Chapter 457

Because of this, Zhuang Jianye, as the head of Tengfei Aviation Manufacturing Corporation, thinks it is necessary to make a good layout in this aspect in advance. After all, with the continuous diffusion of aviation technology, after the 1990s, the competition of finished aircraft can only be described as fierce.

The Soviet Union, which crumbled a few years later, is the best example.

Apart from the military aircraft that can compete with the US military aircraft, the Soviet Union's civil aviation achievements are no less than their civil aircraft.

In a country that can produce Tu-160 strategic bombers and an-224 heavy transport aircraft, the civil aviation aircraft is several orders of magnitude better than that of other countries.

It's just that the fighting people are rough, the interior of the aircraft is rough, and the comfort is poor. In addition, according to the experience of World War II, the Soviet Union regarded the aircraft as a strategic resource for wartime recruitment. Therefore, the military attribute is more obvious, which further reduces the passenger experience and the economy of operation. This leads to the evaluation of the civil aviation products of the Soviet Union being inferior to that of the United States.

However, in terms of pure technology, the yak-42, Tu-154, il-62, il-86, il-96, and even the last one, tu-214, in the Soviet era are not much inferior to the same kind of aircraft in the West.

It is reasonable to say that after the full marketization of these aircraft types, Russia should become a big force to rush to the international market, and then tear a piece of meat from the United States and Europe, becoming the third largest aviation manufacturer in the world after Europe and the United States.

As a result, instead of seizing this opportunity to form an absolute fist against the European and American markets with the huge aviation heritage left over by the Soviet Union, Russia has been reaped by the European and American aviation giants who have been prepared for a long time. Not only the CIS market previously belonging to the Soviet Union has not been preserved, but even Russia's internal market has been seized by the European and American aviation giants.

In addition to the Russian federal government's use of several classic airliner models in the Soviet era, most of the other models operated by 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 dispirited Russian government, such as the continuously weakening Russian national strength, such as the incessant internal strife of Russian style. Of course, the rigid marketing method is also one of the main reasons for the depression of Russian civil aviation manufacturing industry.

In the past, when the planning system was in place, there was a state to cover all the details. Whether it was Tupolev or Ilyushin, they had a good life. When the Soviet Union suddenly disintegrated and there was no state guarantee, these aircraft production consortia, which were used to living a good life, were in a panic and were very eager to ask for the accounts of aircraft customers.

Even the domestic airlines are like this. I wish my plane hadn't been delivered yet. You'd hurry up and call me the full amount. You'll look like you're dying for money.

Airlines are also enterprises. They have a lot to take care of, and they are also stuck in funds. Although they order airplanes, they rarely take out the full amount of money to purchase them. Delaying the accounting period is the basic operation. As a result, several major Russian airline manufacturers do not even delay the accounting period, and there is no additional sales policy. At least domestic airlines can give a 20% discount on their orders? But Tupolev or Ilyushin, just like I haven't seen any money in my life. I'll give you a 20% discount. If you don't increase the price, I'll kill you. Thank God.

Take another look at the European and American aviation manufacturers. They don't have to pay for a month's worth of airplanes. If they can't afford to buy them, they can still rent them. They really want to start. It doesn't matter. European and American aviation manufacturers all have professional financial institutions to provide you with loans. Some of them don't even need to pay down by Russian Airlines. They just need to mortgage about 20% of their assets, and a few airplanes can fly To the vast land of Russia.

As for the loans for buying airplanes, it's OK to repay the loans with interest and principal in proportion every year. There's absolutely no pressure.

Such a comparison between Russian Airlines is of course a good policy for European and American aviation manufacturing. It doesn't take much start-up capital to build a dozen aircraft fleet. As long as the follow-up operation is proper, the annual repayment fee is not a problem at all, so they turn to European and American aviation giants one after another.

As a result, the decline of Russian aviation manufacturers is even worse. When Russia finally comes back from the internal and external turmoil, learns from the methods of European and American aviation giants and reorganizes its aviation manufacturing industry, it suddenly finds that they have missed the best period for ten years, and it is impossible for them to catch up.

In fact, it's not only Russia, but also China, which has not done well in this respect. It's just that China has not experienced the large-scale geopolitical turmoil of the Soviet Union, and its level in the field of civil aviation is average, so it's not prominent.

However, with the transformation of industrial structure, when preparing to take a share in the lucrative aviation manufacturing industry, we found that in addition to technology, the gap between our sales and other supporting facilities and foreign aviation giants is even greater. We are waiting for the re layout and the establishment of the system, but we are inevitably under the pressure of the alert European and American financial institutions, and the development is always tepid.

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

When the report was submitted, there was a lot of controversy among the ministries and some leaders. They thought that the approach of Tengfei Aviation Manufacturing Corporation was too big, especially in the financial field. They had to say that it was sensitive.So when we get to the head of the headquarters, there are more annotations on this report than the text of the report itself. Most of the opinions think that we are studying it, and even some of the fiercer ones simply ask to strangle this idea to avoid unnecessary financial turmoil.

The head of the headquarters was also indecisive, so he went to the leaders of CITIC to consult and learned that many developed countries abroad even use consumer financial loans to sell their daily necessities. The head of the headquarters thought for two days, and finally made the final comment at the end of the report: "you can have a try, but only external, not internal."

This instruction is absolutely conservative decades later, but it was very bold in the 1980s, which inevitably led to a lot of criticism. On the one hand, it was clear that it was only external but not internal, even if there was a risk, it was isolated from the outside; on the other hand, it was clear in the detailed rules behind that only a pilot unit such as Tengfei Aviation Manufacturing Corporation was responsible for if something happened.

In other words, the head of the headquarters will control the risk in a very small range. Even if it fails, it will bring down Tengfei aviation manufacturing company, which will not affect other companies.

That's what makes the criticism much less. There's no way. There are so many reform measures in the 1980s and 1990s. Needless to say, there are also so many problems. It's not too much for an improper policy to bring down an enterprise. Otherwise, how can we call the reform "crossing the river by feeling the stone". Because there is no reference, it's good to feel the stone and get rid of it The river is also normal.

Therefore, China's reform is in such a trial and error, the country is like this, and Tengfei aviation manufacturing corporation is no exception. If you want to be a pioneer in the reform, you must be prepared to fall into the river.