OJSC Voronezh Joint-Stock Aircraft Manufacturing Company. Voronezh Aviation Plant: history and modernity Work at the Voronezh Aircraft Plant

Voronezh Aviation Plant - also known as Voronezh Joint-Stock Aircraft Manufacturing Company - one of the most famous different time it brought the city both the glory of the best engineers and shame for the work done.

History of the enterprise

Aviation has a truly great history. For almost 90 years it has been producing aircraft for the needs of the state. It was created at the dawn of Soviet industry and was erected in record time.

During that period, mainly military aircraft were produced. The company produced IL-2 attack aircraft and IL-4 bombers. However, the Voronezh Aviation Plant did not limit itself to military products - the plant assembled the legendary ANT-25, on which Soviet pilots flew record distances.

During the war, the plant had to be evacuated to Samara, but even during the evacuation the plant produced more than 35,000 attack aircraft, which made a worthy contribution to the victory of the USSR in the war, and allowed the plant to receive the Order of Lenin.

In 1993, the plant fell into private hands, and since then the necessity of its existence has been constantly questioned. The state eventually began to control the controlling stake, but this did not bring greater stability to the enterprise.

The Voronezh Aviation Plant was experiencing mass layoffs, and balancing on the brink of bankruptcy, and large-scale government contracts. What will happen to the company next? This question remains open.

Work at the Voronezh Aircraft Plant

Factory employees respond differently to their work. Basically, workers put forward a number of complaints regarding working conditions and equipment. Let's talk about them in more detail:

• despite the fact that VASO produces civil aviation for the top officials of the state, at the enterprise you can find machines captured during the Great Patriotic War;
• shower rooms do not always work, and sanitary facilities have not been repaired for decades;
• In winter, the workshops can get quite cold.

Average wage at the factory for ordinary specialties it ranges from 20 to 30 thousand rubles.

Financial crisis

WITH financial point From our point of view, the Voronezh Aviation Plant is in a state of protracted crisis. Every year, the company’s management publishes financial statements, according to which VASO incurs colossal losses - more than 1 billion rubles. Such indicators are depressing even by the standards of large state-owned industrial companies.

The reasons for this development can only be guessed at. Economic experts annually open extensive debates, trying to understand why the plant is loaded with government orders, production is operating at full capacity, but the enterprise is still incurring colossal losses.

According to media reports, from 2019 there is a possibility that production of a number of airliner models will cease, which means that VASO may lose up to 30% of its annual income. So there is no need to think about a positive perspective.

Scandalous cases

The last few years have become critical for the reputation of the Voronezh Aviation Plant. In 2011, 6 people died as a result of equipment malfunctions: during a test, the plane broke up in the air.

And already in 2018, the whole country shuddered from the terrible news - another plane produced at the Voronezh Aircraft Plant crashed. According to the VASO press service, the aircraft has exhausted only a quarter of its intended life.

It is difficult to predict what will happen to the plant next. The fact that the enterprise requires large-scale modernization is clear to almost everyone who has touched the topic of industry. Will we see any steps to save the historical industrial center of Voronezh or will the plant go bankrupt and die? We still have to find out the answer to this question.

The organization PJSC "VASO" 3650000959 was registered at the address 394029, VORONEZH REGION, VORONEZH CITY, TSIOLKOVSKOGO STREET, 27. The organization was registered on November 5, 2002. The organization was issued the All-Russian State Registration Number - 1023601553689. The organization is managed. According to the documents, the main activity is the production of helicopters, airplanes and other aircraft. Full name of the company: PUBLIC JOINT-STOCK COMPANY "VORONEZH JOINT-STOCK AIRCRAFT COMPANY". To obtain more detailed information, you need to go to the organization’s card and check the reliability of the counterparty.

Interdistrict Inspectorate of the Federal Tax Service No. 12 Voronezh region carried out registration on November 5, 2002 by PJSC VASO. The registration procedure with the Office of the Pension Fund of the Russian Federation (Government Institution) in Voronezh was carried out on 07/02/2009. Registered with Branch No. 2 Government institution- Voronezh regional office Fonda social insurance Russian Federation PJSC organization"VASO" became 05/18/2016 00:00:00. In the Unified State Register of Legal Entities, the last entry about the company has the following content: Change of information about the legal entity contained in the Unified state register legal entities.

Opening Joint-Stock Company“Voronezh Joint-Stock Aircraft Manufacturing Company” is the full name. The plant was founded in 1932. Initially, the plant was assigned No. 18 in the industry register. In 1934, the first serial production there was a TB-3 bomber.

In 1937, production of the DB-3 (IL-4) bomber began. At the same time, Il-2 attack aircraft were produced. ANT-25 were produced for local airlines. The plant also produced SAM-5. During the Great Patriotic War, the Voronezh Joint-Stock Aircraft Manufacturing Company was evacuated to the city of Kuibyshev. During the war, 36,163 aircraft were produced. The plant was awarded the Order of Lenin in 1941 and 1966. In 1943, the plant was returned from evacuation and it became known as “Plant No. 64”. Production of the Il-10 attack aircraft with increased maneuverability began in 1947. At the same time, the re-equipment of the passenger plane began.

In 1949, production of the Il-28 jet bomber began. In 1954, production of the Tu-16 turbojet bomber began. In the 60s, the plant received the task of mastering the production of the Tu-144 passenger aircraft. At the same time, preparations were being made for the production of the wide-body Il-76 airbus. In 1976, the plant was reconstructed, new workshops were built and new technologies were mastered. Started in December 1980 Passenger Transportation around the country by plane. In 1986, production of long-range passenger aircraft Il-96-300 began, the first flight of which took place in 1969.

In 1993, the plant was privatized and the form of ownership changed; it became known as the open joint-stock company Voronezh Joint-Stock Aircraft Manufacturing Company (VASO). Production of the Il-96T transport aircraft began in 1995. In 2005, revenue for three quarters amounted to 2.2 billion rubles, net profit amounted to 228 million rubles. Since 2006, the plant has been part of the state-owned United Aircraft Corporation OJSC. Since 2008, production of some parts for the A-320 and A-380 aircraft began.

This year VASO is to deliver three Il-96s. Two have already been delivered - Il-96-300 by order of the Administration of the President of the Russian Federation and Il-96-400 in the interests of the Ministry of Defense.

The press hastened to dub the Ministry of Defense the “Doomsday Plane,” but this is not entirely true. In the West, this nickname was given to air command posts(VKP), liners from which it is possible to control during the “special period” Armed forces states. Of course, this plane is also loaded with special equipment, including communication systems, but it is intended mainly for the comfortable transportation of department heads. If necessary, it can be used in the transfer of personnel of the Russian Armed Forces. The operation in Syria showed that there is never too much military transport aviation.

A dozen An-124 Ruslan heavy trucks are just coping with the transfer of heavy equipment and helicopters to the Khmeimim airbase. Here is what we managed to learn from Dmitry Prishvin, recently appointed general director of VASO, about the future of our Airbus:

– A government contract for four passenger aircraft should be signed in August. We have already started building them, albeit with borrowed money. We are confident that funding will be available on time. The first of these machines should be delivered in June 2018. We will also build a prototype Il-96-400M aircraft, which we will transfer to AK Ilyushin at the end of 2019 for certification tests. A country like ours must have its own long-range widebody.

Il-96-400M is a major modernization of our only wide-body long-haul airliner, which is currently underway at the Ilyushin company. The designers promise that modern materials and avionics will allow the aircraft to seriously lose excess fat, while the number of passengers, due to a longer, almost 10-meter, cabin, will exceed 400 people. In this case, experts believe, the aircraft will look very attractive against the background of Western competitors.

It should be added that this work does not at all contradict the plans of the UAC and the Ministry of Industry and Trade to create a joint Russian-Chinese wide-body airliner. Some know-how will probably flow there from the IL-96 - key technologies for designing wide-body aircraft aircraft now only a few states own it: Russia, the USA and the Europeans from Airbus. But the production of this completely new aircraft is planned in China, and its creation, including engines for it with a thrust of 30–35 tons, is a matter of the relatively distant future. Evil tongues say that in the PD-35 project (“Advanced Engine-35”) the number “35” in the engine name does not indicate the engine’s thrust in tons, but the year of its expected creation.

Today, according to the general director of VASO, the plant has the capacity to assemble two Il-96s per year. Therefore, it is still difficult to talk about mass serial production. But who the hell isn’t kidding, here in Voronezh they rented out an Il-86 aircraft of the same size every month and a half. Dmitry Prishvin believes that in the case of a serious long-term contract, the plant can quickly reach the annual production of six airliners per year:

– This is a good load and a comfortable figure for us. There will be no need to build any additional space. Preparation will be required - additional stocks for the production of the wing and fuselage. AND technical re-equipment for procurement, aggregate and machining industries. Everything is worth about 4.5 billion rubles - not global money. Another question is why and for what kind of tricks did the government fools try to put an end to the plane? Viktor Khristenko especially distinguished himself during his years at the helm of the Ministry of Industry and Trade. Together with Reus, today he is passionate about the game for millionaires - golf. What can I say?

New winds are blowing in the FSB - the scoundrels have begun to be arrested. Isn’t it time to find out from whose voice they sang and from whose hands all those gentlemen who became fabulously rich while driving the Russian aviation industry to the brink of death were fed?

IL-112V – work is in full swing

The huge areas of workshops and the clutter of equipment create the misleading impression that people have left the aircraft plant. Or is there an eternal lunch break at the plant and only rare enthusiasts try to do something? In fact, six and a half thousand people regularly come on shift.

In February 2017 (very soon!) the first airframe of the light military transport aircraft Il-112V will be ready, and it will be sent to the final assembly shop. This is what Dmitry Prishvin says: “We are working as hard as we can, there is no doubt about it.”

In the workshop, the work is indeed in full swing, the fuselage compartment is covered with assemblers (mostly from the inside, they are also almost invisible from the outside), they don’t even look at the correspondent - that’s not the point. The documentation for the aircraft is presented almost completely; on the general director’s wall, construction schedules occupy the entire wall. And on June 30 next year, the transport aircraft must be rolled out onto the runway.

How long they waited, stopped the project, stopped financing! Now we have to hurry. The Il-112V must replace the veterans of the An-24 and An-26 air routes, which have practically reached the end of their service life.

Tail compartment of the first Voronezh Il-112V aircraft / (c) Arguments of the week

By February 17th, the United Engine Corporation (UEC) promises to supply engines. Will they make it? Everything is on the edge, but this is exactly how the Soviet aviation industry once worked. In any case, someone at UEC has to remember that the purpose of being in the leadership chair is not hilling golf courses, which is what Reus, who was fired from here, did, but very specific things, including aircraft engines.

Dozens of suppliers of components are not asleep today, from Ulyanovsk to Kazan. When parts manufactured using digital technologies began to arrive for assembly, the old craftsmen were puzzled for some time - nothing had to be adjusted. This is a consequence of the translation of design and working documentation into digital and an increase in the share of modern processing complexes in production. And the staff is clearly younger - the period of solid gray heads has now been replaced by mixed colors. Very young guys are tinkering with laser measuring equipment. At the control panel of a CNC machine, a very young guy is reading something (instructions, probably). Meanwhile, the processing complex does its job.

A number of parts made of composite materials are supplied to the Superjet in Komsomolsk-on-Amur from Voronezh. Engine nacelles and pylons for the promising MS-21 are also made here and sent to Irkutsk. It is correct and logical to do as he says CEO, the “collective farm” at every aircraft factory is senselessly expensive. There is an Aviastar-SP plant in Ulyanovsk, which has prepared the production of certain fuselage parts - they make them for both Voronezh and Irkutsk. This means saving money on high-tech equipment and maximizing its utilization. And in the opposite direction, pylons and engine nacelles for the Il-76MD-90A are again traveling to Aviastar-SP from Voronezh - reasonable horizontal cooperation is being built. Therefore, representative offices of factories and design bureaus from all over the country work here on a permanent basis.

The article is published with abbreviations.