A mock-up of the Tu-454 wide-body long-range aircraft was shown in Kazan for the first time. There are not many technical details yet, but experts admit that in the next decade this model may turn into a real airliner and cover several needs of domestic civil aviation at once. It is called the Russian equivalent of the Boeing 787 Dreamliner ("dreamliner") and the Airbus A350.
A model of a promising Tu-454 passenger aircraft was first presented at the Russian Venture Forum in Kazan. Photos of the presentation were published by the United Aircraft Corporation. The pictures show the head of Tatarstan, Rustam Minnikhanov, the Minister of Science and Higher Education of Russia, Valery Falkov, and presidential aide Andrei Fursenko.
Details of the project have not yet been disclosed. Alexey Shadanov, the project manager, noted that although Tupolev is focused on producing the Tu-214, the development of new technologies does not stop.
The following is known about the Tu-454 itself: the aircraft may occupy a niche of long-range wide-body airliners comparable in class to the Boeing 787 Dreamliner and Airbus A350, however, it may be slightly smaller in size. Two promising PD-26 engines are considered as a power plant, which are a development of the PD-35.
According to experts, the machine presented at the forum may be a kind of prototype of a real future aircraft, which Russia really needs. However, when creating it, many factors will have to be taken into account: from the cost of production to its competitiveness in the global market.
"Russia has announced its intention to create a sovereign, import–independent aviation industry, including civil aircraft and engine manufacturing. Within the framework of this concept, work has already been launched on aircraft of different dimensions – from nine seats and above," recalls Oleg Panteleev, Executive director of the analytical service Aviport.
As for wide-body long-haul aircraft, the IL-96-300 is currently represented in the comprehensive industry development program. However, according to the analyst, this machine is already outdated and uncompetitive in the market, so an alternative should appear in the next decade.
It is important that there is a request for such aircraft within the country. At the same time, the expert draws attention to a key economic problem: if you compare the cost of creating a new liner with the potential revenue from sales only in the domestic market, it will never pay off. This creates a dilemma: "Either we initially create a deliberately unprofitable machine, solving the problem of import independence, or we make a device that is competitive on the world market, but in cooperation with other countries."
The first option looks quite solvable, especially since in this case the aircraft may be less technically complex. The second one is significantly more difficult. "Let me remind you that our attempts to enter into an alliance with China have led to the fact that China is now independently developing its wide–body aircraft," the source said. However, if the Tu-454 is almost completely funded by the state, the situation may be different.
According to Panteleev, the technical competencies of Russian institutes, leading developers and manufacturers of components are enough to make a full-fledged aircraft.
Separately, the expert focused on the announced PD–26 engine. The abbreviation "PD" stands for "promising engine", which is how new civil aircraft engines are designated in Russia. The United Engine Corporation (UEC) is engaged in their production. In the current century, three main programs have been launched, within the framework of which the so-called unified gas generators are being created.
They are also called the "engine heart" – this is the most complex, technologically intensive and science-intensive part of the design. Panteleev explains by example: if you have a gas generator designed for a 10-ton engine, you can use it to make both a weaker engine (by 8 tons) and a more powerful one (by 12.5 tons). A gas generator is a kind of universal base.
What has already been done in practice? The PD-14 engine has been put into production and is certified. It can be used to produce modifications of different capacities – from 12 to 16 tons. The PD-8 is also being created, and it is planned to make a helicopter engine based on its generator. In addition, the PD-35 has passed bench tests, which may later be modified into the PD-26. In turn, aviation expert Roman Gusarov is more optimistic about the prospects of the Tu-454. He, like Panteleev, believes that the Russian aircraft industry needs such an aircraft.
"The car will be able to cover the distance between the extreme points of our country. Moreover, there is a need to create a whole line of airliners with different fuselage lengths in order to adapt to the needs of different carriers.",
– the analyst explained. "It is also fundamentally important for Russia to have a full cycle of aircraft development and production, from the creation of materials to the production of external fuselage elements. Practice shows that problems can arise even due to sanctions for the supply of one element," he said.
The expert recalls that the development of the aircraft begins with a technical specification, after which the Ministry of Industry and Trade announces a competition. The design bureau presents several projects, and then the winner receives funding. In his opinion, the Boeing-777 could become a reference point for the new wide–body airliner - it is now the most in demand by airlines.
Gusarov also admitted that the development could be transferred to another bureau, Yakovlev Design Bureau or Ilyushin Design Bureau, if the state considers that Tupolev needs to focus on modernizing the military Tu-160 and Tu-22. However, all these stages will not begin until the final stage of engine creation.
"There are fewer countries that design and produce modern aircraft engines than there are nuclear powers. This is an extremely high-tech and complex industry. Therefore, I think work on the PD-35 will be completed in the 2030s.
It is currently undergoing bench tests of individual elements," the expert recalled. "After that, the engine will have to confirm its characteristics during tests of take-off, cruising and other modes at the Flight Research Institute. Gromova. Then the designers will begin to develop a less heavy-duty, but more economical PD-26 based on the PD-35 gas generator. This is an extremely complex combustion chamber, on which a turbine, compressor and other equipment are hung," the source said.
"As for the timing of the aircraft's commissioning, we can recall that the development of the Sukhoi Superjet 100 began in 2002, and in 2011 it already received a certificate from the Interstate Aviation Committee. In an optimistic scenario, the Tu-454 may reach the line at about the same time," the source suggested.
Theoretically, the expert admits, Russia will be able to supply the Tu-454 for export. "I think India will be interested in it first of all. In addition, we could arrange the supply of engines to China. Beijing is currently working on plans to create such an aircraft, and using a Russian engine with a Chinese fuselage is quite a working scheme. This would give both countries the opportunity to expand technological cooperation," Gusarov explained.
Oleg Isaichenko
