ANDREI SHIBITOV: “ALL WE NEED ARE UNDERSTANDING AND SUPPORT, THE REST WE COULD DO OURSELVES

One and a half year ago the main Russian helicopters developer – the “Mil” Moscow Helicopter Plant (MMHP) – was headed by a new director. At the extraordinary meeting of shareholders Mr. Andrei Shibitov was unanimously elected as General Director of the plant. Earlier Mr. Shibitov worked at the “Rostvertol”, a plant producing combat and heavy transport Mi-helicopters. During 15 years of work at the “Rostvertol” Andrei Shibitov rose from the rank of an ordinary design engineer to Deputy General Director on marketing and export. Being the head of Foreign Economic and Marketing Department at the Rostov plant he managed to conclude and to fulfill a number of profitable export contracts on deliveries and upgrade of Mi-helicopters after several years of stagnation. This has not gone unnoticed and Mr. Shibitov was challenged to head the most famous “Mil” company. It is an open secret that after the collapse of the Soviet Union the “Mil” Moscow helicopter plant suffered from a serious decline and the hopes for its revival were pinned on the young and energetic director. Andrei Shibitov has already managed to achieve success in reviving the company: the Mi-28N (main combat helicopter of the MMHP) state test program has been, at last, moved off the dead center, the situation in the Design Bureau was normalized; the integration process within the “Oboronprom” holding got rolling. On the eve of the exhibition in Farnborough Alexander Velovich, a reviewer of “Vzlyot”, met with Andrei Shibitov and asked him several questions about the present situation at the MMHP and main priorities of the famous helicopter company.

Andrei Borisovich, if possible, let us begin from the recent events – the first series helicopter Mi-28N putting in service with the Russian Air Force and its participation in the Russian- Byelorussian “Union Shield-2006”.

It is true that in June by the decision of the AF Commander-in-Chief, approved by the Minister of Defense, two Mi-28N helicopters - first OGT -1 prototype helicopter and first pre-production helicopter 01-01, assembled already at the “Rostvertol”, took part in war games in Byelorussia, notwithstanding that the joint state tests had not been completed yet. Nevertheless, the tests results having obtained at this stage are impressive. First of all, these are the highest rates of flight tests. As our military colleagues say, they cannot recollect such high rates to have been achieved in the helicopter industry, even during the Soviet times. It proves a high level of reliability of the rotorcraft, its failure-free performance and capability of entirely fulfilling the built-in functions. Thus taking into account the above mentioned and the fact that the program is being actively developed, a decision was made to engage the two helicopters in the Byelorussian-Russian exercises. The helicopters fulfilled real missions, launched combat unguided missiles and engaged targets movable guns.

Helicopters were also prepared for combat employment of the “Ataka” guided missiles; however, we decided not to use them on safety reasons as the dimensions of firing ground were insufficient for such missions. Therefore, the Byelorussian party asked us not to do them, although such launchings were included in the exercises program.

All tasks set in the course of exercises were successfully solved. This caused excitement among military attaches and observers at the viewing stand. There were observers from a lot of European countries, USA, China, and they were evidently astonished. They did not expect the Mi-28N program to develop so rapidly that the helicopters are already ready for real combat employment during the exercises. Certainly, the Mi-28N demonstration was only an episode, and not the most important one during the games, but it was a demonstration that attracted close attention.

Now already three Mi-28Ns are under state tests: OP -1 and OP -2 helicopter prototypes and also 01-01 model - the first helicopter of the pre-production batch. By July 15 we plan to have obtained the second helicopter of pre-production batch – No.01-02, and in autumn this year - even the third one, so that five helicopters will be already under the state tests.

The state tests are scheduled to be completed early next year. At the same time we are specifying the helicopter specification requirements to expand its combat capabilities, use of new armaments and modes, which are proposed by our allied enterprises. These specifications shall be approved by the ordering department of the Defense Ministry. The tests are usually completed when the agreed configuration of helicopter is entirely tested, but we continue to work on the machine, understanding that life moves on, the world helicopter industry is constantly advancing and we have to follow it. Therefore, we have already amended the RFP as we plant to increase the helicopter combat capabilities and possibilities, and we will work further on the rotorcraft.

At present we have already signed agreements for supply of two dozens of Mi-28N helicopters. The first serially-produced helicopters will be first of all delivered to Torzhok – the Centre for Tactical Employment and Conversion Training of the Army Aviation Pilots. The helicopters of first serially-produced batch are delivering to the Customer pursuant the schedule already this year. According to the AF Commander-in-Chief, Army General Vladimir Mikhailov, the AF will have bought, at least, fifty Mi-28N helicopters by 2010.

How is the Mi-24 and Mi-35 upgrading process going on?  

Nowadays we are working in two directions of upgrading. The first stage is production of the Mi-24PN. We have already launched plant production and have already retrofitted 12 helicopters which are delivered to combat forces of the RF MOD. But this is only the first stage. Working further in this direction we must create a Mi-24M (“modernized”). This helicopter version will meet the requirements for the fourth generation helicopters concerning the cabin equipment, brand new avionics, navigation system and communication equipment etc.

However, the level of financial means planned for the state arms program does not make it possible to fulfill this program to the full yet. Therefore, we make proposals in this respect, emphasizing that the Ministry of Defense should pay more attention to the program, especially to the development of helicopter units of Army Aviation.

As for the second direction – the export direction – we have developed the Mi-35M which is under flight development test. This helicopter is nearly completed, thus we can make decisions on feasibility of the helicopter deliveries to Venezuela. A contract has been already signed for delivery of the first batch; an aircraft is planned to fly to Venezuela in few days with the first helicopter batch onboard. This helicopter strongly outperforms the serially-produced Mi-24 for combat capabilities as the helicopter is equipped with new rotor system blade, rotor hub, tail rotor, new onboard equipment, avionics.

I would like to mention that for the reasons undefined undeservedly little attention is paid to completion of the Mi-24 upgrade program in the developed state arms program. Although even such financially successful countries, as the USA, base their helicopter fleet on two helicopter types: An-64A “Apaches” and AH-64D “Long Bow” on one side and AH-1Z “Cobra”, which is proposed for export in upgraded version – from the other side. We believe it is a reasonable decision. Unfortunately, we still cannot convince our military men to actively support the Mi-24 upgrade program.

Does the Mi-24 upgrade program divert the limited means from the Mi-28N program?

Yes, it is true, the means are limited, and it is necessary to search for a certain compromise between the Mi-28N program and the Mi-24 upgrade program. But if one wants to find such a compromise and understands its necessity, it is always easy to find it. We understand full well that in order to ensure the defense capability of the country with regard to Army Aviation, we should supply a sufficient quantity of the Mi-28Ns; this sufficiency will have been reached only by 2020 or even later. But all this time it is necessary to support combat-effective army group, at least in two directions. Unfortunately, we will be unable to do it with small quantity of Mi-28s being produced and the outdated Mi-24s. Therefore, the only possible solution is to provide an adequate quantity of Mi-28s and upgraded Mi-24s. This completely coincides with the pace of new Mi-28 entering into service and with economic strategy of the arms program because the upgraded Mi-24 is completely suitable for many tasks, being not as expensive as the Mi-28 is.

I would like to draw your attention once more to the experience of the Americans – their country is far from poor. They managed to strike a balance between An-64A “Apache”, “full-featured” AH-64D “Long Bow” and by the upgraded “Cobra”. All these helicopters get on well together under the Army Aviation development program.

As for transport helicopters, what is the Mi-38 program status? Do you go hard without “Eurocopter”?

We feel petty that we have but little commerce with our good European friends, but no further. We are fulfilling the program quite well even without “Eurocopter”.  We do not lack of foreign partners wishing to cooperate with us, especially on delivery of avionics. We held a tender to choose an avionics integrator and apart from three Russian companies, five foreign companies also participated in the tender. As a result, we found a compromise decision taking into account the necessity to develop domestic radio-electronic industry. Thus, the Russian “Tranzas” company was chosen the general integrator, but the company work in collaboration with “Thales” - French company, having great capabilities and work experience in the international market. Therefore, we have no problems connected with the “Eurocopter” leaving the program. It is true that the program was temporally stopped because of the creation of avionics suite for the first flying vehicle, our partners “Tranzas” and “Thales” companies assure us that they will be able to make up for lost time: six to seven months so that the entire program will be fulfilled in due time. I am sorry about the break-off with the “Eurocopter”, but it did not influence the program any.

The Mi-38 helicopter is included into the draft of Russian civil aviation development program which is now being agreed. Pursuant to the program the plant production of the helicopter is to be launched in 2009. The short term tasks are factory tests continuation of the first prototype. The prototype has been recently retrofitted upon the fist stage results of factory tests, and in early July the test flights are to be proceeded with.  At the same time we conduct life tests of the helicopter main gearbox and other units. Meanwhile, the Kazan helicopter plant launched production of the units for second prototype. It is scheduled to be built early next year, and then it will be also tested.

What can you tell us about the Mi-26 program?

In spite of some pessimistic forecasts the program is underway. The plant production of this heavy helicopter did not stop, although the production was decreased for some objective reasons, first of all because of increased competition with the heavy American helicopters in the external market. The “Rostvertol” has supplied several Mi-29s within recent years to companies, including those worked in the North, in oil and gas producing regions.

Furthermore, we have recently signed a contract for demonstration of this helicopter to the Defense Ministry of France within the framework of a tender held by European Military Association with a purpose to choose a basic model for designing the pan-European heavy helicopter. Under this project The Mi-26 helicopter is also considered, and in order to estimate its capabilities as a basic helicopter, the Defense Ministry of France has signed a Contract with “Rosoboronexport” for demonstration of this helicopter in France next year. Its estimation program is quite serious and includes haulage of equipment, loading/unloading, assault landing etc.

At the same time we also work with the German servicemen on estimation of the Mi-26 capabilities in the interests of Bundeswehr – they should decided whether to operate the helicopter as it is or in upgraded version.

We also have a pre-design program for defining a configuration of pan-European heavy helicopter. The Europeans asked us to analyze and to advise on the Mi-26 configuration to be represented as a basic vehicle. So this is a very promising program. I wish it would not be completed like the An-70 (An-7X) Ukrainian-Russian program. Therefore, we treat the program quite seriously, but rather carefully.

What other markets do you consider promising for the Mi-26 helicopter?

We have already launched the Mi-26 certification procedure in China. We are at the very beginning, and have just established the first contacts with the Chinese aviation authorities.

We began to demonstrate the Mi-26 helicopter capabilities in Canada with further certification of the helicopter in the country. The “UTair”’s Mi-26T is now operated in Canada, it performs there quite certain tasks on transportation of bulky cargoes, but the tasks are executed as well within the Mi-26 capabilities estimation program pursuant to the Canadian requirements. We have striven for it for many years, and now the Canadian party makes a counter proposal to use the Mi-26 for building objects in the northern regions of Canada.

With what foreign companies do you cooperate most fruitfully?

I have already mentioned the “Thales” company. We have excellent relations with the Israeli IAI company and we cooperate with the “Sagem” French company on one of the programs resulting in a feasible project which we could propose to our customer. We have established good relations with the avionics division of the BAE Systems Avionics Group British company. We have signed cooperation agreements with many of them; jointly with the IAI we have already fulfilled a number of projects, including the Mi-17 upgrade for civil customer from Venezuela. The fist three such helicopters will be soon supplied to the country by the Kazan plant. Good relations were established with the ATE South African company - we found a mutually beneficial formula of cooperation: the company has a lot of good ideas on upgrading our helicopters, and we think it feasible work with them. There are, however, some companies that do not behave quite correctly proposing aggressively the Mi-helicopters upgrade without our participation. As an example I can mention the “Elbit” Israeli company. But, as a whole, we expand our international collaboration every day and it is quite interesting and useful to cooperate with foreign partners.

How does the establishment process of the Oboronprom’s holding go on?

The holding establishment process and integration of industry are not merely a least evil solution; these are an objectively necessary measure. In principle, it is impossible to compete in the world market with leading helicopter producers supported by its giant corporations, and the governments of the corresponding countries, without having established a comparably powerful structure uniting the entire segment of Russian helicopter industry. But for the decision to establish a helicopter holding, our country could call the helicopter industry quits in three to five years. But, certainly, the integration process is complicated and new for us, as no one has ever been subject to such process in Russia. In our country the conditions differ from those in Europe and America, so that it is difficult to go through this process absolutely smoothly, without serious consequences, without mistakes, without problems. But this way is inevitable, we must quietly go our way, the faster we go and integrate our production base, pool efforts, the faster we get stronger. I’ll give an example: the “Kamov” design bureau and our design bureau are two prototype producers having only 20% to 30% of their facilities loaded. So these two good experimental bases have to use only half of its power, though our enterprise is a bit more loaded than the Kamov simply because we’ve got more programs. Is it possible to compete with the leading American and European companies with our poor initial conditions? It is obviously impossible.

At present the holding establishment formalities are nearly completed, we are working out the interaction mechanisms between the holding enterprises within its framework.

Nothing great is easy and I can say we have problems, but we try to solve them.  Nowadays we already make a joint exposition at exhibitions. We together quietly discuss a helicopter lineup, and we, for example, include in the lineup both the “Ansat”, and “Aktai” produced by the Kazan helicopter plant, although recently there has been some misunderstanding of the issue between our company and the Kazan helicopter plant. We closely cooperate with Sergei Viktorovich Mikheev discussing the place of Ka-52 and Mi-28 and also other our developments in a helicopter lineup, though earlier it was difficult to imagine such relations. Today we cooperate and search for compromises, the normal establishment process is underway.

You headed the “Mil” Moscow helicopter plant one-and-a-half years ago. Among the entire Soviet aircraft enterprises the plant was, perhaps, the one to suffer most of all from a lot of problems and troubles. It is difficult to help the design bureau of this state?

I could not say that the situation was so heavy. My work is as ordinary as the work of most plant’s directors. At first the plant employees treated me with some suspicion as for them I was an alien come from the “Rostvertol”. But I tried to act so that to prove, that, after engaging this post, I defend only interests of the plant and its employees, numbering more than 2000 people and having one of the richest histories in the Russian aircraft industry. It seems to me that I succeeded, and now I am supported not only by the management, but also by the entire plant. Everybody understands that we have common purposes, common tasks. And we’ve got the same problems and difficulties as the entire defense industry has. These are funding shortfall and, unfortunately, unreasoned privatization, when a “head” (a design bureau) was torn from a body (a production plant). Now we have to sew the “head” back, and this unhealthy state is corrected by integration into the holding.

Do you have any dearest wish?

I would like our government to pay as much attention to the development of the aircraft industry, as it is done in China and India. Employees and heads of all aircraft design bureaus do their best to come out of the difficult situation in which we appeared to be. Unfortunately, today this situation and the world market conditions will prevent us from even regaining those positions occupied in the Soviet times, in spite of all our efforts, if not supported by our government. Our officials must understand this. The importance of state support is understood full well in China, and the country pays colossal attention to the aircraft industry.

We are also supported at the summit level on the part of the President, and at the highest level on the part of the government. I would like them to understand at all levels that supporting our highly technological branch they invest in the future of our country, thus ensuring that our country will not be only an exporter of natural resources at the world market, but it will become an equal partner in highly technological business. We need only understanding and support, all the rest we will do by ourselves.

FOR REFERENCE

Andrei Borisovich Shibitov was born on July 1, 1961 in Rostov-on-Don. After leaving school he worked as a disciple of fitter at the Rostov helicopter plant. After service in the Soviet Army he entered the N.E. Zhukovsky Kharkov aviation institute and finished it in 1988 with a mechanical engineer diploma in specialty of “aircraft building” and he began to work at the Rostov helicopter production association (it is now called “Rostvertol” JSC) as design engineer in the section of control and transmission. At the same time he was teaching and read lectures at the Rostov aviation technical school for specialties “technology of aircraft building”,  “rotor- and aircraft design”, “aero- and hydrodynamics” and others.

From 1992 to 1996 Andrei Shibitov worked at the “Rostvertol” JSC as chief engineer for the Mi-24 transport combat upgrade project, then as chief engineer for the advanced Mi-28 combat helicopter. In 1996 being a deputy general designer he headed a group of chief engineers of the Mi-24, Mi-26 and Mi-28 helicopters. In 1996 to 1997 he led an engineering company of special helicopter programs of the “Rostvertol” JSC. Since 1997 Mr. Shibitov had occupied the position of Director of the Foreign Economic Department at “Rostvertol” JSC. In 2000 he was appointed Deputy General Director for marketing and export sales at the “Rostvertol”.

On December 2, 2004 at the extraordinary meeting of the “Rostvertol” shareholders Mr. Shibitov was elected as General Director of the “Mil” Moscow helicopter plant.