The Board of Directors of OAO RSK MiG Corporation has recommended shareholders meeting to appoint from 1 January to the post of director Mikhail Pogosyan

19 December, 2008
/AVIA.RU/
December 19, AVIA.RU – The Board of Directors of OAO Russian aircraft corporation MiG (RSK MiG), 100% owned by the State, yesterday approved Mikhail Pogosyan for the post of director. At the same time, was approved financial recovery plan for the enterprise, approved by the eve of the interdepartmental commission for the support of strategic enterprises.

This writes the newspaper Kommersant. ”

In particular, the decision on the allocation of RSK MiG, debts which amount to 44.6 billion rubles., 15 billion rubles.in the form of investments in equity.Placing additional issue is scheduled for January 2009 – clarifies the issue.

According to the newspaper source in the board of directors of RSK MiG, yesterday recommended the council meeting of shareholders a corporation prematurely terminate the powers of the director Anatoly Belov, and from 1 January to appoint to this post Mikhail Pogosyan.On the change of leadership in the RSK MiG became known in mid-November. The only contender for the post of corporate director Mikhail Pogosyan, who while retain the post of director AHK “dry”, as a condition of his appointment, identified the provision of state enterprise debts which amount to 44.6 billion rubles – tells the publication.

According to the source of Kommersant, was yesterday approved a plan for financial recovery business. Before the evening of inter-ministerial commission to support strategic enterprises under the supervision of the Deputy Minister of Finance Anton Siluanova agreed on the allocation of RSK MiG 15 billion rubles.”in the form of investments in authorized capital.” In the Ministry of Finance confirmed this information: “Before the end of the year should be drafted the Government of Russian Federation to hold additional issue of shares RSK MiG, under which the placement of capital MIGA will make these funds.” Additional issue is scheduled for January 2009.

In mid-November, the KLA leadership asked the DNC to provide subsidy of 20 billion rubles – the newspaper said.

Details: http://www.avia.ru/press/13573/

Can you show me any official decument or something about Pogosyan is the general director of the mig corporation?Becouse I couldnt see any official information yet:)

Source: «Interfax»
Published: 04.12.2008, 15:32

In Russia developed aircraft, which analogues in the world yet

Russian Prime Minister Vladimir Putin announced that the fifth-generation aircraft, which is not yet anywhere in the world, developed in Russia.

“We are developing such aircraft, work is going according to plan. I am sure that in the Russian armed forces, they will appear, and it would like to be there on time”, – said Putin on Thursday, responding to questions in the Russian TV channel Russia ” .

14 July 2008
Full Russian Version
We Have Both the Resources and the Ambition
Aleksey Hazbiev, Vladislav Tyumenev

The world’s leading aircraft manufacturers are not capable of satisfying market demand. Russia can capitalize on the situation and offer the customers a new competitive product.

Mikhail Pogosyan

Photo: Mitya Aleshkovsky
Last Monday, Sukhoi demonstrated its new multifunctional fighter, the Su-35, at an airfield near Moscow. The aircraft is the latest in the line of fourth-generation heavy fighters created by Russia’s aircraft industry. The company will begin its regular supplies to the Army in two or three years’ time. Sukhoi is planning to launch its fifth-generation fighter in 2015-2017. Since that time, Sukhoi’s portfolio will consist of both military and civil orders in equal proportions. Manufacturing commercial airliners is a priority both for Sukhoi and for its parent structure, the United Aircraft Building Corporation [Russian abbr.: OAK]. The first aircraft that will bring this country to a new level is the Sukhoi Superjet 100 (SSJ). Taking part in the program are the largest global aircraft manufacturers from ten countries. Their share in the cost of the finished aircraft will reach an unprecedented level for the domestic aircraft industry – 50%. Mikhail Pogosyan, Sukhoi Company’s CEO, tells Expert about the civil and defense projects in which his company is involved.

Expert Magazine: How will building the Su-35 influence the tempo of creating the fifth-generation fighter?

Mikhail Pogosyan: A diverse set of technical solutions that we are planning to implement in the fifth-generation fighter have already been realized in the framework of this project. Take the cockpit, for instance: it has been significantly unified with the cockpit of the fifth-generation fighter. This will make it easier for the pilots to switch to the new machine in the future.
Naturally, the avionics life cycle is shorter than that of the plane.Therefore, we need to utilize those successful technical solutions that we found for the aircraft of the fifth generation in modernizing fourth-generation aircraft. I expect that the serial production of Su-35 fighters will last until 2020 at the minimum and will continue at a certain stage in parallel with the fighter of the fifth generation. According to our estimates, the market will require no less than 200 Su-35 airplanes. This is enough to cover the costs of its production.

EM: What are the strategies and the objectives of the Sukhoi Company?

MP: Our medium-range target is to keep our positions on the market of military aircraft, promoting the Su-27 and Su-30. Now we are extending the range with the Su-35. In the long-term perspective, we want to create the fighter of the fifth generation.

As far as civil aviation is concerned, our mid-range objective is introducing the Sukhoi Superjet 100 to the market. In the end, we are going to develop the family by expanding the dimension range of the product, thus improving our standings in the field of regional aircraft.

After-sale service is Sukhoi’s next priority. Sukhoi is rightfully considered a leader in after-sale servicing. We consider it essential to work in the after-sales service market. The lagging development of the service market in comparison with the market of aircraft is a global tendency, and we need to strengthen our positions in this area.

EM: The structuring of the newly created United Aircraft Building Corporation is now in the completion stages in Russia. The new corporation includes all Russia’s aircraft manufacturers. What place does the Sukhoi Company occupy within OAK?

MP: Sukhoi is the integrator of the corporation, because we have managed to unite the best engineering resources and top-level production. The strongest designer bureau in this country, the one at Komsomolsk-on-Amur, is within the company too. Apart from that, we cooperate with the Irkut Corporation very closely. Taken as a whole, Sukhoi is number one in Russia’s aircraft building as far as production volumes are concerned.

EM: Indeed, last year’s gross profit of the Sukhoi Company reached an impressive 50 billion rubles [about $2.15 billion], which is more than a half of OAK’s entire revenue. However, you managed to achieve it mainly by exporting Su-30 modernized fourth-generation aircraft to India and Malaysia, but this country’s defense orders are still very insignificant in your portfolio. When do you think the situation will change?

MP: The existing government program envisages increasing procurement of modern aircraft as of 2011. We expect the volumes to grow even more after 2016. The country is now beginning to work out a state armament program that will last from 2011 until 2020. Russia’s Prime Minister, Vladimir Putin, has put it bluntly that up to 70% of the allocated money will go to acquiring new hardware rather than maintaining old equipment.

EM: What are your expectations of the volumes of the orders after the approval of the new government program?

MP: We will never reach the Soviet volumes, when we manufactured over 500 aircraft per annum. Nowadays, we may expect our clients to buy about 25-30 aircraft annually of the class that Sukhoi specializes in. It is no problem for us to secure such volumes of production. Besides, the orders balance our exports potential and the load that comes from civil aviation. Military hardware reaches 90% in our overall production. Most of those are shipments for exports.

If we now analyze market tendencies, they differ from those that existed thirty years ago. The face-off between the Soviet Union and the US then meant competition of military aircraft industries, while civil aviation developed because of achievements reached by the military. Nowadays, 80% of the market for the coming 20 years will consist of civil orders. However, if we take the global military market, two thirds of it belongs to the US and NATO. Therefore, we can only claim a third of the market, and our standings are rather stable there. Therefore, thinking about the future, we cannot claim global leadership while competing for seven percent of the market (that is, one third of 20%); we need to enter civil aviation markets. This is one of our top priorities.

EM: The first stage of the Sukhoi Superjet 100 flight tests was completed recently. That is a turning point in the fate of this country’s aircraft industry. Russia has proven that it is capable of creating modern aircraft that meet all international standards. What are the preliminary results of the test flights? How is the program of creating the jet developing?

MP: The program is developing successfully, and we feel optimistic about it. Our calculations have practically coincided with the results of the flight tests. This is true about the power unit, the control unit, and the aerodynamic performances of the aircraft. There were no surprises. We have once again demonstrated that as an integrator, we can fulfill the tasks that are being set. Our next goal is to include the second, the third, and the fourth aircraft in the tests. This will make it possible to complete the initial tests and to start the certification process promptly.

EM: What production plans does your company’s affiliate, the Sukhoi Civil Aircraft Company, have?

MP: We are planning to reach the level of 60 aircraft annually. We are now re-equipping our enterprises that are involved in manufacturing the SSJ. We expect about ten aircraft to be produced this year.

EM: When do you expect to begin shipping the SSJ to air companies?

MP: We expect to start the shipments in the second half of next year. We will do our utmost to keep to these targets.

EM: How will the global market of regional aircraft change with the emergence of the SSJ? Apart from the Sukhoi Company, such manufacturers as Embraer, Bombardier, China’s AVIC-1, and Japan’s Mitsubishi are known to build aircraft in the segment. Will Sukhoi be able to compete successfully against Asian and US manufacturers?

MP: The answer is definitely yes. I believe that the scientific traditions of the Soviet Union are a firm foundation that cannot be easily created within a short period, even if you invest a lot. Indeed, we have lost our standings as a global leader in civil aviation, but I am confident that as far as regional aircraft are concerned, we should regain our positions. With the Superjet 100, we are sure to achieve the goal rather quickly. The aircraft is not a direct clone of those products that Embraer and Bombardier supply to the market. The airplane has been optimized for regional and medium-range flights with considerable passenger traffic.

EM: What is the main advantage of the aircraft in comparison with its competitors?

MP: The aircraft is very close to long-range liners as far as level of comfort is concerned. The cross-section of the machine allows the installation of five seats (three plus two) in a row. That is optimal from the standpoint of both aerodynamic performance and passenger comfort. The special design of the luggage shelves makes it possible to accommodate standard baggage; other regional aircraft have not been able to achieve that.

EM: Your competitor, Mitsubishi, is going to make wide use of the composite materials and technologies implemented in the Boeing 787. Is Sukhoi planning to do the same?

MP: Composite materials make up approximately ten percent of the SSJ. We are thinking of increasing the volume of composite aggregates in the design of the aircraft. However, we believe this has to be a balanced decision. Cost versus efficiency should always be the criterion. If you achieve efficiency at very high price, the market will hardly appreciate that.

EM: Fuel efficiency is a key criterion when kerosene prices are so high. How economical is the SSJ?

MP: Our jet is approximately ten to fifteen percent more efficient in fuel economy than the competition. This is due to new solutions that we have implemented in the design of the frame and the engine. We have used all of this country’s latest scientific achievements. Given all the difficulties that we experience, the achievements are rather serious. We are still among the leaders as far as aerodynamics is concerned.

The new SaM-146 engine designed for the SSJ has very good economic and ecologic performances. Thus, it covers all the perspective requirements of the International Civil Aviation Organization in terms of permissible noise level.

EM: Soaring fuel prices will inevitably increase plane ticket prices and reduce passenger traffic. Will manufacturers of regional aircraft benefit from that? Some airlines will probably want to use less spacious airplanes instead of the big ones.

MP: I expect the structure of passenger traffic to change because of increasing fuel prices. Point-to-point-type transportation will definitely increase the demand for regional class aircraft, including the Sukhoi Superjet 100. Apart from that, the extended-range version of the jet is capable of covering up to 4,500 kilometers.

EM: What market share can you claim because of such advantages?

MP: We should not be lagging behind the competition on the market of hundred-passenger jets. Moreover, we can claim leadership here. However, in the seventy-passenger niche, the situation is better for our competitors because there the optimal cross-section of aircraft is lower (two rows of seats on each side – Expert). Nevertheless, I believe gaining a 15-17% market share in the sector of regional aircraft is an achievable goal. We have the technology, the resources, and the ambitions to do that.

EM: How are your relations with Alenia developing? The Italian company is known to be completing a deal on acquiring the blocking share of Sukhoi Civil Aircraft. Are you going to develop industrial cooperation with Alenia?

MP: I am very pleased with the partnership. Promoting products on global markets requires global partnerships. We know the Southeast Asian and Middle Eastern markets quite well and are very authoritative there as a leading supplier of combat aircraft. It helps us in promoting our civil air jets. However, we do not have enough experience on European and US markets. Alenia does have the necessary experience, though. Therefore, we believe that uniting our efforts in sales will be very efficient. We are seeing the initial results already. We have received an order for ten airplanes from the ItAli Company.

We are optimistic about Italian companies partaking in the production of certain systems and aggregates for our aircraft.

EM: Will manufacturers of regional aircraft eventually be able to enter the niche of wide-body liners that is almost entirely controlled by Airbus and Boeing? Is Sukhoi going to make such attempts?

MP: I think the market is going to change. Even now, there is a tendency towards increasing the size of regional aircraft. It is very likely that in future some manufacturers will form an alliance with either Boeing or Airbus. One cannot rule out the possibility of another global player appearing on the market that will arrange cooperation and offer the market a competitive product. However, Sukhoi is not planning to develop the niche independently.

EM: The leading global aircraft-manufacturing corporations are experiencing a production crisis. The number of orders for new-generation wide-body Boeing and Airbus aircraft has reached historic, record high levels. However, the manufacturers cannot handle all the orders. How will the crisis influence Russia’s aircraft industry?

MP: Certainly, there is a problem connected with the time span required for implementing the new orders. It reaches seven to eight years with the leading manufacturers. That is too long. The situation opens up new vistas for new players. Besides, Russia is by no means a new player. The Soviet Union used to occupy a 20% share of the world’s civil aviation market. We have to use the experience to strengthen our positions. The market will develop rapidly. New players will appear and will offer competitive products in different segments of the market. We are ready to face the challenge.

EM: What are the general causes of the crisis? Many experts believe that the bipolar structure of the industry has created all the problems.

MP: I would not call a duopoly the best form of competition. In my view, air transport would benefit if there were other players capable of offering competitive products. The problem is that the demand for civil aviation aircraft has been developing along a sinusoid curve; crises used to replace the booms in demand. Nowadays, new aircraft are coming into operation. Besides, there are objective difficulties with creating such breakthrough products as that Boeing 787 that is in fact setting new standards in aircraft engineering. The A380 is also an entirely new product. Therefore, objective and subjective factors have both played their role here. Still, the fact is that two leading global manufacturers are not able to satisfy market demand. Hence, regional aviation will have to compensate in part for the lack of those opportunities that the leading global producers have failed to provide. That is why I expect that the existing situation will be favorable for new players entering the market.

Hi medal64,

Since this is written in Russian, maybe you can give us a brief summary of the PAK-FA tips?

Thanks.

—–JT—–

I don’t know also russian but you can translate it by google translator.The direct link is not working properly at google translator!

Translator link : http://translate.google.com/translate_t#

And one more!

http://www.aviaport.ru/digest/2008/12/01/162217.html

But it’s sure that su 35 will be the at least twice cheaper for the Ruaf when compare with the PAK-FA.And as you know USA will get increadable amounts of F-35.Then what will Ruaf do?I think it’s impossible that Russia can spend money as much as USA.Maybe half money is sensible for now!And using very old Su 27 airframes are not sensible when compare with Su 35!I think best choise is the is filling the gap with Su 35 almost PAK FA enters the service.Than they should also get to the 2 seater version and improved bombing capasity PAK FA’s together with the Su 34 aircrafts.