On 3 June 2011, the Gromov LII Flight Research Institute in Zhukovsky witnessed the arrival of a new light twin-engined turboprop airplane named Rysachok (Russian for ‘little trotter’). The aircraft that made its maiden flight on 3 December 2010 in Samara is under development on order from the Russian Ministry of Transport for civil aviation flying schools, but it may be used for commuter passenger services, flying club parachutist airdrop, medevac, patrol and other operations as well.

The aircraft manufactured by Samara-based TsSKB-Progress State Scientific Production Space Rocket Centre was developed by the team led by Chief Designer Vyacheslav Kondratyev, the unchallenged leader of the Technoavia company known for its light multirole planes.

Early in 2007, the Russian Ministry of Transport issued tenders for an advanced twin-engine trainer for civil aviation flying schools. Until recently, cadets of Russia’s major civil aviation flying school in Ulyanovsk (UVAUGA) had to take their graduation exams on the Antonov An-26 and Yakovlev Yak-40, which has cost the flying school an arm and a leg. The growing obsolescence of aircraft and the latter’s expiring service lives have resulted in UVAUGA retaining only two or three serviceable aircraft like that. Cadets of a flying school in Buguruslan (BLUGA) have to take their final exams on a rarity An-2 piston-engined biplane. An attempt at making the Myasischev M-101T Gzhel single-engine turboprop manufactured by the Sokol plant in Nizhny Novgorod has failed for a number of reasons (seven aircraft of the type were delivered to UVAUGA and BLUGA in 2006–2007). Against this backdrop, nine Diamond DA-42 light twin-diesel-engine glass-cockpit planes were bought in Austria in 2009 to provide basic training to cadets. However, the Diamonds still will be unable to meet fully all of the requirements in a multiengine graduation exam plane for future commercial pilots. Therefore, development of a domestic turbine-powered twin-engine trainer remains on the agenda.

According to the Kommersant daily, the contenders for such an aircraft in the Ministry of Transport tender were Yakovlev, Myasischev and Technoavia, with the latter’s proposal having been preferred. According to the official websites of the State Procurement Agency and Federal Treasury, on 25 June 2007 UVAUGA and Technoavia signed a 740-million-ruble ($25 million) governmental R&D contract for “development and manufacture of a multiengine plane for final exams with a subsequent delivery of at least 30 aircraft to educational institutions of Russian civil aviation for training of commercial airlines pilots”, with the deadline in December 2009.
The plane dubbed Rysachok was given by Kondratyev the cantilever all-metal low-wing monoplane with a high aspect ratio wing, sophisticated high-lift devices, classic empennage, retractable tricycle landing gear with the nosegear, and two wing-mounted M-601F turboprops from Czech company Walter.

The crew (the cadet and the instructor pilot or the pilot and co-pilot if the plane is used in the multirole manner) are seated in the cockpit with individual doors on both sides of the fuselage. Access to the cockpit is also possible via the cargo/passenger cabin fitted with a wide portside sliding door in the fuselage tail section.

Thus, provision has been made for multirole operation of the Rysachok. In addition to its trainer role for flying schools, it can carry 10 passengers out to 2,000 km at a speed of 400 km/h and at an altitude of 6,000 m or various cargo up to 1,570 kg, six patients on stretchers accompanied by a medic or 15 parachutists jumping out of the sliding door. It also can fly land and maritime border patrols, monitor roads, oil and gas pipelines, high-power lines, conduct search and rescue operations, including airlanding and airdropping of Emergencies Ministry rescue teams to austere airstrips pinpointed from the air, and perform aerial photography, environmental monitoring and other missions.

The cockpit has combined instrumentation, including three colour multifunction displays and a number of electromechanical instruments and indicators.

The Rysachok’s maximum takeoff weight equals 5,700 kg, with its good power-to-weight ratio (the two M-601F turboprops produce 750 hp each) ensuring excellent take-off and amending performance. Even taking off with the maximum takeoff weight, the aircraft needs a runway of within 1,000 m, and when its maximum take-off weight stands at 5,000 kg, a 500-m-long unpaved airstrip is enough for take-off. The aircraft can operate from airfields sitting up to 2,000 m above sea level.

Unlike the previous aircraft designed by Vyacheslav Kondratyev, manufacture of prototype and production Rysachok planes will be handled by the TsSKB-Progress in Samara. Over the past five decades, the company has been a specialist in development and production rocket-and-space hardware. It has been making all versions of the Soyuz launch vehicle and developing advanced rockets and spacecraft. However, the plant in Samara (Kuibyshev at the time) had been a major player of the nation’s aircraft industry before 1960, when it switched to developing and making space-related products. The plant had built over 42,000 planes from 1909 to 1960. Thus, TsSKB-Progress, a rocket-and-space developer and manufacturer, is using the Rysachok to regain its aircraft-making competences.

Construction of five pre-production Rysachok planes began during 2008–2010 under the contract signed. The static tests plane (c/n 00-02) was built first. It was followed last autumn by the first flying example (c/n 00-01). After a number of ground tests of the powerplant and systems and test taxiing and runs, the aircraft had been prepared for its maiden flight by winter. On 3 December 2010, pilot Vladimir Makogonov and co-pilot Mikhail Molchanyuk took the Rysachok to the air. Having climbed to 400 m and completed two patterns over the Bezymyanka airfield situated on the eastern outskirts of Samara, the new aircraft landed safely 15 minutes later. The first Rysachok was painted at the nearby Aviakor plant in January.

In March, US engine manufacturer GE Aviation reported that Technoavia had ordered from it H80 turboprops for 30 Rysachok planes with 30 more as options. The H80 is an upgraded version of the Czech-made M601, with power increased up to 800 hp and reduced fuel consumption. The GE Aviation and Technoavia agreement also provides for cooperation in certificating the US engine in Russia and providing its after-sales support.

In late January 2011, TsSKB-Progress Director General Alexander Kirilin said that the company was to make two more Rysachok planes this year. “There are 30 options designed for flying schools in the first place. In the long run, we will launch line assembly. The productionising we have completed will enable us to make six planes a year. If the project becomes successful, the company’s facilities allow production six planes a month to provide such planes for all airports that sit idle now”, Mr. Kirilin said.

The launch order by the Ministry of Transport, which cannot objectively be very big, may well be followed by new orders by regional airlines, flying clubs and uniformed services, and the Rysachok, its developers believe, is facing good prospects in this respect. For instance, the air arm of the Emergencies Ministry has been keen on the Rysachok. “A plane in the An-2 class is needed by the country”, opined Ravil Akhmetov, first deputy Director General, TsSKB-Progress. “Just like the famous agricultural plane, it will be in high demand. The Rysachok is an up-to-date twin-engined aircraft. It is relevant for pilot training, inter- and intraregional operations, agriculture and airlifting of ill persons”.