Engine options still being evaluated (870 words)

Published: 6/12/2001

The visit to Russia by Jaswant Singh, Indian Defence Minister, in order to attend, with the Indian Foreign Minister, the first session of the Russian-Indian intergovernmental commission on military and technical cooperation (VTS) is reported to have confirmed ongoing contracts and given further weight to the reports of Indian interest in a number of Russian aerospace developments. The two parties signed up to a package of agreements relating to defence cooperation until 2010: potentially worth $10 billion. There has also been further confirmation of Indian and Russian official cooperation on the development, production and certification of the Il-214. Discussions over the $300m programme have been under way since March 1999 and a development agreement was finalised in February 2001 between Ilyushin and Hindustan Aeronautics (HAL) at the Aero-India 2001 show. A joint venture has been created to develop the aircraft and includes AK Ilyushin, Hindustan Aeronautics Ltd (HAL), IAPO, and Aviaexport, which is reportedly responsible for marketing of the aircraft. By the end of 2001, the group will define the final specification for the Il-214. According to sources within AK Ilyushin, although a step in the right direction, the signed agreement remains a protocol, as the Indian Air Force, the launch customer for the aircraft with a demand, potentially, for 100 aircraft, still has to provide information relating to technical specification, particularly the selection of the engine for the aircraft. While Ilyushin has undertaken some work in this area, it still seems far from resolved. For the last eighteen months, several engines have been discussed as possible power plants for the aircraft, including the Rolls Royce BR-715, CFM-56, PW-6000 and the Aviadvigatel/Perm PS-9. It seems likely, however, that the Indians will choose a Western engine in preference, but from which the manufacturer is still unclear. Reports earlier this year suggested that Pratt & Whitney (PW), with the PW 6000, would be the preferred option, but recent reports have suggested that the BR-715 may be chosen, given that, as a non-US engine producer, Rolls Royce is unlikely to be hindered by the current restriction imposed by the US authorities on technology exports, with potential military applications, to India. Sources close to PW claim that, despite the earlier press speculation over Ilyushin's interest in the PW-6000, no official approach was made, nor any request for the detailed data required for the development of a specification. The Russian candidate for the contract, although an outsider by all accounts, is the regional jet engine, the PS-9. It seems unlikely, however, that Aviadvigatel, the engine's designer, is in a position to produce it, despite announcing the development of the engine over a year ago. According to reports from sources close to one of PM's shareholders, the engine is in a “virtual” state and will take several years to certify, as well as needing major funding, estimated to be around $170m. The bureau and its partners, Perm and Iskra-Energetika, have yet to secure such an investment, despite actively courting Perm Motors' shareholder, Pratt & Whitney. According to sources, the major challenge for the new engine's development is the requirement for a new "gas generator", given that the unit in the PS-90, from which the PS-9 is derived, does not provide for the PS-9's planned thrust range of between 9 and 13 tonnes. The Ukrainian produced D-426T may be a low cost alternative, but current Russian views in certain quarters consider the products of Ukraine's Progress to be unreliable and there remains considerable domestic support for the continued development of the PS-9, not only for the Il-214, but also for the Tu-334 and the Be-200. The final decision will rest with the Russian MoD and the India MoD for its Tactical Transport Aircraft (TTA), as the principal buyers of the Il-214 as a replacement for the An-12/An-26/An-32, operated by both air forces. The possible civilian sales of the aircraft to Indian Airlines, the subject of much speculation earlier this year, does not seem to be part of the present discussions. Given the recent announcements of Boeing's involvement with a Russian producer - reported to be Sukhoi - in the development of an aircraft in this class and the reports that this particular programme will be funded on a split basis with the Indians, it is unclear what the macro strategy of the Russian industry might be for the development of new products, funded by the Federal Budget. At first glance, it appears to centre on whichever idea happens to be in circulation in any particular week, as demonstrated by Sukhoi's ill-fated regional aircraft liaison with Alliance Aircraft. In March, there were reports of discussions between Embraer and Ilyushin, over the local production of the Brazilian producer's family of regional jets in Russia. The Il-214 may end up benefiting from India's position. Singh made it clear that previously drawn out and delayed programmes between the two countries should not recur, commenting that: “It is important to make as short as possible the time gap between the moment when decisions are made and implementation.” Where Boeing is concerned, the increasing flow of snippets of information relating to the possible programme suggest that the Paris Air Show in the next week may provide further guidance.

Article ID: 2583