The total volume of product sales in the industry in 2016 amounted to 902.6 billion rubles. The total volume of production of aviation industry enterprises (according to current data) compared to the level of 2015 amounted to 109.0%, the volume of production of civilian products - 121.2%.

Labor productivity in 2016 increased and amounted to the level of 2015 by 115.5% or 3,625 thousand rubles per employee per year. The average salary increased and amounted to 111.8% or 46,245 rubles compared to the level of 2015, including in scientific and experimental design organizations - 56,488 rubles, at serial enterprises - 42,624 rubles. The number of employees in the industry has grown and amounted to the level of 2015 100.7% - 414.2 thousand people.

In 2016, 137 state and civil aircraft were delivered to customers, including 11 civil aircraft for the foreign market SSJ-100, for the domestic market - 18 aircraftSSJ-100, Il-96 - 1 aircraft, total - 30 aircraft. In 2015, 27 aircraft were delivered.

It should be noted that a significant increase in the production of civil aircraft, as provided for by the State Program "Development of the aviation industry for 2013-2025", was not achieved.

In 2016, 190 state and civil helicopters were produced, 1255 aircraft engines were manufactured.

The number of civil aircraft produced in 2008-2016.

On June 8, a new Russian medium-haul aircraft MS-21-300 was rolled out in Irkutsk. Flight tests of the aircraft are expected to begin soon.

November 2016 the second stage of flight tests began at the Il-76LL flying laboratory of the new Russian turbofan engine PD-14 (a family of promising civil turbofan bypass engines with a thrust of 9-18 tons). On December 1, the aircraft took off with a prototype of the PD-14 engine No. 100-07, developed by JSC UEC-Aviadvigatel, operating at maximum mode. During 2016, three new engines were assembled at Perm Motors under conditions of mass production, two bulkheads were carried out. Unit enterprises continue to develop and master the production of systems for the PD-14 engine.

Sukhoi Civil Aircraft has completed the development of a preliminary design (Gate 3) of an extended version of the Superjet - SSJ 100SV, designed for 120 passengers. In 2017, at the Le Bourget air show and at MAKS-2017, the company will be ready to present the aircraft to potential buyers.

As of December 30, 2016 (since the start of the project), 250 serial SaM146 engines have been shipped from PJSC Saturn to JSC GSS and PowerJet. Reliability of departure on schedule (for the engine) - 99.92% reliability of departure on schedule (in general for the power plant) - 99.88%.

In 2016, two types of training aircraft were sent for testing at once: SR-10 and Yak-152.

In 2016, a decision was made to finance work to resume production turboprop aircraft local air lines Il-114-300 and wide-body long-haul Il-96-400M.

At the end of the year, the press service of the AK them. S.V. Ilyushina announced the completion of factory flight tests of the first experimental modernized heavy military transport aircraft Il-76MD-M. According to the program of preliminary (factory) tests, 17 flights were performed on the aircraft. In 2017, the aircraft is planned to be presented for state joint tests.

On December 14, the second stage of factory testing of the first prototype of the Il-76MD-90A heavy military transport aircraft (serial number 0102) began in Ulyanovsk. The flight and navigation complex was modernized on the aircraft, an airborne defense complex and a new generation airborne communications complex were installed.

In Voronezh, at the VASO plant, intensive work was underway to assemble the first flight prototype of the Il-112V light military transport aircraft. In 2017, it is expected to roll out and first flight.

Work is underway on With development of the TV7-117 family of engines for the power plant of the Il-112V light military transport aircraft (TV7-117ST engine) and the power plant of the Mi-38 helicopter and its modifications (TV7-117V engine) installation and propeller, the power plant (TV7-117ST) was mounted on the bench, the bench equipment was adjusted and the planned test program was completed. At the beginning of 2017, TV7-117ST engines were delivered to Voronezh for installation on the first Il-112V.

On May 30, the roll-out of the first serial Be-200ChS aircraft took place in Taganrog. Previously, these aircraft were assembled at the facilities of the Irkutsk Aviation Production Association. In 2008, it was decided to transfer the production of aircraft of this type to Taganrog. The Be-200ChS has proven itself in the course of firefighting and rescue operations, including abroad - in Greece, Portugal, France. The aircraft has passed the European certification procedure, it is planned to be certified in the United States.

Work continues on the creation of the AWACS aircraft A-100. The aircraft is at the stage of development work, the first flight of the A-100 will be made in 2017. The standard aircraft for the A-100 flying radar will be the transport Il-76MD-90A, the production of which has been established at the Aviastar-SP plant in Ulyanovsk.

During the year, work continued to re-equip the formations and units of the VKS with modern models. military equipment. During the year, more than 350 units of weapons, military and special equipment were delivered. Among them are Su-35S, Su-30SM, Su-34 aircraft, Ka-52, Mi-28N, Mi-26T, Mi-35M, Mi-8AMTSh helicopters, S-400 anti-aircraft missile systems, anti-aircraft missile and gun systems "Pantsir-S", various radar stations of the radio engineering troops. Long-range aviation formations received two upgraded Tu-160 missile carriers and two Tu-95MS missile carriers.

Serial assembly of NK-32-02 engines has begun at Kuznetsov PJSC. The first flight of the experimental upgraded Tu-160M2 is scheduled for the end of 2018.

In 2016, the design of a promising turbofan engine with a thrust of 35 tons - PD-35 began. The start of flight tests at the flying laboratory is scheduled for 2020. It is planned to create the next generation of high-thrust engines from 20 to 50 tons for wide-body long-haul aircraft. The project is estimated at 180 billion rubles for 10 years, the serial production of new domestic aircraft engines should begin by 2026. First of all, the PD-35 is planned to be installed on a promising Russian-Chinese long-haul wide-body passenger aircraft.

The development of a promising engine of a new (5+) generation for the PAK FA of the 2nd stage of creation continues in order to improve the flight performance of the complex, as well as for new and modernized front-line and army aviation, including unmanned aircraft. In 2016, working design documentation and operational documentation were developed, product mock-ups were made, prototypes of the product were made for autonomous testing, gas generator and engine demonstrators were made, and tests were carried out.

During 2016, more than 60 new helicopters, including Ka-52 Alligator, Mi-28N Night Hunter, Mi-35, Mi-8AMTSh Terminator, Mi-26, Ansat-U, arrived from manufacturing plants in parts of the army aviation. In October 2016, during the tests of the “high-speed helicopter technology demonstrator” (PSV) based on the Mi-24, a speed of 405 km / h was reached. The maximum speed of Mi-28N and Mi-35 is about 300 km/h.

In 2016, 60 VK-2500 engines were manufactured from domestic components, and 96 units are planned for 2017.

In aircraft engine-building design bureaus and serial plants and at aggregate-building enterprises, work was also carried out to create new and modernize existing equipment:

• creation of an engine for the remotorization of Mi-26 (PD-12V) helicopters,
• work on the project of creating a family of advanced engines for medium and high-speed helicopters (MPH) was continued, the appearance of units and elements of MPE systems was developed, and the design of parts, units and elements of engine units was developed.

The Ministry of Industry and Trade in 2016 made changes to the state aviation development program for 2013-2025. In 2016, 55.5 billion rubles were provided for the implementation of the program, however, taking into account the changes made, the amount of funding decreased by 1.8 billion rubles.

The Aviation Industry Department of the Ministry of Industry and Trade of Russia has developed and submitted for wide discussion a draft Strategy for the Development of the Aviation Industry until 2030. The need to develop a new document is due, first of all, to the fact that since the adoption of the previous Strategy of the aviation industry, large-scale changes have taken place, both in Russia and in the world.

The industry within which research, development in the scientific field, construction and testing of prototypes, serial production of aircraft and their components (engines, on-board systems, equipment) is carried out - all this is the aviation industry.

The scientific, technical and production potential of the aircraft industry creates an opportunity for the development of many related industries, for example, electrical, radio engineering, metallurgical, thereby forming the prerequisites for the country's economic recovery. The aviation industry is of great general economic, scientific and defense importance for developed countries, and allows the development of a wide range of civil and military products.

Strategic industry

The possibility of creating high-tech and competitive aviation equipment is evidence of the economic and technical development of the state and a high resource potential. Aviation industry includes a number of large research and production enterprises.

Aviation industry in the USSR

In the Soviet Union, the emergence of the aviation industry as a large industry began in the 1920s, after the Decree of the Soviet government on the nationalization of aircraft factories. At that time, the aviation industry of the USSR consisted of 15 relatively small aircraft factories, which employed about 10 thousand workers, and one aerohydrodynamic institute. The Soviet aviation industry achieved tremendous growth in the period 1939-1945. The further development of the industry has made it one of the most concentrated industries Soviet Union and later in Russia.

Modern aircraft industry in Russia

The aviation industry of Russia occupies one of the leading places in the world in terms of the number of aircraft produced for the civil and military sectors. In terms of the volume of production and sale of equipment and components, the value of funds of enterprises, the aircraft industry occupies a leading position among the defense industries. This is one of the most high-tech industries with a huge number of highly qualified personnel involved.

The Russian aviation industry includes more than 20 large specialized enterprises of mass production, four large enterprises of pilot and experimental aircraft building, aircraft repair plants, plants for the production of units and engine building. One of the largest and most dynamically developing enterprises in the industry are the Irkutsk Aviation Plant (IAP) and the Nizhny Novgorod Sokol Plant.

Irkutsk plant

In 1934, the world-famous Soviet, and now Russian aircraft factory began its history. Irkutsk has become the birthplace of one of the leading aircraft manufacturing plants, which is rightfully recognized as one of the most intensively developing enterprises in the aircraft manufacturing industry. This is one of the most knowledge-intensive and high-tech structures in Russia. The Irkutsk Aircraft Plant is part of Irkut Corporation OJSC, one of the leading aircraft manufacturing companies in the world, which has been awarded the title of “Best Exporter of Russia” for three years in a row (from 2008 to 2010). Products manufactured by the Irkutsk Aviation Plant for civil and military aviation is supplied to 37 countries of the world: China, Egypt, India, Vietnam, etc.

The aircraft factory (Irkutsk) implements a full range of works for the production of aviation equipment. Performs aircraft design, construction and testing, as well as after-sales services. Over the years of the enterprise's existence, more than 6,700 different aircraft have been produced. The plant has mastered the production of models developed by the leading design bureaus of the USSR and Russia.

At the moment, the Irkutsk Aviation Plant produces the following aircraft: Su-30, Yak-130, MS-21, Yak-152. All of them are in great demand. Over the past years, the Irkutsk Aviation Plant has been demonstrating an increase in output and sales of products, as well as their profitability. The aircraft factory is actively personnel policy, which provides for the training and retraining of all specialties - from workers to engineers and managers. The expanding portfolio of orders of the Irkut management corporation allows us to make plans for the development of the enterprise in the long term.

Nizhny Novgorod Aviation Plant "Sokol"

Aircraft manufacturing company "Sokol", located in Nizhny Novgorod, is rightfully considered one of the most significant in the Russian aviation industry. The plant was built in 1932 and was to become a significant enterprise among those existing in the USSR and one of the largest in the world. Initially, it was supposed to produce single-seat fighters I-3, reconnaissance R-5 and passenger aircraft K-5, with a total volume of 2000 units in peacetime.

In 1940, a design bureau was organized at the plant under the leadership of the famous designer Semyon Alekseevich Lavochkin. The bureau developed, introduced into production and further improved such famous aircraft: LaGG-3, La-5, La-5FN, La-7. During the war, 17,691 such aircraft were delivered to the front, that is, every fourth fighter.

Since 1949, the Nizhny Novgorod Aviation Plant Sokol began cooperation with the design bureau No. 155 under the leadership of A. I. Mikoyan. The joint activity turned out to be quite successful, and the plant became the main manufacturer of MiGs, which it still is today. Since 1992, NAZ Sokol has produced about 13,500 MiG aircraft, many of which are intended for export deliveries to more than thirty countries of the world. The main products of the Sokol aircraft plant are MiG-29, MiG-31, MiG-35 aircraft.

Produced aviation equipment

Modern aircraft and helicopters produced by the Russian aviation industry are high-class equipment, the result of the labors of employees of many enterprises. The firms "Dry", "Beriev", "Kamov", "Tupolev", "Ilyushin", "Mil" are widely known in the world. The list of manufactured aviation equipment includes passenger aircraft, helicopters for various purposes, and military vessels. Among the products of the Russian aircraft industry, known in the world, the following equipment can be noted. The latest passenger aircraft:

• Sukhoi Superjet 100 is a modern short-haul aircraft (KnAAPO named after Yu. A. Gagarin, Komsomolsk-on-Amur).
• "Irkut-21", a new generation mainline liner. Serial production of the model is planned for 2017 (Irkutsk Aviation Plant).

• IL-96 - a passenger aircraft for medium and large airlines (Voronezh Aircraft Building Society).
• Tu-204/214 is a passenger aircraft for medium-haul airways (Aviation enterprises of Kazan and Ulyanovsk).

Military aircraft: Su-27, Su-30, Su-33, the latest Su-35, new generation fighter T-50, MiG-29, MiG-31, MiG-35, Su-34.

Transport aircraft Il-76 and Be-200 "Amphibian" (Taganrog Aviation Enterprise named after G. M. Beriev).

Helicopters Ka, Mi, "Ansant" (Kazan Helicopter Plant).

Factors of competitiveness

The modern aviation industry of the Russian Federation is capable of producing high-quality and reliable aviation products with numerous competitive advantages. Until recently, this concerned mainly military equipment. So, in 2011, only 20 civil aircraft were produced, despite the fact that 50 foreign-made units were purchased to replenish the fleet of domestic companies. This testified to the lack of competitiveness of Russian civil aircraft.

The main factors by which domestic civil aircraft were inferior to foreign counterparts:

• Technical excellence.
• Operating costs.
• Aircraft annual flight.
• Cost and price.

Aviation Industry Development Trends

AT last years in the aviation industry, with state support, a large-scale amount of work was carried out to improve the level of research, design, production, and operation various kinds civil and military aircraft. The latest research and production, experimental testing and computing bases were created. The latest models of Russian aircraft are not inferior to foreign ones, and sometimes even surpass them in many factors.

At the end of November, the Ministry of Industry and Trade of the Russian Federation published a draft aviation industry development strategy for the period up to 2030. The previous strategy, adopted ten years ago, covered the period up to 2015. Some of the tasks set were successfully completed, but some goals were not approached.

The new version of the document analyzes achievements and failures in the development of the domestic aviation industry, as well as their causes, including objective ones (“protracted economic downturn and market volatility”). According to the strategy of the aviation industry - 2030, the domestic aviation industry will continue to solve previously started tasks, adjusting its activities taking into account new challenges.

Need for transformation

“The current industry model requires transformation,” the authors of the document argue. domestic market ( taking into account the upcoming reduction in the state defense order, this also applies to military aviation - profiok.com) not so large as to ensure the loading of enterprises and serialization, and hence the profitability of production. In other words, it is impossible to focus only on the domestic market: it is necessary to integrate into the international division of labor. The authors of the strategy propose to consider the domestic market only as an “anchor” and direct efforts towards the development of foreign markets.

Thus, it is necessary to develop a system of domestic suppliers, and these suppliers should be focused on the “market customer” and work not only for the aviation industry, but also for related industries. Approximately half of the products of foreign suppliers of components are used on various aviation platforms, while Russian components, as a rule, are already sold as part of the final product, that is, together with finished aircraft and helicopters. The Ministry of Industry and Trade sets the task for suppliers to "diversify exports across markets."

One of the reasons for the underdeveloped supplier system is the current model under which integrated structures operate - as the strategy says, they are "oversized and underproductive", have low operational efficiency and labor productivity. In fact, the integration was carried out along the value chain, that is, the holdings include enterprises of all stages of production. First, it prevents integrated structures from focusing on what they were created for: R&D, service, assembly, and sales. Secondly, since component suppliers are part of holdings, no system of suppliers is created in principle - there is neither competition nor orientation towards a possible replacement.

The Ministry of Industry and Trade offers aviation holdings to follow the example of foreign competitors, who have long been engaged only in final assembly, and have outsourced lower redistribution of production.

From now on, integrated structures, in addition to the development of the supplier system, are invited to focus on R&D, integration, sales and subsequent service maintenance, that is, on “core competencies”. This, by the way, means that the state will need to ensure the mobility of labor resources and the possibility of flowing from region to region or from one industry to another, related, as needed.

All participants in the aviation industry will have to concentrate their efforts on globally competitive export-oriented projects. The state intends to support aviation enterprises: for example, a stable demand for military and special-purpose aircraft will be supported through the mechanisms of the State Defense Order, and the market for civilian military vessels - by stimulating airlines to purchase Russian aircraft. ( Just the other day, the government allocated 5 billion rubles from the current year budget to the Ministry of Transport for the purchase of Sukhoi Superjet 100 and L-410 – profiok.com).

It's no secret that the possibilities of the federal budget are currently small. Therefore, only “export-oriented projects that are at a high stage of readiness” will be financed from the state pocket (we are talking about civilian and dual-use equipment).

Finally, it is planned to actively involve in the domestic aircraft industry private business: integrated structures and their subsidiaries will be partially privatized. The authors of the strategy promise that the privatization will take place “in a balanced, gradual and systematic way,” including “due to a buyout scheme by the current management.”

In the field of scientific and technical developments, transformations have also been outlined. From now on, only priority areas of research will be financed from the budget, which will be managed by the NRC “Institute named after A.I. N. E. Zhukovsky. It is planned to stimulate industrial organizations to participate in basic and applied research at all stages life cycle aviation technology. To commercialize the obtained technological solutions, it is planned to attract private venture funds, including those deployed on the basis of the Skolkovo innovation center.

Elimination of personnel shortage

Now about 350 thousand people work at the enterprises of the aviation industry, another 65 thousand - in scientific organizations and KB. The country's universities annually graduate about four thousand specialists trained in the specialty "Aviation and space technology". However, the industry is experiencing serious staffing problems. There is no built-in system for transferring accumulated knowledge to young employees; there are not enough engineers, technologists, and designers. In addition, aviation enterprises and design bureaus recently faced the need to focus on market requirements. It is not only about marketing, although this is a necessary tool, but also about logistics, about after-sales service, about the possibility design work- for example, on the organization of developments for a specific market value of the project. Most specialists working in the aviation industry do not have experience in accordance with international standards, skills in supply chain management, quality management, intellectual property management. Not everyone is oriented international law Moreover, not everyone knows foreign languages.

The strategy notes that it is possible to talk about international competition only if the “full set of competencies” is restored. To this end, it is proposed to adjust the curricula in universities and technical schools accordingly, provide the necessary material base, improve the qualifications of teachers, continue developing targeted training programs, specialized and basic departments. It is also planned to organize an exchange of experience with foreign universities and manufacturers of equipment in the field of training.

In addition, the strategy provides for attracting and retaining new personnel in the industry by improving social conditions, creating competitive working conditions, increasing the level of development of regions through the implementation of relevant programs.

Dream in numbers

The application of the Ministry of Industry and Trade sounds impressive and ambitious. The department’s experts argue that if the strategy is implemented, then by 2030 we will have “an economically sustainable, globally competitive industry, built into the world market and the international division of labor, and also capable of providing the entire scientific and production chain for the needs state aviation».

The revenue of aviation industry organizations by 2030, according to the Ministry of Industry and Trade, should amount to 2.6 trillion rubles, that is, the industry should grow annually by 8-9% until 2025, then until 2030 by 5-6% per year. It is also planned to increase labor productivity in comparison with 2014 "more than four times" and to ensure a 40% share of exports in the total volume of industry products.

It sounds fascinating - however, the Ministry of Industry and Trade immediately makes a reservation: there are risks, and there are many of them. First, there is the risk of a federal budget deficit; a number of state programs, the implementation of which the Ministry of Industry and Trade is counting on, will not receive funding. Secondly, it is possible to maintain sanctions against the Russian Federation, which will at least limit the availability of many markets. Thirdly, the experts of the Ministry of Industry and Trade fear that integrated structures will have low involvement in the implementation of the strategy provisions, for which it is proposed to synchronize the strategies of corporations with the strategies for the development of the industry ( how else? – profiok.com). Finally, the Ministry of Industry and Trade notes the risk of "lack of coordinated actions of the federal executive authorities."

25 Oct 2016 07:03 In October 2016, the authoritative and influential public organization- International Association of Airline Executives (MARAP). Timed to coincide with this date, on October 6-7, 2016, a representative event was held in Sevastopol, where topical problems of the domestic aviation industry were discussed (detailed information on page 12).

The significance of the meeting held in Sevastopol is evidenced by the fact that the head of the Federal Agency air transport(Rosaviatsiya) Alexander Neradko, Chairman of the Public Council at Rosaviatsia Petr Deinekin, member of the Public Chamber of Russia, Vice-President of the Union of Transport Workers of Russia Evgeny Kazantsev and other authoritative leaders and specialists.

The meetings of this representative forum were chaired by the Director General of MARAP, Honored Worker of Transport of the Russian Federation Robert Suleimanov, who is one of the main initiators of the creation of MARAP and other authoritative public aviation organizations. The representation of the participants was very wide: from Kamchatka and Far East to the western borders of Russia. But, unfortunately, there were no developers and manufacturers of domestic aircraft. Although, it would seem, where else is it better to convince the operators that the civil aviation industry in Russia is still alive. Representatives of the Department did not consider it possible to meet with the aviation community public policy in the area of civil aviation Ministry of Transport of Russia, although aviators especially wanted to see them to ask questions about their activities in the interests of the industry.

But the head of the Federal Air Transport Agency, Alexander Neradko, not only took part in the meeting, but also made an interesting report, in which he spoke, in particular, about the main decisions taken at the 39th ICAO Assembly held in Montreal, in which he participated. The head of the Federal Air Transport Agency noted that, despite the difficult geopolitical situation, Russia's authority in the global aviation community is still high, as evidenced by the fact that once again at the ICAO Assembly the Russian Federation was elected to the ICAO Council in the first group of states (145 votes out of 170 voters, up from the 138 received by Russia at the previous 38th ICAO Assembly).

Serious discussions, as Alexander Neradko said, took place in Montreal on topical issues of international civil aviation. The Russian delegation spoke on the introduction of market mechanisms to reduce carbon dioxide emissions into the atmosphere. It is inadmissible to practically compete with developing countries under the slogans of fighting for the environment.

The Russian delegation also supported the idea of ​​creating a web-based repository of information on dangerous areas for flights, which arose in 2014 after the crash of the Malaysian Airlines plane. The system being developed by ICAO will allow organizing the storage of information on conflict zones, as well as the exchange and risk analysis of data on flights over conflict zones.

The head of the Federal Air Transport Agency paid special attention to the changes in the aircraft type certification system in Russia in connection with the well-known Decree of the Government of the Russian Federation. During the work of the Assembly, meetings were held with delegations from a number of foreign states and aviation administrations, at which the changes that had taken place in Russia in this area were explained. In order to conduct a qualitative examination, declared for certification of a type design, the FBU "Aviation Register" has been created and is functioning. Russian Federation", organizational issues in the field of certification are being resolved. In particular, the FSBI NRC "Institute named after NOT. Zhukovsky" and its member institutions. International agreements have been prepared with EASA, China and other countries on the mutual recognition of aircraft airworthiness approval systems.

At present, the draft resolution of the Government of the Russian Federation on the transfer of powers to approve developers and manufacturers of aviation equipment from the Ministry of Industry and Trade of the Russian Federation to the Federal Air Transport Agency has been approved by all and is in the Government. The Federal Air Transport Agency has already issued type certificates for Mi-38 and Mi-171 helicopters, and applications for certification of MS-21 and Ansat-U have been received.
Alexander Neradko emphasized that in order to engage in maintenance aviation equipment, industrial enterprises must obtain the approval of the Federal Air Transport Agency.

Pyotr Deinekin, Chairman of the Public Council under the Federal Air Transport Agency, Hero of Russia, Honored Military Pilot of the Russian Federation, made a report "The Air Fleet is Russia's Strength". He noted the importance and necessity of uniting military and civil aviation, especially stressed that the presence in Russian civil aviation of domestic, in the full sense of the word, aircraft and well-trained Russian pilots is not just a market issue, but the requirements of Russia's state security. And no market relations here should affect these important issues.

A well-known scientist, Dr. economic sciences, professor, director Science Center GosNII GA Alexander Fridland. Over the past two years, passenger traffic in Russia has decreased by 17%, on international lines - by 40%. As a result of the devaluation of the national currency by more than 2 times, today the most expensive item of expenditure in air transport is no longer aviation fuel (a decrease of up to 23% of total costs), but the rental and leasing of aircraft (an increase of up to 25.5%).

I would like to dwell on this in more detail. The operation of foreign-made aircraft in Russia has become unprofitable, since tickets are sold for rubles, and their cost cannot exceed the solvency of the population, otherwise it will not be able to use air transport services at all. At the same time, it is necessary to pay airlines for renting or leasing aircraft in foreign currency. It would seem that here it is, the chance of the domestic aviation industry to squeeze foreign-made aircraft from the Russian market, as well as from the airlines of those states that also experience a serious depreciation of the national currency. By the way, in the air transportation markets in countries with a fairly stable national currency, Russian aircraft at a lower price and approximately the same quality as Western aircraft would have good demand and be competitive. However, the proposal of the author of this article to purchase or lease the Russian regional aircraft SSJ-100 was taken with doubt by representatives of the airlines, saying that its cost and lease payments are no more attractive than those of foreign aircraft. In their opinion, the SSJ-100 cannot be a full alternative to foreign-made aircraft with the number of imported components that are installed on it.

In connection with the above, a number of significant questions arise. Is it correct to consider an aircraft as domestic if its cost is dominated by foreign-made components, and at the same time, most of the proceeds from the sale of the aircraft smoothly flow abroad to feed the aviation industry of other countries and create new jobs for them at the expense of Russians? Are there any real successes in import substitution in the production of domestic civil aircraft? And was the Strategy for the Development of the Aviation Industry of the Russian Federation for 2006-2015 chosen correctly, aimed at an ambitious conquest of the world market for sales of civil aircraft, and, at the same time, catastrophically losing the Russian market from year to year without any success in the world?

In 2015, according to the Government of the Russian Federation, 25 civil aircraft were produced in Russia. At the same time, only four major civil aircraft manufacturers - Boeing, Airbus, Bombardier and Embraer - delivered 1,903 aircraft to customers in 2015. Our share was just over 1%. At the same time, by implementing the mentioned Strategy, we completely lost the Russian market for sales of civil aircraft. In this regard, it seems to me that it is necessary to radically revise the Strategy for the Development of the Domestic Civil Aircraft Industry for 2016-2025, with the main emphasis on returning to our country, at least, the domestic market for sales of civil aircraft. One should not completely miss the domestic market for the sake of ambitious dreams of a world market. In my opinion, the National Research Center "Institute named after N.E. Zhukovsky" and its research institutes, together with other research institutes of the aviation industry and the State Research Institute of Civil Aviation, and not some incompetent structures that do not have relation to aviation in general and to the aircraft industry in particular. Do not forget that the presence of domestic aircraft in Russian civil aviation is not only a market issue, but also, no less important, the conditions of the country's state security. So it's time for us to return to domestic developments not only in state aviation, but also in civil aviation. For this, we need a competent strategy for the development of the aviation industry, fully linked to the tasks of state aviation.

The reports of the Chairman of the Board of NP "Safety Flights" Sergey Baynetov and the author of this article were devoted to the actual topic of the implementation of flight safety management systems.

Sergey Baynetov shared his experience in creating a Flight Safety Management System in Aerospace Forces aviation, focusing on the need, in addition to developing common system to give priority to the management of the safety of each specific flight.

The author of this article spoke about the features of creating safety management systems for aviation activities of developers and aircraft manufacturers. He noted that if the provisions of Appendix 1 - 18 to the Chicago Convention are, in fact, standards that clearly spell out what and how participants in international civil aviation must perform, then Appendix 19 is a guide to action requiring an analysis of all the risks associated with aviation activities of all participants in the air transport system to achieve an acceptable level of flight safety, and, if necessary, amend ICAO standards and recommended practices. The differences between the Quality Management System, aimed at meeting quality standards in the production of an aircraft, the Airworthiness Maintenance System of aircraft, aimed at compliance with airworthiness norms (standards) and the Aviation Safety Management System, based on risk management for the developers themselves and aircraft manufacturers as a result of their aviation activities in the development, production and sale of aviation equipment to airlines. The author of the report presented a typical structural diagram of the organization-developer, which will allow implementing the Security Management System required by ICAO. Based on the risk analysis for aircraft flight safety, the role of the correct choice of expected operating conditions and the certification basis for the flight safety management of aircraft developers was shown. This topic has been covered in detail by the author for a number of years in the AviaSoyuz magazine.

In conclusion, I would like to emphasize that the correct choice of the goal of the domestic aircraft industry in the development of civil aircraft plays key role in achieving success in the global and domestic markets. As shown real results, goals and strategy for achieving them for the Russian aviation industry over the past period, although they looked outwardly beautiful and ambitious, they turned out to be ineffective. Having failed to win a worthy place in the global civil aircraft sales market, we have almost completely lost and continue to lose our domestic market. The Strategy for the development of the aviation industry of the Russian Federation for the period up to 2030, proposed at the Third Congress of Aircraft Manufacturers, which, in my opinion, repeats all the mistakes of the previous one, will most likely lead to an even sadder result. Thus, it may be worthwhile to significantly refine it, taking into account the experience gained and with the active participation of competent representatives of the aviation community, in order to prevent strategic miscalculations once again.

President Medvedev on Friday drew attention to the poor state of the domestic civil aircraft industry. In 2010, only seven domestic aircraft were produced - "this is a very sad figure." The aviation infrastructure is also not in order: since the 2000s, the number of airfields has decreased by 40%. The President demanded radical changes in the aviation sector, which is one of the priorities in the modernization of the economy.

For this, Medvedev promised to allocate more than 5 trillion rubles by 2020, which is "ten times more than in the previous decade." “The industry fell into decline not now, but 15 years ago, after the collapse of the USSR. Medvedev didn’t notice this before?” - Evgeny Shago, an expert from Ingosstrakh Investments, is surprised at the current activity of the state.

Who is guilty

The aviation industry declined with the collapse of the Soviet Union, agrees Infomost expert Boris Rybak. And the reasons for this are not fully understood, he says. One of the likely reasons for the decline of the domestic civil aviation industry is that with the collapse of the USSR, centralized control over the industry was lost. “About 350 enterprises in the aviation industry were corporatized and partially privatized and independently entered the “wild” market,” says Boris Rybak. “The Ministry of Aviation Industry was unable to keep control in its hands and disappeared.”

The consequences of the loss of control were that during the first decade after the collapse of the USSR, the civil aviation industry was frozen: aviation science did not develop, technological and production bases were not modernized, companies tried to survive by producing Soviet-designed equipment, that is, equipment of the previous generation, the expert says.

“If military aircraft were somehow sold, then the demand for civilian aircraft fell rather quickly. Low purchasing power led to a sharp drop in passenger traffic, and companies experienced excess capacity. They had no incentive to buy new planes,” says Rybak. All this led to a sharp drop in aircraft production and its degradation, the expert concludes.

In Soviet times, air travel was available to almost everyone. Suffice it to recall that in 1990 Aeroflot carried 138 million people, and in 2000 all Russian airlines– only 14 million passengers. However, the passenger traffic is gradually increasing: in 2010, almost 57 million people were transported.

In the 2000s, another process began that finally hammered the nail into the coffin of the civil aviation industry: fuel prices skyrocketed, Rybak says. Soviet-era Russian aircraft burned too much fuel and became uneconomical to operate, and as a result, Russian airlines switched to more cost-effective Western technology. “Even prohibitive import duties on the purchase of foreign aircraft have proven to be ineffective,” says Rybak.

Yevgeny Shago notes that Aeroflot began to buy foreign equipment in the early 90s, when the issue of saving was not yet raised, since fuel cost a penny. “Why Aeroflot started buying foreign planes even then is not clear. This is a question already from the field of politics,” the expert believes.

One of the interlocutors of the VZGLYAD newspaper from the aviation industry believes that main reason The fact that the Russian aircraft industry has gone into oblivion lies in corruption, in the fact that Russian officials acted in the interests of the world's largest aircraft manufacturers.

Now Russian airlines mostly fly on foreign liners, continuing to replenish their fleets with them. Thus, according to the report of the State Research Institute of Civil Aviation (GosNII GA), in 2010 the share of Western aircraft in the volume of deliveries of passenger liners approached 90%. In 2009, the fleet of Russian companies received 129 passenger liners, of which only 9 are Russian-made, 116 are Western. For ten months of 2010, out of 80 aircraft delivered, 68 were foreign-made.

Napoleonic ambitions

Meanwhile, in the 2000s, the state began to slowly pay attention to the civil aviation industry. In particular, it tried to regain centralized control over the industry by merging aviation assets into the UAC, introduced prohibitive duties on the import of foreign aircraft and invested in the creation of the first civil aircraft since the times of the USSR - Sukhoi SuperJet-100. The cost of the project is estimated at $1.4 billion. Another 2.6 billion rubles the state intends to invest in the development of a new 130-seat SuperJet. This aircraft is at the beginning of its life cycle: the airlines have yet to learn how to operate it, the plant has yet to assemble it in bulk.

The Russian government sets itself ambitious goals: by 2025, the Russian aircraft industry should take 10% of the world market in civil aircraft manufacturing, 14% in military aircraft manufacturing and 15% in helicopter manufacturing. That's why it swells trillions of rubles.

The second development of the domestic aviation industry is on the way - this is a medium-range aircraft of the future generation MS-21. “This is a complex project that needs to be saturated with new technological solutions. In addition, the aircraft is in a very competitive niche, where Boeing and Airbus, the world's largest aircraft manufacturers, operate,” says Boris Rybak.

The government plans to soon launch a third project, Aircraft-2020, for which about 220 million rubles have already been spent on pre-project studies, Yury Slyusar, director of the aviation industry department of the Ministry of Industry and Trade, said earlier in an interview with the VIEW newspaper. According to him, the goals set for the share of the world market it will not be possible to solve it only at the expense of the SSJ-100 and MS-21; for this, one more new aircraft is needed. What kind of technique it will be remains a mystery. Rybak does not rule out that we can talk about a large wide-body liner.

At the same time, the needs of the Russian aviation market until 2020 in new passenger liners in the State Research Institute of Civil Aviation, it is estimated at 1-1.3 thousand aircraft of various classes. The institute's experts believe that successful promotion of domestically produced aircraft to the market is possible only if their purchase and operation are more profitable than foreign analogues. They point to the limited size range of Russian-made aircraft and their low competitiveness.

Quality

On Friday, the President expressed dissatisfaction with the "electronic stuffing" of domestic aircraft. Even new aircraft have problems with electronics, Medvedev said, pointing out that he was convinced of this from his own experience. It turned out that problems with the landing gear were found in the Tu-214 presidential plane, on which Medvedev flew several times. The aircraft turned out to be unsuitable for operation and was sent to the factory to identify the cause of the problem, the source told Interfax.

“What quality can you expect if Russian aircraft factories produce two aircraft a year? Rybak is surprised. “People just forgot how to make them, and the details here are almost unique. Another thing is when a plant makes 20 aircraft a month, when there is a flow of parts, and some can be rejected, and then people learn better and monitor quality.”

What to do

Experts disagree on whether the state, after twenty years of the extinction of the civil aviation industry, will be able to return it to its former power by injecting 5 trillion rubles until 2020. “These 5 trillion rubles will go to waste, they will not do anything, because time has already been lost. There are many ways to spend this money much better,” Evgeny Shago is categorical.

“No matter how many trillions are spent, I think that it will not work to restore the industry, because it’s not even about money, but about people. There are no people in Russia who can design and build aircraft at the modern level. During these 15 years they have found work in other places and will not return. People need to be taught anew, and this is a very long process that will take more than one decade,” says Shago.

“The plan to pump trillions of rubles over the next decade looks quite reasonable. If you spend this huge amount of money rationally, if you try hard, then these 5 trillion rubles can help the industry,” retorts Boris Rybak.

In order for the money not to go into the void, in his opinion, the restoration of the scientific potential in the industry should become a priority. The second task is to modernize production technologically. And the third is to organize a system in which the mass production of these aircraft factories would be attractive to consumers, both in Russia and abroad. “This means fighting for the cost, it is necessary that this equipment be inexpensive. This means creating mechanisms for sales and after-sales service, which we do not have, and the development of the entire infrastructure,” the expert explains.

Russia needs to learn how to build new aircraft of the future generation, because there are only two aircraft suitable for modernization - these are cargo Il-76 and An-124, Rybak notes. “There is nothing more to modernize,” the expert draws a disappointing conclusion.

Olga Samofalova