Table of contents_____________________________________________________________ 2

Introduction________________________________________________________________ 2

Chapter I_______________________________________________________________ 2

Chapter II______________________________________________________________ 2

Alternative air transport __________________________________________ 2

Conclusion____________________________________________________________ 2

Appendices.____________________________________________________________ 2

List of literature _________________________________________________ 30

Introduction

We are already accustomed to the fact that more and more often we have to go abroad or to Eastern Siberia and the Far East not by train, but by plane, in the northern regions of Russia, the most long-awaited event for many residents is not the arrival of summer, but the arrival of a helicopter with products on which children fly to study in the city or vice versa, return from school. For the evacuation of Russian citizens and residents of the Commonwealth countries (CIS) from the warring countries, planes of the Ministry of Emergency Situations (MES) are sent first. Modern Russian society owes all this to the USSR Civil Aviation, which was the most powerful and equipped aviation in the world. Soviet developments in the field of aircraft construction and navigation were superior to their American counterparts, if not several years ahead of them. The state of civil aviation in modern Russia is at first glance incomprehensible. On the one hand, we constantly hear about the downtime and collapse of Russian aircraft manufacturing enterprises, about the possibility of turning one of the country's most advanced industries into some kind of appendage of the West. On the other hand, aircraft developers, at every opportunity, talk about a dozen years ahead of domestic aircraft models of foreign analogues. In order to understand this situation and understand the state of the modern Civil Aviation of the country and whether there are prospects for the development of one of the most necessary industries in Russia, industry and transport, I decided to conduct a small analysis of the state of the Civil Aviation of Russia.

When conducting such an analysis, in my opinion, it would be necessary to touch upon the history of the creation and development of civil aviation in our country, modern aviation transport routes, the problems of Russian air carriers, the state of their fleet and the problems of appropriate technical support, the current state of Russian airports, the problems of production of new equipment and renewal of the country's air fleet, the creation of alternative aircraft and helicopters, the prospects for establishing its production on the basis of the Russian aviation industry, considering each component of Civil Aviation on specific examples, since it is not possible to consider all representatives of each of them in this work, and a detailed analysis of the largest and significant representatives of each individual component can shed light on the most pressing problems of the entire industry as a whole. Through such an analysis, I plan to create an objective picture of the state of domestic civil aviation.

Chapter I

The development of civil aviation began only at the beginning of the 20th century, when, through the joint efforts of Russia and some European countries (Germany, England, France), it was possible to create such types of aircraft as passenger-cargo airships and airplanes. In imperial Russia, civil aviation did not have time to develop properly due to impending wars and the need to create an air force, as a result of which, in the field of transport and civil aviation pre-revolutionary Russia left almost no industrial and infrastructural legacy to the Soviet government. Therefore, when considering the history and current situation of Russian air transport, we have to talk mainly about the Soviet Civil Air Fleet.

The beginning of civil aviation in the USSR can be considered the Decree “0 Air Traffic” adopted on January 17, 1921, which for the first time established flight rules for Soviet and foreign aircraft over the territory of the RSFSR and its territorial waters. The provisions of the decree formed the basis of the Air Code of the USSR (approved in 1932, 1935, 1961. 1983). First episodic airline Moscow- Nizhny Novgorod 420 km long. was opened in 1923. In November 1921, a mixed "Russian-German Society of Air Communications" ("Deruluft") was formed, and on May 1, 1922, the regular international line Moscow-Kenigsberg (modern Kaliningrad) began to operate successfully. In 1926 the line was extended to Berlin

In the early 20s. aircraft began to be used in addition to transport and other types of work. In July 1922, experimental flights were carried out at the Moscow (Khodynsky) airfield to spray plants with pesticides to destroy pests and diseases of agricultural crops. By the same time (summer 1922), aerial photography of the bottom of the Caspian Sea was carried out, the purpose of which was to explore its oil-bearing areas. Dec 1 In 1922, the Inspectorate of the Civil Air Fleet (Civil Air Fleet) was created under the Main Directorate of the Workers 'and Peasants' Red Air Force (Glavvozdukhflot), designed to develop measures for the development of civil aviation and exercise control over its activities. On February 9, 1923, the Council of Labor and Defense (STO) adopted a resolution on the organization of the Council for Civil Aviation under the Glavvozdukhflot. This day became the official date of birth of the Civil Aviation of the USSR. The Civil Air Fleet Inspectorate was the executive and technical body of the Council. It included representatives of the Head of the Air Fleet, the Supreme Council of National Economy, People's Commissariats for Foreign Affairs, Trade, Communications, Post and Telegraph. The Council directed all activities of the Civil Aviation of the USSR. On March 17, 1923, the first air transport enterprise of the RSFSR, Dobrolyot, was established. . In the same year, similar societies appeared in Ukraine - "Ukrvozdukhput" and in Transcaucasia - "Zakavia" (in December 1929, a single society "Dobrolet USSR" was organized on their basis). Created in March 1923, the Society of Friends of the Air Fleet (ODVF), after 3 months had 196,895 people in its ranks, and a year later - about 1 million people. ODVF played an important role in strengthening the material and technical base, promoting the achievements of the Civil Aviation of the USSR. On October 19, 1923, the STO approved a tentative plan for the development of overhead lines for 1924-26, which provided for the opening of new airlines with a length of over 6,000 km. in industrial regions, as well as in Siberia, on Far East, in Transcaucasia and Wed. Asia.

Mastering by Soviet aviators airways took place in difficult conditions: in fact, there were no means of navigation and communication, meteorological support for flights. However, despite these difficulties, the importance of aviation as a means of transport has been growing year by year. Domestic aircraft AK-1, U-2, K-5 entered the domestic lines. L/G-4. The PM1 aircraft was successfully operated on the routes Moscow - Leningrad, Moscow - Berlin. In 1926, flights began from the USSR to the Mongolian People's Republic by air line Verkhneudinsk (now Ulan-Ude) - Urga (now Ulan Bator), and in 1927 the lines Leningrad-Berlin, Tashkent-Kabul were opened. During 1923-28 the Civil Air Fleet transported St. 28 thousand passengers and about 700 tons of cargo. In the 20s. flights were made with the aim of developing new air routes, checking the quality of the fatherlands, aircraft and engines.

To successfully solve the tasks assigned to the Civil Aviation of the USSR during the years of the pre-war five-year plans, new, more advanced forms of its organization were required. In this regard, on February 23, 1930, the Civil Aviation Council was abolished, and its functions were transferred to the Main Inspectorate. In order to further centralize the activities of the Civil Aviation of the USSR, on October 29, 1930, by a decree of the Council of People's Commissars of the USSR, the All-Union Association of the Civil Air Fleet (VOGVF) was formed under the STO (“Dobrolet” and the Main Inspectorate were abolished). February 25, 1932 VOGVF was transformed into Ch. management of the Civil Air Fleet (GUGVF) under the Council of People's Commissars of the USSR, called "Aeroflot". The self-supporting trusts "Transaviatsia", "Selkhozaviatsia" and others were subordinate to the GUGVF, which were liquidated on May 19, 1934 by a decree of the Council of People's Commissars of the USSR, instead of them 12 territorial departments of Civil Aviation of the USSR were formed: Moscow, Ukrainian, Central Asian, Transcaucasian, Kazakh, North Caucasian , West Siberian, Volga, Ural, East Siberian, Far Eastern, Northern. The GUGVF was transferred from the People's Commissariat of the USSR for agricultural aviation (November 1932) and from the People's Commissariat for Health of the USSR for air ambulance (November 1937). Uniforms and insignia were introduced in 1932 for employees of the Civil Aviation of the USSR. In 1935, the badge "Excellent worker of Aeroflot" was established. In the 30s. developed air services in central regions countries, in Kazakhstan (airlines connected Alma-Ata with Kustanai, Akmola, Karaganda, etc.), in the European North (line Arkhangelsk - Syktyvkar, etc.), in Siberia and the Far East.

The tasks of servicing research expeditions in the northern latitudes, ice reconnaissance and pilotage of ships were solved by the polar aviation department , which was part of the Glavsevmorput (organized on December 17, 1932). Unparalleled in history air transport The operation to rescue the members of the expedition on board the Chelyuskin steamship demonstrated the courage of the pilots and the great capabilities of domestic aircraft.

With its further development, the air transport of the USSR had to overcome many difficulties, mainly related to its technical base. In the mid-1930s, few and, moreover, obsolete K-5, ANT-9, P-5 aircraft flew on the Soyuz overhead lines, inferior to their world counterparts in all respects. The industry of the People's Commissariat for Heavy Industry was practically not engaged in construction at that time. civil aircraft. The GUGVF had small factories and research institutes, but they, of course, could not radically solve the problems of air transport. Partially, this situation in civil aircraft construction was explained by the fashionable concept of the development of civil aviation through airship building in the 20s and 30s, which also in the USSR was primarily focused on the military, as a result of which the airships developed for civil aviation were used by the Soviet authorities mainly in propaganda and as one of the methods of air defense. The airships were completely decommissioned by civil aviation in 1938. In 1931-1933. aircraft "Stal-2" and "Stal-3" were developed, but they soon became obsolete. The removal of these aircraft from production and operation was also due to the use of stainless steel, which was scarce at that time, in their design. A certain influence on the improvement of the GUGVF fleet was made by the establishment of production under a license purchased from the United States of the prototype of the 24-seat Douglas DC-3 Li-2.

The airfield economy of the country was also in a difficult situation. Despite the fact that airfields were created in almost every regional and regional center of the country, and some of them even had international status, their level was incomparably lower than European counterparts. Even the condition of the Moscow airport - the country's central air base - left much to be desired. By 1940, some of the problems of airports were solved. At that time, there were 150 large airports in the USSR, some of which were equipped with the Noch1 blind landing system (put into operation in 1939). The USSR Civil Aviation Park was replenished with new PS-35 passenger aircraft . there was a large network of local lines in all parts of the country. In 1940, 410,000 passengers, 475,000 tons of cargo, and 14,600 tons of mail were transported.

Surprisingly, the real question of passenger aircraft was decided at the height of the war. By the end of 1943, when our aviation had complete dominance in the air, when the aviation industry was operating at full capacity and satisfying the needs of the front in combat aircraft, it was decided to begin the production of transport and passenger aircraft. Moreover, this should have been done without prejudice to combat aviation. We needed an aircraft that could fly faster and farther than Li-2,- then the main passenger aircraft.

In January 1944, the issue of a passenger express was discussed, capable of transporting 10-12 passengers over a distance of 4-5 thousand km. without landing. It was also about the possibility of adapting any of the available bomber aircraft for this purpose. For example, a bomber Yer-2 designer V.G. Ermolaeva. However, it raised doubts whether it would be possible to accommodate 12 passengers in the fuselage of this aircraft without a radical alteration and provide them with the comfort necessary for a flight of 10-15 hours. At that time, S. V. Ilyushin was working on the Il-12 twin-engine transport and passenger aircraft. In this regard, the conversion of the Er-2 into a passenger aircraft was, of course, inappropriate. Soon the Il-12 went into mass production. And since 1947, twin-engine piston aircraft Il-12 began to fly on the civil airlines of the USSR, and in subsequent- modification of this aircraft IL-14. For their time, they were excellent machines, very economical and highly safe in flight. During the years of the Great Patriotic War, more than 2 million 350 thousand people were transported by the crews of the Civil Aviation of the USSR at the front and in the rear. and 278 thousand tons of cargo. Only with landing behind enemy lines did they commit St. 19 thousand flights, 27,574 people transported, 4,549 tons of cargo. As a result of hard work, by the end of 1945, airports on the Moscow-Irkutsk, Moscow-Tashkent-Alma-Ata, Moscow-Baku-Ashkhabad routes were prepared for operation in difficult weather conditions and at night. In the country as a whole, in 1945 the volume of air transportation doubled in comparison with 1940.

To con. 80s Aeroflot annually transported more than 120 million passengers, about 3,000 tons of cargo, over 400,000 tons of mail. The share of air transport accounted for up to 20% of the total passenger turnover of the USSR, and on long-distance routes (4 thousand km or more) - St. 80%. The share of air transportation in the country's cargo turnover was small (less than 0.1%). Aircraft of the Civil Aviation of the USSR carried out regular flights to 4000 cities and towns, points of Sov. Union and airports almost 100 foreign states(see maps). The total length of Aeroflot's air lines has exceeded 1 million km. The speed of transportation, the productivity of flights and their efficiency have increased significantly. The use of civil aviation in agriculture, energy construction, the timber industry, and other industries was expanding.

Chapter II

AT transport system in modern Russia, air transport, which is the basis of Russian Civil Aviation, is one of the main types passenger transport. In his common work transportation of passengers is 4/5, and cargo and mail - 1/5 The largest number passengers are transported on airlines connecting Moscow with eastern regions, St. Petersburg, resort areas and with the capitals of the CIS countries. In cities such as Tashkent, Novosibirsk, Sochi, 60-70% of Moscow passengers are delivered by plane, and to Khabarovsk and Ashgabat - up to 90%. On international lines, Russian air transport serves 25% of all passengers. It is expected that in 1998 the Sheremetyevo air complex alone will serve eleven million passengers. The total length of air routes is now 1,115,000 km, including 915,000 domestic ones. The use of air transport gives a large time gain (due to the high speed of the aircraft and from the straightening of the flight path) in comparison with other types of transport on medium and especially big distances. It is considered that at distances over 1000 km in the pass sa air transport begins to predominate in fatty transportation. Therefore, it is no coincidence that the average distance of transportation of one passenger by air on domestic lines reaches almost 2 thousand km, which is 3 times higher than the same indicator for rail transport (transportation of passengers in long-distance traffic).

A special role is played by air transport for the poorly developed regions of Siberia and the Far East, where it, together with the seasonal river transport often the only means of communication.

In the 1990s, there was a significant change in the ratio of passenger transportation on domestic and international lines. So, in 1993 - 1994. passenger turnover per domestic airlines Russia decreased by 49%. and on international - increased by 35%. As a result, the share of passenger turnover carried out in international traffic has more than doubled since 1992 and in 1994 amounted to 26%.

The most massive and stable passenger traffic should be concentrated on airlines from Moscow in five main directions: Caucasian, Southern, Eastern. Central Asian and Western. Air transport transports passengers parallel to almost all main railway lines. At the same time, the share of air transportation is greater than that of railways on lines from Moscow to Yekaterinburg and Novosibirsk and further east, as well as from Moscow to Sochi, Mineralnye Vody, the capitals of the CIS countries. The main passenger flows are concentrated in the eastern (Siberia and the Far East) direction.

Moscow is the largest air transport hub in Russia and the CIS countries. Four Moscow airports (Sheremetyevo, Domodedovo, Vnukovo and Bykovo) account for 30% (1994 data) of all passenger departures by Russian air transport. Large (more than 500 thousand passenger departures in 1994) air transport hubs are also St. Petersburg (Pulkovo) - the second largest after Moscow, Ufa. Samara, Yekaterinburg (Koltsovo), Mineralnye Vody, Sochi - in the European part of the country, Nizhnevartovsk, Surgut, Tyumen, Novosibirsk (Tolmachovo) - in Western Siberia, Krasnoyarsk and Irkutsk - in Eastern Siberia, Khabarovsk and Vladivostok - in the Far East. In January 1995 Gosstandart Russian Federation registered in the State Register the “Air Transport Certification System”, designed in the new economic conditions to contribute to improving the safety and regularity of flights, improving state management of the actions of legal entities and individuals directly related to the provision of civil aviation. An integral part of this system was the certification of airports, which is necessary both to ensure aviation security, improve the quality of service, preserve airports as unified technological complexes, and to implement antimonopoly legislation, and create normal conditions for free civilized competition. In April 1996, work began on the mandatory certification of Russian airports. As you know, there are 845 air harbors in Russia today, of which 52 airports are approved to serve international flights, twenty-six airports have airfields certified for categories I and II of the ICAO meteorological minimum, 18 have airfields of class A, 16 - class B and 84 - class B. In order for an airport to receive a Certificate of Conformity, it must first obtain certificates (certificates of airworthiness for operation) for the aerodrome, lighting and radio equipment and control air traffic(ATC). In addition, it is also necessary to pass certification of all airport services that affect flight safety, passenger service and cargo clientele, airfield, electrical and lighting, meteorological support, navigational support and aeronautical information, search and rescue, engineering, aviation and aviation fuel support , aviation security, etc. It is impossible to do without it, since the only generally recognized mechanisms of state control over the fulfillment by airlines of various forms of ownership of the requirements for the quality and safety of air transportation are certification and licensing of the activities of all objects and subjects of civil aviation. Certification of Russian airports is fully in line with international aviation practice, as well as ICAO requirements and recommendations. A lot of relevant documentation was developed, and it was also considered expedient to create a special body for the certification of airports. It became known as the Airport Certification Authority, whose functions were assigned to the airport certification department of the former Department of Air Transport. His responsibilities include, in addition, interaction with the State Standard of Russia, development of organizational and methodological documents on the procedure and procedures for certification: maintaining state registers of certified air transport facilities; conducting inspection control of certified aircraft facilities; providing applicants with all the necessary information, cancellation or suspension of certificates issued to them earlier. The airport certification body certifies airports of federal significance, civil aerodromes of class A, B, C (with the exception of issuing certificates for categorized and international aerodromes): lighting equipment with high intensity lights (other than issuing type certificates); ground aircraft for operational maintenance and repair of airfields; legal entities carrying out airport activities. Regional Airport Certification Bodies, whose accreditation was carried out during 1997, will certify air harbors in their region (with the exception of federal airports), airfields of class G, D and lighting equipment with low intensity lights. It should also be noted here that the West Siberian Certification Body, created at the base of the ZSRU of the FAS Russia, has already received accreditation. The initial stage of certification of Russian airports will last until the end of 1998. From January 1, 1999, the operation of airports that do not have certificates of conformity or have them, but with an expired validity period, will not be allowed. requirements for flight safety, but in the near future, requirements for the environment, quality of passenger service, etc. will begin to become stricter. Only those airports that are able to provide the necessary range of services for reception, commercial and maintenance aircraft, passengers, baggage and cargo handling. The first Russian airport to receive a comprehensive Certificate of Conformity was Sheremetyevo International Airport. Moreover, the Certificate for the transportation service, taking into account the reconstruction of the Sheremetyevo-1 air terminal complex, was issued with a validity period of one year. Sheremetyevo Airport also received a corresponding certificate for a new runway, which became the first in Russia and the Commonwealth countries capable of receiving absolutely all types of aircraft. Its commissioning allowed the airport to increase the number of takeoff and landing operations. If operating one runway, the airport performed them up to 28 per hour, now it can handle 35 such operations. Certificates of conformity were received by the largest cargo complexes in the country: Domodedovo-terminal, Sheremetyevo-cargo, Inter-cargo, Aerosher-Express, as well as the Russian-German joint venture Airport-Moscow, Aerogruz company (Vladivostok). Transaero Airlines received a certificate for the right to operate its own flights at Sheremetyevo Airport. Also during 1997, Sochi, Koltsovo, Rostov-on-Don, Vnukovo airports were to receive certificates of conformity. In 1996, certification of ground aircraft was carried out for the operational maintenance and repair of airfield pavements. Thirty units of this equipment received type certificates, including those manufactured by major foreign companies, for example, Boschung (Switzerland), Stuart and Stevenson Laser Inc. (USA), Overaasen AS (Norway), Vammas (Finland) etc. The certificate of conformity is issued for a period of up to five years and its owner is responsible for maintaining the airport at the level of certified requirements during the operation of the airport during the entire period of validity of this document. In the future, it is planned to introduce certificates of three categories, corresponding to the level of service provided at airports. According to Mr. Klenin, Deputy Head of the Department for Certification of Airports and Airport Activities of the Federal Antimonopoly Service of Russia, such measures will force everyone to look for additional reserves in order to raise the quality of service to the international level. The certificate of conformity of airports, by combining all currently existing documents (certificates, certificates and certificates of the suitability of individual air harbor facilities), will become, in accordance with world practice, a single document certifying the suitability for operation of airports and being the basis for issuing appropriate licenses for airport activities. The system of certification of airports after its implementation should eventually lead to the improvement of the state management of civil aviation, will contribute to ensuring aviation security, economic efficiency of airports. A few words should also be said about small and decommissioned airports, such as, for example, the Tushino airfield or Khodynskoye field in Moscow or the Velikoluzhsky airport in the Pskov region. The history of these three airports is somewhat similar: created to temporarily solve the problems of civil aviation, after the creation of the necessary complexes or conditions, they were undeservedly forgotten by the GUGF of the USSR and were used only to solve the pressing problems of the USSR Ministry of Defense and Aeroflot. With the transition of Russia to the rails of the capitalist economy, these airports had to solve their problems on their own, without seeking help from the state. Moscow and airports near Moscow, whose territories were in the shortest possible time used for organizing various fairs (Tushino Airport) or landscaped for holding ring races, and on their basis all kinds of aviation museums were created (Khodynskoye field). The use of “peripheral” airfields was complicated by the fact that the creation of any trade or other centers on their territory seems inappropriate (unless we take airports major cities and millionaire cities), and it was almost impossible to find another application for them. In this situation, aeronautics became a lifesaver for such airfields. So, for example, at many airfields near Moscow you will be offered for a relatively low fee to jump with a parachute or fly in an airplane or long-range flight. The already mentioned Velikoluzhsky airfield was also lucky, on the basis of which the National Aeroclub of Russia and the Federation of Aeronautics of Russia created the School of Aeronautics of Russia and have been holding the annual Russian Open Aeronautics Championship since 1996, which made it possible to revive not only the city airport, but also bring some investments into the city's economy . Unfortunately, aeronautic sports have become widespread only in some cities of Russia, such as Moscow, St. Petersburg, Nizhny Novgorod, Yekaterinburg, Armavir, Norilsk, which today does not allow us to talk about the wide spread of such experience in Russia, but with the possible subsequent spread of this sport, this practice can be directly applied to other regions of Russia.

To service foreign aircraft, Aeroflot creates its own service centers. The company is intensively working to establish fundamentally new schemes of cooperation with the rest aviation world. A striking example of such cooperation is the agreement with Sheremetyevo International Airport, which made it possible to move from disastrous confrontation to mutual understanding. Now Aeroflot has received all the powers for ground commercial and technical maintenance of both its own flights and flights of foreign partners. The results are already noticeable: the number of passengers' claims for loss or damage to luggage has significantly decreased, and the responsibility of the company's personnel for the performance of their functions has increased. Since the entire technological chain from the passenger and baggage check-in counter to the aircraft and back has become only in the hands of Aeroflot employees, it is no longer necessary to nod at someone in case of trouble.

In order not to turn the national Russian carrier into an airline of one city, even if it is the capital, Aeroflot has already opened regular flights to eleven points of the Commonwealth and Baltic countries: Kyiv, Simferopol, Yerevan, Baku, Tbilisi, Riga, Bishkek, Novosibirsk, St. Petersburg, Khabarovsk. Vilnius. Together with the airline "Diamonds-Sakha" flights to Yakutsk and Neryungri. This year it is planned to start regular flights to Kaliningrad and Krasnodar. Vladikavkaz, Magadan, Chelyabinsk, Nizhny Novgorod, Dnepropetrovsk. Yekaterinburg. The possibility of using a number of Russian airports as base airports for Aeroflot's international and domestic flights is being explored. Transport nodes will also be created (the so-called "hubs") for the concentration and transshipment of passenger - and cargo flows from regional airlines to main ones. to the functioning of such "hubs", Of course, local Russian airlines will be actively involved on a mutually beneficial basis.

The history of one of the most profitable and reliable airlines in Russia - Vnukovo Airlines - began in 1993. Privatization, division with the airport, which became almost the first such step in Russian civil aviation. Skeptics did not believe that the company itself did not crumble, that it will withstand all the hardships of the transition to a market economy and maintain its position on the domestic airlines of Russia. But it succeeded. Today the company is one of the three strongest Russian air carriers, which account for two thirds of the total air traffic in the country. Aircraft of Vnukovo Airlines perform regular flights to more than fifty Russian cities and airports of the Commonwealth of Independent States. The company has a large charter program of international flights, the geography of which is Spain, Greece, Austria, Turkey, Bulgaria, Yugoslavia, Italy, Thailand, Egypt, UAE. In the spring of this year, Vnukovo Airlines was awarded a diploma of the second degree of the Wings of Russia award in two categories: Airline of the Year - Scheduled Carrier on Russian Domestic Routes and Most Affordable Airline of the Year ». From the point of view of the economy, the Vnukovo Industrial Association of Civil Aviation was considered one of the strongest in the late 80s. It is no coincidence that it was here that economic accounting was introduced as an experiment, the first step from a socialist economy to a market economy. This one is for grandchildren turned out to be superfluous when the new times came. The formation of the joint-stock company Vnukovo Airlines coincided with a sharp spa home of traffic volumes, an incredible rise in prices for literally everything. The company inherited a fleet of aircraft, mostly with a large income, and decent debts. By 1995, we managed to basically pay off our creditors and start a new program of the company's strategic development. Was produced retrofitting parts of aircraft with satellite navigation systems in accordance with international norms and requirements and renovation of aircraft interiors. It was primarily done on airplanes That- 154M - the main aircraft for the airline. Several aircraft of Vnukovo Airlines are now equipped for a two-class layout: economy and business class. An aircraft was used for the first time on the lines of Vnukovo Airlines Tu-204. Today, Vnukovo Airlines operates over thirty flights a day. Vnukovo Airlines not only retained basically all of its traditional airlines in Russia and the Commonwealth states, but also increased traffic on many of those air routes on which, due to increased fares, demand was low in recent years. The airline's planes fly to 43 Russian cities and carry out an extensive chapter program. In 1997, Vnukovo Airlines received 26 new licenses for flights to various cities in Russia and the CIS countries. The airline's fleet consists of twenty-two Il86s, twenty-three Tu154s and its modifications, three Yak42Ds and six Tu204s. Vnukovo Airlines ended 1997 with a profit.

The Gazpromavia airline should be singled out, if only because it is one of the first airlines formed by large corporations, in this case Gazprom, to meet their own needs. The activity of this airline is the most important link in the technological chain of gas production, processing and transportation. Moreover, without aviation, the normal functioning of gas industry enterprises is simply unthinkable. It is precisely the satisfaction of their diverse needs that is the main goal and task of the Gazpromavia airline. Work shifts, foodstuffs, various equipment and equipment are delivered by air to places that are hard to reach for ground transport, and gas pipelines are monitored from the air. In addition, annually summer period air transport transports workers gas producing enterprises and their families to places of rest in the southern regions of the country, near and far abroad.

In the days of the former USSR, all this great work was carried out by the territorial departments of the Ministry of Civil Aviation. Let's say more: many airlines, primarily in the Tyumen region, were created precisely to meet the needs gas- and oil producers. For this work, airports with an extensive infrastructure were built, aviation equipment was allocated, flight personnel and aviation technical personnel were trained. According to V. S. Krasnov, who worked for about a quarter of a century in the Tyumen management research institutes civil and aviation, it is largely thanks to air transport that the region has reached the production of a billion cubic meters of gas and a million tons of oil per day, has become the main energy base of Russia.

The transition to market relations, the economic difficulties faced by airlines due to rising prices for aviation equipment, fuel, spare parts, could not but affect the well-established system of interaction between the trade and gas industry. "Gas Rum" forced I even went so far as to purchase aviation equipment myself and transfer it to operating enterprises. At the same time, "Gazprom" airlines began to be created in the structure of this joint-stock company - Mostransgaz, "Samara-transgaz", "Tyumentrans-gazavia" other. However, under bn This practice did not justify itself and, having weighed all the pros and cons, the industry management made, perhaps, the only correct and economically justified decision: to gather all the aviation belonging to the gas workers into a “single fist”. For this, in 1993, the aviation transport sector was created in the Gazprom construction contracting company, and two years later, the airline Gazpromavia. Initially, it was engaged only in the operation of business aircraft. "Falcon" later, it was entrusted with the functions of the main, basic company, under the "wing" of which all aviation structures will now have to unite gas producing industries. Gazprom currently has Tu-154, Tu-134, Yak42, Yak-40, An-74, l-76, an-12, -41, helicopters Mi-8, Mi-2, Ka-26. Such a wide "set" of types aircraft in general, it is justified: gas workers, as already emphasized, need aviation to perform a very large range of work - from passenger and freight traffic to gas pipeline monitoring and rescue ra o.

In summarizing this chapter, the following should be noted. Firstly, the development of an alternative will allow preserving the domestic aircraft industry, bringing sufficient investments to this industry to maintain the potential of the aviation industry and develop fundamentally new types of aircraft technology. In addition, in the construction of airships, products from the chemical industry will also be used, which can also have a positive effect on the state of affairs in this sector of the national economy. Secondly, the airships will make it possible in the new economic conditions to reduce the transport costs of enterprises and regions, thereby creating the necessary ground for maintaining and strengthening the interconnections of various regions of Russia. In addition, aeronautical technology allows you to create completely different ways of building high-rise buildings or structures in hard-to-reach places, mining. Opportunities are opening up for organizing major cities like Moscow, modes of transport for which there will be no problem of traffic jams and environmental pollution, which today is one of the most urgent problems of many large Russian cities.

Conclusion

In conclusion of this work, a few words should be said about the prospects for the development of domestic civil aviation.

If we talk about air transport in Russia, then projects for laying air routes across the North Pole are of the greatest interest, especially since such trips were already made in the 20s and 30s of the 20th century. The first such flight was made by the Germans on an airship back in 1929. By plane, the first such flight was made by Soviet pilots in 1934. These flights proved the possibility and expediency of laying air routes across the North Pole. To date, the rationality of these projects are trying to refute the navigation services, saying that meteorological conditions this region Lands could lead to additional costs, making flights over the North Pole unprofitable. Despite this, some airlines, such as Aeroflot, are developing such air routes.

As for Russian airports, plans for the future can afford to build only some Moscow airports, whose financial condition has stabilized and is at a fairly high level. The most important, in my opinion, are the plans for the development of the country's main international airport, Sheremetyevo. The airport development plan was divided into three stages The first stage was designed for a year and a half and planned the development of existing industrial infrastructure s, laying the foundation for non-aviation activities, creating a regulated economic system for managing enterprise resources in market conditions. The leadership of Sheremetyevo considers the creation of the runway already mentioned above to be the main achievement of this stage. The second stage (1999-2005) is called the introduction of advanced technology in servicing passengers and shippers, increasing the airport's capacity by 1.6-1.8 times. During this period, they will be prepared to serve the increased passenger traffic production capacity of its most important facilities: aprons, aircraft parking, passenger and cargo terminals. It is also planned to reconstruct the command and control tower, the Sheremetyevo-2 terminal, expand and possibly build new terminal Sheremetyevo-1, put into operation an air terminal for business aviation passengers, build multi-storey parking lots for cars. It is predicted that during this time passenger turnover the airport will reach 16-18 million people a year. Finally, the third stage of development of Sheremetyevo International Airport will begin after 2005. There is every reason to believe that the positive growth dynamics of passenger and air cargo(six to eight percent per year) will be kept here in the future. Sheremetyev has a very profitable geographical location: important railways, roads and waterways pass close to it, which makes it very attractive in the eyes of Russian and foreign airlines. And since the airport's strategy will also remain unchanged - attracting the largest number of airlines to cooperate, plus constantly improving the quality of service, there will be a need to build a third runway, several new passenger terminals capable of serving up to 35 million passengers a year. If everything goes according to plan, then presumably in ten years Moscow will have one of the best airports in Europe.

The development trends of domestic airlines are primarily related to the reorientation from domestic to foreign air transportation, which is the result of political and economic changes in the country, when the country's population prefers to relax not in Sochi, but in the already foreign Crimea, Cyprus or Egypt. The choice of air transport is dictated in most cases by the situation in the already mentioned railway transport, whose services in the international transportation market have become much more expensive than aviation ones. The dependence of some airlines on the international market today has become so great that even with the fall of the ruble, airlines are forced to sell tickets at the pre-crisis rate in order to retain customers. Regional airlines, fully engaged in domestic air transportation, see as their goal the preservation of the volumes of traffic achieved in 1994-1995, especially since they have an unexpected competitor in the form of the Ministry of Defense, which began to rent out its aircraft, which allowed consumers to reduce the cost air travel compared to civilian airlines.

Summing up all that has been said, the following should be highlighted:

Firstly, domestic civil aviation has been and remains to this day one of the largest in the world, second only to the United States after the collapse of the USSR.

Domestic air transport is one of the world's largest air carriers of passengers and is increasingly gaining weight in domestic cargo and passenger transportation. movement. In modern Russia, air transport is the third mode of transport in terms of passenger transportation and is almost absent in the freight transportation market (0.04%), being mainly engaged in mail and urgent cargo. Air transport has its decisive word in the transportation of goods and passengers over long distances, which, under modern economic conditions, have risen at cost on the same level as rail transport.

The aviation industry of Russia is one of those few sectors of the domestic industry, whose potential is not inferior, and in some aspects surpasses the foreign one. However, due to irrational taxation, the products of Russian aircraft manufacturers have become unacceptably more expensive than their foreign counterparts, which makes domestic aircraft uncompetitive in the domestic market. Such stagnation in the domestic aircraft industry leads to a gradual lag in the industry and the collapse of a number of the country's largest advanced aircraft factories. Large domestic airlines are financing the most promising projects, which has already allowed the production of Il96-300 and Tu334, but during the economic crisis, free resources, if any, are incredibly severely limited, which leads to the curtailment of a number of programs. Also, the old models of aircraft do not cease to improve, which, as it were, receive their second birth. The most striking examples are Tu154M, Il96TM and some others. Speaking about the prospects for the development of the aviation industry, the projects of creating a flying saucer aircraft by several aircraft design bureaus, which, according to the developers, will be tens, if not hundreds of times superior to modern aircraft designs, deserve close attention. After all the tests have been carried out and mass production of such aircraft has been set up, domestic manufacturers hope to outperform the Americans by 10-20 years, thus creating a base for the development of Russian space aviation. An experimental model was built several years ago at the Samara Aviation Enterprise, but further work on this project was frozen due to the lack of money for further research at the Design Bureau. Also, the Tupolev Design Bureau revived its project to create a super-high-speed liner Tu144. To date, Tu144LL has been created, which is used by Russian and American specialists for research purposes. Airbus projects should be mentioned superior comfort based on An124 "Ruslan" and An225 "Mriya", which make it possible to realize the dream of a multi-tiered aircraft with a swimming pool, a bedroom, its own study and a lounge.

In Russia, on the basis of the once unified Aeroflot, an extensive network of fairly strong regional and international airlines was created, contributing to the development of the domestic aircraft industry and creating a fundamentally new level of services and servicing for domestic passengers. Many Russian airlines have already overcome the period of crisis and have been operating profitably for the last year or two. The largest banks and corporations in the country have created their own airlines to meet their own needs, and there is a trend towards the formation of a private aviation sector, when individual citizens of the country will not drive 600 Mercedes, but will fly Ka26 helicopters or its European competitor Eurocopter (Eurocopter).

In conclusion, I would like to express my own opinion and attitude towards Russian Civil Aviation. At MAKS 93, I almost looked with tears in my eyes at domestic aircraft and stands of domestic aircraft manufacturers and air carriers, which, having a unique potential, could not find people interested in their work and existence. Then the only guest of honor was the mayor of Moscow Yu. M. Luzhkov. This exhibition was perceived as a feast during the plague, when no one could understand the expediency of holding such events. The latest MAKS97 fully answered this question. On it, our eyes were no longer asking for money from aircraft developers and aircraft manufacturers, but strong and firmly standing enterprises capable of offering such equipment and the level of its service that the West is now only trying to achieve. Domestic airlines proudly demonstrated their achievements in the field of service, which in terms of its level is not inferior to the European one. And I am proud of the people who, almost out of sheer enthusiasm, managed to maintain the superiority of Russian aircraft of their foreign counterparts for 10-20 years and a production capable of bringing the semi-fantastic ideas of domestic designers to life. I want to believe that on the basis of the aerospace complex, the rest of Russian engineering will be revived, becoming one of the world's leading and putting Russia not only on the same political, but also economic level with the EEC countries and the USA.

Applications.

Passenger transportation of the Civil Aviation of the USSR (1921-1980)

year	number of passengers in thousand people	year	number of passengers in thousand people	year	number of passengers in thousand people
1921	0,060	1941	218,8	1961	21767,7
1922	0,566	1942	143,4	1962	27007,6
1923	0,611	1943	174,4	1963	31957,5
1934	1,943	1944	334,4	1964	36800
1925	3,583	1945	686,5	1965	42070
1926	4,679	1946	1506,3	1966	47247
1927	7,883	1947	1869,5	1967	55108
1928	9,532	1948	1831,0	1968	60655
1929	11,985	1949	1920,2	1969	67999
1930	14,875	1950	1603,7	1970	71382
1931	22,642	1951	1804,4	1971	78123
1932	31,591	1952	1915,7	1972	82518
1933	50,479	1953	2239,2	1973	84296
1934	87,307	1954	2589,7	1974	90507
1935	127,500	1955	2523,5	1975	98069
1936	179,980	1956	3104,0	1976	100894
1937	211,787	1957	5251,0	1977	92947
1938	272,930	1958	8231,6	1978	97829
1939	314,050	1959	12225,5	1979	100944
1940	409,600	1960	16032,0	1980	103700

(A.S. Yakovlev "Soviet Aircraft", Moscow, ed. "Nauka", p. 173)

Changes in passenger traffic in Russia in 1992-1995

(V.Ya. Rom, V.P. Dronov "Geography of Russia. Grade 9", Moscow, publishing house "Drofa", 1995, p. 183, Goskomstat of Russia. "Russia in Figures" official publication 1996)

Cargo transportation of Russia (USSR). (not including mail)

("Aviation", Goskomstat of Russia. "Russia in Figures" official publication 1996)

Passenger turnover by types of public transport in Russia.

(Atlas "Economic and social geography of the world" grade 10.8, Roskartografiya 1997)

Freight turnover by types of public transport in Russia

(Atlas "Economic and social geography of the world" Grade 8, Roskartografiya 1997)

bibliography

Speaking about the aviation heritage of the Russian Empire, one should not forget that the scientific foundation of the domestic aircraft industry was laid precisely in imperial Russia, the scientific developments of which were considered the most advanced innovations of that time, which were best reflected in military aircraft.

All historical dates and statistical material of Chapter I are taken from the literature No. 1, 21

This decision was made after the crash of the airship "USSR B6" during the rescue of the Chelyuskinites, although the cause of this disaster was a mountain not marked on the flight map.

One of the clearest examples is the Velikoluksky airport, which until 1934 had the status of an international airport and was a transit point on the Moscow-Berlin highway. Currently, this airport is closed and the only functioning division of the airport is the meteorological service.

Ser. Vl. Ilyushin (1894-1977) - Soviet aircraft designer, academician of the USSR Academy of Sciences (since 1968), colonel-general-engineer (1967), three times hero of the Socialist. Labor (1941, 1957, 1974), member of the CPSU since 1918, deputy of the Supreme Soviet of the USSR in 1937-70, winner of the Lenin Prize in 1960 and the State. Prizes of the USSR 1941-43, 1946, 1947, 1950, 1952, 1971 Personally created IL12, IL 14, IL18, IL62.

Andes. Nick. Tupolev (1888-1972) - Soviet aircraft designer, academician of the Academy of Sciences of the USSR (1953), colonel-general-engineer (1968), member of the Central Executive Committee of the USSR, deputy of the Supreme Soviet of the USSR since 1950, winner of the Lenin Prize in 1957, State. USSR Prizes 1943, 1948, 1949, 1952, 1972 He personally created ANT25, on which Chkalov and Gromov flew over the North Pole to the USA, Tu104 (the first jet passenger plane of the USSR), Tu144, Tu154. Tupolev's planes set 78 world records and made 28 unique flights, including those of Chkalov and Gromov.

Oleg Konst. Antonov (1906-1984) - Soviet aircraft designer, academician of the Academy of Sciences of the USSR since 1981 and Academy of Sciences of the Ukrainian SSR (Ukraine) since 1967, member of the CPSU since 1945, deputy of the Supreme Soviet of the USSR since 1958, hero of Socialist . Labor in 1966, laureates of the Lenin Prize in 1962 and the State. USSR Prizes in 1951. Under the personal leadership of Antonov, AN10, An22 "Antey", An124 "Ruslan", An24 were created.

Helicopters KB im. Mile. Mich. Leontes. Mil (1909-1970) - Soviet aircraft designer, doctor of technical sciences, member of the CPSU since 1943, hero of the Socialist. Labor (1966), winner of the Lenin Prize in 1958 and State. USSR awards in 1968. Personally developed the Mi1, Mi6, Mi10, V12 helicopters. On helicopters KB them. Mile set 60 official world records.

Aircraft KB im. Yakovlev. Al-dr. Ser. Yakovlev (born 1906) - Soviet aircraft designer, academician of the Academy of Sciences of the USSR (Russia) since 1976, member of the CPSU since 1938, deputy of the Supreme Soviet of the USSR from 1946 to 1991, twice hero of the Socialist. Labor (1940, 1957), winner of the Lenin Prize in 1972, State. USSR Prize 1941-43,

1946-1948, 1977 Personally created Yak40, Yak42, Yak18, Yak50. Sports aircraft KB im. Yakovlev are considered among the best in the world.

In the 80s, all these aircraft were only projects, and some of them began to be tested only in 1988-1989.

Although such activities are practiced by some air units of the Department of Defense, they are prohibited by the law on the army.

"Location of production forces" (ed. V. V. Kistanov, N. P. Kopytin., p. 246, Moscow, ed. Economics, 1994. This, as a rule, does not include the transportation of passengers' luggage.

The aircraft was taken out of production after the famous Le Bourget disaster, when a technical malfunction was considered the cause of the accident, although according to today's information, the pilot made a gross mistake during landing. But the Soviet government also had an economic reason for removing the Tu144 from production - the fuel costs for this aircraft did not pay off. Now in the world there are about 5 of these aircraft.

Original taken from denisgershman in CIVIL AVIATION OF RUSSIA: WINGS OF THE COUNTRY OF SOVIETS

February 9, 1923 - 93 years since the birth of the Civil Aviation of our country.
How it was? There were harsh years of industrialization. In the two decades of its existence, the industry has made an extraordinary leap in development.

For those in a hurry, a brief history of the origin of civil aviation in infographics:

For those who are ready to learn more, read on.

Wings of the country of the Soviets

The first civilian airfield of the USSR was located on Khodynka field

Regular flights Moscow - Smolensk - Kovno (Kaunas) - Koenigsberg - Berlin have already been made from here. By 1922, 100 flights were made on this line and 338 passengers were transported. Aircraft transported mail, civil servants and private individuals.

February 9, 1923
The Council of Labor and Defense of the USSR adopted a resolution adopted a resolution "On the organization of the Council for Civil Aviation" and "On the assignment of technical supervision of air lines to the Main Directorate of the Air Fleet." This date is considered Happy birthday to the civil air fleet of Russia

March 17, 1923 created Russian Joint Stock Company Voluntary Air Fleet — "Dobrolet", the predecessor of Aeroflot.

(Note by denisgrshman: In addition to Dobrolet, two more airlines, Zakavia (Baku) and Ukrvozdukhput (Kharkov), were created in the USSR, but since they now belong to other states, I will focus on history "Dobrolet")

Society was createdto promote the development of the country's air fleet. The authorized capital amounted to 2 million rubles. gold. The main goal was the organization of air mail, passenger and cargo lines, the solution of problems of the national economy related to aviation (for example, aerial photography of the area), as well as the development of the Soviet aviation industry.Geographically, the activities of this organization covered Russia and Central Asia.

Anyone who wished could buy Dobrolet shares and support the domestic aircraft industry with their own ruble.

June 10, 1923. - more than 500,000 rubles in gold were collected for the purchase of aircraft for Dobrolet - 14 aircraft were ordered at the Moscow office of the Junkers company Junkers F-13 ". Dobrolyot did not have its own aviation specialists then, so I allocated pilots, mechanics and navigators Workers' and Peasants' Red Air Fleet (RKKVF - this was the name of the Air Force of the RSFSR in 1923).

One of the first Dobrolet aircraft at Khodynka field

July 15, 1923"Dobrolyot" received the first batch of four aircraft, named "VSNKh" (All-Union Council of the National Economy), "ODVF" (Society of Friends of the Air Fleet), "Prombank" and "Chervonets". O The first domestic scheduled passenger airline was opened "Moscow - Nizhny Novgorod" 420 kilometers long.
The appearance of the passenger fleet led to the emergence of several more structures.

The poster issued for the opening of the airline read:
"Measures have been taken so that in the event of a forced descent along the way, passengers can follow the first outgoing train in one direction or another (FREE)."

Departure from Moscow took place at 11.00 from Khodynskoye Pole and about four hours later the first Prombank scheduled flight overcame 408 miles at an altitude of 200 meters, landed in Nizhny Novgorod. The flight was performed by the pilot of Dobrolyot Yakov Moiseev; the passengers of the first flight were the managing director of "Dobrolyot" Alexander Krasnoshchekoe (a very odious person at that time), member of the board of Dobrolyot Ignatius Dzevaltovsky and the head of the airline, Anikin.

Before the first flight

« Junkers "flyed at a speed140 km/h and overcame 500 kmtrack for about4 hoursflight time, but total time there was more air travel: the aircraft's engines were unreliable, so landings were made every half an hour or an hour of flight to check them. To troubleshoot, the crew included a mechanic. In order not to get lost, they flew only during the day and only along railway, phonehe and whose telegraph were used for communication on the line.

October 19, 1923 The Council of Labor and Defense of the USSR approved a tentative plan for the development of overhead lines. It was envisaged to lay and master the routes Moscow - Petrograd - Western border, Nizhny Novgorod - Kazan, Kazan - Saratov, Baku - Kazakh - Tiflis, Tashkent - Alma-Ata, Tashkent - Aulie-Ata, Bukhara - Termez - Dushanbe. Pilots and prospectors of future air routes had to overcome countless kilometers of roads, mountains and deserts on horseback. By 1929, Dobrolet operated nine all-Union lines with a total length of 12,146 km. Surveys were carried out for the line Moscow - Vladivostok, the opening of the line Khabarovsk - Nikolaevsk - Sakhalin, Arkhangelsk - Kotlas - Syktyvkar was being prepared.

One by one, new air routes are being opened, linking the cities of the Soviet Union with each other and with the cities of the world. Among them, a special place is occupied by aircraft flights through highest mountains Hindu Kush. The Soviet Union assisted Afghanistan in the creation of national aviation

Regular flights to the Arctic and other parts of the country were of great national economic and international importance.

The next point is interesting.
The airline management of those years did not particularly care about the nervous system of passengers. The instructions to passengers, for example, said:

"... After takeoff, it is necessary to monitor the wheels and, if the wheel remains on the ground or comes off in the air, the pilot must be informed about this ..."

"... It is strictly forbidden to touch the cables running along the ceiling of the luggage compartment with your hands, as well as go into luggage compartment behind the toilet (threatening disaster!) ".

Simultaneously with such instructions, the leadership of societies (as well as in other countries) seriously considered the issue of providing each passenger with a parachute.

August 3, 1926- the first international airline was opened Verkhneudinsk (now Ulan-Ude) - Ulaanbaatar.
On August 10, 1926, it was extended to Moscow, and since then it has been Aeroflot's oldest operating international airline - continuously has been in operation for 85 years!

In the 1930s, the Council of People's Commissars adopted a special resolution on civil aviation. The task was set: to start mastering a broad program of aerification of the country. An important role in its solution was played by the patriotic movement "Working people, build your air fleet".

From 1923 to 1928, about 400 aircraft were built from the funds raised by the working people. Here are examples of posters from that time:

(note from denisgershman: If you want to see more posters, this is a great selection. )

April 30, 1928- open line Moscow-Baku-Tehran. In peacetime - it was one of international routes Soviet airline, and during the Great Patriotic War, the air route was the "road of life", which was used by diplomats and military specialists (until 1946 inclusive)

August 1, 1928- new line launched Moscow-Kazan-Sverdlovsk-Kurgan-Omsk-Nov sibirsk, which by September 18 was extended through Krasnoyarsk to Irkutsk

Dobrolet route map to 1930

In 1930, the operation of the first Soviet passenger aircraft began in the civil air fleet. ANT-9 and K-5

The layout of the 9-seater three-engine ANT-9 and interior photos

8-seat passenger aircraft K-5 - the main aircraft of Aeroflot until 1940

November 6, 1931 year on the territory of "Khodynka" opened the first in the USSR passenger terminal- one of the largest in the world. In a 4,000 sq. m. there are ticket offices, customs, a waiting room, a post office and a service area. The planes were served for landing directly to the terminal. In 1936-1937, the airfield was reconstructed, a concrete runway was built, and in 1938 a metro line with the Aeroport station of the same name was brought to the airport.

This airfield, which was already located within the city, was the base for aircraft of the Civil Air Fleet until the mid-40s, when all flights were transferred to Bykovo and Vnukovo airports.

February 25, 1932 The Main Directorate of the Civil Air Fleet (GU GVF) was formed, and March, 25 the official name of the Soviet civil aviation was established Aeroflot. For its employees, uniforms and insignia are introduced, 12 categories of personnel have appeared - civilian analogues of military ranks. Fifteen years after its founding, Aeroflot became the largest airline in the world and remained so until 1991.

1935- Unified air ticket forms appeared, the same for both domestic and foreign airlines. In this form, they lasted until the mid-40s.



Gelendzhik - Tuapse ticket

June 9, 1936- a decree was issued by the head of the Main Directorate of the Russian Federation on improving the quality of service on board Aeroflot aircraft: from now on, it was forbidden to carry cargo in passenger cabins, carpets were laid there, seats were covered with covers, buffets were equipped.

September 13, 1936- the first airport in the modern Moscow air hub "Bykovo" begins the departure and reception of regular passenger and cargo flights of Aeroflot. Then there were no artificial surfaces and the airfield was of limited use for the operation of aircraft during rains and spring thaws.
A short asphalt concrete strip appeared at Bykovo only in 1960. From here planes flew to Arkhangelsk, Astrakhan, Vologda, Voronezh, Gorky (now Nizhny Novgorod), Dnepropetrovsk, Zaporozhye, Izhevsk, Kazan, Kursk, Makhachkala, Mineralnye Vody, Rostov-on-Don, Saratov, Simferopol, Kharkov, Stalingrad (now Volgograd). ), Syktyvkar, Ukhta, Ufa and Chelyabinsk. And also to the Baltic cities. At different times, Li-2, Il-12, Il-14, An-24, L-410, Yak-40 and Yak-42 were based in Bykovo. The last two cars performed the first passenger flights from this airport.

June 19, 1937 the Department of International Air Lines of the Civil Air Fleet was established, one of the main tasks of which is the organization of international commercial air transportation between Soviet Union and foreign states. In the years 39-41, the Directorate was headed by the legend of Soviet aviation, the famous pilot Valentina Grizodubova. In this position, she proved herself to be a talented organizer by opening the first regular flights to Europe.

The very first route was Moscow-Velikie Luki - Stockholm

May 5, 1939 in " Aeroflot, the first stewardess appeared - a 20-year-old Muscovite Elsa Gorodetskaya
At that time, flight attendants were miniature - no heavier than 52 kg, no higher than 162 cm. There was no flight attendant position in the staff list, so the girl was issued a storekeeper, but the word "flight attendant" was not called a barmaid then. Before the flight, she had to buy groceries at the airport restaurant, pack them together with dishes in a suitcase and load them on board the aircraft. In addition, before departure, the stewardess cleaned the plane - changed the curtains on the windows and headrests on the seats, wiped the dust, etc. And in flight, she prepared sandwiches and brewed tea - she also received boiling water in thermoses at the airport.
The first flight served by Elza Eduardovna was carried out along the route Moscow-Ashgabat.
Travel time, with two landings, was 13 hours. At that time, the latest PS-84 aircraft, based on Douglas DC-3, had just begun to fly on this line, later it became known as Li-2

January 1, 1940- Airplane Li-2 goes route Moscow-Kazan-Sverdlovsk-Kurgan-Omsk-Nov sibirsk-Krasnoyarsk-Irkutsk and becomes the main aircraft of Aeroflot until 1947

If we talk about the entire industry as a whole, then the number of aviation specialists from 1930 to 1939 increased from 173 to 3488 people.

Aircraft designed by Andrei Nikolaevich Tupolev, Sergei Vladimirovich Ilyushin, Oleg Konstantinovich Antonov constituted an era in the world aircraft industry. Already in 1933, 87.5% of the country's air fleet was made up of domestic aircraft. And since 1935, the country has operated aircraft only of domestic production.

Aircraft ANT-14 "Pravda" - version of ANT-9 increased to 36 passengers

At the Air Parade

January 8, 1940- Aeroflot launches daily flights on the route Moscow-Minsk-Bialystok-Kaliningrad-Gdans to-Berlin.
The route was operated jointly with the German "Deutsche Lufthansa". The flight was a connecting flight: Soviet planes flew to Königsberg, where passengers spent the night, and German planes flew to Berlin. The Douglas DC-3 cruised on the line, the travel time was 24 hours, taking into account connections and overnight stays.

Ahead was the Great Patriotic War ....

This period deserves a separate story in one of the following posts.

Materials used in preparation

The materials of this publication are taken from open sources with links to these resources, as well as from photos and videos of the author of the article, created for personal purposes. All photos taken from external resources have a link to the original pages, for this you need to click on the image.

Quoting entries in whole or in part, is only possible with reference to the original.

According to the supervisory authority of the Federal Service for Supervision in the Sphere of Transport, the quantitative indicators of accidents in civil aviation in 2018 worsened compared to 2017. The number of aviation accidents increased by 13.7%, the number of accidents increased by 66.6%, while the number of accidents decreased by 12.5%, the number of deaths increased by 12.5 times, the number of injured remains at the same level.

The number of aviation incidents increased by 2.3%, the number of emergencies increased by 2 times, the number of damage to aircraft on the ground increased by 46.4%.

For 8 months of 2018, the State Aviation Supervision Authority and its territorial bodies conducted 5,907 inspections (in 2017, 15.1% less - 5,014 in relation to subjects and objects of civil aviation, including 428 inspections under Federal Law-294 (126 scheduled, 302 unscheduled), 3,913 inspections of aircraft on the apron (road inspections), 582 inspections on the route (in flight), 124 inspections of other supervisory authorities were taken part, 860 supervisory activities were carried out on other grounds of the current legislation.

The main flight safety threats identified in 2018 in the course of 5 oversight activities in the field of civil aviation are:

• violation of established requirements in the training and retraining of aviation personnel, including flight personnel;
• deliberate violation of the terms of use airspace Russia, first of all, by aircraft owners who do not have general aviation operator certificates;
• lack of personal responsibility of owners, heads of officials of aviation enterprises for the state of flight safety, implementation and maintenance of the functioning of the flight safety management system.

In the field of ensuring aviation and transport security in air transport, significant problems have been identified in the functioning of airports with low flight intensity. Due to the lack of the required number of personnel and funding for the maintenance of such airports, it is not always possible even to fence off the territory of the airport and the airport runway, where flights are carried out with an intensity of 1-2 flights per week.

location features, climatic conditions and the volume of traffic at such airports does not allow for the full range of activities, including the purchase, delivery and installation of engineering and technical security equipment that meets the requirements of the law, or makes it impossible to operate them. So, for example, a significant part of the perimeter fence of such airports as Vilyuysk, Verkhnevilyuysk, Ust-Nera is destroyed every year by spring floods. Spring/autumn storms and ice drift wash away the barriers of Cape Kamenny airport from the sea. Additional problems in the implementation of the Requirements arise due to the short summer season, which significantly impedes the delivery of building materials and equipment to the airport, as well as the period of possible construction.

The problem of ensuring aviation and transport security at landing sites and heliports has not been resolved. Currently, the legislation of the Russian Federation, this issue is not regulated in any way.

In order to reduce the level of risks and to exchange positive experience in addressing issues of ensuring aviation and transport security in air transport, Rostransnadzor conducts quarterly public discussions of law enforcement practice.

It is interesting that the legislation in the field of transport security creates priorities for foreign carriers on the territory of the Russian Federation. Foreign carriers are not subject to the Federal Law of February 9, 2007 No. 16-FZ “On Transport Security”, they are not subject to the Transport Security Requirements, including the requirements for anti-terrorist protection of facilities (territories), taking into account security levels for various categories objects transport infrastructure and Vehicle air transport, approved by Decree of the Government of the Russian Federation of July 28, 2018 No. 886, which puts Russian carriers in unequal competitive conditions.

For 8 months in 2018, 29 accidents occurred with civil aircraft of the Russian Federation: 15 accidents and 14 accidents. In aviation accidents, 112 people died, 15 people were injured.

During the same period in 2017, 25 accidents occurred with civil aircraft of the Russian Federation: 9 accidents and 16 accidents. In aviation accidents, 19 people died, 15 people were injured.

On July 18, the next MAKS, the Moscow Aviation and Space Salon, will open in Zhukovsky. It is extremely important for our country. The fact is that, due to well-known political problems, we could not bring our planes to Le Bourget, probably to the most "promoted" aviation exhibition in the world. But in Zhukovsky we can show them in all their glory. Come - it will be interesting!

What do we expect from MAKS

The main intrigue of the Salon is the MS-21, the latest "hit" of our civil aviation industry. Although, according to some reports, it may not reach Moscow - only the first flights took place in Irkutsk - the place where this aircraft is manufactured. And, of course, we will show the latest achievements of Russian fighter and field aviation. After all, it has been a huge success all over the world for many years. And after all, they do not just look and admire it, but also buy it. And in considerable quantities. So, perhaps, a Russian 5th generation fighter (Project T-50) will fly into the Air Show.

In this regard, we decided to publish a number of materials about the history and present day of our aviation industry. Of course, not only articles, but also “thick” books have been written on this topic. Therefore, we are not going to repeat all this "historiography". We want to isolate those most important moments, the history of which can be "projected" onto our current reality. That is, to act according to the principle - “The fairy tale is a lie, but there is a hint in it. Good fellows lesson.

And further. We will not go into detail on technical specifications certain aircraft. We will be interested in the economic and social consequences of the development of the aviation industry. And we will start with modern domestic civil aviation.

MS-21 and its competitors

The main event of the domestic aviation industry is the MS-21-300 civil aircraft (with possible modifications MS-21-200 and MS-21-400). . But let's repeat ourselves a bit and try to figure out something else. The history of the MS-21 began in 2002, when Rosaviakosmos announced a tender for the creation of a medium-range aircraft as part of the implementation of the federal program for the development of aviation until 2015. The tender was won by a joint project of OAO Irkut and Yakovlev Design Bureau. At some stage of the project, the Ilyushin Design Bureau also participated in it. 15 years have passed since the start of the project - and the plane flew. So far, not far, around the airfield of OAO Irkut. Certification in Russia and abroad is ahead. The start of mass production is scheduled for 2020. Well, God forbid. And now about the plane itself.

MS-21 belongs to the class of so-called narrow-body medium-haul aircraft - the most demanded, according to world experts, products of the global aviation industry for the coming years. We will not go into technical details. The word "medium-haul" means the possibility of flying up to 6000 - 6500 kilometers. And the word "narrow-body" means the presence of only two seats, located to the right and left of the aisle in the cabin.

What else do world experts say? And the fact that the creation of such an aircraft and its production can be financially justified only by organizing its sales in global markets. Can we get out there?

This is not an easy task, because the "enemy" does not sleep! Among other things, the leading American aircraft manufacturer Boeing received so-called "firm contracts" at the last Le Bourget for 361 of its narrow-body 737 Max 10s from 16 airlines. Despite the fact that the serial production of these aircraft will begin only in 2020. And there are other similar projects - Airbus A320NEO, Chinese Comac C919, Canadian Bombardier СS300, Brazilian Embraer. And do not forget about the "old, proven horses" - Boeing - 737 and Airbus - 320, which no one is going to hand over for scrap yet.

Structure of the global civil aviation market

And here we need to understand how the sale of passenger aircraft is organized in the world and what determines their real cost. So. In the overwhelming majority of cases, aircraft are bought not by "carrier companies", but by some intermediaries - specialized financial structures. They carry out bulk purchases, while achieving significant discounts from the "catalog" price, and then transfer these aircraft to interested carrier companies on lease. And then there are resales of obsolete models to countries where there is little money. And this process can go on for a very long time. Because the plane is a very "tenacious animal" and, say, 20 years is not a term for it. Unless, of course, you take care of him in a timely manner.

And here we come to, perhaps, the main problem of the Russian aviation industry. This is the presence of service centers spread around the world. What Boeing and Airbus have. It is very important for the carrier company that the aircraft works like clockwork. That is, the time of its "downtime" for the necessary preventive maintenance, pre-flight maintenance, some minor repairs was minimal. And this means that all these "procedures" must be carried out at the place of deployment. For example, buyers of any Boeing aircraft receive a 3-4 year warranty from the manufacturer for the repair of the main components of the aircraft. The company guarantees that new parts will be delivered to the buyer of the aircraft within 12 hours anywhere in the world. If the aircraft is repaired by the buyer on their own, Boeing will compensate for the cost of the repair. And we do not have such a system of service maintenance, which is widespread all over the world. So they don't buy our passenger aircraft. Therefore, the prospects for the MC-21 on the world market are not so much associated with the flight characteristics of the liner - we still know how to build aircraft, but with the establishment of a large-scale production base, the construction of a wide after-sales service network. Then Hi-tech, used in MS - 21 (for example, a wing made of composite materials), can create a competitive advantage for it in world markets.

History of the Superjet-100

Returning to these world markets. To understand what is happening there, the situation with our previous “breakthrough for the domestic aviation industry” project, the Superjet-100 aircraft, is very instructive.

And what is it - Superjet-100 (SSJ100), as it is called in the world, and in Russia too?

SSJ100 is the first civil aircraft developed in modern Russia. It belongs to the family of regional vessels, the flight range of the basic version is 4400 km, the capacity is 98 passengers. That is a medium-haul aircraft. Close to MS-21.

Its production began in 2011. As of the beginning of April this year, 122 SSJ100s have been produced. According to the Air Transport Review magazine, 65 of them are with Russian carrier companies (including 30 with Aeroflot), 30 with foreign ones, 19 are in storage or are being prepared for sale, 7 are with the manufacturing company - GSS ( Sukhoi Civil Aircraft).

If anyone does not know. Under the Soviet regime, the Sukhoi Design Bureau was the developer of our most sought-after fighters and field bomber aircraft (we probably saw how we bombed militants in Syria). Then, on the basis of this enterprise, the company UAC (United Aviation Corporation) was created, which included all enterprises of the Russian aviation industry. Well, the GSS appeared under its wing with its SSJ100.

How much money was spent on the development of the SSJ100 - "science is not known." Data from developers and independent experts differ by about three times. "Who is guilty of them, who is right - it is not for us to judge." Although even the most optimistic estimates provided by the developers of the SSJ100 show that it took one and a half times less money to create the Canadian Bombardier or the Brazilian Embraer. And their sales are much higher.

And, of course, I must say about the "monsters" of world civil aviation. Boeing and Airbus, which produce about a thousand passenger aircraft a year, however, of different classes. And we are 122 since 2011.

But back to the SSJ100. From the material of the authoritative publication Vedomosti, it follows that the average SSJ100 flight time for Russian carrier companies in 2016 was 3-3.7 hours per day. Whereas, according to the professor of the State Research Institute of Civil Aviation Alexander Fridlyand, the average flight time of foreign aircraft from Russian airlines (excluding small and business aviation) in 2016 was 9 hours a day.

Yes, "something is wrong in the Danish kingdom." So Aeroflot filed a lawsuit against the manufacturers of the SSJ100. Details have not yet been specified. But the very fact of the litigation between the two, in fact, state-owned companies, speaks for itself.

And further. Russian Prime Minister Dmitry Medvedev instructed the Ministry of Industry and Trade, the Ministry of Transport, the Federal Air Transport Agency and the United Aircraft Corporation (UAC), together with Aeroflot, to develop a set of measures to improve the technical performance and flight time of SSJ-100 aircraft to "corresponding to the world level" indicators (details on the website of the Cabinet of Ministers) .

So what's the deal? In the technical flaws of the SSJ-100 or in the lack of after-sales service of the proper level? Probably both of these factors are present. But here's what's typical. The Prime Minister instructed to prepare proposals for the use of modern civil aviation sales schemes for the sale of new MC-21 aircraft, in particular the “trade-in” system, in which used liners are redeemed against their cost. So, probably, the matter is not so much in the quality of technology, but in the organization of business.

In conclusion

We sincerely hope that everything will work out for us. And the problems we wrote about here will be solved.

In the meantime, come to MAX! Offers unforgettable experience. After all, a television picture is one thing. And huge, roaring machines, soaring into the sky before your eyes and doing incomprehensible things there to the mind - this is completely different.

Civil aviation pilots are specialists who have devoted themselves entirely to life in the skies. These are fearless people who have challenged fate and gone through many trials. Therefore, everyone who dreams of such a profession should be aware that his life path will become just as difficult and thorny.

And if such a fate does not scare, then let's talk about civil aviation in Russia. Where should you go to study? How long will it take, and how then to look for a job?

The start of a long journey

First of all, you should be aware of the fact that it will take quite a long time to study as a civil aviation pilot. Indeed, unlike a car, flying an aircraft requires extensive knowledge: from its structure to the features of flying in bad weather.

Therefore, it is worth preparing for the fact that you will have to study "tons" of educational material. At the same time, it is not just to memorize all the information, but to be able to correctly use it during flights. Especially if in the future you have plans to get a job in a commercial structure.

Flight licenses

Today, all civil aviation pilots are divided into three broad categories. This happens because of the strict licensing system that absolutely all pilots must pass. It is she who subsequently determines what kind of winged machines a person can control.

1. PPL or private pilot. Possession of this document grants the right to fly small aircraft not intended for cargo transportation. Simply put, a person can fly as much as he likes for his pleasure, but at the same time no one will take him to work.
2. CPL or commercial pilot. This type of license allows a person to deliver small loads, make tourist overflights and lift paratroopers into the sky.
3. ATPL or line pilot. What can I say, this is the highest category of pilots, allowing you to fly multi-ton passenger airliners.

civil aviation

As soon as a person decides to embark on this path, he immediately faces a choice: apply to a flight school or limit himself to an aviation school? Oddly enough, both options have their pros and cons, so let's look at them separately.

Let's start with flight schools. here it is higher, since much more time is allocated for pilot training. In addition, students are taught not only piloting, but also other disciplines - physics, advanced mathematics and law. This allows you to educate comprehensively developed pilots who are able to perform their duties with high quality.

As for the minuses, flight schools and academies conduct recruitment based on the state order. This leads to the fact that from 10 to 12 applicants apply for one place. In addition, many accomplished civil aviation pilots say that the technical base of our educational institutions noticeably outdated. Because of this, their graduates have to take additional courses in order to understand the peculiarities of piloting new aircraft.

But in flight school everyone can do. Here, more important is whether a person has money for education. The quality of education here is slightly lower, although it largely depends on the school itself and what kind of teachers work there. At the same time, it is worth noting that it is much easier to get a PPL category certificate at an aviation school, since here you can take extracurricular classes.

Moving from one category to another

Both male and female civil aviation pilots in Russia pass the same standards to obtain a license. They are different for each document type, so let's look at them:

1. A PPL type certificate can be obtained by candidates who have reached the age of 16. To do this, they need to learn 155 hours of theoretical material, as well as fly 47 hours on a Cessna 172 aircraft. On average, training in this category takes from several months to one year, depending on the intensity of classes and the type of educational institution.
2. Candidates over the age of 18 can receive a CPL type certificate. To do this, they need to have a PPL type license or complete this training course from scratch. In addition, they will have to study more than 600 hours of theory, as well as fly 152 hours in a single-engine aircraft. And at the end of the training, close another 30 hours of flights on a navigation simulator and 12 hours on a multi-engine airplane.
3. The ATPL type certificate is a more sophisticated version of the CPL license. That is, you will need to learn everything that is in the previous categories, only with a greater depth in practice. In addition, you will have to work out flight simulations on passenger and cargo airliners.

Passage of the medical commission

All civil aviation pilots undergo strict medical checks. At the same time, it is carried out both before the start of training and after its completion. Also, a medical commission will have to be passed annually after getting a job, otherwise the pilot will simply not be allowed to fly.

The difficulty lies in the fact that any flaw or illness can become a reason for a negative conclusion. If we talk about commercial flights, then doctors can ban flights even because a person does not have a couple of teeth. This is due to the fact that such a defect distorts speech, and this, in turn, makes it difficult to communicate with the tower controller.

Finding a suitable job

In search of work, of course, all civil aviation pilots in Russia start from what kind of license they have. So, if you have a CPL, you should try to get a job with a small airline that provides travel services. As an option, you can consider the vacancies of instructors in flight schools, but then you will have to complete additional courses.

Much more prospects open up for those who own the ATPL license. In this case, it is likely that a large airline will offer you a job. But there is only one thing - most likely you will have to enroll in special courses that allow you to master the management of an airliner.

The trouble is that their cost is quite high. Consequently, it will be necessary to conclude a special agreement, according to which the pilot will deduct part of his salary in order to pay off the debt to the airline. In addition, initially a novice is allowed only to the position of a 2nd pilot, since the captain's position requires experience in flying large aircraft (over 1.5 thousand hours).

Responsibilities of a Civil Aviation Pilot

Airlines often disagree on the finer points of domestic politics. However, there is something that unites them all - the rigidity of the requirements in relation to their pilots. After all, not only the safety of the aircraft, but also the life of its passengers depends on it.

Therefore, all pilots are required to comply with the following five points:

1. Fly professionally.
2. Always follow the safety regulations.
3. Find out in advance the reports of meteorological services.
4. Check the condition of the vessel before the start of the flight.
5. Obediently use the commands and tips of the air traffic controller.

Women Civil Aviation Pilots in Russia

Most people are used to the fact that the pilot is a man. Therefore, for them, a female civil aviation pilot is something out of the ordinary. However, the reality is that both men and the fairer sex can fly the plane. That's just for some reason, even today they are approached by large airliners with caution. And yet in Russia there are examples of women managing such giants.

So, Olga Kirsanova has been piloting a passenger plane weighing more than a hundred tons for several years. She is sure that everyone can get a seat in the cockpit of a winged car - the main thing is to want it with all your heart. What is true, Olga herself had to sweat a lot to achieve her position, since the leadership of her airline could not decide on this appointment for a very long time.