she is obviously of the greatest interest to the director for gleb panfilov. why do you want to believe that first there was a film about a gendarme, and then the film began to seem like it was very convenient escapism. uh, to talk about something completely different and maybe under this sauce, as if to cast a new look at soviet reality, but this scopism, uh, which, uh, seems to be present in jeanne dark, is actually present in those pieces that seem to relate to modern times. here's that same scene on the dance floor, suddenly this one plays rollicking, really fun music. let's listen. you are dancing? this is a completely free

use of western melodies, rhythms and melodies of foreign pop music in soviet cinema of the sixties; it also needs to be said about how it, in principle, could have appeared there. and we didn't even know about it. so it kept showing up. yes, remember carlson who lives on the roof, a soviet cartoon there is an american melody. well, here's a ghost story that scares two robbers. i don’t know how to say i forgot the artist’s name, who performs the singer. but in general, that's for sure. here. i was recently listening to music and suddenly i came across this story in a stream in a playlist. i was even a little shocked by how easy it was to take and use songs that a soviet sound engineer liked in a soviet one. cinema film july. rain is also very characteristic in that, in principle, there is no

special music there. and a set of what could be heard at that moment on records on the radio. actually, what kind of microfists did they take from the radio and at first everything seemed calm was accepted, and then eldar ryazanov wanted to make one in beware of the car, too, to assemble it in such a manner. eh, in the spirit of tarantine of the future tarantine. eh, a soundtrack of popular melodies, and they told him, you know , maybe you’ll find some composer after all. here's andrey petrov, the good one. so, the magnificent ryazanovo collaboration began. and petrova because we simply no longer allowed foreign melodies to be taken without asking at all at the moment when the soviet union joined the copyright convention for all this it gets a little more complicated. so in general, of course, the aspiration of the soviet union is the 60-70s at the end of the 60-70s. these are already attempts to cooperate with other

countries, including in the field of active production. and one of these stories is the next project of gleb panfilov - this is, in fact, a film about a genre film, which he is planning to produce in collaboration with the french. so he thinks that french co-financing is needed , french participation is needed, because after all, in our landscapes and latitudes - this a bit difficult to remove. well, definitely still with the participation of inna churikov in the leading role and it seems, initially, at least helen the film, that this is possible? yes, because she really had great success in the film inception, she became the best actress of the year according to moviegoers, then the magazine soviet screen held such questions every year. here she is. uh, the best actress is all union star and uh, all european. well, what about the countries of the socialist bloc? we have scenes of the execution of joan of arc, who, well,

gives the impression of a scene that could have been in the film gingerk, that is, this scene was in the film inception, but could have been in the film zhanna the gift. this would have its own kind of auto-rake, but in general from the beginning of the film we see what it could have been, a color film for sure, a full-length wide-format film, and gleb panfilov’s film is a woman, and filmed cinema is a favorite category. give me a cross, find me a cross.

well, what went wrong, what went wrong, the driver managed to film a danish director who made an absolutely french film cinema life with a french actress in france , however, the main question for a character named joan of arc is always the following for directors. where do these voices come into their heads, right? how is it all, where it awakens inside, and the heroines have this passion, this desire to change the world, the desire to organize a revolution, start a war , transform something. where does all this come from and

each director, depending on the era of his personal taste? and it solves it in its own way. well , actually, what happened to this panfilov project, it became one of many projects, which were not translated onto the screen. unfortunately, on the one hand, it was about money. it was a really expensive production by the french. of course, they weren’t particularly hot. to double finance it, as you can conclude from some documents , there are not very many documents about this film, of course, not many documents have survived, but there is an indirect version, which you confirm, that the soviet leadership. in general, i didn’t want to touch on this topic too much, but panfilov wrote the script. in line with marxism-lenism. he got feedback from academician skazkina name - what kind of historian is that who said that everything is correct about zhanna? well, at some point, comrade

ermash, who was the driver of the time, wrote a letter to churikov and said that i gave up everything for this project, that is, i’m putting off, that is, my personal life. i don't do other roles. why don't you put this film into production? why don't you give the green light? and as various sources write, ermash did not even answer this letter. just put it under the window and forget it, that's why we don't have a movie zhanna dark the film by panfilov churikova was released only in the seventy-fifth year, it was just when i asked for the floor. here. how long did it take them to let go of the previous project, but we have the film inception , which received an award in the early seventies. eh, komsomol and as i said, churikova received recognition from the audience, but this still doesn’t tell us the whole story. why should we watch this film now? for me, of course, this is michurikova. that's why you need to watch this film, which somehow with a very very subtle transition, they instantly

transform into a completely different character. you understand that this was one character. pasha stroganova, and then suddenly became dark’s wife. after all, you have no doubt that this is not pasha stroganova, who plays dzhandark. she's a real wife. dark yes , her job. it's not even possible. it's a game to call it really. the work is here, and it’s also incredible because it seems so simple. well , just think, she played one and played the other. eh, i played this girl and suddenly i played zhanna dark she makes it so easy and simple that every time it’s like some kind of thin ligature. this is just some kind of filigree. eh, i don't know, medieval weaving. yes, that also means it took hours. eh, pricked fingers bleed and so on, and from this it turns out that this thing embroidered with gold is incredibly beautiful. and this is also , of course, a reason to watch this film, but also something about which, perhaps, we haven’t said enough humor. the extent to which panfilov managed

to talk about everything here again, well, it’s quite easy and about the absurdity special difficulty. yes, this is not some kind of festival movie that you need to immerse yourself in in order to understand the director’s deep intentions, it is deep, but at the same time he does not scare himself away from the screen and, in fact, this is precisely the topic of our podcast eisenstein’s witness is films and the skill of directors that do not repel. yes, not cinema is not for everyone, but cinema is for everyone. how does cinema become such an art that it can attract absolutely any viewer to the screen, even the most unprepared, and this was podcast einstein's witnesses where two film historians, i am natalya ryabchikova and my colleague. stanislavsky we talk about how, by whom, why classic

unknown cult famous never-before-seen soviet films were made. we are trying to help modern viewers watch these films with great interest, great understanding and great pleasure. until next time. thank you, see you again on the screen. hello everyone, we're on the podcast. everyone wants to fly. i am also monitoring pilot leonid yakubovich today. true, you and i will not fly anywhere. you and i will find ourselves together, which is interesting for everyone to visit. we will find ourselves at the moscow aircraft repair plant, and our guest is the general director of the plant, pavel nikolaevich nenastyev. yours, hello, good , so a man who was once

the director of a brick factory suddenly found himself connected with aviation. i was born and raised in a military town in belarus and, in principle, where bobrovichi and, in principle, my father was a military man , i did not see anyone other profession than aeration, i tried to enroll in a flight school. unfortunately, it didn’t pass in terms of vision, but in the end hmm entered engineering school. well, he graduated from kaliningrad as a technical person and then from the zhukovsky academy, uh, specializing in aviation weapons. he served until the year ninety-four and there was a will for reduction. and after that there were already cars and a brick factory. and there were already sheep. that is, such a sea one. how did it happen that i got myself a helicopter, not a second one, but from dosaaf ? the director of

the dosaaf aviation department also managed to fly, realizing that i knew the specifics , more or less, of the production of aircraft . bychkov viktor georgievich me i tried to persuade him for a long time. well, i persuaded him. so i came to the plant in may of '15. mars works with, uh, helicopters. these are airplanes. an-2, mi-2 mi 8 helicopter, this is the dosafovsky park, park, civil aviation. that is, well , almost all flying aircraft, in general , we have what kind of spare parts? everything is not as good as we would like, because in fact, an-2 planes and mi-2 helicopters , unfortunately, at one time. we handed it over to the poles in soviet times. i was not produced alone in kalilsha by another police force and, accordingly, today in poland, according to the restrictions introduced, this is probably the leader, so the difficulties are determined by spare parts. of course, there is more for this, our former mi-2 is produced in two versions sokol and something else like that

today, they have stopped completely supporting the mi-2. unfortunately, although i think it is not deserved. history is i think that they are correct because, perhaps, for initial flight training. mi-2. it couldn’t be better in our case , this is absolutely certain, because all our types are medium and heavy helicopters. they're from mi-2 transferring from them is very simple and much easier than transferring from any other training helicopter, because they have an engineering architecture control architecture. it is almost the same as mi-2 in this regard. lift for mi 8 then i have a question. you and i were both at a meeting in the state duma, which today became puzzled and preoccupied with this very issue, at which we are talking about a fairly wide range of issues, firstly, in general, in those restrictions of all that relate to small aviation. well, the so-called little evolution, well a terminological issue that was also

discussed in general aviation. the second question is certification, the third question is certification of aircraft. what we would like to talk about separately today is certification. any small airplane is there. uh, practically the same thing as certifying the ms-21 in terms of costs and our design teams are quite talented, uh, which now continue to be they either sell their aircraft, which they make to countries, which are used for official purposes and the aircraft did not require certification could be deficient with the costs that exist, let’s assume there in any western countries, yes, under a simplified certification system. i think that there would be significantly more talented design teams, and the number of successful machines would be significantly greater. uh, flying. well, there is one more problem that we have in relation to design teams. these are, of course, engines, which we, unfortunately, do not have; the second point that we

we are discussing in the duma - these are hmm airfields, which today are quite suppressed there by taxes. i believe that for the development of the transport network. we need the owners of the airfields. simply oblige them to make their airfields available for use by state aviation, but at the same time exempt them from taxes, that is , please fly there for aviation security personnel. use it for your own purposes for government purposes, but at the same time , uh, these airfields simply need to be supported subsidiarily. and it will be minimal in cost and we will receive virtually free of charge for the state, a network of small airfields that would provide all our needs. the third issue we are talking about is problems related to education. glory. sergei vladimirovich israelev has now come to god and the growth of aviation. do we know each other? he is the head of flight operations at the federal air transport agency and he deals

with issues of aviation education, both general aviation, that is, private pilots, including professional education. so, uh, it’s very good that we have a dialogue between the aviation community and threats to aviation. now there is a substantive person with whom these issues can really be discussed, because here is the number of open training centers, and it was still more than in the nine years of management of his predecessor, but in the house. here we were, there was quite a representative delegation of participants. everyone and representatives of government agencies were present there. and there were private ones there. uh, the ministry of transport, unfortunately, there was no ministry of industry and trade. it's me i think that it is precisely for these types of aircraft that we are talking about that we will not be able to do. uh, master import procurement without state participation hmm, because it’s even difficult for me to explain how to master the production of any aircraft spare parts.

uh, and what costs must the enterprise incur in order to actually certify it for use in this aircraft, that is, crazy money and time, so some kind of simplified scheme is needed at the moment, and hmm, mandatory state participation, that is, support from the ministry of industry, industry, and so on. here we were at a meeting. your idea of ​​how things will move forward is the death of that point, i very much hope so, because uh and even based on uh, last. vladimir vladimirovich’s speech in which he said that if the federal air transport agency continues to manage the development of aviation in relation to unmanned aircraft in the same way, then we will not see them at all. in the near future, and the same applied to general aviation, so this is the position of the head of this inter-action group that was created to support small aviation. that is, they do not believe and mr.

davankovs are two deputy chairmen of the state duma, she is absolutely clear that aviation in general is the destination of small aviation. unfortunately, she must fly today. we fly, probably 10% of the capacity. i have spoken many times and without hiding and am ready to speak, well , repeat at any level, except for general phrases. we are talking about the mobilization resource of the country in general. people who know how to manage by plane or helicopter in any capacity. god forbid that this is a huge support , it should be treated this way and cannot be discounted. in fact, this problem is huge and the essence of this problem is that in general, in principle , today dosaaf aviation at one time was probably the largest, well, 1,300 aircraft . we have left now, but before that there were several thousand eight. it has completely fallen

out of the legislative field, that is , it does not exist as such. e for today day? yes, yura de facto exists, and in principle, she is doing well, but unfortunately, the existing legislation. he just doesn't see it from uh. and here we see the opposite examples. this is how it should be and how it should work, and i think you understand perfectly well what i’m talking about, mr. mochansky. we both know that dosaaf of belarus works perfectly well and carries out and maintains mobilization resources, plus it trains pilots. but now, uh, i want to report to you, maybe you know, this is one of the parts military air force. in belarus , i will say that it is very correct when a person comes to a flight school. he starts flying practice. there, in the second year , actually studying for a year, his state feeds him, it happens and happens, and when, after

a year and a half, it turns out that this person. eh, not for health reasons, but due to his motor skills he cannot fly. that is, it’s not him that these people are being screened out and hmm, this filter, when a person came already realizing that he could fly, that he could control this with the car and this we got practically there, well, 100% is now a way out of the completely normal practice that existed in the soviet union and still exists in belarus. for some strange reason, we refused, we stubbornly refuse and we don’t want to see this matter, in addition to these moments, there is also such a simple thing. and again i will return to the legislation. what is state aviation in that understanding? in what way it is examined by the air code , this is aviation, which is property states. first, second. she has no right to engage in commercial activities and the third. it must be financed from the country's budget dosaaf fell into such a trap

that it is a state aviation and, accordingly, does not have the right to engage in commercial activities, but at the same time it is not financed from the state. tell me, from what resources should dosaaf maintain the huge number of airships that it has and the huge number of aircraft. how many dosav personnel is this? contains simply at the expense of the funds that he receives from other types of activities, but this is absurdity quite clearly. we now understand that this is a state task of maintaining those vks personnel who can be formed at the initial stage in primary organizations, and the second is that, in addition to the initial training, dosav can maintain mobilization readiness from pilots who left at one time. eh, let's talk like that for a well-deserved rest. well, the pilot of the air force vks they are leaving enough young. they could undergo annual training there in order to maintain flight shape, and be used at the right time.

as combat and variety pilots, some kind of megastate position. you can confirm that before the war, before 1941, well, 90 percent of people came into aviation from clubs. i think that 98 came to the club and worked out at the club. and then in the forty-first year it turned out that a huge number of people who had to hold the handle or the steering wheel, yes , a really huge number of pilots were trained, and the number of flying world champions today. uh, we have prepared in our time in the soviet dosaaf, i think the biggest thing, that is, we have, uh, a really worthy school of champions, which i think is really the best in the world and this is the merit of dosaaf today. unfortunately, we have lost this school for training athletes. we continue to work

on the podcast. everyone wants to fly, we are talking today with the general director of the moscow repair plant, but we are talking not only about the problems of aircraft repair itself, but and prospects for the development of small aviation. everyone wants to fly, yakubovich looks great, i ’ll touch on it. that's what, well, maybe the owners are private owners, whatever, but the runway is always waiting for the landing strips. it cannot always belong to the state. otherwise, when it comes to large airfields , today the majority of small airfields are private. and the whole problem is, uh, what we’re talking about in the working group in the state duma is that, uh, today. uh, the state, in principle, should be interested in the development of transport infrastructure. and the state is investing huge amounts of money in the development of the railway network in the road network, and large commercial airports are being built. but we are not developing, uh, regional

aviation, we are planning to develop and invest huge amounts of money in these airfields, but there is another proposal, here are private owners who own small airfield sites. such as the konakovs, such big gryzlov yes , a lot, a huge number. this is a private site. eh, orlovka yes, people pay. uh, crazy tax for the land on which the airfield is located. the most correct decision, in my opinion, is to exempt from taxes and partially subsidize. uh, maintaining these sites in good condition, that is, so that they could use these sites, ambulance aviation of the forestry, and any types of state aviation of the ministry of emergency situations , including, yes, which could be based there, uh, use them in the event emergency situations there during the evacuation of patients and so on, that is, again, let's go back to the soviet union. it is near almost every the village had a 400-meter strip there that was used for pest control for pollination. yes, absolutely half of them

are abandoned today; some have been bought out and they are now trying to develop them. well again. here, i would say from the point of view of the state. i would support all the owners of these sites just so that we can use this for state purposes, we say, yes , if the pp would be held by the state, the infrastructure is probably there, maybe any, but then we have. power to work san aviation medicine ministry of emergency situations anything, they can work on sites regardless of the owner’s position, which i am ready to challenge. i’ll explain why the state should maintain the runway. this is a rather costly story, if the strip is state-owned, that means its personnel are also state-owned, unfortunately, the state always approaches this quite costly, that is , we, firstly, have crazy complexity of legislation in terms of what should be at the airport. that is, there, uh, aviation security service and so on and so forth

the other question is, you need to talk to the private owner as follows with the owner of the site. here's your stripe. we will help you make it better once or twice. yes, well, you undertake to accept everyone to always base all types of state aviation for free to maintain this strip for the entire period. everything else is done as you see fit while developing the infrastructure . so everyone could fly, we are talking about the same thing, just from different points of view. yes, but what i mean is that if this state takes over, then the state supply your staff will constantly finance it. it is expensive. keep it simple okay. eh, but on the other hand. at this meeting you and i raised this question. in any case, that’s how i understood that they supported me, which means that if we don’t have enough equipment today, the forests and security guards don’t have enough equipment. medicine lacks equipment and special services. there is not enough equipment for

an absolutely normal working environment, in general it just constantly means, if we assume for a second that, well, we’ll slightly reduce the tax burden from clubs from aviation clubs, then i don’t care, as you understand. i'm going up with a student for a cross-country flight. i don’t care which temperature route to choose, but at this time i can do forest conservation and fish protection. the security services generally help the ministry of emergency situations at any second, they could raise aviation and so on. i absolutely agree, firstly, the wider the network of route flights, the 6th network of airfields, the network of route flights, firstly, this is the development of tourism. secondly, any passage along the road, which indicates the occurrence of an emergency situation of any sense hmm, pressing a button and transmitting information to the dispatcher that, uh, this or that has arisen. well, that's the question. uh, just about the fact that the more flying you take and uh, the higher the safety of forests and

, in fact, other points about tourism once upon a time many years ago. eh, i raised questions and suddenly found it. just a counter interest. this tourism is aviation tourism. yes, even in moscow, you can lift people by helicopter, just walk along the river and return back for a short time. 40 minutes flight hour. i think there will be interest. huge in all regions of the country there are places that to look at from the air are simply happiness and pleasure for anyone; this is additional income for everyone, isn’t it just additional income. this is, firstly, technological development. that is, we are talking about the fact that if there is, uh, a business that can arise in some place, yes, connected with air tourism, and it will be, uh, understood as profitable. eh, it will definitely absolutely arise if there is appropriate

permission in moscow. unfortunately, there is a problem. uh, the fact is that flights over the city are prohibited by everyone types, e implementation with the exception of states, but in many other cities these questions are open. we have wonderful and beautiful cities where this could be there, veliky novgorod pskov there, yaroslavl where eh? as a matter of fact, this is what is happening and some clubs, that is, aviation organizations, are doing this. what produces this kind of sightseeing flights? but this is again a question of legislative planning, that is , in order to create such an organization correctly, yes, that is, it must actually be an airline that deals this kind of transportation must be carried out by certified aircraft. but today we do not produce a single aircraft from small aviation, so there are questions here. eh, but it’s absolutely correct that aviation tourism. uh, this is what will raise and develop regional uh, budgets, why

people are talking about this in all countries of the world, it simply exists almost en masse. i've flown in a huge amount of the country. please come for your health. they show you everything from niagara falls to egyptian pyramids anything you want immediately. and it’s not that expensive. yes, it’s quite understandable money, and with us. i think no less. there is something to show. the general aviation industry itself in the usa itself brings in money. um, comparable to commercial aviation with large, that is, there is a huge number of aircraft in small european countries. such as, well, austria, uh, slovakia , they just fly there and there are probably more airfields than we currently have in this area. i want to remember in my opinion, there are wonderful road signs ha on the road, siznaka. carefully, the plane

hangar rolled out a private board. the car stopped. he rolled out, reached the runway and took off. so touching, but you know, by the way, we have it now. uh, several hmm so -called uh projects, which are called villages. yes, that's where people are trying to do approximately. the same thing, that is, the hangar is in the hangar, there is an area for the crew to rest or live there, and the plane leaves the hangar and lands, uh, the person on the plane has flown away. we are everything with you while we are talking, he uses a rather strange term, non-state approach, i don’t understand that you know how, but this cannot be, what is a non-state approach , therefore, people who in high positions are engaged in this non-state approach. well, they should either be refocused or, uh, replaced by

someone who will approach the state problem that we are talking about now, look. our country exists, uh, in the form in which it exists there three. oh, damn it, for this moment we they didn’t make a single plane. oh, yes, there is not a single certified aircraft here today, not a single one that is open. there is no small training aircraft, that is, we also use the civil aviation school. unfortunately, the aircraft there are diamonds. yes, they fly with us, and their uh, airplanes, 52 are missing, mi-2 is missing, no, all training aviation is missing, in principle, yes, unfortunately, for some reason no one has been interested in this issue for 30 years, the state approach. i think it’s unlikely that this is a question regarding education aerodrome network. same story. why were we not interested in developing the airfield

network in some way? this is the transport structure of the country. this is her safety. there was one very good phrase. i heard it from alexander mikhailov , the boatman. we have this. a kilometer of road leads nowhere, a kilometer of runway opens up the world. that is, we have this number of sites that opened during this period, it is scanty, and the number of closed airfields. just hundreds that stopped its existence, the non-state approach is completely unambiguous from the point of view of flight education, when we recognize only public schools, and all over the world there are private schools and there are practices that train pilots. it is no worse than a private school if it has an approved program. due to some strange story, we continue to educate our children in private schools. uh, drive cars. this is no less. eh, a dangerous thing in more

ways than one on an airplane. oh well, we release them on the road trust of the state traffic inspectorate hmm them examine. well, please let the participants train pilots, and they will be replaced by their growth in aviation, no questions asked. this is the third point and, probably, the fourth point is the exclusion of dosaaf from the legislative field, in fact, excluding dosaaf aviation from generally, as a species and, uh, before the confrontation that we see today, uh, in legislative bodies. well, uh, the ritual of the deputies certainly supports this, but, unfortunately, we cannot break through. that is, about which i spoke, the opposition to the department of ministries is absolutely state approach. absolutely not state-owned since and the chairman got there, despite all the administrative resources that he has and the authority that he has as, uh, former deputy minister of defense, first lieutenant.

colonel yes, alexander petrovich kolmakov, because the commander of the airborne forces is a truly worthy person, very honored, and despite all the efforts that are being made to get this bill passed , unfortunately, we are not succeeding. and i think this is a huge mistake. just the ministry of defense takes a surprising position. they would have, and always have been , motivated people who, having gone through the clubs, will come to aviation and to military aviation as well, motivated. it’s not that a person finished studying, realized that he was underpaid here and went to private owners. and here we have simply motivated people who will come to work in the sky, an amazing story of how the ministry of defense can let go of an organization like dosaaf and all the training of aviation specialists and aviation technical specialists. i can't answer this question.