Brazilian aircraft produced in Russia? (500 words)

Published: 3/1/2001

Sources report from within AK Ilyushin that the company has approached Embraer with the idea of setting up a production line for the Brazilian producer's family of ERJ-135/140/145 regional jets. The potential deal is reportedly on the agenda for discussion during visits by Embraer to the Moscow Aviation Institute (MAI), Central Aerohydrodynamics Institute (TsAGI) and other aerospace establishments in Russia.Such reports should however, always treated with some caution given the the abilty of Russian companies to often report possibilities as facts. Embraer already has an agreement with TsAGI on research related to the ERJ-170/190. It is also reported to be looking for Russian staff for it new regional aircraft, by advertising in the Russian aerospace press. The proposal to build the ERJ-145 in Russia, given the producer's own capacity constraints and the considerable spare capacity within Russia, has obvious merit. For the Russians particularly, any agreement would be a valuable experience in production to international standards and could potentially open paths to other programmes in the future. One strange element in reports of such discussions is the recent signing of a deal with India's HAL, for a 100-seat regional twin jet programme (the Il-214) - potentially an aircraft in direct competition with Embraer's ERJ-190 on the international market. One suspects however, that given both the speed and success of previous Indian co-developed and funded programmes, a hedging of bets is a legitimate precaution. Elsewhere in regional aircraft, Ilyushin is struggling to get orders for its Il-114 60-seat turboprop programme, which despite considerable investment and considerable state support from Uzbekistan has not generated commercial orders - other than those created by the Uzbek government. Undeterred, Ilyushin has tried to establish production of the Il-112 (a derivative of the Il-114) at another factory, KUMAPO, with little success to date. Ilyushin's interest in the ERJ-145s potential appears to reflect an increasing trend among Russian aerospace companies, as demonstrated by the ill-fated discussions between Sukhoi and Alliance Aircraft to participate in the design and possible manufacture of regional aircraft. Other players may view this with less enthusiasm, seeing it as a back entrance for foreign producers looking for a way into one of the few market segments showing the potential for sustainable growth. Tupolev has a joint programme with RSK MiG and Kiev State Aircraft Plant, on the 100-seat Tu-334 and also a 50-seat jet programme with Tatarstan's KAPO - the Tu-324. Both programmes might be affected should locally produced ERJs hit the market. Yakovlev and Sukhoi might also be concerned that the local production of the ERJ-145 could affect sales of the 90-seat Yak-42D90 and also Sukhoi's continued interest in a regional jet after the collapse of the Alliance Aircraft agreement and the continued fostering of stretched S-80concept. It seems however, that there is little solidarity in the industry, with the new integrated producers eager to ensure their survival, even at the expense of others. Genrikh Novozhilov (Ilyushin's Chief Designer) has also been one of the more independent members of the Russian aerospace establishment, always eager to keep his distance from his compatriots.

Article ID: 2387