Today we signed two agreements of intent with two Iranian airlines. Each agreement for 20 SuperJet 100 aircraft in the RRJ95R version with the beginning of deliveries in 2020. This modification began to be developed long ago. It assumes a significant increase in the share of Russian components in the design of the aircraft.

We plan to significantly increase (by 10-15%) the volume of components of Russian production. It will be an auxiliary power unit (APU), an inertial system, an interior, a large number of other systems: electrical systems, hydraulics, pipelines. This is important in terms of the price of the aircraft. We proceed from the principle of cost / effectiveness. Domestic components are cheaper, if by weight and reliability they are comparable with components of foreign production, we will try to make the aircraft more affordable, cheaper.

Since this version is intended for emerging markets, where the price is of great importance, we will try to gradually reduce the price of the aircraft, including by attracting domestic suppliers. Also, against the backdrop of what happens to the exchange rate, we see that any component that is produced in Russia is cheaper. This is the essence of our approach. We start to run it in various markets, including Iran.

In addition, at the stage of preparation, a contract with the Ministry of Defence for 30-40 cars. We are preparing for him a new version of the aircraft, in which the level of Russian content will be even greater than what we already offer as the first phase for the markets of developing countries. In the new version of the aircraft, we expect that the share of Russian content will be close to 50-60%. Now there is a very large amount of work with suppliers of aggregates of the holding "Technodinamika" - this is about 15 positions related to electrical equipment, chassis. Also in this version of the car, we plan to introduce avionics, which will be substantially unified with the MC-21 program, where the ratio of domestic and imported components is 50 to 50. In the versions for the state aircraft, all dual-use systems, primarily inertial ones.

At the moment we choose between 2 types of systems. Until the end of this year, the choice of suppliers will be made, and we will get the look of a new aircraft. According to the plan, the creation of experimental samples should be completed by 2022, and from 2023, deliveries will begin to power structures and a special flight squad (SLS), and from 2024 to commercial customers. The aircraft that we do will have a single platform for our public and private customers, but may differ in filling.

The program was launched in February this year. This single platform implies that it will be based on a machine with 75-78 passenger seats with a step of 32 inches, 83 in 30 inch increments, 88-28 inches. We mean that in the future we will develop this platform in the direction of increasing to 95-98 seats. This will be a modification of the increased capacity, but of reduced range. The range of the base version is expected to be about 4 thousand km.

The aircraft's weights will be significantly reduced, compared to the current version by 10-15%. This is a very serious task. We are counting on the fact that we will have a completely new wing. We assume that the section of the fuselage will remain the same, but it will be made of new materials and a wing, too. We are involved in the research and development of this VIAM program for aluminum-lithium alloys for the fuselage and composite materials for the wing and tail.

We believe that in the new aircraft design the proportion of composite materials will be significantly increased to 40-45% of the weight of the structure. The fuselage and power elements of the structure will be made of aluminum-lithium alloys of the latest generation. We ordered Central Aerohydrodynamic Institute to develop several variants of the wing, it will be slightly less in the area of ​​the wing of the current car. We expect that we can improve the aerodynamic quality of the wing by 10% of ultra-high elongation, taking into account the use of new materials. We have to make new chassis.

Requirements to reduce the weight of the empty projected aircraft before us exhibited both commercial customers, and our government structures. At the same time, their understanding of the required aircraft`s flight performance coincided by 90%. As for the power plant, as a base we consider the SaM-146 and its modifications. This is primarily for our domestic customers, as for commercial customers, we are considering the possibility of using other engines that are on the market, in particular Pratt & Whitney, and domestic (PD-7) being developed, which will allow us to save around 7-8% of fuel.

Despite the fact that it looks somewhat extravagant for the new shorter version of the SuperJet, the advantages for the passenger that gives the current fuselage diameter of the aircraft are so great and significant that in the new version we decided to keep it. We had a long discussion with our initial customers, they all expressed themselves unequivocally in favour of a wide fuselage. This is an advantage, and for us it is important from the point of view of the cabin height and the size of the luggage compartments that allow you to place luggage the same as in trunk airplanes, including MC-21.

We want to make an interior similar in design to the MC-21 aircraft. It is very likely that the size of the window openings will be increased by 20% compared to what is now, which will allow passengers not to bow their heads to see what is happening in space and on the ground, and at the eye level see the porthole and everything there occurs. This modern trend, which began with the Boeing 787 Dreamliner, continued on the Bombardier C-Series and was implemented on the MC-21 aircraft. Of course, we want to introduce this on the new machine of the SuperJet family. We want the passengers of the new aircraft, as standard equipment, to use modern means of communication, such as high-speed Internet.

An important feature of the new machine is that it is designed for operation at aerodromes with fairly short runways 1300-1400 meters long. One of the requirements of our commercial and state customers is to reduce the requirements for the bearing surface of the strip up to 18 PCN. I recall that today's aircraft has 30 PCN, i.e. we plan to reduce this value by almost 2 times, which will allow us to operate the machine not from groundwater, but from asphalt airfields. This is very important from the point of view of expanding the aircraft operation possibilities. Also, the requirements of our customers private and public - it's easy to pilot.

We are very seriously thinking about the issue of transferring all civil aircraft of UAC to a single brand, because not only SCA specialists will participate in the design of this aircraft, but also Irkut, since all the best engineering solutions that have found application in MC-21 will be uniquely applied and in the new SuperJet. While the working version of the name of the aircraft is RRJ75, but it is very likely that by the time the supplies begin, we will move to a single brand. Perhaps soon we will announce a contest for the name of a single brand for our civil aviation.