The An-158 airliner, the photo of which is located below, is one of the long-range modifications of the popular and successful An-148 model. The main purpose of this aircraft is air transportation of passengers on regional and local routes. It should be noted that it was originally planned to manufacture it under the An-148-200 brand. However, over time, the developers, representatives of the Antonov Design Bureau ("Antonov KB"), renamed the new product. Feedback from engineers and many experts in this field characterizes the model as a vessel that fully complies with the latest requirements for environmental friendliness and flight safety.
Key differences from its predecessor
As noted above, the An-148 aircraft became the base for the new model. First of all, in comparison with this modification, the novelty received a more spacious interior. In particular, the maximum possible number of people transported, in addition to the crew, was 99 passengers. This was achieved by the designers of Antonov KB largely due to the increase (by two and a half meters) in the length of the passenger compartment. In addition, more spacious luggage racks were installed in the airliner for passengers. The most important engineering decision was the improvement of the wing design. This reduced direct operating costs by about 12 percent and aircraft fuel consumption by 3 percent.
Development
In 2009, the design development of the project of a new model of the An-158 airliner was completed. Representatives of more than two hundred enterprises located on the territory of fifteen states from different parts of the world took an active part in this work. It is impossible not to focus on the fact that about seventy percent of all components and assemblies for this model are produced and supplied by domestic companies.
Construction and official debut of the prototype
The creation of the debut copy took about one year. It was a substantially rebuilt previous modification (An-148). The designers in the literal sense of the word reshaped the plane and lengthened its body. This decision allowed in the future to install 14 more seats inside. In the middle of September 2009, work began on the internal re-equipment of the liner. Most of the units and assemblies were borrowed from the previous modification. Along with this, the novelty has received a number of improvements and innovations. On April 21, 2010 in Kiev, representatives of Antonov KB showed the press an experimental sample of the new model.
Serial production started in the second half of 2010 at the Antonov aircraft production plant. The cost of one copy of such an aircraft is approximately thirty million US dollars, but it may vary depending on its configuration.
The first flight
The novelty made its debut (test) flight a week after the presentation - on April 28, 2010. The ship took off from the territory of the Kiev factory airfield, after which it successfully landed in Gostomel (Kiev region). Then the pilots lifted the plane to an altitude of 8600 meters. According to the testers, the model was characterized by high stability and excellent handling at all tested altitudes. The crew members did not make any comments on the results of the flight.
Certification
At the stage of flight tests, absolutely everything is checked for compliance of actual flight data with design characteristics in various operating conditions. passenger aircraft... An-158 was no exception. This is not surprising, because the corresponding certificates giving the right to commercial use of aircraft can only be obtained based on their results. Typically, the testing and certification process takes about four years. In the case of this aircraft, this time was significantly reduced, because only new characteristics were tested, which were not borrowed from the An-148. As a result, on February 28, 2011, the certification of the novelty was completely completed.
The model boasts certificates of the Aviation Interstate Committee of the CIS countries, as well as the State Ukrainian Aviation Administration for full compliance with the rules of "AP-25". In addition, the ship has documents giving the right to operate it on American and European lines to carry 86 passengers at a distance of up to 3,100 kilometers and 99 passengers at a distance of up to 2,500 kilometers. Among other things, the machine is certified in the ICAO category, where it received an IIIA assessment, which means that it can take off and land in difficult meteorological conditions. Here, the decision-making height is at around 30 meters, and the visibility on the runway is 200 meters.
Appearance
As already mentioned above, the AN-148 modification became the base for the airliner. The external similarity of the two models is connected with this. Due to two additional sections, the total length of the fuselage increased. The first of them has a length of 1150 millimeters and is located in the bow, and the second, 550 millimeters long, is located immediately behind the center section. As a result, the silhouette of the An-158 aircraft is more graceful. The total length of the airliner is 34.36 meters, while the height of the vessel is 8.6 meters.
It should be noted that the basic version of the aircraft allows you to upgrade it into a variety of options, depending on the tasks that are planned to be performed at the expense of it. In particular, it is possible to create, on the basis of the model, military transport, cargo, cargo and passenger, sanitary and other modifications of specialized purpose.
Chassis and fenders
The novelty did not need to reinforce the chassis. This is due to the fact that the largest take-off weight of the airliner has not changed compared to the previous version. It is similar to the An-148-100E aircraft and is 43.7 tons. At the same time, it should be noted that the increase in the maximum possible number of passengers carried by lengthening the hull led to a decrease in the practical flight range by about 400 kilometers.
The An-158 aircraft received a significantly modernized wing. Thanks to the installation of end aerodynamic surfaces on it, the amount of fuel consumption by the airliner has decreased. As for the tail, it is distinguished by a T-shaped design. The wingspan is 28.91 meters, and its area is 84.32 square meters.
Specifications
The An-158 model uses two D-436-148 turbojet engines built by Motor Sich and providing a thrust of 6,730 kilograms. The development of these units was carried out by the Zaporozhye design engineering bureau "Progress". The cruising speed of the vessel is 820 km / h, while the maximum speed is 870 km / h. The car consumes an average of 1,650 kilograms of fuel per hour. The flight ceiling is set at 12,500 meters. The maximum distance this regional aircraft can fly is 3,100 kilometers. The largest take-off weight of the vessel is 43,700 kg, and the payload is 9800 kg.
Cockpit
The crew consists of two people. A modern avionics complex is installed in the cockpit, which includes five modern multifunctional displays with liquid crystal indicators. They are designed to control all onboard units and systems, and also display all the necessary flight information. All systems, maintenance, control and operation of the vessel are strongly unified for their predecessor - the An-148 model. In this regard, these passenger aircraft (the photo is a vivid confirmation of this) are very similar not only externally, but also internally. This feature is quite convenient, since there is no need to additionally train pilots for a new modification, as well as ground personnel who perform routine maintenance.
Operational capabilities
The characteristics of its operational capabilities in the An-158 airliner deserve special words. In particular, the car can fly both during the day and at night, even in a rather difficult meteorological environment. This includes even natural icing conditions, when the air temperature is at around -30 degrees Celsius. In general, the aircraft is designed for temperature regimeranging from -55 to +45 degrees. For takeoff and landing, airfields are suitable, which are located at altitudes from -300 to +3000 meters above sea level. The ability to operate the model in such conditions has been proven after a series of tests. In particular, in February 2011, the car made 16 flights in Iran, and in November 2013 it was tested at high-altitude airfields in Bolivia and Ecuador.
Customers
The An-158 aircraft nowadays occupies a worthy place in the regional airliners market. The first major order for the model came from Panama in the summer of 2011. Then a contract was signed for the supply and further after-sales service of twenty cars. In April 2013, the Cuban aviation company Cubana de Aviacion purchased three airliners of this model, after which it placed an order for three more copies. In general, air carriers from the countries announced their intention to purchase more than a hundred An-158 vessels. Latin America, Africa, Asia, as well as Russia and Ukraine.
Currently, the engineers of the Antonov Design Bureau are actively working to improve the level of comfort for passengers and crew members. In addition, the possibilities and prospects for the construction of cargo and specialized versions of the airliner are considered, capable of performing a variety of tasks of a military transport or civil aviation.
The An-148 plane crashed in the Voronezh region, the Federal Air Transport Agency reported to RIA Novosti on March 5. According to preliminary data, two pilots were killed.
An-148 is a short-haul passenger aircraft. Its development began at ASTK im. O.K. Antonova (Ukraine) in 2001. The designers, having considered numerous options, abandoned the idea of \u200b\u200bmodernizing the old models and decided to design a completely new aircraft. The partners in the development of the Antonov An-148 were 240 enterprises from 14 countries.
ukrainian: "Southern Machine-Building Plant", JSC "Motor-Sich", JSC "UkrNIIRA", Research Institute "Buran", JSC "Aviakontrol", Kharkov Aggregate Design Bureau, JSC "Ukranalit", JSC "Elektronprylad";
russian: JSC "Aviapribor-Holding", Moscow Institute of Electromechanics and Automation, JSC "Ulyanovsk Instrument-Making Design Bureau", United Aircraft Instrument-Building Consortium, JSC "Rubin" JSC, JSC "Heat exchanger", JSC "Aero-electromash", JSC "Techpribor";
french: Deutch, Filotex, Thales, LIEBHERR; Crouzet Automatizmes;
german: Litef, Goodrich Hella Aerospace, Hawker, PALL Corporation, Monogram System;
american: Rockwell Collins, ASCC;
english: Raychem, Dunlop Aircraft Tires Limited.
As a result of the joint work, the An-148 family of twin-engine regional jet aircraft was created. They are designed for passenger, cargo-passenger and freight traffic on regional and main lines.
In March 2002, the production of the first three prototypes began in Kiev. Preparations for serial production began in 2003 at aircraft factories in Kharkov and Voronezh. In September 2004, the first prototype was completed in Kiev. On December 17, the plane took to the skies for the first time. An-148 tests continued until December 6, 2006.
An-148 is built according to the aerodynamic configuration of a cantilever high-wing aircraft with a moderate sweep wing, which gives a higher level of protection of engines and wing from damage by foreign objects compared to other liners.
The aircraft is capable of taking off from airfields located at an altitude of 1.5 km above sea level and landing at almost any airfield: poorly prepared, pebble, unpaved, icy and snowy.
The fuselage of the aircraft is all-metal of the semi-monocoque type of circular cross-section. Retractable landing gear, tricycle with nose pillar. The power plant consists of 2 D-436-148 bypass turbojet engines, located on pylons under the wing, and an AI-450MS auxiliary power unit. D-436-148 engines, serially produced by enterprises in Ukraine and Russia, are equipped with automatic control and monitoring systems that optimize its operation in all flight phases, increase reliability, and reduce fuel consumption and maintenance costs. The engines meet all modern ICAO and Eurocontrol requirements.
The presence of an auxiliary power unit, an on-board system for registering the state of systems, as well as a high level of serviceability and reliability, allow the aircraft of the family to be used practically at any airfields, including those that are significantly remote from a permanent airfield. Due to the convenient height location of the underfloor cargo compartments, when loading and unloading baggage, the use of special ground means is not required.
Modern flight-navigation and radio communication equipment, the use of multifunctional indicators, fly-by-wire flight control systems allow the AN-148 to be used on any air routes, in simple and difficult weather conditions, day and night, including on routes with high flight intensity with a high level of comfort for the crew. The complex of airborne electronic equipment (avionics) provides for the possibility of landing in conditions corresponding to the standards of I, II and III A categories of ICAO.
The cockpit is equipped with LCD displays, which display information about the operation and parameters of all aircraft systems, texts of emergency, warning and notification signals with recommendations for countering emerging situations. The control system is fly-by-wire.
The aircraft is designed as a single digital information system. All engine systems and aircraft equipment are integrated into a single digital complex. This plane is practically a flying supercomputer.
The on-board video surveillance system installed on the AN-148 allows the crew to conduct constant video surveillance of the situation in the passenger cabins and in the aircraft office premises.
The comfort of the An-148 passenger cabin corresponds to the comfort level of the most modern long-haul aircraft. This was achieved by a rational layout and composition of service rooms, ergonomic optimization of the general and individual spaces of the passenger compartment, the use of modern seats, interior design and materials, as well as low noise levels. An infotainment system is installed in the passenger cabin, it is possible for passengers to use it in flight cell phones and the internet. Carry-on luggage can be stored in the lockable overhead bins. In terms of their volume, these shelves (total volume - 4.2 cubic meters) are the largest in the class of regional and short-haul aircraft. The total volume of the aircraft's luggage and cargo compartments located under the floor of the passenger compartment and in the tail of the aircraft is 14.6 cubic meters. m.
The An-148 also provides for a set of aviation security measures. The aircraft is equipped with: bulletproof doors; communication devices for crew and flight attendants; video surveillance system; a place for storing weapons and ammunition; disguised approaches; anti-theft devices; a special place for placing suspicious items found on board the aircraft.
An-148 has a wingspan of 28.91 m, length - 29.13 m, height - 8.19 m, cruising speed - 800-870 km / h, cruising altitude - 12200 m, crew - 2 + 2 (3) human.
There are several modifications of the An-148: An-148-100A - for 68-85 passengers with a range of 2000-3000 km, An-148-100B with a range increased to 3600 km, An-148-100E, capable of overcoming 5100 km without landing, An-148-200 (An-158), designed to carry 99 passengers at a distance of up to 2500 km.
The material was prepared based on information from open sources
It is customary to call a regional plane a small airliner with a passenger capacity of 30 to 100 passengers, and passengers are transported within the same country. In most cases, such devices have regional divisions of large airlines. These aircraft are engaged in the transportation of goods.
History
The first passenger vehicles could only carry out short-range flights, so all of them could be considered regional. Due to the emergence of long-range aircraft, the rest began to be used to transport passengers to them. In the world, most of the small regional companies have bought out international airlines that have great opportunities.
The most common aircraft in the post-war period: USA - DC-3, UK - Havilland Dragon. The development of this class of aircraft has always been delayed, due to this, outdated machines were often used.
Regional turboprop aircraft
Since the 1950s, fuel and cost savings on regional flights have become relevant, due to this, new devices have been created, such as the Handley Page, Avro 748, F27. They were successful and there was little need to replace them in the future. Since 1970, the development of cars of the second class began, since the previous ones simply exhausted their potential. The new regional class machines are Dash type machines. They served as the basis for the emergence and development of aircraft such as the Fokker F50, ATR 42 and Saab 340. It should be noted that the aviation market of this class was competitive, which is why some manufacturers left this niche.
On the territory of the USSR, after the end of the war, regional passenger transportation was carried out by Il-14 and An-24 aircraft. It must be said that in the countries of Asia and Africa they are still being exploited. In Russia, An-140 and Il-114 are used to transport passengers within the country.
Regional jet aircraft
In the 50s, although there was an active development of jet aviation, nevertheless, the main transportation belonged to turboprop models due to greater fuel economy. The first true jet aircraft to carry passengers on regional flights was the BAe 146, which typically operated between airports within the city and required a small runway.
Next, Bombardier presented its twin-engine brainchild with the CRJ designation. It was a successful car. It is often compared to the Yak-40. It could also be used on medium-haul flights together with DC-9 and Boeing 737. It should be noted that jet engines create more noise on the terrain, but they are quieter in the cabin, which is why passengers preferred them. Another competitor in this market was the ERJ 145 machine; these were the main leaders and competitors in the market, which did not allow other companies to develop. The success of the ERJ and CRJ planes led to the downfall of such devices as the Fokker 100, and they could compete even with the Airbus A319 and Boeing 737.
Speaking about the domestic market, the AN-148 and the new Sukhoi Superjet, which was developed jointly with Boeing, prevail here.
Modern tendencies
Since 2005, the development of regional airliners and their production has declined significantly, this is due to a significant increase in fuel prices and aircraft maintenance, in addition, a large number of airlines have gone bankrupt. It should also be noted that regional planes are very often allowed on flights with a length of two hours. This led to a lot of customer complaints due to poor comfort and quality of service.
The end of the era of regional aircraft can be considered 2005, since it was in this year that Bombardier stopped manufacturing a regional jet-type aircraft called CRJ-200. Instead, they began to use more comfortable medium-haul liners of the CRJ-700 type.
The main problem in the delay of international flights is precisely the use of a large number of regional airliners. So, in 2007, aircraft in the United States were delayed on average by an hour and two minutes. This happens by filling the timetables with regional flights. In turn, from 2000 to 2006, more than a thousand regional aircraft were delivered on flights, which made it possible to write off 385 large aircraft. This replacement has one drawback for airports - they simply do not have enough exits to the planes.
Features of jet regional aircraft
The cabin of these aircraft is quite cramped, there is no room for hand luggage above the seats, so the luggage is placed in a special compartment. Also, the use of large aircraft is economically unprofitable, since their maintenance is expensive and is carried out in special centers, and regional ones can be repaired at the airport. Regional jets are more economical per passenger than narrow-body counterparts for long-haul flights.
Aircraft classification:
| A |
| B |
| IN |
| D |
| D |
| AND |
| TO |
| L |
| ABOUT |
| P |
| R |
About aircraft that are or may be produced in the Russian Federation or with its participation.
It does not cover the production of light and ultralight aircraft, gyroplanes, replicas, airships produced by individuals and small enterprises. Dozens of these machines are exported annually, mostly to North America. But their nomenclature is very large to track in detail.
Training and combat aircraft and helicopters are not covered here.
As it appears new information I will correct the text.
Passenger aircraft
Turboprop up to 20 seats
Gzhel M-101T
A single-engine aircraft for 9 passengers was produced at Sokol ( Nizhny Novgorod). Production was discontinued, the tooling was disassembled.
M-102 Duet-Saras
A joint aircraft with India for 14 seats (with a Pratt-Whitney RT6A-66 engine). Produced in India. For Russia and Belarus, it is planned to produce a 19-seat version with a TVD-20M engine. The project is funded by the state on a repayable basis.
Trotter.
It was built in Samara as an educational 10-seat for civil aviation schools. It was supposed to start production of 16 (or 19) local versions starting from 2015 and release 310 cars by 2025. But the project is frozen.
Czech plane with 19 seats. Produced by Let Kunovice, wholly owned by OJSC Ural Mining and Metallurgical Company, it is also supplied, mainly to Russia. In 2013, 16 aircraft were produced. It is planned to increase the assembly to 24 vehicles per year. It is planned to start assembling the aircraft (more precisely, its version of the L-410NG with a double range, flew at the end of July) in the Russian Federation (at the Ural Civil Aviation Plant). In 2016, the assembly of 4 cars was announced. The workshop capacity is 12 machines per year with expansion up to 20.
UZGA has developed options for floats, on wheels of large size (for unprepared sites), on skis, cargo with a reinforced floor, with special avionics for training pilots of civil, transport and bomber aircraft.
TVS-2MS
19 seater biplane SibNIA with one theater. The result of many years of work on the alteration of the An-2 for the American theater of operations. A demonstration aircraft in a monoplane version with a carbon fiber wing and fixed landing gear was built and was shown to the public in December. Then the biplane also took off with a fixed landing gear. A fully prototype aircraft took off in 2017 and was shown at MAKS. Serial production is organized at the helicopter plant in Ulan-Ude with the participation of S7 Airlines.
SibNIA is reengineering An-2 at the theater of operations, modernizing up to 20 aircraft per year. Negotiations are underway for such works with Vietnam and China. An agreement was concluded with Mogul and production was organized. As the stocks of the An-2 are being cut off, the release will apparently go to a new aircraft.
UZGA projects for 9 and 19 passengers
Tests of fuel assemblies revealed the complexity of the operation of composites in comparison with a metal structure. In addition, using an American engine carries risks. The announced competition was won by the UZGA project - an all-metal strut-braced monoplane for VK-800, unified machines with one (9 seats) and two (19 seats) engines. The start of production is scheduled for 2022.
In total, projects with a total output of more than 40 cars per year are being worked out in the range of 9-19 seats.
Turboprop 40 seats
An-140
Produced in small series in Samara. In connection with the events in Ukraine, the issue is in question - the Kharkov aircraft plant, which supplied the components, went bankrupt, the supply of T3-117 engines from Motorsich is in doubt. It was decided that the program will be minimized.
IL-112 passenger
They promise a passenger version of the transport Il-112 (see below) for 44 passengers. It looks like there will be no other option in this dimension due to the sanctions. There is, however, the next problem - the plane is initially designed as a cargo plane. The passenger version does not need a ramp and a wide (designed for transporting equipment) fuselage, and all these characteristics excesses spoil. It is unknown whether a special passenger fuselage will be made.
L-610
UZGA plans to produce a 40-seat aircraft based on Czech design from 2023. The aircraft received 10 pre-orders.
Turboprop for 60-80 seats
Il-114, Il-114-300,IL-114P
Built in Tashkent. Now there are plans to move production to Nizhny. The project must be digitized. In Tashkent, dismantled equipment remained and backed up for 17 aircraft. Initially, it is planned to release the Il-114-100 (possibly with the T7-117S) based on this reserve, and then organize the production of the Il-114-300 with the T7-117SM. As an option for further release, the unification of the model with the Il-112 (Il-212) is considered - the Il-114 fuselage, wing, equipment and the Il-112 engine. In this case, the range will be insufficient for patrolling, but the wing area is the same as on the ATR-72 (which means that the efficiency is greater than that of the original version).
The main problem is the engine. The new T7-117 in the early 90s turned out to be raw (like the PS-90 at the same time). In order to bring the reliability to the desired level, you need to invest money and eliminate deficiencies, simultaneously with serial production. For PS-90, the result was achieved, there was not enough money for turboprop. Since engines based on the T7-117 are planned for the Il-112 and installed on the Mi-38, there is hope that it will be completed. Besides reliability, the T7-117's thrust is too small for such a large aircraft. Work on increasing the maximum thrust is also underway within the Mi-38 project.
According to production plans, the first prototype can be delivered in 2018, and then go into production of 30 aircraft per year, including the patrol and transport versions.
IL-114-100
The Uzbeks produced the Il-114-100 variant with the PW127H, which. Russia is unlikely to produce this version. However, there is a variant of joint production with China, which itself will buy the engines. Recently, there have been reports that Russia is offering the assembly of the Il-144 with this engine to India and Iran.
Q400 NextGen
It was supposed to assemble 50 Q400 in Ulyanovsk. But due to the sanctions, the project was canceled (as well as the related purchase of another 50 aircraft). However, one should not think that the ambitions of Chemezov and Fedorov are limited to a 19-seat aircraft. Just a large, up to 90 seats, turboprop can compete with the Superjet on regional lines.
The Chinese Xi'an Aircraft plans to transfer to Russia the assembly of the MA-60 turboprop aircraft - a Chinese processing of the An-24 with American engines.
"It is obvious that the devaluation of the ruble as a whole fundamentally changed the competitiveness, the conditions for investing and doing business in the Russian Federation"
At the initial stage - the final assembly, gradually the elements of the aircraft will be produced. The assembly production capacity will be about 50 aircraft per year.
In total, in this dimension, plans have been announced for the production of 80 cars per year.
Jets for 30-40 passengers
SIBNIA performed a re-engining of the Yak-40, replacing three engines with two with a greater bypass. The range has actually doubled as a result.
Flying (now about 70) and stored (over 300) cars will be remotorized at the request of the owners.
Further, it is planned to lift the aircraft with a carbon fiber swept wing from the new profiles (the speed will increase from 500 to 750 km / h). At this stage, the fuselages of previously released aircraft will be used. Then it is planned to manufacture a new carbon fiber fuselage and release a completely new aircraft.
The purpose of the machine is an administrative plane (which is now mainly used by the remaining Yak-40), and later, possibly, a regional one.
Jets for 70-90 passengers
An-148
Production at the Voronezh plant has practically ceased. Apparently, the project has no prospects for political reasons.
A decision was made to start development, funds were allocated. Import substitution is planned so that the aircraft can be bought by the military and government agencies. There will be two options: the first is a shortened SSJ-100 with the replacement of imported components with domestic ones, the second is a radical alteration with a composite wing based on MS-21 technologies.
The main customer for 100 aircraft of the second version was the S-7.
Jets for 90-130 passengers
SSJ-100B
From 98 to 102 passengers (depending on the distance between the seats). Range 3000 km. Produced by KNAPO.
SSJ-100LR
Range 4500 km. Produced by KNAPO. It features a high maximum weight (which allows you to take more fuel) and engine readjustment (which provides more traction).
SSJ-100B-100
A variant with a range of 3000 km, but with increased thrust engines (like the SSJ-100LR), certified for landing on a steep glide path. Passed the tests. Designed for use in highlands and difficult airfields (eg London).
SSJ-100R
The supply of Superjets to Iran was considered. However, the Americans did not allow it (according to American law, if there is more than 10% of the cost of American parts on the plane, it requires permission for delivery to Iran). A Russified version is being developed, in which the Ukrainian Armed Forces will be replaced by a Russian one. As a result, the share of American avionics will be below the threshold. The Iranians have ordered 40 aircraft.
In the future, there will be an "even more Russified" version for Russian government agencies.
LR based business jet with options:
8 people 7880 km;
19 people 7415 km;
38 people 6450 km. Started in 2015.
The jet will use winglets, which will later become an option for the LR. Allows you to save 3% of fuel. In the case of a sufficient volume of orders, it is planned to assemble up to 5 vehicles per year in Khabarovsk.
SSJ-100SV
The development of an aircraft for 115 passengers and its flight in 2016 is a requirement for the Sberbank loan for the SCAC. There is a problem - after inserting the section, the evacuation of passengers from the wing will not comply with the norms - the height to the wing edge will be several centimeters higher than the maximum allowable. To develop a version, you need to fix the problem. The extended version of the regional plane is expected to accommodate 110 to 125 passengers.
SSJ-130NG, SSJ-115NG
A version with a carbon fiber wing was being worked on, but so far postponed. A restart is possible based on the MS-21 test results.
In 2014, 36 Superjets were released. It was planned to enter production of 60 vehicles in Komsomolsk in 2 years. However, due to the crisis, production has been frozen at the level of 20 cars per year. Winglets, constant work on improving the design and engine, increasing the number of passengers, and then the carbon fiber wing should ensure the sale of aircraft.
Negotiations are underway with China to assemble 20 aircraft a year there. They also talk about the assembly in negotiations with India, but without specific numbers.
In total, up to 85 aircraft per year are possible.
Trunk narrow-body
MS-21 (Yak-242)
The MS-21 aircraft family includes three models:
MC-21-200 with a capacity of 150-162 passengers
MC-21-300 with a capacity of 181-198 passengers
MC-21-400 with a capacity of 212-230 passengers
The aircraft will have a high aspect ratio carbon fiber wing with new airfoils, which should provide an advantage in efficiency even over the new reengineered versions of the Boeing 737 and Airbus 320.
Irkutsk is expected to produce 70 aircraft per year.
Tu-214, Tu-204SM
Tu-214 is produced in piece copies (1-3 pieces per year) as a special aircraft in Kazan - as a reconnaissance aircraft. The Ministry of Defense approved its use as a base for a cheap version of AWACS, with partial use of A-100 equipment. In this case, apparently, the release will be expanded.
The production of Tu-204SM was mastered in Ulyanovsk, but there were no orders for it until recently. Ulyanovsk switched to cargo aircraft, although the backlog from which a certain amount of Tu-204SM could be produced remained.
After the crash of the Tu-154, the question arose of replacing them in the law enforcement agencies with Superjets and Tu-204s. This could mean the production of several dozen Tu-204s, 3-4 vehicles per year.
In total, it is possible to manufacture up to 80 long-haul aircraft.
Tu-154M
It would seem that the serial production of the Tu-154 has been discontinued. But the Ministry of Internal Affairs unexpectedly ordered a new plane in Samara (in the end, the Ministry of Internal Affairs preferred a used one). There are 4 unfinished aircraft at the plant. Maybe some of them will be completed.
Short-haul wide-body
Frigate Ecojet
The work is financed by Suleiman Kerimov and several other investors.
The project entered the stage of development of technical documentation and testing of the full-scale fuselage section.
It was planned to collect it in Germany. The launch of the serial production of the airliner was tentatively scheduled for 2020. The production plan is 25 cars per year. The project is frozen.
Long-haul wide-body
Piece by piece (1-2 pieces per year) is produced in Voronezh for the presidential squadron and sometimes for rogue countries. A refueling option is being considered, in this case production may become serial. In addition, information appeared about a possible joint production with the Chinese before the launch of the serial production of the Aircraft 2020.
Plans have been announced to remotorize the aircraft with 2 PD-35 engines after 2025.
Airplane 2020, SHFDMS, C929
Long-haul wide-body project jointly with China. The first flight is scheduled for 2021, serial production from 2025. Engines - Western, as an option being developed PD-35. Composite wing. According to the plans, it is supposed to produce up to 50 aircraft per year. Russian airlines will be involved in production, final assembly will be in Shanghai.
Requirements are currently being negotiated. The Chinese want a plane with a low range and a large passenger capacity for flights between metropolitan areas (something similar in characteristics to Ecojet). Russia offers a long range and moderate passenger capacity option.
Transport
Turboprop 6 tons
Il-112V and Il-112T
Built, but not completed at the Voronezh plant. Now construction is resumed, it is planned to fly in 2017. Order 62 aircraft for the Air Force. In addition, it is planned to release a civilian version. Promise to release up to 20 transport aircraft in year.
An-140T
The military, assuming problems with the Il-112 (in particular, with the T7-117), wanted to abandon it and order a transport version of the An-140. But events forced her to abandon her. However, there was a clarification. The variant was designed by order of the Samara plant, it has all the rights to the documentation and is going to transfer it to Iran for licensed assembly.
Medium transport aircraft (20 tons)
IL-214 (MTS)
Designed jointly with India. If all goes according to plan, the first flight of the MTA will take place in 2016-2018. The Russian Ministry of Defense intends to order 100 aircraft of this type, India - 45. This will allow reaching a break-even level of production. The total potential of the world market for MTA aircraft is estimated at 390 units, taking into account civil transport aviation. It was planned to produce 30 cars a year. Due to lack of agreement with the Indian side, the project has been frozen.
Heavy transport aircraft (60 tons)
IL-476
IL-76MD-90A variant. Production was moved from Tashkent to Ulyanovsk. It has a new (lighter) wing structure, an elongated fuselage, new PS-90A-76 engines. The stern rifle installation was eliminated. The first production aircraft was transferred to Taganrog for the production of the A-100.
In the future, it is planned to release an extended version of the Il-76MF.
The Air Force ordered 79 aircraft (40 of them in the version of the Il-78 tanker)
It is planned to release 18 aircraft per year.
Two unfinishedil-76TD aircraft was transported from Tashkent to Taganrog, where export versions of the A-50 will be assembled from them.
Super heavy transport aircraft
An-124
There was a project to resume aircraft production together with the Antonovites. In connection with the events in Ukraine, it was abandoned.
Airplane Ermak
The task has been set to organize serial production of a family of super-heavy transport aircraft from 2024.
Apparently, the series will be based on the IL-106 developments
The aircraft for the transportation of 80 tons of cargo is believed to have 2 engines (apparently, PD-35), for transportation of 120 tons -4, for the transportation of 150 tons - 6 engines.
Amphibians
WIG craft for 15-20 passengers.
Ekranoplanes Orion
An ekranoplan for 20 passengers is being built in the Petrozavodsk center of the FSB for the construction of ekranoplanes. Iran has ordered 6 pieces, an order is expected from border guards and China.
Ekranoplan Oriole
14-seat ekranoplan produced by TREK
Ekranoplan for 12 passengers
Produced by the Nizhny Novgorod NPO Aerotechnology runs along the Tallinn-Helsenki route.
Ekranoplan Petrel, serial production starts in Yakutia
Amphibious aircraft
Be-200
Taganrog promises to start production of 8 aircraft per year. A contract for the supply to China was signed.
The military wants to get the A-40, an amphibious tested in the USSR that is 1.2 times larger than the Be-200.
Finally, it was announced that the ekranoplan production will begin Rescuer based on the Soviet rocket Lun.
In addition to the Emergencies Ministry, the rescuer will be used for transport on the Northern Sea Route. The same plus that the Yakuts have - the ability to walk all year round, whether over water or over ice. Well, and one must think, in the end, they will also restore Lun - a 400-ton missile corvette, invulnerable to naval weapons. It is clear that the seaworthiness is not very, but not worse than that of other corvettes.
In total, by the middle of the next decade, there are specific plans for the production of 500 passenger and transport aircraft per year. Probably not all plans will come true.
However, there are conditions for the fulfillment of plans - the aircraft have been manufactured, or the design is at the final stage, the sources of financing are clear, production sites have been identified.
Airbus now produces 430 aircraft a year. Of course, half of the listed are small things that Airbus would not even get involved with. However, the order is already comparable.
And it should be noted that the plans include the construction of a full line of passenger and transport aircraft. Nobody else is aiming at this.
>
Today, on both Russian and international flights, you can most often find foreign aircraft. At the same time, the possibility of sanctions prohibiting the supply and maintenance of foreign aircraft ceases to seem like something fantastic in the light of recent events. AiF.ru has found out whether Russia will be able to provide itself with its own aircraft.
A country with such vast distances as Russia should have a full range of aircraft, from regional to medium-haul. Moreover, for the solution of each specific task there must be a certain type aviation technology... The total demand of Russian airlines for passenger aircraft until 2020 is estimated at 1100-1500 units. At the moment, the production of some domestic aircraft is just beginning, while others have not begun at all. According to rough estimates, the Russian aviation industry in 2013 produced a total of 37 civil aircraft, and in 2012 - 22.
Ghosts of regional aviation
Regional aircraft are designed for short-range flights (up to 1500 km) in areas where there are often no prepared runways. Often, they are the only connection with the outside world for remote villages. At the moment, almost the entire fleet of regional aircraft in Russia is obsolete. According to oleg Panteleev, head of the analytical service of the Aviaport branch agency, in 2014, about fifty Soviet-made cars fly around the country. First of all, these are An-24, An-26, Yak-40. The age of many of these machines has exceeded 30 years, which means that their fleet will soon shrink.
Yak-40. Photo: AiF / Kirill Yablochkin
The demand for new regional aircraft is estimated at 250 to 400 units by 2030. We are talking specifically about turboprop machines with a capacity of 60-70 passengers: regional jet aircraft like the Yak-40 will not be in demand on the market today due to their low capacity and high operating costs. Thus, the choice is between three aircraft: the domestic Il-114, the need to resume production of which was announced Dmitry Rogozin, the Canadian Bombardier Q-300 and, the need for the purchase of which says Dmitry Medvedev.
Il-114 is a regional passenger aircraft developed at the design bureau named after S. V. Ilyushin. This aircraft continues the line of such aircraft as Il-12, Il-14 and Il-18, which were produced in thousands in the USSR. The start of work on the construction of the first prototype Il-114 in Tashkent coincided with the ethnic conflicts that broke out in the Uzbek SSR. After the collapse of the Soviet Union, the plant found itself in another state, and customs and political difficulties were added to the financial difficulties. The Il-114 made its first flight on March 29, 1990, but due to lack of funding and other problems, the mass production of the aircraft was never deployed. At the moment, only 7 aircraft are operated in Uzbekistan, and only the IL-114LL "Caliber" laboratory of the "Radar MMC" company flies in Russia.
IL-114LL. Photo: AiF / Kirill Yablochkin
Since the beginning of the 2000s, there has been talk about the need to transfer the production of the Il-114 to Russia, and these voices have sounded especially loudly after the Ukrainian crisis, as a result of which the prospects for the production of the Ukrainian regional aircraft An-140 (as, incidentally, all other Antonov ») In Russia turned out to be very vague. The Il-114 is currently the only Russian regional aircraft already developed, the production of which can be set up as soon as possible.
The idea of \u200b\u200bstarting production of this aircraft in Russia has both its supporters and opponents. "In order to make this aircraft competitive, it is necessary to greatly modify it and, in fact, create a new aircraft on its basis, which will require significant cash infusions," Oleg Panteleev... In its turn chief designer IL-114 Nikolay Talikov does not think that the Il-114 needs to be modified at the moment: "In my opinion, its production should be started right now and work should be done to improve the machine along the way."
In the future, the Il-112 should become a new regional aircraft of domestic production. At the moment, this machine is being developed as a light transport aircraft for the Ministry of Defense of the Russian Federation, however, during the development of the project, the possibility of a passenger modification was included in it. As for the engines, at the moment JSC "Klimov" is developing a power plant TV7-117V, which in the future should become the main one for the Russian regional aviation. The first flight of the Il-112 is planned for 2015, and the launch of mass production of a passenger car, taking into account the load of the AK im. Ilyushin, should be expected in 5-7 years.
At the last MAKS, before the start of the Ukrainian crisis, the Russian and Canadian sides signed an agreement of intent to sell up to 100 Bombardier Q-400 turboprop aircraft with a total catalog value of about $ 3.4 billion. In addition, Rostec and Bombardier planned to build a plant in Ulyanovsk region and start assembling these machines on it. At the moment, there are no messages about the start of work, no messages about the refusal to cooperate. However, Bombardier representatives urge not to panic and hope that negotiations will resume soon.
Bombardier q400. Photo: AiF / Kirill Yablochkin
ATR is also optimistic about the Russian future. Sales Director of ATR in Russia Bernard Fondo stated: “We were doing market analysis. He showed that over the next 15-20 years, Russian airlines will need about 200-250 turboprop aircraft. ATR plans to occupy 40% of this niche. " There is also no final decision on the start of production of the Il-114 in Russia. According to Nikolai Talikov, on August 15, a report will be prepared on this opportunity to Dmitry Rogozin.
ATR-72. Photo: Commons.wikimedia.org / Felix Gottwald
Horses of innovation
The Sukhoi Superjet-100 belongs to the short-haul class of aircraft (flight range - 3048 km for the SuperJet100-95B and 4578 km for the SuperJet100-95LR) and is the only passenger aircraft developed and put into production in recent years.
Opponents of the Superjet believe that too much money has been spent on it, and moreover, they claim that it has “buried” many other projects and even entire factories. Supporters say that these costs are justified: it was possible to create a new aircraft on the "ruins" of the Soviet aviation industry only in cooperation with foreign manufacturers.
The plane is there, there is no competitive product - an expert on the Superjet-100.
Sukhoi SuperJet 100. Photo: AiF / Kirill Yablochkin
According to the UAC program in 2007, it was planned to release 236 SSJ100 aircraft by 2013, but mass production of the aircraft was delayed. At the moment (August 2014), 61 SSJ100s have been produced, one of which crashed in 2012 in Indonesia during a demonstration flight. According to Andrey Kalinovsky, President of Sukhoi Civil Aircraft CJSC, Superjet will become profitable by 2016, provided that the assembly line reaches the planned production of 60 aircraft annually. The aircraft engines are manufactured by PowerJet, a joint venture between the Russian NPO Saturn and the French company Snecma.
Tu-204. Photo: AiF / Kirill Yablochkin
Medium-haul aircraft Tu-204.
Tu-204 is a medium-range aircraft (flight range - 5920 km for Tu-204-300 with maximum payload and 7370 km - with maximum fuel capacity), developed by the Design Bureau named after V. Tupolev in the late 80s. PS-90A aircraft engines have been produced in Russia since 1989. The production of the aircraft began in 1990, but it never became mass: due to the difficult economic situation, Tu-204s were produced several pieces a year, and since the start of serial production (in 24 years), only 76 aircraft were produced, of which January 2014, 47 flies. According to experts, about 60 Tu-204-300s are needed to ensure regular communication between megalopolises in the European part of the country, with Siberia and the Far East.
Under the sign "Tu". 10 famous aircraft of the Tupolev Design Bureau.
MS-21. Photo: Commons.wikimedia.org / MilborneOne
The MC-21 aircraft, which is currently under development, should bring the Russian aviation industry to a new level. Firstly, in comparison with the Superjet, it should have much more domestic components, composite materials will be used more widely, which will reduce the take-off weight, and secondly, this machine, in comparison with the SSJ-100, will have a greater flight range (5000 km) and large passenger capacity (up to 230 for Ms-21-400 versus 98 for SuperJet100-95B). It is planned to equip the aircraft with Canadian-made engines, and later with the Russian PD-14 (a promising engine), the development of which should be completed in 2020. Certification of the aircraft and commissioning of the first copies are planned for 2016, and the start of serial production is expected in 2020.
Chinese widebody
The only domestic "wide-body" (as in aviation slang they call a passenger plane with two aisles between passenger seats) was developed at the OKB im. Ilyushin in the late 1970s. Then the entire Soviet aviation industry was working on this most complex project, and its components were produced throughout the USSR. The goal of producing an aircraft with such a large capacity (up to 314 people) was to eliminate the congestion of airports. The Il-86 was mass-produced from 1980 to 1993 at the VASO aircraft plant in Voronezh, and a total of 106 aircraft were produced. At the moment, none of the Il-86 is in operation.
IL-96. Photo: Commons.wikimedia.org / Dzerod
The Il-86 modification, the long-range Il-96, was distinguished by PS-90A engines and an increased flight range (9000 km for the Il-96-300 versus 3800 km for the Il-86). Like many other aircraft produced shortly before the collapse of the USSR, the Il-96 did not become widespread. Since 1992, only 28 aircraft have been produced, of which only 18. In addition to Russia, the Il-96 flies only in the Cuban airline Cubana. In April 2014, one of the main aircraft operators, Aeroflot airline, put up for sale all 6 Il-96-300s it had. This was due to high fuel consumption and complaints from passengers due to the low comfort of the cabin. The Il-96 modification is the aircraft of the President of the Russian Federation.
The development of a new wide-body long-range aircraft of the UAC will be carried out jointly with China. “Russia cannot independently build such an aircraft, but together with China it is quite possible,” Oleg Panteleev believes. At the moment, the parties to the project are evaluating the main parameters of the aircraft and the time required for its implementation.
Aircraft for the new time
“Today it is customary to scold the Russian aviation industry. Many people say that he is one of the worst in the world. At the same time, if you look at the sales statistics, you can understand that this is not at all the case. Today, the UAC and Russian Helicopters rank third in the world in sales of aircraft (military and civilian). The same applies to conversations that we "are not able to build an aircraft ourselves, we constantly cooperate with foreign companies." But Airbus and Boeing do the same: many units of their aircraft are produced by companies that are often located in other countries, ”Oleg Panteleev said.
According to the expert, it is also impossible to compare modern Russian aviation with the one that was in the USSR: after all, today we are in the framework of a market economy, and it makes sense to develop an aircraft only when it can compete with foreign aircraft in the future. This means that it must meet international requirements, and this is what takes the most time. “Today only an aircraft can be built quickly, which will bring losses to airlines, but it will take years to produce a competitive aircraft,” the expert believes.
