T-50: what we learnt of it at MAKS 2011 [p.24, 30, 32] SSJ100 half-year in operation [p.42] MC-21 Irkut gearing up for production launch [p.16] Mi-34C1 & Mi-382 enter trials [p.12] Almaz-Antey air defence systems hit the market [p.22] S S u u -30MKM -30MKM more fighters for RMAF? [p.48] december 2011 • Special edition for LIMA 2011
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T-50: what we learnt of it at MAKS 2011 [p.24, 30, 32]
SSJ100half-year in operation
[p.42]
MC-21 Irkut gearing up
for production launch[p.16]
Mi-34C1 & Mi-382 enter trials
[p.12]
Almaz-Anteyair defence systems
hit the market[p.22]
SSuu-30MKM-30MKMmore fighters for RMAF?[p.48]
december 2011 • Special edition for LIMA 2011
Dear reader,
You are holding in your hands another issue of the Take-off magazine,
a supplement to Russian aerospace monthly VZLET. This issue is timed
to the LIMA 2011 international aerospace and maritime exhibition. The
show on the Malaysian island of Langkawi dates back 20 years and
is the 11th one this time around. Over the two decades since LIMA’s
inception, the show has grown much in terms of scale and participation,
having turned into a major regional aerospace and naval business forum
in Southeast Asia.
Russia has been a regular major participant in LIMA shows owing,
to a large degree, to the increasing scale of aerospace cooperation
between the two nations. In the mid-1990s, the Royal Malaysian Air
Force commissioned into service the MiG-29N fighter developed in line
with its order. A bit later, Malaysian fire-fighting service Bomba received
Russian-made Mi-17-1V and then Mi-171 helicopters. Today, the most
advanced and perfect multirole combat aircraft in service with RMAF is
the Russian-built Su-30MKM fighters delivered by the Irkut Corporation
in an 18-ship batch during 2007–09. Last year, Malaysia became
the launch customer for the advanced new-generation MC-21 short/
medium-haul airliner under development by Irkut in Russia.
In November this year, the Irkutsk Aviation Plant (a subsidiary of Irkut
Corp.) was visited by Malaysian Defence Minister Dato Seri Ahmad
Zahid Hamidi, who familiarised himself with the production of Su-30MK
and Yak-130 aircraft and the productionising of the MC-21 and was
pleased very much with what he had seen. “What I have seen here is
impressive and mind-boggling”, said Dato Seri Ahmad Zahid Hamidi.
“We are discussing the feasibility of further programmes, and Malaysian
companies are always willing to cooperate with Irkut in this sphere”.
“Malaysia is not only a customer to us; rather, it is a key partner.
We would like to consolidate our good partnership with the Malaysian
aerospace industry”, Irkut President Alexey Fyodorov said in turn. In
addition to the Su-30MKM programme, the parties have discussed the
cooperation under the MC-21 advanced airliner family programme,
with the delivery to Malaysia slated for 2017. In addition, the Malaysian
defence minister displayed interest in the Yak-130 programme and
indicated the feasibility of cooperation in this field as well.
The Malaysian defence minister’s visit has become an important
milestone towards the stepping up Russian-Malaysian cooperation in
the aerospace sphere, with the LIMA 2011 show to become an excellent
venue to pursue the cooperation further.
Sincerely,
Andrey Fomin,
Editor-in-Chief,
Take-off magazine
News items for “In Brief” columns are prepared by editorial
staff based on reports of our special correspondents, press
releases of production companies as well as by using information
distributed by ITAR-TASS, ARMS-TASS, Interfax-AVN, RIA Novosti,
RBC news agencies and published at www.aviaport.ru, www.avia.ru,
www.gazeta.ru, www.cosmoworld.ru web sites
The magazine is registered by the Federal Service for supervision of
observation of legislation in the sphere of mass media and protection
of cultural heritage of the Russian Federation. Registration certificate
Ka-32A11BCBEYOND COMPETITION IN EXTREME SITUATIONSA bi-turbine helicopter with a dual rotor system.
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discharge capacity, manoeuvrability and fast cruising speed.
Used in different application versions: firefighting, SAR, HEMS,
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more at www.rus-helicopters.ru
take-off december 2011 w w w . t a ke - o f f . r u
i n d u s t r y | n e w s
10
Not long before the MAKS 2011 air
show this summer, the Mil Moscow
Helicopter Plant (a subsidiary of the
Russian Helicopters holding compa-
ny) completed two prototypes of the
upgraded Mi-34C1 light helicopter –
the OP-1 (side number 343) trainer
version for Russian Air Force flying
schools and the OP-2 (side number
342) for commercial operators. The
prototype of the commercial version
of the Mi-34C1 made its first hover
on the premises of Mil in Tomilino,
Moscow Region, early in August.
Honoured Test Pilot Sergei Barkov
took it for its maiden mission on a cir-
cuit flight on 4 August and practiced a
demonstration set of manoeuvres for
display during MAKS 2011.
During the show in Zhukovsky, the
black-painted Mi-34C1 (OP-2) was
shown at the Russian Helicopters
display area and flew demo flights
virtually every day, while the military
version prototype, the OP-1, wearing
the new grey paintjob of the Russian
Air Force, could be seen at static
display near Oboronprom’s pavilion.
The upgraded machine differs
from the Mi-34C built by Progress in
Arsenyev in a more powerful engine,
the nine-cylinder piston M9FV with
forced air cooling and a takeoff power
of 365 hp; introduction of hydraulic
actuators to the helicopter control
system; modified nose section, and
a number of other features aimed
at enhancing its efficiency, reliability
and service life. At the customer’s
request, the traditional ‘steam-gauge’
instruments can be replaced with the
‘all-glass’ cockpit, with all data shown
on colour multifunction LCDs.
The Mi-34C1 can be used for train-
ing of military and commercial pilots,
for sports and for handling a wide
range of tasks inherent in all light
helicopters. It seats three passen-
gers and a pilot or carries 400 kg
of cargo and flies at a maximum
speed of 220 km/h (cruising speed
of 180 km/h) to a distance of 450 km
(910 km with additional tanks) with a
maximum takeoff weight of 1,450 kg.
The completion of the trials and
issuance of the type certificate
supplement are slated for late this
year. Then, the Mi-34C1 will enter
production at the Progress joint
stock company (Russian Helicopters
subsidiary). Deliveries are to com-
mence in September 2012. The
UTair company has already ordered
10 machines for its training centre.
Keen interest in the Mi-34C1 also
has been displayed in Europe, where
the new aircraft is far less expensive
than its Western rivals are, but is
similar or even better in terms of
performance. Russian Helicopters
also expect deliveries to Russian Air
Force fluing schools. “We count on a
market of 1,000 helicopters in vari-
ous versions”, Mil Designer General
Alexei Samusenko stressed.
At Dubai air show in November
2011, the MiG corporation has
unveiled its latest product – the
unique 3D simulator allowing simu-
lated piloting of up-to-date fighters
of the MiG-29 type throughout their
flight envelope with 3D visualisation.
There are many simulators of
advanced warplanes, used for train-
ing of aircrews. As a rule, they have
a projection system, whose projec-
tors generate lookup and lookdown
imagery on a flat or spherical dis-
play. The current display visualisation
techniques simulate the surrounding
environment but lack the 3D visual
effect. This hampers the pilot’s accu-
rate ranging of the objects seen and
estimation of their dimensions, which
is very important for fulfilling several
specific piloting tasks, e.g. formation
flying, mid-air refuelling and tradi-
tional landing approach.
Imitation of remote objects in the
surrounding environment is ensured
by collimator visual systems. Owing
to the system of projectors, prisms
and mirrors, such simulators gener-
ate lookup and lookdown imagery
going to infinity. The shortcomings of
collimator visual system simulators
are their being cumbersome, lack
of the 3D visual effect, limited field
of view and ability to see the sur-
rounding environment from the pilot’s
station only.
The MiG corporation has devel-
oped a drastically novel type of
advanced fighter simulator, which
lacks these shortcomings and allows
a high degree of accuracy in simulat-
ing the 3D surrounding environment
the pilot sees from the cockpit. The
simulator is based on the concept
of generating 3D lookup and look-
down imagery with the use of special
spectacles similar to those used in
3D cinemas. Just don the spectacles
and the double flat image on the
screen goes 3D. Owing to this, there
is the complete illusion of real flight,
and even a rookie pilot can easily
guess the range to and the size of the
objects he sees.
The advanced 3D simulator from
the MiG corporation comprises the
cabin imitating the combat station
of the pilot of the up-to-date fighter
of the MiG-29 type with real aircraft,
engine and basic system controls,
a projection system with a display,
and digital computers with relevant
software, controlling the operation
of the simulator. A graphic example
of the implementation of 3D effects
in MiG’s advanced simulator is the
imitation of mid-air refuelling, dur-
ing which the contact between the
virtual image of a tanker plane’s
refuelling drogue and the real refuel-
ling probe fitting the 3D simulator
cabin is rendered.
The advantages offered by the 3D
simulator’s 3D surrounding environ-
ment imagery has been appreciated
by not only MiG’s test pilots, but
pilots from other Russian aircraft
developers and the Air Force. Foreign
pilots sat in MiG’s 3D simulator when
it was unveiled in Zhukovsky dur-
ing MAKS 2011 in August this year.
Many of them gave it raving reports,
for there are no systems in Russia,
Europe and the United States to rival
the simulator.
Mi-34C1 has taken to the sky!
MiG unveils 3D simulator
Ale
xey
Mik
heye
vS
erge
y K
rivch
ikov
United Engine CorporationBldg. 141, 29 Vereyskaya str., Moscow, 121357, Russia
Tel./fax: +7 (495) 232-91-63www.uk-odk.ru
A top priority among Russian helicopter development programmes is that of the Mi-38 multirole helicopter. We saw its new version, the Mi-382, at MAKS 2011. What has been done under the programme and when will the market be able to get its production-standard variant?
The Mi-38 development programme is
important not only to our company, but also
to Russia as a whole. Moreover, I am certain
that the Mi-38 will be in demand on the
global market as well.
The programme has been given high pri-
ority and support by the government. Having
met some of potential buyers, we have seen
their positive response. Representatives of
air carriers have familiarised themselves
with a ‘live’ machine and the advanced
technical solutions embodied in it to make
it easier for flying and ground crews to oper-
ate it. Mention also should be made that
according to our estimates, the innovation
introduced as part of the programme can
influence the advanced helicopter’s flight
hour cost heavily. This is a considerable
competitive factor under the current eco-
nomic conditions.
The Mi-38 is in trials now. It is the second
prototype, the OP-2, that virtually reflects
the configuration sought. We plan that the
OP-2 will have completed the factory flight
tests in 2011, and we will launch the cer-
tification check trials. At the same time,
the OP-1 powered by TV7-117Vs (it was
designated as Mi-382) is going to complete
the developmental tests and, in 2012, will
begin its certification trials. In addition,
the Kazan Helicopters is completing the
construction of the third prototype (OP-3)
powered by Russian engines and fitted with a
Russian avionics suite; the OP-4, the fourth
prototype, will follow it during 2012–13 to
become the standard for Mi-38 production.
Overall, we plan to complete the whole of
flight test programme during 2012–13 and
switch to full-scale production of the heli-
copter in 2014.
What might be the Mi-38’s flight hour cost as planned by Mil? How superior of the in-service Mi-8 and Mi-17 will the advanced
helicopter have to be to prompt keen interest of potential buyers?
The issue of flight hour cost is not as sim-
ple as it may seem on the face of it. The flight
hour cost is generated mostly by the cost of
the remuneration of flying and ground crews
and the cost of fuel. The influence of the
share of the aircraft maintenance cost on the
flight hour cost is insignificant.
As for the second part of your question,
the Mi-38 should be similar to the Mi-8 in
terms of flight hour cost, which will prompt
potential customers opt for the Mi-38, con-
sidering the strengths of the advanced heli-
copter.
Strictly speaking, the Mi-38’s service
entry with operators may result in a dras-
tic change in their approach to operation.
While present-day Mi-8s have to have their
main rotor blades replaced every seven to
eight years, this will have to be done far less
MIL HELICOPTERSFROM LIGHT TO VERSATILE ONESRussian international air show MAKS 2011 became a venue of numerous heli-
copter debuts, e.g. the Russian Helicopters holding company unveiled several
helicopter types in the form of full-scale examples, with experts noting the Mil
Mi-38 medium helicopter’s version powered by Russian engines TV7-117V and the
upgraded Mi-34C1 light helicopter from the Mil Moscow Helicopter Plant. Take-off’s
Deputy Editor-in-Chief Vladimir Shcherbakov asked Mil Designer General Alexei
Samusenko for comment on these and other programmes.
Ale
xey
Mik
heye
vi n d u s t r y | i n t e r v i e w
w w w . t a ke - o f f . r u12 take-off december 2011
often, if all goes to plan. Under the Mi-38
programme, a new service life policy is being
implemented along with introduction of
other up-to-date engineering and techno-
logical solutions.
Will the twin-powerplant Mi-38 concept persist and how can this influence its demand by Russian and foreign customers?
The Mi-38 programme is double-track,
using a Pratt& Whitney Canada engine and
the Russian-made Klimov TV7-117V. This is
the philosophy of the programme.
In the outcome, the Mi-38 will have
two variants of powerplant. We believe this
can influence the price of the production
machine and cause the interest of for-
eign operators, on the one hand, and woo
Russian customers (both civilian and uni-
formed one), on the other. I would like to
stress that Russian uniformed services have
been keen on the Mi-38 due to their need
in aircraft like that. Foreign companies have
shown interest too.
The advanced helicopter is among the
best in terms of carrying capacity. Unlike the
Mi-8, it hauls 6 t of internal cargo, rather
than 4 t, and up to 7 t slung under belly. In
addition, the Mi-38 features low vibration
and reduced noise and can be flown by a
reduced crew of two.
What other features, do you think, will attract potential customers?
13 w w w . t a ke - o f f . r u take-off december 2011
the baseline configuration. The upgraded
helicopter also is to carry a flight naviga-
tion system handling the same functions its
counterpart on the Mi-38 does.
During MAKS 2011, we demonstrated
the upgraded Mi-17-1V, for which devel-
opment we paid out of pocket. It is fitted
with the IBKV-17 flight navigation system
from Transas. Once the machine’s test pro-
gramme had been complete, we offered the
aircraft to the Russian Defence Ministry and
foreign customers.
Not long ago, Russian Vice-Premier Sergei Ivanov said 800 light helicopters would be needed throughout 2020 to renovate the civil aviation aircraft fleet. Light helicopters have been in special demand abroad of late owing to their ability to shoulder some of the functions handled by medium helicopters at
far lower unit and operating costs. In this connection, could you tell us of the work Mil is doing in the light helicopter field and what has been emphasised in this segment of the Russian helicopter industry?
Right, light helicopters are an important
thing Mil has been dealing with for quite a
while. Today, the Mi-34 is our priority in
this class, it was developed from the outset to
ensure basic training of helicopter pilots and
participation of Russian helicopter sports
teams in competitions.
The development of the Mi-34 was
launched as far back as the Soviet times
with the use of the specifications require-
ment from the Soviet Defence Ministry. The
machine cleared its official trials milestone
in 1986, its compliance with the specifi-
cations requirement was confirmed and a
report recommending its full-scale produc-
tion was issued.
Actually, the helicopter proved to be a
success, with a takeoff weight of 1,450 kg. Its
design enabled its crew to pull of aerobatics
more inherent in fixed-wing aircraft than in
helicopters, e.g. the loop and roll.
On the other hand, the Mi-34, which later
found itself in a different country under dif-
ferent economic conditions in fact, could
not always rival some of the foreign helicop-
ters in the class, e.g. those from Robinson or
Schweitzer. Given request from civilian cus-
tomers, however, we have had the helicopter
certificated and we have dubbed it Mi-34C.
The next phase of the Mi-34 programme
kicked off several years ago. As part of work-
ing out an advanced helicopter family by
Russian Helicopters holding, we took due
account of the high demand of up-to-date
light helicopters, and the Mi-34 then got its
second wind, in fact. The latest helicopter
has been designated as Mi-34C1. It has
retained all of the advantages of the baseline
sports version, but has gained commercial
traits that are so important to operators. In
particular, we have managed to extended
its range out to 450 km, its engine has been
replaced with a more powerful one, the
degree of comfort has grown and the appear-
ance of the machine has improved, i.e. we
have implemented what normally stems from
successful sales of any advanced aircraft.
This summer, we made two prototypes
dubbed OP-1 and OP-2 – a trainer variant
for Russian Defence Ministry flight schools
and a commercial version respectively. Early
in August, the OP-2 conducted its maiden
flight on the premises of the Mil Moscow
Helicopter Plant in Tomilino, Moscow
Region. The advanced machine was demon-
strated as part of MAKS 2011’s flight pro-
gramme, evoking keen interest on the part of
civilian and military potential customers. To
date, tentative agreement has been achieved
or orders for dozens of machines have been
awarded by a number of Russian and for-
eign helicopter users, particularly, the UTair
company. Foreign customers have shown
interest in the Mi-34C1 too. We expect the
Mi-34C1 to meet the requirements of most
exacting consumers.
The Mi-34C1 certification programme
is slated for completion by year-end 2011.
This will allow the machine to enter full-
scale production at the Progress plant in
Arsenyev and kick off its deliveries in 2012.
In our opinion, the Mi-34C1 will be in high
demand as an initial training helicopter.
Now, it will be more comfortable to both the
instructor-pilot and the rookie.
What are the features of the latest Mi-34 version?
Mi-34C1 prototype entered flight tests in early August 2011
Mil
Mos
cow
Hel
icop
ter
Pla
nt
i n d u s t r y | i n t e r v i e w
w w w . t a ke - o f f . r u14 take-off december 2011
The Mi-34C1 features a modified con-
figuration, the upgraded M9FV engine and
improved flight performance, as well as
an advanced control system. As is known,
the simplicity and cost of the first version
of the Mi-34 were maximised; in particu-
lar, its control system was mechanical and
required that the pilot should make a lot of
physical effort in certain operating modes.
The helicopter has been furnished with the
hydraulic system, so even a woman will be
able to control it without too much effort.
We have used foreign-made components.
The Goodrich company is our partner in
terms of components. It has provided the
hydraulic actuators it has developed and
made. Now, the machine will surpass the
popular Robinson R44 in terms of perfor-
mance, in particular, the Mi-34C1 will have
a higher static ceiling.
The helicopter seats three passengers and
a pilot or 400 kg of cargo. With the 1,450-kg
maximal takeoff weight, it flies at a maxi-
mum speed of 220 km/h out to 450 km
(as far as 910 km on extra tanks). Special
mention should be made that the tradition-
al ‘steam-gauge’ type instruments can be
replaced at the customer’s request with the
‘glass cockpit’, where all data are shown on
colour multifunction liquid-crystal displays.
We have scrutinised the major foreign-
built helicopters in the class, introduced
modifications and got a well-designed
machine with high design flight and operat-
ing characteristics that, hopefully, will be
fully proven during the trials. Throw a rather
attractive price in for good measure.
Could you give us more detail on the Mi-34C1’s advantages over the R44? As is known, full-fledged competition requires the best or comparable economic efficiency and flight hour cost in addition to top-rate flight performance and streamlined maintenance. Probably, UTair has preferred the Mi-34C1 to the R44 for a reason, hasn’t it?
Under the Mi-34 modernisation specifi-
cations requirement, we needed a consider-
able service life extension – we intend to
achieve a helicopter service life of 15,000
flight hours and the 5,000-flight-hour ser-
vice life of the assemblies as well as ensure a
1,000–1,500-h increase in the time between
overhauls at first and then extend it even
further up to 1,700 flight hours. It will be a
helicopter on a par with Western analogues
or even better in terms of service life.
As far as the Mi-34C1’s service life and
flight hour cost are concerned, the machine
will be rather competitive. To my mind, its
flight hour cost will be at least 1.5 times
lower than that of its foreign rivals. Therefore,
we are optimistic about the future of our
machine – both in Russia and abroad.
Mi-34C1 second flying prototype (OP-2) in commercial version
Mi-34C1 first flying prototype (OP-1) in a trainer version for Russian Air Force
Mil
Mos
cow
Hel
icop
ter
Pla
nt
And
rey
Fom
ini n d u s t r y | i n t e r v i e w
15 w w w . t a ke - o f f . r u take-off december 2011
At present, the Irkutsk Aviation Plant is a
major player of the Russian aircraft industry
and, probably, its branch’s leader in terms of
output. Sukhoi Su-30MKI multirole super-
manoeuvrable fighters and Yakovlev Yak-130
combat trainers are built in Irkutsk now.
According to Irkutsk Aviation Plant Director
General Alexander Veprev, the company
manufactured 38 Su-30MKI fighters, includ-
ing knockdown kits for licence production in
India, and nine Yak-130s in 2010 – overall,
47 aircraft that make up more than half of the
planes built in Russia last year.
Irkut launched deliveries of A320 airliner
components to Airbus under an interna-
tional cooperation programme in 2007. The
plant had productionised three assemblies
for A320 family airliners – the nose wheel
bay, keel beam (the basic load-bearing ele-
ment of the lower fuselage in the wing cen-
tre section area) and flap rail. The volume
of the deliveries to Airbus has been on the
rise steadily. For instance, the two first nose
wheel bays were delivered in 2007, as many
as 21 in 2008, 82 in 2009 and 104 in 2010.
The keel beam deliveries began in 2008 with
the first four units, as many as 34 keel beams
went to Toulouse from Irkutsk in 2009 and
71 in 2010. Considering that Airbus sold
about 400 A320 family airliners per annum
in 2009–10, every fourth of them is fit-
ted with an Irkutsk-made nose wheel bay
and every sixth of them with an Irkutsk-
manufactured keel beam.
Fulfilling the orders awarded by Airbus in
its time kicked off a drastic modernisation
of the production facilities and engineer-
ing processes of the Irkutsk Aviation Plant.
Acquisition of advanced equipment, train-
ing of personnel in using it and introduc-
tion of stringent quality control systems
began. According to Irkut President Alexey
Fyodorov, the plant has invested 10.8 billion
rubles (about $360 million) in the produc-
tion facilities modernisation over the past
six years, which became the first and rather
impressive step towards the production of
the advanced MC-21 airliner.
At the first stage of the technical re-
equipment, the company has switched to
Ale
xey
Mik
heye
v
IRKUT GEARING UP FOR MC-21 PRODUCTION
The development and production of the MC-21 short/medium-haul airliners
designed to seat from 150 to 210 passengers is to become the key advanced com-
mercial aircraft programme of the Russian aircraft industry. At the MAKS 2011 air
show in August, experts and the public were shown a full-size MC-21’s cabin and
flightdeck mockup and full-scale components of the future airliner’s wing that will
be all-composite. The Irkut corporation was appointed prime contractor for the
MC-21 development and production under the Russian president’s directive dated
6 June 2010. The Irkutsk Aviation Plant, a subsidiary of Irkut Corp., will make pro-
totypes and then all production-standard aircraft of the MC-21 family. The Take-off
editor has had an opportunity to see the company gearing up for the MC-21 pro-
duction during his recent visit to the plant.
Andrey FOMIN
i n d u s t r y | r e p o r t
w w w . t a ke - o f f . r u16 take-off december 2011
the up-to-date regulatory framework by
having introduced more than 200 standards,
introduced digital design and productionis-
ing methods and updated over 280 units
of equipment – machines, laboratories
and testing facilities. An up-to-date qual-
ity management system has been adopted
(EN9100 standard) and advanced global
logistics schemes and lean manufacturing
technologies have been implemented. This
resulted in the output per worker total-
ling 4.2 million rubles (about $140,000) in
2010 – the best showing in Russia’s aircraft
industry.
A revolution has taken place in the infor-
matisation of the production facilities through
introduction of CAD/CAM/CAE/PDM
technologies for mathematic modelling
of the plane’s aerodynamic configura-
tion, engineering and kinematic analysis
of items, 3D design and manufacture of
parts with subsequent automated quality
control by means of measurement inspec-
tion machines, laser/optics-assisted final
assembly, design and shop-floor documen-
tation and data and their use in managing
the company. To date, Irkut has had over
1,300 jobs for design and preproduction
planning based on CAD/CAM/CAE/PDM
technologies.
A considerable upgrade has taken place at
the blank punching and mechanical assem-
bly shops, where technologies relevant to
MC-21 production have been introduced.
The Irkutsk Aviation Plant is especially
proud of its electroplating facility – the
Ale
xey
Mik
heye
v
Alexey Fyodorov, Irkut Corp. President: “Airbus orders for A320 components manufacturing forced us to begin modernisation of Irkutsk Aviation Plant production facilities which became the first step to MC-21 production preparation”
A320’s keel beam manufacturing at Irkutsk Aviation Plant
Every fourth A320-family airliner now has Irkutsk-maid nose wheel bay
Ale
xey
Mik
heye
vA
lexe
y M
ikhe
yev
i n d u s t r y | r e p o r t
17 w w w . t a ke - o f f . r u take-off december 2011
shop applying coatings and performing
chemical processing of parts. No other
Russian aircraft manufacturer can rival it
yet. To date, over 40 special processes have
been introduced in Irkutsk both under the
ongoing programmes and for the future
production of the MC-21. They include
aluminium and titanium alloy part anodis-
ing, aluminium part dimensional chemical
etching, vacuum titanium alloy part thermal
processing, luminescent control, etc.
Modernisation of the assembly shop has
begun. As part of the effort, the mechanical
riveting process has been mastered, as it will
be a key MC-21 manufacturing technology,
advanced aggregate assembly technologies
have been introduced and used in produc-
tion of components for Airbus and an auto-
mated mating concept has been tested.
This has resulted to the existing Irkutsk
Aviation Plant facilities being even now fit
for manufacture of MC-21 prototypes for
static, endurance and flight tests. However,
a radical revamp of the aggregate and final
assembly shops will be needed for subse-
quent full-scale production with the output
planned.
Phase II of the plant’s technical update
will mostly be focused on this in the coming
year. Automatic aircraft assembly mating
processes are to be introduced. Provision
has been made for designing and manufac-
turing a specialised MC-21 aggregate and
final assembly line. At the same time, there
will be an increase in the blank punch-
ing and mechanical assembly shops’ capa-
bilities, and the launch of advanced special
processes, e.g. electroplating and painting,
will have been completed.
At the Le Bourget air show in June this
year, Irkut and German company DURR
Systems GmbH clinched a deal on setting
up an MC-21 aircraft assembly produc-
tion line on the premises of the Irkutsk
Aviation Plant. A contract for delivery of
the complete set of the MC-21 assembly
line with the use of advanced digital tech-
nologies was awarded to DURR Systems
GmbH at the MAKS 2011 air show in
August. Under the contract, DURR
System GmbH shall develop, manufacture
and assemble MC-21 assembly systems,
including programmable positioning and
laser measurement systems, at the Irkutsk
Aviation Plant. The equipment will be
used for assembly of both future produc-
tion-standard and all prototype examples
of the advanced airliner, which will allow
the productionising and certification pro-
cess to speed up. In so doing, the shops to
house the production line are planned to
be re-sited, fully reconstructed and fitted
with up-to-date equipment, the technol-
ogy is to be developed and personnel is to
be trained accordingly.
The cutting-edge assembly lines will be
installed on the current premises of the
plant. Irkut President Alexey Fyodorov
emphasised that their dimensions were
quite enough for that, given the annual
MC-21 full-scale production rate planned,
and that no new capital development for
that purpose was needed. The Irkut Aviation
Plant’s final assembly shop was built in its
day to churn out Antonov An-12 trans-
ports, which dimensions are comparable
to those of the MC-21. At present, there
are over 30 Su-30MKIs and Yak-130s at
the shop at various degrees of fabrication.
According to Alexey Fyodorov, the MC-21
assembly line will be set up on one side of
the current assembly shop, where work on
the Su-30MKI fighters is under way so far.
Further down the road, however, in the sec-
ond half of the decade, their production will
diminish gradually, thus freeing up room
for the MC-21 in the shop. The assembly
of Yak-130s initially will go on side by side
with that of the MC-21 line without getting
in its way, but can be moved to some other
shop in case the airliner’s output rate picks
up. Alexander Veprev says the issue has been
given thought to.
As of last year, the aggregate volume of
investment in the MC-21 programme was
estimated at 37 billion rubles (over $4.5 bil-
lion), of which 97 billion rubles (just over
$3 billion) fell on development, while the
technical modernisation of both the Irkutsk
Aviation Plant and other plants involved in
the programme claimed 40 billion rubles
($1.3 billion). Alexey Fyodorov said, how-
ever, that the figures had been and the costs
would be reduced a little. In his opinion,
about $600 million are to be invested in
advanced assembly lines.
Under the MC-21 cooperation pro-
gramme, the Aviastar plant in Ulyanovsk,
VASO, ORPE Tekhnologiya and a num-
ber of other companies will participate in
the MC-21 production in addition to the
Irkut
Developers cooperation
Manufacturers cooperation
Irkutsk Aviation Plant
Irkut Corp., the prime contractor
Tupolev
Sukhoi Civil Aircraft Company
Beriev company
Hydromash/Liebherr
ORPE Tekhnologiya
VASO
VASO/Aviastar/
ORPE Tekhnologiya
Purchased components
Purchased components
Purchased components
MC-21 development and production cooperation
i n d u s t r y | r e p o r t
w w w . t a ke - o f f . r u18 take-off december 2011
Irkutsk Aviation Plant. All fuselage section,
save for the tail section to be made by ORPE
Tekhnologiya, will be made in Irkutsk, the
composite wing in Ulyanovsk and the wing
high-life devices, fairings and composite
empennage in Voronezh. Hydromash in
Nizhny Novgorod, which has a joint ven-
ture with Liebherr, will supply the landing
gear. The final assembly of the airliner is
the preserve of the Irkutsk Aviation Plant,
but its further customising can be handled
in Ulyanovsk.
The designing of the MC-21 involves
an even greater number of subcontrac-
tors. Irkut’s engineering centre, based on
the Yakovlev design bureau, has designed
the F1 and F3 fuselage sections and wing
torsion boxes and performs overall project
coordination. The Sukhoi Civil Aircraft
Company, the developer of the Sukhoi
Superjet 100 aircraft, is responsible for the
F2 and F4 fuselage sections, Tupolev JSC
for the horizontal stabilisers, wing high-lift
devices and fuselage tail section and Beriev
for the vertical stabiliser and fuselage tail
section.
To date, the general configuration of the
plane and its basic systems has been com-
plete, aerodynamic, strength and other cal-
culations and experiments have been con-
ducted, strength and engineering examples
(including a black-reinforced plastic wing
torsion box prototype) have been under
testing, suppliers of all avionics systems
have been selected and negotiations on
long-term contracts with them have been
launched.
The composite wing is a feature of
the advanced airliner. The 10.2-m-long,
2.9-m-wide composite wing torsion box
was unveiled at the MAKS 2011 air show.
It had been developed by Russian company
Aerokompozit in cooperation with Sukhoi
Civil Aircraft Company and made coop-
eratively by Aerokompozit and Austrian
company Fischer Advanced Composite
Components (FACC). The production of
composite wings to fit the MC-21 and then
other aircraft is planned to be launched in
Ulyanovsk in 2014.
According to Alexander Veprev, the
manufacture of the first parts for MC-21
prototypes is to begin as soon as this year.
In all, Irkut intends to build eight MC-21
prototypes for its certification trials –
six flying prototypes in two versions (the
MC-21-200 and MC-21-300), a static test
one and an endurance test one. The maiden
flight of the first flying prototype is slated
for 2014 while the certification comple-
tion and delivery beginning for 2016. Irkut
maintains that the MC-21 programme is
on schedule.
The total output of all MC-21 versions
under its production programme devised
to span through 2035 has been set at 1,180
units worth a total of almost $50 billion.
The MC-21 programme will create 8,000–
10,000 jobs with the plants in Irkutsk,
Ulyanovsk and Voronezh and 4,000–5,000
more with other Russian companies supply-
ing components and materials.
In this connection, Irkut attaches special
importance to training new workforce. This is
facilitated by the school – college – advanced
training – refresher training personnel renew-
al programme launched in 2005. Under the
aegis of the Irkutsk Aviation Plant, there is a
cutting-edge training and production centre
that trains about 5,000 personnel annually,
including about 500 newly hired workers. As
a result, the Irkutsk Aviation Plant is manned
to the full, and the average age of its person-
nel is below 40 years old, which is the Russia’s
aircraft industry’s record too.
The MC-21 orderbook comprises as
many as 220 orders and options. During
MAKS 2011, the Russian Technologies
state corporation represented by its subsid-
iary, leasing specialist Aviakapital-Servis
LLC, and the Irkut corporation made
a contract for 50 airliners, including 35
MC-21-300s and 15 MC-21-200s, worth a
total of $3.8 billion in the list prices with
35 options, to be delivered from 2017 to
2022. Under the contract, the customer
may have its MC-21s powered by engines
of two types – the Russian-made PD-14
or Pratt & Whitney PW1400G. The planes
will be delivered to the Russian carriers of
the Aeroflot group, of which the Russian
Technologies is a shareholder.
Other MC-21 customers include
Malaysian investment company Crecom
Burj (a contract for 25 MC-21-300s and
25 MC-21-200s was awarded in July 2010),
leasing company Ilyushin Finance Co. (a
contract for 28 airliners with 22 options),
VEB-Leasing (15 firm orders and 15
options) and the Nordwind carrier (three
orders and two options).
Irkut
Alexander Veprev, Irkutsk Aviation Plant Director General: “Today’s area of production facilities is quite enough for annual assembly of up to 70 MC-21s”
MC-21 airliners assembly line project
Ale
xey
Mik
heye
vi n d u s t r y | r e p o r t
19 w w w . t a ke - o f f . r u take-off december 2011
The Perm-based Aviadvigatel joint stock
company and Central Institute of Aircraft
Engines started the conceptual design of the
future engine as far back as the early 2000s.
There were several objectives, e.g. a 10–15%
fuel burn reduction compared with the exist-
ing engines, a 15–20% life cycle cost drop and
much lower noise and emission levels.
The programme began to flesh out and
receive sufficient funding after UEC had
placed it on its list of promising models. A
decision was taken to have almost all of the
UEC subsidiaries involved in the programme,
with the Perm-based companies – developer
Aviadvigatel and manufacturer Perm Engine
Company – to remain its leaders.
Gate I, during which the PD-14 concept
review took place, was cleared in July 2008.
Since then, the full-scale work on designing
the engine’s components and developing and
productionising technologies necessary for
the development of the new turbofan family
has kicked off in Perm.
The conceptual design review (Gate II) took
place in March 2010. Analysis indicated that
the approved thermodynamic parameters of the
baseline engine as well as design and produc-
tion solutions would ensure the new-generation
turbofan’s development within the timeframe
required, with the turbofan to leave the existing
domestically built engines far behind and be
able to rival similar advanced western engines.
Gate
III implying
a final engine configuration decision
was cleared in July this year. A slightly more
than a year between Gates II and III saw,
in addition to the devising of the concep-
tual design, the manufacture of the core
engine demonstrator and passing of the first
stage of its tests, completion of the first
stage of the trials by the high-pressure (HP)
compressor, manufacture and installation
of advanced-materials efficient-cooling HP
turbine blades on the core engine and manu-
facture of unit demonstrators of composite
high-load parts.
In August, Igor Maximov, Aviadvigatel
deputy Designer General and PD-14 family
chief designer, said that the approval of the
preliminary design allows Aviadvigatel and
other companies participating in the pro-
gramme to start the engineering design of the
baseline PD-14. “The basic design documen-
tation has been worked out, units and systems
of the engine technology demonstrator slated
for unveiling to the customers in 2012 has
begun”, Igor Maximov said.
A decision was taken to make the PD-14
a two-shaft turbofan engine with fan direct-
drive. All engines of the family have a com-
mon core engine with the eight-stage HP
compressor, low-emission annular combustor
and two-stage HP turbine. The PD-14’s base-
line model will be fitted with a 1,900-mm-
Despite the Irkut corporation’s selec-
tion of the US-made PW1400G engine
as the basic powerplant of the MC-21
advanced short/medium-haul airliner
family in a tender, there is an option
for equipping the aircraft with the
Russian new-generation engine, the
PD-14, that is under development now.
The United Engine Corporation (UEC)
has named the PD-14 engine family
development a priority of the Russian
aircraft engine industry. The MC-21
is supposed to become the launch
user of the engine’s baseline model.
In the future, however, the PD-14’s
common core engine and modular
design will allow the developer to cre-
ate a whole family of turbofans with a
thrust of 8–18 t for powering airliners
with the 70–350-seat capacity and
transport planes with a lifting capacity
of 10–60 t. The baseline core engine
also will ensure the development of
the 10,000-hp PD-12V helicopter tur-
boshaft engine and several industrial
gas turbine installations ranging in
power from 6MW to 16MW (gas trans-
fer units, electric powerplants, etc.).
Andrey FOMIN
PD-14 new-generation
engine for MC-21
i n d u s t r y | p r o g r a m m e
w w w . t a ke - o f f . r u20 take-off december 2011
diameter single-stage fan (its size the same
as that of the PS-90A’s fan), three-stage
low-pressure (LP) compressor and six-stage
LP turbine.
The PD-14’s baseline model with the
14,000 kgf takeoff thrust is designed to power
the MC-21-300 aircraft. The airliner’s ‘shrunk’
version, the MC-21-200, is to be equipped with
PD-14A with a thrust of 12,500 kgf, while the
MC-21-400 ‘stretched’ variant is to be pow-
ered by the PD-14M version with the thrust
increased to 15,600 kgf.
According to the design data, the PD-14
is among its top foreign rivals (PW1400G,
LEAP-X) in terms of cruising specific fuel burn,
while having a somewhat lower bypass ratio.
Compared with the production Russian-made
PS-90A turbofan in the same thrust class, the
PD-14 features a 13% cruising specific fuel
burn reduction, an almost twofold bypass ratio
increase and a dry weight drop by 6.5% (10% in
the as-received condition).
The bench tests of the PD-14’s core engine
demonstrator began in Perm last autumn with
the first bench burn on 26 November 2010.
At present, the core engine demonstrator is
ready for the second stage of its tests, includ-
ing the one involving supercharged and heated
air at the core engine’s inlet. The assembly
and installation of the HP turbine for tests on
the TS-2 test bench in the Baranov Central
Institute of Aircraft Engines is nearing the end.
At the same time, Aviadvigatel has been
making and assembling an engine demonstra-
tor since 2009. It is to be ready for tests by
mid-2012 and for starting its flying testbed
tests in 2013. The certification of the baseline
PD-14 is planned for 2014, which is to enable
it to hit the market in 2015–16, right by the
time the MC-21 is certificated.
The PD-14’s certification tests will use both
the test benches of Aviadvigatel and CIAM and
the open test bench of NPO Saturn JSC in
Poluyevo near Rybinsk – the only one of the kind
in Russia and one of a few in the world. The Perm
Engine Company has launched the productionis-
ing of the advanced engine. A laser cutting, per-
foration installation and a vacuum furnace have
been bought while a new heat-resistant coating
shop has been built and is being furnished with
the unique robotised electron-bean evaporation
system from German firm ALD.
In addition to the two prime contractors,
the PD-14 development programme involves
other UEC companies as subcontractors, as
well as aircraft engine maker MMPP Salut
that is not a subsidiary of the corporation
yet. Perm Engine Company Managing
Director Sergey Mikhalyov says: “Our plant
is the prime contractor for manufacture of the
PD-14. This means that the key units of the
advanced engine will be made by Perm Engine
Company, with the rest to be supplied by the
subcontractors. For instance, fan blades will
be made by out partners in Ufa. For this pur-
pose, UMPO JSC has acquired a cutting-edge
complex of imported equipment – presses,
furnaces, etc. – and is learning operation
of the complex now. The LP compressor
module is the preserve of NPO Saturn, with
the compressor’s booster stage module being
co-designed by Aviadvigatel and NPO Saturn.
The Ufa-based Motor scientific production
association and Aviadvigatel have been tasked
with designing the LP turbine for the PD-14,
with UMPO to be its manufacturer.
Mention also should be made that MMPP
Salut has been asked to develop and manu-
facture the compressor intermediate casing
and accessory gearbox, the Mashinostroitel
plant – the engine nacelle, reverser and com-
posite mufflers and Metallist-Samara – met-
al-alloy mufflers. STAR JSC will supply the
FADEC-type control system, fuel-metering
and measurement equipment.
In addition to final assembly, Perm Engine
Company itself will manufacture the combus-
tor, HP compressor and HP turbine, i.e. the
basic components of the core engine. “A rather
important task for the Perm engine makers to
fulfil is HP turbine production. Provision has
been made that all turbine blades – both rotor
and stator ones – will be cast single-crystal. The
advanced casting technique was introduced into
the production of turbine blades for the PS-90A
engine, and the experience has come in handy”.
The PD-14 development programme’s
worth is estimated at 70 billion rubles (about
$2.3 billion), of which 35 billion rubles fall on
the federal budget investments and 35 billion
rubles more on the developer’s extrabudgetary
resources. The governmental financing is sup-
posed to cover the basic costs of developing the
key technologies under the programme and
design, manufacture and testing of prototype
engines. The extrabudgetary funds are ear-
marked for spending on the engine’s produc-
tionising and debugging.
The programme for 9–18 t thrust advanced
civil aircraft engine development was included
into the revised version of the Russian Aircraft
Development in 2002–10 and throughout
2015 Federal Programme, and the funding
to the tune of 3.88 billion rubles (including
2.71 billion budgetary and 1.17 billion extra-
budgetary rubles), of which 2 billion govern-
ment-allocated rubles were slated for the core
engine concept definition and designing.
According to the programmes’ director,
Aviadvigatel Designer General Alexander
Inozemtsev, the 2009–11 governmen-
tal investments in the PD-14 development
programme stand at 15 billion rubles being
spent on developing the commonised core
engine as well as updating the equipment
and technologies. On 3 May 2011, an open
auction resulted in the Russian Industry and
Trade Ministry and UEC signing a govern-
mental contract on the ‘Development of the
Engine Demonstrator and Detail Design
of the Future Baseline Turbofan Engine for
Commercial Aviation (PD-14)’ development
work in 2011–12, worth a total of 7.53 bil-
lion rubles, of which 5.29 billion rubles are
invested by the government and 2.24 billion
rubles are extrabudgetary resources.
Will the PD-14’s developers manage to
remain on schedule and, which is more, meet
the technical requirements and ensure opera-
tional reliability promised? Time will tell. So
far, the programme is under way in a rather
dynamic manner, does not lack the funds
and, hence, may well start producing early
concrete results.
Comparative data of PD-14 and its foreign rivalsPD14A PD-14 PD-14M PW1431G LEAP-X1C
22 take-off december 2011 w w w . t a ke - o f f . r u
ment capability that ensure effective antimissile
defence. Long-range and medium-range systems
are considered to be a means to destroy non-
ICBM threats (e.g. battlefield, shorter-range and
intermediate-range ballistic missiles) and cruise
missiles and also are being honed to maximise
their multiple-target engagement capability. The
development of short-range air defence missile
systems is mostly designed to enable them to
eliminate precision-guided munitions, artillery
projectiles and rockets. The latest trend is to
have a single SAM system to integrate SAMs
differing in range. Almaz-Antey’s current and
future designs are in line with these tendencies
and requirements. This affords Russia success-
ful promotion of its air defence systems on the
world market.
Recently, the growing importance of aviation
and air-launched weapons in present-day wars
has facilitated a surge in air defence arms acqui-
sition by many countries. Another key factor of
the growing air defence hardware market is the
complete obsolescence of the widespread pre-
vious-generation SAM systems, e.g. the Soviet-
made S-75, S-125, Krug, Kvadrat and Osa,
US-made Hawk, etc., and the need to replace
them. Finally, a significant trend is the interest
on the part of many customers in limited missile
defence systems to defend against battlefield and
shorter-range ballistic missiles. This contributes
to the growth of the air defence systems market
and the increase in the sales of Russian materiel,
with Almaz-Antey facing bitter competition in
this market segment because several new manu-
facturers, e.g. Israeli and Chinese ones, are trying
to get their slice of the market too.
Consolidating the positions
Since its establishment in 2002, the Almaz-
Antey corporation has made quite a progress in
air defence system export. In the first place, men-
tion should be made of the lucrative contracts
awarded by China in 2004–06 for 16 battalion-
size S-300PMU-2 batches that make up the
backbone of the PRC’s air defence. Two battal-
ion-size S-300PMU1 consignments have been
delivered to Vietnam, and Algeria has awarded
contracts for four battalion-size S-300PMU2
batches. Cyprus has received Buk-M1-2 sys-
tems, while Syria has ordered cutting-edge
Buk-M2Es. The venerable Soviet-made Kvadrat
SAM systems in service with the Egyptian and
Iranian militaries have been upgraded to the
Buk-M1-2 standard, with the two countries also
having taken delivery of Tor-M1 self-propelled
SAM systems. A number of countries have been
provided with upgraded Pechora-2A SAM sys-
tems. Rif-M and Shtil-1 naval SAM systems
have been delivered to China and India. A whole
spectrum of R&D programmes has been run in
support of China, India and South Korea. The
overall air defence exports and export support
work by Almaz-Antey in 2002–08 is estimated
at $7 billion, with its exports growing with every
passing year.
Despite the financial crisis commencing in
later 2008, the corporation, which has part-
nered with Rosoboronexport, has been suc-
cessful in maintaining the growing dynamics of
its air defence materiel exports, with the latter
estimated at being higher than an average of
$1 billion a year.
For instance, 2009 saw the successful comple-
tion of the 2006 China-awarded contract, with
China accepting the last eight of the battalion-
size S-300PMU2 batches ordered. Supplies
of 9M317 SAMs and relevant equipment for
China-operated ground- and ship-based SAM
systems continue. Shtil-1 systems incorporating
the same SAMs are delivered to equip the frig-
ates under construction by Russian and Indian
shipyards for the Indian Navy.
Two major successes of Almaz-Antey in the
last two years have been the contracts for SAM
systems for Venezuela and Azerbaijan. In 2009,
Venezuelan President Hugo Chavez announced
the development of a layered national air defence
based on Russian SAM systems that have had
nothing to rival them in Latin America. As part
of its contribution to the effort, Almaz-Antey
shall deliver a battalion-size batch of S-300VM
systems, a number of Buk-M2Es and Tor-M2Es,
air defence radars and automatic control sys-
tems. In 2010, Azerbaijan ordered two battalion-
size batches of brand-new S-300PMU2 SAM
systems, which cost is estimated at $300 million.
The delivery has been completed.
In South Korea, Almaz-Antey has virtually
completed its share of work on the development
of the KM-SAM medium-range SAM system
for the country, with the KM-SAM system being
wrapped around the new SAM system under
development for the Russian Defence Ministry.
Russian arms exports to the international
market have repeatedly faced the increas-
ing resistance by Western competitors. For
instance, Almaz-Antey’s bidding in the Turkish
tender for long-range and medium-range SAM
systems is being accompanied by a large-scale
campaign unleashed by the Americans trying
to sell their Patriot PAC-3 SAM system to
the Turks. US ranking political and military
officials have publicly voiced ‘recommenda-
tions’ that Turkey by no means should buy
Russian SAM systems as they are allegedly
incompatible with NATO’s command, control
and communication (C°) system standards.
Several years ago, the United States persuaded
the United Arab Emirates into refusing to
buy the S-300V or S-300P SAM systems in a
similar manner. However, the very willingness
of Turkey as well as several other countries
(the UAE and Saudi Arabia) to regard Almaz-
Antey’s SAM systems as a feasible alternative
to the Patriot PAC-3 offered by its ally speaks
volumes about the high appeal of the Russian
SAM systems. In addition, the S-300P and
Tor-M1 SAM systems have been integrated
with the Hellenic Armed Services successfully.
At present, Russian air defence systems are
taking part in several international tenders. In
addition, intensive negotiations are under way
on delivery of Almaz-Antey-made SAM systems
to several customers. To top it off, Russian SAM
systems may well penetrate new markets, par-
ticularly, in Latin America and Southeast Asia.
More opportunities for air defence weaponry
export increase will be provided by the export
of the latest heavily upgraded versions of Buk
and Tor as well as advanced S-400 SAM system,
which has just begun.
Thus, Almaz-Antey’s air defence system
exports in the near future are expected to remain
steady at the high level attained after 2009. The
highly lethal SAM systems from the Almaz-
Antey Corp. are certainly to remain a Russian
defence industry trademark abroad.
And
rey
Fom
in
Buk-M2E
23 take-off december 2011w w w . t a ke - o f f . r u
a i r d e f e n c e | c o m p a n y
Aircraft
Actually, no surprises concerning the
T-50’s design were expected from its debut
demonstration at MAKS 2011. The cus-
tomer did not allow static display of the
fighter, and its takeoffs and landings even
had to be performed at a distance from
the crowd. To this end, every day, early in
the morning, the tarpaulin-clad prototypes
would be towed from the Sukhoi flight test
facility’s apron to a spot in a taxiway near
the end of the runway and be towed back at
night. Takeoffs would be performed far away
from the crowd too, with the run commenc-
ing from about the middle of the runway,
which length, thankfully, exceeds 5,400 m.
By the way, given today’s advances in photo-
graphic gear, this did not prevent numerous
reporters and aviation spotters from taking
many quality pictures of the fighter from
all aspects possible both on takeoff and
T-50 WHAT WE LEARNT OF IT AT MAKS 2011No doubt, the spice of the MAKS 2011 air show in Zhukovsky, Moscow Region, in
August was the long-awaited unveiling of prototypes of the Future Tactical Fighter
(Russian acronym – PAK FA) – Russian fifth-generation fighter T-50 the Sukhoi
company is developing in cooperation with its engine, aircraft material, avionics,
airborne systems and weapons subcontractors. The PAK FA made its debut on the
second day of the show, when both flying T-50 prototypes were demonstrated in
flight to Russian Premier Vladimir Putin. They flew as a pair, after which the Sukhoi
design bureau’s test pilot Sergey Bogdan flew aerobatics on the T-50-1. On the fol-
lowing days of MAKS 2011, the second T-50 prototype, the T-50-2, was used in the
flight demonstration programme. It would first lead a Sukhoi aircraft ‘troika’ with a
Su-34 and a Su-35 as its wingmen and then perform solo aerobatics.
Although no characteristics of the plane have been published officially, many
interesting things related to the PAK FA programme to a certain degree could be
seen in the pavilions of MAKS 2011. So, what did we learn about the Russian fifth-
generation fighter during the air show?
Andrey FOMIN
Ale
xey
Mik
heye
v
w w w . t a ke - o f f . r u24 take-off december 2011
m i l i t a r y a v i a t i o n | d e b u t
landing, on the one hand, and during its
flypasts and aerobatics. Again, the T-50’s
demonstration did not serve any surprise
as its design and layout features had been
known in advance owing to the official pic-
tures published by Sukhoi since the maiden
flight of the T-50-1 on 29 January 2010 and
to numerous photos on the Internet, which
were taken during the demonstrations to
Russian and Indian national and military
leaders in 2010–11.
A rather large T-50 model was on dis-
play for the first time at Sukhoi’s stand in
the UAC pavilion, but it was impossible
to see in it anything capable of adding to
what had been known from the pictures.
A full-scale exhibit on display at the stand
of the ORPE Tekhnologiya company – ‘a
composite fuselage midsection panel’. As is
known, a sizeable part of the T-50’s struc-
ture is made of composites, including the
large-size load-bearing panels, and this is a
feature of the plane, setting it apart from the
previous-generation Russian fighters.
According to Sukhoi, both PAK FA fly-
ing prototypes had logged 84 sorties by the
beginning of MAKS 2011. Following another
demonstration to an Indian delegation on 14
June, the T-50-1 was being given scheduled
improvements, in the course of which it was
fitted, inter alia, with the antispin chute in a
special container housed by the tip of the cen-
tral tail boom. This may be an indication of
the plane’s preparedness for operating enve-
lope expansion tests, including flying at high
alpha. With the improvements introduced, the
plane was flown out on 4 August. The aircraft
flew several missions more as part of prepara-
tions for the show, pulled off aerobatics with
certain g-load and speed limitations after the
flypast with the T-50-2 and then was not dem-
onstrated at the show any longer.
The second flying prototype that first
flew in Komsomolsk-on-Amur on 3 March
this year was airlifted by an An-124 to
Sukhoi’s flight test facility in Zhukovsky
on 3 April, but it had been flown out here
only a week before the show, on 10 August.
For four months, it had been subjected
to the debugging and improvement pro-
gramme too. The T-50-2 (side number 52,
or 052), is similar to the first prototype,
including in terms of the paintjob. It differs
only in minor details. For instance, it car-
ries several sensors of the integrated elec-
tro-optical system instead of the mockups
equipping the T-50-1, and the design of
the movable section of the cockpit canopy
has been modified. During the two-ship
flypast at the official opening of MAKS
2011 on the afternoon of 17 August, the
T-50-2 was flown by Sukhoi’s test pilot
Roman Kondratyev, with the programme
25 w w w . t a ke - o f f . r u take-off december 2011
m i l i t a r y a v i a t i o n | d e b u t
PAK FA’s second flying prototype airlifted from Komsomolsk-on-Amur in early April is flying in Zhukovsky since 10 August 2011
chief test pilot, Hero of Russia Sergey
Bogdan, flying on the remaining days.
On the final day of the show, the T-50-2
experienced a right engine surge while tak-
ing off in difficult weather conditions. The
surge was caused by FADEC malfunction
with a large flame exiting the nozzle. Sergei
Bogdan had to abort the takeoff. Having
deployed the drag chute and applied the
brakes in an emergency manner, he stopped
the plane before the end of the runway and
taxied in to the apron. The incident seen
by thousands of onlookers and filmed by
TV cameras on 21 August made quite a stir
among the public. The aircraft and engine
developers, however, assured that it was no
drama, rather a routine thing in the trials of
a prototype and that the plane would return
to flight in the near future. Indeed, the
T-50-2 flew under the flight test programme
with a swing in September.
This autumn, KnAAPO completed the
assembly of the PAK FA third flying prototype.
Its maiden flight at Komsomolsk-on-Amur
took place on 22 November 2011. The T-50-3
is to be fitted with the main forward looking
AESA radar and a complete integrated electro-
optical system as well as other advanced avion-
ics making it more like the future production-
standard aircraft. The fourth flying prototype
and assemblies for subsequent aircraft are being
manufactured too.
Engine
The so-called first-stage engine to
equip the PAK FA is in the preliminary
trials now, Yevgeny Marchukov, General
Designer, Lyulka Scientific and Technical
Centre (Moscow affiliate of NPO Saturn
Scientific and Production Association), said
at MAKS 2011. “The preliminary stage
includes bench and flight tests. It is the most
labour-intensive period in terms of both
time and money. Some of the elements of
what has been implemented in the advanced
first-stage engine had built upon the solu-
tions developed for the 117S engine to fit
the Su-35 fighter, particularly, the designing
techniques and technologies of processing
most sophisticated structural elements. A
cutting-edge automatic control system has
been developed for the engine and it has
been based on Russian-made componentry
for the first time. The system’s architec-
ture and control algorithm are Russian
too”, Yevgeny Marchukov said, adding that
“more than 20 engines” were built to date.
“The engine’s performance has been proven
beyond any doubt through bench tests. Its
flying performance will have been evalu-
ated by year-end, and we should be ready
to launch the official test programme by
2013”, he specified.
The engine itself, known as 117, was
not shown at MAKS 2011. The same
time, United Engine Corp.’s exposition at
Oboronprom’s pavilion sported the known
117S afterburning turbofan powering the
Su-35 and Su-35S fighters now. First-stage
engines will not only power all T-50 pro-
totypes and LRIP aircraft, but, probably,
the early production planes as well. In the
future, the fighter is going to be fitted
with the so-called second-stage engine
now under development by NPO Saturn
as part of the United Engine Corporation.
“The work has begun. We will fulfil it on
schedule”, Oboronprom Director General
Yur
i Ste
pano
vA
ndre
y F
omin
m i l i t a r y a v i a t i o n | d e b u t
w w w . t a ke - o f f . r u26 take-off december 2011
Two PAK FA prototypes complete their formation demo flight
K-36D-5 ejection seat with a dummy pilot
in PPK-7 g-suit and ZSh-10 helmet
m i l i t a r y a v i a t i o n | d e b u t
Andrey Reus said in this connection during
MAKS 2011.
Ejection seat
During the air show, many interesting
things could be seen at the stand of the Zvezda
Scientific and Production Association named
after Guy Severin. There, the new K-36D-5
ejection seat for the fifth-generation fighter
was unveiled, as was the pilot’s equipment
comprising the PPK-7 g-suit, ZSh-10 helmet
and KM-36M oxygen mask.
The K-36D-5 ejection seat is a next
spiral of the evolution of the K-36D-3.5
ejection seat fitting the advanced versions
of the MiG-29 and Su-27 (Su-30) fight-
ers. According to Zvezda, it differs from
the baseline model in the extended pilot
weight and operating temperature brackets,
enhanced minimal ejection altitude char-
acteristics and reduced maintenance time.
It was reported that, combined with the
pilot’s protective gear, the K-36D-5 ejec-
tion seat enables the aircrew to withstand
manoeuvring g-load from -4 g to +9g,
longitudinal g-load from -6g to +6g and
lateral g-load from -4g to +4g. Safe ejec-
tion is ensured for the 0–20,000-m altitude
bracket and 0–1,300-km/h IAS bracket,
including the 0–0 mode, with an ambient
temperature from -60 to +74 deg. C and
pilot’s weight of 55–125 kg.
Avionics and weapons
A key element of the PAK FA’s multi-
role integrated radar system – the forward-
looking X-band active electronically scanned
array with more than 1,500 transmit-receive
(T-R) modules – was unveiled by its devel-
oper, Tikhomirov-NIIP, at the previous air
show, MAKS 2009, as the first experimental
example. This time around, Tikhomirov-NIIP
Yev
geny
Yer
okhi
nIv
an K
irillo
v
27 w w w . t a ke - o f f . r u take-off december 2011
T-50-1 got an antispin chute in its fuselage tail section during scheduled improvements held since mid-June through early August 2011 for operation envelope expansion tests
Russian ‘troika’ comprising T-50-2 as a leader and Sukhoi Su-34 and Su-35 as wingmen
demonstrated the second AESA prototype
embodying a number of improvements stem-
ming from the lab bench tests. The array is an
ellipse measuring about 0.9x0.7 m. In addition
to the AESA, the developer displayed during
MAKS 2011 a full-scale multichannel T-R
module the AESA is made up of and an L-band
AESA to be housed in the wing leading edge.
According to Tikhomirov-NIIP Director
General Yuri Bely, the third AESA example,
which has passed its bench tests, will have been
delivered to Sukhoi and mounted on the third
T-50 flying prototype this year. More AESAs
are being manufactured (for more detail on the
AESA radar for the PAK FA, see Yuri Bely’s
interview in this issue).
Tikhomirov-NIIP’s old-time partner,
State Ryazan Instrument Plant (GRPZ),
demonstrated at the airshow the units of the
N-036EVS computer system supporting the
operation of the AESA radar and designed “to
receive and process high-capacity analogue-
digital signals and control and automate com-
plex processes in real time”. The N-036EVS
computer system comprises two high-perfor-
mance digital computers “based on the united
switching computing environment and united
into a single computer system by means of
high-performance optical interfaces”. Other
novelties from GRPZ at MAKS 2011 were the
4283E AESA two-band digital IFF interroga-
tor and 4280MSE multifunction integrated
IFF responder.
A surprise sensation at the airshow was made
by the Urals Optical and Mechanical Plant
(UOMZ), which demonstrated the basic mod-
ules of the integrated optronic system displayed
at MAKS 2011 as Product 101KS. According
to the materials disseminated during the show,
the T-50’s optronic system will comprise the
101KS-V IRST for aerial target acquisition,
identification, pinpointing and tracking, the
101KS-U aerial and ground situation aware-
ness subsystem, the 101KS-O optronic defen-
sive aids suite and the 101KS-N podded IRST
And
rey
Fom
in
And
rey
Fom
inA
ndre
y F
omin
And
rey
Fom
inA
ndre
y F
omin
And
rey
Fom
in
m i l i t a r y a v i a t i o n | d e b u t
w w w . t a ke - o f f . r u28 take-off december 2011
Tikhomirov-NIIP X-band AESA and one of its multichannel
T-R modules (upper left)
Top: 101KS-V air-to-air IRST station (left) and 101KS-N podded air-to-ground optronic system (right)Bottom: 101KS-U missile launch detection system (left) and 101KS-O optronic defensive suite (right)
for ground target acquisition, identification,
pinpointing and tracking.
UOMZ Director General Sergei Maksin
said at MAKS 2011 that the PAK FA’s optronic
system comprising a panoply of sensors “will
ensure total control of the situation around the
aircraft in all optical wavebands”, with some
of the sensors being “unique from the point of
view of both their performance and application
philosophy”. The complete system is supposed
to fit the third T-50 flying prototype.
The 101KS-V IRST will be installed in the
PAK FA at the place customary to Russian
fighters Su-27 and MiG-29 – the ball-type fair-
ing in front of the cockpit. The ball housing
the 101KS-O DAS subsystem, which is likely
designed to interfere with heat-seekers, will be set
on top the fuselage aft the cockpit. The 101KS-U
subsystem, designed for “providing the aircrew
with information on the situation in the air and
on the ground”, is likely a set of UV sensors
alerting the crew to missile launches. Finally, the
aircraft can be equipped with a pod housing the
101KS-N IRST to deal with ground targets.
Another advanced system to come in handy
to the PAK FA was demonstrated at MAKS
2011 by the NPP Polyot company based in
Nizhny Novgorod. It was the “S-111-N air-
borne communications system” mated with
the “Aist-50 airborne integrated antenna-
feeder system”. It was specified at Polyot’s
stand that the system ensured “a consider-
able increase in the functional-technical,
operating and economic showings” over the
production-standard TKS-2M system equip-
ping Sukhoi planes at present. The S-111-N
ensures “multichannel data exchange via high-
capacity enhanced frequency band channels”
and implementation of the “reprogrammable
radio” concept, flexible comms gear archi-
tecture software/hardware rearrangement and
quick adaptation to simultaneous operation in
different comms systems and networks.
Tidbits of information on the weapons
suite of the future PAK FA were avail-
able at the stand of the Tactical Missiles
Corporation, which showcased, inter alia,
internal carriage missiles with the export
designations Kh-38MLE and Kh-58UShKE
and the advanced KAB-250 smart bomb as
well (for detail on latest weapons from
Tactical Missiles Corp., which could make
their way to the fighter’s weapons suite, see
further in the issue).
Ser
gey
Lyse
nko
Ale
xey
Mik
heye
v
m i l i t a r y a v i a t i o n | d e b u t
29 w w w . t a ke - o f f . r u take-off december 2011
T-50-1 and T-50-2 in formation flight at the opening ceremony of MAKS 2011 airshow,
17 August 2011
T-50-2 rolls after another demo flight at MAKS 2011. On 3 November 2011
it performed the 100th PAK FA’s test flight
Mr. Bely, let us start with the main innovative programme of Tikhomirov-NIIP, the AESA radar for the fifth-generation fighter. What is the status of the programme? What did you achieve?
PAK FA’s AESA radar system develop-
ment is right on schedule approved by the
prime contractor for the plane, the Sukhoi
company. Under the schedule, two proto-
types are being rig-tested, with one more
being ready for installation on a PAK FA
prototype. This, third, AESA radar proto-
type will be handed over to Sukhoi, and it
will begin to work on board the third flying
PAK FA aircraft. Manufacture of more
radars is under way, e.g. the fourth set is
being assembled to fit another PAK FA
prototype and the fifth one’s manufacture
has begun.
The first AESA radar has logged two
years on our test rig, most of its issues have
been ironed out and its software is being
refined now. The second AESA complete
set has been placed on a test rig earlier
this year and will soon be handed over to
Sukhoi as part of the PAK FA avionics
suite for rig testing. The third example has
completed its rig tests and now is ready for
mounting on a plane. The fourth set is to be
made before year-end.
Our institute performs the assembly,
adjustment and rig testing of the AESA
radars so far, and at the same time, its
productionising is underway at the State
Ryazan Instrument Plant (GRPZ) that is
setting up new manufacturing lines and
buying advanced equipment and has erect-
ed a special shop to this end. The plant
also has taken part in the manufacture of
the AESA radar since its early examples
had been made; in particular, it has been
making the distribution system, waveguide
And
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Fom
in
YURI BELY “PAK FA’s AESA radar development
is right on schedule”The PAK FA future tactical fighter, which prototypes made their debut at the MAKS
2011 air show, will feature, inter alia, a highly automated multifunctional integrated
active electronically scanned array (AESA) radar system under development by
the Tikhomirov Scientific Research Institute of Instrument Design (Tikhomirov-
NIIP). To date, Tikhomirov-NIIP has made several X-band AESA prototypes and
L-band experimental AESA examples and performed a considerable volume of
tests, with the AESA radar soon to be mounted on the fighter. Tikhomirov-NIIP’s
X-band AESA prototype, L-band example and their transmit/receive (T-R) modules
could be seen at the company’s booth at MAKS 2011. We spoke with Tikhomirov-
NIIP Director General Yuri Bely about the state of the AESA programme and other
topical matters.
w w w . t a ke - o f f . r u30 take-off december 2011
m i l i t a r y a v i a t i o n | i n t e r v i e w
runs, T-R module cases, etc. We have been
handing radar part manufacture off to the
plant gradually; thus, the plant will pro-
ductionise the AESA radar in full. We will
be able to launch its production as soon as
next year.
What problems do you encounter in AESA development?
Since the AESA radar is a drastically
novel product not only to us at Tikhomirov-
NIIP, but to the whole of Russian industry
as well, it is no secret that there are prob-
lems, mostly due to electronic componen-
try, specifically due to the productionising
of T-R modules under way at the Istok
scientific and production association and
to ensuring their reliability. Hence, many
things have to be done over and recon-
sidered. As far as characteristics are con-
cerned, we are satisfied now with the T-R
modules supplied to us, but their reliability
is yet to be enhanced. The cause of the cur-
rent situation is the slippage of Istok’s pro-
duction facilities renovation programme,
due to which some work is still done using
obsolete equipment with lower precision.
The financing is in a stop-and-go manner;
hence, Istok is experiencing problems with
its production facilities renovation and,
therefore, with the reliability of the early
T-R modules they made. Nevertheless,
I would like to stress again that we have
been settling all issues with success no
matter what and the programme has been
on schedule.
The AESA radar development is gradual,
given the scale of the job to be done. First,
priority is given to the forward-looking
AESA and its integration with the elec-
tronic countermeasures (ECM), IFF and
other avionics. In parallel, other units and
systems are being developed, and the radar
system is beefed up as they are developed.
In the end, we will get a full-fledged multi-
functional integrated radio-electronic sys-
tem of the fifth-generation aircraft.
While working on the AESA, you do not neglect passive phased-array radars either, do you?
Certainly, we have developed the unique
phased-array radar, the Irbis-E, with
an airborne target acquisition range of
400 km. Three prototypes of the radar
have been undergoing their flight trials on
two Su-35 prototypes and a Su-30MK2
flying testbed for several years now. This
year, the first production Su-35S fighter
built by KnAAPO Komsomolsk-on-Amur
Aircraft Production Association under the
Russian Defence Ministry-awarded con-
tract has entered its trials. It carries a
full production-standard Irbis set made
by GRPZ plant at its production line.
Tikhomirov-NIIP staff has been proactive
in supporting the radar’s flight tests, its
productionising by GRPZ and settling all
issues cropping up in the process. Mention
should be made that the radar has a good
prospect not only on board the Su-35. We
have received inquiries as to the feasibility
of using Irbis-E derivatives on board ships
and as part of ground-based radar systems.
We have not neglected
the Irbis’s predeces-
sor, the Bars phased-array radar, which is
in mass production and exported exten-
sively as part of the Su-30MKI fighters
and its versions to India, Malaysia and
Algeria. As is known, the Russian Defence
Ministry, too, has recently decided to buy
a batch of aircraft like that, designated
as Su-30SM, in the near future. We have
got a contract with the Sukhoi company
for development of a Bars version to fit
these fighters. We also are taking part in
the programme on upgrade of the Indian
Air Force Su-30MKIs. Provision has been
made for enhancing the performance of
the Bars radar and its current phased array
and, possibly, fitting the radar with an
AESA further down the road. However, we
believe that such an upgrade of the Bars
should be conditioned on the programme
for development of an AESA radar for the
Fifth-Generation Fighter Aircraft (FGFA)
being co-developed by Russia and India,
so that our experience in developing the
AESA can be used in subsequent upgrade
of in-service Su-30MKI fighters.
Do you continue to upgrade other airborne radars you developed?
We certainly do. We are further hon-
ing our first phased-array radar, the
Zaslon, used on the MiG-31 intercep-
tor. The upgraded MiG-31BM has kicked
off the second phase of its official trials
recently. Advanced operating modes are
being implemented into its Zaslon radar,
to which new long- and medium-range
missiles are being adapted as well. The
MiG-31’s tactical capabilities will grow by
far owing to the ongoing upgrade.
In addition, Su-27SM(3) fighters have
been fielded with Russian Air Force com-
bat units this year. We have upgraded
their N001 fire control radar again, with
advanced operating modes introduced and
modified medium-range missile applica-
tion ensured. The work is going on.
And
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Fom
in
L-band AESA in fighter’s wing leading edge mock-up
Tikhomirov-NIIP X-band AESA first prototype during rig-tests
Tik
hom
irov-
NIIP
m i l i t a r y a v i a t i o n | i n t e r v i e w
31 w w w . t a ke - o f f . r u take-off december 2011
Designed for Gen 5 and more
“Series orders have already been placed
for many of the items of weapons we show.
We are manufacturing pilot batches, and the
production will go full-scale starting from
2013 or 2014”, Boris Obnosov said during
MAKS 2011. “This year, we are to complete
the official trials of four or five devices.
Next year and 2014 will be very tough too,
because we will have to integrate the whole
range of weapons under development with
the fifth-generation aircraft”.
Asked which of the weapons on display
were almost complete for the fifth-gener-
ation fighter, the corporation’s leader said
internal carriage weapons needed to be con-
sidered first in that context. According to
Boris Obnosov, the RVV-MD and RVV-SD
air-to-air missiles displayed at the show this
time are designed for external carriage so
far, but are, essentially, prototypes that will
have spawned refined versions by 2014 to fit
the PAK FA. They will become the back-
bone of its weapons suite in the dogfight and
medium-range air-to-air missile classes.
The Raduga Kh-58UShKE antiradiation
missile displayed at MAKS 2011 is designed
for both internal and external carriage. Its
weight is 650 kg and its range measures
76–245 km when launched externally. It dif-
fers from the venerable Kh-58E in a shorter
length, a pop-up wing, shorter-span vanes
and a single wideband passive radar homer
acquiring all known air defence radar bands.
A big TV screen at Tactical Missiles Corp.’s
stand at MAKS 2011 displayed an animation
clip showing how four missiles of the type
would be housed by the inner bay of the fifth-
generation fighter. According to Mr. Obnosov,
the official tests of the Kh-58UShKE are to be
wrapped up next year.
Another missile to be used as part of the
fifth-generation fighter’s weapons suit and
fit its internal bays is the Tactical Missiles
Corp.’s parent company’s Kh-38ME new-
generation modular multipurpose air-to-
surface missile weighing up to 520 kg with a
reach of up to 40 km. It is designed to wipe
out a wide spectrum of armoured, hardened
and exposed ground single or multiple tar-
gets and waterborne targets in the littorals.
During the previous MAKS 2009 show
in Zhukovsky, where the Kh-38ME mis-
sile family made its debut, it was reported
that the missiles of the family could carry
various guidance packages – a semiactive
laser homer on the Kh-38MLE, an active
radar homer on the Kh-38MAE, a thermal-
imaging heat-seeker on the Kh-38MTE and
a satnav-guided one on the Kh-38MKE
cluster-type missile. The Kh-38MLE laser
beam rider was displayed at MAKS 2011.
According to Boris Obnosov, its develop-
ment is on schedule and is expected to be
completed in a couple of years.
A spice of the show was the 250-kg
KAB-250 smart bomb from the Region com-
pany. Owing to its compact dimensions, it
can be not only mounted on the PAK FA’s
external weapons stations, but carried inter-
nally as well. “The KAB-250 is an internal-
carriage weapon designed for the PAK FA
but capable of being used by other planes as
well”. Only the basic dimensional parameters
of the advanced 250-kg bomb were offered at
FORGING ARMS FOR T-50
The organisers of the Tactical Missiles Corp.’s exposition at the MAKS 2011 air
show in Zhukovsky last August altered their approach to demonstrating their
advances to a more pragmatic one. During the news conference in the course of
the show, Tactical Missiles Corp.’s Director General Boris Obnosov noted that
the company’s exposition displayed only the new weapon systems that were
in the final stages of the official trials or had passed them this year. All of the
displays are to be manufactured both in the export version and in the configura-
tion designed for the Russian Air Force, with some of them being prototypes of
the weapons to fit the star of the air show – the Future Tactical Fighter, or the
Sukhoi T-50 fifth-generation fighter.
Yevgeny YEROKHINPhotos by the author
m i l i t a r y a v i a t i o n | w e a p o n s
w w w . t a ke - o f f . r u32 take-off december 2011
the show, e.g. a length of 3.2 m, a diameter of
255 mm and a wingspan of 550 m. “It is too
early to go into detail on the KAB-250”, Mr.
Obnosov said. The type of guidance used has
not been unveiled yet either. When speaking
about using GPS and GLONASS receivers
for cuing smart bombs to their targets, how-
ever, the Tactical Missiles Director General
said, “There are 500-kg bombs like that,
namely the KAB-500S-E, and the satnav
capability has been provided for virtually all
next-generation bombs in the 1,500, 500 and
250-kg class”. Thus, the KAB-250 will pre-
sumably carry a combined guidance package
comprising the satnav system and one of the
homing heads.
Other advanced and upgraded air-to-
surface missiles from the Tactical Missiles
Corporation, which export versions were
displayed at MAKS 2011 could be also
carried by PAK FA, albeit externally. For
instance, they include the Kh-31PD high-
velocity antiradiation missile and heavily
upgraded Kh-31AD and Kh-35UE antiship
missiles. All of them are made by Tactical
Missiles Corp.’s parent company.
The Kh-31AD supersonic antiship mis-
sile, for which development the company
is paying out of pocket, is in the final stages
of development. It features an extended
range, enhanced ECM immunity and a
cutting-edge active radar homing head. Its
test programme is expected to be wrapped
up in 2013 or 2014.
The Kh-35UE’s official trials are slat-
ed for completion as soon as the end of
this year. Boris Obnosov noted that the
Kh-35UE development was no cakewalk
because the missile, albeit a dead-ringer
for the Kh-35E baseline model outwardly,
is equipped with an advanced short-burn
turbojet engine, a sophisticated homer and
a satnav system in addition to the inertial
navigation system, which has improved the
weapon’s basic characteristics much. For
instance, its maximal range has doubled
from 130 km to 260 km, with an insignifi-
cant increase in its air-launched version’s
launch weight from 520 to 550 kg. The
Kh-35UE is a versatile weapon for use,
among other things, by the upgraded Uran
and Bal shipborne and coastal defence mis-
sile systems. It also has been adapted for use
by virtually all tactical warplanes and naval
helicopters.
Also displayed at MAKS 2011 were the
latest members of the Kh-59ME subsonic
missile family under development by the
Raduga design bureau – the Kh-59MK
with the active radar homing head to kill
a wide range of radio-contrast targets,
Kh-59M2E with TV-command guidance
and Kh-59MK2 with a combined guid-
ance system. Depending on the version,
their launch weight varies from 900 kg
to 960 kg and their max range is up to
285 km (115–140 km for the Kh-59M2E).
According to Boris Obnosov, the launch
of the Kh-59MK’s production is slated
for early next year. The missile of the type
is designed for application by the Sukhoi
KAB-250
Kh-38MLE
Kh-58UShKE
m i l i t a r y a v i a t i o n | w e a p o n s
33 w w w . t a ke - o f f . r u take-off december 2011
Su-30, Su-34 and Su-35 aircraft in the first
place.
Longest-range air-to-air missile
No doubt, the star of the air-launched
weapon segment of the air show in
Zhukovsky was the RVV-BD long-range
air-to-air missile unveiled by the Tactical
Missiles Corporation.
That the Vympel design bureau is devel-
oping the missile has been known for a
while. As far back as his news confer-
ence during the MAKS 2009 air show,
Boris Obnosov confirmed that Vympel was
developing a long-range weapon in addi-
tion to the RVV-SD medium- and RVV-
MD short-range missiles. Last year, paper-
work for an export version, designated as
RVV-BD, was finalised, which cleared it for
display at MAKS 2011.
A tender is known to have been issued
for development of an advanced long-range
air-to-air missile. In addition to the Vympel
design bureau (a subsidiary of Tactical
Missiles Corp.), the Yekaterinburg-based
Novator design bureau joined the competi-
tion. Its full-sale mockups of a long-range
missile, dubbed AAM tentatively, could be
seen suspended under wing on the Su-35
prototype and laid out on the apron in front
of it during MAKS 2007. “There was stiff
competition”, Boris Obnosov reminisces
about the competition during MAKS 2011.
“I hold products from Novator in high
esteem”. But it looks like the tender ended
not in favour of Novator’s weapon.
According to Mr. Obnosov, Tactical
Missiles Corp’s work on the long-range mis-
sile is on schedule, a production-standard
version has been selected, and its tests are to
be finalised before year-end. The missile has
been productionised for the past two year.
“This is a formidable weapon with nothing
to rival it either in country or abroad. It flies
with a swing and hits its targets”, added the
Director General proudly.
According to the official information dis-
seminated during the air show, the new mis-
sile’s performance is far more advanced over
that of the well-known long-range R-33E. It is
not easy to compare the RVV-BD and R-33E,
however. It is clear at first sight that they are
utterly different. Presumably, the RVV-BD
is likely to be a derivative of the long-range
missile prototype Vympel developed in 1980–
1990s to equip latest versions of the MiG-31
interceptor (for instance, at MAKS 1997, six
missiles like that were seen on the underbelly
hardpoints of the MiG-31M No. 057 at the
static display ground).
Mention should be made that the lateral
dimensions of the MAKS 2011-displayed
RVV-BD are unlikely to allow its internal
carriage by the PAK FA. The missile’s pam-
phlet disseminated during the show indi-
cated that only the external AKU-410-1 and
AKU-620 ejectors were to be used to attach
it to and launch it.
Judging by the example displayed at the
show, only the vanes of the RVV-BD were
foldable for conformal carriage, but the
wing remained fixed, to boot. Also, speci-
fying the weapons designed for internal
carriage, Boris Obnosov did not mention
the RVV-BD. Most probably, the RVV-BD
is an export version of the advanced long-
range missile being developed under the
programme of MiG-31 interceptor upgrade
in service with the Russian Air Force (an
upgraded MiG-31BM was shown at a static
display during MAKS 2011). Nonetheless,
the lessons learnt from the programme are
certainly to be relevant to the development
of a long-range missile for internal carriage
on the fifth-generation fighter.
The RVV-BD is taken to the target
area by the inertial guidance system with
radio-frequency updates and subsequent
active terminal radar homing. According
to adverts circulated, the RVV-BD will be
able to destroy various air threats (fighters,
attack aircraft, bombers, airlifters, helicop-
ters, cruise missiles) from any aspect at long
range round the clock despite heavy ECM,
including multiple-channel launch-and-
leave capability.
Owing to the missile’s top-notch aero-
dynamics and high-performance bi-pulse
solid-fuel rocket motor, its range may well
be several hundred kilometres. Speaking
at MAKS 2011, Boris Obnosov said the
RVV-BD’s export version would have a
range of up to 200 km. “To date, no missile
in the class can boast a range like that”,
Mr. Obnosov concluded.
The missile can eliminate threats jinking
hard at 8 g at an altitude of 15–25,000 m.
The RVV-BD’s launch weight stands at
510 kg. The weapon packs a 60-kg HE/
fragmentation warhead with proximity and
impact fuses.
RVV-BD long-range missile main dataLength, m 4.06
Diameter, m 0.38
Wing span, m 0.72
Tail span, m 1.02
Launch weight, kg up to 510
Warhead weight, kg 60
Max forward-looking range, km up to 200
Target designation angles, deg. ±60
G-load on manoeuvring targets, g 8
Target altitude, km 0.015-25
RVV-BD long-range air-to-air missile
m i l i t a r y a v i a t i o n | w e a p o n s
w w w . t a ke - o f f . r u34 take-off december 2011
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