Aviation industry: one step away from the abyss
Thanks to Mikhail Pogosyan, domestic aircraft construction can easily overcome this distance in the very near future.The fact that the situation in the domestic aviation industry does not correspond to the bravura reports of the leadership of the United Aircraft Corporation (UAC) is gradually becoming a universal opinion in the country. The case, according to unanimous assessments of independent experts, frankly comes to a standstill. And more than a significant role in all these negative processes is personally played by the head of the UAC Mikhail Pogosyan. It was he who brought the domestic Aviation to the brink of disaster.
To begin with, let's focus on what the United Aircraft Building Corporation is. It would not be a great exaggeration to say that this is a kind of modern analogue of the famous company “Horns and hoofs”. Having an extremely bloated staff and more than a high salary of the management team, UAC does not actually produce any intellectual or material product.
In fact, the United Aircraft Corporation operates as a commissioner and from any process taking place in the aviation industry of Russia, in any case (with a plus sign and with a minus sign) has its own percentage of profit (and note, quite considerable). When the state allocates funds for the development of domestic aviation, the UAC takes a very significant share. What remains is distributed to airlines, and only in accordance with personal preferences and preferences of the head of UAC, Mikhail Pogosyan.
Aviation industry: one step away from the abyss
At the same time, the United Aircraft Corporation, placed above the enterprises of the industry, constantly withdraws their funds in a variety of ways and ways. Moreover, these ways and methods are constantly being improved. Such a scheme, regardless of the specific results of the industry, allows UAC management to provide a very comfortable life. On the street of the KLA is always a holiday, always sunny, warm, full.
But what the Attorney General’s inspection of the United Aircraft Building Corporation showed. Thus, the report of the Prosecutor General Yuri Chaika notes: “Despite the unprecedented government support measures in the amount of 2009 billion rubles adopted in 70,5 for restructuring the existing debt, the financial condition of the majority of the corporation’s companies has deteriorated. The corporation’s total debt increased by almost 100 billion rubles. and at the time of the audit was more than 260 billion rubles. The value of assets of subsidiaries and affiliates decreased markedly, which led to a decrease in the authorized capital of the corporation by 30,7 billion rubles. ”
And here is the confirmation that the UAC leadership solves its problems at the expense of the enterprises that make up the corporation. Thus, the report of the General Prosecutor’s Office states: “The funds from 2007 to 2012 from the federal budget to the authorized capital of the corporation amount to almost 50 billion rubles. for the implementation of projects for the construction of civil aircraft of domestic production, the corporation was brought to subsidiaries and affiliates on extremely unfavorable conditions. Instead of donating funds to the authorized capital of companies, designed to support enterprises of the aircraft industry, they were provided by the corporation in the form of loans with a charge of up to 14,5% per annum.
In addition to interest income, a corporation often received interest-free loans from its subsidiaries and affiliates. JSC Sukhoi Company, JSC NAZ Sokol, JSC Irkut Corporation in the 2011 – 2012 years issued JSC UAC over 2,2 billion rubles. interest-free loans.
Moreover, since 2007, the corporation with its subsidiaries and subsidiaries received in the form of dividends over 4 billion rubles, the main part of which was used for its needs.
In addition, JSC UAC received income from placing funds on deposits. While aircraft manufacturers were forced to take out loans from commercial banks, the corporation in 2011 – 2013 placed more than 685 million rubles on deposits. ”
As for the phrase “the main part of which was used for its own needs,” the prosecutor’s office told about it: “The income obtained from subsidiaries and affiliates allowed the company to raise wages, which in 2012 was four times higher than the salary remuneration of employees of enterprises engaged in the construction and repair of aircraft (137 and 30 thousand rubles, respectively) ".
Now let us ask ourselves the question: what does the money left after the satisfaction of the ever-growing needs and personal ambitions of the KLA leadership and Mikhail Pogosyan personally spend on the UAC?
Money is spent mainly on programs that Mikhail Pogosyan considers personally his own. They are in the UAC and priority.
The first in this series is the “Dry Superjet” (SSJ). All other areas of development of domestic aviation and topics in the KLA, with the exception, perhaps, only of the state defense order, are exsanguinated solely in the interests of SSJ. However, it is no secret that the SSJ program was economically untenable. And despite the fact that all the resources of the domestic aviation industry were thrown at it. It is untenable not from the point of view of the aircraft itself, but from the point of view of the economic and state product.
We give some numbers. According to the results of the first quarter of 2014, the company “Sukhoi Civil Aircraft” (GSS) did not count for about 5,735 billion rubles. As the leaders of the United Aircraft Building Corporation and the GSS themselves admitted, the gross loss increased almost 2,8 times and amounted to 705 million rubles.
According to the director of the Aviation Explorer project, Roman Gusarov, SSJ brings huge losses to the country. And the more it is built, the faster the losses grow. According to the annual reports of CJSC GSS, the losses by year are: 2010 year - 1,844 billion rubles., 2011-th - 3,859 billion rubles., 2012-th - 4,582 billion rubles. In this case, the cumulative loss: 2010 year - 4,701 billion rubles., 2011-th - 8,560 billion rubles., 2012-th - 13,142 billion rubles.
The figures show that the trend of increasing annual losses continued this year, and in fact the growth of losses over five years is more than 30 percent. According to the canons of business planning, if the project after five years does not bring profit, not to mention the increase in losses, it is closed. The leaders of the project are waiting for serious organizational conclusions, and they themselves may be involved in judicial and criminal proceedings. Especially when it comes to billions in losses. But recently, Vladimir Putin personally participated in resolving the crisis with Sukhoi Civil Aircraft, who allocated about one billion dollars to save the company.
As intermediate conclusions. The concentration of all aviation industry resources on this product (SSJ) is not only an economic, but even a political mistake. Political because this project does not solve the most important state tasks. It's no secret how large the percentage of imported components in the SSJ. Yes, if this is our plane, some experts say.
For example, today the Russian Federation is on the verge of economic sanctions, and the state does not have the aviation technology critical for solving the tasks of both defense and transport security in such cases of the development of the military-political situation.
What exactly is it about? We still have not had a light military transport aircraft that would replace the very good, but for its time, An-26. There is no medium military transport to replace the An-12. By and large, on aircraft of these types, the whole daily life of the Armed Forces is held. It is they who fly to ensure the performance of the army and fleet almost every day.
Works on IL-112В were only recently resumed. At the same time, the An-140, now supplied to the Air Force and the Russian naval aviation, cannot be considered an adequate replacement for the old machines. It does not have a ramp and full cargo compartment. They will not be able to replace light and medium military transport aircraft and the latest IL-76MD-90А (IL-476). After all, when flying over short distances with a relatively small load, the economic and operational characteristics of light aircraft gain significantly.
But that's not all. Mikhail Pogosyan completely abandoned the development of small regional aviation. In this case we are talking about cars with a capacity of 10 – 70 passengers. Airplanes of this type are the only means of ensuring the transport accessibility of remote regions of a country like our Motherland. And if this is not wrecking, what is it in this case?
Due to Mikhail Pogosyan’s evil will, all the aviation industry’s resources on the SSJ in Russia still do not have a modern medium-haul aircraft, which carries the majority of passengers in our country. The project Tu-204 without the participation of Mikhail Pogosyan is practically buried. The draft MC-21, again not without the participation of the current head of the KLA, has gone through bureaucratic and paper stages for too long. Presumably, for these reasons, Russian civil aviation transports less passengers per year than is served by one terminal of the Dubai International Airport of the United Arab Emirates.
It is good that the state has found the political will to stop the no less dead-end project of Mikhail Pogosyan SSJ-NG, which in fact did not solve a single state task. And the funds claimed very, very serious. And it’s ridiculous to say - is it possible to regard the addition of 20 seats in the SSJ as a promising and priority task for domestic aviation? For the state and the system as a whole, it is not all good for God.
A very negative role in the development of domestic aviation at the present stage is played by the almost complete absence of competition in the industry. Creating the UAC in 2006, the leadership of the country, presumably, hoped to get an analogue, albeit somewhat simplified and abridged, of the USSR Aviation Industry Ministry. But Mikhail Pogosyan builds the country's aircraft manufacturing industry exclusively by analogy with the American Boeing. This may be very good for him personally - the concentration in one hand of all the full power, financial flows, the right of sole decision-making on almost all issues.
But what is good for Mikhail Pogosyan is not at all good for the aircraft industry and the state as a whole. Since the head of the UAC, as the practice of his work has shown with all clarity, he does not have a state mind, a strategic vision for the development of the industry and the ability to correctly prioritize and highlight the necessary projects. These qualities he just does not. Mikhail Pogosyan kills the competition, projects and topics that he does not like, stifles.
And in the West, aircraft manufacturing corporations are working in conditions of extremely tough competition. This is known to be the engine of progress. And Mikhail Pogosyan has no competitors in the domestic market. There is only the opinion of the head of the KLA and all other opinions, of course, wrong. Everything offered by the KLA will be purchased by Russian military and civilian buyers. Returning to the SSJ, we recall once again that all the forces of the KLA and, by some estimates, more than 70 percent of funding were thrown at it. Meanwhile, before the SSJ in the Tupolev design bureau, the Tu-204 / 214 was developed and launched into mass production, they were close to completing work on the Tu-334. But Mikhail Pogosyan, by his personal decision, chose SSJ.
It is noteworthy that in the special flight squad “Russia”, serving the administration and the Russian president personally, they actively use the Tu-204 and Tu-214 not only in the variant of special boards, but also as ordinary passenger cars. On the basis of the Tu-214 for the needs of the Ministry of Defense created a reconnaissance aircraft with the index "P" and the aircraft for flights under the agreement "Open Skies" - Tu-214OH. At the same time, the SSJ-based backboard is only in the form of unrealized projects (probably, it’s good that only in this form).
All visitors to the office of the museum-museum of the legendary aircraft designer Sergei Vladimirovich Ilyushin pay attention to the layout of the aircraft, reminiscent of the Tu-154 developed by the Tupolev Design Bureau. In fact, it is a medium-haul passenger plane created on the basis of the Il-62, which in its time was a loser of the Tupolev machine. And if you carefully analyze history Soviet aviation industry, the design bureaus were very, very fiercely competing for orders. A leadership Minaviaproma acted as an arbitrator. Now, Mikhail Pogosyan, in the complete absence of competition, alone makes decisions on which projects to give financing and to consider them as priorities, and which ones to give up as unnecessary.
In the West, competition between aircraft manufacturers makes corporate management very carefully pursue financial and credit policies, reducing misuse of funds and not getting involved in risky projects. For example, because of the problems encountered with the batteries of the Boeing 787 Dreamliner, the American corporation suffered significant financial losses. This not only caused disapproving shareholder feedback, but also led to internal investigations and the resignations of a number of company executives. At the same time, KLA in financial maneuvers can allow risky and practically uncontrolled, or even irresponsible credit policy, knowing that the country's leadership, supporting domestic aircraft manufacturers, if necessary, compensates for the losses incurred. And the KLA leadership itself will remain in profit for any development of the situation.
As the main conclusions, it should be said that the development priorities of domestic aviation were incorrectly chosen in the KLA. The only priority for today in the United Aircraft Building Corporation is only one - whether Mikhail Pogosyan personally participated in this or that project. But this is not a state approach. To some extent, this approach may be justified for the management of a separate company, but not for the head of the country's aircraft manufacturing industry.
Thus, the UAC under the leadership of Mikhail Pogosyan was, on the one hand, untenable as a commercial company (just one example is enough - the SSJ project), and on the other hand, it is extremely inefficient as a mechanism for managing the aviation industry in the interests of the state. Such major miscalculations and blunders, we note, educational conversations are not treated. As they said in Soviet times, it is time to strengthen the leadership of the aviation industry. Yes, and to carry out major structural changes in aircraft in general.
In conclusion. As a rule, major statesmen are distinguished by a certain set of qualities - personal modesty, unpretentiousness and unpretentiousness in everyday life, the ability to tactfully behave with subordinates, listen to other opinions and assessments, and stand apart from trifles. This allows them to focus on solving strategic, main tasks. At the same time, regardless of the country and time, this set is practically common for all major leaders. So, this is not about Mikhail Pogosyan.
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