March 1st, 23:00
On December 27, 2024, another Tu-214 aircraft built at this enterprise made its maiden flight at the airfield of the Kazan Aviation Plant named after S.P. Gorbunov, a branch of PJSC Tupolev (part of PJSC United Aircraft Corporation of the Rostec State Corporation). The aircraft with the factory number (short) 035, serial number 535 and registration number RA-64535 was built as a VIP cabin for the Ministry of Industry and Trade of the Russian Federation and became the first new Tu-214 aircraft to take to the air in three and a half years.
The new Tu-214 aircraft (factory number 035, serial number 535, registration number RA-64535), built by the Kazan Aviation Plant named after S.P. Gorbunov, made its maiden flight on December 27, 2024. Gorbunov - a branch of PJSC Tupolev (part of PJSC United Aircraft Corporation of the Rostec State Corporation). Minsk, 02/24/2025 (c) Denisin / russianplanes.net ( link )
It is reported that on February 24, 2025, the RA-64535 aircraft flew from Kazan to Minsk for painting.
The previous Tu-214 aircraft built at the Kazan Aviation Plant was the Tu-214PU (factory number 44912034, serial number 534, registration number RA-64534), which took off on May 28, 2021, and was presumably built for the Federal Security Service (FSB) of the Russian Federation.
In total, 35 Tu-214 aircraft have been built at the Kazan Aviation Plant to date, and the total number of Tu-204/Tu-214 family aircraft built in the USSR and Russia since 1989, including prototypes, has reached 91 units.
The new Tu-214 aircraft (factory number 035, serial number 535, registration number RA-64535), built by the Kazan Aviation Plant named after S.P. Gorbunov, a branch of PJSC Tupolev (part of PJSC United Aircraft Corporation of the Rostec State Corporation). Kazan, 02/24/2025 (c) Timur Badredtinov / russianplanes.net ( link )
In a landmark achievement for Russia's aviation industry, a prototype of the Superjet aircraft equipped with domestically developed PD-8 engines successfully completed its maiden flight in Komsomolsk-on-Amur. This event signifies the commencement of flight tests for the PD-8 engine as part of the Superjet program, a critical step toward certifying a fully import-substituted version of the aircraft. The flight, which lasted approximately 40 minutes, reached an altitude of 3,000 meters and a speed of 500 km/h, with the crew reporting stable engine performance and successful completion of the mission.The PD-8 engine, designed to replace the Franco-Russian SaM146 engines, is a key component of Russia's efforts to develop a technologically independent Superjet in response to international sanctions. The prototype aircraft used for the flight, manufactured in 2018, represents a transitional phase, as it still incorporates some imported systems. However, the ultimate goal is to integrate the PD-8 into the fully Russian SJ-100, which will feature over 40 domestically produced systems, including avionics, landing gear, and fire protection systems.Russian officials, including Denis Manturov, First Deputy Prime Minister, and Rostec CEO Sergey Chemezov, emphasized the importance of this milestone, highlighting the extensive collaboration between Rostec, the United Aircraft Corporation (UAC), and the United Engine Corporation (UEC). The project, which has been accelerated under tight deadlines, aims to achieve certification for the PD-8 engine by fall 2024.The successful flight not only validates the technical capabilities of the PD-8 engine but also sets the stage for further testing and certification. With plans to introduce additional prototype engines and a fully Russian-configured aircraft into the testing program, Russia is steadily advancing toward its goal of creating a self-reliant aviation industry. This achievement underscores the nation's resilience and determination to overcome technological challenges posed by global sanctions.
The production of the Tupolev Tu-204 and Tu-214 aircraft was strategically divided between two plants: Kazan Aviation Plant (KAPO) and Aviastar-SP in Ulyanovsk. This decision, influenced by economic and operational concerns, was made during a tumultuous period in the Russian aviation industry following the collapse of the Soviet Union. Aviastar-SP began Tu-204 production in 1992, while KAPO introduced the Tu-214 derivative in 1996.The Role of KAPO and Aviastar-SPThe Tu-214, a modified version of the Tu-204, was designed for extended range and increased payload capacity, requiring specialized manufacturing procedures. KAPO, with a background in military aircraft production, leveraged its expertise and infrastructure to transition into civilian aircraft manufacturing. This shift allowed KAPO to retain its skilled workforce while adapting to new production demands.Meanwhile, Aviastar-SP continued manufacturing Tu-204 variants, ensuring the availability of multiple models to meet market needs. The division of labor between the two plants allowed for better personnel utilization, resource allocation, and reduced lead times for aircraft deliveries.Government Influence and Economic StabilityThe Russian government played a crucial role in supporting this dual-plant manufacturing model. A key factor in this decision was job preservation in multiple regions, ensuring economic stability during an uncertain period. By subsidizing both plants, the government sought to revitalize domestic aircraft manufacturing and sustain technological capabilities in Russia’s aviation sector.Modernization and Production ShiftsAs part of Russia’s broader strategy to expand its aviation industry, both KAPO and Aviastar-SP have embarked on modernization efforts. KAPO is enhancing its production capacity to align with the government's ambitious targets for Tu-214 production, aiming for a substantial increase in annual output.However, Aviastar-SP’s focus is shifting. The last recorded Tu-204 aircraft, a Tu-204-300 VIP version, was delivered to the Russian government in 2016. Since then, there have been no confirmed reports of new Tu-204 production, suggesting that Aviastar-SP is redirecting its efforts toward maintenance and modernization of existing Tu-204 fleets rather than manufacturing new units.Is Aviastar-SP Abandoning Civilian Aircraft?Rather than completely withdrawing from civilian aviation, Aviastar-SP is undergoing a strategic realignment. The company is heavily involved in military aircraft programs, including:Antonov An-124 Ruslan Modernization—Aviastar-SP is upgrading three An-124 aircraft under a government contract to enhance reliability and extend service life.Il-76MD-90A Heavy Transport Aircraft—Aviastar-SP is engaged in major design upgrades, including new engines, reinforced landing gear, and modernized navigation systems.Il-114-300 and MC-21 Participation—The plant contributes to the production of regional and medium-haul aircraft components, supporting Russia’s aviation sector.Potential Tu-204 Tanker Variant—There have been discussions about a military refueling version of the Tu-204, though the project remains in the conceptual phase.The Future of Aviastar-SP: A Military-Oriented FocusAviastar-SP's primary focus has shifted towards military aviation, particularly with the Il-76MD-90A transport aircraft. Under a contract with the Russian Ministry of Defense, the plant is expected to produce 39 Il-76MD-90A units, solidifying its role in military aircraft production.This transformation reflects a broader trend in Russia’s aviation industry, where geopolitical and economic factors have driven an increased emphasis on military manufacturing. Although Aviastar-SP may still contribute to civilian aircraft production, its long-term trajectory appears increasingly aligned with defense aviation initiatives.
Russia's aircraft manufacturing industry is undergoing major revisions due to production constraints, geopolitical challenges, and supply chain disruptions. Deputy Prime Minister Denis Manturov has indicated that the civilian aircraft production program will be adjusted by the end of 2025, while Rostec CEO Sergey Chemezov estimates that only 200 aircraft are necessary by 2030, significantly lower than the government's initial goal of 994 aircraft.Basic calculations reveal that achieving Chemezov’s target requires building one aircraft every 8.75 days, a rate far beyond Russia’s historical output. Sanctions following Russia's 2022 invasion of Ukraine have halted the serial production of passenger aircraft, exacerbating delays. Key projects, including the SSJ-NEW and MC-21, rely on domestic replacements for Western-made engines and components. The SSJ-NEW is transitioning from French SaM146 engines to Russia's PD-8, while the MC-21 is shifting from American Pratt & Whitney engines to the Russian PD-14. Certification for these aircraft is still pending, further pushing back their production timelines.While mid-range aircraft like the Tu-214 and long-haul Il-96-400 remain in development, their Soviet-era designs and reliance on outdated systems create additional hurdles. Meanwhile, Russia's aviation sector is struggling to replace aging regional aircraft, such as the An-24 and An-26, which are still widely used but face mandatory service life extensions. New regional aircraft projects, including the Il-114-300, LMS-192 "Osvey," TVRS-44 "Ladoga," and LMS-901 "Baikal," are all delayed, with some not expected to enter production until 2027 or later.With Western-made Airbus and Boeing jets still forming the backbone of Russia's airline fleets, the industry's ability to meet domestic aviation needs remains uncertain. Stopgap solutions, such as retrofitting old Soviet aircraft like the An-2, indicate the depth of the crisis. Unless manufacturing speeds up significantly, Russia risks long-term setbacks in its civilian aviation sector.
The MC-21, a promising Russian passenger aircraft, faces a lengthy certification and refinement process, delaying its entry into commercial service until at least 2028. Test pilot Roman Taskaev highlighted the challenges, noting that while the aircraft's design and characteristics are appealing to Russian airlines, its full potential remains unrealized. Certification, a rigorous process involving both the aircraft and its components, is ongoing, with localized PD-14 engines set for certification flights in 2025.The Irkutsk Aviation Plant is undergoing a significant modernization to support mass production of the MC-21, targeting 36 aircraft per year by 2026. This upgrade includes facility construction, warehouse expansion, and technical enhancements to ensure high-quality production and maintenance. Additionally, South-Russian State Polytechnical University has developed a cutting-edge composite wing production system, replacing imported technology and strengthening domestic capabilities.The MC-21 is positioned as a competitor to the Tu-214, with Aeroflot planning to purchase 339 MC-21s instead of the Tu-214. Despite delays, the project represents a major step in Russia's aviation industry, aiming to reduce reliance on foreign technology and establish a robust domestic aircraft manufacturing sector.
This aircraft is set to be the Russia's answer to the Boeing 737 and the Airbus A320 due to its aircraft performance characteristics and cost-effectiveness. Its main advantages are advanced aerodynamics and the newest engines along with the extended application of composite materials.
The Il-76MD-90AE modification is a major overhaul of the well-proven Il-76MD military transport aircraft. The main designation of the aircraft is to transport and airdrop military and civil bulky cargoes, military equipment, including tanks and personnel. Maximum payload of the aircraft is 60 tons, it is equipped with modern, reliable engines with FADEC-type digital control system. The Il-76MD-90AE fully complies with the current ICAO requirements and can be operated around the world without restrictions.
In this interview, Vladimir Lavrov, Chief Designer of the Sukhoi SJ-100 Superjet program, unveils a groundbreaking advancement in the aircraft's design: the installation of winglets on the new series of Superjets. Lavrov explains how this cutting-edge feature contributes to a remarkable 4% fuel savings, enhancing the aircraft's efficiency and sustainability.Join us as Lavrov delves into the engineering behind this innovation, its impact on operational costs, and what it means for the future of aviation. Whether you're an aviation enthusiast or simply curious about the latest in aerospace technology, this is a must-watch for insights into how the SJ-100 Superjet is setting new standards in the industry.
On March 16, a new episode of the program "Made in Russia" aired, delving into the critical advancements and challenges in Russia's transportation sector. Host Anton Borisov explored key themes such as transport sovereignty, import substitution, and the training of skilled personnel for industrial enterprises. The episode featured exclusive insights from Konstantin Dashanov, Chief Engineer of the renowned Kazan Helicopter Plant (KVZ), who discussed the plant's role in advancing Russia's aviation industry and achieving technological independence. Additionally, Marina Finohkina, Head of the Training Center, shared details about the innovative workforce development programs designed to meet the growing demands of the industrial sector. This episode provided a comprehensive look at how Russia is strengthening its transportation infrastructure and fostering self-reliance in a rapidly evolving global landscape.
Russia's fleet of Tu-214R reconnaissance aircraft is small, writes TNI. But its electronic and optical systems give the military a unique advantage. The secret flights of this "silent giant" will shape geopolitics for years to come.
Brandon Weichert
Russia's fleet of Tu-214Rs is extremely small and shows no signs of growing. But the bird's advanced electronic and optical systems give the Russian military a unique advantage.
Russia has convincingly proven its ability to breathe new life into old Soviet designs. And on the modern battlefield, intelligence (including electronic and electronic), surveillance, and reconnaissance are crucial.
Today, Russia widely uses the Il-20M long-range reconnaissance aircraft to perform these functions. But in the early 2000s, Moscow decided to upgrade its aerial reconnaissance capabilities with the Tu-214R.
Today, the Russian Aerospace Forces operate only three of these aircraft, but they are among the most advanced in this field. Even with its modest fleet size, the Tu-214R is by far the most advanced aerial reconnaissance aircraft in the Russian Aerospace Forces. And the bird has played a major role in gathering intelligence in conflict zones from Syria to Ukraine, demonstrating Russia’s ability to track adversaries with precision and depth.
Tu-214R: Development History and Specifications
In 2002, the Russian government announced a 3.4 billion ruble tender to create a modern airborne electronic reconnaissance platform by 2008. However, the Russians were still dealing with the devastating effects of the collapse of the Soviet Union. Delays due to chaos and confusion delayed the first Tu-214R prototype until 2009, and the first flight did not take place until 2011. A year later, the Russian Armed Forces accepted the first Tu-214R. The third and final aircraft was ordered in 2016.
Since the Tu-214R is a deep modernization of the Tu-214 civilian airliner, the modification for military reconnaissance has retained a number of features of its predecessor. Unlike the propeller-driven Il-20M, the Tu-214R is a jet aircraft. Two PS-90A turbofan engines provide a thrust of 7,250 kilograms each, a maximum speed of 850 kilometers per hour, a range of 7,500 kilometers and a practical ceiling of 12,000 meters. There are characteristic protrusions under the fuselage, and teardrop-shaped fairings on the sides, visually distinguishing the aircraft from its civilian counterpart. They are where powerful radars and sensors are located. ADVERTISEMENT
To create an advanced electronic reconnaissance platform, the Tupolev Design Bureau collaborated with the Vega electronic engineering corporation, as well as with other Russian companies, from Roscosmos to Almaz-Antey.
The “brain” of the Tu-214R is the MRK-411 multi-frequency electronic complex. The aircraft’s onboard equipment has incorporated elements of electronic reconnaissance and optical systems, which give it strategic value. The MRK-411 sensor set includes several circular and side-view radar stations with a phased antenna array.
The aircraft's truly outstanding feature is its ground-penetrating radar, which detects objects hidden underground, under snow or even under foliage, and is ideal for revealing camouflaged enemy positions. Russian sources claim that the system can track targets at a distance of up to 400 kilometers in passive mode and up to 250 kilometers in active mode, transmitting snapshots to command centers in real time.
The electro-optical systems on board the Tu-214R are represented by the Fraction complex, which allows high-resolution images to be taken around the clock in the visible and infrared spectrum. Thanks to the control of the sighting line during scanning according to a program-defined law and according to external target designation signals, the system copes well with target tracking and its accuracy complements radar data.
The key task of the Tu-124R is to intercept enemy radio communications, cell phone communications and radar emissions. The information received is used to accurately determine the enemy's positions and compile a complete target designation data package for the strike. The antenna mounted on top of the fuselage provides fast data transmission to ground forces or other means. And the ability to shoot off false targets, both heat traps and radar, enhances the aircraft's self-defense.
Российский флот разведывательных самолетов Ту-214Р немногочислен, пишет TNI. Но его электронные и оптические системы дают военным уникальные преимущества... | 16.03.2025, ИноСМИ
inosmi.ru
Russia is advancing its domestic aviation industry with significant milestones for the Superjet-100 (SJ-100) and MC-21-310RUS airliners. The Superjet-100 prototype (tail number 97012), equipped with Russian PD-8 engines, is set for its first test flight in March 2025. Meanwhile, additional flight tests for the PD-8 engine are being conducted using an Il-76LL flying laboratory. A second SJ-100 prototype is expected to join flight testing in May, followed by a third aircraft replicating the final import-substituted configuration. The first production SJ-100 (tail number 97004) has been powered up, with 11 airframes assembled so far. Deliveries of fully domesticated SJ-100 aircraft are expected to begin in February 2026.In parallel, the MC-21-310RUS program is progressing, with the first fully import-substituted prototype (tail number RF-73057) powered up in February 2025. This aircraft, featuring domestic PD-14 engines and a Russian-made composite wing, is expected to take its maiden flight in summer 2025. More than ten MC-21-310 airframes have been assembled at the Irkutsk Aviation Plant, with production scheduled to begin in 2026.Additionally, KRET has introduced a laser gyroscope for the Superjet-100, replacing traditional mechanical gyroscopes with modern inertial navigation systems (INS), further enhancing Russia’s aviation technology.These developments mark a crucial step toward reducing reliance on foreign components and strengthening Russia’s independent aircraft manufacturing sector.
View: https://www.youtube.com/watch?v=5g1Tg8R3muA&t=43s
Test flights of the SJ-100 with PD-8 engines may begin in a month or a month and a half
The Ministry of Industry and Trade expects the start of certified flights of the MS-21 in the coming months
There is an update from 08:03 → Russian PD-8 engines have been transferred for testing of the SJ-100
Moscow. February 7. INTERFAX.RU - The Ministry of Industry and Trade expects the start of test flights of the short-haul SJ-100 aircraft with the Russian PD-8 engine in February-March 2025, certification flights of the medium-haul MS-21, for which the PD-14 engine has already been certified, should also begin in the coming months, the head of the department Anton Alikhanov told reporters.
Speaking about the PD-8, he noted that "more than 20 flights have already been performed in the flight laboratory, the engine shows all the characteristics laid down in the design."
"We hope that in the near future, literally a matter of a month or a month and a half, flights will begin directly on the machine, on the Superjet with new PD-8 engines. And the certification history will begin for this engine as part of the aircraft itself," said the head of the Ministry of Industry and Trade.
He recalled that the engine for another Russian aircraft - the MS-21 - has already been certified. "We are also expecting the start of certification flights of the MS-21 with this engine (PD-14 - IF) in the coming months," the minister said after the ceremony of presenting the type certificate for the VK-650V engine for light helicopters at the UEC-Klimov site (part of the United Engine Corporation of the Rostec State Corporation).
Plans for the production of aircraft engines are recorded in the comprehensive program for the development of the aviation industry until 2030 (KPGA). According to the current version of the document, it was planned to produce 24 PD-8 and 30 PD-14 for the SJ-100 and MS-21 aircraft in 2025-2026, 48 PD-8 and 48 PD-14 in 2026. At the end of 2024, the Ministry of Industry and Trade published a draft resolution suggesting a reduction in the number of engines produced - to 6 PD-8 and 7 PD-14 in 2025 and to 44 PD-8 and 28 PD-14 in 2026.
The plans for engine deliveries are tied to the start of serial production of import-substituted versions of promising Russian aircraft. The KPGA of May 2024 provides that serial deliveries of the SJ-100 will begin in 2026 (previously planned for 2023) in the amount of 30 units. The start of deliveries of the MS-21 was supposed to start in 2025 in the amount of nine units, with 31 units planned to be produced in 2026. However, earlier this year, Rostec CEO Sergei Chemezov announced that the start of serial deliveries of the MS-21 was being postponed to 2026. This week, Alikhanov confirmed the transition of the aircraft to serial production in 2026, announcing that 36 MS-21s would be delivered in the first stage.
The new VK 800 SM turboprop engine project is becoming a key power unit for regional aircraft in Russia. However, before reaching this position, VK-800 has had a long and winding history. In the 2000s, Russia initiated the creation of the VK 800 V (where V stands for helicopter) turboshaft version for the Russian helicopters Ansat and K a 2 2 6. In 2008, they started bench tests but later shelved the project and equipped these helicopters with foreign engines.The VK-800V engine project was developed by the St. Petersburg-based enterprise FGUP "Zavod im V. You Klimov." The original concept was created to replace the PW 207 K turboshaft engine, which had been used in Ansat helicopters until 2022.To develop the new engine, Klimov actively worked on the VK 800 V from 2003 to 2007, preparing full documentation, designing a preliminary project, and creating a prototype engine, which successfully passed bench tests.In the 2010s, the VK 800 S (where S stands for aircraft) project emerged for the L 410 passenger aircraft, which was being localized in the Urals (UZGA), and for the heavy UAV "ltius, whose fate remains uncertain. By 2017, Russian engine manufacturers reported ongoing bench tests of the VK 800 S. Then, in 2018, the engine appeared under the designation VK 800 SM, now presented as a deeply modernized version of its predecessor. However, since then, only fragmentary information about its development has been published.The development of the VK 800 SM engine involved improving existing technical characteristics and developing new innovative technologies. One of the main goals was to reduce noise and vibration levels to make turboprop aircraft more comfortable for passengers. Extensive research and testing were conducted, resulting in significant improvements in this area.The VK 800 SM engine officially entered operation in 2022 and became a crucial component for regional turboprop aircraft. Thanks to its superior technical characteristics and innovative features, it has become the preferred choice for airlines aiming to provide maximum comfort and safety for their passengers.The decision to implement the VK 800 S project was a significant milestone for UZGA, made in the spring of 2018. The company initially began work on the power unit in 2008 using its own funds. At first, this project progressed on an initiative basis without much attention, but it later became a priority.Over the next ten years, engine development was almost halted, and in search of an alternative for the Ansat, the VK 650 was considered for adaptation. However, development prospects changed when work on the new version, the VK 800 SM, for the LMS 901 Baikal aircraft began around 2018 to 2019.UZGA, in partnership with LLC "Scientific and Production Center 'Lopatki,'" actively took on the project. Joint efforts by specialists from both companies led to the development of the engine for the LMS 901, incorporating innovative solutions.In September 2019, the Central Institute of Aviation Motors (CIAM) approved the preliminary design of the VK 800 SM engine as the power unit for the aircraft, recommending the development of both twin-engine and single-engine versions of the LMS 901. UZGA received the technical documentation for adapting the VK 800 SM to the Baikal, a crucial step in the project's implementation.The development of the VK 800 SM engine began with specialists from the St. Petersburg engine division, who had formerly worked at the now-closed branch of Pratt & Whitney Russia. These experienced engineers analyzed the design documentation for the VK-800S and concluded that a complete redesign of the engine was necessary for the Baikal aircraft. They successfully completed this task in a short time, creating the upgraded VK 800 SM version.UTSA developed the preliminary project for using the VK 800S M on the Baikal aircraft and submitted it for review to CIAM. However, additional work on technical documentation was required to adapt this engine fully to the Baikal. This documentation was transferred to UZGA in September 2019, allowing their team to begin the adaptation and integration process.The VK-800SM is designed using advanced technologies. Its structure includes a compressor with a high-efficiency centrifugal stage, a single-stage turbine, and a two-stage free turbine.Future Prospects & Production PlansThe VK-800SM is envisioned for multiple platforms:LMS-901 "Baikal" (single-engine)LMS-192 "Osvey" (twin-engine)UTS-800 trainer (military use)
Only four years were allocated for research and development (R&D). To meet these deadlines, it was necessary to abandon risky technical solutions that could improve engine performance, but would require additional time for research and testing.
For example, fuel consumption could be improved by increasing the gas temperature in front of the turbine or increasing the compression ratio, but this would affect the engine's service life. There was simply no time for such experiments, and a decision was made to focus on proven technologies.
Thus, the estimated specific fuel consumption of the VK-650V in takeoff mode will not exceed 245 grams per horsepower per hour and 280 grams in cruising flight mode.
According to the FATA-01065E data card, the VK-650V is certified in the version with a power of 545 hp in takeoff mode. At maximum continuous mode, the power is 460 hp, at cruising mode - 400 hp. In emergency mode with one engine inoperative, the VK-650V develops 630 hp for 2 minutes 30 seconds, and in continuous power mode - 590 hp.
At the current stage, the VK-650V is certified with an interval before the first maintenance and an initial service life of the free turbine shaft of 74 hours 36 minutes. The initial service life of the remaining main parts is set at 100 cycles.
It is expected that after additional certification tests, approvals will be issued for the main change aimed at consistently increasing the service life of hot part parts to 4,500 hours, cold part - to 9,000 hours, and increasing the power to the design values - 650 hp in takeoff mode and 750 hp in a 2.5-minute emergency mode
Разработка авиационного двигателя – сложный и длительный процесс, который обычно занимает около десяти лет. Например, двигатель ПД-14 для самолётов МС-21-310
The Second Life of the Topol-M: The Russian Start-1M Rocket, Based on the Topol-M, Will Take Off for the First Time in 2026
The Start-1M was invented to use old Topol-Ms that have already served their purpose
In 2026, Russia will launch the Start-1M launch vehicle for the first time, which is based on the old military Topol-M rocket. Specialists from the Moscow Institute of Thermal Engineering are currently finishing its fourth stage. This rocket will be able to lift loads of up to 500 kg into low Earth orbit. The launch is planned from the Vostochny Cosmodrome.
The Second Life of the Topol-M: The Russian Start-1M Rocket, Based on the Topol-M, Will Take Off for the First Time in 2026
Photo: RIA Novosti / Roscosmos
The Start-1M is an improved version of the Start-1 rocket, which was also created from the Topol. From 1993 to 2006, the Start-1 was launched seven times from the Plesetsk and Svobodny (now Vostochny) cosmodromes. At that time, several satellites were sent into orbit, including Israeli ones for Earth observation.
The Start-1M was invented to use old Topol-Ms that had already served their time in the army. These rockets are stored at bases or in silos, but their shelf life is ending. Now they will be redesigned for peaceful flights into space.
В 2026 году Россия впервые запустит ракету-носитель «Старт-1М», которую делают на основе старой военной ракеты "Тополь-М". Специалисты из Московского института теплотехники сейчас доделывают её четвёртую ступень.
www.ixbt.com
Russia's answer to Airbus and Boeing: MC-21 will complete tests in 2025 and begin flights in 2026, but not right away - first, pilots and technicians will need to be trained
It will take at least several months to train the personnel
The first fully import-substituted MC-21 aircraft has been assembled at the Irkutsk Aviation Plant, and this summer it will begin certification tests. The test program may be completed this year, and deliveries of serial airliners are planned for 2026. But the machine will not take off right away - first, pilots and technicians will need to be trained
To put the MS-21 into operation, it is necessary to retrain pilots and technicians - about 80 pilots will be needed for 10 aircraft, and the training will take about two months. Ground services must also adapt. Only within a year after the start of operation will all processes be established, and the airliners will be able to operate at full capacity. At first, UAC specialists will provide support to take into account the features of the new machine.
Initially, the launch of MS-21 production was planned for 2022, but sanctions disrupted the plans: half of the components were imported. The import substitution program took longer than expected due to difficulties in developing and testing domestic systems.
In 2023, it was reported that the price for airlines outside the Aeroflot group could be 4.3-4.6 billion rubles, which is more expensive than Western counterparts. For Aeroflot, the price is lower - 3.2 billion rubles thanks to government support. Fyodor Borisov, an expert at the National Research University Higher School of Economics, emphasizes that the final cost will depend on production volumes: the more planes are produced, the cheaper they will become. For now, the project requires significant investment, justified by the need for technological independence.
На Иркутском авиазаводе собран первый полностью импортозамещённый самолёт МС-21, и уже этим летом он отправиться на сертификационные испытания. Завершится тестовая программа может уже в текущем году, а поставки серийных лайнеров запланирован на 2026 год.
www.ixbt.com
Perm manufacturer of engine systems suffered losses of half a billion
February 17, 2025, 12:31
At the same time, the company ended 2023 with a net profit.
The net loss of JSC UEC-STAR for 2024 amounted to more than 531.8 million rubles. This follows from the company's reporting, Kommersant-Prikamye drew attention to the document.
At the same time, in 2023, the company received a net profit of 72.368 million rubles. But the company's revenue for the year increased by almost 3 billion rubles, amounting to 12.41 billion against 9.521 billion in 2023. The company's loss from sales amounted to 313.99 million, and in 2023, the profit for this indicator was recorded at the level of 282.3 million. The accounts receivable of JSC "UEC-STAR" increased from 4.589 billion to 7.152 billion rubles, with its main part falling on related parties.
The losses are associated, among other things, with a decrease in payments from consumers of products. At the same time, the company paid suppliers by taking out a loan for this. In addition, the enterprise did not fully fulfill the production program, the reason being the disruption of equipment deliveries due to the workload of manufacturing plants. The JSC also bears expenses for the implementation of the investment program.
In 2025, "UEC-STAR" plans to increase the volume of sales to 13.7 billion rubles and receive a net profit of 249.6 million.
Russia’s Federal Air Transport Agency (Rosaviatsiya) has granted the Yakovlev aircraft manufacturing company an expanded Production Organization Approval (FAVT-I-11), authorizing serial production of the MC-21 passenger jet. This follows an on-site inspection verifying Yakovlev’s compliance with federal aviation regulations, including quality assurance and flight safety management systems. The approval adds the MC-21 to Yakovlev’s "List of Authorized Works," which already includes the SSJ-100, along with key components like an integrated firewall, computing system, and multifunctional displays.Global Certification EquivalentsThe FAVT-I-11 certification aligns with international standards:FAA (U.S.)—Equivalent to Production Organization Approval (POA) under FAR Part 21, ensuring compliance with airworthiness standards.EASA (Europe)—Similar to POA under EC Regulation 748/2012, confirming production meets EU aviation safety requirements.This certification underscores Yakovlev’s adherence to globally recognized manufacturing standards, a crucial step for future export potential and type certification in foreign markets.Key Certifications & DevelopmentsType Certification: On December 28, 2021, the MC-21-300 received Rosaviatsiya's type certificate, confirming its compliance with Russian civil aviation standards.Major Change Approval (2023)—Permitted an increase in passenger capacity from 175 to 211, enhancing market competitiveness.PD-14 Engine Transition—Certification flights for Russian-made PD-14 engines are set for 2025, reducing reliance on foreign technology due to sanctions.Government & Industry CommitmentsPrime Minister Mikhail Mishustin highlighted the SJ-100’s first flight with Russian engines as a milestone, stressing the need for accelerated production without compromising safety.Minister of Industry & Trade Anton Alikhanov confirmed MC-21 (PD-14) and SJ-100 (PD-8) will enter service in H1 2025, with certification flights underway.Rostec CEO Sergey Chemezov stated serial MC-21 production begins in 2026, with Aeroflot’s Rossiya Airlines expected to receive the first units.
«Яковлев» получил одобрение Росавиации на серийное производство самолетов МС-21 ✅ Комиссия Росавиации провела выездную проверку на соответствие системы обеспечения качества и системы управления безопасностью полетов «Яковлева» требованиям Федеральных авиационных правил По результатам проверки...
t.me
Kalashnikov produces a modified Vikhr-1 missile with expanded combat capabilities
JSC Concern Kalashnikov has fully fulfilled its 2024 obligations under the contract for the supply of Vikhr-1 air-launched guided missiles. The products were shipped on time and in full. This became possible due to the opening of additional production sites equipped with modern equipment this year.
The company has also mastered the production of a new modification of the Vikhr-1 missile with expanded combat capabilities. It has been put into production and the concern is shipping it to the customer.
In addition, in December, the commissioning of two new workshops for the production of anti-aircraft guided missiles for the Strela air defense missile system will be completed.
Let us recall that Kalashnikov's high-precision weapons: anti-aircraft guided missiles for the Strela air defense missile system, Vikhr-1 air-launched guided missiles and Kitolov-2M guided artillery shells are currently being actively and successfully used in the SVO zone. The company has increased the production of these products several times this year.
«Калашников» выпускает модифицированную ракету «Вихрь-1» с расширенными боевыми возможностями АО «Концерн «Калашников» полностью выполнило обязательства 2024 года по контракту на поставку управляемых ракет авиационного базирования «Вихрь-1». Изделия отгружены в срок и в полном объеме. Это стало...
Kamikaze drones "KUB-2E" and "KUB-10E" presented by the Kalashnikov Concern at the IDEX 2025 exhibition in the UAE.
The loitering munition "KUB-2" in the middle class with a mass of more than 10 kg is an analogue of the well-known "Lancet". Videos of its tests during the SVO have already appeared
The heavier "KUB-10" already weighs about 45 kg with a warhead mass of about 11 kg and is capable of hitting targets at a distance of up to 40 km in a guided version and up to 90 km when launched at specified coordinates.
In this 2023 lecture, Andrey Grigorievich Yashutin, one of the chief designers of Russia’s advanced MS-21 airliner, shares behind-the-scenes insights into the aircraft’s development. As the Head of the Design Bureau at PJSC Yakovlev’s Engineering Center, Yashutin played a key role in shaping the MS-21’s innovative design, from aerodynamics to advanced composite materials.
Russia offers joint development of the "Product 177S" engine with a flat nozzle for the Indian AMCA fighter
Sections: Aviation, Markets and cooperation, New developments
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Image source: topwar.ru
"Product 177S"
India is implementing a program to create a new generation fighter AMCA. Russia offers its assistance in such a complex matter, having put forward the idea of jointly developing a new modification of the "Product 177S" engine, which will have a flat nozzle.
This proposal will allow AMCA to be enhanced with advanced technologies
- the local publication IDRW says.
As noted, "Product 177S" is a 5th generation engine containing components from the improved AL-51 ("Product 30"), which is being developed for the Russian Su-57.
This powerplant will make the AMCA a formidable contender in a modern air combat, if India decides to do so
- the author believes.
The most important component of the AMCA program is the engine, which must balance thrust, stealth and efficiency. Currently, the initial samples (AMCA Mark 1) are planned to be equipped with the F414 powerplant from General Electric (98 kN thrust). At the same time, the country's Air Force has long been looking for a more powerful engine of its own or joint development in the range of 110-130 kN for the Mark 2 variant, which will give the aircraft supercruise speed and improved performance
Индия реализует программу создания истребителя нового поколения AMCA. Россия предлагает свою помощь в столь сложном деле, выступив с идеей о совместной разработке новой модификации двигателя «изделие 177С», которая будет иметь плоское сопло....
vpk.name
Before this, the republic's plans to purchase these Russian fighters were unknown
MOSCOW, March 14. /TASS/. The Algerian Air Force (AF) has apparently received an unknown number of Russian-made Su-35 fighters, thus becoming the fourth operator of these aircraft in the world after Russia, China and Iran. Video evidence was published in H.
The Algerian Star Ship account posted a video of one of the Su-35s flying in the North African country. "The Algerian Air Force has begun using Su-35 Sukhoi fighters in its first training flights from the airbase in Oum El Bouaghi," the commentary to the publication stated.
The same account posted photographs that apparently showed the same fighter, similar in silhouette to the Su-35.
The foreign industry press reported that the country had received several Russian fighters at its disposal. Their livery, according to Aviacionline and Army Recognition, suggests that these aircraft were originally intended for Egypt, which refused to purchase them in 2018 due to sanctions threats from the United States. At the same time, the quality of the video and photographs published in X does not allow us to say with certainty that the alleged Algerian Su-35s are indeed painted in the color scheme of the Egyptian Air Force.
Before this, nothing was known about Algeria's plans to purchase Su-35s. It was believed that the state had placed its bets on more modern Russian Su-57 fighters. Several sources unofficially confirmed the purchase of the latter in February of this year.
Algeria has historically been one of the main customers of Russian weapons and military equipment, and the Air Force of this country is considered one of the strongest in the region. They have at their disposal MiG-29 and Su-30MKA fighters, as well as Su-24 frontline bombers and Su-24MP reconnaissance aircraft.
До этого о планах республики относительно закупки этих российских истребителей известно не было<br>Военно-воздушные силы (ВВС) Алжира, по всей видимости, получили в свое распоряжение неизвестное количество истребителей Су-35 российского производства, став тем самым четвертым в мире оператором...
The Kazan Aviation Plant (KAZ), a key subsidiary of Tupolev (under Rostec’s United Aircraft Corporation), is falling behind its 2025 target of delivering four Tu-214 medium-range aircraft to airlines due to chronic production bottlenecks. According to Vedomosti’s sources, only two aircraft will be ready—one in final assembly since 2024 and another being repurposed from storage as a flight test lab. A near-complete VIP-configured Tu-214 (RA-64535) has been sent to Minsk for painting, but the broader production timeline remains uncertain.
150kN Izd. 177S for the fighter with 25t MTOW? Nonsense. Wrong interpretation.
Much more likely is the offer of a completely new project comparable to the F414. Such a project exists.
Mass production of the MC-21 medium-haul aircraft started at the Aviation Plant (IAZ) of the Irkut Corporation. According to a correspondent from the Mangazeya Information Agency, the first aircraft will be delivered to clients within the next one to two years.Workshop Number 205 has currently completed the assembly of section F2 for the aircraft with the serial number MC.0026. Workshop Number 205 has removed the structure from the assembly jig and is currently applying a protective coating. Subsequently, it will be transported to workshop Number 246, where it will be connected to section F1. Workers are simultaneously preparing the same aircraft for sections F4 and F4A. Furthermore, the section for the landing gear compartment of the subsequent aircraft, MC.0027, is currently in production.Despite the ongoing certification procedure, the MC-21 program is making progress. The developers are optimistic about the project's success and have started production in advance. Work has commenced on the 14th aircraft (MC.0027), and components for the 13th aircraft (MC.0026) have already been manufactured. Obtaining the necessary approvals will accelerate the delivery of completed aircraft to customers.The start of PD-14 engine deliveries from the United Engine Corporation has been a significant milestone. Russia has been able to establish a full-cycle production of the MC-21 without the use of foreign components, despite the sanctions. Only a handful of nations, including the United States, possess such capabilities.Aircraft that had been previously built (ranging from MC.0001 to MC.0013) were used for testing. The facility is currently producing commercial units. Despite external pressure, the company highlights the significant achievement of developing the MC-21.In the meantime, the Russian specialists took into account the limitations of foreign tools and have created a more sophisticated variant. The primary benefit of the import-substituted drilling machines is their compactness and lightweight design, which is accomplished by using duralumin for the body, thereby reducing the tool's weight.The design has been simplified, and more powerful engines have been installed. The controlled supply of lubricating and chilling fluid is another innovation.Drilling holes in the wing-to-fuselage junction, one of the most intricate assembly areas, requires the use of SMAP devices. This task necessitates an instrument that is both compact and powerful.Drilling machines manufactured in Irkutsk are three times less expensive than their Western counterparts, and cutting instruments are half the price, all while maintaining a high level of quality.Regarding the superjet, Industry and Trade Minister Anton Alikhanov told reporters that the first flight of the fully localized Sukhoi Superjet 100 is scheduled for April. The minister also recalled that a Superjet equipped with the Russian PD-8 engine recently completed its flight."The Superjet has already flown with Russian engines, as you may have seen. A fully import-substituted version—with all domestic systems—is planned for April," Alikhanov said in response to journalists' questions.The Irkut Corporation has initiated mass production of the MC-21-300, a modern Russian medium-haul passenger jet, at its Irkutsk Aviation Plant (IAZ). The first serial aircraft (MC.0026) is currently in assembly, with section F2 being prepared for joining with F1 in Workshop No. 246. Work is also underway on the 14th airframe (MC.0027), signaling a ramp-up in production even as certification continues.A key milestone is the integration of Russian-made PD-14 engines (from United Engine Corporation, UEC), eliminating reliance on foreign components. This makes Russia one of the few nations capable of full-cycle aircraft production, alongside the U.S.The program has faced Western sanctions, but Irkut has developed domestic alternatives for critical tools, such as lightweight drilling machines for complex wing-fuselage assembly. These machines are three times cheaper than Western models while maintaining high precision.Sukhoi Superjet 100: Full Localization Nears CompletionParallel to the MC-21’s progress, Russia is finalizing the fully import-substituted Sukhoi Superjet 100 (SSJ-100). The aircraft recently completed a test flight with the Russian PD-8 engine (replacing the French-Russian SaM146) and is set for its first fully domestic flight in April 2024.Rostec CEO Sergey Chemezov confirmed that serial production of the localized SSJ-100 will begin in early 2026, with a target of 20+ aircraft per year. Currently, 13 MC-21s and 20 SSJ-100s are in various production stages.
Moscow. March 29. INTERFAX - The United Aircraft Corporation will increase the production of a number of aircraft systems for military needs this year, UAC CEO Vadim Badekha said.
"Our primary task is to increase the pace of construction of in-demand military products. First of all, this concerns the Su-34, Su-35, and Su-57 aircraft. For each of these types, we plan to increase production volumes this year. In order to ensure the creation of this equipment, we will continue to expand production," said Badekha, whose words were quoted by the Rostec press service on Saturday.
The state corporation reported that the first batch of Su-35 fighters this year has been delivered to the troops.
The Su-35 is a super-maneuverable multi-role fighter of the 4++ generation, designed to intercept and destroy all classes of air targets in long-range and close air combat.
The Su-57 was developed by Sukhoi (part of the UAC) and is manufactured at the Komsomolsk-on-Amur Aviation Plant (KnAAZ). It is a fifth-generation multirole fighter designed to destroy all types of air targets in long-range and close-range combat, and to defeat enemy ground and surface targets while penetrating air defense systems. Its first flight took place on January 29, 2010.
Объединенная авиастроительная корпорация нарастит в текущем году выпуск ряда авиационных комплексов для нужд военных, сообщил гендиректор ОАК Вадим Бадеха....
vpk.name
RIA Novosti: Designer Borisenko reduced the cost of production of the An-2 aircraft by a third
Aircraft designer from the Krasnodar Territory Sergei Borisenko reduced the cost of production of the An-2 light aircraft (maize-carrier) by a third by installing a helicopter engine on it. This was reported to RIA Novosti by the Federal Air Transport Agency.
The source of the news agency noted that the Russian designer and his colleagues had been trying to improve the An-2 for at least 10 years. In 2015, they presented the TR-301 aircraft - a "maize-carrier" without a lower wing. In 2017, Borisenko presented the TR-301TB aircraft - An-2 with a Czech turboprop engine M601. Now the "maize-carrier" has undergone a new modification.
"For the first time, we installed TV2-117 engines from the Mi-8 helicopter on the An-2 aircraft. The result is the TR-301/117 aircraft — like the An-3, TVS-2MS, An-2-100, but completely Russian and three times cheaper,” Borisenko was quoted as saying by Rosaviatsia.
The aircraft designer noted that the first flight of the new model will take place in a month or two. After that, the new “maize” aircraft will undergo tests and receive an airworthiness certificate.
It was previously reported that the Ural Civil Aviation Plant (UZGA) will receive another 10.4 billion rubles to finalize the design of the light multipurpose aircraft “Baikal”, which is to replace the Soviet An-2. The experimental design work under the contract should be completed by December 17, 2027.
РИА Новости: Конструктор Борисенко удешевил производство самолета Ан-2 втрое<br>Авиаконструктор из Краснодарского края Сергей Борисенко втрое удешевил производство легкомоторного самолета Ан-2 («кукурузник») благодаря установке на него вертолетного двигателя. Об этом РИА Новости рассказали в...
I do not know about the rocket beyond the news, in general terms these are only news,
I made this thread for news and then people can take specific news and comment.
Two advanced prototypes of the Il-114-300—one experienced with over 280 flight hours, the other fresh off the production line—took flight simultaneously, marking a key milestone for the Russian aviation industry. This aircraft, fully equipped with domestic systems, completed a flawless 30-minute maiden flight, testing its stability, controllability, and engine performance.Powered by the state-of-the-art TV7-117ST-01 engine (certified in 2022), the Il-114-300 is intended to replace aging regional aircraft such as the An-24 and ATR-42, while also being capable of operating on rugged Arctic runways. With series production imminent, this modern turboprop promises to improve air connectivity in Russia.
View: https://www.youtube.com/watch?v=L_e1-OO5Ovg
An-2 with nine engines - takeoff in just 7 seconds
When it comes to vertical takeoff aircraft, bulky military vehicles or futuristic drones most often come to mind. But one day at MAKS-2021, an equally curious aircraft appeared - TVS-2MS "Partizan", built on the basis of the famous An-2. This is not just an updated "maize", but a machine capable of taking off in 7 seconds with a run of 70 meters, and all thanks to nine engines, eight of which are electric and installed along the wing. Why such an approach? The answer lies in the tasks that the aircraft must solve in conditions where there are no strips or infrastructure, be it the wild taiga or a lost airfield.
The "Partizan" project was created not for the sake of show, but as a prototype of a future multi-purpose air transport, which can eventually replace even the Mi-8 helicopter. The TVS-2MS flight program is impressive: the aircraft literally hovers in the air and is capable of moving at minimal speed, ensuring control and safety during landings in difficult conditions. The Honeywell power plant, coupled with temporarily operating electric motors, makes the aircraft not only powerful, but also relatively light. A video on the YouTube channel "OKandrew Planespotting Channel" clearly shows how easy it is for such a glider to take off briefly.
Russian Aerospace Forces Receive First Batch of Su-35S Fighters in 2025
March 30th, 23:31
On March 29, 2025, PJSC United Aircraft Corporation (UAC, part of Rostec State Corporation) announced that it had delivered the first batch of new Su-35S multirole fighters to the Russian Aerospace Forces this year. The fighters underwent a full cycle of factory tests, were accepted by technical personnel and tested in various operating modes by pilots of the Russian Ministry of Defense. The aircraft flew to their home airfield.
One of the new Su-35S fighters delivered to the Russian Aerospace Forces in March 2025, built by the Komsomolsk-on-Amur Aviation Plant named after Yu.A. Gagarin (KnAAZ) PJSC United Aircraft Corporation (c) PJSC United Aircraft Corporation
"Our aircraft manufacturers are conscientiously fulfilling their obligations to supply new aircraft to the troops. We have delivered the first serial fighters this year. Today, new batches of aircraft systems are in varying degrees of readiness at the enterprises, which will be delivered within the framework of the state defense order this year. Pilots highly appreciate the characteristics of the Su-35S. The fighters are equipped with advanced weapons and long-range information and targeting systems. The aircraft is designed to gain air superiority, destroy ground and surface targets during the day and at night in simple and difficult weather conditions. At the same time, the machine is capable of operating at large distances from the airfield," said Vladimir Artyakov, First Deputy Director General of the Rostec State Corporation.
"Our primary task is to increase the pace of construction of in-demand military products. First of all, this concerns the Su-34, Su-35, and Su-57 aircraft. For each of these types, an increase in production volumes is planned for the current year. In order to ensure the creation of this equipment, we will continue to expand production," said UAC CEO Vadim Badekha.
The dynamics of production capacity utilization poses the manufacturer with the issue of upgrading the skills of existing employees and attracting new personnel in key blue-collar and engineering specialties. Commissioning of key technical re-equipment facilities to eliminate bottlenecks in the production cycle will allow further increasing the pace of production.
On the part of bmpd, we would like to point out that, thus, the Russian Aerospace Forces received the first batch of Su-35S fighters in 2025, manufactured by the Komsomolsk-on-Amur Aviation Plant named after Yuri Gagarin (KnAAZ) of the UAC. As usual, the number of aircraft delivered is not disclosed in UAC reports starting in 2022, and the tail numbers of the fighters are retouched in the official photos and videos distributed.
Earlier in 2024, KnAAZ delivered four batches of Su-35S fighters to the Russian Ministry of Defense, with a total estimated number of 15 aircraft. Presumably, the Su-35S fighters now delivered were manufactured under the additional (fifth) contract concluded by UAC for the delivery of Su-35S aircraft to the Russian Ministry of Defense. In total, taking into account previous contracts, the Russian Aerospace Forces received an estimated 135 serial Su-35S fighters from 2012 to the end of 2024.
ПАО Объединенная авиастроительная корпорация (ОАК, входит в Госкорпорацию Ростех) 29 марта 2025 года сообщило, что передало ВКС Российской Федерации первую в этом году партию новых многофункциональных истребителей Су-35С. Истребители прошли полный цикл заводских испытаний, были…
Following the dissolution of the Soviet Union in 1991, Russia and former Soviet states faced a rapid decline in the production of piston aircraft engines. The M-14 engine, a Soviet-era workhorse developed by Ukraine’s Ivchenko Design Bureau and produced by Russia’s Voronezh Mechanical Plant, saw its manufacturing grind to a halt by the mid-1990s. Modified versions like the M-14P and M-14X emerged but failed to meet modern aviation demands. This left light Russian aircraft and UAV manufacturers heavily reliant on foreign engines, particularly Austria’s Rotax (owned by Canada’s Bombardier), which dominated the market due to their reliability and fuel efficiency.By the 2010s, up to 90% of Russia’s light aircraft and UAVs relied on imported engines, with Rotax alone accounting for half of them. The Turkish Bayraktar TB2 drone, a game-changer in modern warfare, also used Rotax engines—until Canada cut off supplies due to their use in the Nagorno-Karabakh conflict. This dependency exposed a critical vulnerability for Russia, especially as geopolitical tensions escalated.In 2013, Russia launched a state-backed initiative to revive domestic engine production. The Agat plant in Yaroslavl, traditionally a supplier of aircraft components, was tasked with developing new piston aircraft engines (PAEs). By 2015, they unveiled two engines at the MAKS airshowD-1400 ("Agat-B1") – A high-power model targeting Rotax’s market share.APD-110/120 ("Agat-B") – A horizontally opposed-cylinder engine (similar to Ural motorcycle engines) designed for UAVs and light aircraft.These engines were fully Russian-made, avoiding foreign components, and featured innovations like turbocharging, liquid/air hybrid cooling, and distributed fuel injection. The APD-110/120V (latest variant) was positioned as a Rotax 914 replacement, with 140 hp and the ability to operate in extreme temperatures (-50°C to +50°C).Beyond Agat, Russia established a new design bureau at Samara State University to focus on compact gas turbine and piston engines (150–300 kgf thrust). The goal was to create a unified gas generator that could power multiple aircraft types, improving efficiency over existing models like the PD-14.Western sanctions forced Russia to accelerate import substitution:The Orion UAV, initially using the Rotax 914, switched to the APD-110/120.The Forpost drone (originally Israeli-designed with Australian Jabiru 2200 engines) was completely Russified.The Orlan-10, however, still runs on a Japanese Saito engine, while the Korsar UAV (initially Italian-powered) awaits a Russian replacement.Despite progress, Russia still depends on foreign engines for critical military drones:Chinese Limbach L-550E engines power the Garpiya-A1 attack drone (over 2,500 produced since 2023).Iranian Shahed drones (rebranded as Geran) use simplified engines to boost production, while the Shahed-238 introduces a turbofan variant for higher speeds.The Moscow Aviation Institute (MAI) developed a universal electric motor for drones, achieving 12–16 kW power with mostly Russian components. While promising, it still lags behind Chinese competitors in cost and scalability.#rotax#UAVEngine#RussianUAV
After 1991, there were no enterprises left in the post-Soviet space that were engaged in the production of piston aircraft engines for UAVs, light aircraft, aircraft, motor gliders. Large industrial organizations considered this a burden for themselves. True, there was an M-14 engine, produced by the Voronezh Mechanical Plant. However, since 1994, the production of the unit has actually ceased. Although then for several years its modifications M-14P, M-14X, as well as an improved version M9F were individually produced.
Already in 2015, at the MAKS exhibition, the company presented its new developments - a pair of gasoline piston engines for light aircraft and UAVs. We are talking about the PD-1400 (“Agat-B1”) and APD-110/120 (“Agat-B”) units, designed to eliminate the “dominance” of Rotaxes on the Russian market. NAMI and the GRAT Scientific Center took part in the creation of the engines.
The aircraft engines presented by the plant are not some kind of licensed copy, but completely Russian products, in which there are no imported components. It is curious: the engines are opposite, i.e. the cylinders are located horizontally and the pistons move towards each other, as in a motorcycle "Ural" or "Subaru" cars.
Engine "Agat-B" (APD-110/120)
It is distinguished by a mixed cooling system: for the cylinder head it is liquid, for the cylinder jackets it is air. The engine with distributed injection is equipped with a compressor with a turbine and a built-in gearbox. The lubrication system has an external reservoir and a “dry” sump. Technical characteristics of the latest modification - four-cylinder model APD-110/120V:
volume - 1,76 l take-off power (long-term) – 140 (130) “horses” fuel consumption – 280 g/l. s.*h length, width, height - 69,9, 69,1 and 71,3 cm weight – 105 kg without technical fluids
AI-95 “Premium” gasoline is required as fuel. The motor is designed for operation in the temperature range from -50° to +50°. The Rybinsk Scientific Center “Itlan” took part in the development of the engine: “Agat” was engaged in the production of parts.
The TV7-117ST-01, a member of the Klimov TV7-117 turboprop and turboshaft engine series, has proven its reliability during flight tests for the Ilyushin Il-114-300 regional aircraft. Developed by JSC Klimov in Russia, the TV7-117 family traces its origins to the modernization of Soviet-era engines, with a focus on improving fuel efficiency, service life, and operational dependability. Certified in 1997, the engine features a modular design with nine replaceable sections, significantly reducing maintenance costs and downtime. Its electronic-hydromechanical control system (later upgraded to Full Authority Digital Engine Control, or FADEC) ensures precise and efficient operation.The TV7-117S variant was initially designed for the Il-114 before being adapted for newer aircraft like the Il-112 and Il-114-300. Meanwhile, the TV7-117V turboshaft variant powers helicopters such as the Mil Mi-38, while the TV7-117VK supports military helicopters like the Mi-28 and Ka-50/52. Additionally, marine and industrial applications utilize modified versions of these engines. Production is carried out across multiple Russian facilities, including Klimov JSC (St. Petersburg), Chernyshev JSC (Moscow), and Baranov JSC (Omsk).The TV7-117ST-01, certified in December 2022, is a next-generation turboprop optimized for the Il-114-300, featuring FADEC (BARK-65SM), an upgraded AB112-114 propeller, and improved fuel efficiency. Flight tests have been approved for altitudes up to 7,600 meters, with pre-production engines already allocated for further development. Another variant, the TV7-117ST-02, is being tested for the TVRS-44 Ladoga regional aircraft.In helicopter applications, the TV7-117V has demonstrated exceptional performance, notably in the Mi-38, which completed a 6,500 km flight from Kazan to Magadan in -40°C conditions. The TV7-117VK, tailored for combat helicopters, enhances the capabilities of the Mi-28 and Ka-52.Comparison with Western CounterpartsThe TV7-117 series competes with Western engines such as Pratt & Whitney Canada’s PW100 (used in the ATR 42/72 and Bombardier Dash 8) and Honeywell’s TPE331 (found in the Dornier 228 and Beechcraft King Air). For helicopters, the Safran Ardiden 3G (powering the HAL Dhruv and Airbus H175) and General Electric’s T700 (used in the UH-60 Black Hawk and AH-64 Apache) serve as direct counterparts to the TV7-117V/VK.While Russian and Western engines share modular construction, FADEC systems, and high power-to-weight ratios, Western engines benefit from broader global certification and market integration, whereas the TV7-117 family primarily serves Russian-made aircraft and helicopters. Nevertheless, the TV7-117’s proven reliability, adaptability, and ongoing upgrades ensure its continued role in both civilian and military aviation.
The second prototype Il-114-300 of new construction
March 31st, 22:50
As reported by PJSC United Aircraft Corporation (UAC - part of the Rostec State Corporation), on March 30, 2025, the third prototype Il-114-300 (OP-3, serial number 1001, registration number 54116), which is also the second aircraft of this type of new construction, made its maiden flight from the airfield of PJSC UAC branch - Lukhovitsky Aviation Plant (LAZ) named after P.A. Voronin.
The first flight of the third prototype Il-114-300 (OP-3, serial number 1001, registration number 54116), which is also the second aircraft of this type of new construction of PJSC UAC branch - Lukhovitsky Aviation Plant (LAZ) named after P.A. Voronina. Lukhovitsy, 30.03.2025 (c) PJSC United Aircraft Corporation
According to the UAC press release, two prototype aircraft took off on March 30. The second prototype (the first Il-114-300 aircraft of the new construction - OP-2, serial number 01-10, registration number 54115), which was first taken off a year ago and which is undergoing a certification test program, made its 100th flight on March 30, 2025 and spent a total of more than 280 hours in the sky.
The newly built OP-3 aircraft (serial number 1001, registration number 54116) was piloted by the crew of PJSC Il, consisting of the commander, test pilot Alexey Gazdiev, Hero of Russia, test pilot Mikhail Kondratenko, and flight test engineer Maxim Belin. During the first flight, the stability and controllability of the aircraft, as well as the stability of all systems and equipment, a significant part of which is supplied by enterprises of the Rostec State Corporation, were tested.
The first flight of the newly built OP-3 aircraft lasted 30 minutes. According to the task, the aircraft performed a paired pass over the runway at an altitude of 100 meters. Following the results, the crew commander reported that the task was completed in full, there were no comments on the operation of the equipment.
“Today we lifted another experimental Il-114-300 into the sky. This is not only the merit of the team of PJSC Il and the manufacturer, but also of the broad cooperation that ensures the development and supply of components. Currently, the second prototype aircraft performs flights almost daily under the program of additional certification tests. The addition of another machine will allow us to complete the required volume of testing work and certify the aircraft within the stated time frame. The supply of serial aircraft to operators will begin next year, in strict accordance with contractual obligations," said Daniil Brenerman, Managing Director of PJSC Il, commenting on the flight.
The regional aircraft is being created on the instructions of the President of Russia to solve the problems of ensuring the country's transport connectivity. The program for the modernization and resumption of serial production of the Il-114-300 is being implemented with the support of the Ministry of Industry and Trade of Russia.
"The successful flight of the third prototype Il-114-300 is another step towards certification. Adding the aircraft to the test program will speed up the process and allow all necessary procedures to be completed on time,” said Gennady Abramenkov, Deputy Minister of Industry and Trade of the Russian Federation.
The Il-114-300 aircraft consists of Russian units and systems and is equipped with domestic TV7-117ST-01 engines manufactured by the St. Petersburg enterprise UEC-Klimov (part of UEC of the Rostec State Corporation). The power plant was certified in December 2022 and surpasses foreign analogues in technical characteristics. It has increased power in takeoff mode and includes a new AV112-114 propeller with an increased thrust of 4 tons.
The new regional Il-114-300 has improved flight performance, increased use of composite materials, and a new digital flight and navigation system. Almost all the main systems on the aircraft have been improved, special attention was paid to improving the ergonomics of the cockpit.
On behalf of bmpd, we would like to remind you that work on resuming production of the Il-114 aircraft in the modernized form of the Il-114-300 has been underway at UAC since 2014. The regional turboprop passenger aircraft Il-114-300 should have a flight range of up to 4800 km with a load of 1000 kg and 3250 km with 1000 kg, with a maximum fuel reserve of up to 5600 km. Hourly fuel consumption during flight with a maximum fuel reserve will be 550 kg/h. The Il-114 aircraft is designed to carry up to 64-68 passengers. Its power plant consists of two TV7-117ST-01 turboprop engines with a capacity of 2500 hp each. The maximum takeoff weight is 23.5 tons; maximum commercial load weight - 6,500 kg (with maximum fuel reserve, the commercial load is up to 1,500 kg). Cruising speed - 500 km/h; cruising altitude 7,600 m; takeoff/landing distances 1,350/1,350 m.
Initially, it was planned to resume production of the Il-114 at the Nizhny Novgorod Aviation Plant "Sokol" with deliveries starting in 2018. Then, as a production site
LAZ in Lukhovitsy near Moscow was chosen, and in 2017, UAC announced plans to begin production at LAZ and serial deliveries of the Il-114-300 in 2021 and to reach the design capacity of 12 aircraft per year there already in 2022. At the MAKS-2017 air show, the State Transport Leasing Company (GTLK) signed an agreement of intent with UAC to purchase 50 Il-114-300 aircraft, with the first three to be delivered in 2020. In 2021, UAC announced its intention to certify the Il-114-300 by the fall of 2023 and begin its serial production at a rate of 12 aircraft per year from 2025. In reality, the program has turned into a long-term construction project with unclear prospects, which is aggravated by the problematic TV7-117ST series engine. The first prototype of the Il-114-300 (OP-1, registration number 54114) was a converted production Il-114 aircraft with factory number 1033830030 and serial number 01-08, built in 1994 by the Tashkent Aviation Production Association named after V.P. Chkalov (the aircraft previously had registration number RA-91002), which had been stored in Zhukovsky since 2000. Since 2016, the aircraft was converted in the hangar of the PJSC Il branch in Zhukovsky into a prototype of the Il-114-300, receiving, in particular, new TV7-117ST-01 engines and new onboard equipment, including the TsNPK-114M2 digital navigation and flight complex, and made its first flight in Zhukovsky on December 16, 2020. However, in August 2021, the tests were suspended due to the crash of the prototype Il-112V military transport aircraft, equipped with the same TV7-117ST engines developed by UEC-Klimov.
Flight tests under the Il-114-300 program were resumed only on March 31, 2024, with the first flight in Lukhovitsy of the first Il-114-300 prototype aircraft (OP-2, serial number 01-10, registration number 54115) of a new build manufactured at LAZ. The construction of this aircraft has been underway since 2018, the center section for the aircraft was manufactured at the VASO plant in Voronezh and delivered to Lukhovitsy in September 2019. The OP-2 prototype was rolled out to LAZ in May 2023, but underwent ground tests for more than 10 months.
Now, LAZ has completed the production of the third flight prototype of the Il-114-300 (the second completely new build) - the OP-3 aircraft with serial number 1001 and registration number 54116, which was under construction since 2022. It was rolled out back in June 2023, but made its first flight only on March 30, 2025.
It is reported that in 2022, the first six serial Il-114-300 aircraft with serial numbers from 1002 to 1007 were laid down at LAZ.
The Il-114-300 construction program provides for the production of a number of the most important elements of the aircraft airframe at VASO, including the wing and tail unit with mechanization, engine nacelles, etc. In general, within the framework of the cooperation, PJSC VASO will manufacture 42% of the airframe units of the Il-114-300 aircraft. The panels for the Il-114-300 fuselage are manufactured at the Ulyanovsk aircraft plant "Aviastar". The Nizhny Novgorod aircraft plant (NAZ) "Sokol" is assigned the production of the Il-114-300 fuselage panels manufactured in Ulyanovsk. NAZ will be responsible for the production of about 40% of the units and components of the Il-114-300 aircraft.
At the end of December 2022, Rosaviatsia issued a type certificate for the TV7-117ST-01 turboprop engine, which is now supposedly considered "ready".
The first flight of the third prototype Il-114-300 (OP-3, serial number 1001, registration number 54116), which is also the second aircraft of this type newly built by the branch of PJSC "UAC" - Lukhovitsky Aviation Plant (LAZ) named after P.A. Voronin. Lukhovitsy, 30.03.2025 (c) PJSC United Aircraft Corporation
Как сообщило ПАО Объединенная авиастроительная корпорация (ОАК - входит в Госкорпорацию Ростех), 30 марта 2025 года с аэродрома филиала ПАО ОАК - Луховицкого авиационного завода (ЛАЗ) имени П.А. Воронина совершил первый полет третий опытный самолет Ил-114-300 (ОП-3,…
The Tatarstan business resource BUSINESS Online published an article by Timur Latypov entitled "On the verge of an adventure? Kazan Helicopters is restarting Ansat as early as 2025 and making the first batch of Mi-34s", which reports on the extensive plans of Kazan Helicopters JSC (KVZ, part of Russian Helicopters JSC of the Rostec State Corporation) for 2025, including the construction of nine serial Mi-38 helicopters and the start of serial production of an "import-substituted" version of the Ansat helicopter and another updated version of the light Mi-34 helicopter. Given the numerous problems with these helicopters, as well as the uncertainty surrounding the serial production of engines for them, it is not surprising that even the author of this article calls these intentions of Kazan Helicopters "adventurous".
Assembly of the Ansat helicopter at the Kazan Helicopter Plant (KVZ) of the Russian Helicopters holding company (c) BUSINESS Online
The Kazan plant is quietly making progress in terms of helicopter types. The main problem area is the new engines
After an almost 10-year break, KVZ is once again becoming a showcase of Tatarstan's achievements. As it turns out, the plant not only carried out a large-scale (estimated at 25 billion rubles) modernization, but has already planned its continuation - for about 15 billion. "Something incredible," some experts admire the transformation of the enterprise, and others say the same thing, but in the opposite tone - so ambiguous are KVZ's plans for the production of helicopters, primarily the Mi-34. BUSINESS Online looked into the insider news from the workshops.
KVZ wants to build another plant
The recent conversation between Russian President Vladimir Putin and Tatarstan Rais Rustam Minnikhanov about the plant's prospects turned out to be unexpectedly substantive for a standard report on the republic's economic development.
— KVZ has carried out major modernization: a machining center, an assembly center, and, most importantly, an educational center, — Minnikhanov said.
— The revenue is good — almost 60 billion rubles, — Putin noted.
— Yes. The most important thing is that now the Ansat already has a Russian VK-650 engine. The Mi-38 is new, more than the Mi-8.
— With high speeds.
— Yes, and its speed is over 300. And the Mi-34, also a Robinson type, is also a very good machine.
Judging by the information from BUSINESS Online sources in the aviation industry, Rustam Nurgalievich had a lot to talk about in detail. It is common knowledge that new final assembly shops, a flight test complex (FTC) and a production and training center have started operating, but, according to our sources, there is an important clarification: a new production system is being implemented. There was a post method, when a helicopter is assembled in one area with a change of assembly teams depending on the operation being performed. Instead, there is flow production, when the product moves through assembly areas. Each type of helicopter has its own line.
Machining has been radically transformed - more than 200 machining complexes have been purchased (in addition to the fifty already available). Commissioning is currently underway. It is noteworthy that machining will work not only at KVZ, but also at all enterprises of Russian Helicopters (VR).
“Mechanics were a sore point,” says the source. “It was because of them that we were behind schedule, sometimes for several months. Now there will be no problems for Kazan, Kumertau, Arsenyev or Perm." He believes that centralization is justified: "If these machines were scattered across factories, there would be no effect."
According to known data, the modernization cost 25 billion rubles. Interestingly, according to the source, today a decision has been made to continue it, at least in the form of one additional production - products from composite materials. Our interlocutors indicate that the cost of the project is approximately 15 billion rubles. "BUSINESS Online" asked BP to comment on this and other information from sources, but at the time of publication of the article had not received a response.
"The new mechanical production is something incredible," Alexander Lavrentyev, former (in 1984-2007) general director of Kazan Helicopters, president of the association of enterprises and industrialists of the Republic of Tatarstan, assessed the transformation of the plant in a conversation with "BUSINESS Online". - On the other hand, this is how it should be. When the plant bought Japanese machining complexes in 2010, it immediately closed two mechanical shops with conventional machines, turners, grinders, milling machine operators - they were no longer needed. This is what labor productivity is. The West is moving forward by leaps and bounds because it is updating its machine tools, while 60 percent of ours are 20 years old. And a composite plant is needed, no question. We dreamed about it at one time, but our finances did not allow it. I think the plant will be two heads ahead compared to others."
The most expensive helicopter of KVZ
Finally, information is appearing on one of the long-term construction projects of the Russian aviation industry - the Mi-38. Let us recall that work on it began in 1988, the first flight took place in 2003, and in its current form (with Russian engines instead of Canadian ones), the machine took off in 2013. Together with the prototypes, 16 helicopters were produced, of which 11 are flying (including those of the Ministry of Defense and the F
CO), but operational details are not disclosed.
According to the source, the plan for 2025 is to produce 9 Mi-38 at once - KVZ has never produced so many helicopters of this type in a year. According to our interlocutor, this is a renewal of the contract with the Russian Emergencies Ministry. The agreement for 14.7 billion rubles was signed in July 2021. The ministry was supposed to receive the launch vehicle in 2023, the rest - in 2024, but the contract was suspended after the crash of the experimental Il-112 transport aircraft in August of the same year. The cause of the crash was an engine fire, and the Il-112 had the same engine as the Mi-38 - the TV7-117V aircraft version.
This engine immediately gained a reputation for being problematic, but it is believed that today the childhood illnesses of all its modifications have been eliminated. This should be evidenced by the dispatch of two Mi-38s in May 2024 for lead operation to the Aviation of Kolyma airline, the resumption of tests in March of the same year under the Il-114-300 program (the aircraft is equipped with the TV7-117ST-01) and the first flight of the next experimental Il on March 30, 2025.
The main work on the TV7-117V is now related to confirming the engine's service life, the source says. Tests were conducted in 2024–2025, according to the results of which it is planned to increase the service life from 360 hours to 775, and in the future the task is to ensure a service life of 2,140 hours. "The release of the TV7-117V version is now a priority," Oleg Panteleev, executive director of the industry agency AviaPort, outlined the situation in an interview with BUSINESS Online. — While other versions (for the Il-114-300 and TVRS-44) are only in demand for R&D work, the helicopter engine is already in serial production. The UEC enterprises involved in the cooperation have partially completed and continue technical re-equipment for a large series, including a helicopter and two aircraft versions."
Be that as it may, the Mi-38 is still a new (and rather raw) helicopter; it has yet to fully enter the market.
It is worth noting the specifics of the Mi-38 for the Ministry of Emergency Situations. It was reported that the Mi-38PS (search and rescue) has an increased flight range and a significant amount of special equipment (and therefore an increased takeoff weight), the ability to land on icebreakers, transport the sick and injured, and land rescuers non-stop and by parachute. The Ministry of Emergency Situations planned to use the Mi-38PS in the Arctic zone and the waters of the Northern Sea Route. The above-mentioned nine should form aviation links at five points, and later along the entire length of the NSR, i.e. the purchase of Mi-38 will continue (according to sources, so far we are talking about 25 machines). Considering the importance attached to the military and other presence in the Arctic, the production program of KVZ for Mi-38 is at the forefront.
It should be noted that Mi-38 is the most expensive product of KVZ: more than 1.5 billion rubles per machine, while the most advanced Mi-8 costs 3 times less.
When the new Ansat will take off
A fair amount of sensationalism is present in the source's message regarding the Ansat program. The first flight of the helicopter, consisting only of Russian components, is scheduled for early summer, but the main thing is that the production plan for 2025 is three Ansats.
Let us recall that in March 2022, Pratt & Whitney Canada stopped supplying PW207K engines to Russia, which were chosen for the Ansat at the time. Instead, it was decided to install VK-650V engines developed by UEC-Klimov. All other imported components of the helicopter are also being replaced with domestic ones. According to known information, the concept of maximum use of existing Russian products was chosen to speed up the process. In parallel, a search is underway for partners capable of creating analogues of foreign components. There were no analogues for such key components as the engine, control system elements, and autopilot servos. Much has changed seriously in the helicopter, some beyond recognition, which, by the way, also affected the appearance.
No matter how you look at it, this is a rebirth for the Ansat program, and it depends primarily on the engines. And there is something to express concern about here. The creation of a domestic engine for the Ansat has been discussed for over 20 years, there were real projects, but for some reason they were not given a go, and today they declare the readiness of the VK-650V, which began to be created only in 2019 (the type certificate was issued on February 7, 2025).
The design resource of the VK-650V, like the PW207K, is 3 thousand hours, but it will be developed in stages. Now the designated resource is 74.5 hours. Estimates of the engine from sources in the industry vary radically: from "very successful" to "requires a complete redesign." Only flight tests and operation will show who is right. Ansat with VK-650V at the Flight Testing Center since the end of 2024, and rumors every now and then predict the first flight "any minute now", but, as one of the sources says, "there is still no permission to fly." He attributes this to the claims of the Central Institute of Aviation Engines.
In any case, the Ansat with a new engine will not take place today or tomorrow, and there will be less trust in it than in its brothers with the PW207K, and the engine's maturation period will be difficult for KVZ. "Yes,
right now they will be able to make 20-30 engines, but a full-scale series is still a long way off,” the source is sure. And at the same time, as our interlocutor points out, there will be a queue for the VK-650V. This engine will also be installed on the Ka-226 (instead of the French Arrius 2G1), which is planned to be manufactured at the Ulan-Ude Aircraft Plant. But the second main consumer of the VK-650V is not it, but the Kazan project of the light Mi-34.
Mi-34: why shouldn't helicopter manufacturers consult with helicopter pilots?
Regarding the Mi-34, our source already gives quite sensational information: the 2025 plan is 15 helicopters. This is despite the fact that the decision to build this type at the Kazan Helicopter Plant was made only at the beginning of the summer of 2024.
It is important to remember that the development of the Mi-34 began in 1980 with the M-14V-26 piston engine. The first flight took place in November 1986, but everything was ruined by the collapse of the USSR. Testing was resumed at the end of 1992, and the Mi-34 received a certificate in 1995. It was planned to produce 400 machines in 1992–2000 (with a projected need of 2,000), but only 30 were manufactured. The machine was remembered in the early 2010s, but the project was closed in 2012, largely due to the lack of a good domestic engine.
Now the project has been revived. The Mi-34 is seen as a replacement for the American Robinson (piston R44 and gas turbine R66, there are about 600 of them in the Russian Federation) that is widespread in Russia — the most popular family of general-purpose helicopters in the world. Under sanctions, Robinsons flying to Russia have problems with maintenance and repair. Yes, Russia has developed gray schemes for the supply of spare parts and used helicopters, but it is becoming increasingly difficult to service the fleet. “Anyone whose engine resource has expired is forced not even to repair it at an exorbitant price, but to buy it through third parties,” Magomed Zakarzhaev, an adviser to the general director of the Kazan Aviation Enterprise (before sanctions, an authorized service center for Robinson Helicopter Company, Bell Helicopter Textron), gave an example in an interview with BUSINESS Online. Given the power of the VK-650, it is planned to create several modifications of the Mi-34 - with a takeoff weight from 1.5 tons to 2.1 tons and a capacity of 3 to 6 passengers (plus one pilot). In short, it turns out to be a completely new helicopter, but it seems that BP has decided to go the route of additional certification to speed up the process, as if it were a modernization of the classic Mi-34. According to the source, approval of the main change is expected to be received at the end of August. So far, one modification is planned - a four-seat (Mi-34M1), and a five-seat Mi-34M2 is under development. According to our interlocutor, it was possible to achieve a cost price comparable to the Robinson R66. A new R66 costs $1.34 million, a used one - $300-600 thousand, and a used R44 can be bought for $180 thousand. "But of course, we don't have Robinson yet," the source admitted. "Now they will roll out these 15 machines and see what happens." Will KVZ be able to pull off such a solid batch of completely new helicopters? According to the source, all contracts for the equipment have been concluded. Yes, there are nuances, but this is a normal situation. According to another of our interlocutors, the expectations are too optimistic, bordering on adventurous: he is sure that it will be possible to organize serial production of, for example, the rotor swash plate and other necessary units no earlier than 2027. It is interesting that the Mi-34 simulator has already been ordered, it will be installed at Kazan Helicopters.
“They will definitely be interested in the Mi-34,” Zakarzhaev is sure. “But a lot depends on what resources are assigned. The helicopter is new, they will initially be small. Under what conditions will they be extended - for money or automatically? It’s a pity that there is almost no information about the Mi-34. Manufacturers should still consult with potential consumers, but I have not yet heard of Kazan Helicopters collecting future buyers. We could have some wishes that can be taken into account immediately and then not suffer, as was the case with the same Ansat... The Kazan aviation enterprise is ready to act as a base for operational tests. Firstly, the plant is nearby. Secondly, we patrol oil and gas pipelines, and the Mi-34 could be ideal for this role. True, drones are hot on their heels, but it is not yet clear how far this unmanned approach will go."
What does all this mean?
Kazan has long been talking about the fact that for the sustainability of KVZ, a wide model range is needed so that one type could replace another that is no longer in demand. For example, the Mi-38 was seen as an expensive one-off helicopter, the sales of which would allow the plant to wait out the disruptions in demand for mass-produced machines.
And now the range is formed: Mi-8, Ansat, Mi-38, Mi-34 - no one else has such a variety. On the other hand, this will seriously complicate the plant's life. If earlier the Kazan people had one machine that was well-developed in production - the Mi-8 - and one that was developed quite well - the Ansat in its original form, now the enterprise receives in addition to the "eight" three new, as we found out, types, that is, four almost non-intersecting nomenclature of components. And in post-Soviet times, purchased products, i.e. cooperation between
Татарстанский деловой ресурс БИЗНЕС Online опубликовал материал Тимура Латыпова На грани авантюры? КВЗ перезапускает Ансат уже в 2025-м и делает первую партию Ми-34, в котором сообщается об обширных планах АО Казанский вертолётный завод (КВЗ,…
Behind the simple stories of United Engine Corporation’s (ODK) designers lie emotions, perseverance, and daily hard work, thanks to which Russia is among the top five countries with full-cycle technology for developing and producing gas turbine engines.
The history of the PD-8 is a race against time, when designers had to create a new, efficient and technologically advanced engine in an extremely short time - the new heart of the new Superjet. In this video, we will find out if they succeeded and learn what makes the PD-8 one of the most interesting modern Russian engines.The PD-8 (Prospective Engine with 8 tf thrust) is an aircraft jet engine created by the Russian United Engine Corporation for the SJ-100 regional airliner (former SSJ-100). The project was initiated in 2019 and is being implemented by UEC Saturn.The PD-8 is to replace the SaM-146, a joint project of Saturn and Snecma, previously used on the SSJ-100. It has many common features with its predecessor, but, unlike it, all components of the PD-8 are manufactured in Russia. Also, the use of the latest technologies and solutions, including those developed during the creation of the PD-14 engine from the MC-21 airliner, made it possible to create a more efficient and modern design.On March 17, 2025, the PD-8 was first used as a cruise power plant of the SJ-100 airliner during the first joint test flight. Certification of the engine and aircraft and the start of their serial production are expected in the near future.After the implementation of the PD-8/SJ-100 program, the engine may have other modifications that can become power plants for the Be-200 and Il-112 aircraft, as well as, in a turboshaft version, the Mi-26 helicopter.
Russia is pushing to modernize its aviation sector with the upgraded Tupolev Tu-214, now testing Russian-made systems in a newly converted "flying laboratory." The aircraft recently completed its first successful flight, marking a key step in replacing foreign components. However, factory upgrades, leadership shake-ups, and missed deadlines cast uncertainty over mass production. With airlines like S7 and Yakutia waiting for deliveries, will Russia’s aviation independence plan take off—or stay grounded?
NAZ Sokol continues preparations for participation in cooperation to create the MS-21 aircraft In February 2025, NAZ Sokol began installing the first domestic automatic riveting complex.The riveting machine is high-tech equipment designed to improve the accuracy and speed of riveting operations. Its implementation will significantly reduce production time, improve assembly quality and reduce dependence on foreign technologies.To ensure successful installation of the equipment, the chief engineer service of NAZ Sokol carried out a major overhaul of the section in the unit assembly shop.In addition, specialists organized the installation of a high-quality foundation, which will ensure the stability and durability of the riveting machine.Currently, the riveting machine's track system is being installed, which is a key element of its design.The track system ensures precise movement of equipment along the assembly line, which is especially important for working with large-sized aircraft components.The main objective of the new equipment is to replace manual riveting with automatic riveting and minimize the influence of the human factor, ensure high quality of work, high repeatability and uniform distribution of load along the entire riveted joint. All this will allow the technological parameters to always be within tolerance.In addition, the use of domestic equipment will reduce the costs of imported technologies and increase the competitiveness of products.It is expected that the installation of the automatic riveting complex will be completed by the end of November 2025. After that, commissioning work and personnel training will begin.
На НАЗ «Сокол» продолжается подготовка к участию в кооперации по созданию самолета МС-21 ✈️ В феврале 2025 года на НАЗ «Сокол» начался монтаж первого отечественного комплекса автоматической клепки. Клепальный автомат представляет собой высокотехнологичное оборудование, предназначенное для...
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The manufacturer of Su-30 fighters and MS-21 airliners is completing the construction of a new flight test complex
The new building of the Irkutsk aircraft plant will house an administrative and amenity building, a parking and repair bays
The Irkutsk aircraft plant is completing the construction of a new garage complex for the flight test department and the reconstruction of the production building. This was reported by the Telegram channel "Notes of aircraft builders".
Irkutsk aircraft plant
The garage complex is a two-story building with an area of almost 4,000 m². The building will house an administrative and amenity building, a repair and parking bays. The expected completion date for the facility is early May.
The parking bay has 12 large gates for the convenience of entering and exiting vehicles. The premises will also house machines used for treating aircraft with anti-icing agents, maintaining the airfield area, starting aircraft engines and other special equipment
The repair bay, designed for repair and maintenance of special equipment of shop 216, is equipped with inspection pits, a crane beam and an assembly area.
Currently, the aircraft plant produces Su-30 fighters, new-generation Yak-130 combat training aircraft and is working on creating the MS-21 airliner.
Earlier, www1.ru reported that a unified system for servicing the Baikal, Osvey and Ladoga aircraft will appear in Russia.
На Иркутском авиационном заводе завершается возведение нового гаражного комплекса для летно-испытательного подразделения и реконструкция производственного корпуса. Об этом сообщил Telegram-канал «Заметки авиастроителей». Иркутский авиазавод Изображение Яковлев Гаражный комплекс представляет собой
The United Engine Corporation (UEC) has made a significant stride in the development of its PD-35 engine, a high-thrust turbofan engine designed for long-haul passenger and heavy transport aircraft. The engine has successfully achieved its target thrust of 35 tons during initial testing, surpassing its previous record of 30 tons. This breakthrough marks a crucial milestone for Russia's aviation industry, as the PD-35 is poised to become the most powerful engine ever produced domestically.The PD-35 boasts several innovative features, including advanced materials, efficient aerodynamics, and a robust design. It is expected to offer superior fuel efficiency, reduced maintenance costs, and enhanced performance compared to existing engines in its class. The engine's versatility allows for its integration into various aircraft platforms, making it a valuable asset for both domestic and international aviation markets.As the PD-35 continues its development and testing phases, it holds the potential to revolutionize the aviation industry. Its successful deployment could significantly bolster Russia's aerospace capabilities and position the country as a global leader in engine technology.
Russia is racing to replace its aging Soviet-era fleet, and the newly certified Il-76TD-90A is at the center of its strategy. But with foreign buyers demanding modern paperwork, is this about economics… or circumventing sanctions? We break down how this move fits into Russia’s aviation crisis, why it clashes with international standards, and whether the world will trust a ‘reborn’ Cold War cargo plane.
Russia’s aviation industry is making HUGE leaps! The new PD-14 turbofan engine, powering the MC-21 airliner, is a MASSIVE upgrade over the Soviet-era Tu-154M’s powerplants—slashing fuel burn by 50% while boosting performance. But HOW?In this video, we break down: Fuel Efficiency Showdown: Why the PD-14 burns just 2,500 kg/hour vs. the Tu-154M’s 6,000 kg/hour—and what that means for airlines. Weight & Materials: Titanium blades, composites, and modern aerodynamics vs. the Tu-154M’s heavy aluminum design. Noise & Pollution: How the PD-14 meets strict 2020s environmental standards (unlike the deafening Tu-154M). Russia’s $155M Upgrade Plan: New combustion tech, lighter parts, and why this engine matters for breaking Western dominance. BONUS: We compare the MC-21’s next-gen wing design to the Tu-154M’s outdated layout—and why this is a game-changer for Russian aviation. Drop a comment: Do you think the PD-14 can compete with Pratt & Whitney or CFM engines? Let’s debate!
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REVIVAL OF THE TU-214
“Every week dozens of machines are brought in”: the Ministry of Industry and Trade has once again given hope for the speedy serial production of Kazan “tuškas”
We tell you what is known about the import substitution of the Tu-214 and the equipment of KAZ
Source: UAC
Nine components of the Tu-214 have already been import-substituted. This was stated by Deputy Head of the Ministry of Industry and Trade Gennady Abramenkov at an extended meeting of the Federation Council Committee on Economic Policy.
“Certification is also currently underway under the Tu-214 program, the aircraft flies regularly.. We fly 46 systems in the flight laboratory. In parallel with this, we are preparing serial production,” Abramenkov said.
At the same time, the deputy head noted that "quite significant capital investments" have already been made in the Kazan Aviation Plant (KAZ). According to him, tens of thousands of square meters of space are currently being leased for production. The ministry is monitoring the equipment with metal-cutting equipment.
"Every week, dozens of machines are now being delivered, commissioning is being carried out. More than 50 new machines have already been installed. This happened literally in March. By the end of the year, we plan to completely re-equip the Kazan site for mechanical processing," Abramenkov explained.
Abramenkov added that the work on KAZ is significant for the entire aviation industry. Thanks to its re-equipment, as the deputy head of the Ministry of Industry and Trade stated, the production of metalworking centers for large-sized parts has been practically mastered anew. This has not happened in the country before.
"The Stan Group has mastered this. Now another organization is mastering large-scale riveting machines, which were also not made in the country. And the third organization for final assembly is mastering automatic positioners, which will allow us to automatically join the fuselage, detachable parts of the wing to the fuselage and automate the assembly. These three technologies will finally allow us to move from single-piece production of machines to serial production, conveyor production, at the Kazan site. This is the effect that we have received thanks to this re-equipment,” concluded Abramenkov.
Let us remind you that several airlines are waiting for aircraft from KAZ. One of the leading carriers was forced to refuse the "carcasses": all because of the deadlines that were postponed. All information about the revival of Kazan aircraft can be found in a separate story.
Рассказываем, что известно о импортозамещении Ту-214 и оснащении КАЗа
116.ru
Kazan Aircraft Plant (a branch of JSC Tupolev) will produce two Tu-214 aircraft this year, the press service of Rostec told Vechernyaya Kazan. Recall that earlier, information began to spread on the Internet that KAZ was not meeting the delivery deadlines for four Tu-214 aircraft. They linked this to the fact that the enterprise is allegedly currently facing a problem of a shortage of qualified personnel.
The state corporation noted that at the beginning of aircraft production, the main effort was directed at releasing a limited series by special order, while passenger aircraft for airlines had not yet been assembled.
“At the moment, there is no situation where some airline has contracted a Tu-214 and cannot wait for it. In 2025, two airliners of this type are planned for delivery - both aircraft will go into operation in commercial structures in accordance with the schedule,” Rostec said.
Aircraft produced in 2025 will become the property of commercial structures. At the moment, most of the hard contracts have been concluded with government customers, but there is also a leasing company.
“There are not many aircraft for commercial use yet. In our opinion, this indicates that the market is just starting to “get going”. There are talks about the need for Russian aircraft, but there are few practical actions from airlines so far,” the state corporation specified.
Rostec plans to more actively promote the Tu-214 on the market. At the moment, KAZ is increasing its capacity, which will increase the production of these aircraft at the request of customer
bmpd
April 12th, 14:30 Spotter photographs of two Su-57 fighters of the Russian Aerospace Forces with tail numbers "25 red" (registration number RF-81796) and "26 red" (registration number RF-81797), taken in early April 2025 (posted online on April 10) at the Novosibirsk Tolmachevo airport, have been published. Presumably, these are newly built aircraft of the Komsomolsk-on-Amur Aviation Plant named after Yu. A. Gagarin (KnAAZ) of the United Aircraft Corporation (UAC), photographed during the ferry from the manufacturing plant to the European part of the country with an intermediate landing in Tolmachevo. It should be noted that UAC has not yet announced any transfers of new Su-57 fighters to the Russian Aerospace Forces in 2025.
Опубликованы сделанные в начале апреля 2025 года (выложены в сети 10 апреля) в новосибирском аэропорту Толмачево споттерские фотографии двух истребителей Су-57 ВКС России с бортовыми номерами 25 красный (регистрационный номер RF-81796) и 26…
The MC-21-310 was meant to be Russia’s answer to the Boeing 737 MAX and Airbus A320neo — but import substitution has taken a heavy toll. With increased weight from domestically made parts and less efficient engines, the jet’s range and payload have taken a significant hit. Now, a new variant — the MC-21-210 — is in the works to fix these issues. But will it be enough?
The developers crossed themselves". Aviation expert assessed how engine modernization will affect the production of the MS-21
More than 14 billion rubles are allocated for improving the PD-14
It recently became known that the Ministry of Industry and Trade will allocate 14.2 billion rubles for research and development work to improve the PD-14 engine, which will power the MS-21 aircraft. Will this affect the serial production and deliveries of the newest passenger airliners scheduled for 2026? To answer this question, we talked with aviation expert, executive director of the AviaPort agency Oleg Panteleev.
Panteleev noted the importance of the PD-14 project for aircraft manufacturing, since it was initially decided to develop a basic gas generator, on the basis of which modifications with different thrust can be created.
"The PD-14 project is not just an engine for the popular MS-21 aircraft. This is a set of critical technologies, this is the most modern production, and finally, this is the renewal of experience in creating modern aircraft engines,” he emphasized.
“The combination of two factors - the most popular size and great potential for creating modifications - makes the PD-14 the main aircraft engine for our civil aviation,” - Oleg Panteleev, aviation expert, executive director of the AviaPort agency.
The aviation expert recalled that the PD-14 engine received a certificate a long time ago - in 2018.
“The safety of its standard design has been confirmed by the Russian aviation authorities and it is approved for commercial operation. Thus, the current work on PD-14 does not directly affect the timing of the certification tests of the MS-21-310 aircraft," he explained.
According to him, the modifications to the design of aircraft or engines can continue for a very long time. And this is a completely normal process, since, Panteleev explained, the life cycle of modern technically complex products is designed for decades, and during this time new technologies and materials can appear that can be implemented. Moreover, during this time, the software is being modified. Finally, breakdowns can occur or defects can be discovered that need to be addressed.
But Panteleev pointed out another aspect. He emphasized that the creation of a new generation of engines is an extremely expensive undertaking. And the cost is also affected by the duration of development.
"The longer the time of the start of spending funds from the time of return on investment from the sale of new engines, as well as from repairs and maintenance, the more the cost of the project increases due to the cost of borrowed funds, due to the need to implement new solutions that arise as a result of tightening certification requirements," the expert explained.
Therefore, Panteleev specified, the first commercial deliveries of both aircraft and engines around the world are subject to certain restrictions. "For example, an engine is designed to operate in a wide range of outside air temperatures, at high-altitude airfields, in heavy rainfall conditions, and so on. To confirm the product's operability, it must be tested in all these difficult conditions, and this is long and expensive. But if you have tested the engine in the range of +40 / -45 degrees, you can supply it to those airlines that fly in central Russia. With a high degree of probability, this range will be enough for them. And only then, in order to expand the available market to the northern regions and Central Asia, you will conduct additional tests and confirm new capabilities," the IrCity source noted. According to Panteleev, if we talk specifically about the PD-14, it is worth citing the example of noise-suppressing devices. "The global aviation community has requirements for noise levels, and there are modern and future requirements. Now it is possible to comply with current standards, but after the new standards come into effect, it will no longer be possible to fly to a number of countries. Aircraft developers can create an engine that meets modern requirements, and then, by installing more effective noise suppression devices, bring the product up to future requirements. And the use of advanced composite materials will also reduce the weight of the structure," he specified.
In addition, there are resource characteristics. Panteleev believes that if the engine should serve for decades, then bringing to market only the product that has worked on the stand for several years in a row, confirming its resource, is a waste.
"We need to confirm the characteristics step by step. And let the engine operating time before a scheduled inspection, before replacing some hot part parts be small at first, but after a couple of years these indicators can increase several times. As a result, the cost of operating the engine will decrease, its attractiveness for customers will increase," - Oleg Panteleev, aviation expert, executive director of the AviaPort agency.
Oleg Panteleev also compared the technical characteristics of the PD-14 and the Pratt & Whitney engine, which the MS-21 was originally supposed to fly on.
According to the expert, in terms of specific In terms of fuel consumption, the PD-14 should have lagged behind Pratt & Whitney by 2-3%, but in terms of labor intensity of maintenance and total cost of operation, on the contrary, the domestic engine should win. But there is a nuance. "Only the start of commercial flights can confirm these promises of the developers," says Oleg Panteleev.
"In general, it must be admitted that against the backdrop of the problems with PW engines that airlines around the world faced, our developers literally crossed themselves when they realized what difficulties the American sanctions had saved them from," - Oleg Panteleev, aviation expert, executive director of the AviaPort agency.
The expert talks about problems with American Pratt & Whitney engines. We are talking about the fact that in the summer of 2023, the manufacturer recalled more than a third of the power plants (more than 1,000), which caused disruptions in flights around the world. The problem was associated with the detection of microscopic impurities in the metal from which the turbine disks were made. Contaminated powdered metal could interfere with the operation of the engines.
The MS-21 is a new generation medium-range passenger aircraft with a capacity of up to 211 passengers. The airliner is assembled at the Irkutsk Aviation Plant. The first flight took place on May 28, 2017, and on December 15, 2020, the aircraft made its first flight with a Russian PD-14 engine.
Initially, it was assumed that the first six serial MS-21 airliners with a domestic PD-14 engine would be delivered to customers in 2024. Serial production of the MS-21 was supposed to begin at the same time. However, Russian Deputy Prime Minister Yuri Borisov said that the release of airliners was postponed for 1-2 years due to sanctions from Western countries.
In early January 2025, the Unified Plan for Achieving National Goals by 2030 was published, according to which the volume of import substitution was reduced by one and a half times. According to this document, nine aircraft were planned to be delivered to airlines in 2025, and 31 aircraft in 2026. In 2029, the annual output should reach 72 MS-21. It is now known that certification flights of import-substituting airliners will begin in the spring-summer of 2025, and the first deliveries to airlines - in 2026.
So far, the bulk of MS-21 customers are Russian companies, but preliminary agreements have already been reached with foreign air carriers. Among them are Tanzanian Air Tanzania, Egyptian Cairo Aviation, Azerbaijan Airlines and Peruvian Airlines from Peru. In addition, the Belarusian company Belavia announced its intention to purchase Irkutsk airliners.
На улучшение ПД-14 выделяется больше 14 млрд рублей
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Russia’s UAC Modernizes Tupolev Tu-214 with Two-Pilot Cockpit Upgrade
22 de noviembre de 2024 - 15:03
United Aircraft Corporation (UAC) of Russia plans to use a recently restored Tupolev Tu-214 to advance its efforts in developing a two-pilot cockpit for this model. Currently, the aircraft requires three crew members in the flight deck.
The aerospace company announced this initiative as the aircraft began a flight program to test locally developed components aimed at modernizing this twin-engine plane, according to our associated media partner, AEROIN.
United Aircraft reported that the Tu-214, registered as 64509, performed a flight lasting 1 hour and 10 minutes from the Kazan aviation plant with a Tupolev test crew. During the flight, various locally manufactured components were evaluated to replace older parts.
“We will continue with flight tests, modernization, and development of the Tu-214 platform, including the creation of a two-crew cockpit,” stated Tupolev’s general director, Konstantin Timofeev. Currently, three crew members are required to operate the aircraft.
Equipped with Aviadvigatel PS-90A engines, the Tu-214 was previously operated by Transaero before being retired and stored in 2015. United Aircraft restored the aircraft to airworthy condition, transforming it into a “flying laboratory.” In July, it was repainted in Minsk before returning to Kazan for the installation of new equipment.
The revival of Tu-214 production for the aviation sector is part of a strategy to ensure sufficient jet aircraft capacity for Russian airlines, complementing new programs like the Yakovlev MC-21 and the SJ-100, as the country faces international sanctions following the 2022 invasion of Ukraine.
UAC has announced plans to increase Tu-214 production to 10 aircraft per year by 2025/26, with the goal of reaching 20 units annually by 2027.
United Aircraft Corporation (UAC) of Russia plans to use a recently restored Tupolev Tu-214 to advance its efforts in developing a two-pilot cockpit for this model. Currently, the aircraft requires three crew members in the flight deck. The aerospace company announced this initiative as the aircraft
Russian Aerospace Forces Receive First Batch of Su-34 Frontline Bombers in 2025
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April 19th, 22:44
On April 19, 2025, United Aircraft Corporation (UAC, part of Rostec State Corporation) announced that it had transferred a batch of new Su-34 frontline bombers to the Russian Aerospace Forces. The aircraft underwent a full cycle of factory tests, were checked in various operating modes, and flew to their home airfield.
Some of the Su-34 frontline bombers (Su-34NVO) transferred to the Russian Aerospace Forces from the first batch of new construction in 2025 at the V.P. Chkalov Novosibirsk Aviation Plant of United Aircraft Corporation. The side numbers in the photo are retouched. Novosibirsk, April 2025 (c) PJSC United Aircraft Corporation
“One of the key areas of UAC’s work is the production of effective combat systems, which are in high demand given the air defense system. UAC enterprises strictly fulfill their obligations under the state defense order. Our aircraft demonstrate their advantages in real combat conditions. Of course, we are proud of this. The production of one of the most popular aircraft, the Su-34 frontline bomber, has more than doubled in two years,” said UAC CEO Vadim Badekha (quoted from the UAC press release).
On behalf of bmpd, we would like to point out that, in this way, the Russian Aerospace Forces received the first batch of Su-34 frontline bombers in 2025, built by the V.P. Chkalov Novosibirsk Aviation Plant (NAZ) of UAC. Earlier in 2024, the Russian Aerospace Forces received six batches of Su-34 aircraft built by NAZ. As usual, the number of aircraft delivered is not disclosed in UAC reports starting from 2022, and their tail numbers are retouched in official photo and video materials. According to available data, by the beginning of 2024, the total number of Su-34 bombers built was 178 units, including seven experimental and pre-production aircraft.
Some of the Su-34 frontline bombers (Su-34NVO) transferred to the Russian Aerospace Forces, the first batch of new construction in 2025, from the Novosibirsk Aviation Plant named after V.P. Chkalov, PJSC United Aircraft Corporation. The tail numbers in the photo are retouched. Novosibirsk, April 2025 (c) PJSC United Aircraft Corporation
ПАО Объединенная авиастроительная корпорация (ОАК, входит в Госкорпорацию Ростех) 19 апреля 2025 года сообщило , что передало ВКС России партию новых фронтовых бомбардировщиков Су-34. Самолеты прошли полный цикл заводских испытаний, проверены на различных рабочих режимах и совершили…
3 Superjets to Join Tests, 6 PD-8 Engines by 2026
Russia’s aviation industry is turning a new page with the SJ-100, a fully import-substituted version of the Sukhoi Superjet 100. In a bold response to Western sanctions, this next-gen regional jet is ditching foreign components for homegrown technology—most notably the Russian-made PD-8 engines. Anton Alikhanov, Russia’s Minister of Industry and Trade, has confirmed that deliveries to airlines will begin in early 2026, marking a critical milestone for the country’s aerospace independence.The certification push is now in full swing. After the first prototype’s successful 40-minute test flight in March—reaching 3,000 meters altitude and 500 km/h—two more PD-8-equipped aircraft are joining the trials. One is set to fly by late April, with a third to follow soon. Rostec, the state aerospace giant, aims to complete all tests by year’s end. Meanwhile, engineers at Komsomolsk-on-Amur are racing to replace over 40 previously imported systems, from avionics to landing gear, with Russian alternatives.But can the SJ-100 truly compete? Analysts are watching closely as Russia stakes its aviation future on this $350 million localization program. While the PD-8 engines promise reliability, questions linger about performance and global market appeal. With serial production slated for 2026, the SJ-100 isn’t just a plane—it’s a test of Russia’s ability to defy sanctions and reclaim its skies
Чиновники приступают к реорганизации двигателестроительной отрасли. Предполагается, что концепция реформы будет определена уже в ближайшие месяцы. Один из вариантов реорганизации отрасли, разработанный ЦИАМ, комиссия по реформированию двигателестроения рассмотрит 20 мая
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860 billion rubles for aircraft engines
Officials are starting to reorganize the engine-building industry. It is expected that the reform concept will be determined in the coming months. One of the options for reorganizing the industry, developed by CIAM, will be considered by the engine-building reform commission on May 20
While the unification of aircraft-building enterprises is almost complete, officials are only now starting to reorganize the engine-building industry. It is expected that the reform concept will be determined in the coming months. One of the options for reorganizing the industry, developed by the Central Institute of Aviation Motors (CIAM), will be considered by the engine-building reform commission on May 20. In accordance with this concept, engine-building is supposed to be combined into three corporations. In addition, it is expected that by 2025 the industry will receive 860 billion rubles in investments, with the volume of extra-budgetary financing amounting to 20 to 45%.
As noted in the materials for the meeting (available to RBC daily), the industry is currently in a systemic crisis, since engine manufacturing is losing ground even on the domestic market. Thus, Russian airlines currently operate more than a hundred Western-made aircraft, which account for 34% of passenger transportation. At the same time, it is assumed that foreign-made engines will be installed on almost all modern domestic aircraft and helicopters, in some cases on a non-alternative basis. As a result, the annual sales volume of products from 40 Russian engine-building enterprises amounts to 60 billion rubles, with the capacity utilization for civilian products amounting to 39%. Meanwhile, the developers of the program expect that as a result of the reorganization of the industry, by 2015 the sales volume will grow to 123 billion rubles, and by 2025 - to 184 billion rubles. One of the main areas of development of the industry is the completion of the development of the fifth-generation engine, which will allow overcoming the crisis in both civil and military aviation and occupy 15-20% of the world aviation market. It is expected that the main products of the industry by 2015 will be the engines of the AL-31F family (for the Su-27, Su-30, Su-35, etc.), "Product 117" (for the fifth-generation aircraft), the RD-33 family (for the MiG-29 J-7 (PRC)), and the AL-57 (for the Yak-130). After 2015, the main emphasis will be on the fifth-generation engine for the PAK FA, a medium-sized transport aircraft. In the civilian sector, three engine families will be produced by 2015: PS-90A (for the Il-96, Tu-204/214, Il-76, A50 aircraft), SaM-146 (for the SSJ), and TV7-117 (for the Il-114, Il-112, Mi-38). After 2015, production of promising new-generation engines for the MS-21 aircraft will begin. In accordance with the developed concept, all production will be concentrated in three engine-building corporations. The first will be created on the basis of JSC NPO Saturn, PMK and UMPO, and it is assumed that 49% of this association will belong to private shareholders. The second corporation will have to unite several specialized FSUEs, including MMPP Salyut and OMO im. Baranov, where the state will retain 75%. Another company will be created on the basis of Samara enterprises (SNTK im. Kuznetsov, Motorostroitel) and Kazan MPO.
The authors of the concept note that by 2025 the industry will receive 860 billion rubles in investments, and the volume of extra-budgetary financing will be from 20 to 45%. From all budgetary sources, 617 billion rubles will be allocated, including 524 billion rubles on a gratuitous basis. It is expected that in 2008 the sales volume in the industry will grow by 10.9%, to 65.2 billion rubles, and in 2009 - by 14.1%, to 74.4 billion rubles. Budget financing in 2007 will amount to 23.3 billion rubles (of which 18.2 billion rubles are non-repayable). In 2008, investments will remain almost unchanged.
The main systemic contradiction of the current engine-building industry is the disunity of sites for the modernization and production of the main bestseller - the AL-31 engine, believes Deputy Director General of the Center for Analysis of Strategies and Technologies Konstantin Makienko. "Two centers for its development have emerged - NPO Saturn and MMPP Salut, and two production centers - MMPP Salut and UMPO. The elimination of this contradiction is, perhaps, the main task of the first stage of restructuring the engine-building industry," the expert notes. According to him, in this triangle there is a structure-forming industry conflict between NPO Saturn and MMPP Salut.
Чиновники приступают к реорганизации двигателестроительной отрасли. Предполагается, что концепция реформы будет определена уже в ближайшие месяцы. Один из вариантов реорганизации отрасли, разработанный ЦИАМ, комиссия по реформированию двигателестроения рассмотрит 20 мая
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Second Russian Superjet with PD-8 Engine Takes off
Russia’s domestically upgraded Sukhoi Superjet-100 (SJ-100) has achieved a critical milestone, successfully completing its maiden flight powered by indigenously developed PD-8 engines. The 40-minute test flight from Komsomolsk-on-Amur reached 3,000 meters altitude and 500 km/h, validating the aircraft’s redesigned systems and the PD-8’s performance. This marks a pivotal moment for Russia’s import substitution program, proving the country can produce a fully independent regional jet despite Western sanctions.Engineering Independence Takes FlightDeveloped by Rostec’s UEC-Saturn as a replacement for the French-Russian SaM146 engines, the PD-8 turbofan incorporates cutting-edge Russian materials and 3D-printing technologies derived from the larger PD-14 program. The flight tested the engine’s gas-dynamic stability and integrated Russian-made avionics, landing gear, and control systems. While this prototype still contains some foreign components, subsequent aircraft will be entirely Russian-built, with over 40 previously imported systems now replaced through a national industry collaboration.The Road to CertificationThe successful test kicks off an intensive certification campaign involving ~200 flights to meet 2025 operational deadlines. With initial orders for 20 aircraft from Aeroflot and 150+ planned, Russia aims to revive its commercial aviation sector. Rostec CEO Sergey Chemezov hailed this as proof that Russia’s aerospace industry can “overcome any challenges” through technological sovereignty. Analysts suggest the SJ-100 could become a template for other sanctioned industries seeking self-sufficiency.Key Features: First flight with 100% Russian engines Replaces 40+ foreign systems/components 2025 certification target for PD-8 engines 150+ aircraft on order from Russian airlinesWhy It Matters:This breakthrough demonstrates Russia’s capacity to sustain its aerospace sector under sanctions while raising questions about the long-term performance and global competitiveness of its fully isolated aviation technology. The SJ-100’s success or failure could redefine emerging markets’ approaches to technological sovereignty.
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D-1400 ("Agat-B1") – A high-power model targeting Rotax’s market share.APD-110/120 ("Agat-B") – A horizontally opposed-cylinder engine (similar to Ural motorcycle engines) designed for UAVs and light aircraft.These engines were fully Russian-made, avoiding foreign components, and featured innovations like turbocharging, liquid/air hybrid cooling, and distributed fuel injection. The APD-110/120V (latest variant) was positioned as a Rotax 914 replacement, with 140 hp and the ability to operate in extreme temperatures (-50°C to +50°C).Beyond Agat, Russia established a new design bureau at Samara State University to focus on compact gas turbine and piston engines (150–300 kgf thrust). The goal was to create a unified gas generator that could power multiple aircraft types, improving efficiency over existing models like the PD-14.Western sanctions forced Russia to accelerate import substitution:The Orion UAV, initially using the Rotax 914, switched to the APD-110/120.The Forpost drone (originally Israeli-designed with Australian Jabiru 2200 engines) was completely Russified.The Orlan-10, however, still runs on a Japanese Saito engine, while the Korsar UAV (initially Italian-powered) awaits a Russian replacement.Despite progress, Russia still depends on foreign engines for critical military drones:Chinese Limbach L-550E engines power the Garpiya-A1 attack drone (over 2,500 produced since 2023).Iranian Shahed drones (rebranded as Geran) use simplified engines to boost production, while the Shahed-238 introduces a turbofan variant for higher speeds.The Moscow Aviation Institute (MAI) developed a universal electric motor for drones, achieving 12–16 kW power with mostly Russian components. While promising, it still lags behind Chinese competitors in cost and scalability.
volume - 1,76 l
In February 2025, NAZ Sokol began installing the first domestic automatic riveting complex.The riveting machine is high-tech equipment designed to improve the accuracy and speed of riveting operations. Its implementation will significantly reduce production time, improve assembly quality and reduce dependence on foreign technologies.To ensure successful installation of the equipment, the chief engineer service of NAZ Sokol carried out a major overhaul of the section in the unit assembly shop.In addition, specialists organized the installation of a high-quality foundation, which will ensure the stability and durability of the riveting machine.Currently, the riveting machine's track system is being installed, which is a key element of its design.The track system ensures precise movement of equipment along the assembly line, which is especially important for working with large-sized aircraft components.The main objective of the new equipment is to replace manual riveting with automatic riveting and minimize the influence of the human factor, ensure high quality of work, high repeatability and uniform distribution of load along the entire riveted joint. All this will allow the technological parameters to always be within tolerance.In addition, the use of domestic equipment will reduce the costs of imported technologies and increase the competitiveness of products.It is expected that the installation of the automatic riveting complex will be completed by the end of November 2025. After that, commissioning work and personnel training will begin.
First flight with 100% Russian engines
