Aircraft of the Future to save Russian aviation

19/03/2008 14:33 MOSCOW. (Military commentator Nikita Petrov for RIA Novosti) - "The Irkut Corporation will gradually move to building civilian, rather than military, aircraft, and its main product will be the aircraft of the future, the MS-21."

Those are the words of Oleg Demchenko, president of the Irkut Corporation, one of Russia's leading aircraft manufacturers. You could be forgiven for thinking this was just routine corporate bombast. After all, it is not uncommon for an ambitious executive to make his mark on a company by signaling a change in strategy. And what company launching a new product would not dub it the car, soap, or soft-drink "of the future"?

Yet this is no ordinary rebranding. Irkut, like most Russian aircraft manufacturers, has traditionally focused on military aircraft. But the industry has recently fallen on hard times. Riding on the success of the $3.5 billion MS-21 project, contends Demchenko, is the survival of an entire industry.

Alongside, the MS-21 project is part of the Federal Civil Aviation Program till 2015.

"If our country fails here by not producing a jet incorporating advanced materials, avionics and engines and featuring paperless design and international cooperation," he says, "we could say good-bye to our aircraft manufacturing."

The MS-21 is not the only medium-range civilian aircraft to emerge from Russia recently - Sukhoi Civil Aircraft's Russian Superjet-100 (RRJ) shares similar characteristics. But the significance the industry attaches to the MS-21 is evidenced by the host of Russian aviation companies involved in the project. These include such iconic names as the Yakutsk Design Bureau, Sukhoi, the Beriev Taganrog Aviation Scientific Technical Complex, famed for its Be-200 seaplanes - Tupolev and Antonov. Several western corporations are also involved.

The initial stages of the project, covering the basic elements and design ideas for a prototype, have already cost 1.5 billion rubles (over $60 million). In September of this year a conceptual design will be prepared and digitization (preparation of digital drawings) of the plane's components will begin. The aircraft will finally be rolled out for flight testing in 2010.

To maximize their competitive edge, the designers have consciously avoided the long-haul market. The market for wide-bodied passenger aircraft is dominated by Boeing and Airbus. It would be useless to compete with their latest designs, such as the Boeing-787 Dreamliner or the giant Airbus A-380, which can seat between 500 and 800 passengers.

The niche for narrow-bodied jet liners carrying 150 to 180 travelers is another matter. True, there are rival models here, too: particularly the Boeing-737, the Airbus A-320. But Airbus is set to phase out the A-320 to provide room for new orders. By the time the MS-21 is certified and airborne, A-320s will no longer be produced, leaving a gap in the market that Irkut hopes to exploit.

Irkut has actively cultivated the impression of the MS-21 as the heir to the A-320, promising to make it 15% to 20% more efficient than the Airbus plane. Demchenko guarantees that the new model will also be more comfortable than its Russian counterparts.

Above all, the objective is to make the new aircraft as competitive as possible on the international market.

"We will enlist the best in the world to develop the MS-21," Demchenko says. This follows the strategy used by Sukhoi as it developed its RRJ. Such an arrangement helped the firm not only to have the airliner certified for its main characteristics, but also to secure firm orders from both Russian and overseas operators.

Building up facilities for the development and manufacture of the MS-21 will be one of the main planks of an international cooperation program to build the Aircraft of the Future. In the next two years Irkut will invest $80 million in retooling and new equipment. At the same time, it will adopt new management standards.

"Such a strategy is a must," say Russian aircraft firms, "if you want to enter international markets with your products."

Secondly, the MS-21 will make extensive use of composites, which are particularly strong and very light. Sukhoi has already accepted Irkut's proposal to make a carbon wing for the liner, which performs better than wings from other materials.

In addition to newly configured wings, the MS-21 will also feature advanced avionics and a new and more efficient engine, consuming 25% less fuel than comparable models and being 15% more environment-friendly. In other words, it will have a lower noise level and be less polluting.

In August of this year, Irkut is to announce a tender for a powerplant for the airliner, and the winner will get an order for its production. But the main stipulation is that the winner must be Russian.

All moving parts and assemblies, including the air-frame, landing gear struts, tail unit, engine nacelles, ailerons and other components, will be manufactured in Russia. "We will support Russian producers," Demchenko said.

Together with the Sukhoi's SuperJet-100, the new medium-haul MS-21 will meet up to 80% of Russia's domestic requirements in new passenger planes and could compete on international routes.

The opinions expressed in this article are the author's and do not necessarily represent those of RIA Novosti.



http://www.ilyushin.org/eng/products/passenger/ms21.html
http://www.yak.ru/ENG/FIRM/art_switch.php?art=6

jel ovo ona prica od pre 5-6 god. da ce suhoj i boing u kooperaciji napraviti putnicki avion srednjeg doleta?!!

Mislim da nije, ti verovatno mislis na Suhoi onaj superjet 100 koji se vec proizvodi i pominje se negde u petom ili sestom pasusu gornjeg texta. Ovo je nov projekat jos uvek na papiru i planiraju da ga dovrse u vreme kada na trzistu bude postojala "rupa" za taj tip aviona, tj.kada airbus prestane da proizvodi svoj model A320. Medjutim, mislim da ni oni nece sedeti skrstenih ruku i da ce pripremiti naslednika koji ce konkurisati za taj deo trzista tako da se nadam da se ne oslanjaju samo na tu prognozu, a ne zaboravimo i Boeing, koji ima 737 i neke nove projekte, a tu su i kinezi koji ce pokusati da se umesaju u tu borbu uskoro kao i Iran. Uglavnom, ceka nas zanimljiva trka u narednoj deceniji, a onaj ko izgubi, moze da se desi da nestane, ulozi su veoma visoki...

Sumnjam da će Rusi nestati, ipak imaju oni svoje tržište koji je dosta veliko.
Kinezi i Iranci nemaju nikakve šanse na globalnom nivou, pored Boeinga i Airbusa se jedino Rusi mogu provući (ako i oni).

ako se ovo donosi samo na PUTNICKU avijaciju,lepo...
ako se naslov(i tekst) odnosi na vojnu industriju,onda je to gomila gluposti,jer Rusi vec vode u mnogim kategorijama vojnog vazduhoplovstva...

Nece im biti lako, jer ako hoce da pobede zapad na trzistu moraju da naprave jeftiniji, bolji, pouzdaniji i udobniji, a i da porade na marketingu, jer ce zapadnjaci da ih truju na tom polju. Dobro je sto uvlace i zapadne firme u to, tako da i one grizu. Pametno.
Videcemo.

Pa sto ne procitas text pa sam procenis?

pa procitao sam,ali nekako ovaj naslov na prvo pogled ume da se ucini kao da se odnosi na CELU avijaciju Rusije,ukljucujuci  i vojnu...
no posto nisi ti smisljao to(samo si ga prepisao za na naziv teme),nije vazno...a i sem toga,necu da zvocam,tako da zaboravi... 

ruse zeza marketing...kao sto rekoste u prethodnim postovima....moraju da porade na tome pod hitno!!!!!!setite se price sa "Iljusinom",uglavnom novi transportni avion(turbo-elisni)...koji nema premca u svetu.....,trebali su valjda nemci da ga kupe pre 5-6 god.ali uletese ameri sa nekom kvazi pricom......i na kraju mislim da nije bilo nista od toga!!!!!

kod ljudi koji veruju u ruski celik,nikakva reklama nije potrebna...

hehehe...slazem se!  mada,treba biti oprezan i oslanjati se i na druge stvari,jer ne zivi se dugo od stare slave...
meni je tako glupo i zao sto nikada nisu nastavavili i razvili dalje cuveni Konkordski... 
napravljen jos pre Concorda,i koriscen kao uzor nekima...mislim da bi itekako koristio najvecoj zemlji na svetu,jer je bio veoma brz a i sofisticiran...

ali nije bio isplativ,jer u sovjetskom savezu je bilo malo ljudi koji su mogli da priuste kartu za to cudo...

Ljudi ovde se radi o obicnim putnickim avionima, ne o tome koje brzi, jaci itd, vec o obicnom prevoznom sredstvu. Tu je marketing najvazniji. Sami rekoste da su napravili taj Iljusin za prevoz koji je bio prva liga, pa im ameri servivrali nesto itd, itd. To je marketinski rat. Tu ima lazi i prevare ko shashe. Rusi treba da odvoje lovu za marketing, cak i za lobiranje proizvoda, treba da masiraju potencijalne kupce danonocno, a u isto vreme da imaju stvarno bolji avion od drugih. Ako se probiju na svetsko  trziste sa svojim avionom za civilni prevoz (ruske avione za civilni saobracaj su uglavnom, ako ne i jedino, imali oni i prosovjetski orjentirane zemlje, makar u nekom trenutku) onda bi napravili veliki korak. To bi bio zestok poraz za zapadne proizvodjace, mozda znacajnini nego neko politicko desavanje i zato ce se oko toga voditi  "krvavi" medijski i marketinshki rat.

evo ga suhoj-100 superjet!!!! nije losa masina!!!

Jel' ovaj Suhoj 100 superjet vec leti ili sta? Koliko ih je napravljeno? ili je tek na pocetku?

Serijska proizvodnja pocinje ove godine, u toku su pregovori za potencijalnih 150 narudzbi, dok ih vec ima oko 70.
Izgleda imaju nekih problema sa pocetkom proizvodnje:

"jel se njemu(su-100) rakete nalaze u trupu zbog manjeg radarskog odraza"???ili sta...?

Opa, pa najvise ce da im kupe Amerikanci. E pa sad, vidite sta je to trgovina. Nema bre, lova nema ime.
Bice interesantno videti ovaj avion sa oznakama zapadnih kompanija.
To je dobro za Ruse, jer kad mali vide da su ga veliki kupili, kupice ga i oni.

ja mislim da ima neka prica ako aero flot kupi jat da mi dobijamo ove avione

Rusi generalno rade dobre putnicke avione,njihova jedina mana do sada je bila vezana za njihovu ekonomicnost u smislu potrosnje goriva kao i visok nivo buke koju emituju...
To se resavalo ugradjivanjem motora zapadne proizvodnje do sada ali iskreno se nadam da ce ovi novi avioni biti ekonomski isplativiji...

А одакле ти та информација? Типичан негативни стереотип. И бука и потрошња су на нивоу западних аналога. Не могу се упоређивати различите генерације авиона и онда рећи за старији авион овај више троши и више је бучан. Један од разлога за слабију потражњу  је недостатак техничке подршке на било којој тачки земљине кугле. Подршка је добра само на територији бившег СССР. Нико неће да купи авион ако за резервни део треба да чека недељу дана, ако мора да чека на механичаре итд. То иде дотле да се чак и неке баналне ствари као што је сијалица тешко набављају.
Међутим, главни проблем је што авионе продају лобији и међудржавни притисци. Државе су просто натеране да купују или Боинг или Ербас. Тако су Французи натерали Милошевића да се обавеже и купи Ербас 1998. обећавајући да неће бити бомбардовања и ко зна шта, овај идиот потписао а онда су нас ипак бомбардовали.

Vozio sam se od Moskve do New Delhija u Iljushinu 96 (valjda , ili je to 69, ne znam - cetvoromotorac mlazni, slici onako malo na cetvoromotorni airbus). Sve ok, ali malo je dizajn unutra grublji u odnosu na zapad, iako je po izgledu isto. Ali verovatno su to sada savladali.
A, sto se tice da drzave i lobiji prodaju avione to je tacno - velika je to lova u pitanju - mali tu nista ne mogu. A Rusi jedino mogu na svetsko trziste civilnih aviona jedino u saradnji sa zapadnim firmama, polako; pa kad osnaze i rasire se onda mogu ravnopravno da se takmice i da eventualno "sjebu" druge. A i inace veliki proizvodjaci aviona imaju faze kada dominiraju i obrnuto kada ih konkurent "sjebe". Koliko je samo dobrih aviona  ostalo u zapecku jer im nije bilo dobro tempirano vreme.
Zato se i dize velika frka kada nesto kasni - em kosta svaki dan odlaganja, em konkurent mozda izbaci nesto pre...
Al, dobro, mislim da Rusi to pametno rade sada.