FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1994
1994 - 1044.PDF
RUSSIAN AIR-TRANSPORT PRODUCTION PRODUCING THE GOODS *—k %r In this second part of a review of the Russian air-transport industry, Paul Duffy and Vasily Karp look at the plight of the manufacturers. I f Russian air-transport operators have found it difficult to cope with the changing times, then the manu facturers have found the task almost impossible. From building aircraft only for "state orders" and having the Govern ment provide the factories, materials, staff and fuel, the aircraft producers are now having to take daily commercial decisions. The Government still provides money — the state "bought" 38 of the 65 airliners produced for civil purposes dur ing 1993. It also subsidised production, but, unfortunately for the factories, the subsidies for 1993 were determined in late 1992 and, usually being paid quarterly, were effectively reduced by inflation. Therefore, an Antonov An-124 Ruslan on Civil-aircraft production Yakovlev Yak-42D Tupolev Tu-154M llyushin II-86 llyushin H-96-300 llyushin II-62M Tupolev Tu-204 •llyushin II-76TD llyushin 11-114 "Antonov An-74 Antonov An-124 Mil Mi-8 Kamov Ka-32 Mil Mi-26T "Built in Uzbekistan ** Built in Ukraine Plan 10 23 4 3 5 6 14 4 7 4 129 10 2 221 Actual 7 32 4 2 0 3 7 1 5 4 83 6 1 155 Delivered to state companies 1 19 1 2 0 3 7 0 3 2 15 0 1 54 -1993 Delivered to other companies 6 13 3 0 0 0 0 1 2 2 68 6 0 101 Factory Saratov Samara Voronezh Voronezh Kazan Ulyanovsk Tashkent Tashkent Kharov Ulyanovsk Kazan Rostov- on-Don which the production cost was covered with a sale price of 1 billion roubles (worth $1.69 billion at today's official exchange rate, but only $5,600 on the black market) in 1992, was having to be sold at 9 billion roubles a year later. GOVERNMENT CASH The Government originally allocated 18.3 billion roubles for capital payments in 1993 — including 18 billion roubles for aircraft — but supplementary approvals had to be granted later. Three Tupolev Tu-204s were allocated 11 billion roubles, for example, and were delivered to Vnukovo late in the year, while 18 billion roubles was earmarked for two An-124- 100s, which will shortly be delivered to Aeroflot section 235, for state use. Section 235 air craft, when not re quired for VIP services, are often used by Aeroflot Russian Interna tional Airlines (ARIA) on interna tional services. These two Ruslans could, therefore, be available through ARIA for ad hoc charters. The state paid 71.75 billion rou bles for capital pur poses in 1993, including the 63.7 After a year, the 1 billion-rouble An-124 was having to be sold at 9 billion roubles billion roubles for aircraft. A further 10.6 billion roubles was awarded as low-rate Government loans. Completed aircraft not delivered for various reasons, including payment diffi culties, were two Ilyushin Il-114s, three Il-86s, and five Ilyushin Il-62Ms; eight Tu-154Ms and four Tupolev Tu-204s; and six Yakovlev Yak-42Ds. State-owned airlines had sought $207.9 million to purchase spares for foreign- built aircraft in service. Of this, $16.5 million was approved — $15 million earmarked for engines from Poland (mainly for the Antonov An-2, plus some for the An-28), and $1.5 million to Czhechia for spares for the Let L-410. Because former Warsaw Pact suppliers now seeking payment for aircraft and spares in hard currency and at high Western prices, Russia has decided to begin production of the Antonov An-3 (a turboprop An-2) at Omsk. This pro gramme also calls for the modification of suitable An-2s to An-3 standard, plus the manufacture of An-2 spares. The Government also plans production of the new Antonov An-38, plus spares for serving An-28s, at Novosizbirsk; overhaul of TVD-10B engines for the An-28 to take place at Omsk; and production of spares for the Ash-62 IR engine for the An-2 to be handled at Voronesh. Plans are still being studied to begin production for the reincarnated Beriev Be-32, to replace the Czechia-built Let L-410, and the Ilyushin 11-112, to fill the need for a Let L-610 successor. The programmes would have a further aim of modernising ageing fleets and reducing fuel consumption. The air transport department is seeking 1994 funds of 342 billion roubles, plus advanta geous credits of 10 billion roubles. It has been suggested that "local sources" — the air companies, possibly with the support of local government — would have to raise 66.6 billion roubles to cover the balance of the 418.9 billion- rouble programme. The Government has also approved 148.7 billion roubles, plus 175.9 billion advantageous credits, for the production in 1994 of 15 Tu-154Ms; seven Yak-42Ds; and one 11-86. t'< 1994 civil-aircraft production approval sought II-96-300 Tu-204 11-114 (Khodinka, Moscow) An-38 Tu-334 Mil Mi-34 plus 30 Yak-18Ts, with production begin again of this four-seat trainer. 5 11 6 10 1 30 to 30 FLIGHT INTERNATIONAL 20 - 26 April, 1994
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
