted in the customer’s

livery. Having been given registration number

RA-89002 and named after Dmitry Yezersky,

it was delivered to Aeroflot on 25 August and

conducted its first scheduled flight as soon as

two days later. The new Superjet’s flying time

exceeded 230 fight hours during the very first

month in service, with the two aircraft flying

up to 14 services a day during September and

October.

The Moscow–Astrakhan route, which was

flown in the first fortnight of September,

was added to the existing lines to Nizhny

Novgorod, St. Petersburg and Ufa. On

1 October, the first international flight,

Moscow–Minsk, was added to the sched-

ule of Aeroflot’s SSJ100s, and the services

to Chelyabinsk (the SSJ100s had flown to

Yekaterinburg until 17 September) and Kazan

started on 3 October and 24 October respec-

tively. The Superjet’s reliability and operabil-

ity are highlighted by the fact that there were

only two days in September, when neither of

Aeroflot’s SSJ100s took to the sky, with no

such days in October.

By early November, the two Superjets had

performed more than 770-plus flights, logging

1,200 flight hours (RA-89001 – 480 flights

and 760 h and RA-89002 – 290 flights and

440 h). An average flight of the Superjets on

the Russian flag carrier’s routes lasts for about

1.5 hours (the longest flights last 2.5 hours

in services from Moscow to Yekaterinburg,

Chelyabinsk and Astrakhan). The average fly-

ing time per plane in Aeroflot stands at a bit less

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

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

average monthly flying time has accounted for

about 180 flying hours over the four months in

service, and the second airliner’s average flying

time during the first two months of its sched-

uled operations equalled about 210 h (the aver-

age monthly flying time per two-aircraft fleet is

slightly less than 200 h per plane).

(Ser

gey

Ser

geye

v

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

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

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

The third Aeroflot-ordered airlin-

er (c/n 95011) made its maiden flight in

Komsomolsk-on-Amur on 11 September.

As with the second airliner, it was painted in

Ulyanovsk. RA-89003’s delivery and opera-

tional debut was slated for later October.

Aeroflot will have been able to receive several

more Superjets before year-end. In October,

there were seven more Aeroflot-destined

aircraft in final assembly, with four of them

(c/n 95012, 95015, 95013, 95016) earmarked

for delivery before the end of the year. The

fuselage of the 13th production aircraft

(c/n 95019) was brought to SCAC’s final

assembly shop in Komsomolsk-on-Amur on

1 October.

SCAC is making efforts to step up the out-

put rate hampered so far by delayed deliveries

of production-standard SaM146 engines. In

September, Igor Vinogradov, SCAC first vice-

president for development and certification,

said that extra jobs would be created in the final

assembly shop, which would allow 10 aircraft

to be assembled there instead of six. In addi-

tion, aircraft components will be brought to the

shop pre-assembled, part of wing panel assem-

bly will be handled by KAPO plant in Kazan

while the assembly of the cabin interior will be

carried out in Ulyanovsk starting with the ninth

production aircraft (c/n 95015). Owing to

the measures being taken, “28 SSJ100 planes

are planned for production next year”, Igor

Vinogradov said.

Along with the continued Superjet deliver-

ies to Aeroflot and Armavia in 2012, SCAC

and the Superjet International joint venture

plan to start deliveries to new customers that

might include Russian carriers Yakutiya and

UTair and the SSJ100’s first foreign operators

from Mexico, Indonesia, Laos, etc

Ser

gey

Ser

geye

v

Eln

ar M

ansu

rov

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

Aeroflot’s Superjet economy class cabin

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

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

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

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

46

Ser

gey

Lyse

nko

The contract for delivery of two

brand-new Ilyushin Il-76MF airlifters

to Jordan was fulfilled last summer.

The Russian-Jordanian deal on two

Il-76MFs was clinched in August

2005, during the MAKS 2005 air

show. The Rosoboronexport com-

pany was earmarked as supplier,

with construction itself to be handled

by the Tashkent Aircraft Production

Corp. (TAPC). The difficulties experi-

enced by the manufacturer plant and

its disagreements with the Russian

party as to the terms of the deal

resulted in slippage. Ilyushin and

TAPC signed a contract for two air-

lifters as late as 4 July 2007, but the

actual work on the aircraft kicked

off only after Rosoboronexport and

Jordan in December 2009 made a

supplementary agreement providing

for a certain postponement of the

delivery.

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

designed for Jordan and issued side

number 76954 for the duration of the

trials, conducted its maiden flight in

Tashkent on 30 September 2010 and

was ferried to Zhukovsky a month

later for remaining equipment to

be fitted and special flight trials

conducted. The other aircraft (c/n

94-01, side number 76953) first flew

on 12 May this year and moved to

the airfield of the Gromov Flight

Research Institute on 31 May.

Painted in the colours of the

customer and given the insignia of

Jordan carriers Royal Falcon and

JIAC, the planes were issued their

registration numbers JY-JID and

JY-JIC. Their tests were completed

during the spring and early summer,

and their flying and ground crews

were trained on them in Zhukovsky.

Finally, the Il-76MF (76953 or

JY-JIC) departed from Gromov LII’s

airfield for Jordan on 29 June, fol-

lowed by the other Il-76MF (76954

or JY-JID) on the next day.

On 1 September, Algerian Air Force

pilots performed their first solo flights

on Yak-130 combat trainers at the

airfield of the Irkutsk Aircraft Plant, an

affiliate of the Irkut corporation.

Their flights had been preceded by a

three-month-long ground school, dur-

ing which the Algerian pilots logged a

total of 100-plus sorties on Yak-130s

together with Irkut’s test pilots in the

role of their instructor pilots and were

cleared for solo flights. Prior to that,

a large group of Algerian military

engineers and technicians had been

trained in operating and maintaining

the Yak-130.

Delivery of the Yak-130 combat

trainer to Algeria is slated for this

autumn. As is known, the 2006 con-

tract stipulates that Irkut shall deliver

16 aircraft of the type to Algeria. The

first production Yak-130 under this

order had made its maiden flight in

Irkutsk on 21 August 2009 and 12

new jet trainers for Algerian Air Force

were assembled at Irkutsk Aircraft

Plant by 2011. The final several planes

were in the final stages of assembly

this summer. A minor slip behind

schedule was due to the customer

having added extra requirements

several times. The implementation of

the additional requirements called for

more development work, tests and

modifications pertaining to the planes

made. In the end, the parties agreed on

the final configuration of the Yak-130,

and nothing prevents the manufacturer

to ship the products now.

Rosoboronexport and Irkut are in

pre-contract talks on Yak-130 deliver-

ies to a number of other countries

as well. The launch contract for 12

Yak-130s built by Sokol in Nizhny

Novgorod for the Russian Air Force

was fulfilled in June of this year. A

governmental contract for more than

60 Yak-130s to be manufactured by

the Irkutsk Aircraft Plant is in the pipe-

line. In anticipation of more orders,

construction of more Yak-130s by the

Irkutsk Aircraft Plant is in full swing.

In July, the plant’s Director General

Alexander Veprev said that assembly

of the 35th Yak-130 had begun in

Irkutsk by then.

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In early August, the MiG corpora-

tion commenced the assembly of the

first MiG-29K/KUB fighters under the

contract made last spring for 29 more

fighters of the type for the Indian Navy.

As is known, the first contract

for 16 MiG-29K/KUB multirole car-

rierborne fighters for the Indian Navy

was signed in January 2004. Having

developed the plane and completing

its flight tests, MiG started full-rate

production of the MiG-29K/KUB that

became the first members of the

new MiG-29 family comprising the

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

In August 2011, MiG Director

General Sergei Korotkov said that 11

MiG-29K/KUB planes had been deliv-

ered under the first contract – the

first six in late 2009 and five more in

May 2011. The remainder will have

been delivered by year-end 2011. At

the same time, MiG began to imple-

ment the 29 options that firmed up in

March last year.

This summer, units of the first

MiG-29K/KUB airframes under

a new contract were laid down in

the fuselage assembly jig at MiG’s

Production Complex 2 in Moscow

(previously known as the Banner

of Labour plant of MAPO associa-

tion). The fighters are being built in

cooperation with several subcon-

tractors. For instance, the fuselage

nose section is being made by Sokol

plant in Nizhny Novgorod and will

be supplied to MiG’s Production

Complex 2. Here, the rest fuselage

assemblies, including the basic load-

bearing element – the central fuel

tank, are made and the fuselage is

assembled to be then sent to MiG’s

Production Complex 1 in the town

of Lukhovitsy out of Moscow, which

manufactures the wings, empennage

and composite structural elements

and performs the final assembly and

tests of the planes.

In addition to the work under the

MiG-29K/KUB programme, MiG is

fulfilling another major order placed

by the Indian Defence Ministry, the

one for upgrading 62 MiG-29 fight-

ers in service with IAF. The first

four aircraft are being upgraded by

MiG Corp. while the two MiG-29UBs

by Sokol plant. Initial MiG-29UPG

made its maiden flight after upgrade

on 4 February 2011 to be followed

by the second one and the first

MiG-29UPG-UM in May. Two more

IAF singleseaters were upgraded

at MiG’s Production Complex 1

this summer and the second twin-

seater at Sokol’s facility in Nizhny

Novgorod. The remaining 56 aircraft

will be upgraded in India using parts

and units supplied by Russia.

An IAF pilot flew the first upgraded

MiG-29UPG-UB fighter in Zhukovsky

on 7 October. The sortie lasted for

an hour and a half and was smooth.

The Indian pilot appreciated the new

capabilities of the upgraded aircraft.

On the same day, two MiG-29UPG

singleseaters upgraded by MiG Corp.

flew from Zhukovsky to the airfield of

the Russian Defence Ministry State

Flight Test Centre in Akhtubinsk for

continued tactical trials.

Another contract being fulfilled

by MiG’s Moscow-based facility is

the construction of MiG-29 fight-

ers for the Republic of Myanmar.

According to MiG’s Production

Complex 2 Director Vyacheslav

Artemyev, the first three aircraft

were delivered this spring and

three more were flight-tested in

Lukhovitsy in August, after which

they were headed for Myanmar too.

The plant is assembling a next batch

of MIG-29s for the Myanmarese.

The line production method is

used for assembly, ensuring higher

effectiveness and quicker work. The

production line set up in Production

Complex 2 comprises six stations

where fuselages are beefed up con-

secutively with the rest of structural

components and systems.

Recurring to the MiG-29K/KUB

carrierborne fighters, mention

should be made that MiG expects

the Russian government to award an

order in the near future for a batch

of aircraft like that for the Russian

Defence Ministry. The aircraft are

to be fielded with the independent

carrierborne fighter regiment of the

Russian Navy’s Northern Fleet. Talks

also are under way on MiG-35 fight-

ers for the Russian Air Force.

Besides, MiG’s Engineering Centre

Director Vladimir Barkovsky said in

August that the first MiG-29M/M2

multirole fighter prototypes were to

be completed by year-end, with the

fighters being manufactured under a

contract with foreign customer. They

will be heavily commonised with the

production-standard MiG-29K/KUB

carrierborne fighters in terms of

design, avionic and weapons.

Construction of new MiG-29K batch kicks off

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48

During the Le Bourget air show

this summer, Rosoboronexport

Director General Anatoly Isaikin con-

firmed the signature of a contract,

under which the Russian Defence

Ministry is to buy Mistral-class

amphibious assault helicopter ships.

The deal was made on 17 June

2011 as part of the St. Petersburg

International Economic Forum. It

provides for delivery of two ships,

which final assembly and systems

integration will be performed by

DCNS in France.

However, the earlier signed inter-

governmental agreement stipulates

not only for buying the two ships

from France, but construction of two

more ships in the class in Russia

as well, the Rosoboronexport chief

stressed. “The contract will be con-

cluded by the Defence Ministry once

all internal issues have been settled”,

Anatoly Isaikin said. He also reported

that the first French-built ship was

to be delivered within 36 months

from the date, on which the contract

would come into effect. This will take

place after all Russian procedures

have been complied with (i.e. after

a governmental resolution has been

issued) and the second one within

48 months since the afore-said date.

Thus, the first amphibious assault

ship could enter service with the

Russian Navy some time in the sec-

ond half of 2014.

Russian shipbuilding industry

will take part in fulfilling the con-

tract. Roman Trotsenko, head of

the United Shipbuilding Corporation

(USC), said at the IMDS 2011

International Maritime Defence

Show in St. Petersburg, construc-

tion of the stern section for the

first Mistral-class ship for Russian

Navy would begin at the Admiralty

Shipyards in St. Petersburg in

December 2011, with the overall

volume of work to be handled by

USC under the contract to be 40%.

“Russia will make the whole of

the stern part of the ship”, Roman

Trotsenko emphasised, “in fact, we

will build half the ship and launch the

construction in December”. The third

and fourth amphibious assault ships,

Trotsenko maintains, will be made by

Russian shipyards completely.

The length of the Mistral’s stern

section to be made by the Admiralty

Shipyards measures about 80 m,

i.e. about 40% of the length of the

hull. Made in St. Petersburg, the

stern section will then be towed to

the French shipyard in Saint-Nazaire

(possibly, as soon as next autumn),

where it will be mated in the dry dock

with the rest of the section being

made there. A year later, the other

ship under the current contract will

be completed in the same manner.

The hulls will be outfitted, completed

and tested in France.

The air groups of the Mistral-

class amphibious assault ships in

the Russian Navy’s inventory will

comprise Kamov Ka-52K, Ka-29

and Ka-27PS helicopters. Each of

the ships is expected to accom-

modate up to eight Ka-52K multi-

role combat helicopters as well as

up to eight Ka-29 combat trans-

port and Ka-27PS search-and-

rescue helicopters. Both types of

the helicopters have been tested

for Mistral basing feasibility dur-

ing a Mistral’s visit to Russia

in November 2009. The height

of the deck near the elevators

on the Mistrals designed for the

Russian Navy will be increased a

little to ensure safe basing of the

Ka-29 and Ka-27PS on the hangar

deck. No structural modifications

are required for the Ka-52K ship-

borne version under development

by Kamov to be based there. A

model of the Ka-52K was unveiled

in late June at the IMDS 2011

in St. Petersburg. The navalised

version will differ from the Ka-52

baseline model entering service

with the Russian Air Force mostly

in the folding main rotor blades

and folding stub wing panels.

Russian helicopters for Mistral

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