Dogs bark — the caravan moves on

  • Super Jet 100
  • Super Jet 100

While fierce criticism from the opposition camp are engaged in the distribution network of hard-core statistics and bright pictures that illustrate the foreignness of the new Russian aircraft Sukhoi Superjet-100 companies involved in this global-scale industrial projects, little by little, more localized production of key components of the liner in Russia, acting in line with the concept of accelerated development of advanced technology competitive global aviation industry. In this regard, recently presented a turbojet engine SaM-146 manufactured by NPO "Saturn", which is already recognized as one of the best in the world. According to the Industry and Trade Ministry’s plans, by 2018, "Superjet" will be already 75% of the domestic production of components, including the component base of integrated control systems and avionics. It must be admitted that the economic power with advanced scientific and industrial centers of the Russian aircraft operating in accordance with the only true strategy in at least 20 years of lagging sectors from Western competitors.

The project SSJ-100 continues to demonstrate the highest efficiency among competitors in the world

Investment stagnation in the field of civil aviation (GA) began in the 80’s of last century. Even Mikhail Gorbachev had to sequester 54% of the budget for 1987-1990. And by 1994, from project GA remained only 4.2% from the level in 1985. Of 232 scientific, engineering and manufacturing enterprises of the USSR, working on the creation of competitive passenger airliners by 1994 operated 43 (mainly involved in the military-industrial complex). It turns out that by the early development of the state program for the development of GA in 2002, the domestic civil aviation industry is technologically behind the global industry for 17 years. And by the time of launch of the active phase of public investment in this sector in 2005 (when the state appeared sufficient funds) — for 20 years. During this time, for example, the U.S. has spent on these purposes 442 billion dollars, and the only one Boeing — 216 billion in such a situation only a madman would undertake the restoration of an entire sector of civil aviation (which is impossible without the revival of at least another 12 related industries) and the creation competitive aircraft entirely from domestic components.

The government, in cooperation with the expert community has gone the only right way — learning developed, and run-commercialized technologies leading corporations through a partnership with them on favorable terms. Further research and development process, according to the authors of the state program, should go rapidly, fueled by large-scale public-private investment. There was a long process of selecting a contractor, strategy, international partners, staff. Yet in 2006, the ice was broken, and the project was born SSJ-100, and the partners are the American Boeing, the Italian Alenia Aeronautica and the French Snecma. Russian engineers are thus able to develop and put into mass production of components in about half of the replacement value of aircraft. This results in a competitive by world standards, regional Airbus, which has passed the certification and standardization in the EU and the U.S., and even earned the highest rating from the European Aviation Agency EASA (the only new passenger plane, an award-Class AA). The order book at July 1, 2012 has already reached 304 pieces, which is 17% of the world market in the short-haul segment.

However, this high-tech success of the project cycle Made in Russia, apparently, did not like some of the envious. In the media and on Internet forums there were thousands of critical materials, stating that our "Superjet" does not even ours, and consists of 80% of the imported parts and operates on the support of the European and American aviation industry. The group also "dry" was accused of embezzlement of the state budget for the development of the civil aviation industry and even the fact that he did ruined the idea of reviving the industry in the bud. I think we should specifically and meticulously deal with all these myths.

Myth One: screwdriver assembly

The reason for choosing foreign suppliers — not only in a smaller weight or higher system reliability. The main and the main criterion — the possibility of certification of components and systems separately in the aircraft — at rates EASA / FAA. As well as the ability to create these systems for a reasonable time, money, with a guarantee of quality and price stability. Russian suppliers were neither the first nor the second, nor the third to provide not taken. A goal was set unambiguous: the possibility of SSJ certification according to international standards. This is one of the basic principles, if you will, the "cornerstone" of the project, without which it would not have been realized. For this reason, the air-conditioning system "Superjet" is a leak detection system: in the Russian system is not used, but the same "Liebherr" with it for a long time "sign". A certified aircraft in Europe is impossible without this component. And such "nuances" are present in almost every system. The aircraft can, and be praised for the selection of domestic suppliers, only for the SSJ market opportunities would be very vague. It seems to be clear, but critics of the Russian steel liner to resort to blatant disinformation and manipulation of information, stating in one voice that it 80% of imported components. So what really is the number of foreign components in the SSJ?

Accurate information is not, as the aircraft — this is a very difficult unit and contains a huge number of devices, sensors, systems, etc. Is it possible to apply the concept of "number of components" in this situation? What if UAC million purchase foreign-made screws and set them produced in KnAAPO glider Superjet? Then, with respect to one million bolts glider is one millionth of a cent. But you can make a comparison in the context of finance. What percentage of the financially Superjet consists of foreign components? To find out the proportion of imported components, you must go to the official website of the GSS, select "Quarterly Reports" and find 3.2.3 in each of them. Get:

In III quarter 2011, the share of imports in the supply of materials and products was 61.5%.

In the II quarter of 2011, the share of imports in the supply of materials and products was 53.32%.

In I quarter 2011, the share of imports in the supply of materials and products was 41.1%.

In 2010, the share of imports in the supply of materials and products was 53.6%.

In 2009, the share of imports in the supply of materials and products was 56.5%.

In 2008, the share of imports in the supply of materials and products was 18.2%.

In 2007, the share of imports in the supply of materials and products was 55.4%.

As can be seen, the share of imports is around 50-60%, the figures 80% is not close.

The 80% first deputy Mironov announced at a meeting of the State Duma. In relation to the grounds on which he had made such a conclusion, I can assume that this ratio is the number of foreign suppliers of components to the domestic. That is, of all the component suppliers SSJ 80% — foreign. But such a comparison against similar imported bolts million to one domestic glider.

And as they

Among the many components and parts A380 is made in Russia. In particular, the landing gear, heat exchangers and air conditioning systems. In addition,
the Russian experts involved in the development of technical documentation A380. Among the companies involved in the manufacture of aircraft COMAC ARJ21 (Chinese competitor SSJ100), Chinese companies themselves do almost none. Everything from aluminum to engine from the chassis to the glass, and electrical systems of up to rivet in the latest Chinese western aircraft. The cost of another competitor SSJ Brazilian aircraft Embraer E-Jets by 88% is generated from imported components. Against the background of our EMB "Superjet" just superrossiysky. All of the design and all the tests (static, resource, etc.) were conducted in Russian. The "Embraer" is imported. The entire fuselage and wing SSJ do in Russia. The "Embraer" is the import of four of the six "barrels", wing, empennage make abroad. Composites for SSJ do on VASO, the "Embraer" all imports. Metal for the "Superjet" Russia, the "Embraer" and rivets and metal imports. Design of the cockpit "Superjet" did Zhukovskaja Firm, "Embraer" all imports. In the creation of the "Superjet" take part and Nizhny Novgorod company ("Gidromash", "Heat", "Stingray") and Ulyanovsk, the "Embraer" all from abroad. The company SCA owns 75% of Russia (in Russian UAC 100%), "Embraer" is owned by the government of Brazil by 0.3%, while the Brazilian bankers by 33%. However, "Embraer" everyone thinks Brazilian plane made a Brazilian company. What prevents someone considered SSJ Russian plane? Probably, or stupidity, or partisanship, or proplacheny competitors. The same can be said even of the production of world aviation industry giants Boeing and Airbus. At Boeing, Airbus, Embraier, MRJ and CRJ same situation with parts.

And even this situation with the average market share of domestic components KLA and the Ministry of Industry are trying to change in favor of increasing localization in Russia. Tasked in 2018 to increase the share of domestic components up to 75%, and in the key sectors of the liner up to 90%. That is why there is a program to develop the engine for SSJ, who would not yield to the technical characteristics, safety and economic global peers. As a result, now the engines are not shipped from overseas, and are produced by NPO "Saturn", and 74% of its value form part of the Russian-made (there are only a gas generator and trim the French Snecma).

Myth two: cut the budget

Another myth is an ineffective waste of the state budget. In the press and on many forums there is a perception that "the program" Superjet 100 "insanely expensive" are called wild and false numbers in the tens of billions of dollars. Program accused almost in the collapse of the Russian aircraft industry and the fact that "took away all the money." The truth is that the "Superjet 100" received only 5% of all gosudarstvannyh money allocated to the domestic civil aviation industry. Less than the budget invested in the reconstruction of the Bolshoi and Mariinsky theaters, less than the construction of trains to Pulkovo Airport. In the Federal Target Program "Development of Civil Aviation 2015" lists all funded projects: SSJ, MS-21, BE-200, Il-96T-300/400, Tu-204/214/204 SM, Mi-38, Ka-62, as well as SaM-146, SC-93, PS-90A-2, PD-14, etc. The budget for the entire aviation industry is on the FTP 2002-2010 is 111 billion 808.8 million rubles (of course, military aviation is not included here.) Budget money for the entire aviation industry for 2011-2013: 144 000 000 000 118 200 000 rubles. Total for the development of the civil aviation industry for the period 2002-2013’s allocated 255.9 billion rubles. And on the SSJ project was spent 13.7 billion rubles, or $ 0.5 billion, about 5% of the program. Where did bawlers opposition figures took a few billion dollars can only guess.

Today we can say with confidence high efficiency project SSJ-100 on all key parameters, technological, commercial, operational. According to the forecasts of the International Association of Civil Aviation passenger, if not a disaster in Indonesia, a three-year backlog of orders for new Russian plane to the beginning of 2013 would have reached 545 units, which would correspond to more than 27% of the global market for new short-haul aircraft. This liner, so it would take first place in the world in its segment. However, I am confident that the dark history of Mount Salak, which killed dozens of managers and owners of Asian airlines, potential customers of our plane, just slow down a bit ambitious domestic aircraft manufacturers.

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