UAC MS-21 – prototype under construction ….

Programme status MC-21-300

MS-21 External & Internal Pics Post Flight

http://fotografersha.livejournal.com/900141.html

The IAPO – Irkutsk Aircraft Production Assocaition (ПАО “Корпорация “Иркут”) produced MC-21-300 baseline model, which flight trials with the PW1431G-JM geared turbofan engines (fan diameter: 2.057,4 mm / 81,0 in; BPR: 12,0:1; eng. architecture: 1F]G[3LPC–8HPC〧2HPT–3LPT), each 140,44 kN / 14.321 kgf / 31.572 lbf have recently begun, is designed to seat up to 211 passengers on services out to 5.900 km / 3.666 mi. In the standard two-class layout, the Irkut MC-21-300 will seat 163 passengers (16 in the business class – pitch: 36 in / 91,4 cm and 147 in the economy class – pitch: 32 in / 81,3 cm). The standard single-class layout will allow seating 181 passengers with the 32 in / 81,3 cm seat pitch. Max. number of the seats will be 211 (28-29 in / 71,1-73,7 cm pitch).

The Irkut MC-21-300 will have a MTOW of 79.250 kg / 174.716 lb, MLW of 69.100 kg / 152.339 lb. Its maximum payload is 22.600 kg / 49.824 lb and can take 20.400 kg / 44.974 lb of fuel. Aircraft length is 42,3 m / 138 ft 9 in, wingspan 35,9 m / 117 ft 9 in. Its fuselage width is 4,06 m / 13 ft 4 in (Airbus A320neo – 3,95 m / 13 ft 0 in; Boeing 737 MAX – 3,76 m / 12 ft 4 in), and the width of the cabin is 3,81 m / 12 ft 6 in (Airbus A320neo – 3,70 m / 12 ft 1 in; Boeing 737 MAX – 3,53 m / 11 ft 7 in).

In the late August 2015 Pratt & Whitney announced it had provided Irkut with the first PW1431G-JM engine for mounting on the Irkut MC-21-300 first flying prototype. The engine was brought to Irkutsk on 23. Aug 2015 following its assembly and testing by the manufacturer’s facility in West Palm Beach, Florida. The delivery of the second PW1431G-JM engine to fit the first MC-21-300 aircraft took place in October 2015.

The OJSC “Ufa Engine Plant” (UMPO) (ПАО “УМПО”) for its part continues to develop and test PD-14, baseline powerplant for Irkut МC-21-300 aircraft prototypes, two-shaft turbofan engine (fan diameter: 1.900,0 mm / 74,8 in; BPR: 8,5:1; eng. architecture: 1F+3LPC–8HPC〧2HPT–6LPT), OPR: 41,0:1, rated at 137,29 kN / 14.000 kgf / 30.865 lbf. PD-14 engine prototype, No. 100-07, started its flight trials on board the Il-76LL flying testbed in autumn 2015, and the manufacture and the delivery of the first two PD-14s for tests on board the Irkut MC-21 were scheduled for 2017. The MC-21-300’s certification and the launch of its delivery are planned for 2018–2019.

[SIZE=1]Aviadvigatel PD-14 engine on the wing of Ilyushin Il-76LL test-plane[/SIZE]

One of the latest certified engine of the PurePower PW1000G Engine Family is PW1431G-JM engine:

Since the Pratt & Whitney PW1400G-JM geared turbofan engine share the same, not just the engine architecture, but the fan´s and core´s geometry (fan diameter: 2.057,4 mm / 81,0 in; eng. architecture: F]G[3LPC-8HPC〧2HPT-3LPT) with the PW1100G-JM engine (among some differences in engines´ design, like the accessory drives, the engines differ in FADEC Hardware and Software PN and Data Storage Unit PN – Ratings Plug), I expect that Irkut MC-21-300 first prototype got a new pair of the engines with the all construction and software modifications already implemented in the PW1100G-JM engine aimed for the Airbus A320neo aircraft family, but also and those from PW1500G engine, aimed for the Bombardier´s CS100 and CS300 aircraft.

PD-14 engine was undergoing the second phase of flight tests mounted on Ilyushin Il-76 LL (Flying Lab). On 25. May 2017, the second phase of testing was completed. Currently engine manufacturer is assembling engine for the third certification phase.

Russian aircraft manufacturer IAPO – Irkutsk Aircraft Production Assocaition (ПАО “Корпорация “Иркут”) rolled out the MC-21-300 aircraft on 8. Jun 2016 at its factory in Irkutsk. The new aircraft was named as a successor to the aircraft Tu-134, Tu-154, Tu-204/214 and Yak-42 airliners, and is intended to compete with the A320neo and Boeing 737 MAX.

On 28. May 2017, the maiden flight of MC-21-300, MSN 21001, reg. 730151, aircraft powerd by two PW1431G-JM geared turbofan engines (fan diameter: 2.057,4 mm / 81,0 in; BPR: 12,0:1; eng. architecture: 1F]G[3LPC–8HPC〧2HPT–3LPT), each 140,44 kN / 14.321 kgf / 31.572 lbf of thrust, took place at the airfield of Irkutsk Aviation Plant. The duration of the flight was 30 minutes at the altitude of 1.000 m, at the speed of 300 km/h. According to the manufacturer, the first flight tested inflight stability along with powerplant operations. During the flight a simulated missed landing approach was also performed, followed by climbing and turning over the runway. As is traditional with first flights, the aircraft’s undercarriage remained down throughout the flight. Previously, the first flight of the MC-21-300 airliner was scheduled for December 2016 and its serial assembly was planned to begin in 2017. Later on, the first flight was postponed to April and then to late May. MC-21´s certification in Russia is now planned for 2018 with the EASA approval to be obtained a year later. The MC-21´s backlog stands at 175 firm orders, mostly from government-owned Russian leasing companies and more than 100 commitments. Aeroflot is expected to become the launch operator with first airframes to be delivered in 2019. Several international companies including Thales, Honeywell, Goodrich and Zodiac Aerospace have been chosen as component suppliers for the MC-21. As for the possible model MC-21-400, it seems it get a upgrade recently. The previous design had 87 t of MTOW, predicted to be powered by two Aviadvigatel PD-14M two-shaft turbofan engine (fan diameter: 1.900,0 mm / 74,8 in; BPR: 7,2:1; eng. architecture: 1F+4LPC–8HPC〧2HPT–6LPT), OPR: 46,0:1, rated at 152,98 kN / 15.600 kgf / 34.392 lbf. Some sources report now about 105 t and higher engines´ thrust, and this means that the MC-21-400 might be powered by two Aviadvigatel PD-18R geared turbofan engines (fan diameter: 2.300,0 mm / 90,6 in; BPR: 10,0:1; eng. architecture: 1F]G[4LPC–9HPC〧2HPT–6LPT), each 183,38 kN / 18.700 kgf / 41.226 lbf.The competitor of the PS-12 (technology demonstrator of the PD-14 engine) was AI-436T12 (previously known as the D-436ТH) high-bypass three-shaft non-afterburning turbofan engine (fan diameter: 81,5 in / 2.070,0 mm; BPR: 10,35:1; engine architecture: 1F-6IPC=7HPC〨1HPT=1IPT-3LPT), OPR: 26,33:1, rated at 117,68 kN / 12.000 kgf / 26.455 lbf, that was supposed to be created on the basis of D-436T3 engine, the most perfect version of D-436 engine at that time. The engine with a new wide-chord fan blades should have a specific fuel consumption at the cruising speed of 0,555 kg/kg*h and a dry weight of 2.230 kg / 4.916,3 lb. The new automatic control system was electronic-digital with full responsibility of the FADEC type.
In the production of AI-436T12 engine, it was intended to use the capacities of PJSC “Motor Sich” (ВАТ “Мотор Січ”), as well as those of JSC “Ufa Engine Plant” – UMPO (ПАО “УМПО”) and “MMPP “SALUT” (“ММПП “Салют”). The partner enterprises signed an agreement on the joint release of a new engine, and its assembly should have been conducted both in Russia and in Ukraine.
The designers of the AI-436T12 project made the basic rate for a short time of development. In the case of victory in the competition, they promised that the first engine would be manufactured within a year. However, time was not critical for the program – the development of the aircraft was given ten years. In the same time PS-12 engine exceeded the competitor on a number of important indicators. The scientific and technical backlog was affected, which by that time had already been worked out in Perm. Therefore it is not surprising that the victory in the contest was won by ODK-Perm Motors AO (АО “ОДК-Пермские моторы”).

A few articles on the event …

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… a couple of videos …

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…some images are in the attachment and many more of them on this site: (just click on the logo)

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Mario

Another one:

latest image ….

I think the first flight is planned before the end of year, there were delays with subcontractors. Before the plan for the first flight was first half of 2016.

Bu how realistic is this ?

If they haven’t mated wings with the fuselage yet …

I think the first flight is planned before the end of year, there were delays with subcontractors. Before the plan for the first flight was first half of 2016.

Left composite wing.

Thanks … any idea, when the wings will be mated and even more, when roll-out can be expected ?

Left composite wing.

Any news since this last post ???

Of note is the operationalisation of the Thermo Infusion Automated Center (TIAC) whereby after automated placement of dry fibre tapes (in itself quite revolutionary), completed wing and wingbox structure layups are processed in the TIAC (pic 1).

It reportedly enables very precise process control, including temperature uniformity of ±2°C up to 270°C/518°F and porosity levels of less than 0.5 percent.

[ATTACH=CONFIG]240435[/ATTACH][ATTACH=CONFIG]240436[/ATTACH][ATTACH=CONFIG]240437[/ATTACH][ATTACH=CONFIG]240438[/ATTACH]

The production & fabrication processes for the MS-21’s composite wing:

[ATTACH=CONFIG]240427[/ATTACH][ATTACH=CONFIG]240428[/ATTACH][ATTACH=CONFIG]240429[/ATTACH][ATTACH=CONFIG]240430[/ATTACH][ATTACH=CONFIG]240431[/ATTACH][ATTACH=CONFIG]240432[/ATTACH][ATTACH=CONFIG]240433[/ATTACH][ATTACH=CONFIG]240434[/ATTACH]

My bad. I am mixing up the MS-21 with the C-919.

I would not be surprised if China were deliberately keeping a low profile on this project. With the ARJ-21 they did quite a lot of publicity (by Chinese standards anyway), which then turned against them after all the delays.

Why China ??? … the MS-21 is a Russian project …. or did I misunderstand Your point ?

Deino :confused:

I would not be surprised if China were deliberately keeping a low profile on this project. With the ARJ-21 they did quite a lot of publicity (by Chinese standards anyway), which then turned against them after all the delays.