BE-200 NEED - Take



BE-200 NEED - Take
march 2010 • Special edition for FIDAE 2010
Russian airliners
production in 2009
in Lipetsk
Sukhoi fighters
for Latin America
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.
Russian military aircraft
deliveries in 2009
Russian amphibian
crosses Atlantic
JSC “United Aircraft Corporation”, 101000, Moscow, Russia, 22 Ulansky Pereulok, building 1
phone: +7 (495) 926-1420, fax: +7 (495) 926-1421, e-mail: [email protected]
Fifth generation Russian style: PAK FA flew [p.16]
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.
United Engine Corporation (UEC) is the leading
Russian industrial group in production of engines
for aviation, launch vehicles,
electric energy sector and gas pumping.
“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
27 Stromynka st., 107076 Moscow, Russia
e-mail: [email protected]
United Engine Corporation is a part and a subsidiary
of United Industrial Corporation Oboronprom.
UEC integrated more than 80% of assets
of the Russian aviation engine-building industry.
march 2010
Andrey Fomin
Deputy Editor-in-Chief
Vladimir Shcherbakov
Yevgeny Yerokhin
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
Yevgeny Ozhogin
Cover picture
Alexey Mikheyev
Director General
Andrey Fomin
Deputy Director General
Nadezhda Kashirina
Marketing Director
George Smirnov
Business Development Director
Mikhail Fomin
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,,, web sites
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.
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, Russia
Tel. +7 (495) 644-17-33, 798-81-19
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E-mail: [email protected]
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 Russianbuilt 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.
Andrey Fomin,
Take-off magazine
FIDAE 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Be-200: Russian amphibian crosses Atlantic
INDUSTRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
March 2010
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 Lipetsk
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 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 instructorpilots 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 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 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 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.
Record-setting hundred
Russian military aircraft deliveries in 2009
take-off march 2010
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. 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.
FIDAE 2010 | event
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 operated 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 amphibian was developed by the Beriev
company building on its 75-year
experience in hydroplane development 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, conduct 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 fireprone season since June 2004.
Beriev used the Be-200ChS to
derive the Be-210 passenger amphibian, with a cargo/passenger and
patrol versions being under development. 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 repeatedly. 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 delivered to the first foreign customer,
the Azeri Emergencies Ministry.
The sixth production Be-200ChS is
being completed and the construction of the seventh one is in full
swing at the aircraft manufacturing plant in Irkutsk. With these
completed, the production of the
amphibian for Russian and foreign
buyers will move to the city of
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 suppressing 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 aircraft 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
take-off march 2010
industry | news
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, commenced its scheduled services in
late December last year. The aircraft
(RA-61701) hauled its first passengers from Pulkovo airport in St.
Petersburg to Domodedovo airport
in Moscow on 21 December, starting its regular Pulkovo-Domodedovo
operations on 24 December.
(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
Alexey Mikheyev
Russian An-148s start operations
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 acceptance-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 expanding 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 airline 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 company has signed precontract agreements for 54 more aircraft of the
type in various versions.
PS-90A2 obtains type certificate
Perm Engine Company
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 turbofan engine that will be powering
upgraded Tu-204SM airliners in the
near future.
take-off march 2010
Pratt & Whitney of the USA took
part in developing the PS-90A2. The
engine is a heavily upgraded derivative of the production-standard
PS-90A engine powering the Tu-204,
Il-96 and Il-76 families of aircraft.
The primary purpose of developing 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 volume of design work and experiments 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 solutions ensuring localisation of fan
blade breaks and introduced second-generation noise-reduction
structures and a latest digital electronic regulator.
For the first time in their practice, Aviadvigatel ran a 150-hour
test in line with the AP-33 standard 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-pressure 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 conditions of climb. A PS-90A2 prototype 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 productionised the engine. This will allow the
launch of production PS-90A2 deliveries to fit Tu-204SM planes, which
deliveries are slated for 2011.
industry | news
take-off march 2010
industry | news
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
Fourth Superjet kicks off trials
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
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.
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.
MC-21 subcontractors selected
Andrey Fomin
10 December 2009 the Irkut
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
take-off march 2010
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
industry | news
take-off march 2010
industry | results
Dmitry Kanunnikov
“Supply has exceeded demand for the first time”
Andrey FOMIN
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
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.
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 commercial aircraft in line with the situation on
the market had become clear, UAC’s border 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
take-off march 2010
Be-200ChS amphibians. These included six
planes flown out before 2009 but undelivered 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 financially 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 followed 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.
industry | results
Russian commercial aircraft output and deliveries in 2009
Red Wings
Air Koryo
flight date
25 Dec 2008
22 Feb 2009
08 May 2009
4 Mar 2010
13 Aug 2009
09 Aug 2009
29 Oct 2009
Delivery date
16 Feb 2009
31 Mar 2009
Aviacion (Cuba)
18 Feb 2009
Mar 2008
14 Aug 2007
Sept 2009
23 Apr 2009
01 Oct 2009
14 Dec 2009
Rossiya special
Mar 2009
23 Apr 2009
air detachment
Rossiya state
19 Jul 2009
01 Oct 2009
22 Nov 2009
30 Dec 2009
05 Aug 2009
02 Oct 2009
27 Apr 2008
01 Jun 2009
Rossiya special
air detachment
10 Dec 2008
01 Jun 2009
RA-41252 09A014
Aug 2009
25 Sept 2009
25 Jul 2009
Silk Way
25 Jun 2009
23 Feb 2009
Khavo Yullari
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
Russian commercial aircraft output and delivery in 2007-09
(including for export)
3 (3)
7 (1)
1 (1)
1 (1)
5 (1)
1 (1)
1 (1)
(including exports)
4 (4)
6 (1)
3 (1)
1 (1)
2 (1)
1 (1)
1 (1)
1 (1)
2 (2)
by Russian aircraft
8 (3)
13 (1)
12 (1)
8 (4)
8 (2)
13 (1)
with Uzbek aircraft industry
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
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
take-off march 2010
Andrey Fomin
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, taking 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 supposed 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 yearend. 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 optimistic. 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 certification 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 customer, 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 customer 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 cancel its order. At the same time, the AviastarTU air carrier got keen on them, itself being
an operator of three Tu-204C freighters. It
Alexey Mikheyev
industry | results
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
Sergey Lysenko
Yevgeny Yerokhin
The third Ilyushin Il-96-400T (RA-96103) cargo
plane built y VASO in 2009 for Polyot airline
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-204100C’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 9,600km 12-hour-plus nonstop flight that was
unique for the aircraft of the family and
proved to be the wrap-up of its test programme. The plane is slated for delivery
early this year.
take-off march 2010
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 production 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 company, 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 yearend 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 prototype 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 complete, with the two being fitted with onboard
Mention should be made, nonetheless, that
the Superjet’s certification tests in 2009 were
rather intensive despite the objective difficulties and debugging inherent in any radically
advanced aircraft. According to official information by the Sukhoi Civil Aircraft Corp.,
the three flying prototypes logged 499
industry | results
Alexey Mikheyev
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
the government, the Aviakor aircraft plant in
Samara completed the third An-140-100 turboprop airliner and deliver it to the Yakutiya
airline late in September. Uzbek aircraft manufacturer Tashkent Aircraft Production Corp.,
which makes Russian-developed planes,
delivered two more Il-114-100 regional turboprops, built in 2007 and 2009, to Uzbek flag
carrier Uzbekistan Airways and an Il-76TD to
Brief summary
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 remaining on schedule in engine supply had appeared
by 2010. NPO Saturn and SNECMA had conducted 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
In 2009, most new Russian-built aircraft
were acquired as before through financial leasing 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 contribution 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 Russiandesigned planes (two Il-114s and an Il-76) can
be added to the above figure.
Addressing the Russian State Duma on
27 January, Industry and Commerce Minister
Victor Khristenko announced the current
industrial plans of the Russian aircraft industry 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 mention 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 construction and delivery this year.
Considering the existing firm orders awarded and actual capabilities of the aircraft industry, 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 attempting desperately to put up competition to the
expansion of foreign planes onto the Russian
aircraft market.
take-off march 2010
military aviation | report
Alexey Mikheyev
took delivery of its first
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.
already in Lipetsk
Sokol plant
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
take-off march 2010
Alexey Mikheyev
military aviation | report
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
Andrey FOMIN
GLITs military test pilots Col. Mansur
Nizamov and Col. Dmitry Samodurov
brought the first Yak-130 from Sokol’s airfield 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
Alexey Mikheyev
Yak-130 taxing after its first landing
at Lipetsk airfield
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 ceremony. “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 recommendations 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 flying 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 production aircraft to the Sokol plant in Nizhny
Novgorod. However, the advanced aircraft 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 afterwards, 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 capacity. 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 weapons suite in December the same year. RusAF
take-off march 2010
In the cockpit of the production Yak-130
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-generation warplanes”.
The Yak-130 is designed for combat training 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
Sokol plant
Alexey Mikheyev
Commander-in-Chief Col.-Gen. Alexander
Zelin signed the Yak-130 combat trainer’s official test completion report on
17 December 2009, clearing the warplane
for service with his command.
By then, Sokol had made three early production 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,
Alexey Mikheyev
military aviation | report
Yak-130 taxing for take-off for ferry flight to Lipetsk, Nizhny Novgorod, 18 February 2010
take-off march 2010
military aviation | report
Russian and foreign in-service and future
warplanes, including fifth-generation fighters. To boot, the Yak-130 is the basic component 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 maiden 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
The first Yak-130 at Lipetsk CCTC ramp
Alexey Mikheyev
avionics, latest aircraft systems and sophisticated powerplant ensure effective training
and fighting, high flight safety and low flying-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
take-off march 2010
miltary aviation | event
The first flying prototype of the Future
Tactical Aircraft (Russian acronym PAK FA)
performed its maiden flight in Komsomolskon-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.
take-off march 2010
PAK FA flew
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 Komsomolskon-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
miltary aviation | event
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
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
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
One, which was dubbed ‘integrated fullscale 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
take-off march 2010
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.
onboard systems of the T50-KNS all the
way to deploying the drogue chutes at the
end of the runway, with all operating like
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 Komsomolskon-Amur several series of taxi runs and highspeed 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,
miltary aviation | event
Sukhoi’s test pilot Sergey Bogdan reports
Mikhail Pogosyan after PAK FA’s maiden flight,
29 January 2010
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 T50-1 during its speed taxi test,
Komsomolsk-on-Amur, 23 January 2010
take-off march 2010
miltary aviation | event
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
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
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
PAK FA first flying prototype in its maiden flight,
29 January 2010
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
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
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
take-off march 2010
miltary aviation | event
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
Andrey Fomin
X-band AESA
radar for PAK FA
PAK FA cockpit interior
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
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 Komsomolskon-Amur in March and April and
then come to Zhukovsky.
According to Mikhail Pogosyan, the
three test flights have taken place in
Sergey Lysenko
Su-27M No 710 flying
testbed is being used for
new NPO Saturn 117
turbofan engine tests
since January 2010
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.
This picture of T50-1 and Su-35UB prototypes
gives a vivid comparison of Sukhoi 4th and
5th generation fighters dimensions
take-off march 2010
miltary aviation | event
first flying prototype
Drawing by Alexey Mikheyev
Estimated data
Length, 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 2010
contracts and deliveries | news
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
---------------- ----------------
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.
take-off march 2010
MiG-29K/KUB enter service with Indian Navy
Maj Dipak Das / DPR Defence
Indian air base Hansa at Goa
hosted a ceremony for the first
four MiG-29K/KUB fighters entering 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 maintaining the MiG-29K/KUBs in Russia.
According to Indian defence website, 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,
fighters’ service entry with the
Indian Navy will facilitate enhancing 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 important 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
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.
Vietnam to get more Sukhoi jets
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 multirole 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 contract is about $1 billion, according
to the 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 delivery 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.
Take-off archive
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industry | results
for Latin America
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 precisionguided 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 mediumrange active radar-homing air-to-air missiles.
Its avionics suite was revamped considerably.
The electromechanical instruments vacated the
cockpit, ousted by multifunction colour liquidcrystal 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.
take-off march 2010
Given the greater number of missions
feasible and the long-endurance midairrefuelled 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
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.
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.
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.
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 cuttingedge avionics include latest navigation and
communications aids, systems supporting
group action, and an advanced highperformance ECM suite, which specific
composition meets the customer’s requests.
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 highand 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 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
In addition to the whole spectrum of
weapons used by other Russian aircraft, the
Su-35 carries new types of air-to-air and airto-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.
The Su-35 is a Generation 4++ aircraft
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-
take-off march 2010
contracts and deliveries | results
Russian 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.
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
take-off march 2010
Andrey FOMIN
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 effective… The money saved was spent on acquisition 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
The first MiG-29SMT fighters delivered to the
Russian Air Force in early 2009
New and upgraded combat aircraft deliveries to
RusAF in 2009
121st ARZ
over 60
* The planes had been made but not delivered to the Air Force
before year-end 2009.
** overhauled and upgraded aircraft
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 completion 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 supermanoeuvrable 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.
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 twinseater. 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
In-service aircraft upgrading
Yakovlev Yak-130 combat trainers for
Algerian Air Force under assembly
at Irkut Corp.’s plant in Irkutsk, July 2009
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 trainers 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
Although during his meeting with Defence
Minister Anatoly Serdyukov, President
Dmitry Medvedev reemphasised the switch
from overhaul to brand-new aircraft delivery, the percentage of combat aircraft overhauled 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 spokesperson said another Sukhoi subsidiary,
NAPO, had fulfilled its three-year contract
take-off march 2010
Sergey Kuznetsov
contracts and deliveries | results
contracts and deliveries | results
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 complete 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
Yevgeny Yerokhin
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 aircraft 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
Day, UAC President Alexey Fyodorov said
the first six production aircraft had been
shipped to the customer and the remaining 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 contract 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
The first production Yak-130
combat trainer built in 2009 for
the Russian Air Force by Sokol
plant in Nizhny Novgorod
(their fire control systems are being upgraded 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 fighter air regiments.
The presidential order for switching from
overhauling the current aircraft fleets to buying 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 governmental contracts awarded for upgrading the
in-service Su-27 fighters and Su-24M tactical 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 programmes are likely to continue.
take-off march 2010
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 fighters 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 statement on 8 December that it had shipped the
first batch of MiG-29K/KUB multirole carrierborne fighters to India. During his press
conference in the run-up to the New Year’s
contracts and deliveries | results
Russian warplane exports in 2009
* including 18 knockdown kits
MiG-31BM upgraded interceptor, one of the first aircraft of the type delivered
to RusAF by Sokol plant
Prototype aircraft construction
No doubt, the principal event of the year in
military aircraft prototype construction was
Another Su-25SM upgraded attack aircraft
after acceptance flight at Kubinka airfield,
April 2009
take-off march 2010
Alexey Mikheyev
Alexey Mikheyev
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 aircraft of the type before year-end.
In 2009, Ilyushin completed the testing
of the two final upgraded Il-38SD maritime patrol aircraft for the Indian Navy’s air
arm under the contract dating back to 2001.
Unlike the first three planes under the contract, which were shipped to Russia right from
India (the first of them returned to the customer 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 fulfilment 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 airfield 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.
contracts and deliveries | results
Key Russian-made combat aircraft export contracts in 2000–2009
Delivery years
since 2004
since 2008
from 2010
from 2011
under way
under way
under way
under way
under way
under way
under way
under way
under way
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
Year of
Aircraft type
* delivery of knockdown kits for licence production
** upgrade of the earlier-delivered aircraft
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 aircraft, 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.
MiG-29KUB carrier-borne fighter in a test flight. Six MiG-29K/KUB aircraft were
delivered to Indian Navy in December 2009
The final third Su-30MK2 arrived to Indonesia
in January 2009
take-off march 2010
contracts and deliveries | results
As for Russian combat aircraft export
in 2010, it may exceed 50 units, including 10 MIG-29K/KUB for India, three
Su-27SKM for Indonesia, 16 Yak-130s for
Algeria, at least 16 Su-30MKIs for India, several 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 considerably on the outcome of the MMRCA tender
On of the production Su-30MKI(A)
fighters for Algerian Air Force made
by Irkut Corp. in 2009
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 possibly 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.
(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.
Su-30MKM multirole fighter from the final batch delivered to Royal Malaysian Air Force
by Irkut Corp. in August 2009
Alexey Mikheyev
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 governmental contracts being in the pipeline for
take-off march 2010
Andrey Fomin
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.
industry | results
558 ARP is always open for cooperation
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
take-off march 2010
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
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
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
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) 42-99-54
Fax: +375 (163) 42-91-64
E-mail: [email protected]