Vreme je za "Ujedinjenje"20-Jan-2009
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MiG-35DKako je familija velikog, višenamenskog lovca Sukhoi SU-30 postajala dominantni Ruski izvozni proizvod tokom protekle decenije, pozicije Sukhoi-a i MiG-a su se zamenile. Sada je MiG ubedljivo sekundarni dizajnerski biro a Sukhoi čvrsto drži poziciju vodećeg dizajnerskog biroa zaduženog da pravi Ruske prvorazredne lovce.
U proteklih 5 godina izvoz Ruskog naoružanja je naglo porastao, ali je broj narudžbi u samoj Rusiji padao u odnosu na Sovjetsku eru zbog mnogo manjeg budžeta. Oporavkom Rusije, a sa porastom globalnih vojnih tebnzija i ratova budžet namenjen Ruskom vazduhoplovstvu je porastao , tako da se očekuju velike narudžbe i "podmlađivanje" Ruske ratne avijacije.
Celokupna situacija je dovela dizajnerski biro MiG u ozbiljne probleme. Njihov dizajn MiG 1.44 je izgubio trku u takmičenju za budući Ruski lovački avion od Suhojevog PAK-FA. Projekat MiG-AT je izgubio od Yakolev/Aermacchi Yak-130 za budući trenažni avion, a kao konačni udarac, njihov najveći izvozni proizvod
MiG-29 sve teže nalazi kupce na međunarodnom tržištu uprkos višenamenskim unapređenjima tog aviona. Indija kupuje 45
MiG-29K aviona
za svoje nosače aviona, a
MiG-29OVT/MiG-35 varijanta je kandidat u Indijskoj 126-avionskoj MMRCA narudžbi, ali prodaja na drugim mestima ide sporo. Alžirsko poništavanje ugovora za 34 aviona
MiG-29 u vrednosti od1.3 – 1.5 milijarde $ je pogodilo kompaniju teško na više frontova. Čak ni Ruska skorašnja narudžba 28 MiG-29SMT višenamenskih lovaca u vrednosti od 615 mil.$ nikako ne pokriva gubitke koji su procenjeni na 1,5 milijarde $.
Zato i ne čude vesti koje stižu iz Rusije o skorašnjem ulasku MiG-a u državnu Ujedinjenu Avionsku Korporaciju UAC (United Aircraft Corporation).
U nastavku možete pročitati detaljnije o tome....
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MiG-29K flight testA 2005 DID article asked if the Russian aviation industry was moving toward a French-style “sesquipolar” design split between Sukhoi and Irkut. Since then, Russian industry appears to be moving toward a more fully unipolar, state-owned model. Both Sukhoi and Irkut have been pulled into the government’s United Aircraft Corporation. Now Aviation Week reports that UAC vice president and Sukhoi general director Mikhail Pogosyan will head up RAC MiG, while retaining his existing titles.
Part of MiG’s problem has been the poor record that Russian firms in general have earned for delivering timely and effective service. India’s
MiG-29 fleet has a poor operational record, for instance, in part because the parts and repairs often involve lengthy turnaround times and even shipment of equipment to Russia. Pogosyan has identified MiG’s after-sales service as a key area for improvement. If he can successfully deliver it, the lessons will benefit Russia’s military aviation industry as a whole. Meanwhile, layoffs and restructurings are expected at RAC MiG, to be followed by the integration of the MiG design bureau, some of its manufacturing, and implicitly of the troubled engine manufacturer Chernyshev into UAC.
The fate of the more robust Klimov Corp. remains a question mark. Klimov is a full member of the VPK-MAPO (the Moscow Aviation Production Association) group alongside MiG, producing engines for helicopters, and industrial use in addition to its role providing jet and turboprop engines. RAC/MiG is believed to retain a large share of VPK-MAPO’s assets, and the Russian government has made statements to he effect that it wishes to consolidate the engine manufacturing sector under Oboronprom. These statements have included the Chernyshev, Salyut and Klimov plants, along with Ufa’s facility.
A restructuring of RAC MiG could give the Russian government the opportunity it had been looking for, allowing it to move forward with that effort. The government could also decide that sorting out the structure of Russia’s military engine industry poses its own set of questions, and opt for a different sort of interim approach for Klimov. Time will tell.
Izvor:DiD
