to16

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

march 2010 • Special edition for FIDAE 2010

Russian airliners production in 2009

[p.8]

Yak-130in Lipetsk

[p.12]

Sukhoi fightersfor Latin America

[p.24]

Russian military aircraft deliveries in 2009

[p.26]

BE-200 BE-200 Russian amphibiancrosses Atlantic[p.3]

The United Aircraft Corporation (UAC) was established by the Russian President Vladimir Putin

on 20 February 2006 (Decree #140). The goal of the Corporation is to maintain and enhance the

scientific potential and production capability of the Russian aircraft manufacturing industry, to ensure

the national security and defense capability, to pool intellectual, industrial and financial resources

for implementation of new aircraft development programs. UAC controls Sukhoi, Irkut, MiG

Corporation, KnAAPO, NAPO, Ilyushin, Sokol, Tupolev, KAPO, Ilyushin Finance, Finance Leasing

and Taganrog Aviation.

FOR EVERY NEED

JSC “United Aircraft Corporation”, 101000, Moscow, Russia, 22 Ulansky Pereulok, building 1phone: +7 (495) 926-1420, fax: +7 (495) 926-1421, e-mail: [email protected]

adve

rtis

imen

t

www.uacrussia.ru

UNITED INDUSTRIAL CORPORATION “OBORONPROM”27 Stromynka st., 107076 Moscow, Russia e-mail: [email protected]

Moscow

Rybinsk

Kazan Perm

SamaraUfa

Ekaterinburg

Novosibirsk

Ula-Ude

St.Petersburg

“Russian Helicopters” Company, a whole subsidiary of OBORONPROM Corporation, is the leading Russian designer and manufacturer of rotary-wing aircraft equipment

“United Engine Corporation”, a whole subsidiary of OBORONPROM Corporation,is the leading Russian industrial group producing engines for aircraft, aerospace industry, gas compression stations and power plants

adve

rtis

ing

OBORONPROM Corporation, a Russian Technologies State Corporation company, is a diversified industrial-investment group

in the engineering and high technologies sectors.The Corporation integrates more than 25 leading Russian

companies in helicopters and engines manufacturing.

Rostov-Don

Arseniev

Kumertau

United Engine Corporation (UEC) is the leading Russian industrial group in production of engines

for aviation, launch vehicles,electric energy sector and gas pumping.

United Engine Corporation is a part and a subsidiary of United Industrial Corporation Oboronprom.

UEC integrated more than 80% of assetsof the Russian aviation engine-building industry.

Dear reader,

You are holding another issue of Take-off, a special supplement to

Russian aerospace monthly VZLET, timed with the FIDAE 2010 air show

being held in late March 2010 in Chile and considered a major and most

popular event of the kind in Latin America. FIDAE has always been held

in high regard by its Russian patricipants. This is quite understandable,

since Russian aircraft have been operated in the region for a long time,

having earned well-deserved regard in several Latin American nations.

Recently, the cooperation between Russian aircraft manufacturers

and customers in the region has been given several new impetuses. The

cutting-edge Sukhoi Su-30MK2 fighters as well as Mil Mi-35M, Mi-26T

and Mi-17-V5 helicopters have entered service with the Venezuelan Air

Force. The Republic of Cuba has launched operation of its new Russian-

built Tupolev Tu-204-100E (CE) airliners and freighters and Ilyushin

Il-96-300 passenger aircraft. Recently the Brazilian Air Force has taken

delivery of Russian-made combat helicopters Mi-35M becoming the

first Russian-made combat aircraft in the country. Talks are underway

on a number of other potential contracts for delivery of combat and

commercial fixed-wing and rotary-wing aircraft to Brazil, Venezuela,

Cuba, Ecuador, etc. Today, such modern Russian aircraft, as the

Sukhoi Su-35 and Su-30MK2 fighters, Yakovlev Yak-130 combat trainer,

helicopters of the Mi-17, Mi-35 and Mi-26 families, advanced An-148

regional airliners, etc., are offered on the Latin American market. The

unique Beriev Be-200 multirole amphibian expected to cross the Atlantic

for the first time to take part in FIDAE 2010 may prompt keen interest of

experts and the public as well.

The maiden flight of the Russian fifth-generation fighter from Sukhoi

became a most important thing had happened in Russia not long before

the opening of this fair. A key article in this issue is dedicated to its

development. As usual, Take-off also covers other important events in

Russian aviation over the past several months. We hope that this will

help FIDAE 2010 participants and visitors to understand better what the

Russian aircraft industry is now and what aircraft it can provide to Latin

American customers.

Sincerely,

Andrey Fomin,

Editor-in-Chief,

Take-off magazine

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, 2010

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

march 2010

Editor-in-Chief Andrey Fomin

Deputy Editor-in-Chief Vladimir Shcherbakov

EditorYevgeny Yerokhin

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

Design and pre-press Grigory Butrin

Web support Georgy Fedoseyev

Translation Yevgeny Ozhogin

Cover picture Alexey Mikheyev

Publisher

Director General Andrey Fomin

Deputy Director 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 march 2010 w w w . t a ke - o f f . r u2

c o n t e n t s

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

INDUSTRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Russian An-148s start operations

PS-90A2 obtains type certificate

Fourth SuperJet kicks off trials

MC-21 subcontractors selected

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

MILITARY AVIATION . . . . . . . . . . . . . . . . . . . . . . 12

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

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

CONTRACTS AND DELIVERIES . . . . . . . . . . . . . . . 22 MiG-29K/KUB enter service with Indian Navy

Vietnam to get more Sukhoi jets

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

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

24

March 2010

8

12

26

16

3 take-off march 2010w w w . t a ke - o f f . r u

F I D A E 2 0 1 0 | e v e n t

The western hemisphere debut

of the unique Russian-made Beriev

Be-200 amphibian is slated for

the coming FIDAE 2010 air show.

Although the aircraft has been oper-

ated by the Russian Emergencies

Ministry, put out fires in Europe,

on its Mediterranean coast and in

Southeast Asia, it is to cross the

Atlantic for the first time.

The Be-200 multipurpose amphib-

ian was developed by the Beriev

company building on its 75-year

experience in hydroplane develop-

ment and on the latest technologies

and advances in material science.

It has an airtight fuselage, which

increases the number of missions

it can handle considerably. In this

respect, the Be-200 is unique. It is

multipurpose. Its baseline model is

designed for suppressing forest fires

with water or fire-suppressant liquid

from the air. In addition, the aircraft

can haul passengers and cargo, con-

duct search and rescue operations,

monitor the environment and patrol

the maritime border and economic

exclusion zone.

The Be-200 was used for deriving

the Be-200ChS version for the Russian

Emergencies Ministry, which entered

service with the ministry’s air arm in

2003. The Be-200ChS aircraft fleet of

the Emergencies Ministry has been on

alert duty at airfields during the fire-

prone season since June 2004.

Beriev used the Be-200ChS to

derive the Be-210 passenger amphib-

ian, with a cargo/passenger and

patrol versions being under develop-

ment. In 2007, the Be-200ChS was

issued a type certificate supplement

allowing it to seat 43 passengers on

medium-haul routes while operating

from both airfield and water.

Work is underway to have the

amphibian certificated in line

with EU standards. In so doing,

Beriev is cooperating closely with

European aerospace corporation

EADS. The EASA certification of the

Be-200ChS-E derivative is nearing

the completion.

The Be-200 has been displayed

and has suppressed forest fires in

France, Germany, Portugal, Italy,

Greece, Malaysia and China repeat-

edly. In addition to Russian crews,

it has been flown by French, US

and Italian pilots, all of whom

have given raving reports about its

performance and capabilities. In

2008, another production-standard

Be-200ChS amphibian was deliv-

ered to the first foreign customer,

the Azeri Emergencies Ministry.

The sixth production Be-200ChS is

being completed and the construc-

tion of the seventh one is in full

swing at the aircraft manufactur-

ing plant in Irkutsk. With these

completed, the production of the

amphibian for Russian and foreign

buyers will move to the city of

Taganrog.

Beriev will handle the production in

cooperation with the TAVIA production

plant. The manufacturing equipment

for full-scale production has been

delivered from Irkutsk to Taganrog.

At the same time, the large-scale

cooperation with the Irkutsk Aircraft

Plant will be preserved, with the plant

in Irkutsk to keep on making wing

kits and wing high-lift devices for all

Be-200s to be built in Taganrog.

Russian amphibians have been

annually fighting fires in Europe

since 2004. In particular, Beriev and

Italian company Sorem have run

experimental Be-200ChS operation

in the forest fire-fighting role in 2004

and in July through September 2005.

The work was done throughout Italy

by joint Russo-Italian air crews.

A Be-200ChS was used for sup-

pressing forest fires in Portugal in

2006 under a contract between the

Portuguese Ministry’s of Interior

National Firefighting and Civil

Defence Service and Beriev. In the

same year, Be-200ChS amphibians

showed up in Southeast Asia as

well, with two Russian Emergencies

Ministry aircraft fighting forest fires

on Indonesian islands Kalimantan

and Sumatra.

In 2007, Be-200ChS amphibians

went to Portugal again. Two aircraft

logged 58 firefighting sorties, or a

total of 167 h 35 min. During the

firefighting operations, 2,560 t of

water were airdropped onto the fires.

A good example of the Be-200’s

rapid reaction and quality work

was the suppression of a large fire

jeopardising Lisbon’s Sintra suburb,

the former summer residence of

Portuguese kings and an historic

monument that UNESCO put on its

world’s heritage list.

In summer 2007, there was

another crisis – the one in Greece –

caused by the large-scale forest

fires there. At the request by the

Greek prime minister, Russian

planes and helicopters, including

two Be-200s, were used in the

firefighting operations there. Greek

experts and officials praised the job

done by the Russian amphibians in

the land of Hellas.

No doubt, the Be-200 is a radical

innovation in hydroaviation. Beriev

works continuously to tailor the air-

craft to the needs of its specific

customers, and, hopefully, Russian

amphibians will find a niche in Latin

America as well.

Be-200: Russian amphibian crosses Atlantic

Beriev

Beriev

take-off march 2010 w w w . t a ke - o f f . r u

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

4

Perm

En

gin

e C

om

pa

ny

The first An-148-100B regional

airliner built last summer by the

VASO plant in Voronezh and leased

by the Ilyushin Finance Co. to the

launch customer, the Rossiya state

transport airline, on 1 October, com-

menced its scheduled services in

late December last year. The aircraft

(RA-61701) hauled its first passen-

gers from Pulkovo airport in St.

Petersburg to Domodedovo airport

in Moscow on 21 December, start-

ing its regular Pulkovo-Domodedovo

operations on 24 December.

The second An-148-100B

(RA-61702) arrived at Rossiya’s

base airport on the verge of the New

Year, on 30 December. Following the

settling of formalities, it launched

its operations, too, in late January.

In line with the schedule, the

An-148-100Bs have been flying daily

on the St. Petersburg – Moscow –

St. Petersburg route since earlier

this year. In addition to the line to

Moscow, Rossiya is gradually putting

its An-148s on other services as

well. The aircraft started flying from

St. Petersburg to Rostov-on-Don

and Samara in later January, with

such destinations as Arkhangelsk,

Murmansk, Yekaterinburg, Ufa and

Mineralnye Vody being next on the

list. The first foreign destinations for

the new airliner are to be Stockholm

and Helsinki.

Overall, Rossiya has awarded six

firm An-148-100B orders. VASO

had completed the third aircraft

(RA-61703) by last year’s end, and

it has been flown out and accept-

ance-tested in January 2010. Three

An-148s are expected to follow suit

this year in April, July and September.

The Polyot (Flight) airline, too,

expects its first An-148-100B before

year-end. Polyot is intent on expand-

ing its regional passenger operations

in 2010 proactively, having ordered

10 aircraft of the type.

A contract signed during the

MAKS 2009 air show provides for

An-148 deliveries to another Russian

carrier, the Moscow city hall-owned

Atlant-Soyuz. The company ordered

15 An-148-100Es in the stand-

ard configuration, 10 An-148-200

stretches and five ABJ bizjets.

Another 10 An-148-100E firm orders

were awarded by the Moskoviya air-

line in June 2008. Thus, there have

been 56 firm orders for VASO-built

An-148s, placed by Russian carriers.

All contracts have been made as

financial leasing arrangements via

the Ilyushin Finance Co. The com-

pany has signed precontract agree-

ments for 54 more aircraft of the

type in various versions.

Russian An-148s start operations

The Aircraft Registry of the

Interstate Aviation Committee

(IAC) issued the Perm-based

Aviadvigatel joint stock company

Type Certificate ST309-AMD for

its advanced PS-90A2 turbo-

fan engine that will be powering

upgraded Tu-204SM airliners in the

near future.

Pratt & Whitney of the USA took

part in developing the PS-90A2. The

engine is a heavily upgraded deriva-

tive of the production-standard

PS-90A engine powering the Tu-204,

Il-96 and Il-76 families of aircraft.

The primary purpose of develop-

ing the PS-90A2 was to create an

aircraft engine fully meeting relevant

international flight worthiness and

environment protection standards

(AP-33 and AP-34 respectively) and

ensuring a 35–37% life cycle cost

reduction and reliability increase

over the baseline PS-90A.

While developing the PS-90A2

and having it certificated,

Aviadvigatel performed a large vol-

ume of design work and experi-

ments on developing engine units

and systems from scratch and

modifying some of the existing

ones. Unlike the baseline model,

the PS-90A2 is equipped with a

high-pressure turbine fitted with

monocrystal blades, as well as

an advanced FADEC system. The

company mastered sophisticated

design and manufacturing solu-

tions ensuring localisation of fan

blade breaks and introduced sec-

ond-generation noise-reduction

structures and a latest digital elec-

tronic regulator.

For the first time in their prac-

tice, Aviadvigatel ran a 150-hour

test in line with the AP-33 stand-

ard that stringently regulate the

engine’s ability to maintain its

thrust for 18 h 45 min in the

extreme conditions of the takeoff

mode with the high- and low-pres-

sure rotors in their maximal rpm

and the inlet temperature being

maximal too. The engine had to

be able to maintain its thrust for

45 hours in the extreme condi-

tions of climb. A PS-90A2 proto-

type underwent its flight tests on

board the Tu-204 flying testbed

(RA-64048) in October through

November last year.

It is important that concurrently

with the PS-90A2’s certification,

the Perm Engine Plant production-

ised the engine. This will allow the

launch of production PS-90A2 deliv-

eries to fit Tu-204SM planes, which

deliveries are slated for 2011.

PS-90A2 obtains type certificate

Ale

xey M

ikheyev

take-off march 2010w w w . t a ke - o f f . r u 5




6

The fourth flying prototype of the

SSJ100 (c/n 95005) completed its

maiden flight in Komsomolsk-on-Amur

on 4 February. Sukhoi Civil Aircraft

(SCAC) test pilots Sergey Korostiyev

and Alexander Ivanov flew the aircraft.

The mission lasted 2 h 45 min. Aircraft

c/n 95005’s configuration includes all

the modifications resultant from the

certification test programme and meet

the requirements of the Superjet’s final

standard certification configuration.

During the certification trials, the

aircraft is to be used for gauging

the whole of its aircraft systems and

avionics suite and testing its systems

or fail safety. It also is to be used for

starting flight training of the launch

customer’s flying crews.

Since the certification flight test

programme has to be completed

smoothly in the face of the delay

in the delivery of the advanced

powerplant, Aircraft c/n 95005

was equipped with the engines

dismounted from the first flying

prototype (SSJ100 c/n 95001)

that had completed its flight test

programme of 280 sorties by late

last year.

“Aircraft c/n 95005’s certification

programme entry will ensure logging

75 sorties a month on the average.

This is good as far as certification

tests are concerned”, SCAC President

Vladimir Prisyazhnyuk said in the

wake of the maiden flight of the

plane. “On condition of the timely

certification and engine delivery, this

will enable the aircraft to obtain

its type certificate in the middle of

2010”.

Meanwhile, a third flying SSJ100

prototype, c/n 95004, landed at

Yakutsk’s airport on 25 February for

the low-temperature phase of the

certification test programme. The

standard procedures of pre-flight

preparation after brief (up to 2 h)

and long (at least 12 h) periods on

the ground are to be tested there.

The tests are intended to assess

the time to warm up the aircraft

before the flight and check the

cabin and flight deck temperature.

The bulk of the tests are focused

on the engine start-up procedure

and operation of the fuel and air

conditioning systems. Due to the

requirements of this phase of

the trials, the developer selected

Prototype c/n 95005 fitted with a

full set of passenger equipment,

e.g. the cabin, hand luggage racks

and galley and lavatory modules.

To monitor all parameters during

the start-up and operation under

low-temperature conditions, the

airliner is equipped with a special

onboard instrumentation system.

Russian aircraft makers have

used the airport in Yakutsk, situated

near the cold pole, as an extremely

low-temperature test site, with the

monthly temperature averaging

-35°C in Yakutsk.

10 December 2009 the Irkut

Corp. officially announced

the completion of the tenders

designed to select subcontractors

to make key systems under the

MC-21 short/medium-haul airliner

development programme.

The joint proposal of Russian

corporation Avionika and US

company Rockwell Collins was

selected as far as avionics are

concerned. Irkut assumed the

function of avionics integrator. The

joint proposal by Aviapribor-Holding

(Russia), Goodrich (France) and

Rockwell Collins (US) was selected

as far as the integrated flight control

system is concerned.

The tender for the powerplant

was won by Pratt & Whitney with its

advanced PW1000G geared turbofan.

Russia’s United Engine Corporation

(UEC) is supposed to take part

in the engine’s development and

production. In addition, the Russian

engines being developed by UEC

under the federal aircraft engine

programme are to be used under the

MC-21 programme.

As is known, subcontractors

for 11 other systems to fit the

MC-21 – landing gear, auxiliary

power unit, air conditioning, fuel,

fire-suppressant, hydraulic, electrical,

oxygen-generating, anti-icing and

inert gas systems and interior – had

been selected earlier last year, which

Irkut reported on 20 August 2009.

The MC-21 programme, which

prime contractor is Irkut, provides

for development of a family of short/

medium-haul airliners featuring

excellent operating capabilities and

intended for the Russian and global

markets. They will enable air carriers

to achieve a drastically higher

economic efficiency of operation

and ensure a 15% drop in the direct

operating costs over the aircraft in

service now.

The family will comprise

three models – the MC-21-200,

MC-21-300 and MC-21-400 with

seating capacities of 150, 181 and

212 respectively in the single-class

passenger cabin. Each model will

have several versions differing in

flight range. If all goes to plan, the

MC-21-200 will be the first one to

kick off the trials, with its maiden

flight slated for 2014. The service

entry of MC-21-family planes is

planned for 2016.

Fourth Superjet kicks off trials

MC-21 subcontractors selected

SC

AC

An

dre

y F

om

in

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

w w w . t a ke - o f f . r u8 take-off march 2010

Plans and results

After the infeasibility of the initial plan

to build 30 production-standard Sukhoi

Superjet 100s in 2009 and the need for

adjusting the output of UAC’s other com-

mercial aircraft in line with the situation on

the market had become clear, UAC’s bor-

der of directors approved an adjusted 2009

production plan in late April last year. The

plan provided for making 22 aircraft before

year-end, including 10 Tu-204/214s, four

Il-96s, four An-148s, two SSJ100s and two

Be-200ChS amphibians. These included six

planes flown out before 2009 but undeliv-

ered for some reason then.

It had become clear by the end of the year

that the adjusted plan had been fulfilled in

terms of the Il-96 and Tu-214 only. Under

the contract signed on 25 February 2009,

three VASO-made Il-96-400Ts were finan-

cially leased to the Polyot (Flight) airline

that launched commercial cargo operations

of the first aircraft in late September, with

the second one following suit in October (the

third freighter first flew in September and was

delivered in December).

Another Ilyushin widebody, test-flown in

March (a 157-seat Il-96-300 airliner with nine

seats in the VIP class and 24 in the business class),

entered service with the Rossiya (Presidential)

special flight detachment. On 1 June, it was fol-

lowed to the Presidential flight detachment by

two Tu-214SR relay aircraft – the first two in a

series of at least six specialised Tu-214 derivatives

ordered by the presidential administrative office

from KAPO that joined UAC in 2009.

Dm

itry

Ka

nunnik

ov

By tradition, early in the year, Take-off analyses the results produced by the Russian aircraft industry in terms of production

and delivery of passenger and cargo planes in the previous year. Unfortunately, last year brought no drastic change: UAC

originally planned to deliver 53 passenger planes and transports in 2009. A year ago, the target was slashed to 22 aircraft

due to the global economic crisis, actual status of the advanced aircraft development programmes and orders landed, but

the manufacturers had managed to deliver only 13 airliners by the end of 2009, in fact. UAC President Alexey Fyodorov stated

that 2009 had seen the aircraft industry’s supply for the first time in years exceed the demand of the Russian carriers badly

hit by the crisis, with some of them having to reject the aircraft being made for them or put off the acceptance of the complete

ones.

At the same time, several things happened in 2009, serving the reason for cautious optimism. For instance, the deliveries and

actual operation of the VASO-built An-148 regional airliner and Il-96-400T freighter began, the plant in Ulyanovsk launched

construction of the upgraded Tu-204SM prototypes and the first Il-76 under the 476 programme, and key system suppliers

were selected for the future MC-21 short/medium-haul airliner that is now entering the detail design phase.

RUSSIAN COMMERCIAL RUSSIAN COMMERCIAL AIRCRAFT PRODUCTION IN 2009AIRCRAFT PRODUCTION IN 2009

“Supply has exceeded demand for the first time”“Supply has exceeded demand for the first time”

Andrey FOMIN



9 w w w . t a ke - o f f . r u take-off march 2010

Both aircraft were made as far back as 2008

but their advanced equipment and modified

fuel system necessitated special tests that were

wrapped up last spring. The third Tu-214

KAPO delivered in 2009 went to Transaero

airline. It turned out to be pretty quick, tak-

ing less than two months between its maiden

flight in early August and its delivery.

The Red Wings air carrier, which became

the major buyer of Aviastar-made Tu-204s

in 2008, had a considerable influence on

Aviastar’s production schedule in 2009.

In addition to Tu-204 c/n 64049 that had

been built in late 2008, the carrier was sup-

posed to accept two more new Tu-204-100Bs

(c/n 64050 and 64048), completing the August

2007 contract for six aircraft of the type, and

then sign up for nine more aircraft, with two

of them supposed to be delivered before year-

end. Hence, the manufacture of parts and

components of the aircraft c/n 64053 and

64054 had begun prior to the signing of the

firm contract.

However, reality proved to be less optimis-

tic. Having received the last year-built Tu-204

(RA-64049) and the 50th production Tu-204

(RA-64050) in the first quarter of 2010, Red

Wings refused to accept Tu-204 c/n 64048 and

sign a new contract. The reason, probably, is

that the airline had been unable to expand its

aircraft fleet due to the operating problems it

had experienced in using its Tu-204s and the

overall unfavourable situation on the financial

market. This led to the aircraft c/n 64048

remained sitting at the plant, though it was

flight-tested as far back as early May 2009.

By autumn, an original role had been thought

out for it – a flying testbed for testing the

advanced PS-90A2 engine designed to power

the Tu-204SM upgrade. From 17 October to

19 November 2009, the aircraft had logged 18

missions with a PS-90A2 on its wing. The test

flights facilitated the new engine’s certifica-

tion programme that was crowned by the issue

of its type certificate on 25 December 2009.

Then, the organic PS-90A was put back on

board the Tu-204 c/n 64048, with the aircraft

itself being given the paintjob of its new cus-

tomer, North Korean airline Air Koryo. The

airliner was delivered to its new customer in

early March 2010.

Two brand-new Tu-204-100C freighters

(c/n 64051 and 64052) changed their cus-

tomer in 2009 too. The two had a lifting

capacity increased up to 30 t and were built

by Aviastar under the Aviastar-IFC deal for

the Volga-Dnepr group. The former was

flight-tested in early August and the latter in

late October 2009, but it was clear as early as

summer that Volga-Dnepr was about to can-

cel its order. At the same time, the Aviastar-

TU air carrier got keen on them, itself being

an operator of three Tu-204C freighters. It

Russian commercial aircraft output and delivery in 2007-09

Type ManufacturerProduced

(including for export)Delivered

(including exports)2007 2008 2009 2007 2008 2009

Il-96 VASO 2 1 2 1 – 4

Tu-204 Aviastar 3 (3) 7 (1) 5 (1) 4 (4) 6 (1) 3 (1)

Tu-214 KAPO – 3 1 1 1 3

Tu-154M Aviakor 1 – – 1 – –

An-148 VASO – – 2 – – 2

SSJ100 KnAAPO – 2* 1* – – –

An-140 Aviakor 1 – 1 1 – 1

Be-200ChS Irkut 1 – – – 1 (1) –

Il-76 TAPC 1 1 (1) 1 (1) 2 (1) 1 (1) 1 (1)

Il-114 TAPC 1 (1) – 1 (1) – 1 (1) 2 (2)

Total:by Russian aircraft manufactures

8 (3) 13 (1) 12 (1) 8 (4) 8 (2) 13 (1)

with Uzbek aircraft industry participating

10 (4) 14 (2) 14 (3) 10 (5) 10 (4) 16 (4)

The Produced graph shows only new aircraft that first flew in 2009. The Delivered graph shows the aircraft (including earlier-built ones)

that were actually delivered to Russian and foreign buyers in 2009.

* Prototypes

Russian commercial aircraft output and deliveries in 2009

Manufacturer TypeCustomer (airline)

Leasing company

Reg. number

Serial number

Acceptance flight date

Delivery date

Aviastar

Tu-204-100B Red WingsIFC

RA-64049 64049 25 Dec 2008 16 Feb 2009

Tu-204-100B RA-64050 64050 22 Feb 2009 31 Mar 2009

Tu-204-100BAir Koryo

(PDRK)**IFC

RA-64048

P-633**64048 08 May 2009 4 Mar 2010

Tu-204-300A VTB-Leasing – RA-64010 6401013 Aug 2009

***(2010)

Tu-204-100CAviastar-TU**** IFC

RA-64051 64051 09 Aug 2009 (2010)

Tu-204-100C RA-64052 64052 29 Oct 2009 (2010)

Tu-204CECubana

Aviacion (Cuba)IFC CU-C1703 64037 2008 18 Feb 2009

VASO

Il-96-400T

Polyot* IFC

RA-96101 01001 Mar 2008 23 Apr 2009

Il-96-400T RA-96102 01002 14 Aug 2007 01 Oct 2009

Il-96-400T RA-96103 01003 Sept 2009 14 Dec 2009

Il-96-300Rossiya special

air detachmentIFC RA-96019 02019 Mar 2009 23 Apr 2009

An-148-100B Rossiya state

transport

company

IFC

RA-61701 40-03 19 Jul 2009 01 Oct 2009

An-148-100B RA-61702 40-04 22 Nov 2009 30 Dec 2009

KAPO

Tu-214 Transaero FLC RA-64518 018 05 Aug 2009 02 Oct 2009

Tu-214SR Rossiya special

air detachment–

RA-64515 015 27 Apr 2008 01 Jun 2009

Tu-214SR RA-64516 016 10 Dec 2008 01 Jun 2009

Aviakor An-140-100 Yakutiya FLC RA-41252 09A014 Aug 2009 25 Sept 2009

KnAAPO (SCA) SSJ100 SCAC***** – 97004 95004 25 Jul 2009 –

TAPOiCh

(Uzbekistan)

Il-76TDSilk Way

(Azerbaijan)– 4K-AZ70 93-10 2009 25 Jun 2009

Il-114-100 Uzbekiston

Khavo YullariUzavialeasing

UK-91106 02-06 2007 23 Feb 2009

Il-114-100 UK-91104 02-04 2009 24 Nov 2009

The table shows all new Russian-developed commercial aircraft with a seating capacity of at least 15 seats and freighters and/or

delivered by Russian and Uzbek manufacturers in 2009.

* Initially, RA-96101 and 96102 were intended for the Atlant-Soyuz carrier and then for Aeroflot-Cargo. The Il-96-400T RA-96101 is a

conversion of Il-96T with the same serial that first flew on 16 May 1997.

** At first, the aircraft was meant for Red Wings that refused to accept it after it had been built and flown out. During October through

November 2009, it was converted to a flying testbed for testing the PS-90A2 engine, upon completion of which a decision was taken

to export it to the PDRK.

*** The aircraft is a conversion of the Tu-204 (c/n 64010) built in 1993.

**** The planes were initially designed for the Air Bridge Cargo company, a subsidiary of the Volga-Dnepr group.

***** Prototype aircraft for the certification flight trials

The first Tupolev Tu-214SR relay aircraft (RA-64515) of a pair delivered by KAPO plant the

Presidential Rossiya special air detachment in June 2009

An

dre

y F

om

in



awarded the contract for them during the

MAKS 2009 air show, but both aircraft,

which had been ready for delivery as far

back as November, had not been delivered

or even painted in the customer’s colours

before year-end 2009. Experts believe this

was the carrier’s financial problems similar

to those facing Red Wings with its Tu-204

new orders. Nonetheless, the manufacturer

and leasing company are optimistic about

their chances to deliver the two Tu-204-

100C’s in the near future.

Another Tu-204 passed its trials in 2009,

with its delivery slipping to this year too. It

is the upgraded Tu-204-300A VIP plane for

VTB-Leasing, converted from the Tu-204

airliner (c/n 64010) made in 1993. On 26

December 2009, it performed a 9,600-

km 12-hour-plus nonstop flight that was

unique for the aircraft of the family and

proved to be the wrap-up of its test pro-

gramme. The plane is slated for delivery

early this year.

Regional novelties

On 21 December 2009, the first load of

passengers was hauled from St. Petersburg

to Moscow by the first commercial flight of

the advanced An-148-100B regional airliner

productionised by VASO. The first produc-

tion aircraft performed its maiden flight from

VASO’s airfield on 19 July 2009 and, having

completed its test programme, was accepted

by the Rossiya state-owned transport compa-

ny, the launch customer for the Russian-built

An-148. Under the firm order dating back to

August 2007, Rossiya is to take delivery of six

An-148-100Bs, four of which were slated for

construction in 2009. Actually, VASO had

managed to deliver two planes before year-

end and had completed the third one that first

flew early in January 2010.

The achievements of the other regional

aircraft development programme, Sukhoi

Superjet 100, boiled down last year to the

launch of the trials of the third flying pro-

totype c/n 95004. Despite the developer’s

assurances, it had failed not only to complete

the certification tests and start deliveries of

production aircraft (two were planned for

delivery) but also conduct the maiden flight

of the fourth aircraft c/n 95005. One of the

key reasons for slipping behind the schedule

is believed to be the delay in delivery of new

SaM146 engines, caused by the problems of

financing their construction and testing by

NPO Saturn before last autumn. By the end

of the year, SSJ100 c/n 95005 had been almost

ready for flying but lacked the engines. At the

same time, the general assembly of the two

production-standard Superjets had been com-

plete, with the two being fitted with onboard

equipment.

Mention should be made, nonetheless, that

the Superjet’s certification tests in 2009 were

rather intensive despite the objective difficul-

ties and debugging inherent in any radically

advanced aircraft. According to official infor-

mation by the Sukhoi Civil Aircraft Corp.,

the three flying prototypes logged 499 sor-

Ale

xey M

ikheyev

The 50th production Tupolev Tu-204 airliner built at Ulyanovsk-based Aviastar plant.

In March 2009 this Tu-204-100B (RA-64050) was delivered to Red Wings carrier

Serg

ey L

ysenko

The third Ilyushin Il-96-400T (RA-96103) cargo

plane built y VASO in 2009 for Polyot airline

Yevg

eny Y

ero

khin



ties totalling almost 1,287 flying hours as of

11 December 2009. Concurrently, aircraft

c/n 95002 was undergoing its static tests in

TsAGI and aircraft c/n 95006 its endurance

tests at SibNIA. Real preconditions for remain-

ing on schedule in engine supply had appeared

by 2010. NPO Saturn and SNECMA had con-

ducted numerous tests of SaM146 prototypes,

including a number of special tests. According

to NPO Saturn, all SaM146 engines logged

5,570 hours, including 2,550 flying hours, as

of 16 December 2009. This shows that there

is hope for the Superjet’s international team

of developers to complete its certification

within several coming months. IAC’s Aircraft

Registry may issue its certificate of type in July,

after which deliveries to the launch customers,

Aeroflot of Russia and Armavia of Armenia,

could kick off.

In conclusion, a few words are due about the

products from other manufacturers that were

not UAC’s subsidiaries in 2009. In addition

to the delivery of a new Tu-154M ordered by

the government, the Aviakor aircraft plant in

Samara completed the third An-140-100 tur-

boprop airliner and deliver it to the Yakutiya

airline late in September. Uzbek aircraft man-

ufacturer Tashkent Aircraft Production Corp.,

which makes Russian-developed planes,

delivered two more Il-114-100 regional tur-

boprops, built in 2007 and 2009, to Uzbek flag

carrier Uzbekistan Airways and an Il-76TD to

Azerbaijan.

Brief summary

In 2009, most new Russian-built aircraft

were acquired as before through financial leas-

ing deals with leasing companies that would

buy the aircraft from their manufacturers. The

Ilyushin Finance Company (IFC) has been

the leader in this field for several years now,

financing manufacturer of the overwhelming

majority of Russian long-haul and regional

airliners. For instance, under contracts with

IFC, all new Il-96, Tu-204 and An-148 aircraft

were built and delivered last year. The contri-

bution for the Financial Leasing Company

to leasing new aircraft in 2009 was limited

to the delivery of a Tu-214 to Transaero and

an An-140-100 to Yakutiya. Meanwhile, new

players have cropped up on the aircraft leasing

market, e.g. the VEB-Leasing is funding the

ongoing construction of SSJ100s for Aeroflot

while the VTB-Leasing – that of planes of the

same type for Armavia.

Summing up the results produced by the

Russian aircraft industry in 2009, it is the fact

that the output remained the same as the one in

2008, having totalled 12 aircraft, including two

Il-96s, five Tu-204s, two An-148s, a Tu-214, an

An-140 and an SSJ100. If the actual deliveries

are used as a yardstick, the growth exceeded

60%, if the 2009-built planes are accounted

for as 2009 buys. The 13 Russian-made aircraft

delivered include four Il-96s, three Tu-204s,

three Tu-214s, two An-148s and an An-140.

The delivery of four more complete Tu-204s

slipped to 2010. Three TAPC-built Russian-

designed planes (two Il-114s and an Il-76) can

be added to the above figure.

Plans

Addressing the Russian State Duma on

27 January, Industry and Commerce Minister

Victor Khristenko announced the current

industrial plans of the Russian aircraft indus-

try for the coming three years. UAC is to make

165 commercial planes in 2010–12. “Under

the UAC aircraft production plan, 54 airliners

are to be built in 2010 through 2012, including

38 Tu-204s, 10 Tu-214s and six Il-96s. The

regional aircraft fleet will be beefed up with

72 Superjet 100s and 39 An-148s”, Victor

Khristenko said. The minister did not men-

tion how many airliners were to be made in

2010, but analysis of the figures he gave shows

that at least 30 aircraft are planned for con-

struction and delivery this year.

Considering the existing firm orders award-

ed and actual capabilities of the aircraft indus-

try, Take-off has worked out a brand-new

aircraft delivery estimate of its own. The

estimate has proved to be rather modest –

20–24 aircraft, including six to 10 Tu-204s,

three Tu-214s, an Il-96, six An-148s and four

SSJ100s, with some of them made and tested

in 2009. However, this is almost twice as many

as delivered last year and thrice as many as

delivered in 2007 and 2008. Hopefully, the

actual results of 2010 will be as good as our

estimate. If there is a miracle and the results

exceed the expectations, we will be glad for

the Russian aircraft industry trying in the face

of the economic crisis to develop and attempt-

ing desperately to put up competition to the

expansion of foreign planes onto the Russian

aircraft market.

Ale

xey M

ikheyev

The first production An-148-100B (RA-61701) assembled by VASO plant in 2009 finished its

inauguration commercial flight with Rossiya airline from St.Petersburg to Moscow,

24 December 2009

Sukhoi SuperJet 100 third flying prototype

(c/n 95004), the only aircraft of the type

assembled by SCAC in 2009

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


So

ko

l p

lan

t

Yak-130 Yak-130 already in Lipetskalready in Lipetsk

Yak-130’s pilot Col. Mansur Nizamov (left)

and the Lipetsk-based CCTC chief

Maj.-Gen. Alexander Kharchevsky at the

welcome ceremony

Yak-130 (’91 red’) taking off from NAZ

Sokol airfield to shape its course to Lipetsk,

18 February 2010

The Russian Air Force

took delivery of its first

production-standard Yak-130

combat trainer ferried from the

Sokol aircraft manufacturing

plant in Nizhny Novgorod to

the Combat and Conversion

Training Centre (CCTC) in Lipetsk

on 18 February. The aircraft

was flown by the crew with the

Russian Defence Ministry’s

Chkalov State Flight Test Centre

(GLITs), who participated in

the Yak-130 successful official

trials completed late last year.

Now, CCTC’s instructor-pilots

will devise training and combat

instructions for future combat

pilots of the Russian Air Force will

master the aircraft. CCTC expects

several production Yak-130s more

this spring, and then advanced

combat trainers will start fielding

with the Air Force academy in

Krasnodar where most of RusAF

flying personnel are trained.

Ale

xey M

ikheyev


GLITs military test pilots Col. Mansur

Nizamov and Col. Dmitry Samodurov

brought the first Yak-130 from Sokol’s air-

field to Lipetsk. “It is an excellent plane”,

said Mansur Nizamov after having landed in

Lipetsk. “It is so easy to control that all I had

to do after taking off in Nizhny Novgorod was

to turn the autopilot on, and the aircraft has

brought us to Lipetsk all by itself. Another of

its strengths is that both rookies can learn the

ropes on it and old hands can fly it to hone

their skills. In addition, the Yak-130 can be

used as both a trainer and a combat aircraft”.

In the skies over Lipetsk, the new aircraft

was met by CCTC chief Maj.-Gen. Alexander

Kharchevsky flying a Su-34 tactical bomb-

er. “This is the first combat trainer built

in this country over the past 50 years”,

Maj.-Gen. Kharchevsky told the media

during the first Yak-130’s acceptance cer-

emony. “Lipetsk-based CCTC is to accept

five more aircraft like this. Our personnel

will learn the Yak-130 through and through

and work out methodological recommenda-

tions for all RusAF air units and training

centres. Then, Yak-130 deliveries to the Air

Force academy in Krasnodar will begin for

cadets, our future pilots, to refine their fly-

ing skills”.

As is known, RusAF selected the Yak-130

as the baseline combat trainer for basic

and advanced flight training in a tender in

2002. Then, the Russian Defence Ministry

awarded the launch order for 12 produc-

tion aircraft to the Sokol plant in Nizhny

Novgorod. However, the advanced air-

craft had had to undergo an extensive test

programme prior to its service entry. The

first prototype in the production-standard

configuration took to the skies in Nizhny

Novgorod on 30 April 2004. The second

flying prototype followed suit a year after-

wards, with the third one in March 2006.

Alas, the latter was lost to a flight accident

on 26 July 2006 and was replaced with

another flying prototype in summer 2008.

Those aircraft shouldered the bulk of the

official tests from 2005 to 2009.

The preliminary report, which cleared

the manufacture of the early production

combat trainers for the Russian Air Force,

was issued in November 2007 in the wake

of the first phase of the trials, during which

the Yak-130 was tested in its trainer capac-

ity. April 2009 saw the Yak-130 complete

the combat trainer phase of its official trials,

carrying the baseline weapons suite, with the

combat trainer hauling an expanded weap-

ons suite in December the same year. RusAF

Andrey FOMIN

In the skies over Lipetsk Yak-130 was

welcomed and escorted by another new

aircraft of the RusAF CCTC, Sukhoi Su-34

(’05 red’) with Maj.-Gen. Alexander

Kharchevsky at the controls

Yak-130 taxing after its first landing

at Lipetsk airfield

Ale

xey M

ikheyev

Ale

xey M

ikheyev




Commander-in-Chief Col.-Gen. Alexander

Zelin signed the Yak-130 combat train-

er’s official test completion report on

17 December 2009, clearing the warplane

for service with his command.

By then, Sokol had made three early pro-

duction Yak-130s, with the fourth one being

completed. The first production aircraft

(c/n 01-01), serialled 90 after getting its

paintjob, first flew on 19 May last year. At

the MAKS 2009 air show, it was shown as a

static display of the Russian Air Force that

officially accepted it in late July. However,

this plane has not been given to a combat

unit, because a decision has been taken to

use it for a number of special tests. Once

these have been over, it will follow other

production Yak-130s in RusAF’s stable.

The first Yak-130 to arrive to CCTC in

Lipetsk was the second production aircraft

(c/n 01-02, side number 91). The third

aircraft, which was test-flown in Nizhny

Novgorod as far as last year, is ready for

delivery to CCTC. Overall, this spring is to

see CCTC accepting six production-standard

Yak-130s. Once the pilots master the aircraft

and devise a training regimen, they will train

instructor pilots with Air Force academies

and training centres, and then Yak-130 will

start fielding with the Air Force academy in

Krasnodar and its affiliates as well. According

to Sokol Director General Alexander Karezin,

the company is going to fulfil the contract for

12 production-standard Yak-130 before the

end of the year. RusAF is intent on getting

more than six dozen such aircraft prior to

2015, opined Oleg Demchenko, Designer

General of the Yakovlev design bureau and

Irkut Corp. president.

“The Yak-130 is the first aircraft designed

from scratch and built in the post-Soviet

period”, Demchenko says. “We have not

only developed and built the aircraft but

have established an up-to-date production

facilities for its large-scale production as

well. The Yak-130’s service entry will allow

an improvement in the flying skills RusAF

pilots in the run-up to mastering new-gen-

eration warplanes”.

The Yak-130 is designed for combat train-

ing of air crews and combat operations in any

weather against aerial and ground threats,

Oleg Demchenko says. Its total warload

on its nine weapons stations is 3,000 kg.

Advanced aerodynamics, new-generation In the cockpit of the production Yak-130

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

Ale

xey M

ikheyev

Ale

xey M

ikheyev

So

ko

l p

lant



avionics, latest aircraft systems and sophis-

ticated powerplant ensure effective training

and fighting, high flight safety and low fly-

ing-hour and life cycle costs. The Yak-130’s

flight performance and manoeuvrability

in subsonic flight are similar to those of

up-to-date fighters. The combat trainer will

ensure cutting-edge training of pilots for

Russian and foreign in-service and future

warplanes, including fifth-generation fight-

ers. To boot, the Yak-130 is the basic com-

ponent of the Russian Air Force training

complex including an integrated flight data

recording system, computerised classrooms

and flight and specialised simulators.

There have been orders for the Yak-130

from foreign customers as well. The Irkutsk

Aircraft Plant, a subsidiary of Irkut Corp.,

has productionised the aircraft for foreign

buyers. Its first Yak-130 completed its maid-

en flight on 21 August 2009. It was built

under the contract for 16 Yak-130s, awarded

by Algeria in 2006. It became known in

January 2010 that the Libyan Air Force

had ordered a number of Yak-130s, too.

According to the media, six aircraft of the

type have been ordered. Talks on Yak-130

sales are under way with several other

countries.

The first Yak-130 at Lipetsk CCTC ramp

Ale

xey M

ikheyev

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

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

Russian fifth generation fighter: second try

Given the forecasted economic situation

in Russia in the early 21st century, a decision

was taken to develop the future tactical

fighter in the so-called medium class. It

was to wedge in between the MiG-29 and

Su-27 in terms of dimensions; hence, its

takeoff weight was set at 20–22 t. It was

to be able to beat the F-35 and advanced

Western Gen. 4+ fighters, including their

future upgraded versions, and be on a par

with the F-22 at the least, while having

the multirole capability to handle most

of the missions facing a tactical fighter.

A new platform realising the so-called 3S

principle (supermanoeuvrability, stealth and

supercruise) inherent in fifth-generation

planes and cutting-edge integrated avionics

and weapons suites were to be developed.

Based on these requirements, the Defence

Ministry issued a tender in 2001 for the

development of the PAK FA aircraft, with

both traditional Russian fighter developers,

MiG Corp. and Sukhoi, competing.

Having scrutinised both proposals and

considered Sukhoi’s better financial standing

owing to its active Su-30MK-family fighter

exports, which proceeds could be used for the

fifth-generation aircraft development along

with direct governmental financing, the

Air Force opted for its T-50 project. Thus,

Sukhoi was selected as prime contractor for

the PAK FA in April 2002 and launched

the designing of the new fighter. Alexander

Davidenko was appointed chief designer to

run the programme.

The PAK FA’s preliminary design was

completed and submitted for the customer

for approval in autumn 2004. The Air

Force approved it in December of the

same year. The next stage – the technical

design – was completed in 2006, after

which implementation engineering and

productionising preparations kicked off.

The manufacturer plant in Komsomolsk-

on-Amur was earmarked to build prototypes

and, further down the line, launch full-scale

production of the fifth-generation fighter.

A provision also was made that some of the

parts and units would be made by another

of Sukhoi’s subsidiaries, the Novosibirsk

Aircraft Production Association named after

Valery Chkalov (NAPO). Manufacture of

composite parts and panels (composites are

FIFTH GENERATION RUSSIAN STYLE: PAK FA flew

The first flying prototype of the Future

Tactical Aircraft (Russian acronym PAK FA)

performed its maiden flight in Komsomolsk-

on-Amur on 29 January 2010. It is a prototype

of the T-50 aircraft developed by the Sukhoi

company under the Russian fifth-generation

fighter development programme. According

to Russian Premier Vladimir Putin speaking

at a session of the government on that day,

aircraft of the type are to be issued to the

Air Force Combat and Conversion Training

Centre (CCTC) in Lipetsk in 2013, with

combat units to start accepting production

PAK FA fighters starting from 2015.

Russia and the United States launched

their fifth-generation fighter programmes

almost three decades back. The US

programme resulted in the F-22A Raptor

that has been in USAF inventory since

2005. Another US-built fifth-generation

fighter, the lighter F-35 Lightning II is to

enter service a couple of years from now.

In Russia, MiG Corp. and Sukhoi made

their experimental fifth-generation fighter

prototypes – the MFI multirole fighter (1.44)

and S-37 (Su-47) swept-forward wing

demonstrator respectively – in the mid-‘90s.

The programmes were discontinued due to

the dire economic situation in Russia at the

time and a change to the requirements to

the aircraft of the type. However, about a

decade ago, Sukhoi started the development

of another fifth-generation fighter embodying

all of the latest advances of the Russian

aircraft industry in terms of aircraft design,

material science, technology, powerplant,

avionics and weaponry. The programme

came on top in the Air Force-held tender and

was given the green light in 2002. Having

cleared all relevant development phases,

the Sukhoi managed to manufacture T-50

prototypes last year and has launched the

flight trials recently.

Sukho

i

take-off march 201016



aplenty in the fighter’s design) was assigned

to the Technologiya company in Obninsk,

which Sukhoi had known well in the wake

of the S-37 (Su-47) programme.

Development and manufacture of systems

and bought-in components were handled by

a large number of subcontractors, mostly

the same that had been involved in other

Sukhoi programmes pertaining to the Su-27

family (NPO Saturn and UMPO for the

powerplant, MNPK Avionika for the flight

control system, Tikhomirov-NIIP and GRPZ

for the AESA fire control radar, UOMZ for

the IRST, RPKB and Avionika concern for

the navigation suite, integrated computer

system and display systems, Tactical Missiles

Corp. for weapons systems, etc.).

Manufacture of T-50 prototypes began

in 2007. Six prototypes, including four

flying ones, were slated for construction.

Interestingly, Sukhoi Director General

Mikhail Pogosyan said as far back as August

2005 that the flight test programme was

to start in 2009. The developer virtually

managed to remain on schedule, with the

prototype rolling out to the airfield and

starting its taxi runs in December 2009,

which is unprecedented for the present-day

Russian aircraft industry. This was achieved

owing to the effective organising of the

whole work by the prime contractor and, of

course, almost uninterrupted financing of

the programme.

Maiden flight

Three prototypes of the advanced fighter

had been under construction at KnAAPO

by early last year. Summer 2009 saw the

completion of the static test airframe of the

so-called Prototype Zero (T50-0) and its

handover to the Sukhoi design bureau. Two

more prototypes were to be finished soon.

One, which was dubbed ‘integrated full-

scale testbed’ (T50-KNS), was intended for

ground tests of basic aircraft systems – the

advanced KSU-50 integrated flight control

system, new powerplant of two engines

designated as Item 117, and hydraulic,

electrical, fuel and other systems in the first

place. Actually, the T50-KNS had virtually

the same design and onboard systems as the

subsequent flying prototypes had. Having

been fitted with the organic powerplant, the

aircraft began its shop tests and airfield runs

last autumn. It is the plane that performed

the first taxi runs at KnAAPO’s airfield on

23 December 2009, which became the key

landmark on the way to the PAK FA’s first

flight. Test pilot Sergey Bogdan tested all

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

pre

mie

r.g

ov.r

u

pre

mie

r.g

ov.r

u

Russian Prime Minister Vladimir Putin accompanied by Sukhoi Director General Mikhail Pogosyan,

Deputy Prime Minister Sergey Ivanov (right) and the UAC President Alexey Fyodorov (left)

inspects PAK FA static prototype at the Sukhoi design bureau, 1 March 2010



onboard systems of the T50-KNS all the

way to deploying the drogue chutes at the

end of the runway, with all operating like

clockwork.

The first flying prototype, the T50-1, was

assembled soon after the T50-KNS. Ground

tests of the systems with the use of the T50-1

began last autumn too. KnAAPO’s and the

Sukhoi design bureau’s teams worked on it

virtually round the clock, with a short break

taken for a couple of day only to celebrate

the New Year Day.

The T50-1 was rolled out of the assembly

shop in January, and Sergey Bogdan used it

to make taxi runs on 21 January 2010. On

the same day, there was the first flight of the

Su-27M No 710 flying testbed at Gromov

LII’s airfield in the Moscow Region used

for testing the PAK FA’s powerplant. An

advanced Saturn 117 engine was mounted

on it instead of one of its organic AL-31Fs.

In line with the rules, the maiden flight of

the advanced aircraft powered by the new

powerplant had to be preceded by several

flight tests of a same-type engine on board

the flying testbed. On Saturday, 23 January,

Sergey Bogdan performed in Komsomolsk-

on-Amur several series of taxi runs and high-

speed runs on the first T-50, with the last of

the series wrapped up with accelerating to

the rotation speed and subsequent drogue

chute-retarded deceleration.

All was ready for the maiden flight,

but by tradition, it had to be cleared by

Gromov LII’s methodological council. The

council convened in Zhukovsky on Monday,

25 January. Having reviewed all of the

materials submitted, including the results

produced by the ground tests and early taxi

runs of the T50-KNS and T50-1, endurance

tests of the T-50-0 static test prototype,

bench and flight tests of Engine 117 and

other aircraft systems (other aircraft,

including the Su-27M No 708 and S-37

Berkut, were used as flying testbeds to gauge

the systems for the future PAK FA), the

council cleared the T-50 for flight trials.

The morning of the last Friday of January

came. The T50-1’s cockpit was occupied

by Honoured Test Pilot of Russia Sergey

Bogdan, who flight-tested another of

Sukhoi’s plane, the Su-35, two years before.

The engines were roaring, all systems were

Sukhoi’s test pilot Sergey Bogdan reports

Mikhail Pogosyan after PAK FA’s maiden flight,

29 January 2010

Sukhoi T50-1 during its speed taxi test,

Komsomolsk-on-Amur, 23 January 2010

Sukho

i

Sukh

oi

Sukho

i



go. A Su-27UB twinseater escort took off.

It was the historical event thousands of

employees of Sukhoi and its numerous

subcontractors had striven for, the one

everybody had anticipated.

Sergey Bogdan took the PAK FA

prototype off the runway for the first time

at 11 h 19 min on 29 January 2010 local

time. The plane takes to the air easily

and quickly and heads for the testing area

without retracting its landing area, escorted

by the Su-27UB. Having vanished from

sight of hundreds of its creators who had

gathered at the airfield to see their creature

off on its maiden flight, the prototype is to

test its key systems, retract and extend its

landing gear for the first time and pull of

its early manoeuvres. Onboard instruments

register thousands of parameters, with the

escort plane’s screw filming the new fighter

and taking its pictures. All goes to plan, and

about three quarters of hour later, the two

fighters – so closely related, yet so different

at the same time – reappear over the factory

airfield. Buzzing over the runway, a pattern,

and the T50-1’s wheels gently touch the

runway at 12 h 06 min local time. The

47-min. maiden flight is a success – the first

flight of a fifth-generation fighter.

“We have performed the initial assessment

of the aircraft’s controllability, operation of

the engine and key systems. The plane

retracted and extended its landing gear

smoothly. It performed well throughout the

flight and was easy and comfortable to

control”, test pilot Sergey Bogdan said after

the landing.

Gearing up for full-rate production

Congratulating the PAK FA designers

on the aircraft’s maiden flight, Russian

Premier Vladimir Putin unveiled its service

entry schedule in public. “The first batch is

to be delivered to the Armed Forces in 2013,

with series acquisition to start in 2015”, the

Russian prime minister said. “The low-rate

initial production (LRIP) batch should be

delivered to CCTC in Lipetsk so that pilots

can start training on them in 2013”.

On 1 March, Premier Putin held a

visiting government session on the Sukhoi

company’s premises, which was dedicated

to military aircraft development. Prior

to the session, Vladimir Putin had been

shown the static prototype of the fighter

(T50-0) undergoing static tests and the

design, computer modelling and test rigs for

testing the integrated flight control system

and avionics of the fighter. In his opening

remarks, the Prime Minister shared his

impression of what he had seen, “We have

seen the fifth-generation aircraft and been

told how the work on it progresses. I would

like yet again to congratulate the designers,

engineers, workers and pilots who jointly let

the aircraft take to the air. There have been

three test missions flown. However, over

2,000 such sorties have to be performed until

the aircraft enters full-rate production –

quite a job to do, quite a job! Still, judging

by how it has progressed and how it has

been organised, I am certain that we will go

all the way down this path on schedule. Our

armed services, the Air Force, will receive

this up-to-date unique aircraft”.

Following the conference, Sukhoi

Director General Mikhail Pogosyan told

the media that three more flying prototypes

PAK FA first flying prototype in its maiden flight,

29 January 2010



were to joint he trials to do the job on so tight

a schedule. The second flying prototype,

which is being assembled now, shall have

flown until year-end 2010 to be followed

by the third and fourth prototypes in 2011.

In the near months, the first prototype and

T50-KNS are to be ferried to Zhukovsky to

continue their tests. This is expected to take

place in April. In all, the test programme

provides for the four flying prototypes

to log upwards of 2,000 test sorties in

Komsomolsk-on-Amur and Zhukovsky and

at the Defence Ministry’s test ranges, where

the fighter’s tactical capabilities will be

gauged.

By the time Vladimir Putin held the

conference at Sukhoi’s in March, the

T50-1 had flown three test flights. After

its landmark maiden flight on 29

January, the aircraft was painted

in a grey-and-blue camouflage

pattern with the Russian Air

Force markings, serialled 51 and

flew again on 12 February. The

second mission took about an

hour. The third sortie took

place on Saturday, 13 February,

after which the aircraft was

subjected to the planned

debugging. It is to fly about

four missions in Komsomolsk-

on-Amur in March and April and

then come to Zhukovsky.

According to Mikhail Pogosyan, the

three test flights have taken place in

accordance with their flight plans. As

planned, they were used to flight-test the

aircraft systems, powerplant, navigation

system, stability, controllability and

manoeuvrability. Mikhail Pogosyan

confirmed that the flight test programme

had been designed for more than 2,000

flights, with the schedule and specific

tasks of its stages may be adjusted by a joint

decision of the customer and developer

depending on the results produced and

actual degree of readiness of the advanced

avionics and weapons designed for use on

the future PAK FA production fighters.

For instance, no testing of a number

of special avionics systems and weapons

on the first two prototypes has not been

provided for, as is the norm worldwide.

Flight trials of the AESA fire control

radar, IRST systems, self-defence suite

and air-launched weapons are slated for

tests on subsequent prototypes starting

from 2011–12.

Following the construction the three

remaining prototypes, KnAAPO and its

subcontractors will launch the manufacture

of early LRIP planes next year. The LRIP

aircraft may be fielded with the Russian Air

Force Combat and Conversion Training

Centre in Lipetsk for the personnel to learn

to fly and maintain them and devise flight

and tactical operation recommendations. At

the same time, the official test programme

will continue, with the programme,

according to Mikhail Pogosyan, supposed

to be wrapped up in 2015 and RusAF

combat units to start taking delivery of

production-standard aircraft.

PAK FA cockpit interior

Tik

ho

miro

v-N

IIP

Tikhomirov-NIIP

X-band AESA

radar for PAK FA

And

rey F

om

in

Serg

ey L

ysenko

Su-27M No 710 flying

testbed is being used for

new NPO Saturn 117

turbofan engine tests

since January 2010

This picture of T50-1 and Su-35UB prototypes

gives a vivid comparison of Sukhoi 4th and

5th generation fighters dimensions

pic

asa

web

.go

og

le.r

u


21 21

T-50first flying prototype

Dra

win

g b

y A

lexe

y M

ikh

eyev

Estimated dataLength, m ............................................................20

Wing span, m ......................................................14

Height, m ............................................................4.8

Normal take-off weight, t .....................................22

Max Mach number .................................................2

Supercruising speed, M ......................................1.5

Max g-load .............................................................9

take-off march 2010w 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

22

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

Rosoboronexport Director General Anatoly Isaikin told a news conference on 28 January that last year’s arms exports performed by Rosoboronexport itself had accounted for $7.4 billion, a 10% increase over 2008. The Russian arms exports increased by 2.4 times between 2001 and 2009. The lion’s share of the deliveries fell on aircraft (50% of the exports in 2009) followed by army materiel (19%), air defence weapons (13.3%), naval hardware (13.7%) and special gear, simulators, infrastructure, etc. (4%).

According to Anatoly Isaikin, Rosoboronexport landed arms delivery contracts worth a total of $15 billion in 2009, with the company’s order book swelling to $34 billion as of late last year. ---------------- ----------------

Last December, a new contract for MiG-29 family fighters was reported to have been signed. According to the Vedomosti daily, the order for 20 aircraft of the type, estimated at 400 million euros, was placed by Burma that had taken delivery of 12 MiG-29 fighters in 2002–03. Under the contract, the country is supposed to receive aircraft in the MiG-29B, MiG-29SE and MiG-29UB versions. They will be built using the backlog of the MiG corporation and Sokol aircraft plant. The deliveries may begin in 2011–12.---------------- ----------------

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

IN BRIEF

Indian air base Hansa at Goa

hosted a ceremony for the first

four MiG-29K/KUB fighters enter-

ing service with the Indian Navy on

19 February. As is known, the first

six-ship batch of fighters of the type

was shipped to India in December last

year. The aircraft were fielded with

303 Sqn (INAS 303) of the Indian Navy

dubbed Black Panthers led by Cdr.

A.D. Theophilus. Before the delivery,

Indian Navy flying and ground crews

had been trained in flying and main-

taining the MiG-29K/KUBs in Russia.

According to Indian defence website

bharat-rakshak.com, as many

as 10 pilots of the squadron had

been prepared for operating their

MiG-29K/KUBs and four more had

been receiving training.

Defence Minister Arakkaparambil

Kuryan Antony and Navy

Commander-in-Chief Nirmal Verma

represented India at the ceremony.

The Indian defence minister said,

“Russian-made MiG-29K/KUB

fighters’ service entry with the

Indian Navy will facilitate enhanc-

ing the defence might of India

and further strengthening of the

strategic partnership between our

states”. Russia was represented by

Industry and Commerce Minister

Victor Khristenko, Ambassador

Extraordinary and Plenipotentiary

Alexander Kadakin, Deputy Industry

and Commerce Minister Denis

Manturov, First Deputy Director

of the Federal Military Cooperation

Service Alexander Fomin and MiG

Corp. Director General Mikhail

Pogosyan. “The Indian Navy’s

adoption of the MiG-29K/KUB

aircraft for service is an impor-

tant event in implementing the

long-term programme. MiG Corp.

is carrying on with the contract for

delivery of such aircraft to India in

line with the schedule approved

by the customer”, said Mikhail

Pogosyan.

The aircraft fielded on 19 February

included two MiG-29K singleseaters

(serialled IN801 and IN802) and

two MiG-29KUB twinseaters (IN671

and IN672). During the ceremony,

both single-seat fighters performed

a formation demonstration flying in

the company of an Indian Navy Sea

Harrier VSTOL jet.

MiG-29K/KUB enter service with Indian Navy

Another contract for new Sukhoi

warplanes was awarded by Vietnam

in early February. Under the deal,

the Vietnamese Air Force will

receive 12 more Su-30MK2 multi-

role two-seat fighters to be made by

the Komsomolsk-on-Amur Aircraft

Production Association (KnAAPO).

The contract provides for delivery

of auxiliary equipment, spares and

air-launched weapons, including

those for earlier-delivered aircraft.

Owing to this, the value of the con-

tract is about $1 billion, according

to the Infox.ru hews agency.

The Vietnamese Air Force has

been operating four Su-30MK2V

fighters since 2004. Early last year,

a next contract was made for eight

more aircraft of the type for deliv-

ery in 2010–11. Thus, with the

closure of the current deal, the

Vietnamese Air Force will have as

many as 24 Su-30MK2 fighters.

In addition, the service operates

12 Su-27SK and Su-27UBK fighters

delivered in the ‘90s.

Vietnam to get more Sukhoi jets

Ma

j D

ipa

k D

as /

DP

R D

efe

nce

Ta

ke-o

ff a

rch

ive

“reliable engine –

reliable partner!”

Moscow Machine-Building EnterpriseCHERNYSHEV jsc

7, Vishnevaya Street, Moscow, 125362, RussiaPhone: +7 (495) 491-58-74, Fax: +7 (495) 490-56-00e-mail: [email protected], http://www.avia500.ru/ aero engines

“reliable engine –“reliable engine –

reliable partner!”reliable partner!”

Manufacturing, after-sale service,aero engines overhaul

• RD-33 (MiG-29, MiG-29UB, MiG-29SMT fighters)• RD-33MK (MiG-29K, MiG-35/MiG-35D fighters)

• TV7-117SM (IL-114 regional airplane)

Overhaul, spare parts delievery• R27F2M-300 (MiG-23UB fighter)

• R29-300 (MiG-23M, MiG-23MS, MiG-23MF fighters)• R-35 (MiG-23ML, MiG-23MLD, MiG-23P fighters)

TBO and TTL expansion of the overhaul engines


The Su-30MK2 two-seat multifunction fighter

emerged about a decade ago with the Sukhoi

design bureau deriving a more capable warplane

from the production-standard Su-27SK at a

customer’s request. The new aircraft’s precision-

guided weapons – guided missiles and bombs –

were capable against surface threats. To enhance

the fighter’s dogfighting capabilities, its weapon

suite was expanded with the RVV-AE medium-

range active radar-homing air-to-air missiles.

Its avionics suite was revamped considerably.

The electromechanical instruments vacated the

cockpit, ousted by multifunction colour liquid-

crystal displays, and advanced communications

and navigation systems were installed along

with modern flight data recorders. The

electronic countermeasures (ECM) system

ensures automatic target designation for the

Kh-31P anti-radiation missile introduced into

the fighter’s weapons suite.

Fitting the aircraft with the mid-air

refuelling system extended its range and

increased its endurance. Due to introducing

new strengthened landing gear the aircraft can

take off with full fuel load and full war load on

its external stores. Maximum takeoff weight

with the 8,000-kg combat load and 9,500 kg

of fuel increased to 38,000 kg.

Given the greater number of missions

feasible and the long-endurance midair-

refuelled flight capability, a twin-seat variant

of the upgraded fighter has been ordered.

The twin-seat layout enables it to be used

effectively for training rookies as well.

The two-seat multirole fighter meeting these

requirements entered full-rate production at

the KnAAPO and was designated Su-30MK2.

Over the past decade, upwards of 130 aircraft

have been shipped to China, Indonesia,

Vietnam and Venezuela. Now, a contract for

eight Su-30MK2s more for Vietnam is being

fulfilled, while a new deal for 12 more aircraft

of the type has just been clinched by Russia

and Vietnam.

Rosoboronexport’s landing a contract for

24 Su-30MK2s for Venezuela in summer 2006

proved to be a true breakthrough of Sukhoi

to the Latin American market. Mention

should be made that before the contract

was awarded, two Su-30MK2s had flown

to Venezuela to participate at the 5 July

2006 military parade in commemoration of

the Independence Day of the country. The

super long flight and spectacular performance

of the Russian fighters during the parade

left quite an impression on the Venezuelan

authorities. The whole of 24 Su-30MK2 batch

was shipped to Venezuela in the shortest

time possible, from late 2006 to summer

2008. Venezuelan pilots have mastered the

warplanes, including fighting with the use of

advanced guided weapons. The Venezuelan

leadership has highly praised the aircraft.

Sukhoi pegs its hopes on a new Su-35

aircraft to succeed on the global fighter

market in the coming five to seven years. It

is designed to occupy the niche between the

current Su-30 in various variants and the

future fifth-generation fighter, which flight

tests Sukhoi kicked off in January this year

and which export might begin in the later half

of the decade.

FA

V

SUKHOI FIGHTERS for Latin America Sukhoi fighters remain the mainstay

of Russia’s combat aircraft exports

to various corners of the world. For

instance, almost 40 Su-30MK-family

aircraft, including knockdown kits, were

shipped to India, Malaysia, Algeria and

Indonesia last year. Sukhoi fighters are

well-known in Latin America as well, for

Su-30MK2s have for several years been

operated by the Venezuelan Air Force,

which flying crews and command have

given them rave reports. Su-35 took

part in the Brazilian Air Force’s future

fighter competition, and there are good

reasons to believe that Sukhoi Su-35

and Su-30MK2 fighters will beef up the

region’s air forces in the near future.


The Su-35 is a Generation 4++ aircraft

embodying several fifth-generation

technologies giving it an edge on all other

fourth-generation fighters in production and

under development in the world.

What novelties are there in the Su-35’s

design? Firstly, the fighter got an improved

airframe allowing a service life extension of up

to 6,000 flying hours or 30 years of operation.

The plane has the same aerodynamic

configuration the Su-27 has, and it has full fly-

by-wire controls to control it for all three axes.

The sophisticated integrated control system

from the MNPK Avionika company has

boosted the fighter’s flight performance and

manoeuvrability, with the integrated control

system doing the jobs of several separate

systems at once.

A principal feature setting the Su-35 apart

from other Su-27-family planes is its advanced

enhanced-thrust 117S engines from the NPO

Saturn, which are in full-scale production

with the UMPO. In terms of design, the 117S

is a production-standard AL-31F derivative

using some fifth-generation technologies. It

mounts an advanced fan, cutting-edge high-

and low-pressure turbines, a latest FADEC

digital control system and a thrust vector

control nozzle. The upgrade has given the

engine a 16% increase in thrust (14,500 kgf) in

the special afterburner mode and 8,800 kgf in

the non-afterburning full-power conditions.

Compared with the current AL-31F, the

117S’s service life will extend by 2 times.

The Su-35’s key feature is its drastically

innovative avionics suite. It is wrapped around

an information management system designed

for functional, logical, information and software

integration of the avionics into a united integrated

system and ensuring man-machine interface.

The information management system comprises

two central digital computers, switching and

data processing equipment, and display system

implementing the glass cockpit concept.

The Su-35’s cockpit management system

is based on two 15-inch colour multifunction

LCDs, a multifunction console with an

integral display processor, a 20x30-deg.

HUD and a control panel. The avionics,

systems and weapons controls in the Su-35’s

advanced cockpit are in the form of the

buttons and switches situated on the control

stick and throttles and pushbutton displays

as well. Thus, the HOTAS concept has been

implemented in the aircraft.

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

is the new sophisticated Irbis-E phased array

radar featuring unique characteristics in terms

of target acquisition range. The Irbis-E was

developed by the Tikhomirov-NIIP and in

terms of design is an X-band multifunction

radar with a phased array on a two-stage

azimuth and roll hydraulic actuator. The

antenna electronically scans in the 60-deg.

azimuth and elevation zones. In addition,

the two-stage hydraulic actuator turns the

antenna additionally in azimuth by 60 deg.

and in roll. The combination of electronic

scanning and additional mechanical steering

increases the maximum beam deflection angle

to 120 deg. in azimuth.

The Irbis-E radar has a 30-target

simultaneous acquisition and tracking

capability in the track-while-scan mode,

with its simultaneous engagement capability

standing at eight targets. The radar acquires,

selects and tracks up to four ground targets in

several terrain mapping modes with different

degrees of resolution up to 400 km while

keeping an eye on airspace. It spots air threats

flying head-on at a distance of up to 400 km.

As a continuation of the Tikhomirov-NIIP’s

phased-array radar line for Sukhoi fighters, the

Irbis-E has much higher performance, e.g. its

target acquisition and tracking zone has grown

from 70 to 120 deg. in azimuth, its range has

hiked by 2–2.5 times, its ECM immunity has

improved, etc. The Irbis-E beats all modern

foreign airborne radars including AESA ones

as far as these characteristics are concerned.

The second information channel of the

Su-35’s fire control system is an advanced

extended-range infrared search and track

(IRST) sensor. The fighter’s other cutting-

edge avionics include latest navigation and

communications aids, systems supporting

group action, and an advanced high-

performance ECM suite, which specific

composition meets the customer’s requests.

In addition to the whole spectrum of

weapons used by other Russian aircraft, the

Su-35 carries new types of air-to-air and air-

to-surface weapons, including long-range

ones. The Su-35’s maximum combat load

hauled on 12 hardpoints weighs 8,000 kg.

At present, the first two Su-35s are in

flight trials. The first of them completed its

maiden flight on February 19, 2008, with

the second one following suit in October of

the same year. More of the aircraft of the

type will join them soon, since the Russian

Defence Ministry ordered last August an

initial batch of Su-35 production standard

fighters. The launch order kicks off the

programme of the Su-35’s production by

the KnAAPO, Sukhoi’s main production

facility, and gives a hefty shot in the arm to

the appeal of the new aircraft on the global

market. The Su-35 export deliveries can

start in 2012.

According to a number of experts,

the Generation 4++ Su-35 single-seat

multifunctional fighters, coupled with the

Su-30MK2 two-seat multirole aircraft capable

of being used for flight training, can in the near

future become the best choice for a number of

air forces pondering a modernisation of their

aircraft fleets. The Su-35 and Su-30MK2

combination may be in special demand in

certain countries of Latin America, the region

where Sukhoi fighters have already been given

their due.


Sukho

i

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


New aircraft for Russian military

The number of the advanced aircraft

bought by the Defence Ministry last year

was published on 14 January, during Russian

President Dmitry Medvedev’s visit to

the Vystrel training area in the Moscow

Region, covered by all major Russian TV

broadcasters. In his report to the Supreme

Commander-in-Chief, Defence Minister

Anatoly Serdyukov said among other things,

“You assigned this task to us during the

final session of the ministry’s board last

March. We tried to implement part of your

instructions as early as 2009. First off, we

placed emphasis on buying the latest pieces

of materiel, and it seems to me that we

have done a lot this year… Actually, we have

reduced repair work deemed not quite effec-

tive… The money saved was spent on acqui-

sition of latest models, naturally… I mean

there have been real breakthroughs. While we

acquired one plane in 2007 and two in 2008,

we bought as many as 43 in 2009”.

The growth is impressive indeed! Actually,

the ministry’s advanced combat aircraft

acquisition had been limited to single units

until last year. For instance, the Russian Air

Force took delivery of a new Tu-160 strategic

bomber and an advanced Su-34 multirole

tactical bomber in 2008.

No doubt, the principal contribution to

last year’s deliveries was made by newly

built MiG-29SMT fighters. The aviation

centre in Lipetsk accepted its first two

MiG-29SMTs in February 2009, with ten

more aircraft delivered to the fighter air

regiment in Kursk soon afterwards. In the

run-up to the New Year’s Day, RusAF

accepted the second large batch of MiG

warplanes. This resulted in the air base in

Kursk by 2010 having had 25 new aircraft,

including 21 MiG-29SMT singleseaters and

RECORD-SETTING HUNDREDRussian military aircraft deliveries in 2009

For the first time in almost two decades

since the collapse of the Soviet Union, the

Russian aircraft industry managed in 2009

to build and deliver just over a hundred

new and upgraded combat aircraft, which

is almost a 1.5-times increase over the

previous year. The largest increase was

seen in the deliveries to the Russian

Defence Ministry, with the number of fielded

warplanes exceeding 60 during 2009. For

the first time since the early 1990s, RusAF

took delivery of as many as 31 brand-new

MiG fighters – MiG-29SMTs and

MiG-29UBs. In addition, the year saw the

construction of the first production-standard

new-generation combat trainer, the

Yak-130. The key event of the year was

the signing of governmental contracts for

64 advanced multirole Sukhoi fighters –

Su-35s, Su-27SMs and Su-30M2s – to be

delivered to the Russian Defence Ministry

within the coming five years. The fulfilling

of the five-year governmental contract

for 32 advanced Su-34 tactical bombers,

which was awarded late in 2008, kicked off

at the same time.

Aircraft manufacturers also made good

headway in aircraft export. As before, the

best results were produced by the Irkut

Corporation that exported to India, Malaysia

and Algeria a total of 38 Su-30MKI-family

warplanes, having completed the Malaysian

and Algerian contracts within a year. In

addition, Irkut built the first production

Yak-130 combat trainers under the Algerian

contract in 2009. Other important events of

the year included the delivery of the first

batch of MiG-29K/KUB carrierborne fighters

to India and the first Beriev EI airborne

early warning and control (Il-76TD-based

AEW&C) aircraft. Overall, the total number

of the Russian-made aircraft exported last

year stands at 46 units.

Andrey FOMIN



five MiG-29UB two-seaters upgraded to the

same standard by the Sokol plant in Nizhny

Novgorod, and the unit in Lipetsk having

had four MiG-29SMTs and a twinseat-

er. Thus, the actual volume of brand-new

MiG-29SMT and MiG-29UB fielded last

year totalled 31 aircraft. UAC President

Alexey Fyodorov referred to the number

during his traditional pre-New Year’s Day

news conference. Fyodorov specified that

the delivery of the remaining three planes

had been put off for early 2010.

Sukhoi delivered another two cutting-edge

aircraft to RusAF last year. Another pair of

Su-34s serialled 04 and 05 flew to the Combat

and Conversion Training Centre (CCTC) in

Lipetsk from NAPO’s airfield in Novosibirsk

on 19 December 2009.

Delivery to RusAF of the first four of the

12 new-generation Yak-130 combat train-

ers ordered as far back as 2005 was slated

for 2009. This was told to the media in

August last year by Sokol Director General

Alexander Karezin, who added then that the

contract would have been fulfilled by year-end

2010. Sokol built the first production Yak-130

last spring. The combat trainer completed its

maiden flight on 19 May and was delivered

in summer. “We handed the first production

Yak-130 over to the Defence Ministry in late

July”, Mr. Karezin said at the time. Before the

end of the year, Sokol had managed to make

two more production Yak-130s, with the com-

pletion of the fourth aircraft put off for 2010.

Three contracts for 64 advanced Sukhoi

aircraft to be delivered between 2010–15,

which were awarded by RusAF to KnAAPO

on 18 August 2009, were a considerable

achievement last year. The warplanes ordered

include 48 Su-35S multirole supermanoeu-

vrable fighters slated for delivery in 2010–15,

12 upgraded Su-27SMs and four Su-30M2

two-seaters to be delivered before the expiry

of 2011.

In-service aircraft upgrading

Although during his meeting with Defence

Minister Anatoly Serdyukov, President

Dmitry Medvedev reemphasised the switch

from overhaul to brand-new aircraft deliv-

ery, the percentage of combat aircraft over-

hauled and heavily upgraded for the Air Force

remained high in the total volume of deliveries

last year. For instance, KnAAPO fulfilled on

20 November 2009 a three-year contract on

upgrading the second 24-ship Su-27 batch,

having delivered the four last planes. Overall,

eight Su-27SM upgrades returned to their

air base near Vladivostok in September and

November 2009. Thus, the second Russian

Air Force air regiment (air base) completed its

conversion to the Su-27SM.

On 10 December 2009, a Sukhoi spokes-

person said another Sukhoi subsidiary,

NAPO, had fulfilled its three-year contract

Irkut

Yakovlev Yak-130 combat trainers for

Algerian Air Force under assembly

at Irkut Corp.’s plant in Irkutsk, July 2009S

erg

ey K

uznets

ov

The first MiG-29SMT fighters delivered to the

Russian Air Force in early 2009

New and upgraded combat aircraft deliveries to RusAF in 2009

Type Supplier QuantityMiG-29SMT MiG 25

MiG-29UB Sokol 6

Su-34 NAPO 2

Yak-130 Sokol 3*

Su-27SM** KnAAPO 8

Su-24M2** NAPO 2

Su-25SM** 121st ARZ 12

MiG-31BM** Sokol n/a

Total over 60* The planes had been made but not delivered to the Air Force

before year-end 2009.

** overhauled and upgraded aircraft



on upgrading Su-24M tactical bombers by

delivering the two last planes to the Air Force.

During 2007–09, the manufacturer delivered

20 Su-24M2 upgrades, having converted a

bomber air regiment near Khabarovsk.

The upgrade of Su-25s by the 121st Aircraft

Repair Plant in Kubinka, the Moscow Region,

continued in 2009. Throughout the year, the

plant handed 12 Su-25SM upgrades over to

the customer, which crowned the conversion

of two attack aircraft squadrons of the air base

in Budyonnovsk, the Stavropol Territory.

MiG-31 interceptors were upgraded last

year too. In early December, Alexander

Karezin, Director General of the Sokol air-

craft plant in Nizhny Novgorod, told the

media that the company had been doing

that under a long-term contract since 2006.

In addition to several aircraft undergoing

tests at subsequent stages of the upgrade

(their fire control systems are being upgrad-

ed by Tikhomirov-NIIP), Sokol delivered

the first two MiG-31BM upgrades to the

Savasleika-based affiliate of Lipetsk-based

CCTC and then launched deliveries of

updated interceptors to the Air Force’s fight-

er air regiments.

The presidential order for switching from

overhauling the current aircraft fleets to buy-

ing brand-new advanced warplanes, which

was issued by the President in Kubinka AFB

in April last year, will be reflected in the

2010 acquisition programme. At least, there

is no information about any new govern-

mental contracts awarded for upgrading the

in-service Su-27 fighters and Su-24M tacti-

cal bombers. In all probability, manoeuvre

units should not expect more Su-27SM and

Su-24M2 upgrades this year at the least, while

the Su-25SM and MiG-31BM upgrade pro-

grammes are likely to continue.

Exports

2009 was virtually identical to 2008 in

terms of the number of Russian warplane

exports, though the structure of the exports

underwent a number of changes. All of the

44 aircraft exported were Sukhoi-made 2008,

with KnAAPO having delivered the last

eight Su-30MK2s to Venezuela and two to

Indonesia and Irkut having shipped two com-

plete Su-30MKIs and 14 licence-production

knockdown kits to India, six Su-30MKMs to

Malaysia and eight Su-30MKI(A)s to Algeria

(four more aircraft like that were accepted

by the customer but remained in Russia for

Algerian pilots to train them).

In 2009, the volume of Sukhoi fighters’

deliveries accounted for 39 – a Su-30MK2

was shipped by KnAAPO to Indonesia on

19 January 2009 and the remaining 38 were

made by Irkut. The said 38 included six

final Su-30MKMs, which delivery in August

fulfilled the contract for 18 fighters for

the Royal Malaysian Air Force (RMAF),

and 12 Su-30MKI(A)s that completed the

28-plane contract made with the Algerian

Air Force. The remaining 20 aircraft were the

Su-30MKIs delivered to India throughout the

year as both complete aircraft and knockdown

kits for licence production by HAL. Irkut will

continue in 2010 to fulfil its contracts signed

with India. KnAAPO is planning to make

three Su-27SKM multirole single-seat fight-

ers for the Indonesian Air Force under the

deal clinched in 2007 and launch deliveries of

the eight Su-30MK2s to Vietnam under the

contract awarded in January 2009.

The MiG Corp. issued an official state-

ment on 8 December that it had shipped the

first batch of MiG-29K/KUB multirole car-

rierborne fighters to India. During his press

conference in the run-up to the New Year’s

Day, UAC President Alexey Fyodorov said

the first six production aircraft had been

shipped to the customer and the remain-

ing 10 under the 2007 contract might be

delivered in the next year. Recently, the

media have reported that Russia and India

were close to making a deal on 29 more

MiG-29K/KUB fighters as an option to the

current contract.

The Beriev EI AEW&C aircraft developed

under the trilateral contract signed in 2005

arrived in India from Israel on 25 May 2009.

The aircraft was derived by Beriev from a

Tashkent-built Il-76TD airframe and fitted

with PS-90A-76 engines from the Perm Engine

Company. The second aircraft under the con-

tract first flew in Taganrog on 11 January last

year and then went to Israel for installation of

its radar system. It is slated for delivery in 2010.

Also in 2010, Beriev is to make and deliver

Yevg

eny Y

ero

khin

The first production Yak-130

combat trainer built in 2009 for

the Russian Air Force by Sokol

plant in Nizhny Novgorod



to its Israeli partner the third EI. In addition,

the media reported in January that Russia and

India could sign a contract for three more air-

craft of the type before year-end.

In 2009, Ilyushin completed the testing

of the two final upgraded Il-38SD mari-

time patrol aircraft for the Indian Navy’s air

arm under the contract dating back to 2001.

Unlike the first three planes under the con-

tract, which were shipped to Russia right from

India (the first of them returned to the cus-

tomer in January 2006), those two Il-38SDs

are conversions of the Il-38s earlier in service

with the Russian Navy.

In conclusion, a few words

are due about an important

export contract, which ful-

filment kicked off last year.

The first production Yak-130

combat trainer, made under the

2006 contract for 16 aircraft for the Algerian

Air Force, flew its maiden sortie from the air-

field of the Irkutsk Aircraft Plant (subsidiary

of Irkut Corp.) on 21 August 2009. According

to Irkut President Oleg Demchenko, as many

as nine Yak-130s had been built in Irkutsk by

year-end 2009. Their delivery to Algeria is

slated for 2010.

Prototype aircraft construction

No doubt, the principal event of the year in

military aircraft prototype construction was

Ale

xey M

ikh

eyev

Ale

xey M

ikheyev

MiG-31BM upgraded interceptor, one of the first aircraft of the type delivered

to RusAF by Sokol plant

Another Su-25SM upgraded attack aircraft

after acceptance flight at Kubinka airfield,

April 2009

Russian warplane exports in 2009Type Supplier Customer Quantity

MiG-29K/KUB MiG India 6

Su-30MK2 KnAAPO Indonesia 1

Su-30MKI Irkut India 20*

Su-30MKM Irkut Malaysia 6

Su-30MKI(A) Irkut Algeria 12

EI Beriev India 1

Total 46* including 18 knockdown kits



KnAAPO’s assembly of the Future Tactical

Fighter (Russian acronym – PAK FA) first

prototypes. In summer 2009, KnAAPO built

its first airframe for static tests and shipped it

to Sukhoi. By early winter, the manufacturer

had built two more prototypes, the one used

for ground tests and for the first taxiing tests

on 23 December 2009 and another to become

the first flying prototype.

Another novelty of the year was a new

MiG-35 single-seat fighter prototype (Aircraft

No 961) built by MiG Corp. by September

2009 with the use of airframe components

of the production-standard MiG-29K/KUB

shipborne fighters for the comparative trials as

part of the Indian Air Force-held competition

under the MMRCA programme. A MiG-35

twin-seat prototype (Aircraft No 967) was

derived from the MiG-29KUB prototype at

the same time. Both aircraft underwent flight

evaluation in India in October 2009.

On the eve of the New Year’s Day, Tupolev

JSC in a statement on its official Web site

reported that a “special aircraft derived from

the Tu-214” on order from the Russian

Defence Ministry had flown on 24 December

on its maiden mission from an airfield in

Kazan. It is expected to enter service once it

has completed its tests in 2010–11. In parallel,

KAPO in Kazan is completing the first flying

example of the Tu-214-ON (RA-64519) under

the Open Sky international programme, with

the aircraft slated to roll out in 2010.

Last year, Beriev company and the Vega

concern as well as the customer completed the

whole range of the official tests of the A-50U

upgraded airborne warning and control air-

craft, which had lasted for almost five years.

The relevant report was signed by the Russian

Air Force commander on 26 November. The

RusAF A-50s in service with RusAF will soon

start to be converted to the A-50U standard.

Sukh

oi

The final third Su-30MK2 arrived to Indonesia

in January 2009

Key Russian-made combat aircraft export contracts in 2000–2009Year of contract signature

Aircraft type Customer Contractor Quantity Delivery years Status

1996 Su-30MKI India Irkut 32 2002–2004 completed

1999 Su-27UBK PRC Irkut 28 2000–2002 completed

1999 Su-30MKK PRC KnAAPO 38 2000–2001 completed

2000 Su-30MKI India Irkut 140* since 2004 under way

2000 MiG-29 Eritrea MiG 6 2000–2002 completed

2001 Su-30MKK PRC KnAAPO 38 2002–2003 completed

2001 MiG-29 Burma MiG 12 2002–2003 completed

2001 MiG-29SE/UB Sudan MiG 12 2004 completed

2001 Il-38SD** India Ilyushin 5** 2006–2010 completed

2002 MiG-29SMT Eritrea MiG 2 2005 completed

2003 Su-30MK2 PRC KnAAPO 24 2004 completed

2003 Su-27SK Indonesia KnAAPO 2 2003 completed

2003 Su-30MK Indonesia KnAAPO 2 2003 completed

2003 Su-30MK2 Vietnam KnAAPO 4 2004 completed

2003 Su-30MKM Malaysia Irkut 18 2007–2009 completed

2003 MiG-29SMT/UB Yemen MiG 20 2004–2005 completed

2004 MiG-29K/KUB India MiG 16 2009–2010 under way

2005 EI India TANTK 3 2009–2011 under way

2006 MiG-29SMT/UB Algeria MiG 34 2006–2007 cancelled

2006 Su-30MKI(A) Algeria Irkut 28 2007–2009 completed

2006 Yak-130 Algeria Irkut 16 2009–2010 under way

2006 Su-30MK2 Venezuela KnAAPO 24 2006–2008 completed

2007 Su-27SKM Indonesia KnAAPO 3 2010 under way

2007 Su-30MK2 Indonesia KnAAPO 3 2008–2009 completed

2007 Su-30MKI India Irkut 18 2008–2009 completed

2007 Su-30MKI India Irkut 40 since 2008 under way

2008 MiG-29UPG** India MiG 62** from 2010 under way

2009 Su-30MK2 Vietnam KnAAPO 8 2010–2011 under way

2009 MiG-29SE/UB Burma MiG 20 from 2011 under way

* delivery of knockdown kits for licence production

** upgrade of the earlier-delivered aircraft

MiG-29KUB carrier-borne fighter in a test flight. Six MiG-29K/KUB aircraft were

delivered to Indian Navy in December 2009

RS

K M

iG



In addition, the productionising of the

Il-76MD-90A airlifter upgrade (Project 476)

by the Aviastar plant and the advanced Il-112V

tactical airlifter by VASO continued in 2009.

The plant in Ulyanovsk began to assemble

the fuselage compartments of the first flying

example of the 476, while the one in Voronezh

started making the parts and components for

Il-112V prototypes. The lead aircraft of both

types could be rolled out and subjected to

tests in 2011.

Short-term forecast

This year, the volume of delivery of

Russian-made combat aircraft may be some-

what below that of 2009, because the Russian

Air Force received virtually the whole of its

MiG-29SMT batch last year and governmental

contracts for upgrading the in-service Su-27s

and Su-24Ms and for Sukhoi fighter exports

to Malaysia and Algeria were fulfilled as well.

At the same time, the whole 12-ship batch of

Yak-130 combat trainers is to be delivered to

the Russian Air Force and the deliveries of

advanced Sukhoi aircraft (Su-34, Su-27SM,

Su-35S) are to kick off in 2010. As a result,

the total volume of delivery to be taken by

the Russian Air Force in 2010 is estimated at

about 27 aircraft. Given the announced gov-

ernmental contracts being in the pipeline for

signature in the near future (the media have

repeatedly reported that the Defence Ministry

is close to signing contracts for the batches

of MiG-29K/KUB carrierborne fighters

for the Navy’s air branch and possi-

bly MiG-35 multirole fighters for the

Air Force), the number of advanced combat

aircraft earmarked for service entry with the

Russian Armed Forces in the coming ten years

(prior to 2020) is estimated at 350 warplanes.

As for Russian combat aircraft export

in 2010, it may exceed 50 units, includ-

ing 10 MIG-29K/KUB for India, three

Su-27SKM for Indonesia, 16 Yak-130s for

Algeria, at least 16 Su-30MKIs for India, sev-

eral Su-30MK2s for Vietnam, etc. In addition,

2010 will see the kickoff of a major contract

for upgrading 62 MiG-29 fighter operated by

IAF. The volume of export in several coming

years, along with the implementation of the

deals clinched (e.g. continuous deliveries of

complete Su-30MKIs and their knockdown

kits to India, MiG-29s to Burma, upgrade

of the IAF MiG-29s), will depend consider-

ably on the outcome of the MMRCA tender

(it will, essentially, predetermine the future of

the MiG-35) and on landing new contracts

for the Su-35 and Yak-130. In any case, the

volume of export is estimated to be on a par

with that of 2008–09 in the near future and,

possibly, will exceed it considerably. Along

with the sizeable improvements in domestic

warplane acquisition, this serves a cause for

optimism as to the future of Russian military

aircraft manufacturers.

Ale

xey M

ikheyev

And

rey F

om

in

Su-30MKM multirole fighter from the final batch delivered to Royal Malaysian Air Force

by Irkut Corp. in August 2009

On of the production Su-30MKI(A)

fighters for Algerian Air Force made

by Irkut Corp. in 2009


Joint Stock Company "558 Aircraft Repair

Plant” is one of the most prosperous and

flourishing enterprises in the Republic of

Belarus. All over CIS countries you can find

only few companies similar to JSC “558 ARP”,

rendering so wide range of services on overhaul

and modernization of different types of aviation

materiel. Due to new approach to production

process the plant is becoming one of the most

advanced enterprises. Special attention is paid

to designing of new service equipment and

realization of new technology.

The main activity of the enterprise is overhaul

and modernization of combat aircraft such as

Su-27, Su-25, Su-22, MiG-29 types, An-2

airplanes and Mi-8 (Mi-17), Mi-24 (Mi-35)

helicopters, as well as overhaul and production

of aircraft components and spare parts.

Presently JSC “558 ARP” pays special attention

to development of service equipment and to

implementation of new engineering procedures

meant for overhaul of aviation materiel. At the

enterprise is employed well-trained personnel

what is approved by high quality of repair works.

The whole process of the aircraft’s overhaul

is performed strictly in accordance with

valid aviation rules. Quality management

system of the enterprise completely meets the

requirements of international standards. JSC

“558 ARP” was certified by the world oldest

certification company – “Bureau Veritas Quality

International” for compliance to ISO 9001-2000

standard and to IAQS 9001-2000 international

aerospace standard, as well as to standard of

Interstate Aviation Committee (IAC).

Possessing the whole set of testing equipment

and workbenches, the enterprise is able to

overhaul any kind of onboard equipment used

at aircraft and helicopters. A number of modern

electronic systems, allowing to detect and

rectify defects in radio electronic and aircraft

equipment with the accuracy up to separate

element (such as Svityaz automated workplace,

Naroch automated testing equipment, Unipro

multifunctional measuring equipment, Vector

testing and diagnostic system, control panel of

bipolar code) were developed and implemented

at the enterprise.

One of JSC “558 ARP” advanced products

is Satellite system of aircraft radio engineering

protection against high precision radar-guided

weapons. Nowadays it is the unique device

for jamming missiles with “surface-to-air” and

“air-to-air” active homing heads.

Functional concept of Satellite system is based

on creation of disturbances for enemy radars in

the channels of angular data measurement.

Main advantages of this equipment are: with

high-expectancy it eliminates the possibility

of hitting the protected object by missiles

with radar guided homing heads; jamming is

created automatically to all attacking enemy

radars; jamming impact is formed at all stages

of interception. It also should be noted that

this equipment can be installed both on combat

and civil airplanes either in containers or inside

airframe.

The training center, created at the premises of

JSC "558 Aircraft Repair Plant”, is an efficient

facility for giving new knowledge to aviation

specialists. Today, owing to accumulated

experience in overhaul of different types of

aviation materiel, well-developed production

base and cutting-edge technologies, the

enterprise can provide high-level training to

Customer’s technicians and pilots; theoretical

and practical training on operation and

maintenance of aircraft is given in compliance

with Maintenance Manual and Operation

Manual. Training is based on wide application

of computer educational technologies. Our

experience enabled us to elaborate the standard

design of training center to be delivered “ready

for use”.

During recent years, more than 400 foreign

specialists passed training on operation and

repairs of Su-22, Su-25, Su-27, MiG-29 aircraft

and Mi-8, Mi-24 helicopters. Optionally,

training can be organized at the Customer’s

territory.

Productive potential of JSC “558 ARP”

provides total cycle of design, production and

service support of aviation training equipment.

At the enterprise is paid much attention to quality

of service and overhaul of aviation materiel and

to technical support of own products during

the whole lifetime. JSC “558 ARP” undertakes

warranty obligations at the high level for all

offered training equipment.

JSC “558 ARP” specialists elaborated the

system of logistic support for delivered services

and products aiming to provide the Customers

with materials and information over the whole

lifetime of aviation training equipment. JSC

“558 ARP” provides full set of services for

overhaul and technical support of aircrafts and

helicopters.

JSC “558 ARP” is always open for

cooperation. Your business offers are invited.

Bldg. 7, 50 let VLKSM str., 225320, Baranovichi, Brest region, Republic of Belarus

Tel.: +375 (163) 42-99-54Fax: +375 (163) 42-91-64

E-mail: [email protected]://www.558arp.by

558 ARP558 ARP is always open for cooperationis always open for cooperation

take-off march 201032 w w w . t a ke - o f f . r ucommercial

to16

Documents

Transcript of to16