Какой быть аэрокосмической корпорации

Российская авиационная промышленность: лицом к фондовому рынкум

The Russian aviation industry is experiencing serious problems due to a lack of financing. Management, typically well prepared to supervise design and production, is rarely aware of the tools and vehicles used to finance a company in a market system. As a result, the Russian aviation industry remains largely unnoticed by the capital markets, exept for a few succes stories. Pioneer Securities, an affiliate of The Pioneer Group, Inc., is offering its suggestions as to how a Russian company may tap into Russian and international capital markets.

Свой среди своих

An analysis of combat tasks being forecast for the period by the year 2010 shows that fighters will have to solve these tasks up to 800-1,000 km in the depth of enemy territory. At the same time, up to 80% of targets will be met in the depth less than 300-400 km. Basing on this analysis, the American specialists expect that tactical fighters will continue to be divided into two classes — a «heavy fighter» with a normal weight in excess of 18-20 t and a «light fighter» with that less than 18 t. The new generation of west-European fighters will be represented by so-called «middling fighters». Development of tactical fighters up to the year 2000 and beyond will seemingly take place in a tough economic environment. Subsequently, tactical aviation groups should include, alongside with relatively heavy Su-27-family fighters, a considerable number of smaller combat aircraft capable of solving the same tasks but featuring a lower cost and take-off weight. It would allow to reduce the overall cost of maintaining and fielding aviation formations; to minimise time to concentrate forces of tactical aviation groups on solving either strike or air superiority tasks in the tactical and operational depths of the enemy defence; to increase survivability of aviation groups on the ground; and to minimise time needed to compensate for combat loses in war time. Creation of a new-generation light tactical fighter will allow to carry out an aggressive export policy. Today, the demand in light fighters is bigger, by the order of times, than the whole total of expected foreign orders for heavy fighters.

Старые проблемы нового поколения

Almost simultaneously the leading aviation nations put in the air their fifth generation fighters, the Lockheed Martin F-22 and Sukhoi S-37. The latter aircraft features integral triplane layout with moveable canards. Its forward-swept wing is made by 90% of composites. Although US had a similar design, the X-29 experimental fighter, it dropped this conception from consideration due to either technical or finance-political reasons. Today, almost 20 years ago, some US law-makers cast doubts at the necessity to fund the F-22. The advent of the S-37 makes defence specialists say that in the next century the US pilots might face a more dangerous threat that it has been believed until recently. By entering its flight-testing program the new Sukhoi has showed that Russia has certain forces interested in funding a new break-through in high technologies, which would enable the nation to keep its leading positions in the defence sphere for another 10-15 years.

Катапультируемое кресло нового поколения

The K-36D-3.5 series new generation ejection seats from «RD&PE Zvezda» joint-stock company can accomodate — without any limitations — the whole anthropological range of pilots (both male and female), providing safe ejection within a wide flight envelope (Vind=1,300km/h, Alt=0-20km, M

Як-141: и снова горе от ума

The Yak-141, being the world’s first supersonic STOVL (short take-off/vertical landing) aircraft, has three engines: one lift-cruise R-79 with a thrust of 15,500 kgf and two small-sized RD-41s of 4,100 kgf each. The powerplant allows the plane to lift off vertically with a weight of up to 15,800 kg. Alternatively, the Yak-141 can perform short take-offs (60-120 m) with a weight of up to 19,500 kg. In the latter case the combat radius increases by 1.5-2 times and patrol time in the combat zone by two times. The pilot can use afterburner even when the nozzles are deflected. The Yak-141’s integral flight-control system sets power and deflection of the nozzles so as to optimise making vertical/short take-offs and landings. The Yak-141 was meant primarily for ground-basing. Introduction of new flight regimes, as well as new take-off/landing techniques, has entailed changes in the airframe, leading to a new design, the Yak-141M. The Yak-141 had its maiden flight some 25 years ahead of the timeframe set by foreign manufacturers for creation of such a plane. After the show in Farnborough, Yakovlev design bureau worked together with Lockheed on Joint Strike Fighter (JSF) programme. As a result, Lockheed’s final JSF proposal resembles… the Yak-141M.

Авиация на службе энергетики

Russian power-generation market studies show that the market demand in equipment for autonomous power supply for plants, factories and towns depends greatly on the rate of increase in fuel prices. Nowadays, fuel prices are the major factor in price formation for a wide range of products. ZAO NPTs (scientific-production centre) Aviaservis-Union has developed a comprehensive approach to using aviation turbines for power-generation purposes. The approach is based on using various additional modules to a core turbine. With these modules attached, the aviation turbine becomes an effective means of power-generation. It has smaller dimensions, lower specific fuel consumption, higher reliability and lower operational expenses than ordinary «ground» power stations.

Защищаться от обстоятельств и … управлять ими

The Russian insurance society «Aviation Fund, Amalgamated, Insurance» (RSO AFES) is one of the biggest insurance structures on the Russian aviation market. Not only has RSO AFES delivered timely and fully all its obligations before passengers and air crews insured by the society, but, unlike other aviation insurance companies, it has invested a considerable amount of money into a wide circle of measures on improving flight safety. Only in 1997 RSO AFES spent over Rbs 2bn on it. Flight safety problems are so complicated and big that they can be solved only if the whole state resources are properly managed and the most efficacious ways of curing are chosen.

Ил-18: первый во многих номинациях

The Il-18 took to the air for the first time on 4 July 1957. Later, it became the most popular and most profitable Soviet airplane in its class. It was also the first Soviet airliner to be exported. The Il-18 is remarkable in many respects. It can maintain level flight on two engines out of four and climb in the landing configuration with one engine out. A low landing speed and short landing run allow safe landings on short airfields in low visibility conditions. Good navigation equipment and first-ever automatic landing system were the major factors for the Il-18 successful service in many regions, including the Russian Extreme North. At one time Il-18s maintained scheduled services to Kolyma in Chersky, making landing on ice airfields. It was namely the Il-18 that performed transatlantic flights in 1960s-1980s, showing that the airplane can withstands both tropical heat and Sixth Continent’s cold. Even today a few Russian and foreign operators — civil and military — continue to fly their Il-18s.

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