Military Review

State support of the aviation industry

It's no secret that after the most difficult situation of the nineties, domestic industry, including aviation, needs help, without which it simply will not be able to restore the former pace of production. In recent years, the country has the opportunity to increase funding for various industries, most of all this is noticeable in the defense industry. New types of weapons of military equipment are being created and purchased, which also leads to an improvement in the state of enterprises and an increase in the standard of living of their employees. Of course, the growth rate is noticeably lower than we would like, but against the background of previous years, the available indicators look encouraging. However, not all sectors have even such successes. For example, the civilian aircraft industry, for all its achievements of recent years, cannot yet show its full potential.

Active state support for the aircraft industry began only in the second half of the two thousandth. Its volumes, in view of the then financial situation in the country, cannot be called fully satisfactory. During the period from 2007 to 2012, the aviation industry received about 250 billion rubles. It is worth noting that this figure includes not only direct payments to the accounts of aircraft factories and design bureaus. It also consists of the volume of government orders for civil aircraft, loans, private infusions, etc. It is easy to see that, against the background of current defense spending or some infrastructure projects, the cost of civil aviation does not look too big.

Interesting is the distribution of funds received by industry. Most of them - at least 150 billion - went to pay off old debts and things like that. In other words, most of the recent expenses actually paid for the lack of adequate funding in previous periods. At the time of the start of state support, only two Russian aircraft building companies had a full-fledged portfolio of orders, primarily export ones. These are firms "Sukhoi" and "Irkut". Other aircraft factories and design bureaus were under the burden of large debts and did not even think about deploying high-grade production. The construction of the aircraft proceeded at an extremely slow pace, and at some enterprises stopped altogether. For example, the Saratov aircraft factory produced the last aircraft back in 2003, and in the last years of its existence it was engaged only in repairs.

It is worth noting that only 70 billions and more of 150 were introduced into the industry as direct “infusions”. The remaining money was distributed approximately as follows: about 55 billion went to bond loans and more than 30 billion to refinance the debts of enterprises to private credit organizations. The money invested by the state and private investors had a positive effect. Perhaps the most striking example of this effect can be considered the recent successes of the MiG corporation. After Algeria broke the contract for the supply of fighters, this organization began a real financial crisis. However, 30 billion rubles received from the state, allowed to pay all existing debt arising from the actions of Algeria. Just a few years after the Algerian contract, MiG Corporation signed new contracts for the supply of aircraft worth more than two billion dollars. It is easy to calculate how many times the cost of these contracts exceeded the state spending to support only one aircraft manufacturer.

An example of state support for industrial enterprises is primarily the Voronezh Aircraft Company and the Aviastar-SP Ulyanovsk Plant. Only two of these organizations received a total of about 30 billion rubles from the state. In recent years, these two factories have been engaged in projects Tu-204, IL-76MD-90А and An-148. Transport IL-76МД-90А is currently being tested, other aircraft are being built in series.

Of the above 250 billion rubles, only 60-70 went to update production, as well as to create and start manufacturing new types of aircraft produced. Half of these funds went to the modernization of production and the beginning of some research programs. The remaining money was used to finance new developments, including the SSJ-100 and MC-21 aircraft. The latter is still under development and its first flight is scheduled for 2015 year. "Superjet", in turn, is already being built serially and operated in Russian and foreign airlines.

Finally, it is worth noting another method of indirect support for domestic producers. Until the middle of 2010, aircraft imported to Russia were subject to 20-percent duty. Further, the conditions of this taxation have changed, because of which it became less costly for airlines to buy foreign-made equipment. Despite the fact that some imported aircraft still require the payment of duty, the overall situation on the market does not look too pleasant for domestic manufacturers. As the abolition of duties in the future will affect the future of domestic aircraft, it is too early to say.

In general, the recent processes in the domestic civil aircraft industry look positive, but the pace of all positive trends is clearly insufficient. This is particularly vividly illustrated by the increase in production over the past couple of years. Over the past year, all Russian aircraft factories built less than two dozen aircraft. However, in the 2011, this year only seven boards were assembled. Thus, in just one year, the Russian aviation industry more than doubled the production of civilian aircraft, but the total number of aircraft manufactured remained insignificant compared to market demands. It remains to hope that in the future state support of enterprises will continue, and domestic civil aircraft will be able to gradually win back part of the Russian market, and then fully enter the international one.

On the materials of the sites:
Dear reader, to leave comments on the publication, you must to register.

I have an account? Sign in

  1. V. Ushakov
    V. Ushakov 13 May 2013 08: 19 New
    However, the most important thing in our aviation - the process of modernization of aircraft construction and aircraft construction - has been launched and is ongoing without interruption. And it pleases!
  2. aszzz888
    aszzz888 13 May 2013 08: 25 New
    It is difficult to be reborn - but necessary.
    Otherwise, we will never get off our knees in aircraft construction.
  3. UFO
    UFO 13 May 2013 08: 56 New
    Quote: V. Ushakov
    However, the most important thing in our aviation - the process of modernization of aircraft construction and aircraft construction - has been launched and is ongoing without interruption. And it pleases!

    Not happy that domestic carriers are not patriotic. It’s better to buy (lease) western used aircraft than their own. negative
    1. V. Ushakov
      V. Ushakov 13 May 2013 09: 38 New
      Perhaps this is not for long. The new aircraft, nevertheless, is more reliable and safer. When more of their new passenger planes appear, they will be purchased: it is unlikely that any passenger wants to fly to used ones.
    2. Hort
      Hort 13 May 2013 10: 14 New
      it's simple: as long as there is no after-sales service, no one in their right mind will buy “raw” airplanes, and even without preferences from the state.
      Well, officials add “pepper” to this matter: at a recent conference on transport, it was announced that since Sukhikh-100 was released less than it was announced, a subsidy of about 1 trillion would be allocated to the manufacturer (I do not remember exactly). rubles. To the manufacturer! Not to the operators who fly on them and from which all the most important wishes and comments come from for the aircraft, but to the plant. The logic in terms of adequacy is more than strange. Unless, of course, you take into account the percentage of rollback, due to which a shortage of funds for aircraft
      1. Greyfox
        Greyfox 13 May 2013 10: 26 New
        Hort do not multiply rumors from dubious Internet sources about the Superjet
        In total, the Russian budget spent only 12,4 billion rubles for the plane and 4,5 billion for the engine (total 16,9 billion rubles). (In total, 2002 billion rubles were allocated for aviation over the period from 2012 to 462) For comparison, the reconstruction of the Bolshoi Theater cost 20 billion rubles, 35 billion rubles, the Mariinsky Theater 22 billion rubles, the construction of an electric train to Pulkovo Airport ~ 20 billion rubles.

        Source-Superjet-Wikidot (I say right away, this is not Wikipedia)
        1. wlad59
          wlad59 13 May 2013 11: 05 New
          "... The Ministry of Economic Development proposes to compensate airlines for the costs of operating the SSJ-100. The amount of subsidies can reach up to 1 billion rubles a year, in 2013 Aeroflot and other owners of Sukhoi Superjet will be able to expect a return of about 10% of the cost of the liner." - quote.
          1. Greyfox
            Greyfox 14 May 2013 09: 41 New
            Parsing the sketch at
            Ministry of Economic Development proposes to compensate airlines the costs of operating SSJ-100 | Another "draft" from the "expert"
        2. Hort
          Hort 13 May 2013 16: 27 New
          an article on the conference was on the "Russian newspaper" and the aviation portal
          I do not think that these sites are doubtful sources.
          1. Greyfox
            Greyfox 14 May 2013 08: 11 New
            Well, officials add “pepper” to this matter: at a recent conference on transport it was announced that since Sukhikh-100 was released less than it was announced, a subsidy in the amount of (I do not remember exactly) something around 1 trillion would be allocated to the manufacturer. rubles. To the manufacturer!

            an article on the conference was on the "Russian newspaper" and the aviation portal

            Please give a link to your sources. Especially about 1 trillion. for the manufacturer.
            1. Greyfox
              Greyfox 14 May 2013 09: 50 New
              Again parsing the sketch at
              But even there it comes to the amount BEFORE 1 BILLION RUB.. Therefore, once again I ask the source about 1 TPL (significant difference).
    3. Goldmitro
      Goldmitro 13 May 2013 11: 23 New
      <<< Not happy that domestic carriers are not patriotic. It’s better to buy (lease) western used aircraft than their own. >>>
      Ever since the crackdown on young reformers, who first tried to destroy the Russian aviation industry, liberals-Westerners, patriots of Boeing, Airbus, and generally imported aircraft, who are obviously well sponsored (and with that you’ll have money for) and beyond talking about the need to raise the domestic aviation industry, they are doing everything possible to ensure that our aviation industry, despite the VERY considerable funds allocated now for its development, leaves I on the margins of the global aviation industry and could not interfere with the global manufacturers of aircraft, seized the Russian aviation market! Until there is an update not only of the equipment in the aviation industry but also of the PERSONNEL, which openly or secretly hinder its development, nothing shines for our aviation industry!
  4. V. Ushakov
    V. Ushakov 13 May 2013 09: 01 New
    If everything goes at least as it is now, in 5-10 years we will have another, powerful army, a powerful fleet, modern aviation and astronautics. The main thing is not to interrupt the modernization process. I think the Kremlin understands this well and “feeds” its true Allies, who will never betray us.
    1. Seraph
      Seraph 13 May 2013 21: 35 New
      And Stolypin needed 20 years of peaceful development, and Stalin did not have enough time. Many of our rulers needed time. God grant that this time it was ...
  5. knn54
    knn54 13 May 2013 09: 42 New
    -State support for the aviation industry.
    And why not attract private capital? Or did the tycoons of Cyprus teach nothing?
  6. Hort
    Hort 13 May 2013 10: 06 New
    other aircraft - are being built in series.
    18 pieces a year is not a series, but piece production.
    I work in the aviation industry and constantly monitor what is happening in our civil aviation. if briefly and frankly, then _opa so far we have in this matter. The program has, of course, been developed and some kind of development seems to be beginning, but: when they start with officials like Poghosyan and the Minister of Transport to ask for the implementation of this program personally, then there will be real improvements, not nice words.
    In the meantime, for example, we have practically nothing to fly in small aircraft, the regional leader is also in its infancy, and the MVL is 90% from Boeing and Airbus.
    As for the YYO-100, the aircraft is still raw and needs time for its completion and further modernization, the MS-21 is still not in the glider and at such a pace it is far from the fact that it will appear by 2015 (Officials have already recognized that according to the terms of modernization and the release of Dry and design work they do not have time for the declared time).
    And I also note an important point - you need to develop post-sales service at an accelerated pace, otherwise there will be no sense even with an increase in the number of new aircraft released.
  7. Skunk
    Skunk 13 May 2013 11: 54 New
    And who of you is ready, knowing all the problems of our aviation, such as poor maintenance of our equipment, counterfeit spare parts, insufficient training of young pilots, now, ready to support your domestic manufacturer and carrier with your money? Here, choosing what to fly, for example on vacation, consciously refuse to fly on a European carrier, and say to myself "... No, I will not fly to Lufthansa, I will fly to Russia! And I will not fly to Airbus, I want to fly to TU-204. " And despite the fact that Russia is more expensive, a little, but more expensive.
    Which one of you is so brave ?????
    1. Skunk
      Skunk 13 May 2013 16: 06 New
      Dear, why are you putting the pros and cons, you would answer a question. What will you and your family take on vacation, if you have a choice? On Airbus or on TU-204, on Luftanz or on Russia? I’ll honestly say - I prefer a European company. And you?
      Otherwise, writing beautiful speeches is one thing, and flying yourself is a little different.
      1. lelikas
        lelikas 13 May 2013 20: 09 New
        Although I didn’t set anything, I’ll answer - they were returning from vacation on a middle-aged Boeing - before takeoff, when they were already standing on the strip, something stopped, the engines went out, the lights went out, then everything worked, the commander apologized, but the flight was a little stressful. At that moment, I would rather fly on the new Super.
        S, S. 600-700 hours passenger flight on our planes - the most "terrible" - flew north without heating on the IL-18 fellow
      2. smoker
        smoker 13 May 2013 20: 29 New
        I don’t know who’s on what, but we have three Boeing in the regional airline, and it’s scary to fly on them - at least once a month it’s happening to chant with one of them, return me il-62 pazhalasta smile
        1. Skunk
          Skunk 13 May 2013 23: 40 New
          The 62nd will not be returned ... I've loved flying IL-86, there have been almost no accidents with him all the time, I think there’s one without passengers. His chairs were really very uncomfortable. But he did not fall.
          But I'm a little different. A Boeing or Airbus falling into niches of caring hands quickly turns into ... Lada, figuratively speaking. For the same problems - the details, the planes are not the first freshness, the training of pilots and what the most rotten notorious fuel economy. Remember the TU-154 flying from Adler to St. Petersburg? The Turkish plane flying behind him turned around, and ours decided to fly through a thunderstorm - to save fuel. Saved ... ((
          I suggested comparing not only airplanes, but also airline carriers. Obviously, with equal ticket prices, trust is more to well-known European brands.
          And also, the European low-cost airlines are rushing into domestic Russian airlines, and to my mind is not unsuccessful, here they are, first of all our air carriers and then the aircraft industry, if not bury, then rather spoil the prospects.
          Here is some kind of picture of mine looms.
  8. scraft
    scraft 13 May 2013 12: 37 New
    The revival of the aviation industry is a necessary component for the revival of the state.
  9. Standard Oil
    Standard Oil 13 May 2013 14: 01 New
    Everything is strange, very strange. no
  10. studentmati
    studentmati 13 May 2013 23: 11 New
    The aviation industry in Russia now with great difficulty rests on the shoulders of production veterans and enthusiasts. State support is essential. But if the mechanism of this support will consist in the uncontrolled transfer of money from one account to another, it will turn out according to Chernomyrdin: “We wanted the best, but it turned out as always”! You must first calculate the real, really working designers and manufacturers, give them money and ask for a report. And not like this is happening today: first money, but you can’t even see the chairs!
  11. aleksandr.k
    aleksandr.k 14 May 2013 03: 55 New
    Unfortunately, the pests who now do not need our aviation industry in power have other tasks.
  12. Starlifter
    Starlifter 22 May 2013 08: 08 New
    The biggest support would be to fill up all the plants with orders.