Misadventures of the aviation industry in a particular country
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Misadventures of the aviation industry in a particular country

Misadventures of the aviation industry in a particular country




Many people know, some even remember that there was a time when the aviation and the aviation industry in our country has been given the most attention. Allocated a lot of money, resources for the creation and development of new aircraft. And not only the military, the priority of which has always been necessary, but also civil and small aircraft. None, perhaps, in the direction of the aircraft does not remain unnoticed, thanks to the most famous school of engineering and design office.

Renowned design bureaus created planes and helicopters for various fields of activity. Particular attention was paid to the technique of so-called dual-use. For example, the main civil aircraft in the USSR have been developed on the basis of strategic bombers. This made it possible not only to significantly reduce R & D costs, but also to get a unified technology park.

Air plants in the short term could be reorientated to military production to civilian and back. In the production of general-purpose machinery, favored versatility of a particular type of aircraft that could be used in different areas of the economy, not only for military purposes.

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Flagship retired


Of course, this did not concern highly specialized military aircraft, fighter-interceptors, bombers, fighters, and so on. D. To a large extent it is applied to the transport planes and helicopters. Similarly, civilian aircraft, and helicopters could be used in a variety of military applications.

I think there is no need for this article to mention the fact that such a high-tech industries like aviation, giving a permanent incentive for the development of other sectors of the economy, even those that seem to have little to do with the development of aircraft. Suffice it to mention here a leap of Soviet industry gave up US aircraft B-29, and both had to "pull" many, many industries to the world level.

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Tu-4, an analogue of the American strategic bomber B.


Unfortunately, such an attitude to the country's leadership of the aviation industry, it seems, is in the past. It does not apply to domestic military aircraft, the need for which it is not necessary to prove and explain even the pro-Western Russian politicians and legislators.


Strange metamorphoses

But the newest history of civil aviation in our country rife with sharp turns, banked turns and jumps incomprehensible.

November 28 1991 Boris Yeltsin's decree, the Ministry of Civil Aviation was abolished and its functions transferred to the Ministry of Transport of the RSFSR.

It seems that this was the beginning of a long line of strange metamorphosis taking place with civil aircraft industry in Russia. As a result of the infusion of the former IAG, the Ministry of Transport, civil aviation has become engaged in the department of state policy in the field of civil aviation. That is, the civil aviation lost its exclusive position and advantages over other modes of transport, and has become one of the 13 Ministry of Transport departments.

The same fate befell another key ministries - the Ministry of Aviation Industry. Already in times past through a series of mergers and abolition of this ministry still it was revived for the third time, in March 8 1965 years. But, again, in the ill-fated 1991, the Ministry of Aviation Industry of the USSR was transferred to the Ministry of Industry of the RSFSR. That is also lost its exclusive position.


November 28 1991 Boris Yeltsin's decree, the Ministry of Aviation Industry was abolished and its functions transferred to the Ministry of Industry of the RSFSR.

Then, and by the Ministry of Industry began the endless renaming and other perturbations.

Now the question of the aviation industry is responsible for the Department of Aviation Industry in the Ministry of Industry and Trade of the Russian Federation.

What was the result: The Ministry of Civil Aviation - As a single authority in charge of all that was due to the very concepts of "civil aviation", passed the following stages of 'development': (in quotes because the development is very difficult to name, but rather a slow degradation and extinction).

  • MGA - 1964

  • Air Transport Department of the Ministry of Transport - 1991

  • Federal Aviation Service of Russia - 1996

  • The Federal Service of the Russian air transport - 1999

  • The State Service of Civil Aviation Ministry of Transport - 2000 (a structural unit of the Ministry of Transport of the Russian Federation)

  • Federal Air Transport Agency - 2004 (Federal Air Transport Agency, maintained by the Ministry of Transport)

The functions of the previous service (the State Service of Civil Aviation Ministry of Transport) were distributed among the Federal Air Transport Agency, Rostransnadzor and the Ministry of Transport of Russia. And if in the normal world practice habitually unite all stakeholders in a single unit in charge of which all relevant questions, here we have a completely opposite trend.

Now there is such a "picture" Rosaviation deals:

  • Organization of execution of federal target programs and federal targeted investment program;

  • Assist with social significance of public services established by federal legislation under indefinite number of people, including for the purpose of: the implementation of measures to ensure compliance with the organization of international and domestic flights; implementation of measures aimed at ensuring the security of transport infrastructure and vehicles from acts of unlawful interference;

  • The publication of individual legal acts on the basis and in pursuance of the Constitution, federal constitutional laws, federal laws, acts and orders of the President of the Russian Federation, the Russian Federation and the Russian Ministry of Transport.


Rostransnadzor provides:

functions of control and supervision (including) in the field of air transport (civil aviation).

Moreover, this supervision is carried out so that the circulars and decrees, orders and regulations, and may be the same for air and maritime and inland waterway (and urban electric, automotive, etc.). This did not take into account features of air transport and aircraft operation.

And there is another structure that deals with the GA are: Department of state policy in the field of civil aviation in the structure of the Ministry of Transport of the Russian Federation. The Department has the following sections:

  • Department of normative legal provision and development of the organization of civil aviation

  • Department of Air Communications

  • Division of flight standards

  • Department of technical standards and requirements

  • Department of air navigation

Manages all these great transport economy - Minister of Transport of the Russian Federation Mikhail Sokolov, Economist for basic education (Department of Economics LSU 1991 g).

This is something that concerns civil aviation in general, regulating and organizing it in our country.


The disease progresses

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As we know all the enterprises of the aviation industry, factories, design bureaus joined UAC (United Aircraft Corporation, it was set up in February 2006 years).

State (Federal Property Management Agency) belongs to 90,3% shares of the KLA, that is, the State has a decisive voice in solving all the major issues for the planning and production of domestic military and civil aircraft.

The chart below shows the dynamics of the release of civil aircraft in the USSR \ RSFSR \ RF since 1969 years. It is clearly seen a sharp drop in output in the early 90-ies and full release after the recession 1997 years. A slight increase in the release of civil aircraft, it becomes noticeable only 2009-2010gg. and the start of production at the expense of SSJ-100.

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As we can see, instead of supporting domestic producers of aviation technology, competent policy in the field of civil aviation, the Russian government supports and encourages the import of used aircraft Boeing and Airbus. They now constitute the main park of domestic carriers.

With the emergence of the KLA (recall the beginning of 2006) jump on the aircraft release also did not happen for the GA. Of course, the planes are not created in one day, but then KLA was not created from scratch! The majority of Russian aircraft at the time of Bureau associations were operating time for new technology or upgrading the existing deep.

But the aviation industry there are strange and not very coherent projects. Powerful lobbied the government draft a purely military corporation "Sukhoi" aircraft SSJ-100, instead almost entirely domestic Tu-334. Even the Ukrainian engine producing for him A-436, created with the participation of Russian developers. This lobbying was not difficult to foresee, given that the KLA has long led the former Sukhoi Pogosyan, General Director MA, which remained at the same time Chairman of the Board of Directors of JSC "Sukhoi".

SSJ100 plane is definitely good in your niche, but even with a stretch be called domestic aircraft development, just look at the picture.

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Look closely at the picture, all the major aircraft systems, foreign development. From domestic product remained only "iron": the center section, the wings, fuselage, but the pylons.

Can long list of "strangeness" taking place in the domestic aviation industry, starting with the abolition of the Ministry of Aviation Industry. It can be a long time to give examples of outright sabotage in the industry production of our civil aircraft, an open lobbying of Foreign Armed Forces, on the abolition of duties on their importation into the Russian Federation, on receiving "kickbacks", it is better to give some figures.

On the purchase of Boeing and Airbus aircraft by domestic airlines spent about 45 billion dollars, plus the planned contracts even 30 billion.

So, in the sun category over 250 seats on actually spent money to purchase 70 «Boeing» and 20 Airbus (about $ 9 billion..) It would be possible to build a modernized IL-148 96. 30 billion dollars expended for the purchase of these machines almost 350 consortia allowed to be added to the domestic fleet of aircraft Tu 450-204 / 214. In the category of 75-150 places about five billion dollars was spent on the purchase of "Bombardier», ATR-42 and other foreign aircraft, rather than to build more than a hundred-148 An, An-140 and IL-114.

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And another quote from an article by Peter Zakharov in Military-Industrial Courier "Flights and kickbacks":

The idea of ​​belittling the advantages of domestic aviation equipment produced in wide cooperation, while working a whole staff of lured experts, sowing in the public mind the inferiority complex of the brand "Made in Russia." But are not we the best in the world wide-body airliner Il-96, which is part of the presidential air force? Did not Tupolev, a decade and a half ago, certify Tu-334-100, created in accordance with the presidential program "Development of Civil Aviation Equipment in Russia before 2000"? Does not there exist a regional An-148, beloved by passengers and pilots adapted to highly imperfect domestic airfields, regularly carrying out missions of the Ministry of Emergency Situations and other special departments? Is it impossible to put on the wing other types and sizes of cars - Tu-204 / 214, IL-114, AN-140 (the latter is indispensable for transportation in the Far North and southern temperature extremes)? Or is the country deprived of the potential and reserve for the production of the entire line of new helicopters (from light type Ansat to world record-holders for carrying capacity) and remotorization on the advanced technological basis of Mi-8 / 17 / 171?

As they say, no comment. And I would like to finish his review in a joyful colors, but have not yet obtained.

Recovery process of the sovereignty of the country requires urgent eradication of bureaucratic inertia and pure sabotage of the aircraft industry. Russian aviation authorities - now it is possible to speak with confidence - not interested in the development of domestic aircraft and engine construction. They are more profitable to deal with the Western "partners". The cynicism in relation to its own aircraft industry complex is not limited to the provision of explicit and implicit preferences to foreign manufacturers, while ignoring their own developments of engineering firms and schools.

And here I fully agree with the author of the article published in the "MIC" by Peter Zakharov. On the face of systematic and methodical destruction of Russian civil aircraft construction.


overview Avia.pro prepared Valery Smirnov.

and wheel wonder who made

They love money and not their own people and their planes. It seems biorobots or something treated as aphids ...

And I think that we are so slow down, our TU-204,214,334, 140-AN, IL-114. Here traitors received kickbacks and braked our aviation and aircraft industry. The trouble.

It is capitalism, gentlemen. The country with corrupt bureaucrats-die, with normal rukovodstvom- thriving. Natural selection.

This is not a natural selection of people than what was treated as aphids ...

It is necessary to make the engine thrust to 50ts and slightly lengthened fuselage IL-96.

An article in the style of writings for the sake of scribbling ...
To complete the picture lacks the beautiful stories about that-334

For the revival of aircraft needed Stalin.