Military Review

Embraer KC-390 military transport aircraft preparing for tests

38
The Brazilian aircraft manufacturer Embraer continues to work on the project of military transport aircraft KC-390. This machine is intended for deliveries to the air force of Brazil and other countries wishing to purchase new equipment. Despite the fact that the KC-390 project is far from completion, there are already preliminary plans to sell six dozen military transport planes of this type.




On October 21, the ceremony of rolling out the first flight prototype of the KC-390 aircraft took place at the Embraer plant in Gavian-Peixoto. The plane, which will participate in flight tests, received a registration number PT-ZNF and is painted in the "branded" gray-green colors of the Brazilian Air Force. The KC-390 project is of great importance to the Brazilian armed forces, which is why representatives of the air force command and the leadership of the Ministry of Defense attended the rollout ceremony. During the ceremony, several speeches were made, in which the significance of the new aircraft was noted, and great hopes were expressed in its attitude.

According to the test plan of the first prototype KC-390, shortly after rolling out, tests of various onboard equipment and power plant were to begin. Then the aircraft must pass various ground tests, after which Embraer specialists will be able to begin preparation for the first flight. If the ground tests do not reveal any serious flaws that could affect the timing of the work, the first flight of the KC-390 aircraft will take place at the end of this year. Other plans of the Ministry of Defense of Brazil and companies involved in the project, look no less optimistic. The first serial transporters of the new model are supposed to be transferred by the Brazilian Air Force to the end of 2016.

The creation of the Embraer KC-390 military transport aircraft was launched in 2006. The aim of the new project was to create a transport aircraft with a load capacity of 20-25 tons and an air tanker at its base. According to its characteristics, the KC-390 was supposed to be similar to the American C-130 Hercules aircraft. This feature, in particular, could allow Brazilian aircraft manufacturers to gain a foothold in the international market of military transport aircraft.

In the spring of 2008, the active work on the new project started. The development of the KC-390 aircraft spurred the contract of the Brazilian Ministry of Defense, according to which Embraer and other related companies in the project had to complete the project, build two prototype aircraft and test them. Embraer earned 1,5 a billion US dollars to carry out these works. Embraer, a Brazilian company, is the lead contractor for the project. In addition to her, Boeing (USA), ENAER (Chile), FAdeA (Argentina), OGMA (Portugal) and Aero Vodochody (Czech Republic) participated in the development of a new transport aircraft.

The Embraer KC-390 military transport aircraft has a maximum take-off weight of 81 tons and is capable of carrying up to 23 tons of cargo. According to reports, the KC-390 tanker aircraft will be able to transport about 37 tons of aviation fuel. The total length of the aircraft reaches 33,9 meters, wingspan - 35 m, height - 10,26 m.

The new aircraft was built according to the “high plane” scheme with a swept wing and two turbofan engines on pylons under the wing. To ensure an acceptable layout and aerodynamics, the aircraft is equipped with a T-shaped tail unit with a high-swept stabilizer. A characteristic feature of the KC-390 airframe is the in-flight refueling bar, located in front of the fuselage, to the left of the pilot's cabin.

To accommodate a payload weighing up to 23 tons, the KC-390 aircraft is equipped with a cargo cabin of 12,7 m length (18,5 m including space above the tail ramp), 3,45 width m and 2,9 height m. For loading and unloading, the aircraft has a tail ramp. Its front lower flap falls to the ground, the rear upper flap rises to the ceiling of the cargo compartment. In the modification of the tanker aircraft in the cargo compartment should be placed capacity for the transported fuel.

The dimensions of the cargo compartment and the carrying capacity of the aircraft will allow it to carry various payloads. For example, up to 80 passengers, 64 paratroopers with weapons, 74 wounded and 2 escorts, HMMWV XMNWX or similar 2 armored personnel carriers with acceptable dimensions and weight can be placed in the cabin.

As a power plant on an Embraer KC-390 aircraft, two International Aero Engines V2500-E5 turbofan engines with a thrust of 12 thousand kg are used. With such engines, the aircraft will be able to reach speeds of up to 850 km / h, fly over a length of more than 4800 km (with a payload of 13,3 tons) or 2590 km (with a maximum load). The ferry range of the transport aircraft should exceed 6000 km. The practical ceiling is defined at 10,9 km.

It is assumed that in the future the KC-390 military transport aircraft will be able to replace the currently used C-130, the resource of which is coming to an end. In addition, the tanker aircraft, created on the basis of the transport, will be used in the Air Force of Brazil and other countries instead of the old KC-130. At the moment, new type of aircraft plan to purchase several countries. In total, they can order up to 60 KC-390.

In 2010, the Brazilian air force announced plans to order a new type of 28 aircraft. The supply of this technology will not only seriously upgrade the fleet of military transport aircraft in the army, but also strengthen it quantitatively. In April 2014, the Brazilian Ministry of Defense and Embraer signed a contract for the supply of production aircraft to the 28.

In addition to aircraft manufacturers from Brazil, companies from several other countries that are also interested in purchasing such equipment participate in the KC-390 project. Argentina intends to acquire 6 such aircraft, Colombia - 12, Portugal - 6, Czech Republic - 2 and Chile - 6. In total, overseas customers intend to buy an 32 aircraft. Some other states are showing interest in the KC-390 project, but they are still familiar with the proposed equipment and are not ready to announce even approximate plans for its purchase.

The basic version of the aircraft KC-390 is a modification intended for the transport of various cargoes and troops. In the near future will complete the creation of a flying tanker capable of refueling aircraft in flight. In the long term, a third modification of the aircraft may appear. This will be a transport aircraft intended for civilian airlines.

The KC-390 military transport aircraft project is an important milestone in stories both Brazilian and Latin American aircraft industry. At present, and in the foreseeable future, this aircraft will be the largest aircraft under construction in the countries of South America. However, much more important is the fact that the proposed KC-390 really has a fairly high commercial potential and can be supplied not only to the countries that participated in its development.

To some extent, the KC-390 project can help the state of the international market for medium-sized military transport aircraft. The largest manufacturers of this class of technology, Russia and the USA, in recent years do not represent new developments in this field, but are upgrading existing aircraft. In such a situation, the emergence of a new military transport aircraft may be of interest to potential customers. The intentions of the countries participating in the KC-390 project with certain reservations confirm this.

According to various estimates, in the next decade, the world's air force will need about 650-700 middle-class military transport aircraft with a total cost of about 45-50 billions of dollars. Embraer plans that its KC-390 aircraft will be able to win at least 10% of this market. Thus, the successful completion of the tests and the start of mass production of the new transport aircraft will have positive consequences for the entire Brazilian aircraft industry.

However, Embraer KC-390 will not be able to quickly and easily take its place in the market. The success of the Brazilian development can prevent the main competitor in the face of the aircraft Lockheed Martin C-130J Hercules. In the near future, the construction of these aircraft will continue. American aircraft manufacturers have firm orders and options for several hundred of these machines. Thus, the Brazilian company Embraer will have to try to realize the full potential of its new development.

As we see, the Embraer KC-390 military transport aircraft and its modifications have certain prospects and may be of interest to a wide range of potential customers. However, it is too early to talk about his future and new orders from countries that have not participated in the development. October 21 rolled out the first prototype aircraft, which only have to proceed to the tests. Launching and mass production deployment are scheduled for completion by the end of 2016. By this time, the project will reach the stage where it will be possible to discuss its real prospects. In the meantime, the KC-390 aircraft looks like an interesting development, which may have a great future, but it may not meet the expectations of potential customers.


On the materials of the sites:
http://embraer.com/
http://lenta.ru/
http://vpk-news.ru/
http://bmpd.livejournal.com/
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  1. avt
    avt 29 October 2014 08: 49
    +3
    Hmm! And our IL-214 is still in the model at exhibitions, even Antonov managed to roll out the fuselage of the 178th negative ....... For that, a long-haul "Superbudget" appeared. With them with the Brazilians and their transporter - we have an effective UAC headed by effective managers. And really - maybe, well, these transporters are ramp? heaps on the Superjet. wassat
    1. donavi49
      donavi49 29 October 2014 09: 08
      +6
      Well, why is SSJ to blame? At the moment, with all the shortcomings, SSJ is the only package that can really be sold on the market from all produced / possible in the country (An-148 only from under the stick to federal authorities, Tu-204 / 214 does not even come from under the stick, IL-96 only SLO).

      Meanwhile, SSJs have already raised 25 cars this year, they are on regular flights, including to the USA - Monterrey-San Antonio and Monterrey-Houston. Not every aircraft receives permission to enter commercial lines in the United States.

      Yes, the plane has many shortcomings, a lot of work is done in the process, but there is simply no better one. Yes, and the turn of the line turned up for the MS-21 buyers, after they realized that they were selling the Yak-242 in a new wrapper, and all the composites and other innovations were scrapped.
      1. Reader
        Reader 29 October 2014 09: 44
        +4
        That's why it is for sale, because more than half of the components for the Superjet come from abroad. And Embraer is even more sold, because in Brazil they only collect it. They do not abandon their own. I mean, only those are allowed to the West. who work for their own industry.
        And they will not help our industry. And Western lobbyists here will continue to interfere with the development of our civil aviation itself.
      2. avt
        avt 29 October 2014 10: 04
        +8
        Quote: donavi49
        Well, why is SSJ to blame? At the moment, with all the shortcomings, SSJ is the only pax,

        And who crushed the production of Tu-204/214 and now the "long-haul" Superbudget is getting involved?
        Quote: donavi49
        (An-148 only from under the stick to federal authorities,

        Nothing that it is from under the stick in the same Ministry of Emergency Situations they are pulling the Superbudget, and they ordered 148 themselves? I'm not talking about "outdated" and fully certified about five years earlier than 334m, which was FORBIDDEN to show even at the MAX! Well, if this is such a guano - put them next to it and laugh.
        Quote: donavi49
        Meanwhile, SSJs have already raised 25 cars this year, they are on regular flights, including to the USA - Monterrey-San Antonio and Monterrey-Houston. Not every aircraft receives permission to enter commercial lines in the United States.

        Why not put it ??? They will not make the weather, but Boeing has a share from each car - he is in the project of Po with "intellectual property" laughing , well, as the co-operators of the times of perestroika, again, they are taking in small things, there are two Baku llamas there, well, in general, what has never been produced in Russia laughing But nothing that under the terms of the contract it is forbidden to force the French engines and generally upgrade them? Here is an introduction to high technology.
        1. Bayonet
          Bayonet 29 October 2014 11: 52
          0
          Quote: avt
          But nothing that under the terms of the contract it is forbidden to force the French engines and generally upgrade them

          This is good! At least because of the engines will not fall.
        2. fzr1000
          fzr1000 29 October 2014 14: 01
          0
          Tu-334 was not originally 100% Russian. D-436 engines are Ukrainian, rigging in Ukraine (i.e. at first it was assumed that even the fuselages and wings would be made in Kiev).

          For the D-436 with a thrust of 7.5 tons, the Tu-334 turned out to be heavy, and in the future it was planned to put entirely foreign Rolls-Royce BR715-56 engines with a thrust of 9 tons on the plane (the so-called version of the Tu-334-120D). And in order to make the Tu-334 with a 2-member crew (airlines did not need a 3-member crew) they could install foreign avionics. As a result, the Tu-334 would become much more foreign than the Superjet.
      3. avt
        avt 29 October 2014 10: 11
        +3
        Quote: donavi49
        Yes, the plane has many shortcomings, many are finished in the process,

        laughing Well, they also forgot to say about the negative experience which is priceless!
        Quote: donavi49
        but the best of availability is simply not there.

        Isn't it? Or won't we let you do it? Like the same Il-114, which is a direct competitor on internal, not very well-groomed airfields? About 334 in general I am silent and 148 serially produced, too, and about the killed production of Tu-204. And already 214th ...... well, we have happiness here - there is a "long-haul" Superbudget from the Ministry of Emergencies! laughing
        Quote: donavi49
        they finish a lot in the process,

        laughing goodNah! You can't finish much in the process! This is what Po specifically felt on the Superbudget. In the process, it is already necessary to give the result in metal, with the profit that he promised. A lot can be cut only at the "beginning of glorious" affairs, when it has not come to production.
      4. FID
        FID 29 October 2014 10: 14
        +5
        [quote = donavi49] (An-148 only from under the stick to the federal authorities, Tu-204/214, even from under the stick does not go, IL-96 only SLO). [/ quot
        Do you know exactly about the An-148? Only from under the stick? Do not confuse him with a super, it is super out of the blue, or potential bankrupt. They cannot place orders in their own country, but Angara ordered An-148, but the KLA cut off, Russia wanted to bring the fleet to 30, but they did not give it. They drive the super at half price to Mexico, create greenhouse conditions - so he flies there ... The "Reader" correctly stated below, otherwise they will start shouting that they say both Boeing and Airbus cooperate with planes, but NOBODY WILL SUPPORT US, Forget about it. Dobrolet taught nothing to anyone? You yourself must do EVERYTHING, you yourself must develop ALL branches. Why in the USSR they could, living behind the Iron Curtain, and now we all look at foreign uncles, can someone answer? Or will the screams about totalitarianism start again? Specialists, God forgive me ...
    2. Rogozhin
      Rogozhin 29 October 2014 11: 47
      0
      if enterprises cannot simultaneously develop and produce modern civilian and military aircraft, then something is wrong with them. Or it might be easier to buy a license from Brazilians if we cannot.
    3. wizarden
      wizarden 29 October 2014 13: 46
      -2
      Our IL-76MD-90 feels great, passed all flight tests and began to be mass-produced. This embraer before him as before China.
      1. avt
        avt 29 October 2014 14: 15
        +3
        Quote: wizarden
        Our IL-76MD-90 feels great, passed all flight tests and began to be mass-produced. This embraer before him as before China.

        wassat C which side is there 76 ????
  2. bmv04636
    bmv04636 29 October 2014 11: 03
    -3
    Oh horror SU-95 (SSJ-100)
    1. Bayonet
      Bayonet 29 October 2014 11: 59
      +5
      Quote: bmv04636
      Oh horror SU-95 (SSJ-100

      In the photo is not the SSJ-100, but the TU – 334!
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      6. gjv
        gjv 1 November 2014 16: 48
        0
        Quote: Bayonet
        In the photo is not the SSJ-100, but the TU – 334!

        Yes, on the top photo TU – 334!
        And the SSJ-100 in the photo below!


        Quote: bmv04636
        Oh horror SU-95 (SSJ-100

        Interestingly, what is the horror? A little water or dust on the runway?
      7. The comment was deleted.
  3. bmv04636
    bmv04636 29 October 2014 11: 04
    +2
    Continuation of the horror SU-95 (SSJ-100) zoom in on the camera and see
  4. bmv04636
    bmv04636 29 October 2014 11: 04
    0
    and more from this series
  5. bmv04636
    bmv04636 29 October 2014 11: 05
    +4
    And here is the TU-334. We pumps we pumps vacuum cleaners and more.
  6. bmv04636
    bmv04636 29 October 2014 11: 08
    +9
    And there is another opinion on the SU-95:
    -Fuel consumption. Anofanatov very much love to show off the best hourly consumption of An-148 in comparison with SSJ. In non-core forums, it sometimes happens, while in profile ones, it is softly and unobtrusively reminded that the cruising speed of the An-148 is almost ten times Mach 100 (~ XNUMXKM / h) lower than the Superjet speed, and if you recalculate the expense over a distance, the picture is slightly opposite, but if also on the passenger - it’s completely sad. And if you open the RLE, then to everyone’s surprise, you can see that the nominal hourly flow rate of the donkey engines is even slightly higher than that of the surzhik. Another subtlety is that in the existing air transport system, higher flight levels are more advantageous (there is less air resistance and lower temperature, due to which the engines work more efficiently), as a rule, they go to faster planes - that is, in this case, just the Superjet.
    - An-148 can fly from anywhere. Antonovtsy positioned their aircraft capable of flying from anywhere, even from the ground, calling the SSJ "SUV." At the same time, he was bashfully silent that when operating from the ground, the An-148 had imposing restrictions on take-off weight (either it flies very close, or it carries an incomplete cabin), which kills the whole concept in the bud. And the possibility still remains purely theoretical, because no one in their right mind can drive an expensive jet plane to the ground - doesn’t it matter what? And the Superjet suddenly in the amount of two pieces is now found in Yakutsk, showing miracles there in the form of a cold start of the engines at −50, and taxiing out on its own from the parking lot, looking like “a little concrete can be seen from under the snow”. How so? And this same Boeing taught how to count the aerodynamics of low-hanging engines, and Saturn made fan blades for a full guarantee, capable of chewing snow and ice on an industrial scale without consequences.
     Srach on engines. The An-148 uses the racially independent D-436 of the Zaporozhye plant, and the SSJ uses SaM-146 engines of the joint development of Snecma-Saturn with similar characteristics. At this point, srachs very often flare up - they say, there was already a "domestic" engine, why did they spend a lot of money on a new one, and even pay to the west? But for knowledgeable people, the solution is simple. The engines are really similar in characteristics, with the exception of one. Namely, the Superjet engine can fly 20000 cycles before the first due repair. In more conventional numbers, this is ten years of flights in a medium-sized airline. After 20000 cycles, engines also need to be removed from An'a ... for disposal to the landfill, as they have completely exhausted their resource after 7 overhauls. Add to this the proprietary Saturn compressor, which easily chews tar, ice, ducks and other foreign objects, but periodically flying into the engine, and it becomes clearer why SSJs are much more readily taken by airlines.
    1. Papakiko
      Papakiko 29 October 2014 14: 13
      +3
      Quote: bmv04636
      showing miracles there in the form of a cold start of engines at −50

      Comrad, here is clearly "bent"!
      This is possible only after using UPV-1, UMP-350-131, MP-ZER and so on. etc. everything else is technology killing!!!!
      Quote: bmv04636
      no one in their right mind would fly a jet plane to the ground

      Vernyak !!!!!!!!!!!!

      Quote: avt
      I’ll tell you more - the A-7X which the Germans wanted An-70 and instead received the A-400, not from what’s better, but just like Poghosyan in the spirit of the market and competition, the Europeans honestly said that your transporter will not fly, we’ll do everything so as not to fly.

      Well, why "scimitars" are compared?
      The invisible "hand of the market" is everywhere. wink
      Previously, the domestic auto industry was blamed, now that it has become half imported, the majority travels and crushes happiness with happiness.
      There is nothing to ride on "Cossacks" if you have a BMW, AUDI, Toyota, Ford, Hyundai, VOLSVAGEN, etc.
      So it is in aviation.
      Everything will be fine!

      And why in the photo in the article does the emroiler take off in dust and gryazuk, for greater entertainment?
      They just rolled out 1 flight sample.
  7. bmv04636
    bmv04636 29 October 2014 11: 08
    0
    There is another opinion about SU-95 b AN-148:
    - Fuel consumption. Anofanatov very much love to show off the best hourly consumption of An-148 in comparison with SSJ. On non-core forums, sometimes it turns out, on profile forums, it gently and unobtrusively reminds that the cruising speed of the An-148 is lower than Superjet's by almost a tenth of Mach (~ 100KM / h), and if you recalculate the expense over a distance, the picture is slightly opposite, but if also on the passenger - it’s completely sad. And if you open the RLE, then to everyone’s surprise, you can see that at face value the hourly flow rate of the donkey engines is even slightly higher than that of the surzhik. Another subtlety is that in the existing air transport system, higher flight levels are more advantageous (there is less air resistance and lower temperature, due to which the engines work more efficiently), as a rule, they go to faster planes - that is, in this case, just the Superjet.
    An-148 can fly from anywhere. Antonovtsy positioned their aircraft capable of flying from anywhere, even from the ground, calling the SSJ "SUV." At the same time, he was bashfully silent that when operating from the ground, the An-148 had imposing restrictions on take-off weight (either it flies very close, or it carries an incomplete cabin), which kills the whole concept in the bud. And the possibility still remains purely theoretical, because no one in their right mind can drive an expensive jet plane to the ground - doesn’t it matter what? And the Superjet suddenly in the amount of two pieces is now found in Yakutsk, showing miracles there in the form of a cold start of the engines at −50, and taxiing out under its own power from the parking lot looking like “a little concrete can be seen from under the snow”. How so? And this same Boeing taught how to count the aerodynamics of low-hanging engines, and Saturn made fan blades for a full guarantee, capable of chewing snow and ice on an industrial scale without consequences.
    -Srach on engines. The An-148 uses the racially independent D-436 of the Zaporozhye plant, and the SSJ uses SaM-146 engines of the joint development of Snecma-Saturn with similar characteristics. At this point, srachs very often flare up - they say, there was already a "domestic" engine, why did they spend a lot of money on a new one, and even pay to the west? But for knowledgeable people, the solution is simple. The engines are really similar in characteristics, with the exception of one. Namely, the Superjet engine can fly 20000 cycles before the first due repair. In more conventional numbers, this is ten years of flights in a medium-sized airline. After 20000 cycles, engines also need to be removed from An'a ... for disposal to the landfill, as they have completely exhausted their resource after 7 overhauls. Add to this the proprietary Saturn compressor, which easily chews tar, ice, ducks and other foreign objects, but periodically flying into the engine, and it becomes clearer why SSJs are much more readily taken by airlines.
  8. bmv04636
    bmv04636 29 October 2014 11: 11
    +3
    Continued:
    -An-148 taken to the presidential detachment. Jet Hater Control Argument. Like "Since even the president does not want to fly on the SSJ, then he means shit." Everything would be fine, but: in order to have the good fortune of flying in the presidential squad, any aircraft model must have been operated on conventional civilian airlines for at least two years. Although today the SSJ has riveted more than the An-148, the latter has been in operation for three and a half years, while the first is only one and a half. And those same foreign components also make themselves felt - in SSJ they were in bulk, while in An-e the cat cried, and this is a momentous moment for VIP aircraft of this country.
    However, the president was not going to fly on the An-148, they were purchased for the transport of journalists and officials of a lower rank, which slightly smacks of very thin trolling.
    Fobov mourning: they take a couple of boards of business versions of the Superjet to the presidential squad. Yes, and reserve the option. Along the way, the control argument of the hate misfired ...
    -SSJ is idle, and An is plowing. The fact is that in 2012 the average monthly flight aboard at Aeroflot amounted to about 140 hours, while the An-148 in the a / c “Russia” - about 300. And in February 2013 Aeroflot SSJ generally suffered an epic failure, when they almost did not fly, and in a month 10 boards barely gained 1000 hours in the sky - an indicator from which the hand itself reaches to the forehead. How so? Yes, it’s very simple - “Russia” drives Anov and its technicians to repair, and the warranty team, and with horror awaits the end of a three-year warranty. Aeroflot said that it will initially serve the SSJ. In addition, because of the size of Aeroflot, SSJs often stand on the ground for no technical reasons at all - for example, during overbooking [6] the “extra” Airbus quietly gets out of the hangar, while the SSJ remains standing.
    Srach is no longer relevant with the commissioning of the SSJ in the Interjet. Burrito enthusiasts have finally demonstrated that you can squeeze out of the SSJ with proper use.
    -Now we will roll out the An-158, and we’ll tear everyone! In 2011, the Antonovites finally presented the long-awaited 100-seater version of their lithak - AN-158. It would seem - cheers, there will be competition! But in the three years that have passed since the certification ended, as many as three 158x were sold. To Cuba. For the money of Russia. They even fly there sometimes. Someone sees Poghosyan’s machinations in this, someone understands that the same Poghosyan had a better view of the market. And while the Antonovites were rapidly losing orders for the An-148 under the onslaught of turboprops in the 75-seat segment - the 75-seater version of the SSJ did not see the light in the iron, and all forces were thrown at the 100-seater, who quietly started flying and wailed all orders for a long time before the start of sales of the An-158.
    1. avt
      avt 29 October 2014 12: 08
      +8
      Quote: bmv04636
      all forces were thrown at the 100-seater, who quietly started flying and wailed all orders long before the start of sales of the An-158

      good An excellent administrative job is to crush a competitor even without a car in metal, which Pogosyan PERFECTLY did with the Tu-334 already tested and certified five years before the Super Budget, as well as with the Tu-204/214 and trying with the Il-114, but here found a scythe on a stone - Rogozin is now in favor, and after the tricks of Poe, with lost expectations, they arrived at the money invested. So, DAM, after sanctions, mumbled about the production of the 204th, but only you won’t sow it like winter crops in the spring, so that in spring it would come up, a couple of pieces a year would still be done - the cooperation on it was simply killed.
      1. Reader
        Reader 29 October 2014 12: 17
        +2
        I don’t have much faith. But at least some hope that the 204CM will go into mass production.
    2. avt
      avt 29 October 2014 12: 16
      +1
      Quote: bmv04636
      Fobov mourning: they take a couple of boards of business versions of the Superjet to the presidential squad. Yes, and reserve the option. Along the way, the control argument of the hate misfired ...

      Yeah, the same as with Aeroflot with the Superbudget - try not to take it, even the long-haul one was put into the Emergencies Ministry.
      Quote: bmv04636
      and. Aeroflot said that it will initially serve the SSJ. In addition, because of the size of Aeroflot, SSJs often do not stand on the ground for technical reasons - for example, during overbooking [6] the “extra” Airbus quietly gets out of the hangar, while the SSJ remains standing.

      It’s like that !! That is, they drive worse and the Super Budget is cherished like the apple of an eye. That’s why Boeings were taken to the low-cost airline, and when they were taken away from them, they ordered 17 more, so that Poghosyan should not be distracted from the Mexican order
      Quote: bmv04636
      AN-158. It would seem - cheers, there will be competition!

      I’ll tell you more - the A-7X which the Germans wanted An-70 and instead received the A-400, not from what’s better, but just like Poghosyan in the spirit of the market and competition, the Europeans honestly said that your transporter will not fly, we’ll do everything so as not to fly.
      1. bmv04636
        bmv04636 29 October 2014 13: 57
        +1
        You are respected to argue with this fact will not:
        Interjet began scheduled flights to Houston, Texas, USA from the Mexican city of Monterrey. This is the second city in the United States to visit a Russian passenger plane on a regular basis. Earlier, on September 12, flights began on the route Monterrey (Mexico) - San Antonio (USA, Texas). It is noteworthy that the new route also opened the board with the registration number HA-OAA.
        Flights to the United States became possible after the Russian Superjet received in 2014 the certificate of FAA - US Federal Aviation Agency
        Interjet Airlines is a Mexican low-cost airline with a fleet of 42 A320s and 11 Sukhoi Superjet 100s, a start customer for Superjets in the Western Hemisphere. The airline ordered 20 Russian planes and took another 10 as an option. Or, you say, they were forced to?
        And I use the SU-95 Mexicans from high altitude airfields. And they exploit it to the fullest and are satisfied.
        1. avt
          avt 29 October 2014 14: 14
          0
          Quote: bmv04636
          You are respected to argue with this fact will not:

          Yes, of course I won’t! I never even claimed that the Super Budget {Vasek well named it} - a flying coffin. Yes, and why should Amers obstruct him!?
          Quote: avt
          They will not make the weather, but Boeing has a share from each car - it is in the Po's project with "intellectual property", well, like the co-operators of the times of the peer-building, he again snatches small things, there are two Baku doors, well, in general, the fact that Russia has never produced

          Well, why should they refuse money if they send it?
          Quote: bmv04636
          And I use the SU-95 Mexicans from high altitude airfields. And they exploit it to the fullest and are satisfied.

          Yes, I would be in their place, too, would be satisfied, having received almost for nothing. The super budget is a mediocre airplane, inflated and inflated to the point of a breakthrough in world aviation and in terms of cost - efficiency does not fit into any framework, although it was initially positioned as an extra-profitable means of occupying an entire segment in world space. To achieve this goal, they killed everything that could make him even the slightest competition, BUT. Only in Russia. As here one day, in an article one author muttered through his teeth - even if not everything worked out, but this experience is priceless laughing Maybe this invaluable experience will be enough and the “responsible” top managers will be responsible for their words and the money spent, and not trample everything around them? By the way, in one of my comments I wished that the gaining strength “Ilyushin” would not repeat the glorious path "GSS.
      2. bmv04636
        bmv04636 29 October 2014 14: 07
        0
        On April 26, 2014, the head of the flight department of Sukhoi Civil Aircraft (SCAC), senior test pilot Sergei Korostiev, published on his Facebook page an interesting informative report on the impressive success of the operation of Russian regional Sukhoi SuperJet SSJ100-95B aircraft at the Mexican airline InterJet. The material was made based on the materials of the visit of the SCAC delegation to Mexico in April 2014.
        This report is very interesting in that it shows the level and characteristics of aircraft operation by a successful and efficient foreign airline and demonstrates obvious contrasts in terms of operation compared to even the most advanced Russian airlines. Recall that the Mexican airline InterJet signed a contract for the purchase of 15 Superjet SSJ100-95B aircraft with an option for five more aircraft on January 17, 2011, and in July 2012 transferred an option for five aircraft to a firm contract. All aircraft for InterJet are made in a 93-seat single-class layout and are being customized in Italy at the SuperJet International joint venture. The SSJ100 type certificate was approved by the Mexican aviation authorities in April 2012. The first SSJ100 (serial number 95023, Mexican registration XA-JLG) was delivered to InterJet on 18 June 2013 and made its first commercial flight in Mexico on 18 September. To date, InterJet has received seven SSJ100 aircraft, of which six are in service, being the second largest operator after Russia's Aeroflot. At the same time, as can be seen from the message of Sergei Korostiev, the intensity of SSJ100 operation in InterJet significantly exceeds that in Aeroflot. According to this publication, according to the results of 2013, SSJ100 aircraft in InterJet made an average of 5,31 flights per day (!) Aboard.
        As part of the visit of the delegation of CJSC "Sukhoi Civil Aircraft" and SuperJet International to Mexico in April 2014, four-sided (InterJet, SCAC, SJI, representative of the Russian Customer) events took place, consisting of:
        - InterJet presentation of the interim results of SSJ-100b fleet operation;
        - discussion of aspects of maintenance and operation of the SSJ-100b implemented by InterJet;
        - participation in the flight on the route Mexico City - Minatitlan - Mexico City;
        - An overview of InterJet's capabilities and available infrastructure for SSJ-100b fleet maintenance.
        1. avt
          avt 29 October 2014 14: 27
          +1
          Quote: bmv04636
          On April 26, 2014, the head of the flight department of Sukhoi Civil Aircraft (SCAC), senior test pilot Sergei Korostiev, published on his Facebook page an interesting informative report on the impressive success of the operation of Russian regional Sukhoi SuperJet SSJ100-95B aircraft at the Mexican airline InterJet. The material was made based on the materials of the visit of the SCAC delegation to Mexico in April 2014.

          Well, if the flight director himself in the GSS and Facebook! laughing Do you know why the GII of Gromov and Wright Field were created, it seems, in the USA ??? One of the goals is to obtain OBJECTIVE, INDEPENDENT information about airplanes. If I were a GSS hostess, and this chief pilot would blather something on Facebook, but it’s just that it’s not what it was in the smoking room — I would drive half-dead rags with pissed rags. laughing
    3. roman_pilot
      roman_pilot 29 October 2014 21: 07
      0
      Mainly support. But there is a small remark. Meks do not like burritos; they don’t even know what it is. Those who live in the states, they know, and the real muchachos did round eyes when I ordered a burrito. Litter for offtop.
  9. bmv04636
    bmv04636 29 October 2014 14: 09
    +1
    In the InterJet fleet there are about 40 aircraft of the A320 family and 7 SSJ-100b. InterJet Airlines operates 238 flights per day (at the time of the meeting; the number of flights is growing). InterJet Airlines provided data on aircraft readiness for departure (%), average flight per day on board (fh), average number of flights on board per day (fc) by operating type for 2013.
    A320 99.74%. 7.80fh 5.28fc
    SSJ-100b. 99.06%. 5.87fh 5.31fc
    As seen:
    - over the past year, the readiness of the SSJ-100b for take-off is inferior to the readiness for take-off of the Airbus A320; while there is a steady increase in readiness for departure SSJ-100b;
    - the average flight per day on board the SSJ-100b is inferior to that of the A320, due to the fact that the Operator uses the SSJ-100b fleet on shorter routes with less passenger traffic, where the use of the A320 is not economically efficient;
    - the average number of flights on board per day for the SSJ-100b slightly exceeds the performance for the A320.

    It is necessary to separately pay attention to the readiness of the SSS-100b for departure. The above figures are an average indicator with continued constant growth. By this time, the following indicators have been achieved:
    March 2014 - 99.46%;
    Last week before the meeting (06.04.14/12.04.14/99.98 - XNUMX/XNUMX/XNUMX) XNUMX% was demonstrated by six aircraft.

    One cannot fail to note the reaction of the representative of the Russian Operator [chief engineer of JSC Aeroflot-Russian Airlines K. Mokhn - bmpd] to the SSJ-100b fleet indicators demonstrated by InterJet. This reaction was the stunned phrase "unbelievable situation ..." repeated many times at the meetings.

    In the near future, InterJet expects to start operating flights from Mexico to three different airports in the United States. At the same time, representatives of the InterJet airline proudly say that they are "opening the gates for Sukhoi SuperJet in North America." (already flying to Houston and New Mexico)
  10. bmv04636
    bmv04636 29 October 2014 14: 09
    0
    Particular attention should be paid to the maintenance model chosen by InterJet. Representatives of InterJet airline expressed their gratitude to the Manufacturer for the flexibility and loyalty in the provided forms of maintenance. Thanks to this, the Operator has the opportunity to use a semi-equalized concept.
    The model for operating the A320 fleet and SSJ-100b selected by InterJet provides for guaranteed continuous daily stay of the aircraft in the base port for 4-5 hours at night and round-the-clock engineering. During this time, aircraft maintenance work is performed every night. Due to this, there is no need to stop the aircraft and remove it from the schedule for A-check.
    The availability of InterJet fleet fleet is facilitated by the presence of 2-3 mechanics at each transit port.
    For comparison: none of the Russian Operators use a semi-equalized concept. Russian Operators lack qualified personnel in transit ports. Moreover, InterJet uses this approach for the entire fleet: both Airbus and SSJ-100b.
    InterJet operates its own spare parts warehouse in Mexico City. In the absence of a part in this warehouse, deliveries are made from SuperJet International warehouses. The maximum waiting time for spare parts was 4 days. The average delivery time for spare parts is one day. At the same time, for the supply of spare parts and solution of technical issues, "one gate" - SuperJet International is used, without the intervention of the Manufacturer.

    InterJet's maintenance infrastructure is dispersed across two airports: Mexico City and Tuluca. Moreover, in each of them there are two large hangars.
    InterJet owns an aircraft painting hangar, allowing it to carry out paint work on both its aircraft and other customers. There are no analogues to this equipment hangar in Russia.
    The technical capacities of the production sites of the InterJet base allow:
    - Wheel repair;
    - laying and maintenance of gangways;
    - coloring of small-sized details;
    - repair of electrical equipment;
    - repair of metal components;
    - repair of composite components.
    Similar facilities are not being created at the bases of Russian Operators.
  11. bmv04636
    bmv04636 29 October 2014 14: 10
    -1
    Within the framework of the visit, a flight was carried out with the InterJet crew on the route MMMX-MMMT-MMMX on an SSSJ-100b XA-NSG aircraft. Distance 300-340nm one way.
    The flight to Minatitlan was performed on the FL350. Take-off weight 40,3t. 84 passengers on board.
    Launch: 5070kg of fuel, 11.39utc
    Shutdown: 3150kg of fuel, 12.49utc.
    Block time: 01 hour 10min. Block fuel: 1920kg; fuel / hour unit: 1645kg / hour.
    The flight to Mexico City was performed on the FL300 (it was forced to decline due to strong turbulence). Take-off weight 41,3t. 89 passengers on board.
    Launch: 5990kg of fuel, 13.15utc
    Shutdown: 3730kg of fuel, 14.28utc.
    Block time: 01 hour13min. Block fuel: 2260kg; fjel block / hour: 1857kg / hour
    The InterJet crew expressed deep satisfaction with fuel consumption.

    Noteworthy is the efficiency of ground operations: loading and unloading luggage, refueling. Fueling at the transit airport is carried out with passengers on board, which can significantly reduce turnaround times. These methods are not used by Russian SSJ-100b Operators despite the fact that FAP128 allows this, and despite the fact that it allows improving the flight economy.
    Turnaround time also reduces the use of ACARS: getting in-flight loadsheet and all the data the crew needs for the upcoming flight.
    For comparison, part of the schedule of the Russian Operator:
    SVO-GOJ 16.00-17.20
    GOJ-SVO 18.10/19.15/XNUMX
    Parking 50 min
    SVO-ASF 08.30-10.50
    ASF-SVO 11.40-13.55
    Parking 50min
    SVO-KZN 20.20-21.55
    KZN-SVO 22.55-00.25
    1 hour parking
    SVO-KZN 23.55-01.30
    KZN-SVO 06.00-07.30
    Parking 4 hours30min.

    As can be seen from the results of the flight MMMX-MMMT-MMMX of InterJet airline on the SSJ-100b, the turnaround time is 25-26min.

    Russian Operators should pay attention to the experience of operating the SSJ-100b by InterJet.

    Oscar Arguello, Technical Director InterJet:
    "Russian airlines are in a more advantageous position than we are - the manufacturer is close by, the documentation is in the native language .. You just have to work ..."
    1. FID
      FID 29 October 2014 14: 28
      +4
      Sorry, generously, in Zhukovsky, on the strip of 17 super suites, tossing, no one takes, and you sculpt the Mexican again. Please answer, WHY DOES THIS PRODUCT NOT FLY AT US? Why, again, talk about China, Vietnam, Cambodia? Where are the domestic companies? What do you give the Mexicans all the time as an example? Not tired?
      1. bmv04636
        bmv04636 29 October 2014 15: 37
        0
        I’ll answer I need to learn from the Mexicans how to properly operate the plane. Yes, the first cargo planes had children's sores, but remember the Boeing Dreamliner and the question itself will disappear.
      2. bmv04636
        bmv04636 29 October 2014 15: 43
        0
        Question themselves flew on the SU-95 or not if not well, what can I say fly fly compare with the same AN-148 or Embrariere 190
  12. Ngauro
    Ngauro 29 October 2014 14: 51
    0
    All titanium in it, Russian
  13. Prager
    Prager 29 October 2014 15: 50
    +2
    Well done, Brazilians, slowly working, in no hurry. And find markets.
  14. Mountain shooter
    Mountain shooter 29 October 2014 16: 52
    0
    Superjet is certainly too small for Russia, but it is the first civil aircraft in Russia. And "not lumpy". And when he thought about it, Boeings and Airbus took over all the traffic. In a crowded market it is difficult to punch your way. The situation has turned upside down, and now it will be necessary to restore the lost industry of the "passengers" with blood. But nowhere to go. you have to do it.
  15. korjik
    korjik 29 October 2014 21: 48
    0
    Tell me straight! We’ll buy this flying truck from our BRICS partner and don’t hell with brains about our developments, developments of Tu, Be, Me, Su, Il. There is nobody to do with us, nowhere and why the heck.
  16. 406ppm2gv
    406ppm2gv 29 October 2014 22: 31
    +1
    bmv04636
    -If this plane is being sold so well abroad, as you tell us about it here, and there is no opportunity to purchase it for domestic companies, so it hinders the launch of the TU-334 for domestic transportation, by the way it is cheaper and there will be those who wish in the CIS. a shortened version of the TU-334SM, this means that the avionics and so on can be automatically transferred to the cockpit of the TU-204, that is, it is unified and the crew will consist of 334 pilots. Motor Sich engines will not disappear anywhere and will supply, they will disappear nowhere.
    Brazilians are great! And we only need conversations need IL-112, do not need IL-112. IL-214 (as if we are developing the Indians) for which year there is not even a full-scale model. who will cooperate with us then?