IA SakhaNews... Prime Minister of Russia Dmitry Medvedev On February 22, he signed an appointment order Evgeniya Nepoklonova Deputy Minister of Agriculture of the Russian Federation and Oleg Bocharov Deputy Head of the Ministry of Industry and Trade of the Russian Federation, according to the government's website.
Reference:
Since 1986 he worked at the department of the Moscow Aviation Institute. In 1996 he graduated from the Moscow Aviation Institute (MAI) with a degree in aircraft engines and power plants. In 2001, he graduated with honors from the Russian Academy of Public Administration under the President of the Russian Federation with a degree in jurisprudence.
Since 1990, he held the post of Deputy Director for Production in a commercial structure.
Since 1996 - Deputy Director of the Moscow Rescue Service. Four times (in 1997, 2001, 2005 and 2009) he was elected to the Moscow City Duma in a single-mandate constituency.
Since August 2014, he headed the Department of Science, Industrial Policy and Entrepreneurship of the city of Moscow.
Member of the United Russia party. Co-founder of the urban parent movement "Solar Circle".
He is married with four children.
In 1978 he graduated from the Skryabin Moscow Veterinary Academy. Candidate of Veterinary Sciences, Doctor of Biological Sciences, Professor.
In 1976-1977. - Deputy Secretary of the Komsomol organization of the Moscow Veterinary Academy of the Volgograd RK Komsomol.
In 1978-1979. - senior veterinarian-epizootologist of the Klin regional station for the fight against animal diseases.
1978-1982 - Postgraduate student of the All-Union Research Institute of Veterinary Virology and Microbiology of the Ministry of Agriculture of the USSR.
1982-1994 - Junior Researcher, Senior Researcher, Laboratory for the Study of Pig Diseases, All-Union Order of Lenin, Institute of Experimental Veterinary Medicine.
1994-1995 - Chief Researcher of Narvak LLP.
In 1995-1997. - General Director of ZAO NPO Narvak.
In 1997-2000. - Director of the State Institution "City Scientific and Methodological Center for the Diagnosis and Prevention of Human and Animal Diseases".
In 2000-2004. - Deputy Head, Head of the Veterinary Department of the Ministry of Agriculture of the Russian Federation - Chief State Veterinary Inspector of the Russian Federation.
In 2004-2008. - Deputy Head of the Federal Service for Veterinary and Phytosanitary Surveillance.
In 2008-2011. - Vice-President of the autonomous non-profit organization "Research Institute for Diagnostics and Prevention of Human and Animal Diseases".
Since August 2011 - Deputy Head of the Federal Service for Veterinary and Phytosanitary Supervision.
Awards and Honorary titles: "Honored Veterinarian of the Russian Federation". Delegate of the Russian Federation to the OIE (World Organization for Animal Health), Member of the OIE Administrative Commission, Letter of Commendation from the Ministry of Agriculture of the Russian Federation, Certificate of Honor from the Ministry of Agriculture of the Russian Federation, Certificate of Honor from the Federal Service for Veterinary and Phytosanitary Surveillance, Letter of Appreciation from the Government of the Russian Federation, Gold Medal "For his contribution to the development of the agro-industrial complex of Russia." Active State Councilor of the Russian Federation, 2nd class.
Deputy of the Moscow City Duma, coordinator of the youth project of the Moscow government "Civil Change".
In 1990 he graduated from the Moscow Aviation Institute (MAI) with a degree in aircraft engines and power plants. At the institute he was the commander of a construction brigade. In 2001, he graduated with honors from the Russian Academy of Public Administration under the President of the Russian Federation with a degree in jurisprudence.
Since 1985 he worked at the department of the Moscow Aviation Institute.
In 1988-1990. He was the head of the department on ecology of enterprises of the experimental creative NPO "ETNO" at the Academy of Sciences of the USSR.
From 1990 to 1996 he held the post of deputy director for production at the VILAR enterprise.
Since May 1995 - a member of the movement "Our Home - Russia" (NDR), in April 1996 - Deputy Chairman of the Board. Organizing committee of the youth organization NDR.
From January 1996 to December 1997, he served as Deputy Director for Public Relations of the Moscow Rescue Service.
On April 25, 1996, at the III Congress of the VPD "Our Home - Russia" (NDR), he was elected a member of the Council of the VPD NDR.
He was a member of the executive committee of the Council of the People's Democratic Republic, headed the department for relations with the chambers of the Federal Assembly of the executive committee of the People's Democratic Republic. Conflicted with the head of the apparatus of the NDR faction in the State Duma, Sergei Belyaev (who left the NDR in August 1997).
Took active participation in the presidential campaign-96. One of the organizers of the "youth landing" "Trust, but check!". By order of President Boris Yeltsin N251-rp dated July 12, 1996, he received gratitude for the presidential election campaign.
He competed with other active members of the Central Council of the Executive Committee of the Youth Movement of the People's Democratic Republic - Vladimir Koptev-Dvornik, Stepan Orlov, Igor Dines, Andrei Abramenkov and turned out to be the winner in this conflict. From the end of 1996 to 2000 - the chairman of the Youth Movement of the People's Democratic Republic of Russia, from the beginning of 1997 - the head of the department for work with youth of the executive committee of the Council of the VPD of the People's Democratic Republic, from April 1997 - a member of the Presidium of the Political Council of the People's Democratic Republic.
In December 1997, he ran for deputies of the Moscow City Duma for the 24th acting. from the Moscow hotel NDR. Was included in the "list of the mayor's office" published in the newspapers "MK", \u200b\u200bTverskaya-13 and "Center Plus". On December 14, 1997, he was elected a deputy of the Moscow City Duma, gaining 43% of the votes.
In 1997-2001. - Chairman of the Commission on the legality and security of the Moscow City Duma.
On November 13, 1998 in NG, under the heading "Carte Blanche", he published an article "Overcoming the Crisis as a National Idea".
On December 16, 2001, he was elected a deputy of the Moscow City Duma of the third convocation in a single-mandate constituency No. 24, receiving 80.24% of the votes in the elections.
On January 15, 2002, he was elected deputy chairman of the Moscow City Duma of the third convocation. He created and headed the deputy group "Russia" (mainly members of the People's Democratic Republic, one of the support groups of Yu. Luzhkov). In the MHD of the 3rd convocation, he was in conflict relations with the vice-speaker Andrei Metelsky ("Unity") and the speaker Vladimir Platonov (at that time the Union of Right Forces).
In 2003, he became one of the founders of the Solar Circle movement (helping homeless children, "providing psychological, pedagogical, social and legal assistance to families in difficult life situations").
In November 2003, on the eve of the creation of the United Russia faction in the Moscow City Duma, headed by A. Metelsky and with the participation of V. Platonov, together with 4 other deputies of the Moscow City Duma (Vyshegorodtsev, Kovalevsky. Lobok, Loktionov) joined the United Russia party. through the district branch, bypassing the Moscow executive committee), but the Moscow executive committee of the party and 16 other deputies - members of EdRra since 2002 - did not recognize the entry of the five into their ranks and did not accept them into the new faction.
As of February 2004, Bocharov's application to join United Russia was still for the third month "under consideration." In March 2004, he was invited to the newly formed "New Moscow" faction (leaders - Irina Rukina - Russian Party of LIFE and Ivan Novitsky - SPS); Stebenkova, Kovalevsky, Balashov), however, declined this invitation, stating that he would wait for admission to United Russia "as long as necessary."
Ultimately, he achieved his admission to the United Russia party and faction. Since 2005 - Member of the Regional Political Council of the Moscow City Regional Branch of the Political Party "United Russia".
In July 2005, at the initiative of the Mayor of Moscow Yuri Luzhkov, he became the curator of the youth project "Civil Change" from the Moscow City Government. The "Civil Shift" consisted of 182 young people, mostly students; 39 of them have become "Moscow Government's understudies" - they meet every Tuesday and hold a parallel meeting of the government's understudies.
December 4, 2005 ran for and was elected to the Moscow City Duma of the fourth convocation in a single-mandate constituency number 11 from the Moscow city regional branch of the United Russia party.
He played the role of a bandit in the film "I Want to Jail" ("I think that this role was one of the most effective actions that I, as a legislator, could carry out in the public consciousness in the fight against banditry. Because in the comedy I played such a vile type and I tried to ridicule this bandit in a few minutes that he was on the screen by 200 percent. And I think that thereby caused significant moral damage to banditry as a phenomenon, showing that in fact there is no romance in him, which, unfortunately, is today attracts young people "-" Culture ", June 10, 2004).
In November 2003, he married a second marriage to Marina Grigorieva, a model and actress. I rented the premises of the Hermitage Theater for the wedding. For 2.5 thousand dollars, the actors of the theater. Mayakovsky played in front of the guests invited to the wedding, the highest-grossing performance of the theater based on Gogol's play "The Marriage". According to media reports, the entire banquet cost Bocharov several tens of thousands of dollars. (AiF, November 24, 2003; Profile, December 22, 2003). In 2004, his wife left Bocharov and in February 2005 married the notorious lawyer Dmitry Yakubovsky (aka "General Dima").
Good afternoon, colleagues!
The Ministry of Industry and Trade personally thanks Olga Nikolaevna and colleagues from the State Duma for raising such important issues that are relevant right now and brought up for our discussion. I would also like to note that it is important to discuss the problems of provision, support, such serious programs even before they are formed even at the concept level. Because the number of contradictions and the number of measures that need to be overcome are very serious, and the arguments limiting the development of such a program also deserve a serious expert assessment.
Olga Nikolaevna and I discussed the work at our first meeting, and it seems to me that one important principle should be immediately stated: the worst thing in such discussions is self-deception and emotions, so I suggest that everyone immediately tune in to a business-like mood, even if the arguments do not coincide with ours. the concept that we will bring to specialists, we will still study them in a serious way, without throwing them aside. Because practice recent years The development of regional aviation shows that, unfortunately, quick and easy decisions lead to the fact that at the regional level there is a misunderstanding of our legislative messages, as a result - the ineffectiveness of state support and non-client-orientedness of our programs.
We have prepared a report at the Ministry of Industry. I would like to introduce you to the new head of the aviation industry department, Ravil Rashidovich Khakimov. He has deep personal production experience. We in the ministry very much hope that the substantiveness of the production of the program to ensure the entire state policy in terms of aviation development will be implemented, and we assign this to it.
Now directly about the tasks. Colleagues have formulated theses for me in such a way that I list the amount of funding and the types of civil courts that we have launched. But I would not like to start with that. As a legislator with seventeen years of experience, I suggest you, for a start, discuss what legislative needs we have. In my opinion, there are three of them, so that regional aviation can breathe.
The first is a project that the Ministry of Finance is now making publicly available to assess its regulatory impact. These are proposals on the instructions of three deputy prime ministers of the current government: Igor Ivanovich Shuvalov, Dmitry Olegovich Rogozin, Arkady Vladimirovich Dvorkovich. They proposed and instructed the Ministry of Finance and other ministries to develop a draft document on zeroing the value added tax rate for civil aviation and the entire range of activities around it in 10 months. This is a key document because we have precedents at the legislative level. We see how such decisions stimulate shipbuilding, how they stimulate the space industry, therefore, in this part, expert judgment is very important for us. I ask you to take this document seriously at today's meeting, because the discussion should be serious. We understand that it is this task that will balance the internal market in terms of external and internal procurement. As you know, foreign aircraft enter the Russian Federation under the temporary import procedure, there is no VAT, and have a number of significant advantages over the national aircraft industry. We believe that it is basic, and we ask us to support in this, the conditions must be leveled and normalized.
The second key task that the ministry sees before itself in terms of interaction with you and provision and regulation is the development of leasing activities. We see that regional companies are not able to independently carry out their procurement activities. No company can afford such investments. State support, in this case in terms of additional capitalization of these companies, is impossible, because naturally the trend of recent decades that they should be private cannot be changed. At the same time, the state creates its own state transport and leasing company and we see that it is very important for legislators how our basic principle is being transformed. If, when discussing the new edition of the Civil Code, we then decided: is leasing for a financial instrument or a rental instrument? The Civil Code then enshrined this as a rental activity. But now we see confirmation of this, because almost 100% of the aircraft that companies take on lease are returned to the leasing company, which is a vivid example of what the legislator has done deliberately and right choice... But we see that a simple approach to leasing as a lease is not perfect either. Many companies are asking to consider transforming legislation in such a way as to turn leasing into an additional service. Because now, you know, manufacturers of foreign aircraft, for the aircraft itself and for engines, provide an opportunity to customize questions for the consumer in such a way that the consumer chooses the engine himself, and as a result, the system of additional financial attraction to his aircraft. That is, for the regional market, for their customers, international companies build up several leasing flows at once in order for the efficiency of their economy to fully meet the market requirements. We see this in the operation of Russian ships, in the requirements of our foreign customers. And the Mexican customers first of all talk about it, and the Irish ones. Therefore, here we need a very serious conversation with the Ministry of Transport. This is our joint task in order to provide the entire process of leasing activities with all modern regulatory capabilities. Of course, this is very closely connected with the instructions of the Government. Because we see that in other spheres of activity there are leasing companies that are not formally such, and they create instruments with insufficient regulation for all kinds of schemes. Of course, we need to separate these two positions, but if we rigidly introduce leasing into regulation through the creation of additional responsible insurance funds on the basis of banking activities, then we understand that no regional company can handle such leasing, and such an aircraft will never be simply serviced. will take. The general trend, of course, should be maintained so that for the end user the seat-kilometer in the tariff should fall seriously. We see no reason for these shipments to be provided with high purchasing power in the next five years, so this should be counted on.
And the third is already at the junction of the Ministry of Transport, the Ministry of Industry, I'm not talking about the Ministry of Finance and the Ministry of Energy, we do everything together with our colleagues, certainly providing them with all the necessary information. The third is the joint with the regional authorities. Olga Nikolaevna said absolutely correctly that today, one of the legislative barriers and unresolved issues is ground infrastructure. Very often, for the development or rollout of a regional route, the owners of the airfield network or just the infrastructure around them roll out such service payments to regional companies that, of course, it will be rather difficult for companies to start with the development of their regional network, even with all other conditions of state support.
Well, and the fourth topic, which has been discussed several times already - we have a sufficient number of ships that are depreciated in terms of cost, understandable in terms of maintenance, but, unfortunately, do not have the fuel efficiency required by modern ships. Accordingly, it is necessary to separately work out the issues of ensuring state support, maybe even bring some issues up for discussion when adopting strategies, key strategies that are planned for 2018, so that the state's responsibilities in terms of ensuring mobility and accessibility would be provided with serious expert assessments, including including in terms of changes in the legislative and regulatory framework as a whole.
Now I will very briefly go over the types of aircraft that have been supported in one form or another by the state in recent periods and which are supervised by the Ministry of Industry and Trade.
First and foremost, here is the director of FSUE SibNIA Vladimir Evgenievich Barsuk, we certainly have a very serious attitude to the development of the TVS family: TVS-2MS - remotorized aircraft An-2 and TVS-2DTS... Today there will be a meeting with S7 to create public-private interaction so that the new aircraft (TVS-2DTS) with improved characteristics will become the basis of regional transportation, as the An-2 once worked in the previous system.
The second part is, of course, a regional plane. L-410... You all know that we have a very serious program to localize production on the territory of the Ural Civil Aviation Plant. They have a pretty tight schedule. We believe that we have all the prospects in order to develop this aircraft and bring localization to 70%. I am not deliberately loading you with numbers. Ravil Rashidovich, if anything, will give you a specific figure for each specific type of aircraft.
IL-114. Of course, these works were resumed by the OKB im. Ilyushin. On the one hand, we have serious hopes, on the other, serious complaints about this work. With Valery Mikhailovich Okulov, right before the meeting, we again looked at what form and what technical specification for the salon would best meet the needs of the regional company. Because, I repeat once again, regional companies, we see, count every penny and do not need an excessive load. Unfortunately, we state that very often the desire of the industry to make a more serious aircraft, to equip it with more serious systems, leads to unnecessary costs and unbalanced depreciation for the consumer, so it is important for us to work together here.
IL-112V. Of course, you know that the Il-112 project is currently being implemented at the Voronezh aircraft building plant. We see that it can become, among other things, a serious basis for the development of cargo and passenger transportation. We must not miss this opportunity.
Sukhoi SuperJet 100. We have a very serious task, and you also know this, to bring all the so-called "childhood diseases", to introduce improvements in the production of the program in order to improve its characteristics. I must say right away that the negotiations in Ireland were not easy on the operation of our ships in Europe. In parallel with these negotiations, there were two cases of refusal. This was publicly reported. Once again I will say: the systems failed, and the systems failed exactly the same as those on Boeing and Airbus. There is nothing special there, so now our hopes are mainly on a high degree of organizational work carried out by the SCA and UAC to restructure their after-sales service system, rigidly linking the design bureau, production, operator, supplier of spare parts into one single network, which would be transparent both for the consumer and the owner.
Sukhoi SuperJet 75. Of course, we follow the demand of the market. I must say right away that we see that most of the problems of the Sukhoi SuperJet were, unfortunately, associated with the fact that the originally designed 75-seat machine was later brought to a 100-seat type, and the non-basic type became the main one in the production program. From here we see that there is a resource overvoltage of units and components, the issue of resource overvoltage of materials. We need serious revision and on the market proposal, we are talking about the fact that we are striving to create a 75-chair car for the already developed infrastructure, which Olga Nikolaevna spoke about. Our airlines support this story, when a 75-seat vehicle should actually replace the Tu-134, and accordingly work in tandem with the MS-21 according to the old scheme, i.e. Tu-134 - Tu-154. Our transport companies consider this requirement to be correct and basic, but I repeat once again, the work is very difficult because the requirements are multidirectional. It is very important for us that the opinions of the operators are taken into account, and then we would clearly assess the cost of these changes, respectively, their cost later in operation for the temporary ownership of the vessel.
Helicopters Mi-38, Ka-62, Ansat, Mi-8AMTSh. Together, the Ministry of Transport and the Ministry of Industry are now launching a program for the development of medical aviation, because we believe that this should become a driver stream for the development of regional helicopter transportation. Another short, important condition for us - we understand that types of aviation work for us are the only hope for the development of independent strong small air carriers in the regions. Therefore, it is extremely important for us in this way to make up the possibility of the development of a regional airline, so that everything, from infrastructure, obtaining aircraft, operation, to see this whole process in development. Because it is not always objective for an airline to use a particular technique. You cannot buy one helicopter, retrain two crews specifically for it, then keep it at the low level of orders that exists today.
Thank you very much for your attention.
Good afternoon, colleagues!
The Ministry of Industry and Trade personally thanks Olga Nikolaevna and colleagues from the State Duma for raising such important issues that are relevant right now and brought up for our discussion. I would also like to note that it is important to discuss the problems of provision, support, such serious programs even before they are formed even at the concept level. Because the number of contradictions and the number of measures that need to be overcome are very serious, and the arguments limiting the development of such a program also deserve a serious expert assessment.
Olga Nikolaevna and I discussed the work at our first meeting, and it seems to me that one important principle should be immediately stated: the worst thing in such discussions is self-deception and emotions, so I suggest that everyone immediately tune in to a business-like mood, even if the arguments do not coincide with ours. the concept that we will bring to specialists, we will still study them in a serious way, without throwing them aside. Because the practice of recent years in the development of regional aviation shows that, unfortunately, quick and easy decisions lead to the fact that at the regional level there is a lack of understanding of our legislative messages, as a result - ineffectiveness of state support and non-client-orientedness of our programs.
We have prepared a report at the Ministry of Industry. I would like to introduce you to the new head of the aviation industry department, Ravil Rashidovich Khakimov. He has deep personal production experience. We in the ministry very much hope that the substantiveness of the production of the program to ensure the entire state policy in terms of aviation development will be implemented, and we assign this to it.
Now directly about the tasks. Colleagues have formulated theses for me in such a way that I list the amount of funding and the types of civil courts that we have launched. But I would not like to start with that. As a legislator with seventeen years of experience, I suggest you, for a start, discuss what legislative needs we have. In my opinion, there are three of them, so that regional aviation can breathe.
The first is a project that the Ministry of Finance is now making publicly available to assess its regulatory impact. These are proposals on the instructions of three deputy prime ministers of the current government: Igor Ivanovich Shuvalov, Dmitry Olegovich Rogozin, Arkady Vladimirovich Dvorkovich. They proposed and instructed the Ministry of Finance and other ministries to develop a draft document on zeroing the value added tax rate for civil aviation and the entire range of activities around it in 10 months. This is a key document because we have precedents at the legislative level. We see how such decisions stimulate shipbuilding, how they stimulate the space industry, therefore, in this part, expert judgment is very important for us. I ask you to take this document seriously at today's meeting, because the discussion should be serious. We understand that it is this task that will balance the internal market in terms of external and internal procurement. As you know, foreign aircraft enter the Russian Federation under the temporary import procedure, there is no VAT, and have a number of significant advantages over the national aircraft industry. We believe that it is basic, and we ask us to support in this, the conditions must be leveled and normalized.
The second key task that the ministry sees before itself in terms of interaction with you and provision and regulation is the development of leasing activities. We see that regional companies are not able to independently carry out their procurement activities. Such investments are beyond the reach of any company. State support, in this case in terms of additional capitalization of these companies, is impossible, because naturally the trend of recent decades that they should be private cannot be changed. At the same time, the state creates its own state transport and leasing company and we see that it is very important for legislators how our basic principle is being transformed. If, when discussing the new edition of the Civil Code, we then decided: is leasing for a financial instrument or a rental instrument? The Civil Code then enshrined this as a rental activity. But now we see confirmation of this, because almost 100% of aircraft leased by companies are returned to the leasing company, which is a vivid example of the fact that the legislator made a conscious and correct choice. But we see that a simple approach to leasing as a lease is not perfect either. Many companies are asking to consider transforming legislation in such a way as to turn leasing into an additional service. Because now, you know, manufacturers of foreign aircraft, for the aircraft itself and for engines, provide an opportunity to customize questions for the consumer in such a way that the consumer chooses the engine himself, and as a result, the system of additional financial attraction to his aircraft. That is, for the regional market, for their customers, international companies build up several leasing flows at once in order to ensure that the efficiency of their economy fully meets the requirements of the market. We see this in the operation of Russian ships, in the requirements of our foreign customers. And the Mexican customers first of all talk about it, and the Irish ones. Therefore, here we need a very serious conversation with the Ministry of Transport. This is our joint task in order to provide the entire process of leasing activities with all modern regulatory capabilities. Of course, this is very closely connected with the instructions of the Government. Because we see that in other spheres of activity there are leasing companies that are not formally such, and they create instruments with insufficient regulation for all kinds of schemes. Of course, we need to separate these two positions, but if we rigidly introduce leasing into regulation through the creation of additional responsible insurance funds on the basis of banking activities, then we understand that no regional company can handle such leasing, and such an aircraft will never be simply serviced. will take. The general trend, of course, should be maintained so that for the end user the seat-kilometer in the tariff should fall seriously. We see no reason for these shipments to be provided with high purchasing power in the next five years, so this should be counted on.
And the third is already at the junction of the Ministry of Transport, the Ministry of Industry, I'm not talking about the Ministry of Finance and the Ministry of Energy, we do everything together with our colleagues, certainly providing them with all the necessary information. The third is the joint with the regional authorities. Olga Nikolaevna said absolutely correctly that today, one of the legislative barriers and unresolved issues is ground infrastructure. Very often, for the development or rollout of a regional route, the owners of the airfield network or just the infrastructure around them roll out such service payments to regional companies that, of course, it will be rather difficult for companies to start with the development of their regional network, even with all other conditions of state support.
Well, and the fourth topic, which has been discussed several times already - we have a sufficient number of ships that are depreciated in terms of cost, understandable in terms of maintenance, but, unfortunately, do not have the fuel efficiency required by modern ships. Accordingly, it is necessary to separately work out the issues of ensuring state support, maybe even bring some issues up for discussion when adopting strategies, key strategies that are planned for 2018, so that the state's responsibilities in terms of ensuring mobility and accessibility would be provided with serious expert assessments, including including in terms of changes in the legislative and regulatory framework as a whole.
Now I will very briefly go over the types of aircraft that have been supported in one form or another by the state in recent periods and which are supervised by the Ministry of Industry and Trade.
First and foremost, here is the director of FSUE SibNIA Vladimir Evgenievich Barsuk, we certainly have a very serious attitude to the development of the TVS family: TVS-2MS - remotorized aircraft An-2 and TVS-2DTS... Today there will be a meeting with S7 to create public-private interaction so that the new aircraft (TVS-2DTS) with improved characteristics will become the basis of regional transportation, as the An-2 once worked in the previous system.
The second part is, of course, a regional plane. L-410... You all know that we have a very serious program to localize production on the territory of the Ural Civil Aviation Plant. They have a pretty tight schedule. We believe that we have all the prospects in order to develop this aircraft and bring localization to 70%. I am not deliberately loading you with numbers. Ravil Rashidovich, if anything, will give you a specific figure for each specific type of aircraft.
IL-114. Of course, these works were resumed by the OKB im. Ilyushin. On the one hand, we have serious hopes, on the other, serious complaints about this work. With Valery Mikhailovich Okulov, right before the meeting, we again looked at what form and what technical specification for the salon would best meet the needs of the regional company. Because, I repeat once again, regional companies, we see, count every penny and do not need an excessive load. Unfortunately, we state that very often the desire of the industry to make a more serious aircraft, to equip it with more serious systems, leads to unnecessary costs and unbalanced depreciation for the consumer, so it is important for us to work together here.
IL-112V. Of course, you know that the Il-112 project is currently being implemented at the Voronezh aircraft building plant. We see that it can become, among other things, a serious basis for the development of cargo and passenger transportation. We must not miss this opportunity.
Sukhoi SuperJet 100. We have a very serious task, and you also know this, to bring all the so-called "childhood diseases", to introduce improvements in the production of the program in order to improve its characteristics. I must say right away that the negotiations in Ireland were not easy on the operation of our ships in Europe. In parallel with these negotiations, there were two cases of refusal. This was publicly reported. Once again I will say: the systems failed, and the systems failed exactly the same as those on Boeing and Airbus. There is nothing special there, so now our hopes are mainly on a high degree of organizational work carried out by the SCA and UAC to restructure their after-sales service system, rigidly linking the design bureau, production, operator, supplier of spare parts into one single network, which would be transparent both for the consumer and the owner.
Sukhoi SuperJet 75. Of course, we follow the demand of the market. I must say right away that we see that most of the problems of the Sukhoi SuperJet were, unfortunately, associated with the fact that the originally designed 75-seat machine was later brought to a 100-seat type, and the non-basic type became the main one in the production program. From here we see that there is a resource overvoltage of units and components, the issue of resource overvoltage of materials. We need serious revision and on the market proposal, we are talking about the fact that we are striving to create a 75-chair car for the already developed infrastructure, which Olga Nikolaevna spoke about. Our airlines support this story, when a 75-seat vehicle should actually replace the Tu-134, and accordingly work in tandem with the MS-21 according to the old scheme, i.e. Tu-134 - Tu-154. Our transport companies consider this requirement to be correct and basic, but I repeat once again, the work is very difficult because the requirements are multidirectional. It is very important for us that the opinions of the operators are taken into account, and then we would clearly assess the cost of these changes, respectively, their cost later in operation for the temporary ownership of the vessel.
Helicopters Mi-38, Ka-62, Ansat, Mi-8AMTSh. Together, the Ministry of Transport and the Ministry of Industry are now launching a program for the development of medical aviation, because we believe that this should become a driver stream for the development of regional helicopter transportation. Another short, important condition for us - we understand that types of aviation work for us are the only hope for the development of independent strong small air carriers in the regions. Therefore, it is extremely important for us in this way to make up the possibility of the development of a regional airline, so that everything, from infrastructure, obtaining aircraft, operation, to see this whole process in development. Because it is not always objective for an airline to use a particular technique. You cannot buy one helicopter, retrain two crews specifically for it, then keep it at the low level of orders that exists today.
Thank you very much for your attention.
Deputy Head of the Ministry of Industry and Trade Oleg Bocharov / Photo: Youtube.com
Within the framework of the Transport Week held in Moscow, the industry conference Regional Aviation, a system element of the main infrastructure, took place. One of the most interesting was the report of the Deputy Minister of Industry and Trade of the Russian Federation Oleg Evgenievich Bocharov on what the domestic civil aviation industry of the country will offer and what mechanisms to support the promotion of domestic aircraft technology will be used, excerpts from which we bring to your attention.
Curriculum Vitae
Bocharov Oleg Evgenievich
Born June 18, 1968 in Moscow. In 1996 he graduated from the Moscow Aviation Institute (MAI) with a degree in aircraft engines and power plants. In 2001, he graduated with honors from the Russian Academy of Public Administration under the President of the Russian Federation with a degree in jurisprudence. Since 1990, he held the post of Deputy Director for Production in a commercial structure. Since 1996 - Deputy Director of the Moscow Rescue Service. Four times (in 1997, 2001, 2005 and 2009) he was elected to the Moscow City Duma in a single-mandate constituency. From August 2014 to February 2017, he headed the Department of Science, Industrial Policy and Entrepreneurship of the city of Moscow. On February 22, 2017, he was appointed Deputy Minister of Industry and Trade of the Russian Federation.
Basic regional aircraft - as such we consider L-410... It is very important for us that the Ministry of Industry and Trade and the Ministry of Transport act as a united front. GTLK is the main financial operator of this program. We understand that even in such a heavy regional transport sector, we need to prepare for transformation. We will move from the sale of aircraft and basic units to the sale of services. This is the correct level for assessing the maturity of the readiness of the industry-operator interface.
Basic regional aircraft - L-410 / Photo: Sdelanounas.ru
We have already certified float landing gear for L-410. The aircraft took off / landing even at a shorter distance. We are definitely moving towards ensuring that our residents in the regions receive a comfortable product, so that in any weather conditions, on any lanes, to receive a reliable service. At the same time, work is underway to certify the ski chassis. Literally today, by teleconference, we showed the President of the country the first aircraft produced at UZGA (Ural Civil Aviation Plant), the production of which is localized in Russia. Assembly shop with an area of \u200b\u200b12.5 thousand sq. meters allow us to say that we confirm the serial production of L-410 up to 20 aircraft per year.
There is also good news - we have calculated the price of import-substituted on-board equipment. In terms of quality, it is significantly higher than what Tales offers, and for the first time for KRET (Concern of Radioelectronic Technologies) it is cheaper than its imported counterpart, despite the small serial production. Here we can say that for the first time the industry has reached the level of economically justified import substitution.
Another good news this year. In the summer, we tried on a VK-800 engine with a Stupa propeller. And we understand that we will reach a localization level of 72-74%. That is, it will be a completely Russian aircraft, provided with a full range of opportunities for timely after-sales service. Ski-flyer, float-flyer, of course. Of course, there is a desire to go further, so that he took off from skis, sat on a float, took off from a float, landed on a landing gear, and sat on skis from a landing gear. This is probably still in the future. So far, we can only talk about homogeneity. But the plane very quickly "changes shoes", this is done practically in field conditions... This was also demonstrated to the president.
There were requirements, especially in the Far East, related to the fact that the certificate has restrictions on the runway, and that there are better imported counterparts. Nothing of the kind - we received the confirmation of the certificate, carried out all tests. 550 meters are sufficient conditions for the aircraft to operate without degrading its operational characteristics.
Also, work was carried out on additions to the certificate, which should be validated in the near future. We understand that it can fly over open water areas. In general, it will be a universal aircraft for regional companies, which will have the ability to transform the cabin: transport version, ambulance, passenger. We would like to make a very flexible offer so that airlines can provide a wide range of aviation services.
The Czech colleagues in cooperation will have “tin work” on the airframe. We believe that there is no need to localize it in Russia. And the entire highly intellectual production part is localized in Russia.
The second story is related to after-sales service systems, support, which is also important for regional aviation. We have developed a special set of tools that can dramatically reduce the scheduled maintenance of equipment. We will follow a path that propels us towards repairs as they are. Now it looks like a kind of fantasy, but we must strive for this.
The next is our beloved and forgotten An-2... For the second year we have seen the director of SibNIA flying on a "plastic" plane. Here, the head of the Federal Air Transport Agency and I do not get tired of reminding everyone that this is so far only a technological demonstrator. Unfortunately, SibNIA is indeed a great institute, but from the point of view of certification, it is, of course, only a technological demonstrator. SibNIA is a great institute, in a good sense it is a feat of our scientists, who proactively, using young personnel, designed such an aircraft. It was decided to organize production at the Ulan-Udi plant. We are setting this work for 2019-2020. We will carry out R&D projects and make a composite aircraft.
An-2 composite aircraft from SibNIA / Photo:Aviator.guru
The operators really want it to be 14-seater. But we have serious legal concerns, because difficulties with the adoption of the rules, with international validation, do not yet allow us to say that on one engine we can produce an aircraft with big amount passenger seats. Accordingly, questions arise about the effectiveness of such an aircraft. Within the framework of the ROC, realizing that technologically we can do it, we will resolve these issues.
Cooperation with RosAtom is very important for us, because we see that today our industry has technological groundwork - we have already certified the domestic composite thread and have shown that it is not inferior in strength to American or European counterparts, including those used in wing production MS-21. I think that within 2 months we will be able to declare that the MC-21 composite wing is not only what our designers managed to design. We understand that this is straining our foreign colleagues, and we want to strain them. And they already tensed. The Ulyanovsk plant "Aerocomposite", which produces exclusively civilian products - the MS-21 wing, was included in the new US sanctions list. More serious defense enterprises did not hit, he did. For us, this is another indicator that they see a threat in the appearance of our civilian technologies on the market.
Since I'm talking about the composite wing, I will say a few words about MS-21... The flight program is in progress. The second aircraft began flight tests this year, the third will call in March, and the fourth in mid-2019. The test program is proceeding according to our plans and we do not see any problems.
Airliner MC-21 / Photo:Lj-top.ru
The planes are now powered by Pratt & Withney engines. On November 15, 2018, we certified the PD-14 engine, so we can say that in the civilian segment we have returned to the national engine building. We very much hope that we will confirm the economic efficiency of the wing with the new PD-14 engine. Yes, while there are still questions about engine economics. But this is within acceptable limits and we will improve it. We are constantly thinking about the cost of a seat / kilometer, in this sense the industry has become more or less adequate. Main questionhow we will operate it, what will we do with the price, with its cost of ownership. The aircraft has a wider fuselage, a more comfortable cabin than Western competitors, and is more efficient in terms of loading / unloading. The plane has good aerodynamics and economy. The market in this segment of aircraft is colossal.
I will return to regional aviation, An-2 and composites in general. We understand that there is nowhere to go, we will use composite technology in a wide-body aircraft. We very much hope that the serial production will make this product quite cheap in terms of the technologies we use, and we will get into the market. As long as the price rl, we succeed. So, we expect that it will take us 2 years for development work on the An-2, and we will provide the regions with a much more comfortable car and, hopefully, much more economical, meeting the requirements for unprepared lanes that the base aircraft originally had.
Airplane IL-114 There is one significant problem here. It is low-wing, and the low position of the composite propeller indicates that it is in operation, although we do not know for sure yet, it may have certain risks.
IL-114 aircraft / Photo:Skyships.ru
We agree that the degree of preparation of the bands is different for us. But cleaning the runway is much easier than moving the 114's wing up. This I can say for sure. And from the point of view of the state approach, it is also much more effective. But realizing that there is such a question, that the Il-114-300 is already a rather large and heavy aircraft, and also seeing the most powerful efforts of the Ministry of Transport to support and subsidize regional transportation, we believe that we must support this from the industry as well.
Czech aircraft L-610 / Photo:Anyaero.com
Therefore, we are ready to redeem documentation from our Czech colleagues (the owner of the Russian UMMC) L-610 and try to develop a 40-seater car based on it, so that within 5 years it would stand just between the L-410 and the Il-114-300, which will come into production by the end of 2021. We understand that this car will be clearly cheaper, and from the economic point of view, it will allow us to subsidize the rolling routes. That is, to carry out a gradual transition from a 12-seat to a 19-seat car, then to a 40-seat one, and if the passenger traffic and the lane allow, then go to the Il-114. The budget provides money for STLC for 2021 for the purchase of 3 Il-114 aircraft. The TV7-117 engine is undergoing its certification and testing with a composite stupa propeller on schedule. Operation will show everything.
Well, the top of the regional segment - Superjet 100... We are experiencing tremendous challenges in our partnership with our French partners for the SaM146 engine. Our colleagues have a tough business model and are not ready to make symmetrical reductions in the cost of ownership of the engine. Analyzing all the problems of engine operation with regional companies, we see that they also take advantage of the current situation, strive to take a more advantageous position for themselves in our disputes with the French.
Airliner Superjet 100 / Photo:Zag77.livejournal.com
We understand that we need to create a bank of replacement engines. The UEC has such a program. We received the documentation for the complete disassembly / assembly of engines on the territory of the Rybinsk plant. The first engine there has already been completely repaired, that is, disassembled and assembled. The question is commercial - there is trade, for how much we can agree with the French. We understand that the conditions they set for the purchase / lease of replacement engines from PowerJet are unacceptable for Russian regional airlines. It’s just not acceptable, that's all. And the quality of the engine itself outside the warranty period and within the warranty period raises questions about the hot part (the hot part is the French production area of \u200b\u200bresponsibility). With this engine, we still live on. This is a decision of previous periods and no one could have known that it would go like this. Of course, we will suffer with this engine until we produce our own. We have planned the production of an engine of this size, of this thrust class. But we must understand that engine building is a significant period of product development, and we cannot say that in 5 years we will develop our own engine of this class. Now we define technical requirements... We understand that we need another bypass network and other materials. But we are faced with a more global task - we need to create a heavy civilian engine PD-35. The country is large and we need to break through to the thrust class of 25 tons or more. We have very serious partners in the joint Russian-Chinese venture for the construction of the wide-body CR929 aircraft, and they have very serious plans for the development of aviation. We also need to build wide-body aircraft. So far, we do not agree on everything with our Chinese colleagues. But we understand for sure that we have something to offer them technologically.
Finally, the after-sales service program. This is a screaming problem. All pilots say that the cockpit of the Suрerjet100 is wonderful, the control system and electronics are forgiving a lot of mistakes, everything is very well thought out. Good aerodynamics and engine efficiency. But every operator will say that it is very difficult to operate this equipment. And we understand why. Entering the market, we did not know, had no experience in building post-sales service systems. Bombardier, introducing CSeries aircraft to the market, invested $ 1 billion in the creation of service centers even before the aircraft went into operation. This provides companies with a consistently high bloom even in the first series. And now we are developing such a program, it is included in the development strategy. Together with the Ministry of Transport, we will define hubs in which we will certainly create some kind of special jurisdiction, because we understand that even the aviation technical services of airlines simply cannot withstand the burden of capital investments, if the company independently creates its own hangar fund for repairing new aircraft ... We understand that there is a shortage of 120-150 thousand square meters. meters of hangar space to ensure quick aircraft repair. We will put first-aid kits under them, we will put warehouses, we will provide the possibility of efficient and flexible lease for technical and service companies. All this should be packaged during 2019 into a specific program. In order for us to form the correct strategy of state support, the Ministry of Transport and I need to understand how many aircraft, what types and by what year the industry needs.
In conclusion, I am ready to please you with information. We understand that there is an economy of air transportation. And now the Ministry of Finance is still introducing a law on zeroing the VAT rate for Russian equipment, engines, repairs, and leasing. We believe that this is seriously moving us forward, since we are the only country in the world where there is VAT on aircraft construction. We have been heard, and this creates very powerful prerequisites for revising our plans. For our part, we are ready to ensure the appropriate development, serial production and supply of aircraft.
MOSCOW, materials of the website of the aviation experts community Aviation EXplorer
12
