[000:00:00;00] amirchik, anechka, aka anya plitneva, of course, my wonderful knowledgeable karin cross, val carnival, the gipsy band, my name is anton lavrenti, listen to good music, don’t look at the format, but we give up this stage to anya pletneva, she will do everything.

you are again carried away by the succession of events. this globe is in the hands of whoever wants to open mine, history will repeat itself again, but it will regress, not a historical day, my whitewasher, my cradle, your abode, and you have already decided, you will do everything for sure, bad girl, there is no day, my whitewasher, my crib, my abode, i’m already ready to be with you for an hour for centuries,

bad girl, he will do everything. hello everyone, on the air of the podcast everyone wants to fly, i’m a monitoring pilot , yakubovich, today we really won’t fly anywhere,

you and i will find ourselves together, in which... everyone can visit, you and i will find ourselves at the moscow aircraft repair plant. our guest is the general director of the plant, pavel nikolaevich nenastyev. yours, hello, kind, well, in this way, a man who was once the director of a brick factory suddenly found himself connected with aviation, i was born and raised military town in belarus and, in principle, where in belarus? in bobrovich. in principle, my father was a military man, he didn’t see any other profession besides aviation, he tried to enroll in a flight school, unfortunately he didn’t pass in terms of vision, he ended up entering an engineering school, well, an aviation technical school, graduated from kaliningskoye, then from the zhukovsky academy, zhukovsky academy with a specialty in aviation weapons, served until 1994,

was laid off due to reduction, and after that there were already aviation, that is, this is the path how did it happen that i got myself a mi-2 helicopter, learned to fly at dasaf and the director of the aviation department dasaf understands that i know the specifics more or less of the production of aircraft, viktor georgievich bychkov tried to persuade me for a long time, but he persuaded me, so here i am in may of the fifteenth year he came to the plant, mars works with helicopters, these are an-2 aircraft, mi-2, mi-8 helicopters, this is the dasafovsky park, a civil aviation park, that is, well, almost all of our flying general aviation aircraft, what about spare parts, not so everything is fine, as we would like, because in fact, the an-2 planes and the mi-2 helicopters, to our great regret, at one time we handed over to the poles, in soviet times they were also produced, one in kalisz, the other in millitz, and accordingly in today

poland is... in terms of the restrictions introduced, it is probably the leader, so of course there are certain difficulties with spare parts . poland produces our former midva in two versions, sokol and something else. today they have stopped completely supporting mi2, unfortunately, although i think that this is not a well-deserved story, i think it is wrong, because perhaps for initial flight training the mi-2 cannot be better, in ours, in our case this is absolutely accurate, because all our types are medium and heavy helicopters, they are from mi2, it is very easy to transfer to them, much easier than transferring from any other training helicopter, because they have a control architecture, engineering... the architecture is almost the same and the mi-2 in this regard is an elevator for the mi-8. then i have

a question: you and i were both at a meeting in the state duma, which today is puzzled and preoccupied with the very issue we are talking about, a fairly wide range of issues, firstly, in general, in those restrictions, all that relate to small aviation, well, the so-called small aviation, well, as a terminological issue. which was also discussed about general aviation , the second question is certification, the third question is the certification of aircraft, which i would like to talk about separately, today we have certification there any small airplane, uh, is practically the same as certifying the ms-21 from a cost point of view. and our design teams are quite talented, uh, which continue to exist now, they either sell their aircraft, which they make to countries that... use aircraft for official purposes that do not require certification, if these aircraft could be certified at that cost , which exist, let’s say, in any western countries, but according to

a simplified certification system, i think that and there would be significantly more talented design teams, the number of successful flying machines would be significantly greater, and one more problem that we have, this is in relation to design teams, these are, of course , engines, which we unfortunately don’t have... , the second point that we are discussing in the duma is small airfields, yes, which today are quite suppressed by taxes, i believe that in order to develop the transport network, the owners of airfields should simply be obliged to provide their airfields for the use of state aviation, but at the same time exempt them from taxes, that is, please fly there, sanitary aviation, air forestry, use them for your own purposes for state purposes... but at the same time, these airfields simply need to be supported subsidiarily and this will be minimal costs and we will receive a network of small airfields, virtually free of charge for the state, that would provide all our needs. the third

issue we are talking about is problems related to education, thank god, now i came to the federal air transport agency, sergei vladimovich izrailev, we know each other, he is the head of flight operations, the federal air transport agency. and he deals with the issues of aviation education, both general aviation, that is, private pilots, including professional education, what’s very good is that we have a dialogue with the aviation community and the federal air transport agency, and now there is a substantive person with whom we really these issues can be discussed, because the number of open aviation training centers was greater than over the 9 years of management of his predecessors, well, we were present in the duma , there was a fairly representative delegation of participants, everyone was present there, both representatives of government agencies and private ones, there was the ministry of transport, unfortunately there was no ministry of industry and trade, i think , that it is precisely for these types

of aircraft that we are talking about that we will not be able to master import procurement without government participation, because it is even difficult for me to explain how to master the production of any air spare parts. and what the costs must be borne by the enterprise in order to actually certify it when used in this aircraft, that is , crazy money and time, so some kind of simplified scheme is needed at the moment, and mandatory state participation, that is, support from the ministries of industry and trade. okay, so we were at a meeting, is your idea of ​​whether things will get off the ground ? i very much hope so, because even based on the last speech of vladimir vladimovich, 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, therefore the position of the head of this inter-factional group, which was created to support small aviation, mr. niverov and mr. davankov are two deputy chairmen of the state duma, it is absolutely clear that general aviation, small aviation, it should fly, today, to a huge unfortunately, we fly probably 10% of the capacity, i have said many times, and i do not hide it, and i am ready to say it, repeat it at any level, except for general phrases, we are talking about the mobilization resource of the country, generally speaking, people who know how to manage by plane, helicopter in any capacity, god forbid that this is a huge support , it should also be treated this way, and this cannot be done...

in fact, this problem is huge, and the essence of this problem is that in general, in principle, today, dasav aviation, at one time, was probably the most large, we have 1,300 aircraft left now, and before that there were several thousand, it has completely fallen out of the legislative field , that is, it does not exist as such, today it is de facto, in principle it is doing well, but, unfortunately, the existing legislation simply does not see it, and here, we see the opposite example, this is how it should be, and how it should work, and i think you understand perfectly well what i’m talking about, mr. machansky , we both know, this is a dosa in belarus that works superbly, perfectly carries out the maintenance of mobilization resources, plus it trains pilots, but now i want you...' maybe you know, this is one of the units

of the belarusian air force? i will say that this is very correct, when a person comes to a flight school, he begins flying practice there in the second year of actual training, the state feeds him for a year, sings him, gives him shoes, clothes him, and when after a year and a half it turns out that this person, not for health reasons, but because of his motor skills he cannot fly, that is, it is not his, these people weed out, in... this filter, when a person came already, realizing that he can fly, that he can control this machine, and this is his, we got practically there, well, a hundred percent yield, now from completely normal practice , which was in the soviet union in belarus still exists, for a strange reason we refused, stubbornly refuse and do not want to see this matter, in addition to these moments, there is also such a simple thing, i will again return to legislation, what is state aviation? understanding

in which it is considered by the air code, this is aviation, which is the property of the state, first, second, it does not have the right to engage in commercial activities, and third, it must be financed from the country’s budget. dasav fell into such a trap that de facto it is a state aviation and, accordingly, has no right to engage in commercial activities, but at the same time it is not financed from the state, tell me, from what resources should dasaf maintain... a huge number of flying clubs that it has it has, a huge number of aircraft, how many personnel, yes, sav maintains it simply from the funds that it receives from other types of activities, but this is absurd, we now understand quite clearly that this is a state task to maintain those aerospace forces personnel who could be formed at the initial stage in primary organizations, the second is that

in addition to the initial training of dasav i can. they leave the vks quite young, they could undergo annual training there in order to maintain themselves in flight shape, in the right moment to be used as combat pilots, a rather strange non-state position, you can confirm that before the war, up to forty years ago, well , 90 percent of people came to aviation from clubs, i think that 98, came to the club, studied in the club, then in 1941 i found out that we have a huge number of people who know how to hold a stick or a steering wheel, and a really huge number of pilots were trained, and the number of flying world champions today, trained in our time in the soviet union, i i think the biggest thing, that is, we really have... a worthy school of champions, which i think is really the best

in the world, and this is the merit of dasaf, today, unfortunately, we have lost this school for training athletes, we continue to work in 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 about the prospects for the development... of small aviation, everyone wants to fly, great, leonid yakubovich, i will touch on this, but maybe be an owner, a private owner, whatever, but the runway is always. the runways have always belonged to the state, it cannot be otherwise, this is what we are talking about when we talk about large airfields, all the small airfields today, the majority, they are private and the whole problem is, this is what we are talking about, in the working group, in the state duma, that today, the state, in

principle, should be interested in the development of transport infrastructure, and the state invests huge amounts of money in the development railway network... in the road network, large commercial airports are being built, but we are not developing regional aviation , we plan to develop it, invest huge amounts of money in these airfields, but there is another proposal, here are private owners who own small airfield sites, such like konakovo, such a big gryzlovo, and a huge number, these are private sites, orlovka, but people pay a crazy tax for the land on which... there is an airfield. the best solution, in my opinion, is exempt from taxes and partially subsidize, maintaining these sites in good condition, that is, so that they can use these sites, air ambulance, forest protection, any types of state aviation, the ministry of emergency situations, including,

yes, which could be based there , use them in case of emergency, there during the evacuation of patients, and so on, so on, that is, again, let’s go back to the soviet union, we have almost near... in every village there was a four-hundred-meter strip that was used to fight pests, for pollinating fields, yes, absolutely, half of them are abandoned today, some have been bought out, they are now trying to develop them, but once again, from the government’s point of view, i would support all the owners of these sites, just for in order for us to be able to use this for state purposes, this is exactly what i ’m talking about, if the runway is maintained by the state, the infrastructure, please, can be anything. but then we have the opportunity to work in air ambulance, medicine, the ministry of emergency situations, whatever you want, they can work on sites outside depending on the owner, a position that i am ready to challenge, i will explain why: maintaining a state runway is a rather costly affair, if the runway is state owned, that means the personnel maintaining it are state owned, in

our country, unfortunately, the state is always quite costly in its approach to this, that is, in our country firstly, the complexity of the legislation is crazy in terms of what should... be at the airfield, that is, there, the aviation security service and so on, so on, so on, so on, the question is, you need to talk to the private owner as follows, owner of the site, here is your strip, your strip, we will help you make it better, once or twice, yes, but you undertake to accept everyone, always, base all types of state aviation for free, maintain this strip for the entire period, do everything else , developing as you see fit. structure to make it so that everyone can fly, we are talking about the same thing, only from different points of view, yes, but my point is that if this state takes over, then the state will supply its own personnel and will constantly finance it, it’s expensive , it will be easier, i understand, good, but on the other hand, at this meeting you and i raised this question, in

any case, i understood that they supported me, which means that if we don’t have enough equipment today, the forest there is not enough security, equipment, medicine does not have enough equipment, special services do not have enough equipment, for an absolutely normal working environment in general it is simply constant, which means that if we assume for a second that we will slightly reduce the tax burden on clubs, on aviation clubs, then i don't care how you are you see, i’m going up with a student for a cross-country flight, it doesn’t matter to me which cross-country flight to choose, but i can do forest protection work at this time. fisheries protection, environmental protection, in general, to help the ministry of emergency situations, they could raise aviation at any second and so on, i absolutely agree, firstly, the wider the network of route flights, the wider the network of airfields, the wider the network of route flights, firstly, this is the development of tourism, secondly, any flight along the road that shows the occurrence of an emergency, of any

kind, pressing a button and transmitting to the dispatcher information that such or such arose here, but this is a question - precisely about the fact that the larger the flying brethren, the higher the safety of the forests, in fact, others , a very good question you raised about tourism, once upon a time, many years ago, i raised the question, unexpectedly i just found counter-interest, this tourism, aviation tourism, and even in moscow , lifting people on a helicopter, just walking along the river and returning back for a short 40-minute flight hour, i think there will be huge interest in all regions of the country , there are places where look from the air, it’s just happiness and pleasure for anyone, it’s additional income for everyone. is not it? this is not just additional income, this is, firstly, this is technological development, that is, we are talking

about the fact that if there is a business that can arise at any point, and there is one related to air tourism and it will be understandably profitable, definitely absolutely it will arise if there is appropriate permission, in moscow, unfortunately, the problem is that all types of flights over the city are prohibited. with the exception of the state, but in many in other cities these questions are open, we have wonderful and beautiful cities where it could be veliky novgorod, pskov , yaroslavl, where, in fact, this is happening, and some clubs, that is , aviation organizations, are engaged in producing this kind of sightseeing flights, but this is again a legislative issue, that is, in order to create such an organization, correct, yes, that is, it must be in fact. a company that deals with this kind of transportation must be certified

aircraft, and today we do not produce a single aircraft daily from small aviation, so there are questions here, but it is absolutely correct that aviation tourism is something that will raise and develop regional budgets, why did i talk about this in in all countries of the world it simply exists almost en masse. i have flown in a huge number of countries and you come, please, for your health , he shows you everything, from the neogaran waterfall to the egyptian pyramids, anything, immediately, and it’s not so expensive it costs, yes, this is quite understandable money, i think we have no less something to show, the industry itself, general aviation , in the same usa brings in money, comparable to commercial aviation, to large aviation, that is, there is a quantity aircraft, in small european countries, such as austria

, slovakia, it’s easy to fly there, there are probably more airfields than we have, today we have a meager number of airfields, i want to remember a few in this regard, in my opinion seattle has wonderful road signs, watch out for the plane on the road, the hangar has rolled out a private plane, stop the car. he rolled out, drove to the runway and took off, so touching, but you know, by the way, we now have several so-called projects that are not called air villages, yes, that’s where people are trying to do approximately the same thing, that is, a hangar, in the hangar there is a rest area for the crew or there for living, and the plane leaves the hangar, sits down, a person in... you and i talk all the time, using a rather

strange term, a non-state approach, not i understand what this means, but this cannot be, what is a non-state approach , therefore, people who in high positions are engaged in this non-state approach, well, must either be reoriented or replaced with someone who will take a state approach to the problem, oh which we are now... look, our country exists in the form in which it exists, for more than 30 years, during this moment we have not made a single aircraft, small, small aviation, and there is not a single certified aircraft here, project there is not a single one open today , there is no training aircraft, small ones, that is, we use aircraft in civil aviation schools, unfortunately, there are diamonds flying with us, but not from our own aircraft.52. missing, mi2 is missing, all training aviation is missing in principle, yes

, unfortunately, the question, for some reason no one has been interested in this issue for 30 years , the state approach, i think, is unlikely, this, as far as education is concerned, is a question on the airfield network, same story why we weren't interested in developed somehow, the airfield network is the transport infrastructure of the country, it is safe. there was one very good phrase, i heard it from alexander mikhailov, a boatman, we have one, a kilometer of road leads nowhere, a kilometer of runway opens up the world, that is, we have this number of sites that have opened during this period, it is scanty , and the number of closed airfields is simply hundreds that have ceased to exist, not a state approach, quite clearly, from the point of view education. flying, when we only recognize public schools, and all over the world there are private schools, and there are practices

that pilot training is absolutely no worse than in a private school, if it has... driving cars is no less dangerous, by and large, than an airplane, yes, but we release them on the road, entrusting the state traffic inspectorate to examine them, well, please, let the pilots be trained by the participants, and the federal air transport agency examines them, there are no questions, this is the third point, probably the fourth point, this is an exception , safa from the legislative field, in fact, having excluded aviation altogether as a species and the confrontation that we see today in the legislative bodies, a number of deputies there certainly support this, but unfortunately we cannot break through the history that i spoke about, the confrontation between departments and ministries, an absolutely

non-state approach, a completely non-state approach, and chairman dasav is there despite all the administrative resources that he has, and even the authority that he has as a former deputy minister of defense, first , colonel general, alexander petrovich kolmakov, former commander of the airborne forces, he is a truly worthy person, very honored, and despite all the efforts he makes to push through this bill, we unfortunately do not have it turns out, and i think that this is a huge mistake, it’s just an amazing position that they take, they would always have it were motivated people who, having gone through the clubs, will come to aviation in military aviation , including motivated, this is not what a person finished studying, realized that he was underpaid here and went to private owners, but 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 such an organization out of its hands, training aviation specialists and aviation technical specialists. i can’t answer this question, i don’t know, to be honest, the answer is, you asked for a state non-state approach, so i think there is an absolutely non-state approach here. this organization is more than 90 years old, yes, and there, let’s say that 90, as we said, 90, more than 90% of the aviation community was trained by this organization at one time, it absolutely showed its professionalism, its ability, indeed, not just pilots and world champions in huge numbers, i think that in aviation sports we have the most of them in the world, that is, the origin of our country, i mean the soviet union, but this position, today, this is a bill, so to speak, has been submitted once again, i hope that it will pass, but

for now, not yet, we continue to talk in the podcast, everyone wants to fly, though not in the sky, on the ground, we are talking today with the general director of the moscow aircraft repair plant, we are talking not only about what is happening on the ground, but about what will happen in the air, in any case, we both incredibly hope so, everyone wants to fly, and this is the most important thing, i’m leonid yakubovich, and you and i know that the interest of young guys is incredible, i can judge by the flight simulators that are there i walk, i study, it’s just almost impossible to find time to to get there, i need to call, and i can make an appointment for tomorrow, hardly for the day after tomorrow, it’s just that crowds of people want to at least sit in the cockpit, see what it’s like to rise into the sky, well, at least virtually, it’s surprising that they don’t use it, firstly, this is of great social importance, distinguishing

young guys from everything that we are not talking about today, the interest is huge, this is more than sport, this is love for almost a lifetime, you know, but here there is, besides let’s do it talk, emotional things, there is more here such aspects as technical literacy, that is, a person who comes and from childhood we will say this, based on the emotional pressure in the aviation organization, but firstly, he must understand how it flies, he studies it, he starts it... his educational process is structured in a completely different way, they begin to teach him these aspects of aerodynamics, technology , some technological aspects, already in the club, he is a completely different person, he then calmly enters either the bunk or there some other universities, all our designers, they started there with gliders, conditionally, but there are great ones, antonov and korolev, and yakovlev,

there on mount klimentyev in the crimea, yes, this is... our technological school, when the boy comes in childhood in an aviation organization, he, some can fly, some cannot fly, some become a designer, some an engineer, some a pilot, but by and large... what are all these organizations - this is a basic school that distinguishes children who will later can create, create, i want to tell you more than that, here is one of the topics that we did not touch upon today, once upon a time , in the year ninety-eight, igor aleksandrovich borskov and i organized a flying club in kaliningrad, a guards club, he is a professional pilot, colonel reserves, and we developed a training system, that's all you're talking about, this is technological equipment, this is aerodynamics, aircraft navigation, navigational training, in general, everything, with this proposal, i approached the then

commander-in-chief of the air force, since 2-3 years of flying activity in a flying club, not only do we get a motivated person, but most importantly a technically trained one, the question is that it is possible to shorten the educational process in a vocational school by at least a year, convenient, convenient, cost-effective, profitable, today mochansky is the same, so we remembered belarus, his training at the flying club is like this, it absolutely corresponds to the first or second year of any flight aviation school, it turns out that a person comes to the school prepared, motivated, we can shorten this distance, it’s beneficial, in this story, here about the length of the race, i’m not ready to discuss this point, most likely this is the case, because it really may shorten the time, it may not shorten it,

because anyway, his basic education begins, let’s say, cautiously, in a sense, yes, but what we will achieve 100%, we will achieve that our dropout rate will be reduced, it will practically disappear, because we are in a professional educational institution... we'll get the same level people who will reach the finish line 100%, that is , he will become a 100% professional in the specialty for which he entered. this is very important, because screening out these guys at the preparation stage is a colossal expense, especially in government institutions, where they pay money from the budget, private traders, this is understandable, he went, he will study for his own money, complete his studies, but if he is physiologically... in flight, that is, well, he is, well, uncoordinated, he cannot control an airplane, he will leave, in

government agencies, if a person, here at training military pilots there, the state will spend colossal amounts of money, that is, you understand how much it costs to fly a training jet there, it’s crazy money, and in order to understand that this person is not capable, he still flies there before that his 20-30 hours, after the instructor tells him: the brother will excuse everything and go under his wing, and this is an important point, this educational hole that we have, the one that has always existed, in the soviet union, it was, we always got military school people who have undergone initial flight training, of course, good, well, the commission in which you and i took part, you think it’s promising, it will give some effect, but it seems to me that he’s not convinced, he’s just a very serious person, very , apparently, he sets the task correctly, and if he set the task, as far as i know him, he probably assumes that this task

will be solved, you know that i liked it, based on the meeting that was, firstly, i understood, saw interest, and one deputy chairman of this unbelievable second davankov is that they clearly understand for themselves that this is a really pressing issue, regarding the legislative proposals that were, did you notice how detailed they are discussed, yes, that is, we must definitely find what -that solution, that is, these issues that are not brushed aside, secondly, there is a very good support team there, which actually initiates these issues and supports the legislative preparation of these acts, sergey detyonyshev is there, and there dmitry kulyakov, this is the team that prepares in every possible way. the entire list of questions for this are those assistants who are directly involved in preparing the work of this