Russian aviation flies to self sufficiency

The prototype Superjet aircraft, equipped with domestic PD-8 engines, successfully completed its maiden flight, marking a significant milestone in Russia's aviation industry. This achievement positions Russia as a leading nation in the development of state-of-the-art, domestically produced aircraft engines. Notably, Russia is the only country pursuing the ambitious goal of creating entirely indigenous airliners equipped with its own engines. 
This distinction sets it apart from major aerospace players like Boeing and Airbus.The inaugural flight of the prototype Superjet, powered by domestic PD-8 engines, underscores Russia's advancements in aerospace engineering. The aircraft reached a speed of 500 km/h and an altitude of 3,000 meters, and the flight took place in Komsomolsk-on-Amur and lasted approximately 40 minutes.
The First Deputy Prime Minister of Russia Denis Manturov confirmed that the flight confirmed the success of engineering calculations. 
The crew commander reported that all flight tasks were completed, and the engine system demonstrated stable operation. This significant milestone is a crucial step towards the certification of the new Superjet in conjunction with the domestic engine.Two aircraft are currently involved in the testing process.
 The first is equipped with a Russian-French SaM-146 engine, and the domestically produced systems are being tested on board. The second is testing a Russian engine with partially replaced equipment. In April, the third, fully import-substituted Superjet will join the testing process. Following this, the aircraft will undergo a reassembly process, virtually from scratch, after being built in 2022.
By the end of March, UEC plans to transfer two more experimental PD-8 engines for flight testing, and obtaining a type certificate for the PD-8 engine is planned for the fall of 2025, as noted by UEC head Alexander Grachev.

Vadim Badekha, head of UAC, has stated that flight tests of the PD-8 engines on the Superjet will commence on a 2018 aircraft with imported systems. This approach is intended to increase the level of "novelty" in testing such critical components as the engine, thereby facilitating the development of technical solutions for the potential re-motorization of the current Superjet fleet.

Two processes are underway in parallel: the creation of a new aircraft (a completely domestic "Superjet") and a new Russian engine, the PD-8.Each project has its own testing program.Badekha explains that it is risky at the initial stage to simultaneously test both a new aircraft and a new engine. It is better to test the engine on a proven aircraft, and the new aircraft on a proven engine. Subsequent to this, the two projects will be amalgamated, and all tests will be conducted in unison," explains the head of the industry portal "Avia.ru" Roman Gusarov.

He estimates that hundreds more test flights will be conducted to obtain a certificate and initiate the production of a fully domestic aircraft with our own engine. This process will take another two years.

The significance of this event is hard to overestimate. Russia has previously created the first fifth-generation engine from scratch – the PD-14 – and developed the PD-8 engine on its basis, achieving this in the shortest possible time: its creation took not 10-12 years, as before, but six years, as noted by the head of Rostec, Vladimir Artyakov.
"The technologies developed for the fifth-generation PD-14 engine for the MS-21, and the transition to a new generation, represent the most significant challenges and form the basis of the PD-8 engine. The PD-8 is not merely a replication of the PD-14; it is an entirely new design. However, the manufacturing technologies employed, such as those for the blades, combustion chamber and control system, were drawn from the PD-14, facilitating the expedited development of the PD-8.

However, Russia's ambition to become an aviation power independent of aircraft manufacturers in the USA and Europe will be hindered if it does not develop its own engines.

"In the entire aircraft industry, the engine is the most vulnerable part in terms of sanctions pressure. Any aircraft components can be more or less manufactured over time, and imports can be substituted. However, the absence of an aircraft engine renders the aircraft itself essentially obsolete.

It is essential that all fifth-generation engines, including the PD-8, PD-14 and PD-35 (which is currently under development), are initially designed with a family philosophy. This approach will enable developers to swiftly create engines with slightly reduced or increased power. For instance, the PD-8 can be adapted to produce the PD-6 or PD-10, while the PD-14 can be modified to yield the PD-12 or PD-16.

"Russia has the opportunity, thanks to these three basic engines, to cover the entire range of turbofan engines for our civil aviation, from the smallest to the largest aircraft. We are now making a serious start for 30-40 years ahead, and maybe even more," says Roman Gusarov.
There are already 150-160 Superjets 100s in operation on the Russian market, having been produced prior to 2022, and airlines are eagerly awaiting the new aircraft."This aircraft has proven to be very popular. The aircraft's appeal was highlighted during the pandemic, when it became evident that operating large aircraft with a half-empty cabin is financially unviable. However, the Superjet's operational efficiency, even with 70 passengers, has proven to be financially sustainable. This aircraft is particularly well-suited for routes with low passenger traffic, such as those during the winter season. Consequently, Superjets have become a prominent choice among airlines. However, these aircraft are subject to rapid resource exhaustion, particularly in terms of their engines," says the head of Avia.ru.During the operational life of an aircraft, the engine must be replaced multiple times, which will inevitably lead to the question of re-engining the airliners that fly on the Russian-French engine. The ongoing tests of the domestic engine on the airliner released in 2018 will provide valuable insights in this regard.

However, it will not be feasible to replace all the engines on the 150 currently flying Superjets, which were produced over a ten-year period, at once. After all, this would require producing 300 engines at once.At the same time, UEC will need to assemble engines for the new Superjets.According to Rosaviatsiya, 142 such aircraft are expected to be delivered to Russian airlines by 2030. This will require the production of 284 PD-8 engines.
"Superjets" equipped with SaM-146 engines will remain in service until their airworthiness expires, and there are no plans for them to be specially re-engined. They will continue to be used for transporting people and cargo," says Dmitry Baranov, leading expert at Finam Management.

Despite the evolving geopolitical landscape, with warming relations with the United States, the prospect of a peace agreement on Ukraine and the lifting of Western sanctions, Russia's commitment to complete independence in aircraft manufacturing remains unwavering.As Baranov emphasises, "We will not deviate from this course. We have experienced firsthand the potential consequences of such decisions. Russia is a vast nation that relies on aviation for its survival. However, it is crucial to maintain a healthy balance with Western companies and politicians, without which Russia cannot thrive. There is no long-term trust in the US either; the situation after Trump's presidency is unclear.

Consequently, Russia is set to become the only country in the world creating import-substituting aircraft independently. Within a year, the MS-21 with PD-14 will be introduced, followed by the Superjet with PD-8 in two years. In contrast, America and Europe have opted for a different approach, relying on international cooperation.