JF-17 "Extremely close" to the MIG-29: Mikhail Pogosyan

[unicorn148]

CARE TO EXPLAIN HOW??? What does JF-17 not have that your average 4th gen fighter has???

don't make these un-educated guesses unless you have a valid reason to believe so.

i told that JFT comes under a 4 gen plane....

 

[Jungibaaz]

I didnt compared the Radar and avionics because they are quite the same and LCA radar Elta EL/M-2032 is better than the that of JFT.. and i think you dont have any knowledge about the jets because after flight testing it will receive clearances and by the end of the year LCA will receive all the clearances and inducted by 2011 and work on Mark 2 is started and ready by 2014.... same as that of JFT mark 2...

induction in 2011, nough said.

---------- Post added at 04:25 PM ---------- Previous post was at 04:24 PM ----------

i told that JFT comes under a 4 gen plane....

Its is superior to the F-16 block 15! so....

 

[unicorn148]

induction in 2011, nough said.

---------- Post added at 04:25 PM ---------- Previous post was at 04:24 PM ----------



Its is superior to the F-16 block 15! so....

LCA mark -1 will be inducted into the IAF in 2011 ..................
yes JFT is superior to F16 block 15 but inferior to bock 52

 

[unicorn148]

The Hindu : National : LCA induction into IAF likely by 2010: Air Chief

 

[Jungibaaz]

LCA mark -1 will be inducted into the IAF in 2011 ..................
yes JFT is superior to F16 block 15 but inferior to bock 52

Yes block-I is inferior to F-16/52 but doesn't make it any less of a 4th gen fighter.

 

[unicorn148]

yes i agree with you JFT is a good 4 gen plane.....

 

[unicorn148]

but one JFT block 2 will be superior to the F-16 block 52 because of Aesa radar but inferior to the block 60

 

[SQ8]

I didnt compared the Radar and avionics because they are quite the same and LCA radar Elta EL/M-2032 is better than the that of JFT.. and i think you dont have any knowledge about the jets because after flight testing it will receive clearances and by the end of the year LCA will receive all the clearances and inducted by 2011 and work on Mark 2 is started and ready by 2014.... same as that of JFT mark 2...

Please do not bring in another comparisons with your LCA Khan and sound like somebody with a hurt ego..

I would appreciate if no other Pakistani member replies to him anymore on this topic..keep the sanity..and the egoistic cynics out.

 

[DV RULES]

Did you guys read his title?

"......Russian high quality jets...."


really?


Such high quality that only other nations can dream of....talk about MIG 21, MIG23, MIG27,MIG29 and SU30 and their deadly crashes.


Not to mention Sukhoi crashing jets at almost every airshow...

Pakistan also must not to be dependent on US & CHINA for its air force needs, Simply you can understand that RD-93 is the engine in JF-17, so why we should not start a positive & effective military & strategic weapon cooperation with Russia as with China?

World is going to be change but we are still circling in an emotional relations. Wake up man, this is our need and this is the time to find new partners and according to geographic importance we have to make strong relations with Russia.

European and Soviet Aircraft Industries


Imagine running a small factory that builds sailboats in limited numbers, each capable of carrying one or two people. Then war breaks out—and suddenly government officials are at your door, offering huge sums of money and placing orders for your boats, in very large numbers. That is what happened to the planebuilders of Europe after World War I began in 1914.

The airplanes of the day resembled sailboats, for they were small and flimsy. Even so, they had considerable military value, for they could observe the movements of an enemy's army. Fighter planes, capable of shooting down such observers, soon made their appearance. Large aircraft took to the sky, for use as bombers. New designs succeeded each other quickly, as engineers sought improvements in size, speed, range, and weapons load.

Progress was rapid. In 1909, France's Louis Blйriot had made headlines by flying across the English Channel. In 1919, a British bomber, the Vickers Vimy, flew nearly two thousand miles and became the first airplane to cross the Atlantic.

In England, leading planebuilders included Sir Geoffrey de Havilland, Thomas Sopwith, and A.V. Roe. All gave their names to important aircraft companies. Vickers, a supplier of heavy guns and other armaments, expanded to build bombers as well. The British government also set up the Royal Aircraft Factory. Planes of the era included the Sopwith Camel, a fighter, and the De Havilland DH-4. The Camel had a hump that mounted machine guns. The DH-4, a bomber, used an engine of 400 horsepower, which was the most powerful engine available at the time.

Leading French designers, all with their own companies, included Louis Breguet, Henri and Maurice Farman, and Raymond Saulnier. Other important planebuilding companies included the firms of Nieuport and Spad, which built fine fighter aircraft. In Germany, the top designers included Hugo Junkers and Anthony Fokker. Fokker was from Holland; working in Germany, he became famous for his own fighters.

The firm of Gotha built bombers that struck at London. Albatros, a company with a branch in Austria, crafted fighter planes. In addition, a German nobleman, Count Ferdinand von Zeppelin, had an aviation empire that was all his own.

He had invented the zeppelin, a large airship with enough power to maneuver against the wind. He had used them to set up the world's first airline. When the war came, the German government ordered dozens of these craft, in increasing size, using them as bombers. Zeppelin also set up a branch near Berlin that built large conventional airplanes, also for use as bombers.

The end of the war, in 1918, brought a sudden collapse of this industry. Military orders became few and far between. The Germans had a particularly hard time of it, for they had lost the war. Some companies stayed alive by building airliners. But after 1930, as nations prepared for new wars, aviation again came to the forefront.

Japan went to war as early as 1931, fighting initially in China. The government in Tokyo placed military aviation in the hands of large existing companies, especially Kawasaki and Mitsubishi. The latter company developed the excellent fighter plane known as the Zero, which Americans came to know all too well when fighting in the Pacific during World War II.

In Germany, the Nazis came to power in 1933 and quickly began to build arms. The planebuilder Willy Messerschmitt won particular favor, for his Me-109 became the standard German fighter plane of World War II. The firm of Junkers developed the widely feared Stuka dive bomber. Ernst Heinkel crafted the He-111, a twin-engine bomber.

Within the Soviet Union, the dictator Josef Stalin watched Germany's buildup with considerable concern, knowing that his country was to be the target of attack. The Soviets lacked privately owned aircraft companies as in Germany and Great Britain; all industry was owned by the communist government. However, there were several state-run aircraft factories, which were closely allied with design bureaus.

A design bureau was an engineering office, with a high-ranking technical manager as its director. These top designers included Pavel Sukhoi, Sergei Ilyushin, and Nikolai Polikarpov. Polikarpov won a competition and built a fighter, the I-16, that saw extensive service after the Germans indeed invaded, in 1941. Stalin also put much hope in Ilyushin's II-2 fighter-bomber. He declared, "The Red Army needs the II-2 just as urgently as its daily bread.

German and Soviet warplanes first fought each other during the Spanish Civil War of 1936-39. The Soviet planes performed poorly, and Stalin responded by throwing some of his best engineers in jail. These included another head of a design bureau, Andrei Tupolev. However, his prison was a "sharaga," which provided facilities for aircraft design. Tupolev knew that he could win release by crafting a superior warplane. He responded with the Tu-2, a twin-engine bomber, which was good enough to enable him to return to his normal life.

Britain had its own planebuilding industry. The firm of Supermarine, a branch of Vickers, prepared for war by building racing seaplanes that set speed records. For combat, this company developed the famous Spitfire fighter. It fought alongside the Hawker Hurricane, built by a company that had formerly been the firm of Sopwith during World War I.

The firm of Avro, named for A.V. Roe, built the four-engine Lancaster bomber. It was considerably more deadly than its German twin-engine counterparts such as the He-111, for it could carry heavy bomb loads. However, the British also made good use of smaller bombers, with the Vickers Wellington being a notable example.

These nations all sought to build high-performance aircraft, and this demanded research. National governments therefore supported their aircraft industries by providing funds for research centers. The British had the Royal Aircraft Establishment. Germany had a major center for aeronautics at Gottingen University and a second one, which was highly secret, hidden in a forest near the city of Braunschweig. The Soviets had their Central Aero-Hydrodynamic Institute, in Moscow.

World War II ended in 1945, with Germany and Japan in utter defeat. Their independent aviation industries ceased to exist. However, the Soviet Union stood among the winners, and its aircraft industry gained new strength amid the demands of the Cold War. Heavy bombers with long range were particularly important, for they could deliver nuclear weapons against the United States.

Tupolev built the first such bomber, the Tu-4. He copied it in full detail from captured American B-29s, which were far more advanced than anything the Soviets had at the time. However, there was strong interest in original designs. A new design bureau, headed by Vladimir Myasishchev, developed the first of them: the M-4, known in other countries as the Bison. Tupolev then made a comeback with a new and better heavy bomber: the Tu-95, called the Bear.

Fighter aircraft also drew attention. The Soviets had two strong design bureaus during the war, headed respectively by Sukhoi and by Alexander Yakovlev. After 1945, a third bureau came to the forefront, directed by Artem Mikoyan and Mikhail Gurevich. Their MiG-15 was the first Soviet jet fighter. It challenged American jets during the Korean War of 1950-1953, showing that this bureau was a force to reckon with. With Sukhoi and Yakovlev providing ongoing competition, MiG fighters of increasingly advanced design continued to provide the main strength in Soviet fighter power.

The postwar years brought new opportunities. Helicopters now were important. New design bureaus, headed respectively by Nikolai Kamov and by Mikhail Mil, proceeded to provide them. In addition, engines now had enough power for cargo aircraft of substantial size. Another bureau, headed by Oleg Antonov, prepared their designs. It also became possible to build civilian airliners with enough range to cover the vast distances of the Soviet heartland. These came from Tupolev: the jet-powered Tu-104 and the Tu-114.

In western Europe, France had been under Nazi control from 1940 to 1944, but its planebuilders made a strong comeback after the war. Chief among them was Marcel Dassault, who survived imprisonment in the Buchenwald concentration camp. He was well aware that France could import planes from the United States, so his own aircraft had to be good. His Mystere IV-B jet fighter broke the sound barrier in level flight in February 1954, only nine months after America's F-100 jet accomplished the same feat. Although Chuck Yeager has first accomplished this in 1947 in the X-1, his airplane had been rocket powered instead of being propelled by a jet. A Dassault Mirage III-A flew at twice the speed of sound in October 1958, hard on the heels of the similarly speedy Lockheed F-104.

British firms continued to build fighters and bombers for the Royal Air Force. Some of them crossed the Atlantic to enter service in America. A bomber built by English Electric, the Canberra, won acceptance with the U. S. Air Force as the B-57. A fighter from Hawker Siddeley, the Harrier, flew for the U.S. Marines. The firm of De Havilland built fighters: the Vampire and the Venom. Other companies developed bombers named Valiant, Victor, and Vulcan. These came respectively from the firms of Vickers, Handley Page, and Hawker Siddeley.

The De Havilland company also built the world's first jet airliner, the Comet. It made its first test flight in 1949 and first flew with passengers in 1952. It stirred great excitement with its high speed and in-flight comfort, and orders from airlines rolled in. But during 1954, it showed an unpleasant tendency to blow apart in flight. British officials withdrew it from service, demanding a major redesign that would make it safe to fly, and this took four years. By then the airliner market had been captured by the American-built Boeing 707. The British airliner industry never recovered.

A French company, Sud Aviation, built its own jet airliner: the twin-engine Caravelle. Sud sold twenty of them in the United States and many more to European airlines. Moreover, the Caravelle flew with jet engines built by the British firm of Rolls Royce. This encouraged thoughts of a new project, wherein France and Great Britain again would join to craft a particularly advanced jetliner.

The project that resulted was the Concorde. It started with a 1962 agreement between Britain and France. It sought nothing less than to carry passengers across the Atlantic at twice the speed of sound. No one had ever built such an airliner, but the Royal Aircraft Establishment stood ready with the necessary research. France's Sud Aviation joined with the firm of British Aircraft to develop and build the airplane. Britain's Bristol Siddeley worked with another French company, Snecma, to craft the engines.

For Concorde to succeed, it had to win sales among U.S. airlines, which included some of the world's largest. But in 1973, leading U.S. executives decided not to buy it. It was too small, and was very costly to operate; tickets on the Concorde, therefore, were expensive as well. With these decisions, the Concorde has never been a commercial success. It entered passenger serviced in 1976 with Air France and British Airways and has continued to be flown only for prestige purposes between Europe and North America since then.

But while this was happening, European planebuilders gathered their strength for a new attempt. Officials of Sud Aviation took the lead in launching another venture, Airbus Industrie. They drew in two British planebuilders, Hawker Siddeley and British Aircraft, with West Germany stepping in to help with the funding.

Officials of Airbus set their sights on crafting a plane with room for around 250 passengers. There was much demand for such aircraft, and U.S. firms were building them. But these airliners had three engines. Airbus developed a plane of this size, the A-300, with only two engines, meaning that there was one less engine to pay for and to maintain. This proved the key to its success. Beginning in 1978, Airbus Industrie sold an increasing number of A-300 aircraft, in many different variants, not only in the United States but also around the world.

Airlines fly airplanes in a range of sizes, to serve both short and long routes. Since 1980, Airbus has offered an increasingly varied line of aircraft. Today, it stands as the world's second-largest planebuilder, as it competes vigorously with America's Boeing for the top spot. Boeing continues to offer the 747, the world's largest airliner, with room for up to 421 passengers. But today Airbus is developing it's A-380, with as many as 656 seats, along with room for baggage. If the world's airlines buy the A-380 in large numbers, then Airbus may leap past Boeing to become the number-one builder of commercial aircraft.

Economic significance

Russia's defence industry employs 2.5 – 3 million people and accounts for 20% of all manufacturing jobs.[1] The combined revenue of the industry's 20 largest companies in 2009 was $12.25 billion.[2]
[edit] State orders
President Dmitry Medvedev with Sevmash employees in July, 2009. Sevmash is Russia's largest shipbuilding company and the country's only producer of nuclear submarines.

State orders for military equipment amounted to RUB 302.7 billion in 2007. The sum has increased considerably since the crisis years of the Russian economy in the early 2000s; in 2002, the state orders amounted to only RUB 62 billion. When calculated in constant 2000 prices, this represents an increase by a factor of two.[3] The State Defense Order for 2009 was expected to amount to a record of RUB 1.2 trillion, showing an increase of RUB 70 billion from the previous year. The order was expected to be raised by a further RUB 40 billion for 2010, and by RUB 60 billion for 2011.[4] In total, the state plans to spend $128 billion in military procurement in the 2009–2011 period.[5] Military-Industrial Commission of Russia is responsible for supervising the distribution and implementation of the State Defense Order.
[edit] Exports
A Sukhoi Su-30 of the Russian Air Force in flight over Russia in June 2010. Sukhoi fighters are popular export products of the Russian defense industry.

Russia is the world's second largest conventional arms exporter after the United States. In 2008, the Russian defence companies delivered over $8 billions' worth of arms to foreign customers. The most popular types of weaponry bought from Russia are Sukhoi and MiG fighters, air defense systems, helicopters, tanks, armored personnel carriers and infantry fighting vehicles.[6] Aviation products make up about half of the country's arms exports.[7] The government-controlled consortium Rosoboronexport has a legal monopoly on Russian arms exports.

The Moscow-based independent defense think-tank Centre for Analysis of Strategies and Technologies has analysed the identified exports of Russian weapons in the year 2009. The share of different weapon types was the following: 61% Aerospace, 21% Ground, 9% Naval, 8% Air Defense and 1% other. Algeria was the top customer with an export share of 29%, followed by India (25%) and China (10%). Vietnam became Russia's largest weapons customer in terms of new contracts signed in 2009, especially due to a large order for six Project 636M Kilo-class submarines. Vietnam is expected to consiredably increase its share of Russian arms exports in the future.[8]
Russian arms exports by year[9] 2001 2002 2003 2004 2005 2006 2007 2008 2009
$3,7 bn $4,8 bn $5,6 bn $5,8 bn $6,1 bn $6,5 bn $7,4 bn $8,3 bn $8,8 bn
[edit] Companies
S-400 Triumf air defense missile system manufactured by Almaz-Antey

According to Centre for Analysis of Strategies and Technologies (CAST), the most successful businesses in the sector are aerospace and air defense companies. The centre's 2007 rating puts the air defense missile producer Almaz-Antey in the top position (revenue of $3.122 billion), followed by Sukhoi ($1.863 billion) and Irkut Corporation ($1.207 billion). These companies employ 81,857, over 30,000 and 11,585 people, respectively.[10] Across the top 20 rated companies, growth in military production averaged more than 25% in 2007.[10]

In 2008, the combined revenue of Russia's top 10 defense companies grew by 26% from the previous year, amounting to almost $12 billion. The top company was again Almaz-Antey, which boosted its revenue to $4.3 billion. Russian Helicopters produced 122 aircraft in 2008, increasing its revenue from $724 million to $1.7 billion. Uralvagonzavod earned $640 million by making 175 T-90 tanks: 62 for the Russian military, 60 for India, and 53 for Algeria, according to CAST.[11]
[edit] Problems

Problems in the industry include a high level of debt, inflation and lack of qualified personnel. In 2008, it was reported that only 36% of strategic defense enterprises are solvent, while 23% are on the verge of bankruptcy.[12] Signifant portions of the increases in Russia's defense procurement budget are being eaten up by inflation: while the country's overall inflation rate in 2008 was 13%, in certain weapon categories the figure was more than 30%.[13] Many skilled workers are nearing retirement age, and young graduates are hesitant to enter the industry due to low wages and insufficient career opportunities.[12] In 2009, a senior official said that the Russian defense industry had effectively "reached its ceiling" and could not take on any more orders.[5] Further growth will require a serious upgrade of production facilities, as well as investment in skills and training.[8]

Aircraft industry of Russia

Aircraft manufacturing is an important industry sector in Russia, employing around 355,300 people. The dissolution of the Soviet Union led to a deep crisis for the industry, especially for the civilian aircraft segment. The situation started improving during the middle of the first decade of the 2000s due to growth in air transportation and increasing demand. A consolidation programme launched in 2005 led to the creation of the United Aircraft Corporation holding, which includes most of the industry's key companies. The Russian aircraft industry offers a portfolio of internationally competitive military aircraft such as MiG-29 and Su-30, while new projects such as the Sukhoi Superjet 100 are hoped to revive the fortunes of the civilian aircraft segment. In 2009, companies belonging to the United Aircraft Corporation delivered 95 new fixed-wing aircraft to its customers, including 15 civilian models. In addition, the industry produced over 141 helicopters.

[edit] History
[edit] Post-Soviet adjustments
Indian Air Force MiG-29. MiG-29 fighters were one of the industry's key exports during the crisis years in 1990s[1]

Aerospace was a well-developed industry in the Soviet Union. In late 1980s, the Soviet Union accounted for 25% of the worldwide civilian and 40% of the worldwide military aircraft production.[2] The consequences of the Soviet Union's dissolution in 1991 were however catastrophic. The whole manufacturing sector was devastated by imports, while the aerospace and automobile industries barely managed to survive under highly protective tariffs.[3] On the positive side, the military aircraft industry managed to benefit from improving export possibilities. It profited from a large stock of components and parts which had been produced during Soviet times. The civilian aircraft industry faced much worse: while in 1990, the country had produced 715 civilian aircraft, by 1998 the number had dropped to 54 and in 2000 only 4 civilian aircraft were produced.[2]

As the industry structure was deeply fractionalised, the consensus was that consolidation was necessary. For this purpose, President Boris Yeltsin created the VPK-MAPO (Military Industrial Complex – Moscow Aircraft Production Association), which included some key companies such as Mikoyan. MAPO later became the Russian Aircraft Company (RAC) 'MiG'. This stage of consolidation was however not very successful, and MAPO was later merged with Sukhoi.[4]

The aerospace industry's total output in 2000 was $2.7 billion, with a net profit of $600 million. Exports of military aircraft in 2000 amounted to $1.3 billion.[2]
[edit] 2000–2005: Start of a recovery
Russian Air Force Kamov Ka-50

At the turn of the millennium, the civilian aircraft industry was in a deep crisis. Only a few aircraft were built and after-sale maintenance was minuscule. Many planes, both new and old, failed to receive international safety and envinronmental certifications. Two key companies, Aviastar-SP and Voronezh Aircraft Production Association were almost bankrupt. The profits of the civilian aircraft industry totaled just $300 million in 2001. In 2001–2006 the situation started improving considerably, as the industry started receiving new orders from leasing companies. Air transportation grew about 8% a year, and by 2004 domestic demand for new aircraft was soaring. Key companies managed to pay their debts or get them restructured, and production levels were increasing again.[5]

The military aircraft industry survived the 15 years of crisis almost exclusively through exports. Only in 2005 did the industry start to receive substantial financing form the state budget.[6]
[edit] 2005–2010: Industry consolidation programme
President of OAO United Aircraft Corporation (UAC) Alexei Fyodorov (left) with President Dmitry Medvedev and Prime Minister Vladimir Putin (right) in 2008.

In 2005, the government under President Vladimir Putin initiated an industry consolidation programme to bring the main aircraft producing companies under a single umbrella organization, the United Aircraft Corporation (UAC). The aim was optimize production lines and minimise losses. The programme was divided in three parts: reorganization and crisis management (2007–2010), evolution of existing projects (2010–2015) and further progress within the newly created structure (2015–2025).[7]

The UAC, one of the so-called national champions and comparable to EADS in Europe, enjoyed considerable financial support from the Russian government, and injected money to the companies it had acquired to improve their financial standing. The UACs first budget in 2007, was about 2 billion rubles, and next year it increased to 24 billion rubles (about $770 million).

The deliveries of civilian aircraft increased to 6 in 2005, and in 2009 the industry delivered 15 civilian aircraft, worth 12.5 billion roubles, mostly to domestic customers.[8]

Despite the global financial crisis, Russia's aircraft manufacturing industry as a whole managed to increase production and sales by 19.5% in 2009.[9]
[edit] New projects
[edit] Fifth generation fighter
PAK FA prototype T-50

In 1998, the Russian Air Force asked the industry to develop a light multirole frontline aircraft. In 2001, the requirements were upgraded to a multirole frontline aircraft system, which later became the 5th generation fighter PAK-FA, regarded as Russia's response to the American Joint Strike Fighter.[10] The PAK-FA performed its maiden flight in 2010, breaking America's complete monopoly on the development and production of fifth generation jets. Moscow Defense Brief hailed it as a major coup for the Russian aerospace industry, saying that:

"while not America’s equal militarily, Russia is still a solid second in terms of defense technology, outranking both Western Europe and China and punching well above its economic weight."

However, the magazine also pointed out that serious financial and technical hurdles still remain, which could delay the fifth generation jet program or even stop it completely.[11]
[edit] Sukhoi Superjet 100
Sukhoi Superjet 100 at the 2010 Farnborough Air Show

The Sukhoi Superjet 100 regional airliner is the first major Russian civilian aircraft whose development was started after 1991. The plane, which first flew in 2008, has been described as the most important and successful civil aircraft program of the Russian aerospace industry.[12] Designed by the United Aircraft Corporation subsidiary Sukhoi in cooperation with foreign partners, all versions of the plane are assembled by Komsomolsk-on-Amur Aircraft Production Association (KnAAPO) in the Russian Far East, while Novosibirsk Aircraft Production Association (NAPO) focuses on component production. The two companies have been heavily investing in upgrading of their facilities, and are expected to produce 70 airframes by 2012.[12]
[edit] MS-21

Development of the MS-21 passenger aircraft was begun in the early 2000s. The aircraft, which has a passenger capacity of 150–200 and a range of 5,000 km, is being designed by Irkut Corporation in cooperation with foreign partners. It is targeted at the most popular segment of the domestic airline industry, and is intended to replace older planes such as the Tupolev Tu-154. The program is currently in the design phase. The plane's maiden flight is expected to take place in 2014,[13] and deliveries will start in 2016. The developers aim to sell 1,200–1,500 planes in total, amounting to a 12–15% share of the international market.[14]
[edit] Other projects

Other new aircraft developed in recent times include the Yak-130 advanced trainer and light attack jet, the modernized Tu-204SM and the Ukrainian An-148 regional aircraft, which is mostly manufactured in Russia in Voronezh.
[edit] Structure
Red Wings Airlines Tupolev Tu-204-100. Tu-204 planes are manufactured by Aviastar-SP in Ulyanovsk

In 2008, the aircraft industry consisted of 106 enterprises, 18 of which belonged to the United Aircraft Corporation.[15] One of the most successful companies is Sukhoi,[16] which possesses wide portfolio of internationally competitive military aircraft, including the Su-27, Su-30 and Su-35 models. On the civilian segment, the company's most important project is the Superjet 100.[4] Komsomolsk-on-Amur Aircraft Production Association, Russia's largest aircraft enterprise, is responsible for manufacturing Sukhoi products.[17] Joint Stock Company Tupolev focuses on the civil aviation market with its Tu-204 and Tu-214 planes, but is also responsible for the long-range bomber Tu-160 and for developing its successors. Mass production of Tu-204 planes is accomplished by Aviastar SP, located in Ulyanovsk, while the Tu-214 variant is produced by Kazan Aircraft Production Association.[17] Ilyushin focuses on the military cargo and transport sector. Irkut has a portfolio of trainer and amphibious aircraft projects and competes in the onboard electronics and avionics niche.[4]
United Aircraft Corporation Russian Helicopters JSC Other major producers:

* Ilyushin
o Voronezh Aircraft Production Association
* Irkut Corporation
o Beriev
o BETA AIR
o Irkutsk Aviation Plant
o IRKUT AviaSTEP Design Bureau
o Russian Avionics Design Bureau
* Mikoyan
* Sokol
* Sukhoi
o Komsomolsk-on-Amur Aircraft Production Association
o Novosibirsk Aircraft Production Association
* Tupolev
* Yakovlev
* Aviastar-SP
* Kazan Aircraft Production Association



* Kamov
* Kazan Helicopter Plant
* Mil Helicopters
* Rostvertol
* Ulan-Ude Aviation Plant

Aviakor

Myasishchev
Technoavia

[edit] Production
A Sukhoi Su-30 of the Russian Air Force in flight over Russia in June 2010
[edit] Civilian aircraft production
Civilian fixed-wing aircraft deliveries by Russian companies 2005–2009 Type 2005 2006 2007 2008 2009
An-140 1 1 1
An-148 2
An-38 1
Il-96 family 1 2 2 2 4
Tu-154M 1 1 1
Tu-204 family 3 3 3 6 5
Tu-214 1 2 1 3
Total 6 9 8 9 15
Source:[18]
[edit] Military aircraft

On the military segment, companies belonging to UAC delivered 84 new aircraft and knockdown kits. Over 60 aircraft were modernized or underwent overhaul.[19]
[edit] Helicopters

In 2009 the Russian aircraft industry produced 141 helicopters, including 1 Mi-26, 130 Mi-8/Mi-17, 4 Ka-226 and 6 Ansat-U trainers. The figure does not include attack helicopters. Taking these into account, it has been estimated that the total number of produced rotorcraft was about the same as in 2008, when the figure was 169.[18]
[edit] Revenue

The aircraft industry's revenue from sales in 2008 was 226.6 billion rubles (105.3 billion for UAC), and the export share was 29% (52.5% for UAC).[20]
[edit] Economic significance
Offices of Sukhoi Design Bureau

Russia's aircraft industry is one of the backbone branches of the country's economy. It is one of the most science-intensive hi-tech sectors and employs the largest number of skilled personnel. The production and value of the military aircraft branch far outstrips other defense industry sectors, and aircraft products make up more than half of the country's arms exports.[21]
[edit] Employment

In 2008, the number of personnel estimated to be working for the aircraft industry was 355,300.[15] The United Aircraft Corporation holding, which encompasses most of the industry's key companies, had 97,500 employees in 2009. Of this amount, 85,500 worked in production at factories, 11,100 worked in the design bureaus and 900 in management and leasing companies. The average age of UAC personnel working in production was 44 years, and 49 for the personnel working in the design bureaus. The ratio of higher education graduates was 34%.[15]

 

[sathya]

i would love to argue the day, both jft & lca meets somewhere just like f 16 & mig 29

i thought i said when LCA & JFT meet each other it ll be so much fun and arguement will be based on facts .. rather than each assuming their own is better.
MY god people are jumping over right now...
atleast for our sake, induction should get over with fastly

 

[alimobin memon]

mig29 zhukme which is latest locks 5m sq targets at 120km jf17 is 2-2.5m sq rcs that is 100-105km simple both are same

 

[Super Falcon]

one way or another if russia will not sell to china china will not give up but come out as more latest tech in flying colors

 

[NightFighter]

russsians crying! they are not able to sell their ac's due to competetion from cheap chinese fighters!!! in the present senario it can be said that any plane can shoot down any other plane! it would thus be proper to caomare them in the wvr fight! in which the mig29 would surely come out better than the jft!!!

 

[AZADPAKISTAN2009]

JF17 thunder is a newer plane, with better Avionics, and better weapons at its disposal then the Mig-29 platform.

Also the technology used in Pakistani HUD display , and other improvements , and integration with Chinese AWACs make the JF17 thunder more of a plane then Mig 29 could ever hope to become. I mean no disrespect but as the saying goes newer planes have newer toys inside them

And JF17 block 2 will have even more lethal outlook perhaps comparable to F15 / Hornets in my opinion

AESA Radars integration
SD10 Chinese Missiles
South African Missiles Integration
Electronic warfare suit
Own avionics
Better light weight composites coming up in next batch
AWACs integration
Multi ROLE !!! Air/Sea/ Land

The biggest asset to us is that we can produce 100 of these babies by end of year -

Comparison with F16 Cute video love the music we are not even comparing the plane to Migs we are comparing it to F16 C/D class

Mig 29

vs Thunder

 

[razgriz19]

^^^ dont underestimate mig's capability!
it may have older avionics, cockpit, but it sure carries modern weapons!
and mig has one of the best turning rate because of its higher thrust to weight ratio. and its one of the first aircraft to deploy off-boresight capable (60 degree with the help of Helmet Mounted Sight) R-73 "archer" missile............a nightmare for any pilot facing mig in a classic dogfight!

and the picture of the second cockpit, that u think belongs to thunder, is actually belongs to either Mig-29K or Mig-35!!!!!!!!