TU-334 aircraft is a Russian short-range turbojet aircraft designed for 102 passengers with a flight range of 3150 km with designed payload. The Tu-334 can replace the ageing fleet of Tu-134 that are in wide service in CIS. The aircraft is not designed to break any records. The design is based entirely on proven technologies. TU-334 aircraft was manufactured on the base of advanced developments in dynamics, design, materials science, airborne equipment and is provided with high efficient engines. This allowed to obtain high aerodynamic characteristics and low operational costs. The Tu-334 is priced at approximately US $15 million, which is considerably cheaper than its Western analogs.
In May 1997 it was reported that Tupolev was holding talks with Iranian officials over manufacturing its Tu-204 and Tu-334 twinjets in Iran. Iran had faced a political embargo on the supply of aircraft with significant US content since the late 1970s. In July 1997 Ukraine and Russia were said to be close to clinching a deal to assemble a new Tupolev airliner in Iran. A delegation from Tupolev visited Iran in September 1998 to discuss the possible assembly of a large number of Tu-334 twinjets, at which time "substantial differences" needed to be resolved. Development of the Tu-334 program had been delayed indefinitely because of funding difficulties. On November 10, 1998 a delegation from the Tupolev aircraft factory arrived in Iran to discuss with our country's officials the sale of the license to mass produce the new civilian aircraft, the Tu-334, which has the capacity to carry 100 passengers.
In December 1998 Antonov confirmed that it had signed a contract with the Iranian Government for the construction of 80 An-140 new generation turboprops. The aircraft, which were specified to be passenger-only versions, were to be assembled from parts supplied by the Ukrainian company to the Shakir factory in Iran. The plant was originally constructed, with US funding, for the assembly of Bell helicopters. The contract was said to specify the aircraft's end use as being for Iranian domestic service, and also demanded that none was to be produced for export.
Tupolev's new 100-seat Tu-334 made its maiden flight on 08 February 1999. at that ime Tupolev said it was in talks with Iran for licensed production of the aircraft. At that time it was reported that Iran was preparing to launch licence production of the Antonov An-140 twin turboprop. Russian vice-premier Ilya Klebanov said on 23 August 1999 that Moscow and Tehran had adopted almost all necessary measures for implementation of a joint venture project to produce civilian TU-334 planes in Iran. Klebanov said the deal for manufacture of the plane in Iran was to be signed in October 1999. He said after his meeting with Iranian Ambassador to Moscow Mehdi Safari on Monday that, based on agreements reached between the two countries.
On 06 January 2000 Russia was said to be "on the verge of signing a contract with Iran on deliveries to this country of Tu-334 Russian aircraft". This was stated by Secretary of the Security Council of Russia Sergey Ivanov after his meeting with acting President of the Russian Federation Vladimir Putin.According to him, the contract concerns "not only deliveries of aircraft but also training of personnel and the whole complex of issues".
Managing Director of the Aviation Industries Department at the Ministry of Defence and Armed Forces Logistics Hasan Tavala'i said 23 January 2001 that a contract would be signed with Russia for production of TU 334 planes in Iran after receiving the government's approval. Tavala'i said preliminary steps for the contract involving 30,000 hours of expert studies, had already been taken.
In 2002 it was reported that Iran would soon join in the Ukrainian-Russian project of the creation of the new passenger airliner Tu-334 in conformity with a resolution signed by Russian prime minister Mikhail Kasyanov to draw up a long-term program for economic cooperation with Iran.
On 11 December 2006 the Kazan-based Gorbunov aircraft production association (KAPO) was said to have signed a number of memoranda of understanding with Iranian air carriers, envisioning a delivery of more than 70 Tu-214s and Tu-334s to Iran. "At the present time, we have secured preliminary contracts on delivering 28 Tu-214s and 55 Tu-334s to Iran. Memoranda of understanding have already been signed with several Iranian air carriers," KAPO deputy director-general for marketing Eldar Eldar Mingaleyev said. A modern aircraft maintenance base is expected to be created in Iran to guarantee a required maintenance level. "The creation of a base in Iran is aimed at reducing costs of exploiting Russian aircraft and guaranteeing the due level of airworthiness," he said. Mingaleyev further said the licensed production of Tu-334 aircraft may be organized in Iran in the future, adding that parties will return to the discussion of the issue after Iranian companies get accustomed to the aircraft.
Iran Air, the national airline of Iran, had under way a massive fleet renewal and expansion plan and had been expected to expend an estimated $7 Billion on aircraft purchases. Local manufacturers, by capitalizing upon technological incentives offered by international manufacturers to win sales, were able to formulate production outsourcing and joint partnering ventures. This led to the commencement of steps for the launch of the state of the art Tupolov 334-100, a contract that was unique as the manufacture of this aircraft in Iran would take place concurrently with its production launch at the Tupolov works.
According to Eng. Mehrdad Amiri, Deputy Operations Director of Iran Aircraft Industries, the first Tu-334 would be manufactured in Iran following the completion of preliminary steps. The selection of the Tu-334 came following comparative proposals from other manufacturers. The Tu-334, having completed design and trial phases, was shortly due to be entered into production at the Tupolov works. Production in Iran would be launched concurrently with that of its technology partner in Russia, thus reflecting the latest available aircraft technology.
The Tu-334 was said by the manufacturer to stand out for its passenger comfort, low fuel consumption, easy repair and maintenance. It can carry up to 138 passengers and provides the option of either mounting Russian or Western engines. Production was foreseen to take place in four stages commencing with CKD (Complete Knock Down Manufacture) with the manufacture in Iran of engines and avionies.
In December 2007 Russia's United Aircraft Corporation (UAC) held talks with Iran on the sale of licenses for the production of the Tu-204. At that time it was reported that Iran was ready to make a purchase of up to 130 Tupolev Tu-214 and Tu-334 over ten years. Talks were scheduled to be held in February 2008 on license transfer terms for Iran to be able to manufacture medium-range Tu-204-100 and regional Tu-334 airliners. Russia's preliminary estimate of the license price is $3 bln. If the negotiations yield results, Iran will be able to assemble the planes by 2011 and manufacture them domestically by 2015.
Tu-204 / Tu-214 In October 2003 the Tupolev firm conducted preliminary negotiations with Iranian technical experts regarding the possibility of selling Tu-204 airliner to Iran. The US trade embargo made Iran turn out to specifically Russian-made aircraft. In April 2006 Iran placed the largest order to date for the Tupolev Tu-204, with its transport ministry having agreed the purchase of 20 Tu-204-100s for the country's state-owned airlines. The aircraft were to be built at the Aviastar factory in Ulyanovsk, now in partnership with Tupolev. They will replace leased Tupolev Tu-154Ms serving with airlines including Aria Air, Caspian Airways, Iran Air Tours and Kish Air. Deliveries are due to start this year, and continue over the following four years [2006-2010].
In August 2007 an Iranian aviation company reached a deal in Moscow with Russia's Tupolev aircraft maker to purchase five TU-204 passenger planes. The agreement was signed between Iran Air Tour Company and Ilyushin Finance firm at the MAKS-2007 international air show at the Zhukovsky airbase east of Moscow. Secretary of Iran's Aviation Companies Association Mehdi Aliyar earlier announced early in August that Iran had ordered several TU-204 and the Russian company is to deliver the aircraft within the next 18 months.
At that time talks were also underway on joint airplane production. Tupolev President Igor Shevchuk said, "We are talking about the sale of Tu-214 and Tu-334, and the option of joint production of those and other aircraft is also being looked at." The Tupolev Tu-204 is a twin-engine medium-range Russian airliner capable of carrying 212 passengers.
When the Iranian MoD learned about the Russian defence ministry order for four new Tu-204-200s (Tu-214s), it asked Tupolev for a presentation of the airplane . On 27 November 2007 a Tu-204-200 and a Tu-334-100 landed in Tehran's Mehrabad airport, where they were inspected by IRI defence minister Mostafa Mohammad-Najjar, head of Iran's Aviation Industries Organization, other state officials and industrialists. The Iranian hosts expressed interest in special version of the Tu-204 airliner, for use as VIP transport and flying command post.
In November 2007 Russia's Ilyushin Finance signed a preliminary contract with Iran Airtour at the Dubai Air Show on Monday to supply Iran with 30 Tu-204-100 aircraft. Ilyushin had already signed a contract to supply Iran with five Tu-204-100 airliners at the MAKS-2007 air show near Moscow in August 2007, and then signed a preliminary contract with the Iran Airtour airline on 19 November 2007. The first batch of the Tu-204 medium-haul airliners designed to accommodate 210 passengers was expected to be delivered in 2009. Ilyushin Finance deals with the financial and operational leasing of Russian-made civil aircraft, as well as providing consulting services. It has a 38% stake in Russia's 90% state-owned United Aircraft Corporation, which incorporates commercial and military aircraft makers such as Sukhoi, Ilyushin, and Tupolev, as well as companies involved in distribution, including Aviaexport.
In December 2007 Russia's United Aircraft Corporation (UAC) held talks with Iran on the sale of licenses for the production of the Tu-204. Russian and Iranian officials announced later that the two countries planned to sign a 2.5 billion-U.S. dollar contract in 2009 for the delivery of 100 Tu-204 and Tu-214 starting from 2010.
In June 2008 Iran said it had signed an agreement with Moscow for a joint venture to build passenger airliners. Under the preliminary agreement, a production plant will be sited in Iran, where Iranian and Russian workers and technicians will jointly construct Tu-204 and Tu-214 passenger aircraft. "The manufacturing of Russia's updated Tu-204 and Tu-214 passenger aircraft in Iran was put on the agenda after Russian experts studied the technological capabilities and human resources of the Iran Aviation Industries Organization," an Iranian industry spokesman said. "The agreement between Iran and Russia will be signed in the near future," IAIO Deputy Executive Director Ali Akbar Ghazi Moradi said. Russian and Iranian officials earlier announced that the two countries planned to sign a 2.5 billion-U.S. dollar contract in 2009 for the delivery of 100 Tu-204 and Tu-214 starting from 2010.
In October 2008 it was reported that Iran Aviation Industries Organization (IAIO) would manufacture 100 advanced Tu-214 and Tu-204 airliners with a 210-passenger capacity in cooperation with Russia within the next 10 years.
Iran Aviation Industries Organization (IAIO) The Iran Aviation Industries Organization (IAIO) was established in 1966 for the purpose of planning, controlling, and managing the military aviation industry of Iran. Currently, the IAIO is responsible for directing five aviation organizations: SAHA, HESA, PANHA, GHODS, and Shahid Basir Industry. These five organizations have different and complementary roles in the Iranian defense industry. SAHA Iran Aircraft Industries was established in 1961 mainly for major repair of fighter, passenger, and air support plans. Iran Aircraft Manufacturing Industrial Company (HESA) was established in 1976 and belongs to the Iranian Aviation Industries Organization (IAIO). PANHA is an Iranian helicopter manufacturing company. Ghods Aviation Industry is an Iranian aviation manufacturing company established in 1985. Shahid Basir is an Iranian aviation manufacturing company. Irans military industry has taken great strides in the past 25 years, and now manufactures many types of sophisticated arms and equipment. IAIO's main task, in addition to supplying spare parts for aircraft in service, is to obtain the required technologies and know-how to manufacture aircraft for the national armed forces. IAIO thus acts as the policy maker, coordinator and planner for the activities of Iran's aviation industries as regards manufacturing, overhaul, support and repair of all types of aircraft. IAIO will also manufacture 100 advanced Tu-214 and Tu-204 airliners with a 210-passenger capacity in cooperation with Russia within the next 10 years. Iran's aviation industry infrastructure was by and large established in the 1970s, at the time of the Shah Reza Pahlavi and limitless oil revenues. The Iran Helicopter Support and Renewal Company (IHSRC), or Panha Company, was formed in 1969, the Iranian Aircraft Industries (IACI) in 1970, and Iran Aircraft Manufacturing Industries Corporation (IAMI), also known under its Farsi acronym (HESA), in 1974. Two other important companies, Iran Aviation Industries Organization of the Armed Forces (IAIO), also known as the Iranian Armed Forces Aviation Industries Organization (IAFAIO), and Ghods/Ghoods Research Center were formed in the early 1980s. These companies progressed from repair and maintenance facilities to larger defence enterprises with several thousands employees, except for Ghods which has remained relatively small. PANHA Iran Helicopter Support and Renewal Company PANHA is an Iranian helicopter manufacturing company. Following the purchase by Iran of some Italian helicopters from Agusta Company, it became important to establish a plant for support and repair these helicopters. This plant was named; Iran Joint Helicopter Industry. Later on, after purchase of some large number of helicopters from Bell, planning for expansion of this plant to support the new fleet started. Iran is planning to license produce over 50 Russian-designed Ka-32 helicopters, the managing director of Iran Aviation Industries Organization (IAIO), Majid Hedayat, said at the Iran Air Show 2008. Iran is planning to manufacture over 50 Russian-designed Ka-32 helicopters under a production license. Ka-32 is a civilian version of the Russian Ka-27 military helicopter developed by the Kamov design bureau. "We have long been considering the Kamov helicopter manufacturer as our partner...and we are planning to sign a contract on the licensed production of at least 50 Ka-32 helicopters [in Iran]," the managing director of Iran Aviation Industries Organization (IAIO), Majid Hedayat, said at the Iran Air Show 2008. Ka-32 is a 12-ton aircraft than can carry up to four tons of payload. It can stay in the air about four hours per sortie and cruises at 205 kilometers an hour. The Ka-27 has been used by the Russian navy since the 1970s. There are fears in the West that with the ability to manufacture the Ka-32, Iran could easily convert them back to their original Ka-27 military configuration. Part of this expansion was to crate three major sections. 1. (NMP) Repair and Maintenance Center 2. (HDMC) Main Fleet Repair Center 3. (NICP) Logistics and Support Center After Iran's revolution in 1979, US embargo on Iran, and start of Iran-Iraq war, PANHA Company started its operation with a goal of support and maintaining helicopters in the war. After few years, they became self sufficient in repair and maintaining all of the military helicopters. Following this success, in 1986, their task of repair, maintain, and support expanded to other organizations like communication, oil, Red Cross of Iran, and power plants. Currently, this organization repair and maintain ten kinds of military and non military helicopters in sixteen different models. In 1994, experts at PANHA Company completed the structure of their first helicopter called Shabaviz. After this, they have received their first official permit to start manufacturing commercial helicopters. Accomplishments: Repair and maintain nine kinds of helicopters in fifteen different models. (205, 206, 212, 214, CH, RH, SH, 412, Mil 17) Body structure and upgrading helicopters Design and configuration of variety of helicopters windows and glasses Design and manufacturing fixtures (AUC)- Aviation University Complex; part of Malek Ashtar University (IACI)- Iran Aircraft Industries (IAMI)- Iran Aircraft Manufacturing Industries (aka IAMCO, HESA, HASA) (MATSA)- Air Force Technology and Electronic Centre (MODAFL) Ministry of Defense and Armed Forces Logistics (OIC)- Owj Industrial Complex, over seen by IRIAF (SSAFU)- Shahid Sattari Air Force University http://www.defensa.pe/showthread.php?p=148182 SAHA Iran Aircraft Industries SAHA Iran Aircraft Industries IACI Aviation Industries of Iran (AII) Iran Aircraft Industries (IACI) PO Box 14155-1449 Opp. Phase 2 Shahrak Ekbatan, Karaj Special Rd., Azadi Sq, Tehran Iran Telephone: +98(21)913319 Facsimile: +98(21)6008168 Iran Aircraft Industries (IACI) was set up by Northrop Grumman in the 1970's. IRAN AirCraft (IACI) is located in an area of about 100,000 square meter with twelve saloons (33,000 square meters). Fully equipped with modern instruments according to the international aviation standards. SAHA Iran Aircraft Industries was established in 1961 mainly for major repair of fighter, passenger, and air support plans. After many years of hard work, dedication and experience, SAHA became an important part of Iran's aviation industry. In 1998, Iranian scientists and experts started designing, engineering, and manufacturing complex engine parts, airplane parts, and manufacturing turbine engines like Toloe 4. SAHA is currently working on turbo jet engine called TV-3 for Iran-140 planes. Accomplishments: Mass production of Tolo 4 mini jet engine Capability to repair and overhaul large aircraft like Boeing 747 Repairing Dart engines Building repair lines to repair heavy engines like Astazo, F, and Solar. Building laboratory for TV-3 engines and building workshops for assembling and disassembling these engines. Wining the golden star reward (WMO) from Holland in quality management http://www.hesa.ir/DorsaPax/data/hesaco/hesaco/index.htmIran Aircraft Manufacturing Industrial Company (HESA) Iran Aircraft Industries (HESA) HESA Iran Aircraft Manufacturing Industrial Company IRAN AIRCRAFT MFG.IND.CO (HESA) Head office: Address: No. 107, Sepahbod Gharany Ave., Tehran, Iran P.O Box No.: 81465/935 Tel.: +98 ( 21) 8825042 Fax: +98 ( 21) 8828355 Factory : Address: Shahin shahr Industrial Zone, 28 Th. Km. of Esfahan - Tehran highway, Iran P.O Box No.: 81465/935 Tel.: +98 ( 31) 2295066 Fax: +98 ( 31) 227678 Iran Aircraft Manufacturing Industrial Company (HESA) was established in 1976 and belongs to the Iranian Aviation Industries Organization (IAIO). The company has thousands of square meters of available grounds and 250,000 square meters of shops and hangers are allocated to A/C part manufacturing, assembling, laboratories, flight test facilities and shops of preparation for production. Iran Aviation Industries Organization (IAIO) Iran aviation industry organization was established in 1966 for planning, controlling, and managing the aviation industries of armed forces for better use of extra resources and capabilities aiming to serve domestic and forging industries. HESA, the center of excellence in Aeronautics in Iran is responsible for manufacture, co-production, export and managing the marketing, sales and support of IRAN- 140 Aircraft (Original ANTONOV- 140)advanced technology, superior design features, excellent reliability and performance combine to make IRAN-140 the most successful regional prop-jet in the world today and tomorrow. IRAN -140 is a pressurized, twin turbo prop, high wing aircraft, which combines a rapid transit speed (310Kts, 575 Km/h) with outstanding performance in " HOT & HIGH " climates. Its added ability to operate from unprepared airfields makes it an ideal aircraft for any regional network. Accomplishments: Manufacturing Iran-140 passenger plane with Ukraine Corporation. Design and manufacturing Ababil drone. Manufacturing Shahed helicopter Manufacturing propeller with composite materials Hovercraft repairs Manufacturing parts Ghods Aviation Industry Ghods Aviation Industry is an Iranian aviation manufacturing company established in 1985. The main goal for Ghods organization was to design, manufacture, and upgrade variety of pilot-less planes. Accomplishments: Manufacturing pilot less planes ( Saeghe 1 & 2, Talash 1 & 2, and Mohajer 2, 3, & 4) Developing variety of parachutes. (Freefall Personnel Parachutes, Strato Cloud parachutes, Ofogh parachutes, and Fakhte parachutes.) Manufacturing powered paragliders Manufacturing and design of ground control station (GCS) electronic system, imagery, targeting, optical tracking and aviation Shahid Basir Shahid Basir is an Iranian aviation manufacturing company. Shahid Basir Industry was established in 1987. Presently, this organization is main center for production of over 5000 military and non military parts and accessories. They are exchanging information with universities, research centers, and private companies around the country, in order to produce more and better parts.
The Iranian industry has been performing repair and overhaul on Bell 205s, 212s and 412s since before the 1979 Islamic Revolution. After the revolution, Iran AirCraft Industries (SAHA) expanded the scope of its activities into manufacturing local copies of those models.
Another Iranian company, Esfahan-based Aviation Industries Research Center (AIRC), recently developed the Shahed-278, a lightweight helicopter that resembles the Bell models. Iran's Civil Aviation Authorities will issue a type certificate for the helicopter once it completes its flight-test program. The company reports orders for 15 Shahed-278s from undisclosed customers.
Aviation Industries Research Center describes the Shahed-278 as a purely civilian design. Preparations for production are nearly complete at the Iran Aircraft Manufacturing Co. (HESA), which has supplied parts for the three development prototypes AIRC has built and flown so far. Helicopters are not new territory for HESA; the company was established in 1964 as the Iran Helicopter Co., to service and repair Bell rotorcraft.
The first Shahed-278 prototype flew in 2001. A second, in which LCDs replace the analog instruments, followed three years later. Both are powered by a single Rolls-Royce 250-C20 turboshaft. Although the engine proved sufficient, production models will have the more powerful C20B/C version.
With an empty equipped weight of 1,504 pounds and mtow of 3,201 pounds, the Shahed-278 has a maximum speed of 123 knots and a climb rate of nearly 2,800 fpm. The five-seat helicopter has a range of 324 nm.
The Shahed-278 is the center's second design after the Shahed-274, which flew in 1998. Although the developer claims the Shahed-274 was technically successful,
the customer did not accept the helicopter and demanded that the company increase seating capacity from two to three or four. Thus was born the Shahed-278, which inherited the engine and elements of the gearbox and rotor systems.
Tehran-based Turbine Engine Manufacturing (TEM) is working on a domestic engine solution for the Shahed-278. It can either be a "reverse-engineered" derivative of the Rolls-Royce engine or Ukraine's ZMKB Progress AI450. The latter is intended for the Kamov Ka-226 and the Kazan Ansat. Bench testing of several examples begun in December 2003 continues. TEM already produces the Klimov/ Progress TV3-117VMA-SBM1 (for the locally made An-140 turboprop airliner) and is negotiating on the AI450.
The U.S. has imposed sanctions that prevent U.S. companies from exporting products to Iran. The sanctions also preclude non-U.S. manufacturers from exporting to Iran if U.S.-made content exceeds 10 percent. Since the European Union does not impose restrictions on sales of civil products to Iran, Eurocopter and AgustaWestland market their products in the country, but the U.S. sanctions restrict the Europeans' offerings to just a few models.
Iran Aircraft Industries Building Street Plant No.1, opp. of 2nd Phase of Shahrak-e Ekbatan Karaj Special Rd. Mehrabad International Airport PO Box 83145/311 and 14155/1449 Tehran 10000 Turbine Engine Manufacturing (TEM) Iran Aircraft Industries Organizaton (Tehran, Iran) IAIO is a national organisation controlled by the Iranian Ministry of Defence. Though its main business is the manufacture and support of aircraft, it has a subsidiary, TEM, concerned primarily with gas-turbine engines. In 1999 it was the intention that this organisation should become independent (though still controlled by the MoD). It has large workshops and other facilities, and in late 1999 revealed a small turbojet of its own design. Though this is intended for unmanned vehicles, it is included in Jane's Aero-Engines because of its potential for further development. It is the intention of Iran to become as self-sufficient as possible, especially in providing equipment for its armed forces. Whether TEM will be able to produce engines for combat aircraft remains to be seen. Turbine Engine Manufacturing (TEM) has manufactured the Tolloue 4 turbojet engine, a copy of the Microturbo TRI 60-2 supplied from China in the 1980s; the engine is known to have been incorporated into the C-802 (YJ-82) anti-ship missile. Unofficial data indicate that over 100 Tolloue 4 engines had been built into early 2005 for use as a missile power plant and for as the powerplant for an unidentified RPV. The Tolloue 4 is rated at approximately 815 lbst (3.36 kN). TEM's work on the Tolloue 4 formed the basis for a new turbojet engine project, the Tolloue 5, rated at about 992 lbst (4.41 kN). The newer engine model will be capable of greater endurance at a greater speed and at a higher altitude. In February 2005, it was revealed that Turbine Engine Manufacturing Industries had finalized the concept and preliminary design stages of a new generation supersonic turbojet engine, and had now begun work on the detailed design phase. It is believed that the purported Toulloue 5 engine will be used to power a new subsonic missile or UAV. Not only did the Shah order vast quantities of America's most advanced weapons, he was also acquiring the capability to produce them in Iran. Under a multibillion-dollar industrialisation programme, the Shah commissioned US arms firms to build entire weapons factories from scratch in Iran. Thus Bell Helicopter (a division of Textron, Inc.) was building a factory to produce Model-214 helicopters in Isfahan. Northrop was also a joint partner in Iran Aircraft Industries, inc., which maintained many of the US military aircraft sold to Iran and was expected to produce aircraft components and eventually complete planes. These efforts represented a large share of US industrial involvement in Iran, and were a centrepiece of the Shah's efforts to develop modern, high-technology industries.
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