19 Dec 2016 21:20 Three new Superjets for CityJet, which are on the delivery schedule for 2017, are already in production and will be delivered to the carrier in the first half of next year, with two more aircraft arriving in Dublin in the second half of 2017.

On November 29, 2016, Vnesheconombank (VEB), Sukhoi Civil Aircraft JSC (SCAC) and Superjet International (SJI) signed a Memorandum of Cooperation in financing these supplies. The memorandum provides for financing the supply of five aircraft, which will be produced by GSS and customized by SJI. The memorandum was signed as a continuation of the already implemented project of financing three SSJ100s for CityJet airline in 2016. By the end of December, the fourth Superjet should enter the airline’s fleet.

The contract for the purchase of 15 SSJ100 between SCAC and CityJet, within the framework of which current deliveries are carried out, was signed in the spring of 2016. The contract also includes an option to purchase 16 aircraft.

On November 30, 2016, the State Transport Leasing Company and Yamal Airlines signed a firm contract for the carrier to purchase 13 SSJ100 aircraft. The contract signing ceremony took place as part of the Transport Week 2016 forum in Moscow. The document was signed by the General Director of State Transport Leasing Company Sergey Khramagin and the General Director of AK Yamal Vasily Kryuk.

“Yamal Airlines is our strategic partner. Back at the MAKS air show in 2015, we entered into an agreement for the supply of up to 25 SSJ100 aircraft. This year we delivered three Superjets to the airline, and by the end of the year we will deliver six more aircraft. In 2017, we plan to deliver 10 SSJ100 to Yamal,” said Khramagin.

The production program of the Komsomolsk-on-Amur aircraft plant for 2017 plans to produce 39 SSJ 100 aircraft, 35 of which have already been contracted. The maximum annual production of SSJ 100 was reached in 2014 - 35 aircraft were produced. In 2015-2016, due to changes in the macroeconomic situation, sales plans were adjusted to 17 and 18 units, respectively.

The largest Russian carrier, Aeroflot, has 30 SSJ100 aircraft in its fleet. In 2016, the average daily flight time per aircraft of this type at Aeroflot was 4 hours 57 minutes, completing 23,066 flights.

Four Superjets are operated by IrAero airlines, these are aircraft with registration numbers RA-89001, RA-89002, RA-89008 and RA-89010; previously these aircraft were operated by Aeroflot and Red Wings airlines. The operator began independent commercial operation of these aircraft on July 26, 2016. In the first quarter of next year, the airline will receive four more new aircraft, we are talking about a version of the aircraft with an increased flight range - the SSJ 100LR. The cars, which will be received directly from the plant, are planned to be used on “flights on the Irkutsk-Moscow route, flights to the south of Russia from Omsk and Irkutsk, southern China, Taiwan and, possibly, Vietnam.”

On October 21, 2016, a new Superjet 100, produced in 2016, arrived in Yakutsk from Ulyanovsk for Yakutia Airlines with registration number RA-89038 (s/n 95083) of an improved “Long Range” modification with a flight range increased to 4.5 thousand km . The cabin layout is designed for 103 seats in full economy class. This is already the fourth Sukhoi Superjet 100 aircraft purchased by the republic; plans include further expansion of the fleet.

The Mexican airline Interjet has 23 SSJ 100 aircraft in its fleet - it is the second largest operator after Aeroflot. The first aircraft, serial number 95023, Mexican registration XA-JLG, was delivered to the airline on June 18, 2013 and made its first commercial flight in Mexico on September 18 of the same year. As of December 1, 2016, engine No. 146137, which is installed on one of the carrier’s Superjets and is operated in high altitude and high humidity conditions, had a maximum operating time of 5,792 cycles.

In addition, Superjets are operated in a business configuration by the Royal Thai Air Force, the Kazakh border service, the special flight detachment "Russia", Gazpromavia and RusJet airlines. The Russian Ministry of Emergency Situations operates two SSJ 100LR aircraft with convertible cabins for the installation of medical modules.

In the second half of 2016, information appeared that Sukhoi Civil Aircraft had completed the development of a preliminary design (Gate 3) of an extended version of the Superjet - SSJ 100SV, designed for 120 passengers. In 2017, at the Le Bourget air show and at MAKS-2017, the company will be ready to present the aircraft to potential buyers. The flight range of the airliner will be 3,700 km, and the maximum take-off weight will be 55 tons.

The wing of the extended version of the aircraft will undergo significant processing. The declared aspect ratio of 10 for the SSJ 100 is one of the significant achievements of the GSS, but this is not enough for the heavier SSJ 100SV. To provide the new aircraft with the same landing speed as the existing Superjet, the wing area will be increased, and maintaining the aspect ratio will improve takeoff efficiency in the absence of additional engine thrust.

Aerodynamic efficiency will be improved by winglets, which are currently being designed for the basic version of the aircraft - SSJ 100 and in 2017 will be offered as an upgrade to the entire existing fleet.

As of December 1, 2016, GSS had delivered 105 aircraft to customers from Russia, Central Europe, Central America and Southeast Asia. In 2016, GSS plans to produce 20 aircraft and deliver 31 aircraft to customers, 14 aircraft are fully completed.

• 09 Jul 2019 17:58 Russia will produce another 200 Sukhoi Superjet 100 - Despite the accident of the Sukhoi Superjet 100, Russia plans to produce at least 200 more aircraft of this brand. This information is published by Reuters with reference to Industry Minister Denis Manturov. Russian Minister of Industry and Trade Denis Manturov during an interview given to the agency...… (+4)

• 28 Jun 2019 15:44 Reliability and quality: Saturn has passed the next stage of the European audit of the production of the SaM146 engine - PJSC UEC - Saturn (part of the United Engine Company of the Rostec State Corporation) conducted a supervisory audit of the production of serial SaM146 engines for compliance with the requirements of the European Aviation Safety Agency. Inspectors visited two sites: on June 3 they...… (+6)

• 04 Jul 2019 15:59 Severstal will receive a new SSJ 100 with winglets - At the Ulyanovsk aviation enterprise Aviastar-SP, for the first time, an interior was installed on a Russian Superjet 100 aircraft with horizontal wingtips, according to the plant’s website. The aircraft with registration number RA-89135 is intended for Severstal Airlines. The new board became the 110th...… (+6)

The Sukhoi Superjet 100 aircraft received close attention from the very beginning. And not only from aviation enthusiasts. Even at the design stage, an incredibly large number of noisy defeatists were discovered, claiming that it was impossible to design and launch a modern aircraft in Russia. However, in April 2011, the Sukhoi Superjet 100 made its first commercial flight.

To date, the number of produced aircraft of this brand has confidently exceeded one hundred. Short-haul aircraft are in demand in Russia, and a significant number of Superjets built serve domestic flights in our country. However, this Russian airliner was initially created with a foreign customer in mind, as its name suggests. And the goal was achieved. Among the Superjet operators there are foreign companies, the number of which is constantly increasing.

Thus, the Belgian air carrier Brussels Airlines, the largest national airline in Belgium, decided to lease three Russian aircraft from the Irish company CityJet. Of course, Belgium will not use these aircraft on domestic flights due to the size of the country. However, the company operates flights to 20 European countries, as well as to East, Central and West Africa. The Superjet's capabilities are enough to work in any of these areas. Unless flights to West Africa require refueling.

It is noteworthy that with this deal the number of operators of the Russian Sukhoi Superjet 100 in Western Europe will double. Previously, CityJet was the only Western European company that operates Russian aircraft.

Unlike the Irish, who simply bought Russian airliners, Brussels Airlines takes out aircraft on a wet lease. That is, repairs and maintenance will be carried out by the leasing company. However, this is normal practice in the modern air transportation market. The Belgian side intends to begin operating Russian Superjets in April, since the regional Avro RJ100s at the company’s disposal are already quite outdated. Of the 12 available aircraft, four have already been written off, and the rest will fly until the end of this year at most. In such conditions, a Russian aircraft will come in handy for Brussels Airlines.

It only remains to add that in addition to nine Russian operators, the Sukhoi Superjet 100 is used by Mexico, Ireland, Thailand and Kazakhstan. In addition, among the foreign carriers there were also companies from Armenia, Laos and Indonesia, which suspended their activities for reasons beyond the control of the Russian aircraft.

Thus, the task of creating a modern short-haul aircraft capable of competing on equal terms with the best foreign models was successfully completed by Sukhoi Civil Aircraft, the developer of the Sukhoi Superjet 100. The geography of use of the new Russian aircraft, as we see in the example of Brussels Airlines, is expanding. Moreover, the aircraft is already involved in the leasing segment of the market and is selling well on the secondary market. All this allows us to expect that over time the Sukhoi Superjet will take its rightful place in the global short-haul transportation market.

Follow us In contact with , Classmates

Similar news

“Today, Western manufacturers have operational reliability indicators exceeding 99%, despite the fact that they operate not 100 aircraft, but thousands. We are talking about the fact that the SSJ-100 should compete with them, but at the same time we are also seeing a drop in performance,” says Roman Gusarov, editor-in-chief of the Avia.ru portal. Direct competitors of the Russian short-haul airliner are Embraer-190/195 and Bombardier CS100.

According to Gusarov, the decrease in operational reliability of the Russian aircraft may be due to the fact that the manufacturer cannot maintain it at the same level when the number of aircraft in commercial operation increases. This opinion is confirmed by research data, according to which Aeroflot, the largest buyer of the SSJ-100 (there are 30 in its fleet), has one of the lowest operational reliability indicators - 95.81%. At the same time, for example, the Thai Royal Thai Air Force has 100% operational reliability for its two aircraft.

Editor-in-Chief of the Aviatransport Review magazine Alexey Sinitsky also believes that the GSS “clearly has room for improvement.” He notes that the SSJ-100 fleet has grown by almost a third, including due to new buyers, for example, the Irish airline CityJet.

An Aeroflot representative did not comment on the reliability indicators of the SSJ-100, noting only that the airline is “in constant contact with the manufacturer,” expresses “its wishes” and points out “places that require special attention from the developer.”

“There is no direct connection between the operational reliability indicator and flight safety for the passenger,” clarifies Roman Gusarov, explaining that the reliability indicator will decrease as a result of both serious breakdowns and “a simple burnt-out light bulb.” Alexey Sinitsky shares the same opinion.

There have been several reports of technical problems with the SSJ-100 over the past year. In January 2017, Yakutia Airlines reported that it had discovered a stabilizer defect on two of the four SSJ-100 aircraft in its fleet. Previously, Aeroflot faced similar problems and canceled a number of flights because of this.​

The issue of the technical reliability of the SSJ-100 was considered at the level of the head of government in June. As a result, Dmitry Medvedev ordered the Ministry of Industry and Trade, the Ministry of Transport, the Federal Air Transport Agency and the United Aircraft Corporation (UAC), together with Aeroflot, to develop a set of measures to improve the technical indicators of serviceability and flight hours of the SSJ-100 to “correspond to world standards.”

GSS will produce another 600 SSJ-100 for the Russian and global markets by 2036. ​The results of the study by GSS and Alenia Aermacchi are unlikely to affect sales of the aircraft, Gusarov notes. “Currently, sales of SSJ are exclusively due to government support programs. It’s cost-effective for [airline] companies,” he says. In July, Aeroflot signed a contract to purchase 20 of these aircraft.

The Superjet 100 manufacturer is waiting for permission from the US Office of Foreign Assets Control OFAC, which is part of the structure, to supply aircraft to Iran. Meanwhile, European and American aircraft manufacturers, unencumbered by such restrictions, have already signed contracts worth billions of dollars with Tehran. I understood the causes and consequences of the current situation.

Sanctions forever

The manufacturer of the Sukhoi Superjet 100 airliner will be able to negotiate more substantively with Iranian airlines only after receiving approval from the American side, UAC told Lente.ru.

“Due to the presence of American components in the SSJ100 aircraft, we are preparing documents for submission to OFAC (Office of Foreign Assets Control) - the foreign assets control body of the US Treasury - to obtain approval for the supply of SSJ100 to Iran,” the UAC explained, but details, including the timing of obtaining permits, were not shared. Thus, the entry of the SSJ100 into the Iranian market has been delayed indefinitely.

The Sukhoi Superjet 100 (SSJ100) is a regional aircraft developed and produced by Sukhoi Civil Aircraft Company with the participation of Alenia Aermacchi. The basic version has a range of 3048 kilometers, and the LR modification has a range of 4578 kilometers. The aircraft is capable of carrying from 75 to 95 passengers.

Back in February 2016, the vice president of UAC estimated the potential market in Iran for regional aircraft such as the Superjet at 100 units. And in February 2017, the Russian Minister of Energy, co-chairman of the Russian-Iranian intergovernmental commission on the Islamic Republic’s readiness to buy 12 SSJ100 aircraft in the near future.

The US OFAC division is the key structure monitoring compliance with sanctions, including against Cuba, Iran, North Korea and other states. The lawyer of the Delovoy Fairvater bureau explains that the delivery of aircraft without OFAC approval threatens to aggravate the foreign policy situation and deteriorate diplomatic relations between countries. In addition, violators of sanctions prohibitions may be fined. Thus, the French bank BNP Paribas had to pay $9 billion for transactions in the interests of clients from Iran, Sudan and Cuba. The paradox of the situation is that the sanctions that formally prevented the supply of Superjet with American components were lifted from Iran back in 2016, which was officially announced by OFAC itself.

Photo: Alexander Kryazhev / RIA Novosti

While the SCAC is waiting for a response from the US Treasury, competitors of domestic aircraft manufacturers are already taking their place in the sun. In December 2016, Airbus signed the largest contract with the Iranian authorities, totaling $18 billion, involving the delivery of 100 aircraft. At the same time, the American airline reached an agreement with Tehran: it would sell 80 airliners to Iranian carriers for $16.6 billion.

The largest foreign customers of the SSJ 100 are the Mexican Interjet (30 aircraft) and the Irish CityJet (15 aircraft). The total portfolio of firm (with an obligation to purchase) orders for the SSJ 100 is 206 units - almost the same as for the MS-21, which has not yet entered mass production. According to the SCSS, there are currently 102 Superjet aircraft in operation.

Iran's population is only half that of Russia. At the same time, Iranian airlines operate just over 100 aircraft, the average age of which exceeds 25 years. The junior partner of the Industry practice of the NEO Center consulting group, citing expert data, estimates the additional need of the Iranian market for passenger aircraft at 400-500 units. Therefore, he believes, even taking into account the large order from Airbus and Boeing, the Iranian market still cannot be considered saturated.

Ace in the hole

The share of imports in the supply of materials and goods for the SSJ100 for the nine months of 2016 amounted to 72 percent, including engines, which account for about 34 percent of material costs in the cost structure of the aircraft, according to the financial report of Sukhoi Civil Aircraft. It is also noted that the company is taking measures to import substitution of some systems and equipment for the SSJ100.

“Superjet uses a number of key systems manufactured by American corporations: Hamilton Sundstrand - avionics, Goodrich Corporation - wheel brakes and brake control, Parker - hydraulic system, Honeywell - auxiliary power unit. The choice of suppliers is determined by the quality of products, accumulated competencies, and terms of cooperation,” says Demin. The aircraft is also equipped with European components: Thales supplies the avionics, the engine is manufactured by PowerJet (and the French Snecma). The final assembly of the engine is carried out in Rybinsk. Demin notes that Hamilton Sundstrand, Parker, Honeywell are suppliers of GSS's key competitors in the segment of aircraft with a capacity of 61 to 120 seats - Embraer and Bombardier. So far, domestic manufacturers, in his opinion, are inferior in quality, manufacturability and reliability of many systems, and the replacement process is too long and expensive.

The executive director of the Airport agency believes that technically Russia will be able to replace American components, but Iran will not wait. In addition, he notes, the volume of the transaction for the supply of aircraft to the Islamic Republic “will not allow for the recoupment of investments in this kind of import substitution,” and for narrow-body medium-haul aircraft in Russia “it will be difficult to catch up with the division of the market.” But the SSJ100 has a chance to find its own niche, since it does not actually overlap with Airbus and Boeing, which produce capacious long- and medium-haul aircraft. True, the need for cars with up to 100 seats is lower than for 150-200 local airliners, adds Panteleev. “All world manufacturers are fighting for the supply of even one single aircraft. Here we can talk about dozens of cars. With an annual production program of SSJ100 of about 30 units, this is very serious,” the expert emphasizes.

Alor Broker analyst Kirill Yakovenko believes that after the lifting of sanctions, Tehran could use contacts with Sukhoi Civil Aircraft as a bargaining chip to bring down the price of American and European aircraft. Iran, according to Yakovenko, took the most profitable path for it: the country’s old aircraft fleet consisted of Airbus and Boeing, pilots and personnel were accustomed to them, and an infrastructure was created for these types of vessels. For the SCAC, in his opinion, the sanctions “actually put an end to the possibility of unhindered expansion into the Iranian market in the absence of competition from the two leading aircraft manufacturing corporations.”

Vladislav Masalov

Russian officials and aircraft manufacturers do not hide the fact that in terms of promotion abroad they have high hopes for the new short-medium-haul airliner. The aircraft developer already has foreign customers under so-called soft contracts (with the possibility of purchase in the future), the terms of which the company does not disclose. The aircraft is announced as a competitor to the latest Boeing-737 MAX and Airbus A320neo. Whether he will be able to successfully compete with them is difficult to say. One can only hope that the dependence on foreign partners will be lower, if only because when installing a domestic PD-14 engine, the aircraft will be only 40 percent “imported.”

Addition: After the publication of the material, the SCAC clarified to Lenta.ru that the application regarding the supply of Sukhoi Superjet 100 to Iran has already been sent to OFAC and is under consideration. “The time frame for its consideration is individual for each case and is not regulated by OFAC,” the company representative added.

The International Aerospace Salon - MAKS-2017 - opens today in Zhukovsky. The day before, the President of the United Aircraft Corporation (UAC) Yuri Slyusar spoke in an interview with Kommersant about the prospects for civil and military aircraft construction. The Khabarovsk Territory Today news agency publishes it with abbreviations.

With systemic support from the state, in 2016 the corporation approached break-even for the first time. In 2017, we intend to consolidate this trend in order to reach sustainable profits from 2018. This will allow us to move into the category of financially stable companies and will give us new opportunities to work with banks, investors, and shareholders.

Of course, no one removed the tasks of implementing existing projects. Most of them, in the civil, transport, and military spheres, started under my predecessors - Alexei Fedorov and Mikhail Pogosyan. They did a lot for this.

With the support of the state and the relevant Ministry of Industry and Trade, the projects SSJ 100, MS-21, and the modernized Il-76 were launched. They need to be “brought to market.”

- In 2014, the UAC was included in the EU sanctions list. How seriously have these measures affected the company's activities?

The sanctions, fortunately, affected us mainly only in the financial sector: UAC is now limited in attracting external financing, but we take out loans from Russian banks, mainly from banks with state participation: about 80% of the loan portfolio.

- Did it affect production?

There could be some problems with the equipment of the aircraft, but thanks to the import substitution program implemented by the Ministry of Industry and Trade, we are covering all the needs in this part.

- Was the break in relations with the Ukrainian aviation industry more dramatic?

The Ukrainian side periodically monitors and expands the list of those enterprises and items that are prohibited for supply. But import substitution began even before the break with the Ukrainian aviation industry occurred. For various reasons, Ukraine stopped supplying components or our own stocks in warehouses ran out. Now we are proactively replacing Ukrainian components: domestic enterprises, completers that are part of the Rostec state corporation, and private companies are producing new products, replacing Ukrainian suppliers. Yes, we were happy with cooperation with Ukrainian enterprises, but it stopped due to reasons beyond our control. In the foreseeable future, all Ukrainian products will be completely replaced.

- How are the shares of military and civilian products in the UAC portfolio now distributed? How will they change strategically?

According to the strategy, the share of civilian products should be about 45% by 2025. In 2016, this share was 17%, this year we expect a little more - 18%. Increasing the number of “non-military” programs in the portfolio is our main trend. First of all, we are talking about civil and transport programs. This is due to a decrease in the volume of state defense orders. Despite the fact that the State Armament Program (SAP) has not yet been approved, the UAC proceeds from the fact that the previous peak production values ​​are unlikely to be maintained throughout the entire SAP. Therefore, we will replace the reduction of the state defense order with civilian projects.

- So you expect demand for the SSJ 100 to grow both in the Russian Federation and abroad?

Not only. We have formed and are starting to promote the entire civilian line - Il-114, SSJ 100, MS-21, and later a new wide-body aircraft in partnership with China. For SSJ 100 we need . But we will not scale this project to large volumes. Worldwide, this segment is estimated at 100–120 aircraft per year maximum. Taking into account the existing competition, it is not advisable to increase production capacity for a larger number of machines; we simply will not sell them; the market itself is quite narrow.

- Earlier you said that you were considering the possibility of releasing an SSJ 100 with increased capacity. Will there be a demand for this type of aircraft?

Yes, the development program for the SSJ 100 family involves the production of aircraft with a capacity of 120-130 seats. But for now we are only talking about the current version. We will maintain the level and synchronize the output of all suppliers, including engine manufacturers - PowerJet.

- Are you satisfied with the cooperation with the State Transport Leasing Company (STLC) in terms of promoting the aircraft?

Definitely satisfied. We actually got a new market with the participation of those airlines that, under previous conditions, without a scheme with the participation of State Transport Leasing Company, could not afford to buy new aircraft. STLC offers the SSJ 100 at a competitive rate in rubles. Takes an active part in the promotion and construction of the entire infrastructure. All 32 contracted aircraft have been distributed. The practice of supporting leasing companies is correct. For example, in China, in addition to creating an aircraft, participants in the process are actively investing in the creation of powerful leasing companies that are able to meet the demand for aircraft. I hope we will continue this proven practice. We do not think that there will be a surge in colossal demand in the domestic market, so we are constantly discussing with our leasing colleagues the possibility of intensifying promotion in foreign markets.

- Where are people interested in the SSJ 100 abroad?

In the next three years, Irish estimates the potential market for aircraft with a capacity of 100 seats at 50-70 aircraft, taking into account the development of feeder traffic in the EU. For many large airlines that are not ready to acquire ownership of regional aircraft, the “wet leasing” model of operating aircraft is convenient.

In addition, the SSJ 100 beats Embraer or Bombardier in terms of cabin ergonomics. Conventional regional planes have narrow aisles, smaller pitches between seats, small overhead bins and a fundamentally different level of comfort. And a feeder connection involves: you fly part of the journey on a regional plane to the hub airport, then transfer and then take the next part of the journey on a mainline plane. Taking into account the trends in the development of such communications in the regions, we receive new opportunities. Our SSJ 100 is the level of comfort of a mainline aircraft in a regional class.

- In Mexico, a similar favorable situation is emerging in the air transportation market for the promotion of the SSJ 100.

There is another specificity here. The local government is taking the path of limiting transportation from Mexico City in order to fly directly from other cities, bypassing the capital. We see demand here, and, in addition to the existing contract for 30 aircraft, we are counting on a contract for ten more aircraft. For us - a reliable partner.

- Do you see a niche for yourself in the Iranian market, which has already begun to receive aircraft produced by Airbus and Boeing?

The topic of supplying such a market with such a volume of pent-up demand generated by years of restrictions excites all aircraft manufacturers. This is an area of ​​increased activity, including from representatives of those countries that once initiated sanctions against Iran.

We are quite actively involved in the Iranian market. We are communicating with a number of airlines that are showing great interest in Russian aircraft. The Iranian market is a regional market. Of course, a regional machine like the SSJ 100 may be in demand there. We'll work out the details and be sure to tell you about it.

- The Ministry of Industry and Trade and the Ministry of Transport of the Russian Federation propose to create several airlines based on Red Wings with a fleet of 100 SSJ 100 for transportation between cities with a population of more than 200 thousand people. Is this project still relevant?

Any undertakings that are capable of intensifying air traffic in the country mean expanding our market. Such projects concern, by and large, the entire country. The scheme involves rolling out routes on the SSJ 100, as well as using the Il-114 over shorter distances.

- Have the military shown interest in the SSJ 100?

Any potential orders are important. We are in constant interaction with the military. This is a dialogue - UAC offers the entire line of civilian products, discussions are ongoing. I think that the Tu-214 would be better suited to replace the Tu-154. But if we consider replacing the Tu-134, other options are possible.

- How is the project with the Chinese on a wide-body long-range aircraft progressing?

The family's market strategy is formulated based on research into airlines and air transportation, forecasts of future demand and competitive environment strategy. We structure our joint work accordingly. We are creating a joint venture to implement the program. At the same time, we are localizing the engineering center and development in Russia, and bringing production, sales and software closer to the anchor primary sales market in China.

We see real mutual interest. Together it is easier to enter the most capital-intensive “field” in which Boeing and Airbus play. Moreover, with a smaller volume in units, this market segment in terms of money is comparable to the most popular - medium-haul. In the Chinese market, it is possible to “overclock” the program for its subsequent positioning in other world markets. Chinese airlines alone, according to the UAC-KOMAK forecast, will need 1,100 aircraft of the ShFDMS segment in the period 2023–2045. In this project, we expect to implement an effective cooperation scheme with our partner system developers, along with the best world technologies, and attract the best developments of Russian companies.

- Will income from aircraft after-sales service also grow?

Yes, service is another point of growth for UAC, another pillar of our business. The revenue of enterprises in this segment last year amounted to more than 60 billion rubles.

- It is known that the after-sales service of the SSJ 100 caused complaints from airlines. Is the situation changing for the better?

Of course, there are a number of questions. We work closely with colleagues, building a client-oriented model. In particular, we fulfill our obligations related to the supply of spare parts to both foreign companies and Aeroflot. We filled the “home” warehouse and the “bullet” warehouse with Aeroflot. We invested about 5 billion rubles in this. Another case. Since the aircraft is new, the list of small non-critical roughnesses with which you can fly, the so-called MML list, is still being formed. At the same time, our fellow competitors, who have been producing the same aircraft for 30–40 years, have accumulated flying hours, and therefore this list is much more extensive. We need to expand ours. This will give an increase in commercial flying hours. We are completing the formation of a unified information system that will provide all logistics support on the basis of a single platform. In general, we are quite serious about investing in digital; we believe there will be a serious return on this. We are talking about the development of customer support centers that will be responsible for the condition of the entire civilian fleet, work around the clock, respond to requests from operators and make technical decisions. An engineering and logistics support group is being formed within the system. We hope that these measures will increase the park's traffic.

At the dawn of the SSJ 100 program, Boeing advised Sukhoi. One of the conditions of the bilateral agreements was the payment of royalties - 8% from the sale of each aircraft. But Boeing spoke about its readiness to waive royalties in exchange for Aeroflot’s purchase of the 787 model. After Aeroflot abandoned these aircraft, will UAC pay royalties to Boeing?

We have a long-standing partnership with Boeing. We are not only well informed about each other in a corporate and product sense, but also maintain an open dialogue at the level of personal contacts. Indeed, there was such an agreement. But some time ago, as a result of very open and constructive interaction, my American colleagues and I came to a mutually acceptable decision to remove any obligations in this area. The state seriously supported us in this.

- What can you say based on the results of the operation of Su-35S fighters and Su-34 bombers in Syria?

There were wishes from the military for further improvement. We appreciate this because we have received a unique opportunity - based on the results of operation in real combat conditions, to formulate specific issues that we are working to resolve. But the main thing I can say calmly and confidently is that the aircraft confirmed their intended characteristics. They proved themselves not at the training ground, but in real conditions. As a result, there is already interest from foreign customers for the Su-34 and Su-35.

- What is the state of the PAK FA program?

Done, let's produce three more - and fulfill the contract for R&D. In 2019, we are scheduled to deliver the first sample to the troops.

- As part of the new state arms program, what types of combat aircraft will be purchased?

MiG-35, Su-30SM, Su-34, Su-35S - our entire advanced line.

- In principle, there are no plans to resume production?

A number of ideas are being discussed. But it seems to me that light carrier-based fighters could well provide the functionality that heavy ones used to provide.

- How do you see the future of the UAC?

In digital. Today this trend has been updated, including by the head of state. We are grateful to him for this. Because, oddly enough, for us - for aircraft manufacturers - the transition to digital turned out to be completely organic, and not a shock, as for many other industries.

This is our natural habitat. Today, all aircraft we create are designed digitally. The same Tu-160 modernization project that we talked about allowed us to create a single digital engineering center - a “distributed design bureau”, to concentrate the intellectual resource of the corporation around solving a specific problem. MS-21 is an example of the next stage in the chain. For it, we actually created digital robotic production. This applies to both the composite wing and the final assembly line. The next stage is service and after-sales service.

We are now starting to develop a digital operation platform on the SSJ 100 program - from managing the flow of spare parts to predictive maintenance analytics. Additional attention from the state to the topic of digitalization of the economy helps us in our initiatives. We will contact our relevant Ministry of Industry and Trade with initiatives to update the “standards” in this part. The potential for cost reduction here is measured in billions.