Russia will create a base for the repair of military helicopters in Vietnam. Russia will create a base for the repair of military helicopters in Vietnam Aircraft maintenance

So, 12 ARZ (Khabarovsk) delivered 14 helicopters in 2011, including 10 under the State Defense Order (two Mi-24s and five Mi-8s, planned for delivery a year earlier under a direct contract with the Ministry of Defense, and three Mi-8s from the State Defense Order of the reporting year, already under a contract with JSC Aviaremont). In addition, the Mi-8 head was repaired. No. 96360 for the Ministry of Emergency Situations for 22,138 thousand rubles, as well as three helicopters of the same type for civil aviation.

150 ARZ (Kaliningrad) handed over 18 helicopters to customers last year. The Ministry of Defense of the Russian Federation received only two Mi-8s with the price of repairing one side of 22,199 thousand rubles, although it was planned to hand over four more Mi-24s and two Ka-27/29s. The cost of repairing one Mi-24 is estimated at 30,040 thousand rubles, and Ka-27 - at 46,520 thousand rubles. Within the framework of military-technical cooperation, six Mi-14s (price 26,760 thousand rubles per one), four Mi-24s (each 38,559 thousand rubles each), three Mi-25s (each 23,029 thousand rubles) . for one) and two Ka-28s (37,288 thousand rubles each). Also, one Mi-8 helicopter at a price of 21,385 thousand rubles. received GA RF.

419 ARZ (Gorelovo) repaired 36 helicopters. The Ministry of Defense received 19 of them (seven Mi-8s, nine Mi-24s, two Ka-27s and one Ka-28). The cost of repairs within the framework of the State Defense Order amounted to Mi-8 - 22,071 thousand rubles, Mi-24 - 27,100 thousand rubles, Ka-2728 - 36,150 thousand rubles. Six Mi-24s were also delivered for the Russian Ministry of Internal Affairs (14,972 thousand rubles each) and eight Mi-24s for Sudan (40,166 thousand rubles each). Civil aviation received three Mi-8 helicopters.

810 ARZ (Chita) handed over 11 helicopters (two Mi-8 and nine Mi-24) to the RF Ministry of Defense. The cost of repairing one Mi-8 was 24,119 thousand rubles, and one Mi-24 - 26,539 thousand rubles. In addition, work was carried out to repair Peruvian aircraft under an agreement with Rosoboronexport dated September 2010, which provides for the repair of six Mi-25s and two Mi-17s. The first four of them were commissioned in February 2012.

Unfortunately, 356 ARZ (Engels) does not publish detailed data on its work. It is known from tenders that nine Mi-8 helicopters of the FSB aviation were repaired last year (Mi-8MT serial No. 93373,93402,94164 based in the North Caucasus and Far Eastern Mi-8MT serial No. 93560,94526, Mi-8MTV-2 No. 95343,95345,96228,96231) and the Mi-8MTV-1 helicopter of the Ural Customs Administration RF-38372.

Data on the possible repair of Ka-27 helicopters at ARZ 322 in 2011 has not yet been published.

also in Learn alexeyvvo interesting material has been published regarding the opinion of Russian Helicopters OJSC and Rosoboronzakaz on the sensational tender of the Russian Ministry of Defense for the purchase of 50 light helicopters.

The sensational, but ultimately failed tender of the Ministry of Defense for the supply of fifty light helicopters turns out to have little continuation.

On March 7 of this year, Russian Helicopters filed a complaint with Rosoboronzakaz, in which the point of view was expressed that the auction documentation was drawn up in violation of antimonopoly laws and the law on placing orders for the supply of goods for state needs. In particular, the complaint alleges that the provisions set out in the auction documentation technical requirements correspond to helicopters of a specific manufacturer - Eurocopter AS 350 and AS 355.

The products of Russian Helicopters do not pass by such parameters as the type of power plant (declared gas turbine engine with digital control, at the same time, the Mi-34S is equipped with a piston), the direction of rotation of the main rotor (declared - "clockwise", for the one assembled under license Augusta Westland - counterclockwise, and the Ka-226 has a coaxial propeller scheme), maximum takeoff weight (Mi-34S, Ka-226 and Ansat-U do not meet the stated requirements), chassis type (declared - high skid, for Russian Helicopters Ka- 226 and Ansat-U - wheeled, and it is noted that Ansats are equipped with such a chassis precisely at the request of the RF Ministry of Defense). In addition, the complaint noted that the stated delivery time for such a number of helicopters before the end of November of this year is unrealistic, since the technological cycle is from 12 to 15 months. Of the violations of procurement legislation, it was noted in the auction documentation of calculations and references to the justification of the initial (maximum) price of the contract, for which the calculation and calculation materials of goods suppliers were used.

The complaint was considered by Rosoboronzakaz on March 19. During its consideration, it was concluded that “Russian Helicopters in the complaint proceed from the position of what equipment they themselves can supply, and not the kind of equipment that the Ministry of Defense needs. The helicopter equipment produced by the company does not fully meet the needs of the Moscow Region.” In this regard, all arguments of Russian Helicopters are rejected, since the auction documentation formally complies with all the requirements for listing functional and specifications goods, equivalence parameters for these parameters are not specified trade marks and manufacturer's name.

The indications contained in the complaint of a violation of the procurement legislation were generally confirmed; starting price contract, the Ministry of Defense did not provide an answer. A decision was made to consider the issue of bringing the perpetrators to administrative responsibility under two articles of the Code of Administrative Offenses.

On my own behalf, I can add that I was somewhat surprised by this decision of the Rosoboronzakaz. I have repeatedly had to deal with similar situations, but considered by the FAS. So there they ask the customer to answer two questions:

What justifies his need for precisely such characteristics of the goods (in particular, in this tender, it is not clear to me what is so fundamental for the courier and postal services of the Ministry of Defense in the direction of rotation of the screw. In my opinion, not just technical indicators should be significant, but the result of the work of the “goods” - in this case, the number of passengers, carrying capacity, range, fuel consumption, that is, the same functional characteristics).

In real life, there are products from other manufacturers, except for the Eurocopter mentioned here, which fully pass all the declared equivalence parameters or still have characteristics for one manufacturer, albeit without specifying a specific brand.

It would be interesting to hear the response of the Ministry of Defense to these questions ...

P.S. The address of the page with the complaint and the decision on it:

In July, OmskSpottingClub visited the Omsk Civil Aviation Plant with a tour... Everyone who went to the airport on bus 60 passed a helicopter on a pedestal and an administrative building with the abbreviation "OZGA". Of course, we, as aviation enthusiasts, could not ignore this airline ... We wrote a letter and soon received approval from the management to visit.

1. On February 5, 1945, on the basis of the production facilities of the air repair base No. 406 in Aktyubinsk, "Omsk Aviation Repair Shops No. 41 of the West Siberian Directorate of the Civil Air Fleet" (ARM-41 ZSU GVF) were created. From 1945 to 1956 - in the workshops was held overhaul 1235 Po-2 aircraft and 2008 M-11 aircraft engines.

In 1956, the ARM-41 mastered and began repairing a new type of aircraft - the Yak-12 and AI-14 R engines. From 1956 to 1969, 695 Yak-12 aircraft and 1931 AI-14 R engines were overhauled. In 1960 - mastered the repair of the Mi-4 helicopter. From 1961 to 1985, the enterprise carried out a major overhaul of 2,638 Mi-4 helicopters.

2. In 1969, by order of the Ministry of Civil Aviation, the aviation workshops were renamed Plant No. 41 of Civil Aviation. In the late 60s, the plant mastered the repair of Mi-8 (T, P, PS) helicopters. In 1994, the repair of Mi-8 MTV-1 helicopters was mastered. Since 1969, more than 5,000 Mi-8 helicopters of various modifications have been repaired in total. Mi-8 is currently the main type of aircraft undergoing repairs at the plant. A monument to this helicopter is installed in front of the plant. In February 2015, the Omsk Civil Aviation Plant celebrated its 70th anniversary.

3. Monument to Mi-8. Mi-8 - RA-22217 - OmskAvia (AirUnion) /1976/

4. After a short excursion about the history of the plant, we went to inspect the workshops, the flight test station and the site finished products. Helicopter dismantling shop before repair. On our visit, there was a well-known car from my native Kazakhstan here.

5. As far as I understood from the tail boom - we have Mil Mi-8AMT (Mi-171 / Mi-172) - UP-MI705 - Kazakhstan - Ministry of Emergency Situations (Kazaviaspas) / 2006 /

6.

7. The next workshop was represented by various sections for disassembling units, repairing the swashplate

8.

9. Finished cases

10. Trolleys for storing blades and a crane device for loading them

11. In the next workshop, we were met by four more helicopters in the process of assembly after repair. Another "Kazakhstani" - Mi-8MT - UP-MI818 - East Kazakhstan AP (KGKP AP VKO), met in Ust-Kamenogorsk

12. Climb higher on the air ladder

13. Our guest from St. Petersburg and ex-Omsk tramracer

14. And this helicopter in 2014 filmed at the air show in Novosibirsk at the Mochishche airfield in 2014. Mi-8T(TV) - RA-22586 -
Eltsovka /1979/

15.

16.

17. Mi-8T (TV) - RA-24294 - Nordstar (Taimyr) / 1988 /

18. Colleagues driver_gazelle And rodik_spotter

19. Components are waiting for their due date

20. Painting shop. Painting in the livery of the finished helicopter takes place on night shifts.

21. When all processes are completed - the helicopter is ready, then it is towed to the flight test station. Mi-8T(TV) - RA-24138 - Nordstar (Taimyr) /1988/

22. Tanker based on MAZ and installation of APU based on the Urals (most recently, I filmed these at the Sokol military airfield)

23. Helicopters appear to be in progress

24. Local tractors

25.

26. Decommissioned sides

27.

28. Here, for the most part, the boards of the a / c "Tomskavia", now bankrupt, are standing in anticipation of their fate and other airlines. Among the observed RA-22848, 22590, 24570, 24656, 24661, 22205, 24843, 24644, 22646, 22644, 24211, 24242, 24674, 24582, 22672, 22671, 2474 2, 22243, 25360, 24737.

29. One of the representatives - orange - RA-24644 - Tomsk Avia / 1981 /

30. Blue - Mi-8P (S) - RA-22243 - Tomsk Avia / 1976 /

31. The road along the "turntables" leads to two sites - runway and dynamic. where helicopter systems are tested, its power, carrying capacity... This is how it looks. The helicopter is hooked with special cables and the indicators are measured.

32. alexey_raptor at work

34. Takeoff and landing site. All flights are coordinated with the Omsk regional air traffic center at the Omsk airport.

35. One of the wheels can be fixed on the turntable, so that the helicopter can be easily rotated...

36. This is how the takeoff from the site looks like ... Mi-8T (TV) - RA-25556 - AeroBratsk (Bratskoye AP) / 1983 /

37. Another look at the row of "bears"

38. Mi-8MT - RA-25510 - Nordstar (Taimyr) / 1991 / - almost ready for transfer to customers.

39. With the kind permission, we visited this board. Cabin of almost new car!

40. Salon

41. Side by side, a board that flew from the airfield OLTKGA them. Lyapidevsky in Kalachinsk - apparently they will repaint it in a new college livery, well, they will repair it if necessary - 8AMT (Mi-171 / Mi-172) - RA-22434 - Omsk LTK GA / 2009 /

42. And a small selection of helicopters undergoing repairs at the OZGA. Mi-8MT - RA-25738 - Aviashelf /1992/

43. Mi-8MT - EY-25149 - Tajikistan Airlines /1990/. Other aircraft from Asia - China, Kazakhstan, the countries of the Middle East also came for repairs.

44. Mi-8MT - RA-24712 - SKOL /1984/

45. Mi-8T(TV) - RA-24436 - Sibaviatrans - SIAT (AirUnion) /1986/

46. ​​Mi-8T (TV) - RA-24689 - Turukhan / 1981 /

47. Mi-8MT - RA-25502 - UTair - Helicopter services (Nefteyugansk OJSC) /1991/ - worked on the UN mission in Western Sahara

48. In winter, they somehow filmed such a bright one - Mi-8T (TV) - RA-24468 - AviaPANH / 1986 /

We express our gratitude for the invitation and the tour to the management of the Omsk Civil Aviation Plant!

Taken from max_sky in The Second Life of Helicopters: Blog Tour to the Omsk Civil Aviation Plant

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Specialists of JSC 356 Aircraft Repair Plant of the Russian Helicopters holding (part of the Rostec State Corporation) completed the overhaul of four Mi-8MT helicopters intended for delivery to one of the African countries, in accordance with previously concluded contracts.

The helicopters have passed the necessary factory tests and are ready for handover to the customer. Russian holding will also provide the repaired helicopters with the necessary aviation equipment. In addition, in the near future the plant intends to expand cooperation with foreign partners. It is expected that next year the plant will repair helicopters from Eastern Europe and the CIS.

"Russian Helicopters Holding" sets itself the task of providing customers with first-class service and constantly improving the system of after-sales service for helicopter equipment. JSC "356 ARP" specializes in the repair of Mi-8/17 helicopters and always fulfills its obligations with high quality and on time. For 5 years, the plant's specialists have repaired more than 300 machines," he said. CEO Russian Helicopters Holding Alexander Mikheev.

Currently, the total number of Mi-8/17 family helicopters in the countries of the African continent is more than 700 units. The abundance of equipment contributed to the opening in 2009 of a helicopter maintenance and repair center in the Republic of Sudan, and in 2013, a service technical center for Mi-8/17 helicopters in Johannesburg (South Africa).

The popularity of the Mi-8/17 family of helicopters is determined by the specifics of the region: the poorly developed road infrastructure of Africa creates a large capacity for the helicopter market, while the reliability and ease of operation, price-quality ratio Russian helicopters make them attractive to operators.

Mi-8/17 helicopters are designed to operate in any climatic conditions, since they can be used in a wide range of conditions and temperatures (from -50 to +50 degrees Celsius). A large cargo compartment, ease of loading and unloading, ease of maintenance and versatility make the helicopter indispensable for the African market.

JSC Russian Helicopters(part of Rostec State Corporation) is one of the world leaders in the helicopter industry, the only developer and manufacturer of helicopters in Russia. The holding was founded in 2007. The head office is located in Moscow. The holding includes five helicopter plants, two design bureaus, as well as enterprises for the production and maintenance of components, aircraft repair plants and a service company providing after-sales support in Russia and abroad. The buyers of the holding's products are the Ministry of Defense of Russia, the Ministry of Internal Affairs of Russia, the Ministry of Emergency Situations of Russia, other government customers, Gazprom Avia and UTair airlines, large Russian and foreign companies. In 2015, Russian Helicopters' IFRS revenue increased by 29.5% and amounted to 220.0 billion rubles, the volume of deliveries amounted to 212 helicopters.

State Corporation Rostec- Russian corporation, established in 2007 to promote the development, production and export of high-tech industrial products for civil and military purposes. It includes more than 700 organizations, of which 9 holding companies have been formed in the military-industrial complex and 6 in civilian industries, as well as 32 direct management organizations. Rostec's portfolio includes such famous brands, such as AVTOVAZ, KAMAZ, Kalashnikov Concern, Russian Helicopters, VSMPO-AVISMA, etc. Rostec organizations are located on the territory of 60 constituent entities of the Russian Federation and supply products to the markets of more than 70 countries. The consolidated revenue of Rostec in 2015 reached 1 trillion 140 billion rubles. The average salary for the Corporation in 2015 was 41,000 rubles, the Corporation's tax payments to the budgets of all levels exceeded 160 billion rubles. According to the new strategy of Rostec, the main task of the Corporation is to ensure the technological advantage of Russia in highly competitive world markets. The planned volume of investments for development until 2025 is 4.3 trillion rubles.

Repair aircraft- one of the steps life cycle, caused by wear, aging and damage to equipment during operation, including work to restore the operability and resource of the products themselves and / or their constituent parts and assemblies. Repair determines the duration and quality of operation. In our helicopter economy, repairs not only play an important role due to differences in the flight technical operation of helicopters and aircraft (operation conditions, modes, load cycles, etc.), but also, due to national characteristics, have acquired hypertrophied forms for a number of reasons.

Firstly, the high durability and safety of Soviet equipment in the most unfavorable conditions made it possible to significantly push the boundaries of operation. Who would have thought that the service life of our turntables would come close to a half-century milestone?!

Secondly, the planned preventive strategy for the operation and repair of equipment by resource (when repairs must be performed regardless of the technical condition of the equipment, “do not do it, but write it down”), led to the performance of “unnecessary” work. The duration of operation, along with small overhaul resources, gave rise to solid volumes and high intensity of repairs and, accordingly, items of expenses for the repair of equipment and incomes that cannot be ignored.

Thirdly, the low intensity of the use of civilian equipment and the sharp reduction in army aviation of the Armed Forces after the collapse of the Warsaw Pact led to a huge release of equipment. The excess of cheap technology played a cruel joke on us. During the division of the Soviet fleet, dozens of helicopters were bought up for next to nothing. Ten or fifteen years ago it was possible to buy the most big helicopter Mi-26T for one and a half million dollars (the amount that a helicopter earns in two months), what can we say about the price of "eights" (Mi-8/17) or "porridge" (Ka-32). Why buy a new one when you can buy a used one, repair it and fly it.

Fourthly, the powerful Soviet repair system inherited (only one of the leading enterprises over the 30 years of its existence has repaired an entire army - 6,000 helicopters), being unloaded, was ready to work for any money. Today, our repair companies offer repairs for 20% of the cost of a new helicopter. Who will buy a new one? Nobody!

Fifth, in the troubled 1990s, the most complex technological processes. As a result, a number of units could not be produced, so we are forced to repair them endlessly.

The crash and the subsequent division of the helicopter power led to serious cataclysms and upheavals throughout the entire helicopter industry and, as a result, a change in course: from production to repair, more precisely, “cheap” repairs. The instant enrichment of some and the corruption of others gave rise to the emergence of a circle of new Russian masters, vaguely representing the very process of exploitation. Many still do not understand why perform routine maintenance or repairs. For any equipment failure, for example, an engine surge, there is one answer: “How much to give the crew to fly”?

It is not surprising that the owners, who live by "one contract", were not going to buy new helicopters, at best they could be persuaded to "cheap" repairs. As a result, especially active and enterprising people rushed to look for a "cheap" repair fund. IN as soon as possible“hand-to-hand” repairs with recycling “cleaned up” all airfields, ATI warehouses, landfills and gas pits, which Soviet times could not take out for decades. They took everything. And beaten, and not beaten helicopters, fallen and expired engines, gearboxes and units with expired conservation periods, without forms and passports. The repair fund trade has become profitable business into which manufacturing plants have become involved. Entire departments and teams traveled around the former Soviet Union and far abroad. Repair from restoration technologies turned into a bulkhead (disassembled-assembled), when one tail shaft was assembled from three ...

The rich heritage of the former Soviet Union and the low solvency of the population "corrupted" the helicopter industry. “Everyone who is not lazy” began to engage in repairs. Over time, a motley palette of enterprises has formed, which share the repair “pie” among themselves.

The structure retained repair enterprises of the MGA and a powerful military layer from the ARZ MO, which grew out of the former repair shops, began to make good money on repairs, which could not be overlooked. With the loss of orders, mass-produced factories, as well as enterprises of the former Soviet republics and countries of the socialist camp, actively joined the struggle for repairs. In general, a heterogeneous repair system has developed with its past achievements and current problems (one of such “delayed action mines” was laid in Ukraine, where after the “divorce” a powerful base for repairing helicopters and engines remained).

A wide range and imbalance have led to the fact that repairs vary greatly in volume, depth and, accordingly, price and quality. How can, for example, compare the repair of the D-136 engine at the Ukrainian Motor Sich and the Russian Aramil. One is a manufacturer, the other is a repair plant of the Ministry of Defense, but the first is abroad, and the second is our own.

The structure and total volume of repair of helicopters and engines can only be estimated approximately. 1,400 helicopters of the aircraft fleet of the Civil Aviation of the Russian Federation underwent 7,050 repairs (5 repairs per helicopter), including Mi-8T/MTV/AMT/171/172 - 70.3%, Mi-2 - 22%, Ka-26 - 7, 1%, Ka-32 - 0.3%, Mi-26 - 0.2%. In order to fly half a million hours per year (the flight time of helicopters of the states parties to the “Agreement on Civil Aviation and the Use of Airspace” in 2008 amounted to just over 570,000 hours), it will be necessary to repair at least 350 helicopters and 700 engines (excluding service life and early termination of operation) .

The main problem of repair is the problem of quality - the quality that determines flight safety. I will give two, in my opinion, characteristic examples of the relationship between the quality of repairs and the accident rate.

The first - after the repair of the NV Mi-26 hub, two (!) consecutive dangerous failures occurred, when the blade did not stop at the shutdown. Can you imagine the impact of the giant's blade on the tail boom? Only thanks to the competent actions of the crew did everything end well.

The second example is a dozen (what is known) "repair" tail propellers - "twins", the destruction of the blade of one of which caused the accident of the Mi-8 "UTair" in Liberia. And no quality control and certification system, neither the state nor the operator, became an insurmountable obstacle for the "repair craftsmen".

The position of the authorities is of decisive importance in ensuring quality and obstacles in the way of counterfeit spare parts and gray repairs. The role of the state is not in personal participation in the repair process with the help of permits / bans, licenses and certificates, redistribution of technologies and repair kits, but in the creation of mechanisms for managing (self-managing) processes. The levers of such a mechanism should be openness (“the people should know”), the transition to a civilized repair according to technical condition(turning a system of extortion into a system of innovation into quality), attracting a developer who, hiding behind beautiful statements and promises, does not eliminate dangerous design flaws and defects that lead to serious consequences for decades.

Consider some of the main repair trends on the example of one of the main repair enterprises of the Russian Federation - Novosibirsk aircraft repair plant(NARZ). The volumes and dynamics of changes in repair products, in comparison with the production of the Kazan Helicopter Plant (KVZ), are shown in the figure.

It can be seen that with the increase in overhaul periods and resources, there has been a tendency to reduce the volume of repairs. At the same time, we must not forget that the share state order does not exceed 10% of the total volume of marketable products. There is a delay in repairs. According to the heads of repair enterprises, one of the reasons hindering development is the age of the workers, the second is the narrow specialization of production.

Looking at the diagrams of the age and education of workers, we can say that the rejuvenation of workers has not led to professional growth and hence the quality. As far as performance and wages, a comparison of NARP and KVZ gives an interesting picture.

The dynamics of production and repair is multidirectional (production - up, repair - down). Against this background, the transfer of repair technologies to operating organizations is beginning to gain momentum. First, contracts were signed for the repair of helicopters on the territory of the customer (Pakistan, Peru ...). Then, starting from 2005, already on ground equipment for repair work abroad and the creation of service centers. In the same year, work began on the creation service center(SC) MRO of helicopters in Khartoum (Sudan). Currently, the center is certified to perform all forms of maintenance, overhaul of Mi-8, Mi-17, Mi-17-1V and Mi-171 helicopters and has already started repairing three Mi-8/17 helicopters. The geography of the SC is gradually expanding: Venezuela (Mi-17, Mi-35, Mi-26), Mexico (Veracruz, Mi-17), next in line: Angola, Bangladesh, Yemen, Peru and others. SC opened in the UAE. Two more in Latin America. There are plans to create SC in the countries of the Middle East, Iraq and Afghanistan. The issue of a regional SC in South Africa is being worked out.

According to the management of Russian Helicopters, the number of SC abroad is planned to be increased to 23. It is hard to believe in the statements that these centers will be engaged in the modification and re-equipment of models with the latest technology (it is enough to visit Sudan), but the repair is really becoming wider: functionally and geographically. Functionally - the framework of the repair extends to the maintenance of operation, service maintenance, training, supply of spare parts, training aids and simulators. Geographically - starting to take shape international system repair, modernization, training and maintenance of the operation of Russian helicopters (new, promising, Western methods, technologies, repair and training tools are being introduced).

Finally, a new international helicopter integration (training, repair and modernization of Russian-made helicopters in the interests of NATO), aimed at compensating for the lack of alliance helicopter resources, has united new players. The US and Ukraine have already trained Iraqi helicopter pilots on the Mi-8/17. Ukraine is ready to join any international initiative, if only to take production capacity and human resources. Recently, along with France and the UK. it became a member of the Multinational Helicopter Initiative Fund Agreement. On October 26, in Bratislava, the defense ministers of nine NATO member countries of the Czech Republic, Albania, Hungary, Norway, Poland, Slovakia, Spain, Turkey and the UK signed an agreement of intent on HIP helicopters (NATO designation Mi-8). Through the hands of former Soviet citizens, the Czech Republic has become the main international specialist in the operation of the G8s. Israel is at the center of modernization. Our Soviet cadres, who did not find worthy use in their native walls, are now repairing the helicopters of our friends and opponents. Who repaired Georgian helicopters? Graduates of Soviet universities! The fact that international integration is taking shape without us is detrimental to both sides. On the one hand, isolation did no good to anyone. And on the other hand, in the pursuit of cheap contracts, NATO and UN members will face a "trap" of meaningless accidents and disasters and serious problems with supporting the operation of such different types of equipment (retraining, logistics ...).

So, a powerful, unloaded, heterogeneous repair system, with an inefficient product quality management system, is gradually changing. Changes in better side. However, the speed and depth of change depends not only on the members of the English club. Our repair system is somewhat reminiscent of a big, old, kind ship that is trying to turn around in a small bay in order to break out into the operational space, but the capabilities and skills on the bridge are clearly not enough. "All hands on deck"!

The Russian company Russian Helicopters continues to deepen cooperation with the Socialist Republic of Vietnam in the field of repair and maintenance of helicopters.

On the basis of the Vietnamese-Russian enterprise HELITECHCO, the implementation of repair services for Mi-8 and Mi-17 military helicopters is being discussed.

At the meeting of the Russian-Vietnamese intergovernmental commission on military-technical cooperation, measures are planned to improve the after-sales service system for the above-mentioned helicopters.

Mi-26 multi-purpose transport and assault helicopter >>

Russian Helicopters will carry out a technical audit of HELITECHCO for compliance with the requirements for enterprises performing maintenance and repair of Mi-8 helicopters. With a positive assessment, this will allow continuing the repair work of helicopters civil purpose Russian production in Vietnam.

In addition, the possibility of organizing on the basis of joint venture HELITECHCO repair of Mi-8/17 military helicopters operated in the structures of the Ministry of Defense of the Socialist Republic of Vietnam, which provides for the re-equipment of the enterprise and the training of engineering and technical workers.

The joint Vietnamese-Russian repair company HELITECHCO started its activity in 1994. For all the time it has repaired more than 80 civil helicopters of state and commercial operators from Vietnam, Laos, Cambodia, India, Australia, Sri Lanka and New Zealand.

To date, HELITECHCO is the only aircraft repair company in Southeast Asia, the repair of which is accompanied by the developer of the legendary Mi brand helicopters - the Moscow Helicopter Plant named after. M.L. Mile.

Helicopter plant "Progress" >>

In addition to developing cooperation in the field of repair of military helicopters, representatives The Ministry of Defense of Vietnam also showed interest in Ansat helicopters for training purposes.

This is a light twin-engine gas turbine multi-purpose helicopter for 7-9 seats, developed by the Kazan Helicopter Plant Design Bureau according to a single-rotor scheme with a tail rotor. The first prototype of the helicopter was assembled in the spring of 1997, the first flight was made in 1999. In 2011, the process of certification of the civilian version of the helicopter began. In August 2013, a type certificate was received from the Aviation Register of the Interstate Aviation Committee.

The helicopter is used in the Russian Aerospace Forces for pilot training, as well as in the Russian Emergencies Ministry. Power point consists of two Pratt & Whitney PW-207K turboshaft engines of 630 hp each. every. There are plans to replace the helicopter engines with domestically produced VK-800V manufactured by Klimov OJSC, which should become the base engine for promising Russian light helicopters, as well as in a turboprop version for manned and unmanned aircraft platforms.

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