Without US permission, Russia cannot sell Superjets. How did it happen?
The Russian short-haul airliner Sukhoi Superjet-100 will not fly to Iran. It happened exactly what independent experts and all sober-minded people have long warned of. Against the “hope of the Russian aircraft industry”, the fact that these aircraft were more than half assembled from imported components, or, to be exact, by 72%, worked!
In particular, the components of the production of the United States of America in the Superjet are 22%, that is, it is more than 1/5 American. It's no secret that Boeing Corporation participated in the development of the liner at the initial stage, but then went into the shadows and left the project without even claiming royalties. The fact that the Superjet-100 for the fifth part is American gave the US Treasury the right to refuse to issue an export certificate for the sale of a “Russian” airliner to Iran.
News of course, amazing for a country that has “risen from its knees”. At the click of a finger in Washington, the Iranian market is closed to the Superjet. But can anyone be blamed for this, except for their own authorities, who led the “revival of the domestic aviation industry” along such a deliberately dead end road?
Until recently, “experts” condescendingly explained to ordinary taxpayers how it is rational to “integrate” into international production chains. Why produce components in Russia, build factories, train personnel if you can buy ready-made products abroad from leading world manufacturers? And we were also told with a clever look how Russia cleverly circumvented obstacles during certification of airliners abroad by assembling an airplane from imported components:
So it’s been enough to finish to the point that the US Treasury has the right to decide where to sell “Russian” planes and where not. Now the “tricky plan” of domestic aircraft manufacturers is to reduce the amount of American in the Superjet over the next three years from 22% to less than 10%. And then the Iranian market will be open to Russia.
However, it’s worth remembering this. Foreign components are not limited only to American ones, there are also French, Canadian and even British ones. For example, French-made engines are being put on the “Russian hope of aircraft building”, and the airlines claim that the power plants are of very low quality and have a small resource, while the French partners openly drag out the supply of spare parts for repairs. What will our aircraft manufacturers do if France, Canada and the United Kingdom join the sanctions against the Superjet? In fact, you will have to re-create the aircraft, whose budget has already exceeded all reasonable limits.
It is sad that now another "hope of the aviation industry" jumps exactly on the same rake - the medium-range airliner MS-21. It is imported “only” by 40%, but it should start immediately with the American power plants manufactured by Pratt-Whitney. There is no doubt that the MS-21 will face similar problems.
In particular, the components of the production of the United States of America in the Superjet are 22%, that is, it is more than 1/5 American. It's no secret that Boeing Corporation participated in the development of the liner at the initial stage, but then went into the shadows and left the project without even claiming royalties. The fact that the Superjet-100 for the fifth part is American gave the US Treasury the right to refuse to issue an export certificate for the sale of a “Russian” airliner to Iran.
News of course, amazing for a country that has “risen from its knees”. At the click of a finger in Washington, the Iranian market is closed to the Superjet. But can anyone be blamed for this, except for their own authorities, who led the “revival of the domestic aviation industry” along such a deliberately dead end road?
Until recently, “experts” condescendingly explained to ordinary taxpayers how it is rational to “integrate” into international production chains. Why produce components in Russia, build factories, train personnel if you can buy ready-made products abroad from leading world manufacturers? And we were also told with a clever look how Russia cleverly circumvented obstacles during certification of airliners abroad by assembling an airplane from imported components:
The release of products only for the domestic market is obviously a loss-making business due to its small size, and going abroad will inevitably require certification.
So it’s been enough to finish to the point that the US Treasury has the right to decide where to sell “Russian” planes and where not. Now the “tricky plan” of domestic aircraft manufacturers is to reduce the amount of American in the Superjet over the next three years from 22% to less than 10%. And then the Iranian market will be open to Russia.
However, it’s worth remembering this. Foreign components are not limited only to American ones, there are also French, Canadian and even British ones. For example, French-made engines are being put on the “Russian hope of aircraft building”, and the airlines claim that the power plants are of very low quality and have a small resource, while the French partners openly drag out the supply of spare parts for repairs. What will our aircraft manufacturers do if France, Canada and the United Kingdom join the sanctions against the Superjet? In fact, you will have to re-create the aircraft, whose budget has already exceeded all reasonable limits.
It is sad that now another "hope of the aviation industry" jumps exactly on the same rake - the medium-range airliner MS-21. It is imported “only” by 40%, but it should start immediately with the American power plants manufactured by Pratt-Whitney. There is no doubt that the MS-21 will face similar problems.
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