Forever engine
Domestic aviation industry is fully dependent on the West
The Communist Party faction in the State Duma held hearings on the subject “State and prospects of the domestic aircraft and aircraft engine-building in terms of import substitution”. Why did Russia lose those leading positions that we occupied even 25 years ago? Participants in the hearings gave an answer to this question.
The discussion was chaired by a member of the State Duma Committee on Defense Vyacheslav Tetekin. In his opening remarks, he emphasized that the situation is more than deplorable. As a result of unprofessional management decisions, our country is no longer a world aviation power. The USSR occupied one third of the global market for civil aircraft. If we could keep our share, we would not cut funds for high-tech industries, healthcare, and education. The total market for aircraft engines alone is $ 60 billion. In fact, huge amounts of money fall out of our state budget. The task of the participants in the discussion, the chairman emphasized, is not only to conduct a detailed analysis of the industry, but also to outline ways out of the crisis.
Airworthiness and poor management
The aviation fleet of domestic companies on 80 percent consists of Western-made aircraft. Therefore, a complete transition to import substitution in civil aviation is almost impossible. We had to deal with this since the 2000 year, when we found out whether we have analogues of Boeing-767, and it was concluded that IL-96-300 could compete with it. But today this plane practically does not fly, fulfilling a responsible, but limited mission - the transportation of the first persons of the state.
At the same time, we have an IL-96-400T cargo aircraft, which is able to carry a maximum payload of 92 tons. For comparison, the Airbus А350 is a good civil aircraft, from which the most common kerosene tanker is made today, but its maximum payload is just 72 tons.
Successfully passed the tests of the Tu-204CM, but, according to Andrey Tupolev, the head of the Marketing Center of Tupolev OJSC, the grandson of our genius aircraft designer, it is not produced because there are no orders, the project is not supported by anyone, but something must be done. Nevertheless, a certificate from the MAC has been received. This means that we also have a mid-range aircraft.
As for local airlines, you need to remember about An-140. This is quite a decent Ukrainian car, which was produced by us. When Vladimir Putin visited the Samara plant last July, there, in connection with the stalled production of An-140, they expressed their readiness to make IL-114. This car received a certificate of airworthiness from the hands of Viktor Stepanovich Chernomyrdin in 1997. Today production is mothballed. And Uzbek Airlines has been successfully operating these machines for more than 10 years. True, they are not our engines, because TV7117C was not very reliable. At the request of the President of Uzbekistan Islam Karimov, we installed the Canadian PW127H and in December 1999 received a certificate of airworthiness.
Due to the fact that the Tashkent Aviation Production Association named after V.P. Chkalov virtually ceased to exist, we restarted the Il-76 aircraft at Aviastar-SP plant in Ulyanovsk to serial production, but the Il-114 remained in limbo. The President instructed the government to consider organizing the serial production of IL-114 in Russia. Such production could have been deployed at the Aviakor plant in Samara, but instead of starting work, we again began to push the water in a mortar, offering to cross the Il-114 with the non-existing Il-112. IL-112 - the last aircraft on which I conducted a mock-up commission as general designer in December 2004. Today 80 percent of the drawings of this aircraft are made. But if we are going to be based on the IL-112 plane, which is not yet ready, postponing the production of the IL-114, then in the near future, we will not have any aircraft either on the local or on the regional routes.
Not so long ago, a general meeting of the Russian Aircraft Manufacturers Union was held, at which a very decent amount was announced, which was additionally allocated to United Aircraft Building Corporation. In a personal order, I asked about the possibility to allocate a very small part of this money to us, in order to start digitizing technical documentation before they make the final decision on where to make IL-114 - in Samara, Nizhny Novgorod or Kazan. As a result, the question hung in the air, and you cannot start the plane without digitizing.
On the issue of import substitution: there are not so many foreign products on Ilyushin aircraft. Only once, at the request of Presidents Boris Yeltsin and Bill Clinton, or more precisely, according to the decision of the commission of Viktor Chernomyrdin, we made a Russian-American aircraft, having received a certificate of airworthiness for it in 1999 year. In those days, we were fiercely criticized: the engines were bad, the equipment was worse than ever. I had to choose an American engine and the appropriate equipment.
IL-96-300 due to the need to put on it is not 18-tonne NK-56, and PS-90 to 16 tons had to be shortened by 5,5 meter. But working with the Americans, we increased the length of the fuselage almost 10 meters. If the plane was made in the passenger version, it would today transport up to 400 passengers.
Another problem: a large number of finished products that complete the aircraft systems, including those for IL-76, are made by Ukraine. It cannot be said that there are a lot of them critically, but they exist. Fulfilling the state order for the construction of 39 IL-76, we have a stock of finished products for only five aircraft.
Almost all Ukrainian enterprises produce products according to drawings made in Russia. It would seem that he handed over the drawings to the relevant Russian company and it will begin to produce what our neighbors do not supply today. But not everything is so simple. We have OJSC Aviaequipment and the Radio Electronic Technologies Concern (KRET), with whom UAC works on import substitution issues. But the problem is not organizational confusion, but the fact that not all chief designers have a set of working drawings. A number of design bureaus should conduct development work for import substitution. Of course, this need may lead to the birth of better finished products than Ukraine previously supplied, but it will take time and money, which we don’t have, and it’s not quite clear who will allocate them.
Problems require solutions, and time is running out. Even the IL-76 serial production organized in Ulyanovsk may stop after a while. This matter must be very seriously dealt with.
Heinrich Novozhilov,
aircraft designer, twice Hero of Socialist Labor, academician of the Russian Academy of Sciences
Do not reinvent the plane
About seven years ago, a young representative of the firm Sukhoi spoke at a meeting. He shouted that their plane - in the form of slides - has no competitors, that he has the best aerodynamics and everything. At the same time, such characteristics as 39 800 kilograms - landing weight, speed on the glide path - 260 kilometers per hour plus the ability to fly from the 1600 strips of meters were heard. As a leading test pilot of the Tu-334, I could not stand it and clarified that even with such a weight, if you follow the course exactly, you could barely fit into the dry lane. As for the comparative characteristics, the Tu-334 landing weight is not 39 800, but 43 500 kilograms, speed on the glide path - 235 kilometers per hour. So whose aerodynamics is better?
Now for the Tu-204CM. This is a deep, good upgrade of the Tu-204. Carried out the tests, the car received a certificate, but with the height of the airfield 500 meters this aircraft is not needed by anyone. No airline will take on such a fly. This means that it is necessary to carry out a new certification in order for the car to get the height of the airfield at once 2000 meters and become necessary. But so far everything remains at the level of conversations.
Some of our comrades say that the Il-114 is overweight and therefore is not needed by anyone, but ATR has replaced him. I conducted tests ATR 42, flew and ATR 72. These chassis cars are designed for good European lanes. IL-114 is made instead of the IL-14, so it has more massive chassis, that is, it is made just for our regional airfields.
I, who conducted the tests of the Il-114, today feel sad that this aircraft was written off successfully in Uzbekistan. According to the results of a special meeting in the KLA on whether the country needs an Il-114 or not, it was concluded that the car should be launched without fail. Only the representatives of the FSB and border guards participating in the meeting, as it turned out, require no less than 80 – 85 of such aircraft. At the same time, according to the forecasts of the State Civil Aviation Research Institute (GosNIIGA), for passenger traffic to 2020, the whole 96 IL-114 will be needed.
We do not need a turboprop aircraft in 10 years. A maximum of three years, he should already fly. That is, we are talking about the need for the immediate launch of the IL-114, especially since, according to GosNIIG calculations, the An-24 will end with us by the 2018 year. Thus, we simply have nothing to fly in principle, let alone expeditions to the Arctic, Antarctica, and so on.
The comparative characteristics of the two cars are impressive. An-24 carries 52 passengers, fuel consumption - 850 kilograms per hour, the crew - four people. IL-114 can carry 64 passenger, fuel - 520 kilograms per hour, the crew - two people.
For Boeings and Airbuses, our airlines must pay in dollars and euros. Aeroflot and Transaero supported the government. But then came the Crimea. It would seem to take three of the six available from Aeroflot Il-96, send them to the Crimea and change crews and technical personnel to fly all over Russia. Instead, all the IL-96 put to the fence, and one was burned at all. Now the remaining five cars "Aeroflot" gives to Voronezh.
I conducted tests IL-96, he could safely carry people from Simferopol to Kamchatka. This is our plane, for which you do not have to pay in currency, which means that ticket prices would be acceptable.
Ruben Yesayan,
Test Pilot, Deputy General Director - Head of the Flight Testing Center of the Federal State Unitary Enterprise GosNIIG
There are many composites, no responsibility
The Tu-334 and the Tu-204CM are in fact in no way inferior to the western “Airbus” and “Boeing”. The low altitude of the airfield is a fixable matter, the planes should be launched into a series, but no one does. We need the Ministry of Aviation Industry, I personally speak about this at least since 1990. With such a low level of organizational work, we will have no aviation. I will give an example. MC-21 (“Main Aircraft of the 21st Century”) is a project that uses many composite materials. But AeroComposite, which develops them, did not conduct any tests on them. And we are going to transport 180 people on this machine. This is utter irresponsibility. In the newspapers, of course, a solid PR: such unique airplanes! And this machine does not exist and it will appear only by 2020 year. So why don't we run the Tu-204CM?
Vladimir Dmitriev,
Director of TsAGI them. Zhukovsky (1998 – 2006), vice-chairman of the military-industrial complex (2006 – 2008), doctor of technical sciences, professor
We put our money in someone else's pocket
All the talk about the fact that the Tu-334 no buyers, lies. There were 400 orders, but one senior officer, reporting upstairs, said it was a virtual project.
All airlines today buy a cat in a bag. At the same time, we could really build a lot of our aircraft at the expense of funds spent on maintaining the airworthiness of a foreign fleet. Only in one month, some of our air carriers are forced to give 200 million dollars to this.
Once we, together with Genrikh Vasilievich Novozhilov, dealt with the issue of delivering our military contingent to IL-86. The car passed the state tests and was actively used, we transported on it on 450 people. By the way, the fuselage section is made so that the plane can be double-decked. At the exercises, five IL-86 brought more than two thousand soldiers. The chassis of this car allows it to land on a class B airfield with a concrete slab coating, which is much worse than ground.
Boris Likhachev
President of Rusavia-Sokol M LLC, executive director of the “National plane Tu-334-100” foundation
We do better ourselves, and we buy abroad
An airplane is an apparatus that must ensure, first of all, the safe movement of citizens. This is the basis of everything. And in this respect, what happens in the KLA in terms of creating the MC-21 is a complete disgrace. The same - in the entire domestic aviation industry. In Ulyanovsk, the assembly line Tu-204CM has already been destroyed. The aircraft is thrown out of the product line of the United Aviation Corporation, not because it is bad, but because the MS-21 has crossed the road.
In 2002, I did not sign the opinion of the expert council on the creation of the Superjet aircraft and I still think that I was right. With full responsibility, I can say that by the 2018 year MS-21 will not appear. We are stepping on the same rake as the Superjet. Of the 19 aircraft that are in the "Aeroflot", nine are at the wall and go for parts. Not organized by the normal service of maintaining the airworthiness of these machines in operation. The production time of a small tube for hydraulics (the order was carried out in Italy) is a month and a half. And because of it, the entire aircraft fails.
The idea of creating the Ministry of Aviation Industry today is really, more than ever, relevant. Without a vertical power that would eliminate the existing fragmentation of our aircraft industry, we will not get away.
It is also necessary to legally prohibit aircraft manufacturers from ordering imported equipment in the event that the country has its own manufacturers capable of creating similar products. Let today they are a little behind in development, but tomorrow they will go far ahead.
We made a great engine NK-92, then NK-93, which was ahead of 15 years. But work on them stopped.
An airplane is an engine that has wings attached. Without engines there will be no aviation industry.
Today, the existence of the industry is dependent on the West. Why 80 percent of income from the production of PowerJet SaM146 (CM146) goes to France and only 10 – 20 percent remains in Russia? Why do not we produce onboard aircraft control systems, when our institutions are able to do them better than the French? Go to the Research Institute of Aviation Equipment and see for yourself.
Tu-204 is a reliable car, the only liner that landed with a full load of passengers in an emergency situation when the kerosene ran out. No aircraft in the world can plan as Tupolev’s cars do.
The production of Tu-334 is stopped. For ten years we have been fighting for this aircraft to live on. Yury Alexandrovich Bardin was removed because he believed in this car. You can not do that with the chief designers.
Today, the production chain of aircraft in Russia is broken. The chief designer - the person who assigns tasks to the institute, determines what is needed for the aircraft, can no longer do this, because the UAC, United Engine Corporation and Aviapribor-holding are sitting above it. What they say is what he should do. Only the newly created Ministry of Aviation Industry can clean up the industry.
Alexey Ignatov,
Honored Designer of Russia, Advisor to the Department of Aviation Industry of the Ministry of Industry and Trade
There will be a task generator, and everything else will appear
Talking about the revival of the aviation industry in the country is possible only if we ourselves begin to produce for ourselves such a number of aircraft that pulls all the most accomplished in the defense industry - materials, structures, information and radar parts, and so on. Today, only seven percent of domestic passenger aircraft are domestic. If we do not have our own aircraft, our engines will simply have nowhere to put, no one except us needs them.
The Soviet Union, with minimal financial resources, was helped by the structure of managing industries. The Ministry of Aviation Industry accumulated science, technology, training, and cooperation. Implemented the main principle of management - planning. There were managers, performers, reporting. All this allowed to form the legal field, standards and regulations, to optimize all processes for the manufacture of aircraft. There was local production inside the country, we didn’t need anyone. The country has achieved this in 12 years - from 1929 to 1941 a year, solving successively the issues of reviving and building energy, transport, industrialization, education and, of course, training. It was along this path that China, India, Argentina, and other countries subsequently went. Resigned to restrictions in energy, transport, computer science and then in food, we got the collapse of the Soviet Union.
The USSR had a sales market in Eastern Europe, Africa, South America, Southeast Asia, India and China. Where can we find our planes, cars, phones and televisions today? Who turned this production? Now the Ukrainian market is being taken away from us. But this is our space, a single economy.
The Ministry of Defense Industries broke up in 1997, transferring all business to the Ministry of Economy. As a result, aviation began to fall.
We had a long walk with the proposal to form a branch ministry. After all, it is a generator of state tasks, a controller of their solution. It is unthinkable to be both a general customer and a performer.
Russia should have its own planes, companies, pilots. Should work domestic highway systems. This is nothing. They say there are not enough funds. At the same time, our companies declare the need to purchase more than 450 Boeing, Airbus, Bombardier and Embraer. With the money spent on these aircraft, we could load all our production and get 1000 – 1100 machines. And of course, engines would be required. All industries involved in the production of materials, as well as electronics, avionics, and so on, would be involved. Of course, the most important task of training the necessary personnel would also have to be solved, without which nothing can be moved from the dead center.
In addition to the Ministry of Aviation Industry, it is necessary to create a central board for prospective fundamental research, to make an inventory of all technologies, including all this in the general technological chain.
It is required to reconsider all the standards and requirements, it is worth remembering at the same time that the GOSTs of the Soviet Union were stricter than existing now in international law.
But most importantly, we must start producing all the aircraft we have. Without Tu-334, Tu-214, Tu-204, IL-96 and other domestic cars there will be no need for our engines.
The task is to continue the development of existing technologies and develop new ones. You should not drag foreign engines and other products 40-year-old to Russia into Russia, you need to invest in creating your own.
Why Russia lost those leading positions that we held 25 years ago? Participants in the hearings gave an answer to this question. History with import substitution suggests that to solve the accumulated problems need a government order and political will. Many speakers argued the need to revive the headquarters of the industry - the Ministry of Aviation Industry.
We are able to stoke, we have forgotten how to build
When the system in our country changed to a liberal-democratic one, everything went awry. To begin with, our leaders from overseas rewrote the Constitution to us. So we live according to the Basic Law, which is dictated by the General Staff over the hill. Then they did everything in order for Russia to learn how to correctly evaluate the quality of their products and buy them. Next, we took up our education. EGE completely weaned children to think. The creators are gone. Heads of departments in MADI, RUDN and MATI say that freshmen do not know elementary physics. With mathematical preparation, too, things are not the best way, although the theme of the introduction of modern computing tools is somehow supported in schools.
Once Dmitry Medvedev spoke about some of the incidents in our aircraft industry as follows: “We must work hard”. This phrase, uttered five years ago, still echoes so far. Nothing more is done. All newly created corporations, shaking up organizations to nothing qualitatively new in the aviation and space industry did not lead. Destroyed and not just the structure of the FSB and the Interior Ministry. Instead of the bodies that should control the legality of all actions committed on the territory of the country, we have a bunch of corrupt armed people.
Our pundits are not interested in the Russian direction of work. It is much more profitable to execute foreign orders. This allows them to fly abroad, receive travel and publication fees. Beautiful, easy, pseudoscientific life. Those who are engaged in real science are simply not allowed to go abroad.
It is necessary to do everything to make the purchase of foreign equipment absolutely unprofitable for us. There is a desire to buy another airplane - put in the treasury its double value, and then buy. Immediately there will be an interest in domestic products.
Designers were derived. In the space industry, civilians began to engage in construction. The new leadership again signs plans for joint work by the ISS, which Russia has long been absolutely uninteresting for. I remember very well how Yury Koptev in Houston “broke his arms”, forcing him to drown the “World”. Because the Americans said they would not pull the two stations.
But the most offensive is that there is practically no Russian science on the ISS. Fundamental good results are only in medical biology. In other areas, such as remote sensing, nothing happens. We are forced to close the theme of the formation of the cosmonaut-ecologist profession, because we don’t even see the whole Baikal under the Mir-2 station, but we can fully see America.
The Academy of Sciences supported the idea of an environmental patrol. We created an entire school, prepared about a hundred people, it was an interesting program. A new division on ecology was formed, the Scandinavian countries and Canada showed interest in our work, as we will fly over them.
Probably, we have become very rich, once we squander all our achievements, including the Burans.
Vladimir Dzhanibekov,
space pilot, general, twice Hero of the Soviet Union
Property industry - simplify and reduce
Paradoxical situation: there is no serial production of helicopter engines in Russia, despite the fact that our helicopter industry, unlike aircraft production, largely retained its competitiveness and supply prospects. The TB3 VK-2500 engine has been produced for many years and is used on almost all helicopters around the world. It was developed by the Russian Klimov Design Bureau, but its production was transferred to Ukraine by Motor Sich. And only now the long-standing task of mastering its production in Russia is being solved.
At present, OAO Klimov is carrying out a set of qualification tests for a Russian-made engine. He passed the bench hours and is now on the strut.
The problem is as follows. Since during the development of this engine in Russia, quite a lot of changes were made both in the basic materials and in the technological processes, it is not possible to fully reproduce what is on Motor Sich. It is not even well known what exactly is there. Therefore, the program of qualification tests is a large complex of works. Unfortunately, there is a tendency to simplify this process, and to reduce the work, although there are all the necessary regulatory documents and requirements. This, in principle, is peculiar to our industry, unfortunately. But in this case, to ensure the safety of the operation of Russian engines, the entire complex of tests must be performed. For this, in particular, the Central Institute of Aviation Motors (CIAM) also struggles, encountering quite strong opposition from not only the engine developers, but also our customer number 1.
The helicopter version of the TV7-117 engine (TV7-117V) is an example of the import substitution that has taken place to a certain extent. Several years ago, the Pratt & Whitney engine was considered as the main engine on the Mi-38 helicopter. But then the Canadian-American side refused to participate in the project, since the helicopter had a dual purpose - military transport and multipurpose.
Now on the Mi-38 installed Russian engines. And the problem, as it turned out, is that the base sample is certified in 1997 and its production is mastered at the plant named after V. V. Chernyshev in Moscow, but the last production copy is made either in 2008 or 2009. , and on the Mi-38 work as a result of converted helicopter versions of turboprop engines.
The heavy transport Mi-26 is our largest helicopter with the Ukrainian D-136. Here, as an alternative, a variant of an engine based on PD-14 is considered - the flagship of the Russian engine building, which accumulates quite a lot of promising solutions. If the program is successfully implemented, it should replace the American Pratt & Whitney with the MS-21.
Yuri Fokin,
Head of the Federal State Unitary Enterprise "TsIAM them. P.I. Baranova "
There is no project without contracts
Before allocating funds from the 2015 for the draft-technical design of a wide-body aircraft, it is necessary to develop a technical assignment (TK) for it, protect the project, and start development work. We still haven’t seen anything through the Expert Council on the Federal Target Program (FTP) “Development of Russian civil aviation technology for the 2002 – 2010 years and for the period up to the 2015 of the year”. We need documents written in our language and made in the adopted standardization system.
The cornerstone of what is happening in the industry today is the lack of a customer among developers and manufacturers.
When the Federal Target Program “Development of Civil Aviation Equipment” was formed in 2000 – 2001, all work was carried out jointly with the Federal Agency for Air Transport. But then the ministry, which is the headquarters of the industry, actually refused to coordinate technical assignments for our planes in any way. TK on the "Superjet", MC-21 and everything else they did not subscribe. The most significant signature belonged to the State Research Institute "Air Navigation", which has now joined the State Research Institute of Civil Aviation (GosNIIGA).
To all our requests to show how many and which planes are needed, the Ministry of Transport responds that this is a question of the airlines.
In order to engage in a project, you need to have firm contracts to supply at least 50 aircraft with payment obligations, and so on. And that's about this rock, we are fighting so much time.
It would seem that the president approved the political course, according to which it is necessary to develop industry, transportation, to coordinate all joint activities. Nevertheless, there is no agreed work at the ministerial level.
Our main task is to ensure the completion of the creation and support of the sales levels of the aircraft that we have. The fact that someone allegedly buried Tu-204CM, I did not hear anything. Moreover, Yury Slyusar, who is now appointed president of the United Aircraft Building Corporation, while he was the deputy minister of the Ministry of Industry and Trade, made every effort to carry out work aimed at starting to sell this aircraft as soon as possible.
By the way, the Ministry of Industry and Trade a year ago, when the Crimea issue arose, appealed first to the Ministry of Transport and then to the government with a proposal to create an airline based in Crimea from Red Wings with Tu-204. But things are there.
As for IL-96, Tu-204 and An-148, we tried to solve the problem of their sales by forming a state consolidated order. About two years ago there was such an order of the president. Understanding that commercial carriers basically refuse from this, we formed a plan with government customers, having worked through a financing mechanism. But when it came to talking about allocating funds for it in excess of those envisaged, the Ministry of Finance took a tough stance: do not have money, what you want, then do it. The only thing that we were able to offer to customers from the already available resources was to somehow try to stretch the deliveries of airplanes and helicopters in time, but in order to maximally ensure the advancement of a larger amount of equipment.
Through the Ministry of Internal Affairs, a comprehensive targeted program has been prepared to provide this ministry with aviation equipment, in which there are both civilian aircraft and helicopters. The program has been agreed, but there is no decision on sources of additional financing.
On the one hand, we are supposed to help the aviation industry as part of anti-crisis measures, and on the other hand, we have to somehow provide funding for priority projects (Irkut MS-21 and PD-14 for it), for which we have a state program around 50 billions a year. At present, we are making changes in the federal program to replace the materials that are laid in the composite wing, keel, with domestic ones. Accordingly, it is necessary to refine the technology, and this means a shift in all terms.
At the end of the year, General Director of AeroComposite CJSC Anatoly Gaydansky promised to put the wing made in TsAGI for testing.
Despite the fact that IL-96, Tu-204 commercial airlines are not particularly in demand, and if they are needed, they are not very large (compared to national carriers) or are in financial difficulties, however there are a number of components that you don’t want , but you still need to import. Because on these cars the first person of the state, heads of the Ministry of Defense and other important persons fly.
31 was formed in March and approved by the order of the Minister a sectoral plan for import substitution on civil issues. It shows the type of aircraft, and the specific components planned for replacement, and the timing. There is an understanding of who will do it.
Now the government has set a task for all ministries to form such plans and mechanisms for their implementation by June 1.
There is really a lot of work on IL-114, there are ongoing meetings. At Aviakor, with the support of the plenipotentiary in the Volga Federal District, Mikhail Babich talked a lot about the willingness to take on the IL-114 project as a whole, including the implementation. They even formed a business plan, but then Russian Machines, a holding controlled by Oleg Deripaska’s financial-industrial group Basic Element, which includes Aviakor, said they were ready to take on the risks of the project only for their production part.
The decision to transfer the production of IL-76 aircraft to Ulyanovsk was made in March 2006. But the IL-76MD-90A state tests did not pass to the end. It is clear that the time and money needed to produce a completely new aircraft of the IL-76MD-90А type is not from the reserve of the Tashkent plant, it will take a lot. For 2020 year out and the creation of IL-112. At the same time, until there is a military machine, there’s nothing even to say about the civil one.
Sergey Fominykh,
Deputy Director of the Aviation Industry Department of the Ministry of Industry and Trade
Himself Superjet
Discussing the “Superjet” does not make sense for the simple reason that with the current dollar rate this car transports two times less passengers than the Tu-204, and at a much shorter distance. At the same time, in support of the SuperJet program, 600 million dollars are invested.
It is completely unacceptable that the KLA is now the only actor in aviation. There are practically no those who would get to the Tupolev company, despite the fact that unmanned equipment was developed here in 50's. In the 1994 year, we already had a five-pit in a shock version. "Tupolev" has always remained in the first roles.
However, today the KLA does not even involve the design bureaus in competitive work on unmanned vehicles, and the money is mostly forwarded to Sukhoi. Since August 2004, the Tu-334 program has not been funded. Despite a government decree on Tu-334, the KLA, which probably does not comply with the state, decides to stop work on the topic.
Today, for the organization of production at the Kazan Aviation Plant, taking into account the digitization of documentation (we have it all on paper), about three billion rubles are needed. There are initial data at the plant, only political will is required. But as far as I understand, now even with a change of the head in the UAC, they are not going to revive the topic.
Igor Kalygin,
Chief Designer Tu-334 Tupolev OJSC
Our salvation is a tough state system.
What is happening today in the aircraft industry is well reflected in the old Russian proverb “At seven nannies there is a child without an eye”. As long as we have combined aircraft manufacturing and engine building corporations without a ministry, we will not get off the ground. In order for aviation to become a state matter, it is necessary that it should be headed by a state person, that is, a minister whose sole responsibility is the production of aircraft and their delivery to carriers.
All the functions that the relevant minister had in the Soviet Union should now be added to the most important thing - working with airlines and creating favorable conditions for them to purchase domestic aircraft. Now we need to spend money on it. And the state understands this. It is time to collect stones. It is simply impossible to produce aircraft in the now prevailing mess. Here Alexey Fedorov says that the 93-th machine can not be done. Two days later, Fedorov is no longer the president of the KLA and the discussion begins anew. Our salvation is a tough state system. And then everything will be done, we will release new planes and engines, and not repeat what was done yesterday.
The Communist Party faction in the State Duma held hearings on the subject “State and prospects of the domestic aircraft and aircraft engine-building in terms of import substitution”. Why did Russia lose those leading positions that we occupied even 25 years ago? Participants in the hearings gave an answer to this question.
The discussion was chaired by a member of the State Duma Committee on Defense Vyacheslav Tetekin. In his opening remarks, he emphasized that the situation is more than deplorable. As a result of unprofessional management decisions, our country is no longer a world aviation power. The USSR occupied one third of the global market for civil aircraft. If we could keep our share, we would not cut funds for high-tech industries, healthcare, and education. The total market for aircraft engines alone is $ 60 billion. In fact, huge amounts of money fall out of our state budget. The task of the participants in the discussion, the chairman emphasized, is not only to conduct a detailed analysis of the industry, but also to outline ways out of the crisis.
Airworthiness and poor management
The aviation fleet of domestic companies on 80 percent consists of Western-made aircraft. Therefore, a complete transition to import substitution in civil aviation is almost impossible. We had to deal with this since the 2000 year, when we found out whether we have analogues of Boeing-767, and it was concluded that IL-96-300 could compete with it. But today this plane practically does not fly, fulfilling a responsible, but limited mission - the transportation of the first persons of the state.
Andrei Sedykh collage
At the same time, we have an IL-96-400T cargo aircraft, which is able to carry a maximum payload of 92 tons. For comparison, the Airbus А350 is a good civil aircraft, from which the most common kerosene tanker is made today, but its maximum payload is just 72 tons.
Successfully passed the tests of the Tu-204CM, but, according to Andrey Tupolev, the head of the Marketing Center of Tupolev OJSC, the grandson of our genius aircraft designer, it is not produced because there are no orders, the project is not supported by anyone, but something must be done. Nevertheless, a certificate from the MAC has been received. This means that we also have a mid-range aircraft.
As for local airlines, you need to remember about An-140. This is quite a decent Ukrainian car, which was produced by us. When Vladimir Putin visited the Samara plant last July, there, in connection with the stalled production of An-140, they expressed their readiness to make IL-114. This car received a certificate of airworthiness from the hands of Viktor Stepanovich Chernomyrdin in 1997. Today production is mothballed. And Uzbek Airlines has been successfully operating these machines for more than 10 years. True, they are not our engines, because TV7117C was not very reliable. At the request of the President of Uzbekistan Islam Karimov, we installed the Canadian PW127H and in December 1999 received a certificate of airworthiness.
Due to the fact that the Tashkent Aviation Production Association named after V.P. Chkalov virtually ceased to exist, we restarted the Il-76 aircraft at Aviastar-SP plant in Ulyanovsk to serial production, but the Il-114 remained in limbo. The President instructed the government to consider organizing the serial production of IL-114 in Russia. Such production could have been deployed at the Aviakor plant in Samara, but instead of starting work, we again began to push the water in a mortar, offering to cross the Il-114 with the non-existing Il-112. IL-112 - the last aircraft on which I conducted a mock-up commission as general designer in December 2004. Today 80 percent of the drawings of this aircraft are made. But if we are going to be based on the IL-112 plane, which is not yet ready, postponing the production of the IL-114, then in the near future, we will not have any aircraft either on the local or on the regional routes.
Not so long ago, a general meeting of the Russian Aircraft Manufacturers Union was held, at which a very decent amount was announced, which was additionally allocated to United Aircraft Building Corporation. In a personal order, I asked about the possibility to allocate a very small part of this money to us, in order to start digitizing technical documentation before they make the final decision on where to make IL-114 - in Samara, Nizhny Novgorod or Kazan. As a result, the question hung in the air, and you cannot start the plane without digitizing.
On the issue of import substitution: there are not so many foreign products on Ilyushin aircraft. Only once, at the request of Presidents Boris Yeltsin and Bill Clinton, or more precisely, according to the decision of the commission of Viktor Chernomyrdin, we made a Russian-American aircraft, having received a certificate of airworthiness for it in 1999 year. In those days, we were fiercely criticized: the engines were bad, the equipment was worse than ever. I had to choose an American engine and the appropriate equipment.
IL-96-300 due to the need to put on it is not 18-tonne NK-56, and PS-90 to 16 tons had to be shortened by 5,5 meter. But working with the Americans, we increased the length of the fuselage almost 10 meters. If the plane was made in the passenger version, it would today transport up to 400 passengers.
Another problem: a large number of finished products that complete the aircraft systems, including those for IL-76, are made by Ukraine. It cannot be said that there are a lot of them critically, but they exist. Fulfilling the state order for the construction of 39 IL-76, we have a stock of finished products for only five aircraft.
Almost all Ukrainian enterprises produce products according to drawings made in Russia. It would seem that he handed over the drawings to the relevant Russian company and it will begin to produce what our neighbors do not supply today. But not everything is so simple. We have OJSC Aviaequipment and the Radio Electronic Technologies Concern (KRET), with whom UAC works on import substitution issues. But the problem is not organizational confusion, but the fact that not all chief designers have a set of working drawings. A number of design bureaus should conduct development work for import substitution. Of course, this need may lead to the birth of better finished products than Ukraine previously supplied, but it will take time and money, which we don’t have, and it’s not quite clear who will allocate them.
Problems require solutions, and time is running out. Even the IL-76 serial production organized in Ulyanovsk may stop after a while. This matter must be very seriously dealt with.
Heinrich Novozhilov,
aircraft designer, twice Hero of Socialist Labor, academician of the Russian Academy of Sciences
Do not reinvent the plane
About seven years ago, a young representative of the firm Sukhoi spoke at a meeting. He shouted that their plane - in the form of slides - has no competitors, that he has the best aerodynamics and everything. At the same time, such characteristics as 39 800 kilograms - landing weight, speed on the glide path - 260 kilometers per hour plus the ability to fly from the 1600 strips of meters were heard. As a leading test pilot of the Tu-334, I could not stand it and clarified that even with such a weight, if you follow the course exactly, you could barely fit into the dry lane. As for the comparative characteristics, the Tu-334 landing weight is not 39 800, but 43 500 kilograms, speed on the glide path - 235 kilometers per hour. So whose aerodynamics is better?
Andrei Sedykh collage
Now for the Tu-204CM. This is a deep, good upgrade of the Tu-204. Carried out the tests, the car received a certificate, but with the height of the airfield 500 meters this aircraft is not needed by anyone. No airline will take on such a fly. This means that it is necessary to carry out a new certification in order for the car to get the height of the airfield at once 2000 meters and become necessary. But so far everything remains at the level of conversations.
Some of our comrades say that the Il-114 is overweight and therefore is not needed by anyone, but ATR has replaced him. I conducted tests ATR 42, flew and ATR 72. These chassis cars are designed for good European lanes. IL-114 is made instead of the IL-14, so it has more massive chassis, that is, it is made just for our regional airfields.
I, who conducted the tests of the Il-114, today feel sad that this aircraft was written off successfully in Uzbekistan. According to the results of a special meeting in the KLA on whether the country needs an Il-114 or not, it was concluded that the car should be launched without fail. Only the representatives of the FSB and border guards participating in the meeting, as it turned out, require no less than 80 – 85 of such aircraft. At the same time, according to the forecasts of the State Civil Aviation Research Institute (GosNIIGA), for passenger traffic to 2020, the whole 96 IL-114 will be needed.
We do not need a turboprop aircraft in 10 years. A maximum of three years, he should already fly. That is, we are talking about the need for the immediate launch of the IL-114, especially since, according to GosNIIG calculations, the An-24 will end with us by the 2018 year. Thus, we simply have nothing to fly in principle, let alone expeditions to the Arctic, Antarctica, and so on.
The comparative characteristics of the two cars are impressive. An-24 carries 52 passengers, fuel consumption - 850 kilograms per hour, the crew - four people. IL-114 can carry 64 passenger, fuel - 520 kilograms per hour, the crew - two people.
For Boeings and Airbuses, our airlines must pay in dollars and euros. Aeroflot and Transaero supported the government. But then came the Crimea. It would seem to take three of the six available from Aeroflot Il-96, send them to the Crimea and change crews and technical personnel to fly all over Russia. Instead, all the IL-96 put to the fence, and one was burned at all. Now the remaining five cars "Aeroflot" gives to Voronezh.
I conducted tests IL-96, he could safely carry people from Simferopol to Kamchatka. This is our plane, for which you do not have to pay in currency, which means that ticket prices would be acceptable.
Ruben Yesayan,
Test Pilot, Deputy General Director - Head of the Flight Testing Center of the Federal State Unitary Enterprise GosNIIG
There are many composites, no responsibility
The Tu-334 and the Tu-204CM are in fact in no way inferior to the western “Airbus” and “Boeing”. The low altitude of the airfield is a fixable matter, the planes should be launched into a series, but no one does. We need the Ministry of Aviation Industry, I personally speak about this at least since 1990. With such a low level of organizational work, we will have no aviation. I will give an example. MC-21 (“Main Aircraft of the 21st Century”) is a project that uses many composite materials. But AeroComposite, which develops them, did not conduct any tests on them. And we are going to transport 180 people on this machine. This is utter irresponsibility. In the newspapers, of course, a solid PR: such unique airplanes! And this machine does not exist and it will appear only by 2020 year. So why don't we run the Tu-204CM?
Vladimir Dmitriev,
Director of TsAGI them. Zhukovsky (1998 – 2006), vice-chairman of the military-industrial complex (2006 – 2008), doctor of technical sciences, professor
We put our money in someone else's pocket
All the talk about the fact that the Tu-334 no buyers, lies. There were 400 orders, but one senior officer, reporting upstairs, said it was a virtual project.
All airlines today buy a cat in a bag. At the same time, we could really build a lot of our aircraft at the expense of funds spent on maintaining the airworthiness of a foreign fleet. Only in one month, some of our air carriers are forced to give 200 million dollars to this.
Once we, together with Genrikh Vasilievich Novozhilov, dealt with the issue of delivering our military contingent to IL-86. The car passed the state tests and was actively used, we transported on it on 450 people. By the way, the fuselage section is made so that the plane can be double-decked. At the exercises, five IL-86 brought more than two thousand soldiers. The chassis of this car allows it to land on a class B airfield with a concrete slab coating, which is much worse than ground.
Boris Likhachev
President of Rusavia-Sokol M LLC, executive director of the “National plane Tu-334-100” foundation
We do better ourselves, and we buy abroad
An airplane is an apparatus that must ensure, first of all, the safe movement of citizens. This is the basis of everything. And in this respect, what happens in the KLA in terms of creating the MC-21 is a complete disgrace. The same - in the entire domestic aviation industry. In Ulyanovsk, the assembly line Tu-204CM has already been destroyed. The aircraft is thrown out of the product line of the United Aviation Corporation, not because it is bad, but because the MS-21 has crossed the road.
In 2002, I did not sign the opinion of the expert council on the creation of the Superjet aircraft and I still think that I was right. With full responsibility, I can say that by the 2018 year MS-21 will not appear. We are stepping on the same rake as the Superjet. Of the 19 aircraft that are in the "Aeroflot", nine are at the wall and go for parts. Not organized by the normal service of maintaining the airworthiness of these machines in operation. The production time of a small tube for hydraulics (the order was carried out in Italy) is a month and a half. And because of it, the entire aircraft fails.
The idea of creating the Ministry of Aviation Industry today is really, more than ever, relevant. Without a vertical power that would eliminate the existing fragmentation of our aircraft industry, we will not get away.
It is also necessary to legally prohibit aircraft manufacturers from ordering imported equipment in the event that the country has its own manufacturers capable of creating similar products. Let today they are a little behind in development, but tomorrow they will go far ahead.
We made a great engine NK-92, then NK-93, which was ahead of 15 years. But work on them stopped.
An airplane is an engine that has wings attached. Without engines there will be no aviation industry.
Today, the existence of the industry is dependent on the West. Why 80 percent of income from the production of PowerJet SaM146 (CM146) goes to France and only 10 – 20 percent remains in Russia? Why do not we produce onboard aircraft control systems, when our institutions are able to do them better than the French? Go to the Research Institute of Aviation Equipment and see for yourself.
Tu-204 is a reliable car, the only liner that landed with a full load of passengers in an emergency situation when the kerosene ran out. No aircraft in the world can plan as Tupolev’s cars do.
The production of Tu-334 is stopped. For ten years we have been fighting for this aircraft to live on. Yury Alexandrovich Bardin was removed because he believed in this car. You can not do that with the chief designers.
Today, the production chain of aircraft in Russia is broken. The chief designer - the person who assigns tasks to the institute, determines what is needed for the aircraft, can no longer do this, because the UAC, United Engine Corporation and Aviapribor-holding are sitting above it. What they say is what he should do. Only the newly created Ministry of Aviation Industry can clean up the industry.
Alexey Ignatov,
Honored Designer of Russia, Advisor to the Department of Aviation Industry of the Ministry of Industry and Trade
There will be a task generator, and everything else will appear
Talking about the revival of the aviation industry in the country is possible only if we ourselves begin to produce for ourselves such a number of aircraft that pulls all the most accomplished in the defense industry - materials, structures, information and radar parts, and so on. Today, only seven percent of domestic passenger aircraft are domestic. If we do not have our own aircraft, our engines will simply have nowhere to put, no one except us needs them.
The Soviet Union, with minimal financial resources, was helped by the structure of managing industries. The Ministry of Aviation Industry accumulated science, technology, training, and cooperation. Implemented the main principle of management - planning. There were managers, performers, reporting. All this allowed to form the legal field, standards and regulations, to optimize all processes for the manufacture of aircraft. There was local production inside the country, we didn’t need anyone. The country has achieved this in 12 years - from 1929 to 1941 a year, solving successively the issues of reviving and building energy, transport, industrialization, education and, of course, training. It was along this path that China, India, Argentina, and other countries subsequently went. Resigned to restrictions in energy, transport, computer science and then in food, we got the collapse of the Soviet Union.
The USSR had a sales market in Eastern Europe, Africa, South America, Southeast Asia, India and China. Where can we find our planes, cars, phones and televisions today? Who turned this production? Now the Ukrainian market is being taken away from us. But this is our space, a single economy.
The Ministry of Defense Industries broke up in 1997, transferring all business to the Ministry of Economy. As a result, aviation began to fall.
We had a long walk with the proposal to form a branch ministry. After all, it is a generator of state tasks, a controller of their solution. It is unthinkable to be both a general customer and a performer.
Russia should have its own planes, companies, pilots. Should work domestic highway systems. This is nothing. They say there are not enough funds. At the same time, our companies declare the need to purchase more than 450 Boeing, Airbus, Bombardier and Embraer. With the money spent on these aircraft, we could load all our production and get 1000 – 1100 machines. And of course, engines would be required. All industries involved in the production of materials, as well as electronics, avionics, and so on, would be involved. Of course, the most important task of training the necessary personnel would also have to be solved, without which nothing can be moved from the dead center.
In addition to the Ministry of Aviation Industry, it is necessary to create a central board for prospective fundamental research, to make an inventory of all technologies, including all this in the general technological chain.
It is required to reconsider all the standards and requirements, it is worth remembering at the same time that the GOSTs of the Soviet Union were stricter than existing now in international law.
But most importantly, we must start producing all the aircraft we have. Without Tu-334, Tu-214, Tu-204, IL-96 and other domestic cars there will be no need for our engines.
The task is to continue the development of existing technologies and develop new ones. You should not drag foreign engines and other products 40-year-old to Russia into Russia, you need to invest in creating your own.
Why Russia lost those leading positions that we held 25 years ago? Participants in the hearings gave an answer to this question. History with import substitution suggests that to solve the accumulated problems need a government order and political will. Many speakers argued the need to revive the headquarters of the industry - the Ministry of Aviation Industry.
We are able to stoke, we have forgotten how to build
When the system in our country changed to a liberal-democratic one, everything went awry. To begin with, our leaders from overseas rewrote the Constitution to us. So we live according to the Basic Law, which is dictated by the General Staff over the hill. Then they did everything in order for Russia to learn how to correctly evaluate the quality of their products and buy them. Next, we took up our education. EGE completely weaned children to think. The creators are gone. Heads of departments in MADI, RUDN and MATI say that freshmen do not know elementary physics. With mathematical preparation, too, things are not the best way, although the theme of the introduction of modern computing tools is somehow supported in schools.
Photo: gov.spb.ru
Once Dmitry Medvedev spoke about some of the incidents in our aircraft industry as follows: “We must work hard”. This phrase, uttered five years ago, still echoes so far. Nothing more is done. All newly created corporations, shaking up organizations to nothing qualitatively new in the aviation and space industry did not lead. Destroyed and not just the structure of the FSB and the Interior Ministry. Instead of the bodies that should control the legality of all actions committed on the territory of the country, we have a bunch of corrupt armed people.
Our pundits are not interested in the Russian direction of work. It is much more profitable to execute foreign orders. This allows them to fly abroad, receive travel and publication fees. Beautiful, easy, pseudoscientific life. Those who are engaged in real science are simply not allowed to go abroad.
It is necessary to do everything to make the purchase of foreign equipment absolutely unprofitable for us. There is a desire to buy another airplane - put in the treasury its double value, and then buy. Immediately there will be an interest in domestic products.
Designers were derived. In the space industry, civilians began to engage in construction. The new leadership again signs plans for joint work by the ISS, which Russia has long been absolutely uninteresting for. I remember very well how Yury Koptev in Houston “broke his arms”, forcing him to drown the “World”. Because the Americans said they would not pull the two stations.
But the most offensive is that there is practically no Russian science on the ISS. Fundamental good results are only in medical biology. In other areas, such as remote sensing, nothing happens. We are forced to close the theme of the formation of the cosmonaut-ecologist profession, because we don’t even see the whole Baikal under the Mir-2 station, but we can fully see America.
The Academy of Sciences supported the idea of an environmental patrol. We created an entire school, prepared about a hundred people, it was an interesting program. A new division on ecology was formed, the Scandinavian countries and Canada showed interest in our work, as we will fly over them.
Probably, we have become very rich, once we squander all our achievements, including the Burans.
Vladimir Dzhanibekov,
space pilot, general, twice Hero of the Soviet Union
Property industry - simplify and reduce
Paradoxical situation: there is no serial production of helicopter engines in Russia, despite the fact that our helicopter industry, unlike aircraft production, largely retained its competitiveness and supply prospects. The TB3 VK-2500 engine has been produced for many years and is used on almost all helicopters around the world. It was developed by the Russian Klimov Design Bureau, but its production was transferred to Ukraine by Motor Sich. And only now the long-standing task of mastering its production in Russia is being solved.
At present, OAO Klimov is carrying out a set of qualification tests for a Russian-made engine. He passed the bench hours and is now on the strut.
The problem is as follows. Since during the development of this engine in Russia, quite a lot of changes were made both in the basic materials and in the technological processes, it is not possible to fully reproduce what is on Motor Sich. It is not even well known what exactly is there. Therefore, the program of qualification tests is a large complex of works. Unfortunately, there is a tendency to simplify this process, and to reduce the work, although there are all the necessary regulatory documents and requirements. This, in principle, is peculiar to our industry, unfortunately. But in this case, to ensure the safety of the operation of Russian engines, the entire complex of tests must be performed. For this, in particular, the Central Institute of Aviation Motors (CIAM) also struggles, encountering quite strong opposition from not only the engine developers, but also our customer number 1.
The helicopter version of the TV7-117 engine (TV7-117V) is an example of the import substitution that has taken place to a certain extent. Several years ago, the Pratt & Whitney engine was considered as the main engine on the Mi-38 helicopter. But then the Canadian-American side refused to participate in the project, since the helicopter had a dual purpose - military transport and multipurpose.
Now on the Mi-38 installed Russian engines. And the problem, as it turned out, is that the base sample is certified in 1997 and its production is mastered at the plant named after V. V. Chernyshev in Moscow, but the last production copy is made either in 2008 or 2009. , and on the Mi-38 work as a result of converted helicopter versions of turboprop engines.
The heavy transport Mi-26 is our largest helicopter with the Ukrainian D-136. Here, as an alternative, a variant of an engine based on PD-14 is considered - the flagship of the Russian engine building, which accumulates quite a lot of promising solutions. If the program is successfully implemented, it should replace the American Pratt & Whitney with the MS-21.
Yuri Fokin,
Head of the Federal State Unitary Enterprise "TsIAM them. P.I. Baranova "
There is no project without contracts
Before allocating funds from the 2015 for the draft-technical design of a wide-body aircraft, it is necessary to develop a technical assignment (TK) for it, protect the project, and start development work. We still haven’t seen anything through the Expert Council on the Federal Target Program (FTP) “Development of Russian civil aviation technology for the 2002 – 2010 years and for the period up to the 2015 of the year”. We need documents written in our language and made in the adopted standardization system.
The cornerstone of what is happening in the industry today is the lack of a customer among developers and manufacturers.
When the Federal Target Program “Development of Civil Aviation Equipment” was formed in 2000 – 2001, all work was carried out jointly with the Federal Agency for Air Transport. But then the ministry, which is the headquarters of the industry, actually refused to coordinate technical assignments for our planes in any way. TK on the "Superjet", MC-21 and everything else they did not subscribe. The most significant signature belonged to the State Research Institute "Air Navigation", which has now joined the State Research Institute of Civil Aviation (GosNIIGA).
To all our requests to show how many and which planes are needed, the Ministry of Transport responds that this is a question of the airlines.
In order to engage in a project, you need to have firm contracts to supply at least 50 aircraft with payment obligations, and so on. And that's about this rock, we are fighting so much time.
It would seem that the president approved the political course, according to which it is necessary to develop industry, transportation, to coordinate all joint activities. Nevertheless, there is no agreed work at the ministerial level.
Our main task is to ensure the completion of the creation and support of the sales levels of the aircraft that we have. The fact that someone allegedly buried Tu-204CM, I did not hear anything. Moreover, Yury Slyusar, who is now appointed president of the United Aircraft Building Corporation, while he was the deputy minister of the Ministry of Industry and Trade, made every effort to carry out work aimed at starting to sell this aircraft as soon as possible.
By the way, the Ministry of Industry and Trade a year ago, when the Crimea issue arose, appealed first to the Ministry of Transport and then to the government with a proposal to create an airline based in Crimea from Red Wings with Tu-204. But things are there.
As for IL-96, Tu-204 and An-148, we tried to solve the problem of their sales by forming a state consolidated order. About two years ago there was such an order of the president. Understanding that commercial carriers basically refuse from this, we formed a plan with government customers, having worked through a financing mechanism. But when it came to talking about allocating funds for it in excess of those envisaged, the Ministry of Finance took a tough stance: do not have money, what you want, then do it. The only thing that we were able to offer to customers from the already available resources was to somehow try to stretch the deliveries of airplanes and helicopters in time, but in order to maximally ensure the advancement of a larger amount of equipment.
Through the Ministry of Internal Affairs, a comprehensive targeted program has been prepared to provide this ministry with aviation equipment, in which there are both civilian aircraft and helicopters. The program has been agreed, but there is no decision on sources of additional financing.
On the one hand, we are supposed to help the aviation industry as part of anti-crisis measures, and on the other hand, we have to somehow provide funding for priority projects (Irkut MS-21 and PD-14 for it), for which we have a state program around 50 billions a year. At present, we are making changes in the federal program to replace the materials that are laid in the composite wing, keel, with domestic ones. Accordingly, it is necessary to refine the technology, and this means a shift in all terms.
At the end of the year, General Director of AeroComposite CJSC Anatoly Gaydansky promised to put the wing made in TsAGI for testing.
Despite the fact that IL-96, Tu-204 commercial airlines are not particularly in demand, and if they are needed, they are not very large (compared to national carriers) or are in financial difficulties, however there are a number of components that you don’t want , but you still need to import. Because on these cars the first person of the state, heads of the Ministry of Defense and other important persons fly.
31 was formed in March and approved by the order of the Minister a sectoral plan for import substitution on civil issues. It shows the type of aircraft, and the specific components planned for replacement, and the timing. There is an understanding of who will do it.
Now the government has set a task for all ministries to form such plans and mechanisms for their implementation by June 1.
There is really a lot of work on IL-114, there are ongoing meetings. At Aviakor, with the support of the plenipotentiary in the Volga Federal District, Mikhail Babich talked a lot about the willingness to take on the IL-114 project as a whole, including the implementation. They even formed a business plan, but then Russian Machines, a holding controlled by Oleg Deripaska’s financial-industrial group Basic Element, which includes Aviakor, said they were ready to take on the risks of the project only for their production part.
The decision to transfer the production of IL-76 aircraft to Ulyanovsk was made in March 2006. But the IL-76MD-90A state tests did not pass to the end. It is clear that the time and money needed to produce a completely new aircraft of the IL-76MD-90А type is not from the reserve of the Tashkent plant, it will take a lot. For 2020 year out and the creation of IL-112. At the same time, until there is a military machine, there’s nothing even to say about the civil one.
Sergey Fominykh,
Deputy Director of the Aviation Industry Department of the Ministry of Industry and Trade
Himself Superjet
Discussing the “Superjet” does not make sense for the simple reason that with the current dollar rate this car transports two times less passengers than the Tu-204, and at a much shorter distance. At the same time, in support of the SuperJet program, 600 million dollars are invested.
It is completely unacceptable that the KLA is now the only actor in aviation. There are practically no those who would get to the Tupolev company, despite the fact that unmanned equipment was developed here in 50's. In the 1994 year, we already had a five-pit in a shock version. "Tupolev" has always remained in the first roles.
However, today the KLA does not even involve the design bureaus in competitive work on unmanned vehicles, and the money is mostly forwarded to Sukhoi. Since August 2004, the Tu-334 program has not been funded. Despite a government decree on Tu-334, the KLA, which probably does not comply with the state, decides to stop work on the topic.
Today, for the organization of production at the Kazan Aviation Plant, taking into account the digitization of documentation (we have it all on paper), about three billion rubles are needed. There are initial data at the plant, only political will is required. But as far as I understand, now even with a change of the head in the UAC, they are not going to revive the topic.
Igor Kalygin,
Chief Designer Tu-334 Tupolev OJSC
Our salvation is a tough state system.
What is happening today in the aircraft industry is well reflected in the old Russian proverb “At seven nannies there is a child without an eye”. As long as we have combined aircraft manufacturing and engine building corporations without a ministry, we will not get off the ground. In order for aviation to become a state matter, it is necessary that it should be headed by a state person, that is, a minister whose sole responsibility is the production of aircraft and their delivery to carriers.
All the functions that the relevant minister had in the Soviet Union should now be added to the most important thing - working with airlines and creating favorable conditions for them to purchase domestic aircraft. Now we need to spend money on it. And the state understands this. It is time to collect stones. It is simply impossible to produce aircraft in the now prevailing mess. Here Alexey Fedorov says that the 93-th machine can not be done. Two days later, Fedorov is no longer the president of the KLA and the discussion begins anew. Our salvation is a tough state system. And then everything will be done, we will release new planes and engines, and not repeat what was done yesterday.
- Heinrich Novozhilov, Ruben Yesayan, Vladimir Dmitriev, Boris Likhachev, Alexey Ignatov, Anatoly Sitnov
- http://vpk-news.ru/articles/24898
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