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Chapter I___________________________________________________________ 2

Chapter II___________________________________________________________ 2

ALTERNATIVE TERMS_____________________________________ 2

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Proceedings.____________________________________________________________ 2

Contacts _________________________________________________ 30

Introduction

We are already accustomed to the fact that more and more often we have to travel 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. To evacuate Russian citizens and residents of Commonwealth countries (CIS) from warring countries, aircraft of the Ministry of Defense are primarily sent emergency situations(Ministry of Emergency Situations). Modern Russian society owes all this to the Civil Aviation of the USSR, which was the most powerful and equipped aviation in the world. Soviet developments in aircraft construction and navigation were superior to, if not years ahead of, their American counterparts. The state of civil aviation in modern Russia at first glance it is unclear. On the one hand, we constantly hear about the downtime and collapse of Russian aircraft manufacturing enterprises, about the possibility of transforming one of the most advanced industries in the country into a kind of appendage of the West. On the other hand, aircraft developers, at every opportunity, talk about advancing domestic models aircraft foreign analogues for ten years. In order to understand such a situation and understand the state of modern civil Aviation country and are there development prospects for one of the most necessary for Russia industries and transport, I decided to conduct a small analysis of the state of Russian Civil Aviation.

When carrying out 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 aircraft fleet and the problems of corresponding technical support, current state Russian airports, production problems new technology and updating the country's aircraft fleet, creating alternative aircraft to airplanes and helicopters and prospects for establishing its production on the basis of the Russian aviation industrial complex, 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 detailed analysis the largest and most 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 and 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 air force, as a result of which in the field of transport and civil aviation pre-revolutionary Russia didn't leave Soviet power almost no industrial and infrastructural heritage. Therefore, when considering history and current situation 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 movements” 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). The first episodic airline Moscow- Nizhny Novgorod length 420 km. was opened in 1923. In November 1921, the mixed “Russian-German Society of Air Communications” (“Deruluft”) was formed, and on May 1, 1922, the regular international line Moscow-Konigsberg (modern Kaliningrad) began to operate successfully. In 1926 the line was extended to Berlin

In the early 20s. Airplanes began to be used in addition to transport and other types of work. In July 1922, experimental flights were carried out at the Moscow (Khodynka) airfield to spray plants with pesticides to destroy pests and diseases of agricultural crops. At 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. 1 Dec. 1922, under the Main Directorate of the Workers' and Peasants' Red Air Force (Glavvozduhflot), the Civil Air Fleet Inspectorate was created, designed to develop measures for the development of civil aviation and monitor its activities. On February 9, 1923, the Council of Labor and Defense (STO) adopted a resolution on the organization of the Civil Aviation Council under the Main Air Force. This day became the official date of birth of the USSR Civil Aviation. The Civil Air Fleet Inspectorate was the executive and technical body Council. It included representatives of the Head of the Air Fleet, the Supreme Economic Council, the People's Commissariats of Foreign Affairs, Trade, Communications, Post and Telegraph. The Council supervised all activities of the USSR Civil Aviation. On March 17, 1923, the first air transport enterprise of the RSFSR, Dobrolyot, was created. . 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), within 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 and promoting the achievements of Civil Aviation of the USSR. On October 19, 1923, the STO approved an indicative plan for the development of air lines for 1924-26, which provided for the opening of new airlines with a length of over 6 thousand km. in industrial areas, as well as in Siberia, on Far East, in Transcaucasia and Wed. Asia.

The development of air routes by Soviet aviators took place in difficult conditions: there were virtually no means of navigation and communication, or meteorological support for flights. However, despite these difficulties, the importance of aviation as vehicle increased from year to year. Domestic aircraft AK-1, U-2, K-5 entered domestic routes. 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 along the Verkhneudinsk (now Ulan-Ude) - Urga (now Ulaanbaatar) airline, and in 1927 the Leningrad-Berlin, Tashkent-Kabul lines 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 to develop new air routes, check the quality of domestic aircraft, aircraft and engines.

To successfully solve the tasks assigned to Civil Aviation of the USSR during 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 Civil Aviation of the USSR, on October 29, 1930, by decree of the Council of People's Commissars of the USSR, the All-Union Association of the Civil Air Fleet (VOGVF) was formed at the service station (Dobrolyot and the Main Inspectorate were abolished). On February 25, 1932, the VogVF was transformed into the Chief. management of the Civil Air Fleet (GUGVF) under the Council of People's Commissars of the USSR, called Aeroflot. Subordinate to the GUGVF were the self-supporting trusts “Transaviation”, “Agricultural Aviation”, etc., which were liquidated on May 19, 1934 by a resolution of the Council of People's Commissars of the USSR, and 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. GUGVF was transferred from the People's Commissariat of Agriculture of the USSR agricultural aviation (November 1932) and from the People's Commissariat of Health of the USSR sanitary aviation (November 1937). Uniforms and insignia were introduced for workers of the USSR Civil Aviation in 1932. Established in 1935 Chest sign"Aeroflot Excellence" In the 30s Air communications were developed in the central regions of the country, in Kazakhstan (airlines connected Alma-Ata with Kustanai, Akmolinsk, Karaganda, etc.), in the European North (Arkhangelsk - Syktyvkar line, etc.), in Siberia and the Far East.

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

With its further development, USSR air transport had to overcome many difficulties, mainly related to its technical base. In the mid-30s, there were few and already outdated K-5, ANT-9, P-5 aircraft flying on the Union's airlines, which were inferior to their world counterparts in all respects. The industry of the People's Commissariat of Heavy Industry was practically not engaged in the construction of civil aircraft at that time. GUGVF had small factories and research institutions, but they, naturally, could not radically solve the problems of air transport. Partially similar situation civil aircraft construction was explained by the fashionable concept in the 20s - 30s of the development of civil aviation through airship construction, which also in the USSR was focused primarily on the military, as a result of which airships developed for civil aviation were used by the Soviet authorities mainly for propaganda purposes and as one of the methods air defense. Airships were completely withdrawn from civil aviation service in 1938. In 1931-1933 The Stal-2 and Stal-3 aircraft 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 in short supply at that time, in their construction. The improvement of the GUGVF aircraft fleet had a certain impact on the establishment of production of a prototype of the 24-seat Douglas DC-3 Li-2, purchased from the United States, under a license.

The country's airfield infrastructure 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 their 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 airport problems had been resolved. At this time, the USSR had 150 large airports, some of which were equipped with the “Night1” blind landing system (put into operation in 1939). The USSR Civil Aviation fleet was replenished with new PS-35 passenger aircraft . there was large network local lines in all areas of the country. In 1940, 410 thousand passengers, 475 thousand tons of cargo, and 14.6 thousand tons of mail were transported.

Surprisingly, the issue of passenger aircraft was really decided at the height of the war. By the end of 1943, when our aviation completely dominated the air, when the aviation industry was operating at full capacity and was satisfying the front’s needs for combat aircraft, it was decided to begin production of transport and passenger aircraft. Moreover, this had to be done without damage to combat aircraft. What was needed was an aircraft capable of flying faster and further than Li-2,- then the main passenger aircraft.

In January 1944, the issue of a passenger express train capable of transporting 10-12 passengers over a distance of 4-5 thousand km was discussed. without landing. There was also talk about the possibility of adapting any of the existing bomber aircraft for this purpose. For example, a bomber Er-2 designer V.G. Ermolaeva. However, it was doubtful whether it would be possible, without radical modifications, to accommodate 12 passengers in the fuselage of this aircraft and provide them with the comfort necessary for a 10-15 hour flight. At this time, S.V. Ilyushin was working on the twin-engine transport and passenger aircraft Il-12. In this regard, converting the Er-2 into a passenger aircraft was naturally impractical. Soon the Il-12 plane went to mass production. And since 1947, twin-engine piston aircraft Il-12 began to fly on civil airlines of the USSR, and in subsequent- modification of this Il-14 aircraft. For their time, these were excellent machines, very economical and highly safe in flight. During the years of the Great Patriotic War The crews of the Civil Aviation of the USSR transported more than 2 million 350 thousand people 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 sorties, 27,574 people, 4,549 tons of cargo transported. As a result of hard work, by the end of 1945, airports on the Moscow-Irkutsk, Moscow-Tashkent - Alma-Ata, Moscow-Baku - Ashgabat routes were prepared for operation in difficult weather conditions and at night. In the country as a whole, in 1945 the volume of air traffic doubled compared to 1940.

K con. 80s Aeroflot annually transported more than 120 million passengers, about 3 thousand tons of cargo, and over 400 thousand tons of mail. 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%). USSR Civil Aviation aircraft carried out regular flights to 4,000 cities and towns, Soviet points. Union and to almost 100 airports foreign countries(see maps). The total length of Aeroflot's air lines exceeded 1 million km. The speed of transportation, flight productivity and efficiency have increased significantly. The use of civil aviation in agriculture, energy construction, timber industry and other industries.

Chapter II

In the transport system of modern Russia, air transport, which is the basis of Russian Civil Aviation, is one of the main types of passenger transport. In his general work transportation of passengers is 4/5, and cargo and mail - 1/5 Largest quantity passengers are transported on airlines connecting Moscow with the eastern regions, St. Petersburg, resort areas and the capitals of the CIS countries. To cities such as Tashkent, Novosibirsk, Sochi, 60-70% of Moscow passengers are transported by plane, and to Khabarovsk and Ashgabat - up to 90%. On international routes, 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 thousand km, including 915 thousand internal. The use of air transport provides a large temporary gain (due to the high speed of aircraft and the straightening of the flight path) compared to other modes of transport on medium and especially big ones distances. It is believed that at distances over 1000 km sa Air transport begins to dominate fat transportation. Therefore, it is no coincidence that the average distance of transportation of one passenger by air on domestic routes reaches almost 2 thousand km, which is 3 times higher than the same figure for railway transport (transportation of long-distance passengers).

Air transport plays a special role for poorly developed areas of Siberia and the Far East, where it, together with seasonal river transport, is often the only means of communication.

In the 90s, there was a significant change in the ratio of passenger transportation on domestic and international routes. So, in 1993 - 1994. Passenger turnover on Russian domestic airlines decreased by 49%. and at international ones it increased by 35%. As a result, the share of passenger turnover carried out in international traffic has more than doubled since 1992 and amounted to 26% in 1994.

The most massive and stable passenger flows 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 major destinations railways At the same time, the share of air transportation is greater than that of rail on lines from Moscow to Yekaterinburg and Novosibirsk and further to the east, as well as from Moscow to Sochi, Mineralnye Vody, and the capitals of the CIS countries. The main passenger flows are concentrated in the eastern (Siberia and Far East) direction.

The largest air transport hub in Russia and the CIS countries is Moscow. 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 in importance after Moscow, and Ufa. Samara, Ekaterinburg (Koltsovo), Mineral water, 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 State Register“Air transport certification system”, designed in the new economic conditions to help increase the safety and regularity of flights, improve government controlled actions of legal entities and individuals directly related to the provision of civil aviation activities. An integral part 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 mandatory certification Russian airports. As you know, in Russia today there are 845 air harbors, of which 52 airports are approved to serve international flights, twenty-six airports have airfields certified according to ICAO meteorological categories I and II, 18 have class A airfields, 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 fitness for operation) for the airfield, lighting and radio equipment and control air traffic(ATC). In addition, it is also necessary to undergo certification of all airport services that affect flight safety, passenger and cargo service, airfield, electrical and lighting, weather support, navigational support and aeronautical information, search and rescue, aviation engineering and aviation fuel support. , aviation security, etc. It is impossible to do without this, since the only generally recognized mechanisms of state control over the implementation of airlines various forms Property requirements for the quality and safety of air transportation include certification and licensing of the activities of all civil aviation facilities and entities. Certification of Russian airports is fully consistent with international aviation practice, as well as ICAO requirements and recommendations. A lot of relevant documentation was developed, and it was also considered advisable to create a special airport certification body. It became known as the Airport Certification Body, the functions of which were assigned to the airport certification department of the former Department of Air Transport. His responsibilities also include interaction with Gosstandart of Russia, development of organizational and methodological documents on the procedure and procedures for certification: maintaining state registers of certified air transport facilities; carrying out inspection control of certified aircraft equipment; providing applicants with all necessary information, canceling or suspending the validity of previously issued certificates. The airport certification body carries out certification of federal airports, civil airfields of classes A, B, C (with the exception of issuing certificates for categorized and international aerodromes): lighting equipment with high intensity lights (except for the issuance of 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 throughout 1997, will carry out certification of air harbors in their region (with the exception of airports of federal significance), class airfields G, D and lighting equipment with low intensity lights. It should also be noted that the West Siberian Certification Body, created on the basis of the Federal Antimonopoly Service of the Federal Antimonopoly Service of the Russian Federation, 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 that have them but have expired will not be allowed. It should be noted that at the first stage of certification, the current financial and material and technical condition of airports is taken into account to a certain extent, with unconditional compliance requirements for flight safety, but in the near future requirements for the environment, quality of passenger service, etc. will begin to become stricter. Certificates and corresponding licenses will be received only by those airports that are able to provide the necessary range of services for the reception, commercial and technical maintenance of 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 airport complex, was issued with a validity period of one year. Sheremetyevo Airport also received the appropriate 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. While operating one runway, the airport performed up to 28 such operations per hour, but now it can handle 35 such operations. Certificates of conformity were received by the country's largest cargo complexes: Domodedovo-Terminal, Sheremetyevo-Cargo, Inter-Cargo, Aerocher-Express, as well as the Russian-German joint venture Airport-Moscow, the company Aerogruz. (Vladivostok). Transaero Airlines received a certificate for the right to service its own flights at Sheremetyevo Airport. Also during 1997, the airports of Sochi, Koltsovo, Rostov-on-Don, and Vnukovo were supposed to receive certificates of conformity. In 1996, certification of ground-based aircraft was carried out for the operational maintenance and repair of airfield pavements. Thirty units of this equipment have received type certificates, including those produced 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 Directorate for Certification of Airports and Airport Activities of the FAS Russia, such measures will force everyone to find additional reserves in order to raise the quality of service to international level. The certificate of conformity of airports, combining all currently existing documents (certificates, certificates and certificates of suitability of individual air harbor structures), 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 airport certification system, after its implementation, should ultimately lead to the improvement of state management of civil aviation and will help ensure aviation safety and economic efficiency of airports. It is also worth saying a few words about small and decommissioned airports, such as, for example, Tushinsky airfield or Khodynskoye Pole in Moscow or Velikoluzhsky airport in the Pskov region. The history of these three airports is somewhat similar: created for a temporary solution to the problems of civil aviation, after the creation of the necessary complexes or conditions, they were undeservedly forgotten by the Main Directorate of Civil Aviation of the USSR and were used only to solve pressing problems of the USSR Ministry of Defense and Aeroflot. With Russia's transition to a capitalist economy, these airports had to solve their problems independently, without seeking help from the state. Moscow and Moscow region airports, whose territories were in as soon as possible used to organize all kinds of fairs (Tushinsky Airport) or landscaped for holding circuit 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 shopping or other centers on their territory seemed impractical (unless we take airports major cities and millionaire cities), and it was almost impossible to find any other use for them. In this situation, aeronautics became the saving grace for such airfields. For example, at many airfields near Moscow you will be offered to jump with a parachute or fly in an airplane or long-distance plane for a relatively low fee. The already mentioned Velikoluzhsky airfield was also lucky, on the basis of which the National Aeroclub of Russia and the Russian Aeronautics Federation created the Russian Aeronautics School and have been holding the annual Open Russian Aeronautics Championship since 1996, which made it possible to revive not only the city airport, but also to bring some investments into the city’s economy . Unfortunately, aeronautical sports became widespread only in some cities of Russia, such as Moscow, Saint Petersburg, Nizhny Novgorod, Yekaterinburg, Armavir, Norilsk, which today does not allow us to talk about the widespread dissemination of such experience in Russia, but with the possible subsequent spread of this sport, this practice can be directly applied in other regions of Russia.

To service foreign equipment, Aeroflot creates its own service centers. The company is intensively working to establish fundamentally new cooperation schemes with the rest of the 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 full powers for ground commercial and technical services for both its own flights and flights foreign partners. The results are already noticeable: the number of passenger claims for lost or damaged luggage has significantly decreased, and the responsibility of company personnel for performing their functions has increased. Since the entire technological chain from the check-in counter for passengers and baggage to the plane and back has become only in the hands of Aeroflot employees, there is no longer any need to point at anyone 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 "Almazy-Sakha" flights are operated to Yakutsk and Neryungri. This year it is planned to begin regular flights to Kaliningrad and Krasnodar. Vladikavkaz, Magadan, Chelyabinsk, Nizhny Novgorod, Dnepropetrovsk. Ekaterinburg. The possibility of using a number of Russian airports as bases for Aeroflot’s international and domestic flights is being studied. Transport hubs (the so-called "hubs") for the concentration and transshipment of passenger and cargo flows from regional airlines to mainline 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 will crumble that she will withstand all the hardships of the transition to market economy and will maintain its position on Russian domestic airlines. But it was a success. Today the company is one of the three strongest Russian air carriers, which account for two-thirds of the total volume of air traffic in the country. Vnukovo Airlines aircraft operate regular flights to more than fifty Russian cities and to airports of Commonwealth countries 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, and the United Arab Emirates. This spring, Vnukovo Airlines was awarded a second degree diploma of the Wings of Russia award in two categories: “Airline of the Year - Scheduled Carrier on Russian Domestic Airlines” and “The Most Affordable Airline of the Year.” ». From an economic point of view, the Vnukovo Civil Aviation Production Association was considered one of the strongest in the late 80s. It is no coincidence that economic calculation was then introduced as an experiment - the first step from a socialist economy to a market economy. This one is for Vnukovites turned out to be useful when new times arrived. Education joint stock company Vnukovo Airlines coincided with a sharp spa home of volumes of transportation, incredible increases in prices for literally everything. The company inherited a fleet of airplanes, mostly with high maintenance, and significant debts. By 1995, it was possible to mostly pay off creditors and begin new program strategic development companies. It was produced retrofitting parts of aircraft with satellite navigation systems in accordance with international standards and requirements and updating the interiors of aircraft. This was primarily done on airplanes That- 154M - mainly for airline aircraft. Several Vnukovo Airlines aircraft are now equipped with a two-class configuration: economy and business class. The aircraft was used for the first time on Vnukovo Airlines routes Tu-204. Today Vnukovo Airlines operates over thirty flights per day. Vnukovo Airlines not only retained essentially all of its traditional airlines in Russia and the Commonwealth countries, but also increased traffic volumes on many of those air routes on which, due to increased tariffs, demand was in last years small. The airline's aircraft fly to 43 Russian cities and operate an extensive chapter program. In 1997, Vnukovo Airlines received 26 new licenses to fly to different 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 airline "Gazpromavia" should be highlighted, if only because it is one of the first airlines formed by large corporations, in in this case Gazprom to meet its own needs. The activities of this airline are 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 the satisfaction of their various needs that is the main objective and the task of the Gazpromavia airline. Work shifts, food, various equipment and equipment are delivered by air to places that are difficult to reach by ground transport, and gas pipelines are monitored from the air. In addition, workers are transported by air every year during the summer. gas producers enterprises and their families to vacation spots in the southern regions of the country, near and far abroad.

During times 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 extensive infrastructure were built, aviation equipment was allocated, and flight personnel and aviation technical personnel were trained. According to V.S. Krasnov, who worked in Tyumen for about a quarter of a century management research institute Civilly th aviation, largely thanks to air transport, the region reached the production of a billion cubic meters of gas and a million tons of oil per day, and became the main energy base of Russia.

The transition to market relations and the economic difficulties that airlines faced due to rising prices for aircraft, fuel, and spare parts could not but affect the well-functioning system of interaction between the Toro and gas industry. "Gas rum" forced He even went so far as to acquire aviation equipment himself and transfer it to operating enterprises. At the same time, “Gazprom” airlines began to be created within the structure of this joint-stock company. "Mostransgaz" "Samara-transgaz" "Tyumentrans-gazavia" and others. However, under bn This practice did not justify itself and, after weighing all the pros and cons, the industry management made, perhaps, the only correct and economically sound decision: to gather into a “single fist” all aviation owned by gas workers. Because of this, the aviation transport sector was created in the Gazprom construction contracting company in 1993, 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, base company, under the “wing” of which all aviation structures will now unite gas production industry. Gazprom currently has Tu-154, Tu-134, Yak42, Yak-40, An-74, l-76, an-12, -41, Mi-8, Mi-2 helicopters, Ka-26. Such a wide “set” of types of aircraft is generally justified: gas workers, as already emphasized, need aviation to perform a very wide range of work - from passenger and cargo transportation to monitoring gas pipelines and emergency rescue ra o.

To summarize this chapter, the following should be highlighted. Firstly, the development of an alternative will make it possible to preserve the domestic aircraft industry, bringing sufficient investment into this industry to maintain the potential of the aircraft industry and the development of fundamentally new types of aircraft. In addition, during the construction of airships, products from the chemical industry will also be used, which can also have a positive impact on the state of affairs in this industry National economy. Secondly, airships will allow, 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 makes it possible to create completely different ways of constructing high-rise buildings or structures in hard-to-reach places and mining minerals. Prospects for organizing in major cities like Moscow, modes of transport for which there will be no problems of traffic jams and pollution environment, which today is one of the most pressing 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 here greatest interest Projects to lay air routes through the North Pole also raise concerns, especially since similar trips were already made back in the 20s and 30s of the 20th century. The Germans were the first to make such a flight in an airship back in 1929. Soviet pilots were the first to make such a flight on an airplane in 1934. These flights proved the possibility and feasibility of laying air routes through the North Pole. Today, navigation services are trying to refute the rationality of these projects, saying that meteorological conditions of this region Lands could lead to additional costs, making flights over the North Pole unprofitable. Despite this, some airlines, for example Aeroflot, are developing similar 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 sufficient high level. The most important, in my opinion, are the plans for the development of the main international airport countries - 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 production infrastructure s, laying the foundation for non-aviation activities, creating a regulated economic system management of enterprise resources in market conditions. The management 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 turnover production capacities of its most important facilities: aprons, aircraft stands, passenger and cargo terminals. It is also planned to reconstruct the command and control tower, the Sheremetyevo-2 terminal, expand and possibly build a new Sheremetyevo-1 terminal, and put into operation an air terminal for passengers business aviation, build multi-story parking lots for cars. It is predicted that during this time passenger turnover at the airport will reach 16-18 million people per year. Finally, the third stage of development of Sheremetyevo International Airport will begin after 2005. There is every reason to assume that the positive dynamics of growth in passenger and cargo air traffic (six to eight percent per year) will be maintained here in the future. Sheremetyevo has a very profitable geographical location: important railways, roads and waterways pass near it, which makes it very attractive in the eyes of Russian and foreign airlines. And since the airport’s strategy will also remain unchanged - attraction to cooperation the largest number airlines plus constant improvement in the quality of service, then there will be a need to build a third runway, several new passenger terminals, capable of collectively serving up to 35 million passengers per year. If everything goes according to plan, then presumably within ten years Moscow will have one of the best airports in Europe.

The development trends of domestic airlines are associated primarily with a reorientation from domestic to external air transportation, which is the result of political and economic changes in the country, when the country's population prefers to vacation 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 transport market have become much more expensive than air transport. The dependence of some airlines on the international market has now become so great that even with the fall of the ruble, airlines are forced to sell tickets at the pre-crisis rate to retain customers. Regional airlines, fully engaged in domestic air transportation, see their goal as maintaining the traffic volumes 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 costs air transportation compared to civil airlines.

To summarize all that has been said, the following should be highlighted:

firstly, domestic civil aviation was 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. Its role for the northern regions of the Asian part of Russia is difficult to overestimate, since for the majority of residents of this region air transport is almost the main means movement. In modern Russia, air transport is the third mode of transport for the transportation of passengers and is almost absent from the cargo transportation market (0.04%), dealing mainly with mail and urgent cargo. Air transport has its decisive say in the transportation of goods and passengers over long distances, which, under modern economic conditions, have risen in cost to the same level as railway transport.

The Russian aviation industry is one of those few sectors of domestic industry whose potential is not inferior to, and in some aspects superior to, foreign ones. 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 finance the most promising projects, which has already made it possible to establish the production of Il96-300 and Tu334, but during the economic crisis, free resources, if any, are incredibly limited, which leads to the curtailment of a number of programs. Also, old aircraft models do not cease to be improved, and they seem to be reborn. The most striking examples are the Tu154M, Il96TM and some others. Speaking about the prospects for the development of the aviation industry, the projects of several aircraft design bureaus to create a flying saucer aircraft, which, according to the developers, will have parameters tens, if not hundreds of times superior to modern aircraft designs, deserve close attention. If we touch upon Having carried out all the tests and established mass production of such aircraft, domestic producers They hope to beat the Americans by 10-20 years, thereby creating the basis for the development of Russian space aviation. An experimental model was built several years ago at the Samara Aviation Enterprise, but further work By this project were frozen due to the lack of money from the design bureau for further research. Also, the Tupolev Design Bureau revived its project to create a super-fast airliner Tu144. To date, Tu144LL has been created, used by Russian and American specialists for research purposes. It is worth mentioning the projects for creating luxury airbuses based on the 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 office 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 services and servicing of domestic passengers. Many Russian airlines have already overcome the crisis period and have been operating profitably for the last year or two. The country's largest banks and corporations 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 countries will not drive six hundred Mercedes, but will fly on Ka26 helicopters or its European competitor Eurocopter.

In conclusion, I would like to express my own opinion and attitude towards Russian Civil Aviation. At MAKS 93, I almost with tears in my eyes looked at domestic aircraft and stands of domestic aircraft manufacturers and air carriers, which, having 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 advisability of holding such events. The latest MAKS97 fully answered this question. It showed us no longer aircraft developers and aircraft manufacturers asking for money, but strong and firmly standing enterprises, capable of offering such equipment and a level of service that the West is now just trying to achieve. Domestic airlines proudly demonstrated their achievements in the field of service, which is not inferior in its level to European ones. And I am proud of the people who, almost through sheer enthusiasm, managed to maintain the superiority of Russian aircraft over their foreign counterparts for 10-20 years and production capable of bringing the semi-fantastic ideas of domestic designers to life. I would like to believe that on the basis of the aerospace complex the rest of Russian mechanical engineering will be revived, becoming one of the leading in the world and placing Russia not only on the same political, but also economic level with the EEC countries and the USA.

Applications.

Passenger transportation of 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, publishing house “Science”, p. 173)

Changes in passenger transportation in Russia for 1992-1995.

(V.Ya. Rom, V.P. Dronov “Geography of Russia. 9th grade”, Moscow, publishing house “Drofa”, 1995, p. 183, State Statistics Committee of Russia. “Russia in Figures” official publication 1996)

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

(“Aviation”, State Statistics Committee 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, Roscartography 1997)

Freight turnover by types of public transport in Russia

(Atlas “Economic and social geography of the world”, grade 8, Roscartography 1997)

bibliography

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

All historical dates and the statistical material of Chapter I is taken from 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 brightest examples Velikiye Luki Airport, which until 1934 had the status of an international airport and was a transshipment point on the Moscow-Berlin highway, can serve. Currently, this airport is closed and the only functioning department 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 Socialism. Labor (1941, 1957, 1974), member of the CPSU since 1918, deputy Supreme Council USSR in 1937-70, laureate of the Lenin Prize in 1960 and State. USSR Prizes 1941-43, 1946, 1947, 1950, 1952, 1971 Personally created Il12, Il14, Il18, Il62.

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

Oleg Const. Antonov (1906-1984) - Soviet aircraft designer, academician of the USSR Academy of Sciences since 1981 and the Ukrainian Academy of Sciences (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, laureate of the Lenin Prize in 1962 and State. USSR Prize in 1951. Under the personal leadership of Antonov, AN10, An22 “Antey”, An124 “Ruslan”, An24 were created.

Helicopters KB named after. Mile. Mich. Leontes. Mil (1909-1970) - Soviet aircraft designer, Doctor of Technical Sciences, member of the CPSU since 1943, hero of Socialism. Labor (1966), laureate of the Lenin Prize in 1958 and State. USSR Prize in 1968. Personally developed the Mi1, Mi6, Mi10, B12 helicopters. On helicopters of the Design Bureau named after. The mile has set 60 official world records.

Aircraft design bureau named after. Yakovleva. Al-dr. Ser. Yakovlev (born 1906) - Soviet aircraft designer, academician of the USSR (Russian) Academy of Sciences since 1976, member of the CPSU since 1938, deputy of the Supreme Soviet of the USSR from 1946 to 1991, twice hero of Socialism. Labor (1940, 1957), laureate of the Lenin Prize in 1972, State. USSR Prize 1941-43,

1946-1948, 1977 Personally created the Yak40, Yak42, Yak18, Yak50. Sports aircraft of the Design Bureau named after. Yakovlev are considered one of the best in the world.

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

Although such activities are practiced by some Department of Defense aviation units, they are prohibited by Army law.

“Allocation of production forces” (edited by V.V. Kistanov, N.P. Kopytin., p. 246, Moscow, publishing house Economics, 1994. This, as a rule, does not include the transportation of passengers’ luggage.

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

It's probably no secret that this moment most quick way transportation is air transport. It can be used to transport passengers, cargo, for military and some other purposes. Therefore it is difficult to underestimate the importance this method transportation for transport infrastructure. We will briefly examine the characteristics of air transport, its classification and history.

The Birth of Aeronautics

Since ancient times, man has dreamed of flying in the sky. This fact is reflected in many legends, such as the ancient Greek myth of Daedalus and Icarus or the Indian epic Mahabharata.

During the Renaissance, the problem of flight was dealt with by the genius of world thought Leonardo da Vinci. It was he who developed the plans for several aircraft at once. But unfortunately, none of them were used in practice.

The first one was flown into the sky in 1709 balloon. In 1783, François d'Arlandes and Pilatre de Rosier made their historic flight in the Montgolfier brothers' balloon. This was the first time people took to the skies.

After this, the development of airspace proceeded at a faster pace. In 1852 the first airship was launched. This is how transport aviation was born. Airships were adapted to transport passengers.

In addition, aircraft began to be used for military operations. The French emperor Napoleon I first tried to use them in the army, but without special success. And already during the Franco-Prussian War of 1870-1871, balloons were used quite effectively.

During the 19th century, attempts were made to build a heavier-than-air apparatus and fly it. One of the most successful projects of that time was an airplane designed by the Russian inventor A.F. Mozhaisky. But the first long-term flight on a heavier-than-air craft was made only in 1903 by the American Wright brothers.

From then on, the history of the development of modern aviation begins.

Development of aviation before World War II

The year 1913 was marked by the flight of the world's first four-engine aircraft. It is noteworthy that it was a device designed by I. I. Sikorsky “Russian Knight”, and it was launched on the territory of the Russian Empire.

At the same time, such types of aircraft as helicopters and seaplanes appeared.

The First played a significant role in the development of aviation. World War. It was in the combat arena that new technical ideas were tested. Airplanes were first used as weapons carriers.

After World War I, aviation began to develop at an accelerated pace. The period between the world wars is commonly called the “golden age” of aviation. It was during this period that Charles Lindbergh made the first non-stop flight across the Atlantic, and Soviet test pilot Valery Chkalov flew from Moscow to Canada via the North Pole. During this period, pilots were perceived by society as heroes of their time.

The year 1939 was significant because it was then that the first jet aircraft was tested. It was the German He 176 from the design bureau of E. Heinkel.

Aviation after World War II

The Second World War, despite all the horrors that it brought to the world just like the First, significantly contributed to the development of aircraft manufacturing and new technologies in it. It developed at a particularly fast pace military aviation.

Although the use of screw engines remained a priority, at the same time more and more experiments began to be carried out with jet vehicles. It was this line of activity that contributed to the advent of the era of supersonic aviation after World War II. The speed of sound (more than 1200 km/h) was first overcome in 1947 on an experimental aircraft in the USA. A year later, the Soviet La-176 was able to overcome the sound barrier.

Subsequently, supersonic aircraft were used to a greater extent by military and experimental aviation. At the moment, the fastest aircraft in the world is the American X-43A. This is a purely experimental model. Moreover, its first launch in 2001 was unsuccessful. The flight in 2004 was much more successful. Then the speed was 11.2 thousand km/h.

Another American experimental aircraft, the X-15, was launched back in 1959, and it was capable of speeds of up to 7.3 thousand km/h. Its peculiarity is that this aircraft is the only one that is capable of independently entering Earth orbit.

Among military aircraft highest speed developed by the Lockheed SR-71 reconnaissance aircraft (3.5 thousand km/h). It has been in service with the US Army since 1964. Also famous is the Soviet fighter-interceptor MiG-25, the production of which began in 1969. He could reach a speed of 3.0 thousand km/h.

Passenger aircraft used supersonic technology much less frequently. There are only two known devices that serviced flights on an ongoing basis. We'll talk about them below.

But civil aviation used conventional jet aircraft to the fullest. This happened for the first time in 1949. Since then, jet aircraft have been used very often for passenger air transportation. Aviation took leaps and bounds on the path of its development. In addition, a significant role was given to improving passenger comfort.

Air transport also developed in the direction of cargo transportation. Here the main emphasis was placed by the designers not on the speed or comfort of the flight, but on the carrying capacity of the device. At the moment, the most load-lifting aircraft in the world is the Soviet and now Ukrainian An-225 Mriya, released in 1988. It is capable of carrying a load of up to 250 tons. In addition, Mriya is the largest aircraft in the world.

Classification

According to their purpose, aircraft are divided into two large groups: military and civil aviation. Besides, civil aircraft are divided into passenger, transport, postal, agricultural, training, etc. Military aviation includes the following types of aircraft: fighters, bombers, interceptors, military transport aircraft (we will talk about them in detail below), attack aircraft, reconnaissance aircraft and others.

There is also a division based on take-off weight:

• super heavy;
• heavy;
• average;
• small aviation;
• ultralight aviation.

Based on their speed, aircraft are divided into subsonic, transonic, supersonic and hypersonic.

By type of power apparatus: screw, gas turbine, jet, rocket engines. In addition, there is such an exotic type of aircraft as the electric one. Some experts distinguish types of air transport depending on the number of engines, as well as various layouts.

Aircraft are also divided into manned and unmanned.

Passenger aviation before 1945

Now let's study in more detail what transport aviation is, find out its history and modern tendencies. After all, our review is dedicated to this branch of aviation. First of all, let's study passenger aircraft.

Back in the nineteenth century, airships began to be used to transport passengers. But the first passenger aircraft is considered to be the Russian Ilya Muromets, designed by the great inventor Igor Sikorsky. The plane was built in 1913, at the same time its first flight was made with sixteen passengers, but regular passenger flights began to be carried out only with the advent of Soviet power in 1920. Prior to this, the aircraft was used as a bomber during the First World War. With the Bolsheviks coming to power, it served the flights Sarapul - Yekaterinburg, Moscow - Kharkov and Moscow - Bak. In 1923 it was decommissioned. In addition, it should be noted that until 1917 “Ilya Muromets” held the title of the most big plane peace.

The first regular air transportation of passengers began to be carried out by a company from the USA St. Petersburg Tampa Airboat Line since 1914. She launched a flight that ran between Tampa and St. Petersburg in Florida. In 1916, Boeing was founded in the United States, specializing in aircraft manufacturing. After World War II, it became one of the world leaders in the production of passenger and transport aircraft.

In 1919, a permanent international passenger flight between Paris and Brussels was launched for the first time. It was organized by the French company Lignes Airiennes Farman.

Since 1925, the USA began producing the world's first mass-produced passenger aircraft - the Ford Trimotor. The very same mass model In the entire history of passenger aviation, the American Douglas DC-3, produced since 1935, became the leader. In Europe, the German Junkers Ju52 competed with it.

After the Ilya Muromets was decommissioned, the Soviet Union began to use lighter air transport vehicles from the German company Junkers for transportation. The Junkers F13 aircraft was the first in the world, which, when built, was originally planned as a passenger aircraft. He first flew in 1919 in Germany. Thanks to its qualities, the Junkers F13 was taken into use in many countries around the world, including, as mentioned above, in the USSR.

But already in 1925, the Soviet Union began to use the domestic K-1 for passenger transportation. Before the start of World War II, Kalinin's design bureau produced five more series (K-2, K-3, K-4, K-5, K-6) of this device for transporting passengers. Also, since 1928, passenger aircraft U-2 began to be operated, the designer of which was Polikarpov N.N. Later, PS-9, KhAI-1, a series of aircraft “Steel”, PS-89, PS-35, PS-84, PS- 84 (Li-2). The latest model was made on the basis of the American DC-3 and became particularly popular. But Soviet pre-war passenger aviation was at a fairly low level.

In 1923, the Russian Voluntary Air Fleet Society “Dobrolet” was founded. Now this name is operated by one of Aeroflot’s low-cost airlines. Aeroflot itself (the Main Directorate of the Civil Air Fleet) was founded in 1932 after the merger of Dobrolet and the Ukrvozdukhput company, and until the collapse of the USSR it was completely owned by the state. It is currently one of the oldest airlines in the world.

But the oldest airline in existence today is the German Deutsche Lufthansa AG, which was founded in 1926, after the merger of the Junkers Luftverkehr concern and the transport company Deutsche Aero Lloyd. Naturally, before World War II, its aircraft fleet consisted mainly of Junkers aircraft.

In 1933, another major European airline, Air France, was founded in France.

In 1927, the first transatlantic passenger flight was recorded. True, it was a private flight. Since 1930, the United States began using flight attendants to serve passengers.

The Second World War generally gave impetus to the development of aviation, but, for obvious reasons, slowed down the activities of civil aviation, which provided air transport services to the population.

Passenger aviation after World War II

After 1945, air transportation of passengers and cargo began to develop especially intensively. Not least of all, this was due to the use of wartime developments for heavy bombers, as well as jet engines in civil aviation, which began to be installed en masse on new models of passenger aircraft from the early 50s.

The first jet passenger aircraft was the British De Havilland 106 Comet, released in 1949. But it began to be widely used only in 1952. This aircraft could accelerate to almost 800 km/h with a maximum load of 36 passengers.

In 1954, the world's second passenger jet, the Boeing 707, was launched in the United States, marking the beginning of the legendary seven hundredth series of aircraft from the company of the same name. It was put into operation in 1958. Its speed had already reached 1000 km/h, and the number of passengers reached 289.

The first passenger jet aircraft in the USSR was a product of the Tupolev design bureau - the Tu-104. It was released in 1955, and already on next year put into operation, that is, even earlier than the Boeing 707. However, in terms of its characteristics it was somewhat inferior to its American competitor. The Tu-104 could lift 100 passengers into the sky and reach a speed of 950 km/h.

Finally, in 1955, the Sud Aviation Caravelle passenger jet was released in France, entering service in 1959. It was the first aircraft to have engines located in the tail section.

In 1967, Boeing produced another aircraft, number 737. It became the most popular jet aircraft in the entire history of air transport. Various modifications of this model could lift from 103 to 215 passengers into the air.

All of the above aircraft are long-range aviation. But there was also the development of technology that was focused on flights medium range. This includes the Soviet jet aircraft Yak-40, produced in 1966, and Yak-42, produced in 1975, which were widely used on the territory of the USSR.

Popular aircraft of the Soviet era include the Il-62, produced in 1963, which was the first passenger aircraft in the USSR, adapted for intercontinental flights, as well as the Il-86, produced in 1976, designed for 350 passengers.

Thus, in passenger air transportation, small aircraft increasingly faded into the background.

A further development in jet technology was the advent of supersonic aircraft. True, the aircraft industry's achievements in this direction are very modest. Only two passenger planes in the entire world history were able to overcome the speed of sound. These are the French-British Concorde airliner manufactured in 1969 and the Soviet Tu-144 manufactured in 1968. The first reached a speed of 2330 km/h, and the last - 2500 km/h, which is still an unbroken passenger aviation record.

Cargo aviation

The beginning of the cargo, or, as it is also called, transport aviation in the narrow sense of the word, it is customary to count from 1914. It was then that regular aircraft flights began on the territory of the modern African country of Namibia, then a German colony, transporting diamonds from the depths of the continent to the regional center of Windhoek.

From then until now, cargo aviation has changed significantly. She started using modern technologies, including jets, which make air transport faster. But still, the more important thing was not the increase in speed, but the increase in carrying capacity.

In the West, the Boeing corporation has been most successful in this. For example, her Boeing aircraft The 1994 777-200F and the 1988 Boeing 747-400 are among the world's most popular transport aircraft. The American aircraft McDonnell Douglas MD-11 produced in 1988 is also quite famous.

But, of course, the leaders in terms of carrying capacity are the aircraft of the Soviet and now Ukrainian design bureau Antonov. Thus, the An-22 Antey aircraft, produced in 1965, has a payload capacity of 60 tons. This is a record for turboprop aircraft.

Its more modern analogue is the An-124 “Ruslan” produced in 1982. It could already lift up to 120 tons of cargo and was a jet aircraft.

But the record for carrying capacity in the world currently belongs to the An-225 Mriya aircraft produced in 1988. It can carry up to 250 tons of payload. In addition, this aircraft is the largest in the world. One of its tasks was to transport the Buran space shuttles.

Postal aviation

Postal aviation is also a subtype of transport aviation. Its origins can be dated back to 1911. It was then that a flight was made in Italy to deliver mail between Bologna, Venice and Rimini. In the same year, airmail began to circulate between American cities Long Island and Mineola.

In 1918, the first regular airmail service in the world was established in Austria-Hungary. But it did not last long, as the empire actually collapsed that same year.

Airmail was very relevant in Soviet time, when correspondence from one end of a vast country to another could take weeks, or even months, using the standard method. Postal aviation made it possible to reduce this period to a week.

Currently, due to the development of the Internet, digital technologies and mobile communications, airmail has lost its former relevance.

Military transport aviation

Transport aviation is also a separate branch of the armed forces. Its main task is the delivery of strategic cargo for the army, weapons and personnel. Often, before a particular aircraft is put into service, experimental aircraft work on it.

The most famous models of military transport aircraft are the American Lockheed C-130 Hercules, the Soviet Il-76, as well as a whole series of aircraft from the Antonov design bureau. Moreover, this organization produces both highly specialized military transport aircraft such as the An-178, as well as aircraft that can be relied upon by both military and civil long-range aviation - the An-22 Antey and the An-124 Ruslan.

General conclusions

As you can see, the history of air transport is quite long and interesting. The planes have traveled enough long haul from the simplest screw mechanisms to modern jet devices. Currently, work is constantly underway to improve their speed, load-lifting and other characteristics.

Civil aviation was developing at an unprecedented pace. It took aviation only six decades to become one of the most popular types of passenger transport, eclipsing rail. Air passengers appeared in 1908, the first air cargo was delivered in 1910, the first chartered flight was accomplished in 1911, the first airline to carry scheduled passengers in 1914, the first flight attendant in 1930, and air marshal in 1968.

1901 American inventor Orville Wright made the first controlled flight in a heavier-than-air aircraft. Historical event took place near the town of Kitty Hawk in North Carolina. The Wright Flyer (invented and assembled by two brothers - Orville and Wilbur Wright) flew 36.5 meters and stayed in the air for 12 seconds. Immediately after this, three more flights were carried out, one of them lasting almost a minute.

It is curious that the inventors of the aircraft, like many other inventors, were confident that their brainchild would serve exclusively the cause of peace. The Wright brothers believed that the airplane would make world peace possible. There will be no more wars because there will be no safe places left in the world, so the mighty of the world they won’t want to risk their lives. As you know, the Wright brothers were wrong - airplanes were the cause of the tragedies of Guernica, Dresden and Hiroshima.

Less well known is that aviation pioneer was the French inventor Clement Ader, who in 1890 assembled the Eole aircraft and powered it with a steam engine. In the same year, near Paris, Eole flew about 50 meters. However, it was the Wright brothers' plane, equipped with an engine internal combustion, became a conceptual model for other inventors.

1906 The first aviation record was set. French pilot Alberto Santos-Dumont rose to a height of 6 meters and covered a distance of 220 meters.

1907 The world's first airport with aircraft hangars was built - it was located in the French city of Issy-les-Moulineaux.

American businessman Glenn Curtiss founded the world's first aviation company.

1908 A resident of Daytona (USA, Ohio) Charles Furnas became the world's first airline passenger. Wilbur Wright gave a friend a ride in his plane: the flight lasted 29 seconds, Farnes covered a distance of 600 meters.

The Wright brothers entered into the world's first government contract. The US administration agreed to pay $25 thousand for a two-seater plane that could cover a distance of 160 km at a speed of 60 km per hour. The text of the contract included a symbolic addition: “the aircraft must be able to fly this distance without falling to the ground.”

US Army Lieutenant Thomas Selfridge was the first passenger to die in the plane crash. The plane piloted by Orville Wright crashed. The passenger was killed, and Wright himself was seriously injured.

Frenchwoman Therese Peltier became the first airline passenger. She was taken on board his plane by the French pilot Leon Delanarge.

1910 The Aero Club of France issued the world's first pilot's license. The first 16 certified pilots did not include Charles Vauzin (the first Frenchman to fly in an airplane), but included five people who had never flown at all. In the same year, a French woman, Elise Desroches, received a pilot's license for the first time (she is in 36th place on the Aero Club list).

The world's first international negotiations began in Paris - the states of Europe and North America began to discuss the possibility of creating a legal basis for organizing international air travel.

An aircraft radio station was tested for the first time in the United States. Canadian pilot Jack McCurdy\J.A.D. McCurdy broadcast literally the following to a terrestrial radio station: "Written new chapter in the history of aviation achievements."

For the first time, a mid-air collision occurred. The first occurred in Austria, but it was not officially registered (the Warczałowski brothers collided, the results of the accident are unknown). Two months later, a similar incident was officially registered and entered the annals of aviation: Frenchman Rene Thomas and Englishman Bertram Dikson collided near Milan (Italy) - both pilots survived.

The first transport flight was completed. American pilot Philip Palmalee transported a cargo of silk from the city of Dayton to the city of Columbus. The world's first air cargo customer was Morehouse-Martens.

The American company American Aeroplane Manufacturing Company was the first in the world to organize tailoring of uniforms for pilots.

1911 For the first time in the world, a group of passengers of more than 10 people took off. The plane was piloted by French pilot and inventor Louis Breguet, who took his passengers over a distance of 5 km.

The first non-stop international flight with passengers on board was completed. Frenchman Pierre Prieur flew from London to Paris, the journey took 3 hours 45 minutes.

British aviator Tom Sopwith made the world's first charter flight. He was hired by the Wanamaker Company to deliver a pair of glasses for one of the passengers on the Olympic liner. Olympic left New York Harbor and moved several miles offshore; Sopwith caught up with him and dropped a bag of glasses onto the deck.

Start of airmail. The first such flight was made in Italy - a plane loaded with letters and parcels flew over three cities - Bologna, Venice and Rimini.

In the United States, airmail delivery began along a pre-agreed route: correspondence began to be delivered once a week from the city of Mineola to the city of Long Island.

1913 Inventor Igor Sikorsky built the first passenger aircraft (Russian Knight) equipped with a toilet. At that time, the Russian Knight was the largest aircraft in the world, its wingspan was 28 meters.

1914 The beginning of passenger aviation. American company St. Petersburg Tampa Airboat Line for the first time in the world created a flight schedule from the city of St. Petersburg to the city of Tampa (located in Florida, on opposite shores of the bay). The first passenger to buy such a ticket was the mayor of St. Petersburg - he purchased it at auction for a fantastic price. high price- $400 (regular ticket cost $5).

The beginning of transport aviation. In South-West Africa (now Namibia), regular flights of aircraft began, delivering shipments of diamonds from the town of Karibib (the center of diamond mines) to Windhoek (the administrative capital).

1917 The Italian Post issued airmail stamps for the first time in the world.

1918 The world's first regular delivery of international airmail was organized in Austria: correspondence was delivered along the route: Vienna - Lemberg (now Ukrainian Lviv) - Krakow (now Poland, then de jure part of Russia) - Proskurov (now Ukraine, then Russia) - Odessa ( now Ukraine, then Russia). A little later Budapest was added to these cities. At the end of the year, due to the collapse of the Austro-Hungarian Empire, this service ceased to exist.

1919 The first international passenger airline opened between Paris (France) and Brussels (Belgium). It was created by the company Lignes A?riennes Farman. The flight took 2 hours 50 minutes.

In Brussels, for the first time in the world, the practice of customs inspection of air passengers was introduced.

For the first time, air passengers were offered drinks and cold snacks.

The League of Nations (the forerunner of the UN) adopted the Paris Convention, which for the first time in the world regulated the system of international flights and the rules for registering aircraft.

1922 In the United States, the Naval Aircraft Radio Laboratory conducted successful radar tests for the first time.

1923 In the United States, for the first time in the world, runways began to be equipped with signal lights.

1926 The airline Deutsche Lufthansa was formed - the oldest existing company involved in the transportation of passengers. In 1934, it became the first airline in the world to carry its millionth passenger.

1927 For the first time in the world, a passenger was transported on board an aircraft across an ocean (Atlantic). Businessman Charles Levine flew from New York to Eisleben (Germany).

1930 American nurse Ellen Church became the world's first flight attendant. She was hired by United Airlines (still in existence today). On the first flight, the flight attendant served 11 passengers. Two months later, United Airlines decided to require flight attendants to serve on all of its planes. This was explained by the fact that airline companies were the first in the world to serve hot meals to passengers on airplanes. The first airline menu consisted of a fruit cocktail, fried chicken, cookies, tea and coffee. In subsequent years, this experience was picked up by other airlines.

1932 For the first time in the world, a “blind” air flight was carried out - the pilot was guided solely by instrument readings (the flight was made by the American pilot Albert Hegenberger in a training aircraft).

1928 The first autopilot was created in the UK.

1939 Jet engines were successfully tested for the first time on the German He-178 aircraft.

1945 The International Air Transport Association (IATA) was formed in Havana (Cuba).

The world's first air traffic control center was created in the United States.

1947 Educated International Organization Civil Aviation \ International Civil Aviation Organization (ICAO) with headquarters in Montreal (Canada).

For the first time in the world, a special in-flight magazine, Clipper, was released (it was provided to passengers by the American airline Pan American World Airways (Pan-Am).

1952 The appearance of a passenger airliner in the modern sense of the word - Comet 1. It was created in France.

1958 In Australia, the research organization Aeronautical Research Laboratories was the first to create a “black box”, which is now installed on absolutely all aircraft and records pilots’ conversations and instrument readings.

On airplanes flying through Atlantic Ocean, gradation of passenger seats was introduced for the first time. Economy class has appeared.

1961 The American airline Trans World Airlines (TWA) was the first in the world to show movies during flights. The first film screening was held on a flight from New York to Los Angeles. The reason for the appearance of this service was the views of the then owner of the airline, the eccentric businessman Howard Hughes, who was very fond of cinema and produced films himself.

1962 Trans World Airlines was the first in the world to allow passengers to make phone calls on board the aircraft (the first route where such calls became available was St. Louis-Chicago).

1968 The world's first supersonic passenger aircraft, the Tu-144, was produced in the USSR.

Members Popular Front Palestine Liberationists hijacked an Israeli airline El Al passenger plane and hijacked it to Algeria. This was the first capture in history passenger plane Palestinian terrorist group. The plane's passengers and crew were held hostage for six weeks. After this and similar incidents, air marshals appeared in many countries around the world, who are secretly on board the plane and are called upon to monitor safety in the cabin.

1970 The world's first wide-body airliner, the Boeing 747, was produced in the United States, in the image and likeness of which all large passenger aircraft are now produced.

1973 At Memphis Airport (USA), the world's first baggage distribution system was created - luggage and other cargo were distributed using a system of conveyors.

1988 The American airline Northwest Airlines was the first to install television screens on the backs of passenger seats. The first aircraft to be equipped with such a service were those flying on the Detroit-Tokyo route.

Shapkin Vasily Sergeevich, CEO FSUE GosNII GA, Doctor of Technical Sciences, Professor.
Current trends in the air transportation market

In 2001-2010, the average annual growth rate of traffic Russian airlines accounted for 10.7% of passenger turnover and 6.5% of cargo turnover. Although the economic crisis of 2009 made negative adjustments to the work of air transport, already in 2010 the air transportation market grew by more than 30% and restored the previous growth trend. At the end of 2010, the volume of passenger air transportation amounted to 147 billion pkm, and cargo air traffic – 4.7 billion tkm, exceeding the pre-crisis 2008 results by 20% in passenger turnover and 28% in cargo turnover.

Competitiveness of domestic airlines in the international transportation market

International departures of passengers from Russian airports

International cargo shipments from Russian airports

Russian airlines generally compete successfully with Western airlines. The share of Western airlines in international traffic through Russian airports still remains significantly below 50%. This is largely ensured widespread use Russian airlines operate systems of non-scheduled () transportation. However, in recent years there has been a tendency towards an increase in the share of Western airlines in international traffic through Russian airports.

The goals of air transport development are determined by the Transport Strategy of the Russian Federation

1. Ensuring the formation of a single transport space in Russia based on the balanced development of an effective air transport infrastructure.
2. Ensuring the availability and quality of air transport services for the population in accordance with social standards and for cargo owners at the level of needs innovative development the country's economy.
3. Integration into the global air transport space and realization of the country’s transit potential.
4. Improving the level of air transport safety.
5. Decline harmful effects civil aviation on the environment.

Objectives of air transport development

1. Infrastructure
1.1. Balanced development of the airport network
1.2. Development of air navigation infrastructure
2. Availability and quality
2.1. Improving the quality of services provided
2.2. Aircraft fleet development
2.3. Increasing the affordability of air transport services
2.4. Expanding the areas of rational use of aviation
2.5. Information and analytical support for air transport
2.6. System improvement government regulation
3. Integration
3.1. Development of export of air transport services
4. Security
4.1. Increasing the level of safety of air transport operations
4.2. Reducing the number of aviation accidents
5. Ecology
5.1. Improving the system of state regulation in the field of aviation ecology

Problems of air transport development

• Significant depreciation of fixed assets (airfield and airport infrastructure facilities, aircraft fleet, etc.)
• Shortage of flight, engineering and technical management personnel(it is necessary to ensure the production of at least 1000 pilots per year)
• Insufficient level of quality of air services provided (low frequency of flights, low level of comfort, etc.)
• The need to increase the level of flight safety and aviation security (exceeding the number of aircraft accidents compared to the average level of ICAO and leading aviation powers)
• The need to improve the regulatory framework (including in terms of harmonization of Russian aviation legislation with international legislation)
• The trend of technical and technological backwardness of the industry (low technological level equipment of airlines, the share of fuel costs of Russian airlines is higher than in the world, etc.)

Energy efficiency of Russian airlines is growing

Renewing the aircraft fleet produces tangible results in terms of reducing fuel consumption per unit of aircraft transport work. So, only for 2009-2010. specific fuel consumption decreased by 24%. Increasing fleet energy efficiency curbs emissions growth greenhouse gases with increasing traffic.
The total fuel consumption of Russian airlines (greenhouse gas emissions) today is almost half that of 1990, and is at the level of 2004, when the volume of air transport work was 40% less.

Long-term passenger traffic forecast

Average growth rate in 2010-2030 – 7.5-8.5%

The preservation of strategic innovative priorities for the development of the Russian economy determines the stability of long-term goals for the development of air transport. The passenger turnover of Russian airlines could reach 290-360 billion pkm in 2020, and by 2030 reach 510-625 billion pkm, including due to the entry of Russian airlines into the new market of air transportation transit through Russian territory. The optimistic version of the forecast assumes that coming years high growth rates of demand for air travel (at the level of 7-10%).

Long-term freight forecast

Average growth rate in 2010-2030 – 6.1-8.0%

Freight transportation has significant growth potential due to the further expansion of the participation of Russian airlines in the global market for the transportation of transit and unique cargo. The growth in demand for air cargo transportation will also be facilitated by the transition of the Russian economy to an innovative path of development. In general, the cargo turnover of Russian airlines is expected to increase to 7-10 billion tkm by 2020, and to 12-18 billion tkm by 2030.

The roster of the Russian civil armed forces fleet

Structure of the current aircraft fleet

The current passenger fleet includes 986 passenger and 152 cargo aircraft. In terms of numbers, foreign aircraft make up 46% of the total passenger fleet, but at the same time they prevail among mainline aircraft.

Operating fleet of long-haul passenger aircraft

Dynamics of the operating fleet of passenger aircraft of Russian airlines

Dynamics of the operating fleet of cargo aircraft of Russian airlines

Structure of passenger turnover of Russian airlines

Transportation on modern aircraft entering the fleet is growing faster than the market.
In 2010, the share of Western aircraft traffic in the Russian fleet increased to 83%. The share of modern domestic aircraft in passenger turnover remains at 6%.

Dynamics of the operating helicopter fleet of Russian airlines

The number of the current commercial helicopter fleet is trending upward and in 2010 exceeded 1000 aircraft. Its basis (56%) is still made up of Mi-8T series helicopters (with TV2-117 engines). Modern Russian types, which include helicopters of the Mi-8MT series (with TV3-117 engines), Ka-32, Mi-26, Mi-34, Ka-226, today account for 27% of the fleet. The number of foreign-made helicopters in the commercial fleet is not yet significant, but is growing at a faster pace.

Structure of flight hours of helicopters of Russian airlines in the field of PANH

Despite the variety of types of work performed, more than 80% of flight hours are still carried out by medium helicopters with a payload capacity of 3-5 tons, which indicates the insufficient competitiveness of the light helicopter fleet. Against the backdrop of the declining flight time of the obsolete Mi-2 and Ka-26, the volume of use of foreign-made light helicopters is rapidly growing, primarily the Robinson R-44, whose flight time in 2010 already exceeded 14 thousand hours.

Share of modern Russian aircraft in the volume of air transportation by Russian air transport

Actual passenger aircraft deliveries

But so far, unfortunately, among the aircraft supplied to the Russian fleet, the leaders are Western aircraft, whose share in the volume of passenger aircraft supplied is close to 90%. In total, 129 passenger aircraft entered the fleet in 2009, including 9 new domestic and 116 Western ones. In 2010, out of 91 aircraft delivered, 78 were Western aircraft.
In 2010, foreign-made aircraft carried 83% of passenger traffic in Russian air transport and 74% of cargo traffic.

Actual aircraft deliveries to the fleet of Russian airlines

Reducing the carrying capacity of the current fleet of passenger aircraft

Aircraft fleet development

The growth in air transportation volumes determines the need to increase the carrying capacity of the aircraft fleet. Although the growth rate of the existing aircraft fleet will be inferior to the growth rate of air traffic volumes due to changes in the structure of the fleet and an increase in its productivity as it is updated on the basis of modern, more efficient aircraft. The development of the cargo fleet will occur mainly due to heavy-duty aircraft. The share of wide-body aircraft in the passenger fleet will also noticeably increase, but narrow-body long-haul aircraft will still remain the leaders in number.

Passenger aircraft market capacity

Assessment of deliveries of passenger aircraft to the fleet of Russian airlines until 2020

Taking into account the decommissioning of obsolete types of aircraft due to the exhaustion of resources and their loss of competitiveness, the need for the supply of passenger aircraft to Russian airlines is estimated at 1000-1300 aircraft in the period until 2020. Demand for aircraft of various passenger capacity classes is expected, which will be satisfied by aircraft of both domestic and foreign production. The supply of domestic aircraft is planned in the most popular classes of aircraft.

Leaders in passenger aircraft deliveries

Leadership in the number of long-haul aircraft supplied to the Russian fleet is gradually shifting to the most competitive models on the world market: the A-320, B-737 Next Generation, B-777, A-330 families. In the regional fleet, 50-seat aircraft are in greatest demand so far, and the An-148 immediately entered the top five.

Fuel efficiency of domestic and foreign aircraft in operation

The need for airlines to supply modern aircraft is objective. The basis of the Russian fleet roster is still made up of obsolete aircraft of previous generations that have lost their competitiveness in modern conditions. Thus, the Western-made aircraft supplied to them as a replacement actually provide approximately half the fuel consumption per unit of transport work performed. Modern Russian planes The Tu-204/214 families are also significantly superior to the types they replace in this indicator.

Fuel efficiency of regional aircraft

The regional part of the fleet is represented by the most outdated aircraft. In terms of actual fuel efficiency, domestic aircraft are inferior to Western-made aircraft. Only the An-140 matches its competitors.

Problems of promoting domestic aircraft to the market

The problems of promoting new domestic aircraft to the market are well known. In many ways, they are a consequence of the deep economic crisis of the 90s. But the efforts being made to revive the Russian aviation industry are yielding positive results.

Russian fleet of Tu-204 family aircraft

The most competitive Russian aircraft of the Tu-204/214 family provide a level of transportation efficiency comparable to Western aircraft (with existing system state support). The current fleet of aircraft of this family has increased almost 4 times compared to 2000, and the volume of transport work performed annually by it has increased 12 times. The share of Tu-204/214 aircraft in the total passenger turnover of Russian air transport is increasing, despite the crisis and bankruptcy of some airlines.

Russian fleet of An-148 aircraft

At the end of 2009, deliveries of new An-148 regional aircraft began (An-148-100A, -100B, -100E) Russian production, providing transportation of 70-80 passengers over a distance of up to 4500 km. The An-148 was designed taking into account Russian aircraft operating conditions. In terms of transport capabilities and level of technical excellence, the An-148 is significantly superior to the Tu-134 it replaces and is comparable to its foreign counterparts (CRJ-700/705, ERJ-170/175). The advantage of the An-148 is lower requirements for the quality of airfield surfaces. In 2009-2010 6 An-148 were delivered to Rossiya Airlines.

Immediate prospects

() – in terms of flight performance and maintenance system, the aircraft is competitive with modern foreign analogues. The aircraft received a type certificate from the Aviation Register of the Interstate Aviation Committee (AR IAC) on January 28, 2011. In 2011, commercial operation of the aircraft will begin.

Tu-204SM
Tu-204SM is a development of the Tu-204 aircraft, aimed at increasing the competitiveness of the family, including by reducing the cost of transportation, which will make the offer of these aircraft more attractive to operators. The Tu-204SM aircraft performed its first flight on December 29, 2010. Completion of work on the project is possible by 2012.

Medium term

The most ambitious project is a family of aircraft, including options for 150, 181 and 212 passengers. Due to progressive innovative solutions in terms of technical level and economic indicators will be significantly superior to modern aircraft of the Airbus A320 and Boeing 737NG families, and will also be competitive with promising aircraft of this size, the appearance of which is possible in the period before 2020. Work on the project is progressing successfully. In November 2010, a mock-up of the aircraft was carried out. Operation of the base model MS-21-200 should begin in 2016. MS-21 class aircraft are the most in demand in Russia and in the world.

Prospects for fleet renewal with Russian-made aircraft

The plans of the Russian aviation industry are related to the most popular segments of the Russian and global aircraft market, which creates the preconditions for its products to occupy a significant share in the Russian fleet. Insufficient attention is paid to the development of regional and light aircraft.

Customs policy

Despite the fact that the list of certified aircraft mass-produced in Russia is extremely limited, protective import customs duties continue to apply for a significant list of aircraft categories, as well as for all types of helicopters.

Regional and local air transportation

The local air transportation market, despite its social significance and government support, is stagnating due to the low level of effective demand. The problem of ensuring the development of regional and local aviation ( small aviation) is complex, interdepartmental in nature and requires coordinated legal, technical, organizational and financial actions in a number of areas, taking into account the interests of various sectors of the economy. To solve it, it seems advisable to develop an action plan that defines the main directions public policy in this area for the next 10-15 years, including:

• according to measures state support local air communication systems and principles of interaction in this matter between the center and regions;
• on issues of providing regions Far North(and Russian small aviation in general) with cheaper aviation fuel;
• in terms of the creation and production of small aircraft in Russia (including licensed ones) and the provision of state support to the aviation industry;
• in terms of providing state support to airlines for the acquisition of small aircraft of Russian and foreign production, including in terms of customs policy;
• on implementation issues in the regions (especially in the Arctic) social functions states using aviation (forest protection, medical care, etc.) in terms of forming the necessary fleet of aircraft, including specially equipped ones.

Summary

The Russian air transport market in the long term will remain one of the most dynamically developing segments of the world market.
By 2025, the share of Russian airlines in the passenger turnover of world civil aviation may increase to 4-4.5%, and their need for aircraft supplies is estimated at 6-7% of the global passenger aircraft market capacity.
Successful promotion of Russian-made aircraft to the market is possible only if their acquisition and operation will be economically beneficial for airlines compared to the operation of foreign analogues. This is not only a problem for the aviation industry, but also a matter of public policy.
Products of the Russian aviation industry have the potential to occupy a significant share Russian market airplanes and helicopters. But the limited standard size range of manufactured aircraft and differences in the level of their competitiveness still determine the continued need for mass supplies of foreign-made aircraft.
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Report at the 6th annual International Conference ATO Events "Maintenance and Repair of Aviation Equipment in Russia and the CIS"

In agriculture, oil and gas industry, construction, forest protection, expedition services, etc.;

rendering medical care to the population and carrying out sanitary measures;

carrying out experimental and research work;

conducting educational, cultural, educational and sports events;

conducting search and rescue, emergency response and disaster relief.

Civil aviation is based at civil airfields. The main functional and production unit of civil aviation is the airport.

There is an opinion that commercial civil aviation is currently the safest, this is explained by the absence of the threat of terrorist attacks, good technical equipment and careful operation, storage of VIP class aircraft in hangars and not in the open air.

Official interpretation

Excerpt from the Air Code of the Russian Federation dated March 19, 1997 No. 60-FZ (as amended on December 6, 2011).

Chapter III, Article 21. Civil aviation

• 1. Aviation used to meet the needs of citizens and the economy is classified as civil aviation.
• 2. Civil aviation used to provide services (for air transportation of passengers, baggage, cargo, mail) and (or) perform aviation work is classified as commercial civil aviation.
• 3. Civil aviation not used for commercial air transportation and aviation work is classified as general aviation.

Higher educational institutions of civil aviation in Russia

• Moscow State Technical University of Civil Aviation
• St. Petersburg State University of Civil Aviation
• Ulyanovsk Higher Aviation School of Civil Aviation

Aviation technical colleges and civil aviation schools of Russia

• Vyborg Aviation Technical School of Civil Aviation named after. Marshal Zhavoronkov
• Yegoryevsk Aviation Technical College of Civil Aviation
• Irkutsk Aviation Technical College of Civil Aviation
• Kirsanov Aviation Technical College of Civil Aviation
• Krasnoyarsk Aviation Technical College of Civil Aviation
• Omsk Flight Technical College of Civil Aviation
• Rylsk Aviation Technical College of Civil Aviation
• St. Petersburg Aviation Transport College of Civil Aviation
• Buguruslanskoe flight school GA
• Krasnokutsk Civil Aviation Flight School
• Sasovo Flight School of Civil Aviation
• Yakut Aviation Technical College of Civil Aviation

• In 1950, USSR civil aviation carried 3.5 times more passengers than in 1940.
• Total civil aircraft in the Russian Federation in 2006 amounted to 5,600, in 2008 – 5,900.

operated by airlines in 2006 - 2705 units.

see also

Links

• V. Ershov “Thoughts of a Sled Dog” and other memoirs of a pilot

Notes

Wikimedia Foundation. 2010.

See what “Civil Aviation” is in other dictionaries:

Monthly illustrated mass magazine. Founded in May 1931 as a body of the All-Union Association of the Civil Air Force, since 1932 an organ of the Main Directorate of the Civil Air Force under the Council People's Commissars THE USSR. A break in publication from June 1941 to January 1955. Since August 1964, the organ... ... Encyclopedia of technology

civil Aviation- (eng. civil air fleet) according to the air legislation of the Russian Federation, aviation used to meet the needs of citizens and the economy. Gas used for air transportation of passengers, baggage... Encyclopedia of Law

Used for the transport of passengers, luggage, cargo and mail; performing aerial work in certain sectors of the economy (in agriculture, construction, forest protection, servicing expeditions, etc.); providing medical care... ... Big Encyclopedic Dictionary

civil Aviation- type of aviation in the Russian Federation. Civil aviation is used to meet the needs of citizens and the state's economy in air transport. Civil aviation, which provides air transportation of passengers, baggage... Administrative law. Dictionary-reference book

I Civil aviation is a branch of the national economy that serves the needs of the national economy and population in air transportation; used for aviation chemical protection. X. plants from pests, aerial photography of the area, reconnaissance... ... Great Soviet Encyclopedia

Filat. name series of mail, stamps of the USSR 1934 “To the 10th anniversary of Civil Aviation of the USSR and Soviet airmail” (No. 444 453). In Fig. brands of the ANT 9 series aircraft over various regions of the country. "Civil Aviation" … Large philatelic dictionary

civil Aviation- 3.4 civil aviation; GA: Aviation used to meet the needs of citizens and the economy. Source … Dictionary-reference book of terms of normative and technical documentation

Monthly mass production magazine, since 1931 (54 were not published in 1941), Moscow. Founder (1998) LLC "Editorial Civil Aviation" with the participation of the Federal Aviation Service of the Russian Federation, the Interstate Aviation Committee, the Main... ... encyclopedic Dictionary