Flight tests restart on the Tu-334 (850 words)

Published: 10/25/2000

It appears that AO Tupolev is still actively continuing the development programme for the Tu-204-300, otherwise known as the Tu-234, and a discussion regarding the certification, building and serial production of the aircraft was discussed at a recent meeting between AO Tupolev, ANTK Tupolev and ZAO Aviastar. The discussion however, is reported to have focussed not unsurprisingly on the financing of the development of the aircraft dormant since the mid nineties. The first production airframe has been reported to have been awaiting engines at Ulyanovsk since it was rolled out in 1995, and although the factory reports that it intends to begin certification flights in the first quarter of 2001, it is unclear what the power plant will be used after early reports of fitting Rolls Royce engines. Given the experience of other producers, the speed of financing will be the key determinant in finalising that certification process, although given the fact that the Tu-234 is a shorter version of the Tu-204-120 by 6 metres. The process may take a shorter period than the Tu-334. The latter aircraft being currently two years into certification with a long way to go due to lack of finance. With a further investment of $80m required according to reports, to get the aircraft certified in 2001 and into production. The reason for the restart of the programme may in fact be that it offers a more viable long range option for the government support through the Aviation programme than the Il-96, which to date has been the focus of interest for funding. The 160 seat aircraft with a range of close to 9000kms, is believed to be better suited to the current Russian long haul market to the Far East as its smaller capacity will give it an advantage over the larger Il-96s in terms of load factors. Tupolev's other major development is with RSK MiG, the Tu-334, currently starting flight tests with its D-436T1 engines at Zhukovsky, in preparation for marketing to a number of potential users in northwest Russia including Pulkovo. The refitting with new engines, allows an increase of range from 2,400 to 3,000 km, is reported to have been delayed due to the lack of certain key components from the engine producers Motor Sich and contractor Aviant. These problems are now reported to have been resolved although the rollout of the prototype for its first flight originally scheduled for the 12th October was delayed until the 23rd October. When the sole prototype, grounded since late November, made a one-hour flight with the new engines, adding to the 43 flights made by the aircraft since February 1999. Under the certification program, 1,000 additional flights are required, but according to Victor Naumov, Head of the Tupolev Flight Centre, due to the commonality between the Tu-334 and Tu-204, the programme could be reduced to 800 flights; with 500 performed by the first prototype and 300 by the second. The problem of customers for the aircraft remains, although Tupolev and RSK MiG are positive of a trip to Air China 2000 at Zhuhai in early November along with the Tu-214. Customers within Russia have been reported to be considering polling resources to purchase the aircraft for sometime, with possible participants rumoured to be Volga-Dnepr, Pulkovo, Aeroflot, Samara, and Aeroflot-Don. Details of the “pooling” and sale of aircraft however, remain sketchy in terms of airlines involved, structure and numbers, after the aircraft begins deliveries, depending on finance, in 2003. The aircraft will also suffer from competition of retrofitting the Tu-134 such as the Interavia Tu-134M with the D-436T1, which for many carriers, given the time available on late produced Tu-134 airframes, may provide a more cost effective solution at $2.8m than purchasing the new aircraft. In a recent interview MiG said that they had no knowledge of reports that Aeroflot was considering a RR powered version of the aircraft. Saying that there was no mention of such a variant in the letters of intent, and said that Aeroflot was likely to take the D-436T1 engine when it has proved itself. This somewhat contradicts a memorandum of understanding signed between Rolls Royce and Aeroflot for the potential supply of 20 Tu-334-120's with BR-715s signed on the 30th May 2000. Rolls Royce are also reported to have had discussions regarding the offering of the BR-715-55 for an extended 126 passenger aircraft designated the Tu-334-200 as part of an agreement signed with Tupolev three years ago. MiG did however, not rule out the possibility of a BR-700 series powered Tu-334 and was keen RR should become involved. What is very clear, Aeroflot and Pulkovo urgently require an aircraft of the Tu-334 type and the former has been actively looking at the possibility of leasing regional jets of the Avro RJ type to fill the gap. Whether they have the desire or the means to assist MiG with the $80m required to get the aircraft into serial production is another matter. Politically however, it will be difficult to buy abroad given the status of this programme and the Aeroflot requirement to match foreign buys with domestic.

Article ID: 2151