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Andrey FOMIN austere airstrips pinpointed from the air, and perform aerial photography, environmental monitoring and other missions. The cockpit has combined instrumentation, including three colour multifunction displays and a number of electromechanical instruments and indicators. The Rysachok’s maximum takeoff weight equals 5,700 kg, with its good power-to-weight ratio (the two M-601F turboprops produce 750 hp each) ensuring excellent take-off and amending performance. Even taking off with the maximum takeoff weight, the aircraft needs a runway of within 1,000 m, and when its maximum take-off weight stands at 5,000 kg, a 500-m-long unpaved airstrip is enough for take-off. The aircraft can operate from airfields sitting up to 2,000 m above sea level. Unlike the previous aircraft designed by Vyacheslav Kondratyev, manufacture of prototype and production Rysachok planes will be handled by the TsSKB-Progress in Samara. Over the past five decades, the company has been a specialist in development and production rocket-and-space hardware. It has been making all versions of the Soyuz launch vehicle and developing advanced rockets and spacecraft. However, the plant in Samara (Kuibyshev at the time) had been a major player of the nation’s aircraft industry before 1960, when it switched to developing and TsSKB-Progress Rysachok’s cockpit Rysachok first flying prototype in its maiden flight, 3 December 2010 making space-related products. The plant had built over 42,000 planes from 1909 to 1960. Thus, TsSKB-Progress, a rocket-andspace developer and manufacturer, is using the Rysachok to regain its aircraft-making competences. Construction of five pre-production Rysachok planes began during 2008–2010 under the contract signed. The static tests plane (c/n 00-02) was built first. It was followed last autumn by the first flying example (c/n 00-01). After a number of ground tests of the powerplant and systems and test taxiing and runs, the aircraft had been prepared for its maiden flight by winter. On 3 December 2010, pilot Vladimir Makogonov and co-pilot Mikhail Molchanyuk took the Rysachok to the air. Having climbed to 400 m and completed two patterns over the Bezymyanka airfield situated on the eastern outskirts of Samara, the new aircraft landed safely 15 minutes later. The first Rysachok was painted at the nearby Aviakor plant in January. In March, US engine manufacturer GE Aviation reported that Technoavia had ordered from it H80 turboprops for 30 Rysachok planes with 30 more as options. The H80 is an upgraded version of the Czech-made M601, with power increased up to 800 hp and reduced fuel consumption. The GE Aviation and Technoavia agreement also provides for commercial aviation | project cooperation in certificating the US engine in Russia and providing its after-sales support. In late January 2011, TsSKB-Progress Director General Alexander Kirilin said that the company was to make two more Rysachok planes this year. “There are 30 options designed for flying schools in the first place. In the long run, we will launch line assembly. The productionising we have completed will enable us to make six planes a year. If the project becomes successful, the company’s facilities allow production six planes a month to provide such planes for all airports that sit idle now”, Mr. Kirilin said. The launch order by the Ministry of Transport, which cannot objectively be very big, may well be followed by new orders by regional airlines, flying clubs and uniformed services, and the Rysachok, its developers believe, is facing good prospects in this respect. For instance, the air arm of the Emergencies Ministry has been keen on the Rysachok. “A plane in the An-2 class is needed by the country”, opined Ravil Akhmetov, first deputy Director General, TsSKB-Progress. “Just like the famous agricultural plane, it will be in high demand. The Rysachok is an up-to-date twin-engined aircraft. It is relevant for pilot training, inter- and intraregional operations, agriculture and airlifting of ill persons”. www.take-off.ru take-off june 2011 45 TsSKB-Progress TsSKB-Progress
Take-off archive flight safety | tendency CAUSE OF INCIDENT: COUNTERFEIT PARTS In the wake of a Mi-26 crash in India There was an incident at Satwari airport in Indian state Jammu and Kashmir on 14 December 2010, involving a Mi-26 in service with the Indian Air force (IAF). The helicopter crashed onto the ground from an altitude of about 5 m due to a malfunction in the lateral control system. None of the nine persons on board died, but the machine proved to be beyond repair. In spite of the Mi-26 being covered by a guarantee of the manufacturer plant, which had overhauled it, no claim was raised with the Russian side. It turned out that on the eve of the fatal flight the operator had replaced a helicopter control system part without having it cleared by the guarantee team, with the origin of the substitute being unknown. Today, the factual background is known. The facts indicate that the December crash cannot besmirch the Russian-made Mi-26 in the run-up to summing up outcome of the IAF tender for 15 heavylift helicopters no matter how much someone wants it to. As is known, the advanced Russian Mi-26T2 and US CH-47 Chinook are rivals in the IAF tender. Mi-26 in India IAF bought its first two Mi-26 heavylifters in May 1986. The machines serialled Z2897 and Z2898 were fielded with the 126th helicopter unit activated at the same time. Two more aircraft (serials Z3075 and Z3076) were fielded with the air unit in February 1989. The four Mi-26s have been used proactively in India for over two decades to carry heavy cargo and conduct unique transport operations. For instance, an externally slung pontoon bridge was airlifted in February 1989 in a unique operation. Indian Mi-26s carried MiG-21 fighters from the crash sites to their air bases at least twice, in 1999 and 2002. In July 2002, a Mi-26 airlifted a Beechcraft passenger plane from the site of its incident at the Kangra airport, with the operation being unique also due to the duration of the flight with cargo on the external sling – 3 h 25 min. Mi-26s hauled Mi-17 helicopters from hand landing sites at least twice, in February 2006 and September 2007. Last year, the Indian Mi-26s were widely used to airlift heavy 46 take-off june 2011 equipment required for construction of a railway in the Srinagar valley. The way it was The Mi-26 serialled Z3076 (c/n 14-10) was made by Rostvertol plant in November 1988 specifically for IAF. It underwent another overhaul in March 2008 at the manufacturer plant, after which its assigned life was extended up to 27 years and eight months (until June 2016), its time between overhauls was set at 900 h and service life until next overhaul was set at eight years, while the manufacturer’s guarantee for three years of 500 flying hours (deadline in March 2011) was provided. At the time of the incident, the helicopter had logged 484 flying hours and 705 landings after the latest overhaul and 1,815 h and 2,994 landings since the beginning of its operation, with the remaining time before overhaul standing at 415 h or 5.5 years. The operation and routine maintenance had been in line with the current documentation. On 6 December 2010, the Mi-26 (Z3076) departed its air base in Chandigarh to Jammu and Kashmir to take part in airlifting heavy cargo as part of the construction of the railway there. At its destination, a 13.5-tonne tractor and long 1.7-tonne metalwork were loaded on board. Prior to the flight, the ground crew had spotted hydraulic system oil dripping from the KAU-140 combined control unit responsible for lateral control of the helicopter. The operator decided to replace the unit with a similar one from its own backup pool of components, which was done right at the Satwari airport on 12 December, the manufacturer’s guarantee team in Chandigarh was not informed and a certificate of damage was not issued. Following the replacement of the KAU-140, the replacement unit was tested from the NS-46 onboard hydraulic power unit and then, once the engines were started, in line with the operating flow chart. The control system operated normally. After www.take-off.ru
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Page 8 and 9: industry | news United Engine Corpo
Page 10 and 11: THE 10 th INTERNATIONAL АVIATION A
Page 12 and 13: Mi-38 second flying prototype arriv
Page 14 and 15: THE 11 TH LANGKAWI INTERNATIONAL MA
Page 16 and 17: had accounted for 5 t. An increase
Page 18 and 19: Sergey Lysenko Alexey Mikheyev Mi-3
Page 20 and 21: tude of 5 km for 9 minutes only, wh
Page 22 and 23: with potential customers including
Page 24 and 25: Sukhoi Sukhoi's test pilot Sergey B
Page 26 and 27: Yevgeny YEROKHIN Photos by author t
Page 29: KnAAPO KnAAPO military aviation | n
Page 32 and 33: Alexey Mikheyev Alexey Mikheyev Ka-
Page 34 and 35: Yevgeny Yerokhin India got its thir
Page 36 and 37: Mikhail Mizikayev Rostvertol steps
Page 38 and 39: Andrey FOMIN Phazotron-NIIR Zhuk-M2
Page 40 and 41: Sergey Popsuyevich Andrey Fomin An-
Page 42 and 43: commercial aviation | news www.take
Page 44 and 45: “The SSJ100 fights nicely Armavia
Page 48 and 49: chinanews.com that, the helicopter

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