Tag Archives: Aviaremont

Air Forces Half Out-of-Order

"OAK-Service" Initial Corporate Structure (photo: Kommersant)

“OAK-Servis” Initial Corporate Structure (photo: Kommersant)

Kommersant’s Ivan Safronov and Yelena Kiseleva wrote Monday (28 October) on the status of devolving Oboronservis’ Aviaremont into a subsidiary of the United Aircraft Corporation (OAK).  In the process, they indicated less than half of Russia’s combat airplanes are serviceable.

Aviaremont enterprises will become OAK-Servis subholdings.  The factories will repair aircraft for the Defense Ministry, and for other power ministries and agencies.  OAK and the MOD already have an 84-billion-ruble contract for repairs in place.  Meanwhile, Aviaremont owes the MOD 115 billion, which OAK has promised to make good.

OAK-Servis is supposed to provide life-cycle support for MOD (mainly VVS) airplanes.  And it will “correct an unfavorable situation in the condition of the current inventory of the Air Forces, which still aren’t guaranteeing the necessary level of technical combat readiness,” Kommersant writes.

OAK-Servis will establish service centers and 24-7 mobile repair teams, then, in 2015-2018, modernize capital equipment in its repair plants.  It will also grapple with a problem it can’t solve in the short-term, “the cessation of industrial output of components and systems used in the repair of old aircraft models and the rising price of spares and parts.”

But OAK believes it can ensure a profit for plants that once belonged to Aviaremont.  Ruslan Pukhov tells Kommersant less money in the next GPV means less procurement and more repairs and modernization after 2020.

Now for the interesting part . . .

In a sidebar, the authors describe the parlous state of technical readiness in the Air Forces.

All VVS units are supposed to be in “permanent readiness,” with not less than 80 percent of the airplanes in their established composition in a serviceable state.

But Safronov and Kiseleva report only 42 percent of VVS airplanes overall, and 49 percent of its combat airplanes, are serviceable.

The most serious situation with fitness for flying is found in Tu-160 and Tu-22 [Tu-22M3] bombers, the MiG-29 and MiG-25, An-22 transports, L-39 trainers, and others for which serviceability hovers around 20-25 percent.

In 2013, the VVS had 696 airplanes in need of repair, but as (or if) new ones reach the inventory toward 2020, the number in need of repair will reportedly decline to just 49.

The sidebar says, along with repairing MVD, FSB, and MChS platforms, OAK repair plants will also have to maintain and overhaul exported airplanes.

Recall for a moment the MOD’s Action Plan to 2020 . . . the section on equipping the armed forces indicated year-end VVS aircraft serviceability rates will be 55 percent in 2013, 75 percent in 2014, and 80 percent in 2015.

These numbers require pretty fast improvement.

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Zelin’s Update (Part III)

In the middle part of General-Colonel Zelin’s incredibly long NVO interview, he reacts to Defense Minister Serdyukov’s high command changes and other structural realignments over the last couple years.  He also shares thoughts on the state of VVS training.

Zelin speaks to interviewer Viktor Litovkin like a 58-year-old three-star who’s surprised to have stayed at his post as long as he has.  He speaks like he isn’t concerned about being retired.

Asked what he and his Main Staff do now that the VVS operate under the four MD / OSK commanders, Zelin responds that plans to create an automated C2 system (ASU) haven’t quite gotten there.  He talks and is online with the district commanders often.  But, he says:

“The main thing is combat training remains with the VVS Main Command. Organizational development (stroitelstvo or строительство) of the service and combat training.  And without combat training what kind of employment can there be?”

There were, he continues, arguments and unresolved issues:

“But during the decisionmaking I proved my point of view, my vision of present problems, sometimes they had to agree, sometimes they had to listen on several issues, but, since now decisions have been made, we have to fulfill them.  To get to work.”

But he grouses a bit more.  He sounds like a man with responsibility who lacks authority.

The ASU isn’t working, but service central command posts (TsKP or ЦКП) were eliminated.  Regardless, Zelin says he has to organize and control training.  Every day 70-80 units have aircraft flying, and they have to be tracked.  They can’t just be given a mission and forgotten.

Asked about the newly-established Aerospace Defense (VKO) Troops, Zelin claims interestingly, that only PVO brigades in Russia’s central industrial region — the old Moscow AD District, KSpN, or OSK VKO — went over to them.  He says MD / OSK commanders got the rest, and he equips and trains them for regional commands to operate.  His view seems to be VKO is limited to strategic and theater MD.  You can’t, he opines, have PVO without air defense aviation integrated into it.  According to Zelin, a single national system of air defense, including Troop Air Defense, is needed, but a decision’s been made and it’s left but to fulfill it.

Before talking more about training, Zelin reiterates that a single system of net-centric strategic C2 and decisionmaking is the goal, but they aren’t quite there.

He seems envious of the large-scale, largely automated airspace control systems he’s seen in the U.S., Europe, and Japan.

On training and flight hours, Zelin says he’s got no problems with material support (i.e. POL), but problems addressing aircraft service life support [ресурсное обеспечение].  He states frankly he worries about maintenance provided (or not) by civilianized, outsourced Oboronservis affiliate Aviaremont.  There is plenty of money for maintenance, but those responsible aren’t getting it done.  While the Glavkomat has heartache about aircraft serviceability:

“Our other structures for some reason are responsible only for financial flows.”

Zelin was asked earlier if 130 flight hours was the VVS goal.  He says last year pilots got 340,000 hours, or 90 per pilot.  That makes roughly 3,800 pilots, if they’re shared evenly (they’re not).  Eighty percent of young pilots got not less than 100. In some cases, it was harder and they got a little more than 50.  Zelin adds this is still better than the 1990s.