Take Off My Aviation Era

Because of this, Zhuang Jianye, who is the head of the Ascendas Aviation Manufacturing Corporation, feels it is necessary to make arrangements in advance in this regard. After all, with the continuous proliferation of aviation technology, after the 1990s, the competition for finished aircraft can only be described as fierce. .

The former Soviet Union, which was shattered into a dregs a few years later, is the best example.

Except for military aircraft that can compete with American aircraft, the Soviet Union’s achievements in civil aviation are no less than their civil aircraft.

A country that can produce the Tu-160 strategic bomber and the An-224 heavy transport aircraft, no matter how bad the civil aviation aircraft is, is several orders of magnitude stronger than the average country.

It's just that the fighting nation is relatively crude, the aircraft interior is relatively rough, and the comfort is relatively poor. In addition, based on the experience of World War II, the Soviet Union regards aircraft as a strategic resource for wartime enlistment, so the military attributes are more obvious. Reduced the passenger experience and economics of operation, which led to the evaluation of Soviet civil aviation products inferior to the United States.

However, in terms of pure technology, the Soviet-era Yak-42, Tu-154, Il-62, Il-86, Il-96, and even the final swan song-214 are not much worse than similar Western models. .

It stands to reason that after the full marketization of these aircraft, Russia should become a big force to rush to the international market, and then tear a large piece of meat from the United States and Europe, becoming the world's third largest aviation manufacturer after Europe and the United States. Quotient.

As a result, Russia not only did not seize this opportunity, and formed an absolute fist of the huge aviation legacy left by the Soviet Union to hit the European and American markets. Instead, it was harvested by the well-prepared European and American aviation giants. Not only did the CIS countries that belonged to the Soviet Union fail to keep the market. Needless to say, even Russia's internal market has been taken up by European and American aviation giants.

So much so that in the Soviet era, apart from the several classic passenger aircraft models that the Russian Federation government is still using for face, most of the aircraft operated by other Russian airlines are either Boeing or Airbus.

There are many reasons for this situation, such as the joint strangulation of Europe and the United States, such as the unsatisfactory Russian government, such as the continued weakening of Russian national power, such as the Russian-style dumping of infighting, of course, the rigid marketing method is also Russia. One of the main reasons for the loneliness of the civil aviation manufacturing industry.

In the past, when the system was planned, there was a state to lay the groundwork. Whether it was Tupolev or Ilyushin, it was a nourishment. When the Soviet Union collapsed suddenly, without the state as a guarantee, these aircraft production consortiums that had a good life would panic. Now, it is very urgent for customers to order aircraft.

Even the domestic airlines are the same. I wish I hadn't delivered the plane yet, so you can quickly call in the full amount, looking like you are desperate for money.

Airlines are also enterprises, and there are many places to take care of, and the funds are also very bad. Although they order airplanes, they rarely spend the full amount of purchases. Delaying the billing period is the basic operation. As a result, several major aviation manufacturers in Russia even account. There is no delay, and there is no additional sales policy. At least a 20% discount on domestic airlines orders? But Tupolev or Ilyushin is like he has never seen money in a few lifetimes, and he offers a 20% discount. If you do not increase the price, please thank God.

Let’s take a look at other European and American aviation manufacturers. If you don’t use one month’s worth of airplanes, you can rent them if you don’t have the money. If you really want to buy them, it’s okay. European and American aviation manufacturers have professional financial institutions to provide you with loans. Some don’t even need your Russian airline to make a down payment. You only need to make a mortgage of about 20%, and a few planes can flap their wings and land on the vast Russian land.

As for the loan for the purchase of aircraft, it is enough to repay the principal and interest on a pro rata basis every year. There is absolutely no pressure.

Such a comparison of Russian airlines, of course, is that the European and American aviation manufacturing policies are better. It doesn't take much start-up capital to create a fleet of more than a dozen aircraft. As long as the subsequent operations are properly performed, the annual repayment fee is not a problem at all. So they turned to the arms of European and American aviation giants.

As a result, the already declining Russian aviation manufacturer was even worse. When Russia finally learned from the internal and external turmoil, learning the methods of European and American aviation giants and reorganizing the aviation manufacturing industry, they suddenly discovered that they had missed it. The best period is ten years, and it is impossible to catch up.

In fact, it is not only Russia, but the country is also not doing well in this regard, but the country has not experienced the large-scale geopolitical turmoil of the Soviet Union, and its level in the field of civil aviation is not prominent.

However, with the transformation of the industrial structure, it was only when the lucrative aviation manufacturing industry got a share of the profitable aviation manufacturing industry that apart from its technology, its sales support was even greater than that of foreign aviation giants. It is inevitable to wait for the re-layout and establish a system. Suppressed by European and American financial institutions that have become vigilant, development has always been tepid.

Based on the above historical experience, Zhuang Jianye felt that it was very necessary to build this consumer financial system to support the sales of aviation equipment when the relationship between China and the West was still in the honeymoon period in the 1980s.

When the report was submitted, there was a great controversy between the ministries and commissions and some leaders. They believed that Ascendas Aviation Manufacturing Corporation’s approach was too advanced, especially when it came to the financial sector, it was a bit sensitive.

So when I got to the head of the headquarters, there were more comments on this report than the text in the report itself. Most of the opinions thought that they were studying and researching, and even a few fierce ones simply asked to choke this idea to avoid unnecessary Financial turmoil.

The head of the headquarters was also undecided, so he asked the leaders of CITIC to consult ~www.wuxiaspot.com~ I learned that many developed countries in foreign countries even use consumer financial loans to sell daily necessities. After two days, the final instructions were made at the end of the report: "You can try it, but only externally, not internal."

This instruction was absolutely conservative a few decades later, but it was very bold in the 1980s, and it inevitably attracted a lot of criticism. But once it was made clear that it was only wrong to the inside, even if there was a risk, it was isolated. The detailed rules make it clear that only Ascendas Aviation Manufacturing Corporation is a pilot unit, and if something goes wrong, the Ascendas Aviation Manufacturing Corporation is solely responsible.

In other words, the head of the headquarters will control the risk to a very small range. Even if it fails, the collapse will collapse one Tengfei Aviation Manufacturing Corporation, and it will not affect the others.

This has caused the criticism to weaken a lot. There is no way. The reform measures in the 10s are too many. Needless to say, there are many problems. Often, there is really not too much of an improper policy to destroy an enterprise. Reform is called crossing the river by feeling the stones, because there is no reference, no reference. Of course it is good to be able to touch the stones, and it is normal to step down and fall into the river.

Therefore, China’s reforms are struggling with such repeated trials. The country is like this. Ascendas Aviation Manufacturing Corporation is no exception. If you want to be a pioneer in the reform, you must do a good job of falling into the river. ready.