Wow they finally introduced a 800 kg stronger version of an engine which is in service since more than 20 years. The F100 which was originally a 10.8 t thrust engine achieved that figure in the early 90s, meaning more than 15 years earlier and the thrust increase was 2.4 t.

u have serious problem in reading AL-31FM history. u can basically upgrade any flanker with it to 13.5 tons at low cost and twice the service life. Try to put late model F-16C engine into F-16A MLU.

There is more stuff about SU-27SM when engine was not fully developed to 13.5tons. Sukhoi was working on supersonice speed. No one has seen AL-31FM-1 power Su-27SM at airshow as it was delivered from 2007.

Interfax-AVN military news agency web site, Moscow, in English 1012 18 Sep 02/BBC Monitoring/© BBC
Text of report in English by Russian news agency Interfax-AVN web site

Moscow, 18 September: The Gromov flight research institute [in Zhukhovskiy, Moscow Region] has completed the first stage of tests of a new power plant with modernized enhanced-thrust engines for heavy fighters of the Su-27 Flanker and Su-30MK type, Yuriy Yeliseyev, director general of the local Salyut machine-building enterprise, said on Wednesday [18 September].

“We have got a report on the first stage of tests of the modernized power plant with AL-31F-M1 enhanced-thrust engines designed by Salyut. Results of the tests carried out by the flight research institute are positive, and all required specifications are confirmed,” Yeliseyev told Interfax-Military News Agency.

The report numbering several hundred pages says, in particular: “Results of flight tests carried out to compare and evaluate specifications of the power plant and the Su-27 plane, board number 3711, with two modified AL-31F-M1 engines, correspond to estimated figures,” Yeliseyev said. “In bringing up the fighter from a speed of 300 kph to 1,200 kph (supersonic speed) at an altitude of 11 km, we gain 26 seconds in comparison with the plane powered by regular AL-31F engines. It is a very important specification for an interceptor fighter that gives it an advantage in aerial combat,” the director general said.

Tests of the engine continue, and Salyut is “ready to carry out the rest of the work at a pace that is required to round it up in the second quarter of 2003,” he said. The modified engine has a thrust 800 kg higher than that of the regular asset, and as Su-27 and Su-30 planes have two engines, the fighter with new assets gains more than 1.5 t in thrust. Regular AL-31F engines powering Su-27 and Su-30 fighters have a thrust of 12.5 t. Modified AL-31F-M1 engines tested by the Gromov institute have reached a thrust of 13.3 t during the tests.

Salyut is Russia’s leading enterprise developing, producing and servicing gas-turbine engines. The enterprise incorporates a design bureau that develops aviation, industrial and transport power plants with gas-turbine engines.

Credit: Interfax-AVN military news agency web site, Moscow, in English 1012 18 Sep 02

If you’re talking about the R-37 test at extreme range, the missile doesn’t lock on at 320 km, it gets fed midcourse updates until the seeker is within acquisition range. This is why they got away with using a basic MiG-31 and not a MiG-31M for the test, a trials FLANKER was employed around midpoint to take over and continue feeding midcourse updates as the target was outside the FOXHOUND’s radar range. Preliminary target data came from either the FLANKER or maybe an A-50.

And who said the missile was fired at 8,000 meters?

It is different set of tests. Today it is antiaircraft systme. So it is capable of shooting down AAMs/SAMs
http://forum.keypublishing.co.uk/showthread.php?t=66450&highlight=shield
On 18 August of 1993 was carried out a series of flying experiments on the interception of target at maximum range. In the course of the first of them the radio-controlled target, which flies at the height of 10.300 m with a velocity of 189 meters per second, was locked on by interceptor MiG-31 (flight altitude 8480 m, velocity – 669,3 meters per second) at the range if 319,5 kilometers the launch of rocket R-33 (successfully destroyed target) was carried out at the distance 228 kilometers
But by the meaningful result of development SUV “Zaslon” was creation in NIIP of scientific technical school for the development of antenna systems and radar with electronic control of ray, capable of today conducting the most complex and foremost developments both for the aviation and for the antiaircraft missile systems

You’re the one making specific claims, so the burden of proof is on you, otherwise they are pure speculation. Without knowing the most advantageous launch profile of the missile, I can’t comment on which altitude is optimal, though I’d expect additional range from higher altitudes. I don’t assume that a 200-400km increase in range is a reasonable estimate though.
Perhaps 15-30% improvemnt might be more realistic.

320km lockon range was achieved in 1994. u can expect closer to 1000km lock on range now. missile was fired 8km height. Here low altitude is considered 2km and high altitude as 16km. range difference is 400% between 2k and 16km height. u can assume that from 8 km to 20 to 22km height MIG-31BM can boost the range by atleast 100% for 600km intercept. and that would be without further increasing speed or using missile with newer technlogy.

http://www.canit.se/~griffon/aviation/text/missiles/aam.html
To take one example, the Vympel R-77 has a stated range of 100 km against a head-on target at high altitude, but only 25 km in a stern chase. At low altitude it can fire at head-on targets at 20 km, from which we can guess range in a stern chase is 5 km. (See the above diagram.)

[And this is presumably against targets that don’t try to evade

we are not talking about 80s era missile. Here missile that hypersonic targets cannot escape. Aircrafts have very little chance to escape..

So if I understand you correctly, if I’m a customer who pays more money, I’ll be able to detect an F-22 further away than 90km?:rolleyes:

Everthing is directly proportional to money. and there is no point to put customer stuff on brochures.

This makes no sense at all. TVC helps at low speeds, and high angles of attack, when the wings can’t produce enough lift. It’s also helpful in maintaining optimal trim at high speeds. IT IS NOT for high G supersonic manuevers, and doesn’t add additional ability to outmanuever a missile at BVR. It most certainly doesn’t help you get into a tail chase at BVR.
Why does the RuAF chief have more credibility than anyone else?
I suggest you look up the words subjectivity and objectivity, and learn the distinctions.

That was in the past. Now Sukhoi is implementing TVC for supersonic speed. Sukhois are masters of aerodynamics. They have alot more credibility than anyone else.

http://www.avbuyer.com.cn/e/2008/26724.html
25 Hours in the Air – the first stage of Sukhoi Superjet 100’s factory flight test completedPublished: Jul 16, 2008 Sign In to Save Article | Email Article | Print Article [-] Text [+] The Sukhoi Superjet 100 aircraft, powered by 2 SaM146 engines provided by PowerJet, scored 25 hours 55 minutes in-flight during the first stage of factory-based flight tests, with an average flight lasting 2-4 hours.

At this stage the test program goal is to conduct initial in-flight evaluation of aircraft aerodynamics and general performance. Aircraft systems and equipment functioning is checked at various configurations of wing control surfaces with both retracted and extracted landing gear positions.

The testing was performed at the altitude ranging from 3000 up to 6500m with 35000-40000 take-off weight at 670-680km/h maximum speed. Summarizing the results of the first series of flights the SSJ100 pilots highly estimated stability and control at all tested modes including take-off and landing. Aircraft demonstrated quite good climb rate.

Even at this stage flight data analysis shows good match of both static and aerodynamic performance with the aerodynamic, system and simulation data, earlier obtained through the large series of bench-testing. Flight, take off and landing performance at large confirm the design objectives.

The first stage of factory-based flight test brought the first in-flight hourly fuel consumption rate. Its projection over the cruise mode shows that the aircraft is going to consume less than 1,7 tons per hour, which justifies competitive advantages in terms of fuel efficiency declared earlier.

As the certification flight campaign will employ four SSJ100¡¯s, SCAC’s flight team decided to introduce additional crews ¨C June 29 was the day of the first flight for Nikolay Pushenko and on July 2 Leonid Chikunov captained the aircraft for the first time.

Concurrently with flights, production sites in Komsomolsk are manufacturing both further prototypes and the aircraft intended for the delivery. All aircraft systems had already been installed on SSJ100#95003 and it’s been powered on, which allows for factory system trials. SSJ100#95004 had its fuselage joint with the outer wing and is currently fitted with the systems. Assembled fuselage of the fourth flight aircraft (SSJ 100#95005) has been recently shipped to the final assembly shop, while outer wing production is in completion. In the meantime, KnAAPO is putting together centre, cabin and rear sections of the fatigue aircraft (SSJ100#95006).

All manufacturing sites ¨C KnAAPO, NAPO, and VASO ¨C continue parts production for the first four aircraft to be delivered to the airlines. A centre section assembly of the first delivery aircraft, the seventh in succession of the SSJ100 family, began in Komsomolsk in June.

As a part of total technical upgrade of production sites, Brotje team completes the installation of the automated fuselage/wing assembly rig ¨C to assemble the first aircraft intended for delivery.

Upon completion of the first stage of factory flight tests Sukhoi Civil Aircraft Company performed integral assessment of key systems and components delivery schedule for both prototypes and the aircraft intended for the airlines. This assessment combined with standard certification test campaign agenda lead to a need to revise Programme schedule. According to the Sukhoi Superjet 100 Programme schedule the type certificate shall be gained in mid 2009 followed by the first deliveries in 3Q09.

Certification Campaign

The certification flight test campaign will involve four flight aircraft; each of them is assigned a specific role. Aircraft distribution between the tasks defines their equipment ¨C the first and the second flight aircraft, for instance, will not have a passenger cabin interior.
The first and the second flight aircraft are intended mostly for evaluation of flight, take-off and landing performance, stability and controllability, as well as strength characteristics. Later, they will be employed in the most hazardous tests at high angles of attack and stall, aeroelasticity and flutter safety tests.

The third and the fourth flight aircraft are intended primarily for testing avionics and the passenger cabin interior, including emergency evacuation. The same two will confirm the designed landing category and environmental noise level.

The aircraft, which are at the factory flight tests and in the final assembly shop today, will make total of over 600 certification flights, directly upon completion of the factory flight test (from 10 to 40 flights depending on the aircraft), at SCAC’s Zhukovsky-based flight test centre.

Test campaign intended to confirm aircraft’s readiness for the first flight included tests on the rigs. Similarly, certification campaign includes tests on various rigs. Besides the flight tests, certification campaign includes tests at a number of SCAC’s system and integration rigs to complete the certification tests of the static aircraft and confirm the designed life cycle of the aircraft.

Overall, SCAC together with the Programme suppliers will have to build over 40 test rigs. Indeed, the engineering simulator and the “Electronic bird” are entirely equipped and ready for the certification tests.

Besides, the static aircraft is tested at TsAGI aiming to launch the Sukhoi Superjet 100 certification flight tests.

Customer and Fleet Support

SuperJet International SpA (SJI), founded in 2007 by Alenia Aeronautica and Sukhoi Company and responsible for worldwide Customer Services, is in charge of the Sukhoi Superjet 100 customer and fleet support. Customer services include:

• Spare Parts supply including AOG service
• Optional on-site spare parts lease stock
• Exchange pool for Line Replaceable Units (LRU)
• Off-wing maintenance of LRU’s, and Main Elements (Landing Gear and APU) through a “one-window” concept
• Pool of high value tools and ground support equipment (GSE)
• Engineering Support
• Training
• Technical Publications maintained and provided via Web, on CD/DVD, and in hardcopies
• Flight operations support
• Maintainability and reliability tracking & analysis
• On-Site Support by Field Service Representatives and Mobile Repair Teams
• Account Managers, coordinating all customer issues to ensure his overall satisfaction

SuperJet International will manage all these services through its “Customer Care Center” as the focal contact point for the customer available 24 hours 7 days a week with the customer free to choose a user-friendly Web-Portal, phone or e-mail as a media for his need.

Furthermore, SuperJet International offers “Super Care Plan (SCP)”, when customer pays on “flight-hour” basis for the indicated services, selected from a menu. SCP allows the customer for guaranteed maintenance cost.

Aircraft base maintenance (A-,C,- and structural checks) is offered through a worldwide network of independent, reputable, SJI authorized Service Centres (aircraft MRO facilities). SJI will regularly support and audit these service centres on an ongoing basis to ensure OEM quality standards.

SJI offers LRU and Main Elements repair and overhaul through its “one-window” as a single interface, but subcontracts the job to vendors and component R&O facilities. However, customer is free to contract LRU and Main Elements repair and overhaul direct to vendors or other service providers.

SJI’s Training Centre Organization will be located in two sites: Moscow and Venice. The first training equipment ¨C Flight Navigation Procedure Training device ¨C has already been installed in SJI’s Venice Headquarters, and the Training Class Room is ready. In May 2008 SJI had started its first training courses for internal staff ¨C SSJ100 Maintenance General Familiarization. For the “temporary” Marcon training facility in Venice, the FTO (EASA) certification is in process.

As for SJI training facilities in Moscow, it is considered to use Sukhoi facilities in Zhukovsky, where both classrooms and training devices, such as Full Flight Simulators (FFS), will be timely placed to support training. This facility will be further used to support training needs of all customers in Russia/CIS.

Prior to entry into service, SJI will provide the customers with Recommended Spare Parts List (RSPL) for initial provisioning, followed by initial provisioning conferences. Parts are delivered to the customer on the Purchase order well in time before arrival of the first aircraft. Later on all spare parts orders, relating both to proprietary and vendor components, will be managed through the SJI Customer Care Center.

SJI initially will establish two main spare parts distribution centres (warehouses), one in Moscow (early 2009) and one in central Europe (early 2010), followed by additional warehouses located in other countries worldwide depending on the Sukhoi Superjet 100 market. All these warehouses will be managed by a worldwide leading logistic provider.

SJI is currently selecting a Logistic Provider to manage SuperJet International warehouse network and to provide all logistics services, such as transportation and customs clearance.

SJI is committed to have the Moscow warehouse (at SVO) ready in 2009, with initial spare parts provisioning starting no later than 2 months prior to first SSJ100 delivery to AFL.

Oh it does.

http://www.acac.com.cn/enhtm/News/Message/20080328C101948.html

ARJ-21 Program Announces First Flight Delay
ACAC announced today the delay of the planned first flight of ARJ21-700, due to the fact that supplier/suppliers of key systems were not able to provide necessary test conditions on time. Currently ACAC is making efforts to ensure on schedule delivery of key systems, including advanced flight system, so as to be able to deliver the ARJ21-700 to airline customers in 2009.

Your link is from March. And this thing has been postponed so many times that u can blame almost anything for its delay. Prelimary agreement is not firm commitment. Firm commitments are still below 100. and they said themselves that it will take two years to reach production rate of 30 per year. And that under assumption that certification is achieved by 2009.
Your looking atleast 2015 before this gets any thing outside China.

that’s not the only supplier they have. 40% of the suppliers for ARJ-21 are from outside of China. If the suppliers don’t deliver, you can’t assemble. It’s that simple. As for why it got rolled out and still not have all the parts, do you think ships have all the electronics fitted when they first get moved into the water from dry dock? It simply did not have all the parts delivered.

And clearly, you don’t read enough articles on airliner delays. Civilian airline projects continuously have delays due to supplier delivery issues.

I read delays about various aircraft projects. Every aircraft is unique in some sense but there is nothing unique about ARJ-21 for causing it to delay. Who is biggest avionics supplier anyway?
This thing has practically nothing to do with avionics.

http://www.aviationtoday.com/ran/topstories/18195.html

Thursday, December 27, 2007

China Debuts ARJ-21
Dubbed Ziangfeng – Flying Phoenix – the ARJ 21 was rolled out last week in ceremonies at the Shanghai Aircraft Manufacturing Factory ushering in the first Chinese-built jet, an aircraft destined for the regional airline marketplace. Made by the China Aviation Industry Corp. I (AVIC I), the 90-seat regional jets’s maiden flight ois scheduled for March. It has a range of 2,300 miles, according to one of two press services invited to the event – Xinhua News Agency. Deliveries are set to begin in the third quarter of 2009.
The Associated Press reported that the Federal Aviation Administration opened an office in Shanghai and is now working on safety standards with China’s General Administration on Civil Aviation. The aircraft was original scheduled to debut in 2005 but delays were caused by design problems, according to AP.

You do not have to be from Mars to know that Russia has been less than reliable when it comes to after sale support.

Below is an example from a news article that ran May 24, 2007:

This article does not have much credibility. Since Western multiational firms havent done such complex multivendor projects with Indial. MKI despite far complex in structure and weopons systmes is far ahead than F-16E/M2K9/F-16I interms of quantity delivered under similar time frame. Same is case with T-90.