Military Review

Russian aircraft repair in new conditions

Russian aircraft repair in new conditions

Repair and service aviation technology far from always occupies a place in the information space compared, for example, with the production, testing and operation of aircraft. The work of technicians, engineers and managers of aircraft repair structures is undeservedly in the shade, while the combat readiness of both individual aviation units and specific aircraft sides directly depends on the operation of the entire system. About work and tasks in the near future, IEE correspondent Roman SMIRNOV was told by Alexander BOBRYSHEV, vice president of the United Aircraft Corporation for the maintenance of state-owned aviation equipment.

- Alexander Petrovich, please tell us briefly about the work of the department and the tasks that the team solves.

- Our structure in the United Aircraft Corporation (UAC) was formed in 2013 year in the course of the implementation of the state order. Today we have 88 people who are busy sending to the repair and upgrading of aircraft and airfield equipment at 15 plants, which came to us in 2013 – 2014 management, as well as the manufacture of aviation equipment to the Aerospace Force (VCS) warehouses Russia. In 2014, we completed the scope of work for 4 billion rubles, about the same amount was done in 2015. At 2016, we form the scope of work with increasing volumes in this area.

I can say that after-sales service is not only the KLA, it is the cooperation in the fulfillment of the state order of all structures involved in this process: our subsidiaries, allied companies and operators. The level of serviceability of equipment depends on the qualitative determination of the need for repairs and on the timeliness and quality of work performed. If we talk about our contribution - raising the level of health, then we are talking about the release of repaired aircraft from factories. We completed the plan with the exception of a small volume. We didn’t deliver three Tu-142 of the Russian Aerospace Forces, untimely mastered the repair of the deck fighter Su-33 due to the omission of preparations for the repair process and did not launch two Su-27 aircraft due to the natural disaster in the summer in the Far East. The plant was forced to idle for about two months, in February 2016 of the year, we will hand over these planes, and Su-33 - in March of 2016.

Among the negative aspects it can be noted that our enterprises have performed an insufficient amount of work in the framework of technical supervision to restore the serviceability of specific boards. By the end of 2015, together with the Air and Space Forces of Russia, we formed an ideology of approach to the organization of this process. It is impossible today to repair just blocks without tying them to a specific aircraft (board). And since the break-up of defective blocks is large enough, unfortunately, efficiency in our work is not enough. Therefore, we are now on the eve of a new period all working together on this problem. December 15 approved the decision of the Deputy Minister to start work.

Speaking about the past planning period, we came to an understanding of the situation of a systematic approach: not only the repair of aircraft, not only the repair of units by number, but also the direction of all this activity on specific aircraft. Now the situation is such that the flight time of the aircraft has increased significantly, and it is necessary to keep all aviation equipment in good condition. Without a systematic approach and the elimination of gaps in the chain of interaction, this task is difficult to solve. I would like to note once again that service is a task that all structures solve on an equal footing: operators must submit a verified volume for repairs and procurement, the industry must provide repairs in a timely manner. We have questions on logistics: the unit for repair should not “travel” for a long time from the place of operation to the place of repair and back, and the existing regulatory documents are not aimed at reducing the time costs in logistics. I think that in the next period we will achieve the desired result in this regard, that is, the unit will be tied to a specific board and a systematic approach to the organization of the process will be implemented.

- Russia supplies military aircraft abroad. Is their maintenance and repair also your task?

- Here it is different. There are airplanes that are serviced abroad, for example in China. But the planes that we have supplied in our time, say, to India, are likely to be served in Russia. And our task to approach the turnaround time in 2016 – 2017 is to prepare for this work.

- Does the technician come to you for repair on time?

- Of course, there is a pause between the onset of repair time and the arrival at the plant, there are also opportunities to extend the operation until the onset of a critical period. The gap is determined by the state of the aircraft and the need for continued operation.

- How is it determined which unit to repair and which one to replace?

- You can not talk about one hundred percent replacement of the blocks, or the repair of all blocks. This is determined by the results of fault detection and, in fact, a decision is made on the future fate of the unit. On this account there is a set of standards, according to which we determine maintainability with the participation of all specialists. Blocks can be restored either at our repair base or sent directly to the manufacturer.

- Alexander Petrovich, how are things with imported components and their replacement?

Successful solution by pilots of their tasks depends in many respects on the effective repair and restoration of aircraft engines. Photo courtesy of UAC

- In the aircraft of the state aviation there was a rather large share of components produced in the former republics of the USSR: Ukraine, Uzbekistan, the Baltic States, Kazakhstan, Belarus. We now have the main problem, of course, with the components of Ukrainian production. In these areas, the process of import substitution is underway, but this is not a simple matter. We have units that were manufactured in Ukraine, but were developed in Russia. This question is easier to solve. But there are components and developed, and produced in Ukraine. We select analogs with these details together with the design bureau. And some components have to be developed and put into production altogether.

- It is known that one of the problems in many industries, especially in complex and knowledge-intensive ones, is the existence of a certain personnel shortage. Have you encountered this?

- The volume of our work does not decrease and even grow. Both in military aviation and civilian, there is development and growth, therefore, the personnel structure requires replenishment. At most enterprises, unfortunately, we have a generation gap that needs to be filled. At the state level, trying to solve this problem. There are special solutions to the Military Industrial Commission, and decisions of the Ministry of Industry and Trade and the Ministry of Education and Science on training personnel for the defense industry sectors. We cooperate with our basic institutes, such as MAI, Kazan Aviation University, educational institutions in Samara, Novosibirsk. We also cooperate with educational institutions of secondary vocational education, the training of workers is gradually being restored. The problem is, we are looking for a solution.

- Is it possible to compare the reliability of our and foreign equipment by some parameters?

- I would not like to answer this question without having any experience in operating foreign military aircraft. If we talk about the operation of civilian aircraft, then at the dawn of the acquisition of “Boeing” we saw a larger raid, but this does not speak about the advantages in terms of reliability, it speaks about the totality of all the measures: service forms, personnel, equipment, and operation . There are areas in which we have adopted experience in the operation of civil aircraft and spread it in working with military aircraft.

- Alexander Petrovich, please indicate the main tasks for 2016 year.

- Our organizations, led by UAC, need to consolidate subcontractors to fulfill the tasks of the state defense order. We also plan a lot of work on import substitution and organization of work for a specific aircraft board. Bringing the organization of work on the maintenance of aircraft in the system - the main task for the near future.
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  1. svp67
    svp67 17 January 2016 12: 53
    Everyone now has enough problems, but without the work of aircraft repairmen, the road to heaven will be blocked for Russia.
    1. Proxima
      Proxima 17 January 2016 13: 13
      The most important issue of export of military aircraft products is the issue of its maintenance and repair. It is very good that this topic does not remain forgotten. The experience of the initial period of World War II is an example of this. A lot of aircraft were produced, but the operation and repair were not up to standard. And then historians break their heads by comparing the number of aircraft in Germany and the USSR. And it was necessary to compare not the number of planes, but the number of sorties.
      1. vladimirZ
        vladimirZ 17 January 2016 14: 50
        The most important issue of export of military aircraft products is the issue of its maintenance and repair. It is very good that this topic does not remain forgotten.
        - Proxima

        Unfortunately, not quite so. Before the Soviet operation system and aircraft repair, when we had dozens of aircraft repair plants for each type of equipment used: aircraft (helicopters), engines, individual components and equipment, oh how far.
        From dozens of factories, only a few remained, the rest went under the knife of privatization, for the sake of the immediate benefit of the "leaders" of privatization in the destruction of Russia's state aviation.
        Fortunately, they began to do at least something, but they are still far from systemic operation and repair, which is what one of the leaders of the "maintenance" of aviation equipment says:
        "... we have come to understand the situation of a systematic approach: not only aircraft repair, not only repair of blocks in terms of quantity, but also the direction of all this activity for specific aircraft. ... Without a systematic approach and elimination of gaps in the interaction chain, this task is difficult to solve ".
        - from article
  2. newcomer
    newcomer 17 January 2016 12: 55
    very necessary and important work. I would like to wish our mechanics, engineers and workers great success in their difficult task.
  3. Primus pilus
    Primus pilus 17 January 2016 12: 55
    Ukraine threw quite a few problems.
    1. Great-grandfather of Zeus
      Great-grandfather of Zeus 17 January 2016 14: 10
      Primus Pilus, we ourselves created these problems when we concluded a bunch of contracts with ukroina, believe me, there were always problems with them that we ignored ...
  4. iliitchitch
    iliitchitch 17 January 2016 12: 57
    Nobody sees them, no one will appreciate, and will not fly without them. Not fair .
    1. AbacUssR
      AbacUssR 17 January 2016 14: 10
      For that, their industry (those who are engaged in real "service") screw up all and sundry.
  5. vv3
    vv3 17 January 2016 13: 24
    An example of an interview for an interview. It seems that not only the interviewer does not understand the essence of the issue, but the giver is poorly guided in the matter for which he is responsible. In the light of the scandal with maintaining the health of the Indian SU-27MKI, it is a very pale speech. If he has there are only suppliers in the device, but also just outsiders, it’s a trumpet. Usually, specialists use such an interview 100%. And not only because such an opportunity is not often provided to them. Firstly, they have simply uniquely interesting information. Secondly, they always have problems with trusted personnel. Even briefly asked questions are overwhelmed by complete incompetence. For example, all malfunctioning blocks are put on the planes sent for repair, with the exception of those necessary for the flight. This is bad, but this is reality. Americans regularly conduct special programs aimed at maintaining health at a given level, especially on the new aircraft and equipment ... And how are we working in comparison with 80-85% in Soviet times ...
    1. dgiguli1962
      dgiguli1962 17 January 2016 13: 50
      80-85 ... and in Germany recently reported 50-60 percent.
    2. AbacUssR
      AbacUssR 17 January 2016 13: 51
      Oh, a sore subject .... I want to put many on the wall ... regulatory documents are a set of Soviet GOSTs + FAP IAO in which there is no close concept of service. 60% of the time is spent on correcting letters and numbers, placing spaces and commas. Between the military unit and the Tuev factory, a lot of inspectors. Moreover, it’s not just the technique that is checked, but spelling, syntax and punctuation. Between the signing of the act on the work performed with the recipient - V / H and the execution of the entire package of documents for closing the work takes from 3 to 8 months !!!

      Now with the introduction of FZ-275, work on the service has generally turned into hellish hell. In general, if we take, for example, one type of aircraft, then 60 percent of the time is spent on administrative issues. Solving problems that arise precisely because the regulatory framework does not correspond to the concept of "service maintenance!"

      Yes, the 20 + 1 formula generally transforms this "business" called "service maintenance of military hardware of the RF Ministry of Defense" into an activity with a planned loss.
  6. tinibar
    tinibar 17 January 2016 13: 56
    Quote: Primus Pilus
    Ukraine threw quite a few problems.

    Apparently, Ukrainians see their main purpose as being bastards ..., sorry, to create problems for Russia ...
  7. askort154
    askort154 17 January 2016 14: 01
    I read it, and it popped up in my memory. In the early 90s, when we still had neither Boeing nor buses (there were times), we flew to the UAE (Sharjah). Then we always carried our ITS brigade with us - a mechanical engineer and an electronic equipment engineer, who performed post-flight and pre-flight aircraft maintenance, regardless of the host country. This time with us was a wonderful specialist in the REO. When it turned out that a Boeing was idle on the apron, which did not start one engine, and they were waiting for the arrival with the next flight, a specialist called by his company, our engineer of the REO (Anatoly Ivanovich) could not pass
    past. Then the crews communicated without problems, regardless of the country of origin. We often went to each other's cockpit to look at "someone else's miracle." This time it was the same. Finding out the cause of their problem,
    our specialist asked to see their map of the electrical circuit for starting the engines. After climbing on it for half an hour,
    he found the source of the defect (the relay cut out in temperature). The engine started. The happy captain of the aircraft pulled out 300 bucks from his wallet and handed it to Anatoly Nikolaevich. He softly refused
    of this bonus, although it was his monthly salary at that time. Therefore, they do not understand us. And we are! With Russia, you won’t understand! Especially - butting with her is not necessary!
    A plus article. The problem is not simple.
  8. iouris
    iouris 17 January 2016 15: 50
    Strongly "straining" the level of knowledge of terminology related to reliability and maintenance.
    Repair should be understood as the overproduction of faulty objects from elements with operating time or service life. After such an overproduction of an object, as a rule, compliance with the performance level is subject to mandatory confirmation (in particular, to airworthiness standards).
    Refurbishment means interrupting the "operation" stage of the life cycle.
    Transferring an object from a malfunctioning state to a healthy state is maintenance that is performed as necessary.
    Defect is the term of the theory of quality. The object in the early stages of life cannot move from a healthy state to a malfunctioning one.
    For a facility that is in operation, the term "failure" ("failure") should be used. Accordingly, "fault detection" at the stage of the "operation" life cycle is not performed, but diagnostics is performed.
    Hence the question: what exactly does the author mean by "aircraft repair"? The question is only theoretical, since the text of the article indicates that the UAC provides "services", that is, it performs maintenance of facilities for the money that the customer pays.
    There are suspicions that foreign customers are shying away from purchasing Russian aircraft because aircraft manufacturers from the USA and Europe offer customers more interesting products, that is, not only "aircraft", but also a logistics system, support throughout the "life" of the facility, and not only during the warranty period. This is more effective than "selling" a counterfactual.
  9. OlegV
    OlegV 17 January 2016 15: 57
    yes-ah .... to us such hangars in due time, as in a photo .... it would be possible to serve till 60 years.
  10. olegfbi
    olegfbi 17 January 2016 16: 14
    I consider the conclusion of the aircraft repair system from direct subordination \ structure of the Ministry of Defense a CRIME !!!
    1. iouris
      iouris 17 January 2016 20: 01
      In the 1990-20000s, the ARZ of the former USSR Ministry of Defense and the plants of the former MAP of the USSR were idle. Today, ARZs are not needed. Repair and modernization can and should be done by manufacturers. But, most importantly, do not forget: there is no USSR, the economy of a nation-wide state has been privatized, and the Russian Defense Ministry is a state.
  11. dakty
    dakty 17 January 2016 23: 13
    The other day I asked a former colleague from ARZ (I no longer work there) how the situation with engines for 8rok is. He said that in terms of quantity and cost, nothing has changed. Only the terms have increased due to left-wing intermediaries: "although the Ukrainians know who they are selling to in the end, they also want to eat"