United Aircraft Corp. (UAC) has always been keen to stress that the long-awaited MC-21 twinjet is more than just a low budget alternative to Western narrowbody rivals like the Airbus A320neo and the Boeing 737 Max. Starting with its all-new high-aspect ratio wing, the new Russian contender makes extensive use of weight-saving composites. The MC-21 airframe also uses advanced aluminum structures from European metals specialists including Brotje and Durr.
The center wing, wing consoles, control surfaces and empennage are all made of composites. These parts are supplied to UAC subsidiary Irkut from the newly-built factories in Ulianovsk and Kazan run by AeroComposite. They are made using innovative and cost-saving vacuum infusion techniques that eliminated the need for big autoclaves. Even though this technology has yet to be declared mature enough for mass production, AeroComposite has already manufactured the parts for the MC-21 operable prototype.
To make 20-meter-long (66 feet) wing consoles, AeroComposite uses an automated system to lay down a pre-form as a set of twenty-four carbon shapes each 6mm wide. Then it goes into a so-called vacuum sack, where a binding substance is applied. Firming up is done in a special heating device (different to typical autoclave as it develops lower temperatures).
According to Irkut, no other manufacturing techniques would make it possible to build a wing that combines its advanced aspect ratio, lift/drag characteristics and weight efficiency. The MC-21 wing is said to contribute an eight percent reduction in fuel burn out of the total of 20 percent overall promised fuel economy. Nonetheless, UAC and Irkut are taking something of a gamble on such relatively untested technology as vacuum infusion in order to take a technological leap forward with the MC-21.
“In my view, the MC-21 represents the best offering in the global market for narrow body jetliners when it comes to quality/price ratio,” declared Alexander Roubtsov, general director of Russian aircraft leasing group Ilyushin Finance Company (IFC). “Compared to other types available today, it is eight to ten tons [up to 22,000 pounds] lighter. Consequently, it burns less fuel. The next advantage is passenger cabin, which is 10 to 20 centimeters [almost 8 inches] wider than the competition. This ensures higher passenger comfort and shorter turnaround times in airports.”
New Orders
On the day of its roll-out in Siberia on June 8, UAC secured a new letter of intent for 10 MC-21s from Azerbaijan Airlines (Azal). The list of prospective MC-21 operators also includes Cairo Aviation, NordWind and IrAero. In addition, Aeroflot and Red Wings have previously agreed to introduce the new type on lease from Aviation Capital Service (ACS) and IFC, respectively.
Azal chief executive Jahangir Asgarov told AIN that the document calls for 10 aircraft to be acquired through to 2028 from IFC. “By March next year we shall sign a memorandum of understanding. That document shall determine the exact number of aircraft, their exact delivery dates and prices, depending on interior options and a few other details,” he explained, while insisting that this is contingent on the new aircraft making its first flight by that time. “Before proceeding further, we want to see the aircraft in the air and understand if it flies well.”
Irkut president Oleg Demchenko has pledged to achieve the first flight no later than the first quarter of 2017. According to IFC’s Roubtsov, it is slated for December 2016 or January 2017.
Apart from Azal, Egypt’s Cairo Aviation is the only other non-Russian airline to commit to the new aircraft. In November 2015, Cairo Aviation agreed to buy 10 MC-21-300s to replace its Tupolev Tu-204-120 airliners. So far, only two domestic carriers to sign MC-21 direct purchase agreements are NordWing Airlines in 2010 (3 firm 2 options) and IrAero in 2013 (10).
IrAero is based in the same city as UAC’s Irkutsk Aviation Plant, where the MC-21 is assembled. In response to Russia’s economic slow-down and the collapse of the ruble currency, the airline reduced its fleet of Bombardier CRJ regional aircraft to just six -200s and now mainly uses the ancient Antonov An-24 turboprops.
However, last month IrAero accepted its first 87-seat Sukhoi Superjet 100 (SSJ100) on operating lease terms from UAC subsidiary Sukhoi Civil Aircraft. It remains to be seen how the larger MC-21 will fit into the carrier’s current route network. The Superjets were formerly operated by Red Wings, which returned a pair of the aircraft to the manufacturer and three more to state-backed leasing group GTLK. Red Wings intends to add eight Tu-204s to its fleet while waiting for the more fuel-efficient MC-21.
Flagcarrier Aeroflot also plans to tap the promised performance benefits of the MC-21, and intends to lease an unspecified number of aircraft from government-controlled lessor Aviation Capital Service, which holds 50 firm orders and 35 options. Other lessors that have signed for the MC-21 are ILC with 22 firms and 28 options (a deal signed in 2010), VEB-Leasing with 60 (2011 and 2013) and Sberbank Leasing with 20 (2013). The total backlog (including commitments) is 175 units, but this number includes a contract signed by Malaysia’s Crecom back at the 2010 Farnborough International Airshow—about which little has been heard since.
