Aviatsiya From , joined Dec 1969, posts, RR: Posted (11 years 12 months 1 day ago) and read 2215 times:
Have just read a short report that the Tatarstan Government has given the go ahead (i.e. provided for in the state budget) for the production of the Tu-324 by the Kazan (Gorbunov) Aviation Production Association. The Tatar Government have allocated some 1.2 billion roubles (US$40 million) from the state budget. Total development costs are expected to be around US$330 million. Unit price of the Tu-324 is expect to be between US$10-15 million (depending on the variant chosen).
There will be a choice of powerplants: GE CF-34, Motor Sich D-436TP or the Soyuz R-126-300, and the aircraft is expected to replace the Yak-40, An-24/6 and Tu-134.
Comparing the Tu-324 to other RJs in a similar class, it seems that the Tu-324 has great potential for international sales also.
Tu-324 (Regional Jet configuration):
Cost US$10-15 million
Wing span (m) 23.2
Length (m) 25.5
Height (m) 7.4
MTOW (tonnes) 23.7
Max Fuel Capacity (tonnes) 6.0
Max range (km) 2,500 (although this figure is expected to be more around the 3,000km mark from what I have been told)
Cruising altitude (km) 11.6
Cruising speed (km/h) 810-850
Required runway length (m) 1,800
Aviatsiya From , joined Dec 1969, posts, RR: Reply 4, posted (11 years 12 months 21 hours ago) and read 2083 times:
The photo above is the VIP version 8-12 passengers. So it doesn't need the same number of windows as the 50 seat regional jet.
The 50 seat regional jet market has only 2 competitors at the moment; the CRJ200 and the ERJ-145. I wouldn't call it saturated as such. There are hundreds of aircraft in Russia/CIS which need replacing by 2015 (under the plan of the Russian government), and at only US$10 million, the airline can get 2 aircraft for the price of a single CRJ200/ERJ-145.
Because the aircraft comes with the option of GE powerplants, the need for sales support centres is somewhat limited, and hence Tupolev/KAPO's potential sales base is widened to include "western" markets.
But first things first, the 324 is looking for orders at the moment, and which airline will be the first to put it into service is anyone's guess.
BTW...here is a "photo" of the RJ version of the 324
SQ325 From Germany, joined Jul 2001, 1441 posts, RR: 8 Reply 5, posted (11 years 12 months 21 hours ago) and read 2072 times:
Just another try to rescue the russian aviation industry.
Maybe TU can sell some planes in the ex UDSSR states china or in some african states.
But once again I'm sure there will be no bigger contract with a major asian, western european or us carrier.
If you fly an CRJ and have an engine problem 1000nm from your base most of the time there is someone who can help and fix it.
If you fly a russian product and have a problem 1000nm from base you better get a hotel room!
that are the sorry facts!
Anyhow I wish them luck and maybe i'm wrong.
Aviatsiya From , joined Dec 1969, posts, RR: Reply 7, posted (11 years 12 months 4 hours ago) and read 1987 times:
The facts are that your facts are incorrect.
If you read the second paragraph in the thread starter, you will notice that the Tu-324 will be offered with the choice of 3 powerplants:
Motor Sich D-436TP or;
The D-436TP and Soyuz R-126-300 will appeal to those carriers which are based in Russia/CIS, where support for those engines is readily available.
The GE CF-34 is ideal for those airlines outside of Russia/CIS. The CF-34 also powers the CRJ series, 728JET, 928JET, ERJ-170 and ERJ-190.
So your sieve-like argument on the Tu-324 not being able to be serviced is not true. If the CRJ200 can be serviced, so can the Tu-324.
Also, the Tu-324 will be built with avionics designed by a Swiss firm. Other parts of the aircraft are being designed in conjunction with foreign partners; from which I understand numbers approx. 15.
I would not be in the least bit surprised if KAPO were to sell the Tu-324 around the world. *KAPO sell the aircraft. Not Tupolev. Tupolev is only responsible for the design of the aircraft. KAPO is responsible for the manufacturing, promotion and selling of the aircraft.
Just remember this, only a few year ago there was an aircraft manufacturer "way down south" which no-one took seriously. Not they have the EMB-110, EMB-120, ERJ-135 and ERJ-145 in service with airlines around the world.
Aviatsiya From , joined Dec 1969, posts, RR: Reply 9, posted (11 years 11 months 4 weeks 1 day 19 hours ago) and read 1934 times:
Potential customers for the Tu-324 are any airline which currently operates the Yak-40, An-24/26 and to some degree, the Tu-134.
KAPO sees a need for some 430-450 aircraft just within the Russian/CIS market alone. I am not too sure about what KAPO's market projections for potential foreign sales are, but I am sure that they will release more information as the project progresses.
Alessandro From , joined Dec 1969, posts, RR: Reply 10, posted (11 years 11 months 4 weeks 1 day 18 hours ago) and read 1912 times:
I don´t think any North or South American company will
buy this plane, Embraer and Bombardier are big in that
area. Europe? Well I think the market for city hoppers
are small and old Fokker, SAABs with about the same
price range will be hard competition. China? Well, they
seem to lean towards Boeing/Airbus products, mainly
buying helicopters and military transport planes from
Russia. My guess is that India is the most likely buyer
of these planes outside CIS, especially after they placed
a big order recently in Uzbekistan of tanker planes. As
for Africa I think they prefer 2nd hand aircrafts or wet
lease so I don´t think anyone will buy new ones.
Its not like I´m saying its a bad plane, but the competition from older planes and Embraer/Bombardier
is fierce to say the least. BTW Tataristan seem to be a
odd place, didn´t they had their own roubles within
Aviatsiya From , joined Dec 1969, posts, RR: Reply 13, posted (11 years 11 months 4 weeks 8 hours ago) and read 1862 times:
Akelley728, I hope the article below from December 2001 gives you some info you may need:
As an informed source at OAO Tupolev has reported, work is starting on the recently concluded new agreement /contract for the Ukrainian side/ between OAO Tupolev and the Ukrainian side with the participation of the Kiev aircraft plant for the continuation of work on the program for the creation and production of the Tu-334 short-range 100-seat passenger airplane. The completion of a second prototype Tu-334 airplane in Kiev and the inclusion of it in flight and certification tests in accordance with the program is envisioned by the contract.
The source emphasized that 8 - 10 million dollars is needed for the completion of the second airplane in Kiev. Ukraine has moved significantly further in the realization of the program for the preparation of series production of the Tu-334 airplane than Russia. Since Ukraine right now is ahead of Russia significantly in preparation for production, the first orders for delivery of Tu-334 airplanes most of all will be executed by the Kiev aircraft plant.
However, at RSK MiG, who will be the lead enterprise in Russia for production of the Tu-334, the funds necessary for completion of the third prototype of the airplane and preparation for series production of the Tu-334 are appearing lately in connection with the completion of a number of contracts on the MiG-29 fighter.
The second Tu-334 prototype built by the Kiev aircraft plant should lift into the air in September 2002. However, according to the latest real estimates, its first flight most likely will take place in the fourth quarter 2002, the source said.