AI2013 - Takeoff Magazine - AI Special

february 2013 Special edition for Aero India 2013
Sukhoi T-50 four prototypes under trials

[p.24]
Ilyushin 476 undergoing tests

[p.36]
Sukhoi Superjet 100 arrives to new customers

[p.44]
Antonov An-70 after upgrade

[p.40]
ON VIKRAMADITYA
[p.12]
MiG-29K
Russian aircraft for India: contracts and deliveries [p.4]
February 2013
Editor-in-Chief
Andrey Fomin
Deputy Editor-in-Chief
Vladimir Shcherbakov
Editor
Yevgeny Yerokhin
Columnists
Alexander Velovich Artyom Korenyako
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 Dear reader, You are holding a new issue of the Take-Off magazine, a supplement to Russian national monthly aerospace magazine VZLET. This issue has been timed with Aero India 2013 air show to be held in the capital city of Indias aviation Bangalore. By tradition, the aerospace show in Bangalore has been attended by numerous Russian participants and businessmen. Small wonder, since India has long been among the main partners of our country in the field of arms trade, specifically, in aerospace sphere. Russian aircraft have been delivered to India for almost half century. Since the 1960s, the bulk of the Indian Air Forces fighter and fighterbomber fleets has been made up by MiG and Sukhoi aircraft, with a large number of the MiG-21 fighters and MiG-27M fighter-bombers were made by India and a licence production of one of the worlds best fighters, the Su-30MKI, here in India is now underway and growing up. Licence production of the Russian combat aircraft is only one of the signs of the surging cooperation between the two countries. In late 1990s Indo-Russian joint venture BrahMos Aerospace, a developer and manufacturer of cutting-edge BrahMos supersonic cruise missile system, launched its operations. Later on, a range of other important agreements concerning joint aerospace programmes have been signed with the recent contracts on co-development and co-production of the fifthgeneration Prospective Multirole Fighter (PMF) and Multirole Transport Aircraft (MTA) by Russian companies and Indias HAL corporation became the most important among them. At present, Russias MiG Corp. is fulfilling the second contract on delivering MiG-29K/KUB carrierborne fighters to the Indian Navy to equip the air wing of the Vikramaditya carrier to be handed over to India later this year. MiG Corp. is also involved in the programme of upgrading the entire fleet of IAF MiG-29 fighters, the first delivery took place recently. Rosoboronexport and Russian Helicopters JSC are now providing Indian Air Force with Mil Mi-17V-5 multirole medium helicopters (two contracts for 150 helicopters were signed in 2008 and 2012) and participate in a tender issued by Indian Defence Ministry for light multipurpose rotorcraft with Kamov Ka-226T. All these and some other programmes of Russian-Indian aerospace cooperation became the main topics of this issue. By tradition, you can find also here a brief rundown on some other recent news and achievements of the Russian aerospace industry over past several months. I wish all the exhibitors and visitors of Aero India 2013 interesting meetings, useful contacts and lucrative contracts! See you again at next air shows!
Design and pre-press

Grigory Butrin Mikhail Fomin
Translation
Yevgeny Ozhogin
Cover picture
Oleg Perov / MiG Corp.
Publisher
Director General
Andrey Fomin
Deputy Director General

Nadezhda Kashirina
Marketing Director
George Smirnov
Business Development Director

Mikhail Fomin
Special Projects Director

Artyom Korenyako
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 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, 2013
Sincerely, Andrey Fomin, Editor-in-Chief, Take-off magazine
P.O. Box 7, Moscow, 125475, Russia Tel. +7 (495) 644-17-33, 798-81-19 Fax +7 (495) 644-17-33 E-mail: info@take-off.ru www.take-off.ru
contents
CONTRACTS AND DELIVERIES February 2013

IAF ordering 42 Su-30MKI fighters more . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 India to receive 71 Mi-17 helicopters more. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Brazil becoming launch customer for Ka-62 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 First three upgraded MiG-29UPGs delivered to India . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Russian and India launching MTA co-development. . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 As many as 25 Indian An-32s upgraded in Kiev . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
12
Ka-226T to be ready for delivery this year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
MiG-29K on Vikramaditya . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Phazotrons radars: Indian aspect Interview of Phazotron-NIIR Corporation Designer General Yuri Guskov . . . . . . 16
16 MILITARY AVIATION
Irkut delivers first 15 Yak-130s to RusAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 First two Su-30SMs delivered to RusAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 More Su-34 and Su-35S aircraft for RusAF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
24
T-50 Four aircraft in flight trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 To see first means to win Interview of Tikhomirov-NIIP Director General Yuri Bely . . . . . . . . . . . . . . . 28
INDUSTRY
28
MC-21 development on schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 PD-14: prototype engine manufacture begins. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Last Tu-154M built? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Be-200: first local production aircraft under assembly in Taganrog . . . . . . . . . . . . . . . 34
Ilyushin 476 undergoing tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
36
Upgraded An-70 in trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
COMMERCIAL AVIATION
Angara launches An-148 commercial services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 New aircraft for presidential air detachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
44
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take-off february 2013
Sukhoi Superjet 100 arrives to new customers . . . . . . . . . . . . . . . . . . . . . . 44
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contracts and deliveries | news
IAF ordering 42 Su-30MKI fighters more

On 24 December 2012, during Russian President Vladimir Putins visit to India, there was the longawaited signature of the contract for delivery of 42 Su-30MKI multirole supermanoeuvrable fighter knockdown kits to India. The aircraft are to be licence-produced at the manufacturing facilities of Hindustan Aeronautics Limited (HAL). On behalf of Russia, Rosoboronexport Deputy Director General Alexander Mikheyev signed the contract, with HAL Chairman R.K. Tyagi and HAL MiG Complex Managing Director S. Subrahmanyan signing the contract on behalf of India. According to the Indian press, the deals worth is estimated at about $1.6 billion. The Irkut corporation will deliver the knockdown kits to India. Today, the Su-30MKI two-seat supermanoeuvrable multirole fighter fleet is the trademark of the Indian Air Force and its most sophisticated combat planes in service. To date, the Russias Irkut corporation has supplied IAF with 50 fly-away aircraft of the type and Indias HAL corporation has been licence-producing the Su-30MKI since 2004. Irkut delivered the first 32 Su-30MKIs under the 1996 contract to IAF during 20022004. Later on, 18 more fighters of the type arrived in 20082009 under a trade-in deal clinched in 2007 as a replacement of 18 Su-30Ks delivered in late 1990s. The contract with India on licence production of 140 Sukhoi
Alexey Mikheyev Andrey Fomin
Su-30MKIs, AL-31FP thrust vector control engines and avionics, including the Tikhomirov-NIIP Bars phased-array radars, was signed on 28 December 2000. It became the major deal in the Russian-Indian cooperation, valued at $3 billionplus. The first HAL-assembled Su-30MKI was accepted by IAF on 28 November 2004. In 2007, Rosoboronexport and Irkut, on the one hand, and the Indian Ministry of Defence and HAL, on the other, struck a deal for 40 Su-30MKI knockdown kits more, with Irkut having completed the deliveries under the contract during 200810. HAL Chairman R.K. Tyagi said in December 2012 that after 42 more knockdown kits had been ordered, HALs licence-produced Su-30MKI output would total 222 aircraft, of which 119 have already been deliv-
ered to IAF. Thus, considering the ready-made Su-30MKIs delivered by Irkut, IAF will have a fleet of 272 aircraft of the type in the end. According to an official HAL news release, the Russian-Indian Su-30MKI licence production programme involves 157 Indian subcontractors. HALs MiG Complex in Nasik handles the manufacture of Su-30MKI airframes and the final assembly of the planes. The manufacture of AL-31FP engines with the use of UMPO JSC-supplied components is performed by HALs plant in Koraput. The communication gear and navigation systems are made in Hyderabad, while the hydraulic, pneumatic and fuel units in Lucknow and cockpit MFDs and satnav systems in Korwa. Meanwhile, the Su-30MKI programme has not been sitting on its hands, and the fighter being
delivered to India these days differ from those supplied earlier in the decade in greater capabilities of the fire control system owing to latest operating modes and enhanced characteristics of the avionics suite. Since the Su-30MKI production and deliveries will have continued for at least four to five years more while their service life will last at least 25 years, further improvement of the aircraft by means of even more sophisticated avionics and weapons comes to the fore. Such priorities now include the arming of the Indian Su-30MKI fleet with the cutting-edge BrahMos-A long-range precision-guided multirole air-tosurface missiles that is under development by BrahMos Russian-Indian joint venture, which has already delivered missiles ship-based and land-based versions to the Indian Navy and Army. In addition, the upgrade will apply to the fighters avionics suite. The current preliminary agreements stipulate phased upgrade of the Tikhomirov-NIIPs Bars phasedarray radar. The first phase of the upgrade is supposed to boost the radars performance through introduction of additional operating modes as well as more-capable computers and software. This is to maximise the reliance on the solutions of the existing phasedarray radar already productionised by India under Russian license. Phase two of the upgrade is to see the Barss passive phased array replaced with an active electronically-scanned array (AESA).
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TO SEE FIRST MEANS TO WIN
V.Tikhomirov Scientific-Research Institute of Instrument Design, JSC 3, Gagarina str., Zhukovsky, Moscow region, 140180, Russia Tel.: +7 (495) 556-23-48 Fax: +7 (495) 721-37-85 E-mail: niip@niip.ru www.niip.ru
India to receive 71 Mi-17 helicopters more

Russian helicopter-making holding company Russian Helicopters has landed a new lucrative order for Mil Mi-17 family helicopters from India. On 24 December 2012, during Russian President Vladimir Putins visit to New Delhi, the contract for 71 Mi-17V-5 helicopters, of which 59 are earmarked for the Indian Air force and remaining 12 for the Ministry of the Interior (including six for the borderguards) was signed. The value of the deal is estimated at $1.3 billion. The machines will be manufactured by the Kazan Helicopters, a subsidiary of Russian Helicopters. The delivery is slated for commencement in 2014, after the current 2008 contract for 80 Mi-17V-5s has been fulfilled. The deliveries under the 2008 contract kicked of in autumn 2011, and the Mi-17V-5 entered service with IAF in a ceremony held on 17 February 2012 at Palam airbase, in New Delhis suburbs. By then, as many as two dozen helicopters of the type had been delivered. Another batch of Mi-17V-5s was headed to India in December last year, with the 2008 contract to be completed before this year-end. The Mi-17V-5s intended for India are manufactured in an improved version, with due account of extra
Russian Helicopters
customer requirements. They are powered by advanced Klimov VK-2500 turboshaft engines fitted with FADEC. The engines feature enhanced power, which is especially important on operations in the hot climate and mountainous terrain. The sophisticated navigation and electronic display suite, which includes four multifunction displays in the cockpit and had been tailored to the Indian version of the Mi-17V-5, enables the helicopter to operate round the clock under various weather conditions.
The Mi-8 and Mi-17 helicopters have long been in service with IAF and a number of other users in the country. The first Kazan Helicopters-built Mi-8Ts appeared in India more than three decades ago, having become very popular in the course of both routine operation and several armed conflicts. In 1986, India started taking delivery of more advanced Mi-17 helicopters powered by TV3-117MT engines. 53 aircraft of the type were ordered at the time. In 2000, the Indian Ministry of Defence ordered another batch of 40 modified
Mi-17-1Vs powered by TV3-117VM high-altitude engines. According to the Flight International weekly, IAF had operated 150 Mi-8 and Mi-17 helicopters by autumn 2012, of which 36 were recently delivered Mi-17V-5s. To date, the latter have exceeded 50, with the number to be brought up to 80 by year-end and then up to almost 140 several years later, after the new contract has been fulfilled. Given the gradual writing-off of the Mi-8T fleet, IAFs total Mi-17 fleet will be at least 200 aircraft strong.
Brazil becoming launch customer for Ka-62

On 14 December 2012, Russian helicopter-making holding company Russian Helicopters, a subsidiary of the Oboronporm company, snagged an order for seven advanced Kamov Ka-62 multirole transport/passenger helicopters for Brazilian company Atlas Taxi Aereo to be delivered in 201516. The deal also provides for seven options. This has been the first order for Ka-62. The contract was signed during Brazilian President Dilma Rousseffs visit to Russia. Under the contract, the first two Ka-62s shall be delivered to the Brazilian carrier in the first quarter of 2015. Four more aircraft are to be shipped to Brazil before year-end, with the seventh Ka-62 to be delivered in the first quarter of 2016. The Ka-62 is the latest Russian helicopter being developed in the 6.5-tonne takeoff weight class. It is designed for carriage of 15 passengers or 2,000 t of cargo (2,500 kg if the cargo is under-slung). Its powerplant is made up of two Turbomeca Ardiden 3G turboshaft engines with a takeoff power of 1,780 hp (1,940 hp in emergency power rating). The developer and supplier of the powertrain, including the main and tail gearboxes, is Austrian company Zoerkler. Russian company Transas is developing an avionics suite for the Ka-62 and will be its supplier. The machine has a glass cockpit, with the pilot seated in the right seat. Owing to its spacious comfortable cabin, the Ka-62 is ideal for corporate and passenger services and special operations. The flight tests of Ka-62 prototypes are slated for beginning as soon as this year, and by 2015, Russian Helicopters is going to have the helicopter certificated for operation by foreign users, including Brazil. Under the contract awarded by Atlas Taxi Aereo, Russian Helicopters, in conjunction with its regional partners, will take part in setting up an after-sales helicopter maintenance centre in Brazil. The Atlas Taxi Aereo company has been operating Russian-made medium multirole helicopters already, having taken delivery of two Brazil-certificated Mi-171A1s in 2011. The Mi-171A1 had come up on top in a tender held by Brazilian national oil producer Petrobras. Russian helicopters are in service with the Brazilian Air Force as well. In 2008, Rosoboronexport JSC and the Brazilian Defence Ministry made a deal on the delivery of 12 Mi-35M multirole attack helicopters. The first six machines were delivered during 200910. Three more Mi-35Ms were shipped to Brazil in August last year. The Mi-35M has been the first Russian combat aircraft in service with the Brazilian Air Force.
Russian Helicopters
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First three upgraded MiG-29UPGs delivered to India

MiG Corp.
In December 2012, MiG Corp. delivered to IAF the first three upgraded MiG-29 fighters two single-seat MiG-29UPGs and a MiG-29UB UPG two-seater. They were airlifted to the customer by an Antonov An-124 Ruslan heavy transport. The MiG Corp. has been implementing the MiG-29UPG programme under the contract signed on 7 March 2008 for integrated upgrade of the whole of the MIG-29 fleet of the Indian Air Force. In all, 62 aircraft, including nine MiG-29UB two-seat combat trainers, are subject to upgrade. They are to be given more upto-date avionics, with their weapons suite to be beefed up with advanced missiles. In addition, airframe and powerplant improvements will extend the fighters service life by far, and the aircraft will switch to on-condition maintenance. The fuel load will increase owing to a conformal spine fuel tank aft of the cockpit. At the same time, the fighters will get the midair refuelling capability. Overall, the concept of upgrading the IAF MiG-29s corresponds to that of the MiG-29SMT that has been in service with the Russian Air Force since 2009 and mastered by Russian pilots. At the same time, there will be a high degree of avionics and weapons commonality with the MiG-29K/KUB carrierborne
fighters that entered service with the Indian Navy on 19 February 2010. At the customers request, systems from various foreign manufacturers are integrated with the avionics suite of the upgraded MiG-29UPG (the so-called international avionics suite). Similar experience has been gained from the fulfilling of the Russian-Indian contracts for upgrade of the IAFs MiG-21bis to MiG-21UPG Bison standard and for development and manufacture of the Su-30MKI and MiG-29K/KUB fighters. The experience has showed itself to good advantage. The upgraded MiG-29UPGs fire control system is wrapped around the advanced Phazotron-NIIR Zhuk-M2E slotted-array radar and OLS-UEM IRST with the laser, thermal-imager and TV capabilities from the Precise Instrument
Systems Scientific and Production Corporation (NPK SPP). The same radar and IRST fit the MiG-29K/KUB. The cockpit management system is based on colour multifunction liquid-crystal displays. The international segment of the avionics suite includes a helmet-mounted target designator from Thales, an inertial/satellite navigation system from Sagem, an Indian electronic intelligence system and an Israeli electronic countermeasures system (the same gear equips the MiG-29K/KUB). In addition to the conformal fuel cell behind the cockpit and the mid-air refuelling boom on the portside, visual differences between the MiG-29UPG and the baseline MiG-29 include the underwing chaff/flare dispensers from Bharat Electronics and advanced antennae of the defence
aids suite under wign and in the root of the right fin. The basic weapons carried by the MIG-29UPG are the same as those carried by the MiG-29SMT and MiG-29K/KUB. Unlike the weapons suite of production MiG-29s, they also include the RVV-AE medium-range active radar homing air-to-air missiles and such precision-guided air-tosurface weapons, as the Kh-29T general-purpose TV-homing missile, Kh-31A active radar homing antiship missile, Kh-31P passive radar homing antiradation missile, KAB-500Kr TV-homing bombs, etc. The MiG-29 has been in IAFs inventory since 1987. Overall, 80 aircraft of the type had been delivered from the later 1980s to the mid-90s, including about 70 MiG-29 singleseaters (version B, or MiG-29B) and 10 MiG-29UB twinseaters. Under the contract, the first six IAF MIG-29s (four singleseaters and two twinseaters) were upgraded and tested in Russia, where they arrived from India in 2008. The first MiG-29UPG made its maiden flight after upgrade in Zhukovski on 4 February 2010. Upon completion of the tests, the first two upgraded MiG-29UPGs and a MiG-29UB UPG were returned to the customer early in December 2012. Three more aircraft are slated for delivery this spring. The remaining 56 aircraft will be upgraded in India at the production facilities of the IAFs 11th Repair Base, using knockdown kits supplied from Russia.
Victor Drushlyakov
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Russian and India launching MTA co-development

A group of 31 design engineers with Indian corporation HAL came to Moscow on 4 December 2012 for the joint work under the MTA advanced multirole transport aircraft development programme. The co-designing of the MTA has been under way at a UAC Transport Aircraft facility in Moscow, with the core of the design team being a group of designers with Russian airframer Ilyushin. The contract for the first phase of the development of the MTA medium multirole transport aircraft was signed in New Delhi on 12 October 2012 by UAC Transport Aircraft (UAC-TA), Hindustan Aeronautics Ltd. (HAL) and Russian-Indian joint venture Multirole Transport Aircraft Ltd. (MTAL). MTAL Director General N.K. Agarval signed the contract on the part of the customer, and UAC-TA Director General Sergei Velmozhkin and HAL Director T. Suvarna Raju on the part of the contractor companies. The contract officially launched the design work under the requirements specifications approved by the defence ministry of the two countries and kicked off the financing of the work. As is known, Russia and India signed an intergovernmental agreement on the MTA programme in 2007 and an agreement on setting up the MTAL joint venture to develop and produce the MTA on 9 September 2010. The parties were going to invest $300 million into the programme each and launch the airlifters production in Russia and India, with the output to stand at 205 aircraft at least. According to UACs official website, the MTA medium transport aircraft will be capable of hauling up to 20 t of cargo or 140 troops (90 paratroops in case of an airdrop), or 80 casualties.
Andrey Fomin
Its maximum takeoff weight will be 68 t, its range with a 20-t payload will measure 2,000 km and that with a 12-t payload 4,700 km. Ferry range will account for 7,300 km with a full fuel load of 25 t. MTAs cruising speed is estimated at 800 km/h while its run and roll at 1,050 m. The crew of three (pilot, co-pilot and navigator with the flight mechanic as an option) will be able to operate the aircraft
from paved or unpaved airfields sitting at sea level up to 3,300 m. The powerplant is supposed to include two new-generation PD-14M turbofans with a takeoff thrust of 15,600 kgf. The cargo holds lateral cross section will measure 3.45x3.4 m and its length will be 14 m. The MTA is expected to conduct its maiden flight in 2017, with its full-scale production slated for 2019.
As many as 25 Indian An-32s upgraded in Kiev

January 2013 has seen the completion of the overhaul and upgrade of the 25th Indian An-32 airlifter (serial K2694) in Kiev. The aircraft is the last one in the fifth group of planes that had arrived to Ukraine from India under the contract made by the Indian Defence Ministry and Ukrainian governmental arms exporter Spetstekhexport on 15 June 2009. 105 Indian Air Force An-32s are to be overhauled and upgraded in all, with the first 40 of them being handled by the Kiev-based government-owned 410th Civil Aviation Plant in conjunction with the Antonov government-owned company and Motor Sich joint stock company and the remaining 65 to be subjected to the same overhaul and upgrade at IAFs aircraft repair plant in Kanpur.
Vasily Koba Vasily Koba
The overhaul and upgrade of the An-32s in question is to extend their service life with IAF by 15 years at the least. The upgrade programme approved by the parties stipulates for fitting the An-32s with about 25 advanced systems from Ukrainian and foreign manufactur-
ers. The upgraded aircraft shall be designated as An-32RE (RE stands for re-equipped). The first five IAF An-32s arrived in Kiev for upgrade on 4 March 2010. The first upgraded aircraft was rolled out in a ceremony on 27 August of the same year, and the whole of the first five-ship batch returned to India in May 2011. Four months later, in September 2011, IAF received five upgraded An-32REs more. They had been brought to Kiev in July 2010. The handover of the third five-aircraft batch of upgraded An-32s took place on 12 March 2012, and on 4 October 2012, the Ukraine delivered
the fourth batch of five upgraded An-32RE airlifters to IAF. Thus, IAF had had as many as 20 An-32RE airlifters by this year, and the number shall increase to 25 in the near future with the delivery of the fifth five-ship batch overhauled and upgraded in Kiev since May of last year. Meanwhile, work is under way on another portion of IAF An-32s. Another five aircraft came in from India in September 2012, with the next batch slated to arrive in January. This leaves only the last five An-32s to be upgraded in Ukraine under the contract, after which the remaining 65 planes will be upgraded to An-32RE standard by the Indians themselves.
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Ka-226T to be ready for delivery this year

The Russian Helicopters holding company is completing the certification tests of the upgraded Kamov Ka-226T light multipurpose coaxial helicopter. Production of the Allison 250-C20B-powered baseline Ka-226 version is under way at Kumertau Aircraft Production Enterprise, Russian Helicopters holding company subsidiary, and Strela Production Association in Orenburg since 2000. The plant in Kumertau has specialised mostly in fulfilling orders awarded by Russian uniformed agencies, e.g. the Ministry of Interior and Federal Security Service Aviation Department. For instance, Russian police special-purpose air detachments have taken delivery of 12 helicopters of the type, with the 12th aircraft brought to the Krasnodar Region in late December 2012. The company in Orenburg has had orders awarded by the Gazpromavia company and Russian Emergencies Ministry. In addition, Strela delivered two Ka-226s in 2008, which are operated in the flying ambulance role in the Orenburg Region. In March 2012 the Russian Air Force took delivery of KumAPE-built Ka-226s, with five aircraft brought to Syzran Air Force flying school (affiliate of the Air Force Military Training and Scientific Centre). Next five Ka-226s followed them last summer. In all, the Defence Ministry is intent on receiving about 16 aircraft of the type by year-end 2013 and
Ruslan Denisov Alexey Mikheyev
using them for training pilots for Ka-52 combat helicopters. Longerterm plans provide for delivery of 40 Ka-226s prior to 2020. The future of the Ka-226 hinges on the production launch of the Ka-226T version powered by Turbomeca Arrius 2G1 engines that features a better power-to-weight capability and can operate at a higher altitude. Two Ka-226T prototypes have been in flight trials since 2009. In the 1st quarter of 2013, a supplement type certificate is to be obtained based on the outcome of the certification tests, and then the Ka-226T will be ready for delivery. The full-rate production of the Ka-226T is being launched by
the Kumertau Aircraft Production Enterprise. Last summer, the Russian Emergencies Ministry became the launch customer for the Ka-226T, having ordered two aircraft of the type in the medevac version. In all, the ministry is going to receive 16 Ka-226T helicopters in the coming years. About 10 Ka-226TM shipborne helicopters designed for border guard ships may well be fielded with the Russian Border Guard later in the decade. The Defence Ministry, Ministry of the Interior and Gazpromavia have plans to switch from the Ka-226s they are receiving now to the Ka-226T.
Russian Helicopters pins its hopes on a potential lucrative Indian order as well. The holding company with its Ka-226T is bidding on the contract for the replacement to IAFs and Army Aviations obsolete Cheetah and Chetak helicopters with advanced light multirole machines. The Indian Ministry of Defence launched the competition in 2008. Indian Defence Minister A.K. Antony officially stated his decision on issue a new helicopter tender in April 2008, several months after the $600 million programme on buying and licence-producing 197 Eurocopter AS550C3 helicopters for the Indian Army Aviation had been cancelled in December 2007. Requests for proposals were issued to Eurocopter, Bell Textron, AgustaWestland and Kamov. A considerable number of the 197 helicopters ordered is to be licenceproduced by HAL. The Russian Helicopters with its Kamov Ka-226T and Eurocopter with its AS550C3 are on the tenders shortlist. According to a number of experts, the Russian offer is facing good chances to come up on top. The Ka-226Ts flight tests conducted in India have highlighted the unique capabilities of the helicopter, especially in high and hot operations. The outcome of the tender is expected to be announced this year.
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contracts and deliveries | report
MiG-29K
ON VIKRAMADITYA
In December 2012, the MiG Russian Aircraft Corporation delivered another four MiG-29K/KUB multirole carrierborne fighters to the Indian Navy, thus launching the deliveries under the second Indian MoD contract for aircraft of the type. In 200911, as many as 16 MiG-29K/KUB fighters were delivered under the 2004 contract providing for 29 options. In March 2010, the options firmed up into a firm contract, and the delivery kicked off late last year. Thus, the air arm of the Indian Navy has operated as many as 20 MiG-29K/KUB fighters to date, with the number to be brought to 45 by the middle of the decade. The fighters will be part of the air groups to be deployed on the Vikramaditya aircraft carrier being modified, upgraded and tested in Russia and on future Indian indigenous aircraft carriers. The Russian-Indian deal for conversion of the Project 1143.4 Admiral Gorshkov heavy aircraft-carrying cruiser into the Project 11430 aircraft carrier designated as Vikramaditya was made in January 2004. At the same time, MiG Corp. landed an order for development of the upgraded MiG-29K multirole fighter and MiG-29KUB combat trainer and delivery of the first batch of 16 aircraft to the air arm of the Indian Navy, with the aircraft to join the Vikramadityas carrier air wing. The flight tests of the MiG-29K (side number 941) and MiG-29KUB (side number 947) prototypes began in 2007, with the first production fighter taken to air in March 2008. To prove the MiG-29K/KUB were fit for operations from ski jump ramp and arrestor gear-equipped carriers, MiG Corp.s test pilots Pavel Vlasov, Nikolay Diorditsa and Mikhail Belyayev conducted in late September 2009 the first deck landings on and takeoffs from the Russian Navy Northern Fleets Admiral Kuznetsov carrier, using a MiG-29K prototype and a production MiG-29KUB. During 200911, the first batch of 16 production-standard MiG-29K/KUBs was delivered to the customer, with the aircraft based at a land-based airfield in Goa state in anticipation of the Vikramadityas arrival in India. Last summer, MiG Corp. launched production of the next MiG-29K/KUB batch for the Indian Navy under a new order for 29 more aircraft of the type, placed in March 2010. The ceremony of the MiG-29K/KUBs entry into service with the Indian Navy took place here on 19 February 2010. Less than a month after the solemn event, on 12 March 2010, the 29 options for more MiG-29K/KUB fighters firmed up. MiGs plants started manufacturing the first aircraft under the second contract in summer 2011. The Severodvinsk-based Sevmash shipyard had completed the Admiral Gorshkov cruisers reconstruction into the Vikramaditya aircraft carrier by the summer of this year. On 8 June 2012, the new carrier headed for high seas for her running trials, during which she was to check not only all of her onboard systems, but also aircraft operation support equipment, e.g. the optical landing system, arrestor gear, release bars, etc. First, Su-33 fighters of the Northern Fleets shipborne fighter air regiment had been used for testing flight operations from the Vikramaditya. Defence Ministry Main Flight Test Centre test pilot Hero of Russia Col. Oleg Mutovin performed a series of landing approach simulations on a Su-33 without touching the deck to test the ships radio technical and optical
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Oleg Filonok
Vikramaditya aircraft carrier with MiG-29KUB fighter as well as Ka-27 and Ka-31 helicopters onboard during celebrations of Russian Navy Day. Severomorsk, 29 July 2012
Viktor ANDREYEV Photos provided by RSK MiG Corp.
Mikhail Belyayev, RSK MiGs chief test pilot (forward seat) and Hero of Russia Nikolay Diorditsa (back seat) preparing for MiG-29KUBs first deck landing on Vikramaditya. Severomorsk, 28 July 2012
systems in early July. The carrierborne fighter air regiment commanding officer, Col. Yevgeny Kuznetsov, and Main Flight Test Centre test pilot Maj. Dmitry Demenev performed several flights around the Vikramaditya on their Su-33s, during which the operation of her radar systems was evaluated. Then two MiG jets were ferried from Moscow to Severomorsk the production-standard MiG-29KUB (side number 204) two-seater on 11 July and the MiG-29K (side number 941) single-seat prototype on 21 July. In mid-July, MiG Corp.s Honoured Test Pilot, Hero of Russia Nikolay Diorditsa, and Chief of Flight Operation/MiG Corp. Flight Test Centre Senior Test Pilot Mikhail Belyayev started practicing landing approaches on the MiG29KUB (side number 204) to the Vikramaditya. On 17 July, the landing gear of their MiG touched the deck of the carrier for the first time in a series of touch-and-go landing approaches. Col. Oleg Mutovin flew his single-seat MiG-29K (side number 941) in a series of similar approaches, albeit without touching down, too. Early on a Saturday morning of 28 July, preparation of the MiG-29KUB for a fullwww.take-off.ru
fledged landing on the carrier kicked off at the airfield in Severomorsk. MiG Corp.s chief test pilot Mikhail Belyayev got into the front seat and Hero of Russia Nikolay Diorditsa took the back seat. As soon as 09.18, the aircraft was on deck, with the first deck landing having been smooth. The MiG-29KUBs first takeoff from the Vikramadityas ski jump ramp was conducted by Belyayev and Diorditsa at 13.20 on the same day, followed by another deck landing 40 minutes later. After that, the fighter remained on deck, for the Vikramaditya participated in the Navy Day naval parade in Severomorsk on the next day. On the holiday, as many as two fighters were sitting on deck, one being the MiG-29KUB (side number 204), which had landed the day before, and the MiG-29K (side number 311), which had been brought up from the hangar deck (No. 311 is the prototype made in 1988, operated as far back as on the Tbilisi in 198991 and now used on board the Vikramaditya as a dimensional and weight mock-up). In addition, two helicopter mock-ups those of the Kamov Ka-27 and Ka-31 were rolled out onto deck.
Two aircraft carriers participated in the naval parade in Severomorsk the Northern Fleets Admiral Kuznetsov took part in addition to the Vikramaditya. She is expected to start receiving its MiG-29K/KUB fighters this year, with the aircraft recently ordered by the Russian Navy. The contract made by MiG Corp. and the Russian Defence Minister in February 2012 stipulates for delivery of 24 advanced MiGs to the air arm of the Russian Navy during 2013 15 including 20 MiG-29K singleseaters and four MiG-29KUB twinseaters. The first two Defence Ministry-ordered aircraft are planned for production as soon as early this year. They are to launch their official test programme in 2013 and be joined by two more later this year. 10 aircraft will be delivered annually in 2014 15. Thus, the Kuznetsovs air wing will have not only the Su-33 fighters it had included since the 90s, but advanced multirole MiG-29K/KUBs as well. The Admiral Kuznetsov carrier, Russias only aircraft-carrying ship, will have remained in service with the Russian Navy until the end of the decade at the least. There is an upgrade programme for her to be completed prior to
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2020. Under the programme, the carrier is to be furnished with advanced aircraft MiG-29s, Russian Navy Commander Vice-Adm. Victor Chirkov had said on the eve of the Navy Day in July 2012. He added that the Navy planned construction of new aircraft-carrying ships. The design bureaux have been tasked with designing an advanced aircraft carrier. Money has been disbursed to pay for the work, Vice-Adm. Chirkov said. Meanwhile, the sea trials of the Vikramaditya carried on. On 6 August, Oleg Mutovin performed a landing of the MiG-29K carrying a payload simulated by mock-ups of air-toair missiles. On 21 August, a high-ranking Indian delegation, which arrived to the ship, was demonstrated consecutive landings of both MiGs, one carrying air-to-air missiles and the other antiship missiles. They were followed by Ka-27PS and Ka-31 helicopters. During the Vikramadityas running trials, MiG Corp.s test pilots Andrey Shishov and Sergey Rybnikov and Main Flight Test Centre test pilot Dmitry Demenev performed their first deck landings on their MiG-29KUB and MiG-29K in addition to Nikolay Diorditsa, Mikhail Belyayev and Oleg Mutovin. During the trials, maximum range flights were conducted off the ship in late August to gauge the operation of the MiG-29Ks navigation system, followed by flights of the MiG-29KUB in the tanker plane configuration with four drop tanks and a detachable refuelling unit. The first stage of the sea trials of the Vikramaditya aircraft carrier, which had lasted 108 days, was over on 23 September 2012. A key result produced by the tests was the practical training of the operation of advanced MiG-29K/KUB multirole carrierborne fighters from the carrier. In all, the two MiGs had logged 41 takeoffs from and landings on the Vikramaditya over less then two months. In addition, they had conducted numerous touch-and-go landings. 70% of the landings included snagging the second arrestor cable (this way of landing is regarded as the optimal one). This proves both the professionalism of Russian test pilots and efficient operation of the aircraft and ship-based landing support systems. After the improvements are made by Sevmash, the ship will put out to sea for the final phase of the trials this spring, the ice conditions permitting. The final phase of the carrier trials of the MiG-29K/KUB is planned for the same timeframe, night flights in particular. That done, the ship will be ready for delivery and will be able to set off for Indias shores. Thus, Indian pilots will be able to start flying their MiG-29K/KUBs from the Vikramaditya cleaving the water of the Indian Ocean as soon as this year.
MiG-29K with air-to-air missiles load and MiG-29KUB onboard Vikramaditya carrier, 3 August 2012
Participants of the trials after the first MiG-29KUB deck landing, 28 July 2012
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Sergey Korotkov, RSK MiG Director General, in MiG-29KUB cockpit
Mikhail Belyayev, RSK MiGs chief test pilot (left) and Sergey Korotkov, RSK MiG Director General (right), after their landing in MiG-29KUB on Vikramaditya carrier, 12 September 2012
MiG-29KUB starts from Vikramadityas deck for the first time, 28 July 2012
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contracts and deliveries | interview
PHAZOTRONS RADARS:
Indian aspect
Interview of Phazotron-NIIR Corporation Designer General Yuri Guskov
The Phazotron-NIIR corporation is known throughout the world for its fire control radars designed for MiG fighters. The MiGs in service with the air forces of more than 30 countries are fitted with its radars. Zhuk-ME radar variants, which fit the advanced MiG-29SMT, MiG-29K/KUB, MiG-29M/M2 and IAFs upgraded MiG-29UPG fighters, are in full-rate production. Tests of the Zhuk-AE (FGA-35) AESA radar designed for the MiG-35 and for upgrade of in-service MiG-29 versions are underway. Today, a large portion of the corporations orderbook is made up of the orders for radars to fit the aircraft in service with the Indian Air Force (IAF) and air arm of the Indian Navy. On the verge of the air show in Bangalore, we met Phazotron-NIIR Designer General Yuri Guskov, who spoke of the work the company is doing for its Indian customer.
Mr. Guskov, what was the beginning of todays active cooperation between the Phazotron-NIIR corporation and its Indian customers? MiG fighters fitted with Phazotrondeveloped radars have been in IAFs inventory for more than 40 years now. First came the MiG-21M equipped with the Sapfir-21 radar in the early 70s, followed in 1977 by the more sophisticated MiG-21bis supplied by the Soviet Union. Numerous aircraft of the type were licence-produced in India, e.g. HALs plant in Nashik ran the MiG-21M licence production from 1973 to 1981 and the licence production of the MiG-21bis from 1983 to 1987, having built about 200 and 220 aircraft respectively. In addition, IAF took delivery of 45 MiG-23MF fighters fitted with Phazotrons Sapfir-23 radars in 1982, and 1986 saw the commencement of the deliveries of the fourth-generation MiG-29 fighter furnished with the our N019 radar, with India being the first foreign country to get the thenadvanced Soviet fighters of the type. By the mid-90s, IAF had operated a fleet of around 300 MiG-21s, mostly in the MiG-21bis version. Despite its production in India having been completed only in 1987, the MiG-21, which dates back to the 50s, had been unable to stand its ground against up-to-date fighters by the kick-off of the new millennium. At the same time, the MiG-21 fleet could remain in service with IAF for a long time in terms of the airframe service life. In this connection, MiG Corp. in 1993 worked out a MiG-21bis upgrade programme providing for fitting the fighter with the advanced Phazotron-NIIRs Kopyo slotted array radar, introduction of advanced missiles used by Russian fourth-generation fighters (RVV-AE and R-73E air-to-air missiles, KAB-500Kr smart bombs, etc.) and improved navigation, communication and other equipment. The programme dubbed MiG-21-93 was supported by IAF command, and a contract for the upgrade of 125 IAF MiG-21bis fighters was made on 1 March 1996. By the customers request, the upgraded fighter, which was designated MiG-21bis UPG Bison in India, was fitted with a French-made navigation system, Israeli-built electronic warfare kit and several Indian-produced systems in addition to the Russian-manufactured Kopyo radar, missiles and a number of other systems. The first two IAFs MiG-21bis fighters were upgraded in Russia by the Sokol aircraft plant in Nizhny Novgorod and delivered in December 2000 following a largescale test programme involving Russian and Indian pilots. The remaining 123 fighters were to be upgraded in India with the use of Russian-supplied knockdown kits. The first Nashik-upgraded MiG-21bis UPG flew on 31 August 2001. The knockdown kits for the MiG-21bis upgrade, including PhazotronNIIRs Kopyo radars, had continued until 2008 when the programme was complete. Now, we provide maintenance support for the Bisons and supply spares, since the upgraded MiG-21s are to remain in service with IAF until 2018 at the least due to the indigenous Indian LCA (Tejas) light fighter having slipped behind schedule. Mind you, despite the MiG-21s baseline model being on the verge of turning 60 soon, the upgrade enabled the Bison to be virtually on a par with the up-to-date fighters. This has been proven repeatedly by exercises attended by Indian MiG-21bis UPGs and other fighters, including Western ones. The guarantee of the Bisons success is its top-notch flight performance recognised by pilots a long time ago, coupled with its tactical performance supported by PhazotronNIIRs Kopyo radar and advanced Russianmade air-launched weapons. Mention should be made that the MiG-21bis UPG programme laid the solid groundwork of the Russian-Indian cooperation in aircraft upgrade and development. An IAF MiG-29 upgrade programme is under way now, with the deliveries having started recently. What kind of programme is it? From 1986 to 1995, IAF received 84 MiG-29 fighters from the Soviet Union. Almost 70 of the aircraft remain in service now. To extend their service life and enhance their tactical performance, particularly, make them multirole and able to use guided air-to-ground weapons, a Russian-Indian contract on upgrade of 64 MiG-29 and MiG-29UB fighters was signed in March 2008. The programme is based on the expertise gained from the development of the upgraded MiG-29SMT and the Indian Navy-ordered MiG-29K/KUB multirole carrierborne fighters. The fighter, designated as MiG-29UPG, got PhazotronNIIRs advanced Zhuk-ME slotted array radar instead the obsolete N019.
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Andrey Fomin
Kopyo radar
The Zhuk-ME is the same radar that fits the MiG-29SMT and MiG-29K/KUB, but it features even greater capabilities (FGM-229 version). The weapons suite will have a wide range of air-to-air and air-to-surface guided weapons, and the cockpit and avionics suite will be updated considerably, with advanced Russian, Western and Indian-made systems to be integrated with the avionics suite. The first six aircraft (four single-seaters and two two-seaters) have been upgraded in Russia under the contract. We have supplied four Zhuk-ME radar sets for them. Three aircraft (two combat ones and a combat trainer) were shipped to the customer late last year, following a comprehensive test programme. Three more are to be shipped to India this spring. The rest of the MiGs will be upgraded in India. For this purpose, we are getting the first batch of PhazotronNIIR Zhuk-ME radar sets ready for shipping. The programme will continue for three to four years more, during which time we are to deliver about 50 radars to India. This is a considerable part of PhazotronNIIRs production programme designed for the near future. How does Phazotron-NIIR participate in the MiG-29K/KUB programme? The key element of the fire control system of the advanced MiG-29K/KUB multirole carrierborne fighters is our Zhuk-ME (FGM-129) radar enabling the aircraft to operate effectively in the air-to-air and airto-surface modes using numerous guided and non-guided weapons. All of the 16 aircraft under the first contract signed in
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January 2004 have been delivered to the Indian Navy. Recently, the deliveries have begun under the second contract for 29 aircraft more, which was signed in 2010. Our radars equip both single-seat and twinseat versions of the fighter. Thus, we are to manufacture 45 Zhuk-ME radar sets for the Indian carrierborne fighters. Until the Vikramaditya aircraft carrier arrives in India after her modernisation in Russia, the delivered MiG-29K/KUBs have been stationed at an air base in Goa state and used by their Indian Navy air and ground crews to learn the ropes. The
pilots have a high opinion of their planes. Recently, they have started a new type of combat training involving the firing of guided missiles on waterborne targets. Not long before the New Year Day, a MiG-29K had conducted the first launch of the Kh-35E antiship active radar homing missile on a waterborne target in an Indian naval training area. Our Zhuk-ME radar designated the target. In spite of the deliberately difficult launch conditions (an aspect angle of about 70 deg. and a range of over 85 km), there was the direct impact accompanied with the detonation of the warhead. The results produced by the launch graphically demonstrated the top-notch capabilities of the aircraft and its radar and weapons. This year, we will continue the deliveries of our radars for the Indian carrierborne MiGs. At the same time, we are launching the production of the radars to fit the MiG-29K/KUBs ordered by the Russian Navy last year. The first batch of such aircraft is to be delivered to the Russian Defence Ministry before year-end, with the air group of the Admiral Kuznetsov aircraft carrier to total 24 MiG-29K/KUBs. All of them will be fitted with our radars. Another Russian Defence Ministry order we are going to fulfil in the coming years is the improvement of the Zhuk-ME radars of the 28 in-service MiG-29SMTs to meet the Russian Air Force requirements. We also will continue to deliver similar radars for the newly built land-based MiG-29M/M2 fighters commonised with the MiG-29K/KUB, with the talks on the MiG-29M/M2 with a number of foreign customers being under way. We also anticipate an order for the Zhuk-ME radars to equip MiG-29SMT fighters under the
Sergey Kuznetsov
Zhuk-ME (FGM-29) radar on MiG-29SMT fighter
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Phazotron-NIIR
Zhuk-AE (FGA-35) full-size AESA radar

Piotr Butowski
Zhuk-AE (FGA-29) on MiG-35 technology demonstrator, February 2007
Bangladeshi contract that is being negotiated now. Does the company continue to develop an AESA radar? It does. We are going to launch a new phase of the programme the flight tests of the full-scale Zhuk-AE (FGA-35) radar on the MiG-29. As you know, the development of the Zhuks version fitted with the AESA was launched by Phazotron-NIIR in the mid-2000s. A demo version of the radar the FGA-29 with a 500-mm AESA was made and put through some of the bench tests in 2006. Early in 2007, it was mounted on the MiG-35 demonstrator (side number 154) and displayed at the Aero India 2007 air show in Bangalore. In April 2010, the radar as part of the MiG-35D (side number 967) was involved in the flight trials conducted by both RusAF and IAF pilots, including live firing tests at missile ranges, and was praised high enough. We have developed a Zhuk-AE version featuring an increased-diameter 688-mm AESA the FGA-35 for use on production-standard fighters. The number of the AESAs T-R modules has grown by almost 50% to slightly more than a thousand. The radars performance will improve considerably with an insignificant weight increase. The improvement is planned to be demonstrated during the flight tests. Based on the outcome of the trials, RusAF will make up its mind which version of the MiG fighters will be bought by the Defence Ministry MiG-35 equipped with the AESA radar or MiG-29M/M2 with the less expensive Zhuk-ME slot-array radar. I am certain that we will be able to highlight the far more advanced capabilities of the AESA radar, for such radars own the future. At the same time, we have launched the designing of a new AESA featuring more efficient cutting-edge transmitreceive modules that are being developed by the NIIPP Semiconductor Instrument Research Institute in the city of Tomsk. We hope that an experimental example of the advanced AESA will have been manufactured and submitted for bench tests next year. However, this work is intended for the future. However, in the near future, we are ready to supply the FGA-29 and FGA-35 radars with the AESA which have proven their top-notch capabilities in flight. We are offering such radars to our Indian partners as well, because they can provide a hefty further increase in the combat performance of their MiG-29K/KUBs. In addition, we hope for India to reconsider its position on the Russia-offered Generation 4++ MiG-35 fighter fitted with our Zhuk-AE AESA radar.
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military aviation | news
Irkut delivers first 15 Yak-130s to RusAF

Mikhail Khokhryakov
Irkut JSC, a subsidiary of the United Aircraft Corporation, met its commitments under last years governmental defence procurement order, having delivered the first 15-ship Yak-130 combat trainer batch to the Russian Air Force. The aircraft were delivered to the RusAF Borisoglebsk Training Centre operating 10 Yak-130s, built by the Sokol aircraft plant in Nizhny Novgorod, since 2011. Once the 2005 contract for 12 Sokol-made Yak-130s for the Russian Defence Ministry was fulfilled in June 2011, a decision was made that all subsequent Yak-130 orders both domestic and export ones would be handled by the Irkutsk Aviation Plant of the Irkut corporation. In December 2011, Irkut fulfilled its first export contract for 16 Yak-130s ordered by the Algerian
Air Force. Not long before that, on 7 December 2011, the Irkut cut its first deal with the Russian Defence Ministry for 55 Yak-130s intended for RusAF during 201215. The training centres aircrews ferried first three Yak-130s from Irkutsk to Borisoglebsk on 5 October 2012. Three more aircraft followed the trio four days
later, on 9 October. Another two three-ship Yak-130 batches went to Borisoglebsk from the manufacturing plant on 21 and 30 November respectively, followed by last three aircraft slated for last years delivery on 19 December. The 15 brand-new Yak-130s bearing side numbers 31 through 45 joined the first 10 Borisoglebskbased Yak-130s, bringing the total number up to 25. The remaining 40 combat trainers under the contract shall have been delivered within three years, with 10 options having been provided for. The Yak-130s combat trainer version with its weapons suite passed its official tests in December 2009. RusAF has been
taking delivery of Yak-130 combat trainers since February 2010 (first they were fielded with the State Aircrew Training and Aircraft Operational Evaluation Centre of the Defence Ministry in the city of Lipetsk). Now, Irkut is in talks with new foreign customers, particularly those from CIS countries, at the same time with the delivery of Yak-130s to RusAF. One of the results produced by the talks was the contract for delivery of four Yak-130 combat trainers for the Belarusian Defence Ministry, signed in December 2012. The aircraft will be delivered to BelAF in 2015. The Republic of Belarus became the first CIS member state to buy Yak-130s.
Sergey Alexandrov
First two Su-30SMs delivered to RusAF

On 22 November 2012, the Irkut corporation delivered two Su-30SM multirole supermanoeuvrable twoseat fighters to the Russian Air Force. The acceptance report was
Irkut Corp.
signed at the Irkutsk Aviation Plant, a subsidiary of the Irkut corporation. The first two aircraft were built under the March 2012 order by the Russian Defence Ministry for 30
Su-30SMs to be delivered between 2012 and 2015. The Su-30SM is a derivative of the Su-30MKI fighter that the Irkutsk Aviation Plant has been made for export since
2000. An official Irkut news release states the tailoring of the aircraft to the RusAF requirements, which had been performed by the Sukhoi design bureau, pertained radar, communication and IFF systems, ejection seat and a number of auxiliary systems. Modifications had been made to the weapons suite as well. The first Su-30SM earmarked for RusAF made its maiden flight in Irkutsk on 21 September last year, followed by the other four days later. On 19 December 2012, the Russian Defence Ministry placed another contract with Irkut for 30 Su-30SM fighters more. Thus, Irkut is to make 58 Su-30SMs more and deliver them to RusAF in the coming years.
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United Engine Corporation Bldg. 141, 29 Vereyskaya str., Moscow, 121357, Russia Tel./fax: +7 (495) 232-91-63 www.uk-odk.ru
military aviation | news
More Su-34 and Su-35S aircraft for RusAF

In December 2012, the Sukhoi company supplied the Russian defence Ministry with 16 brandnew warplanes 10 productionstandard Su-34 multirole tactical bombers and six cutting-edge Su-35S multirole supermanoeuvrable fighters, having thus fulfilled its part of the 2012 State Defence Procurement Order. The first five Su-34s (side numbers 11, 12, 20, 21 and 22) flew from the manufacturers airfield in Novosibirsk to Baltimore AFB in the vicinity of Voronezh on 25 December 2012. Five more aircraft (side numbers 23 through 27), which the customer had received in Novosibirsk in the run-up to New Year Day, on 29 December, have arrived there a month later, on 25 January this year. Thus, the air base in Voronezh has got as many as 20 Su-34 tactical bombers. Sukhoi has delivered them under the government-awarded November 2008 contract stipulating the construction and delivery of 32 aircraft of the type during 201013. The first four Su-34s under the contract (side numbers 06 through 09) were manufactured and delivered late in 2010. At first, they were assigned to the Aviation Personnel Training and Aircraft Operational Evaluation Centre in the city of
Sukhoi UAC
Lipetsk and have been based in Voronezh since December 2011. The next batch (six aircraft with side numbers from 01 through 05 and 10) arrived to Baltimore AFB in December 2011. This year, Sukhoi is going to have its manufacturing plant in Novosibirsk build 12 Su-34s more, thus completing the order landed in 2008. Right after this, it will start fulfilling the next unprecedented governmental order for 92 Su-34 tactical bombers more to be delivered to RusAF from 2014 to 2020. Not long before New Year Day, on 28 December 2012, Defence Ministry representatives signed acceptance reports on advanced Sukhoi planes at the Komsomolskon-Amur Aircraft Plant as well. The customer received six more Su-35S supermanoeuvrable multirole single-seat fighters under
the August 2009 contract for 48 aircraft of the type. As is known, the first two Su-35S fighters (side numbers are 01 and 02) under the contract were made by KnAAPO (now KnAAZ Russian acronym for Komsomolsk-on-Amur Aircraft Plant named after Yuri Gagarin, a Sukhoi subsidiary) and delivered to the Defence Ministry in May and
December 2011. Another two (side numbers 03 and 04) were flighttested in Komsomolsk-on-Amur in January and February 2012. The four aircraft were ferried to the Defence Ministrys State Flight Test Centre in Akhtubinsk to undergo their official trials. The six more aircraft delivered late last year will join them there in the near future. Their ferry flight to Akhtubinsk was slated for late January. Later on, they will be based at the Aviation Personnel Training and Aircraft Operational Evaluation Centre in Lipetsk, where they will be used for opeval and the conversion of the flying and ground crews of RusAF combat units to the type. As the head of the United Aircraft Corporation Mikhail Pogosyan told Russian President Vladimir Putin during his last year visit to KnAAZ, Sukhoi will supply RusAF with 12 Su-35S fighters annually during 2013 and 2014 and will deliver the last 14 fighters under the contract to the military in 2015. By then, the Defence Ministry is expected to place a new, equally big long-term order for Su-35S fighters that will have been delivered until 2020.
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UAC
558 ARP OFFERS MODULE-A

Nowadays JSC 558 ARP is a technology intensive enterprise, the only in the country and one of few in CIS countries which provide a wide range of services on overhaul and upgrade of various types of aviation materiel. The main activity of the plant is overhaul of Su-22, Su-25, Su-27, Su-30, MiG-29, An-2 and L-39 aircraft, Mi-8 (Mi-17) and Mi-24 (Mi-35) helicopters. JSC 558 ARP performs the entire cycle of repair of airframe and all component items. Over the last decade the plant has mastered upgrade of Su-27 and MiG-29 aircraft and Mi-8 helicopter. Upgraded aircraft acquire new characteristics and combat capabilities. The information-and-control area of the cockpit, radar fire control system and navigation system are being upgraded; the range of weapons widened. Services rendered by JSC 558 ARP are most advanced and economically efficient. used its long-term experience, including principles of optimal weight, operational flexibility and engineering psychology. The flight control is made by inertial navigation computer with satellite correction by means of differential deviation of ailerons. by enemys air defence; no modification of aircraft systems and equipment or changes in onboard program software required; compatible with wide range of aircraft weapons;
Manoeuvring in guided mode Bomb diving trajectory
Weapon release
Diving to target
9000 m
60 km 12000 m
Target hitting precision: 3 to 20 m
Much attention is paid to development of new types of weapons. Specialists of JSC 558 ARP have designed a carrier of aircraft weapons Module-A. It is an autonomous long-range system ensuring all-weather high-accuracy guidance of unguided aerial bombs weighting up to 500 kg. In the structure of Module-A highprecision gliding weapon with GPS-guidance integrated with 250 kg aerial bomb the plant
Main advantages of the system: increase in range (up to 60 km) and guidance accuracy to the target (320 km); increase of operational efficiency of airborne destructions means; weight of combat load achieves 70% out of launching weight (in the similar air-to-ground missile it makes 1520%); high accuracy of target destruction without entering of carrier aircraft into the area covered commercial
compatible with all types of combat aircraft; allows correction of target position data in flight; facilitation of pilots work by implementing the principle drop and forget. The plant was founded 70 years ago. The traditions of high-quality production providence have been settled and followed during this period of time. Modern economic tendencies conduce the development and widening of these worth-while traditions 558 Aircraft Repair Plant JSC Bldg. 7, 50 let VLKSM, Baranovichi, Brest region, 225320, Republic of Belarus Tel.: +375 (163) 42-99-54 Fax: +375 (163) 42-91-64 E-mail: box@558arp.by http://www.558arp.by
9000 m
military aviation | report
T-50
Andrey FOMIN Photos by Vladimir Ivakhnenko / Sukhoi
FOUR AIRCRAFT IN FLIGHT TRIALS
The fourth flying prototype of the PAK FA Russias Future Tactical Fighter the T-50 fifth-generation fighter being developed by the Sukhoi company came to the airfield of the Gromov Flight research Institute in Zhukovsky, Moscow Region, on 17 January 2012. It made its first long-range flight, having covered about 7,000 km with several stopovers across Russia from Komsomolsk-onAmur in the Russian Far East, where such aircraft are made by the Komsomolsk-on-Amur Aircraft Plant named after Yuri Gagarin (KnAAZ). The T-50-4 (side number 054) was flown by Honoured Test Pilot of the Russian Federation, Hero of Russia Sergei Bogdan. Thus, as many as four flying prototypes of the T-50 are used in the trials under the PAK FA flight test programme now, with KnAAZ completing the fifth prototype of the fighter. This year, the prototypes are to be used in the official test programme.
The construction of the fourth PAK FA flying prototype had been finished by late autumn last year. On 10 December 2012, the plane was rolled out to the airfield and performed its first taxiing run. Two days later, it taxied two times more, including a highspeed run with nose wheel lift-off. After that, a decision was made to conduct the first flight. At 16.50 local time on 12 December 2012, Sukhoi test pilot Sergei Bogdan took off in the aircraft on its first flight and landed it safely onto the runway 38 min later. The first mission was accomplished, with all systems operating normally. The test pilot checked the planes stability and controllability and evaluated the operation of the powerplant and all systems. Afterwards, the T-50-4 took off thrice and was painted then. On 14 January 2013, Sergei
Bogdan gave the newly painted aircraft a check flight that proved its being fit for the long flight to the Moscow Region. As is known, following several test flights in Komsomolsk-on-Amur, the first three PAK FA prototypes would be disassembled and airlifted to Zhukovsky by An-124 Ruslan transports. The T-50-4 is the first of the prototypes, which ferry flight from the manufacturing plant in the Far East to the Moscow Region was under its own power. The 7,000-km-long route passed via Chita, Kansk and Chelyabinsk. The advanced fighter piloted by Sergei Bogdan set off for long a road on 15 January. The first overnight stopover was in the city of Chita (Domna airfield). On the next day, the aircraft flew to Kansk and arrived in Zhukovsky at about 16.15 h on 17 January in heavy snow and under the limited visibility conditions after a stopover in
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military aviation | programme

Chelyabinsk (Shagol airfield). The PAK FAs characteristics allow such a long flight to be made with fewer stopovers, but owing to the novelty of the aircraft and possible adverse weather that might have necessitated diverting to a backup airfield that were few and far between en route, a decision was made against unnecessary risk. Mention should be made that the new fighter, which had logged only five sorties in Komsomolsk-on-Amur prior to its ferry flight to Zhukovsky, proved itself in the course of the long-distance flight, with all of its systems operating like clockwork and the pilot being quite pleased with his aircraft. Having arrived to Sukhois flight test facility in Zhukovsky, the T-50-4 will soon join the flight test programme, under which three prototypes have been flown here. The third flying PAK FA prototypes flight test phase commenced at Sukhois flight test station in Zhukovsky in mid-June 2012. Sukhois test pilot Hero of Russia Sergei Bogdan took T-50-3 prototype for its maiden flight in Komsomolskon-Amur on 22 November 2011. Following three sorties under the factory acceptance programme, the aircraft had been painted and
T-50-4, PAK FAs fourth flying prototype, during factory tests. Komsomolsk-on-Amur, December 2012
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Sergey Lysenko
T-50-4 approaching Gromov LII Flight Research Institute airfield in snowfall, 17 January 2013
airlifted by an An-124 Ruslan heavy-lifter to Zhukovsky on 28 December 2011. The aircraft had been assembled and its systems had been debugged and ground-tested at Sukhois flight test facility in Zhukovsky for five months. In particular, the aircraft was for the first time equipped with an AESA radar prototype developed by the Tikhomirov-NIIP institute, and the radars operation as part of the avionic suite was tested. In mid-June, the T-50-3 was rolled out to the airfield, and its taxiing and running tests began. Once the bugs had been troubleshot, the plane was cleared for a check flight, and Sergei Bogdan took it to the sky at the Gromov Flight Test Institute airfield on 21 June 2012. The check flight took about an hour, and the aircraft with its systems performed as expected.
The AESA radar continued its tests in July. First, it was tested on the ground against an aerial target in the form of the Su-27M (side number 710) that had been used as a flying testbed for testing the PAK FAs engine in 2010. The AESA radar was turned on and tested in several operating modes during another test flight of the T-50-3 on 24 July. In addition to trying the AESA radar, other advanced avionic systems, which have not been mounted on the earlier prototypes yet, will be tested on this aircraft. According to an official statement by Sukhoi, the early tests of the radars airto-air and air-to-surface modes onboard the T-50-3 prototype have produced good stable results on a par with the performance of the best existing aircraft. Approaches to refining
these capabilities have been proven. Work has begun to test the optical channels. To date, the T-50-3 has flown about 30 test sorties, mostly to test the AESA radar and other avionics. The second flying prototype, the T-50-2, has been undergoing improvements in the run-up to high-g and flying restriction tests. It conducted its fist flight on 3 March 2011 with Sergei Bogdan at the controls. A month later, the T-50-2 was carried to Zhukovsky, and it has flown in the Moscow Region since mid-August 2011, having logged over 80 sorties. Early in August 2012, Sukhoi started testing the T-50-2 for in-flight refuelling. The tests involved a Russian Air Force Ilyushin Il-78 tanker plane. Test pilot Sergei Bogdan on the T-50-2 performed a series of approaches to the tanker and nine hook-ups with the refuelling drogue (the so-called dry refuelling) on a single sortie, which was recorded on camera from onboard the Su-25UB escort aircraft furnished by the Defence Ministrys State Flight Test Centre. According to a Sukhoi news release, the T-50-2 is also used for research into stability, controllability and strength within a wide subsonic and supersonic speed bracket in various configurations. The first prototype is being used in the trials too. It had spent about a year, undergoing improvements since the unveiling at the MAKS 2011 air show in August 2011.
The fourth flying PAK FA getting ready for long-range ferry flight to Zhukovsky. Komsomolsk-on-Amur, 15 January 2013
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The T-50-1 first flew in Komsomolsk-onAmur on 29 January 2010 (it has flown in Zhukovsky since April 2010). The preparation of the T-50-1 for extreme angle-of-attack and supermanoeuvrability test flights had been completed by last autumn, and its first flight in the wake of the modification took place in Zhukovsky on 11 September 2012. It had performed more than 80 sorties by now. The 100th test flight under the PAK FA test programme was performed in November 2011, with the 200th flight took place in January 2013. This year, the fifth aircraft is to join the trials. T-50-5 is in assembly at the plant in Komsomolsk-on-Amur. It will be followed by the sixth example. As many as five Sukhoi test pilots have been flying the T-50s: in addition to Sergei Bogdan, who performed the maiden flights on the four prototypes being tested, they are Roman Kondratyev, Yuri Vashchuk, Sergei Kostin and Taras Artsebarsky. The RusAF commander Lt.-Gen. Victor Bondarev said in January that the PAK FA in 2013 would start its official tests at the Defence Ministrys Flight Test Centre in Akhtubinsk. The construction of the six prototypes will be followed by the manufacture of a low-rate initial production batch for operational evaluation and then by full-rate production. According to the media, about 60 production-standard PAK FAs are planned for fielding during 201620. Obviously, the deliveries will continue past 2020.
From Russian PAK FA to Russian-Indian PMF

It looks like the programme on the joint development and production of the Prospective Multirole Fighter (PMF), which is also known in India as FGFA (Fifth Generation Fighter Aircraft), may become the major programme as part of the Russian-Indian cooperation in the sphere of aviation in the near future and in a longer term. The aircraft is being co-developed by Russian and Indian specialists on the basis of Russias PAK FA, with due account of the Indian requirements. The programme was officially launched by the signature of the Russian-Indian intergovernmental agreement on the co-development and co-production of the future fifth-generation fighters in Moscow on 18 October 2007. Sukhoi and Hindustan Aeronautics Ltd. (HAL) were appointed prime contractors. Indian delegations had paid numerous visits to Russia during several months since then both to the Sukhoi design bureau in Moscow and the plant in Komsomolsk-on-Amur where the construction of the early T-50 prototypes had been under way since December 2007. Sukhois personnel had gone to India several times to visit HAL. The key matters pertinent to the co-development and co-production of the advanced aircraft were agreed during the negotiations held. The Russian-Indian nextgeneration warplane programme implies both its joint financing and the aircrafts co-production at Sukhois and HALs facilities. During then-President Dmitry Medvedev visit to New Delhi, Rosoboronexport and HAL made a contract for the devising of a preliminary design of the fifth-generation Prospective Multirole Fighter on 21 December 2010. The contract is the beginning of the practical development of the Russian-Indian fighter, read Rosoboronexports official statement released on the occasion. The Indian press reported at the time that the Prospective Multirole Fighter was to be developed by 2017, and Air Chief Marshal Pradeep Vasant Naik, who was the chief of the IAF Air Staff during 200911, said the Indian MoD was going to order up to 250 fifth-generation fighters. In turn, Sukhoi reported in February 2011: The PMF programme includes the designing and development of a new-generation fighter to feature such advanced characteristics as low observability, supersonic cruising speed, high manoeuvrability, a highly integrated avionics suite, an expanded situational awareness system, internal carriage of weapons and the feasibility of a centralised electronic warfare system. The fighter is being derived from the Russian PAK FA Future Tactical Fighter in line with Indian technical requirements. The programme also makes provision for the designing and development of a twoseat version of the aircraft and the introduction of advanced engines featuring enhanced thrust. Provision is made for cooperative marketing of the aircraft in third countries. In October 2011, IAF command published more specific information about the number of Prospective Multirole Fighters to be ordered a total of 214 aircraft, including 166 singleseaters and 48 twin-seaters and confirmed that they intended to start taking delivery in 2017. However, a year later, in October 2012, IAFs Chief of the Air Staff Air Chief Marshal Norman Anil Kumar Browne told Indian magazine India Strategic in an interview that the number of the fighters planned for procurement had been reduced to 144 aircraft, with all of them to be single-seaters. The reduction and the rejection of the two-seat version, which had been planned before, were due to the attempts to slash the cost of the programme. Now, the first planes are planned for entering service with IAF in 2020. A little earlier, on 19 August 2012, the influential Indian newspaper The Times of India ran a big article on the drafting of a contract on the Russian-Indian PMF fighter development work, with the contract expected for signing in late 2012 or early 2013 (when this issue went to press, the contract had not been signed yet). The article reported that the PMF programme had reached a crucial stage and might turn into Indias largest defence programme with is price tag estimated at about $35 billion in the coming 20 years. According to the newspaper, the value of the contract for the PMF preliminary design signed in December 2010 and submitted to the customer last summer is $295 million and the value of the current development contract is estimated at as many as $11 billion ($5.5 billion for the Russian and Indian parties each). The newspaper reports that the first PMF prototype will be made in Russia and may be handed over to HAL Ozar facility in Nasik for tests as early as 2014. The second example is to follow in 2017, while the third one in 2019. The latter will likely meet all IAF requirements and become the standard design for full-rate production, with the production facilities supposed to be launched in Nasik by 2020.
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military aviation | interview

Last year, the Tikhomirov-NIIP research institute launched the flight tests of an active electronically scanned array (AESA) radar on board the Sukhoi PAK FA Future Tactical Aircraft. The third flying prototype of the aircraft has logged a number of test sorties to test the advanced radar that has demonstrated stable operation in all modes. At the same time, the institutes personnel are participating in the official trials of the Su-35S multirole fighter fitted with the productionstandard Irbis passive electronically scanned array radar, with the trials having produced unique results. The success in the development of the Irbis and the AESA radar predetermined the choice of Tikhomirov-NIIP in 2012 as developer of the radars to fit upgraded and future long-range bombers. In addition, last year saw the completion of the governmental test programmes on the upgraded MiG-31BM interceptor and upgraded Su-27SM(3) fighter and the Russian Defence Ministry taking delivery of the first Su-30SM multirole fighters, with all of these warplanes being equipped with improved radars from Tikhomirov-NIIP. Tikhomirov-NIIP radars are known well in India. The Bars electronically scanned array radar fits IAFs Su-30MKI fighter fleet of more than 150 aircraft of the type, with the contracts signed to boost the number to 272 over time. The radar for the advanced Russian-Indian fifthgeneration fighter known as Perspective Multirole Fighter (PMF) is being derived from the AESA radar designed for the PAK FA. In the run-up to the Aero India 2013 air show in Bangalore, the Takeoff had met Tikhomirov-NIIP Director General Yuri Bely and asked him about the key achievements of the company he leads in 2012 and about the prospects of the cooperation with India. Mr. Bely, how are things with the development of the AESA radar for the fifth-generation fighter? What are the early results produced by its flight tests? Early last year, the third AESA radar prototype was tested and tuned at TikhomirovNIIPs test rigs and handed over to the Sukhoi company that installed it in the PAK FAs third flying prototype brought to Zhukovsky from Komsomolsk-on-Amur in late 2011 for flight tests. The radars flight trials began in July 2012 following the round test cycle on board an aircraft. Approximately 20 AESA radar test sorties had been flown by year-end 2012, most of which had been completely successful. The key result achieved is the stable operation of the AESA radar in all air-to-air and air-to-surface modes from the outset. Having used late last years scheduled
TO SEE FIRST MEANS TO WIN

Interview of Tikhomirov-NIIP Director General Yuri Bely
improvements of the aircraft, we dismounted the radar from it and checked it out on a test bench of ours: its AESAs operability and characteristics remained unchanged, no improvements were required, and the radar was fit for continued flight tests that are to resume in the nearest future. Last year, we made the fourth AESA radar set. It was sent to Komsomolsk-on-Amur where it was mounted on the fourth PAK FA flying prototype and tested on it on the ground. The T-50-4 flew for the first time in December 2012 and conducted a ferry flight to Zhukovsky in mid-January. Thus, we have got two T-50s, fitted with our radars, in the flight trials. At present, the fifth AESA radar is almost complete at Tikhomirov-NIIP and will soon be shipped to Komsomolsk-on-Amur for installation in the fifth flying prototype of the PAK FA. Another radar set is being manufactured as well. It is designed for preliminary ground tests. Timely delivery of more AESA radar sets to the customer is ensured through the institute having two test rigs. One of them, the chief designers rig, is being used for testing the AESA radar prototype to enhance its operating envelope as well as introduce advanced operating modes and improved software packages. The other one is being used for tuning more radar sets before mounting them on follow-on aircraft. Overall, we are satisfied with the results produced but realise full well that a lot has remains to be done. But I would like to emphasise that the AESA radar programme is on schedule, with the schedule having been approved by the customer and the produced results meeting all expectations. Test pilots praise our radar too.
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It is an open secret that the AESA radar we are developing to fit the PAK FA will serve the basis for development of the radar system of the Russian-Indian PMF fifth-generation fighter. Tikhomirov-NIIP has been selected as prime contractor for the radar to fit the PMF. The Indians are supposed to develop and manufacture some of the subsystems of the fighters radar system, with specific subsystems being discussed now. Last year, there was a review of the draft design of the aircraft and, hence, our part of it the AESA radar. Next on the agenda is the signature of a contract for the development work. As soon as the contract is signed, the development of the AESA radar system for the Perspective Multirole Fighter will shift into high gear. What is the state of affairs of your work on passive electronically scanned array radars? The Bars radar equipping the planes of the Su-30MKI family has become well known in the world. What is the status of the programme? Indeed, the Bars radar designed for the Su-30MKI fighter family has earned international recognition. Series deliveries of the radars of the type are performed by our longtime partner, the State Ryazan Instrumentmaking Plant that also assists the Indians in having the Bars productionised by local companies. Last year, the Bars radar in the final configuration, designed for IAF Su-30MKIs, has passed its tests, having incorporated all software improvements and implementation of all operating modes under the contract. Production-standard Bars radars assembled both in Ryazan and in India are supplied to the customer in this version now. Earlier radars fitting the early-batch Su-30MKIs will be given relevant improvements in due time. A further IAF Su-30MKI-intended Bars upgrade programme has been under discussion for several years now. As is known, a decision has been made in principle a long time ago, but the contract has not been signed yet. Initially, the Bars is supposed to be refined while retaining its current array, with the improvements to include extended range, higher resolution and the ability to support the use of advanced weapons. Then, the Barss array is to be replaced with an AESA. Obviously, it makes sense to do it after the AESA radar for the Perspective Multirole Fighter is tested so that to build on the expertise gained from the efforts. Another milestone of last year was that two sets of the Russian Bars version designed for fitting the first two Su-30SM fighters of the Russian Air Force were delivered to the Irkutsk Aviation Plant (a subsidiary of the Irkut Corp.) in May 2012. As is known, the Russian Defence Ministry and Irkut struck two deals for a total of 60 Su-30SM aircraft, with the Su-30SM being a Su-30MKI derivawww.take-off.ru
tive intended for RusAF. In November, the first two Su-30SMs were handed over to the Defence Ministry for participation in the official test programme. The deliveries of production-standard aircraft will have gone on for several years to come. To date, the air forces of three countries (India, Malaysia and Algeria) have operated over 200 Su-30MKI family fighters equipped with Bars radars. Now, the Bars is entering service with our Air Force as well, and the number of the aircraft carrying radars of the type will have totalled 400 in several years, given the contracts concluded. In addition, the experience gained from the Bars development was used last year in devising the Bars-130 light radar proposal ordered by the Irkut Corp. The Bars-130 could be used in advanced versions of the Yak-130 combat trainer, which are being mulled over by the Yakovlev design bureau. As is known, production-standard Yak-130s have been delivered to RusAF since 2010, and the export deliveries of the type kicked off in 2011. In parallel with ramping up the production of the Yak-130 combat trainer that lacks a radar so far, Irkut is pondering approaches to further development of the plane as a light strike aircraft, a light fighter aircraft, etc. Such versions could use a radar that should be lightweight and small enough, but able to perform a wide range of tasks as part of air and ground target seeking and acquisition, terrain mapping, etc.
What about your firstborn among the electronically scanned array radars the Zaslon designed for the MiG-31 interceptor? Is its upgrade complete? The official test programme of the upgraded MiG-31BM interceptor, carrying the Zaslon electronically scanned radar improved by Tikhomirov-NIIP and new weapons, was completed late last year. As you know, Tikhomirov-NIIP developed the Zaslon way back in the 70s. The Zaslon became the worlds first airborne phased-array radar. We enjoy an undeniable priority in this respect. The MiG-31BMs upgraded in Phase I (i.e. furnished with the improved Zaslon radar and an advanced cockpit display system at the backseaters combat station) have been fielded with combat units. In December 2012, successful launches of new long- and mediumrange air-to-air missiles crowned the Phase II trials. The official tests report is to be approved in the near future, and aircraft upgraded this way will start fielding with line units too. Will you dwell on the Irbis radar that is surely the summit of the passive electronically scanned radar technology? You are right, the Irbis is second to none in the world, indeed, as far as its test-proven characteristics are concerned. Last year, the fight trials involving the Su-35 fighter produced the unique aerial target acquisition results much more than 400 km! This is the unrivalled achievement of the worlds aircraft
NIIP
AESA prototype
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Andrey Fomin
Bars phased array radar
radar industry. Based on the outcome of the official tests of the Su-35S, a preliminary report was signed last year, and the delivery of production-standard Irbis-equipped fighters to the Russian Defence Ministry begun. The first two production-standard fighters were delivered late in 2011, with eight more delivered during 2012. All of them are fitted with production-standard Irbis radars, which production was launched at the State Ryazan Instrument-making Plant with Tikhomirov-NIIPs support. The radars basic characteristics have been proven by flight tests. Now, the radar has to take tactical tests involving launches of various weapons. As is known, the governmental contract stipulates the construction of 48 Su-35S aircraft for RusAF throughout 2015. The deliveries are not likely to be limited to the number or the deadline. In addition, export sales of the Su-35 equipped with our Irbis-E are being looked into. The order for deriving an electronically scanned array radar from the Irbis as part of the upgrade of the Tupolev Tu-22M3 and Tu-160 long-range bomber fleets, which was awarded to us last year, is a kind of recognition of the top-notch performance of the Irbis. This line of work is new to us, for we have never developed radars for long-range bombers yet. However, the lessons learnt from the Irbis development makes us hopeful that we will reach the objective. We have worked out a draft design for Irbis versions earmarked for the Tupolev aircraft and are preparing the paperwork for launching the development work. If all goes to plan, the first upgraded Tu-22M3s and Tu-160s equipped with our radars will commence their trials as soon as 2014.
Skipping ahead, I hope that the expertise gleaned from the work on the Tupolev bombers and our successful development of the AESA radar for the PAK FA will guarantee our success in landing the order for the development of the radar system to fit the PAK DA Future Long-Range Aircraft. In conclusion, which of the results produced by Tikhomirov-NIIP last year seem to you the most important ones?
Overall, 2012 was rich in events as far as our company is concerned. I would highlight the beginning of the flight tests of the AESA radar designed for the PAK FA and the stable operation of the radar in the course of the trials, in the first place. Next goes the issuance of the preliminary report in the wake of the official tests of the Su-35 equipped with the Irbis and the record-setting characteristics of the radar. Then, there is the successful official trials of the upgraded MiG-31BM and Su-27SM(3) fighters fitted with our upgraded radars. Completing the testing of the upgraded Bars designed for the Su-30MKI and launching the deliveries of such radars to RusAF as part of Su-30SM fighters. Commencing the development of a radar for the Long-Range Aviation aircraft. Finally, working out the proposals for the Bars-130 lightweight small-size radar designed to fit aircraft in the Yak-130s class. Thus, the scope of the work being done by Tikhomirov-NIIP is increasing. While we used to make radars for fighters only (MiG-31, Su-27, Su-30 and its derivatives, Su-35, PAK FA) as far as airborne radars are concerned, now the number of carriers is growing. I believe that the application of Tikhomirov-NIIP radars will range all the way from the lightweight Yak-130 to the heavy Tu-160 in the near future. We, at Tikhomirov-NIIP, continue to adhere to the motto of our company, which is To see first means to win.
NIIP
Irbis phased array radar
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SU 30MK ONL Y THE BEST
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industry | news
MC-21 development on schedule

The MC-21 advanced short/medium-haul airliner remains the Russias United Aircraft Corporations and the Irkut corporations priority in the civil aviation field. Last year saw a number of key milestones passed: prototype components of the advanced airliner were manufactured and submitted for tests concurrently with the devising of its working design documents. the wing box design, approve the choice of the wing boxs structural layout, gauge the actual strength and survivability of structural areas and test the standard repair and test/ inspection methods. Now, TsAGI has four prototypes of the wing box of the MC-21 composite wing, made by foreign companies Diamond and Fisher at the request of ated. The composite wing box and centre wing section have been joined and sealed using a standard technology for the first time. Plans provide for the fourth wing box prototype to be used for researching into the impact of climatic factors on the strength of composite components. The MC-21s empennage shall be composite too. The first experimental It was shipped to Riga for long-term endurance tests. 300,000 test cycles will be conducted to prove the manufacturers useful life of 60,000 flights. At the same time with performing the design and experimental work, the Irkut corporation signed a number of important agreements with its key partners and suppliers under the programme last year. The one with the Russian Agency for Export Credit and Investment Insurance was a memorandum on MC-21 export insurance cooperation. An agreement with the Zodiac Aerospace Group was for the development of the interior, avionics and primary power supply distribution system. A five-year agreement with Jeppesen (a division of Boeing Flight Services) was on a service package in support of the MC-21 aircraft development, etc. According to Irkuts official statements, the MC-21 orderbook comprises 185 orders now, including options. 150 orders fall on aircraft powered by Pratt & Whitney PW1400G engines and 35 on those equipped with Russian-made PD-14s (this contract was placed by the Rostec state corporation in June 2012 in support of governmental customers). After the change of the owner of Malaysian company Crecom Burj, which had ordered 50 MC-21s in 2011, the order became optional. Now, the launch customer is the Aeroflot (50-airliner contract with Rostec corporation was signed in 2011). Irkut assures that the MC-21 programme is on schedule. The maiden flight of the MC-21 prototype is slated for mid-2015 and the completion of its certification by the IAC Aircraft Registry and the commencement of deliveries are planned for 2017.
Andrey Fomin
For instance, the first phase of the endurance tests of the second MC-21 composite wing box was complete in the Central Aerohydrodynamics Institute (TsAGI) in December 2012. The work is under way on order by the AeroComposit close corporation in charge of the manufacture of the MC-21s black wing and empennage (AeroComposits production facilities in Ulyanovsk has been under way since late 2011). The tests being run by TsAGI are supposed to prove that any kind of damage to the wing will not grow in size and affect flight safety. 7,000 flights had been simulated at a test bench during the first phase of the endurance tests, after which examination and ultrasonic inspection of the pre-inflicted impact damage areas were held. Based on the whole cycle of tests, TsAGI scientists will perform experimental evaluation of the characteristics and properties of
the AeroComposit close corporation. Their strength tests have been run in TsAGi labs since summer 2011. The first and third wing box prototypes have been subjected to the rigidity, frequency and static tests all the way to the maximal loading and disintegration. The landing gear and engine hinge brackets have been tested too, which has allowed the strength of the metal/composite joints to be evalu-
set of the carbon-filled plastic tail unit expected to kick off its tests this year is being manufactured in Ulyanovsk. The ORPE Technologiya scientific and production company is the supplier of the composite elements of the experimental empennage. In addition, Aviastar plant in Ulyanovsk manufactured the first experimental module of the MC-21s fuselage tail section in December 2012.
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industry | news
PD-14: prototype engine manufacture begins

The old years most important event in Russian air engine industry has been the assembly and testing of the technology demonstrator engine in Perm
Valery Amotnik
under the development programme on the family of new-generation PD-14 turbofan engines designed for powering the future MC-21 short/medium-haul
airliner and other advanced and upgraded passenger and transport aircraft (particularly, provision has been made for installation of PD-14M engines on the future MTA medium airlifter being co-developed by Russia and India). The PD-14 technology demonstrator development had been preceded by the development of the design and process flow documentation, productionising, preparation of test benches and laboratories, conduct of numerous tests, preliminary development of each engine unit individually and core engine assembly and tests. All of the above had been completed on time owing to a large-scale cooperation of the subsidiaries of the United Engine Corporation (UEC), accurate calculation of the production capabilities, stringent compliance enforcement and prompt response to contingencies. The assembly of the PD-14 technology demonstrator was complete on 30 May 2012, and its first test-rig start took place as soon as 9 June. The open and enclosed test benches were reconstructed and re-equipped at the same time with the manufacture of the engine demonstrator. The tests were performed in compliance with the effective standards and with the use of the cutting-edge measuring and recording systems allowing real-time supervision of the tests both from the observer booth and from test engineer workstations.
Mention should be made that the design of the cutting-edge PD-14 is a radically novel one differing from the Perm-based developers earlier designs very much. This necessitated a drastically advanced, unique engine assembly technology. The need to use a huge number of sensors introduced extra difficulties to the assembly process, or the engine was fitted with about 2,000 special sensors. Nonetheless, the engine demonstrator was assembled on schedule and passed its trials. The trials proved the operability of all of its parts and units, including those made using critical technologies (hollow titanium fan blades, monocrystal/intermetallic alloy turbine blades, compressor blisks, etc.). In autumn 2012, the engine passed its tests at an outdoor acoustical test bench using an antiturbulent air intake. According to Aviadvigatel JSC, the test results produced are what the designers expected them to be. Another phase of the PD-14 development will be the manufacture and tests of engine prototypes. At present, work is in full swing in Perm and at partner plants on making parts and units for the prototype batch. According to Aviadvigatel Designer General and PD-14 programme manager Alexander Inozemtsev, flight tests of a prototype PD-14 on board the Il-76LL flying testbed are slated for 2014.
Alexey Zakharov
Last Tu-154M built?

On 5 December 2012, a new Tupolev Tu-154M (RA-85042) took off from the Aviakor plants airfield in Samara on its first flight. It is the second of the two Tu-154M VIP aircraft ordered by the Russian Defence Ministry in November 2008 and, possibly, the last Tu-154 ever made over the 40-year-plus history of the airliners production in Samara. For a number of reasons, the construction of the two Defence Ministry-ordered Tu-154Ms dragged its feet, and the first of them (RA-85041, c/n 12A997) managed to fly for the first time only on 9 July 2012. Its delivery was time to the celebration of the 100th anniversary of the Russian Air Force on 8 August 2012. By the end of the month, the aircraft was ferried to its base Chkalovsky AFB in the Moscow Region. Given a check flight in December, the Tu-154M c/n 12A998 (RA-85042) has been delivered. It has become the 885th Tu-154 manufactured since the launch of the types production in Samara and the 303rd aircraft in the Tu-154M version. According to Aviakor Director General Alexei Gusev, the company has a production backlog of four Tu-154M airframes in various states of completion. They can be completed, if orders for them are placed.
However, the feasibility of the completion of their construction at present seems to be low because subcontractors are wrapping up the production of a number of Tu-154 components. Due to this, RA-85042 is likely to become the last production-standard Tu-154M crowning
the programme on the full-scale production of the airliner in Samara (the former city of Kuibyshev) that has been under way since 1969. Meanwhile, Aviakor will continue to maintain and overhaul the inservice Tu-154B2s and Tu-154Ms in the coming years.
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industry | news
Be-200: first local production aircraft under assembly in Taganrog

The full-rate production and sales of Be-200 amphibians are a priority of Beriev company, and the Be-200 programme is facing new vistas. As is known, the Be-200 amphibians baseline model is designed for suppressing forest fires by airdropping water or an extinguisher onto flame bases. It served the basis for the Be-200ChS derivative designed for the Russian Emergencies Ministry that was the launch customer for the plane. The ministrys air arm has been operating six Be-200ChS amphibians. Four of them (c/n 101, 102, 201 and 202) were made and delivered to the customer by the Irkutsk Aviation Plant of the Irkut corporation. The fifth production-standard aircraft made in Irkutsk (c/n 203) was delivered to the Azeri Emergencies Ministry in April 2008. In 2011, the Russian Emergencies Ministry took delivery of two more new Be-200ChSs c/n 301 and 302 from Beriev this time around. They were assembled and check-flown in Irkutsk during 201011 and then modified in Taganrog to meet a more accurate requirements specification issued by the customer. In May 2011, the government ordered from Beriev six more Be-200ChS amphibians for delivery to the Russian Emergencies Ministry in 201314. The assembly of the first of the Beriev-built Be-200ChS (c/n 303) is in full swing now, and the manufacture of fuselage parts of the second aircraft (c/n 304) has begun.
Beriev Alexey Mikheyev
In addition to the delivery of amphibians to the Russian Emergencies Ministry, a contract is being in the pipeline for eight amphibians of the Be-200 family aircraft to the Russian Defence Ministry. The Federal Forestry Protection Agencys air branch known as Avialesookhrana may join the ranks of the customers for amphibians made in Taganrog too. Beriev is working on wooing new customers all over the world, and an important advantage of the Be-200ChS is that it has been certificated in Russia and the EU. The IAC Aircraft Registry certificated the amphibian as compliant with the AP-25 aviation rules in 2003. In 2007, the Be-200ES-E received a supplemental type certificate clearing it for hauling 43 passengers on medium-haul lines and for basing both at airfields and on water. Finally, EASA issued the Be-200ES with the European type certificate in September 2010. In line with Berievs general strategy designed to promote the Be-200
amphibian on foreign markets, efforts are being made to obtain the clearance of the US Air Tanker Board. The clearance of the Be-200 as compliant with the boards standards will pave the way for the Russian plane to the North American forest fire-fighting market. European fire fighters, the French ones in the first place, have displayed their interest in the Be-200 too. The Be-200s fire-fighting capabilities could be in demand on the other side of the globe, in Asia. For instance, a Beriev delegation and Chinese officials met at Airshow China 2012 in Zhuhai to discuss the use and acquisition of Be-200 planes. According to the Chinese officials, they have been looking into the feasibility of updating their firefighter aircraft fleet and operating a Be-200 in China in 2013 for the purpose of evaluating its performance and drawing up a plan of further cooperation. In addition to the amphibians fire-fighting role, its potential buy-
ers those in India and Southeast Asian countries in the first place are interested in its maritime patrol and SAR capabilities In this field, Berievs cooperation with Italian company SELEX Galileo in fitting the Be-200 with its ATOS Airborne Tactical Observation and Surveillance System looks very promising. Another line of refining the Be-200s avionics will be the use of advanced technologies to spot forest fires and put them out from the air in poor visibility conditions, including thick smoke. The Be-200s cockpit can be fitted with head-up displays (HUD) and an optical monitor camera. Above the windscreen, there may be an infrared camera installed, with its footage to be displayed on the pilots HUD. Such a system has been tested on the Be-200 prototype (side number 21512) and, at the customers request, can be installed in both in-construction and in-service amphibians.
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Beriev
industry | programme
Andrey FOMIN Photos provided by UAC
ILYUSHIN UNDERGOING TESTS

Last autumn saw the start of the flight tests of the upgraded Il-76MD-90A (476) transport aircraft prototype made by the Aviastar-SP close corporation in Ulyanovsk the first aircraft of the Ilyushin Il-76 family, built in Russia (until recently, the previous Il-76 versions were made in Uzbekistan). The new airlifters first flight took place in Ulyanovsk on 22 September 2012. Two weeks later, on 4 October, the aircraft was shown in flight to the authoritative governmental delegation led by Russian President Vladimir Putin. The demonstration flight was followed by the signing of the contract for 39 production-standard Il-76MD-90As to be built in Ulyanovsk for the Russian Defence Ministry, with the total value of the deal being almost 140 billion rubles (around $4.5 billion). According to participants in the event, this has been the most lucrative deal on aircraft acquisition for the Russian Air Force over the post-Soviet years. The contract has become the launch order for the Il-76MD-90A and is expected to be followed by more orders, since Russian ministries and other governmental agencies alone will have needed at least hundred aircraft of the type until the end of the decade. The governmental resolution on the development and productionising of the upgraded Il-76 in the city of Ulyanovsk was issued on 20 December 2006. Since 1972, the Il-76s production had been produced in Uzbekistan by the Tashkent Aircraft Production Corp. named after Valery Chkalov (TAPC) that had built a total of almost 900 aircraft of the type over four decades. The transfer of the Il-76s production to Russia was caused by the snags hit by the implementation of the September 2005 contract for 38 Il-76MDs, including several tanker planes, for China, with the contract having been awarded to TAPC by Rosoboronexport. It turned out that the financial standing of TAPC and the financial conditions proposed would not allow the deal to pan out. In addition, it became obvious that in addition to future commercial orders, there would be high demand for the Il-76 on the part of Russian users as well, the Defence Ministry in the first place. To avoid dependence on the manufacturer sitting in a foreign, albeit friendly, country, the Russians weighed the pros and cons and opted for having the Il-76 productionised in Russia, at the Aviastar plant in Ulyanovsk.
476
The aircraft developed almost 40 years ago was to be upgraded heavily and its design documentation was to be digitized, essentially worked out anew in the form of 3D digital models. The Il-76s basic upgrades included the replacement of its engines with more powerful and more efficient PS-90A-76 turbofans made in Perm (by then, the engine had been tested on Il-76MF and Il-76MD-90 prototypes) and a heavy update of its avionics suite, including the introduction of the glass cockpit. At the same time, several considerable design and technological improvements have been introduced too. For instance, the wing, which retained its airfoil section and outline, has been given a new structural layout the wing panel became a one-piece job using long-measuring panels with riveted stringers, and the number of the wing spars dropped from three to two. This allowed a sizeable reduction in structural weight and an increase in terms of manufacturability. Owing to the new wing and reinforced undercarriage, the airlifters maximum takeoff weight has grown from 190 t of the TAPC-built production-standard Il-76MD to 210 t, while its maximum payload has increased from 47 t to 60 t. Owing to the 12% fuel efficiency increase of its PS-90A-76, the aircraft have seen an increase in its range from 4,000 km to 5,000 km with the 52-t payload. The greater thrust allowed an improvement in its takeoff and landing performance, with the length of the run
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given way to the KSEIS integrated electronic display and warning system comprising eight colour multifunction liquid-crystal displays (MFD). The advanced BPSN-2 satnav system has made its way onboard the airlifter too. The upgraded aircraft has been designated as Il-76MD-90A and given the index 476 (for this reason, it is called Il-476 sometimes, though the designation is unofficial). In addition to the prime developer, the Ilyushin Aviation Complex JSC, a wide range of contractors has taken part in the upgrade, e.g. the Perm Engine Company, Kotlin-Novator close corporation, Tekhpribor JSC, MIEA JSC, Gidroagregat JSC, Aviaagregat JSC, Electroprivod JSC, etc. The Russian Ministry of Industry and Trade ordered the construction of the first two prototypes, and UAC Transport tw Aircraft JSC acted as prime contractor. The A order for the construction of the first examo ple, c/n 01-01 designed for endurance tests, p was placed with the Aviastar-SP close corw poration on 15 March 2007 and the one for p the manufacture of the first flying prototype th (c/n 01-02) on 30 September 2009. To make (c them, Aviastar set up a separate shop on the th plants premises of the aggregate assembly p facility. The first two aircraft were being fa assembled in Ulyanovsk as portions of the a digitised design documentation arrived from Ilyushin. Aviastar kicked off the assembly of the first components and compartments under the 476 programme in 2009. To speed up the construction of the first flying prototype, the empennage, wing high-lift devices and wingtips set was ordered from TAPC that had a virtually completed backlog. The components ordered were brought to Ulyanovsk in April 2011. The flying prototypes assembly had been complete by year-end 2011, and the roll-out ceremony for the Il-76MD-90A (c/n 01-02) took place on 15 December 2011. Two and a half months before that, on 1 October 2011, the F2 fuselage section, wing centre box and wing panels a structural component set for the endurance prototype (c/n 01-01) was delivered from Ulyanovsk to Zhukovsky, Moscow Region, for static tests in TsAGI. Following the rollout in December last year, the flying prototype of Aircraft 476 returned to the assembly shop to complete the systems assembly and shop tests. The planes handover to the plants flight test facility took place early in July of this year, and the first Il-76MD-90A registered as RA-78650 was unveiled late in August during the MATF 2012 International Air Transport Forum at Ulyanovsk-Vostochny airport. The first engine run took place on 13 September, and a week later, the aircraft was prepared for its flight tests after the ground debugging of its new avionics. Finally, on Saturday, 22 September 2012, at about 15.30 an Ilyushin test pilot crew led by Honoured Test Pilot, Hero of Russia Nikolai Kuimov took the Il-76MD-90A for its maiden flight. The crew consisted of Honoured Test Pilot Vladimir Irinarkhov (co-pilot), Valery Grechko (navigator), Alexei Zhuravlyov (flight engineer) and Sergei Orlov (flight radio operator) as well as Vladimir Lysyagin (flight test engineer), Alexander Tsvetkov (electric systems operator) and Alexei Mitin (cargo compartment operator). The new aircrafts second flight was on the morning of 28 September, and 4 October saw the Il-76MD-90As presentation to Russian President Vladimir Putin on a visit to Ulyanovsk for a meeting on the governmental acquisition of Russian-made aircraft. The
diminishing from 1 1,750 750 m to 1 1,600 600 m m. The TA-6A auxiliary powerplant was replaced with the more advanced TA-12A to enhance the operating characteristics. The Kupol-II analogue flight navigation system has been ousted by the digital Kupol-III-76M(A), and the SAU-1T-2B analogue automatic flight control system has been replaced with the digital SAU-76 allowing ICAO Category II landing approaches and RNP and RVSM navigation. The traditional steam-gauge instruments in the cockpit have
Il-76MD-90A just landed after its maiden flight. Ulyanovsk, 22 September 2012
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President was pleased with what he had seen: Nikolai Kuimovs crew flew the new aircraft on a short but spectacular sortie. I have every reason to thank and congratulate the Designer General and plant Director, and the whole of the team who have worked hard to achieve this stage of the development of a new Russian transport aircraft. Today, we have actually witnessed the final stage of its development, Vladimir Putin said. The event we have witnessed today is not a mere flight of the revitalised Il-76 aircraft. Essentially, this is a drastically new aircraft upgraded by 70%. We have got an advanced aircraft featuring cutting-edge characteristics in terms of reliability, range, efficiency and lifting capacity. I am certain that the aircraft will be in demand both in this country and with our possible partners abroad, the President concluded. Then there was the ceremony of signing the launch contract for 39 Il-76MD-90A aircraft for the Russian Defence Ministry, attended by Vladimir Putin. After the event was over, the Presidents chief of staff Sergei Ivanov said: This is the largest contract the Russian aircraft industry has ever seen. The deliveries under the contract will have taken place from 2014 to 2020. The contracts value stands at 140 billion rubles (about $4.5 billion), i.e. more than 3.5 billion rubles (around $115 million) per aircraft. The contract will not be the only one signed by the Defence Ministry. As was reported in the press, the Il-76MD-90A shall serve the basis for an advanced tanker plane intended to succeed the in-service Il-78M and for several specialised aircraft, which development has been assigned to Beriev company. According to Vice-Premier Dmitry Rogozin, the 2020 State Armament Acquisition Programme provides for procurement of more than 100 Il-76MD-90As in several versions. In addition, other governmental customers are expected to place orders for the Il-76MD-90A in the coming years. Now, we need to consolidate other customers, because the aircraft features a widest range of applications, Sergei Ivanov told the media in the wake of the meeting in Ulyanovsk. It can operate in the fire-fighting, medevac, airborne assault and freighter roles. Therefore, the Emergencies Ministry, Ministry of the Interior, Federal Security Service, Office of the President, Transport Ministry and several other governmental agencies should form a pool of customers within a month and work out a line of credit stipulating a proactive use of leasing arrangements. Ilyushin JSC Director General/Designer General Victor Livanov said: The congratulation by President Vladimir Putin imposes on us a high responsibility. We have passed an important stage, but a lot has to be done
Il-76MD-90A prototype in its second flight, 28 September 2012. Registration has been already changed from RA-78650 to 78650
Ilyushin 476 first flying prototype being painted at Spektr-Avia JSC, 22 December 2012
further down the line: we are to test and productionise the aircraft both the baseline model and a whole range of its derivatives. We are certain that the Il-76MD-90A aircraft is facing new vistas. At present, Aviastar plant is manufacturing the first three production-standard Il-76MD-90A airlifters. Their construction commenced as far back as 2010 under the contract with UAC Transport Aircraft. According to Aviastar-SP Director General Sergei Dementyev, two of them are to be completed as soon as this year, with the deliveries to begin in 2014. The companys production plan provides for a gradual increase in the annual Il-76MD-90A output all the way to 18 aircraft per annum in 2018. Meanwhile, the first flying prototype of the Il-76MD-90A was painted late in December last
year. Once it has completed a series of ground tests and fixes, it is to fly to Ilyushins flight test facility in Zhukovsky, Moscow Region, where its flight tests will continue. The move was planned for late January or early February 2013. According to Ilyushin Designer General Victor Livanov, the first stage of the Il-76MD-90As official tests, which includes 50 test sorties, is to be completed in the third quarter of 2012. One prototype will be enough for this purpose, because the official trials of the upgraded Il-76MD-90 (RA-78854) aircraft, which were conducted with success in 2011, will be taken in consideration. This test aircraft made in 2005 on the basis of the Il-76MD (c/n 81-05) built in 1991 was used for testing the advanced powerplant consisting of four PS-90A-76 turbofan engines as well as new avionics now used in the Il-76MD-90As made in Ulyanovsk.
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The United Aircraft Corporation expects that the new Il-76MD-90A airlifter and its derivatives will be in demand not only in Russia, but abroad as well. For instance, its derivative Il-78MK-90 tanker plane was used by Rosoboronexport JSC to bid in a tender held by the Indian MoD that has operated six Il-78MKI tankers built in Tashkent and delivered in 200305. IAFs advanced tanker plane requirements are estimated at 12 aircraft. According to the Indian media, the first six of them will be Airbus A330MRTTs, but no decision has been made on the other six yet, and the Il-76MK-90 may become a good choice. According to official information released by Rosoboronexport, the Il-78MK-90s obvious advantages include its ability to be quickly converted by its ground crew into a fullfledged airlifter for quick redeployment and airdrop of cargo, heavy vehicles and paratroops. The multifunction capability of the baseline Il-76MD-90A platform enables it to derive fire-fighting, flying hospital, airborne command post and AEW&C versions. The Il-78MK-90 can refuel planes with fuel of two types on a single sortie and distribute fuel on the ground at a rate of 1,500 l/min to refuel simultaneously up to four aircraft, wheeled or armoured vehicles on the ground. Since the Il-78MK-90 can operate from both paved and unpaved airfields, it can use more than 80% of the Indian runways and, for this reason, there will be no problem with dispersing the tanker planes throughout the airfield network, if need be. It is also important that unlike the Il-76MD and Il-78MKI aircraft earlier supplied to India, the Il-76MD-90A and Il-78MK-90 can conduct unrestricted international commercial flights owing to their advanced powerplant based on efficient PS-90A-76 engines and to their upto-date avionics suites.
Il-76MD-90A first flying prototype (c/n 01-02) under final assembly at Aviastar plant, June 2012
Airframe assembly of the first production Il-76MD-90A, December 2012
Comparative data of Il-76MD-90A and production-standard Il-76MD

Il-76MD
Engines Takeoff thrust, kgf Maximum take-off weight, t Maximum landing weight, t Maximum payload weight, t Range, km: - with 60-t payload - with 48-t payload - with 40-t payload - empty Cruising speed, km/h Runway length required, m Takeoff run with max take-off weight, m Fuel efficiency, g/tonne-km Crew 3,800 4,750 9,300 750780 2,250 1,750 232.4 7 4,000 5,300 6,500 9,700 780800 2,150 1,600 187.1 6 D-30KP-2 4 x 12,000 190 151.5 48
Il-76MD-90A
PS-90A-76 4 x 16,000 210 170 60
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industry | upgrade
Vasily Koba
Mikhail SUNTSOV
UPGRADED AN-70 IN TRIALS

On 21 December 2012, the fuselage of the first production-standard An-70 short takeoff and landing airlifter (c/n 01-04) was taken out of the stocks in a ceremony at the Antonov aircraft production plant in Kiev, attended by Ukrainian Prime Minister Nikolai Azarov. The fuselage was then moved to the final assembly shop. It is the first of the two production-standard An-70s ordered by the Ukrainian Defence Ministry in 2004 and laid down by Antonov as far back as 2001. The other production An-70 c/n 01-05 is at the fuselage sections assembly stage. The set of wings to fit the two aircraft was ordered from TAPC in Uzbekistan. The first production-standard An-70 built in Kiev may be completed in 2014. Meanwhile, the tests of an upgraded An-70 prototype (c/n 01-02, reg. UR-NTK) continue in Kiev. The plane conducted its maiden flight on 27 September 2012 following its two-year-long upgrade. The aircraft flown by a crew led by Antonov test pilot Vladimir Mosin took off from Svyatoshin airfield in Kiev and landed at KievAntonov airfield in Gostomel 32 minutes later. According to Vladimir Mosin, the first sortie tested the operation of the basic avionics and test data recorders and assessed the aircrafts stability and controllability in the takeoff and landing configurations. The An-70 flew two more test flights in Gostomel on 29 and 30 September, having taken part in the Aerosvit air show there on those days. Antonov commenced the upgrade of the An-70s avionics suite and powerplant in line with the specifications requirement approved by the Russian and Ukrainian defence ministries in August 2010. The last, 625th, flight of the An-70 c/n 01-02 prior to the upgrade had taken place on 28 July 2010. The An-70 upgrade led to the replacement of the SV-27 propfans of the D-27 engines with more sophisticated ones, with the pitch between the front and rear props increased by 300 mm. This resulted in noise reduction and propfan performance improvement. In addition, a modified engine FADEC and propfan control system was introduced as well as the TA-12-60 auxiliary power unit was ousted by the TA-18-200-70 one from the Aerosila scientific and production company in Stupino (Moscow region), which features an expanded operating conditions bracket. The avionics suite underwent heavy upgrade owing to its transition to advanced electronic componentry and the need of accomplishing new missions in line with the customers requirements specified more accurately. In the cockpit, TV-type CRT displays were replaced with six colour multifunction liquid-crystal displays. The ball of the electrooptical system designed for night landing on unpaved airfields and round-the-clock airdrop operations appeared under the nose section. Antonov news release stressed: The mathematical models and algorithms embodied in the aircraft control system and aircraft components remained the same. This ensured the continuity with the earlier performed stages of the trials and guarantees the suitability of the results produced. The upgraded An-70s preliminary test programme designed for 20 sorties was completed with success in December 2012, and the aircraft entered the final phase of its official trials, which provides for 75 test sorties, according to Antonov Designer General Dmitry Kivas
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industry | upgrade
statement made during the Aerosvit air show in September 2012. The flying and ground crews involved in the programme had been trained at Antonovs Training Centre, where an An-70 flight test stand was introduced. The stand is designed for testing aircraft systems, particularly, the fly-bywire system, and checking their fail safety as well as for preparing pilots or various situation possible during the trials and for pilot training. According to Dmitry Kiva, the test programme is to be completed in May 2013. The An-70 is planned for productionising by a pool of Russian and Ukrainian companies. The final assembly site for the An-70s intended for the Russian Air Force Military Transport Command expecting about 60 aircraft of the type has been changed repeatedly in recent years. Russian Premier Dmitry Medvedev voiced the latest decision in June 2012. A new production facility was to be built on Gorbunov KAPOs premises in Kazan, with the fuselage panels supposed to be supplied by the AvistarSP plant in Ulyanovsk and the wings and empennage by the Antonov plant in Kiev. The D-27 engine co-production will be run by Motor Sich in Zaporozhye and Salut in Moscow, while Aerosila in Stupino will supply SV-27 propfans and TA-18-200-70 APUs. Early production An-70s were expected to be made in Kazan in 201516, with the plant possibly manufacturing up to 12 aircraft a year by the end of the decade. However, the reshuffle of the leaders of the Russian Defence Ministry, which took place in November 2012, may cause a revision of the plans. At the late-December conference chaired by the new Russian defence minister General of the Army Sergei Shoigu and dedicated to the acquisition of advanced aircraft for the RusAF Military Transport Command, it was said that a decision on the An-70 procurement could be put on the back burner until the completion of the aircrafts test programme. The Russian Defence Ministry will bankroll the trials and completion of the first production-standard aircraft in Kiev, but abstain from allocating money for the launching of An-70 assembly in Kazan so far. A decision on series acquisition of An-70 aircraft and, hence, on their production in Russia is expected to be made later this year based on the outcome of the An-70s official test programme and talks with Ukraine about the intellectual property matters pertaining to the programme.
Vyacheslav Smigunov
Fuselage of the first production An-70 being delivered to final assembly shop, 21 December 2012
Piotr Butowski
Cockpit of the An-70 prototype after upgrade, September 2012

Vasily Koba
Upgraded An-70 prototype (c/n 01-02) during flight tests, December 2012
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commercial aviation | news
Angara launches An-148 commercial services

Mike Syritsa / UAC
In December 2012, another Russian carrier, Irkutsk-based Angara, started commercial operations of its newly acquired Antonov An-148-100E regional passenger jets built by VASO plant in Voronezh. The first scheduled passenger services took place on the IrkutskNovosibirskIrkutsk and IrkutskMirnyIrkutsk lines on 20 December 2012. The ceremony of the handover of the first An-148-100E (reg. RA-61713) to the Angara airline was held in Irkutsk on 30 October 2012. The aircraft was delivered under the agreement signed by the Angara air company, VASO plant (a UAC subsidiary) and Ilyushin Finance Co. leasing company on March 2012 as part of the Regional Aircraft Fleet Modernisation Programme pursued with support of the Irkutsk Region administration. The contract stipulates for Angara to take delivery of five VASO-made An-148-100Es in 201213, including three before
year-end 2012 and two in 2013. There are also five options for delivery in 2014. Angaras planes have 75 passenger seats in the economy class and can operate on routes up to 4,400 km long. Considering the peculiarities of the expected operations under harsh weather and cold climate conditions (an ambient temperature above ground of up to -52C) and from unpaved
airfields, VASO performed an extra set of preparations on the planes prior to their delivery. The new aircraft are supposed to expand Angaras route network by far both in Russia and abroad. The first Angara-accepted An-148-100E (RA-61713, c/n 41-10) was manufactured by VASO last spring, with its first flight on 22 March 2012. Its non-stop flight from Voronezh to Irkutsk, which measured about 4,300 km and 5 h 15 min, took place on 29 October 2012 and was followed by the handover ceremony on the next day. The delivery of the second An-148-100E (RA-61711, c/n 41-07) was on 8 November 2012. The VASO had made the aircraft a year before. It first flew on 4 October 2011 and was initially earmarked for the Polyot airline. The third An-148-100E (RA-61714, c/n 42-01), which had been first flown in Voronezh on 11 September 2012, was accepted by Angara on
28 November and brought to Irkutsk on 15 December 2012. The air company had 10 crews trained last year to operate the new type, with the pilots given relevant ground school and simulator training. Scheduled flights of Angaras An-148s commenced from Irkutsk to Novosibirsk and Mirny on 20 December 2012. The service to Bratsk was added on 24 December, followed by the IrkutskNovosibirskMirny line on 25 December. Since 15 January 2013, the new regional airliners have been operating from Irkutsk to Yakutsk famous for its cold climate and to Khabarovsk in the Russias Far East since 25 January. Plans provide for the introduction of new lines from Novosibirsk to Yekaterinburg in February and Chita in March as well as from Irkutsk to Ust-Kut in February and Vladivostok in March, etc. This summer is to see the launch of international services from Irkutsk to destinations in China, Japan and South Korea. The fourth and fifth An-148-100Es are planned for entering service with Angara in summer and autumn 2013 respectively. VASO is manufacturing them now. Angara has been the third Russian carrier to operate VASO-made An-148s. Six An-148-100Bs were delivered to the Rossiya air company in St. Petersburg in 200910, with two An-148-100Es received by the Polyot airline in Voronezh in summer 2011. The Grozny Avia carrier, operating from Chechnya, is going to take delivery of two An-148-100Es this year.
Mike Syritsa / UAC
Oleg Panteleyev / UAC
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commercial aviation | news
New aircraft for presidential air detachment

Alexey Filatov
ordered by the Russian Presidents Office. The airliner is in VIP configuration for 39 seats (two seats in the highly comfortable main passenger cabin furnished with a sofa, 12 seats in business class and 25 in economy class). The contract for two An-148-100EA aircraft to be delivered to the Russian Presidents Operating out of Vnukovo Airport in Moscow, the Rossiya special air detachment of the Russian Presidents Office remains a major customer for new Russian-made passenger aircraft. Several Ilyushin Il-96, Tupolev Tu-204, Tu-214 and Antonov An-148 airliners were made for it in 2012. Early last year, two Tu-204-300 VIP aircraft (RA-64057, RA-64058) started their operation, after having been tesed in Ulyanovsk in 2011. In spring last year, a special Tu-214SUS (RA-64524) airborne command post made in Kazan a year before followed suit. Two upgraded Il-96-300 airliners (RA-96014, RA-96017), which had been flown by the now-defunct KrasAir carrier (it went bust in 2008), began to fly for the Rossiya special air detachment last year. The first of the two new Ilyushin Il-96-300PU(M1) VIP aircraft ordered by the Russian Presidents Office (RA-96020) was rolled out to VASOs flight test facility in July 2012. The government placed the order for these two VIP planes, designed to carry top governmental officials, on 26 May 2010. Late in
and the new An-148-100EA flew from the factory airfield to Vnukovo Airport in the Moscow Region on 17 January 2013. VASO is assembling the second An-148-100EA under the contract. Another new aircraft destined for the Rossiya special air detachment flew from the Kazan Aircraft
Ildar Valeyev
December 2012, it was delivered and has been based in Vnukovo since 11 January 2013. The construction of the second airliner of the type is under way in Voronezh. It will have entered service this year, after which the presidential air detachment will operate as many as eight aircraft of the Il-96 family. Another new An-148 took to the air in Voronezh on 16 November 2012. It was an An-148-100EA (RA-61716, c/n 42-03), the first of the two
Office before December 2013 was placed on 5 December 2011. A modified cabin layout and a number of advanced systems necessitated extra certification tests that had been completed by the end of 2012, and on 29 December 2012, the IAC Aircraft Registry issued the modified An-148-100EA with Supplement Type Certificate CT264-An-148/D09, giving the green light to the planes operation. The acceptance report had been signed by New Year Day,
Production Association named after S.P. Gorbunov (KAPO) on 5 December 2012. It is a Tu-214 VIP airliner (RA-64521) ordered by the Russian Presidents Office the seventh Tu-214 made by KAPO for the customer over the past several years. It was ordered on 12 January 2011 in enhanced comfort configuration for 150 seats (12 in business class and 138 in economy class). The aircraft is slated for delivery this year. RA-64521 is the only new Tu-214 KAPO built last year. Three more Tu-214s are being assembled for the Russian Presidents Office in the wake of the signature on 31 October 2012 of a contract for three more Tu-214SR communications relay aircraft to be delivered prior to December 2015. These aircraft are expected to get registration numbers RA-64526, RA-64527 and RA-64528. After they have been delivered, the Rossiya special air detachment will operate 15 aircraft of the Tu-204/214 family, including 13 KAPO-made Tu-214 in various versions.
Alexey Boyarin
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commercial aviation | programme

Yuri Kabernik
Andrey FOMIN
The Sukhoi Superjet 100 regional jet was the most productive programme in Russia in 2012 in terms of new passenger aircraft production. During the year, the Sukhoi Civil Aircraft Company made 12 SSJ100-95B jets, including five for Aeroflot, two for Yakutia airline and five for foreign customers. Six planes, including one flown in 2011, were delivered to Aeroflot and one to Yakutia (the other shall be delivered in February 2013). In addition, the acceptance report on the first SSJ100-95B intended for Indonesian airline Sky Aviation was signed in late 2012. Of two aircraft built and check-flown for Mexican carrier Interjet, the first one was ferried to Venetia in autumn 2012 for customisation by the Superjet International joint venture, with the second to follow it in early 2013. Also in February 2013, the airliner built for Laotian carrier Lao Central Airlines in late 2012 is to be delivered. During 2012, the SSJ100s type certificate was recognised by as many as three countries Mexico, Indonesia and Laos, which will enable them to launch revenue operations of the new Russian regional jet.
SUKHOI SUPERJET 100

ARRIVES TO NEW CUSTOMERS
In Aeroflot
The acceptance report for the 10th Sukhoi Superjet 100 intended for Aeroflot was signed in Ulyanovsk on 15 September 2012. The airliner (c/n 95018), which conducted its maiden flight in Komsomolsk-on-Amur on 12 July 2012, got side number RA-89010. The aircraft was ferried from Ulyanovsk to Sheremetyevo airport on 19 September and kicked off commercial operations by its first revenue flight on 21 September 2012. In all, the Russias flag carrier has taken delivery of six new SSJ100s last year out of the 30 it had ordered with four deliveries in 2011. Next airliners of the type to be delivered to Aeroflot will have a modified cabin interiors. The assembly of the first of them (c/n 95025) began last spring, but its rollout and ferry flight to Ulyanovsk for cabin interior assembly and airframe painting is now been scheduled for February 2013 at the earliest. Next aircraft for Aeroflot (c/n 95029) is now ready for assembly. Aeroflots SSJ100s fly scheduled services to more than 20 Russian and foreign destinations. In Russia they fly to Anapa, Astrakhan, Kazan, Krasnodar, Nizhnekamsk, Nizhnevartovsk, Nizhny Novgorod, Perm, Samara, St. Petersburg, Tyumen and Volgograd now. Several flights are being made to Ukraines Dnepropetrovsk, Donetsk, Kharkov and Odessa as well as to Belarusian capital Minsk. European destinations include Bucharest, Copenhagen, Krakow, Stockholm, Vilnius and Zagreb. As of 1 January 2013, Aeroflots Superjets had logged over 8,500 flights totalling in excess of 16,000 flight hours, of which almost 7,300 flights and 14,000-plus flight hours were flown last year. A flight averages 2 h, and an average
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Yakutia airline got its first SSJ100 in December 2012
monthly flight hours per aircraft accounted for about 140 h (the maximal flight hours were logged by RA-89010 in October 2012, when it accumulated 327 h on 158 services). As of 1 January 2013, the biggest flight hours had been logged by Aeroflots first Superjet (RA-89001) 2,700 h on 1,495 flights. All of Aeroflots Superjet 100s have the twoclass 87-seat configuration with 12 seats in business class and 75 in economy class.
In frosty Yakitia
Another Russian carrier to have launched operation of its SSJ-100s in late January 2013 is the Yakutia air company that had ordered two aircraft of the type. The first one (c/n 95019, reg. RA-89011) made its
maiden flight in Komsomolsk-on-Amur on 13 August 2012 and headed for Ulyanovsk for the assembly of its interior and for painting 4 days later. Its interior was assembled and the aircraft was painted in October 2012, and it was displayed at Airshow China 2012 in Zhuhai in November. Its delivery and ferry flight from Ulyanovsk to Yakutsk took place on 18 December 2012 and its first scheduled passenger flight on the Yakutsk-Khabarovsk line was conducted on 23 January 2013. Yakutias SSJ100 starts to operate the YakutskNovosibirsk and Yakutsk-Harbin lines in late January or early February 2013. The companys short-term plans provide for launching operations from Yakutsk to Krasnoyarsk and Blagoveshchensk also.
Sergey Lysenko
SSJ100 c/n 95021, the second jet built for Armavia in June 2012, is now going to change its customer
SSJ100 c/n 95018 became the 10th Superjet acquired by Aeroflot and launched its operations in September 2012
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Yuri Stepanov

SSJ100 c/n 95024, the second aircraft for Interjet of Mexico, in flight tests, December 2012
Yuri Kabernik
The other Superjet 100 intended for Yakutia (c/n 95020, reg. RA-89012) conducted its maiden flight in Komsomolsk-on-Amur on 25 November 2012, then it received its cabin interior in Ulyanovsk and in mid-December it was painted in the Czech Republic. Its delivery is planned for early February 2013, after which it will fly to Yakutsk and commence its scheduled operations. The Yakutia-operated SSJ100s have a 93-seat cabin, with eight passengers seated in business class and 85 in economy class.
Armavias planes searching for new owners

Early in October 2012, following a four-month break, Armenian air carrier Armavia the Superjets launch customer since spring 2011 resumed passenger operations on its SSJ100. Having logged a bit over 2,000 flying hours on almost 900 commercial flights since April 2011, the first production SSJ100 (c/n 95007, EK-95015) flew in to Sukhoi Civil Aircrafts facility in Zhukovsky for A-Check routine maintenance in early June 2012. However, due to a financial dispute between the manufacturer and operator, the aircraft had sat there for a long time, while Armavia changed its mind as for the second Superjet built for it (c/n 95021, EK-95016), meanwhile. This plane first flew in Komsomolsk-on-Amur on 3 June 2012 and was prepared for delivery in the same month. In all probability, the aircraft sitting in Zhukovsky now will get itself a new customer. Ultimately, the parties came to terms about continued operation of the first SSJ100 by Armavia, and it finally flew from Zhukovsky to Yerevan on 2 October 2012. It has been flying passenger services for Armavia from Yerevans Zvartnots airport to Moscows Domodedovo and Vnukovo, to Krasnodar, Nizhny
Novgorod, Sochi, Ufa and Yekaterinburg as well as to Dubai, Milan and Tel Aviv. However, the flights hadnt lasted long the carriers financial problems caused the termination of its Superjet operation on 22 October 2012. In all, the airliner had logged 2,300 flight hours on 932 flights with Armavia, and its average monthly flight time (less the four months of sitting at the tarmac in Zhukovsky) standing at about 166 h (the maximum time is 240 h per month). The average flight of the Armenian Superjet lasted 2.5 flight hours and its average daily flight time accounted for 5.5 flight hours. The airliners cabin layout allows for 98 seats in economy class.
Mexico: Western Hemispheres launch customer

On 12 September 2012 another production Sukhoi Superjet 100 (c/n 95023) made its maiden flight in Komsomolsk-on-Amur, becoming the first SSJ100 built for a Western air carrier. The aircraft is the lead plane under the contract placed by Mexican carrier Interjet that has awarded 20 firm orders for the type to date. The supplier of the Interjet aircraft is Russo-Italian joint venture SuperJet International, which facility in Venetia will be used for assembly of the passenger cabin interior developed by Italian designer bureau Pininfarina, painting of the aircraft and training of customers air and ground crews. For this reason, the unpainted aircraft flew in to Venetias Marco Polo airport
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SCAC
Indonesian carrier Sky Aviation got its first SSJ100 (c/n 95022) in late December 2012
SCAC
The first Superjet built for Lao Central Airlines, c/n 95026, after painting in customers colours, January 2013
temporary registration number 97007 came to Ulyanovsk for the installation of its cabin interior and the subsequent painting. The work had been complete by early December, and the aircraft was given registration number PK-ECL when it was being painted in the Sky Aviation colours. The airliner was handed over to the customer on 29 December 2012, with its departure to Indonesia planned for January 2013. The SuperJet International JV, which handles aftersales support and training, gave training to the first crews of Sky Aviation. It trained eight Indonesian pilots and 18 flight attendants as far back as late last year and 12 technicians in January 2013. This enables the carrier to start using the aircraft right after it has been received. Now, there are two more aircraft designed for Indonesia (c/n 95027 and c/n 95031), sitting in the SCACs final assembly shop. They are to be rolled out in March and April respectively and delivered in May and June 2013. The cabins of Sky Aviations Sukhoi Superjet 100s are designed to seat 12 passengers in business class and 75 in economy class a total of 87 seats.
Laos in wait of Superjet

Another Sukhoi Superjet 100 (c/n 95026) performed its maiden flight in Komsomolskon-Amur on 12 December 2012. The airliner is the first of the three SSJ100s ordered by Laotian carrier Lao Central Airlines. On the third day after its first flight, on 14 December, the newly built aircraft with temporary reg. 97008 headed for Ulyanovsk for cabin interior installation and livery painting. This done, it was issued with Laotian registration number RDPL-34195. The airliner is to be delivered in February 2013. The Laotian air authorities recognised the SSJ100s type certificate in December 2012, which allows the aircrafts export to the country and its unrestricted operation by Laotian carriers. Lao Central Airlines plans to fly its SSJ100s on both domestic and foreign routes, particularly, to Bangkok, Hanoi, Ho Chi Minh, Singapore, etc. The aircraft have been configured for 93 seats eight in business class and 85 in economy class. Sukhoi Civil Aircraft is completing the second of the Lao Central airliners (c/n 95030). Its roll out is scheduled for March or April this year and its delivery for May. The third Laotian SSJ100s (c/n 95037) is having its airframe components being made. It could be delivered before year-end. As of January 2013, Sukhoi Civil Aircraft Company and SuperJet International have had 179 orders for SSJ100s, of which 13 have been delivered already. 72 airliners have been ordered by Russian carriers UTair (24), Gazpromavia (10) and Transaero (6) in addition to Aeroflot and Yakutia. The deliveries to the former two may kick off in 20132014 and to Transaero in 2015. 107 aircraft have been ordered by foreign air carriers and leasing companies.
on 6 October 2012 following a small series of test fights in Komsomolsk-on-Amur. Mexicos aviation authorities have issued the type certificate for the SSJ100 in April 2012, but the new passenger cabin for 93 economy-class seats will necessitate additional certification, due to which the delivery of the first of Interjets SSJ100s has been slated for March 2013. The training of Mexican air and ground crews in Venetia is to commence soon. The Superjets Full Flight Simulator (FFS) has been delivered to SJI facility in Venetia in November 2012 (until recently, there has been only one SSJ100 FFS at SCACs facility in Zhukovsky; the second one has been brought to Aeroflots training centre in Sheremetyevo in July 2012).
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The second Mexican SSJ100 (c/n 95024) first flew in Komsomolsk-on-Amur on 16 December 2012 and is now gearing up for the ferry flight to Venetia in February for customisation. The third Interjets SSJ100s (c/n 95028) is being assembled, with its first flight and ferrying to Venetia slated for March 2013.
First SSJ100 for Indonesia

20 October 2012 saw the first flight of the Sukhoi Superjet 100 c/n 95022 the first of the aircraft intended for Indonesian airline Sky Aviation that had ordered 12 airliners of the type from Sukhoi Civil Aircraft, with the delivery to take place between 2012 and 2015. Less than a week later, on 26 October, the airliner with
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SRSAM SYSTEM TOR-M2KM

WITH ITS MODULAR COMBAT AND SUPPORT VEHICLES
Izhevsk Electromechanical Plant KUPOL, JSC, being part of the ALMAZ-ANTEY Air Defense Concern, unveils its new surfaceto-air missile system Tor-M2KM, which differs from the widely known SAM systems Tor-M2K and Tor-M2E in a modular design of the combat and support vehicles. SRSAM system Tor-M2KM with its modular combat and support vehicles is designed for air defence of vital public facilities. It is very reliable and effective against high maneuvering targets, guided and gliding aerial bombs, anti-radar and cruise missiles, UAVs, aircraft and helicopters within the SRSAM engagement area day and night under adverse weather and countermeasures environment. Independent combat module (ICM) of the SRSAM system is an autonomous missile launcher which incorporates radar and optical facilities, special equipment, surface-to-air missiles, primary and backup power supply sources and crew. A shelter with unified mount adapters has been specially designed for the ICM, allowing its arrangement on truck, semitrailer, trailer or other platforms of appropriate load-carrying capacity. ICMs mounted on various platforms can significantly expand application range and scope of missions carried out by the SRSAM system, besides modular design results in substantial reduction of operational costs. Being deployed on various platforms SRSAM system Tor-M2KM is capable of accomplishing AD missions of Land Forces, Air Forces and Navy, protecting vital strategic military and civilian facilities against air attack. Due to modular design, the ICM can be sling-loaded beneath a Mi-26T helicopter or its analogs. Helicopter-transported ICM can be deployed in very hard-to-reach places, for example, in mountains and roofs of buildings.
Tor-M2KM is the first system to fully meet air defence needs of the big cities (megalopolises). The system is fitted with up-to-date computers and radars, making it possible to destroy four aerial targets simultaneously. Combat operation of the SRSAM system Tor-M2KM is fully automated, operator only needs to select a target to hit from the list given by computer and then press Start button. Surface-to-air missile is guided to the selected target automatically, and SAM warhead blows up in a target impact point. The missile carries irregular shape fragmentations made of special tungsten-nickel-iron alloy, providing high non-ricocheting penetrating efficiency of fragmentations. Radio fuse adaptation to the air target type along with special missile munitions make the system very effective against all types of targets. Independent combat module provides transportation, storage and launch of four surface-to-air missiles. Transporter/loader module can be mounted on the automobile chassis similar to the ICM chassis. ICM is fitted with power supply source ensuring its autonomous operation in any weather conditions irrespective of the platform the ICM is placed on. The ICM has also a backup power source allowing ICM (if deployed without platform) to operate from commercial network or any mobile power plant generating voltage of 220V 50Hz and power of not less than 80 kW. commercial
Maintenance tools and spare parts for the SRSAM system are placed in the unified shelters which can be mounted on any trucks, semi-trailers and trailers. The maximum weight of the loaded ICM does not exceed 15 tons. The combat crew is 2 men. SRSAM system Tor-M2KM can successfully accomplish AD missions both independently and as part of various AD units, and be integrated with Russian and foreign AD systems. Over 50 years Izhevsk Electromechanical Plant KUPOL, JSC has been manufacturing high quality surface-to-air missile systems. High technologies, skilled personnel and many years experience in production and modernization of the military equipment make the company successful in the foreign and domestic markets. Through creation of air defense missile systems for todays and tomorrows army KUPOL company upholds its reputation as a Russian high-grade weapon manufacturer. Air Defense Concern ALMAZ-ANTEY, JSC 41 Vereyskaya str., Moscow, 121471, Russia Tel.: +7 (495) 276-29-65, fax: +7 (495) 276-29-69 E-mail: antey@almaz-antey.ru Izhevsk Electromechanical Plant KUPOL, JSC 3 Pesochnaya str., Izhevsk, 426033, Russia Tel.: +7 (3412) 90-3211; fax: +7 (3412) 72-6819 E-mail: iemz@kupol.ru
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february 2013 Special edition for Aero India 2013

Sukhoi T-50 four prototypes under trials

Ilyushin 476 undergoing tests

Sukhoi Superjet 100 arrives to new customers

Antonov An-70 after upgrade

Russian aircraft for India: contracts and deliveries [p.4]

Design and pre-press

Deputy Director General

Business Development Director

Special Projects Director

Sincerely, Andrey Fomin, Editor-in-Chief, Take-off magazine

CONTRACTS AND DELIVERIES February 2013

Ka-226T to be ready for delivery this year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Ilyushin 476 undergoing tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Upgraded An-70 in trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Sukhoi Superjet 100 arrives to new customers . . . . . . . . . . . . . . . . . . . . . . 44

contracts and deliveries | news

IAF ordering 42 Su-30MKI fighters more

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TO SEE FIRST MEANS TO WIN

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India to receive 71 Mi-17 helicopters more

Brazil becoming launch customer for Ka-62

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contracts and deliveries | news

First three upgraded MiG-29UPGs delivered to India

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contracts and deliveries | news

Russian and India launching MTA co-development

As many as 25 Indian An-32s upgraded in Kiev

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contracts and deliveries | news

Ka-226T to be ready for delivery this year

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contracts and deliveries | report

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contracts and deliveries | report

Viktor ANDREYEV Photos provided by RSK MiG Corp.

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contracts and deliveries | report

Sergey Korotkov, RSK MiG Director General, in MiG-29KUB cockpit

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contracts and deliveries | interview

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contracts and deliveries | interview

Zhuk-ME (FGM-29) radar on MiG-29SMT fighter

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contracts and deliveries | interview

Zhuk-AE (FGA-35) full-size AESA radar

Zhuk-AE (FGA-29) on MiG-35 technology demonstrator, February 2007

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military aviation | news

Irkut delivers first 15 Yak-130s to RusAF

First two Su-30SMs delivered to RusAF

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military aviation | news

More Su-34 and Su-35S aircraft for RusAF

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558 ARP OFFERS MODULE-A

Manoeuvring in guided mode Bomb diving trajectory

military aviation | report

FOUR AIRCRAFT IN FLIGHT TRIALS

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