The first engine for the PD-14 MC-21 aircraft built and sent for testing
“Aviadvigatel” (Perm) has completed the assembly of the first aircraft engine PD-14, which will be installed on the aircraft MS-21, said in a statement on its website.
“May 30 has been assembled and sent to the first engine test of the fifth generation of PD-14” – are the words in the message managing director of Alexander Inozemtsev.
Earlier it was reported that the investment in the development and launch of production of PD-14 engine for the new MC-21 aircraft by 2013 will exceed 24 billion rubles.
The concept of long-term engine family of PD-14 “Aviadvigatel” defended in July 2008, in the same year it was designated the lead developer of the engine family, and OAO “Perm Motor Plant” – the main batch by the manufacturer.
The main advantages of the TD-14 engines on modern analogs are the reduction in specific fuel consumption by 10-15%, lower life cycle cost by 15-20%, reducing noise and emissions levels.
The development of MC-21 aircraft engaged Corporation “Irkut”. MS-21 – short-medium-range aircraft with a capacity of 150-215 seats and a range of up to 5.5 kilometers. First flight is planned for 2014. Certification according to Russian standards expected to be completed in 2015, according to international – in 2016.
“Aviadvigatel” develops engines for civil and military aircraft and industrial gas turbines and power plants at their base.
“Perm Motor Plant” provides mass production of aircraft engines for civil and military aircraft and industrial gas turbines for power generation and gas transportation.
Both companies are part of the “United Engine Building Corporation” – a 100 per cent subsidiary of JSC “UIC” Oboronprom “.
By: Austin - 3rd November 2016 at 11:43
Interjet Sukhoi Superjet 100 Trip Report
By: TR1 - 24th October 2016 at 21:05
http://bmpd.livejournal.com/2204505.html
CityJet is planning to convert its 16 SSJ options into firm orders.
By: TR1 - 19th October 2016 at 03:02
http://atwonline.com/atw-location/cityjet-expects-firm-ssj-options
Some good words about Superjet from CitiJet, based on initial experience.
By: Austin - 7th March 2016 at 15:06
From Russia (and Italy) with Amor: Interjet’s Experience with the Superjet SSJ 100 and Trip Report
By: TR1 - 6th March 2016 at 20:12
The MA-600 plans have already evaporated AFAIK.
And good, it is less impressive than even the unmodernized Il-114.
By: a89 - 4th March 2016 at 16:19
VLM airlines (Belgium) has cancelled the SSJ order because the long range version has not been yet certified by the European Aviation Safety Agency certification (EASA
https://lenta.ru/news/2016/03/03/superjet/
Also, Piotr Butowski wrote in Air International (March 16)
The resumption of the Il-114’s production is not a commercial venture, but a state funded project with political motivation. In the increasing economic difficulties in Russia, it is likely to be silently forgotten.
It seems that Russian companies are going to manufacture MA-600 under license in the Far East.
By: A225HVY - 2nd February 2016 at 08:03
Not strictly Russian news, but related…
Ukraine liquidates legendary aircraft manufacturer Antonov
https://www.rt.com/business/330313-ukraine-antonov-officially-abolished/
No news article
ANTONOV State COMPANY continues to work as usual. It performs full cycle of the development of the aircraft– from pre-project scientific researches to construction, tests, certification, serial production and after-sale support.
Same concerns successful work of Antonov Airlines – the ANTONOV Company’s air transportation division.
The company continues the charter operations of the AN-124-100 and AN-225 aircraft on the international air cargo market and performs its obligations under the contracts.
By: AndrewW - 27th January 2016 at 18:09
Not strictly Russian news, but related…
Ukraine liquidates legendary aircraft manufacturer Antonov
https://www.rt.com/business/330313-ukraine-antonov-officially-abolished/
By: Jungle Boy - 12th June 2015 at 01:49
Sukhoi flies first prototype of AN-2 replacement
[ATTACH=CONFIG]238214[/ATTACH]
http://airheadsfly.com/2015/06/10/sukhoi-flies-prototype-of-an-2-replacement/
By: Jungle Boy - 8th May 2015 at 23:57
Russia-China Superjet-100 lease deal worth over $3 billion
http://tass.ru/en/economy/793594
By: Austin - 13th April 2013 at 09:38
Indeed beautiful , any other pictures of Superjet from different angles ?
I found some information on PS-90A3 , seems like a directly one on one replacement of PS-90A2
Perm designers introduced a new common engine (PS-90A3u) to their customers
http://www.avid.ru/eng/pr/news/1389/
Alexander Semyonov, a Deputy General Designer – Aircraft Engine Chief Designer of the Perm Design Bureau, told in detail about the PS-90A3u Project and prospects of the new modification. The PS-90A2 engine, certified in 2009, was designed aiming at performance improvement in relation to that reached for the baseline PS-90A. While developing the new engine, the designers were focused on the interchangeability between the PS-90A and PS-90A2. Even though they did reached complete interchangeability in geometry and weight, as well as in the attachment assemblies, interface variance had to be implemented for the Tu-204SM aircraft.
In 2011, Aviadvigatel made a decision to retrieve the idea of retrofitting the existing PS-90A fleet using the engine that would have all the technology advantages over the PS-90A2 given that no airframe development is required. Such an engine was defined as PS-90A3u. The main design feature of this engine different with PS-90A2 is the fan case adopted from the baseline PS-90A engine to reduce engine weight and cost. The PS-90A2 engine certified in compliance with AP-33 meets containment requirements for the “root blade-out” condition. However, the reinforced case is rather heavy, so that it does not allow the engine to comply with the TRD as fully as required. The PS-90A3u, in turn, will be certified in accordance with Russian Airworthiness Directive (NLGS-3). Besides, the new engine modification has the EEC and onboard monitoring adapted to the interface of the aircrafts being powered by the Perm engines.
The Chief Designer of the Perm Design Bureau expressed an assurance that the PS-90A3u will have a longer on-wing life compared to the baseline PS-90A and lower repair expenses. At this, airlines can not only place orders for the new engines but also reconstruct the existing PS-90A and PS-90A3u during overhaul. To implement such reconstruction the following is needed: to replace the HPT, install a new rear compartment retaining a number of in-service parts, partially replace the LPT and combustor parts and units, develop the HPC, install a new ACS and improve a number of the external systems so that the PS-90A3u can be used for any of the existing aircrafts.
Speaking of the PS-90A3u benefits, the Chief Designer called the attention of the colleagues to the increased engine mean time between overhauls. “It will provide airlines with more effective use of the aircrafts by cutting-down the on-ground time while replacement, decrease a Shop Visit Rate (SVR) and the total Shop Visit time will fall from 50 to 22 months per engine life cycle. Engine reliability will significantly grow allowing the customers to minimize flight delays and pre-flight service time. Decrease of maintenance labour to 0.2 man-hour per 1 flight hour by increasing the maintenance rate and decreasing of Engineering Service Load (ESL), will cut down engine maintenance expenses of airlines to 30%. High stability of the engine modules efficiency, primarily HPT, will decrease the fuel consumption to 4% per 10,000 run hours, and the gas temperature margin at the turbine inlet along with the new HPT design and cooling system will allow to retain the engine thrust constant in operation”, stressed A. Semyenov.
Currently, Aviadvigatel jointly with Perm Engine Company are engaged in mastering batch production of the PS-90A3u. “We have issued a big portion of the PS-90A3u documents and now are at the Design Documentation production phase. We will try to install the PS-90A3u for one Tu-204 and one Il-76TD-90 aircraft (single engine for each) for “advance” run time purposes”, said A.Semyenov.
By: TR1 - 5th April 2013 at 03:21
http://russianplanes.net/images/to103000/102878.jpg
Superjet looks nice in white.
By: Jō Asakura - 4th April 2013 at 18:48
PD-14:
By: J-31 Burrito - 2nd April 2013 at 01:40
enters asia? superjet is BORN in asia. knaapo is only 300km from the Chinese border.
By: Austin - 29th March 2013 at 18:14
Two very interesting interview
By: Austin - 24th March 2013 at 05:44
Not quite common to see two IL-96PU ferrying the president and prime minister at the same time ……interesting thing is they apply all 4 reverse thrusters after landing , there is IL-62M there for company , no aircraft pooling concept 😉
Wonder if you feel churn in your stomach when aircraft applies reverse thrusters since speed is suddenly reduced more drastically then say applying your normal airbrakes and let it run for some time before it slows down
By: Austin - 21st March 2013 at 16:37
Russia’s regional Sukhoi Superjet 100 enters Asia
The SSJ -100 is not entering the global market at the most propitious time, says Investcafe’s Shenk. The recent plunge in passenger numbers on major routes has left many air carriers in poor shape. The UAC Superjet order-book currently stands at 179 units, worth a total of $5.4 billion in list prices. One SSJ-100 is already being operated in Asia by Lao Central Airlines of Laos.
By: soyuz1917 - 17th March 2013 at 18:10
New stats for in service An-148’s and An-140’s.
http://bmpd.livejournal.com/480988.html
Looks like they are up to getting 259 hours a month out of the An-148.
By: Austin - 15th March 2013 at 12:58
IN FOCUS: Gazpromavia set to take first long-range Superjet
Russian energy giant Gazprom’s internal carrier, Gazpromavia, is to be the first recipient of the long-range Sukhoi Superjet 100LR, which has just started flight tests
By: Vladamir KarnozovGazpromavia will take delivery by the end of 2013 and Sukhoi insists it is on track following the maiden flight on 12 February. The aircraft has been ferried to Moscow Zhukovsky for certification trials and a second will fly later this month.
Sukhoi has designed the 100LR to operate over a 2,470nm (4,570km) range, 50% greater than that of the basic airframe.The LR will have a maximum take-off weight of 49.5t, compared with 45.9t for the basic. It will also have uprated PowerJet SaM146-1S18 engines, generating an additional 5% thrust and better climb performance. It has the same fuel tanks and the landing gear has not needed strengthening, says Sukhoi.
Sukhoi Civil Aircraft chief designer Alexander Dolotovsky says the wing area is unchanged but its structure has been reinforced. “We strengthened the wing without changing construction materials,” he says.
Take-off-and-landing tests are due in March-April and noise pattern tests in April-May. Sukhoi expects certification before the 2013 Moscow air show.
Aircraft 95033 will be the first for delivery, and will come off the line with an interior installed, while 95032 – the test airframe – will remain with the manufacturer for a few months. Sukhoi plans to use it for winglets testing.
“This choice is logical since 032 is the first aircraft to have the strengthened wing,” says Dolotovsky. “The winglets can be fitted to both the LR and [basic variant] – but the LR will benefit from them more.”
Aeroflot is focused on short-haul domestic services while Mexico’s Interjet, having considered the LR, has opted against it. “The increase in take-off weight gives little to them,” Dolotovsky says. “Interjet operates from hot-and-high airports, from where even a 46t all-up weight is not always possible.” However, there are LR benefits for thin routes into Siberia, such as those operated by Gazpromavia.Sukhoi is countering the increased weight of the LR’s structure – largely comprising aluminium – with a long-term reduction programme, intended not only for the airframe but interior equipment.
It is looking at lighter seats, estimating a potential 400kg (880lb) benefit, with one Russian customer having ordered them. The airframer also hopes LR testing will enable it to revise conservative figures previously submitted to quicken certification.Emboldened by smoother production, and the shifting of Superjets to several customers, Sukhoi ambitiously wants to pitch the LR against the Embraer 190 – newly certificated in Russia.
Sukhoi’s promotional team insists the Superjet has advantages over the Brazilian design, claiming a “better-shaped high-speed wing”, nearly 10% smaller than the 190’s, and a competitive fuel-burn as a result.
The airframer boasts that the Superjet is “more tolerant” to lower cruise altitudes than the E190, and gives the type’s block-fuel consumption at 1.75t per hour – although Russia’s Transport Clearing House, which specialises in airline revenue settlement, gave an average figure of almost 2.3t for the Superjet fleet in 2011.
Sukhoi says replacing a Boeing 737-500 with a Superjet results in an absolute fuel-burn reduction of 13-15% on revenue flights.
Efforts to reduce the fuel burn have continued, including weight-reduction measures, being introduced in 2015. Sukhoi insists the deliverable SaM146 engines coming off line are meeting specification.
“When an engine comes to us, we subject it to tests,” says Dolotovsky. “So far we have had no claims for inadequate thrust or fuel burn – all supplied engines meet the specification.”
Sukhoi is to take back 10 Superjets delivered to Aeroflot between May 2011 and September 2012 because they were issued in a light configuration. While their airframes and systems will undergo some improvement work before delivery to a new operator, the airframer says the powerplants do not need upgrading.
“There is no need to do any work on these engines since they are compliant to the specification,” Sukhoi explains.
Sukhoi has recently been working to address technical snags on the Aeroflot fleet, with problems relating to slat deployment and landing-gear retraction.
Four Superjets were grounded for a few days in February to deal with the difficulties, but a gear-door problem on an Aeroflot aircraft on 7 March suggests the matter is not entirely settled. Sukhoi attributed the event to “damage of a throttle drive” in the nose-gear door.
Aeroflot is set to take its first full-configuration aircraft in March, which will feature various improvements including a reworked flight-management system and – already fitted to Yakutia’s two Superjets – new passenger cabin ventilation equipment.
Sukhoi aims to produce more than 490 Superjets from 2012 to 2020, a target set by Russian vice-premier Dmitry Rogozin.
Despite slow manufacturing rates for the type, Sukhoi claims it will take the annual production rate to 60 in 2014. It has produced the first aircraft for Asian carriers Lao Central Airlines and Sky Aviation, but the order situation with Indonesian operator Kartika Airlines – which had signed for up to 30 – remains uncertain.
Sukhoi has not recently disclosed firm backlog details for the Superjet, nor the breakdown between those ordering the basic and LR versions.
“The split depends on customer choices, and we certainly have some for the LR,” it says.
Sukhoi is also aiming longer-range Superjets at the business sector. VIP charter operator Comlux agreed in 2011 to acquire two Sukhoi Business Jets, delivery of which will take place in 2014. The aircraft will feature additional fuel tanks, to take its range to some 4,000nm.
By: Austin - 14th March 2013 at 09:49
Interview with Ilyushin Finance(IFC) head Alexander Rubtsov
It seems the decision to build new 130-140 seater by Sukhoi is postponed to 2015-2016
Plus it seems they are buying large Russian Fleet besides the 32 CS300 , It seems Canadian CS300 and MS-21 have 65 % commonality in accessories and equipment
IFC has long positioned itself as a company promoting only Russian equipment. Can I say that now you are changing the strategy?
– We have never limited Russian technique, we just focused on it. We have now committed themselves to Russian equipment in large volumes: 50 MC-21 aircraft, 20 aircraft Superjet, contracted about 30 AN-148 and AN-158. Not to mention 48 aircraft that we have set. Tell me, who in Russia bought more Russian aircraft? By number of aircraft delivered and we at times ahead of all others combined leasing companies in Russia. In this case, since 2007, we are no funds from the Russian budget will not get, we only use the grants, which are available to all Russian leasing companies – I’m talking about the compensation of interest rates. No special support funds, which would apply only to us, we do not.
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June 7, 2012 at 7:26 am