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    Ukrainian Aviation Industry: Discussion

    GarryB
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    Post  GarryB Fri Jun 18, 2021 9:12 am

    That's a lie...thanks to the import substitution program, Russia has significantly increased the list of manufactured products. Let's take only Rostec and its member companies:

    It is not something I believe.... I know better, but it is the mentality of ex president Obama who actually said it, and his sycophants in both political parties in the US.

    I was being sarcastic.

    Even the Mighty EU with all the white colonial powers of Europe that have robbed and raped the planet for the last 3-4 centuries can't manage an Su-57 equivalent.

    Antonov has been severely underfunded and the loss of the Russian market must not have been easy.

    The loss of the Russian market for the Ukrainians was worse than the loss of the Ukrainian market for Russia, but Kiev was expecting a whole new market to suddenly open itself to Ukrainian products... the EU and US... but it did not... they don't want Ukrainian crap, they already have helicopter engines and engines for ships and transport planes.

    Additionally I doubt the cancelling of cooperation with suppliers in Russia did not affect the Ukrainian military industry as well and unlike Russia their industry hardly has the resources and capital to come up with replacement parts. Add to that stopping cooperation with China and what do they have left?

    That is essentially what I was saying... anyone can come up with a design concept and build a cardboard cutout, but actually making a first working model means actual product development so the first problem is going to be all the money you will need to make it and the second problem is when a problem in design comes up there is no money to solve the problem so everything stops.

    The US and its HATO allies will just use Ukraine as a dumping ground for any equipment they don't need anymore and kill whatever resources the Ukrainian weapons industry still has. Now Turkey is getting into their weapons industry, but Turkey wants do develop their own military industry, plus they themselves are heavily sanctioned due to their support of Azerbaijan on the war against Armenia. So how much will they help really?

    They wont help. The US and EU will dump their crap, which will kill any local production or innovation, and Turkey is there to find useful technologies it can use for its own products to fill the chasm left by the withdrawal of western and US companies from its joint ventures...[/quote]
    [/quote]

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    Russian_Patriot_
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    Post  Russian_Patriot_ Sat Jun 19, 2021 9:37 am

    Ukrainian advanced Sokol-300 UAV at the exhibition in Kiev.
    Ukrainian Aviation Industry: Discussion - Page 16 Img_2026
    Ukrainian Aviation Industry: Discussion - Page 16 Img_2027
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    Post  Lurk83 Sat Jun 19, 2021 9:46 am

    If that thing worked they wouldn't be buying tb2's

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    Post  Russian_Patriot_ Sat Jun 19, 2021 9:53 am

    If that thing worked they wouldn't be buying tb2's
    This thing just rolls around the exhibitions. It doesn't even fly, but they tried to sell it to the Kazakhs

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    Post  owais.usmani Tue Jun 29, 2021 2:59 pm

    https://twitter.com/igorkushnarev2/status/1409856748446490628

    The Kharkiv aircraft plant acknowledged that it was no longer able to make planes. The current general director Alexander Krivokon told about the actual termination of the work of the famous Soviet enterprise, which assembled the Antonov design bureau's planes, on the air of the Simon TV channel.

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    Post  kvs Tue Jun 29, 2021 3:51 pm

    Russian_Patriot_ wrote:
    If that thing worked they wouldn't be buying tb2's
    This thing just rolls around the exhibitions. It doesn't even fly, but they tried to sell it to the Kazakhs

    Another propaganda prop. That is all that Banderastan is good for.

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    Post  flamming_python Tue Jun 29, 2021 9:02 pm

    owais.usmani wrote:https://twitter.com/igorkushnarev2/status/1409856748446490628

    The Kharkiv aircraft plant acknowledged that it was no longer able to make planes. The current general director Alexander Krivokon told about the actual termination of the work of the famous Soviet enterprise, which assembled the Antonov design bureau's planes, on the air of the Simon TV channel.


    Took them long enough to admit it. Their last plane was in 2015, shortly after they cut off their own nose, tore up all contracts with Russia that they were dependent on for parts as well as orders

    Although truth is they've been struggling since years before that too.

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    Post  Russian_Patriot_ Fri Jul 02, 2021 9:16 am

    Motor Sich to supply engines for promising Turkish ATAK-II combat helicopter.

    On June 26, 2021, the Turkish state aircraft manufacturing company Turkish Aerospace Industries (TAI, Turkish abbreviation TUSAŞ) announced the signing of a contract with the Ukrainian PJSC Motor Sich (Zaporozhye) for the supply of 14 turboshaft engines for the promising Turkish "heavy" combat helicopter T929 ATAK-II.

    The type of engines purchased by TAI for the ATAK-II is not named, but it is obvious that we are talking about one of the latest modifications of the TV3-117VMA-SBM1V engine produced by Motor Sich. All 14 engines are expected to be delivered by 2025, with the first two delivered by September 2022. The first flight of the first prototype of the ATAK-II helicopter is scheduled for 2023. Apparently, the delivery of the ordered 14 engines should cover the construction of all ATAK-II prototypes (six or seven).

    Source: 
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    Post  Russian_Patriot_ Fri Jul 02, 2021 9:35 am

    Aviakon handed over a modernized Mi-8MT helicopter to the Armed Forces of Ukraine.

    When updating the air vehicle, the protection of the helicopter and crew members from missiles with infrared homing heads and small arms was strengthened, radio navigation equipment was also improved and the ability to perform amphibious and search and rescue operations was improved.

    As part of the modernization, two sets of satellite navigation systems, a radar responder, an emergency radio beacon and a solid-state emergency operational flight information recorder with the ability to record conversations of crew members were installed. This allows you to perform flights on international air lines in accordance with the requirements of ICAO.

    In addition, it is planned to quickly complete the machine with the latest weather radar, thanks to which it is possible to use the equipment in difficult meteorological conditions.
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    Post  Russian_Patriot_ Wed Jul 28, 2021 5:54 am

    Artem will fulfill major contract on R-27. 


    SAC Artem (part of Ukroboronprom Group of Companies) has started executing a major contract for the production of R-27 aircraft missiles.
    According to Vladimir Zimin, President of the State Joint-Stock Holding Company Artem, this order for the company is the largest in the last 10-15 years.
    "this year, the company received an advance payment and began to fulfill the largest contract in the last 10-15 years for the supply of R-27 missiles worth more than $ 200 million. This is a huge amount of work for us for several years" - the head of the state enterprise said. 

    Source: https://andrei--bt-livejournal-com.turbopages.org/andrei-bt.livejournal.com/s/1867594.html
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    Post  Russian_Patriot_ Sun Aug 01, 2021 4:51 pm

    Localization of fighter jets: Ukraine held talks with Boeing on T-7A. 

    The former head of the Antonov State Enterprise, Alexander Los, said that Ukraine was negotiating with Boeing on the localization of T-7A Red Hawk aircraft.

    He said this in an interview with Defense Express, which will be published on their channel on Tuesday.

    These negotiations were actively held in the spring of 2019, but ended in nothing due to sabotage.

    According to him, the initiative was from our side to the Boeing company, and representatives of the Antonov State Enterprise, the Ukroboronprom Recreation Center and the Ministry of Defense of Ukraine negotiated.

    At one time, I proposed a project to localize the production of the aircraft, which then had the "working" name T-X, and is now known as the T-7A Red Hawk. It was about the final assembly of the aircraft at the facilities of the Antonov State Enterprise, " said Alexander Los.

    This involved the use of an American logistics system with the creation of a warehouse of components.

    It was already agreed and even a suitable room in Kiev, where parts from Boeing were to be stored. But then sabotage began, " said the former head of the Antonov State Enterprise.

    Source: 
    Rodion_Romanovic
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    Post  Rodion_Romanovic Mon Aug 16, 2021 11:30 am

    Antonov wants to modernise the An74 with Canadian support...

    https://www.flightglobal.com/aerospace/antonov-seeking-canadian-support-to-modernise-an-74tk-200/145012.article
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    Post  Russian_Patriot_ Fri Aug 20, 2021 10:44 pm

    Ukraine opens repair center for Russian Mi-17 helicopters in Turkey. 

    Ukraine intends to create a Mi-17 helicopter repair center in Turkey. The preliminary agreement was signed within the framework of the IDEF-2021 defense exhibition, Ukrspetsexport reports.

    As part of the exhibition taking place in Turkey these days, Ukrspetsexport signed a framework contract with Turkey's THK Teknik A. S. to create a base for the repair of Russian Mi-17 helicopters. Under the agreement, Ukraine undertakes to repair not only Turkish Mi-17s at this base, but also fulfill orders from other countries. The main partner in this bundle will be a Turkish company that provides aircraft maintenance, while Ukraine is a supplier of repair services.

    It is emphasized that Ukraine already has experience in repairing Turkish Mi-17 helicopters. In 2018, Kiev won a tender for the repair and modernization of seventeen Mi-17 helicopters of the Turkish gendarmerie, the work was carried out at the State Enterprise "Konotop Aircraft Repair Plant Aviakon" in cooperation with Motor-Sich. As previously stated in Kiev, the country has a "unique competence" in the repair and modernization of helicopters.

    Earlier, Ukraine announced its intention to push Russia in the market of repair services. The fact that Ukrainian military-industrial complex enterprises can carry out repairs of Soviet and Russian Mi helicopters for foreign customers became known in 2019, after the United States issued the relevant certificates to the Ministry of Defense of Ukraine.

    Source: 
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    Post  Russian_Patriot_ Sat Aug 28, 2021 9:06 pm

    "While the niche is not occupied": in Ukraine, the creation of a new light aircraft based on the An-38 has begun. 

    Ukrainian state-owned enterprise Antonov begins designing a new cargo-passenger light-class aircraft based on the An-28 and An-38 aircraft.

    General Director Sergey Bychkov told Apostrophe that negotiations on this program are currently underway with potential partners. The American company Legacy has shown interest in creating a new car, and the Ukrainian JSC Motor Sich offers to install an engine of its own design on the product.

    Source: 
    Rodion_Romanovic
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    Post  Rodion_Romanovic Sun Aug 29, 2021 1:34 am

    Russian_Patriot_ wrote:"While the niche is not occupied": in Ukraine, the creation of a new light aircraft based on the An-38 has begun. 

    Ukrainian state-owned enterprise Antonov begins designing a new cargo-passenger light-class aircraft based on the An-28 and An-38 aircraft.

    General Director Sergey Bychkov told Apostrophe that negotiations on this program are currently underway with potential partners. The American company Legacy has shown interest in creating a new car, and the Ukrainian JSC Motor Sich offers to install an engine of its own design on the product.

    Source: 

    So they want an Ukrainian alternative to the Dornier 228 the (formerly Czech, now Russian) Let L-410 and the Canadian twin otter?  It is not exactly am empty niche, considering that all of the mentioned planes have been extensively modernised and are currently in production.

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    GarryB
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    Post  GarryB Sun Aug 29, 2021 10:57 am

    It is the gap in the market Russia is going to fill with their An-2 replacement.

    The An-38 is the last in a long line of aircraft that were supposed to and failed to replace the An-2 in a range of roles.

    They didn't end up as cheap or as simple or as easy to maintain or operate or simply couldn't match the short field performance or payload weight or flight range.
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    Post  ALAMO Sun Aug 29, 2021 11:01 am

    Remind me, they are going to do that with already bankrupted Antonov, right?

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    Post  PapaDragon Sun Aug 29, 2021 4:57 pm

    ALAMO wrote:Remind me, they are going to do that with already bankrupted Antonov, right?

    Last brilliant idea they had was that Boeing will move production of Red Hawk trainers to the Ukraine

    Like the struggling scandal-ridden American aerospace giant will just give away their best lifeline and latest meal ticket to some shithole in East Europe out of goodness of their heart because they have nothing better to do

    That's what Antonov business plan looks like, pure genius

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    Post  ALAMO Sun Aug 29, 2021 10:09 pm

    All the ideas they reveal share the same level of brilliantness.
    That is my point.
    One must be super aware because I do not exclude that there is a CHANCE they will bring up something new, so it would not be wise to flush down the toilet all the news from there.
    Buy it is so fuckin' hard to spot any reasonable info in all that swamp ... Laughing
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    Post  PapaDragon Mon Aug 30, 2021 12:00 am

    ALAMO wrote:...One must be super aware because I do not exclude that there is a CHANCE they will bring up something new, so it would not be wise to flush down the toilet all the news from there...

    People say that the Ukraine didn't make anything new since 2014 but this is incorrect

    They haven't made anything new since the late 80s, they just stopped making old stuff in 2014

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    Post  ALAMO Mon Aug 30, 2021 12:12 am

    The last hit is a try to reestablish UH-1 production there Shocked
    What a sad story ... A country left with space capable industry, erased to the sub zero ...
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    Post  Russian_Patriot_ Mon Aug 30, 2021 5:14 pm

    Interview with the General Director of the Antonov Design Bureau:

    - After the collapse of the USSR, and especially the last 7 years, the aviation industry is not in the best condition, but Antonov works even in such conditions. What is the situation at the enterprise now, what has been created for the thirtieth anniversary of Independence?

    - I strongly disagree with this wording. The aircraft industry is the only industry that has not only preserved production, scientific and technical power, but is also working at full capacity today, without stopping for a day even during the coronavirus.

    Another thing is that earlier aircraft were more actively produced and delivered to the foreign market, mainly to Russia. During the Soviet Union, the main activity of our company was the creation of medium and heavy military transport aircraft. Today we continue to work in this niche.

    During the period of Independence, we have built a number of aircraft, including light multi-purpose An-38, An-3, regional passenger An-140, jet passenger An-148, An-158, on the basis of which a fundamentally new military transport An-178 was created. We continued to carry out modifications taking into account the import substitution of our An-124 Ruslan aircraft with a load capacity of 150 tons. Today, this aircraft is unsurpassed in the world. Even if America needs to transport some unique cargo, they order our "Ruslan", although they have a C-5A. We do not apply for long-haul passenger transportation, we do not compete with Airbus or Boeing in this segment. I want to emphasize once again that Antonov firmly occupies a niche of military transport aircraft.

    - Is it true that Ruslans do not fly in Russia, because only Antonov can serve them?

    - This is not quite true. In Russia, Ruslans fly and will fly, because they are made at the Ulyanovsk Aircraft Factory. Accordingly, the Russians have all the design documentation. A separate issue is that the conditions for maintaining airworthiness, safe development of the resource and service life are determined by the developer of the aircraft. In this case, it is the Antonov State Enterprise. Since it is the developer of the aircraft that has the necessary results of strength and fatigue calculations, test results, and operation data for the entire fleet of aircraft. Based on this information, which is continuously updated, the developer determines the necessary design improvements, additional inspections, replacement of parts and assemblies. In addition, the developer's participation in maintaining the airworthiness, resources and service life of aircraft is prescribed by ICAO documents and Aviation Regulations. About 2 thousand AN aircraft are currently flying around the world. We know the condition of each of them, including the Russian "Ruslans". But now, for well-known reasons, we do not extend their resources and service life, they do it themselves, and no aircraft is idle, but there is a certain risk in this, I would not do this in their place. The developer company should be responsible for the extension of the resource, maintenance in operation.

    - Speaking about the cooperation with Russia that has come to naught: how are things going with import substitution?

    - We have found analogues of almost all systems. These are components from the USA, Canada, France, Germany. However, we are trying to increase the share of Ukrainian-made components. After all, everyone understands that Antonov is a competitor, so they seem to help us, but in fact they are not very active: either there is no corresponding permission, or something else. There are also restrictions on deliveries for military aircraft. At one time, when the An-22 "Antey" took off, Oleg Antonov was asked if it was a civilian aircraft? Can it be used during military operations? In response, Oleg Konstantinovich gave the following example: during the war, a vodka bottle was filled with an incendiary mixture and German tanks were destroyed with it. So it is here: today a civilian aircraft, and tomorrow it can be used as a military one.

    We made full import substitution on the first AN-178 aircraft. It is planned to conduct flight tests next year. As a manager, I assure you that the production of almost all components that we buy in the far and near abroad can eventually be established in Ukraine, because I know both the scientific, technical, and production capabilities of our enterprises. I will give a classic example: there is a world-famous enterprise "Hartron", which developed a control system for the "Buran", and it landed on Baikonur without a pilot with an accuracy of 2 meters on the axis, 1 meter to the side. So, Hartron can't develop a control system for our aircraft? Therefore, I gathered the heads of more than 30 enterprises in the areas of hydraulics, avionics, chassis, and other units and suggested starting joint work. I am convinced that in 3-5 years the Ukrainian aircraft industry will be provided with components of Ukrainian production.

    - Can't we try to compete in the niche of medium-haul passenger aircraft?

    - We can. Our An-148, An-158 are in no way inferior to competitors, for example, Bombardier and Embraer. Moreover, the An-148 proved to be excellent in Russia, at one time there was a production program of 32 aircraft per year, and the 148th flew with a flight of 400 hours per month, which is a lot. But for obvious reasons, the program is stopped. And it is more profitable for our air carriers to buy used Boeing. We have planes in the shop now without a complete set, take them, buy them, but no one needs it. We are looking for customers for these aircraft, but there is one "but": we have a certificate for the right to sell An-148 aircraft with a Russian configuration, but it is necessary to carry out import substitution, which means that a new certification procedure should be carried out. To certify an aircraft, regardless of whether it is An-2 or Mriya, you need to conduct 600-700 flights. Therefore, if we make import substitution for An-148, An-158, then we will start selling them in 3 years. We do not have a customer for these machines yet.

    But we have found a niche that is practically free in the world. This is the creation of aircraft with a payload capacity of up to 16 tons, and this is our An-178. Last year, a contract was signed for 3 aircraft for the Ministry of Defense of Ukraine, which we are now successfully implementing. The work is in full swing with the expectation that the first plane will take off in the first half of 2022, and the second one by the end of the year.

    The whole world knows what Antonov is, so Uzbekistan, Azerbaijan, Kazakhstan and other countries have intentions to sign contracts for this type of aircraft. On the basis of the AN-178 platform, various modifications can be created, including options: fire-fighting, sanitary, marine patrol, long-range radar detection, jamming, electronic warfare. Therefore, I believe that the An-178 has taken place, and it has a great future ahead of it.

    - Speaking about international cooperation, we have had joint projects with the same Saudi Arabia, Azerbaijan, Germany. What do you think is the reason that none of them ended positively?

    - Mainly because of the political situation in these countries. For example, in Saudi Arabia, together with the ex-head of Antonov, Dmitry Kiva, I presented 5 types of our aircraft, they chose the An-32. On its basis, they were going to organize the production of an aircraft called the An-132. The only condition was to change the Ukrainian engines to Western ones. Unfortunately, our management made a tactical mistake: it was decided not only to redesign the aircraft and change the engines, but to change the control system and so on. The appearance of the aircraft has changed. To date, the government has changed in Saudi Arabia, they have started lobbying Airbus, and cooperation with us has been suspended for the time being.

    However, already as CEO, I met with the Prince of Saudi Arabia. They are ready to resume work, because we already have the relevant experience, we know the weaknesses of the project, how to eliminate them, what to design and what kind of aircraft you need to get. If not this year, then at the beginning of next year we hope to sign a contract with Riyadh for the joint creation of such an aircraft, which will eventually be produced at an aircraft factory in Saudi Arabia. A place has already been allocated for this enterprise. I really believe in the new aircraft based on the An-132D aircraft: it will be in demand in Africa, South America, the Middle East, and Asia.

    - And why did the cooperation with Azerbaijan fail?

    - When Dmitry Semenovich Kiva was the general designer, we had negotiations with Azerbaijan on the purchase of the An-178, but at that time the aircraft had not yet passed flight tests and was not certified. From my point of view, a contract was signed very quickly for an aircraft that has not yet entered mass production. When Kiva left, we continued to build the aircraft according to the technical specifications of the Ministry of Defense of Ukraine, and now this aircraft is already somewhat different from what was in the contract with Azerbaijan.

    We have resumed negotiations with Baku. I say: let's sit down at the negotiating table and find out if the aircraft is suitable for you in the version that we are making for the Ministry of Defense, if so, we are ready to continue. But at one time there was a question to create a joint production in Azerbaijan. I am "for" with both hands, but this should be done in stages, gradually accumulating experience. For example, first to make certain details, eventually expanding their nomenclature... the Azerbaijani side has not yet responded to this. I think that in 2022, after the plane takes off for the Defense Ministry, we will come to an agreement with Azerbaijan. Everyone is waiting for the An-178 to take off. It meets all the requirements for safety, reliability, and, as I have already said, it is suitable for both high-altitude areas and hot countries…

    - In addition to the production of large machines like the An-178, do you somehow cooperate with our private owners on smaller projects?

    - Now we are starting to resume work on light aviation on the basis of An-28 and An-38 aircraft.One of the potential partners interested in the implementation of this program is the American company Legacy. Productive negotiations are underway with the Motor Sich company. They also offer an engine for an airplane. This makes it possible to expand the possible market for a new car. And I am sure that in the next 2-3 years you will see that such an aircraft will be created.

    Everyone rushed into the niche of large planes, passenger or transport, or very small ones – 1-2 local ones, which, by the way, our former employee Yuri Yakovlev is also engaged in. But the plane of the dimension I'm talking about is not being manufactured now. Once such models were built in Poland, but production was stopped. Therefore, we will deal with such machines. I think that in 3 years you will see a beautiful aircraft based on the An-38.

    - You remembered that Yakovlev makes small planes. Is this not a promising niche for Antonov ?

    - Not for our company. Everyone should do their own thing.

    - One of our private holdings, Metinvest, has created a university for its employees. Do I need to do something similar at Antonov?

    - The fact is that a private university, apparently, borrowed the idea from us. Even under the Soviet Union, more than 45 years ago, a branch of the Department of the Kharkiv Aviation Institute was established on the basis of our enterprise. Now we have a full-time department of KHAI on the territory of the plant. Starting from the first year, we recruit students from Kiev, the region, and other regions. A hostel is provided for nonresidents, and classes are conducted by specialists of our company, who teach not only from books, but taking into account modern technologies, their enormous experience.

    For example, our chief metallurgist Lavrenko reads materials science. If it is aerodynamics, then it is the leading aerodynamicist of our company and so on. That is, the training of young specialists is as close as possible to the real production. Students make course projects and theses on a real product. Moreover, we employ all of them after the fourth year. During the years of study, there is an adaptation, the student determines what he likes best: to be a designer, a technologist, or, maybe, to be engaged in aerodynamics.

    In addition, we have sponsored Kiev schools No.96, 203, 83, where students undergo career guidance. There are children's health complexes "Antey" and "Sokol". There, the detachments are divided into crews, they even have a schedule made up on aviation topics, for example, a second breakfast — "refueling in the air", an afternoon nap - "flying on autopilot". Aviation clubs are working.

    On the territory of "Antonov" there is a technical school that trains middle-level specialists, there are training centers where turners, locksmiths, millers are trained. Yes, I would like to see more people involved in aviation, but in our country today, economists, lawyers, financiers, managers enjoy great authority. Although, as experience shows, an engineer will be able to work as an economist, but on the contrary-I have not met this in practice. Here we should recall Nikolai Amosov, who graduated from KPI, was an engineer, then simultaneously became a cardiac surgeon and designed a heart valve, having an engineering education. It is very bad that little attention is paid in the state to vocational schools that taught working specialties. We are trying to train such specialists at the expense of internal reserves, so we are still coping.

    In order to become a specialist in the aviation field, you need to have at least 5 years of work experience. For example, there is such a specialty as a locksmith-toolmaker-slipmaker. If you have not created a single slipway, no matter what books you have read, no matter what institutions you have graduated from, you will never do this. Aviation is a very complex field that requires not only theoretical knowledge, but also practical skills.

    - What are the salaries at the enterprise, how many people do you employ?

    - Today, together with engineers, there are about 10 thousand people. The average salary is about 19 thousand UAH. But a highly qualified specialist earns about 35 thousand rubles. We do not limit income, but for this you need to work conscientiously, fruitfully, with full dedication. I come to work at half past six, I go to the shop at half past eight-at the beginning of the working day, and some are already standing, drinking coffee... some people don't like me for what I demand. And I demand and will continue to demand discipline and order.

    - How is the Antonov with the material base? As far as I remember, new machines were purchased during the Kiva…

    - The production equipment has not been updated for a long time. Last year, from public money, there is such a program "Bezpeka", we were allocated 1,900 billion UAH for technical re-equipment. But, unfortunately, to date, we have not purchased a single machine because of the bureaucracy of the tender system, the main criterion for which is the low price of the product. Cheaper does not mean better. And we need a machine that allows us to make high-quality products.

    Here is an example. We need a machine for making a landing gear. Our specialists have chosen the offer of a Spanish company, whose clients, by the way, are Boeing and Airbus. The weight of this machine is about 20-30 tons, the cost is such and such. In short, we are going to the tender. But the Italians also exhibit their own machine, there is also a Chinese version. But this is not the same at all, their bed bends! In general, I believe that in such areas as aircraft construction, rocket engineering, tank construction, it is impossible to apply the existing approach to conducting tenders. The responsibility for the safety and reliability of the product is ultimately borne by the General Designer. What kind of tenders?

    The age of our machines is about 50 years or more. This, of course,is no good. Therefore, I hope that we will master the 1.9 billion UAH that were sent to the aviation industry with the assistance of President Vladimir Zelensky and will soon be able to show a whole workshop in which new equipment will be installed. The quality of the manufactured parts and the aircraft as a whole will depend on the quality of the equipment.

    - Does Antonov cooperate with the structures of the Space Agency, the same Yuzhmash?

    - Yes, we cooperate with the State Space Agency of Ukraine, including Yuzhmash. It is very lucky that the general director Sergey Voit works there, who has kept the capacity, and not squandered it, like some heads of other enterprises. We signed an initial contract with him for the production of the chassis for the An-178 aircraft, which was previously made by the Russian company Gidromash. We will receive the first set of chassis manufactured by Yuzhmash at the end of October.

    In addition, negotiations were recently held with Yuzhmash specialists, and we agreed to manufacture other parts for our aircraft at the plant's facilities. Moreover, I see a great prospect in the fact that the Dnipro residents also make aggregates for aircraft. In other words, we have the support of the space agency and very warm cooperation.

    - In addition to the three transport vehicles ordered by the Ministry of Defense, are there any other orders from the state?

    - The State Emergency Services are interested in our planes. The Ministry of Internal Affairs wants to use them for the tasks of the National Guard… We are provided with pre-orders for the next 5-10 years.

    - Are there any chances to revive production in volume before 2014?

    I am sure that it will be so. Our company can quite realistically produce from 5-6 to 12 aircraft per year. If we show the whole world that there are planes, tomorrow there will be those who want to participate in the production within the framework of the cooperation scheme, and we will only do the final assembly and conduct flight tests.

    - What role do the airlines that saved the Antonov company play now?

    - Pyotr Balabuyev, who headed our company from 1984 to 2005, before the collapse of the Soviet Union, felt the need to provide sources of financing in addition to budget funds. When Mikhail Gorbachev was Secretary General, Pyotr Vasilyevich obtained permission to create an air transport unit. Today it is known in the world as Antonov Airlines, based in Gostomel. Our fleet consists of seven "Ruslans", "Mriya", An-22 "Antey", An-26, An-74T, which transport cargo around the world. We have a contract with NATO for the implementation of strategic transportation, which has been in force since 2006. The funds that the airline earns are used to support the current programs of the enterprise, to create a scientific and technical reserve for the future and the social sphere.

    - Even during the Kiva, several houses were built for young employees of Antonov. Are there any housing programs or projects of such programs now?

    - Indeed, two houses were built in Gostomel for young families of 80 or 90 one-room apartments equipped with furniture, refrigerators, televisions, washing machines. This is a service housing. Employees pay only utilities. The conditions are as follows: while you work at the enterprise, you live in an apartment, if you quit, you vacate the apartment.

    We are interested in further solving the housing issue. We have previously signed memoranda with the Buchan and Gostomel administrations on the possibility of leasing purchases of 2-3 room apartments. When there will be, say, 100 such apartments for 2-3 rooms, we will move the increased families of our employees from Gostomel houses there, young specialists will take their place.

    There is a social program. We want to take out a loan for 15 years in such a way that people who have received 2-3 room apartments will have the opportunity to pay off the mortgage within 15 years. We hope for the support of Ukroboronprom in this matter.

    - Can the second "Mriya" be completed?

    - You can. Another thing is that Mriya was created at one time as part of the space program, in particular, for the transportation and launch of Buran spacecraft. But since this project was closed, it was re-equipped and certified for commercial transport operations. Now we are working with the space agency to implement new space programs for launching rockets using the An-225. There is a second "Mriya" in the units, but in order to complete it, it takes 600-700 million dollars. An Australian billionaire came to us, he wanted to make swimming pools and fitness clubs on the plane. That is, it was proposed to use the "Mriya" as a flying entertainment center…

    Our company is ready to complete the "Mriya". But for cargo transportation, it is not very economically profitable, it will not pay off, but for space projects-why not?

    Source: 
    Russian_Patriot_
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    Post  Russian_Patriot_ Mon Aug 30, 2021 5:16 pm

    An interesting interview. Apparently, the new management is trying with all its might to revive the dead production of aircraft. It is interesting to see how these statements will correspond to reality
    GarryB
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    Post  GarryB Tue Aug 31, 2021 8:02 am

    We do not apply for long-haul passenger transportation, we do not compete with Airbus or Boeing in this segment. I want to emphasize once again that Antonov firmly occupies a niche of military transport aircraft.

    Yes.... we are not competition for western stuff so don't crush us like a bug and maybe buy our stuff because it is useful.

    - Is it true that Ruslans do not fly in Russia, because only Antonov can serve them?

    - This is not quite true. In Russia, Ruslans fly and will fly, because they are made at the Ulyanovsk Aircraft Factory. Accordingly, the Russians have all the design documentation. A separate issue is that the conditions for maintaining airworthiness, safe development of the resource and service life are determined by the developer of the aircraft. In this case, it is the Antonov State Enterprise. Since it is the developer of the aircraft that has the necessary results of strength and fatigue calculations, test results, and operation data for the entire fleet of aircraft. Based on this information, which is continuously updated, the developer determines the necessary design improvements, additional inspections, replacement of parts and assemblies. In addition, the developer's participation in maintaining the airworthiness, resources and service life of aircraft is prescribed by ICAO documents and Aviation Regulations. About 2 thousand AN aircraft are currently flying around the world. We know the condition of each of them, including the Russian "Ruslans". But now, for well-known reasons, we do not extend their resources and service life, they do it themselves, and no aircraft is idle, but there is a certain risk in this, I would not do this in their place. The developer company should be responsible for the extension of the resource, maintenance in operation.

    A useful thing to read for those thinking that Russia should just forget about Slon and just make more An-124s...

    The sooner they are gone from the inventory the better.

    Note planes like the An-225 are very much specialist planes and would struggle to be profitable for commercial transport roles.

    Most of the time it does not make sense to carry cargo around in 250 ton single lumps, and carrying less than that also makes it expensive in terms of fuel.

    Such aircraft only make sense for transporting outsized loads that no other aircraft is capable of carrying and for carrying by truck or train or ship is impossible without completely dismantling it which makes it slower and more expensive to move.

    The only superior way to transport such large outsized objects would be airship that could pick up objects where they are made and deliver them directly to where they need to be installed... ie for a hydro electric dam a 120 ton gas turbine made up of hundreds of thousands of parts can be literally picked up from where it was made and assembled and carried half way around the world to some place at altitude where there are no roads to the place where it is to be installed.... open the roof and drop it into place. Compared with the cost of breaking it down into say 5 ton pieces that are not too long or wide and then putting them on trucks to go to the nearest port and then loaded on a ship to the nearest port to the work site and then onto more trucks and then when it all arrives... you might need to build new roads just to get these things there... then unload all the bits and make sure it is all there and nothing has been damaged or lost and then assemble it.

    Even with aircraft it is expensive and relatively slow though of course the flight will be faster than sailing it wont be cheaper.

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    Rodion_Romanovic
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    Post  Rodion_Romanovic Tue Aug 31, 2021 9:23 am

    Russian_Patriot_ wrote:An interesting interview. Apparently, the new management is trying with all its might to revive the dead production of aircraft. It is interesting to see how these statements will correspond to reality

    It would be already an accomplishment to keep the factories and avoid them to be demolished to make place for housing and malls...

    Currently the only aeronautical industry actually working (and producing something) in the Ukraine is Aeroprakt from Yuri Yakovlev (mentioned also in the interview), but they only deal with ultralight aircrafts ( and apparently perform also some secondary work for Antonov)

    https://en.m.wikipedia.org/wiki/Aeroprakt

    http://aeroprakt.kiev.ua/

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