What does Russia fly. Aviation industry of Russia: enterprises, production of aviation equipment

The aviation industry is one of the main industries, it is divided into industrial and civil - they are closely related. The history of aviation at its rudimentary level dates back to the first successes of the United States: it was there that the first aircraft took to the skies. Then major states began to create industrial bases and aviation enterprises. In Russia, the first aircraft began to appear in 1910. The first aircraft were created in absolutely unintended conditions. The aggravation of the situation in connection with the First World War gave impetus not only to the creation of military aircraft, but also civil.

Creation of a major aviation technology directly depends on the development of the economic system in the country. In the USSR, aircraft construction began in the 1920s. There were 15 small factories with a minimum number of workers. In 1939-1945. I had to concentrate on the aviation industry, and to this day the Ministry of Aviation Industry of Russia is actively working to develop domestic production aircraft.

Aviation industry in the USSR

The pre-war five-year plans gave rise to the aviation industry. original designs were created by outstanding Soviet designers: Polikarpov, Tupolev, Ilyushin, Lavochkin - this is not the whole list. By their own technical features and characteristics, they created strong competition for foreign counterparts. During the Great Patriotic War, mass production was launched, and by 1945 the number of vehicles reached 40,000 units.

After the war in the USSR began to appear jet planes, radar, then began to actively produce helicopters. In the post-war period, jet aviation began to develop. In parallel, technologies began to be applied in civil aviation, turboprop, jet aircraft appeared and were put on stream for passenger traffic.

In 1970-1980. The number of aircraft and engine building enterprises has increased to several dozen. There were hundreds of factories that supplied components. The design was carried out in the Moscow design bureau, and amphibious aircraft are designed and manufactured in Taganrog.

Aviation industry of Russia

After the collapse of the USSR from under the influence Russian Federation the largest factories in Kyiv, Kharkov, Tashkent, Tbilisi left. Russia lost the ability to create military transport aviation, since the design base remained in Ukraine. It was extremely difficult to compensate for the losses. The separation of Belarus is the only example when relations in the field of aircraft construction were not problematic, Ukraine and Tajikistan are the most problematic states in relation to the construction of aircraft. Growth began to be observed only in 1998, when military products began to be produced more actively. There was an even greater blow to the civil aircraft industry.

Significant changes began in the 2000s. Civil aircraft began to be produced more actively, in 2009 the number of pieces of equipment reached 124.

The situation began to improve when the state program was adopted - a project from three stages. The first stage was carried out until 2013, where the integration of secondary industries increased. Positions were also determined, a list of orders was formed and approved. The second stage (2013-2018) involves an increase in profitability in the aircraft industry. At the third stage, it is planned to strengthen positions in the export of the latest products abroad. It remains for us to follow the state of the aviation industry and be content with the latest developments of large factories.

In the Russian Federation there is a special Department dealing with the development of aviation. Director of the Aviation Industry Department of the Ministry of Industry and Trade of Russia in 2018 - Ravil Khakimov. The main tasks are related to the development of strategies and projects, the implementation of measures related to state support for the aviation industry. The work is closely connected with the government of the Russian Federation, where proposals are sent, including those related to the direct activities of the Department itself.

Enterprises

I propose to consider the largest enterprises of the aviation industry in Russia. Among them stand out:

• Komsomolsk-on-Amur Aviation Plant. Founded in 1934, the production of Su-30 aircraft (Su-30, Su-35 multifunctional fighter) has now been launched. Also produced here are the T-50, Sukhoi Superjet 100.
• Irkutsk Aviation Plant. It produces military aircraft (Su-30, Yak-130, training machines (Yak-152). The company also produces civil aircraft MS-21.
• Novosibirsk Aviation Plant. Modern products are produced: the Su-34 bomber, and the enterprise is also involved in the creation of a 5th generation combat aircraft complex. Fuselage elements for regional aircraft are supplied from here.
• Aviastar-SP. The production of Il-76 and Tu-204 was organized, and the company is also engaged in servicing transport and passenger aircraft.
• Kazan Aviation Plant. It produces up to 3 aircraft per year (Tu-214). Tu-160s are produced separately, their production has been restored recently.
• Voronezh Joint Stock Aircraft Building Company. Makes An-148, Il-96 cars.
• Taganrog Aviation Scientific and Technical Complex. Be-200 amphibious aircraft are produced here.
• Nizhny Novgorod plant"Falcon". Basically, MiG and Yak fighters are created. The production of Il-114 has also been resumed, light passenger aircraft (Gzhel), parts for Airbus are being produced.

So, the cities are the centers of the aviation industry in Russia - Komsomolsk-on-Amur, Irkutsk, Novosibirsk, Nizhny Novgorod, Voronezh and Kazan.

The following enterprises are engaged in the production of helicopters:

• Rostvertol;
• Arseniev Aviation Company "Progress"
• Kazan Helicopter Plant;
• Ulan-Ude Aviation Plant;
• Kumertau Aviation Production Enterprise.

Produced aircraft

I presented the list of the main machines of the Russian aviation industry above, we will analyze the key positions in more detail. The whole world knows the following names: "Dry", "Mil", "Tupolev", "Ilyushin", "Kamov", "Yakovlev". Aviation industry Russia in 2017 developed, today the latest developments are:

• "Dry Superjet 100" is a short-haul aircraft;

• Irkut-21 is a new airliner, the serial production of which was planned for 2017.

You also need to pay tribute to civil (passenger) aircraft, tested in action:

• IL-96 - designed for medium / large airlines.
• Tu-204, Tu-214 - designed for medium-haul airlines.

Among the military aircraft known are the MiG-29, MiG-31, MiG-35. Su-27, Su-30, Su-33, Su-34 are also popular. As for helicopters - "Ka", "Mi", "Ansant".

The Minister of the Aviation Industry of Russia and his subordinates regularly monitor the implementation of the program for the strategic development of the aviation industry. If earlier there were not enough funds at all, production could be completed simply because of the inability to recover costs - the situation has improved today.

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 makes it possible to master 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 high resource potential. The aviation industry includes a number of large research and development and manufacturing 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. Further development 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 serial 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). The products manufactured by the Irkutsk Aircraft Plant for civil and military aviation are 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 the design, construction and testing of aircraft, as well as after-sales service. 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 plant pursues an active personnel policy, which provides for the training and retraining of all specialties - from workers to engineering and management staff. 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"

The Sokol aircraft manufacturing company, 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 I-3 fighters, R-5 reconnaissance aircraft and K-5 passenger aircraft, 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 was 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

In recent years, a large-scale amount of work has been carried out in the aviation industry with state support 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. Latest Models Russian aircraft are not inferior to foreign ones, and sometimes even surpass them in many factors.

The aircraft industry in Russia has a long and glorious history. The industry has experienced moments of triumph and deepest crises. However, at all times, despite the difficulties and the economic situation, domestic aircraft manufacturers and designers have been able to amaze the world by creating high-quality and advanced aircraft. Today, hundreds of thousands of people are involved in the aircraft industry in Russia. Cities that have factories producing helicopters and airplanes are sometimes built around these factories and thrive on them.

The aircraft industry is gradually recovering after the dashing 90s and is increasing its production capacity, occupying this moment third place in terms of the number of aircraft produced after the US and the EU. Once again, the Russian aircraft industry is forced to catch up with competitors. It first happened over a century ago.

Royal Russia

The history of the aircraft industry in Russia began in 1910-1912, when the first aircraft factories appeared. The industry developed rapidly, by 1917 there were already 15 factories in the country, which employed about 10,000 people. Aircraft were built mainly under foreign licenses and with foreign engines, but there were also very successful domestic devices, for example, the Anade reconnaissance aircraft; flying boat M-9 designer Grigorovich; famous bomber Sikorsky "Ilya Muromets". By the start of the World War in Russian army there were 244 aircraft - more than other participants in the war.

After the revolution

A revolution broke out, followed by a civil war. The state began a global reorganization. In 1918, by decree of the Soviet government, all were nationalized. But the production of aircraft had already practically ceased due to the terrible economic situation and political uncertainty. The new government had to establish the aircraft industry in Russia practically from scratch.

Moreover, the industry was restored in harsh conditions: war, devastation, lack of funds, resources and personnel, because many Russian aircraft manufacturers immigrated, many died in civilian life or were repressed. The Germans helped a lot, who, after the Treaty of Versailles, were forbidden to have a full-fledged army and produce weapons. In cooperation with Russia, German specialists got the opportunity to build and design new aircraft, and Soviet engineers gained invaluable experience and knowledge.

Already in 1924, the first all-metal aircraft ANT-2, designed by the legendary Andrei Tupolev, took to the skies. Just a year later, Soviet aircraft manufacturers created the ANT-4 monoplane aircraft, advanced for its time. The bomber's engines were placed along the wing, such a scheme became a classic for all future heavy bombers during the next world war.

In the 1930s, the era of airships ended irrevocably, and there was a qualitative leap in the aircraft industry in Russia. Factories producing aircraft and engines, metallurgical enterprises and design bureaus appeared in dozens. In 1938, the production of aircraft increased 5.5 times compared to the figures. In the pre-war years, the industry developed and produced such famous aircraft like ANT-6, ANT-40, I-15 and I-16.

WWII

Despite the impressive achievements and productive power of the Soviet aircraft industry, at the end of the 30s there was a technical lag behind the German aircraft manufacturers. The best domestic I-16 and I-15 fighters, which were actively used during the Spanish Civil War, performed well at first, but towards the end of the conflict they began to noticeably yield to German aircraft.

The catastrophe of the first days of the Great Patriotic War, when hundreds of Soviet aircraft were destroyed on the ground, further aggravated the advantage of the German pilots. The Germans reigned supreme in the sky, which largely explains their success in the first months of the war. Without air support, the Red Army was unable to stop the Wehrmacht's tank spearheads, which covered entire armies.

Once again, the aviation industry was in a critical situation: everything around was collapsing, the state was threatened with destruction, and the leadership demanded not only to increase the production of aircraft, but also to design new, more advanced modifications. The assigned tasks were brilliantly accomplished. The Soviet aviation industry made an impressive contribution to the future victory. Straining all their will and strength, Soviet aircraft builders accomplished the impossible, as often happened in Russia.

Aircraft manufacturing centers were promptly evacuated to the east of the country, all design bureaus worked around the clock, women and children worked at the factories. The result of these efforts was the creation of such outstanding aircraft as the simple and tenacious La-5 fighter, which made a significant contribution to the Battle of Stalingrad; universal Yak-9, which was used as a fighter of enemy aircraft, bomber, reconnaissance, escort; Pe-2 bomber; the Il-2 attack aircraft that terrified the Germans.

Without these aircraft, a turning point in the war, and then a great Victory, would not have been possible. However, it was obtained not only by the technical improvement of aircraft, but also by the amazing growth production capacity. The Soviet aviation industry in 1941 gave the army about 7,900 aircraft, and in 1944 this figure exceeded 40,000. In total, over the years of the war, over 150,000 aircraft were produced in the USSR, and about 120,000 in Germany, although the entire European industry worked for it.

dawn period

The aircraft industry, put on a war footing, did not slow down after the war, until the very collapse of the USSR, it continued to regularly produce and improve aircraft. At its peak, the Soviet aviation industry produced about 400 helicopters and 600 military aircraft a year, as well as about 300 helicopters and 150 civil aircraft. The industry included 242 enterprises, 114 factories, 72 design bureaus, 28 research institutes. Before the collapse of the Union, more than two million people worked in the aviation industry.

In the post-war period, the USSR was not going to allow a technical lag behind the Western powers. An era has begun jet aircraft. Already in the early 50s, the transonic and supersonic MiG-15 and MiG-19 took to the air, in 1955 the Su-7 fighter was tested, and in 1958 the serial production of the MiG-21 was launched, which for a long time turned into a symbol and the main power of the fighter aviation of the USSR.

During the Soviet period, the aircraft industry in Russia and the Union Republics was a single mechanism that non-stop created magnificent helicopters and aircraft that were ahead of their time. Moreover, the Union produced aircraft not only for its own needs, it was its largest exporter together with the United States and provided almost 40% of the world's fleets of allied states.

The best for the army were: MiG-27, MiG-29, MiG-31, Yak-38 fighters; attack aircraft Su-25 and Su-27; bombers Tu-95 and Tu-160. For civil aviation, such high-quality aircraft as Tu-104, supersonic Tu-144, Tu-154 were created; Il-62, Il-86; Yak-40; An-24. Domestic helicopter manufacturers did not lag behind, giving the army and civil aviation the most massive Mi-8 helicopter on the planet, the largest Mi-26 helicopter, the Mi-24 hybrid helicopter, the unique Ka-31 helicopter, and the Ka-50 all-weather attack military vehicle.

Protracted fall: 90s

The collapse of the USSR was naturally followed by the collapse of the Soviet aviation industry. Established industry ties between enterprises were torn apart, which suddenly ended up in the newly independent states. The industry was rapidly privatized, only 3% of airlines remained under state control. Aeroflot broke up into many private airlines.

The volume of orders for the defense department fell catastrophically, and the civil aircraft industry in Russia was on the verge of destruction. Air carriers preferred to replace aging Soviet aircraft with foreign used ones. aircraft rather than ordering them from a domestic manufacturer. Very eloquent figures for 1999, during which Russian aviation industry produced 21 military and 9 civilian aircraft.

Hope Time: 2000s

Russia entered the beginning of the third millennium with new people in power and new hopes. The country was recovering from a decade of redistribution of property, troubled times of privatization and defaults. Oil prices were rising, the economy was getting stronger, funding for the most important industries, including the aviation industry, increased. For its effective development, the authorities united aviation enterprises, creating the Russian Helicopters holding company, which is responsible for the production of helicopter equipment, and the United Aircraft Corporation.

The military aircraft industry in Russia recovered faster than the civilian one due to growing domestic and export orders. Foreign states were happy to buy MiG-29, Su-30, Su-27. In civil aviation, the situation has not changed dramatically: in the 2000s, more than 250 foreign aircraft were purchased.

On the way to former power: 2010

From 2010 to the present, the course taken to restore the industry has been maintained, despite the consequences of the economic global crisis of 2008 and the sanctions imposed on the Russian Federation by Western countries. Thanks to the increased purchases of the Russian Ministry of Defense, the factories are operating at full capacity, bringing the production level to hundreds of military aircraft per year. Serial production of the Su-30M and Su-35 fighters, the Il-76MD military transport aircraft has been launched, the Il-78M tanker and the latest Su-57 fighter are undergoing flight tests.

The civil aviation industry is also being revived. Serial production of new Russian aircraft"Superjet 100", own and joint with China are developing the main passenger aircraft. The best illustration of positive trends is statistics. Over 100 military aircraft produced in 2010 different types, in 2011, domestic aircraft manufacturers produced more than 260 helicopters, in 2014 they built 37 civil and 124 military aircraft.

Industry Foundation

The revival of the aircraft industry complex took place on the foundation of factories and design bureaus that were created back in the USSR. The Soviet authorities were well aware that for the efficient operation and development of the industry, it was necessary to take into account such important factors as the location of the aircraft industry in Russia and the republics, such as the availability of qualified personnel and convenient transport links between enterprises and design bureaus. Therefore, design bureaus were set up in the capital or in the Moscow region, and factories were built in major cities with a developed transport infrastructure.

At present, this state of affairs does not change. The illustrious design bureaus of Yakovlev, Sukhoi, Mil, Tupolev, Ilyushin, Kamov continue to successfully develop new types of aircraft, and their head offices are located in or near Moscow. The largest enterprises engaged in the production of helicopters, aircraft and engines for them are located in Moscow, Smolensk, Kazan, Ulan-Ude, Novosibirsk, Irkutsk, Voronezh, Nizhny Novgorod, Saratov and other cities.

Prospects for the aircraft industry in Russia

If the authorities continue the adopted program for the development of the aviation industry and leave funding at the same level, then the prospects for the domestic aircraft industry are quite optimistic. In 2017, Russia produced 33 SSJ100s, 214 military helicopters and 139 military aircraft. In 2018, the serial production of the Mi-38 helicopter and the MS-21 passenger liner should begin. It is planned to resume production of the Il-96-400M long-haul passenger liner, start production of the Ka-62 helicopter, and modernize the Tu-160M ​​aircraft.

Boeing factory Main building And adjoining territory

Boeing factory With airfield And infrastructure

Boeing plant in Seattle is in USA, in the city Everett, V 50 kilometers to North from the city Seattle, in state Washington. Boeing plant in Seattle is THE BIGGEST INDOOR placement in world And THE LARGEST BUILDING V World. Main area premises 60 hectares ! Quantity Boeing factory workers in Seattle – near 30 000 Human ! Factory running ROUND THE CLOCK And ALL YEAR ROUND. The performance of the Boeing plant in Seattle, 21 plane in MONTH, seven pieces of which , Boeing 747 is the most big plane from the Boeing family see article Boeing 747)! IN USA There is two aircraft factories the second is called "Magdonnel Douglas". Both of them are in sum produce about the same number of aircraft in MONTH, how much and European aviation concern Airbus - This 34-35 aircraft in MONTH!

Even input Boeing factory doors in Seattle astounding in scale. Their height 25 meters, width 15 meters. Every span comprises 6 sections. General length of the facade of the Boeing plant in Seattle, 4 kilometers ! Boeing plant in Seattle main quantity aircraft parts DOES NOT MANUFACTURE, A COLLECTS their TOGETHER into the finished product . Mounted first separate sections. Components aircraft arrive almost from all corners of the world and from all 50 states USA. For example, details supply countries like Japan, Italy, Uzbekistan, Turkey And others In production Boeing 747 participate 670 SUPPLIERS. Boeing plant in Seattle available all types of transport. Boeing plant in Seattle purely ON ONE'S OWN manufactures , For example all WIRES, which the aircraft has. From days receipts first details of this aircraft to the factory, before the day of delivery of the finished aircraft to the customer passes 4 months! Airbus Boeing 777 collected for 70 days!!!

Construction Boeing plant in Seattle started with site leveling. From the construction site of the plant was taken out 6 500 000 cubic meters soil. The construction site was plateau V 5 kilometers from railway And higher railroad and to connect them had to build a railway line with bias V 5,6 degrees . Another construction problem Boeing plant in Seattle became northwest weather coast USA. Since the railway line was under big slope, her eroded strong rain, and every time she had to pour again. A without this railway line NOT would Boeing plant in Seattle.

First the plane was released with more not completed factory ! First aircraft details arrived at the plant when it was built only on three quarters! Complete Boeing plant in Seattle was built in September 1968 year and left the gates of the factory first Boeing 747. IN Boeing 747, 5.5% details constitute non-metal products. They're in mostly go to stabilizer, 85% which consists of COMPOSITES. Composites much LIGHTER WEIGHT aircraft and accordingly increase efficiency aircraft. How less own weight aircraft, topics more he can carry payload! Aircraft wire length Boeing 747, 250 kilometers . Company Bila Boeing started working in 1916 year . She grew up mostly MILITARY account orders in the first And Second World war. IN 30s years Boeing FIRST started producing PASSENGER aircraft. IN 60s years began boom production REACTIVE liners.

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Most of the aircraft flying in Russia are no older than their analogues used abroad. However, 17.7% of the aircraft fleet are old aircraft, many of which have exhausted their resources and have problems with parts. Another disadvantage of the domestic market is problems with service and supervision, which is why almost the entire Russian fleet is registered in third countries.

The crash of an Airbus 321 on October 30, 2015 was biggest disaster in the history of Russian aviation. The day after the tragedy of the Kogalymavia (Metrojet) Airbus 321, which killed 224 people, the Russian investigation opened two criminal cases under the articles “providing services that do not meet safety requirements” and “violating flight safety rules or training for them” . The searches took place at the carrier's office, Domodedovo, Samara airport, where the aircraft was refueled. State Duma deputies immediately called for a ban on the operation of aircraft older than 15 years (Airbus Kogalymavia was 18 years old) and the deprivation of the license of carrier companies with a small number of aircraft. The head of the State Duma Committee on International Affairs, Alexei Pushkov, said that " market attitude» to the industry. Deputies put forward similar initiatives after the crash of a 23-year-old Boeing 737 in Kazan on October 17, 2013. Then, as now, the public ignored statements by airlines and industry experts who argued that an aircraft is not a machine and 20 years of operation is not such a long time for it.

Both aircraft - Boeing in Kazan and Airbus over Sinai - according to the latest data, were serviceable. The Kazan disaster, as the commission of inquiry decided, was due to the human factor, while the Egyptian one was recognized as a terrorist attack three weeks later. Suspicions of the poor condition of aircraft flying in Russia, however, have not evaporated. RBC analyzed the fleet of Russian companies operating regular and charter passenger flights and found out how justified the suspicions of wear and tear.

How we thought

The list of valid airworthiness certificates of the Federal Air Transport Agency as of October 22, 2015 (that is, aircraft that are allowed to fly in Russia), data from the official websites of carriers and Internet resources airfleets.com, russianplanes.net and flightradar24.com was taken as a basis. We excluded from complete list small aircraft(private jets), aircraft local airlines(practical range less than 1000 km, mainly An-2), helicopters, business jets, as well as all aircraft not used for passenger transportation - for example, cargo and agricultural. The sample also did not include aircraft that are not used to transport passengers for commercial purposes: for example, the air fleet of the Air Force, the Ministry of Emergencies and the special squad for the transportation of top officials (SLO Rossiya), as well as aircraft owned by aircraft manufacturing plants. The lists we received with detailed information about each aircraft were sent to all operating airlines with a request to confirm the correctness of the data we collected. All responses were included in the analysis results.

Our statistics also included aircraft of the second largest Russian airline, Transaero. The decision on its bankruptcy was made on October 1, and on October 26 the company lost its air operator certificate and ceased operations. The Transaero fleet is in the process of being returned to lessors: Aeroflot, which got part of the airline's routes, may receive several dozen cars, the rest will be sold on the market or written off. Taking into account the entire fleet of Transaero in the sample (according to open data as of October it is 122 aircraft), we were guided by the fact that most of it could be transferred to other Russian operators, and the composition of the fleet reflects the economic model of the largest private Russian carrier.

Which models are chosen

The most popular family in Russia is medium-haul (A320, A319 and A321): 249 such aircraft are allowed to fly in the country. In second place with 203 sides is the medium-haul Boeing 737 family, whose flights were recently asked to be suspended by the Interstate Aviation Committee (IAC).

According to our data, there are only 130 long-haul aircraft in Russia, of which 76.6% are models, and.

There is no definition of a medium-haul aircraft in Russian legislation. In the world, it is customary to include vehicles with a flight range of more than 2.5 thousand km into this category. Long-haul vehicles in Russia are those with a flight range of more than 8,000 km.

Not so long ago, it became the leader among aircraft flying on medium-haul routes in Russia. The Big Four companies - "", "" - in 2013 divided in two in their preferences, explains a researcher at the Institute of Transport Economics and transport policy Higher School of Economics Andrei Kramarenko. The first two chose Airbus, the second - Boeing. Now Transaero has stopped flights, and UTair has significantly reduced its fleet.

Two competing aircraft manufacturers provide most aircraft fleets of the world. According to international organization Center for Aviation (CAPA, Australia) in April 2013, of all ships in operation in the world, 39.7% are Boeing aircraft and 28.7% - Airbus. Russia is no exception. Aircraft of the two companies occupy 61.7% Russian park 14.3% - other foreign aircraft (Embraer, Bombardier, De Havilland Canada, Let, ATR).

Domestic aircraft account for only 24% of the total fleet of Russian carriers. Moreover, for modern samples -, Tu-214 and - only 6.3%. The remaining 17.7% are old modifications of An, Tu and Yak, most of which flew in the USSR. “But in the volume of passenger traffic, the share of these vehicles is less than 5%,” adds Alexander Fridlyand, professor at the Moscow State Technical University of Civil Aviation.

The Sukhoi Superjet is the leader in terms of number of modern Russian models: domestic airlines have 39 such aircraft. “The Sukhoi Superjet has a niche, but it is very narrow due to its size (capacity is up to 100 seats),” says Friedland. According to him, for local and regional routes it is large, but on main routes with good passenger traffic it is inferior to economical cars with 150-200 seats. “His niche is the main, but weak in terms of flows directions,” the interlocutor believes.

Of the Soviet aircraft, most of all in the fleet of airlines - 67 aircraft. A turboprop passenger aircraft for short and medium haul lines was developed by the Antonov Design Bureau (KB) in the late 1950s. The maximum capacity is up to 52 passengers. Operated mainly by Russian regional companies(RBC considers those who do not make long-haul flights, flights through the capital's air hub and are not based in Moscow and St. Petersburg).

“The An-24 is the only aircraft in the world of this class that lands on the ground, on packed snow or on ice,” recalls the Honored Pilot of the USSR, President of the Infrastructure Development Fund air transport Oleg Smirnov. - He flew all over airspace USSR and in the current conditions on Far North practically irreplaceable."

Now the An-24 continues to be used by companies based in the north: "", "", "". So far, it is impossible to replace it en masse with foreign models. Firstly, in aircraft of foreign brands that could land at the airfields of these regions, fewer passengers explains Kramarenko. In addition, the technical documentation for them - on English language, which is not owned by all pilots and personnel of the An-24. However, during 2012-2013, Yakutia leased five aircraft with a capacity of 70 to 80 seats. In the "daughter" of "Aeroflot" of the Far Eastern airline "", in addition to Bombardier, Canadian ones fly. Most likely, in the coming years, all An-24s will be replaced by foreign aircraft, “because they run out of their resource, and it will become extremely difficult and expensive to maintain their airworthiness,” predicts Dmitry Mirgorodsky, partner at the consulting company Concuros, former vice president of Sukhoi Civil Aircraft. . There are no replacements for their domestic counterparts.

The second most popular among Soviet aircraft is: there are 33 such aircraft in the fleet of Russian airlines. However, several of them are in storage: some are waiting for the replacement of parts, some will no longer rise into the air. Cars enter the parks "", "", "", "". The latter company started flying Brazilian planes two years ago.

How old are airplanes in Russia

As the study showed, on average in Russia, the age of foreign models is less than their resource, our aircraft are often more. According to Andrei Sharypov, head of the department for certification of civil aviation ships of the State Research Institute of Civil Aviation, for foreign aircraft it is about 40-60 thousand hours, that is, 30 years. For the Soviets it was less - about 20 years. The manufacturer can extend the resource individually for each vessel.

For example, the average age of a generation (modifications , ) in Russia is 20.2 years. Generations Boeing 737 Next Generation (modifications,) - 9.1 years. Airbus modifications 320 - 7.5 years, A319 - 11.9 years (see infographic). These figures are not much different from the global average. The Dutch airline KLM, according to planespotters.net, Boeing New Generation on average fly at the age of 9.3 years. The American low-cost airline Southwest Airlines, according to USA Today and airfleets.net, is 9.7 years old. Boeing 737 Classic cars (modifications 300, 400 and 500) of this airline are on average over 22 years old.

As for Airbus, the German A320 fleet is 23 years old. The American Delta, which flies with Aeroflot in the Skyteam alliance, has 20.7 years. Delta's A319 aircraft are 13.8 years old.

The oldest model of aircraft flying in Russia is the An-24. On average, they are 42.1 years old. The average age of another Soviet Yak-42 aircraft still in operation is 24.7 years.

Soviet aircraft and modern Russian ones (with the exception of the Sukhoi Superjet), unlike foreign ones, have problems with details. Mass production such machines have been stopped, so you have to order components by the piece, which costs many times more, says Sergey Koval, deputy head of the department for monitoring and verifying the authenticity of the Civil Aviation Research Institute. As a result, parts with forged documents are sometimes put on Soviet cars. According to Koval, up to 8% of illegal parts are now on the market, and from 2001 to 2015, 50 serious incidents occurred due to problems with parts (incidents with planes and helicopters are taken into account).

What happened to the Soviet design bureaus

The Saratov Aviation Plant, which produced the Yak aircraft, is bankrupt and completely liquidated. The design bureaus that developed the Soviet aircraft, the Tupolev Design Bureau and the Yakovlev Design Bureau (now part of the United Aircraft Corporation) continue to exist mainly by escorting the remaining ships in service, Koval says. Antonov Design Bureau (now the Antonov State Enterprise) is located in Ukraine.

The age of the aircraft, according to professionals, does not affect its technical condition and airworthiness. “As a ship commander, I don’t ask: will you give me an old plane or will I fly on a new one - this does not interest me at all,” Smirnov explains. The main thing is whether the plane passed on time throughout its life Maintenance and repairs. In addition, every detail of the aircraft has its own resources. By the time, Smirnov says, "the plane is 17 years old, these parts can be replaced several times."

The study showed that 58.7% of the aircraft in the Russian fleet had only one or two operators. And more than ten air carriers that have replaced each other - in the luggage only 3% of the boards. And in many cases, two of the same companies used the aircraft in turn. So, for example, the Izhavia aircraft had a Yak-42: according to airfleets.net, if you take into account the alternation of the same carriers, it changed 20 operators in 28 and a half years. According to Smirnov, professionals are distrustful of an aircraft that previously flew "in countries with high humidity, for example, in Africa." However, both the lessor and the owner are obliged to put such a car in order. In this regard, for technical condition aircraft, its lessor is important, and not the previous operator, the expert believes.

As a rule, carriers abandon aircraft for economic reasons, and not because of the end of its resource, according to a study by the leasing company Avalon (offices in the US, Ireland, Dubai, Singapore and China). In Russia, foreign and new domestic aircraft models cease to be used at the age of 20–23, says HSE researcher Kramarenko. Global figures, according to Avalon research, are similar.

Airline age preferences

Russian airlines with the oldest fleet use Soviet aircraft. Among the carriers with ten or more sides, the oldest fleet - 41.2 years - belongs to the Turukhan company, which is part of the UTair group. It mainly operates charter flights, including for mining companies. But Turukhan also has regular transportation, so his aircraft were included in our study.

In total, there are 16 companies in Russia that operate aircraft older than 25 years for regular and charter flights (see table).

If we count by averages, then the fleet of private companies is even a little younger - it is 19.2 years old. Of the 24 private sector companies, 16 have fleets under 20 years old. The average age of state-owned and state-owned carriers is 20.7 goals. And out of 24 companies, 12 parks are under 20 years old.

Place of registration

Most of the passenger fleet in Russia is in foreign jurisdiction, RBC research shows. According to our calculations, out of 987 Russian airlines flying scheduled and charter flights with a capacity of more than ten seats, 508 registered in Bermuda, 109 in Ireland, one aircraft in France. For example, all Aeroflot aircraft (except Sukhoi Superjet), S7 and UTair are registered in Bermuda. All three companies declined to comment. The registration of 60 RBC aircraft could not be determined.

“The country in whose register the aircraft is registered, in fact, assumes obligations to supervise its airworthiness,” explains Oleg Panteleev, head of the analytical service of the Aviaport agency. “The representatives of the aviation authorities of the register conduct regular inspections, control the maintenance of the aircraft.”

There are 311 aircraft registered in Russia, mostly of Russian and Ukrainian production. But there are exceptions to this: for example, "" from Krasnoyarsk registered the Czech Let L-410 Turbolet in Russia. As Vladislav Vlasov, a representative of the company, explained, this is the decision of the owner - the State Transport Leasing Company, which is 100% owned by the Ministry of Transport.

Foreign registration in most cases is the decision of owners, private leasing companies, both foreign and Russian. The fact that VTB Leasing also prefers to register aircraft outside of Russia was told by a source in the market to RBC. VTB Leasing declined to comment.

The main reason for this choice is the distrust of the international market for Russian maintenance standards, says Kirill Alpatov, director of the legal department at Sberbank-Leasing. “According to Western standards, only an aircraft technician who works with avionics can change a compass on an airplane, not an aircraft technician who changes wheels and brakes,” says Alexander Kochetkov. - Not so in Russia. A technician can change wheels, a light bulb in the cabin, something in the air conditioning system, and anything else, and after him comes a person who signs the work he has done. By Western standards, this is unacceptable. Imagine having your appendix operated on by a dentist – that’s the Russian maintenance scheme.”

As a result, according to him, any Boeing 737 that stayed in Russian registry at least a year, loses up to 30% of the market value. CEO of the leasing company Ilyushin Finance Co. Alexander Rubtsov is more moderate in his assessments: according to his calculations, an aircraft that has been in the Russian register for 5–10 years loses up to 10–15% of its value.

There are other reasons: if the aircraft is registered in Ireland, Bermuda or Aruba, then the lessor is exempt from property tax, transport tax and some other fees. Property tax in Russia is 2.2%, in Ireland, Bermuda and Aruba it is not.

By registering your aircraft abroad, Russian airlines over the past 2.5 years, about 145 billion rubles have been underpaid to the budget, the auditors of the Accounts Chamber calculated at the end of last year. “The applied approach leads to the non-receipt of a number of payments to the federal budget, such as VAT on lease payments, property tax, tax on the income of the lessor, since it is registered in a foreign state,” the auditor Sergei Shtogrin noted at the time.

Foreign jurisdiction is protection for the lessor in case of bankruptcy of the airline, adds Panteleev: Russia does not fully participate in the Cape Town Convention, which protects the rights of owners, and we do not have a procedure for registering and deregistering ships. Therefore, in the Russian register, lessors will have the risk that if the client goes bankrupt, the planes will not be returned quickly, and they will be stuck for a long time, for example, in the Domodedovo customs clearance zone, he explained. Panteleev is not aware of other countries in which ships are registered in foreign jurisdictions as massively as in Russia: aircraft that fly, for example, in the USA or France, are registered there.​

Despite problems with maintenance and parts for Russian aircraft, all the experts with whom RBC spoke for this material consider the domestic passenger fleet to be reliable. According to the ICA report (which includes 11 states former USSR), in 2014, 82% of all accidents are related to human factors, 16% to technical failures and 2% to adverse external impacts.