In 2017, on the basis of the Ilyushin Aviation Complex, the transport division of the United Aircraft Corporation (UAC) was formed, which headed Alexey Rogozin. In an interview with Kommersant correspondents Ivan Safronov And Alexandre Djordjevic he told how he got into aviation from the Ministry of Defense, what problems he had to face and what to do to reduce them. He also answered the question whether there is cooperation between Ukraine and Russia, and also admitted that benefits can be derived from sanctions.
The Aleksinsky chemical plant, work in the Ministry of Defense, and now the Ilyushin aviation complex are, it seems, slightly different areas...
I have been associated with production in one way or another all my life, so for me the invitation to the position of head of Ilyushin and vice-president of the UAC was an honor. Among the enterprises that I supervised at the Ministry of Defense were aircraft repair plants, the 224th flight detachment, and the Oboronlogistics company. I have been constantly interacting with the UAC in recent years. In addition, my grandfather, Aviation Lieutenant General Oleg Konstantinovich Rogozin, was a representative of the Ministry of Defense during the development of the Il-86. Many of the Ilyushin veterans still remember him and talk about him. This is a big responsibility for me.
- What will you remember about your first year at Ilya?
It was a very difficult time for all of us. Firstly, IL itself became not just a design bureau, but also a management company for the entire UAC transport division. In fact, we were tasked with taking over the management functions of an entire sub-industry that produces both transport and passenger aircraft. The main thing now is that the design bureau is actively developing several new projects. This is the development of the Il-76 program, the creation of a light military transport aircraft Il-112V, a medium military transport aircraft Il-276, the development of a modernization of the An-124, as well as two passenger aircraft - the regional Il-114, it will also have development in the form platforms for special aircraft, and Il-96-400M, which, I hope, will be actively used as a wide-body airliner, including abroad. At the moment, the transport division is the busiest in terms of developments.
- Will it be possible to load production in the near future?
Unlike other divisions, we actually do not have a single aircraft in serial production. For a plant to make two or three cars a year is, of course, not the workload that you want to have and feel confident in, and this is not the productivity that allows you to pay off. Therefore, on the one hand, we are very busy, and on the other, we understand that as a division we still remain unprofitable, being essentially at the investment stage. The entry of new projects into the market will radically change the financial and economic situation. Development cycles for complex aircraft usually take years, and the current situation cannot be corrected quickly. Factories are often financed from borrowed funds, which increases the debt burden. Nevertheless, an important event that took place the other day - the first flight of the Il-78M-90A - is the beginning of the renewal of the fleet of aircraft in service. Such events show that we are capable of being effective. Today, UAC is at the stage of important transformations. We can mention the UAC’s plans to form a single company. But it seems to me that the most important thing is that recently we have taken an objective look at the state we are in, recognized the problems, and felt that we are capable of solving them.
What is the condition of the capital assets whose development you oversee? I am interested in the state of the Voronezh Joint-Stock Aircraft Manufacturing Company (VASO) and Aviastar-SP.
Both factories are in a similar position, although they are quite different from each other. Probably, the situation at Aviastar is a little more neglected due to the fact that VASO never stopped producing aircraft, including the An-148, and Aviastar, for a number of reasons, found itself in a situation where certain units were being produced, production was being mastered, say , fuselage panels for MS-21. But at some point they practically abandoned the production of new aircraft. The problem was the price of the Il-76MD-90A transport aircraft. The contract concluded in 2012 was very important, but it played a rather difficult role for Aviastar from a financial point of view. The aircraft is beautiful, really in demand, it has great export potential, but, unfortunately, when the contract was signed, the design documentation itself had not been fully developed. As a result, entire units were often not assessed and included in the final cost of the aircraft. The calculation materials prepared at that time seemed reasonable. But in the last two or three years, when the aircraft entered the final stage of testing, we can say that the price objectively needs to be adjusted upward.
- Is it true that Aviastar suffered a production loss of a billion rubles from each aircraft?
We are working with the Ministry of Defense to justify the new price, we treat it very responsibly, since no one should have a question why this figure is being revised. The work began back in 2016, and relevant instructions were received. Hopefully the process will be completed in the coming months. An audit of the new price will be carried out, among other things, by the relevant services of the Russian Ministry of Defense and the Federal Antimonopoly Service. As a result, I think the price that reflects the cost of the aircraft will be confirmed. At the same time, we undertake obligations to further reduce costs in order to try to bring them to a more comfortable figure for the Russian Ministry of Defense. In any case, the new price should be significantly lower than what the aircraft could have on the military-technical cooperation market. Today there are already several requests from various countries, including those that were not previously operators of the Il-76 aircraft. But the key task is to ensure the fulfillment of the already concluded contract for the supply of 39 new aircraft and to replace the fleet of military transport aircraft. We understand how needed these aircraft are. For example, they regularly make flights, among other things, in the interests of the group of troops in Syria.
It turns out that we must either terminate the contract and renegotiate it on new terms, or reduce the number of aircraft?
When it is possible to objectively assess the cost of the aircraft that are being produced today, we will move on to the next stage of discussing conditions with the Ministry of Defense. The purchase is provided for in the new state armament program until 2027, but the volume of purchase is the customer’s decision.
- At what stage is the development of the Il-276 medium military transport aircraft?
We have practically agreed upon the tactical and technical specifications for this vehicle; we have specially formed a very strong team within Ilyushin to work on this project. The aircraft is being created to replace the An-12 fleet, which is operated by the Ministry of Defense and whose service life is coming to an end. The timing of the project is limited, first of all, by the task of maintaining the size of the aircraft fleet. According to our forecasts, the first flight should be made no later than 2023. Given timely funding, I believe this is an achievable goal.
- Has it become heavier due to India’s withdrawal from the MTA project?
I wouldn't say that this is the same project. Both aircraft are indeed unified in a number of solutions, including, for example, the size of the cargo compartment - it is almost equal to the dimensions of the Il-76 - but many other things in these machines differ quite significantly. We conducted an in-depth analysis of the groundwork that was produced under the MTA project together with India, but the Il-276 project is being created on the instructions of the Russian Ministry of Defense. And these are different tasks, slightly different operating conditions; In addition, we are striving for the Il-276 to have a new engine - PD-14. I do not rule out that India will resume its interest, realizing that we have begun to develop a more than competitive aircraft. Although the main task, of course, is to replace the An-12 in the aerospace forces of the Russian Federation, which means that in the coming years, given the rate of decommissioning of the An-12 aircraft, our only customer will remain the Ministry of Defense. The An-12 fleet will require more than one year to replace.
- What is the resource of the BTA park?
A large volume of aircraft was produced in the interests of the USSR Ministry of Defense. In this sense, the problem is not as critical as with the An-12 fleet. But, nevertheless, the new Il-76MD-90A differs significantly from its predecessor precisely in flight characteristics, ease of piloting, and payload capacity. Therefore, this is not only a replacement of the fleet, it is also an increase in the capabilities of BTA.
- How are things going with the IL-112V project?
In the second half of the year we plan to make the first flight of this aircraft, which is being developed to replace the An-26. This car has a rather difficult fate, because its development in its previous form began back in 2003 and was suspended twice. Of course, since the resumption of the project in 2014, we have significantly reworked all the documentation and replaced systems. Today, two aircraft are already in production: one is life-static, one is flightable - at the final stage of assembly, and it is planned to put it under power in the spring. I hope that several more aircraft will be put into production in the spring.
- Do you already have an order?
Deliveries of Il-112 are included in the new GPV. At the same time, we are conducting preliminary negotiations on a large supply of this aircraft to one of the traditional customers of Russian equipment abroad.
- It was reported that Uzbekistan will participate in cooperation, does it have the capabilities to do so?
We have never interrupted our ties with Tashkent; the Ilyushin branch is located there. We are interested in cooperation with everyone who is capable of being in common cooperation with us, and we see such potential with Uzbekistan. However, we impose certain requirements on our partners in terms of their level of technological readiness and ability to work with digital documentation. Of course, there are still specialists and infrastructure there to organize full-fledged production, but it is too early to talk about specific projects. Perhaps the Uzbek partners will act as investors.
- How do you resolve the issue of servicing An-124–100 Ruslan aircraft?
Il is entrusted with the functions of a developer for these aircraft. This decision was made after the well-known events of 2014, when the Antonov state enterprise actually refused technical support and further cooperation on the An-124 program. These competencies are now at Ilya; work on modernizing the aircraft using the groundwork that appeared during the program to create the Il-76MD-90A is being discussed. I consider it quite possible to independently develop the Ruslan theme, since the service life of the currently existing aircraft remains very large, they will be able to operate at least until 2040. The main task now is to ensure its safe operation and further development.
- Is Aviastar-SP in Ulyanovsk servicing the An-124–100 without the help of Antonov State Enterprise?
Ties between enterprises are now severed. But I would like to remind you that this aircraft was not developed in Ukraine, but in the Soviet Union. There was very broad cooperation there: central scientific institutes, design bureaus, enterprises throughout the big country. And the production itself was basically organized in Ulyanovsk. So “Ruslana” cannot be considered a Ukrainian development.
- Is it possible to resume cooperation with Ukraine?
In Kyiv, many people already understand that the severance of relations with Russia has hit Ukrainian industrial enterprises. I can honestly say that we do not shy away from cooperation with Ukrainian partners and are ready for negotiations. But only in case of appropriate decisions at the state level.
You said that it is possible to operate Ruslans until 2040. But what about the engines that were created in Ukraine?
The resource of existing engines is sufficient. And believe me, Russian industry is capable of mastering the production of engines of this class.
The government recently allocated 65 billion rubles. from the budget for the creation of a new heavy-duty engine, which should also be used by VTA.
You need to understand that the PD-35 is not one engine, but a whole family based on one gas generator. The thrust that can be included in this family is in a fairly wide range, which allows us to consider installing one of the modifications of such an installation, including on the promising twin-engine version of the Il-96 aircraft. This issue has been studied. No significant structural changes to the aircraft will be required. Perhaps the PD-35 will also be used on the Russian-Chinese wide-body aircraft CR-929 or, for example, used for the twin-engine design of the Il-76 transport aircraft. Any development of aviation technology in Russia must take into account plans to develop this class of engines. We are now awaiting specific decisions from the United Engine Corporation enterprises regarding the timing of the development of these engines.
- At what stage is the development of the promising BTA aviation complex?
We are waiting for the decision of the Russian Ministry of Defense on the need to conduct R&D in the coming years. At the same time, even the basic technical requirements for such an aircraft have not yet been approved, but, based on existing realities, we understand: two main requirements will be presented to it...
- Load capacity?
Yes. As a rule, a figure of no less than 80 tons is discussed. And the second is the size of the cargo compartment, which allows transporting both large and oversized equipment. But to start work, you need to understand the customer: on their own initiative, no company in the world is capable of developing and creating an aircraft of this class.
- Will it replace the An-124–100 and An-22?
The aircraft niche is in this class. The demand for Ruslan type aircraft today is extremely high.
The development of the Il-96–400M faces issues of payback, since four engines require high fuel consumption.
Of course, the engine that powers it today does not belong to the category of the most economical. On the other hand, it meets all the requirements - safety, noise, and emissions. The increased fuel consumption associated with its operation can be more than offset by other characteristics of the new Il-96 aircraft. Including a very competitive price, which should already spur the interest of Russian and foreign aviation companies. At the same time, our task is not to simply develop an aircraft and then offer it to the market; we must listen to potential customers now. Such negotiations are ongoing, and I believe they will result in mass production of the promising Il-96-400M.
- What about the An-148, which were created at VASO?
The program actually ends. At the same time, the aircraft is objectively in demand, so it is possible that decisions will be made on the future fate of aircraft of this type.
- Do you have design documentation for it?
You know very well that the aircraft was developed at the Antonov Design Bureau and, accordingly, the documentation belongs to them. But during the development of production in Voronezh, a significant contribution to the development of the An-148 was made by the Russian company, so some of the groundwork for this aircraft can be used in other promising programs.
- Are US and European sanctions hitting UAC’s transport division hard?
Despite the difficulties, the sanctions have a positive effect on us, because with active government support we must master the production of all components, assemblies, assemblies, etc. This returns us to the position of an independent and independent aviation power. And the effect that we will get from the import substitution program gives us very tangible benefits. Of course, many issues have to be resolved in a very short time frame, often at increased costs. But all issues are being resolved, we are not stuck anywhere. And I don’t see a single serious difficulty that has arisen due to sanctions that limits our further development.
- Will the new package of US sanctions also slow things down?
This is just a set of certain restrictions that we take into account in our work. An analysis of all possible consequences has already been carried out. I think that we should simply perceive these sanctions as some kind of objective reality in which we will have to exist for a long time.
- How long?
I think decades. Maybe even more.
- Aren’t you afraid of getting on the sanctions list yourself?
Absolutely not.
- What will the transport division be allocated for from the state program “Development of the Defense Industrial Complex until 2027”?
The key difference of the new state program is the increased attention to issues related to new production technologies, digital transformation, and the introduction of new methods of design, production organization, and procurement management. UAC President Yuri Slyusar pays special attention to development issues.
- What about after-sales service?
Our customers no longer simply demand the availability of spare parts in warehouses. They need the aircraft to be in information communication with a service center at any given time, which would predict the need for repairs or replacement of individual components. This is a completely different approach to how aircraft will be operated and modernized in the coming years. Digital transformation is not just about purchasing IT infrastructure, computers or anything else. This is a change in the very essence of activities and approaches to how to ensure the safe and durable operation of aircraft.
- Is the portfolio of orders for military-technical cooperation sufficient?
Our development of all aircraft today has not yet been completed, so, to be honest, we are not actively looking for these customers, giving priority to the Russian Ministry of Defense. Today, the order portfolio is sufficient to ensure capacity for the coming years, but starting in 2019 we will try to begin pre-contract work on new equipment.
- Are we talking about the Il-76MD-90A?
About it, although the same IL-78M-90A, which began flight tests, will also be in demand - I am absolutely sure of this.
- Where does such confidence come from?
Because it is not just a tanker, but also a convertible aircraft, which, unlike its predecessor, can be used both as a transporter and as a special platform. This is a good combination.
Rogozin Alexey Dmitrievich
Personal matter
Rogozin Alexey Dmitrievich was born on September 21, 1983 in Moscow. Father - Deputy Prime Minister of the Russian Federation Dmitry Rogozin. Graduated from the Moscow State University of Economics, Statistics and Informatics (2005), graduate school at MGIMO (2008). In 2016, he received additional education in the field of industrial and civil engineering at the Academy of the Ministry of Construction of the Russian Federation. Candidate for the degree of candidate of technical sciences.
Since 2003, he has led the Internet projects of the Rodina party. In 2006 he co-founded the Youth Public Chamber. From the same year he went into business. In 2010, he became director of development for the Promtekhnologii group of companies (manufacturer of weapons systems). In 2011, he was elected to the Moscow Regional Duma from the United Russia party. Since 2012 - General Director of the federal government enterprise Aleksinsky Chemical Plant. In March 2016, he became deputy head of the property relations department of the Russian Ministry of Defense. On April 29, 2017, he was approved as the General Director of the Ilyushin Aviation Complex (PJSC Il). Vice President for Transport Aviation at PJSC UAC.
Aviation complex named after S.V. Ilyushin
Company profile
Public Joint Stock Company “Aviation Complex named after. S.V. Ilyushin" (PJSC "Il") was founded in 1933. One of the leading Russian enterprises in the development of aviation technology. Over 84 years, the design bureau has developed more than 200 and created more than 120 types of aircraft of various modifications. Over the entire history of the existence of the Ilyushin Design Bureau, more than 60 thousand Il aircraft have been produced at serial factories. Today, the priority area of work of Il PJSC is the development of cargo and military transport aircraft.
Produced passenger models - Il-96-300, Il-62M, Il-114, Il-103, transport - Il-76MD, Il-96-400T, Il-114T, Il-76TD, special purpose - Il-78, Il -38 and others. PJSC "Il" has branches in the Moscow region, Ulyanovsk, Voronezh, Ryazan, and a representative office in Uzbekistan. Revenue for the three quarters of 2017 amounted to 5.66 billion rubles, net profit - 616.7 million rubles. Shareholders - "United Aircraft Corporation" - 34.46%, "United Aircraft Corporation-Transport Aircraft" - 56.52%, private investors.
The Ministry of Defense and the United Aircraft Corporation will soon reconsider the terms of the largest contract of 2012 for the supply of 39 Il-76MD-90A aircraft, reports.
“In 2012, the agreement was valued at 140 billion rubles, but due to an incorrectly calculated price formula and currency fluctuations, the Ulyanovsk enterprise Aviastar-SP incurred a loss of 1 billion rubles in the manufacture of each machine,” the article says.
According to a top manager of an aviation industry enterprise, “the contract was initially considered problematic; the military and industrialists then waged so-called price wars: the Ministry of Defense demanded to reduce the price of the supplied products (in the case of the Il-76MD-90A by about 10%).” The interlocutor noted that “the calculation and costing materials were compiled in a hurry, since a political decision was made to time the signing of the contract to coincide with the first flight of the new machine in the presence of the president.”
In addition, Anatoly Serdyukov, who then held the post of minister, wanted to develop relations between the Russian-Ukrainian aviation industry and the An-70 project. “In essence, to prevent the military from taking on a direct competitor to Mikhail Pogosyan (the head of the UAC in 2011–2015), they had to dump, essentially selling the aircraft at a reduced cost,” a government source emphasized.
At first, the results of this decision did not affect the performance of Aviastar-SP, “however, after currency fluctuations, the situation became truly critical: in 2015 the company suffered a loss of 10.1 billion rubles, although the same figure for 2014 was approximately 400 million rubles .”, the interlocutor said. For each IL-76MD-90A produced, Aviastar-SP received about 1 billion in losses.
There are two ways: one is to increase efficiency and reduce costs, the second is to go to the customer with compelling reasons to convince him of the need to adjust the price,
The general director of the enterprise, Sergei Yurasov, said in January.
According to the newspaper, the price adjustment previously required by the industry implies an increase in the cost of one Il-76MD-90A from 3.5 billion rubles. up to approximately 5 billion rubles. This will allow the company to reach the break-even point in this project. As the source noted, agreement in principle has already been received from the military to revise the contract.
In this case, we will be talking more about a reduction in the total number of vehicles that is not critical for the needs of the armed forces, and not about an increase in the cost of the contract,
The interlocutor said.
Deputy Director of the Center for Analysis of Strategies and Technologies Konstantin Makienko believes that even at the stage of concluding the contract in 2012, it was obvious that “a document with such parameters is practically impossible to implement.”
In the current situation, it would be logical to simply cancel the agreement, but this is no longer possible from either the political or economic side,
A new medium military transport aircraft (SVTS) is being created in the interests of the Russian Ministry of Defense. By the end of the year, the military department must approve the tactical and technical specifications for this vehicle. Igor Bevzyuk, program manager at Il PJSC, spoke in an interview with TASS about what characteristics the new aircraft will have, from which airfields it will be able to take off and whether it will have weapons.
- Igor Anatolyevich, please tell us about the background of this project.
The idea of creating an SVTS to replace the obsolete An-12 appeared at the turn of the 80s and 90s of the last century. Already at that time, the Ilyushin Design Bureau had worked out the design of such a machine, but the characteristics of the first design did not yet provide a fundamental separation from other options. The project was postponed for a while.
Let me remind you that at that time the Tupolev Design Bureau and the Antonov Design Bureau actively proposed their own options, after consideration of which the An-70 was adopted as the basis. The history of this aircraft turned out to be a dead end, and at the beginning of the 2000s they returned to the Ilyushin Design Bureau project - especially since India expressed its interest in the joint development of a transport aircraft of this class.
After quite a long period, the requirements for the appearance of the Russian-Indian MTA (Multipurpose Transport Aircraft) aircraft were formed. However, the risks associated with the implementation of part of the requirements led to the “freezing” of this project, although legally the Indians have not yet completely abandoned it.
Be that as it may, the need for a middle-class transport ramp aircraft has not gone away, and has even become more urgent as the An-12 aircraft approaches the end of their service life. And the Ilyushin Design Bureau, together with the Ministry of Defense and the Ministry of Industry and Trade, developed a draft tactical and technical specification (TTZ) for a medium military transport aircraft.
- Did the Indian side somehow explain this decision?
The set of requirements that were placed on the aircraft led to a high degree of technical risks. As soon as the degree of novelty in a project exceeds a certain threshold, questions arise related to either the timing of implementation, or the achievability of the declared characteristics, or the price.
- After 2015, did you decide to return the project to Russia?
The working name of the aircraft is Il-276
In 2014, the Ilyushin Design Bureau, together with the Ministry of Defense, proposed to develop technical requirements for SVTS according to Russian standards, without taking into account Indian specifics. As a result, the decision was made to create such a machine, and its proactive development began. The Ministry of Defense and the Ministry of Industry and Trade agreed on the draft tactical and technical specifications (TTZ). The working name of the aircraft, which was adopted by the design bureau, is Il-276.
- That is, it has not yet been officially approved?
No, the process of coordination and approval of technical specifications at SVTS is currently underway. De jure, the name of the aircraft can be assigned later, as was the case, for example, with the T-50. Our project has not yet received its final proper name.
In Russia, the An-12 is nearing the end of its service life. Somewhere in 2023, a massive removal of these vehicles from combat units will begin.
In December we begin preliminary design of the Il-276. We plan to complete the design work, pre-production and the first flight in the first quarter of 2023, and the completion of the work itself with the assignment of the corresponding letter is 2025 with the start of serial deliveries to the troops in 2026.
The fact is that in Russia the life of the An-12 aircraft is coming to an end. Somewhere in 2023, a massive withdrawal of these aircraft from combat units will begin, which is why the time to develop a new aircraft, its entry into testing and into mass production remains relatively short.
- What kind of plane will it be? What are its characteristics?
This will be a traditional layout for a military transport aircraft: a single-fuselage high-wing aircraft (the pattern of attaching the wing to the fuselage when it passes through the upper half of its cross-section - TASS note) with a T-shaped tail, with two engines located under the wing. It will be able to take off from unprepared and unpaved airfields.
This is a ramp aircraft with the possibility of not only loading and unloading operations on the ground, but also the possibility of landing from it. In addition to the main functions that are inherent in military transport aviation, it will have additional functions related to the delivery of cargo during rescue operations, emergency situations, etc.
- In a word, he will take all the best from his “big brother”-IL-76?
Undoubtedly. If we are talking about technical solutions related to the reliability of the aircraft, of course, we will use the best solutions, adapting them to the size of our machine .
- Are the engines the same as on the Il-76?
The engine of the first design is the well-proven PS-90A-76, which has the necessary characteristics to reduce technical risks. And as soon as the PD-14 confirms its characteristics in mass production, it will be used on the Il-276.
- Will the cross-section of the plane be the same as the Il-76?
Yes. At the same time, the length of the cargo compartment will be slightly shorter than the basic modification of the Il-76.
- What is its range and speed?
The speed is about 800 km/h, which is typical for aircraft with turbojet engines. Of course, it significantly exceeds the speed that the An-12 could afford. As a result, the delivery time of a particular cargo will be significantly reduced. At maximum load, its range will be a couple of thousand kilometers, but from the point of view of the ferry version, when it is necessary to ensure maximum range, it is up to seven thousand km.
- Will the IL-276 have a tanker version?
In the basic version we consider it as a typical transport aircraft, but this platform can be used for modernization in a very wide range.
- Does the IL-276 have standard weapons?
Any such aircraft is equipped with onboard defense systems. The Il-276 will also have means to protect the aircraft from external influences.
-Where will it be built?
The Aviastar plant in Ulyanovsk is today designated as the lead manufacturer.
- Is it still correct to call it a modernization of the Il-76, if the Il-76 combat aircraft are currently being modernized to the MD-M version and new Il-76MD-90A are being created?
These two projects have synergy, and the use of technical solutions in terms of developments in avionics, components and assemblies, of course, will be. But consider it a modification... A two-hundred-ton and a seventy-ton machine are still different things. Even with the visual similarity of some design elements, in many respects this is a new car.
- Il-112 does not overlap with this project?
Il-112 is a promising light aircraft. The IL-276 is located just between the light IL-112 and the heavy IL-76. A large amount of completely new equipment is being developed for the IL-112, the backlog of which will definitely be used.
How is the process of designing a new aircraft going?
We try to make the most of the opportunities that digital design provides. The key point is to link, starting from the preliminary design stage, all the requirements related not only to design developments, but also to the development of manufacturability of this design, production preparation, logistics requirements, as well as requirements related to the maintenance and operation of this aircraft. This allows you to find and correct all the shortcomings at the earliest stages, reducing the time it takes to enter mass production.
We pay special attention to development at a given cost
And of course, we pay special attention to development for a given cost; this applies not only to the product as a whole, but also to each technical solution. This approach ensures not only transparency of pricing, but also compliance with the price-quality parameter, which is especially important in the current economic conditions. In advanced design bureaus, this has already become a daily practice, which has made it possible to arrive at a specific numerical parameter, namely, correcting an error identified at the design stage costs 1 USD; the same error, identified during production, already costs 10 USD; at the stage of final assembly, the price of correcting an error increases to 100 USD, and at the stage of testing and operation it is already 1000 USD or more.
- Has the team already been formed?
The team is being formed right now. Today, the Ilyushin Design Bureau has several major programs underway simultaneously, and we are, of course, very interested in attracting both experienced and novice specialists to create an aircraft with world-class performance by applying best development practices.
- How many of these vehicles will the troops need?
According to preliminary estimates, in the next decade, the troops will need to replace several dozen An-12s. In general, the demand for such aircraft in Russia and the world is great, and we are confident that the Il-276 will find its place in the sky and become an indispensable “hard worker aircraft.”
Interviewed Anna Yudina
January 30th, 2018Newspaper "Kommersant"» under the title “I don’t see any serious difficulties arising from the sanctions” published an interview with the head of PJSC Aviation Complex named after. S.V. Ilyushin" and Vice President of PJSC "United Aircraft Corporation" (UAC) Alexey Rogozin on the state and development of transport aviation.
In 2017, on the basis of the Ilyushin Aviation Complex, the transport division of the United Aircraft Corporation (UAC) was formed, headed by Alexey Rogozin. In an interview with Kommersant correspondents Ivan Safronov and Alexandra Djordjevich, he told how he got into aviation from the Ministry of Defense, what problems he had to face and what to do to reduce them. He also answered the question whether there is cooperation between Ukraine and Russia, and also admitted that benefits can be derived from sanctions.
Alexey Rogozin (c) Gleb Shchelkunov / Kommersant
— The Aleksinsky chemical plant, work in the Ministry of Defense, and now the Ilyushin aviation complex are, it seems, slightly different areas...
— I have been connected with production in one way or another all my life, so for me the invitation to the position of head of Ilyushin and vice-president of the UAC was an honor. Among the enterprises that I supervised at the Ministry of Defense were aircraft repair plants, the 224th flight detachment, and the Oboronlogistics company. I have been constantly interacting with the UAC in recent years. In addition, my grandfather, Aviation Lieutenant General Oleg Konstantinovich Rogozin, was a representative of the Ministry of Defense during the development of the Il-86. Many of the Ilyushin veterans still remember him and talk about him. This is a big responsibility for me.
— What will you remember about your first year at Ilya?
“It was a very difficult time for all of us. Firstly, IL itself became not just a design bureau, but also a management company for the entire UAC transport division. In fact, we were tasked with taking over the management functions of an entire sub-industry that produces both transport and passenger aircraft. The main thing now is that the design bureau is actively developing several new projects. This is the development of the Il-76 program, the creation of a light military transport aircraft Il-112V, a medium military transport aircraft Il-276, the development of a modernization of the An-124, as well as two passenger aircraft - the regional Il-114, it will also have development in the form platforms for special aircraft, and the Il-96-400M, which, I hope, will be actively used as a wide-body airliner, including abroad. At the moment, the transport division is the busiest in terms of developments.
— Will you be able to load production in the near future?
— Unlike other divisions, we actually do not have a single aircraft in serial production. For a plant to make two or three cars a year is, of course, not the workload that you want to have and feel confident in, and this is not the productivity that allows you to pay off. Therefore, on the one hand, we are very busy, and on the other, we understand that as a division we still remain unprofitable, being essentially at the investment stage. The entry of new projects into the market will radically change the financial and economic situation. Development cycles for complex aircraft usually take years, and the current situation cannot be corrected quickly. Factories are often financed from borrowed funds, which increases the debt burden. Nevertheless, an important event that took place the other day - the first flight of the Il-78M-90A - is the beginning of the renewal of the fleet of aircraft in service. Such events show that we are capable of being effective. Today, UAC is at the stage of important transformations. We can mention the UAC’s plans to form a single company. But it seems to me that the most important thing is that recently we have taken an objective look at the state we are in, recognized the problems, and felt that we are capable of solving them.
— What is the condition of the main assets whose development you supervise? I am interested in the state of the Voronezh Joint-Stock Aircraft Manufacturing Company (VASO) and Aviastar-SP.
— Both plants are in a similar position, despite the fact that they are quite different from each other. Probably, the situation at Aviastar is a little more neglected due to the fact that VASO never stopped producing aircraft, including the An-148, and Aviastar, for a number of reasons, found itself in a situation where certain units were being produced, production was being mastered, say , fuselage panels for MS-21. But at some point they practically abandoned the production of new aircraft. The problem was the price of the Il-76MD-90A transport aircraft. The contract concluded in 2012 was very important, but it played a rather difficult role for Aviastar from a financial point of view. The aircraft is beautiful, really in demand, it has great export potential, but, unfortunately, when the contract was signed, the design documentation itself had not been fully developed. As a result, entire units were often not assessed and included in the final cost of the aircraft. The calculation materials prepared at that time seemed reasonable. But in the last two or three years, when the aircraft entered the final stage of testing, we can say that the price objectively needs to be adjusted upward.
— Is it true that Aviastar suffered a production loss of a billion rubles from each aircraft?
“We are working with the Ministry of Defense to justify the new price, we treat it very responsibly, since no one should have a question why this figure is being revised. The work began back in 2016, and relevant instructions were received. Hopefully the process will be completed in the coming months. An audit of the new price will be carried out, among other things, by the relevant services of the Russian Ministry of Defense and the Federal Antimonopoly Service. As a result, I think the price that reflects the cost of the aircraft will be confirmed. At the same time, we undertake obligations to further reduce costs in order to try to bring them to a more comfortable figure for the Russian Ministry of Defense. In any case, the new price should be significantly lower than what the aircraft could have on the military-technical cooperation market. Today there are already several requests from various countries, including those that were not previously operators of the Il-76 aircraft. But the key task is to ensure the fulfillment of the already concluded contract for the supply of 39 new aircraft and to replace the fleet of military transport aircraft. We understand how needed these aircraft are. For example, they regularly make flights, among other things, in the interests of the group of troops in Syria.
— It turns out that we must either terminate the contract and renegotiate it on new terms, or reduce the number of aircraft?
“When it is possible to objectively assess the cost of the aircraft that are being produced today, we will move on to the next stage of discussing conditions with the Ministry of Defense. The purchase is provided for in the new state armament program until 2027, but the volume of purchase is the customer’s decision.
— At what stage is the development of the Il-276 medium military transport aircraft?
“We have practically agreed upon the tactical and technical specifications for this vehicle; we have specially formed a very strong team within Ilyushin to work on this project. The aircraft is being created to replace the An-12 fleet, which is operated by the Ministry of Defense and whose service life is coming to an end. The timing of the project is limited, first of all, by the task of maintaining the size of the aircraft fleet. According to our forecasts, the first flight should be made no later than 2023. Given timely funding, I believe this is an achievable goal.
— Has it become heavier due to India’s withdrawal from the MTA project?
— I would not say that this is the same project. Both aircraft are indeed unified in a number of decisions, including, for example, the size of the cargo compartment - it is almost equal to the dimensions of the Il-76 - but many other things in these machines differ quite significantly. We conducted an in-depth analysis of the groundwork that was produced under the MTA project together with India, but the Il-276 project is being created on the instructions of the Russian Ministry of Defense. And these are different tasks, slightly different operating conditions; In addition, we are striving for the Il-276 to have a new engine - PD-14. I do not rule out that India will resume its interest, realizing that we have begun to develop a more than competitive aircraft. Although the main task, of course, is to replace the An-12 in the aerospace forces of the Russian Federation, which means that in the coming years, given the rate of decommissioning of the An-12 aircraft, our only customer will remain the Ministry of Defense. The An-12 fleet will require more than one year to replace.
— What is the resource of the BTA park?
— A large volume of aircraft were produced in the interests of the USSR Ministry of Defense. In this sense, the problem is not as critical as with the An-12 fleet. But, nevertheless, the new Il-76MD-90A differs significantly from its predecessor precisely in flight characteristics, ease of piloting, and payload capacity. Therefore, this is not only a replacement of the fleet, it is also an increase in the capabilities of BTA.
— How are things going with the Il-112V project?
— In the second half of the year we plan to make the first flight of this aircraft, which is being developed to replace the An-26. This car has a rather difficult fate, because its development in its previous form began back in 2003 and was suspended twice. Of course, since the resumption of the project in 2014, we have significantly reworked all the documentation and replaced systems. Today, two aircraft are already in production: one is life-static, one is flightable - at the final stage of assembly, and it is planned to be put into operation in the spring. I hope that several more aircraft will be put into production in the spring.
— Do you already have an order?
— Deliveries of Il-112 are included in the new GPV. At the same time, we are conducting preliminary negotiations on a large supply of this aircraft to one of the traditional customers of Russian equipment abroad.
— It was reported that Uzbekistan will participate in cooperation, does it have the capabilities to do so?
— We have never interrupted our ties with Tashkent, the Ilyushin branch is located there. We are interested in cooperation with everyone who is capable of being in common cooperation with us, and we see such potential with Uzbekistan. However, we impose certain requirements on our partners in terms of their level of technological readiness and ability to work with digital documentation. Of course, there are still specialists and infrastructure there to organize full-fledged production, but it is too early to talk about specific projects. Perhaps the Uzbek partners will act as investors.
— How do you resolve the issue of servicing the An-124-100 Ruslan aircraft?
— IL is entrusted with the functions of a developer for these aircraft. This decision was made after the well-known events of 2014, when the Antonov state enterprise actually refused technical support and further cooperation on the An-124 program. These competencies are now at Ilya; work on modernizing the aircraft using the groundwork that appeared during the program to create the Il-76MD-90A is being discussed. I consider it quite possible to independently develop the Ruslan theme, since the service life of the currently existing aircraft remains very large, they will be able to operate at least until 2040. The main task now is to ensure its safe operation and further development.
— Is the An-124-100 serviced by Aviastar-SP in Ulyanovsk without the help of Antonov State Enterprise?
— Ties between enterprises are severed today. But I would like to remind you that this aircraft was not developed in Ukraine, but in the Soviet Union. There was very broad cooperation there: central scientific institutes, design bureaus, enterprises throughout the big country. And the production itself was basically organized in Ulyanovsk. So “Ruslana” cannot be considered a Ukrainian development.
— Is it possible to resume cooperation with Ukraine?
— In Kyiv, many people already understand that the severance of relations with Russia has hit Ukrainian industrial enterprises. I can honestly say that we do not shy away from cooperation with Ukrainian partners and are ready for negotiations. But only in case of appropriate decisions at the state level.
— You said that it is possible to operate Ruslans until 2040. But what about the engines that were created in Ukraine?
— The resource of existing engines is sufficient. And believe me, Russian industry is capable of mastering the production of engines of this class.
— The government recently allocated 65 billion rubles. from the budget for the creation of a new heavy-duty engine, which should also be used by VTA.
— You need to understand that the PD-35 is not one engine, but a whole family based on one gas generator. The thrust that can be included in this family is in a fairly wide range, which allows us to consider installing one of the modifications of such an installation, including on the promising twin-engine version of the Il-96 aircraft. This issue has been studied. No significant structural changes to the aircraft will be required. Perhaps the PD-35 will also be used on the Russian-Chinese wide-body aircraft CR-929 or, for example, used for the twin-engine design of the Il-76 transport aircraft. Any development of aviation technology in Russia must take into account plans to develop this class of engines. We are now awaiting specific decisions from the United Engine Corporation enterprises regarding the timing of the development of these engines.
— At what stage is the development of the promising BTA aviation complex?
— We are waiting for the decision of the Russian Ministry of Defense on the need to conduct R&D in the coming years. At the same time, even the basic technical requirements for such an aircraft have not yet been approved, but, based on existing realities, we understand: two main requirements will be presented to it...
- Load capacity?
- Yes. As a rule, a figure of no less than 80 tons is discussed. And secondly, the size of the cargo compartment allows for the transportation of both large and oversized equipment. But to start work, you need to understand the customer: on their own initiative, no company in the world is capable of developing and creating an aircraft of this class.
— Will it replace the An-124-100 and An-22?
— The aircraft niche is in this class. The demand for Ruslan type aircraft today is extremely high.
— The creation of the Il-96-400M comes down to issues of payback, since four engines require high fuel consumption.
— Of course, the engine that is on it today does not belong to the category of the most economical. On the other hand, it meets all the requirements - safety, noise, and emissions. The increased fuel consumption associated with its operation can be more than offset by other characteristics of the new Il-96 aircraft. Including a very competitive price, which should already spur the interest of Russian and foreign aviation companies. At the same time, our task is not to simply develop an aircraft and then offer it to the market; we must listen to potential customers now. Such negotiations are ongoing, and I believe they will result in mass production of the promising Il-96-400M.
— What about the An-148, which were created at VASO?
— The program is actually ending. At the same time, the aircraft is objectively in demand, so it is possible that decisions will be made on the future fate of aircraft of this type.
— Do you have design documentation for it?
— You know very well that the aircraft was developed at the Antonov Design Bureau and, accordingly, the documentation belongs to them. But during the development of production in Voronezh, a significant contribution to the development of the An-148 was made by the Russian company, so some of the groundwork for this aircraft can be used in other promising programs.
— Are US and European sanctions hitting UAC’s transport division hard?
— Despite the difficulties, the sanctions have a positive effect on us, because with active government support we must master the production of all components, assemblies, assemblies, etc. This returns us to the position of an independent and independent aviation power. And the effect that we will get from the import substitution program gives us very tangible benefits. Of course, many issues have to be resolved in a very short time frame, often at increased costs. But all issues are being resolved, we are not stuck anywhere. And I don’t see a single serious difficulty that has arisen due to sanctions that limits our further development.
— What about after-sales service?
— Our customers no longer just require the availability of spare parts in warehouses. They need the aircraft to be in information communication with a service center at any given time, which would predict the need for repairs or replacement of individual components. This is a completely different approach to how aircraft will be operated and modernized in the coming years. Digital transformation is not just about purchasing IT infrastructure, computers or anything else. This is a change in the very essence of activities and approaches to how to ensure the safe and durable operation of aircraft.
— Is the portfolio of orders through military-technical cooperation sufficient?
— Our development of all aircraft today has not yet been completed, so, to be honest, we are not actively looking for these customers, giving priority to the Russian Ministry of Defense. Today, the order portfolio is sufficient to ensure capacity for the coming years, but starting in 2019 we will try to begin pre-contract work on new equipment.
— Are we talking about the Il-76MD-90A?
- About him, although the same IL-78M-90A, which began flight tests, will also be in demand - I am absolutely sure of this.
- Where does such confidence come from?
— Because it is not just a tanker, but also a convertible aircraft, which, unlike its predecessor, can be used both as a transporter and as a special platform. This is a good combination.
Aviastar-SP is the largest aircraft manufacturing plant in Russia, part of the United Aircraft Corporation (UAC). The company is based in Ulyanovsk and produces Il-76MD-90A heavy transport aircraft and Tu-204 passenger aircraft. Previously, the world's largest cargo aircraft, the An-124 Ruslan, were produced here. Now the plant is engaged in their maintenance. In addition, Aviastar-SP is involved in the production of the new mainline aircraft MS-21 and Sukhoi Superjet 100.
The aircraft manufacturing complex in Ulyanovsk was created in 1976. This is the youngest aircraft plant in Russia.
The production buildings of the enterprise occupy hundreds of hectares, and taking into account the territory of the airfield complex - more than 1000. This is equal to the area of Vasilievsky Island in St. Petersburg. 
The main administrative building of Aviastar is perhaps the most unusual structure of Soviet architecture in Ulyanovsk. The installation of the decorative capsule on the top was carried out in 1987 using a Mi-10 helicopter. This lattice structure made it possible to increase the total height of the building to 100 meters. 
Aviastar is a full-cycle plant, starting from metal casting and ending with the delivery of the finished aircraft to the customer.
Production consists of several stages. After the necessary processing, the components enter the assembly production workshop, where the wings, tail surfaces, and fuselage compartments are assembled. 
The company employs about 10,000 people. 
Almost a third of the staff are young people under 35 years old. 
Production is ensured by more than 400 pieces of equipment. 
An automated central assembly warehouse where finished parts for aircraft are stored. 
Aviastar has plenty of work to do. Some assembly shops work in two shifts, with people working overtime if necessary. 
Tail unit. 
Automatic riveting. 
Assembling the navigator's cockpit canopy. 
The main workload for the plant comes from the serial production of the Il-76MD-90A aircraft. In 2015, Aviastar put two Il-76s into operation. The third aircraft is completing flight tests. 
In total, about ten aircraft of the Il family are in production at Aviastar in varying degrees of readiness. 
In the Ilov family, which is produced by Aviastar, there is another promising modification - the Il-78M-90A tanker. The wing docking is being completed today. In 2016, the plant plans to complete production of the first Russian tanker aircraft. 
Build quality is constantly monitored. 
Final assembly workshop.
The workshop area allows for the simultaneous assembly of at least 8 narrow-body and 3 wide-body vessels. 
The length of the workshop is 500 meters, width - 100. 
The height of the workshop is 36 meters, which is like a 12-story building. 
Since 1990, Aviastar has produced the Tu-204 aircraft of various modifications. Then it was developed to replace the Tu-154 passenger aircraft. 
Tu-204-300 is the first Russian aircraft capable of long flights without refueling. For example, the Vladivotosk-Avia airline made a flight from Moscow to Vladivostok in 9 hours without transfers. 
Tu-204-300 aircraft are equipped with economical PS-90A engines that meet all noise level requirements. 
Adjustment of aircraft control systems. 
Installation of aircraft systems pipelines. 
Electrical wiring. 
Work on the nose cone. 
Installation of a shelf for hand luggage. 
Today, in addition to providing general civilian purposes, the Tu-204 is used by the special flight detachment “Russia” to manage the affairs of the President. 
An-124 "Ruslan" is a heavy transport aircraft. This is the world's largest production aircraft. The unique characteristics of the aircraft allow it to do things that are not possible for other aircraft. 
Initially, serial production of the An-124 was planned to be organized in Kyiv, but in the early 80s, the Ulyanovsk aircraft plant, which had just started operating, was decided to be involved in the construction of the Ruslans. In total, the company manufactured 36 aircraft of this type. 
Currently, the plant is not building the An-124, but continues to carry out its deep modernization. The company is also engaged in maintaining the airworthiness of Ruslans for the government customer and Volga-Dnepr Airlines. 
An-124 cockpit. 
Also, Aviastar, together with the Irkutsk Aviation Plant, is participating in the production of the new mainline aircraft MS-21. The plant supplies units and individual components of the aircraft to the Irkutsk aircraft plant, where assembly takes place. 
In 2016, the flight model MS-21 should already take to the skies. 
After final assembly, the finished Il-76 and Tu-204 aircraft are transported to the flight test station (FLS), which is located at the Ulyanovsk-Vostochny airport, 12 km from the plant. Since the towing speed is 20 km/h, this process can take up to two hours. 
The complex of ground work and flight technical tests of the aircraft lasts 4-5 weeks. 
The Il-76MD-90A heavy transport aircraft is a deeply modernized version of the well-proven Il-76MD, which was produced in the Republic of Uzbekistan at the Tashkent Aviation Enterprise. 
The aircraft is designed for interregional transportation of troops, heavy large equipment, as well as airdropping of personnel and cargo. The aircraft can also be used to transport sick and wounded people and put out fires. 
Among the new things, they installed modern engines, aircraft control systems, a modernized wing and a reinforced landing gear. The maximum payload has been increased to 60 tons, and the maximum take-off weight of the aircraft has been increased to 210 tons. 
The cargo compartment has a ramp, which can be installed in a horizontal or any other necessary position during loading and unloading.
To transport people in the cargo cabin of the aircraft, there are side seats and removable central seats are installed. The single-deck version provides transportation for more than 100 military personnel, and the double-deck version allows for more. 
Loading...
