Russian Aerospace Restructures to Survive

The industry is now faced with the strong economic reforms of President Boris Yeltsin, and manufacturing plants and bureaux are now largely refocusing on civil projects for the world market in view of the almost complete stop in military orders. In addition they are also moving towards forming privatised joint stock companies between the design bureaux and their related manufacturing plants, a move which is being lead by Yakovlev, which has lost almost all of its military business.

Production throughout the industry has fallen off by more than a third since 1991, and a common complaint is that government support, which the industry still relies on, is far too low. Funding exists for some projects but not for others, a situation which is likely to see the industry rationalise itself. Unfortunately more than a few famous names are likely to disappear.

The industry is currently in consultation with President Yeltsin over the process of restructuring, overhauling its composition and forming a basis for future funding for both research and manufacturing. Addressing these key problems will certainly help, although others need to be addressed. Officials within the aerospace industry have raised a number of other concerns such as the need to restore old trade ties between the former Soviet republics, particularly with the Ukraine.

Tariffs, taxes and the requirement that goods be paid for in hard currency is also stifling trade between the republics adding extra costs and burdens to an already troubled industry. Another concern that has surfaced is the potential long term damage the number of major Russian aircraft projects fitted with western powerplants will do to its indigenous engine design and production capabilities.

A new Russian military doctrine is also under study which could have large, positive ramifications for aircraft production. The new doctrine is designed to replace the offensive Soviet policy, and although it already has been delayed considerably, if implemented, it would see the reinstatement of production of a number of key military aircraft. Key points include reopening the MiG-29 line to replace hundreds of commence, replacing early Tu-95 Bears, Tu-16 Badgers and earlier MiGs, while Tupolev bomber production would re- Tu-22 Blinders.

Without the adoption of both military and commercial plans the industry currently struggles along with a plethora of new ‘paper’ planes and other more realistic projects. A study of the prominent design bureaux and manufacturers and their current major projects is detailed below.

Ilyushin

The medium term hopes of long time airliner manufacturer Ilyushin ride with the four-engined 300-plus-seat I1-96. In its westernised form, the I-96M, which made its debut at Paris, also represents the pinnacle of east/west cooperation. Recently ordered by Dutch leasing firm Partnairs in its freighter version, the I-96M is a slightly stretched derivative of the 1-96-300 (as seen at Avalon last October), and features Pratt & Whitney PW2000 turbofans and Rockwell Collins avionics and EFIS cockpit. At a unit cost of about $US70m it costs far less than the equivalent A340 despite its high western con- tent. Due to receive CIS certification in 1995, FAA certification for the passenger Il-96M may however be delayed beyond 1996 due to problems in meeting fire and toxic gas requirements with the cabin interior.

Ilyushin’s other promising design is its 11-114 60 seat regional turboprop. Designed to fill a large Aeroflot requirement, the I-114 is being promoted to Egyptian, Turkish, Chinese and Indian airlines with vigour. The bureau also has plans to install Allison GMA 2100 turboprops as on the Saab 2000, in place of the current Klimov powerplants. A recent crash after takeoff during CIS certification flying however may slow the programme, although Ilyushin says the entry into service should not be significantly delayed.

Given the success of its Il-76 freighter, the bureau has also begun work on a slight stretch, the Il-76MF. Powered by Perm PS-90 turbofans (the PS-90 seems to be growing in popularity, finding its way onto a number of Russian programmes), its range will be 15% further than the base Il-76T. Another version of the 11-76 currently on offer is the firebomber 11-76TA, capable of carrying 5000kg of fire fighting equipment and 44,000kg of fire retardant in two tanks.

At the other end of the scale another Ilyushin project is the II-103 two/five seat GA tourer and trainer. Development began in 1990 and its first flight was imminent at the time of writing. Planned to be certified to FAR Pt 23, the aircraft is powered by a Teledyne Continental 10-360 210hp flat six engine. (A number of design bureaux see the development and sale of light aircraft for international markets as a cheap way of earning foreign currency. )

Mikoyan

Arguably, Russia’s best known design bureau finds itself with little work on its hands at the moment with none of its designs currently in production for Russia. Indeed over 100 MiG-29s for the Russian air force remain parked outside the Fulcrum manufacturing plant, undelivered and unpaid for. Design work focusses along two major areas, advanced trainers and its 1. 42 fighter project, roughly equivalent to the Lockheed F-22.

A prototype 1. 42 advanced fighter has already been built, but lack of funds means it currently remains grounded. De signed to counter the USA’s F-22 and the various new genera tion European fighters (ie Eurofighter, Gripen and Rafale) the secret fighter features a blended body design and twin tails, with the incorporation of some stealth technologies. Even if it does not enter production, both Mikoyan and the Russian defence ministry regard flight testing of the 1. 42 as important, maintaining Mikoyan’s and Russia’s fighter technology base. Mikoyan is also designing a new advanced trainer for the Russian air force to replace its fleet of Czech built Aero L-29 and L-39s. In competition with a Yakovlev design, the MiG-AT two seat trainer features a low unswept wing, T-tail and twin turbofans. This aircraft is also being developed in conjunction with Daewoo of South Korea for that country’s KTX-2 trainer requirement. This version would feature SNECMA Larzac engines, and the airframe and part of the composite wing would be built in Korea. The winner of the Russian trainer competition is due to be announced in the northern spring.

Another advanced trainer projectis a redesign of Promavia’s Jet Squalus derived ATTA-3000. Powered by two Williams Rolls-Royce FJ44 turbofans, Promavia and Mikoyan are pitting the aircraft at the US’s JPATS requirement, promising delivery of two JPATS configured aircraft to the required and as yet not found US partner early next year. Already Mikoyan engineers have spent more than 16,000 manhours developing the aircraft’s systems, wing and control surfaces.

As well as new aircraft programmes, Mikoyan continues to market the MiG-29 Fulcrum. Malaysia’s recent order for 18 MiG-29s was an important breakthrough for the bureau, whose latest offering for the world market is the MiG-29M which features fly-by-wire controls, more powerful engines, longer range and a glass cockpit.

Perhaps offering most long term promise for the bureau though is the massive MiG-21 upgrade market. According to some estimates more than 5500 MiG-21s remain in service, and while the avionics, systems and weapons fit are generally obsolete, there is much life in the airframe. Mikoyan proposes fitting an avionics package based on that of the MiG-29, giving the earlier aircraft a similar Beyond Visual Range (BVR) capability to the Fulcrum. The upgrade market is believed to be worth more than $US1bn over the next decade, and a recent agreement with Thomson CSF on cooperative upgrade work should further strengthen Mikoyan’s position. Paris Airshow was the MiG-110, a twin engine twin boom Among new Mikoyan proposals on display at this year’s passenger and utility transport. Reflecting the move towards civilian projects, it would seat up to 34 passengers or carry five tonnes of cargo.

On the business side, Mikoyan is forming a joint stock company with several factories which have produced its fighters, although Mikoyan could well be absorbed into its leading plant, the Demantiev MAPO Production Association, which is now stronger than the design bureau itself.

Sukhoi

Sukhoi has perhaps the most diverse range of projects under initial development, from four place light aircraft through to massive Wing In Ground effect (WIG) vehicles.

Sukhoi’s potent Su-27 Flanker has been developed into a large family of subtypes, with the two seat side by side Su- 271B ground attack aircraft just entering production. This aircraft is to replace MiG-27s and Su-22s and to take over some Su-24 missions. Another new version displayed at the Paris Airshow is the Su-30MK, in a similar vein to the F-15E Strike Eagle it is a tandem two seat multirole fighter based on the Su-27UB operational conversion trainer. This aircraft is capable of delivering TV and laser guided bombs and missiles, has an increased maximum takeoff weight of 33 tonnes and a range with maximum fuel of 3000km. Other current derivatives of the Flanker are the advanced single seat Su-35 fighter and the navalised Su-33/27K.

New military developments reportedly include a medium range bomber to replace early Tu-22s and Tu-16, details of which are unknown due to the programme’s sensitivity, and a supersonic advanced trainer, the S-54, which could be ready for its first flight in 1995. Another trainer project is the Su-32, a tandem two seat aircraft in the same theme as the PC-9 and Tucano, with a takeoff weight of 1300kg.

Sukhoi has been quick to realise that its future lies in civil aircraft, and to this end has a diverse product range under development. The smallest is the S-84 five seater, which features a rear mounted engine and low wing. It is designed for a number of roles such as training, air taxi, air ambulance and touring. Another project is the S-80, a STÓL utility transport. Capable of carrying 23 passengers, it features twin booms, two wings in tandem and twin turboprops. Sukhoi had great hopes for the supersonic S-21G business jet, but following the withdrawal of Gulfstream from the project this has virtually been placed on ice unless another partner can be found. In a similar vein though Sukhoi is now studying a 50 to 68 seat supersonic transport which would have a range of 5500nm.

At the other end of the spectrum is the proposed S-90-200 WIG vehicle. This would cruise at 240kt (445km/h) at an altitude of just 12ft (3. 7m), carrying 400 passengers 6500nm (12,045km), making it particularly useful in areas with little infrastructure. In fact, if proven economically viable, such aircraft could radically transform the way in which people and freight are moved next century.

Tupolev

Tupolev’s Tu-204 airliner has the distinction of becoming the first Russian aircraft to fly with western engines, and probably affords the bureau its best opportunity to break into traditionally western orientated markets.

Powered by two Rolls-Royce RB211-535 turbofans, the 180 seat airliner is being developed with Rockwell Collins avionics and an EFIS cockpit, plus a western designed interior. The PS-90 powered Tu-204C freighter with side opening cargo door was displayed at Paris, and this version in a westernised form could well provide Tupolev with the all important toe hold into western markets (US freight specialist Evergreen International is reportedly interested).

A new project under development is the Tu-330 cargo aircraft. Pitched primarily at CIS countries with their poor roads and ageing freighter fleet; the high wing Tu-330 will be powered by two PS-90 turbofans. The freighter will have a payload of up to 30 tonnes, and first flight could take place as early as 1995.

Design studies have also begun on the Tu-304, a widebody twin seating 300 passengers in the Airbus A330 and Boeing 777 class. Despite being in the early design phases, the airliner could be in production by 1998, and will be powered either by Kusnetsov NK-44 or Rolls-Royce Trent turbofans. Other more far fetched civil programmes include the six engined Tu-404 700 seat lifting body and the supersonic Tu- 244.

Production of Tupolev’s range of military bombers, the Tu-22M Backfire, Tu-95/142 Bear and Tu-160 Blackjack has ceased, although China has expressed considerable interest in the Tu-22M-3, but any sale is dependant on Moscow giving permission (The previously reported sale of the Backfire to İran has been denied). Tupolev is really pinning its hopes on a Russian order to replace obsolete and ageing bombers currently in service.

Yakovlev

The last few years has seen Yakovlev propose and develop a number of small to medium sized airliner projects.

The first of these to come to fruition is the Yak-142 120 seat trijet which has been displayed at the Paris Airshow. A derivative of the Yak-42, the airliner features an integrated avionics system developed by AlliedSignal, and is due to be certified in both Italy and the CIS by year’s end.

Marking a departure from Yak’s traditional style of T tails and In the class of the 737 and A320 is the Yak-242 twinjet. rear mounted engines, the 130 to 180 seat airliner features unit, plus AlliedSignal avionics. Being built for an Aeroflot underwing mounted PS-90 turbofans and a conventional tail order for 200 aircraft, the Yak-242 will have a maximum takeoff weight of 65,000kg (144,000lb), a range 2300nm (4300km) and comparable performance to its western con- temporaries. The -242 seems to have replaced three similar designs based loosely on the Yak-42, these being the Yak-42M, a trijet similar in configuration to the DC-10/MD-11, and the Yak-46 which was being developed concurrently into two versions, one powered by turbofans, the other propfans.

The bureau also has plans for an eight seat executive jet. Being developed in favour of the ten seat Yak-48, the Yak-77 (which could also be configured as a 30. seat airliner) will feature Collins avionics, a high aspect ratio wing and two Allison GMA-3000 turbofans, with a 5400nm (10,000km) range. First flight is planned for late 1995 or early 1996.

Other civilian projects being undertaken by the bureau includes a number of small GA and utility aircraft (the tandem aerobatic Yak-54 was displayed at Paris), although their status was unclear at the time of writing.

Yakovlev’s main military project is the Yak-130, an advanced trainer developed in competition with the MiG-AT for the Russian air force requirement for up to 800 such aircraft. Yakovlev recently signed an agreement with Aermacchi to help jointly develop the trainer, and the Italian company will possess marketing rights for the west (it estimates a market for 1200 aircraft). The trainer will have a maximum takeoff weight between 6000 to 8500kg and Lotarev/Klimov DV-2S turbofans of 4840lb thrust will provide the power. Garrett TPE731 turbofans of 4500lb thrust might also be fitted as an alternative powerplant.

Despite the abandonment of the Yak-141 Freestyle carrier based V/STOL fighter, Yakovlev does have a fighter in production. Twenty Yak-3 WW2 replica fighters are being built in partnership with the Santa Monica Museum of Flight. Available for $US500,000, one has already been purchased by Tim Wallis for his Wanaka (NZ) based Alpine Fighter Group.

Like Mikoyan, Yakovlev is currently in the process of forming a joint stock company with its eight affiliated production plants.

Kamov

One of Russia’s two major helicopter designers, Kamov has recently been partially privatised, with its staff now holding a 51% stake in the bureau, although its affiliated production plants currently remain in government ownership. Kamov’s most important project is the Ka-50 Hokum or Werewolf single seat attack helicopter. Due to enter service with the Russian army shortly, the attack helicopter has been criticised due to its single pilot operation, which is widely regarded as placing an excessive workload on the single crew member.

Other Kamov projects include the Dauphin like Ka-62 utility helicopter; the Ka-226, a derivative of the Ka-26 Hoodlum utility and agricultural helicopter, and the five place Ka-118 with jet thruster system similar to MDH’s NOTAR.

Mil

In direct competition to the Ka-50 is the Mi-28 Havoc, which has also been ordered into production by the Russian defence ministry. Production of this more conventional two seat combat helicopter should get underway early next year. Both the Havoc and Hokum have been ordered into production, causing controversy due to the duplication of roles, although this compromise will help at least to sustain production at both Mil and Kamov. A new all weather version, the Mi-28N has also entered development, this version will feature an above rotor millimetre radar. Besides the Russian army, Kamov says it has attracted much interest from China as well as South East Asian and South American nations.

Mil also has big hopes for its new Mi-38 utility helicopter to replace the Mi-8 and -17 families. The Mi-38 has funding support from the Russian government and first flight is planned for 1995, while a western version is also being studied. The market within Russia and the CIS alone for this helicopter is massive, given that more than 10,000 Mi-8s and 17s have been produced.

Other projects include the newly announced Mi-40 assault helicopter, similar in configuration to the infamous Mi-24 Hind, using the Havoc’s systems and dynamics; the Mi-34VAZ twin rotary engine light helo; the Mi-52 three seater with a single Wankel rotary; and a new 12 seat twin turbine aimed at western helos such as the S-76 and Bell 412. These last three civil helicopters are being designed from scratch to comply with western certification procedures.

Mil has begun negotiations with its associated manufacturing plants with a view to creating a joint stock company, although it does not intend forming a large conglomerate, focusing instead on a looser cooperative arrangement.

Conclusion

A strong efficient and export driven aerospace industry is one of the best means by which Russia can recover to become an economic power. In the next few years the painful process of adjusting to life after the cold war will undoubtedly continue to take its toll. However, once the industry downsizes and has been rationalised, prospects should be brighter, and we will hopefully see a stronger, more western orientated industry, producing quality world class aircraft for the international market.

Their aerospace industry will not be able to survive as a viable force any other way.