Military Review

DHC-6 airplanes are going to be purchased in Primorye for the development of local airlines

36
In Russia, the discussion of the problems of small civil aviation, which with the collapse of the USSR almost completely ceased to exist. The regional air transportation market rapidly collapsed, but the state, apparently, has finally gotten around to solving this problem. The development of regional aviation in different regions of the country is approached differently. So the Governor of Primorye, Vladimir Miklushevsky, told reporters that the regional administration is ready to consider the proposal to purchase 19-seat Canadian DHC-6 aircraft, which can easily be used even from relatively small airfields.


This aircraft has enough runway with a total length of 360 meters, which is less than necessary for the famous "corncob" An-2. The head of Primorsky Krai stressed that the region plans to purchase an 3 aircraft for domestic airlines, since business activity and the development of tourism are simply impossible to imagine without the development of regional aviation. In addition, part of the settlements of Primorye today can only be reached by air.

According to the press service of the regional administration, the development of regional aviation in Primorsky Krai today is one of the strategically important tasks. Already by 2015, the regional center - Vladivostok - is planned to be connected by air communication with 25 settlements of the region. The operator of regional air transportation within Primorye should be a new Far Eastern airline, which will be created under the wing of Aeroflot on the basis of JSC VladAvia, JSC Sakhalin Airways and other air carriers. In addition to transportation in the Far East and international flights, this company will also operate air travel throughout Primorye. It is assumed that the creation of such an airline will increase passenger traffic from 8 to 83 thousands of passengers a year.

DHC-6 airplanes are going to be purchased in Primorye for the development of local airlines

However, it is worth noting that the method of acquiring Canadian passenger planes in the Primorye administration has not yet been chosen - it is possible that the funds will be found in the regional budget, but most likely, the cost carrier will be reimbursed. According to Kommersant, the cost of one DHC-6 aircraft today is about 6-7 million dollars. It is noteworthy that on the aircraft of this model can be installed a different chassis, so that DHC-6 can get the opportunity to land on snow or even water.

At present, in the Primorsky Territory, which is the most populous region of Russia in the Far East, local aviation is, in fact, in a deep hibernation. Passenger helicopters Mi-3 of “VladAvia” company 8 transport passengers to the village of Kavalerovo and Terney district of the region. Therefore, the plans that have been voiced by the regional authorities, so far look fantastic. Despite this, the interest of Russian regions in the development of local aviation today seems logical and justified. Although people in Russia over the past 20 years have lost the habit of flying for short distances, alternatives to airplanes have not yet been invented as a means of quickly relocating from one place to another. Therefore, it is not surprising that the plans for the development of the regional aviation market have recently been voiced by the authorities of many Russian regions.

It is also necessary to take into account the fact that the federal budget is ready to provide all possible assistance to small airlines in the purchase of new aircraft. Back in 2012, it was decided to subsidize Russian air carriers who buy new cars on lease. Last year, Russian companies under this program were able to get 26 aircraft for a total amount of 1,2 billion rubles. In 2013, the total subsidies for leasing contracts already amount to 2,1 billion rubles (according to the Ministry of Transport, these funds will allow subsidizing the purchase of up to 40 new airplanes for local airlines).


First of all, from the funds of the Russian budget will be subsidized the purchase of aircraft of small capacity - 10-12 seats, then - to 20 seats, and finally - to 40 seats and more. Up to 30, Russian An-2013 planes (from 148 to 68 seats) will receive the entire quota of the subsidy program in 85. But carriers who need smaller planes have to pay attention to the foreign market - today in Russia such “kids” are simply not produced.

According to the Siberian Accord Interregional Association (AMIS), at the beginning of June 2013, representatives of the governments of the Altai and Buryatia Republics, the Altai Territory, and the Irkutsk, Novosibirsk and Tomsk Regions together with the leaders of the regional airlines Altai Airlines and Tomsk-Avia signed protocols of intent on the purchase of Czech aircraft L-410 UVP-Е20, which are manufactured at the Aicraft Industries plant (owned by the Russian company UGMK Holding). This model is a modified Let L-410 Turbolet, a small Czech universal twin-engine aircraft that has a capacity of up to 19 passengers and is intended for use on local airlines.

This aircraft was delivered in the USSR and already flew to Siberia. It is assumed that the new aircraft (at a minimum - 15 machines, although so far the plant is able to produce no more than 20 aircraft per year) will also be purchased on subsidized terms from the federal budget. According to AMIS, 4 discusses various options for applying the leasing scheme and state subsidies. The cost of L-410 UVP-E20, depending on the configuration, today is estimated at 145-190 million rubles, and the amount of subsidies for aircraft of this type can be up to 49 million rubles.


It also remains to add that in the near future (in 2014), the Vityaz Aviation Corporation plans to begin assembling Canadian DHC-6 aircraft in the territory of the Ulyanovsk Region, at the site of a special economic zone. Perhaps for this reason, the Primorye authorities turned their attention to this aircraft.

It is worth noting that the Canadian aircraft has excellent take-off and landing characteristics, the ability to land on almost any suitable site and good weight returns. All these qualities have made the Canadian car a real international standard for a small transport aircraft - “all-terrain vehicle”. The first production aircraft, the DHC-6 Twin Otter, was commissioned back in 1966. The serial intake of this aircraft at the de Havilland Canada plants continued until the 1988 year. In 2007, the aircraft production was resumed again, this time by the Canadian company Viking Air. The new model received the designation Series-400, the first aircraft of this type were delivered to customers in the 2010 year. Over the years, Canada produced more than 850 aircraft of this type in various versions.

The versatility of the DHC-6 Twin Otter made it an almost ideal general purpose aircraft for a large number of operators around the world. That is why one of the leading Canadian aviation manufacturers, Viking Air, once bought a certificate for the DHC-6Twin Otter production from the well-known Bombardier company. These aircraft are currently being produced at the Viking Air plant in Calgary. The new vehicle was designated Viking Air DHC-6-400 and is powered by more powerful Pratt & Whitney Canada PT6A-34 turboprop engines.


The first serial DHC-6-400 took off February 16 2010 in Calgary. It was transferred to the buyer - the company “Zimex Aviation” during the Farnborough air show in July of the same year. In addition to the already operating DHC-6 operators, Canadians received orders from new customers. In particular, the Vietnamese Navy acquired 6 aircraft (2 VIP-performance). 4 remaining aircraft, which received the designation Guardian 400, the Vietnamese Navy uses for conducting search and rescue operations and coastal patrols. All 6 aircraft of the Vietnamese order were equipped with an amphibious chassis.

Flight performance DHC-6-400:

Dimensions: wingspan - 19,8 m., Length - 15,8 m., Height - 5,9 m.
Wing area - 39,0 square. m
The mass of the plane is empty - 3120 kg., The maximum take-off weight is 5670 kg.
Engine type - 2 TVD Two Pratt Whitney Canada PT6A-34, hp 2x750
Maximum speed - 340 km / h., Cruising speed - 265 km / h.
Runway length - 360 m, run length - 320 m.
The maximum flight range is 1800 km.
The maximum ceiling - 8140 m.
Number of seats in the cabin (economy) - 19-20.
Maximum payload - 1940 kg.
Crew - 1-2 person.

Information sources:
-http: //www.aviaport.ru/digest/2013/08/20/261962.html
-http: //www.airwar.ru/enc/craft/dhc6.html
-http: //www.airlines-inform.ru/commercial-aircraft/Twin-Otter.html
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36 comments
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  1. Alez
    Alez 27 August 2013 08: 20
    12
    Again, the purchase of foreign aircraft, where Poghosyan, where the aircraft designers, is it really possible to make a small plane harder than a Superjet ????
    1. donavi49
      donavi49 27 August 2013 09: 47
      +7
      Yes, this is a completely different direction.

      Today there are:
      L-410 - formally Russian, they buy it.
      Pysarok - there is no certification, according to the performance characteristics it is much worse (range and passenger capacity).
      AN-2 / 3 - I see.

      The capacity of this area is not completely clear, and the market is divided. That is, getting into Sesna's compote, the same DHC will not work. Domestic capacity in the long term for 5-6 years (and not build and certify before) is also not clear. In other words, it is simply not clear, but is it profitable to build an aircraft of this class? Trite, but will it pay off?
    2. Sgt.
      Sgt. 27 August 2013 12: 38
      14
      The author is lying: "This aircraft only needs a runway with a length of only 360 meters, which is less than what is needed for the famous An-2 maize."
      Open TTX An-2 and you will see:
      "The length of the run: 235 m (at maximum takeoff weight)
      Path length: 225 m "
      If the An-2 should be modernized properly: to facilitate (apply modern materials), to put in a new powerful and economical engine, to improve controls and devices, then a small aircraft could not be better.
      1. aviamed90
        aviamed90 27 August 2013 20: 22
        0
        Sgt.

        Support.

        He opened the An-2 RLE with the ASh-62IR engine (01.11.1984 was put into operation):

        Takeoff at rated engine operation:
        - without flaps
        take-off length - 310 m (MWL = 5250 kg);

        - with flaps rejected at 20 deg.
        take-off length - 200 m (MWL = 5250 kg)
        take-off length - 235 m (MWL = 5500 kg)

        Takeoff at takeoff engine operation mode:
        - without flaps
        take-off length - 210 m (MWL = 5250 kg);
        take-off length - 235 m (MWL = 5500 kg);

        - with flaps rejected at 20 deg.
        take-off length - 170 m (MWL = 5250 kg);
        take-off length - 180 m (MWL = 5500 kg);

        Landing:
        - without flaps
        path length with braking - 430 m (MWL = 5250 kg);
        path length with braking - 450 m (MWL = 5500 kg);

        - with flaps rejected at 30 deg.
        path length with braking - 225 m (MWL = 5250 kg);
        path length with braking - 235 m (MWL = 5500 kg);

        - with flaps rejected at 40 deg.
        path length with braking - 215 m (MWL = 5250 kg);
        path length with braking - 225 m (MWL = 5500 kg);

        The data are given for standard atmosphere conditions (P = 760 mmHg, T = + 15 degrees, U = 0 m / s).

        The minimum length of the runway (runway + CPB) under standard conditions when flying with passengers (cargo) with an aircraft take-off weight of up to 5250 kg should be 650 m (runway-600 m, CPB-50 m), and with a take-off weight of more than 5250 kg - 700 m (runway - 650 m, CPB - 50 m), based on the conditions for ensuring the safety of an interrupted takeoff in the event of engine failure on takeoff at the end of the run. "
  2. Dazdranagon
    Dazdranagon 27 August 2013 08: 50
    +9
    Someone there promised to lay bones, but to start producing AN-2 ... Or was he joking? laughing
  3. saag
    saag 27 August 2013 09: 02
    +2
    Quote: Dazdranagon
    Someone there promised to lay bones, but to start producing AN-2 ... Or was he joking? laughing

    Well then, he was in a different position and this production was just on his land, and the idea was good, although temporary in essence
  4. dmit-xnumx
    dmit-xnumx 27 August 2013 09: 09
    +6
    (Own, own planes with their engines and avionics Do it !! - You won’t enter paradise on someone else’s hump!)
    1. Apollo
      Apollo 27 August 2013 09: 27
      +1
      regarding the name and content of information


  5. Kolya
    Kolya 27 August 2013 09: 50
    +8
    fly even on corn, but on their own!
    1. Combitor
      Combitor 27 August 2013 10: 18
      -6
      Kolya Today, 09:50
      So many years have been lost thanks to Putin's mediocre rule. During this time, the "maize" could have long ago turned into a super-modern aircraft for close-range airlines. But this is under Russian patriotic leaders. And those "oil pumps" who have settled in the Kremlin do not need small aircraft. One side # 1 is enough for them to steer out of the country. On the other hand, the target is good, you won't miss.
      1. Far East
        Far East 27 August 2013 13: 10
        -3
        Quote: Kombitor
        thanks to mediocre Putin rule.

        good good good hi
      2. smile
        smile 27 August 2013 19: 32
        +4
        Combitor
        Frankly, I re-read your comment twice ... I thought if it seemed to me and you really wrote: "During this time, the" corncob "could have long ago turned into a super-modern aircraft of near airlines" ..... yeah, here is Putin's radish ... prevented the creation of a super-modern plane from the Maize ... to create some kind of T 50 - maliciously helped, and the super-modern maize-hacked ... obvious sabotage ... what kind of flight of thoughts you have, however ... :)) ) Tell me, when do you write comments? -When all your thoughts scatter and, so to speak, there is no one "at home"?
    2. aviamed90
      aviamed90 27 August 2013 19: 41
      +1
      Kolya

      By the way, in the subject of the Canadian flag near your nickname.

      This year, Saratov Airlines OJSC considered the purchase of several Bombardiers for regional transportation.

      And you know what the problem has become? No, not in the price!
      They just need to be serviced on the ground. This requires a trained technical staff. And all the technical documentation for the aircraft in English.

      And the airline invited technicians to learn technical English AT YOUR ACCOUNT (at the expense of employees)! What?
      The guys were outraged and threatened with mass departure (the benefit is already paid a little).
      After that, everything calmed down somehow.
  6. Zerstorer
    Zerstorer 27 August 2013 09: 53
    +7
    It is better to buy 410. Although it was designed in Soviet times, it takes into account the peculiarities of national exploitation, because Russia / the USSR is a country of storage-free aviation equipment.
  7. Combitor
    Combitor 27 August 2013 10: 13
    -1
    For another couple of years of Putin's rule and the national civil aircraft industry, it will be possible to erect a monument. And we will learn about domestic aircraft from the series "Wings of Russia" and reference literature. Such "good-natured" leaders like the Governor of Primorye Vladimir Miklushevsky and others like him also make their contribution to the destruction of the domestic aircraft industry. Why build your own if you can buy it abroad. We fry potatoes in Chinese pans. What can we say about airplanes. Only what greatness of Russia and "lifting it from its knees" can we talk about if we "rise from its knees" with the help of a Chinese jack and observe the greatness of our Motherland - from the windows of a Canadian plane, crunching American popcorn?
    1. donavi49
      donavi49 27 August 2013 10: 16
      +1
      But in Soviet times they flew on AN-2 (now Ukraine) and L-410 winked .
      1. washi
        washi 27 August 2013 15: 01
        +1
        You are in the European Union. Duty, etc. There is no certainty of timely deliveries.
        An - 72 (Cheburashka) was a beautiful car and comfortable.
    2. washi
      washi 27 August 2013 14: 58
      +4
      And who ditched the Soviet aircraft industry, who led the Aeroflot under the EBN?
      What does Putin have to do with it?
      Although he is guilty, because he does not follow ALL of his orders, decrees, orders and wishes.
      But for this he has an Administration, a Government.
      He has already expressed his opinion to the government, I don’t know about the administration.
      But while the country is on the eve of the database, donkeys are troublesome to change.
      The GDP once said that it would not surrender Syria, even if NATO troops march around Moscow.
    3. stranik72
      stranik72 27 August 2013 20: 48
      +1
      In Arseniev at the end of the 80s, the AN-28 started production of an aircraft for local airlines at the aircraft factory. But then they turned it off, and naturally it’s impossible to break it, and you can earn money on buying and selling.
  8. laurbalaur
    laurbalaur 27 August 2013 10: 15
    +2
    Quote: Zerstorer
    It is better to buy 410. Although it was designed in Soviet times, it takes into account the peculiarities of national exploitation, because Russia / the USSR is a country of storage-free aviation equipment.

    I agree, the first thought that came after I saw the name of the post.
  9. Goldmitro
    Goldmitro 27 August 2013 10: 16
    +1
    <<< The regional air transportation market has collapsed rapidly, but the state, apparently, has finally got around to solving this problem. >>>
    The next discovery of America by our officials! It turns out that for some reason Russia needs small aviation for regional air transportation! And our aircraft industry, in the lead with the KLA, did not even know about it! Again we will be forced to buy over the hill!
  10. SPLV
    SPLV 27 August 2013 10: 24
    +1
    Where are the domestic developments? Where is the same "Dingo" that sounded in the 90s? Where are our Kulibins? Suffice it to recall the Soviet ULMs, which sometimes demonstrated very interesting designs, often brought to a very serious level. Light-engine aviation had every chance of development, only legislation and the economic situation did not allow us to soar into the sky. Or is it impossible to create anything on the basis of the same Su-26 and Su-29 units? It's just that the apparatchiks do not want this. now everything needs to be certified for the sake of safety. I can give an impersonal example, when a light caravan was purchased from a "serious" company and with a run of about 300 km it began to fall apart, and after the alteration by a homebrew mechanic, thousands have already been rolled - everything is fine! This is not a call for a cottage industry. This is a cry against blatant arbitrariness and state idiocy. "Every cook can run the state." So we have a legislative branch with the morality of a crocodile, the education of incomplete 8 classes, IQ 80, the outlook of moles takes care of the people more and better.
    1. donavi49
      donavi49 27 August 2013 10: 48
      +2
      Where are our Kulibins?


      It’s you years of delay on 50, okay on 35. Kulibin can create an interesting design, but a modern and profitable aircraft in market conditions is not.

      Su-26 and Su-29


      And what does ultralight aerobatic aircraft have to do with a passenger on an 15-20 person? On those nodes and assemblies can not be created, because the glider needs a new engine 2 because one turboprop will not pull, and safety.

      when the light trailer was purchased


      A light trailer is not an airplane.


      Briefly, in order to create an aircraft that would not be trite unprofitable in operation, you must:
      - serious developments, purges, glider design (here 60% success);
      - selection of the power plant;
      - collection of aircraft and confirmation of performance;
      - certification (it is expensive by the way);
      - deployment of production and maintenance.

      All this requires 5-6 years from the start of design to serial boards, and quite a lot of money (about five hundred million rubles, the same Rysachek cost somewhere like that). And here comes the main question for the investor or company - but will it pay off? The market is divided.
      1. SPLV
        SPLV 27 August 2013 11: 22
        0
        Thanks for the comment. I am not an expert in this industry. But I will repeat: "This is not a call for the transition to handicraft production. This is a cry against blatant arbitrariness and state idiocy."
        Everyone understands that in five minutes and five cents you can’t do anything.
        And who said that Russia does not need a light aircraft for 3-5-7 passengers, which can be created on the basis of an aerobatics? In addition, my words are not a recommendation, but rather a question - if the production base of engines, avionics, gliders is preserved, is it possible to use it?
        1. donavi49
          donavi49 27 August 2013 11: 46
          +1
          3-5


          Only for private owners (in the sense of private individuals in their own use) and excursions. Flight will not be profitable.

          Plus, such sides still have chances in the USA, where every first one has rights to a car, and every third one has rights to a light aircraft wink . There are rentals, schools in each town, tours of the canyon and other attractions.

          We have no such development and will not be soon. Consequently, the aircraft on 3-5 and even 7 people will be unclaimed. Less mass and profitable passenger transportation starts from 10-12.
  11. Echo
    Echo 27 August 2013 10: 44
    +3
    I do not know how, but personally, I regard these actions as a betrayal. I don’t buy the Canadian Otters, who are older than the priest dog and, moreover, have never shone with reliability if Russia has a bunch of its own projects for aircraft of this class!
    1. Far East
      Far East 27 August 2013 13: 13
      +2
      Quote: Echo
      I do not know how, but personally, I regard these actions as a betrayal. I don’t buy the Canadian Otters, who are older than the priest dog and, moreover, have never shone with reliability if Russia has a bunch of its own projects for aircraft of this class!

      respected! and where are they? on paper! and now we offer you on DEER, DOGS get
  12. saag
    saag 27 August 2013 10: 53
    +2
    Quote: donavi49
    The market is divided

    Is it in light motor aviation in the Russian Federation? Yes, it is not there, there are several Cessna caravans in some regions, and now in the Far East, and everything else is either tied to helicopters or not light-weight aviation
    1. donavi49
      donavi49 27 August 2013 11: 49
      +1
      What will be the capacity of the Russian small aviation market in 5 years? How many planes need to be sold before self-sufficiency? Will the capacity of the Russian market exceed the self-sufficiency limit? The point is that the world market is closed as a whole, in order to get into it, it is necessary to really build a revelation, which will be the next generation and extremely profitable, convenient with good service. Otherwise, why give up what is, for the sake of insignificant advantages?
  13. Svyatoslavovich
    Svyatoslavovich 27 August 2013 11: 08
    +2
    What does it mean to fly on your own? In vain did we eliminate almost all of our native aviation industry (sarcasm)?
  14. Marconi41
    Marconi41 27 August 2013 11: 25
    +4
    I don’t know what the L-410 didn’t please the Vladivostok residents, they fly quite successfully in Kamchatka and are cheaper.
  15. polly
    polly 27 August 2013 13: 00
    +1
    “In Primorye, it is necessary to revive small aircraft. And the Progress plant should become the enterprise that will produce aircraft for domestic coastal airlines. This is the best plant in the country and I have no doubt that the plant will cope with this task. "
    And here is what Miklushevsky said in 2012 when he visited our factory.
  16. Anatole Klim
    Anatole Klim 27 August 2013 13: 08
    +1
    If this DHC-6-400 is assembled on the territory of the Ulyanovsk region, and even the localization is brought to at least 75%, I see nothing wrong. We drive Russian foreign cars, but we also buy "frets". We need our own plane, but as long as the Manturovs and Poghosyans are on the ground, it may have moved from a dead center in the regions.
  17. smiths xnumx
    smiths xnumx 27 August 2013 13: 18
    +2
    Excuse me, what else to fly on? Our army flies on the An-140 and Czech L-410, and you say DHC-6-400 for civilian airlines. This is another question, what will replace the aging An-26 and An-72, for which spare parts are produced in Ukraine, relations with which are getting worse and worse. Moreover, both the An-140 and L-410 do not have a cargo ramp, and the ILA-214, created in cooperation with the Indians, it will take off at best in 2016-2018.
    An-140

    L-410

    Yours! hi
  18. pensioner
    pensioner 27 August 2013 13: 23
    +3
    On the one hand, you can only be glad for people living in remote settlements. With the advent of aviation, their life will change for the better. And on the other hand: where are our planes ?? I remember there was such an An-28 airplane. From Solikamsk to Sverdlovsk at one time flew on it. Masterpiece! Is it really impossible to arrange its release? Or restore some of what is left somewhere? And in general: what is his fate? Maybe someone in the know?
    1. smiths xnumx
      smiths xnumx 27 August 2013 13: 29
      +3
      I will try to answer your question, dear Yuri:
      An-28 is a light twin-engine turboprop transport and passenger aircraft. It was developed on the basis of the An-14, made its first flight in 1969, a total of 191 units were built. Antonov Design Bureau built several pre-production aircraft, after which the production under license was transferred to the Polish PZL-VSK. In 1978, production was transferred to the PZL-Mielec plant. The first Polish aircraft flew in 1984. In 1993, the PZL-Mielec launched the improved PZL M-28 Skytrack model. In 1994, he made the first flight of the An-38 - a new model based on the An-28, elongated, with more powerful engines and longer range, with new avionics.

      http://ru.wikipedia.org/wiki/%C0%ED-28

      An-28

      PZL M-28B Bryza, 2012.

      An-38 - an aircraft of regional lines of Antonov Design Bureau (Ukraine), a modified version of the An-28; first flight - June 23, 1994; received an international certificate in April 2000; by 2005, 11 aircraft had been produced; going in Novosibirsk, but the components were supplied by Ukraine and Belarus.

      http://ru.wikipedia.org/wiki/%C0%ED-38

      An-38 at the MAKS-1999 air show

      Yours! hi
      1. pensioner
        pensioner 27 August 2013 13: 31
        +3
        Thank you Roman! I remember when I saw him for the first time, the plane was tied (!!) to some column. Before flying the pilots untied him !!
  19. fklj
    fklj 27 August 2013 13: 30
    +3
    Another example from the life of how Russian officials worry about a domestic manufacturer. The money for the cordon is leaving, and ours are without orders.
    1. fklj
      fklj 27 August 2013 13: 31
      0
      And how much you can weld on spare parts! El Dorado!
  20. smiths xnumx
    smiths xnumx 27 August 2013 13: 38
    0
    Well, no, we currently have a normal medium-haul transport aircraft and are not expected until 2016-2018. The An-70 project with Ukraine has failed successfully. Ukraine itself will not be able to produce them, because the so-called "fans" on the engines are made in Russia. Ukraine itself plans to purchase only 2 An-70s for its Air Force. Well, except that the Chinese will help buy several for later copying. at such a pace, we will soon follow the example of Kazakhstan and Lithuania to buy A-400M Airbuses, Kas C-295 and Spartans C-27. Yours faithfully! hi
    An-70
    1. Akim
      Akim 27 August 2013 16: 52
      +1
      He is at MAX. Maybe not all is lost. It will be a shame when they paint the tricolor on board if Russia leaves the program.
  21. sergey72
    sergey72 27 August 2013 14: 00
    +1
    That's all that remains of the An-38 program ... This is a modification of the An-38-120, for exploration ...
  22. washi
    washi 27 August 2013 15: 16
    0
    Well, there was a division in the later USSR, depending on the proximity to the Central Committee (unfortunately).
    AN-Middle-haul and freight,
    Tu-Medium and long lines, bombers
    Il-where fit (by the way their last attack aircraft was better than the SU-24)
    Instant fighters (thanks to relatives) and attack fighters (MiG-27 is a good machine, ahead of time, but expensive)
    Su-attack aircraft, bombers, fighter-bombers, then fighters.
    Fighter la
    Myasyashev-bombers
    Bartini wagon but genius rioted
    1. smiths xnumx
      smiths xnumx 27 August 2013 15: 37
      +2
      Dear Vasily, to begin with, your statement of the question is too straightforward:
      Well, there was a division in the later USSR, depending on the proximity to the Central Committee (unfortunately).
      AN-Middle-haul and freight,
      Tu-Medium and long lines, bombers
      Il-where fit (by the way their last attack aircraft was better than the SU-24)
      Instant fighters (thanks to relatives) and attack fighters (MiG-27 is a good machine, ahead of time, but expensive)
      Su-attack aircraft, bombers, fighter-bombers, then fighters.
      Fighter la
      Myasyashev-bombers
      Bartini wagon but genius rioted
      In the USSR, everyone was responsible for their sector, but there were exceptions:
      AN, yes short-haul and freight
      Tu-Medium and long-distance lines, bombers, No longer, the only long-range Tupolev aircraft was Tu-114, a civilian version of Tu-95. Moreover, Tupolev has always been involved in airplanes. But again there were exceptions, for example, the Tu-128 long-range fighter, which for a long time constituted the backbone of air defense.
      Tu-128

      Il-where fit in (by the way, their last attack aircraft was better than the SU-24). Again, partly transport aircraft (Il-76), on the basis of which both the tanker (Il-78) and the AWACS aircraft (A-50) were created. The same medium-haul Il-18 aircraft, and for a long time after the war he held the palm in this (Il-12, Il-14). On the basis of the Il-18, the Il-22 VKP and the Il-38 BPS were created. For a long time, the palm in medium bombers is the Il-28. All this lasted until the so-called. "Khrushchev's reforms in the Air Force", when the "maize" decided that we did not need planes. By the way, what was the Il-102 better than the Su-25 in your opinion?
      IL-102

      Mig fighters (thanks to relatives) and attack fighters (Mig-27 is a good machine, ahead of time, but expensive). I agree. Nevertheless, the MiG line, starting with the MiG-15, was the basis of the Air Force, has proven itself in combat and in operation.
      Su-attack aircraft, bombers, fighter-bombers, then fighters. Only Sukhoi created its first production aircraft after the Su-2-Su-7 only in the mid-50s. The main competitor of the MiG Design Bureau
      La fighters. The only serial jet fighter after the war, La-15, produced in a small series. Then he switched to rockets, again "thanks" to Khrushchev.
      La-15 latest episodes

      Myaschyashev-bombers, again the only M3 bomber, followed by missiles, then the high-altitude reconnaissance M-50, an analogue of the mattress U-2
      Bartini is a versatile person, but a genius has been pounded. The only aircraft produced during the war years Er-2. Then, only "revolutionary" ideas, but alas, "the best is the enemy of the good"
      You still forgot Yakovlev Design Bureau - short-range passenger aircraft (Yak-40, Yak-42); training aircraft, VTOL aircraft (Yak-38, Yak-141)
      Yours! hi
  23. solomon
    solomon 27 August 2013 17: 02
    0
    One of the possible solutions is to hold a competition and, if a foreign plane wins, its licensed production in Russia. And the factories will work and there will be some good from technology.
  24. saag
    saag 27 August 2013 17: 51
    0
    It seems like there are plans for IL-112
  25. aviamed90
    aviamed90 27 August 2013 19: 05
    0
    All this is good. And article +.

    But I have only one question for the author: who will pilot these planes?

    Migrant pilots?

    The article "Once again about the lack of pilots" on the site "aex.ru" ("Aviation Explorer"), Alexander Yakovlev,
    ex-chief of Aktobe VLA GA 1987-94, pilot of the 1 class, Ph.D.

    "At present, attempts are being made to reduce the shortage of drugs by attracting foreign pilots. A draft decision on this issue is being prepared. But whatever it may be, it will not have any practical significance, it will be of a political and declarative nature, focused on the WTO requirements. the possibility of attracting foreign pilots to work at the state level, when the president and the government are personally involved in this, only once again confirms the existence and scale of the problem.

    In order to understand the problem, it is necessary to analyze its development. Over the past 20 years, the need for pilots has changed and was determined by a combination of various factors operating at different stages.

    1. Initially, by 1991, there was a huge number of unclaimed pilots. This happened as a result of the opening of two new higher flight schools (Aktobe and Kirovograd), as well as due to a significant drop in the volume of aviation work and transportation in the nineties. This, and a number of other objective reasons, predetermined a reduction in training funding from the state and stagnation of the pilot training system in the future.
    2. To date, all the previously existing reserves of pilots of civil aviation and pilots of other departments have been fully exhausted, you can only rely on the training of newly recruited cadets. To date, all pilots who wish to recover, even after the 10 summer break in flight work, have been restored to flight work.
    3. Recently, the replenishment of the number of pilots in airlines occurs only at the expense of graduates of flight schools and due to the movement of pilots between airlines, incl. closed for various reasons.
    4. Period from 1991 to 2000. characterized by a significant decrease in the volume of work and the need for drugs. Then began the growth of traffic led first to the emergence, and then to an increase in demand for pilots.
    5. An increase in demand for commercial pilots led to the following changes in the labor market: ◦increase the retirement age of pilots (many pilots fly now before 65 years, which used to be an exception);
    ◦increase in the intensity of drug operation (the monthly sanitary air raid rate was increased by 10 h, the annual air raid by 100 h, they switched to flights in a reduced crew (2 pilot), reduced the duration of drug trips, etc.);
    ◦increase the salary of drugs;
    ◦ reduce the level of professional preparedness of drugs.

    6. The resulting deficit led to a decrease in the level of professional training of crews. This is noted in all Acts of investigation of aviation accidents in recent years. It has become difficult to maintain a high professional level in an environment where a pilot spends most of his life at the helm and on the way to the airport, as well as when you can freely switch to other airlines to which you are persistently "invited".
    7. Intensive replacement of the aircraft fleet after 2005 led to an abrupt growth in demand for pilots ready to operate foreign-made aircraft and the release of pilots, navigators and flight engineers from domestic aircraft, not ready to master imported equipment. The increase in the carrying capacity of the Western-made aircraft being replaced has somewhat reduced the severity of the problem and ensured an increase in traffic volumes with a smaller fleet of airlines. "
  26. aviamed90
    aviamed90 27 August 2013 19: 11
    +3
    In addition and as an example:

    He himself witnessed the "skill" of the pilot "Cessna-208" of regional aviation (flight "Kazan-Saratov-Samara", 6 passengers behind), who tried to take off from the taxiway, confusing it with the runway and trying to descend along the glide path in 6 km to the point of entry into it.

    So, it’s not enough to produce by yourself or to buy airplanes in the west. It is necessary to engage in pilots.
    This is a big problem.
  27. GUSAR
    GUSAR 27 August 2013 22: 12
    0
    It turns out that we cannot make such planes ourselves, so we have to buy foreign ones, but are there any options? In general, is it better to stay without planes?
  28. studentmati
    studentmati 27 August 2013 22: 28
    +1
    Russia is a country of fun! Does the game of "catch-up" seem to be the most respected of the games?
  29. Takashi
    Takashi 29 August 2013 03: 59
    0
    Russia is not a country of jokes. and the country of idiots.

    We boast about our fighters and bombers, but we cannot make civilian products and saturate our citizens with them. We are afraid. Living then pose a threat to the state. Private jets are a threat to the whole country. Suddenly we’ll massively fly abroad.

    If we do not have decent data mining for this Canadian, maybe it should be done like the Chinese? Stupidly copy, slightly change the silhouette, put another avionics and engines and voila ..... you can fly
  30. Engineer
    Engineer 30 August 2013 18: 12
    0
    We need to develop our industry, we are developing our industry, our aviation is at the highest level of damage, we just need to establish production, which we are doing ... well, we can see how we are developing it! fellow as usual, everyone is talking.
    At MAX 2013:
    -Our aviation is the best buy!
    -And what are you flying on?
    -We? we are on Boeing, hairdryers, Peugeot and jets, but not on our own)