Pao waso details. Voronezh aircraft building business

This year, VASO is to hand over three Il-96s. Two have already been handed over - Il-96-300 by order of the Administration of the President of the Russian Federation and Il-96-400 in the interests of the Ministry of Defense.

The Ministry of Defense in the press was quick to dub it the "doomsday plane", but this is not entirely true. In the West, such a nickname was given to air command posts (VKP), liners, from which it is possible to control the Armed Forces of the state during the “special period”. Of course, this aircraft is also stuffed with special equipment, including communication systems, but it is mainly intended for the comfortable transportation of department heads. If necessary, it can be used in the transfer of personnel of the Russian Armed Forces. The operation in Syria showed that there is never too much military transport aviation.

A dozen heavy trucks An-124 "Ruslan" are just coping with the transfer of heavy equipment and helicopters to the Khmeimim airbase. Here is what we managed to learn from Dmitry Prishvin, recently appointed General Director of VASO, about the future of our airbus:

- In August, a state contract for four passenger boards should be signed. We have already begun to build them, however, for credit money. We are sure that funding will be opened on time. In June 2018, the first of these cars should be handed over. We will also build an experimental Il-96-400M aircraft, which we will hand over to Ilyushin at the end of 2019 for certification testing. A country like ours must have its own long-haul widebody.

Il-96-400M is a major modernization of our only wide-body long-haul airliner, which is currently underway within the walls of the Ilyushin company. The designers promise that modern materials and avionics will allow the aircraft to seriously lose excess fat, while the number of passengers due to a longer, almost 10 meters, cabin will exceed 400 people. In this case, experts believe, against the background of Western competitors, the aircraft will look very attractive.

It should be added that this work does not in the least contradict the plans of the UAC and the Ministry of Industry and Trade to create a joint Russian-Chinese wide-body airliner. Some know-how will surely flow there with the Il-96 - only a few states now own the key technologies for designing wide-body aircraft: Russia, the USA and the Europeans from Airbus. But the production of this completely new aircraft is planned in China, and its creation, including engines for it with a thrust of 30-35 tons, is a matter of a relatively distant future. Evil tongues say that in the PD-35 project (“Promising Engine-35”), the number “35” in the engine name is not the designation of the engine thrust in tons, but the year of its expected creation.

Today, according to the General Director of VASO, the plant has the capacity to assemble two IL-96s per year. Therefore, it is still difficult to talk about mass production. But what the hell is not joking, here, in Voronezh, they handed over an IL-86 of the same dimension by plane every one and a half months. Dmitry Prishvin believes that in the event of a serious long-term contract, the plant can quickly reach the annual production of six liners per year:

- This is a good load and a figure that is comfortable for us. There is no need to build any additional space. Preparation will be required - additional stocks for the production of the wing, fuselage. And technical re-equipment for procurement, aggregate and machining industries. All in the amount of about 4.5 billion rubles - money is not global. Another question is, why and for what gingerbread dots from the government tried to put an end to the plane? Viktor Khristenko distinguished himself during his leadership of the Ministry of Industry and Trade. Together with Reus, today he is passionate about the game for millionaires - golf. What can I say?

New winds are blowing in the FSB - villains have begun to be arrested. Isn't it time to find out - from whose voice they sang and from whose hands all those gentlemen who enriched themselves fabulously, driving the Russian aviation industry to the last line, were fed?

IL-112V - work is in full swing

Huge areas of workshops and a pile of equipment create a deceptive impression that people left the aircraft factory. Or what, at the plant there is an eternal lunch break and only rare enthusiasts try to do something? In fact, six and a half thousand people regularly take shifts.

In February 2017 (very soon!) the first airframe of the Il-112V light military transport aircraft will be ready, and it will be sent to the final assembly shop. This is what Dmitry Prishvin says: “We are working hard, there is no doubt about it.”

In the workshop, the work is really in full swing, the fuselage compartment is covered with assemblers (mostly from the inside, they are also almost invisible from the outside), they don’t even look at the correspondent - not before. The documentation for the aircraft is presented almost completely, on the wall of the general director, construction schedules occupy the entire wall. And on June 30 next year, it is necessary to roll out the transporter to the runway.

How long they dragged on, stopped the project, stopped funding! Now we have to hurry. The Il-112V is to replace the veterans of the An-24 and An-26 air routes, which have almost reached their end of life.

The tail compartment of the first Voronezh Il-112V aircraft / (c) Arguments of the week

By February 17, the United Engine Corporation (UEC) promises to deliver the engines. Will they succeed? Everything is on the edge, but this is how the Soviet aviation industry once worked. In any case, someone in the UEC has to remember that the purpose of being in a leadership position is not hilling golf courses, which was what Reus, who was fired from here, was doing, but very specific things, including aircraft engines.

Dozens of suppliers of component parts are not asleep today - from Ulyanovsk to Kazan. When the assembly began to receive parts made using digital technologies, the old masters walked for a while puzzled - nothing had to be customized. This is a consequence of the digitization of design and working documentation and an increase in the share of modern processing complexes in production. Yes, and the staff is clearly younger - the period of solid gray heads has now been replaced by mixed colors. Quite young guys are busy with laser measuring equipment. At the control panel of the CNC machine, a very young guy is reading something (probably the manual). The processing complex, meanwhile, is doing its job.

The Superjet in Komsomolsk-on-Amur receives a number of composite parts from Voronezh. Engine nacelles and pylons for the promising MS-21 are also made here and sent to Irkutsk. This is correct and logical - to do, as the general director says, a "collective farm" at each aircraft plant is senselessly expensive. There is an Aviastar-SP plant in Ulyanovsk, which has prepared the production of certain fuselage parts - they make them for both Voronezh and Irkutsk. This is cost savings on high-tech equipment and its maximum load. And in the opposite direction, pylons and engine nacelles for the Il-76MD-90A are again going to Aviastar-SP from Voronezh - reasonable horizontal cooperation is being built. Therefore, representative offices of factories and design bureaus from all over the country work here on a permanent basis.

The article is published with abbreviations.

Organization PJSC "VASO" 3650000959 was registered at 394029, VORONEZH REGION, VORONEZH GOROD, TSIOLKOVSKOGO STREET, 27. The organization was registered on 05.11.2002 . the organization was issued the All-Russian State Registration Number - 1023601553689. The organization is managed. According to the documents, the main activity is the production of helicopters, airplanes and other aircraft. Full name of the company PUBLIC JOINT STOCK COMPANY "VORONEZH JOINT STOCK AIRCRAFT-BUILDING COMPANY". For more detailed information, you need to go to the organization's card and check the counterparty for reliability.

Interdistrict Inspectorate of the Federal Tax Service No. 12 for the Voronezh Region implemented registration on November 5, 2002 of PJSC VASO. The registration procedure with the Office of the Pension Fund of the Russian Federation (State Institution) in Voronezh was carried out on 02.07.2009. The organization PJSC "VASO" was registered with the Branch No. 2 of the State Institution - the Voronezh Regional Branch of the Social Insurance Fund of the Russian Federation on May 18, 2016 00:00:00. In the Unified State Register of Legal Entities, the last entry about the company has the following content: Change of information about the legal entity contained in the Unified State Register of Legal Entities.

The Voronezh aircraft building business is over 80 years old. Its central supporting element, the focus of intellectual, technological and human resources is the Voronezh Aviation Aircraft Association (VASO), which, despite the difficulties of the past two decades, continues to be a source of pride for all segments of the population of the city and region.

The birth of the Voronezh Aviation Plant took place in the early 1930s, when the country was just beginning to recover from the civil war, eliminating devastation and hunger. At the same time, it should be noted that a fairly significant part of the population was illiterate, and the majority of Voronezh residents used horse-drawn transport as the main method of transportation and cargo transportation. And the population of Voronezh itself by 1928 was only 120 thousand people, a third of which left the villages and became townspeople in the last decade.

It would seem that in Voronezh there were no conditions for launching such an innovative production as aircraft construction - after all, the region has always been agrarian, there were no technical universities here by that time, there was at least some kind of aviation infrastructure.

However, the communist leadership of the country decided to use the Leninist principle of the "leading link", according to which, by pulling one link, you can pull out the entire chain. In practical terms, this meant that by establishing aviation production in Voronezh, it would eventually be possible to create an aviation technical university on a local basis (one of the districts of the city is called VAI, i.e. Voronezh Aviation Institute, which was supposed to adjoin the plant ), airfield infrastructure, to form scientific and engineering potential.

Looking ahead, let’s say that the plan of the country’s leadership was then completely justified - in fact, all the tasks set were solved - a plant was built that began to produce military aircraft, a technical university was opened (which would later become a Polytechnic, instead of the planned VAI), a composition of skilled workers, engineers and technicians (to which a whole galaxy of test pilots and ground service personnel were later added).

Subsequently, in 1950, VATU, the Voronezh Aviation Technical School, will begin its work in Voronezh, which will train military specialists for ground services and technical support of aircraft. In August 1975, by the Directive of the General Staff of the USSR Armed Forces, the secondary aviation technical school was transformed into the Voronezh Higher Military Aviation Engineering School, which will greatly enhance the personnel potential of the Voronezh region in the field of aircraft technology and ground infrastructure.

But all this will be later, in the post-war period. And then, during the NEP period, when the country was just planning the production of high-quality aircraft, there was only enthusiasm and a desire to work hard. In 1929, the Council of Labor and Defense decided to build the Voronezh Aircraft Plant (October 16, 1929, the decision of the STO approved the construction plan for the Voronezh Aircraft Plant "B"), in 1930 construction began (January 4, 1930 by order of the People's Commissariat for Military Industry instead of the index "B" the enterprise is given the name "Aircraft Plant No. 18"), and by March 1932 the plant was put into operation.

The management of the plant at the head of the column at the demonstration. Avenue of the Revolution. Voronezh. 1930s

As you can see, the pace of construction was shock - about the same as during the construction, which was built in 13 months. Approximately the same period of 14 months was needed for the builders to start the main production of the aircraft plant. Here, of course, it must be clarified that this was not the plant that we are used to seeing now. We are talking about just a few workshops, which to a modern observer will seem like very modest structures, not comparable in scale to the current conglomerates, airfield and infrastructure.

The first copy of the aircraft CAM-5. Built in 1933

But the times were different, and the complexity of tasks with extremely limited resources was different. At construction sites, manual labor prevailed, from the means of mechanization of labor - mainly picks, shovels, wheelbarrows, stretchers. But labor enthusiasm and shock work did their job - the plant was launched in the shortest possible time and began to produce the first aircraft.

In September 1934, the first test flight of the TB-3, the first production aircraft assembled at the Voronezh Aviation Plant, took place. The plane was lifted into the sky by test pilot M.M. Gromov, later a famous Soviet military leader, Hero of the Soviet Union. Then, in 1934, the equipment of the fuselage, center section, final assembly shops was completed. K.A. was appointed the chief designer of plant No. 18. Kalinin (1887-1937).

Workers of the plant took part in the laying of tram tracks in the Stalinsky (as Levoberezhny was called at that time) district. The branch of the regional flying club at the aircraft factory trained 50 glider pilots and 28 pilots. The factory settlement consisted of 3 thousand inhabitants, all houses were electrified.

In 1935, a chemical laboratory and the first stage of the electroplating and oxidation shop were put into operation. By the end of the year, there were 200 Stakhanovites at the plant.

In January 1936, a new factory club was opened. The assembly of the experimental tailless bomber K-12 designed by K.A. Kalinin. In the same year, 1936, preparations began for the production of long-range DB-3 bombers (see photo above).

In August 1937, 7 shops were opened in the Stalinsky (Levoberezhny) district, new bus and tram lines began to operate along the route Aviazovod - Dynamo Stadium. In December 1937, the construction of the conveyor building was completed.

In January 1938, a new factory polyclinic was opened.

In February 1938, there were 1,472 Stakhanovites at the enterprise; of these, 93 people exceeded the norm three times.

On May 29, 1940, the Decree of the Defense Committee of the Council of People's Commissars of the USSR No. 236 was signed, in accordance with which Plant No. 18 was instructed to start mass production of DB-240 (Er-2) bombers designed by V.G. Ermolaeva (1909-1944).

On December 14, 1940, the People's Commissar of the Aviation Industry of the USSR A.I. Shakhurin signed an order to prepare for production and serial production of the Il-2 attack aircraft. On March 10, the head of the flight test station (LIS) K.K. Rykov lifted the first serial Il-2 attack aircraft into the air from the factory's airfield. Only three months passed from receiving the drawings of the attack aircraft from the Ilyushin Design Bureau to the release of the first vehicle.

April 12, 1941 People's Commissar A.I. Shakhurin signed order No. 330 to stop production of DB-3 aircraft at plant No. 18. In total, about 1 thousand DB-3 saloons of various modifications left the Voronezh slipways.

Before the start of the Great Patriotic War, Voronezh aircraft manufacturers mastered the production of 11 new types of aircraft designed by Antonov, Tupolev, Ilyushin, Ermolaev, Moskalev. It is even difficult for our contemporaries to understand that atmosphere of creativity, enthusiasm, desire for a new life, experiments and rationalization of production. A huge part of the youth wanted to become pilots, members of Osoaviakhim, to be national heroes useful to their homeland. Young people looked with delight at the crews of Chkalov and Gromov flying to the USA via the North Pole.

On June 22, 1941, the Great Patriotic War began. The next day, by order of the head of the Voronezh garrison, Voronezh and the surrounding areas were declared a danger zone for air attack. At plant No. 18, self-defense units were created, work was announced in two shifts of 11 hours. In June 1941, the aircraft factory produced 159 Il-2 attack aircraft.

During the period of hostilities and even before the Nazis captured the right-bank part of Voronezh, the aircraft factory was evacuated. In early October 1941, a decision was made to evacuate the plant to the Bezymenka station twenty kilometers from Kuibyshev.

During the war, factory workers manufactured Il-2 attack aircraft, which is remembered by the monument to the famous aircraft located on the square near the VASO checkpoint (see photo).

In 1943, the regional administration of building materials industry prepared a certificate for the Voronezh regional executive committee on the damage caused to the plant during the hostilities: “Seven workshops, one hangar were burned down, three workshops were destroyed by bombardment. The main workshops have been preserved. With an average repair, the plant can start repairing aircraft.

On April 2, 1943, by order of the People's Commissariat of Aviation Industry No. 185s, an aircraft repair plant No. 64 was organized on the premises of the former plant No. 18.

From March to August 1943, aircraft of the 586th Women's Fighter Aviation Regiment were based at the factory airfield.

In 1943, 218 Il-2 aircraft were repaired at the plant; 25 U-2 aircraft; 30 Yak-1 aircraft; 14 La-5 aircraft; 4 Pe-2 aircraft; 2 Yak-6 aircraft; 4 Yak-9 aircraft; one Ut-2 and one Li-2. By the end of the year, the following workshops were operating: aggregate, mechanical, instrumental, welding. In the restored FZU school, personnel training for the plant began.

In 1945, the machine park of the plant expanded. The workshops are equipped with equipment exported from Germany and satellite countries as reparations - metal-cutting machines, hydraulic presses "Fritz Muller", "Lake Erie" and other firms. The machine shop was equipped with trophy equipment. Restored residential buildings on the street Heroes of the stratosphere. Factory workers restored 6.4 km of the tram line on the left bank; a tram with the inscription "To Native Voronezh from the staff of plant No. 64 on the day of victory over Japan" was put on the route.

On January 24, 1946, Plant No. 64 was given the task of receiving equipment and technical documentation for the Il-10 aircraft from Plant No. 1 and organizing the production of Il-10 aircraft components: wings, plumage, spike installation, landing gear with fairings, tail section of the fuselage, gasoline and oil tanks, metal tail sections of the Il-2 fuselage, to ensure the production of 10 Il-10 aircraft in the fourth quarter of 1946.

In 1948, the restoration of the first stage of the plant was completed. In 1950, workshop No. 45 was organized for processing magnesium casting parts. The plant received an order for overhaul and re-equipment of Il-12 aircraft. During the year, Voronezh aircraft builders modernized 114 aircraft of this type. Then, in 1950, the first four Il-28 front-line bombers left the stocks of plant No. 64.

In 1953, the main building of the plant was completely restored. Building 70 was restored and put into operation, in which a workshop for the manufacture of consumer goods was located.

In 1954, the Il-28 assembly program was completed at the plant. Preparations for the production of Tu-16 long-range jet bombers began.

In the late 1950s, the aircraft factory began production of the first domestic wide-body turboprop aircraft designed by O.K.Antonov; passenger "AN-10 "Ukraine" and transport-landing "AN-12". It was with them that the participation of factory aviation equipment at international exhibitions and salons began. For the first time, the An-10 took to the skies from the factory airfield on November 5, 1957. On June 1, 1960, the Decree of the Council of Ministers of the USSR No. 601-246 was signed on the organization of mass production of An-12 military transport aircraft at factories No. 64 of the Voronezh Council of National Economy and No. 84 of the Tashkent Council of National Economy.

In 1964, the plant mastered the serial production of the Tu-123 unmanned aerial vehicle.

Since the mid-1960s, specialists from the Voronezh Aircraft Plant, together with the Tupolev Design Bureau, began to work on the Tu-144 supersonic passenger aircraft. Designers and aircraft builders from the USA and Europe worked on similar projects. And if the United States considered this idea commercially unprofitable, then the Anglo-French consortium brought the idea to the end, which was embodied in the Concorde project.

Now it is not easy for us to understand why the Soviet government needed such an expensive and commercially unattractive project as a jet passenger aircraft capable of breaking the supersonic barrier. Such a business requires special materials (such as titanium hulls, since aluminum alloys are not able to withstand extreme flight conditions), airfield lanes and services. And this is not to mention the cost of flights, which are 3-4 times higher than the cost of flights of turboprop aircraft. It is obvious that a Soviet person with low incomes could not pay for such expenses. Therefore, the Tu-144 project was, most likely, a fashion project - approximately the same as the Buran project, made according to the type of American space shuttles. Having made only one unmanned flight, Buran took its place at VDNKh.

In fairness, it must be said that the Concorde project could not prove its financial viability either. After a number of years of operation and a tragedy on the runway, the Concorde was closed, and all business associated with it was liquidated.

The story of the Voronezh TU-144, which crashed at an exhibition in Le Bourget in front of thousands of observers, also ended tragically. It is possible that the French fighter escort interfered with the aircraft. The version that the crew commander's camera fell and jammed the steering wheel is also not ruled out. But be that as it may, the production of this most beautiful and high-tech machine was curtailed at the Voronezh plant. The last aircraft of this series was released in October 1984.

Returning to the mid-1970s, we note that on July 1, 1972, the first secretary of the Central Committee of the Communist Party of Cuba, Fidel Castro, visited the Voronezh Aviation Plant, who examined the cabin and cockpit of the Tu-144 liner.

Aircraft factory workers awarded the title Hero of Socialist Labor(1981). Left: Lyalin Egor Filippovich, foreman of fitters; on right: Khudyakov Pyotr Yakovlevich, foreman of fitters

On April 27, 1976, an order was issued to the plant to start serial production of Il-86 airbuses. The production of aircraft was accompanied by the technical re-equipment of the enterprise. Press riveting was increased to 60%, stocks were introduced to complete the upper and lower panels for a full wing span, 640 thousand units of special tools were manufactured, etching of titanium alloys was established, a new cold chamber was put into operation to improve the quality of processing of power units made of high-strength stainless steels, a new assembly shop with an area of ​​48,000 sq.m. was built.

On March 25, 1980, by order No. 122 of the Minister of Aviation Industry of the USSR, the Voronezh Aviation Production Association was created on the basis of the Voronezh Aviation Plant and a branch of NIAT. And on December 26, 1980, the Il-86 airbus with passengers on board made its first flight on the Moscow-Tashkent route. The regular operation of the Il-86 on overhead lines began (since July 1981, the Il-86 began to carry out international transportation).

In 1986, VAPO, together with the Ilyushin Design Bureau, began to create an experimental batch of Il-96-300 aircraft for ground testing and certification. 15.3 thousand square meters of housing were built by the household method.

In May 1987, to help the village, the association began to produce forage harvesters KSS-2.6.

In April 1990, the first flight was made on the Il-96-300 Airbus on the route Yuzhno-Sakhalinsk - Khabarovsk - Moscow. The association has switched to a five-day working week without working Saturdays.

With the collapse of the USSR and the transition to a market economy, the Voronezh Aircraft Plant began to have serious problems. The reason for this was the most difficult external conditions - inflation in 1992 exceeded 2500%, falling in 1993 to 700%. Financing of the plant in the normal mode stopped, the salary of employees began to be delayed for several months. Specialists began to leave, go to other enterprises or to private business.

At the same time, Russian carriers began to buy fewer vehicles, turning to foreign manufacturers who could offer used vehicles or leasing schemes. The Voronezh plant could not offer such conditions. The factory workers had to survive by manufacturing by-products - small aircraft, boats, canisters, prams and even upholstered furniture (see photo below).

However, the main business of the plant, which became a joint-stock company and began to be called VASO, has stalled since the early 1990s. All the prime ministers and presidents of the country who have been in power since then visited the VASO and promised their assistance at the legislative, financial and moral level. However, not so many serious real actions were taken, and many of them belatedly. There were even proposals to re-profil VASO, making it an appendage of Boeing or Airbus, which would manufacture individual components (which it is doing now) and repair the existing aircraft fleet.

Consumer goods offered by the aircraft factory in the late 1990s and early 2000s

There are no final decisions yet. Most likely, the VASO business will start operating at full speed with the legislative and financial support of the government of the country. And after the necessary impulses, it will switch to the mode of independent entrepreneurial activity - like the Canadian "Bombardier" or the Brazilian "Embrayer", which firmly occupy their niches and are optimistic about the future.

Directors of the Voronezh Aviation Plant:

Lyakhovsky K.S. (1930-1933);

Medvedev M.D. (1933);

Klevtsov P.A. (1933-1934);

Chernyshov V.N. (1934-1937);

Shabashvili S.M. (1937);

Shenkman M.B. (1938-1942);

Serdyuk V.K. (1943-1944);

Smirnov V.N. (1944-1955);

Belyak K.N. (1955-1957);

Belyavsky G.A. (1957-1965);

Danilov B.M. (1965-1975);

Shumeiko A.G. (1975-1976);

Mikhailov A.G. (1976-1998);

Salikov V.A. (1998-2005);

Shushpanov M.N. (2006-2008);

Zubarev V.Yu. (since 2008).

Literature:

Voronezh wings. Chronicle of the history of the Voronezh Aviation Plant. - Voronezh, 2012. - 32 p.

Open Joint Stock Company "Voronezh Joint Stock Aircraft Building Company" is the legal successor of the Voronezh Aviation Production Association, established in 1932 and transformed in 1993 into an Open Joint Stock Company.

The history of the Company's existence dates back to March 1932. Being a state-owned enterprise, undergoing certain changes in the name ("aircraft plant", "mail box", "production association"), the plant was engaged exclusively in the construction of aircraft, developing and improving as aviation technology developed and improved. In the prewar period, the plant mastered 11 types of aircraft designed by A.N. Tupolev, A.S. Moskalev, S.I. Ilyushin, V.G. Ermolaev.

The firstborn of the enterprise in 1932-1934. was the heavy bomber TB-3. Then they assembled ANT-25 (1934-1936), on which a number of world records were set, passenger aircraft CAM-5 (1933) and CAM-7 (1936).

In 1940, the plant's staff mastered the production of IL-2 attack aircraft, sending 15,099 such aircraft to the fronts of World War II.

In October 1941, the plant was evacuated to Kuibyshev. On January 25, 1943, Voronezh was liberated, the plant returned from evacuation and began the production of units for previously produced aircraft in parallel with the repair of aviation equipment.

In 1947, the enterprise began production of IL-10 attack aircraft, and two years later, the first production jet bomber IL-28 in the USSR. Since 1954, the production of TU-16 bombers began, and by the end of the 1950s, the company's staff was entrusted with the production of AN-10 and AN-12 aircraft. Then the plant built a series of supersonic heavy interceptors TU-128.

In the second half of the 60s of the last century, the plant was instructed to master the serial production of the world's first supersonic passenger aircraft TU-144. Preparation for its production has become the largest stage of technical progress at the plant. Simultaneously with the TU-144, the production of the IL-86 wide-body airbus was launched, the production of which began in 1975. In subsequent years, more than a hundred cars of this brand were built. In 1986, the plant began building the IL-96-300 aircraft, and in 1995, the IL-96T.

In September 1993, the enterprise was transformed into an open joint stock company.

Today JSC "VASO" is one of the largest aircraft building enterprises in the Russian Federation.

OJSC "VASO" in accordance with the rules of the aviation register of the IAC has passed the certification of the entire production complex, officially registering the right to manufacture wide-body aircraft IL-96 in accordance with international standards and to extend the service life of the IL-86 liner.

The plant's capacities and flexible pre-production system make it possible to simultaneously produce several aircraft modifications, including those using American and European norms and standards.

The Company carried out a set of measures to bring the quality management system in accordance with the requirements of GOST R ISO 9001-2001, which made it possible to obtain a conclusion that certifies the existence of conditions that ensure the fulfillment of the state defense order. The company performs all types of after-sales service after-sales service, as well as repairs and maintenance of aircraft after 10,000 flight hours. The company has a certificate from the FAS Russia for aircraft maintenance.

As part of the development of international cooperation in the field of aircraft manufacturing, the Company's quality management system received a positive assessment from Airbus auditors, which made it possible to conclude a contract for the manufacture of individual components of A320 aircraft in Voronezh.

The Company has created a corporate information network that allows solving problems of prompt processing of design and technological documentation, accounting of financial and economic activities, use of all-Russian, regional and industry reference and consulting systems.

On the basis of a unified information model, experience has been gained in electronic design and production of units, which has significantly reduced the cycle of technological preparation for production. Today, design and technological preparation for the production of IL-96, Superjet-100, AN-148, IL-112V aircraft is carried out using electronic models of products.

Opening joint-stock company "Voronezh Joint-Stock Aircraft Building Company" - this is the full name. The factory was founded in 1932. Initially, the plant was assigned No. 18 in the industry register. In 1934, the TB-3 bomber was the first in mass production.

In 1937, the production of the DB-3 (IL-4) bomber began. At the same time, Il-2 attack aircraft were produced. ANT-25s were produced for local airlines. The plant also produced CAM-5. During the Great Patriotic War, the Voronezh Joint-Stock Aircraft Building Company was evacuated to the city of Kuibyshev. During the war, 36163 aircraft were produced. The plant was awarded the Order of Lenin in 1941 and 1966. In 1943, the plant was returned from evacuation and it became known as Plant No. 64. The release of the Il-10 attack aircraft with increased maneuverability began in 1947. At the same time, the re-equipment of the passenger compartment began.

In 1949, the production of the Il-28 jet bomber began. In 1954, the production of the Tu-16 turbojet bomber began. In the 60s, the plant was given the task of mastering the production of the Tu-144 passenger aircraft. At the same time, they were preparing the release of the Il-76 wide-body airbus. In 1976, the plant was reconstructed, new workshops were built and new technologies were mastered. Since December 1980, the aircraft began passenger transportation around the country. In 1986, the production of long-range passenger aircraft Il-96-300 began, the first flight of which took place in 1969.

In 1993, the plant was privatized and the form of ownership was changed, it became known as the Voronezh Joint-Stock Aircraft Building Company (VASO). The production of the Il-96T transport aircraft began in 1995. In 2005, revenue for three quarters amounted to 2.2 billion rubles, net profit amounted to 228 million rubles. Since 2006, the plant has been part of the state-owned United Aircraft Corporation OJSC. Since 2008, the production of some parts for the A-320 and A-380 aircraft has begun.